Agenda packet, joint meeting — Palm Desert City Council, April 24, 2025 (part 2 of 3)

Fred Waring Drive/Town Center Way

Page 68 ends

The Joslyn Center

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Walk Audit Summary | Washington Street / Avenue of the States Audit Date: Wednesday, May 1, 2024
Audit Time: 10:30 - 11:30 AM
Participants: 2
Key Destinations:
» Joe Mann Park
» Palm Desert Country Club
» Plaza De Hacienda
» Washington Square
Key issues identified during the walk audit:
» High speeds, heavy vehicular traffic,
and little shade along Washington
Street contributes to an unpleasant
walking environment, especially in
warmer weather.
» The shared sidewalk along Hovley
Lane can be used by pedestrians,
bicyclists, and golf carts but is not wide
enough to accommodate comfortable
shared use. A sidewalk does not exist
on the north side of the street.
» Cars were parked on the residential
sidewalks inhibiting access, particularly
for users of mobility devices.
» Most intersections in the residential
area lack marked crosswalks.

Wide intersections, high vehicular speeds,
and little shade create an unpleasant walking
environment along Washington Street.

The shared sidewalk on the south side of
Hovley Lane does not have enough space for
users to comfortably pass each other.

Rounded curbs lessen the division between
spaces for pedestrians and cars in residential
areas.

High visibility crosswalks, pedestrian refuge
islands, Class III bicycle sharrows, and a
roundabout were recently installed at California
Drive/Michigan Drive and Avenue of the States.

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Study Area | Washington Street / Avenue Of The States
Joe Mann Park

TS SASNAK

ILLINOIS AVE

CALIFORNIA DR

MISSOURI DR

MINNESOTA AVE

EDINBOROUGH ST

MICHIGAN DR

WOODHAVEN DR S

HOVLEY LN E

TEXAS AVE

DELAWARE ST

WRD NEVAHDOO W

MOUNTAIN VIEW

ROBIN RD

TS A WIO

DELAWARE PL
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WASHINGTON ST

AVENUE OF THE STATES
Joe Mann Park
IS AVE

CALIFORNIA DR

MISSOURI DR
VE

EDINBOROUGH ST

TEXAS AVE

DELAWARE ST

MOUNTAIN VIEW

ROBIN RD

DELAWARE PL
&
ES
DESTINATIONS + BOUNDARIES
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Transit Stops
Older Adult Priority Area
Parks
0 0.25 0.5 MILES

WASHINGTON ST

AVENUE OF THE STATES
SAFE ROUTES FOR OLDER ADULTS 59 VISION ZERO STRATEGY
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Figure 24: Washington Street / Avenue of the States Concept Plans (1/8) SAFE ROUTES FOR OLDER ADULTS 60 PALM DESERT
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
1 Washington St & Ave Of The States
SRFOA Plan Recommendations
1 Proposed Sidewalk (North Side of Street)
0’ 30’ 60’
Scale: 1”=60’

HOVLEY LANE E

WARNER TRAIL
Matchline - See Sheet 61
362
Figure 25: Washington Street / Avenue of the States Concept Plans (2/8) SAFE ROUTES FOR OLDER ADULTS 61 VISION ZERO STRATEGY
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
Washington St & Ave Of The States
SRFOA Plan Recommendations
1 1 Proposed Sidewalk (North Side of Street)
0’ 30’ 60’
Scale: 1”=60’

HOVLEY LANE E
Matchline - See Sheet 60
Matchline - See Sheet 62
363
Figure 26: Washington Street / Avenue of the States Concept Plans (3/8) SAFE ROUTES FOR OLDER ADULTS 62 PALM DESERT
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION

HOVLEY LANE E
Washington St & Ave Of The States
SRFOA Plan Recommendations
1 1
Proposed Sidewalk (North Side of Street)
0’ 30’ 60’
Scale: 1”=60’
Matchline - See Sheet 61
Matchline - See Sheet 63
364
Figure 27: Washington Street / Avenue of the States Concept Plans (4/8) SAFE ROUTES FOR OLDER ADULTS 63 VISION ZERO STRATEGY
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION

HOVLEY LANE E
Washington St & Ave Of The States
SRFOA Plan Recommendations
1 1
Proposed Sidewalk (North Side of Street)
0’ 30’ 60’
Scale: 1”=60’
Matchline - See Sheet 62
Matchline - See Sheet 64
365
Figure 28: Washington Street / Avenue of the States Concept Plans (5/8) SAFE ROUTES FOR OLDER ADULTS 64 PALM DESERT
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION

HOVLEY LANE E

IDAHO ST
Washington St & Ave Of The States
SRFOA Plan Recommendations
1 1
Proposed Sidewalk (North Side of Street)
0’ 30’ 60’
Scale: 1”=60’
Matchline - See Sheet 63
Matchline - See Sheet 65
366
Figure 29: Washington Street / Avenue of the States Concept Plans (6/8) SAFE ROUTES FOR OLDER ADULTS 65 VISION ZERO STRATEGY
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION

HOVLEY LANE E

WASHINGTON ST
Washington St & Ave Of The States
SRFOA Plan Recommendations
Upgrade to Leading Pedestrian Interval (LPI) on All Legs Upgrade Existing Crosswalk to High Visibility
2 2
3 3
1 1
Proposed Sidewalk (North Side of Street)
0’ 30’ 60’
Scale: 1”=60’
Matchline - See Sheet 64
367
Figure 30: Washington Street / Avenue of the States Concept Plans (7/8) SAFE ROUTES FOR OLDER ADULTS 66 PALM DESERT
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION

CALIFORNIA DR

WARNER TRAIL
Washington St & Ave Of The States
SRFOA Plan Recommendations
5 5
5 Proposed Curb Extension with
Delineator Posts
Proposed High Visibility Crosswalk
0’ 30’ 60’
Scale: 1”=60’
4 4
368
Figure 31: Washington Street / Avenue of the States Concept Plans (8/8) 7 SAFE ROUTES FOR OLDER ADULTS 67 VISION ZERO STRATEGY
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION

WASHINGTON ST

AVENUE OF THE STATES
Washington St & Ave Of The States
SRFOA Plan Recommendations
Upgrade to Leading Pedestrian Interval (LPI) on All Legs Upgrade Existing Crosswalk to High Visibility 3
3 7
7 8
8 8
Proposed ADA Curb Ramps
Upgrade to Protected Left Turn Signal on
Eastbound and Westbound Approaches
Proposed Signalized Pedestrian Crossing on
Avenue of the States to Protect from Left Turning
Vehicle (Subject to Signal Warrant Study)
0’ 30’ 60’
Scale: 1”=60’
6 6
2 2
369
Walk Audit Summary | Fred Waring Drive / Town Center Way Audit Date: Tuesday, April 30, 2024
Audit Time: 10:30 - 11:30 AM
Participants: 3
Key Destinations:
» Artists Center at the Galen
» Palm Desert Chamber of Commerce
» The Shops at Palm Desert
» Town Center Plaza
» Town Center Square
» Waring Plaza
Key issues identified during the walk audit:
» High speeds and heavy vehicular
traffic along major streets, including
Fred Waring Drive and Highway 111.
» Drivers turning in front of and cutting
off pedestrians in crosswalks.
» Difficulty seeing the pedestrian signal
on the other side of large intersections,
such as at Town Center Way and
Highway 111. Participants requested
audible crossing signals at such
intersections.
» Pedestrians crossing mid-block,
particularly near the bus hub at Town
Center Way and Hahn Road.

Drivers turning in front of a pedestrian that has the right-of-way at Town Center Way and Fred Waring Drive.

Pedestrians were seen crossing mid-block
near the bus hub on Town Center Way and
Hahn Road.

Participants stated it is difficult to see
pedestrian signals at large intersections along
Highway 111.

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Study Area | Fred Waring Drive / Town Center Way
Santa Rosa and San Jacinto
Mountains National Monument
¥74
¥111

FRED WARING DR

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DR AUHSOJ

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RD NEVAH IR AF

SONORA DR

RANCHO GRANDE

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EDGEHILL
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TOWN CENTER WAY

LP LI AUQE NO

PAINTERS PATH
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EL PASEO
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HAHN RD

EDGEHILL
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Transit Stops
Older Adult Priority Area
Parks
0 0.25 0.5 MILES
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Figure 32: Fred Waring Drive / Town Center Way Concept Plans (1/4) SAFE ROUTES FOR OLDER ADULTS 70 PALM DESERT
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
Fred Waring Drive & Town Center Way
SRFOA Plan Recommendations
Upgrade to Leading Pedestrian Interval (LPI)
Upgrade Existing Crosswalk to High Visibility
1 1
2 2
3 3
4 4
Proposed Advanced Yield Markings and Signs
Conduct Signal Warrant Study for Signalized Right Turn
0’ 30’ 60’
Scale: 1”=60’

FRED WARING DR
HIGHWAY 111
372
Figure 33: Fred Waring Drive / Town Center Way Concept Plans (2/4) SAFE ROUTES FOR OLDER ADULTS 71 VISION ZERO STRATEGY
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION

FRED WARING DR

TOWN CENTER WAY
Fred Waring Drive & Town Center Way
SRFOA Plan Recommendations
2 Upgrade Existing Crosswalk to High Visibility*
2 6
6 Extend Sidewalk/Curb to Minimize Right
Turn Vehicle/Pedestrian Conflicts
Proposed High Visibility Crosswalk
7 7
Proposed ADA Curb Ramps
*Existing Crosswalks were Upgraded to High Visibilty by City 0’ 30’ 60’
Scale: 1”=60’
5 5
373
Figure 34: Fred Waring Drive / Town Center Way Concept Plans (4/4) SAFE ROUTES FOR OLDER ADULTS 72 PALM DESERT
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION

TOWN CENTER WAY

HAHN RD
Town Center Way & Hahn Road
SRFOA Plan Recommendations
Upgrade to Leading Pedestrian Interval (LPI) on All Legs Upgrade Existing Crosswalk to High Visibility
1 1
2 2
0’ 30’ 60’
Scale: 1”=60’
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Walk Audit Summary | The Joslyn Center
Audit Date: Friday, May 3, 2024
Audit Time: 9:30 - 10:30 AM
Participants: 9
Key Destinations:
» Palm Desert Civic Center
» Palma Village Park
» The Joslyn Center
Key issues identified during the walk audit:
» Participants requested traffic calming
along Catalina Way. Catalina Way
is used by drivers as an alternate to
Highway 111 during morning and
evening rush hour, creating increased
traffic speeds and volume.
» Many residential streets lack sidewalks
and marked crosswalks. Participants
also mentioned inadequate street
lighting that makes visibility difficult in
the evenings.
» Participants stated cars often speed
around corners and cut them off as
they are crossing an intersection,
particularly along nearby Highway
111.

Gaps in the sidewalk network and inadequate street lighting makes walking uncomfortable, especially at night.

The Joslyn Center is located on Catalina Way,
a wide, two-lane residential street that lacks
marked crosswalks and bicycle facilities.

Creative and high visibility crosswalks,
pedestrian islands, Class IIB buffered bike lanes,
and pedestrian and bicycle amenities including
benches, bike racks, and trash cans were
recently installed along San Pablo Avenue.

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Study Area | The Joslyn Center
!
STUDY AREA:

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HALF-MILE BUFFER
DESTINATIONS + BOUNDARIES
Palm Desert Civic
Center Park
Palma
Village Park
¥111

DE ANZA WAY

CATALINA WAY

SAN CARLOS AVE

SAN GORGONIO WAY

SAN LUIS REY AVE

EVA ALOTROP

ASTER DR

EL CORTEZ WAY

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FRED WARING DR

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RANCHO RD

SANTA ROSA WAY

ROYAL PALM DR

EVA O MLESNA NAS

GUADALUPE AVE

SAN NICHOLAS AVE

CAR M EL CIR

BUENACIR

SAN PAS CUAL AVE

EL PASEO

KRUG AVE

EVA OLBAP NAS

PALM DESERT DR S

SAN RAFAEL AVE

MARIGOLD DR
The Joslyn
Center
ER
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DESTINATIONS + BOUNDARIES
! Older Adult Priority
Points
Transit Stops
Older Adult Priority Area
Parks
Walk and Roll Phase
3 Concepts
Palm Desert Safe Routes
For Seniors Concepts
Palma
Village Park
¥111

DE ANZA WAY

ONIO WAY
SAN
LUIS
REY
A
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ALESSANDRO DR

PALM DESERT DR N

EL PASEO

PALM DESERT DR S
SAN
RA
SAFE ROUTES FOR OLDER ADULTS 75 VISION ZERO STRATEGY
*Visit www.engagepalmdesert.com/activetransportation to learn more about Phase 3 of the Walk and Roll Project.
*
377
Figure 35: The Joslyn Center Concept Plans (1/4)
SAFE ROUTES FOR OLDER ADULTS 76 PALM DESERT
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
The Joslyn Center
SRFOA Plan Recommendations
Narrow Travel Lanes to
Accommodate Buffered Bike Lane
Proposed Class II Buffered Bike Lane
2 2
1 1
Upgrade to Leading Pedestrian Interval (LPI)
on West and East LegsAll Legs
3 4
5 5
3 4
*Existing Crosswalks were Upgraded to
High Visibilty by City
Proposed Pedestrian Street Lighting -
Conduct Illumination Study to Install
Pedestrian Scale Lighting
Upgrade Existing Crosswalk to High Visibility*
0’ 30’ 60’
Scale: 1”=60’

FRED WARING DR

SAN PASCUAL AVE
Matchline - See Sheet 77
378
Figure 36: The Joslyn Center Concept Plans (2/4)
SAFE ROUTES FOR OLDER ADULTS 77 VISION ZERO STRATEGY
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION

FRED WARING DR
The Joslyn Center
SRFOA Plan Recommendations
Narrow Travel Lanes to
Accommodate Buffered Bike Lane
3 3
Proposed Class II Bike Lane to Sidewalk Transition
and Sign: “Shared Sidewalk Ends. Bikes and Golf
4 Proposed Class II Buffered Bike Lane Carts Exit to Bike Lane” 4 6
6 5
5 Proposed Pedestrian Street Lighting -
Conduct Illumination Study to Install
Pedestrian Scale Lighting
7 7
Replace Class II Bike Lane Markings
with Painted Buffer
0’ 30’ 60’
Scale: 1”=60’
Matchline - See Sheet 76
Matchline - See Sheet 78
379
Figure 37: The Joslyn Center Concept Plans (3/4)
SAFE ROUTES FOR OLDER ADULTS 78 PALM DESERT
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION

FRED WARING DR

PORTOLA AVE
The Joslyn Center
SRFOA Plan Recommendations
Upgrade to Leading Pedestrian
Interval (LPI) - All Legs
2 Upgrade Existing Crosswalk to High Visibility
2 3
3 3
1 1
1 Proposed Green Backed Bike Lane
Proposed Bicycle Conflict Striping
Narrow Eastbound Right Turn Lane. Continue
Existing Bike Lane on Fred Waring Dr
7 8
8 9
10 10
11 9
7 5
5 Replace Class II Bike Lane Markings
with Painted Buffer
Proposed Advanced Yield Markings and Signs
Narrow Travel Lanes to
Accommodate Buffered Bike Lane
4 Proposed Class II Buffered Bike Lane
4 5 Proposed Pedestrian Street Lighting - Conduct
Illumination Study to Install Pedestrian Scale Lighting 11 0’ 30’ 60’
Scale: 1”=60’
14 14
Conduct Signal Warrant Study for Signalized Right Turn
Matchline - See Sheet 77
Matchline - See Sheet 79
380
Figure 38: The Joslyn Center Concept Plans (4/4)
SAFE ROUTES FOR OLDER ADULTS 79 VISION ZERO STRATEGY

FRED WARING DR
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
The Joslyn Center
SRFOA Plan Recommendations
3 Narrow Travel Lanes to Accomodate Bike Lane Buffer
3 Proposed Bicycle Conflict Striping
Proposed Class II Bike lane to Sidewalk
Transition and Sign: “Bike Lane Ends. Use
Shared Sidewalk.”
8 12
13 14
13 13 12
Proposed ADA Curb Ramps
8 8
4 Proposed Class II Buffered Bike Lane
4 4
5 5
Proposed Pedestrian Street Lighting - Conduct
Illumination Study to Install Pedestrian Scale Lighting 7 7
Replace Class II Bike Lane Markings
with Painted Buffer
0’ 30’ 60’
Scale: 1”=60’

GOLETA CT

PRIMROSE DR
Matchline - See Sheet 78
381
Citywide Recommendations
In addition to the recommendations previously described within the Older Adult Priority Areas, this section summarizes other best practices and guidelines for pedestrian and bicycle infrastructure, which can be implemented across the city to create a more robust active transportation network. The City can refer to these best practices for other areas of Palm Desert, ongoing maintenance, and incorporation in future pedestrian and bicycle infrastructure projects.

A detailed version of the following citywide recommendations, including in-depth descriptions and external resources, can be found in Appendix D.

Reduce Speed Limits
To enhance active transportation safety, the City
can reduce speed limits in locations with high
pedestrian and bicycle activity, especially in areas
with higher concentrations of older adults. AB
43 offers Caltrans and local authorities greater
flexibility in setting and adjusting speed limits.

Installing Shared Use Paths
Shared use paths provide a dedicated space for
walking, biking, and other non-motorized travel
modes, reducing potential conflicts with vehicles.

