Indian Wells City Council
September 5, 2024

Council Agenda - September 5, 2024
 79
Case Study Sheet: Location #4
Project Location, Description & Maps
Segment: Highway 111 : Cook Street to Province Way
Example of Similar Segments: Highway 111: Indian Wells Lane to Club Drive Project Name: Indian Wells SAP
Agency Name: City of Indian Wells
Contact Name:

Email:

Prepared by: Kimley-Horn
Checked by:

Date: 2024

Village Court
10 RROOAADDWWAAYY

SSEEGGMMEENNTT

Council Agenda - September 5, 2024
 80
Project Location, Description & Maps
Collision Data
Total Collisions 5
Fatal and Severe Injury
Collisions
2 Top 3 Collision Types (%) Rear-End (40%)
Sideswipe (40%)
Rear-End (23%)
Dark Collisions 1
Impaired Collisions 0
Collision Data
Number of Approaches 4
Average Daily Traffic 34,250
Crosswalk Condition Good
Lighting Well Lit
Highest Posted Speed
Limit
45 Collisions Involved With
Vehicular Pedestrian Bicycle
4 1 0
Field Visit Notes
• 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
Remove merging
lane/ taper lane on
the east leg
40%
(R23) $240,345 $30,000 8.01
Install
sidewalk/pathway
80%
(R34PB) $3,845,520 $422,400 9.10
Move bus stop to
remove conflict on
the right turn lane
5% $240,345 $100,000 2.40
Case Study Sheet: Location #4

Council Agenda - September 5, 2024
 81
Case Study Sheet: Location #5
Project Location, Description & Maps
Intersection: Fairway Drive & Rancho Palmeras Dr
Example of Similar Intersections: Fairway Drive & Indian Wells Lane Project Name: Indian Wells SAP
Agency Name: City of Indian Wells
Contact Name:

Email:

Prepared by: Kimley-Horn
Checked by:

Date: 2024

AALLLL--WWAAYY SSTTOOPP

IINNTTEERRSSEECCTTIIOONN

STOP STOP
STOP

Council Agenda - September 5, 2024
 82
Project Location, Description & Maps
Collision Data
Total Collisions 0
Fatal and Severe Injury
Collisions
0 Top 3 Collision Types (%) -
Dark Collisions 0
Impaired Collisions 0
Collision Data
Number of Approaches 3
Total Entering Vehicles
Crosswalk Condition None
Control Type Unsignalized
Lighting Well Lit
Highest Posted Speed
Limit
55 Collisions Involved With
Vehicular Pedestrian Bicycle
26 3 1
Field Visit Notes
• Lots of pedestrian and bicycle activity
• Rolling stop signs
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
crosswalk (need to
comply with ADA)
35%
(NS21PB)
- $100,000 -
Two lane cycle track
– multipath 5% - $120,000 -
Reduce lane width 5% - $120,000 -
Add segment
lighting (pedestrian
scale lighting)
40% $25,000
Case Study Sheet: Location #5

Council Agenda - September 5, 2024
 83
Case Study Sheet: Location #6
Project Location, Description & Maps
Segment: Fairway Drive & Eldorado Drive
Example of Similar Segments: Vintage Drive West & Portola Avenue Project Name: Indian Wells SAP
Agency Name: City of Indian Wells
Contact Name:

Email:

Prepared by: Kimley-Horn
Checked by:

Date: 2024

AALLLL--WWAAYY SSTTOOPP

IINNTTEERRSSEECCTTIIOONN
STOP
STOP
STOP
STOP

Council Agenda - September 5, 2024
 84
Project Location, Description & Maps
Collision Data
Total Collisions 3
Fatal and Severe Injury
Collisions
0 Top 3 Collision Types (%) Hit Object (60%)
Sideswipe (40%)
Dark Collisions 0
Impaired Collisions 1
Collision Data
Number of Approaches 4
Total Entering Vehicles 25,524
Crosswalk Condition Good
Control Type Hawk Signal
Lighting Well Lit
Highest Posted Speed
Limit
35 Collisions Involved With
Vehicular Pedestrian Bicycle
3 0 0
Field Visit Notes
• Lots of pedestrian and bicycle activity
• Rolling stop signs
• Fast speeds on the turns
Countermeasure Evaluation
Potential
Countermeasures
Crash Reduction
Factor
(LRSM/CMF ID)
20 Year Safety
Benefit Total 20-Year Costs Safety Related B/C
Ratio
Reduce lane width 15%
(S02) $21,345 $26,400 .81
Neighborhood
traffic circle
30%
(NS05mr) $42,690 $300,000 .14
Road diet 30%
(R14) $42,690 $79,200 .54
Case Study Sheet: Location #6

Council Agenda - September 5, 2024
 85
Countermeasure Evaluation (continued)
Potential
Countermeasures
Crash Reduction
Factor
(LRSM/CMF ID)
20 Year Safety
Benefit
Total 20-Year Costs Safety Related B/C
Ratio
Install high visibility
crosswalk (must
comply with ADA)
35%
(R35PB) $49,805 $120,000 .42
Install sidewalk
(must comply with
ADA)
80%
(R34PB) $113,840 $422,400 .27
Case Study Sheet: Location #6

Council Agenda - September 5, 2024
 86
Case Study Sheet: Location #7
Project Location, Description & Maps
Intersection: Highway 111 & Indian Wells Lane
Example of Similar Intersections: Washington Street & Via Sevilla Project Name: Indian Wells SAP
Agency Name: City of Indian Wells
Contact Name:

Email:

Prepared by: Kimley-Horn
Checked by:

Date: 2024

SSIIGGNNAALLIIZZEEDD

IINNTTEERRSSEECCTTIIOONN

Council Agenda - September 5, 2024
 87
Project Location, Description & Maps
Collision Data
Total Collisions 25
Fatal and Severe Injury
Collisions
1 Top 3 Collision Types (%) Rear-Ends (68%)
Broadside (16%)
Hit-Object (8%)
Dark Collisions 5
Impaired Collisions 1
Collision Data
Number of Approaches 4
Total Entering Vehicles 34,350
Crosswalk Condition Good
Control Type Signalized
Lighting Well Lit
Highest Posted Speed
Limit
55 Collisions Involved With
Vehicular Pedestrian Bicycle
25 0 0
Field Visit Notes
• High speeds – coming downhill eastbound
• High speeds overall
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
crosswalk
35%
(R35PB) $1,413,965 $120,000 11.78
Curb extensions 35%
(R35PB) $1,413,965 $120,000 11.78
Flashing yellow left
turn (southbound
approach)
30%
(S07) $1,211,790 $45,600 26.58
Advanced Dilemma
Zone (camera
existing)
5% $201,995 $8,000 25.25
Case Study Sheet: Location #7

Council Agenda - September 5, 2024
 88
Case Study Sheet: Location #8
Project Location, Description & Maps
Segments: Highway 111: Miles Avenue & Mt. Cove
Example of Similar Segments: Eldorado Drive: Highway 111 to Fred Waring Drive Project Name: Indian Wells SAP
Agency Name: City of Indian Wells
Contact Name:

Email:

Prepared by: Kimley-Horn
Checked by:

Date: 2024

RROOAADDWWAAYY

SSEEGGMMEENNTT

Council Agenda - September 5, 2024
 89
Case Study Sheet: Location #8
Project Location, Description & Maps
Project Name: Indian Wells SAP
Agency Name: City of Indian Wells
Contact Name:

Email:

Prepared by: Kimley-Horn
Checked by:

Date: 2024

RROOAADDWWAAYY

SSEEGGMMEENNTT

Council Agenda - September 5, 2024
 90
Project Location, Description & Maps
Collision Data
Total Collisions 16
Fatal and Severe Injury
Collisions
0 Top 3 Collision Types (%) Broadside (40%)
Sideswipe (23%)
Rear-End (23%)
Dark Collisions 11
Impaired Collisions 0
Collision Data
Number of Approaches 4
Total Entering Vehicles 25,524
Crosswalk Condition Good
Control Type Hawk Signal
Lighting Well Lit
Highest Posted Speed
Limit
35 Collisions Involved With
Vehicular Pedestrian Bicycle
26 3 1
Field Visit Notes
• Fast speeds
• Pedestrian and bicycle activity
Countermeasure Evaluation
Potential
Countermeasures
Crash Reduction
Factor
(LRSM/CMF ID)
20 Year Safety
Benefit Total 20-Year Costs Safety Related B/C
Ratio
Extend existing
median
25%
(R08) $618,650 $2,819,520 .22
Install delineators,
reflectors and/or
object markers
15%
(R27) $371,190 $81,600 4.55
Install speed
feedback signage
15%
(NS06) $371,190 $16,800 22.09
Protected bike lanes 45%
(R33PB) $1,113,570 $84,000 2.65
Reduce lane width 5% $123,730 $30,000 4.12
Case Study Sheet: Location #8

Council Agenda - September 5, 2024
 91
Case Study Sheet: Location #10
Project Location, Description & Maps
Intersection: Washington Street & Miles Avenue
Example of Similar Intersections: Washington Street & Fred Waring 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

Council Agenda - September 5, 2024
 92
Project Location, Description & Maps
Collision Data
Total Collisions 28
Fatal and Severe Injury
Collisions
1 Top 3 Collision Types (%) Rear-End (60%)
Broadside (18%)
Sideswipe (14%)
Dark Collisions 5
Impaired Collisions 1
Collision Data
Number of Approaches 4
Total Entering Vehicles 38,600
Crosswalk Condition Good
Control Type Signalized
Lighting Well Lit
Highest Posted Speed
Limit
55 Collisions Involved With
Vehicular Pedestrian Bicycle
28 0 0
Field Visit Notes
• High speeds
• Fast turns on the yield turn
• During events lots of pedestrian and bicycle activities Countermeasure Evaluation
Potential
Countermeasures
Crash Reduction
Factor
(LRSM/CMF ID)
20 Year Safety
Benefit Total 20-Year Costs Safety Related B/C
Ratio
Reduce curve turn
for yield 5% $392,535 $80,000 4.91
Install additional
crosswalk
25%
(NS20PB) $2,747,745 $30,000 45.80
Event related
pedestrian scramble
35%
(R32PB) $1,962,675 $400,000 4.91
Protected bike lanes 35%
(R32PB) $3,532,815 $672,000 5.26
Case Study Sheet: Location #10

Council Agenda - September 5, 2024
 93
Countermeasure Evaluation (continued)
Potential
Countermeasures
Crash Reduction
Factor
(LRSM/CMF ID)
20 Year Safety
Benefit
Total 20-Year Costs Safety Related B/C
Ratio
High Visibility
Crosswalk
35%
(R35PB) $2,747,745 $90,000 4.91
Case Study Sheet: Location #10

Council Agenda - September 5, 2024
 94
Indian Wells Safety Action Plan
Appendix B - Public Engagement
Public Engagement (Comments, interactive map, and survey) What form of transportation do you use most often to get around Indian Wells? Answer Choices Responses
Driving 84.84% 414
Biking 3.48% 17
Walking 9.63% 47
Public Transportation (SunLine bus) 0.00% 0
Other - Please specify (Rideshare, scooter, etc.) 2.05% 10 Answered 488
Skipped 5

0.1 0.2

0.3 0.4

0.5 0.6

0.7 0.8

0.9 0
Biking Walking Public Transportation
(SunLine Bus)
OtherDriving
Responses

Council Agenda - September 5, 2024
 95
Indian Wells Safety Action Plan
How far do you typically travel per day?
Answer Choices Responses
Less than one mile 2.44% 12
One to five miles 59.88% 294
More than five miles 37 .68% 185
Answered 491
Skipped 2

0.1 0.2

0.3 0.4

0.5 0.6

0.7 0
1-5 Miles 5> Miles<1 Mile
Responses

Council Agenda - September 5, 2024
 96
Indian Wells Safety Action Plan
Besides driving, what mode of transportation is most appealing to you? Answer Choices Responses
Biking 25.98% 126
Walking 61.03% 296
Public Transportation 0.62% 3
Other - Please specify (Rideshare, scooter, etc.) 12.37% 60 Answered 485
Skipped 8

0.1 0.2

0.3 0.4

0.5 0.6

0.7 0
Biking Walking Public Transportation
(SunLine Bus)
Other
Responses

Council Agenda - September 5, 2024
 97
Indian Wells Safety Action Plan
Which improvement areas would you prioritize to make Indian Wells safer? Please rank the items below. (Most important =1; least important=4)
1 2 3 4 Total Score
More roadways/road
improvements 38.90% 163 28.1 6% 118 25.54% 107 7. 4 0 % 31 419 2.99 More sidewalks/
pedestrian improvements 42.72% 179 40.57% 170 13.13% 55 3.58% 15 419 3.22 More bike lanes/bicycle
improvements 16.23% 68 27 .92% 117 44.63% 187 11.22% 47 419 2.49 More transit service/public
transit improvements 2 .15% 9 3.34% 14 16.71% 70 77 .80% 326 419 1.3 Answered 419
Skipped 74
3 2.5

3.5 2

1.5 1

0.5 0
More roadways/
road improvements
More sidewalks/
pedestrian improvements
More bike lanes/
bicycle improvements
More transit service/
public transit
improvements
Weighted
Average

Council Agenda - September 5, 2024
 98
Indian Wells Safety Action Plan
How important do you think alternative transportation [biking, walking, public transportation (SunLine bus) improvements are to the city?
Not important Somewhat
important Important Very important Total Weighted
Average
Star 15.20% 64 32.07% 135 25.42% 107 27 .32% 115 421 2.65 Answered 421
Skipped 72
3 2.5
2 1.5
1 0.5
0 Star
Weighted
Average

Council Agenda - September 5, 2024
 99
Indian Wells Safety Action Plan
What kind of challenge areas does the city have that traffic safety effort should focus on? (Select all that apply).

Answer Choices Responses
Aggressive driving 58.75% 235
Impaired driving 21.00% 84
High speeds 69.25% 277
Distracted driving 4 7. 2 5 % 189
Other - Please specify 32.25% 129
Answered 400
Skipped 93

0.1 0.2

0.3 0.4

0.5 0.6

0.7 0.8
0 OtherAggressive
Driving
Impaired
Driving
High
Speeds
Distracted
Driving
Responses

Council Agenda - September 5, 2024
 100
Indian Wells Safety Action Plan
How safe do you feel when walking around Indian Wells?
Not safe at all Somewhat safe Safe Very safe N/A Total Weighted Average
Star 6.25% 25 27 .00% 108 33.00% 132 30.50% 122 3.25% 13 400 2.91 Answered 400
Skipped 93
3 2.5
2 1.5
1 0.5
0 Star
Weighted
Average

Council Agenda - September 5, 2024
 101
Indian Wells Safety Action Plan
What barriers currently cause safety concerns from traveling to key destinations in Indian Wells via walking? (Select all that apply)
Answer Choices Responses
Lack of infrastructure (sidewalks, bike lanes) 47 .83% 187 Fear of cars 40.15% 157
No connected network 19.18% 75
Lack of shade 16.37% 64
Lack of lighting 14.07% 55
Lack of signage/wayfinding 4.86% 19
Other - Please specify 30.95% 121
Answered 391
Skipped 102

0.1 0.2

0.3 0.4

0.5 0.6
0 Lack of lighting
Lack of signage/wayfinding
Other
Lack of infrastructure
(sidewalks, bike
lanes)
Fear of cars
No connected network
Lack of shade
Responses

Council Agenda - September 5, 2024
 102
Indian Wells Safety Action Plan
How safe do you feel when Biking around Indian Wells?
Not safe at all Somewhat safe Safe Very safe N/A Total Weighted Average
Star 10.41% 41 26.90% 106 20.56% 81 10.91% 43 31.22% 123 394 2.46 Answered 394
Skipped 99
3 2.5
2 1.5
1 0.5
0 Star
Weighted
Average

Council Agenda - September 5, 2024
 103
Indian Wells Safety Action Plan
What barriers currently cause safety concerns from traveling to key destinations in Indian Wells via biking? (Select all that apply)
Answer Choices Responses
Lack of infrastructure (sidewalks, bike lanes) 43.51% 161 Fear of cars 52.43% 194
No connected network 20.00% 74
Lack of shade 5.41% 20
Lack of lighting 7. 5 7 % 28
Lack of signage/wayfinding 7.0 3 % 26
Other - Please specify 29.46% 109
Answered 370
Skipped 123

0.1 0.2

0.3 0.4

0.5 0.6
0 Lack of lighting
Lack of signage/wayfinding
Other
Lack of infrastructure
(sidewalks, bike
lanes)
Fear of cars
No connected network
Lack of shade
Responses

Council Agenda - September 5, 2024
 104
Indian Wells Safety Action Plan
How safe do you feel when taking public transportation (SunLine bus) around Indian Wells? Not safe at all Somewhat safe Safe Very safe N/A Total Weighted Average
Star 1.79% 7 3.06% 12 5.61% 22 6.12% 24 83.42% 327 392 2.97 Answered 392
Skipped 101
3 2.5
2 1.5
1 0.5
0 Star
Weighted
Average

Council Agenda - September 5, 2024
 105
Indian Wells Safety Action Plan
What barriers currently causes safety concerns from traveling to key destinations in Indian Wells via public transportation (SunLine bus)? (Select all that apply)
Answer Choices Responses
Lack of infrastructure (sidewalks,
bike lanes) 12.12% 32
Fear of cars 12.88% 34
No connected network 11.74% 31
Lack of shade 5.68% 15
Lack of lighting 4.92% 13
Lack of signage/wayfinding 10.61% 28
Other - Please specify 64.39% 170
Answered 264
Skipped 229

0.1 0.2

0.3 0.4

0.5 0.6
0 Lack of lighting
Lack of signage/wayfinding
Other
Lack of infrastructure
(sidewalks, bike
lanes)
Fear of cars
No connected network
Lack of shade
Responses

Council Agenda - September 5, 2024
 106
Indian Wells Safety Action Plan
Interactive Map Comments
Type Comment Latitude Longitude
Walk Please put a proper sidewalk here for all of us that live in La Rocca and The Cove and The Vintage Club to walk safely to the corner of Cook St. and 111. It is especially dangerous at night. Thank you!! 33.716298 -116.355818 Walk
"I live in The Cove. I walk and run Cook to Fairway almost daily. The speed of many drivers is simply scary. It is not if someone is going to get hit, it is when. There are many elderly folks, people with dogs, bikers along Cook and Fairway street all day long. I suggest calming/speed bumps. I think it is the only way to slow the cars down. Thank you for all that you are doing to make the neighborhood safer."

33.718914 -116.360579
Other The Golf Cart Lane on the Miles Avenue Bridge should connect to multi-use path along 111. Right now it dead-ends and there is no connection (blocked by landscape) to the 111 path. 33.721239 -116.316376 Walk set aside walkway on Fairway road or grass for pedestrians and bikes - all along 33.711797 -116.348759 Walk striped walkways on Ranch Palmeras and El Dorado and separated walkway on Cook for pedestrians and bikes. 33.715153 -116.338686
Bike Good bike path along Fred Waring and on El Dorado north of 111. 33.727791 -116.346396 Vehicle Enforce the 4 way stops in IWCC. All of them. Very dangerous for pedestrians. 33.717504 -116.317899 Bike
connect with valley bikeway from La Quinta (at Washington) and Palm Desert (at Cook by high school) that is along wash. Gives people a safe way to walk and ride to La Quinta stores and Palm Desert Aquatic Center (should do resident support for the pool too). It is finished on the other ends. Let it go through so we have paths like in Orange County. Gets kids and seniors away from roads to go places they need to.

33.717688 -116.301984
Bike Bikes lane (preferably without golf carts). 33.714095 -116.344013 Vehicle
There needs to be a sign on Miles at 111 telling cars planning on going west from the right lane on Miles to turn only into the right lane on 111. Motorists coming out of the IWCC on Manitou who want to go west on 111 should not need to yield to those turning right from Miles onto 111, but many cars go illegally into the wrong lane from Miles when going west onto 111.

33.717504 -116.317899
Other This connection is necessary to bike stroller jog and also needs to be better lit as it get very dark 33.721239 -116.316376 Walk
This sidewalk opposite the school dead ends into rocks and landscape as well as making it impossible by stroller/ bike to get from the housing neighborhoods to the elementary school and traffic will never stop / in fact speeds up to make light

33.726606 -116.312599

Council Agenda - September 5, 2024
 107
Indian Wells Safety Action Plan
Type Comment Latitude Longitude
Bike
I agree that the two borders with Palm Desert and La Quinta could have much better bike transition safety zones. With thousands of cyclists going across the three communities this should be a priority and collaborative opportunity with our neighbor cities.

33.717688 -116.301984
Walk
I live on Fairway, cars and trucks drive way to fast. Fairway in Palm Desert the speed is a lot slower, i'm not sure why, when they pass Cook they all speed up. Things that I have done to slow traffic. I covered the 35mph sign with a speed bump sign, it's amazing how much cars slow down. I've also stood outside with a radar gun, when drivers see what i'm doing they slow down.

33.713759 -116.353626
Vehicle
I know Hwy 111 is very busy, but on numerous occasions I have sat literally for minutes waiting for a green turn arrow into Desert Horizons Way when there is NO oncoming traffic west bound on Hwy 111. Is it possible to install a flashing yellow left turn signal as part of the traffic light? These are in use in other cities.

33.720668 -116.346073
Walk
Thank you for putting in the sidewalk from 111 on Cook south to the entrance to The Villages by IW Coffee.

It would be safer if you didn’t have to step into traffic entering the plaza to get to the walkway in front of IW Coffee. People take that turn into the parking fast and blind. I walk to The Villages, as do my neighbors in Los Lagos, and that last bit can’t be very dangerous.

33.720449 -116.356502
Bike Add bike lane and have signal recognize cyclists 33.724244 -116.312624 Bike Add green bike lane markers on the pavement along Hwy 111. Motorist often use the "bike" lane as a right turn lane at Club Drive. 33.721181 -116.327472
Bike I ditto this comment 33.714095 -116.344013
Bike I agree. Connect the bike paths. 33.717688 -116.301984 Walk Keep bike lane separate from pedestrian walking path 33.711797 -116.348759 Walk
"The speeding on Fairway Drive is beyond what a residential street should have to tolerate. This is a well known issue that needs to be addressed and prioritized for the well being and safety of our city. Further, the contractor use in lieu of 111 is beyond abusive. I live on Fairway Drive and witness countless speeding on a daily basis. It certainty is puzzling why Hwy 111 has a posted speed limit of 45 mph and Fairway Drive being solely a residential street is posted at 35 mph.
."

33.713759 -116.353626
Vehicle
The left turn signals from Cook onto Cachuma and Horizon Way change very slowly when there is no traffic coming, especially late at night. Could the signals be changed to a flashing yellow or as they have done in Palm Springs, allow turning on a green light when it is safe and then turn on the green arrow if there hasn't been a break in the traffic to allow a safe turn.

33.72472 -116.355643

Council Agenda - September 5, 2024
 108
Indian Wells Safety Action Plan
Type Comment Latitude Longitude
Bike 100% agree. beautiful area for family and friends to cycle but need safe transition zones for commuters and casual bikers 33.717688 -116.301984
Vehicle If speed limits on 111 were reduced, turning left without dedicated green light across two lanes of oncoming traffic would be much safer. 33.720668 -116.346073
Vehicle Can the City reduce the speed limit on 111 or does only the State have that authority? If the speed limit cannot be lowered unilaterally, can the City better enforce the existing speed limits? 33.718272 -116.310196 Bike
Cycling IW HiWay 111 onto Washington toward La Quinta Cove is dangerous. Riding through Von's busy parking lot is not a plan. Unsafe transitions between routes undermines the value of good faith efforts to open the area to commuters and tourists. Cycling IW to La Quinta, La Quinta Cove, PGA West and beyond are some of the best routes in the valley. Is it possible to collaborate with La Quinta to "find a better way" ?

33.714645 -116.299767
Walk Can the city please look into repairing the cracks and chunks of concrete that have fallen out of the sidewalk along 111 on both sides of it? Its very unsafe for walkers and bikes. 33.716425 -116.311283 Vehicle
This signal stops traffic on 111 early morning hours but still commute hours when there is no cross traffic or pedestrians. This is not uncommon with many signals both crossing and on 111 which are not timed to change when there is no traffic .It appears this is a tactic by the city to increase moving violations due to apparent malfunctioning of signal sensors. Feel free to call me to discuss if you wish.

33.721306 -116.330152
Bike
Enforce bicycle traffic laws. Virtually 95% of cyclists do not stop at stop signs along fairway although officers are more than willing to cite vehicles that do the same.When asked why cyclists are not stopped, officers said they are too hard to catch! Hard to believe .

33.713488 -116.347146
Walk
Thank you for the opportunity to submit our safety concerns. Please add a sidewalk or protected walking / biking lane on Cook Street, between Fairway and Rte 111. Residents of the Cove of Indian Wells community (and others with Cook Street entrances) walk/bike to the Village of Indian Wells or to Fairway. Currently, we have to walk in the street or in the grass/uneven landscaped area.

33.718062 -116.356727
Walk
We live on Fairway Dr. and witness speeding on a daily basis. Our 35 mph speed limit is 10 mi. more than it should be in a residential area. Once you cross Cook going west it changes to 25mph. Why is this? We live across the street from the sign that shows drivers the speed they are traveling. Fifty percent of drivers are driving on average 45 mph. This is so dangerous. It's like a raceway. We need to lower the speed to 25mph AND a police officer ticketing Mon.-Fri. 7-10am and 3-5pm at a min..

33.713542 -116.343412
Walk Make the walkway path DG and not cement. It will look much more natural/nature like and less commercial and will also not attract skaters and skateboarders. It will also save our city a lot of money. 33.711797 -116.348759

Council Agenda - September 5, 2024
 109
Indian Wells Safety Action Plan
Type Comment Latitude Longitude
Walk
Would like to see slower speeds all along Fairway between Cook and El Dorado. Would also like a couple of roundabouts on this section of Fairway to slow (and hopefully deter) all the traffic (especially large, speeding trucks).

33.714024 -116.345129
Vehicle Left the same comment with the "walking" symbol. Traffic along Fairway between Cook and El Dorado is too much, too heavy and too fast. Would like to see roundabouts and slower speeds. 33.713809 -116.349978 Bike Extend bicycle lane on Eldorado to Fairway. Currently the bicycle lane ends at Osage. 33.716647 -116.338949 Walk From Montelena to Highway 111 is very dangerous for pedestrians as they have to walk on the roan in a very busy right hand turn lane 33.720578 -116.338783
Walk
Sidewalk section on east side of Miles Avenue is missing, making it inaccessible and forcing pedestrians to walk on uneven ruts and gravel. Sidewalk along Miles to the tennis garden is also overgrown. This is a black eye for IW, as residents and those staying in local hotels are not provided with an attractive walking route to access events.

33.720352 -116.317191
ADA Sidewalk, the only way to walk along that section of Highway 111 or to access the tennis gardens, is unnecessarily narrow and does not allow those walking, cycling, or in a wheelchair to pass each other. 33.719674 -116.322255 Bike
The transition from three lanes to two at the boundary with La Quinta and the right turn bays to the west are abrupt and highly irregular, being designed entirely to assist car movements with little regard for the needs of cyclists who wish to keep right on the road shoulder for safety.

33.716636 -116.30363
Walk
Missing sidewalk/multi-use path connection on north side Highway 111 force pedestrians to cross 111 twice to get to Miles Avenue sidewalk, with a section of the south sidewalk being too narrow for wheelchairs if opposing wheelchairs, pedestrians, or cyclists are present. Consider reallocating some of the city's enormous road repaving budget to complete this missing link.

33.719601 -116.310797
Bike
Missing CV Link. While Palm Desert has created an excellent multi-use path along the Whitewater storm channel, it abruptly ends at Indian Wells. As there are no cycling facilities on Fred Waring, and cyclists are in fact banned from this section of Fred Waring, cyclists wishing to continue on the CV Link route are apparently expected to do a massive detour and then walk or ride along Highway 111, which is unpleasant. Indian Wells needs to step up and become a full member of the CV Link project.