The City can consider installing shared use paths
across suitable locations to enhance active
transportation and improve safety for pedestrians
and bicyclists.

Sidewalk Maintenance
Regular sidewalk maintenance and repair is
important to prevent hazards such as cracks,
uneven surfaces, and obstructions. The City can
consider implementing an annual paving and
sidewalk repair project, which includes identifying
sidewalk repair locations through inspections,
digging out cracks in concrete, and repairing
concrete sidewalks, curbs, and gutters.

Under the current Palm Desert Code of Ordinance,
the owners of lots, or portions of lots, fronting on
any portion of a public street are responsible for
cleaning, repairing, and maintaining sidewalk
areas (Chapter 12.26 Public Sidewalk Repairs).

The City also has an on-call ADA curb ramp and
sidewalk maintenance program to ensure the
upkeep of all public sites throughout Palm Desert.

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Sidewalk Obstruction Management
The City can implement regular inspections
and prompt removal of obstructions to ensure
sidewalks remain clear and accessible. The City
can also establish a citywide sidewalk access
educational program to educate residents and
businesses about proper trash bin placement and
debris disposal, which will help mitigate these
blockages. Additionally, informing residents
about the Palm Desert In Touch reporting system
(https://www.palmdesert.gov/our-city/
departments/public-works/report-a-problem)
and encouraging pedestrians to notify the city of
sidewalk obstructions will enable swift responses
and maintain walkability.

Pedestrian Buffers
Pedestrian buffers, which may be parked cars,
planting strips, or other safety features, represent
a key safety feature and greatly contribute to
the quality of the pedestrian environment by
separating walkers from moving traffic.

Pedestrian Refuge Islands
Pedestrian refuge islands are protected areas
where people may safely pause or wait while
crossing a street. They are particularly helpful
as waiting areas for older adults, persons with
disabilities, children, and others who may be less
able to cross a wide street simultaneously. At
signalized intersections, they allow slower-moving
pedestrians to cross in two phases. At unsignalized
locations, they simplify finding a gap in traffic to
cross since vehicles from only one direction must
be dealt with at a time.

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Audible Pedestrian Crossing
Signals
Older adults in Palm Desert noted challenges
in seeing pedestrian signals, especially at
large intersections and during peak sunlight
hours. The City can explore solutions such as
implementing audible pedestrian crossing signals
at wide intersections to enhance pedestrian
safety and accessibility. These signals provide
crucial auditory cues that assist visually impaired
individuals in safely navigating intersections,
promoting inclusivity and independence.

Moreover, audible signals benefit all pedestrians
by reinforcing awareness of crossing times and
encouraging compliance with traffic signals.

Countdown Pedestrian Signals
Countdown pedestrian signals are traffic signals at
intersections that display a numerical countdown,
indicating how many seconds remain before the
pedestrian signal turns red. These signals help
pedestrians know how much time they have
left to cross the street safely. The countdown is
typically shown on a digital display in a form of
numbers, allowing pedestrians to make informed
decisions about when to begin crossing or if they
need to hurry. They are especially helpful in busy
areas, reducing the risk of collisions between
vehicles and pedestrians. Countdown pedestrian
signals are recommended at all traffic-controlled
intersections where they are not already in place,
as well as at all future traffic signal installations.

Bus Bulbs
Bus bulbs extend sidewalks to align with bus
stops, improving boarding efficiency and making
transit more accessible. Additionally, bus bulbs
boost pedestrian safety by reducing the need
for buses to pull in and out of traffic, minimizing
conflicts between vehicles and pedestrians. Bus
bulbs also shorten crossing distances when placed
near intersections, benefiting people with mobility
challenges. Bus bulbs with bike lane cut-throughs
further reduce conflicts between buses and
bicyclists, ensuring safer travel for all.

Bus Shelters and Seating
A lack of bus shelters and seating may discourage
older adults from taking transit. Additionally,
existing bus shelters/structures often do not
provide adequate shade. To address these
concerns, the City and transit agencies can
host listening sessions with older adults to
analyze existing transit shelters and brainstorm
new designs that would be more accessible,
comfortable, and useful.

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Construction Management
Construction zones should provide a connected
and continuous pedestrian and bicyclist
passage from end to end during every phase of
work. The City can establish best practices for
construction management plans and temporary
traffic control, focusing on minimizing physical
impacts to pedestrian and bicycle routes and
providing clear, concise detour instructions when
needed. This approach ensures that older adults
and all pedestrians and bicyclists can navigate
construction zones comfortably. Example
guidelines provided by the Federal Highway
Administration are included in Appendix D.

Pedestrian Signage
Pedestrian signage informs motorists or
pedestrians of a legal requirement and should
only be used when the legal requirement is
not otherwise apparent. Common pedestrian
signage includes pedestrian crossing signs,
pedestrian warning signs, WALK signs, DON’T
WALK, and “Cross streets do not stop” signs.

The decision to use these signs is based upon
engineering judgment. These pedestrian signages
may be particularly helpful in areas with higher
concentrations of older adult pedestrians.

Wayfinding Program
The City is currently developing a wayfinding
program in areas with high pedestrian activity,
particularly where there are larger concentrations
of older adults. A well-designed wayfinding
program, including clear signage and maps, can
help pedestrians navigate more easily, promoting
more convenient and more confident movement
throughout Palm Desert.

Street Trees
Providing street trees can greatly enhance the
walking experience. On average, the number of
days too hot to comfortably walk in Palm Desert
will increase approximately 19 days by 2050.6
Street trees offer shade, significantly reducing the
heat experienced by pedestrians and making
outdoor activities more enjoyable. They create a
visually appealing environment, contributing to the
overall aesthetic of the city and encouraging more
people to walk. Additionally, trees help improve
air quality by absorbing pollutants and releasing
oxygen, promoting a healthier lifestyle for the
community. The City’s Landscape Services Division
has produced a series of landscape design guides
that provide information regarding street trees
appropriate for Palm Desert’s hot climate.7
6 Projected Thermal Comfort for Pedestrians and Bicyclists, Alta Planning + Design. 7 Landscaping and Park Maintenance, City of Palm Desert.

SAFE ROUTES FOR OLDER ADULTS 83 VISION ZERO STRATEGY
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Encouraging
Safe Routes
for Older
Adults in
Palm Desert

05. 386

PROGRAMMATIC

RECOMMENDATIONS
Non-infrastructure strategies are an important
part of a comprehensive SRFOA Plan. While
infrastructure improvements such as sidewalks,
bikeways, and crossing improvements are central
to providing safe routes, equally important are
engagement activities that recognize a diversity of
lived experiences, education programs that teach
basic traffic safety skills, encouragement programs
that celebrate walking and biking, evaluation
programs that measure the impact of SRFOA
efforts, and other strategies that make walking
and biking in Palm Desert safe, comfortable, and
enjoyable for all older adults.

Programs can build enthusiasm and support
for SRFOA and can be an important first step
toward implementing more costly infrastructure
improvements. Programmatic efforts can also
be made after or concurrent with infrastructure
improvements. This section outlines program
recommendations for the SRFOA Plan.

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Experiences and Educational Activities
The Project Team compiled a comprehensive menu of SRFOA Plan activities based on community needs and priorities, available resources, and best practices. These recommendations should be used to complement infrastructure improvements and included in any request for funding, such as through the California Active Transportation Program. These experiences and educational activities include:

Group Outings
Fun, social opportunities to engage
older adults, provide education about
walking, biking, and transit, and
encourage the use of active modes of
transportation.

Education and Direct Support
Opportunities to educate older
adults on using different modes of
transportation, including guidance
on trip-planning and safety tips and
related technology support.

Bike Lending Library
A cost-effective resource providing
extended bike rentals for older adults
interested in participating in group
bike rides or biking educational
classes but are not yet ready to
purchase their own bikes.

Outreach and Engagement
Connect older adults to transportation
options by meeting them where they
are through tabling and providing
opportunities for input and group
conversations.

Car-Free Streets Events
Fun, social, and safe opportunities to
encourage older adults and people
of all ages to use public streets for
various activities without the concern
of vehicular traffic conflicts.

Rides and Races
Community-oriented activity that
promotes physical activity, health, and
social connections.

Demonstration Events
Temporary displays of proposed
street improvements that allow older
adults to experience and engage with
potential designs firsthand and provide
feedback before refining the final
measurements.

Based on experiences from SRFOA Pilot Programs in other cities, the City should consider the following tips and lessons learned when offering future activities.

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Group Walking, Biking, and Transit Outings
Group walking outings can encourage older
adults to walk more regularly in a supportive
setting. The City might consider partnering with
nonprofit organizations such as Walk with a Doc
to facilitate these walking events. Each “Walk
with a Doc” session is led by volunteer healthcare providers who share relevant health topics before the walks and provide other relevant
information regarding health benefits associated
with walking and a more active lifestyle. These
health discussions can inspire participants to
adopt healthier habits in their daily lives. Beyond
the physical benefits, group walking outings foster
community connection, allowing participants to
learn from one another and celebrate their diverse
backgrounds. These social interactions are vital
for maintaining a long and healthy life, as they
help build supportive networks among community
members.

Transit outings guided by City staff or partners
like The Joslyn Center offer older adults the
opportunity to take transit and walk safely and
comfortably, and gain confidence. The SunLine
Transit Ambassador Program (TAP) offers
comprehensive training sessions that address
crucial topics and everyday scenarios in public
transportation service. Transit Ambassadors
who have completed this program can assist
passengers with their trip planning and provide
support until passengers feel confident in
navigating the SunLine system independently.

The City could consider partnering with SunLine
Transit Agency to leverage the TAP, encouraging
older adults to use transit regularly, fostering
independence, and increasing transit use within
the community. Older adults who participate in
TAP could also serve as advocates within their
networks, encouraging more older adults to
consider active transportation modes. Furthermore,
the TAP could facilitate the formation of travel
buddy relationships, enhancing social connections
and reducing loneliness among older adults.

Pairing these outings with seasonal activities,
such as outdoor concerts, or key destinations like
museums, libraries, and shopping destinations,
could encourage participation and make the
experience more enjoyable and meaningful.

Similarly, group bicycle rides allow older
adults to practice bicycling, guided by City
staff or community partners. The City may
consider partnering with local biking nonprofit
organizations to lead bicycle-related events and
educational programs. Additionally, the City could
collaborate with local bike rental shops to offer
free bike or e-bike experiences for participants
who do not own a bicycle. Before rides begin,
facilitators can also provide education so that
every participant has basic knowledge about the
rules of the road, bicyclist laws and rights, and
bike safety.

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Education and Direct Support
The City may consider providing educational
workshops and opportunities for direct support
regarding biking, walking, and transit resources,
safety, and skills like trip planning. These activities could include classroom-style workshops,
presentations at senior centers and affordable
housing communities, and tabling at locations
where older adults are likely to visit, such as the
library and the Joslyn Center. The January 2025
bike safety event hosted by the Joslyn Center and
the Riverside County Sheriff’s Office could serve
as a model for these types of workshops.

For walking and transit educational programs,
the City could consider partnering with customer
service staff from SunLine Transit Agency to help
older adults with digital pay options, senior
fares, trip planning, specialized transit services
(e.g., SunDial), and other transit-related topics.

Additionally, library staff could be trained to
provide ongoing support by answering questions
from older adults about walking and transit trips.

Regarding biking education, the City might offer
bike skill classes at varying levels. Basic classes
would cover basic biking techniques, rules of the
road, and safety tips for those with limited biking
experience. Advanced classes could delve into
more complex topics, such as bike maintenance
and repair and long-distance biking skills.

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Bike Lending Library
Bike lending libraries provide bicycles to people
who want to test bicycle travel before purchasing
a bike or do not have the resources to purchase
a quality bike. These libraries offer bike rentals
for longer than a single trip, typically providing
a personal bike for weeks or months. These
programs are significantly less expensive to
manage and maintain than a traditional bikeshare
system, which typically requires docking stations
within a half-mile of each other. By centralizing
pick-up and drop-off at a single location hub,
bike libraries also create a captive audience for
education and safety courses and materials to
support Vision Zero goals.

The bike library should offer a variety of bikes,
such as e-bikes, cargo bikes, and tricycles,
to provide options for people to use during
different trip purposes, abilities, and seasons. To
accommodate riders with the highest need, rental
fees should be subsidized or free based on social
services eligibility or for students and older adults.

Bike libraries can be City-operated or managed
in partnership with local bike shops and advocacy
groups that can provide and maintain the bikes.

The City can pursue grant opportunities to fund
the bike library through the Active Transportation
Program and Regional Early Action Planning
(REAP) programs and leverage California Air
Resources Board rebate programs for e-bike
purchases to facilitate a bike-to-own model.

Ongoing Outreach and
Engagement
Upon request, City staff should be available to
table at partner events (e.g., Joslyn Center Spring
Health and Wellness Fair) to share information
about the SRFOA project, other transportation
projects, and related topics like walking, biking,
and transit safety. Additionally, City staff could
host office hours, coffee chats, or other types of
flexible meetings that allow older adults to stop by
and ask a range of questions and provide input on
topics related to walking, biking, and transit.

Older Adult Transportation
Resource Fair
The City can work with partners to host an
older adult-focused transportation resource fair
featuring various transportation and senior service
providers. Vendors should be encouraged to
bring informational handouts and incentives. Staff
can work with vendors to develop programming
during the expo, such as e-bike demonstrations,
opportunities to tour a parked SunLine bus, or
mini educational workshops. Though the resource
fair should be transportation-focused, it can also
be beneficial to invite other local senior service
providers and partners who offer a wide range of
other programs, such as The Joslyn Center.

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Car-Free Streets Events
Car-free street events promote health and
community connection by creating a safe,
attractive space for physical activity and social
contact. These events temporarily close streets to
motor vehicles, creating a safe and welcoming
environment for older adults and for people of all
ages to engage in walking, bicycling, shopping,
dancing, and other activities. These events are
cost-effective compared to building new parks
for the same purpose. The events have many
names: Ciclovías (originating in South America),
Open Streets, Summer Streets, Sunday Streets,
and Sunday Parkways. Car-free events have
been successful internationally and are rapidly
becoming popular throughout California and the
United States. Events can be regularly scheduled
or one-time occasions.

Working with businesses along corridors where
the events take place gives them time to promote
the event and support travel alternatives to their
business during the event. These events increase
foot traffic, often resulting in increased profits for
food and drink establishments and local retailers;
however, the perception of losing access to car
traffic and parking for a day can cause initial
opposition. To mitigate these concerns, a smallscale pilot event is recommended where a block or two is restricted from car traffic. Following a
successful pilot, the event’s scope can expand as
people experience car-free streets and become
more receptive to larger events.

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Rides and Races
A “Rides and Races” event is a communityoriented activity that can involve bicycling, running, or walking competitions, aimed at
promoting physical activity, improving health, and
fostering social connections. Additionally, while
some older adults may not wish to participate in
these events, they can still engage as spectators,
strengthening social ties and reducing isolation.

These events also serve to inspire and encourage
older adults to stay active, whether through direct
participation or by witnessing the energy and
enthusiasm of others.

Demonstration Events
Demonstration events are an important tool in
the early stages of planning proposed street
improvements, allowing community members to
experience and engage with potential designs
firsthand. By temporarily showcasing these
enhancements, residents can visualize how the
proposed changes would impact their daily lives
and the overall community environment. Feedback
collected during these events provides valuable
insights into public sentiment, helping planners,
designers, and engineers refine their proposals
based on real-world interactions.

These demonstration projects are particularly
beneficial for people with unique mobility needs
and preferences, such as children and older
adults. By involving them in the evaluation process,
the City can better understand their challenges
and tailor solutions to enhance accessibility and
safety. For instance, wider sidewalks and ADAcompliant curb ramps can help older adults feel more comfortable navigating their neighborhoods.

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Implementing
Safe Routes
for Older
Adults in Palm
Desert

06. 394

POTENTIAL

FUNDING

SOURCES
Funding for SRFOA programs and projects
may come from various sources, including
matching grants, sales tax or other
taxes, bond measures, or public/private
partnerships. This section identifies funding
sources for the design, implementation,
and maintenance of SRFOA projects. The
descriptions are intended to provide an
overview of available options and do not
represent a comprehensive list.

It should be noted that this section reflects
the funding available at the time of writing.

The funding amounts, fund cycles, and even
the programs are susceptible to change
without notice. As funding and grant
opportunities become available in the future,
the City will prioritize the implementation
of recommendations in this plan, utilizing
these resources to support the continued
development and enhancement of SRFOA
programs and projects.

Local and Regional
City of Palm Desert Measure G
Approved in 2024, Measure G is a 1% sales tax
that funds general city services. These funds may
be used to construct public infrastructure, including
new bicycle and pedestrian facilities. Measure
G also provides funding for the maintenance of
streets, community centers, parks, trails, and other
facilities used by older adults.

Riverside County Transportation
Commission (RCTC) Measure A
First approved in 1988, Measure A is a half-cent
sales tax that funds transportation improvements
through 2039. In proportion to the sales taxes
they contribute, funds go back to each of Riverside
County’s three geographic areas: Coachella
Valley, Western Riverside County, and Palo Verde
Valley. In Coachella Valley, 50% of funds go to
highway and regional arterials, 35% to local
streets and roads, and 15% to public transit.

Southern California Association of
Governments (SCAG) – Sustainable
Communities Program (SCP)
SCP funds projects that support active
transportation and the development of
sustainable, equitable, and economically vibrant
communities across the state. Through this
program, SCAG offers financial resources to local
and regional planning agencies to implement
projects that reduce greenhouse gas emissions,
enhance transportation systems, and promote
environmental justice. This funding opportunity can
help improve pedestrian infrastructure for older
adults by supporting projects that make walking
safer and more accessible, particularly near transit
hubs and community centers.