33.729738 -116.346116
Bike
The connection between Cook Street sidewalks and bike lanes and Highway 111 multi-use paths and shoulder is highly problematic. High speed right turn bays, wheelchair ramps that don't align with crosswalks and force cyclists and those in wheelchairs onto the roadway, ped/bike actuator buttons in difficult locations, lack of route and warning signage... this and the city's other Highway 111 intersections need a complete safety audit and upgrade to make them less terrifying for those not in cars.

33.721274 -116.355515

Council Agenda - September 5, 2024
 110
Indian Wells Safety Action Plan
Type Comment Latitude Longitude
Bike
A "greenway" route (multi-use path for pedestrians, cyclists, and those using mobility devices) along the stormwater channel through the city's golf course between Cook/Fred Waring and Miles with connections to the hotels would be relatively straightforward and inexpensive to do and put Indian Wells on the tourism map as a non-motorized transportation destination. Palm Desert has done this and Indio is in the process of completing a path along the channel.

33.724639 -116.32762
Bike
Work with La Quinta to improve the section of Highway 111 at the east border of Indian Wells and the intersection of 111/Washington to provide a good pedestrian and bicycle connection. There are many excellent cycling and walking areas in La Quinta just east of Indian Wells, but this intersection and section of 111 would deter all but the bravest and most experienced cyclists from continuing east to these areas.

33.715451 -116.300454
Bike
As there are bike lanes and/or multi-use paths along Cook Street, Hovley Lane between Cook and Warner Trail, Miles Avenue, and Highway 111 between Miles and Cook, if traffic calming measures were placed on Warner Trail between Hovley Lane and Miles along with some missing sidewalk sections, this would make an excellent walking and cycling loop around Indian Wells.

33.722815 -116.312213
Walk
Reallocating and converting excess road space on Eldordo and Fairway Drive for a multi-use path for pedestrians and cyclists, which is easily achievable, would provide and excellent walking and cycling loop around Highway 111, Eldorado, Fairway, and Cook, as well as provide an attractive access to the new park at Eldorado and Fairway, which is being constructed at great expense but is currently very unpleasant to walk or cycle to.

33.718597 -116.33852

Council Agenda - September 5, 2024
 111
Indian Wells Safety Action Plan
Email Comments
Date Comment
03/29/24
I often cross 111 at Miles or from IWCC gate at Manitou. An increasing dangerous problem is the amount of cars, motocycles, trucks running the red light on the highway. This is particulary noticable with traffic coming from Washington going west. It is not uncommon for me to be waiting to cross 111 because of drivers clearly running the red light. Just in this past week a motocycle did so going at an excessive rate of speed. Cars commonly do this. I have lived in IWCC since 2000 and this problem has increased extremely in the past year. It is comparable to driving Fred Waring. We need some form of traffic control. 111 has turned into an a high speed highway.

Prehaps the fault of synchronized east/west traffic lights???? 03/05/24
Hello, the only thing I can think of for the traffic problem is to synchronize the lights better and the traffic light at the Province is way too long to let people turn, either out of province way or from HWY 111 into province coming from the east. It's a huge problem for the residents of Province. Thank you for your concerns. 03/05/24 The lights at Fred Waring and El Dorado needs to be on a trip. Coming in and out of T oscana is a pain and a very long light.
02/02/24
Since right hand turn outs, especially the long ones at Cook and rancho palmeras, many cheaters are not making right hand turn, going fast and cutting back into ongoing traffic. Locals are aware of this and take caution however very dangerous in my opinion instead of expediting. The turn out at Eldorado going right is to short! Also causing other issues. Much busier for right hand turns to residences in IW including Eldorado estates. Traffic light timing is another one. T o long or to short and right hand turns exiting residential and businesses along HWY 111 create braking and rear ending issues. All in all the turn outs and cheaters are not punished and encouraged to occur.

Council Agenda - September 5, 2024
 112
Indian Wells Safety Action Plan
Public Meeting Comments
Comment
Crosswalk needed across Eldorado. Urgent possible small traffic circle Need sidewalks on Cook St, Eldorado and Fairway
Rancho restripe with speed bumps
Increased focus on Fairway Drive speed management
Crosswalk needed across Eldorado. Urgent possible small traffic circle Need sidewalks on Cook St, Eldorado and Fairway
Fairway Dr & Cahilla Dr - take curve out and extend curb out for bike and pedestrians Calm Streets for multi-use (peds, bikers, golfcarts)
One lane for cars each direction on Cook, Fairway, El Dorado, and Rancho Palmeras Reprioritize agressive driving focus on Cielito Dr, Fairway, Cook, Rancho Palmeras, and El Dorado Add bike lanes to Rancho
Cook St & Palisades Pl needs a mid-block crosswalk
Add sidewalks on El Dorado
Bike path gap between Osage & Fairway
El Dorado & Fairway- needs crosswalk or sidewalk by park. Slow traffic down. Crossing distance.

No bike path at ends of HWY 111
Traffic calming on Fairway
Cars cut though Fairway instead of HWY 111
Lower speed limit on El Dorado

Council Agenda - September 5, 2024
 113
Indian Wells Safety Action Plan
Date Comment
5/29/2024 1. We need sidewalks. Pedestrian, golf cart & bikes, & cars are dangerous together.

2. Percentages give a poor and inaccurate data set.

3. Cars speed up to 100 mph on Ranch Palmeras Drive and Hwy 111.

4. T oo many snowbirds do not know the rules if the road.

5. Despite signs requiring no 18 wheelers on Rancho Palmeras Dr. There are many trucks etc. That go up and down the street at all hours. 5/31/2024 I have noticed that to turn right onto Club Drive as I travel east on Highway 111, there is no right-turn lane.

T urning right is hazardous because the fast-moving traffic behind me does not have room to adequately pass me as I slow down and get into the bicycle lane and gutter along the south side of Highway 111 as I prepare to turn right.

Thank you for seriously considering marking the pavement with an actual right-turn lane at this location. 5/31/2024 Here are some comments to your 1st draft plan as it relates to La Quinta:

1.42% of your accidents are unsafe speed – consider immediately adding more enforcement of high speeds along these 50 mph streets

2.With the new laws coming into effect July 1st, consider re-evaluating speed limits for possible reduction to 45 mph ( based on designating Washington near the T ennis Garden a “safety corridor”

3.Consider restriping for narrower lanes on major arterials to further reduce speed, can add buffered zones for bike lanes also in the process

4.Build enforcement cutouts/turnouts for enforcing speeds where possible Public Comments on Draft Safety Action Plan

Council Agenda - September 5, 2024
 114
Indian Wells Safety Action Plan
Date Comment
6/3/2024 Hello! Thank you for sharing the draft Indian Wells Safety Action Plan document with the residents! Efforts to improve the quality of life for Indian Wells residents are truly appreciated.

Please see three points of feedback that were discussed and documented at several community meetings:

Cielito Drive:

1. High-speed vehicles using Cielito Drive as a thoroughfare During the Indian Wells-sponsored Safe Streets resident meetings, multiple residents expressed concerns about high-speed vehicles using Cielito Drive as a thoroughfare to avoid the El Dorado intersection, creating an unsafe environment in the residential neighborhood. The proposed traffic circles have the potential to further increase thoroughfare traffic on Cielito Drive.

Action Requested: Please specify how the Indian Wells Safe Streets initiative traffic circles will address aggressive driving and through traffic on Cielito Drive. Also, consider stationing police vehicles on Cielito Drive for speed enforcement.

2. Cielito Drive used as a park-and-ride for El Dorado Country Club workers There is a daily occurrence of El Dorado worker/contractor vehicles parked near the Cielito Drive/Fairway intersection. At times, workers sit in their cars idling, listening to loud music ~ 6:30am- 7:30 am waiting for a ride. Many of these parked vehicles have expired DMV car registrations.

There has also been an increase in reported property theft and safety concerns on Cielito Drive, which have been reported to the Riverside County Sheriff’s Department.

Action Requested: Specify how the Indian Wells Safe Streets initiative will address overflow parking from El Dorado Country Club on Cielito Drive.

Please increase police patrol and vehicle parking enforcement on Cielito Drive.

3. Please specify the dates/timeline for the proposed Next Steps in the draft Safety Action Plan document” 6/5/2024 We need a Right turn lane ON Hwy 111 at club drive entrance for hotel, restaurant and golf course. Currently very dangerous 6/5/2024 I looked through the maps etc. It’s a lot of information. I just want to emphasize and request that two things be addressed, and maybe they already are.

1. Intersection 111 and Cook, enforce the outside turn lanes in both directions so drivers don’t drive straight through instead of turning. I see it happen quite often.

2. Please keep the wide shoulders on 111 for cyclists to use. If possible make it even more cycling friendly and safe. It’s the only rideable connection from PD to La Quinta and will continue to be used no matter what so please make it as safe as possible.

I love Indian Wells! Thank you for all the improvements. “ 6/5/2024 Please review traffic lights. Timing is not good. Going into Desert Horizons takes forever unless someone is coming west then it switches for them to turn left and eventually for us to turn left. Also speeders going east on 111driving in turn right lane and passing others. People running red lights there going east.

Council Agenda - September 5, 2024
 115
Indian Wells Safety Action Plan
Date Comment
6/5/2024 Since moving to the Indian Wells community in 2018 I was shocked that the sport of running Red Lights is so popular. My neighbor experienced this in February as he was T-boned pulling out of Cook turning left on to #111.

I am curious why we do not install camera to document these Red Light violation and enforce them with a hefty ticket? Also, in the afternoon during rush hours it is a common occurrence to see drivers on 110 heading east use of the right turn only lane to bypass the backed up traffic at Cook. Cameras would greatly alleviate this traffic violation.

I would appreciate a response to my question. Thank you 6/5/2024 High rates of speed between El Dorado Dr and Indian Wells Ln have become a common theme. The speed limit is 25 mph and speeds in excess of 40mph have become common. This is a stretch of road that commonly has pedestrians, bicycles and and golf carts in addition to cars. No one wants speed bumps but a blinking device that would convey the actual speed bs posted speed may support calming. Similar to what was placed on Osage.
6/5/2024 “I would like to advocate for sidewalks on Fairway, El Dorado, Cook, and Rancho Palmeras. My husband and I bike or walk every day around the city, and it is much more settling to do so where there are sidewalks. It also creates a city that is more “bikeable” and thus reduces vehicle use. The sidewalks on 111 are a really amazing resource, surrounding by greenery. I hope new sidewalks will have the same beauty to them.

I hope that any new sidewalks on El Dorado will integrate new trees to replace those that were destroyed in the 2023 storm. We have been anxiously awaiting those new trees as it was so beautiful before the storm. ” 6/5/2024 All shrubs and plants should be cut back on El Dorado so anyone crossing at Osage can see on coming traffic 6/5/2024 I read the very detailed report, and it is apparent that we are a very safe city. This truly is outstanding news. Unfortunately, we do have a speeding problem. This was substantiated when the Palm Desert Traffic Bureau recently conducted a Valley Enforcement T eam between the hours of 0600- 1200 resulting in over 100 motorists being cited, 55 due to driving in excess of the speed limit on Hwy 111, Fairway Drive, Fred Waring, Eldorado Dr and Cook St. Additionally, we are not in our busy season, and one must consider the increased number of speeding/violators when we are in our busy season. The desert population continues to grow, which will only compound this issue. We must be extremely proactive, as it’s only a matter of time before we have a fatality with a motorist, pedestrian, bicyclist, and or golf cart. Furthermore, allowing this behavior is detrimental to all our residents and, certainly, quite a nuisance. In closing, we have a lot of work to do to mitigate and solve this pending issue inclusive of community outreach, cooperation from RSO, the city council, and city leadership. Thank you again for the report and your time and attention to this matter. 6/5/2024 I feel relocating the bus stop on 111 and Cook Street is a very bad idea which has not been thought out. If a bus is stopped on the south east corner of 111. It is still not going to stop people from going straight on a right turnOnly . The only problem that will cause is people will be behind a bus blocking possibly the intersection and going around the bus, which could be even more dangerous 6/5/2024 “I am a home owner at Province and I don’t want the bus clogging up traffic in front of our entrance – why can’t you leave it where it is ? I vote NO, do not move it the entrance at Province. ”

Council Agenda - September 5, 2024
 116
Indian Wells Safety Action Plan
Date Comment
6/5/2024 “So glad this problem is being addressed.

A side walk is badly needed on Eldorado between 111 and Fairway. Very dangerous to walk on the West side of street. The West side is where walkway 1. should be placed as that’s where homes face the road, 2. that’s where the summer shade will protect walkers. 3. And that is the side where our new “park” is located.
(I have to step into Eldorado traffic to get my mail, as we have no walk.) All the best in making a plan. ” 6/5/2024 I am a resident of The Province in IW and I adamantly oppose moving the bus stop to an area near our entrance. 1) I am on the HOA and we already have had problems from people across the way at the Nest and them wreaking havoc at times at The Province, our fountains, landscape, etc. I don’t want to attract MORE people to our community, especially the type of riff raff that bus transportation can and does attract. Having them hang out at the bus stop will cause issues that we do not want. We are a residential area, not commercial why relocate it here?
2) The uptick of homelessness in CA and especially in our area, and the fact that they sleep at bus stops, hang out there constantly, and defecate there is absolutely NOT ok!!
3) The bus stop is an eye sore. We don’t want that. There is a reason we chose to live in Indian Wells and it is not so a bus stop can be in our front yard. We pay enough in taxes and deserve to not have to deal with these sorts of problems. We don’t want you as our city officials creating this problem for us here in The Province, which is what you will be doing if you move it.

Keep the bus stop where it is or choose another spot, but it’s not welcome here at The Province. 6/5/2024 First of all, wow - what a study! I can’t help but feel that it is a plan in search of a real problem. I can only imagine that the consultants were given a very large budget to come up with this thing.

Here are my two cents: “”road diets”” and turning circles rarely work as intended. First of all, people move to the desert to get away from “”road diets”” in urban areas like LA. People are attracted to the wide roads of the desert communities that move people quickly from Point A to Point B.

Los Angeles has been road dieting for years in an effort to cater to a distinct, but highly vocal, minority of bike rider advocacy groups. The result is that each year vehicular traffic gets worse and worse. T urning circles look nice, but are very confusing, especially to older drivers. I can’t think of a better way to increase the risk of collisions than to start installing traffic circles on major streets.

What in the world does “”Equity”” have to do with traffic study? Why is race relevant? Not to state the obvious, but race and socio-economic status have absolutely nothing to do with driving quality or risk. I can’t believe this is a credible area for analysis. Local vs. transient - OK. But race/ethnicity seems gratuitous at best.

I don’t understand the purpose of Section 8 regarding “”Climate Change”” .

Don’t get me wrong, I appreciate the city’s willingness to study traffic patterns and possible areas of concern. Personally, I think the roads are fantastic, especially compared to the rest of SoCal.
6/5/2024 Definitely opposed! As are most of our 100 plus - The Province at Indian Wells - homeowners to relocating the bus stop from Sprouts (a commercial area) to the corner of Cook St & Hwy 111 (a high end residential area). This would be a nightmare that would add noise, pollution and vandalism to a currently very pristine, meticulously maintained corner park and adjoining high end residential area that is only a half block away from the current bus stop. A terrible idea - do not make the change.

Council Agenda - September 5, 2024
 117
Indian Wells Safety Action Plan
Date Comment
6/5/2024 Please do not move the bus stop in front of the entrance to the Province. That will bring more traffic as well as more homeless individuals at our community entrance. As it is we have had theft and homeless sleeping on the sidewalk around the shopping center. 6/5/2024 We are residents at The Province and would not like to see the bus stop moved to the Date Palm area nearer to The Province. We believe the Bus Stop would be better to be moved West and keep it within the Commercial areas just West of Cook Street where most of the retail, hotel and office buildings are located. We are already suffering from all the vehicular noise along Hwy 111 that has no current policing including the racing that happens from 9pm to 1am at night in front of Province and The Nest. We hear so much loud mufflers and racing speeding cars and motorcycles during that time period with “excessive noise~.. ” . We do not want the additional noise nor the walking traffic from public transit buses happening in front of The Province nor the stopping and starting of buses please. There is also the safety issue of those Bus Riders who should be getting on and off the bus in a more commercial zone which is West of Cook Street. We are further concerned by any increase in crime that bus travellers may bring to our neighborhood which would not be good. We do not agree with the proposed placement to relocate this Bus Stop.

In addition we would like the City to adjust the stop light going in and out of The Province. It is a waste of time and gas for us to sit for 3-5 minutes for the left turn light to turn green in order to make a left turn into The Province when Westbound on Hwy 111. It is also the same problem when Northbound on Province trying to turn left onto Hwy 111, the light is more than 3 minutes waiting for it to turn green. 6/5/2024 “I live in the Province development and feel that having the bus stop relocated to the perimeter of our development is a terrible option for us homeowners here at the Province. We are already in the mist of noisy traffic surroundings, and by adding a bus stop will enhance the chaos for traffic issues, and noise disturbances for the private residents of this development.

I live in the inside wall of the 111 side and would not like to experience chatting people hanging outside the development or stragglers to park themselves out on the bench for shade nor do I want to hear the steam of the bus coming and going at the stop, as it is we have to put up with the loud motorcycles, improper installation of vehicle mufflers and music booming from cars ripping through the street of Highway 111~ Let’s NOT add more disturbances to our community, I am against this new proposed action. ” 6/5/2024 I wish I could be there for the meeting but the only thing I would love to see is more ticketing on the 111.

Its crazy how people drive so insanely fast.

If there was a sheriff there once in awhile using a radar to ticket speeding drivers it would slow down what’s going on.

Council Agenda - September 5, 2024
 118
Indian Wells Safety Action Plan
Date Comment
6/5/2024 Let me express sincere appreciation for all of the excellent work and services provided by the City of Indian Wells. We love living here. Thank you! I must object to the proposed relocation of a bus stop from a high-utility commercial “destination” location near Sprouts, Urgent Care, restaurants, and CVS (an obvious destination of bus riders) to an area contiguous to a quiet residential area and less than a block from the gated entrance to the Province neighborhood. If you were to consider the needs and interests of the bus passengers, I believe the vast majority would prefer to be taken to and picked up at the location of Sprouts, CVS, Urgent Care, and the other many restaurant and commercial uses. A bus stop east of Cook Street would result in a significant flow of pedestrian traffic across Cook Street to CVS, Sprouts, Urgent Care, and the other destination locations at Indian Wells Village. I believe this increase in pedestrian traffic has not been considered or studied from the standpoints of traffic and circulation or pedestrian safety. Was the relocation the subject of consideration at the time the City’s general plan was adopted? Has CEQA been complied with in terms of this proposed relocation? I think there are serious issues. There is another critical safety issue. While busses can occupy the No. 1 lane on Hwy 111 while crossing Cook Street (existing signage requires “right turn only, busses excepted” or words to that effect), the residents of the Provence neighborhood are precluded from doing so. This means we have to cross the Cook intersection in the No. 2 lane and then immediately change lanes into the No. 1 lane before turning into our gate area on Province Way. With any increased bus traffic and stops in that precise area, the danger to drivers entering the Province gate will be heightened, because we will have to “compete” with the busses to access the No. 1 lane.

Further, Province drivers will often need to slow down in the No. 2 lane to let a bus clear the No. 1 lane, thereby affecting vehicular traffic in the No. 2 and possibly 3 lanes. This cannot be the effect the City is seeking. With busses’ typical sudden departures, Province drivers trying to access the No. 1 lane will find it difficult to safely do so. This “competition” for access to the No. 1 lane could impact and even prevent drivers’ entry into our neighborhood due to a bus’s sudden departure from the proposed bus stop location and ramp up to traffic speed in less than a block – the precise location where Province drivers must change lanes from the No. 2 lane to the No. 1 lane, which is occupied by a bus trying to achieve traffic speed.

I do not believe the City has considered this pervasive and potentially dangerous condition. Regardless of the City’s decision regarding relocation of the bus stop, the signage just west of Cook Street advising drivers that only busses can occupy the No. 1 lane to cross Cook Street should be changed to read, “Right T urn Only. Busses and Province Residents/Guests Excepted. ” I’m sure you could choose better language for the sign, but you know what I mean. Having busses in the No. 1 lane play hob with Province residents trying to enter the neighborhood. We can avoid this safety issue by permitting those turning into the Province neighborhood to use the No. 1 lane to cross Cook Street. That way, at least, drivers could safely remain behind the busses without the need to change lanes in the short distance to the Province gate while “dodging” an oncoming bus.

I do not believe the draft safety report identifies any real, tangible safety measures associated with the proposed bus stop move, at least none that would warrant the expense or change in character the bus stop would cause to the Date Palm Corner and the safety issues resulting from increased pedestrian traffic crossing Cook street and jockeying with bus drivers departing the bus stop. I understand the desire to locate bus stops on the far side of intersections; however, the current bus stop is just east of the entry to Indian Wells Village at Sprouts, nearly a full block from the intersection at Cook street.A bus stop would cause visual pollution obscuring the beautiful Date Palm Corner, one of the true “gateways” to the City.

I have not seen an architectural rendering or plans, but I would think the bus stop would require revision of the sidewalk, encroachment onto the lawn area of the Date Palm Corner, and a serious adverse aesthetic impact and total loss of symmetry with the north side of the Date Palm Corner.

The City pays to light the palm trees with festive colors at holiday time, and that very significant investment in beautification and character would be severely undermined by the construction and installation of a lighted bus stop with frequent bus stops at that location, obscuring the view and diluting the effect of the colored lights at that location. You will have hundreds and hundreds of unhappy residents if the City relocates the bus stop as proposed. You’re smart people. You can find a better, safer, alternative, or simply live with the completely acceptable and preferable current bus stop location. Again, thank you for your consideration. ”

Council Agenda - September 5, 2024
 119
Indian Wells Safety Action Plan
Date Comment
6/6/2024 “I’m adamantly opposed to having a bus stop outside our Province Development.

I’m a 5 year resident of the Province and have seen a deterioration of our exterior neighborhood in this time.

Having a bus stop only invites unwanted loitering, using the shelter for sleeping, drugs, and if you are wondering how I know just drive to Palm Springs to see the result of Bus Stop locations.

The bottom line is that bus stops devalue our property and way of life. Please relocate the proposed Stop to a location that is not near our Community. ”
6/6/2024 “My wife and I are residents of The Province in Indian Wells and we absolutely do not agree with having a bus stop moved in front of our community for numerous reasons.
1) There are numerous homeless people who “”live”” at bus stops and use the restroom in the open areas, leave their garbage, do drugs, etc., as well as sleep at these bus stops frequently and that decreases our feeling of safety. 2) There is an existing bus stop just a half of block down that is in that location for a reason and it is commercial based and has been for a very long time.
3) We pay high property taxes to live and reside in an upscale community, as well as HOA costs, and wish to continue to live in a safe and clean neighborhood.

If this bus stop gets moved, it will most definitely create havoc for the residents of The Province, expand calls to law enforcement to remove unnecessary people from the area and could potentially increase crime in our community.

Please reconsider leaving the bus stop at the Sprouts/CVS public area where it belongs. 6/6/2024 “My wife and I are residents of The Province in Indian Wells and we absolutely do not agree with having a bus stop moved in front of our community for numerous reasons.
1) There are numerous homeless people who “”live”” at bus stops and use the restroom in the open areas, leave their garbage, do drugs, etc., as well as sleep at these bus stops frequently and that decreases our feeling of safety. 2) There is an existing bus stop just a half of block down that is in that location for a reason and it is commercial based and has been for a very long time.
3) We pay high property taxes to live and reside in an upscale community, as well as HOA costs, and wish to continue to live in a safe and clean neighborhood.

If this bus stop gets moved, it will most definitely create havoc for the residents of The Province, expand calls to law enforcement to remove unnecessary people from the area and could potentially increase crime in our community.

Please reconsider leaving the bus stop at the Sprouts/CVS public area where it belongs. ”

Council Agenda - September 5, 2024
 120
Indian Wells Safety Action Plan
Date Comment
6/6/2024 “I have been a resident of Indian Wells since 1988, when my parents moved us here, and now I choose to raise my children here. We currently have 4 generations all living in this beautiful city. We choose this city because of the many positive ways the city impacts its citizens and focuses on both safety, quality of life, and proper fiscal management.

In your most recent proposal to enhance the safety concerns and in particular the Cook St. and HWY 111 corridor, the proposed bus stop moving further east in front of the Province community is a mistake.

After a review of the findings, this will provide a minimal reduced safety impact at a high overall cost and very likely increase the risk of safety to our neighbors at the newly established neighborhood of Province.

We, as a community, have waited many years, after the great recession, for that corner to be built and completed and it’s the duty of the city council to make our neighbors feel welcome and safe.

If the bus stop is to be moved, it should be moved further west on HWY 111 towards the Sprouts and behind the Village Center light. It makes more sense for commuters of the bus system to be closer to commercial and business services than a residential area.

Additionally, there is already a stop on the corner of Rancho Palmeras and HWY 111 less than a block away. “ 6/6/2024 “totally opposed to moving the bus stop to the entrance to Province. ” 6/6/2024 “Well done, exhaustive analysis with a lot of good data.

The data indicated that aggressive driving (mostly speeding) was the biggest contributor to accidents and injuries.

My first suggestion would be to install speed cameras on all the major Indian Wells thoroughfares. People getting tickets for speeding would be much more effective than any education program. People already know that speeding and aggressive driving cause accidents. A financial incentive not to speed would be way more effective.

My second suggestion would be to reduce the speed limits on many of the thoroughfares. The non-freeway speed limits in the Coachella Valley are among the highest I have seen anywhere. Approaching a signaled intersection at 50 mph is a recipe for fatal crashes.

My third suggestion would be to install red light cameras at selected intersections. If this cannot be done I would recommend increasing the delay between red light in one sequence and green light in the next sequence. I have never seen so many cars go through red lights as I do in the Coachella Valley. I’m sure some of the fatalities are when a car darts out on a green light only to get T-boned by someone speeding through the red light. ”
6/6/2024 “As homeowners at The Province in Indian Wells, we are writing to express our objection to having a bus stop near the entrance of The Province.

A bus stop will increase traffic congestion near the entrance and create greater noise for the residents living in the northern part of The Province.

The bus stop will also increase pedestrian traffic. Not all people who congregate at a bus stop are waiting for a bus; some are homeless, using the bus stop as a resting place. This increases the chances that uninvited people enter The Province on foot while the gate is open for an authorized vehicle to enter or exit.

The bus stop in its current location serves people who use the Indian Wells Village for shopping. Moving the bus stop makes it inconvenient for those people.

We appreciate your consideration of these points. ”

Council Agenda - September 5, 2024
 121
Indian Wells Safety Action Plan
Date Comment
6/6/2024 “Locating public transportation next to multi-million dollar properties is a contentious issue, blending urban planning, socio-economic considerations, and lifestyle preferences. While public transportation offers numerous benefits, such as reducing traffic congestion, lowering emissions, and providing affordable travel options, its proximity to high-value residential areas can pose several challenges. This essay argues against the placement of public transportation hubs near multi-million dollar properties by examining issues related to privacy, property values, safety, and overall quality of life for residents.

Firstly, privacy concerns are paramount for residents of high-value properties. Individuals who invest in multi-million dollar homes often seek seclusion, exclusivity, and tranquility. The presence of public transportation can lead to increased foot traffic, noise, and general disruption. Studies have shown that noise pollution from transportation can have detrimental effects on mental and physical health, contributing to stress, sleep disturbances, and cardiovascular diseases (World Health Organization, 2018). The constant influx of people using buses, trains, or trams can erode the sense of privacy and exclusivity that homeowners in these areas expect and pay for.

Secondly, property values may be adversely affected by the proximity of public transportation. While it is true that accessibility can enhance property values in certain contexts, the opposite can be true for luxury properties. According to a study by the University of California, Berkeley, properties located near public transportation hubs can experience a depreciation in value if the area becomes too congested and noisy (Cervero & Duncan, 2002). High-net-worth individuals often prioritize quiet and peaceful surroundings, and the presence of a public transport hub can be perceived as a detriment, potentially leading to decreased property values.

Safety concerns also play a significant role in the argument against public transportation near luxury properties. Increased foot traffic can lead to heightened security risks, including theft, vandalism, and other forms of crime. Data from the U.S. Department of Transportation indicates that areas with high public transit usage often experience higher rates of petty crime due to the increased flow of people (U.S. Department of Transportation, 2020). While public transportation is essential for urban mobility, the concentration of people in transit areas can attract unsavory elements, leading to potential safety issues for residents. Multi-million dollar properties often invest heavily in security measures, and the presence of public transportation can undermine these efforts by increasing the likelihood of unauthorized access and incidents.

Moreover, the overall quality of life for residents can be negatively impacted. Luxury properties are often chosen for their peaceful surroundings, aesthetic appeal, and the lifestyle they afford. The noise, pollution, and increased activity associated with public transportation hubs can detract from these attributes. A report by the American Public Transportation Association (2016) noted that while public transit reduces overall emissions, localized pollution near transit hubs can be significant, affecting air quality and resident health. Residents may find the constant movement and noise disruptive, leading to dissatisfaction and a diminished living experience.

Lastly, the placement of public transportation near luxury properties can lead to a clash of socio-economic interests. Residents of multi-million dollar homes often have different priorities and lifestyle expectations compared to the broader population that relies on public transportation. This divergence can lead to tensions and a lack of cohesion within the community. A study published in the Journal of Urban Economics (2019) found that socio-economic disparities can exacerbate conflicts and reduce the sense of community in neighborhoods with mixed-use developments.

Public transportation aims to serve the masses and enhance urban connectivity, which may not align with the desires and expectations of residents in high-value residential areas.

In conclusion, while public transportation is crucial for urban development and accessibility, its proximity to multi-million dollar properties presents significant challenges. Privacy concerns, potential decreases in property values, safety issues, and impacts on the overall quality of life for residents are compelling reasons to reconsider such placements. Urban planning should aim to balance the needs of all citizens, ensuring that public transportation is accessible while preserving the unique attributes of luxury residential areas. By thoughtfully considering the placement of public transportation infrastructure, cities can create harmonious environments that cater to diverse socio-economic groups without compromising the qualities that make certain neighborhoods desirable. ”

Council Agenda - September 5, 2024
 122
Indian Wells Safety Action Plan
Date Comment
6/7/2024 “It has come to our attention that the City of Indian Wells has plans to move the existing bus stop currently located in front of the Sprouts Farmers Market. We understand that the proposed location would be in front of the Province Date Park on the corner of Cook and Highway 111 (approximately 1/8 of a mile from the existing bus stop). We have concerns with this relocation for several reasons, most importantly being that the new location is HOA property for those living in the Province. As such, the homeowners of the Province will be taking all risks should there be lawsuits, accidents, or other issues. Apparently the reason for this relocation is because of safety issues due to cars merging out of the right lane at the last minute. I’m not sure how moving this bus stop would improve this situation.

As with many of our neighbors, we are concerned with the potential issues this new bus stop would create. Because of the inviting grass and trees at this location, it would most likely become a place where drug addicts or transients hang out to escape the heat or conduct drug deals. As you are probably aware, there was an incident on May 17 , 2024 where a felon entered our community and was being hunted down by police and helicopters circling. We understand this can happen anywhere but don’t want to create a place that draws people to loiter and possibly enter our community. We moved to Indian Wells because we felt it was a beautiful safe place to live. We hope you will consider these points before making a final decision on whether to move the existing but stop. 6/7/2024 “We join all our neighbors in Province not allowing the bus stop to be moved from Sprout’s to SE corner of Highway 111 and Cook near the Date Palm Park. We consider this potential counter proposal noted in the IW Safety Action Plan Draft a personal safety hazard. We would no longer walk on our Date Palm Park community side walks and enjoy the beautiful green belt and citrus tree lined area on the mentioned corner. The concern and fear is this area would become a welcome gathering place for transient, homeless and drug users. We have witnessed this in other residential areas and do not approve the potential countermeasure pgs. 69 and 86 of above draft moving of the bus stop. ” 6/7/2024 “As a new homeowner at The Province, I’m requesting the City of IW to NOT relocate the bus stop on Hwy 111 in front of the Sprouts market to The Province Date Palm Park.

This change will increase the number of transient and homeless in our community. With the added risk of more violent and serious crime in our community that we have made a lifetime savings investment.

Please reconsider the impact of this change on the health, safety and welfare of The Province community in Indian Wells. Again, I requesting that the City of IW to NOT proceed with this proposed project to relocate the Sprouts bus stop to The Province Date Palm Park. ” 6/7/2024 “We have a home in Province community. We join all our neighbors in Province not allowing the bus stop to be moved from Sprout’s to SE corner of Highway 111 and Cook near the Date Palm Park. We consider this potential counter proposal noted in the IW Safety Action Plan Draft a personal safety hazard. We would no longer walk our Date Palm Park community side walks and enjoy the beautiful green belt and citrus tree lined area on the mentioned corner. The concern and fear is this area would become a welcome gathering place for transient, homeless and drug users. We have witnessed this in other residential areas and do not approve the potential countermeasure pgs. 69 and 86 of above draft moving of the bus stop.This report is very useful and we appreciate all the information it provided. Thank you for your time and support with this issue. ” 6/7/2024 “For one I do not see the need to re-locate it since it already has a turn-in lane for the bus, so it does not interfere with the flow of traffic.

Next to move it would take creating a new turn in lane which would encroach on the park area and walkway between Cook and the entrance to the Province. Further it would be in an area that many people from our Community walk since the pedestrian gate is in that area.

Additionally, there are areas where folks could hide behind the proposed new stop to attack pedestrians, ours or others, then jump on the bus, use the bushes for cover to relieve themselves, throw trash, etc.

At the moment the current bus stop in totally out in the open with only a large parking lot behind it with essentially no place to hide.

For all these reasons we see no need and will support all efforts to avoid this change. ”

Council Agenda - September 5, 2024
 123
Indian Wells Safety Action Plan
Date Comment
6/8/2024 “T oday we were driving on 111 going towards Palm Desert from our home in IW. We were suddenly alarmed by a speeding SUV passing us using the bus lane to do so. We were in the right lane next to the bus lane that veers off. The SUV used the bus lane to not only pass us but the next car in front of us. I knew this would happen in the proposed bus lane at the Date Palm Park. There will be more traffic accidents because drivers will use the bus lane to pass those up on the far-right lane which is illegal and dangerous.

As we continued our drive on Hwy 111 I saw a drugged out homeless man standing under the bus stop. Of course he is going to get out of this heat anywhere he can find shade. This was exactly our other concern as well as those in our community. The grass area at Date Palm Park isn’t going to be out of bounds for anyone waiting for a bus. Since recently we had a felon hiding in someone’s backyard, to think it cannot happen again is being naive. We do not want our neighborhood to become a statistic to crime. Many homeless drug users take buses town to town. They will steal whatever they can to get cash. It will be convenient to just sit at the bus stop after robbing someone.

The bus stop will further create accidents because those who drive lawlessly will continue to drive lawlessly, especially on a bus lane. Drivers will not expect people to drive on the bus lane and not be prepared. A reckless and irresponsible driver will speed on through the bus lane cutting in front of everyone just like we saw today. It was beyond disturbing because any of our vehicles could have been in an accident because of this driver using the bus lane.

The Sprouts bus stop is convenient for those working at Sprouts and at the shopping center. It is 1/8 mile away from our community.

We are voicing our concerns with the strongest opposition to the proposed bus stop. It has been grievous to think about it. We are deeply burdened and distressed for our community. What we experienced today was a confirmation of what we believe will happen to us in regards to reckless drivers using the bus lane and drug addicts using the bus stop. “ 6/8/2024 “I also live here at The Province and have spent hours out walking the area since we moved here in March 2023. I’ve walked east and west of Cook along the 111 and north and south on Cook nearly every day. I agree that this is a dangerous intersection both as a pedestrian and driver.

I believe that moving the bus stop away from the commercial area, where people are exiting or entering the bus, to the residential area where they are not, would be a mistake. It would force pedestrians to go east or west right through that dangerous crosswalk needlessly in order to reach the bus or the commercial area.

I believe there is a more important problem with the intersection that needs to be addressed. The eastbound “”bus lane”” is Right T urn Only except for busses. The right turn only is violated all day long. I have not walked or driven through the intersection where a car hasn’t gone speeding through the right turn only lane. I’ll bet that it gets violated at least every 10 minutes if not more often. I’ve nearly been T-boned turning right on the 111 from Cook.

Most of the time bus drivers move to the second lane before they even reach the intersection at Cook from the current bus stop. They have another half mile before they get to the next bus stop and certainly don’t need the blending lane past Cook eastbound. If you move the bus stop east of Cook, those drivers violating the right turn by racing through the intersection will run right up behind those stopped busses.

Please do not move the bus stop as it will only cause a more dangerous situation, especially for pedestrians. ”

Council Agenda - September 5, 2024
 124
Indian Wells Safety Action Plan
Date Comment
6/9/2024 “great work on study. interesting.
please:

NO traffic circles on main roadways (Fairway, Eldorado, Fred Waring), including major intersections with Cook, Eldorado, etc. and NO road diets. road diets just move traffic to other areas, increasing traffic, speeding etc in those areas. i’ve experienced this it has destroyed both beautiful drives and traffic flow. it’s awful. AWFUL.

YES traffic bumps. you can start with Indian Wells Lane from fairway to dead end PLEASE create a lock system for the IWLane gate at T ommy Bahama/Mira Monte. just don’t let hotels share the resident code. we have parking issues, theft issues, noise issues etc. cyclists do not need this they can use Eldorado etc to access. there’s a beautiful, safe path along 111. Please. it is an increasing impact, becoming a dangerous, speeding street, drug deals at dead end, cyclists loud, often rude, messy. ”

Council Agenda - September 5, 2024
PS21033

CITY OF INDIAN WELLS

COMPLETE STREETS SAFETY ASSESSMENT
Issues, Opportunities, and Suggested Strategies
Assessment Team
Afsaneh Yavari, T.E.

John Ciccarelli
September 2021
This report was produced in cooperation with the City of Indian Wells. Funding for this program was provided by a grant from the California Office of Traffic Safety, through the National Highway Traffic Safety Administration. Opinions, findings, and conclusions are those of the authors and not necessarily those of the University of California and/or the agencies supporting or contributing to this report.

ATTACHMENT #2

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

[page intentionally left blank]

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

CITY OF INDIAN WELLS

COMPLETE STREETS SAFETY ASSESSMENT

FINAL REPORT

S
EPTEMBER 2021

ASSESSMENT TEAM

Afsaneh Yavari, T.E.

University of California Berkeley
SafeTREC / School of Public Health
2614 Dwight Way
Berkeley, CA 94720
(510) 642-2333
[email protected]
John Ciccarelli
Bicycle Solutions
511 Anderson St
San Francisco, CA 94110
(415) 912-6999
[email protected]
www.bicyclesolutions.com

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

c. The Regents of the University of California. This report was produced in cooperation with the City of Indian Wells.

Funding for this program was provided by a grant from the California Office of Traffic Safety, through the National Highway Traffic Safety Administration. Opinions, findings, and conclusions are those of the authors and not necessarily those of the University of California and/or the agencies supporting or contributing to this report. This report does not constitute a standard, specification, or regulation. The agency that is subject of this report is hereby granted a non- exclusive right to copy and distribute this report for its own or its stakeholders’ non- commercial use. All other uses of this report require written permission from the Technology Transfer Program.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 1 TABLE OF CONTENTS
EXECUTIVE SUMMARY ........................................................................................................... 5

1. INTRODUCTION ............................................................................................................... 7

1.1. Objective of The Assessment .............................................................................. 7

1.2. Assessment Approach ......................................................................................... 7

1.3. Disclosures ........................................................................................................... 7

2. BACKGROUND AND COLLISION HISTORY ................................................................... 8

2.1. Pedestrian and Bicyclist Safety Overview........................................................... 8

2.2. Pedestrian and Bicyclist Collision Data .............................................................. 9

2.3. Street Story ..........................................................................................................13

3. BENCHMARKING ANALYSIS RESULTS AND SUGGESTIONS ....................................15

3.1. Benchmarking Analysis of Policies, Programs, and Practices .........................15

3.1.1. General Plan: Provision for Pedestrian and Bicycle Nodes ...............................35

4. COMPLETE STREETS AUDIT RESULTS AND SUGGESTIONS ....................................39

4.1. Overview ...............................................................................................................39

4.2. Focal areas ...........................................................................................................39

4.3. General Citywide suggestions ............................................................................40

4.4. Focal Areas ..........................................................................................................47

4.4.1. Area #1: CV-Link Regional Path .......................................................................47

4.4.2. Area #2: Fairway Drive between Cook Street and Eldorado Drive ....................57

4.4.3. Area #3: Eldorado Drive south of Highway 111 ................................................65

4.4.4. Area #4: Cook Street between Fairway Drive and Fred Waring Drive ...............67

4.4.5. Area #5: Indian Wells Lane south of Highway 111 ............................................69

4.4.6. Area #6: Club Drive between Highway 111 and Sandpiper Drive .....................72 APPENDIX A: GLOSSARY OF PEDESTRIAN IMPROVEMENT MEASURES ........................76 APPENDIX B: GLOSSARY OF BICYCLING IMPROVEMENT MEASURES ............................83 APPENDIX C: RESOURCE LIST AND REFERENCES ...........................................................92 APPENDIX D: STREET CONNECTIVITY .................................................................................95

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 2 LIST OF FIGURES
Figure 4-1: Map of focal areas ..................................................................................................40 Figure 4-2: Segmented floating corner island treatment ............................................................42 Figure 4-3: Paint-and-delineator curb extensions ......................................................................44 Figure 4-4: Crosswalk marking patterns (FHWA) ......................................................................45 Figure 4-5: Leading Pedestrian Interval phases ........................................................................46 Figure 4-6: Median island on residential street (Canary at Inverness, Sunnyvale CA) ...............47 Figure 4-7: CV-Link homepage image (www.coachellavalleylink.com) ......................................47 Figure 4-8: CV-Link alignment alternatives through Indian Wells ..............................................48 Figure 4-9: Fred Waring Drive at and near Whitewater River channel .......................................50 Figure 4-10: Eldorado Drive east side north of river bridge – mature palm trees .......................51 Figure 4-11: Eldorado between Fred Warning and river - existing .............................................51 Figure 4-12: Concept for Fred Waring Drive / Eldorado Drive / Via Toscana intersection ..........52 Figure 4-13: Eldorado Drive / Desert Horizons Drive intersection ..............................................53 Figure 4-14: 5 meter (~15’) delineated path (SF-Oakland Bay Bridge East Span) .....................54 Figure 4-15: Driveway apron on north side of Highway 111, for landscape access ...................54 Figure 4-16: Indented or “verge” parking ...................................................................................55 Figure 4-17: Public access spur locations for developments near Miles Avenue .......................55 Figure 4-18: Highway 111 facing east across spur channel toward La Quinta ...........................55 Figure 4-19: Fairway Drive context ............................................................................................ 57 Figure 4-20: Fairway at Williams, showing minimum south-side area width ..............................58 Figure 4-21: Fairway Drive cross section concept .....................................................................59 Figure 4-22: Fairway Drive full concept (paths and traffic calming) ............................................60 Figure 4-23: Gated access points at Cielito and Eldorado (south leg) .......................................61 Figure 4-24: Fairway / Rancho Palmeras intersection ...............................................................62 Figure 4-25: Fairway / Eldorado intersection .............................................................................63 Figure 4-26: Eldorado Drive layout south of Highway 111 .........................................................65 Figure 4-27: Cook Street existing conditions .............................................................................67 Figure 4-28: Cook Street concept (facing north from Fairway) ..................................................68 Figure 4-29: Indian Wells Lane between Pala Palms Drive and Highway 111 - existing ............69 Figure 4-30: Indian Wells Lane north cul-de-sac – gate to Miramonte property .........................70 Figure 4-31: Concept for path between Indian Wells Drive culs-de-sac and Highway 111 ........70 Figure 4-32: Club Drive between Sandpiper Drive and Highway 111 - existing .........................72

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 3 Figure 4-33: Indian Wells Country Club guard station on Club Drive at Sandpiper Drive ...........73 Figure 4-34: Club Drive landscaping along east (retail) side. West (hotel) side is similar ..........73 Figure 4-35: Pedestrian “desire lines” along and across Club Drive near Highway 111 .............73 Figure 4-36: Connecting hotel lobby area with the shopping center and its restaurant ..............74

LIST OF TABLES
Table 2-1: Indian Wells Summary Statistics ............................................................................... 8 Table 2-2: Indian WellsTraffic Collisions and Rankings .............................................................. 8 Table 3-1: Summary of Programs, Policies, and Practices Benchmarking Analysis for the City of Indian Wells ..........................................................................................................................16 Table 4-1: General Suggestions for Physical Enhancements ....................................................41 Table 4-2: Suggested Crosswalk Treatments ............................................................................45 Table 4-3: Indian Wells CV-Link Focal Area – Segments ..........................................................49 Table 4-4: Suggestions for Fairway Drive Between Cook and Eldorado ....................................64 Table 4-5: Suggestions for Eldorado Drive Between Highway 111 and Fairway Drive ..............66 Table 4-6: Suggestions for Cook Street North of Fairway Drive ................................................68 Table 4-7: Suggestions for Indian Wells Lane Connection to Highway 111 ...............................71 Table 4-8: Suggestions for Club Drive Hotel/Commerical Area Near Highway 111 ...................75 Pedestrian Improvement Measures ...........................................................................................76 Bicycling Improvement Measures .............................................................................................83 Resource List and References ..................................................................................................92 Resources for Experimentation and Interim Approvals ..............................................................93

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 4 [page intentionally left blank]

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 5 EXECUTIVE SUMMARY
The City of Indian Wells requested that SafeTREC at the University of California, Berkeley conduct a Complete Streets Safety Assessment (CSSA) study for various locations within the City. A team of two safety experts conducted the CSSA. One of the experts visited the City of Indian Wells and conducted a walking audit on May 17, 2021. The objectives of the CSSA are to improve pedestrian and bicycle safety and to enhance walkability and accessibility for all pedestrians and bicyclists in Indian Wells.

Based on the OTS 2018 statistics, Indian Wells ranked 44 out of 75 California cities in Group F, in total fatal and injury collisions (with a ranking of “1” being the worst and “75” the best). It ranked 71 for pedestrian collisions, and 65 for bicyclist collisions. This ranking is based on a number of weighted factors including population, daily vehicle miles traveled, collision records, collision trends, and others. For more information on OTS rankings, please refer to https://www.ots.ca.gov/media-and-research/crash-rankings-results/

This report is organized into the following chapters:
• Chapter 1 is an introduction to the Complete Streets Safety Assessment for City of Indian Wells.
• Chapter 2 presents background information on bicyclist and pedestrian safety in the City and collision history.
• Chapter 3 presents benchmarking analysis results and suggestions for potential improvement from the benchmarking analysis.
• Chapter 4 presents field walking audit results and suggestions for potential improvements from the audit.

Benchmarking Analysis of Policies, Programs, and Practices To assess pedestrian safety conditions in Indian Wells , the expert team conducted a benchmarking analysis to understand how the City’s existing conditions compared with current best practices. Through a pedestrian and bicycle safety assessment survey conducted with City staff, the expert team identified the City’s pedestrian and bicycle policies, programs, and practices and categorized them into three groups:
• Key strengths (areas where the City is exceeding national best practices) • Enhancement areas (areas where the City is meeting national best practices) • Opportunity areas (areas where the City appears not to meet national best practices) While suggestions are provided for each category, cities have differing physical, demographic, and institutional characteristics that may make certain goals or policies more appropriate in some jurisdictions than others. Ultimately, City staff may determine where resources and efforts are best placed for meeting local development and infrastructure goals for pedestrians and bicyclists.

A discussion of the City’s pedestrian and bicycle safety policies, programs, and practices, and suggestions for potential improvement or further enhancement to the City’s existing programs and policies are presented in Chapter 3.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 6 Walking Audit Focal Areas
Per City’s request, the following six (6) focal areas (intersections, street segments or corridors) were studied in this assessment:
1 CV-Link path
2 Fairway Drive
3 Eldorado Drive
4 Cook Street
5 Indian Wells Lane
6 Club Drive
Many of the strategies suggested in this report are appropriate for grant applications, including Office of Traffic Safety (OTS) or Active Transportation Program (ATP) funding. The strategies may also be incorporated into a bicycle or pedestrian master plan, documents that could set forth bicycle, pedestrian and streetscape policies for the City, identify, and prioritize capital improvement projects.

The suggestions presented in this report are based on limited field observations and time spent in Indian Wells by the CSSA evaluator. These suggestions, which are based on general knowledge of best practices in pedestrian and bicycle design and s afety, are intended to guide City staff in making decisions for future safety improvement projects in the City, and they may not incorporate all factors which may be relevant to safety issues in the City.

As this report is conceptual in nature, conditions may exist in the f ocal areas that were not observed and may not be compatible with suggestions in this report. Before finalizing and implementing any physical changes, City staff may choose to conduct more detailed studies or further analysis to refine or discard the suggestions in this report, if they are found to be contextually inappropriate or appear not to improve bicycling safety or accessibility due to conditions including, but not limited to, high vehicular traffic volume or speeds, physical limitations on space or sight distance, or other potential safety concerns.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 7 1. INTRODUCTION

1.1. OBJECTIVE OF THE ASSESSMENT
The City of Indian Wells (the City) requested that the Safe Transportation Research and Education Center (SafeTREC) at University of California, Berkeley conduct a Complete Streets Safety Assessment (CSSA) for the City. The objective of the CSSA is to improve safety and accessibility for all people walking and biking in the City of Indian Wells . This assessment emphasizes safety and mobility issues associated with pedestrians and bicyclists.

1.2. ASSESSMENT APPROACH
The SafeTREC Safety experts conducted a pre -visit telephone interview w ith City staff on May 04, 2021. One of the SafeTREC experts met with City staff and conducted a walking audit at various locations in Indian Wells on May 17, 2021. Positive practices, as well as pedestrian and bicycle safety and accessibility issues were identified at the field audit.

1.3. DISCLOSURES
The benchmarking analysis aims to provide the City with information on current best practices and how the city compares. Cities have differing physical, demographic, and institutional characteristics that may make certain goals or policies more appropriate in some jurisdictions than others. Ultimately, City staff will determine where resources and efforts are best utilized to meet local development and infrastructure goals for people walking and biking.

The suggestions presented in this report are based on limited field observations and limited time spent in the City of Indian Wells by the CSSA evaluator. These suggestions, which are based on general knowledge of best practices in pedestrian and bicycle design and safety, are intended to guide City staff in making decisions for future safety improvement projects in the city, and they may not incorporate all factors, which may be relevant to the pedestrian and bicycle safety issues in the city.

As this report is conc eptual in nature, conditions may exist in the f ocal areas that were not observed and may not be compatible with suggestions in this report. Before finalizing and implementing any physical changes, City staff may conduct more detailed studies or further analysis to refine or discard the suggestions in this report if they are found to be contextually inappropriate or appear not to improve pedestrian and bicyclist safety or accessibility due to conditions including, but not limited to, high vehicular traffic volume or speeds, physical limitations on space or sight distance, or other potential safety concerns.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 8 2. BACKGROUND AND COLLISION HISTORY
The City of Indian Wells is located in Riverside County. Per Office of Traffic Safety, as of 201 8, with a population of approximately 5,379, it is categorized as one of the 75 cities in Group F, population 2,501 – 10,000 people, as shown in Table 2-1.

Table 2-1: Indian Wells Summary Statistics
Year County Population Population
Group
Daily Vehicle
Miles Traveled
(VMT)
2018 Riverside 5,379 F 283,638
Source: California Office of Traffic Safety, https://www.ots.ca.gov/media-and-research/collision- rankings/

2.1. PEDESTRIAN AND BICYCLIST SAFETY OVERVIEW
The Office of Traffic Safety (OTS) collision rankings facilitate funding decisions and identify emerging traffic safety problem areas. The rankings allow cities to compare themselves to other cities with similar-sized populations and help them identify potential disproportionate traffic safety issues. OTS rankings are indicators of historical collisions; there are many factors that affect collisions in a city.

Victim and collision data for the rankings were acquired from the California Highway Patrol (CHP) Statewide Integrated Traffic Records System (SWITRS), California Department of Transportation (Caltrans), California Department of Justice (DOJ), and the Department of Finance (DOF).

The 2018 OTS safety rankings for Indian Wells are shown in Table 2-2. Based on the OTS 2018 statistics, Indian Wells ranked 44 out of 75 California cities in Group F , in total fatal and injury collisions (with a ranking of “1” being the worst and “ 75” the best). It ranked 71 for pedestrian collisions, and 65 for bicyclist collisions.

Table 2-2: Indian Wells Traffic Collisions and Rankings

Type of Collision
Victims
Killed &
Injured
OTS Ranking
(of 59 cities)
Total Fatal and Injury 54 44/75
Alcohol Involved 3 61/75
Motorcycles 2 68/75
Pedestrians 1 71/75
Pedestrians < 15 0 14/75
Pedestrians 65+ 0 73/75
Bicyclists 2 65/75
Bicyclists < 15 0 27/75

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 9 2.2. PEDESTRIAN AND BICYCLIST COLLISION DATA
The collision data for Indian Wells from January 2015 to the end of 2019 was taken from the SafeTREC Transportation Injury Mapping System (TIMS) database. During this five-year period, 157 collisions occurred in Indian Wells, one of which was fatal. There were 5 collisions involving pedestrians and 6 involving bicyclists.

Pedestrian Collisions
Within the 5 -year period analyzed from TIM S data, 5 collisions involved pedestrians, none of which was fatal, but two were with severe injury. Of the 5 collisions, 3 involved pedestrian crossing in crosswalk at an intersection, one crossing not in crosswalk. One was not in road. The following charts depict this data:

Chart 2.1: Number of Pedestrian Collisions by Collision Severity, Indian Wells

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 10 Chart 2.2: Number of Pedestrian Collisions per Day of Week per Time, Indian Wells

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 11 Chart 2.3: Number of Pedestrian Collisions by Pedestrian Action, Indian Wells

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 12 Bicycle Collisions:

Based on the TIMS data, within the 5 -year (2015-2019) period, there were 6 collisions involving bicyclists, one of which was fatal and 2 were with severe injury. The following charts depict this data.

Chart 2.4: Number of Bicycle Collisions by Collision Severity, Indian Wells

Chart 2.5: Number of Bicycle Collisions per Day of Week per Time, Indian Wells

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 13 Chart 2.6: Number of Bicycle Collisions by Primary Collision Factor (PCF) Violation, Indian Wells

The type of information provided above was obtained from SafeTREC’s TIMS ( https://tims. berkeley.edu/) can help the enforcement d e partment in decision making regarding their enforcement efforts.

2. 3. STREET STORY
The Street Story program (https://streetstory.berkeley.edu/) is a relatively new tool developed by UC Berkeley’s Safe Transportation Research and Education Center (SafeTREC) with OTS support. Street Story is a community engagement tool that allows residents, community groups and agencies to collect information about transportation collisions, near-misses, general hazards and safe locations to travel. To promote access to the tool, SafeTREC conducts technical

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 14 assistance sessions with communities and organizations on using Street Story. Street Story is free to use and publicly accessible.

Street Story features a survey where people can record travel experiences. Once a record has been entered, the information is publicly accessible on the website with maps and tables that can be downloaded.