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State
California Active Transportation
Program (ATP)
The California ATP funds projects that enhance
walking and biking infrastructure, focusing on
safety for vulnerable populations, including
older adults. ATP prioritizes projects that improve
accessibility and mobility, ensuring communities
can safely walk and bike to their destinations.

Palm Desert can apply for ATP funding to improve
pedestrian infrastructure such as sidewalks,
crosswalks, and bus stop accessibility for older
adults. The California Transportation Commission
writes guidelines and allocates funds for the ATP,
while the ATP will be administered by the Caltrans
Division of Local Assistance.

Caltrans Highway Safety
Improvement Program (HSIP)
HSIP is a data-driven funding program, and
eligible projects must be identified through
analysis of crash experience, crash potential,
crash rate, or other similar metrics. Infrastructure
and non-infrastructure projects are eligible for
HSIP funds. Examples of eligible projects include
bicycle and pedestrian safety improvements,
enforcement activities, traffic calming projects,
and crossing treatments for active transportation
users in school zones. All HSIP projects must
be consistent with the state’s Strategic Highway
Safety Plan. In California, HSIP is administered by
Caltrans.

Caltrans Transportation
Development Act Funds (TDA)
TDA provides funding from State Transit Assistance
and Local Transportation Fund. This program funds
a variety of transportation programs, including
those for pedestrians, bicyclists, and people
accessing transit facilities. The amount of funding is
based on sales tax collected in each county. This
fund is administered by Caltrans.

Caltrans State Transportation
Improvement Program (STIP)
The STIP is a state funding program that supports
various transportation infrastructure projects,
including pedestrian improvements. Local
agencies can apply for STIP funds to support
pedestrian and bicycle safety enhancements,
with a focus on projects that serve older adults
and other vulnerable populations. This program
can help finance projects like safer crossings and
improved access to public transit.

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National
Better Utilizing Investments to
Leverage Development Grant
Program (BUILD)
The BUILD Grant Program enables the USDOT
to invest in road, rail, transit, and port projects
that have a significant local or regional impact.

Eligible projects include recreational trails, road
diets, separated bike lanes, shared use paths,
sidewalks, signal improvements, signed pedestrian
or bicycle routes, traffic calming, trailside and
trailhead facilities, bicycle parking, racks, repair
stations, storage, and bike share programs.

Community Development Block
Grant Program (CDBG)
The CDBG program, managed by the US
Department of Housing and Urban Development,
provides funding for community development
projects that benefit low- and moderate-income
areas. The funds can be used to improve
infrastructure, including pedestrian pathways,
lighting, and other elements that support safe
walking routes for older adults. This funding can
help Palm Desert enhance mobility and safety for
its older residents.

Safe Routes to School (SRTS)
While focused on schoolchildren, the National
Center’s SRTS program can be a useful funding
source for improving pedestrian infrastructure that
benefits older adults. By implementing safer routes
around schools near older adult housing, the
program can also enhance accessibility for older
pedestrians and transit users.

Safe Streets and Roads for All
Grant Program (SS4A)
Established through the Infrastructure Investment
and Jobs Act, SS4A will provide $5 billion in
funding from 2022 to 2026 to support local,
regional, and tribal initiatives aimed at reducing
roadway deaths and serious injuries. SS4A
offers grants for planning, demonstration,
and implementation projects, with a focus on
pedestrian, bicyclist, and transit safety.

Surface Transportation Block Grant
Program (STBG)
This program provides states with flexible funds
that may be used for a variety of highway,
road, bridge, and transit projects. Bicycle and
pedestrian improvements are eligible, including
trails, sidewalks, bike lanes, crosswalks, pedestrian
signals, and other ancillary facilities. The grantfunded pedestrian and bicycle facilities may be located on local roads that are not part of the
Federal-aid Highway System. Funds are funneled
through Caltrans to Metropolitan Planning
Organizations to administer the grant.

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Other Programs
AARP Community Challenge Grants
AARP offers grants to organizations that create
more livable and accessible communities for
older adults. The program supports projects
that enhance transportation options, increase
pedestrian safety, and reduce mobility barriers, all
of which align with the goals of the SRFOA Plan.

Funding can be used for infrastructure upgrades or
community initiatives to improve the quality of life
for older adults.

National Institute on Aging (NIA) -
Research Grants
The NIA offers research grants to explore
issues related to aging, including mobility and
transportation. These grants could be applied
to studies that examine the specific needs of
older adults in Palm Desert and how safe routes
programs can address these needs. Research
findings could also help secure additional funding
for infrastructure improvements to enhance
pedestrian safety for older adults.

The Robert Wood Johnson
Foundation (RWJF)
RWJF is a national organization that funds
initiatives to improve public health and community
well-being. The foundation supports projects
that create healthier environments for vulnerable
populations, including older adults. Palm Desert
could apply for funding to enhance pedestrian
infrastructure, reduce physical barriers, and ensure
safer and more accessible routes for older adults
to essential services.

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Appendices
400
401

00. Complete
Plan, Policy,
and Program
Review
A.
402
Complete Plan, Policy, and Program Review
The following provides a summary of local and regional planning documents that directly or indirectly address active transportation and public right of way planning and design in Palm Desert and Riverside County. While most of the plans focus on higher-level visions and goals at a county or regional scale, the Palm Desert General Plan (2016) contains the most policies, plans, and programs relevant to the Palm Desert Vision Zero Strategy.

The General Plan includes several proposed bicycle and pedestrian facilities, typically shared sidewalks, which are described in the Existing Conditions Memo. The General Plan also serves as the basis for Palm Desert’s Walk and Roll Program, an implementation guide for the General Plan that is focused on creating a more complete network of active transportation infrastructure.

Table 1. Plans Reviewed by Jurisdiction
Plan Name Summary Municipality Year Adopted
Connect SoCal 2024 The long-term plan for Southern
California that details the necessary
investments in transportation and
development until 2050. The plan
does not make any specific
recommendations, but rather
focuses on long term goals and
systemic changes to address mobility
issues throughout the region.

SCAG 2024
Transforming Haystack Road:

Traffic Calming and Safety Study
A study on a 1.3 mile segment of
Haystack Road to improve road user
safety. This project is currently
implementing active transportation
improvements outlined for this
segment in the General Plan and
Local Roadway Safety Plan.

Palm Desert 2024
Walk and Roll Program The implementation plan for the
ideas laid out in the Palm Desert
General Plan to create a more
complete network of active
transportation infrastructure. The
plan is broken into three phases.

Plan implementation is currently
underway.

Palm Desert 2024
District 8 Active Transportation
Plan
A plan that identifies the pedestrian
and bicycle needs across the State
Highway System. This plan puts forth
regional improvements in the
Coachella Valley, but nothing specific
to Palm Desert.

CalTrans 2022
Local Roadway Safety Plan The City of Palm Desert’s plan to identify key areas using crash data to
inform and evaluate the safety of
the City’s transportation network.

The plan puts forth a toolbox of
safety measures that should be
implemented throughout the City.

Palm Desert 2021
403
Plan Name Summary Municipality Year Adopted
Riverside County Transportation
Commission Long Range
Transportation Study
A Long Range Transportation Plan to
address transportation in Riverside
County and allocate Measure A tax
dollars. The plan proposes funding to
rail improvements, a county wide
Safe Route to School program, and
infrastructure changes to support
active transportation.

Riverside County 2019
CV Link Master Plan The envisioned 40-mile, valley wide pathway for pedestrians, cyclists,
and low speed electric vehicles
through the Coachella Valley. There
are almost 5 miles of segments
through Palm Desert.

CVAG 2016
Palm Desert General Plan This plan builds upon the vision of the Envision Palm Desert Strategic
Plan to create guiding development
principles for the City of Palm
Desert. The General Plan proposes
specific active transportation
infrastructure projects within Palm
Desert that are being implemented
through the Walk and Roll Program.

Palm Desert 2016
Envision Palm Desert Strategic
Plan
A collaborative plan between the
City and residents to create a
community vision and action steps.

It resulted in nine Strategic Results
Areas to address within the City. The
plan defines guiding principles and
priorities for more specific
development items in subsequent
plans.

Palm Desert 2014
Coachella Valley Association of
Governments Active
Transportation Plan
The Active Transportation Plan
updates the Non-Motorized
Transportation Plan for regional
bikeways through Coachella Valley.

This plan proposes large regional
bikeway routes along state
highways, connecting to the CV Link,
and the stormwater channels.

CVAG 2010
Coachella Valley Association of
Governments Transportation
Project Prioritization Study
This study prioritizes funding for
transportation improvements
including bicyclist and pedestrian
facilities using roadway surface
conditions, level of service, crash
rates and other criteria that advance
regional goals
CVAG 2010
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Palm Desert General Plan
The Palm Desert General Plan Update utilizes the nine vision statements set forth in the Envision Palm Desert – Forward Together Strategic Plan to create a foundational plan to create a human-oriented and human-scaled town. The General Plan Update focuses on five guiding principles: 1. Human scale design, 2. Creating lively centers, 3. Streets for all, 4. Accessibility and connectivity, and 5. Quality open space. The Plan focuses on three key areas in the city, creating a vibrant city center and downtown, the university area, and the Cook Street Corridor.

The Mobility Element lays out the policies to guide the development of the City’s transportation facilities. The Plan also lays out a proposed bicycle network for the City. These bike facilities capitalize on new community facilities, supportive land use patterns, pedestrian routes, and transit stations. The Plan also puts forth policies to provide bike parking, education, and safety measures to improve bicycling in Palm Desert.

The Mobility Element also addresses Pedestrian Facilities to provide a safe and convenient circulation system for pedestrians including sidewalks, crosswalks, places to sit and gather, lighting, buffers, shading and amenities for all ages. The policies also stipulate that pedestrian improvements should be prioritized, especially in school areas where school access is prioritized over vehicular movements. The General Plan’s Transportation Element is a high-level plan with some street specific recommendations and is being implemented through the City’s Walk and Roll Program.

Plan Link: palmdesert.gov/home/showpublisheddocument/34535/638373010609730000 SAFE ROUTES FOR OLDER ADULTS 103 VISION ZERO STRATEGY
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Figure 1. Palm Desert General Plan: Proposed Bicycle and Pedestrian Facilities SAFE ROUTES FOR OLDER ADULTS 104 PALM DESERT
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Envision Palm Desert Strategic Plan
The 2013-2023 Strategic Plan was a collaborative effort between the City and Palm Desert citizens to develop a community vision and plan action steps to achieve it. The Plan developed a vision that recognizes the critical role that Palm Desert plays in the Coachella Valley, its exceptional quality of life, commitment to sustainability and importance as a generator of jobs and economic activity. The Plan is made up of nine Strategic Results Areas, the most relevant of which are the land use, parks and recreation, and transportation.

Land Use, Housing & Open Space: The vision is a well-planned and developed city with a vibrant city core; natural hillsides and open space; and housing, business, and community revitalization opportunities. Priorities are to enhance Palm Desert as a first-class destination for premier shopping and national, regional, and neighborhood retail businesses, to expand Palm Desert as an educational hub, to facilitate development of highquality housing for people of all income levels, and to develop creative and innovative zoning and incentives that promote education and high-quality residences that also encourages a balance between housing and jobs.

Parks & Recreation: The plan envisions parks, open spaces, and recreational opportunities as drivers of innovation and a high quality of life. Priorities are to fund park maintenance and plan for future replacement and growth, assure a continuing flow of innovative ideas through creative partnerships, and provide adequate staffing. Other priorities include encouraging resident input, promoting healthy community principles by incorporating recreational and exercise opportunities in all public spaces, planning and developing the North Sphere Regional Park, and evaluating the need for expansion of the Palm Desert Aquatic Center. Public Safety & Emergency Services: The vision is for a high quality of life for Palm Desert as a result of its comprehensive public safety services. Priorities are to continually enhance the delivery of public safety services, increase methods of crime prevention through expanded community participation, and help the community be more prepared for disasters and public safety emergencies.

Transportation: The vision is of a community with safe, convenient, and efficient transportation options for residents and visitors. Priorities are to create walkable neighborhoods in residential, retail, and open space areas to reduce the use of low occupancy vehicles; revitalize the Highway 111 corridor through land use and other improvements; and emphasize multiple modes of travel including carpooling, bus riding, cycling and walking.

The Transportation Chapter outlines priorities with strategies and action steps to improve the transportation network in Palm Desert.

Priority 1 is to create walkable neighborhoods and areas within Palm Desert. The Plan accomplishes this by recommending modifications to zoning and land use maps to encourage mixed-use developments, such as changing standards and guidelines, providing tax incentives, and fee reductions, providing height and density bonuses to developments based on services and amenities, education of the public, facilitate a business district on Highway 111, and evaluate potential transit-oriented development sites along major arterials.

Priority 2 is to revitalize the Highway 111 corridor through land use and travel corridor evolution and visual improvement. The Plan seeks to identify potential revitalization opportunities and sites along Highway 111. This will be accomplished by prioritizing mixed-use and transit-oriented developments through incentives, providing better bus service following Bus Rapid Transit standards, and explore the creation of a merchant group.

Priority 3 is to de-emphasize single and low occupancy vehicles and optimize multiple modes of travel including, bus, carpool, golf carts, bicycles, and pedestrians. The Plan seeks to reduce vehicle miles traveled, promote the CV Link path and other routes that can be used by active transportation methods, and expand rail service. This SAFE ROUTES FOR OLDER ADULTS 105 VISION ZERO STRATEGY
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will be accomplished by facilitating the development of CV Link project, explore and assist in opportunities for expanded rail service in the region, conduct a community education campaign, facilitate development planning to integrate uses and reduce trips, coordinate with stakeholders to provide transit and shuttle options to connect to major shopping, entertainment, and recreation areas within the city.

The Strategic Plan outlines goals and a vision for the City but does not necessarily provide site specific plans and designs.

Plan Link: Layout 1 (palmdesert.gov)
SCAG’s Connect SoCal 2024
Connect SoCal 2024 is a long-term plan (2050) for the Southern California region that details investment in the transportation system and development in communities to meet the needs of the region. The Plan addresses goals in mobility, communities, environment, and economy, investing $750 billion into the transportation system improving transit and bike lanes, creating 275,000 jobs and helping to achieve the GHG reduction target for Southern California. The mobility chapter outlines policies and strategies to guide transit development in Southern California with a focus on: system preservation and resilience, complete streets, transit and multimodal integration, transportation systems management, transportation demand management, technology integration, safety, and system funding. The plan is a high-level strategic plan about long term goals, funding, and systemic changes. It does not make any corridor or street specific recommendations.

Plan Link: Connect SoCal 2024 Read The Draft Plan - Southern California Association of Governments Local Road Safety Plan
The Palm Desert Local Roadway Safety Plan (LRSP) was adopted by the City in June of 2021, with the goal of providing safe, convenient, and efficient transportation options by 2033. The LRSP’s goal is to identify emphasis areas, including crash type in specific locations, and the relationships between current efforts and crash history, to inform and guide evaluation of the City’s transportation network.

The LRSP identified city-wide policy changes that should be implemented as well as identifying 10 case study locations for further study and recommendations. The Plan puts forth a toolbox of safety measures for implementation. Additionally, safety project case studies were developed for these locations:
• Segment: Monterey Avenue (Dinah Shore Drive to City Limits) • Segment: Country Club Drive (Eastwood Lane to Harris Lane) • Signalized Intersection: Monterey Avenue & Fred Waring Drive • Signalized Intersection: Monterey Avenue & Dinah Shore Drive • Signalized Intersection: Highway 111 & San Luis Rey Avenue • Signalized Intersection: Highway 111 & Plaza Way
• Signalized Intersection: Highway 111 & San Pablo Avenue • Unsignalized Intersection: Fred Waring Drive & Acacia Drive • Unsignalized Intersection: Highway 74 & Bursera Way
• Unsignalized Intersection: Highway 111 & Larkspur Lane Plan Link: MetaViewer.php (granicus.com)
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CV LINK Master Plan
CV Link is envisioned as a 40-mile, valley-wide pathway that is accessible to bicyclists, pedestrians and low-speed electric vehicles through the Coachella Valley. There are 3 open segments currently open: northern Palm Springs to Cathedral City, eastern Palm Desert to Indian Wells border, and from eastern Indio to Thermal through Coachella. The Rancho Mirage and Indian Wells segments were not accepted in the final plan. The CV Link provides an important regional backbone for active transportation modes throughout the Coachella Valley. New active transportation infrastructure should consider this alignment and create connections to the new pathway whenever possible.

Plan Link: CV Link Master Plan (coachellavalleylink.com) Walk and Roll Program
The Walk and Roll Project aims to take the ideas outlined in the General Plan to create a more complete and well-connected network for people to walk and bike. The project is broken down into three phases.

Phase One is to implement sharrows throughout the city. This work is currently under contract, and a Construction Timeline should be outlined shortly.

Phase Two is to install Class 2 buffered and unbuffered bike lanes throughout the city. The roads identified include Portola Avenue, Gerald Ford Drive, Cook Street, Country Club Drive, El Dorado Drive, Frank Sinatra Drive, Oasis Club Drive, and CA-111. Currently, City staff are in the process of releasing a Design-Build Request for Proposal (RFP) to complete the design and construction documents for the implementation of these bike lanes.