It is suggested that City staff use this free tool to collect information from their residents for local needs assessments, transportation safety planning efforts, safety programs and project proposals.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 15 3. BENCHMARKING ANALYSIS RESULTS AND

SUGGESTIONS

3.1. BENCHMARKING ANALYSIS OF POLICIES, PROGRAMS, AND PRACTICES To assess pedestrian and bicycle safety conditions in the City/County, the CSSA team first conducted a benchmarking analysis to understand how the City’s/County’s existing conditions compared with current nationwide best practices. Responses were analyzed using a benchmarking matrix, as shown in Table 3-1, which lists the benchmarking topics that fall under the following categories:
• Implementation of Americans with Disabilities Act (ADA) Improvements • Policies and Programs
• Funding
• Data Collection
• Pedestrian and Bicycle Network Implementation
• Pedestrian and Bicycle Support Programs
The CSSA team also reviewed the local agency’s website and relevant documents. Through a pedestrian and bicycle safety assessment interview conducted with local agency’s staff, the CSSA team identified the local agency’s pedestrian and bicycle policies, programs, and practices and categorized these into three groups:
• Key strengths (areas where the City/County is exceeding nationwide best practices) • Enhancement areas (areas where the City/County is meeting best practices) • Opportunity areas (areas where the City/County appears not to meet best practices) While suggestions are provided for each category, cities have differing physical, demographic, and institutional characteristics that may make certain goals or policies more appropriate in some jurisdictions than others. Ultimately, local agency staff may determine where resources and efforts are best placed for meeting local development and infrastructure goals for pedestrians.

Each topic receives one of those three ratings and is highlighted in green in the table below. This analysis shares information on current best practices and how the City/County compares. With differing physical, demographic, and institutional characteristics, certain goals or policies may be more appropriate in some jurisdictions than others. Ultimately, Local Agency staff may determine where resources and efforts are best placed for meeting local development and infrastructure goals for pedestrians.

The items in Table 3-1 are further elaborated in the following sections, which provide a description for each benchmarking topic, the local agency’s current practices, and ideas for improvement or further enhancement. The Local Agency staff may select strategies for implementation based on local priorities.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 16 Table 3-1: Summary of Programs, Policies, and Practices Benchmarking Analysis for the City of Indian Wells
Benchmark Topic Key Strength Enhancement Opportunity
Implementation of Americans with Disabilities Act (ADA) Improvements Implementation of
Americans with
Disabilities Act
(ADA) Improvements
Uses state-of-the-
practice (PROWAG) ADA
improvements with
consistent installation
practices
Has clear design
guidelines but no regular
practices for ADA
compliance
Has minimal design
guidelines and practices
related to ADA
requirements
ADA Transition Plan
for Streets and
Sidewalks
Has ADA transition plan
in place and an ADA
coordinator
Partial or outdated ADA
transition plan or an ADA
coordinator
No transition plan or ADA
coordinator
Policies and Programs
Pedestrian/Bicycle
Coordinator
Has a Coordinator on
staff who manages the
agency’s pedestrian and
bicycle programs
Occasionally uses a part-
time contract coordinator
Does not have a
pedestrian/bicycle
coordinator
Formal Advisory
Committee
Has a formal, active
Transportation Advisory
Committee that address
bicycle/pedestrian issues
Has an ad-hoc
Transportation Advisory
Committee. Note: City’s
Planning Commission
may act as
Transportation Advisory
Committee.

Does not have a
Transportation Advisory
Committee
Traffic Calming
Program
Has a significant traffic
calming program with a
dedicated funding source
Has a traffic calming
program but no dedicated
funding source
Explores other traffic
calming features other
than speed humps
Speed Limits and
Speed Surveys
Employs comprehensive
practice to proactively
review speed limits such
as USLIMITS2

1. Considers traffic calming
before raising speed
limits in pedestrian or
bicycle zones
Reviews data only in
response to reported
concerns or frequent
collisions
Reviews speed limits by
following CA MUTCD and
CA Vehicle Code.

1 https://safety.fhwa.dot.gov/uslimits/

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 17 Benchmark Topic Key Strength Enhancement Opportunity Safe Routes to
Schools
Has an ongoing Safe
Routes to Schools
program and funding for
recent projects.

Has obtained funding for
recent projects, but has
no community-wide Safe
Routes to Schools
program
Does not have a Safe
Routes to Schools
program and has not
obtained recent funding
Crosswalk
Installation,
Removal, and
Enhancement
Policies
Has a crosswalk policy
that reflects best
practices for signalized
and uncontrolled
crosswalk treatments
(FHWA Field Guide),
including consideration of
Pedestrian Hybrid
Beacons
Has no policy, but has an
established crosswalk
installation, removal, and
enhancement practice in
place
Does not have a policy or
set practices for
addressing crosswalk
installation, removal, or
enhancement
Shared Mobility
Services
Has curbside
management, shared
mobility, or micromobility
policies (e.g., permitting,
enforcement) in place that
prioritize pedestrian and
bicyclist safety
Has curbside
management, shared
mobility, or micromobility
policies in place, but
without a focus on safety
No curbside
management, shared
mobility, or micromobility
policies in place
Funding
Funding
Has a dedicated annual
funding stream for
pedestrian and bicycle
projects and local grant
matches
Depends on grant funding
for projects, and is
successful in obtaining
grants
Only moderately
successful in obtaining
grant funding or has
trouble spending funds
when given grants
Data Collection
Collection of
Pedestrian and
Bicyclist Volumes
Collects pedestrian and
bicyclist volumes routinely
with intersection counts
and has a GIS database
of counts
Collects some pedestrian
and bicyclist volumes, but
not routinely
Does not collect
pedestrian and bicycle
volumes
Inventory of
Bikeways, Parking,
Informal Pathways,
and Key Bicycle
Opportunity Areas
Maintains an inventory of
missing and existing
bikeways in GIS and
includes bikeway projects
in the CIP
Maintains an inventory of
missing facilities and
opportunity areas
Does not have an
inventory of
missing/existing
bikeways, parking,
informal pathways, or key
bicycle areas
Inventory of
Sidewalks, Informal
Pathways, and Key
Pedestrian
Opportunity Areas
Maintains an inventory of
missing and existing
sidewalks in GIS and
includes sidewalk projects
in the CIP
Maintains an inventory of
missing sidewalks,
informal pathways, or
pedestrian opportunity
areas
Does not have an
inventory of missing
sidewalks, informal
pathways, or pedestrian
opportunity areas

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 18 Benchmark Topic Key Strength Enhancement Opportunity Pedestrian and
Bicycle Traffic
Control Audit (Signs,
Markings, and
Signals)
Maintains an inventory of
pedestrian and bicycle
signs, markings, and
signals in GIS
Has some inventories of
signs, markings, and
signals
Does not have an
inventory of signs,
markings, and signals
Collision History and
Collision Reporting
Practices
Employs a data-driven
systemic safety or Vision
Zero approach to
regularly analyze collision
data citywide
Reviews data only
following fatalities or other
high-profile incidents
Does not have set
practices for data review
Pedestrian and Bicycle Network Implementation
Complete Streets
Policy
Has a Complete Streets
policy that includes all
users and modes, affects
new construction and
maintenance, considers
local context, and
provides guidance for
implementation
Has a Complete Streets
policy that is narrow in
scope or applies only to
public works projects
Does not have a
Complete Streets policy
Active
Transportation Plans
Has a recently-updated
Active Transportation
Plan (or similar) with
strategic prioritized list of
projects that reflects
current best practices
(e.g. Level of Traffic
Stress analysis, inclusion
of Class IV protected
bicycle facilities)
Has a Pedestrian or
Bicycle Master Plan but it
may be outdated and/or
no recent projects from
the Plan have been
completed
Does not have a
Pedestrian or Bicycle
Master Plan
Existing bike
network
Includes current best
practice features such as
separated bikeways,
bicycle boulevards,
intersection treatments,
and/or buffered bike lanes
Includes Class I, II, and III
only
Includes only bicycle
routes or no designation
Existing pedestrian
facilities
Includes current best
practice ADA and safety
features such as high
visibility crosswalks and
advance stop bars, PHBs
or RRFBs, bulbouts, etc.

Narrow sidewalks or
sidewalk gaps,
crosswalks with few or no
safety enhancements,
with some pedestrian
countdown signals
Missing key marked
crosswalks and
sidewalks, with few ADA
improvements and no
safety enhancements,
and no pedestrian
countdown signals

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 19 Benchmark Topic Key Strength Enhancement Opportunity Bike Network
Implementation
Practices
Age 8 to 80 bicyclist
considerations are
applied and/or level of
traffic stress is considered
Some traffic calming
measures are
implemented in
conjunction with bikeway
installation
Treatments are
implemented where they
fit within the right-of-way
and vehicle LOS is not
affected
Design guidelines
and standards
Uses national best
practices focused on
bicycle and pedestrian
safety for roadway and
facility design guidelines
and standards
Local standards
reference national best
practices, but are static or
out of date, with minimal
customized design
policies for pedestrian
and bicycle
accommodations
Does not have a
comprehensive design
guidelines or standards
for pedestrian or bicyclist
treatments
Roadway Surfaces
Roadway resurfacing
projects and debris
removal are prioritized for
bicycle routes.

Roadway surface is
acceptable on bicycle
routes and routine
maintenance, including
debris removal, occurs.

Roadway surface
conditions are poor on
some bicycle facilities and
maintenance is not
prioritized for bicycle
facilities
Attention to Bicycle
Crossing Barriers
Colored bike lanes and
other innovative
treatments, including
geometric enhancements,
are provided at
intersections and
interchanges
Bike treatments are
installed at some
intersections and
interchanges
Bike treatments are not
installed at intersections
or through interchanges
Attention to
Pedestrian Crossing
Barriers
Has a recently updated
policy and comprehensive
inventory of barriers. Has
design guidelines for
addressing barriers
Has no policy, but has
identified some barriers
and taken steps to
improve pedestrian
access
Does not have a policy or
practices for pedestrian
crossings at railroads,
freeways, and so on
Traffic Signal
Uses relaxed warrants for
traffic signals and/or all-
way stops
Uses relaxed warrants for
traffic signals or all-way
stops
Uses MUTCD Warrants
Pedestrian and Bicycle Support Program
Bicycling Supportive
Amenities and
Wayfinding
Bicycle supportive
amenities (parking,
routing/wayfinding, water
fountains, repair stations)
are found community-
wide
Some bicycle supportive
amenities are found in
key areas
Bicyclist supportive
amenities are not
provided in the
community

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 20 Benchmark Topic Key Strength Enhancement Opportunity Pedestrian and
Bicycle Safety
Education Program
Pedestrian and bicycle
education programs are
data-driven and focused
on local safety context;
education programs are
customized for different
groups
Has some traffic safety
education programs that
include pedestrians and
bicyclists
Does not have pedestrian
and bicycle safety
education programs
Enforcement
Police Department
conducts sustained and
data-driven enforcement
efforts focused on
behavior and locations
related to most severe
bicycle and pedestrian
crashes; enforcement
activities are designed to
consider equity
implications
Police Department
conducts some
enforcement activities
related to bicyclist and
pedestrian safety
Police Department does
not have Traffic Safety
Officer(s)
Implementation of Americans with Disabilities Act (ADA) Improvements Implementation of ADA improvements is key to making walking accessible and safe for everyone, regardless of ability or age.

Suggestions for Potential Improvement
• Continue adding ADA ramps at intersections that currently lack them and upgrade non - complaint ramps
• Develop an ADA improvement program for items such as dual curb ramps, truncated domes, and audible pedestrian signals that applies consistent treatments. The program may provide an inventory, prioritization plan, and funding source for such improvements.

ADA Transition Plan for Streets and Sidewalks
ADA Transition Plans identify gaps and issues in the City/County’s current ADA infrastructure, prioritize projects for implementation, and set forth the process for bringing public facilities into compliance with ADA regulations. Transition Plans typically a range of locations, such as public buildings, sidewalks, ramps, and other pedestrian facilities. Some cities also have ADA Coordinators, who are responsible for administering the Plan and reviewing projects for accessibility considerations.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 21 Suggestions for Potential Improvement
• Consider prioritizing sub-areas within the City/County that exhibit greatest pedestrian activity. • Expand the ADA Transition Plan to include the public right -of-way, particularly the downtown area, other priority development areas, bus stops, and schools. • Consider having a part -time, trained ADA coordinator to review projects for accessibility and implement the ADA Transition Plan.
• Provide ADA standards and best practice training for engineering staff at all levels.

Pedestrian/Bicycle Coordinator
A pedestrian/bicycle coordinator provides guidance for pedestrian/bicycle planning efforts and oversees implementation of plans. In a sampling of pedestrian -oriented California cities, a common denominator among cities (with a population over 100,000) is a full -time pedestrian/ bicycle coordinator.

Suggestion for Potential Improvement
• Include dedicated time for the pedestrian and bicycle staff person to write grants for both capital projects and ongoing funding for walking and biking related programs and optics as well as to liaison with local non-profit, advocacy groups, and schools.

Formal Advisory Committee
Advisory committees serve as important sounding boards for new policies, programs, and practices. Responding to public concerns through public feedback mechanisms represents a more proactive and inclusive approach to bicycle and pedestrian safety compared to a conventional approach of reacting to collisions.

Public Involvement and Feedback Process
Having multiple touch points with the community creates transparency and open lines of communication between the Local Agency staff, residents, and businesses. Different kinds of formats and venues for public involvement and feedback allows for broader participation from the community. Consideration of local demographics (e.g., languages spoken) and the easiest formats for people to participate (e.g., online, in person but in the course of their daily activities, or at Local Agency-organized meetings) are important for meaningful and productive community dialogue.

Suggestion for Potential Improvement
• Add “safety” or bicycle and pedestrian specific issues as the “work type” when people place a pin in 311 for easy coding and understanding of issues.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 22 • Provide quarterly or annual updates to the community on the “state of walking and biking”, including recently completed projects, anticipated timeline for upcoming projects, and what the Local Agency plans to fund.
• Provide notices and interpretation in the most commonly spoken languages.

Traffic Calming Program
Traffic calming programs and policies set forth a consensus threshold on neighborhood requests and approvals, as well as standard treatments and criteria.

Suggestion for Potential Improvement
• Increase the amount of dedicated funding available for traffic calming each year. • Expand the Local Agency’s traffic calming toolbox to include other tools, such as raised crosswalks, raised intersections, chicanes, and traffic diverters. They Local Agency could secure additional dedicated funding streams as part of the Bicycle and Pedestrian Plan buildout to accommodate these sometimes costlier (but highly effective) improvements.
• Expand the Local Agency’s practices to include proactive traffic calming measures instead of only responding to community requests. The Local Agency could consider allocating a portion of funding to proactive traffic calming, such as on bicycle boulevard streets or safe routes to schools, and then allocate the remaining funding to react to specific community requests.
• Refer to the following resources for traffic calming best practices:
o www.trafficcalming.org

o Traffic Calming Guidelines from the City of Danville
(https://www.danville.ca.gov/DocumentCenter/View/139/NTMP-Guidelines-Booklet- PDF)
o Neighborhood Traffic Management Program from the City of Anaheim (https://www.anaheim.net/2841/NTMP3
)
o ITE Technical Resources – Traffic Calming Measures:
(https://www.ite.org/technical-resources/traffic-calming/traffic-calming-measures/) Speed Limits and Speed Surveys
Local municipalities have the authority to set the posted speed limit based on current speed data.

The speed limit is rounded to the nearest five mile per hour (MPH) increment based on the 85 th percentile speed of free -flowing traffic. School zone speed limits in California are a de facto 25 miles per hour or less, where specified. Speed is also critical for complete streets safety.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 23 Pedestrian fatality rates increase exponentially with vehicle speed. Thus, controlling vehicle speeds is one of the most important strategies for enhancing pedestrian and bicyclist safety.

Figure 3-1. Relationship between Vehicle Speed, Victim Age, and Fatalities Suggestions for Potential Improvement
• Install traffic calming measures, signal coordination, and similar tools to maintain slower speeds appropriate for an urban community, particularly on streets that will be reviewed in the next speed survey.
• After complete streets improvement and other safety improvements are installed, conduct off-cycle speed surveys to review the speed limit and see if it needs to be reduced based on the improvements.
• Consider pedestrian volumes and known complete streets safety issues when setting speed limits and employ traffic calming strategies in locations where speed surveys suggest traffic speeds are too high for pedestrian and bicyclist safety. • Ensure complete streets design standards have appropriate target design speeds for urban areas and do not contribute to a routine need for traffic calming. • Consider the use of 15 MPH school zones.

Safe Routes to Schools
Safe Routes to School (SRTS) programs encourage children to safely walk or bicycle to school.

The Marin County Bicycle Coalition was an early champion of the concept, which has spread nationally (refer to best practices at www.saferoutestoschools.org ). SRTS programs are important

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 24 both for increasing physical activity (and reducing childhood obesity) and for reducing morning traffic associated with school drop-off (as much as 30% of morning peak hour traffic).

Suggestion for Potential Improvement
• Form an ongoing steering committee for the program (or each school) comprised of Local Agency staff, school district staff, PTA leaders, and other stakeholders that meets regularly to monitor efforts and identify new opportunities. • Consider a safe route to school plan for all schools to conduct walk audits, identify recommended safety improvements, and secure funding for those improvements.

Crosswalk Installation, Removal, and Enhancement Policies A formal policy for crosswalk installation, removal, and enhancement provides transparency in decision-making and adopts best practices in pedestrian safety and accommodation. It includes consideration of all kinds of crosswalks, including uncontrolled and controlled locations.

Suggestion for Potential Improvement
• Develop a City - or Countywide crosswalk policy for the installation, removal, and enhancement of crosswalks at controlled and uncontrolled location. Ensure that it is consistent with best practices and recent research. This includes removing crosswalks only as a last resort and providing midblock crossings where they serve pedestrian desire lines.
• Consider developing a treatment selection “tool” to assist staff with the identification of applicable treatments in a given context.
• When crosswalk enhancements are identified, add them to a prioritized list that will be upgraded over time as funding is available.

Crosswalk policy resources include:
• Federal Highway Administration Study Guide for Improving Pedestrian Safety at Uncontrolled Crossing Locations:
https://www.fhwa.dot.gov/innovation/everydaycounts/edc_4/guide_to_improve_uncontrol led_crossings.pdf
• National Cooperative Highway Research Program Application of Pedestrian Crossing Treatments for Streets and Highways:
http://www.trb.org/Publications/Blurbs/175419.aspx

Shared Mobility Services
Shared mobility services are transportation services — typically offered by private companies — that offer ride- hail services (e.g. , Lyft or Uber) for both solo and pooled trips, bike share, and scooter share. Policies for shared mobility services can allow agencies to encourage, prohibit, or direct how they want shared mobility to work in their agency. They can allow for curb space management, clear organization of sidewalk space, and encourage (or discourage) private vendors to come to the City/County. Curb space management is a practice that requires curb

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 25 access to be planned, designed, operated, and maintained to enable curb utilization with safe, convenient, and multimodal access for all transportation users.

Suggestion for Potential Improvement
• Adopt a curb management plan to designate how the Local Agency will prioritize and proactive plan for curb uses (e.g., parking, passenger loading, commercial loading, ADA loading and parking, bicycle parking, bus-only lanes) and to make sure that the curb has the highest and best use of space.
• Consider micromobility policies (e.g. , permitting, enforcement) in place to prioritize pedestrian and bicyclist safety and keep the sidewalk organized and usable for people of all abilities.

Funding
A dedicated, annual funding stream for bicycle and pedestrian projects ensures that these types of projects will be implemented regularly. Bicycle and pedestrian projects can also be integrated in the other work that the local agency does, including repaving and other routine maintenance of the roadway network.

Suggestion for Potential Improvement
• Partner with other agencies and continue applying for grant funding for both infrastructure and non-infrastructure projects.
• Integrate bicycle and pedestrian projects into the site plan review process for new development.
• Secure additional funding for repaving projects to allow for “quick build” projects and other bicycle and pedestrian safety improvements to be integrated into those projects. • Establish a dedicated funding source for pedestrian and bicycle projects.

Collection of Pedestrian and Bicyclist Volumes
Pedestrian and bicyclist volume data is important for understand where people walk and bike.

This establishes baseline data prior to project implementation and can help prioritize projects, develop collision rates, and determine appropriate bicycle and pedestrian infrastructure.

Suggestions for Potential Improvement
• Routinely collect pedestrian and bicycle volumes by requiring them to be counted in conjunction with manual intersection turning movement counts. https://mtc.ca.gov/sites/default/files/4_AOC_Tech_Transfer_Seminar_Banner_06032013 .pdf

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 26 • Geocode pedestrian volume data with GIS software along with other data such as pedestrian control devices and collisions to analyze data for trends or hotspots related to pedestrian safety.

Inventory of Bikeways, Parking, Informal Pathways, and Key Bicycle Opportunity Areas • Migrate the inventory of bikeways, bike parking, and future bike improvements into a GIS format for quick mapping and sharing.
• Identify a staff person responsible for maintaining the GIS data set.

Inventory of Sidewalks, Informal Pathways, and Key Pedestrian Opportunity Areas A GIS-based sidewalk inventory enables project identification and prioritization, as well as project coordination with new development, roadway resurfacing, and so on. This data set can be available on the Local Agency’s website for knowledge sharing with the public as well as agencies.

Suggestion for Potential Improvement
• Create a City - or Countywide inventory of existing and missing sidewalks, informal pathways and key pedestrian opportunity areas in GIS.
• Consider establishing a program to work with property owners to repair damaged sidewalks outside their property. This can be a condition for the sale of the property.

Pedestrian and Bicycle Traffic Control Audit (Signs, Markings, and Signals) Cities have a wide variety of traffic control devices that regulate how bicyclist and pedestrians should use the street and interact safely with drivers. However, some cities do not have inventories how, when, and where this is installed. Creating a database of this information allows the Local Agency’s staff to know where infrastructure may be out of date or in needed of updates.

For example, countdown signals are important pedestrian safety countermeasure. The 2012 California Manual of Uniform Traffic Control Devices (MUTCD) requires the installation of countdown pedestrian signals for all new signals. Likewise, the CA MUTCD also requires installation of bike detection at all actuated signals. Bike detection is a basic building block of the bike network to make sure that bikes can trigger the traffic signal. Inventorying bike detection and countdown signals allows the Local Agency’s staff to approach safety from a systems perspective and develop projects to close gaps in biking and walking infrastructure over time.

Suggestion for Potential Improvement
• Develop a City- or Countywide crosswalk inventory in GIS and maintain it over time. This would allow for a systemic safety approach to enhancing crosswalks, and allow the Local Agency to prioritize all crosswalk enhancement projects City - or Countywide for implementation over time and as money is available.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 27 • Ensure that locations with pedestrian desire lines have safe crosswalks. An updated crosswalk policy can help determine the appropriate crossing treatment at uncontrolled locations without marked crosswalks.
• Include maintenance records within the GIS database inventory of signs, markings and signals.
• Develop a proactive monitoring program for ensuring the quality and proper functioning of traffic control devices.

Collision History and Collision Reporting Practices
Safety is typi cally approach through both proactive and reactive measures. Identifying and responding to collision patterns on a regular basis is an important reactive approach to bicycle and pedestrian safety, which may be combined with other proactive measures. This is the traditional way most cities have approached safety. However, many are now looking to proactive safety to address safety issues on a system wide basis. This is often paired with a policy goal of getting to zero fatality or severe injury collisions (commonly referred to as “Vision Zero”).

Suggestion for Potential Improvement
• Adopt a data driven systemic safety approach, which would include a systems approach to identifying, prioritizing, and ultimately implementing safety countermeasure and/or a formal commitment to Vision Zero.
• Work with elected officials and department heads to adopt a Vision Zero policy formally stating the Local Agency’s commitment to reducing the number of traffic-related fatalities and severe injuries to zero.
• Additionally, with sufficient pedestrian volume data, the Local Agency could prioritize collision locations based on collision rates (i.e., collisions/daily pedestrian volume), a practice that results in a more complete safety needs assessment. Treatments could then be identified for each location and programmatic funding allocated in the Local Agency’s Capital Improvements Program (CIP).
o The City of Sacramento’s Pedestrian Master Plan includes a section on how to prioritize locations based on collision rates:
http://www.cityofsacramento.org/transportation/engineering/publications.html

Complete Streets Policy
Complete Streets Policies are formal statements showing a local agency’s comm itment to planning and designing for all modes of travel and travelers of all ages and abilities.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 28 Suggestion for Potential Improvement
• The following jurisdictions have established practices for complete streets, including implementation of these policies through multimodal level of service thresholds, and may serve as models:
o Boston, Massachusetts, Boston’s Complete Streets:
http://bostoncompletestreets.org/about/

o Philadelphia, Pennsylvania, Philly Free Streets:
http://www.phillyfreestreets.com/
o Baltimore, Maryland, Complete Streets Ordinance:
https://transportation.baltimorecity.gov/completestreets o South Bend, Indiana, Complete Streets Policy:
https://www.smartgrowthamerica.org/app/legacy/documents/cs/policy/cs-in- south-bend-resolution.pdf
o Town of Ashland, Massachusetts, Complete Streets Policy:
https://www.smartgrowthamerica.org/app/legacy/documents/cs/policy/cs-ma- ashland-policy.pdf
Active Transportation Plan
This type of plan includes a large menu of policy, program, and practice suggestions, as well as site-specific (and prototypical) engineering treatment suggestions. Bicycle and Pedestrian Master Plan(s) documents a jurisdiction’s vision for improving walkability, bikeability, and bicycle and pedestrian safety; establish policies, programs, and practices; and outline the prioritization and budgeting process for project implementation.

Suggestion for Potential Improvement:
• Implement the low-hanging projects in the Bicycle and Pedestrian Master Plan and seek grant funding for major projects
• Pursue additional funding opportunities for programs identified by the Plan. • Provide regular updates to the Plan, including bicycle and pedestrian facilities and design guidelines that address the needs of bicyclists and pedestrians of all ages and abilities • Develop high injury networks for walking and biking to identify routes with the highest incidences of fatal and severe injuries for pedestrians and bicyclists. This will create a systematic safety analysis that can help in prioritizing limited resources. • Consider identifying existing and missing bicycle and pedestrian infrastructure for safety improvement.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 29 Existing Bike Network
Innovative features such as separated bikeways, bicycle boulevards, and buffered bike lanes can decrease the level of traffic stress experienced by bicyclists, make biking more comfortable, and — in so doing — appeal to a wide range of bicyclists. Level of traffic stress refers to the level of comfort or discomfort a bicyclist might experience. Research conducted by the Mineta Institute in San Jose establishes levels of traffic stress on a scale for 1 to 4 with LTS 1 at the level that most children can tolerate and LTS 4 at the level characterized by “strong and fearless” cyclists (see:
http://transweb.sjsu.edu/project/1005.html
). A bicycle network that is attractive to the majo rity of the population would have low stress and high connectivity.

Suggestion for Potential Improvement:
• Continue to identify funding sources and implement the proposed projects identified in the Bicycle and Pedestrian Master Plan.
• Develop design standards for bike boulevards, trails, paths, and landscaping for bicycle network.
• Create a GIS data for existing bike network to identify gaps and opportunities for improvements.

Existing Pedestrian Facilities
Suggestion for Potential Improvement:
• Continue to identify funding sources and implement the proposed projects identified in the Bicycle and Pedestrian Master Plan.
• Create a GIS database for existing pedestrian infrastructure to identify gaps, inventory assets, and create opportunities for systemic safety analysis of all crosswalks.

Bike Network Implementation Practices
Considering the safety and comfort of people biking leads to better bikeway projects that can encourage new biking trips and enhance safety for people biking today and in the future.

Bicycle Level of Traffic Stress (LTS) was originally developed by researchers at the Mineta Transportation Institute. LTS assesses the comfort and connectivity of bicycle networks.

Suggestion for Potential Improvement:
• Prioritize bicycle projects to align with roadway resurfacing and projects that are near school sites.
• Secure enough funding for repaving and other complete streets projects to allow for installation of protected bike facilities and intersection improvements.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 30 • Prioritize Use LTS to strategically implement bikeways and traffic calming treatments that would improve LTS of existing bikeways.

Design Guidelines and Standards
Design guidelines and development standards create a clear set of documents that guide how all transportation improvements should be installed City- or Countywide. As a result, they can create a consistent, high-quality biking and walking experience.

Suggestion for Potential Improvement
• Consider adopting national bicycle and pedestrian safety best practices for roadway and facility design guidelines and standards:
o NACTO Urban Street Design Guide:
http://www.nyc.gov/html/dot/downloads/pdf/2012-nacto-urban-street-design- guide.pdf
o CROW Design Manual for Bicycle Traffic
o FHWA Separated Bike Lane Planning and Design Guide
https://nacto.org/wp-content/uploads/2016/05/2-4_FHWA-Separated-Bike-Lane- Guide-ch-5_2014.pdf
o MassDOT Separated Bike Lane Planning & Design Guide
https://www.mass.gov/lists/separated-bike-lane-planning-design-guide o ITE Recommended Practice for Accommodating Pedestrians and Bicyclists at Interchanges
o AASHTO Guide for the Development of Bicycle Facilities https://nacto.org/wp-content/uploads/2015/04/AASHTO_Bicycle-Facilities- Guide_2012-toc.pdf
AASHTO Guide for the Planning, Design, and Operation of Pedestrian Facilities https://transops.s3.amazonaws.com/uploaded_files/Update%20of%20the%20AASHTO%20Gui de%20for%20the%20Planning%2C%20Design%2C%20and%20Operation%20of%20Pedestria n%20Facilities.pdf
Roadway Surfaces
The quality of a roadway surface along bikeways is an important consideration when choosing to bike. Rough surface in a bike lane creates an uncomfortable bicycling experience and may also pose safety hazards.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 31 Suggestion for Potential Improvement:
• Prioritize maintenance of roadways where bicycle facilities are present, particularly for closing gaps in the bikeway network or where improved pavement quality is needed on popular bicycle routes.
• Prioritize debris removal on roadways where bicycle facilities are present. • Assess the needs for new and enhanced crosswalks and curb ramps with each repaving project. Include consideration of lane reductions and quick build projects such as paint and plastic median refuges and bulb outs; high -visibility crosswalks; and advanced yield markings.

Attention to Bicycle and Pedestrian Crossing Barriers
Crossing barriers — such as railroads, freeways, and major arterials — may discourage or even prohibit bicycle access and are often associated with vehicle- bicycle collisions. Large intersections and interchanges and uncontrolled crossings can often deter bicyclists due to high speeds, high number of conflict points with vehicles, and high level of exposure. Identifying and removing barriers and preventing new barriers is essential for improving bicyclist safety and access. Crossing barriers also discourage or even prohibit pedestrian access and can create safety challenges for pedestrians. These can be similar to the biking barriers or present additional challenges.

Suggestion for Potential Improvement:
• Use green routinely to highlight conflict zones at large intersection and interchanges.

See Oakland’s bicycle lane striping guidance for more information:
http://www2.oaklandnet.com/government/o/PWA/o/EC/s/BicycleandPedestrianProgram/ OAK024653
• To slow speeds at critical intersections, use smaller corner radii using small design vehicles appropriate for urban areas and updated standard plans to reflect this. • Review design of slip/trap-right lanes at intersections and implement improvements. • Implement best practice guidance on bicycle accommodation through interchanges and expressways, as appropriate, using the ITE’s Recommended Practice: Guidelines to Accommodate Bicyclist and Pedestrians at Interchanges plus consideration of protected bike lane design.
• Identify and create an inventory of pedestrian barriers with targeted recommendations for phased improvements.
• Consider pedestrian barriers and needs in doing bicycle barriers assessment.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 32 Traffic Signal and Stop Sign Warrants
Providing all -way stop or signal control at an intersection may improve pedestrian safety by reducing speeds and controlling pedestrian -vehicle conflicts. Installing bicycling signals and limiting stop signs on bicycle routes may enhance bicycle mobility and safety. The CA MUTCD defines warrants for installing signals and stop signs.

Suggestion for Potential Improvement
• Develop specific signal and stop sign warrants that are pedestrian- and bicycle-friendly.

Sidewalk Furniture or Other Sidewalk Zone Policies
Street furniture encourages walking by accommodating pedestrians with benches to rest along the route or wait for transit; trash receptacles to maintain a clean environment; street trees for shade, and so on. Uniform street furniture requirements also enhance the design of the pedestrian realm and may improve economic vitality.

Suggestion for Potential Improvement
Adopt a Street Furniture Ordinance to include locations and furniture amenities other than those associated with transit stops, as appropriate.

Street Tree Requirements
Street trees enhance the pedestrian environment by providing shade and a buffer from vehicles, which increase pedestrian safety. Street trees may also enhance property values, especially in residential neighborhoods. However, street trees, when improperly selected, planted, or maintained, may cause damage to adjacent public utilities.

Suggestion for Potential Improvement
• Update the Street Tree Ordinance to provide guidance on permissible tree types and permitting requirements, also specifying a requirement for new trees plantings associated with development projects.

Bicycling Supportive Amenities and Wayfinding
In addition to designating roadway or paths in a bicycle network, supportive amenities (including parking, water fountains, and maintenance stations) can encourage bicycling. Wayfinding can both encourage bicycling and enhance safety by navigating cyclists to facilities that have been enhanced for bicyclist use or to local retail opportunities for economic growth.

Suggestion for Potential Improvement:
• Create and deploy a bicycle wayfinding strategy City- or Countywide as recommended in the Bicycle and Pedestrian Master Plan, as well as a Biking Guide. • Develop a Biking Guide that includes a bike map and bicycle locker and rack locations.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 33 Bicycle Parking Requirements
Safe and convenient bicycle parking is essential for encouraging bicycle travel (especially in-lieu of vehicle travel). Bicycle parking can also facilitate last -mile connections between two modes, such as bicycle parking at a transit station. To be effective, bicycle parking needs to be visible and secure and have enough capacity to accommodate bicycle demand, both long- term and short-term. Long -term and short -term parking can be implemented through a bicycle parking ordinance as in the City of Oakland (see details at http://www2.oaklandnet.com/Government/ o/PWA/o/EC/s/BicycleandPedestrianProgram/OAK024596).

Suggestion for Potential Improvement:
• Implement short-term and long- term, secured bicycle parking at all new development, consistent with the Bicycle and Pedestrian Master Plan and the APBP Bicycle Parking Guidelines, 2nd edition.
• Site bicycle racks to be convenient for bicyclists, out of the way of pedestrians, and with good visibility for security, consistent with the APBP Bicycle Parking Guidelines, 2nd edition.
• Consider implementation of “branded” racks for the City/County (with a unique design or City/County’s symbol).

Pedestrian and Bicycle Safety Education Program
Engineering treatments are often not enough on their own to realize full safety benefits associated with the treatment. Safety education programs complement engineering treatments and increase compliance. Education campaigns target people of all ages, especially school-age children where safe walking and biking habits may be instilled as lifelong lessons.

Suggestion for Potential Improvement
• Conduct a formal education campaign targeting people driving, walking, and biking about street safety. This includes: advertisements on buses and bus shelters, an in- school curriculum, community school courses, public service announcements, and many other strategies. Consider a focus on speed and safe driving. o The Street Smarts program in San Jose, CA, provides a model pedestrian safety Enforcement
Enforcement of pedestrian and bicycle right -of-way laws and speed limits is an important complement to engineering treatments and education programs.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 34 Suggestion for Potential Improvement
• Implement sustained pedestrian safety enforcement efforts and involve the media. Use enforcement as an opportunity for education by distributing pedestrian safety pamphlets in- lieu of, or in addition to, citations. The Miami- Dade Pedestrian Safety Demons tration Project provides a model for the role of media in the sustained effectiveness of enforcement. Information is available at:
http://www.miamidade.gov/MPO/docs/MPO_ped_safety_demo_eval_report_200806.pdf .
• Train officers in pedestrian safety enforcement principles. The Madison, Wisconsin Department of Transportation has developed a DVD in collaboration with the Madison Police Department to train traffic officers in pedestrian and bicycle issues (for more information see http://www.walkinginfo.org/library/details.cfm?id=2865 ). The Bicycle Transportation Alliance in Portland, Oregon offers Pedestrian Safety Enforcement Training (for more inf ormation on this five- hour course see:
http://www.bta4bikes.org/at_work/pedestriangrants.php). • Establish a radar gun check -out program for trained community volunteers to record speeding vehicles’ license plate numbers and send letters and/or document occurrences.

Radar gun check-out programs are available in Albany, Pleasanton, and Thousand Oaks, California, among other cities (for more information on the Pleasanton program see:
http://www.sfgate.com/cgi-bin/article.cgi?file=/c/a/2004/04/07/MNG8N6 /04/07/MNG8N6 1MGG1.DTL).

Pedestrian Walking Audit Program
Walking audits provide an interactive opportunity to receive feedback from key stakeholders about the study area and to discuss the feasibility of potential solutions. They can be led by Local Agency staff, advocacy groups, neighborhood groups, or consultants.

Suggestion for Potential Improvement
• Include regular walking audits in City - or Countywide pedestrian safety program, based on the suggestions of this CSSA. This effort may complement other “green” or health - oriented programs within the Local Agency.

Bicycling Safety Audit Program
When Local Agency staff and key stakeholders ride along study corridors and experience key route and crossing challenges and best practices, consensus is more readily reached on a vision and action plan for safety enhancements.
• Include regular bicycling audits in the City - or Countywide bicycle safety programs.

Encourage interdepartmental participation.

The 3-E’s of
Pedestrian
Safety:

Engineering
Education

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 35 • Routinely conduct bicycle safety audits of key corridors throughout the City/County, including those with recent improvements, those with heavy bicycle demand, and those with high collision rates.
• Collaborate with schools on projects beyond the school district boundaries.

3.1.1. General Plan: Provision for Pedestrian and Bicycle Nodes Planning principles contained in a local agency’s General Plan can provide an important policy context for developing pedestrian-oriented, walkable areas. Transit-oriented development, higher densities, and mixed uses are important planning tools for pedestrian-oriented areas. The General Plan identifies pedestrian priority areas, which are zones in which high volumes of pedestrian traffic are encouraged and accommodated along the sidewalk.

Suggestion for Potential Enhancement
• Create an overlay district for pedestrian priority areas with special pedestrian- oriented guidelines, such as relaxing auto Level of Service standards and prioritizing pedestrian improvements. Prioritize sidewalk improvement and completion projects in these nodes. • Utilize vehicle miles traveled (VMT) for future transportation impact analysis.

Bike Ordinances (Sidewalk Riding)
Suggestion for Potential Improvement:
• Consider an optional helmet ordinance for adults.
• Consider allowing for context -specific flexibility in sidewalk riding policies and enforcement.

Transportation Demand Management (TDM) Programs
TDM programs encourage multimodal travel by incentivizing non- automobile options. As new development occurs, TDM programs can be expanded, formalized, and strengthened.

Suggestions for Potential Improvement
As part of a comprehensive TDM program:
• Hire or identify a part-time TDM Coordinator.
• Create a TDM program and accompanying website with separate pages for employees, residents, and visitors.
• Establish a Transportation Management Association (TMA) for key commercial and business areas to coordinate parking, transit, and other TDM strategies and policies.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 36 General Plan: Densities and Mixed-Use Zones
Planning principles contained in a local agency’s General Plan can provide an important policy context for developing bicycle-oriented and walkable areas. Transit-oriented development, higher densities, and mixed uses are important planning tools for pedestrian-oriented areas.

Suggestion for Potential Improvement
• Utilize vehicle miles traveled (VMT) for future transportation impact analysis. • Consider allowing moderate to high densities in the downtown and mixed- use zones as well progressive parking policies, such as shared parking and demand-based pricing. • Consider multi -modal trade -offs in the transportation impact analysis for new development, so that the safety and needs of people walking and biking is weighed heavily and vehicular delay is not the primary performance measure. • Ensure that wide sidewalks, high quality, protected bike lanes, and intersection safety improvements are included with all new development projects, particularly where densities are higher
• Strongly weigh walking and biking performance measures as well as safety metrics in determining appropriate intersection improvements and street design.

Specific Plans, Overlay Zones, and Other Area Plans
Suggestion for Potential Improvement
• Emphasize bicyclist and pedestrian-oriented design, walkability, and/or placemaking in all new specific plans, overlay zones, and other area plans.

Historic Sites
Historic walking routes or bike trails, such as the famous Freedom Trail in Boston, encourage active transportation and enhance economic vitality.

Suggestion for Potential Improvement
• Continue to implement the goals, policies and programs that support walking trips included in the Historic Preservation and Community Design Element of the General Plan to showcase natural or local sites of interest, and link key features of the Local Agency. Maps of the tour route and historic documentation materials could be made available online or as a mobile app in addition to wayfinding signs, maps, and plaques could also be provided throughout the Local Agency. Consider other areas of the City/County for walking tours and historic signs.

• Consider upgrading History Walk signs with larger text to improve legibility and wayfinding.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 37 Economic Vitality
Improving bicycle and pedestrian safety and
walkability can enhance economic vitality.

Similarly, enhancing economic vitality
through innovative funding options such as
Business Improvement Districts (BIDs),
parking management, and facade
improvement programs can lead to more
active areas and encourage walking and
bicycling.

Suggestion for Potential Improvement
• Activate the built environment in business areas through BIDs and façade improvement programs.
• Use wayfinding, walking routes, and events to direct pedestrians to commercial areas throughout the area.
• Install bicycle parking in commercial areas and provide safe, comfortable bike facilities in commercial areas to make it convenient and fun to get to local businesses.

Proactive Approach to Institutional Coordination
Institutional coordination associated with multiple agencies is a critical part of the work of any municipality. Non-local control of right -of-way and differing policies regarding pedestrian and bicyclist accommodation can make the work complex.

Coordination with Schools
Neighborhood-sized schools, as opposed to mega schools on the periphery, are a key ingredient for encouraging walking and bicycling to school. In addition, pedestrian and ADA improvements could be prioritized near schools.

Suggestion for Potential Improvement
• Work with the local school districts to establish a policy on neighborhood- sized and oriented schools as part of a Safe Routes to School policy. • Work with the school districts to establish suggested walking routes and address potential barriers to pedestrian or bicycle access.

Coordination with Emergency Response
Emergency response requires special roadway design considerations that sometimes conflict with bicycle and pedestrian treatments. One example is the design of turning radii at intersections.

Bicyclists and pedestrians benefit from the reduced vehicle speeds of smaller radii, but larger vehicles, such as fire trucks, have more difficulty performing the turn within the smaller space.

Sample store facades

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 38 These conflicts require consensus building between the Local Agency and the respective departments. Consensus building could include pilot testing of alternative treatments, such as a model traffic circle in an open field.

No information was provided about coordination with emergency response.

Suggestion for Potential Improvement:
• Include the Fire Department early in the process as a stakeholder in the Williams Street and Bancroft Street separated bikeway projects to ensure access needs are accommodated.
• Balance the trade-off between traffic calming safety treatments such as roundabouts or partial street closures and longer emergency response times. • Encourage emergency and transit responders to participate in test runs of roadway designs that are aimed to reduce speed and improve bicycling access.

Coordination with Health Agencies
Involving non- traditional partners such as public health agencies, pediatricians, etc., in the planning or design of pedestrian and bicycle facilities may create opportunities to be more proactive with pedestrian and bicycle safety, identify pedestrian and bicycle safety challenges and education venues, and secure funding. Additionally, under -reporting of pedestrian- vehicle and bicycle-vehicle collisions could be a problem that may be partially mitigated by involving the medical community in pedestrian and bicycle safety planning. 2 Coordination with Transit Agencies
Providing safe and comfortable biking and walking routes to transit stops and stations, and the ability to take bicycles on-board transit vehicles increases the likelihood of multi-modal trips.

Suggestion for Potential Improvement:
• Prioritize implementation of safe routes to transit projects around the BART stations as well as to bus stops on AC Transit major corridors.
• Work with transit agencies, Caltrans, and other relevant partners to improve access and safety to stations and bus stops.

2 Sciortino, S., Vassar, M., Radetsky, M. and M. Knudson, “San Francisco Pedestrian Injury Surveillance: Mapping, Underreporting, and Injury Severity in Police and Hospital Records,” Accident Analysis and Prevention , Volume 37, Issue 6, November 2005, Pages 1102-1113

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 39 4. COMPLETE STREETS AUDIT RESULTS AND

SUGGESTIONS

4.1. OVERVIEW
Complete Streets audits are typically conducted as an initial step to improve the street environment for all travel modes within the selected area. Many individuals can participate:
residents, stakeholders, and affiliated individuals. During the audits, po sitive practices are observed and issues and opportunity areas are noted. Observations are made of the interactions among motorists, pedestrians, and bicyclists. Observations are based on the behavior of these different road users, particularly at intersections. For each opportunity area, the group discusses possible suggestions to address safety and operational concerns. Complete Streets audits are highly interactive, with many field observations. The audits are a means to observing and learning how to “see through the eyes of pedestrians and bicyclists.” This chapter presents observations and suggestions made during field observations conducted on May 17, 2021.

Suggestions in this chapter are based on best practices and discussions with participants regarding local needs and feasibility. These suggestions are based on limited field observations and time spent in Indian Wells by the CSSA evaluator. These suggestions are intended to guide City staff in making decisions for future safety improvement project s in the City; they may not incorporate all factors relevant to pedestrian and bicycling safety issues in the City. This report is conceptual in nature, and conditions may exist in the focal areas that were not observed and may not be compatible with suggestions presented below. Before finalizing and implementing any physical changes, City staff may choose to conduct more detailed studies or further analysis to refine or discard the suggestions in this report, if they are found to be contextually inappropriate or appear not to improve bicycling or pedestrian safety or accessibility due to conditions including, but not limited to, high vehicular traffic volume or speeds, physical limitations on space or sight distance, or other potential safety concerns.

4.2. FOCAL AREAS
City staff requested reviews of six focal areas (intersections, street segments or corridors):
# Focal Area Issues
1 CV-Link path Alignment of multi-city regional path along streets through Indian Wells 2 Fairway Drive Addition of shared use path on south side Intersection concepts for Rancho Palmeras Drive and Eldorado Drive 3 Eldorado Drive Addition of shared use path between Fairway Drive and Highway 111 4 Cook Street Addition of shared use path between Fairway Drive and Fred Waring Drive 5 Indian Wells Lane North-end pedestrian and bicycle connection to Highway 111 6 Club Drive North-end pedestrian and bicycle connection to Highway 111

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 40 Figure 4-1 maps these focal areas.

Figure 4-1: Map of focal areas
Section 4.3 presents key issues and suggestions identified during the audit that can be applied citywide. Subsequent sections address the six focal areas, with figures that illustrate the suggestions.

4.3. GENERAL CITYWIDE SUGGESTIONS
The following general suggestions for physical enhancements may be appropriate Citywide or in the focal areas. These are discussed in detail below.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 41 Table 4-1: General Suggestions for Physical Enhancements Pedestrian Details
Advance Limit
Lines
Install 4’ in advance of the limit line or first crosswalk line on STOP and signal -controlled approaches, to deter motorists from encroaching into the crosswalk or blocking sightlines to low pedestrians such as wheelchair users.

Corner curb
extensions
Enable pedestrians to make a starting decision where they can see and be seen. Calm inbound right turns by reducing the physical radius. Shorten crosswalks.

Interim curb
extensions
Consider Painted Safety Zone / Interim Curb Extension treatments at locations where the need is current but hardscape curb extensions are subject to future funding.

Crosswalk
markings
At uncontrolled crosswalks, incorporate wide longitudinal elements ( e.g., “ladder rungs”) to enable approaching drivers to recognize the crosswalk earlier.

Leading Ped.

Interval
Display WALK phase (typically) 3 seconds before same- direction green indication, so pedestrians can occupy the curb lane.

Center islands
on side streets
Calm inbound turns. May enable bicyclists preparing to turn left or proceed through to wait further forward than they otherwise would.

Left-side
warning signs:
symbol
orientation
Pedestrian symbol (W11- 2) or trail crossing signs (W11- 15) installed on the left side of street may depict users approaching, just as the W16-7p Downward Pointing Arrow always points into the approach. (MUTCD 2A.06 Design of Signs specifically allows mirror images.

However, sign catalogs may not designate a unique product code.) Left-side signs
on medians
At uncontrolled locations where it is feasible to add a raised median to protect a sign, do this so that each approach sees a pair of warning signs on its side of the street.

Upstream
sightlines
Prohibit parking for at least 1 car length upstream of crosswalk, to keep sightlines open to approaching traffic. A curb extension can ensure compliance and is a good place for crosswalk warning signs. “Bike corrals” (in-street racks) can also utilize this area.

Yield Lines Install on multi-lane approaches to uncontrolled crosswalks, 20’-50’ before the crosswalk.

Directional
curb ramps
Provide 2 ramps per corner, aligned with sidewalks, rather than diagonal ramps.

Accessibility Ensure that signal actuation is ADA compliant, including pushbutton height.

Centerline Install no-passing (double yellow) centerline 50’ back from crosswalks.

Advance Limit (Stop) Lines
On approaches to crosswalks that are controlled by signals or STOP signs, installing an advance limit line a short distance (typically 4 feet) before the crosswalk can remind motorists to stop far enough back that their vehicle’s front end does not encroach into the crosswalk. Such encroachment can be a safety issue at multi-lane approaches when the front end of a vehicle waiting can hide a low pedestrian (child or wheelchair user) approaching across another lane.

MUTCD Section 3B.16 Stop and Yield Lines applies. Guidance Paragraph #10 states:

10 If used, stop and yield lines should be placed a minimum of 4 feet in advance of the nearest crosswalk line at controlled intersections, except… at mid-block crosswalks.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 42 Corner curb extensions
At intersections with conventional corners and no curb extensions, pedestrians preparing to cross a street typically make their crossing decisions before stepping off the curb, i.e., while on the sidewalk. Due to substantial corner radii at most intersections, this places them over 10 feet outside of the first travel lane they will enter. Corner curb extensions (bulb- outs) enable pedestrians to safely make their decision near the outside travel lane, where they are more visible to approaching motorists and also have a considerably shorter distance to cross. Raised curb extensions also enable crosswalk warning sign assemblies to be installed closer to the travel lanes where they are more visible to motorists. One resource for curb extensions is NACTO’s Urban Street Design Guide section: https://nacto.org/publication/urban-street-design- guide/street-design-elements/curb-extensions/
Curb extensions attached to the street’s existing curb can be expensive to construct because they must preserve drainage along the street and provide accessible slopes and curb ramps. However, the same safety benefits can be obtained with less expense and without modifying drainage if the extension area is segmented into “floating” islands between which pedestrians including wheelchair users travel at existing street grade.

“Temporary Traffic Calming Curbs” (Calgary, AB)
Figure 4-2: Segmented floating corner island treatment
Interim curb extensions
Many cities are now deploying treatments consisting only of painted lines, colored paint or epoxy fill, and tubular delineators to rapidly and inexpensively create corner-bulb installations in advance of funding availability for hardscape versions (Figure 4-3). These go by various names such as “Painted Safety Zones” (San Francisco) , “Painted Curb Extensions” (Pasadena), “Painted Bulbouts” (Denver) and “Interim curb bulbs” (Seattle).

San Francisco MTA writes:

Painted safety zones are painted road areas that wrap around sidewalk corners to make pedestrian crossing intersections more visible to people driving. Painted safety zones are often flanked by delineators (white posts) and encourage people who drive to slow down, especially when making turns.
https://www.sfmta.com/getting-around/walk/pedestrian-toolkit

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 43 Seattle DOT (SDOT) writes:

Interim curb bulbs may be appropriate in locations where there is a safety need and a permanent solution is not feasible in the short term, and/or where there is a planned capital improvement within 5 years. At intersections with curb and gutter, an interim curb bulb can only be done [where] there are existing curb ramps. In some cases, curb bulbs may also be integrated with bioretention to manage storm water runoff from the right-of-way.
https://streetsillustrated.seattle.gov/urban-design/adaptive-design/intersection- treatments/
Crosswalk marking patterns – high visibility and contrast edge The standard crosswalk-marking scheme at controlled approaches has 2 transverse lines and no fill pattern. Many cities use the standard pattern at controlled approaches and a high -visibility pattern at uncontrolled approaches. The following description from San Francisco MTA’s crosswalk design guidelines describes the safety advantages of high-visibility markings:

Because of the low approach angle at which drivers view pavement markings, the use of longitudinal stripes in addition to or in place of the standard transverse markings can significantly increase the visibility of a crosswalk to oncoming traffic.

While research has not shown a direct link between increased crosswalk visibility and increased pedestrian safety, high- visibility crosswalks have been shown to increase motorist yielding and channelization of pedestrians, leading the Federal Highway Administration (FHWA) to conclude that high- visibility pedestrian crosswalks have a positive effect on pedestrian and driver behavior.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 44 Los Angeles (Cesar Chavez & St Louis)

Pasadena Street Design Guide

Los Angeles – Pico & Curson

San Francisco (16th St & Kansas St)

Seattle (Burke-Gilman Trail & 40th Ave NE & NE 52nd Pl) Figure 4-3: Paint-and-delineator curb extensions

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 45 (Figure 12 from FHWA report HRT-04-100, “Safety Effects of Marked Versus Unmarked Crosswalks at Uncontrolled Locations Final Report and Recommended Guidelines”) Figure 4-4: Crosswalk marking patterns (FHWA)

Table 4-2 lists suggested treatments for several crosswalk elements.

Table 4-2: Suggested Crosswalk Treatments
Approach Controlled Uncontrolled
Elements Median None or
painted Raised None or
painted Raised
Crosswalk markings 2-line High-visibility (ladder)
Warning signs at crosswalk None Curbside, 2-sided
(“2-sign”)
Curbside: 1-sided
Median: 2-sided
(“4-sign”)
RRFBs on crosswalk signs None If needed
Advance markings & signs Advance limit line 4’ upstream Yield line 20’-50’ upstream R1-5 Yield Here signs at yield lines
Advance warning signs None If needed, per MUTCD
Low-vision pedestrians (persons who are not completely blind) benefit from a continuous “contrast edge” for guidance when crossing streets. The solid transverse lines in the “solid, ” “standard,” “zebra” and “ladder” patterns provide this; the “continental” and “dashed” patterns do not. For all crosswalks at uncontrolled approaches that currently use the continental pattern, it is suggested to add two solid transverse lines to create a ladder pattern.

In prior decades, “artistic” crosswalks were constructed in which the transverse border was a wide cast concrete strip with no retroreflective white marking (12- inch line). Over time the contrast between these strips and the middle of the crosswalk is reduced so the strips no longer provide an effective contrast edge for low -vision pedestrians. To address this, 12 -inch transverse lines (white for non-school crosswalks, yellow for school crosswalks) may always be incorporated.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 46 Leading Pedestrian Interval
Leading Pedestrian Interval (LPI ) traffic signal phasing displays the pedestrian signal’s WALK indication for 3 -7 seconds before the green indication for same- direction traffic. LPI gives pedestrians a head start to occupy the crosswalk before turning vehicles. A 2000 study by the Insurance Institute for Highway Safety (IIHS) found that LPI reduces conflicts between turning vehicles and pedestrians.

Field Evaluation of a Leading Pedestrian Interval Signal P hase at Three Urban Intersections. Van Houten, Retting, Farmer, Van Houten. Transportation Research Record (TRR) 2000.

It is suggested that the city consider implementing LPI at signals with high pedestrian activity, prohibiting right-turn-on-red as needed per recent research findings.

Figure 4-5: Leading Pedestrian Interval phases
Center islands on side streets
Adding pill-shaped center islands just behind the crosswalks side streets at some intersections can improve safety in several ways:
• Calm right turns from the major street
• Calm left turns onto the major street
• Calm through movements on the side street
• Provide a modest refuge for pedestrians crossing the side street, especially slow ones • Enable the limit lines to be moved forward for better sightlines • Provide a sheltered place for bicycle users approaching on the side street to prepare to cross or enter the major street
Figure 4-6 shows such an island on a 40- foot residential street in Sunnyvale CA (Canary Drive, at Inverness Way). The island is 6 feet wide and 20 feet long.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 47 Figure 4-6: Median island on residential street (Canary at Inverness, Sunnyvale CA)

4.4. FOCAL AREAS
The following subsections address the six focal areas listed in Section 4.2.

The evaluator explored each focal area with City staff on the field visit day. Staff observations and notes appear in each subsection. Because of the Covid- 19 pandemic, observations may not reflect typical (non-pandemic) operation.