Phase Three is to implement pedestrian infrastructure, including sidewalk widening, new sidewalks, ADA ramps, and crosswalks. The consultant has created conceptual designs that include alternative options for some street segments. These concepts were discussed at a public community meeting on February 29, 2024.

As part of the Walk and Roll Program, a Pedestrian and Bike Gap Analysis study was conducted to create a list of prioritized projects. Bicycle gaps were identified using level of traffic stress analysis and collision analysis. The following streets were identified as seven prioritized gaps: Highway 111, Monterey Avenue, Fred Waring Drive in both directions, Cook Street, Washington Street, and Dinah Shore Drive. Types of potential bicycle-oriented projects include stripe and widen bicycle lanes, adding bike lane buffers, remove free right turns, continue bike lanes to the intersection and modify at free right turns, and construct or modify medians. Pedestrian facility gaps were identified at Parkview Drive, San Gorgonio Way, and Monterey Avenue. Types of pedestrian oriented projects to improve these gaps include replacing and widening the sidewalk, separate bicycle and pedestrian facilities on the sidewalk, construction of curb ramps, and remove or signalize free right turns.

Project Link: Let's Discuss: Active Transportation | City of Palm Desert (engagepalmdesert.com) CalTrans District 8 ATP
The CalTrans District 8 Active Transportation Plan, adopted in 2022, identifies pedestrian and bicycle needs on and across the State Highway System (SHS) and prioritizes highway segments and crossings to inform future investments. The Plan’s main outputs are lists and maps of location-based needs, prioritized highway segments, and prioritized highway crossings. Caltrans evaluated data about the SHS from its own inventories, from local and regional plans, and from extensive public input to determine where gaps and barriers in walking and SAFE ROUTES FOR OLDER ADULTS 107 VISION ZERO STRATEGY
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bicycling infrastructure are present. Locations were identified as having needs if they met one or more of the following criteria:
• Main Street sidewalk gaps
• Sidewalks in fair or poor condition
• Sidewalks along higher-speed highways
• Stressful pedestrian or bicycle crossings (accounting for the absence of median islands and marked crossings, posted speed limits, and other factors)
• Stressful bicycle segments (due to factors such as high speeds, high traffic volumes, and narrow or absent bikeways)
• Infrequent opportunities to cross under or over freeways • Freeway interchanges requiring upgrades of various kinds to be more comfortable for people walking or bicycling.

This map displays where location-based needs exist in District 8 for people walking or bicycling along the highway (shown as lines) or across the highway (shown as dots). Dots also include freeway crossing needs.

This Active Transportation Plan has regional significance in creating safe bike and pedestrian infrastructure, however, does not propose any specific projects in Palm Desert.

Story Map link: Caltrans District 8 Active Transportation Plan (arcgis.com) Plan Link: Caltrans Active Transportation Plan 2022 District 8 Riverside County Transportation Commission Long Range Transportation Study (2019) The Transportation Commission has created a Long Range Transportation Study with four core goals and objectives to address transportation in Riverside County: Quality of Life, Operational Excellence, Connecting the Economy, and Responsible Partnerships. The RCTC created this plan to help allocate Measure A tax dollars and funds from the state and federal transportation agencies within Riverside County.

Within in the Study there are a few relevant projects to Palm Desert.

1. The Coachella Valley – San Gorgonio Pass Rail Corridor Service Project to provide additional Amtrak rail service between Los Angeles and the desert cities in the Coachella Valley, extending 141 miles from Indio to Los Angeles Union Station.

2. Development of a formal Safe Routes to School Program

3. Influence the built environment to support multimodal transportation Other than regional rail projects, there are no specific active transportation projects identified in the LRTS, instead it creates a framework and prioritization list to support efforts undertaken by individual cities.

Plan Link: https://www.rctc.org/wp-content/uploads/2019/12/RCTC-Draft-LRTS-120119-GV22.pdf SAFE ROUTES FOR OLDER ADULTS 108 PALM DESERT
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Transforming Haystack Road: Traffic Calming and Safety Study This study is focused on a 1.3-mile-long segment of Haystack Road in Palm Desert between Highway 74 and Portola Avenue. The road currently has one travel lane in each direction and a two-way left turn lane between Hwy 74 and Heliotrope Drive. There are bike lanes and parking lanes on a portion of the corridor. The segments ADT is approximately 4700 vehicles per day. As of October 2023, City staff hosted a fourth virtual community gathering that focused on a variety of traffic management initiatives in the South Palm Desert area, with a special emphasis on the Haystack Road vicinity.

During this virtual meeting, the City presented vital information about forthcoming projects aimed at enhancing traffic management, ensuring residents' safety, and increasing convenience. The input and feedback from South Palm Desert residents were pivotal in shaping the success of these initiatives.

Coachella Valley Association of Governments Active Transportation Plan The Coachella Valley Association of Governments (CVAG) recognizes the value of providing opportunities for local residents and visitors to bicycle for transportation and recreation and to have attractive opportunities to walk to transit stops, as well as to encourage people to use neighborhood electric vehicles (NEVs). Such opportunities help reduce auto trips, improve the environment, promote healthy lifestyles, and create livable communities. As this Active Transportation Plan (Plan or ATP) is implemented, it will transform the Coachella and Palo Verde Valleys into places where more people use a bicycle to get to work, to school, or to the store.

The ATP will bring more recreational opportunities to valley residents.

This Active Transportation Plan updates the Non-Motorized Transportation Plan for bikeways that was completed in 2001 and updated in 2010. It revises the regional bikeway plan as well as bicycle plans for each jurisdiction. The bicycle plans will keep each city and the County of Riverside eligible for various bikeway funds.

Palm Springs, Cathedral City, and Palm Desert will also improve their chances of receiving funds for pedestrian improvements around the five major SunLine Transit transfer points in this plan. In Palm Desert, the transfer point is located at Town Center Way and Hahn Road.

For Palm Desert, this plan puts forth some regional bikeway routes along the Highway, most notably the CV Link and its future connections, and along the Palm Valley Stormwater Channel.

Coachella Valley Association of Governments Transportation Project Prioritization Study
This study creates an unbiased, methodological way to provide CVAG direction in determining funding for regional arterials by prioritizing the eligible study segments. The criteria used to create a scoring methodology include roadway surface conditions, system continuity, level of service, and accident rate. The highest scoring projects in Palm Desert include:
• Monterey Avenue between Highway 111 and Country Club Road • Portola Avenue between Highway 111 and Magnesia Falls Drive and north of Country Club Drive • Cook Street between Fred Waring Drive and Frank Sinatra Drive • Country Club Drive between Portola Ave and Cook Street and Washington Street and Oasis Club Road SAFE ROUTES FOR OLDER ADULTS 109 VISION ZERO STRATEGY
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Section
Name Goes
Here

00. Complete
Existing
Conditions
Report
B.
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Complete Palm Desert Safe Routes for Older Adults Existing Conditions Report
Introduction
The Palm Desert Safe Routes for Older Adults (SFOA) Plan seeks to identify barriers to safe walking and bicycling on routes frequented by Palm Desert’s older adult residents and to develop solutions in consultation with the community, public sector partners, and city leadership. The Plan will reflect the unique challenges and opportunities in Palm Desert and address active transportation network gaps that negatively impact access to neighborhood parks, hospitals, retail centers, and other destinations.

The purpose of this Existing Conditions Memo is to identify existing demographics, infrastructure, and commute trends as well as review existing City and regional plans related to active transportation in Palm Desert. Using this existing data, analyses were completed to find gaps in the existing active transportation network. This information identifies opportunities for active transportation improvements to enhance the safety and comfort of people walking, biking, and rolling. The findings from this memo will be included in separate existing conditions chapters in the draft Safe Routes for Older Adults Plan and will directly inform infrastructure and programmatic recommendations.
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Safe Routes for Older Adults
For the purpose of this Safe Routes for Older Adults plan, the term "older adults" is used to describe individuals aged 55 and above. This terminology has been selected to be as inclusive as possible, recognizing the diverse spectrum of needs and abilities that people experience as they age. While traditional terms like "seniors" often apply to those in older age brackets, not all individuals aged 55+ identify as a senior. Therefore, "older adults" is used to encompass all people 55+, ensuring that our analysis and recommendations address the broad range of mobility and accessibility needs of this population.

Background
In 2022, Palm Desert had an estimated permanent population of 51,2901, with 53% women and 47% men. The city also had an estimated seasonal resident population of 32,0002 . Palm Desert has a significantly older
population (median age of 55) than Riverside County (median age of 37) and California (median age of 38). The older adult population aged 55+ (50%) is approximately double that of Riverside County (26%) and the state of California (27%). Figure 1 provides a breakdown of Palm Desert populations by age and sex.

Most older adult residents in Palm Desert identify as white (86%, including Hispanic or Latino white). Older adult residents who identify as Asian make up 3% of Palm Desert’s population, and Black/African American older adult residents account for 2%. Older adult residents of Hispanic/Latino descent of any race account for 9%3 .

Complete racial composition data for the city is presented in Figure 2.

Figure 1. Age and Sex
1 American Community Survey, 5-year estimates (2018–2022). 2 City of Palm Desert. 3 American Community Survey, 5-year estimates (2018–2022).

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Figure 2. Racial Composition for Older Adults Age 55+
The Palm Desert Housing Authority manages seven affordable housing properties offering 381 housing units for older adults: Carlos Ortega Villas, Catalina Gardens, La Rocca Villas, The Pueblos, Las Serenas Apartments, Sagecrest Senior Apartments, and Candlewood Apartments. Figure 3 displays these as “Older Adult Housing Properties”. Three developer subsidized senior housing properties also offers housing for older adults: Villas of the Green Senior Apartments, Atria - Assisted Living, and Catalina Way Senior Apartments. There are numerous other senior housing communities in Palm Desert including nine nursing homes and other privately operated facilities. Overall residential concentrations of residents aged 55+ in Palm Desert are shown in Figure 3. Palm Desert older adult residents primarily live in the northern part of the city, particularly to the north of the Whitewater River. Downtown Palm Desert also has a high concentration of older adult residents, specifically between the south of Highway 111 and the north of Grapevine Street.

In consultation with City staff, the project team identified three older adult priority areas that are expected to have higher older adult foot and bike traffic to help narrow down analyses and future recommendations. These include the Joslyn Center, the area around Town Center Way/Fred Waring Drive, and the area west of Washington Street/Avenue of the State. The Joslyn Center is one of the largest older adult community centers in Southern California, while the other two priority areas are commercial hubs that are also near older adult affordable housing communities. Figure 3 displays the Joslyn Center as an “Older Adult Priority Point”.

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Figure 3. Residential Concentrations (Ages 55+)
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Plans, Policies, and Programs Review
This project builds on numerous local and regional plans, policies, and standards that impact active transportation in Palm Desert. These planning documents and studies were reviewed to gain a better understanding of existing conditions in the City, as well as proposed and planned facilities for biking and walking.

The plans and studies reviewed, and a summary of their contents, are listed in Table 1.

SCAG 2024
Transforming Haystack Road:

Plan implementation is currently
underway.

CalTrans 2022
Local Roadway Safety Plan The City of Palm Desert’s plan to identify key areas using crash data to
inform and evaluate the safety of
the City’s transportation network.

The plan puts forth a toolbox of
safety measures that should be
implemented throughout the City.

Palm Desert 2021
Riverside County Transportation
Commission Long Range
Transportation Study
A Long Range Transportation Plan to
address transportation in Riverside
County and allocate Measure A tax
dollars. The plan proposes funding to
Riverside County 2019
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Plan Name Summary Municipality Year Adopted
rail improvements, a county wide
Safe Route to School program, and
infrastructure changes to support
active transportation.

CV Link Master Plan The envisioned 40-mile, valley wide pathway for pedestrians, cyclists,
and low speed electric vehicles
through the Coachella Valley. There
are almost 5 miles of segments
through Palm Desert.

Palm Desert 2016
Envision Palm Desert Strategic
Plan
A collaborative plan between the
City and residents to create a
community vision and action steps.

It resulted in nine Strategic Results
Areas to address within the City. The
plan defines guiding principles and
priorities for more specific
development items in subsequent
plans.

This plan proposes large regional
bikeway routes along state
highways, connecting to the CV Link,
and the stormwater channels.

Joslyn Center is situated within low-density residential areas, with downtown districts to its south and west and higher-density residential areas to its north along Fred Waring Drive. The older adult priority area near Town Center Way/Fred Waring Drive mainly consists of planned commercial and planned residential. Public institutions, such as churches and libraries, as well as open spaces, are commonly found near housing properties and priority areas for older adults across the city. These destinations are popular travel spots for older adults, so their proximity to residential areas for older adults provides opportunities for them to walk or bike to these destinations.

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Figure 4. Citywide Land Use
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Pedestrian and Bicycle Facilities
The sidewalk network throughout Palm Desert is well connected, especially on major arterials and collector streets. However, many of the neighborhood streets lack sidewalks and pedestrian infrastructure. Wider sidewalks, traffic calming, leading pedestrian intervals, flashing pedestrian beacons, and other improvements would help improve walking conditions for older adults, particularly in areas with higher foot traffic, such as near El Paseo and San Pablo Avenue. The Joslyn Center, a major destination for older adults in Palm Desert, has sidewalks in the surrounding area but no marked crosswalks at intersections. Additionally, the curb ramps in the area are not all ADA accessible. The following table shows the total mileage of each bikeway class in Palm Desert.

Table 2. Total Mileage by Bikeway Class
Bikeway Class Mileage Total
Class I 0.5
Class II 48.61
Class IIB 0.52
Class III 17.55
Class IV 4.96
Total 72.14
Bicycle facility types are broken down by class types that range from I to IV. Classes are typically color coded by level of traffic stress (LTS) with LTS 1 being most comfortable and LTS4 being least comfortable for cyclists who are the average rider or children, not those who are comfortable riding near or in traffic. Class I and Class IV are LTS 1 and the least stressful types while Class II is LTS 3 and is more stressful. Class IIB is LTS 2 while Class III, and IIIB can range between LTS 1 and 4 depending on traffic speed, and other traffic calming elements that may or may not be present.

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Figure 5. Traffic Stress Levels and Corresponding Bicycle Facility Types.

The existing and proposed bike facilities are listed in Table 3, and the existing bikeways and gaps are mapped in Figure 7. Existing bikeways in Palm Desert primarily consist of Class II and Class IIB facilities on the major arterials, despite high posted speed limits and multiple lanes of traffic, along with Class III facilities on lower volume roads. However, many of the bike facilities are not wide enough to accommodate NEV’s without a conflict between cyclists and NEV users. There is a high-quality Class IV facility on San Pablo Avenue between Magnesia Falls Drive and Fred Waring Drive before converting to a Class IIB between Fred Waring Drive and Highway 111. Regionally, the CV Link bicycle trail provides Class IV connections through the Coachella Valley.

Future segments will provide connections through College of the Desert and from Cook Street to Hovley Lane.

The CV Link provides an important east-west connection through Palm Desert, north of downtown, passing through both commercial centers and residential areas. There is an existing Class I facility between Magnesia Falls Drive and Cook Street that is being integrated into the CV Link network. End-of-trip bike facilities in Palm Desert are mostly concentrated along El Paseo, San Pablo Avenue, and Highway 111, as many of the local commercial destinations are located along these corridors. The current bike network is lacking in physical protection to protect older adult riders from traffic and in high quality, protected bike intersections at crossing points.

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Figure 6. Bike rack and Class IIB Buffered Bike Lanes on San Pablo Avenue Current gaps in the bicycle network consist of a north south connection on Monterey Avenue between Magnesia Falls Drive and Country Club Drive as well as an east west facility continuation on Hovley Lane between Cook Street and Portola Avenue. Closing the gap in facilities on Portola Avenue between the CV Link and Shadow Mountain Drive would provide increased connectivity through downtown Palm Desert. As seen in the crash analysis, many of the collisions occurred along the major arterials, including Highway 111, Fred Waring Drive, Cook Street and Country Club Drive.4
4 The data provided was filtered and removed the private roads due to the parking lots, country club roads, and gated residential neighborhoods.

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Table 3. Existing and Previously Proposed Bikeways by Class in Palm Desert Class Street Start Street End Street Status
Class I CV Link (off-street) Deep Canyon Road Cook Street Existing Class II Country Club Drive Monterey Avenue Washington Street Existing Class II Hovley Lane Monterey Avenue Portola Avenue Existing Class II Gerald Ford Drive Monterey Avenue Frank Sinatra Drive Existing Class II Frank Sinatra Drive Monterey Avenue 42nd Avenue Existing Class II Portola Avenue Dinah Shore Drive Magnesia Falls Drive Existing Class II Monterey Avenue Gerald Ford Drive Country Club Drive Existing Class II Dick Kelly Drive Monterey Avenue Dinah Shore Drive Existing Class II Dinah Shore Drive City Limit College Drive Existing Class II Cook Street I-10 Fred Waring Drive Existing
Class II Eldorado Drive Frank Sinatra Drive 42nd Avenue Existing Class II 42nd Avenue Cook Street Washington Street Existing Class II College Drive Portola Avenue Frank Sinatra Drive Existing Class II University Park College Drive Cook Street Existing Class II A Street Monterey Avenue Gateway Drive Existing Class II Gateway Drive Dinah Shore Drive Gerald Ford Drive Existing Class II Dolce Avenue/Cortesia Way Gateway Drive Dick Kelly Drive Existing Class II Highway 74 El Paseo S City Limit Existing
Class II Highway 111 W City Limit E City Limit Existing Class II Painters Path Edgehill Drive El Paseo Existing Class IIB San Pablo Avenue Highway 111 San Gorgonio Way Existing Class II Fred Waring Drive San Pascual Avenue Deep Canyon Road Existing Class II Fred Waring Drive Monterey Avenue San Pablo Avenue Existing Class II Deep Canyon Road Magnesia Falls Drive Highway 111 Existing Class II Portola Avenue Mesa View Drive Shadow Mountain Drive Existing Class II Mesa View Drive Highway 74 Portola Avenue Existing Class III California Drive Fred Waring Drive Warner Trail Existing Class III Warner Trail Fred Waring Drive 42nd Avenue Existing Class III Florida Avenue California Drive Fred Waring Drive Existing Class III Idaho Street 42nd Avenue Michigan Drive Existing Class III Avenue of the States Washington Street California Drive Existing Class III El Paseo Fred Waring Drive De Anza Way Existing Class III San Gorgonio Way Monterey Avenue Highway 111 Existing Class III San Luis Rey Avenue Ironwoods Street De Anza Way Existing Class III Fairway Drive Portola Avenue E City Limit Existing Class III Deep Canyon Road Abronia Trail Old Prospector Trail Existing Class III Grapevine Street Highway 74 E City Limit Existing Class III Shadow Mountain Drive Highway 74 Portola Avenue Existing Class III Ocotillo Drive Grapevine Street El Paseo Existing Class III Joshua Tree Street Grapevine Street San Luis Rey Avenue Existing Class III San Pablo Avenue Shadow Mountain Street Highway 111 Existing Class III Edgehill Drive Painters Path Tierra del Oro Existing Class III Calle De Los Campesinos Along River Along River Existing SAFE ROUTES FOR OLDER ADULTS 122 PALM DESERT
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Class Street Start Street End Street Status
Class IV CV Link (Painters Path/Magnesia
Falls Drive)
Bump and Grind Trailhead Deep Canyon Road Existing
Class IV San Pablo Avenue Fred Waring Drive Magnesia Falls Drive Existing Class II Monterey Avenue Gerald Ford Drive Country Club Drive Proposed in General Plan
Class II Fred Waring Drive Washington Street California Avenue Proposed in General Plan
Class II Fred Waring Drive Cook Street City Limit near Kelsey Circle Proposed in General Plan
Class II De Anza Way Monterey Avenue Alessandro Drive Proposed in General Plan
Class II Shadow Mountain Frontage Road Portola Avenue Proposed in General Plan
The City also has an existing sidewalk network throughout the city, as observed by the planning team during walk audits and site visits. However, due to the lack of reliable data on the current condition and extent of the citywide sidewalk network, a full analysis on existing conditions and gaps is not currently possible. The City does have a network of proposed shared sidewalk paths in the General Plan that are listed in the following table.

These sidewalks are meant to accommodate both pedestrians and cyclists and are typically located along highspeed arterials.

Table 4. Proposed Shared Sidewalks in Palm Desert
Class Street Start Street End Street Status
Shared
Sidewalk
Washington St Hovley Lane Woodhaven
Country Club
Proposed in
General Plan
Shared
Sidewalk
Hovley Lane Cook St Portola Ave Proposed in
General Plan
Shared
Sidewalk
Fred Waring Cook Deep Canyon Proposed in
General Plan
Shared
Sidewalk
Fred Waring San Pascual San Pablo Proposed in
General Plan
Shared
Sidewalk
Fred Waring Monterey Highway 111 Proposed in
General Plan
Shared
Sidewalk
Portola Shadow Mountain Magnesia Falls
Drive
Proposed in
General Plan
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Figure 7. Bikeways and Gaps
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Each older adult priority area features existing bikeways. However, most of these facilities are Class II bike lanes, which do not provide physical protection and may not feel safe or comfortable for most older adults. An expanded network of protected and off-street bikeways would create a safer and more comfortable experience for all bicyclists and especially those who lack experience or confidence. Bicycle lanes and off-street facilities in Palm Desert can continue to accommodate NEVs and golf carts by creating wider or separate lanes for these vehicles. The CV Link currently allows NEVs on the pathway and is designed to have enough space to mitigate conflicts between pedestrians, cyclists, and NEVs.

Near The Joslyn Center there are Class IIB buffered bike lanes along San Pablo Avenue and Class II bike lanes on Fred Waring Drive, which terminate at San Pascual Avenue coming from the east (Figure 8). Moreover, there is an existing Class III bike route along Town Center Way, as shown in Figure 9. However, this five-lane arterial is a street that may require more separation for safe bicycling due to its posted speed limits and traffic volumes.

Further, there are existing Class II bike lanes on Hovley Lane and Class III bike routes along California Drive and Michigan Drive, providing bicycle access to Joe Mann Park (Figure 10). The existing network in Palm Desert provides connectivity to the commercial downtown center of El Paseo, the Civic Center and Civic Center Park, and multiple country clubs along Country Club Road.

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Figure 8. Bicycle and Pedestrian Gaps near Joslyn Center SAFE ROUTES FOR OLDER ADULTS 126 PALM DESERT
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Figure 9. Bicycle and Pedestrian Gaps near Fred Waring Drive and Town Center Way SAFE ROUTES FOR OLDER ADULTS 127 VISION ZERO STRATEGY
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Figure 10. Bicycle and Pedestrian Gaps near Washington Street and Avenue of the States SAFE ROUTES FOR OLDER ADULTS 128 PALM DESERT
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Transit Facilities
Palm Desert is served by SunLine Transit Agency and has two major fixed-route bus (SunBus) corridors: Cook Street running north to south, and Fred Waring Drive running from east to west (Figure 11). There is additional SunBus service on Monterey Avenue as far north as Country Club Drive, and along Highway 111 from Monterey Avenue to the eastern city limits. Many older adult destinations in the city, such as the Joslyn Center and older adult living centers, are near transit stations, especially in southern Palm Desert near the downtown center. Bus routes 5, 6, and 7 service the three identified older adult priority areas. Routes 5 and 6 also intersect with Route 1, which provides service to the commercial center of El Paseo. Route 7 provides a north south connection terminating at Country Club Drive, providing access to numerous country clubs along that corridor.

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Figure 11. Transit Facilities (Citywide), with Older Adult Destinations Overlayed SAFE ROUTES FOR OLDER ADULTS 130 PALM DESERT
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Travel Patterns
According to the data from Replica Places (Figure 12), on a typical Thursday, most older adults travel on foot or by bike along Country Club Drive, Palm Green Parkway, Monterey Avenue, Portola Drive, and Oasis Club Drive, which serves as primary roads linking multiple country clubs. Additionally, older adult walking and biking activity is notable in downtown zones, particularly around the blocks of four affordable senior housing properties.

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Figure 12. Travel Patterns for Walking or Biking Trips by Older Adults 55+ (A Typical Thursday in 2023) SAFE ROUTES FOR OLDER ADULTS 132 PALM DESERT
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Vehicle Volumes and Speeds
Many of the older adult facilities in Palm Desert are located along large, high-speed arterials such as Hovley Lane, Portola Avenue, and Monterey Avenue. As shown in Figure 13, Hovley Lane has an annual average daily traffic (AADT) of approximately 8,000 between Portola Avenue and Oasis Club Drive. Country Club Drive has an AADT of approximately 10,000-15,000 along the entire corridor. Monterey Avenue has a low AADT of approximately 12,000 to 15,000 near older adult facilities making it a candidate for a lane reduction and road diet. Fred Waring Drive, which connects two of the identified older adult priority areas, has an AADT of 10,000 to 15,000 vehicles per day and a posted speed limit of 45 miles per hour. Washington Street, which is on the eastern border of Palm Desert, bypasses another older adult priority area. This street has a posted speed limit of 50 miles per hour and an AADT of above 20,000 vehicles per day.5 5 The traffic count data was filtered by removing “service” and “unclassified” roads, as well as removing 37 entries that had ‘0’ values.

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Figure 13. Annual Average Daily Traffic Volumes
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Traffic Counts
Vehicular, bicycle, and pedestrian traffic counts were collected in May 2024 on Thursday (May 16) and Saturday (May 18) for one study location in or near the three older adult priority areas. Study locations were chosen based upon review of collision history, key destinations for older adults, and observations from walk audits.

Consideration was also given to intersections that, after improvements, could serve as models for pedestrian and bicycle enhancements throughout the city.

Traffic counts were collected over a 14-hour period, broken into four traffic count blocks: AM, Midday, Early Evening, and PM. The PM traffic count block consisted of two hours of observation while all other blocks consisted of four. This two-hour PM period was included to capture trips made by older adults that may wait for cooler temperatures to travel. Similarly, early morning count periods were included to account for more temperate active travel conditions.

The count information will be used to assess demand that can inform areas for improvement and prioritize potential projects.

Table 5. Traffic Count Study Locations by Older Adult Priority Areas Older Adult Priority
Area
# Study Locations Count Time (AM) Count Time
(Midday)
Count Time (Early
Evening)
Count Time (PM)
Joselyn Center 1 Catalina Way/San
Pascual Avenue
6:00 -10:00 AM 10:00 AM – 2:00
PM
2:00 – 6:00 PM 6:00 – 8:00 PM
Washington Street &
Avenue of the States
2 Washington
Street/Avenue of
the States
6:00 -10:00 AM 10:00 AM – 2:00
PM
2:00 – 6:00 PM 6:00 – 8:00 PM
Fred Waring Drive &
Town Center Way
3 Fred Waring
Drive/Town
Center Drive
6:00 -10:00 AM 10:00 AM – 2:00
PM
2:00 – 6:00 PM 6:00 – 8:00 PM
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Figure 14. Traffic Count Locations, with Older Adult Destinations Overlayed SAFE ROUTES FOR OLDER ADULTS 136 PALM DESERT
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Traffic Counts Summary
For all periods, pedestrian traffic was highest at Fred Waring Drive and Town Center Drive on Thursday (Fred Waring Drive & Town Center Way Priority Area, Count ID #5) with 168 total pedestrian crossings. Bicycle traffic was highest at Washington Street and Avenue of the States (Washington Street & Avenue of the States Priority Area, Count ID #3) on Thursday during the AM, Early Evening, and PM blocks with 46 total bicycle crossings. For the Midday block, bicycle traffic was highest at Fred Waring Drive and Town Center Drive (Fred Waring Drive & Town Center Way Priority Area, Count ID #6) with 13 total bike crossings. For all block periods, vehicular traffic was highest on Thursday at Washington Street and Avenue of the States (Washington Street & Avenue of the States Priority Area, Count ID #3) with 39,122 total vehicles.

Table 6. Older Adult Priority Areas Intersection Counts, Pedestrians and Bicycles Count
ID
Street 1 Street 2 Day Pedestrians Bicycles
AM MD6 EE7 PM Total AM MD EE PM Total
1 Catalina Way San Pascual
Avenue
Thursday 20 5 8 8 41 1 3 7 1 12
2 Catalina Way San Pascual
Avenue
Saturday 26 6 13 10 55 6 2 13 5 26
3 Washington
Street
Avenue of
the States
Thursday 15 19 16 23 73 22 6 14 10 52
4 Washington
Street
Avenue of
the States
Saturday 37 14 36 5 92 9 6 6 7 28
5 Fred Waring
Drive
Town Center
Drive
Thursday 42 51 47 28 168 13 7 6 3 29
6 Fred Waring
Drive
Town Center
Drive
Saturday 38 42 34 13 127 12 13 11 0 36
Table 7. Older Adult Priority Areas Intersection Counts, Vehicles Count
ID
Street 1 Street 2 Day Vehicles
AM MD EE PM Total
1 Catalina Way San Pascual
Avenue
Thursday 351 487 539 148 1,525
2 Catalina Way San Pascual
Avenue
Saturday 221 339 318 143 1,021
3 Washington
Street
Avenue of
the States
Thursday 9,830 11,606 13,467 4,219 39,122
4 Washington
Street
Avenue of
the States
Saturday 5,918 10,208 9,116 3,388 28,630
5 Fred Waring
Drive
Town Center
Drive
Thursday 3,918 7,058 7,715 2,591 21,282
6 Fred Waring
Drive
Town Center
Drive
Saturday 2,766 6,931 6,656 2,619 18,972
6 “MD” refers to midday traffic count block.
7 “EE” refers to early evening traffic count block.

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Collision Analysis
The analysis of bicycle, pedestrian, and vehicular collisions in Palm Desert uses data from the Statewide Integrated Traffic Records System (SWITRS) for the period January 2013 to December 2022. The collision data was downloaded from Transportation Injury Mapping System (TIMS) and was mapped and analyzed using ArcGIS Pro and Microsoft Excel.

Citywide Collisions
Pedestrian and bicycle-related collisions, for all ages, represent 5.6% (105 collisions) and 6.4% (121 collisions) respectively of all collisions that occurred in Palm Desert between 2013 and 2022 (Figure 15). Two collisions involved both people walking and people biking. The number of pedestrian collisions and vehicle collisions have both increased in recent years (Figure 16), while the number of collisions for people biking has decreased.

Similarly, the number of pedestrian and vehicle-related collisions resulting in a fatality or serious injury (killed or seriously injured (KSI)) trended upward for the 10-year period, as shown in Figure 17. In recent years, there have been no bicycle-related collisions resulting in a fatality or serious injury. The reasons for this trend are unclear, but it could be related to changing travel behaviors during the pandemic years. Most pedestrian and bicyclerelated collisions occurred during peak commute hours (38 or 17% at 7AM-10AM, and 52 or 23% at 4PM-7PM ), and the majority of KSI collisions involving people biking and walking occurred during low-light conditions such as dusk, dawn, or dark (20 collisions or 56%).

Table 8 provides detailed highlights of the citywide KSI collision data.

Figure 15. Collision by Mode – All Collisions (2013-2022) SAFE ROUTES FOR OLDER ADULTS 138 PALM DESERT
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Figure 16. Collision by Year and Mode – All Collisions (2013-2022) Figure 17.Collision by Year and Mode – Killed or Severely Injury (KSI) (2013-2022) SAFE ROUTES FOR OLDER ADULTS 139 VISION ZERO STRATEGY
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Table 8. KSI Collision Data Highlights
Condition Percentage of Pedestrian and Bicyclerelated KSI Collisions Lighting
Daylight 44%
Dusk - Dawn 8%
Dark – street lights 28%
Dark – no street lights 19%
Dark – street lights not functioning 0%
Time of a Day
00:00-02:59 6%
03:00-05.59 6%

06.00-08:59 14%
09:00-11:59 6%
12:00-14:59 6%
15:00-17:59 25%
18:00-20:59 25%
21:00-23:59 8%
Unknown 0%
Figure 18 shows a map of collisions involving people biking and walking for the years between 2013-2022 (180 collisions). A high proportion of collisions occurred in the central part of the city, especially along and near Highway 111. Additionally, most collisions occurred on arterial roadways (i.e. major and minor arterials) and 36% of the collisions occurred at intersections. Excessive speed was not cited as a major factor in most collisions, though the highest number of collisions occurred when posted speed limits were 35+ miles per hour. The most common violation categories reported for collisions involving people walking and biking were:
• Pedestrian right-of-way (e.g., people walking failed to yield to the vehicle right-of-way) (20%); • Pedestrian violations (people walking crossed against a red light) (17%); • Automobile right-of-way (people driving failed to yield to the pedestrian or bicyclist right-of-way) (17%); • Traffic Signals and Signs (9%); and
• Wrong Side of Road (i.e., bicyclists riding on the wrong side of the street) (8%).

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Figure 18. Bicycle and Pedestrian Collisions (2013-2022) in Palm Desert, with Older Adult Destinations Overlayed SAFE ROUTES FOR OLDER ADULTS 141 VISION ZERO STRATEGY
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Collisions Involving Older Adults
Within the Palm Desert city limits, there were 1,564 collisions of all modes between 2013 and 2022. Among these, about 44% (690 collisions) involved older adults aged 55+ (shown in Figure 19, lighter yellow symbology purposefully chosen for lesser injury vehicle collisions to highlight non-motorized collisions), and about 11% of these older adult collisions involved an active mode (26 or 4% pedestrian-related collisions, and 44 or 7% bicycle-related collisions). Figure 20 compares the severity of collisions involving older adults aged 55+ and all ages. Results show that about 8% (118 collisions) of all mode collisions in Palm Desert resulted in a fatality or serious injury (killed or seriously injured - KSI), and about 9% (58 collisions) of collisions involving older adults resulted in a fatality or serious injury. Specifically, about 6% (4 collisions) of active mode collisions involving older adults resulted in KSI.

As shown in Figure 21, collisions involving older adults aged 55+ and collisions involving all ages in Palm Desert both occurred mostly between 1:00PM-2:59PM (22% of collisions involving older adults, 18% of collisions involving all ages), and most of the collision types are rear-end collisions and broadside collisions. Unsafe speed is the top primary collision factor for collisions both involving older adults and involving all ages people in Palm Desert (35% of collisions involving older adults, 31% of collisions involving all ages people). Other common collision factors reported and highlights of the collision data that occurred in Palm Desert are shown in Table 9.

About 37% of collisions (255 collisions) involving older adults aged 55+ occurred at an intersection. Out of these collisions, 10% (25 collisions) resulted in a fatality or serious injury, and 12% (30 collisions) involved an active mode of all severities. One intersection – Highway 111 and Park View Drive – has more than one collision with someone walking or biking. The top five intersections with the highest collisions involving older adults of all modes are shown in Table 10. Additionally, four road segments having the highest bicycle and pedestrian collisions involving older adults are listed in Table 11.