4.4.1. Area #1: CV-Link Regional Path
Overview
Coachella Valley Link (“CV-Link”) is a multi-use paved path that when completed will connect the cities along the Whitewater River corridor. The path is open to pedestrians, users of conventional and electric-assisted bicycles, and low-speed three- and four-wheel electric vehicles such as golf carts. Indian Wells is Segment #6.

Figure 4-7: CV-Link homepage image (www.coachellavalleylink.com)

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 48 Figure 4-8: CV-Link alignment alternatives through Indian Wells Each city determines CV -Link’s alignment within its boundary. Figure 4-8 shows the three alignment alternatives through Indian Wells: #1: Left (north) Bank, #2 Right (south) bank, and #3 On-Street. On-Street (#3), the City’s current adopted alignment, will depart from the river corridor at the western city limit with Palm Desert and return to the river’s south bank at the eastern city limit with La Quinta. Alternatives #1 and #2 along the river channel are deferred.

Table 4-3 divides Indian Wells’ CV-Link on-street alignment focal area into segments. Discussion follows the table.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 49 Table 4-3: Indian Wells CV-Link Focal Area – Segments Segment CV-Link alignment Notes
1 Fred Waring Drive
between river’s
west/south bank and
the Eldorado / Via
Toscana signal
Existing north-side
separated path
Avoids crossing Fred Waring at the river (high-speed
traffic, no controlled mid-block crossing.

Future alignments along the river through Indian Wells
await construction of a roadway bridge to replace Fred
Waring Drive’s at-grade crossing, which floods and
would require a path tunnel.
2 Eldorado / Via
Toscana intersection
and Eldorado river
crossing
North and east
crosswalks
Connect between northwest and southeast corners of
intersection
East side of
Eldorado, in new
space to be created
Modify intersection’s south leg to free up one lane
width along east side. Shift east curb westward.

Share existing
barrier-separated
golf cart path
Create opening in north end of path barrier.

Install guide and warning signs for shared use.
3 Eldorado between
river and Highway
111; Desert Horizons
Drive intersection
East side landscape
area
At Desert Horizons Drive intersection, provide an
enhanced crosswalk for residents west of Eldorado
4 Eldorado Drive /
Highway 111
intersection
East crosswalk Enhance to connect with future Eldorado Drive east- side path south of Highway 111
5 Highway 111 between
Eldorado and eastern
spur channel
North side, widen
existing meandering
sidewalk
Provide parking bays for landscape crews
At Miles Avenue, condition developments to
incorporate public access to the river, to support a
potential future CV-Link alignment along the river.
6 Highway 111 between
eastern spur channel
and La Quinta city
limit
North side – path
bridge planned by
CV-Link
Narrow right of way constrained by adjacent hills.

CV-Link proposes to construct a path bridge across
the spur channel, which crosses under Highway 111.

The City of La Quinta envisions a staging area on the
east side of the spur channel where it meets the river.

Analysis
Segment 1 – Fred Waring Drive between river and Eldorado Drive / Via Toscana signal Palm Desert’s CV-Link segment reaches Indian Wells on the south/west side of the channel, on the north side of Fred Waring Drive, approximately 2,100’ west of that roadway’s Eldorado Drive / Via Toscana signal.

Fred Waring Drive runs due east-west through several Coachella Valley cities. It is the main east- west alternative to Highway 111, which follows the base of the mountains to the south. At the river channel it is a high-speed six-lane arterial (Figure 4-9). The river channel runs roughly northwest- southeast at this location. The at -grade crossing is subject to flooding, necessitat ing periodic debris removal.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 50 Indian Wells’ adopted CV-Link alignment departs from the river at this location and crosses the channel on the north side of the road, where there is a 6’ sidewalk with a metal pole -and-cable fence, and a separate 6’ or wider concrete sidepath that departs from roadway grade and follows the river channel’s cross -grade, merging back into the sidewalk approximately 600’ west of the Eldorado signal (Figure 4-9). Pedestrians typically use the sidewalk; bicyclists typically use the sidepath even though its surface planes have substantial cross-slope for drainage.

a) Westbound just west of river channel

b) Sidepath and sidewalk at south end of river channel, facing east Figure 4-9: Fred Waring Drive at and near Whitewater River channel Other than guide signage to direct users between the river and the Eldorado signal, no significant improvements appear to be needed to implement CV-Link on this segment.

Segment 2 – Eldorado Drive/ Via Toscana intersection and Eldorado river bridge At the Eldorado Drive / Via Toscana signal 600’ east of the river, the on-street CV-Link alignment will use the north crosswalk (across Via Toscana) and the east crosswalk (across Fred Waring) to reach the southwest corner of the intersection, then continue along the east side of Eldorado to share the existing golf cart path’s river crossing on the roadway bridge.

As shown in Figure 4-10, there is currently insufficient width to construct a sidepath on the east side of Eldorado between the intersection’s so utheast corner and the golf cart path without removing three mature palm trees.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 51 Figure 4-10: Eldorado Drive east side north of river bridge – mature palm trees

Figure 4-11: Eldorado between Fred Warning and river - existing However, the two southbound lanes that depart the intersection receive only single-lane movements — Fred Waring’s single eastbound right turn lane and single westbound left turn lane, and Via Toscana’s single southbound through lane. Removing Eldorado’s inner receiving lane and shifting all northbound approach lanes westward would free up one lane width along the east side. Figure 4-12 shows a concept, with CV -Link and its crosswalks highlighted in orange (not suggested as a treatment) and Eldorado’s bike lanes in green. White and yellow extension lines through the intersection show certain realigned vehicle and bicycle travel paths.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 52 Figure 4-12: Concept for Fred Waring Drive / Eldorado Drive / Via Toscana intersection South of the intersection, CV -Link will share the existing barrier-separated golf cart path across the river channel on the east side of Eldorado Drive. Path junctions will be added in the golf cart path’s barrier wall at the north and south ends of shared segment on the bridge, presumably with signage informing CV-Link users that entry to the Indian Wells Country Club area to the east is prohibited.

Segment 3 – Eldorado between river and Highway 111; Desert Horizons Drive intersection The CV-Link alignment will continue along the east side of Eldorado Drive to the northeast corner of the Highway 111 intersection, using the existing wide landscape area. Desert Horizons Drive intersects from the west approximately 1,500’ south of Fred Waring Drive, with a gated attended entrance that has two inbound and two outbound lanes . It serves a large development whose residents will need access to the path. Eldorado does not stop at this intersection.

As shown in Figure 4-13, there is a northbound left turn lane and unused buffer lane on the south leg, opposite a wide landscaped median on the north leg. The concept shows a north- leg crosswalk with high -visibility markings, warning sign assemblies using W11-15 Trail Crossing signs and optional pedestrian- activated Rectangular Rapid Flashing Beacons (RRFBs), yield lines with R1-5 Yield Here signs, and a median refuge island. (The dashed yellow line is not suggested for installation — it shows how the outbound vehicle left turn path from Desert Horizons Drive will clear the median refuge island.)

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 53 a) Existing

b) Concept
Figure 4-13: Eldorado Drive / Desert Horizons Drive intersection Segment 4 – Eldorado Drive / Highway 111 intersection
CV-Link’s on-street alignment will continue south along the east side of Eldorado to Highway 111, past Indian Wells Fire Department Station 55 and City Hall. Beginning at the fire station’s north driveway, the wide CV-Link path would replace the existing sidewalk. It would turn east at the intersection’s northeast corner and follow the north side of Highway 111 to the City of La Quinta before reconnecting with the south bank of the river channel.

The si gnal’s east crosswalk and a proposed path along the east side of Eldorado Drive will connect residents south of Highway 111 to CV-Link. To reduce conflicts between pedestrians and bicyclists crossing Highway 111, it is suggested to widen the east crosswalk and delineate it as adjacent parallel bicycle and pedestrian crossings, with the bicycle area aligned inboard (west) of

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 54 the pedestrian area. The bicycle crossing area would not be delineated as a bike lane because it would not be aligned with bike lane north or south of Highway 111.

Segment 5 – Highway 111 between Eldorado Drive and eastern spur channel The CV-Link alignment will follow the north side of Highway 111 between Eldorado Drive and the La Quinta city limit. For most of this di stance a meandering sidewalk exists, and the only major improvement needed would be to widen the surface for shared use with bicycle traffic. It is suggested to consider installing a 15’ shared surface delineated as a 10’ two-way bicycle area (5’ + 5’) wit h directional arrows and dashed yellow centerline (passing permitted), adjacent to a 5 pedestrian priority area at the same grade as the bicycle area ( i.e., not raised), preferably distinguished by pavement color. Figure 4-14 shows such a path on the San Francisco — Oakland Bay Bridge. In practice, groups of pedestrians flex onto the bicycle area when no bicyclists are present, and solo bicyclists give them space when passing.

Figure 4-14: 5 meter (~15’) delineated path (SF-Oakland Bay Bridge East Span) City staff said that landscape crews park along the north side of Highway 111 on this stretch to maintain plantings and irrigation. At various locations the existing curb descends to street grade or has a driveway-like apron ( Figure 4-15). Other examples of “verge” or “indented” parking appear in Figure 4-16.

Figure 4-15: Driveway apron on north side of Highway 111, for landscape access

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 55 Figure 4-16: Indented or “verge” parking
Proposed developments on the north side of Highway 111 near Miles Avenue would install CV- Link segments along their frontage. Because Indian Wells’ future CV-Link network may include a path along the south side of the river, such developments should also be conditioned to construct or provide access easements for public-access shared-use paths between the Highway 111 CV- Link and the south side of the river as suggested in Figure 4-17.

Figure 4-17: Public access spur locations for developments near Miles Avenue Segment 6 – Highway 111 between eastern spur channel and La Quinta city limit Indian Wells’ eastern city limit with La Quinta follows the east side of a spur channel that runs northward under Highway 111 to the river.

Figure 4-18: Highway 111 facing east across spur channel toward La Quinta

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 56 The County proposes to construct a shared use path bridge across the channel on the north side of Highway 111. The City of La Quinta proposes to construct a CV -Link staging area (trailhead with parking) on the east side of the spur’s junction with the river, in the “Point Happy” area that occupies the northwest quadrant of the Highway 111/ Washington Avenue intersection located about 1,500 east of the channel.

No suggestions are offered for this segment.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 57 4.4.2. Area #2: Fairway Drive between Cook Street and Eldorado Drive Existing conditions and field observations
Overview
Within Indian Wells, Fairway Drive runs east -west 2,500’ (approximately 1/2 mile) south of Highway 111. It extends 5,200’ (approximately one mile) between Cook Street / Vintage Drive and the north leg of Eldorado Drive, then continues east approximately 2,800’ (1/2 mile) to Indian Wells Lane, which also runs north toward Highway 111.

Developments to the south are golf course subdivisions , with gated entrances at Vintage Drive (south leg at Cook Street), opposite Cielito Drive, and Eldorado Drive (south leg).

Figure 4-19: Fairway Drive context
On the 5,200’ segment between Cook / Vintage and Eldorado (north leg), Fairway is 40’ wide, with an 8’ north-side parking lane, two 5’ bike lanes and two 11’ traffic lanes. There is no sidewalk along north-side fronting houses, but there is a wide landscape area on the south side the width of which varies considerably . The eastbound right turn pockets serving the gated entrances opposite Cielito Way and at the south leg of Eldorado Drive indent into this landscape area.

The segment’s endpoint intersections at Cook / Vintage and Eldorado are all-way stops, as is the midpoint intersection at Rancho Palmeras Drive, approximately 1/2 mile from the endpoints . All other intersections on this segment are one-way stops.

Observations
Because there is no sidewalk on the north side — only a parking lane, r esidents of north-side fronting houses and developments served by streets that intersect from the north routinely cross the street and walk along the south side lawn and landscape corridor for recreation, despite there being no sidewalk or path. One such south-side pedestrian is visible at the right side of Figure 4-23(a) [Cielito Drive gated access].

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 58 The usable width available for installing a shared use path on the south side varies considerably depending on the varying setback to the tall wall that encloses the golf course developments and the presence of mature trees and hedges along the wall.

Figure 4-20 shows these conditions at Williams Drive, where the south wall setback is at a minimum and tall hedges are present. Here the distance between the south curb and face of hedge is approximately 12’.

a) Aerial (north at top)

b) Street view, facing west
Figure 4-20: Fairway at Williams, showing minimum south-side area width Analysis
Alternate cross section concept, to create south-side path During the field visit an alternative cross section for Fairway Drive was discussed that would widen the south-side landscape corridor by 10’, enabling the installation of a wide shared use path. This would be achieved by reconstructing the south curb and gutter 10’ further north, narrowing the street from 40’ to 30’ and eliminating the two 5’ bike lanes.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 59 To keep the street easy for pedestrians to cross and comfortable for on- street bicyclists to be passed by vehicles, traffic calming measures would be ins talled to lower the vehicle speed distribution. The existing double yellow (no passing) centerline would either be replaced with a dashed (passing permitted) centerline or eliminated. R117 (CA) “PASS [BIKES] 3 FT MIN” signs would encourage comfortable passing of on-street bicyclists.

Figure 4-21 illustrates this cross-section transformation. In the concept image, the widened south- side area is used for a “mode-separated” path that aligns both bicycle directions closer to the street and the pedestrian area further away. This will maximize pedestrian comfort and also align the faster path traffic (bicyclists) further from sight obstructions where the path crosses the gated access points at Cielito Drive and the south leg of Eldorado.

a) Existing

b) Concept
Figure 4-21: Fairway Drive cross section concept
Traffic calming
To make crossing the street to/from the south-side path comfortable for all users, and to maximize comfort for faster bicyclists who choose to use the street, it will be important to deter motorist speeding. Currently on this segment, Fairway stops only at its midpoint intersection with Rancho Palmeras Drive , with 1/2- mile straightaways to the east and west . To deter speeding, traffic calming measures with closer spacing are suggested. Installing three measures on each 1/2-mile subsegment would create 1/8- mile spacing — approximately 650’ . The 1/4- mile points approximately coincide with the T intersections at Azure Hills Lane and Williams Road. For these intersections it is suggested to consider either a small (“neighborhood”) traffic circle combined with small “deflector” islands in the north parking lane and along the south curb, or a raised crosswalk or raised-intersection treatment.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 60 Additional calming measures are suggested a t the 1/8 -mile points, midway between the Azure Hills Lane and Williams intersections. The westernmost and easternmost 1/8-mile points roughly coincide with the T intersections at Dorado Villas Drive (where Fairway has a westbound right turn pocket) and Vista Dorado Drive. At those locations “intersection” treatments could be considered as suggested above.

The two remaining 1/8-mile points (midway between Azure Hills Lane and Paradise Valley Road, and midway between Rancho Palmeras Drive and Williams Road) do not coincide with intersections. At those locations it is suggested to consider speed cushions — segmented speed humps with wheel gaps placed to enable fire trucks to pass through without raising a wheel. On- street bicyclists also use these gaps.

Combined concept
Figure 4-22 illustrates the full concept for Fairway Drive, including the east -west path along the south-side of Fairway and also north-south paths along Cook and Eldorado (north leg) connecting to Highway 111 and beyond — including CV-Link along Highway 111.

Figure 4-22: Fairway Drive full concept (paths and traffic calming) Blue rectangles represent traffic calming treatments at 1/8-mile (approximately 650’) spacing.

The south-side path will cross the gated driveways at Cielito and Eldorado (south leg). The Cielito gate is a minor access point signed “Service Traffic Only — Members Please Use Main Gate .” The Eldorado gate is a major access with separate entrance lanes for members and visitors.

Design of the path crossings at these locations is beyond the scope of this report. However, it is suggested to incorporate crossing warning signs and high-visibility pavement markings. Because the wall will restrict sightlines between outbound drivers and path traffic just ahead, the signs to warn outbound traffic may need to be inboard (south) of the wall.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 61 a) Cielito access point, signed “Service Traffic Only.” Note pedestrian approaching from right.

b) Eldorado south leg (main access). Note separate entry lanes for members and visitors.

Figure 4-23: Gated access points at Cielito and Eldorado (south leg) Rancho Palmeras Drive intersection
Rancho Palmeras Drive intersects Fairway Drive from the north at the midpoint of the one -mile focal area segment. It is 56’ wide with parking on both sides, no sidewalks, and no bike lanes.

This substantial width creates opportunities to make crossing the street and traveling along it more comfortable for pedestrians and bicyclists.
• C orner curb extensions. At the intersection there are parking lanes on both Fairway and Rancho Palmeras. This enables installation of full-corner curb extensions to the 8’ depth of the parking lanes, shortening the crossing distance across Fairway by 8’ and across Rancho Palmeras by 16’.
• S idewalks . Depending on the type of bikeway selected, either 5’ (minimum desirable) or 6’ (preferred) attached sidewalks could be installed on Rancho Palmeras Drive. • B ikeways . Given the street’s existing 56’ width, after reconstructing curb and gutter to add sidewalks, and retaining both 8’ parking lanes, sufficient width would remain to accommodate bicyclists. With 5’ sidewalks, 5’ bike lanes and 10’ travel lanes would fit.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 62 With 6’ sidewalks, only 4’ bike lanes (inadvisable along parking lanes) and 10’ travel lanes would fit. Alternatively, 14’ shared lanes would fit.

Because Rancho Palmeras car ries relatively low volume, it is suggest ed to install 14’ shared lanes with Shared Lane Markings (“sharrows”) centered 4’ from the parking lane line. 14’ is generally recognized as the minimum lane width sufficient for motor vehicles to pass bicyclists within the lane. However, it is suggested to install a dashed (passing permitted) centerline and R117 (CA) “PASS [BIKES] 3 FT MIN” signs to encourage more comfortable passing across centerline whenever there are adequate oncoming gaps.

a) Existing (R.P. 56’ w/o sidewalks, Fairway 40’)

b) Concept (R.P. 44’ w/sidewalks, Fairway 30’)
Figure 4-24: Fairway / Rancho Palmeras intersection
Eldorado Drive (north leg) intersection
At the east end of the one- mile focal area segment, Eldorado Drive intersects Fairway from the north. To the east, Fairway narrows, drops the bik e lanes, and continues east 2,800’ (approximately 1/2 mile) to Indian Wells Lane, which runs north toward Highway 111.

At this intersection Eldorado is aligned north-south and Fairway is aligned roughly west-southwest / east-northeast. The northwest corner is a large vacant area that appears to be two house lots.

The acute-angle northeast corner is set back, presumably to facilitate westbound- to-northbound right turns, but this may also enable southbound stop-sign violators turning left into Fairway’s east leg to cut the corner at high speed.

The major traffic movement is between Eldorado and the west leg of Fairway. In addition, the City envisions a shared use path along the east side of Eldorado, which would effectively continue the Fairway Drive path described in this section up to Highway 111 to connect with CV-Link. As such, there would be a path crossing across Fairway’s east (minor) leg.

Connecting the west and north legs with a curve and “squaring up” the east (minor) leg would eliminate high- speed turning movements into and out of the east leg by stop- sign violators, reducing risk for crosswalk users.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 63 a) Existing

b) Concept
Figure 4-25: Fairway / Eldorado intersection

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 64 Suggestions
Table 4-4 summarizes suggestions to implement the Fairway Drive path concept and the enhancements to the Rancho Palmeras Drive and Eldorado Drive (north leg) intersections.

Table 4-4: Suggestions for Fairway Drive Between Cook and Eldorado # Location Item Suggestion
1 Fairway Drive
Street cross
section
a) Retain north-side parking.
b) Remove bike lanes.
c) Shift south curb 10’ northward; reconstruct curb and drainage.
2 Centerline a) Remove double-yellow centerline.
b) Either install dashed centerline or omit centerline. 3 Regulatory signs Install R117 (CA) “PASS [BIKES] 3 FT MIN” signs periodically, to cue desired passing behavior
4 South-side paths Construct two-way bike path closer to south curb, and adjacent pedestrian travel area closer to wall and hedge 5 Path crossings at
two gated entries
(Cielito, Eldorado)
Construct path crossings north of access points, with high- visibility pavement markings and warning signage
6 Azure Hills
Lane Traffic calming Install a calming measure. Consider a neighborhood traffic circle, raised intersection, or one raised crosswalk.
7 Williams Road Traffic calming Install a calming measure. Consider a neighborhood traffic circle, raised intersection, or one raised crosswalk.
8 Rancho
Palmeras
Drive
Crossing
enhancements
a) Install full corner curb extensions on NW and NE corners b) Consider high-visibility crosswalk markings on west and east legs, due to south-side path traffic
9 Layout north of
Fairway (56’
available)
Consider narrowing to 44’ to add 6’ attached sidewalks and provide 8’ parking lanes, 14’ shared travel lanes with
sharrows. Change centerline to dashed (passing permitted) except solid within 50’ of north crosswalk.
10 Eldorado Drive
(north leg
intersection)
Realignment to
facilitate path
connection
between Fairway
and Eldorado
Realign all three legs to create a squared-up angled T
intersection, with Fairway’s east leg perpendicular to the center of a quarter-circle curve. (This recognizes that the main vehicle and pathway connection is between Fairway’s west leg and Eldorado [north leg].)
Install a high-visibility path crosswalk across Fairway’s realigned east leg.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 65 4.4.3. Area #3: Eldorado Drive south of Highway 111
Existing conditions and field observations
Overview
Eldorado Drive extends approximately 1/2 mile south of Highway 111 to Fairway Drive. For most of this distance it is 86’ wide with no sidewalks, two travel lanes and an unbuffered bike lane in each direction, and an 18’ raised landscaped median with left turn pockets featuring wide “stinger” peninsulas. The width of each half-section, excluding the median, is 34’.

At its southern end, shown in Figure 4-26, Eldorado narrows on its west side to 54’ at Altamira Drive and continues 450’ to Fairway Drive with no sidewalks, a 28.5’ wide southbound lane (including 8’ for west-side parking), a 18’ northbound lane, a 7.5’ northbound bike lane (6.0’ asphalt, 1.5’ concrete gutter), and a double yellow (no passing) centerline. On the 250’ transition from 5 -lane to 2- lane, the outside southbound lane becomes a trap right turn lane serving Altamira. Red lines indicate prohibited parking; the curbs are not actually painted red.

Figure 4-26: Eldorado Drive layout south of Highway 111 Analysis
On Eldorado’s 1,300’ southern half between Fairway and Osage Trail, the northbound direction is fed by only one lane from Fairway , and Altamira presumably contributes little volume, so only one traffic lane is needed — the outside lane’s width could be repurposed. The traffic lanes appear to be 13’ wide, which current practice considers extra- wide even for a moderate -speed arterial, so also narrowing the remaining traffic lane to 11’ would free up 15’ of width — ample for a shared use path with a landscape buffer. If the width of the existing northbound bike lane was also incorporated, with the thought that bicycle traffic would use the path, the total available width for the path corridor would be 15’ + 7.5’ = 22.5’ — ample for a mode-separated path layout similar to the Fairway Drive concept, with a 10’ two-way bicycle area and an 8’ pedestrian area.

On the two- lane segment between Fairway and Altamira, the 7.5’ northbound bike lane width could be combined with 7’ obtained by narrowing the 18’ northbound travel lane to 11’, for 14.5’ of raw material, and a few feet of existing landscape depth is present behind the east curb at all locations on this segment (width varies based on backyard wall alignment). Allowing for a 2’ wide traffic barrier and 1’ shy-away distance along backyard walls of east-side houses, at least 13’ of clear path travel width should be available for a shared use path even on this narrower segment.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 66 Between Osage Trail and Highway 111 there is only one other intersecting street — Cam Cielo (west leg) / Via Montelana (east leg). If the northbound volume contributed at Osage Trail and this intersection still did not necessitate two northbound traffic lanes, the east-side path corridor could continue north to Highway 111 where it would connect via the east crosswalk to the City’s CV-Link path alignment on the north side.

Design of markings and signage to carry an east -side two-way bicycle and pedestrian f acility across the Osage Trail and Via Montelana intersections is beyond the scope of this report.

Installing enhanced marked and signed crosswalks across Eldorado at Altamira, Osage Trail and Cam Cielo would also be suggested to connect west-side residents to the east-side path facility.

It is suggested that those crosswalks be installed on the south legs, given that there is a southbound right turn only lane on the north leg at Altamira, and given that the total north -leg traffic volume at both Osage Trail and Cam Cielo / Via Montelana is presumed to be greater than the respective south-leg volume at those intersections because each intersection south of Highway 111 distributes trips into the subdivisions it serves.

Suggestions
Table 4-5: Suggestions for Eldorado Drive Between Highway 111 and Fairway Drive # Location Item Suggestion
1 Northbound
direction
Creating width for
an off-street path
a) Remove the outer northbound travel lane and bike lane. b) Reconstruct the east curb west of its current alignment to absorb the freed-up width.
2 Crossing east-side
intersecting
streets
On the east leg at Osage Trail and Via Montelana, install wide high-visibility crosswalks / cross-bikes with traffic barriers across the side-street medians.
3 West side
(southbound),
Altamira to
Fairway
Parking and
bikeway
Repurpose the width of the 28.5’ southbound lane as 5’
attached sidewalk, 8’ parking, 5’ bike, and 10.5’ travel lane. 4 Altamira
intersection
Crosswalk across
Eldorado
Install a high-visibility crosswalk on the south leg, with standard crosswalk warning signage (W11-2 Pedestrian
Symbol + W16-7p Downward Pointing Arrow).
5 Osage Trail
intersection
Crosswalk across
Eldorado
Install high-visibility crosswalks on the south legs, with thumbnail (half-round) islands to protect pedestrians across the medians.

Install standard crosswalk warning signage (W11-2
Pedestrian Symbol + W16-7p Downward Pointing Arrow).

If after installation the conflict level so indicates, consider enhancing the west (southbound) crosswalk with pedestrian- activated Rectangular Rapid Flashing Beacons (RRFBs).
6 Cam Cielo /
Via Montelana
intersection
Crosswalk across
Eldorado
7 Highway 111
intersection East leg crosswalk
Enhance with high-visibility markings
Install expanded hard-surface pedestrian/bicycle waiting areas on the southeast and northeast corners.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 67 4.4.4. Area #4: Cook Street between Fairway Drive and Fred Waring Drive Existing conditions and field observations
Overview
Cook Street extends approximately 1/2 mile south of Highway 111 to an all -way STOP intersection with Fairway Drive. South of Fairway it becomes Vintage Drive (gated entry) and continues approximately 1/4 mile further south into the Vintage Club golf course development Cook extends north of Highway 111 for 1/2 mile along the west side of the Desert Horizons superblock, to the city limit at Fred Waring Drive. On the east side a meandering sidewalk runs within a 45’ deep landscape area occupied only by lawn and palm trees. Cook continues north through Palm Desert, crossing the Whitewater River and ending at its Interstate 10 interchange.

On the segment south of Highway 111 the speed limit is 35 mph. The only street intersecting from the east is opposite Cove Gate Road, serving the new Province at Indian Wells subdivision. On the southernmost 1/4 mile north of Fairway Drive, four culs -de-sac of the Algonquin Circle subdivision (accessed from Fairway) back up to Cook’s east -side right of way: Chippewa Drive, Concho Drive, Kiowa Drive and Huron Drive.

a) Intersections between Highway 111 and Fairway Drive

b) Northbound (east) side just north of Fairway Drive
Figure 4-27: Cook Street existing conditions

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 68 Analysis
The northbound half -street (median curb to outside curb) appears to be 32’ wide, with a 7’ unobstructed landscape area (mostly lawn) between the curb and adjacent subdivision walls.

Cook’s northbound direction north of Fairway is fed only by one lane of traffic at the all-way STOP Fairway / Vintage intersection. If the west -side intersections of Chateau Circle and Cove Drive contribute relatively low volume (likely because southbound traffic does not stop at those streets), it seems likely that the northbound direction does not need two traffic lanes between Fairway and The Province’s access point — and possibly all the way to Highway 111.