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Figure 19. Collisions involving older adults aged 55+ (2013-2022) SAFE ROUTES FOR OLDER ADULTS 143 VISION ZERO STRATEGY
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Figure 20. Collisions Involving Older Adults by Severity Level, Compared to All Ages – All Collisions (2013-2022) Figure 21. Collisions Involving Older Adults by Hours of Day, Compared to All Ages – All Collisions (2013-2022) Table 9. Palm Desert Collision Data Highlights – All Collisions Condition Percentage of Collisions Involving
Older Adults Aged 55+ in Palm Desert
Percentage of Collisions Involving Allage People in Palm Desert Lighting
Daylight 82% 76%
Dusk - Dawn 3% 3%
Dark – street lights 12% 17%
Dark – no street lights 3% 3%
Dark – street lights not functioning 0% 0%
3%
2%
6%
6%
30%
30%
62%
63%
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Older Adults Aged 55+
All Ages
Fatal Injury (Severe) Injury (Other Visible) Injury (Complaint of Pain) 0%
2%
4%
6%
8%
10%
12%
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 Older Adults Aged 55+ All Ages
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Time of a Day
00:00-02:59 1% 2%
03:00-05.59 1% 2%

06.00-08:59 10% 12%
09:00-11:59 25% 20%
12:00-14:59 31% 26%
15:00-17:59 19% 21%
18:00-20:59 9% 12%
21:00-23:59 3% 5%
Collision Types
Rear End 42% 38%
Broadside 37% 34%
Sideswipe 7% 6%
Hit Object 4% 7%
Vehicle/Pedestrian 4% 6%
Head-On 2% 3%
Overturned 0% 1%
Primary Collision Factor
Unsafe Speed 35% 31%
Traffic Signals and Signs 18% 16%
Automobile Right-of-Way 16% 15%
Improper Turning 9% 9%
Unsafe Starting or Backing 5% 5%
Unsafe Lane Change 3% 4%
Driving or Bicycling Under the
Influence of Alcohol or Drug
3% 5%
Pedestrian Right-of-Way 2% 3%
Following Too Closely 1% 2%
Pedestrian Violation 1% 2%
Wrong Side of Road 1% 1%
Weather
Clear 89% 90%
Cloudy 9% 8%
Raining 1% 1%
Other Conditions
On State Highways 3% 3%
At Intersections 37% 35%
Alcohol Involvement 5% 8%
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Table 10. Top 5 Intersections with the Highest Collisions involving Older Adults – All Collisions Intersection Number of Collisions
Highway 111 and Portola Avenue 10
Monterey Avenue and Fred Waring Drive 8
Fred Waring Drive and San Pablo Avenue 8
Highway 111 and Fred Waring Drive 7
Monterey Avenue and Dinah Shore Drive 6
Table 11. Top 4 Road Segments with the Highest Collisions Involving Older Adults – Bicycle and Pedestrian Collisions Road From End Number of Collisions
Fred Waring Drive Town Center Way Fairhaven Drive 3
Park View Drive Highway 111 Joshua Road 3
Country Club Drive Harris Lane Desert Country Circle 3
Portola Avenue Gerald Ford Drive College Drive 3
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00. C
Complete
High-Injury
Network
Analysis
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Complete Palm Desert Safe Routes for Older Adults High Injury Network Analysis
Safety Plan Review
The Existing Conditions memo summarized relevant transportation plans affecting Palm Desert. This section will summarize the plans most relevant to safety, particularly for people walking and biking, as context for the HIN.

Several plans call for citywide improvements to sidewalk and pedestrian infrastructure. The Palm Desert General Plan and Connect SoCal 2024 both call for investments in the bicycle network and improved pedestrian facilities, with an emphasis on safety. The Walk and Roll program also includes sidewalk improvements throughout the city. These investments will provide more safe options for people walking and biking in Palm Desert.

Other plans provide lists of segments and intersections to be prioritized for bicycle and pedestrian improvements. The Transforming Haystack Road: Traffic Calming and Safety Study is focused on a 1.3-mile-long segment of Haystack Road in southern Palm Desert between Highway 74 and Portola Avenue. The project plans to install new crosswalks at several intersections and upgrade signals at the intersection of Highway 74. Meanwhile, the Coachella Valley Association of Governments (CVAG) Active Transportation Plan helps to plan for the CV Link regional bike trail. The Local Road Safety Plan and the CVAG Transportation Project Prioritization Study both identified specific intersections and road segments throughout the city as safety project case studies that should be prioritized for improvement.

Several roadways or intersections from both studies are on the HIN, including areas along Portola Avenue, Monterey Avenue and Fred Waring Drive.

Where specific roadways are highlighted for improvements, Highway 111 stands out as a frequent mention. This road accounts for a significant stretch of the HIN. The Envision Palm Desert Strategic Plan envisions a revitalization of the Highway 111 corridor as well as promotion of non-single occupancy vehicles. Both of these goals provide opportunities to improve pedestrian and bicycle safety and connectivity along Highway 111 and throughout the city.

The Walk and Roll program plans to install bike lanes throughout the city, including on Highway 111 as well as Country Club Drive, another high-crash roadway. Finally, the CVAG Transportation Project Prioritization Study names two intersections along Highway 111 as high-scoring projects for regional arterial improvement funding.

Crash Data Overview
These analyses use crash data from 2013 - 2022 from the Transportation Injury Mapping System (TIMS). This dataset includes over 1,500 injury-causing crashes in the study area, of which 226 involved a person walking or biking.

To help the city focus resources on the most needed safety improvements, this analysis prioritizes crashes that resulted in someone being killed or seriously injured (KSI) but considers minor injury crashes as well. While the High Injury Network considered crashes of all modes, bicycle and pedestrian-involved crashes were given higher priority. 451
High Injury Network (HIN)
Overview and Purpose
High injury networks (HINs) illustrate that often a small number of improvable roadways can address the majority of injury-causing crashes. This approach moves beyond typical crash history and allows for a better understanding of the types of roadways in the city where users are most at risk.

Alta developed an HIN for the City. This memo explains Alta’s approach to analyzing crash data and developing the HIN. This process is also illustrated in Figure 1.

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Figure 1: HIN Process
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Data Inputs
The HIN development used two data sets:

Crashes
Ten-year crash data (2013 – 2022) of all injury-causing crashes within the region, provided by TIMS • Inclusive of all modes of travel
Prepared Roadway Network
Street centerline network for the City
• Filtered to roadways within a quarter-mile buffer city boundary. • Crashes on Interstate 10 were excluded.

Methodology
Alta prepared two HINs, one prioritizing crashes involving Vulnerable Road Users (VRUs) and one treating all modes equally. The following steps apply to both HINs.

1. Prepare Street Network:
a. Use the “unsplit lines” tool to dissolve road segments based on road name and functional class. This eliminates arbitrary splits in the spatial data so that roads can be split into even-length segments. b. Copy the centerline layer.
c. Divide centerlines into segments of 1000 feet each so that crashes can be summarized for segments of equal length.
d. Create a unique ID for each roadway segment.
e. Create a Rolling Window / Sliding Window feature class where the lines are extended over each road segment. Roadways are extended 25% in each direction. Alta uses custom splitting tools that have an overlap percentage (Wasserman, 2023). Lines overlap with their neighbors by some set percentage.

This process allows rolling window statistics to be calculated on each road segment. The benefits of rolling window analysis are that they reduce the impact that dead-end streets, network segmentation artifacts, or anomalous crashes have on the final HIN. Fundamentally, it better captures the linear corridor crash patterns where they exist (Fitzpatrick, 2018)1. This methodology is illustrated in Figure 2.
1 These patterns would take into account crashes sometimes not directly on a particular segment in other to smooth out analysis results. Examples of this type of analysis are provided by FHWA in their Guide Book on High Pedestrian Crash Locations.

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Figure 2: The Rolling Window Approach
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2. Prepare Crash Data:
a. Weight each crash based on the most serious injury sustained by any individual involved in the crash and involvement of vulnerable road users. This effectively prioritizes areas where more serious crashes are occurring to identify areas where the most serious injuries can be reduced. The following proportions are based on a balance between the ratio of the average cost to society from fatal and serious crashes, and the desire not to overweight fatalities that represent sparse events. The goal is to weight severe collisions more highly proportional to their impacts, while not misrepresenting the geography of risk more broadly.2 A different set of weights was used for the Original HIN and the Alternative HIN. The original HIN weighted crashes involving vulnerable road users (VRUs) more heavily. The Alternative HIN also included all crashes but weighted them only by severity and not by mode.

Original HIN weights:
• Fatal or serious-injury crash involving a bicyclist of pedestrian: 8 • Fatal or serious-injury crash involving motor vehicles only: 4 • Minor injury crash involving a bicyclist or pedestrian: 2 • Minor injury crash involving motor vehicles only: 1
Alternative HIN weights:
• Fatal or serious-injury crash of any mode: 4
• Minor injury crash of any mode: 1
b. Snapped all crashes within 350 feet of the street centerline network to a prepared network segment.

This distance accounts for a margin of error in crash coordinates.

3. Apply Rolling Window Analysis:
a. Spatially join the crash layer to the rolling window road network. b. Calculate the summed rolling crash weight for each rolling road segment. This summed the weight of crashes on each rolling segment and reflected total crash severity on each segment. c. Join the rolling crash weight from the rolling window layer back to the original centerline network to show rolling crash weight per road mile on each segment, using the unique ID. This normalized the crash weight for the road length. However, for the purpose of calculating crash weight per road mile, the project team counted any rolled segments of less than 0.1 miles as 0.1 miles to avoid overrepresenting crashes on small road segments, as dividing by very small numbers yields very large numbers. See Figure 4 for an explanation of the process. d. This process creates a crash severity index which when mapped is similar to a heat map. 2 There are many calculations of average cost of severe and fatal crashes. The ratio shown here is based on the FHWA’s Crash Costs for Safety Analysis (Harmon et al, 2018), tables 14 and 19. The weights shown here are roughly proportional to the log of costs to society of each type of crash compared with a baseline of property damage-only collisions. Source:
https://safety.fhwa.dot.gov/hsip/docs/fhwasa17071.pdf.

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4. Accumulate Crashes:
a. Beginning with segments with the highest crash weight per mile, use Alta’s custom-built HIN Generation tool to progressively add segments to the HIN. This tool calculates the length in miles for each segment as it is added and keeps track of the cumulative miles in the HIN and the number of crashes occurring on those segments. It stops when the designated threshold of crashes has been accumulated. The tool also generates a table that shows the number of crashes and the number of roadway miles accounted for with each HIN segment.
b. The project team charted the percent accumulated length and the percent accumulated crashes seen in
c. Figure 3 for the original HIN. The project team deemed that the slope begins to increase around the point at which 43% of crashes have been accumulated. At this point it was determined continuing to add segments to the network would have diminishing returns in terms of capturing more crashes.

This inflection point helped decide the threshold for the percentage of crashes included in the HIN.

Since the segments with the most severe crashes get selected for the HIN first, adding additional segments would have had diminishing returns. Thus, the threshold helped strike a balance between accounting for as many crashes as possible while limiting the number of segments selected for the HIN. The goal is to find the smallest share of the roadway network that accounts for the largest number of severe crashes.

Figure 3: Graph of Accumulated Crashes and Accumulated Length. Crashes selected for the HIN are Represented in Red.

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5. Final Refinement:
a. Calculated the percent of roadway miles and the percent of crashes accounted for in the final HIN.

These percentages show decision makers that safety investments in a small share of the road network can help to prevent many crashes in the region.

Resulting Maps
Figure 4 and Figure 5 display both the Original HIN as well as the Alternative HIN. A conclusion section follows, and a table of each segment on the Original HIN, its crash index, and its to/from extents is located in Table 3 in the Appendix.

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Figure 4: Original HIN Network – VRU crashes emphasized SAFE ROUTES FOR OLDER ADULTS 157 VISION ZERO STRATEGY
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Figure 5: Alternative HIN Network – All Modes Weighted Equally SAFE ROUTES FOR OLDER ADULTS 158 PALM DESERT
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Conclusions
Figure 4 and Figure 5 display the results from the Original HIN and Alternative HIN processes, identifying the most high-crash road segments in Palm Desert. Figure 4 includes results from the Original HIN approach (bicycle and pedestrian crashes weighted higher). Figure 5 includes results from the Alternative HIN approach (weighting auto and VRU crashes equally). Both maps demonstrate that the most high-crash road segments in Palm Desert are concentrated in the downtown area. These roadways include Highway 74, Highway 111, San Pablo Avenue and Town Center Way in the downtown area. Other than in the Downtown Area, HIN segments are found along Highway 74 to the South, Monterey Avenue to the West, Portola Avenue to the North, and Holey Lane, Washington Street and Country Club Drive to the East.

Although both figures are quite similar, the differences between the two datasets present valuable information on the unique experience of bicycle and pedestrian users. Most notably, there are different segments included in Figure 4, indicating that pedestrian and bicycle crash locations do not always correspond to those of automobiles. The intersection at Fred Waring Drive and Town Center Way and immediate surrounding area is an example of a road segment in the original HIN that is not present in the Alternative HIN. Furthermore, the top five segments of the original HIN are also different. Although the same segments appear for both HIN analyses, they are not the same rank for both networks. Table 1 displays these results:

Table 1: Top Five Most High-Crash Segments per HIN
Order Original HIN (VRUs weighted more heavily) Alternative HIN (Equal weighting) 1 Monterey Ave (From Dinah Shore Dr to I-10/City
Limits)
Monterey Ave (From Dinah Shore Dr to I-10)
2 Highway 74 (El Paseo to Highway 111) Fred Waring Dr (From Painters Path to Highway 111)
3 Fred Waring Dr (From Painters Path to Highway 111) Highway 111 (From San Luis Rey Ave to Portola Ave)
4 Highway 111 (From San Luis Rey Ave to Portola Ave) Country Club Dr (From Harris Ln to Washington St) 5 Country Club Dr (From Harris Ln to Washington St) Highway 74 (El Paseo to Highway 111) Table 1 highlights some streets that have been called out in the Existing Conditions memo and local safety plans.

Highway 111 and Fred Waring Drive were noted in the EC memo as lacking sufficient crossings and facilities for people walking and biking. Highway 111 is also served by SunBus service, which generates pedestrian trips to and from bus stops. Fred Waring Drive, on the other hand, has bicycle facilities proposed in the Palm Desert General Plan which may help address safety concerns there.

The segments of Monterey Avenue and Highway 111 mentioned in this table encompass segments and intersections identified in the Local Road Safety Plan as safety project case studies. The Country Club Drive segment is also a part of the highest-scoring segment in the CVAG Transportation Project Prioritization Study.

Country Club Drive and Highway 111 are also roads identified in the Walk and Roll Program as candidates for Class II bike lanes.

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The table also suggests that countermeasures that explicitly address automobile crash reductions will not necessarily aid in reducing impacts to VRUs. Although the two HINs are similar, the Alternative Weight HIN does not fully capture pedestrian and bicycle crashes. However, it should also be noted that due to higher numbers of motor vehicle crashes than VRU crashes, the original HIN is still most heavily influenced by the locations of motor vehicle crashes and does not necessarily reflect the areas that present the highest risk to VRUs.

Community Summary
Alta also analyzed demographic information for the community living within a quarter mile of each HIN. The information, found below in Table 2, was sourced from the 2021 US Census American Community Survey at the block group level. This was done using a proportional allocation process which assumes that the population within a block group is evenly distributed, allowing us to make inferences about the population closest to the HIN, which may encompass only part of a block group. Figure 6 provides a graphic explanation of the proportional allocation concept.

Table 2: General Statistics of Communities Within 1/4 Mile of HIN Network Statistic within ¼ mile of
HIN Segments
Original HIN Alternative HIN Palm Desert Overall
Population 38,912 37,462 51,951
Percent of workers who walk,
ride a bicycle, or take public
transit to work

5.5% 6.2% 2.7%
Percent of population in
poverty (%)

13.9% 14.2% 12.9%
Table 2 shows that most of Palm Desert’s residents live within a quarter mile of at least one HIN segment, and these residents are slightly more likely to live in poverty or (if they are part of the working population) to commute to work via walking, biking, or public transit.

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References
Harmon, T., G. Bahar, and F. Gross (2018). Crash Costs for Highway Safety Analysis. Federal Highway Administration (FHWA). Available at https://safety.fhwa.dot.gov/hsip/docs/fhwasa17071.pdf.

Fitzpatrick, K. A. (2018). Guidebook on Identification of High Pedestrian Crash Locations. FHWA-HRT-17-106.

Supplemental Material. McLean, VA: Federal Highway Administration Office of Safety Research and Development.

Wasserman, D. (2023, March 30). Study-Line-Editor. Portland, OR, USA. Retrieved from https://github.com/dwasserman/study-line-editor/tree/dev Appendix
Table 3: Segments on the Original HIN, by crash severity index Segment Street Name From To Crash Severity Index
Monterey Avenue Dinah Shore Drive Highway 10 280.60
Highway 74 El Paseo Highway 111 214.13
Fred Waring Drive Painters Path Highway 111 191.96
Highway 111 San Luis Rey Avenue Portola Ave 191.09
Country Club Drive Harris Lane Washington Street 190.80 Highway 111 Larkspur Lane San Luis Rey Avenue 187.49
Figure 6: Proportional Allocation Process Illustration
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Segment Street Name From To Crash Severity Index
Monterey Avenue
405ft North Of San
Gorgonio Way Highway 111 178.02
San Pablo Avenue
College Of The Desert
Driveway Fred Waring Drive 165.85
Portola Avenue 182ft North Of El Paseo Shadow Mountain Drive 165.22 Town Center Way
239ft North Of Hahn
Road Highway 111 164.25
San Pablo Avenue San Gorgonio Way San Gorgonio Way 160.00 Highway 111 Shadow Hills Road Palm Desert Drive 151.43
Monterey Avenue
414ft North Of Fred
Waring Drive
606ft South Of Fred
Waring Drive 144.90
Highway 111 De Anza Way Shadow Hills Road 140.61
San Pablo Avenue
228 Ft North Of Fred
Waring
83 Ft North Fo Catalina
Way 131.47
Highway 111 Palm Desert Drive South Sage Lane 118.98
Country Club Drive
97 Ft West Of Harris
Lane
183 Ft West Of Eastwood
Lane 116.60
Highway 111
455ft Southeast Of
Fredwaring Dr
973ft Northwest Of El
Paseo 115.38
Highway 111 Sage Lane San Pablo Avenue 111.77
Washington Street Fred Waring Drive
360 Ft North Of Calle Las
Brisas South 109.96
Fred Waring Drive
43 Ft East Of San Luis
Drive
337 Ft East Of Monterey
Avenue 108.03
Highway 111 Cabrillo Avenue De Anza Way 104.56
Monterey Avenue Park View Drive
414ft North Of Fred
Waring Drive 100.05
Portola Avenue
653ft North Of Gerald
Ford Drive
388ft South Of Geral D
Ford Drive 98.05
Highway 111
662 Ft South Of Painters
Path
1,993 Ft North Of El
Paseo 97.35
Fred Waring Drive
90 Ft West Of San
Anselmo Avenue
338 East Of Monterey
Avenue 97.23
Highway 74 El Paseo Pitahaya Street 94.26
Monterey Avenue
606ft South Of Fred
Waring Drive
405ft North Of San
Gorgonio Way 93.15
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Segment Street Name From To Crash Severity Index
Washington Street Country Club Drive Emerald Crest Drive 92.37 Highway 111
493 Ft East Of Plaza
Way Palm Desert Drive 86.53
Fred Waring Drive
422ft West Of Town
Center Way
270ft West Of Fairhaven
Drive 86.42
Hovley Lane E 370ft West Of Idaho St Washington Street 84.79 Portola Avenue 182ft North Of El Paseo Shadow Mountain Drive 84.45 Portola Avenue
224ft North Of Rancho
Road Santa Rosa Way 84.45
Highway 111 El Paseo 982 Ft North Of El Paseo 82.93
Highway 111
973ft Northwest Of El
Paseo El Paseo 82.93
Fred Waring Drive
270ft West Of Fairhaven
Drive San Luis Drive 82.82
Highway 111
314 Ft North Of Park
View Drive
522 Ft North Of Fred
Waring Dr 82.21
Highway 74 Willow Street Frank Feltrop Drive 82.12
San Pablo Avenue San Gorgonio Way El Paseo 80.70
Highway 111 El Paseo
483 Ft West Of Plaza
Way 79.32
Highway 111 San Pablo Avenue Larkspur Lane 79.32
Highway 111
487 Ft West Of Plaza
Way 500 Ft East Of Plaza Way 79.32
Town Center Way Fred Waring Drive
239ft North Of Hahn
Road 78.02
Washington Street
68 Ft North Of Tuscon
Circle
359 Ft North Of Calle Las
Brisas South 76.97
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Complete Palm Desert Safe Routes for Older Adults High Injury Network Analysis
Safety Plan Review
The Existing Conditions memo summarized relevant transportation plans affecting Palm Desert. This section will summarize the plans most relevant to safety, particularly for people walking and biking, as context for the HIN.

Several roadways or intersections from both studies are on the HIN, including areas along Portola Avenue, Monterey Avenue and Fred Waring Drive.

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00. D.

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Outreach
and
Engagement
Report
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Alta Planning + Design, Inc. 1 Complete SRFOA Outreach and Engagement Report Complete Palm Desert Safe Routes for Older Adults Outreach and Engagement Report
This report provides an overview of the outreach and engagement activities conducted as part of the development of the Palm Desert Safe Routes for Older Adults (SRFOA) Plan. Engaging with stakeholders is vital for creating a final plan that effectively meets the key priorities of older adults. For the Palm Desert SRFOA Plan, the Project Team worked closely with Palm Desert staff to identify key stakeholders and develop opportunities for extensive community involvement. Feedback received from older adults, who are the best experts of their mobility needs, was essential in developing recommendations to effectively support this population. This comprehensive approach enabled stakeholders to learn about the goals of the SRFOA Plan, express their concerns regarding traffic safety, and contribute to the decision-making process and final project recommendations.

Outreach and Engagement Overview
Outreach was conducted in two phases. Phase I occurred in spring 2023 and focused on listening to community needs and concerns, including the collection of existing conditions data. Phase II occurred in fall 2024 and focused on gathering community feedback on draft recommendations. This robust engagement strategy included workshops, walk audits, pop-ups, virtual webinars, and the establishment of an Advisory Committee to ensure diverse participation and representation.

A project website (https://www.engagepalmdesert.com/vision-zero) was also created to disseminate project information, promote events, and gather feedback from those unable to participate in in-person outreach activities.

Activities were advertised through project and event flyers, direct mailers, social media posts, and the project website. Future SRFOA events were also advertised at preceding in-person events. Promotional materials, such as flyers, were created in English and Spanish.

Palm Desert Advisory Committee
The City established a Palm Desert Advisory Committee to be a guiding body for the SRFOA Plan development process. Participants included representatives from:
• City of Palm Desert
• City of Indian Wells
• City of La Quinta
• Coachella Valley Association of Governments
• Desert Recreation District
• Riverside County Sheriff’s Office
• The Joslyn Center
The Advisory Committee met three times over the course of the project. At the first meeting, the Project Team introduced the SRFOA Plan, shared existing conditions findings, and discussed upcoming outreach and engagement opportunities. To support the proposed outreach and engagement strategy, committee members offered to assist distribute project materials through their organizations. 469
Alta Planning + Design, Inc. 2 Complete SRFOA Outreach and Engagement Report The second meeting included an overview of completed public outreach to-date, and a discussion of bicycle and pedestrian facilities under consideration for the forthcoming SRFOA recommendations. The Committee shared that La Quinta is already implementing active transportation improvements, including near the Washington Street / Avenue of the States Older Adult Priority Area. The City of Palm Desert also shared that many existing crosswalks were already being upgraded to high-visibility crosswalks, and requested this be noted in the SRFOA Plan.

The last meeting provided a project status update, an overview of the SRFOA recommendations, and a discussion of SRFOA project prioritization. The Committee requested the Project Team consider the Coachella Valley Association of Governments’ Active Transportation Design Guidelines (2021), the CV Link Master Plan (2016), and AB43 (a new law allowing local governments to lower speed limits on major streets) in the SRFOA Plan.

Phase I – Existing Conditions
Safe Routes for Older Adults Surveys
April – July 2024
Participation: 93 surveys
The Project Team developed the SRFOA Survey to gain insights into the preferred modes of travel, as well as concerns and interests of older adults regarding walking, biking, and using public transit. The survey also aimed to identify common physical challenges that might affect older adults’ use of active transportation and to pinpoint specific locations that need improvements for safer walking and biking. The survey was available in both printed and online formats. The survey was open from April to July 2024, and promoted at the City’s Spring Concert Series, the SRFOA workshop, the Joslyn Center Pop-up, and through the City of Palm Desert’s e-newsletter. The survey collected a total of 93 responses.

According to the results, more than 87% of respondents live in Palm Desert over six months every year, and about 80% have resided in Palm Desert for more than five years.

Most survey respondents get around Palm Desert by driving themselves (Figure 1). Other common modes of transportation include walking or using a mobility device such as wheelchairs (26%), getting a ride with someone else (17%), and using rideshare (14%). Although about 13% of respondents bike in Palm Desert, one survey comment highlighted that most cyclists feel threatened by drivers, who often view them as an inconvenience. Additionally, 9% of respondents use golf carts as their ways of getting around the area.

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Alta Planning + Design, Inc. 3 Complete SRFOA Outreach and Engagement Report Figure 1. Current Preferred Modes of Transportation Among Older Adults in Palm Desert The top three concerns when walking and biking in Palm Desert (Figure 2Error! Reference source not found.) are traffic safety related to cars (63%), lack of shade (22%), and disconnected or broken sidewalks (20%). Many respondents expressed an interest to walk or bike more frequently (Figure 3) to increase their physical activity (74%), adopt a more environmentally friendly lifestyle (38%), and reduce their reliance on driving (34%). Additional factors that might encourage older adults to walk or bike in Palm Desert include the desire for greater flexibility and independence, as well as the opportunity to socialize with others.

Figure 2. Older Adults’ Top 3 Concerns When Walking and Biking in Palm Desert 26%
13%
2%
94%
17%
0%
14%
9%
0%
3%
Walk or use a mobility device (e.g., wheelchair)
Bike
Public transit
Drive myself
Get a ride with someone else
Paratransit service
Take a taxi, Uber, Lyft or other rideshare
Golf cart
I don’t travel in/through Palm Desert
Other
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
How do you usually get around Palm Desert?
8%
63%
20%
3%
9%
4%
9%
4%
13%
17%
12%
22%
12%
12%
10%
I can’t physically do it/it causes discomfort
I am concerned about traffic safety from cars (e.g., speeding) Sidewalks are missing or are in poor condition
Crosswalks are too far apart or are in poor condition
Bike lanes are missing or do not meet my needs
Street signs and traffic signals are confusing or hard to see Poor visibility or not enough street lighting
Buses or transit stops feel unsafe or are not comfortable Public transit is unreliable or wait times are too long I am concerned about crime/physical safety
There aren’t benches where I can rest
There isn’t enough shade
I am not interested in walking/biking/rolling
I don’t have any concerns about traveling in Palm Desert Other
0% 10% 20% 30% 40% 50% 60% 70%
Select your top 3 concerns when walking and biking in Palm Desert SAFE ROUTES FOR OLDER ADULTS 169 VISION ZERO STRATEGY
471
Alta Planning + Design, Inc. 4 Complete SRFOA Outreach and Engagement Report Figure 3. Older Adults’ Motivations for Walking and Biking More Often The most common physical challenges reported by respondents in their daily lives (Figure 4) are stepping up (25%), maintaining balance (24%), and walking (20%). These challenges should be carefully considered when planning and designing infrastructure improvements.

Figure 4. Survey Responses to "Do you experience difficulties with any of the following that affect your daily life?" 12%
74%
14%
21%
22%
34%
6%
13%
12%
38%
19%
6%
Save money
Increase physical activity
More independent
Added flexibility about how and when I get around
Enjoy being around other people
Like to drive less
Go more places
More recreational and/or social trips
Complete errands more conveniently (e.g., medical, shopping) More environmentally friendly
Not interested in walking/biking/rolling
Other
0% 10% 20% 30% 40% 50% 60% 70% 80%
What appeals to you about walking and biking more often? 5%
13%
0%
2%
1%
20%
25%
24%
2%
3%
52%
Seeing
Hearing
Sense of touch
Cognition (ex: thinking speed, memory, decision-making) Mental health
Walking
Stepping up (ex: climbing stairs, getting on/off the bus, curbs) Balance
Prefer not to answer
Other
None of the above
0% 10% 20% 30% 40% 50% 60%
Do you experience difficulties with any of the following in a way that affects your daily life?
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Alta Planning + Design, Inc. 5 Complete SRFOA Outreach and Engagement Report The Project Team also asked respondents to share their preferred ways of receiving information about Palm Desert to enable efficient outreach during future efforts. The most effective ways to communicate with older adults in Palm Desert (Figure 5) are through Joslyn Center email blasts and newsletters (58%), City of Palm Desert email blasts and newsletters (46%), social media platforms like Facebook and Nextdoor (29%), and the City of Palm Desert website (26%).

Figure 5. Preferred Communication Channels for Older Adults in Palm Desert Vision Zero Pop-ups at Palm Desert Spring Concert Series April 18, 2024 & May 2, 2024
Palm Desert Civic Center Park
Attendees: 70 (total)
The Project Team attended the City of Palm Desert’s Spring Concert Series on two evenings: April 18, 2024 and May 2, 2024. The Spring Concert Series is a major, outdoor concert open to the public with free admission and draws many attendees from the older adult population.

The City set up a booth for the Project Team near the concert stage that was highly visible to arriving concert attendees. The City also provided free water bottles and coffee table books to encourage visitors to stop at the booth.

The Project Team distributed one flyer containing information about the Palm Desert Vision Zero Strategy, a second flyer with upcoming SRFOA events, and a third flyer that directed community members to the online SRFOA survey.

Nearly 70 concert attendees visited the booth over the two evenings. Many attendees were pleased to learn about the Vision Zero Strategy and how the City is working to make it safer to walk and bike around Palm Desert. Several guests stated while they support the project, they were returning to their out-of-state homes following the end of the winter season and would be unable to attend upcoming events. Nevertheless, over 44 SRFOA surveys were submitted after the two concerts. Respondents stated speeding drivers, insufficient shade, and missing sidewalks or sidewalks in poor condition as the biggest concerns regarding and walking and biking in Palm Desert. 26%
11%
46%
1%
21%
58%
29%
0%
16%
City of Palm Desert website
Engage Palm Desert website
City email blasts/newsletters
City of Palm Desert mobile application (Palm Desert in Touch) Through my neighborhood group or homeowners’ association Joslyn Center email blasts/newsletters
Social media (Facebook, Nextdoor, etc.)
Radio ads
Other
0% 10% 20% 30% 40% 50% 60% 70%
How do you usually get information about things that are going on in Palm Desert?
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Alta Planning + Design, Inc. 6 Complete SRFOA Outreach and Engagement Report Safe Routes for Older Adults Walk Audits
Town Center Way/Fred Waring Drive – April 30, 2024
Washington Street/Avenue of the States – May 1, 2024
The Joslyn Center – May 3, 2024
Attendees: 1-5 (total)
Three SRFOA walk audits were conducted as part of the project. The first was centered in the area around Town Center Way and Fred Waring Drive, the second around Washington Street and Avenue of the States, and the third around the Joslyn Center. Each walk audit location coincided with the three Older Adult Priority Areas identified as part of the SRFOA Plan, which were selected based on the presence of affordable housing communities and key destinations for residents aged 55+ or 62+, demographics, and collision history.

Due to factors including hot weather and limited time to advertise the audits, none of the walk audits had community participation. However, the Project Team hosted a SRFOA pop-up on May 2, 2024, one day prior to the Joslyn Center walk audit, and gathered ample input from Joslyn Center visitors regarding roadway safety around the Center and in other locations throughout Palm Desert (see the following section for additional detail on the Joslyn Center pop-up event. Additionally, the Project Team spoke with passing community members during the first two walk audits, gathering input from a younger demographic which nonetheless proved beneficial information to developing recommendations that would address walking and bicycling concerns for all demographics, including older adults.

Typical concerns included speeding drivers, drivers cutting off pedestrians while walking in a crosswalk, and difficulty seeing pedestrian signals on the other side of major intersections, such as along Highway 111.

Safe Routes for Older Adults Pop-up
May 2, 2024
The Joslyn Center
Attendees: 25
The Project Team set up a table on behalf of the SRFOA Plan at the Joslyn Center the morning of May 2, 2024. At the event, the Project Team distributed a flyer with upcoming SRFOA events and a flyer with a link to the online SRFOA survey, and advertised the SRFOA walk audit that would be conducted around the Joslyn Center the following morning of May 3, 2024. The Project Team also had a large aerial map to draw Joslyn Center guests to the table and use it as a means of collecting feedback regarding roadway safety around the Joslyn Center.

The table attracted about 25 Joslyn Center visitors, many of which were passing through the lobby to attend a community class. Many were interested in hearing more about the SRFOA Plan, including the goals and timeline. Six guests offered extensive feedback regarding roadway safety around the Joslyn Center. Typical comments included sidewalk network gaps along residential roads, inadequate street lighting, speeding cars along Catalina Way, and difficulty crossing larger intersections such as those along Highway 111.

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Alta Planning + Design, Inc. 7 Complete SRFOA Outreach and Engagement Report Safe Routes for Older Adults Workshop
May 28, 2024
Palm Desert Area Chamber of Commerce
Attendees: 10
The Project Team and Palm Desert city staff hosted a SRFOA Workshop at the Palm Desert Area Chamber of Commerce on the evening of May 28, 2024. During the workshop, the Project Team presented poster boards detailing the project background, maps showing existing conditions including collision data, and walking and biking patterns for older adults aged 55+. Additionally, the Project Team provided several interactive boards where participants could learn and vote for their top three preferred types of pedestrian and bicycle facilities. There was also a citywide map and three detailed maps of priority areas for older adults, allowing participants to draw, comment, and leave notes about areas needing improvements. Paper surveys and QR code flyers linked to an online digital survey were distributed to gather further input.

Ten participants attended the event, many of whom had already heard about the SRFOA Plan and came prepared with questions and comments. The majority voted for Class IV Separated Bikeways and Class II Buffered Bike Lanes as their top bicycle facility choices. For pedestrian facilities, sidewalks, high-visibility crosswalks, and curb extensions were the top choices. Additionally, participants expressed concerns about the lack of streetlights.