If so, the combined 26’ width of the 7’ landscape area, 7’ northbound bike lane and 12’ outer northbound travel lane could become a path corridor, similar to the suggestion for Eldorado Drive between Fairway Drive and Highway 111. Figure 4-28 shows a potential layout.

Figure 4-28: Cook Street concept (facing north from Fairway) Suggestions
Table 4-6: Suggestions for Cook Street North of Fairway Drive # Location Item Suggestion
1 Northbound (east)
side Cross section
a) Remove the outer northbound travel lane and bike lane b) Narrow the inner northbound travel lane to 11’
c) Reconstruct curb, gutter and drainage
d) Construct a two-way bikeway, adjacent at-grade walkway, and landscape buffers similar to Figure 4-28
2 At 4 culs-de-sac
(Huron, Kiowa,
Concho, Chippewa)
Access for
subdivision
Working with the subdivision, implement connections to the east-side bikeway and walkway wide enough for shared use 3 East side, Hwy 111 –
Fred Waring Dr
Enhance
existing
facility
Widen the existing meandering sidewalk to at least 15’ to support shared use by bicycles. Delineate a two-way bicycle travel area.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 69 4.4.5. Area #5: Indian Wells Lane south of Highway 111 Existing conditions and field observations
Overview
As shown in Figure 4-29, Indian Wells Lane’s southern segment ends at a cul -de-sac approximately 670’ south of Highway 111. The street’s axis aligns with a low wall enclosing the east parking lot of the Miramonte Indian Wells Resort and S pa complex. A double row of palm trees runs parallel to the wall, along the west edge of an open parcel with two tennis courts served by a parking lot that shares the Highway 111 junction with the Miramonte complex.

a) Overview north of Pala Palms Drive

b) Driveway intersection detail at Highway 111
Figure 4-29: Indian Wells Lane between Pala Palms Drive and Highway 111 - existing The cul-de-sac has a pedestrian gate that connects to the Miramonte driveway, however there is no sidewalk along the parking lot it serves, so pedestrians traveling to/from Highway 111 conflict with private-vehicle movements for over 500’ (a 2-minute walk for an able-bodied adult).

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 70 Figure 4-30: Indian Wells Lane north cul-de-sac – gate to Miramonte property Analysis
It would be beneficial for residents of Indian Wells Lane and connecting streets to be able to walk and bike to/from Highway 111 and CV-Link without having to travel within the Miramonte complex or conflict with traffic associated with it. The space between the palm trees along the east side of Miramonte lot’s low wall appears to be an ideal alignment for a path (Figure 4-31). The distance between the cul-de-sac wall and the tennis court driveway is approximately 500’.

a) Double row of palm trees along low wall enclosing Miramonte east parking lot (center right, upper)

b) Concept for path and driveway crosswalks
Figure 4-31: Concept for path between Indian Wells Drive culs-de-sac and Highway 111

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 71 Suggestions
Table 4-7: Suggestions for Indian Wells Lane Connection to Highway 111 # Location Item Suggestion
1 Along east side of Miramonte
east parking lot’s perimeter wall
Shared use
path
Construct 10’ or wider path between rows of palm trees, with a new opening (possibly gated) in the culs-de-sac
north wall.
2 Crossing of driveway serving
tennis courts
Crosswalks Install crosswalks with curb ramps and a median gap across the driveway.

Yield line
and sign
Install a R1-2 Yield sign facing incoming traffic, with a yield line (shark’s teeth) marking upstream.
3 Between north side of driveway
and Highway 111 intersection
Shared use
path
Construct 10’ or wider path to complete the link to Indian Wells Drive.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 72 4.4.6. Area #6: Club Drive between Highway 111 and Sandpiper Drive Existing conditions and field observations
As shown in Figure 4-32, Club Drive north of Sandpiper Drive runs between the Indian Wells Resort Hotel complex and a shopping plaza with a restaurant, bookstore and other businesses.

The distance between Sandpiper Drive’s north curb and Highway 111’s south crosswalk is approximately 750’ (a 3-minute walk for an able-bodied adult). Club Drive’s width on this segment is 50’ curb-to-curb and 68’ between the low walls that enclose the hotel and shop ping center.

There are bike lanes except through the guard booth area, but no sidewalks. The 9’ deep planting strips are landscaped with 6’ of mostly-unobstructed lawn in front of 3’ hedges with periodic wall projections into the hedge areas.

A guard station controls entry to the residential area to the south . It has two inbound lanes (one controlled and one for members) and two outbound lanes.

Indian Wells Resort H otel on the west side has three driveways respectively 65’, 140’ and 460’ south of Highway 111’s south crosswalk. Small monument signs designate the northernmost as “ENTRANCE” and the next as “EXIT.” A one-way southbound drive aisle runs between the middle and south driveways, serving single-loaded diagonal parking along the eastern facade.

The shopping center on the east side also has three driveways — one offset slightly south of the hotel’s northern exit driveway, one roughly midway along the hotel’s eastern frontage ( i.e., no vehicular cross movement) and one opposite the hotel’s south driveway. Vicky’s of Santa Fe Restaurant occupies an outbuilding at the north end of the parking lot and has a U-shaped drop- off / valet servic e driveway. Parking operations in the shopping center lot change after non - restaurant retail closes and restaurant dinner valet operation begins. The shopping center only has sidewalks and walkways along the buildings east of the central outbuilding (Always Best Care Senior Services); there are none at the restaurant or in the main section of the lot.

Figure 4-32: Club Drive between Sandpiper Drive and Highway 111 - existing

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 73 Figure 4-33: Indian Wells Country Club guard station on Club Drive at Sandpiper Drive

Figure 4-34: Club Drive landscaping along east (retail) side. West (hotel) side is similar Analysis
Figure 4-35 shows pedestrian “desire lines” (idealized travel paths, constrained by obstacles) along and across Club Drive. Prefix C denotes Commercial (shopping center); CR = restaurant, CN / CC / CS = (N)orth, (C)entral and (S)outh paths in the east-west direction across the parking lot. Prefix H = Hotel. CC has no counterpart on the hotel side because the hotel has no receiving sidewalk along its east par king lot. XN and XS are locations for crosswalks across Club Drive.

Sidewalk alignments E and W connect the residential area and the Highway 111 intersection’s southeast and southwest corners.

Figure 4-35: Pedestrian “desire lines” along and across Club Drive near Highway 111

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 74 Line “E,” representing an east-side sidewalk along Club Drive, is the most important pedestrian element for connecting the residential area south of the guard station with the shopping center and Highway 111. Because it is on the same side as the shopping center, shopping and dining trips along it not involve crossing Club Drive north of Sandpiper. Also, vehicle conflicts on the east (northbound, exit ) side of the guard station are likely to be less intense than on the west (southbound, entry) side. Implementing walkways CS and CR would connect residents between the east sidewalk (E) and all shopping center buildings; central walkway CC is not needed for this purpose. To implement (E), it is suggested to install a 6’ wide attached sidewalk on the east side of Club Drive, replacing the lawn area, with a bypass around the back of the USPS mailbox that is located near where “E” meets “CC.”
It does not seem as important to implement “W” as a sidewalk because hotel guests can circulate north-south within the hotel and reach Highway 111’s south sidewalk by crossing the entrance driveway north of the lobby. Also, few residents of homes south of the guard booth probably walk to/from the hotel, except perhaps to patronize its restaurants — and those trips could be served by Club Drive’s east sidewalk plus crosswalk XN.

Items HN (Hotel north access) and XN (Club Drive north crosswalk) are most important for connecting hotel guests and staff with the shopping center and its restaurant. HN crosses the hotel’s east -side parking drive aisle — a simple single -direction decision for pedestrians .

Crosswalk XN across Club Drive would need to be aligned on the south side of the shopping center’s north driveway, the major movements of which are inbound (southbound) left turns from Highway 111 and outbound (northbound) right turns re turning to Highway 111. It would be beneficial to provide a median refuge, which could be as simple as a pair of half-round islands.

After crossing Club Drive at XN, restaurant patrons would benefit from a marked crosswalk across the shopping center’s north driveway, a sidewalk along the east side of Club Drive (E) and a spur walkway connecting to the restaurant , implementing desire line CR. Figure 4-36 shows conceptual alignments for HN, XN (with a median refuge), E, CR (restaurant walkway) and CN (directly walkway across the parking lot to the shopping center’s main building).

Figure 4-36: Connecting hotel lobby area with the shopping center and its restaurant

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 75 Although HN + XN + CR + CN are sufficient to connect most hotel guests and staff to/from the restaurant, guests with rooms closer to the south end of the hotel complex may prefer to cross Club Drive closer to that end, i.e., at XS. Note that because Club Drive has a southbound left turn lane serving the shopping center’s south driveway, no median refuge is feasible at XS.

Pedestrians who cross at XS could use east-side sidewalk (E) to reach the restaurant. Having the shopping center install a walkway along CS (south face of senior services outbuilding) would also connect those pedestrians with the shopping center’s main building to the east.

Suggestions
Table 4-8 summarizes the above suggestions, using letter codes for walkway and crosswalk elements depicted in Figure 4-35 (e.g., “CS,” “XN”).

Table 4-8: Suggestions for Club Drive Hotel/Commercial Area Near Highway 111 # Location Item ELEMENT: Suggestion
1 Club
Drive Bike lanes
Retain for continuity with existing bike lanes within gated community south of guard station.

Consider green pavement color for bike lanes through the hotel / commercial area north of the guard station.
2 Club
Drive
North-south walking
trips between
residences south of the
guard booth, the
shopping center, and
Highway 111
E: Install a 6’ wide attached sidewalk along the east side of Club Drive between the guard station and Highway 111.

E: Implement a separated walkway along the east edge of the guard station complex, perhaps using flexible delineator posts. 3 Hotel
north end
(lobby
area)
Hotel guests and staff
walking between the
lobby and the
restaurant across Club
Drive, and the main
body of the shopping
center
HN: Install a marked crosswalk across the one-way driveway that serves the hotel’s east-side parking aisle.

XN: Install a high-visibility marked and signed mid-block crosswalk on the south side of the shopping center’s north driveway, with a median refuge.

CR: Work with the shopping center to connect east sidewalk “E” to the restaurant with a direct walkway.

CN: Work with the shopping center to directly connecting east sidewalk “E” to the shopping center’s main buildings to the east, by install walkways and crosswalks in the northernmost stalls of the portion of the parking lot south of the restaurant. 4 Hotel
south end
Hotel guests and staff
walking to/from the
shopping center
HS: Install a marked crosswalk across the one-way driveway that serves the hotel’s east-side parking aisle.

XS: Install a high-visibility marked and signed mid-block crosswalk on the north side of the shopping center’s south driveway, aligned with HS.

CS: Work with the shopping center to install an internal walkway aligned with the south face of the

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 76 APPENDIX A: GLOSSARY OF PEDESTRIAN IMPROVEMENT

MEASURES

Pedestrian Improvement Measures
Measure Description Benefits Application
Traffic Control Countermeasures
Traffic Signal or
All-Way Stop
Conventional traffic control
devices with warrants for use
based on the Manual on Uniform
Control Devices (MUTCD).

Reduces pedestrian-
vehicle conflicts and
slows traffic speeds.

Must meet warrants
based on traffic and
pedestrian volumes;
however, exceptions
are possible based on
demonstrated
pedestrian safety
concerns (collision
history).

HAWK Beacon
Signal
HAWKs (High Intensity Activated
Crosswalks) are pedestrian-
actuated signals that are a
combination of a beacon flasher
and a traffic control signal. When
actuated, HAWK displays a
yellow (warning) indication
followed by a solid red light.

During pedestrian clearance, the
driver sees a flashing red “wig-
wag” pattern until the clearance
interval has ended and the signal
goes dark.

Reduces pedestrian-
vehicle conflicts and
slows traffic speeds.

Useful in areas where it
is difficult for
pedestrians to find gaps
in automobile traffic to
cross safely, but where
normal signal warrants
are not satisfied.

Appropriate for multi-
lane roadways.

Overhead
Flashing
Beacons
Flashing amber lights are
installed on overhead signs, in
advance of the crosswalk or at
the entrance to the crosswalk.

The blinking lights
during pedestrian
crossing times
increase the number
of drivers yielding for
pedestrians and
reduce pedestrian-
vehicle conflicts. This
measure can also
improve conditions on
multi-lane roadways.

Best used in places
where motorists cannot
see a traditional sign
due to topography or
other barriers.

Stutter Flash
The Overhead Flashing Beacon
is enhanced by replacing the
traditional slow flashing
incandescent lamps with rapid
flashing LED lamps. The
beacons may be push-button
activated or activated with
pedestrian detection.

Initial studies suggest
the stutter flash is
very effective as
measured by
increased driver
yielding behavior.

Solar panels reduce
energy costs
associated with the
device.

Appropriate for multi-
lane roadways.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 77 Pedestrian Improvement Measures
Measure Description Benefits Application
In-Roadway
Warning Lights
Both sides of a crosswalk are
lined with pavement markers,
often containing an amber LED
strobe light. The lights may be
push-button activated or
activated with pedestrian
detection.

This measure
provides a dynamic
visual cue and is
increasingly effective
in bad weather.

Best in locations with
low bicycle ridership, as
the raised markers
present a hazard to
bicyclists. May not be
appropriate in areas
with heavy winter
weather due to high
maintenance costs. May
not be appropriate for
locations with bright
sunlight. The lights may
cause confusion when
pedestrians fail to
activate them and/or
when they falsely
activate.

High-Visibility
Signs and
Markings
High-visibility markings include a
family of crosswalk striping styles
including the “ladder” and the
“triple four.” One style, the zebra-
style crosswalk pavement
markings, were once popular in
Europe, but have been phased
out because the signal-controlled
puffin is more effective (see
notes). High-visibility fluorescent
yellow green signs are made of
the approved fluorescent yellow-
green color and posted at
crossings to increase the visibility
of a pedestrian crossing ahead.

FHWA recently ended
its approval process
for the experimental
use of fluorescent
yellow crosswalk
markings and found
that they had no
discernible benefit
over white markings.

Beneficial in areas with
high pedestrian activity,
as near schools, and in
areas where travel
speeds are high and/or
motorist visibility is low.

In-Street
Pedestrian
Crossing Signs
This measure involves posting
regulatory pedestrian signage on
lane edge lines and road
centerlines. The In-Street
Pedestrian Crossing sign may be
used to remind road users of
laws regarding right of way at an
unsignalized pedestrian crossing.

The legend STATE LAW may be
shown at the top of the sign if
applicable. The legends STOP
FOR or YIELD TO may be used
in conjunction with the
appropriate symbol.

This measure is
highly visible to
motorists and has a
positive impact on
pedestrian safety at
crosswalks.

Mid-block crosswalks,
unsignalized
intersections, low-speed
areas, and two-lane
roadways are ideal for
this pedestrian
treatment. The STOP
FOR legend shall only
be used in states where
the state law specifically
requires that a driver
must stop for a
pedestrian in a
crosswalk.

Pedestrian
Crossing Flags
Square flags of various colors,
which are mounted on a stick
and stored in sign-mounted
holders on both side of the street
at crossing locations; they are
carried by pedestrians while
crossing a roadway.

This measure makes
pedestrians more
visible to motorists.

Appropriate for mid-
block and uncontrolled
crosswalks with low
visibility or poor sight
distance.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 78 Pedestrian Improvement Measures
Measure Description Benefits Application
Advanced Yield
Lines
Standard white stop or yield limit
lines are placed in advance of
marked, uncontrolled crosswalks.

This measure
increases the
pedestrian’s visibility
to motorists, reduces
the number of
vehicles encroaching
on the crosswalk, and
improves general
pedestrian conditions
on multi-lane
roadways. It is also
an affordable option.

Useful in areas where
pedestrian visibility is
low and in areas with
aggressive drivers, as
advance limit lines will
help prevent drivers
from encroaching on the
crosswalk. Addresses
the multiple-threat
collision on multi-lane
roads.

Geometric Treatments
Pedestrian
Overpass/
Underpass
This measure consists of a
pedestrian-only overpass or
underpass over a roadway. It
provides complete separation of
pedestrians from motor vehicle
traffic, normally where no other
pedestrian facility is available,
and connects off-road trails and
paths across major barriers.

Pedestrian
overpasses and
underpasses allow for
the uninterrupted flow
of pedestrian
movement separate
from the vehicle
traffic.

Grade separation via
this measure is most
feasible and appropriate
in extreme cases where
pedestrians must cross
roadways such as
freeways and high-
speed, high-volume
arterials. This measure
should be considered a
last resort, as it is
expensive and visually
intrusive.

Road Diet (aka
Lane Reduction)
The number of lanes of travel is
reduced by widening sidewalks,
adding bicycle and parking lanes,
and converting parallel parking to
angled or perpendicular parking.

This is a good traffic
calming and
pedestrian safety tool,
particularly in areas
that would benefit
from curb extensions
but have
infrastructure in the
way. This measure
also improves
pedestrian conditions
on multi-lane
roadways.

Roadways with surplus
roadway capacity
(typically multi-lane
roadways with less than
15,000 to 17,000 ADT)
and high bicycle
volumes, and roadways
that would benefit from
traffic calming
measures.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 79 Pedestrian Improvement Measures
Measure Description Benefits Application
Median Refuge
Island
Raised islands are placed in the
center of a roadway, separating
opposing lanes of traffic with
cutouts for accessibility along the
pedestrian path.

This measure allows
pedestrians to focus
on each direction of
traffic separately, and
the refuge provides
pedestrians with a
better view of
oncoming traffic as
well as allowing
drivers to see
pedestrians more
easily. It can also split
up a multi-lane road
and act as a
supplement to
additional pedestrian
tools.

Recommended for
multi-lane roads wide
enough to
accommodate an ADA-
accessible median.

Staggered
Median Refuge
Island
This measure is similar to
traditional median refuge islands;
the only difference is that the
crosswalks in the roadway are
staggered such that a pedestrian
crosses half the street and then
must walk towards traffic to
reach the second half of the
crosswalk. This measure must
be designed for accessibility by
including rails and truncated
domes to direct sight-impaired
pedestrians along the path of
travel.

Benefits of this tool
include an increase in
the concentration of
pedestrians at a
crossing and the
provision of better
traffic views for
pedestrians.

Additionally, motorists
are better able to see
pedestrians as they
walk through the
staggered refuge.

Best used on multi-lane
roads with obstructed
pedestrian visibility or
with off-set
intersections.

Curb Extension
Also known as a pedestrian bulb-
out, this traffic-calming measure
is meant to slow traffic and
increase driver awareness. It
consists of an extension of the
curb into the street, making the
pedestrian space (sidewalk)
wider.

Curb extensions
narrow the distance
that a pedestrian has
to cross and
increases the
sidewalk space on
the corners. They
also improve
emergency vehicle
access and make it
difficult for drivers to
turn illegally.

Due to the high cost of
installation, this tool
would only be suitable
on streets with high
pedestrian activity, on-
street parking, and
infrequent (or no) curb-
edge transit service. It is
often used in
combination with
crosswalks or other
markings.

Reduced Curb
Radii
The radius of a curb can be
reduced to require motorists to
make a tighter turn.

Shorter radii narrow
the distance that
pedestrians have to
cross; they also
reduce traffic speeds
and increase driver
awareness (like curb
extensions) but are
less difficult and
expensive to
implement.

This measure would be
beneficial on streets
with high pedestrian
activity, on-street
parking, and no curb-
edge transit service. It is
more suitable for wider
roadways and roadways
with low volumes of
heavy truck traffic.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 80 Pedestrian Improvement Measures
Measure Description Benefits Application
Curb Ramps
Curb ramps are sloped ramps
that are constructed at the edge
of a curb (normally at
intersections) as a transition
between the sidewalk and a
crosswalk.

Curb ramps provide
easy access between
the sidewalk and
roadway for people
using wheelchairs,
strollers, walkers,
crutches, handcarts,
bicycles, and also for
pedestrians with
mobility impairments
who have trouble
stepping up and down
high curbs.

Curb ramps must be
installed at all
intersections and mid-
block locations where
pedestrian crossings
exist, as mandated by
federal legislation (1973
Rehabilitation Act and
1990 Americans with
Disabilities Act). Where
feasible, separate curb
ramps for each
crosswalk at an
intersection should be
provided rather than
having a single ramp at
a corner for both
crosswalks.

Raised
Crosswalk
A crosswalk whose surface is
elevated above the travel lanes.

Attracts drivers'
attention; encourages
lower travel speeds
by providing visual
and tactile feedback
when approaching
the crosswalk.

Appropriate for multi-
lane roadways,
roadways with lower
speed limits that are not
emergency routes, and
roadways with high
levels of pedestrian
activity, such as near
schools, shopping
malls, etc.

Improved Right-
Turn Slip-Lane
Design
Right-turn slip lanes (aka
channelized right-turn lanes) are
separated from the rest of the
travel lanes by a pork chop-
shaped striped area. This
measure separates right-turning
traffic and streamlines right-
turning movements. Improved
right-turn slip lanes would
provide pedestrian crossing
islands within the intersection
and be designed to optimize the
right-turning motorist’s view of
the pedestrian and of vehicles to
his or her left.

This measure
reduces the
pedestrian's crossing
distance and turning
vehicle speeds.

Appropriate for
intersections with high
volumes of right-turning
vehicles.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 81 Pedestrian Improvement Measures
Measure Description Benefits Application
Chicanes
A chicane is a sequence of tight
serpentine curves (usually an S-
shape curve) in a roadway, used
on city streets to slow cars.

This is a traffic-
calming measure that
can improve the
pedestrian
environment and
pedestrian safety.

Chicanes can be
created on streets with
higher volumes, given
that the number of
through lanes is
maintained; they can
also be created on
higher-volume
residential streets to
slow traffic. Chicanes
may be constructed by
alternating parallel or
angled parking in
combination with curb
extensions.

Pedestrian Access and Amenities
Marked
Crosswalk
Marked crosswalks should be
installed to provide designated
pedestrian crossings at major
pedestrian generators, crossings
with significant pedestrian
volumes (at least 15 per hour),
crossings with high vehicle-
pedestrian collisions, and other
areas based on engineering
judgment.

Marked crosswalks
provide a designated
crossing, which may
improve walkability
and reduce
jaywalking.

Marked crosswalks
alone should not be
installed on multi-lane
roads with more than
about 10,000
vehicles/day. Enhanced
crosswalk treatments
(as presented in this
table) should
supplement the marked
crosswalk.

Textured Pavers
Textured pavers come in a
variety of materials (for example,
concrete, brick, and stone) and
can be constructed to create a
textured pedestrian surface such
as a crosswalk or sidewalk.

Crosswalks are constructed with
the pavers or can be made of
stamped concrete or asphalt.

Highly visible to
motorists, this
measure provides a
visual and tactile cue
to motorists and
delineates a separate
space for
pedestrians, as it
provides a different
texture to the street
for pedestrians and
motorists. It also
aesthetically
enhances the
streetscape.

Appropriate for areas
with high volumes of
pedestrian traffic and
roadways with low
visibility and/or narrow
travel ways, as in the
downtown area of towns
and small cities.

Anti-Skid
Surfacing
Surface treatment is applied to
streets to improve skid
resistance during wet weather.

This is a supplementary tool that
can be used to reduce skidding
in wet conditions.

Improves driver and
pedestrian safety.

Appropriate for multi-
lane roadways and
roadways with higher
posted speed limit
and/or high vehicle
volumes or collision
rates.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 82 Pedestrian Improvement Measures
Measure Description Benefits Application
Accessibility
Upgrades
Treatments such as audible
pedestrian signals, accessible
push buttons, and truncated
domes should be installed at
crossings to accommodate
disabled pedestrians.

Improves accessibility
of pedestrian facilities
for all users.

Accessibility upgrades
should be provided for
all pedestrian facilities
following a citywide
ADA Transition Plan.

Pedestrian
Countdown
Signal
Displays a “countdown” of the
number of seconds remaining for
the pedestrian crossing interval.

In some jurisdictions the
countdown includes the walk
phase. In other jurisdictions, the
countdown is only displayed
during the flashing don’t walk
phase.

Increases pedestrian
awareness and
allows them the
flexibility to know
when to speed up if
the pedestrian phase
is about to expire.

The forthcoming 2009
MUTCD is expected to
require all pedestrian
signals to incorporated
countdown signals
within ten years. The
signals should be
prioritized for areas with
pedestrian activity,
roadways with high
volumes of vehicular
traffic, multi-lane
roadways, and areas
with elderly or disabled
persons (who may walk
slower than others
may).

Transit
High-Visibility
Bus Stop
Locations
This measure should include
siting bus stops on the far side of
intersections, with paved
connections to sidewalks where
landscape buffers exist.

Provides safe,
convenient, and
inviting access for
transit users; can
improve roadway
efficiency and driver
sight distance.

Appropriate for all bus
stops subject to sight
distance and right-of-
way constraints.

Transit Bulb
Transit bulbs or bus bulbs, also
known as nubs, curb extensions,
or bus bulges are a section of
sidewalk that extends from the
curb of a parking lane to the
edge of the through lane.

Creates additional
space at a bus stop
for shelters, benches,
and other passenger
amenities.

Appropriate at sites with
high patron volumes,
crowded city sidewalks,
and curbside parking.

Enhanced Bus
Stop Amenities
Adequate bus stop signing,
lighting, a bus shelter with
seating, trash receptacles, and
bicycle parking are desirable
features at bus stops.

Increase pedestrian
visibility at bus stops
and encourage transit
ridership.

Appropriate at sites with
high patron volumes.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 83 APPENDIX B: GLOSSARY OF BICYCLING IMPROVEMENT

MEASURES
Bicycling Improvement Measures
Measure Description Benefits Application

LINKS /ROADWAY SEGMENTS
A. Road Design and Operations to Slow Traffic
Traffic Calming
There are a variety of measures
too numerous to list here. See
ITE Institute of Transportation
Engineers, "Traffic Calming:

State of the Practice".

Reduces motor
vehicle speeds, which
improves safety for all
modes and increases
bicyclist’s comfort.

Urban and suburban
settings; suggested for
urban major streets with
prevailing speeds of 35
mph and higher and for
suburban major streets
with prevailing speeds
45 mph or higher; and
for all local streets with
speeds of 30+ mph.

Bicycle Boulevard
A minor street on which traffic
control devices are designed
and placed to encourage cycling;
these include unwarranted stop
signs along bike route are
removed; crossing assistance at
major arterials is provided (see
examples in Nodes-Section E
below).

Allows cyclists to
maintain their travel
speeds, significantly
reducing their travel
time; provides cyclists
with a low volume,
low speed street
where motorists are
aware that it is a
bicycle-priority street.

On minor streets with
less than 3000 vehicles
per day especially
useful when Bike Blvd
is parallel to and within
¼ mile of a major
arterial with many
desirable destinations. Signal
Coordination at
15 -25 mph
The signal timing along a
corridor is set so that traffic
which receives a green light at
the first intersection will
subsequently receive a green
light at all downstream
intersections if they travel at the
design speed; aka a “green
wave.”
Encourages motorists
to travel at slower
speeds, provides a
more comfortable
experience for
cyclists and increases
overall traffic safety;
also allows cyclists to
hit the green lights,
so that they can
maintain their travel
speeds, significantly
reducing their travel
time.

Urban settings, typically
downtown and other
areas with relatively
short blocks and with
traffic signals at every
intersection.

Woonerf/Shared
Space
A shared space concept where
the entire public right of way is
available for all modes, often
with no sidewalks, and with no
lane striping, and little if any
signage.

Access for motor
vehicles is
maintained, unlike a
pedestrian zone, but
motor vehicle speeds
are constrained to 5
mph by design and
the presence of other
modes. Safety for all
modes is improved.

Low volume residential
streets where families
can gather and children
are encouraged to play;
also commercial areas
with high pedestrian
volumes, bicyclists and
transit.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 84 B. Road Design to Provide Bicycle Infrastructure
Bike Lanes
A painted lane for the exclusive
use of bicyclists; it is one-way
and is 5 feet minimum in width.

They can be retrofitted onto an
existing street by either a)
narrowing existing wide travel
lanes; b) removing a parking
lane; c) removing a travel lane,
or d) widening the roadway. A
common method to retrofit bike
lanes is described below.

Provides cyclists with
their own travel lane
so that they can
safely pass and be
passed by motor
vehicles.

Roadways with over
4000 vehicles per day
(if less than 4000
vehicles per day see
Bicycle Boulevards
above).

Road Diet (aka
Lane Reduction)
One to two travel lanes are
replaced with a bike lane in each
direction, and in most cases by
also adding left-turn lanes at
intersections or a center two-way
left-turn lane; variations include
widening sidewalks, and
replacing parallel parking with
angled or perpendicular parking.

Improves traffic
safety for all modes
by: a) eliminating the
double-threat to
pedestrians posed by
the two or more travel
lanes in each
direction; b) providing
bike lanes for cyclists;
c) providing a left-turn
pocket for motorists,
reducing rear-end
collisions and
improving visibility to
oncoming traffic.

Classic application is a
four-lane undivided
roadway with less than
15,000 to 17,000 ADT
though conversions of
four-lane streets may
work up to 23,000 ADT.

Also applies to three-
lane roadways and to 5
or 6-lane undivided
roadways
Buffer adjacent to
bike lanes
A three to five-foot buffer area is
provided on one or both sides of
the bike lane.

Right-side buffer
(between bike lane
and on-street
parking): Removes
cyclists from the door
zone; Left-side
(between bike lane
and adjacent travel
lane): provides
greater separation
from passing motor
vehicle traffic.

This measure is
particularly beneficial in
the following conditions:

Right-side: on streets
with parallel on-street
parking particularly in
cities with a collision
history of dooring;
Left-side: on streets
with traffic with
prevailing speeds of 40
mph and higher.

Cycle Tracks
A bikeway within the roadway
right of way that is separated
from both traffic lanes and the
sidewalks by either a parking
lane, street furniture, curbs or
other physical means.

Reduces sidewalk
riding, provides
greater separation
between motorists
and cyclists.

Urban settings with
parallel sidewalks and
heavy traffic.

C Other Traffic Control Devices
Except Bicycles
placard
A Regulatory sign placard for
use with other regulatory signs.

Increases or
maintains the access
and circulation
capabilities of
bicyclists.

Used at locations where
the restriction in
question does not apply
to bicyclists, such as No
Left Turn or Do Not
Enter.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 85 Sharrows

A pavement legend that
indicates the location within the
travel lane where bicyclists are
expected to occupy.

The sharrow
encourages cyclists
to ride outside of the
door zone and
studies have shown
that sharrows reduce
the incidence of
cyclists riding on the
sidewalk and wrong-
way riding.

Two or more lane city
streets where the right-
most lane is too narrow
for a motor vehicle to
safely pass a cyclist
within the travel lane.

Bike Lanes May
Use Full Lane
sign (MUTCD R4-
11)
Regulatory Sign
Informs motorists and
cyclists that cyclists
may be travelling in
the center of a narrow
lane.

Two or more lane city
streets where the right-
most lane is too narrow
for a motor vehicle to
safely pass a cyclist
within the travel lane.

Share the Road
sign (MUTCD W-
11/ W16-1p)

Warning sign and placard
Informs motorists to
expect cyclists on the
roadway.

Two-lane roads
particularly in rural
areas where shoulders
are less than four-feet.

Bike Directional
Signs
(MUTCD D1
series or similar)
Informational signs indicating
place names and arrows, with
distances as a recommended
option (D1-2C)
Informs bicyclists of
the most common
destination served by
the bike route in
question.

Particularly useful to
direct cyclists to a
facility such as a bike
bridge or to use a street
to access a major
destination that might
not otherwise be readily
apparent.

D. New infrastructure to improve bicycle connectivity
Bike Path
A paved pathway for the
exclusive use of non-motorized
traffic within its own right of way;
Provides additional
connectivity and route
options that otherwise
would not be
available to bicyclists.

Wherever a continuous
right of way exists,
typically found along
active or abandoned
railroad ROW,
shorelines, creeks, and
river levees.

Pathway
connections

Short pathway segments for
non-motorized traffic, for
example, that join the ends of
two culs-de-sac or provide other
connectivity not provided by road
network.

Provides short-cuts
for bicyclists that
reduce their travel
distance and travel
time.

Varies by community;
suggested at the end of
every newly constructed
cul-de-sac.

Bicycle Overpass/
Underpass
A bicycle overpass or underpass
is a bridge or tunnel built for the
exclusive use of non-motorized
traffic and is typically built where
at-grade crossings cannot be
provided such as to cross
freeways, rivers, creeks and
railroad tracks. They can also be
built to cross major arterials
where, for example, a bike path
must cross a major roadway.

A bike bridge / tunnel
complement a local
roadway system that
is discontinuous due
to man-made or
natural barriers. They
reduce the distance
traveled by cyclists,
and provide a safer
conflict-free crossing,
particularly if it is an
alternative to a
freeway interchange.

Grade separation via
this measure is most
feasible and appropriate
when it would provide
direct access to major
bicyclist destinations
such as a school or
college, employment
site, major transit
station or would reduce
the travel distance by
one mile or more.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 86 NODES / INTERSECTIONS
Measure Description Benefits Application
E. Intersection Design for Motor Vehicles
Reduced Curb
Radii
The radius of a curb is reduced
to require motorists to make the
turn at slower speeds and to
make a tighter turn.

Shorter curb radii
reduce the speed of
turning traffic thereby
enabling a more
comfortable weave
between through
cyclists and right-
turning motorists.

This measure is
suitable for downtown
settings, at all cross
streets with minor
streets, all residential
streets and all
roadways that are not
designated truck routes.

Remove/Control
Free Right-Turn
Lanes
Where a separate right-turn lane
continues as its own lane after
the turn, it may be redesigned to
eliminate the free turn. A short-
term solution is to control the
turning movement with a stop
sign or signal control and to
redesign the island as discussed
below.

Improves bicyclist
safety since this
design forces through
cyclists on the cross
street to end up in
between two lanes of
through motor vehicle
traffic.

All locations where
there are free right-turn
lanes except those
leading onto freeway
on-ramps.

Remove/Redesign
Right-Turn Slip-
Lane Design
Right-turn slip lanes (aka
channelized right-turn lanes) are
separated from the rest of the
travel lanes by a pork chop-
shaped raised island that is
typically designed to facilitate
fast right turns, and right-turning
vehicles are often not subject to
the traffic signal or stop sign.

Improves bicyclist
safety by slowing
right-turning motorists
and facilitates the
weave between
through bicyclists and
right-turning
motorists.

All locations with a
channelized right-turn.

Remove Optional
Right-Turn Lane
in Combination
with a Right-Turn
Only Lane
At locations where there is an
optional right-turn lane in
combination with a right-turn
only lane, convert the optional
right-turn lane to a through-only
lane.

Improves bicyclist
safety since cyclists
have no way of
knowing how to
correctly position
themselves in the
optional (through
/right turn) lane.

All locations where
there is an optional
right-turn lane in
combination with a
right-turn only lane per
HDM 403.6(1) (except
on freeways).

Redesign Ramp
Termini
Redesign high speed free flow
freeway ramps to intersection
local streets as standard
intersections with signal control.

Improves bicyclist
and pedestrian safety
on intersections of
local streets with
freeway ramps.

All freeway
interchanges with high
speed ramps

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 87 F. Intersection Design Treatments - Bicycle-Specific Bicycle Signal
Detection and
Pavement
Marking
Provide signal detectors that
also detect bicyclists in the
rightmost through lane and in
left-turn lanes with left-turn
phasing. Provide pavement
marking to indicate to cyclists
where to position themselves in
order to activate the detector.

Enables cyclists to be
detected when motor
vehicles are not
present to trigger the
needed signal phase.

Improves bicyclists’
safety.

Per CA MUTCD 4D.105
and CVC 21450.5, all
new and modified traffic
detection installations
must detect bicyclists;
All other traffic-actuated
signals may be
retrofitted to detect
bicyclists as soon as
feasible.

Bicycle Signal
Timing
Provides signal timing to account
for the speed of cyclists to cross
an intersection.

Improves bicyclists’
safety by reducing
the probability of a
bicyclist being in an
intersection when the
phase terminates and
being hit by traffic
that receives the next
green phase.

Signal timing that
accounts for cyclists is
particularly important for
cyclists on a minor
street approach to a
major arterial which
crosses a greater
distance due to the
width of the arterial,
hence requiring a
longer time interval.

Bicycle Signal
Heads
A traffic signal indication in the
shape of a bicycle, with full red,
yellow green capability.

Improves bicyclist
safety by providing a
bicycle -only phase,
where appropriate,
given the geometry
and phasing of the
particular
intersection.

Where intersection
geometry is such that a
bicycle-only phase is
provided and/or bicycle
signal heads would
improve safety at the
intersection. See also
CA MUTCD for
warrants for bicycle
signal heads.

Widen Bike Lane
at Intersection
Approach
Within the last 200 feet of an
intersection, widen the bike lane
and narrow the travel; for
example from 5 foot bike lane
and 12 feet travel lane would
become a 7 foot bike lane and
10 foot travel lane.

Improves cyclist
safety by
encouraging right-
turning motorists to
enter the bike lane to
turn right, (as
required by the CVC),
which reduces the
chance of a right-turn
hook collision in
which a through
cyclist remains to the
right of a right-turning
motorist.

On roads with bike
lanes approaching an
intersection without a
right-turn only lane and
there is noncompliance
with right-turning
vehicles merging into
the bike lane as
required by the CVC
and UVC.

Bike Lane inside
Right-Turn Only
Lane
(“Combined
Bicycle/Right-Turn
Lane”)
Provide a bike lane line inside
and on the left side of a right-
turn only lane.

Encourages cyclists
to ride on the left side
of the right-turn only
lane thus reducing
the chance of a right
hook collision, where
a cyclist remains to
the right of a right-
turning motorist.

On roads with bike
lanes approaching an
intersection with a right-
turn only lane and there
is not enough roadway
width to provide a bike
lane to the left of the
right-turn lane.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 88 Bike Boxes
Area between an Advance Stop
Line and a marked crosswalk
designated as the queue space
for cyclists to wait for a green
light ahead of queued motor
vehicle traffic; sometimes
painted green.

Primary benefits are
to reduce conflicts
between bicyclists
and right-turning
traffic at the onset of
the green signal
phase, and to reduce
vehicle and bicyclist
encroachment in a
crosswalk during a
red signal phase.

Locations where there
are at least three
cyclists at the beginning
of the green phase and
moderate to high
pedestrian volumes. Marked Crosswalk
with Distinct
Marked Area for
Bicyclists
separate from
Pedestrians
A marked crosswalk that has two
distinct areas, one for
pedestrians and one for
bicyclists.

Reduces conflicts
between bicyclists
and pedestrians by
indicating the part of
the crosswalk
intended for the two
different modes.

At a typical intersection,
cyclists would not be
riding within the
crosswalk, so this
measure is intended for
those few locations
where the intersection
design is such that
bicyclists are tracked
into a crosswalk such
as at a midblock bike
path crossing or
possibly a cycle track.

Pedestrian
Countdown Signal
Displays a “countdown” of the
number of seconds remaining for
the pedestrian crossing interval.

In some jurisdictions the
countdown includes the walk
phase. In other jurisdictions, the
countdown is only displayed
during the flashing don’t walk
phase.

While designed for
pedestrians, this
measure also assists
bicyclists in knowing
the time remaining to
cross the intersection.

The 2012 MUTCD
requires all pedestrian
signals to incorporated
countdown signals
within ten years
Measure Description Benefits Application
G. Geometric Countermeasures to Assist crossing a Major Street Median Refuge
Island
A raised island placed in the
center of a roadway, separating
opposing lanes of traffic, with
ramps for cyclists and ADA
accessibility
This measure allows
bicyclists to cross one
direction of traffic at a
time; it allows drivers
to see bicyclists
crossing from the
center more easily.

Suggested for multilane
roads at uncontrolled
crossings where an 8-
foot (min.) wide by 15-
foot (min.) long median
can be provided.

Staggered
Refuge
Pedestrian Island
This measure is similar to
traditional median refuge islands;
the only difference is that the
crosswalk is staggered such that
a pedestrian crosses one
direction of traffic street and then
must turn to their right facing
oncoming to reach the second
part of the crosswalk. This
measure must be designed for
accessibility by including rails
and truncated domes to direct
sight-impaired pedestrians along
the path of travel.

Benefits of this
measure include
forcing the bicyclists
and pedestrians to
face the oncoming
motorists, increasing
their awareness of
the impending
conflict. Additionally,
can improve
motorists’ visibility to
those persons in the
crosswalk.

Best used on multilane
roads with obstructed
pedestrian visibility or
with off-set intersections

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 89 Raised
Crosswalk/Speed
Table
A crosswalk whose surface is
elevated above the travel lanes
at the same level as the
approaching sidewalk. For
bicyclists, a typical location
would be at a bike path crossing,
where the bike path elevation
would remain constant while
roadway cross traffic would
experience a speed-hump type
effect.

Attracts drivers'
attention to the fact
there will be non-
motorized users
crossing the roadway,
and slows traffic by
providing a speed-
hump effect for
motorists
approaching the
crosswalk.

Appropriate for multi-
lane roadways,
roadways with lower
speed limits that are not
emergency routes, and
roadways with high
levels of pedestrian
activity, such as near
schools, shopping
malls, etc.

Measure Description Benefits Application
H. Traffic Control Countermeasures to Assist Crossing a Major Street

Traffic Signal or
All-Way Stop
Sign
Conventional traffic control
devices with warrants for use
based on the Manual on Uniform
Control Devices (MUTCD)
Provides the gap
needed in traffic flow
so that cyclists can
cross the street,
reducing bicycle-
vehicle conflicts and
risk-taking by cyclists
to
Must meet warrants
based on traffic/
pedestrian / bicycle
volumes, collision
history, and/ or other
factors.

Modern
Roundabout
A traffic circle combined with
splitter island on all approaches
and entering traffic must YIELD
to traffic within the roundabout;
typically designed for traffic
speed within the roundabout of
between 15 and 23 mph.

Slows traffic on cross
street so that cyclists
can more easily
cross.

Roundabouts are a
better alternative than
an All-Way Stop signs
when the side street
volume is approximately
30 % of the total
intersection traffic
volume and total peak
hour volume is less than
2300 vehicles per day.

Hawk Beacon
Signal
HAWK (High Intensity Activated
Crosswalks) are pedestrian-
bicyclist actuated signals that are
a combination of a beacon
flasher and a traffic control
signal. When actuated, HAWK
displays a yellow (warning)
indication followed by a solid red
light. During the cross street
phase, the driver sees a flashing
red “wig-wag” pattern until the
clearance interval has ended and
the signal goes dark.

Provides the need
gaps in traffic so
bicyclists can safely
cross the street, can
be timed separately
for bicycles and
pedestrians. Reduces
pedestrian-vehicle
conflicts and slows
traffic speeds
Useful in areas where it
is difficult for bicyclists
/pedestrians to find
gaps in automobile
traffic to cross safely,
but where normal signal
warrants are not
satisfied. Appropriate
for multilane roadways.

Rectangular
Rapid Flashing
Beacon
(RRFB/Stutter
Flash)
A warning sign that also contains
rapid flashing LED lamps. The
beacon may be push-button
activated or activated with
pedestrian detection.

Initial studies suggest
the stutter flash is
very effective as
measured by
increased driver
yielding behavior.

Solar panels reduce
energy costs
associated with the
device.

Locations not controlled
by any measures listed
above. Appropriate for
multi-lane roadways.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 90 In-Roadway
Warning Lights
Both sides of a crosswalk are
lined with pavement markers,
often containing an amber LED
strobe light. The lights may be
push-button activated or
activated with pedestrian
detection.

This measure
provides a dynamic
visual cue of the
uncontrolled
crosswalk and is
especially effective at
night and in bad
weather.

Locations not controlled
by any measures listed
above. Best in locations
with low bicycle
ridership on the cross
street, as the raised
markers may present
difficulty to bicyclists.

May not be appropriate
in areas with heavy
winter weather due to
high maintenance costs.

May not be appropriate
for locations with bright
sunlight.

Bicycle Crossing
Sign (MUTCD
W11-1) or Trail
Crossing sign
(MUTCD W11-
15/W11-15p)
Warning Sign and placard.

Alerts motorists to a
location where
bicyclists or bicyclists
and pedestrians will
be crossing the
roadway at an
uncontrolled location.

Typical application is at
bike path crossing of a
roadway. (At a typical
pedestrian crosswalk at
an intersection, use the
Pedestrian warning sign
W11-2)
In-Street
Pedestrian
Crossing Signs
(MUTCD R1-6)
This measure involves posting
this regulatory sign on road
centerlines that read, “YIELD for
Pedestrians in crosswalk”.
(Depending on state law, the
word STOP may replace the
word YIELD).

This measure
improves the visibility
of the crossing to
motorists and has a
positive impact on
pedestrian safety at
crosswalks.

Mid-block crosswalks,
unsignalized
intersections, low-speed
areas, and two-lane
roadways.

Advanced Yield
Lines
Standard white stop or yield limit
lines are placed 20-50 feet in
advance of marked, uncontrolled
crosswalks.

This measure
increases the
pedestrian’s visibility
to motorists, reduces
the number of
vehicles encroaching
on the crosswalk, and
improves general
pedestrian conditions
on multi-lane
roadways. It is also
an affordable option.

Useful in areas where
pedestrian visibility is
low and in areas with
aggressive drivers, as
advance limit lines will
help prevent drivers
from encroaching on the
crosswalk. Addresses
the multiple-threat
collision on multi-lane
roads.

Transit
Bike Racks on
Buses
A rack on the front of the bus
that typically holds two or three
bicycles.

Increases the trip
length distance that a
person can make.

Appropriate for all
buses; most urban
transit agencies have
already implemented
this measure.

Bikes allowed
inside buses when
bike rack is full
A policy adopted by a transit
agency that allows passengers
to bring bicycles inside the bus
when the bike rack is full and
there is room inside.

Prevents cyclists from
needless being left
behind to wait for the
next bus if the bike
rack is full yet there is
room inside the bus.

Appropriate for all
buses; most urban
transit agencies have
already implemented
this measure.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 91 Folding bikes
allowed inside
buses
A policy adopted by a transit
agency that treats a folding
bicycle as luggage, thereby
allowing it inside the bus at all
times.

Removes cyclists’
uncertainty as to
whether they will be
able to fit their bike
either on the bike
rack or inside the
bus; thus they can
reliably plan on being
able to catch their
intended bus.

Appropriate for all
buses; most urban
transit agencies have
already implemented
this measure.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 92 APPENDIX C: RESOURCE LIST AND REFERENCES
Resource List and References
 Pedestrian and Bicycle Information Center (“PBIC”)
http://www.bicyclinginfo.org
Along with walkinginfo.org, a resource site maintained by UNC Highway Safety Research Center (UNC-HSRC)
 Pedestrian and Bicycle Crash Analysis Tool
(“PBCAT”)
http://www.walkinginfo.org/facts/pbcat/index.cfm
Crash typing software product intended to assist planners and engineers with improving walking and bicycling safety through the development and analysis of a database containing details of crashes between motor vehicles and pedestrians or bicyclists  FHWA On-Demand Bicycle Safety Training Courses
http://www.bicyclinginfo.org/training/ondemand-
training.cfm
FHWA University Course on Bicycle and Pedestrian Transportation National Highway Institute Bicycle Facility Design Course Safe Routes to School National Course
APBP National Complete Streets Workshops
 FHWA University Course on Bicycle and Pedestrian
Transportation, Report No. FHWA-HRT-05-085
http://www.tfhrc.gov/safety/pedbike/pubs/05085
A detailed 24-lesson course in planning and design for non- motorized transportation.
 FHWA Official Rulings website
http://mutcd.fhwa.dot.gov/orsearch.asp
List of FHWA communications regarding experiments, and
interpretation of documents (Requests To Experiment / RTEs, response letters, progress reports, final reports, changes).  FHWA Interim Approvals webpage
http://mutcd.fhwa.dot.gov/res-interim_approvals.htm
List of all Interim Approvals granted by FHWA. Interim Approvals enable states and local agencies to request approval to use a new device without experimentation before the device is incorporated into a future edition of the MUTCD.
 FHWA “Bicycle Facilities and the Manual on Uniform
Traffic Control Devices” webpage
http://www.fhwa.dot.gov/environment/bicycle_pedest
rian/guidance/design_guidance/mutcd_bike.cfm
Status in the 2009 US MUTCD of various bicycle-related signs, markings, signals, and other treatments (e.g., can be implemented, Interim Approval, currently experimental).
 FHWA DRAFT Accessibility Guidance for Bicycle
and Pedestrian Facilities, Recreational Trails, and
Transportation Enhancement Activities (2008)
http://www.fhwa.dot.gov/environment/recreational_tr
ails/
guidance/accessibility_guidance/
guidance_accessibility.cfm
Summary of current accessibility standards, pending standards, guidelines under development, program accessibility, accessibility design criteria for sidewalks, street crossings and shared use paths and trails
 FHWA Bollards, Gates and other Barriers (webpage)
http://www.fhwa.dot.gov/environment/recreational_tr
ails/guidance/accessibility_guidance/bollards_acces
s.cfm
Current guidance on the hazards of bollards, gates, fences and other barriers to restrict unauthorized use of paths. Alternatives to bollards and gates.
 California Traffic Control Devices Committee
(CTCDC)
http://www.dot.ca.gov/hq/traffops/signtech/newtech/
Committee agendas, minutes, annual reports, experiment status and reports, experimentation guidelines and requests,
implementation of FHWA-issued Interim Approvals.
 Caltrans Complete Streets webpage
http://www.dot.ca.gov/hq/tpp/offices/ocp/complete_st
reets.html
Complete Intersections guide and other resources

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 93  Road Safety Audits: Case Studies (FHWA-SA-06-
17)
http://safety.fhwa.dot.gov/rsa/rsa_cstudies.htm

 Bicycle Road Safety Audit Guidelines and Prompt
Lists FHWA-SA-12-018
http://safety.fhwa.dot.gov/ped_bike/tools_solve/fhwa
sa12018/

 National Center for Safe Routes to School
http://www.saferoutesinfo.org/
Resources for Infrastructure (engineering, safety, planning, design) and non-infrastructure (education, promotion, outreach) in support of Active Transportation in school commutes
Adapted from FHWA Pedestrian Road Safety Audit Guidelines and Prompt Lists

Resources for Experimentation and Interim Approvals
 FHWA “Bicycle Facilities and the Manual on Uniform
Traffic Control Devices” webpage
http://www.fhwa.dot.gov/environment/bicycle_pedest
rian/guidance/design_guidance/mutcd_bike.cfm
Status in the 2009 US MUTCD of various bicycle-related signs, markings, signals, and other treatments (e.g., can be implemented, Interim Approval, currently experimental). Start here to determine whether a device requires experimentation.
 FHWA Interim Approvals webpage
http://mutcd.fhwa.dot.gov/res-interim_approvals.htm
List of all Interim Approvals granted by FHWA. Interim Approvals enable states and local agencies to request approval to use a new device without experimentation before the device is adopted in a future edition of the MUTCD.
 FHWA Official Rulings website
http://mutcd.fhwa.dot.gov/orsearch.asp
List of FHWA communications regarding experiments, and
interpretation of documents (Requests To Experiment / RTEs, response letters, progress reports, final reports, changes).  California Traffic Control Devices Committee
(CTCDC)
http://www.dot.ca.gov/hq/traffops/signtech/newtech/
Committee agendas, minutes, annual reports, experiment status and reports, experimentation guidelines and requests,
implementation of FHWA-issued Interim Approvals.
 FHWA (U.S.) Manual on Uniform Traffic Control
Devices (MUTCD) (2009), Section 1A.10
http://mutcd.fhwa.dot.gov/
NOTE: All US MUTCD content appears in-line in the
California MUTCD, with California differences shown
in blue, and California tables and figures identified
with (CA).

Section 1A10 Interpretations, Experimentations, Changes and Interim Approvals covers the design, application and placement of traffic control devices other than those adopted in the MUTCD.

Figure 1A.1 Process for Requesting and Conducting
Experimentation for New Traffic Control Devices is a flowchart of the federal (FHWA) process.

Figure 1A.2 Process for Incorporating New Traffic Control Devices into the MUTCD is a flowchart of the process after successful experimentation, a research study, or a request from a jurisdiction or interested party
 California Manual on Uniform Traffic Control Devices
(MUTCD) (2012), Section 1A.10
http://www.dot.ca.gov/hq/traffops/signtech/mutcdsup
p/ca_mutcd2012.htm
NOTE: All US MUTCD content appears in-line in the
California MUTCD
Figure 1A.1 (CA) Process for Requesting and Conducting
Experimentation for New Traffic Control Devices in California is a flowchart of the California (CTCDC) process.

Figure 1A.101 (CA) Process for the Use of Traffic Control Devices Approved as Interim Approval (IA) by FHWA is a flowchart of additional steps in California before a device granted Interim Approval by FHWA may be used.

Council Agenda - September 5, 2024
City of Indian Wells
Complete Streets Safety Assessment
September 2021

_________________________________________________________________________________________________________ 94 REFERENCES
Appleyard, Bruce. 2009. Pedestrian and Bicycle Planning. An ICMA Green Book Local Planning: Contemporary Principles and Practice. Editors: Hack et al. ICMA California Local Government Commission, Center for Livable Communities. “Economic Benefits of Walkable Communities”.
http://www.lgc.org/freepub/PDF/Land_Use/focus/walk_to_money.pdf.

Dill, Jennifer. “Measuring Connectivity for Bicycling and Walking." Presented at Pro Walk/ Pro Bike, September 9, 2004. Accessed online at
http://web.pdx.edu/~jdill/PWPB_Connectivity_slides.pdf
.

Pedestrian and Bicycle Information Center. “El Cajon’s Road Diet Case Study.” http://www.walkinginfo.org/library/details.cfm?id=3967
.

Zegeer, Charles V., et al. Safety Effects of Marked Versus Unmarked Crosswalks at Uncontrolled Locations. Report HRT-04-100. http://www.thrc.gov/safety/pubs/04100/index.htm

CROW, Design Manual for Bicycle Traffic, The Netherlands http://www.crow.nl/nl/Publicaties/publicatiedetail?code=REC25 From the CROW English website, http://www.crow.nl/English CROW is The Netherlands technology platform for transport, infrastructure and public space. It is a not-for-profit organization in which the government and businesses work together in pursuit of their common interests through the design, construction and management of roads and other traffic and transport facilities. Active in research and in issuing regulations, CROW focuses on distributing knowledge products to all target groups.

Transport for London, London Cycling Design Standards, UK http://www.tfl.gov.uk/businessandpartners/publications/2766.aspx Thompson, Laura and Julie Bondurant, Trail Planning in California, Solano Press, 2009 Fundamentals of Traffic Engineering, 16th Edition, Chapter 21: Bicycle Facilities; UC Berkeley Institute of Transportation Studies, 2007.

DeRobertis, Michelle and Rhonda Rae, Buses and Bicycles: Design Options For Sharing The Road, ITE Journal, May 2001.

Thomas, Beth and Michelle DeRobertis, Cycle Track Literature Review, Accident Analysis and Prevention, Volume 52, pp. 219-227, March 28, 2013.

Hillsman, Edward L. et al, A Summary of Design, Policies and Operational Characteristics for Shared Bicycle/Bus Lanes, Project No. BDK85 977-32, University of South Florida, July 2012 Mekuria, Maaza C., Peter G. Furth, and Hilary Nixon, Low -Stress Bicycling And Network Connectivity, Mineta Transportation Institute, May 2012 Thompson S.R. et al, Bicycle-Specific Traffic Signals: Results from a State-of-the-Practice Review, Transportation Research Board, January 2013, Paper # 13-0536