The feedback received from participants included:
• Lack of sidewalks near the Joslyn Center, the neighborhood between Highway 111 and Grapevine Street, and along Edgehill Drive
• A sharp turn near Palm Village Park creating an unsafe environment for children and families walking, biking, and skating
• Washington Street and Avenue of the States being a dangerous intersection • Speeding issues along Michigan Drive
• Drivers running stop signs at El Paseo/Monterey Avenue and along San Gorgonio Way from Monterey Avenue to San Pablo Avenue
• The need for bike facilities on El Paseo and connections from CV Link Joslyn Center Spring Health and Wellness Fair
May 29, 2024
The Joslyn Center
Attendees: 33
On the morning of May 29, 2024, the Project Team set up a table on behalf of the SRFOA Plan at the Joslyn Center Spring Health and Wellness Fair. The Project Team distributed the SRFOA survey both in paper form and a QR code flyer linked to the survey. The Project Team also displayed a citywide map and provided comment cards, inviting guests to draw, comment, and leave notes about areas needing improvements.

The table attracted approximately 33 participants, many of whom were interested in hearing more about the SRFOA Plan, including the goals and timeline. The Project Team received extensive feedback regarding roadway safety in SAFE ROUTES FOR OLDER ADULTS 173 VISION ZERO STRATEGY
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Alta Planning + Design, Inc. 8 Complete SRFOA Outreach and Engagement Report Palm Desert. Common comments included inadequate transit connections to Rancho Mirage, Sky Valley, and other nearby neighborhoods, gaps in the sidewalk network, insufficient street lighting, short pedestrian signal timing, speeding, and unsafe walking conditions along major streets. Several participants mentioned that they reside in gated communities and prefer walking within those areas due to feeling unsafe on city roads.

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Alta Planning + Design, Inc. 9 Complete SRFOA Outreach and Engagement Report Phase II – Review of Recommendations
City of Palm Desert Open Houses
October 15, 2024 & October 17, 2024
Attendees: 23
To complement the Project Team’s engagement effort, staff from the City of Palm Desert conducted independent, targeted outreach to gather additional community input on bicycle and pedestrian infrastructure improvements. To ensure meaningful engagement, the City mailed 6,329 letters directly to Palm Desert residents, inviting them to attend one of two open house meetings held on October 15 and October 17, 2024.

These meetings provided an opportunity for residents to share their perspectives on critical safety and accessibility issues. A total of 23 attendees participated, offering valuable feedback such as:
• The need to address high vehicular speeds
• Requests for additional sidewalks and safety measures in South Palm Desert (e.g., Grapevine Street) • Concerns about unsafe pedestrian access across Washington Street • Calls for more bicycle- and pedestrian-friendly roads throughout Palm Desert • Suggestions to slow vehicles in residential areas of South Palm Desert • A need for safer bicycling conditions on Highway 111
• Improved maintenance of sidewalks and bike lanes to keep them clear of debris • Expansion of bike lanes where feasible
• A request for crosswalks on Shadow Mountain at Lupine Lane • Extend the sidewalk on Portola Avenue through the intersection near the Vintage entrance Safe Routes for Older Adults Virtual Recommendations Workshop December 16, 2024
Zoom Meeting
Attendees: 4
The Project Team hosted a virtual workshop on December 16, 2024, to present draft SRFOA recommendations to the Palm Desert community. To advertise the workshop, the City of Palm Desert mailed nearly 1,000 postcards containing information about the workshop to residences located in the three Older Adult Priority Areas.

The presentation included a brief overview of the purpose of the SRFOA Plan, a summary of findings from completed community engagement, and an explanation of how the draft recommendations were developed. The presentation concluded with an overview of proposed recommendations at the three Older Adult Priority Areas, and an explanation of how residents can provide their input on the draft recommendations via the project website.

The Community Input Opportunities section of the project website (https://www.engagepalmdesert.com/vision-zero) includes a recording of the Safe Routes for Older Adults Virtual Recommendations Workshop.

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00. E
Complete
City Wide
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1 Safe Routes for Older Adults – Citywide Recommendations Palm Desert Safe Routes for Older Adults – Citywide Recommendations Many physical changes can be made to streets and sidewalks to increase the safety, visibility, and appeal of walking, bicycling, and taking transit for older adults. During the Safe Routes for Older Adults walk audits and engagement activities, attendees and staff identified several common infrastructure challenges that might discourage people of all ages, especially older adults, from walking, biking, and taking transit in Palm Desert.

These common challenges include inadequate or low-quality bicycle/pedestrian infrastructure (e.g., faded crosswalks), accessibility issues or limitations (e.g., curb ramps that are not up to the current ADA standard due to the lack of truncated domes), driveway conflicts, lack of shade, and general conflicts between vehicles and pedestrians and bicyclists (e.g., encroachment in crosswalks).

This section summarizes best practices and guidelines for bicycle and pedestrian infrastructure that can be implemented across the city, not just in the Older Adult Priority Areas. The City can refer to these best practices for other areas of Palm Desert, ongoing maintenance, and for incorporation in future pedestrian and bicycle infrastructure projects.

Reduce Speed Limits
To enhance pedestrian safety, it is recommended that the City reduce speed limits in locations with high pedestrian activity, especially in areas with higher concentrations of students and older adults. Assembly Bill 43 (AB 43) offers Caltrans and local authorities greater flexibility in setting and adjusting speed limits. AB 43 includes the following provisions which have been summarized for brevity:
1 • Increased considerations for vulnerable pedestrian groups, when performing engineering and traffic surveys (E&TS).
• Speed limits may be lowered to as low as 15 mph pursuant to an engineering and traffic survey (E&TS). • Speed limits may be rounded from the 85th percentile speed either up or down. • Lowering of speed limits by 5 mph for highways designated as a safety corridor, or where a portion of highway is adjacent to any land or facility that generates high concentrations of bicyclists or pedestrians. • Allows retaining the current speed limit or restoration of the immediately prior speed limit if no additional general-purpose lanes have been added to the roadway since completion of an E&TS. • Defines a business activity district and allows 25 mph or 20 mph prima facie speed limit in it, when a highway has a maximum of four traffic lanes.

A high-injury network has been identified in Palm Desert as part of the City’s Vision Zero Strategy. The City can consider prioritizing these corridors as safety corridors for speed reduction studies. For more detailed information on the provisions of AB 43, please refer to the link.

Installing Shared-Use Paths
Shared-use paths provide a dedicated space for walking, biking, and other non-motorized travel modes, reducing potential conflicts with vehicles. It is recommended that the City should consider the installation of shared-use paths across suitable locations to enhance active transportation and improve safety for pedestrians and cyclists. As part of this effort, the City is currently designing a shared-use path along Fred Waring Drive near the Joslyn Center area, which will soon be constructed as part of Phase 3 of the Walk and Roll implementation. Expanding this initiative 1 California Traffic Control Devices Committee Agenda Item Report, August 04, 2022 479
2 Safe Routes for Older Adults – Citywide Recommendations citywide will encourage safer, more accessible options for all residents, promoting healthier and more sustainable transportation choices while completing CV Link separated bikeway facilities.

High-Visibility Crosswalks
Faded crosswalks are less visible to drivers, increasing the chance cars will drive through without stopping or otherwise encroach on the pedestrian right-of-way. Restoring the visibility of crosswalks will allow drivers to see pedestrians in a marked crosswalk more easily. The City should consider developing an annual paving and sidewalk repair project, which may include installing new signing and striping improvements to meet City standards after paving is completed. This approach aligns with best practices in asset management, ensuring that infrastructure remains in good condition thereby preventing expensive deferred maintenance costs. The City could also consider marking crosswalks with thermoplastic striping, which can extend the asset lifetime to five years.

There are also several all-way stop intersections without marked crosswalks, including Catalina Way and San Pascual Avenue at the southeast corner of the Joslyn Center. Therefore, the City should consider conducting a citywide crosswalk analysis to identify deficiencies and gaps, and developing a plan to close the gaps by restriping faded crosswalks or striping new high-visibility crosswalks. At locations with heavy foot traffic, painted crosswalks could effectively draw drivers’ attention to crossing pedestrians and slow down traffic. Crosswalks outside of schools, parks, senior centers, shopping centers, and other key destinations can be considered higher priority.

To further protect elderly pedestrians, the City
can consider building crosswalks that are built
up or "raised" to line up with the curb/sidewalk,
especially midblock on minor and local streets
or in the areas with heavy foot traffic, such as
shopping centers and medical centers. An
elevated crossing makes the pedestrian more
prominent in drivers’ field of vision and allows
pedestrians to cross at-grade with the sidewalk,
which also provides extra safety and
convenience to pedestrians who need ADA
accommodations. Elevated crossings also serve
as speed deterrents to reduce vehicle speeds
and improve motorist yielding to people
crossing the street.
(Raised crosswalk in Boston, MA. Source: Peter Furth/ nacto.org) SAFE ROUTES FOR OLDER ADULTS 178 PALM DESERT
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3 Safe Routes for Older Adults – Citywide Recommendations Curb Extensions
Walk audit participants observed newly constructed
curb extensions near the Joslyn Center along San
Pablo Avenue and expressed that this treatment
enhances their sense of safety when crossing the
street. Curb extensions increase the overall visibility of pedestrians by aligning them with the parking lane
and reducing the crossing distance for pedestrians.

The City can continue with its existing curb extension
program and build additional curb extensions along
wide streets, in neighborhoods with senior housing,
and along residential streets where feasible. The City
can also consider installing curb extensions at
midblock crossing locations, such as the one on San
Pablo Avenue between Catalina Way and San
Nicholas Avenue, where feasible.

Concrete curb extensions can be costly, so the City may consider exploring options for using more affordable and interim materials, such as temporary curbs, bollards, planters, or striping. These options would allow the City to cover more locations more quickly, and would provide the opportunity to test and observe the effectiveness of the proposed curb extensions and make any necessary modifications to improve pedestrian safety. These temporary treatments could be replaced with concrete as funding becomes available.

Sidewalk Gaps Connection and Maintenance
Disconnected sidewalks have been a widely reported issue in the project’s outreach events and walk audits.

Although sidewalk existence and condition data have been documented for specific study areas in the Palm Desert Safe Routes for Older Adults plan, it is recommended that the City develop a complete citywide sidewalk inventory to better identify and track sidewalk gaps. Addressing these sidewalk gaps is crucial to create a cohesive and continuous network of walkways that encourages walking as a viable mode of transportation.

Connecting these gaps will enhance mobility and increase physical activity potential for all residents, including those with disabilities, school-aged children, and the elderly.

Additionally, regular sidewalk maintenance and repair is important to prevent hazards such as cracks, uneven surfaces, and obstructions. Under the current Palm Desert Code of Ordinance, the owner of lots, or portions of lots, fronting on any portion of a public street are responsible for cleaning, repairing, and maintaining sidewalk areas (Chapter 12.26 Public Sidewalk Repairs). The City can consider implementing an annual paving and sidewalk repair project, which includes identifying sidewalk repair locations through inspections, digging out of cracks in concrete, and repairing concrete sidewalks, curbs, and gutters. The City should prioritize repairing locations that are frequented by the elderly, such as near senior housing to maximize mobility and minimize potential obstructions and fall risks.
(A curb extension at a midblock crossing location. Source: Palm Desert Safe Routes for Older Adults Walk Audit)
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4 Safe Routes for Older Adults – Citywide Recommendations Sidewalk Obstruction Management
Community members have pointed out that sidewalks
are occasionally blocked by trash bins, debris, and
overgrown vegetation, which all inhibit pedestrian
access. The City should implement regular inspections
and prompt removal of obstructions to ensure sidewalks
remain clear and accessible. The City can also establish a citywide sidewalk access educational program to educate residents and businesses about proper trash bin
placement and debris disposal, which will help mitigate these blockages. Additionally, informing residents about the Palm Desert In Touch reporting system
(https://www.palmdesert.gov/ourcity/departments/public-works/report-a-problem) and encouraging pedestrians to notify the city of sidewalk obstructions will enable swift responses and maintain walkability.

Curb Ramps
Palm Desert inlucdes numerous missing curb
ramps and existing curb ramps that do not meet
the most current ADA standards (e.g., lacking
truncated domes that provide tactile feedback).

To improve accessibility, the City has developed
an ADA transition plan in 2008, where City staff
conducted an on-site inventory at four key
locations: the Civic Center, Civic Center Park,
Corporation Yard, and City Library. During this
process, curb ramps and 12 other facility areas
were assessed with recommendations provided
to meet ADA requirements. The City can expand
this effort by conducting a citywide gap analysis.

Implementing ADA-compliant curb ramps across
the City will bridge gaps between sidewalks,
enhancing mobility for all residents, especially those with disabilities and the elderly.

Curb ramp maintenance is also an important safety factor. The City can incorporate curb ramp inspection into the Annual Paving and Sidewalk Repair Project. These inspections should be conducted yearly to ensure curb ramps remain in good condition and are repaired as needed. Curb ramps should be updated when other projects, such as new sidewalk or curb extension construction, are being implemented and as part of routine maintenance.
(New ADA-curb ramps at Catalina Way and San Pablo Avenue. Source:

Palm Desert Safe Routes for Older Adults Walk Audit)
(Trash bins blocking sidewalks. Source: Palm Desert Safe Routes for Older Adults Walk Audit)
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5 Safe Routes for Older Adults – Citywide Recommendations Pedestrian Buffers
Pedestrian buffers represent a key safety feature and greatly contribute to the quality of the pedestrian environment by separating walkers from moving traffic. Buffers can be parked cars, planting strips, or other safety features. The City can conduct an analysis of areas with heavy foot traffic, such as shopping centers and medical centers, to identify where pedestrian buffers are needed most and implement them strategically.

Pedestrian Refuge Islands
Walk audit participants appreciated the new
pedestrian refuge islands observed along San
Pablo Avenue. Pedestrian refuge islands are
protected areas where people may safely
pause or wait while crossing a street. They
are particularly helpful as waiting areas for
older adults, persons with disabilities,
children, and others who may be less able to
cross a wide street all at once. At signalized
intersections, they allow slower-moving
pedestrians to cross in two phases. At
unsignalized locations, they simplify the act of
finding a gap in traffic to cross since vehicles
from only one direction must be dealt with at
a time.

The City can investigate crosswalks along
appropriate roads in Palm Desert and consider installing pedestrian refuge islands where space allows (e.g., where an existing center turn lane or median exists), as part of ongoing maintenance and implementation of other projects.
(A pedestrian refugee island at a midblock crossing location on San Pablo Avenue. Source: Palm Desert Safe Routes for Older Adults Walk Audit) (A pedestrian buffer on El Paseo. Source: Palm Desert
Safe Routes for Older Adults Walk Audit)
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6 Safe Routes for Older Adults – Citywide Recommendations Leading Pedestrian Intervals (LPIs)
Palm Desert pedestrians often face challenges when crossing large intersections on multi-lane roads, including conflicts with drivers who turn in front of pedestrians with the right-of-way. Implementing a leading pedestrian interval (LPI) allows pedestrians to enter the crosswalk 3-7 seconds before vehicles are given a green light, giving pedestrians time to establish their presence in the crosswalk before vehicles have priority to turn right or left.

LPIs increase visibility and reduce conflicts between drivers and pedestrians. The City can also adjust crossing time to 2.8 feet per second to ensure people of all ages and abilities have sufficient time to cross all intersections safely. The City can evaluate locations for LPIs near major commercial hubs (e.g., areas near Town Center Way and Fred Waring Drive) and other common senior destinations like parks, the library, and the Joslyn Center. LPIs are most effective in areas with high foot traffic.

Audible Pedestrian Crossing Signals
Older adults in Palm Desert noted challenges in seeing pedestrian signals, especially at large intersections and during peak sunlight hours. The City can explore solutions such as implementing audible pedestrian crossing signals at wide intersections to enhance pedestrian safety and accessibility. These signals provide crucial auditory cues that assist visually impaired individuals in safely navigating intersections, promoting inclusivity and independence. Moreover, audible signals benefit all pedestrians by reinforcing awareness of crossing times and encouraging compliance with traffic signals.

Countdown Pedestrian Signals
Countdown pedestrian signals are traffic signals that display a numerical countdown, indicating how many seconds remain before the pedestrian signal turns red. These signals help pedestrians know how much time they have left to cross the street safely. The countdown can be shown on a digital display or as a visual timer, typically in a form of numbers or lights, allowing pedestrians to make informed decisions about when to begin crossing or if they need to hurry. They are especially helpful in busy areas, promoting safety and reducing the risk of accidents.

Right Turn Restrictions
Community members have also expressed concerns about right-turn traffic failing to stop for pedestrians and turning at high speed, especially near large intersections. Prohibiting “Right Turn on Red” (RTOR) has been shown to increase pedestrian safety, decrease crashes at the intersection, and avoid motorists blocking pedestrian crossing movements. Prohibiting RTOR is a simple, low-cost measure and together with a leading pedestrian interval, the signal changes can benefit pedestrians with minimal impacts on traffic. This treatment should be considered in locations with high pedestrian foot traffic and places where higher rates of children and seniors cross, such as near parks and senior housing facilities. No RTOR signage should be clearly visible to rightturning drivers stopped at the crosswalk.

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7 Safe Routes for Older Adults – Citywide Recommendations Recessed Stop Line
During the walk audits, participants observed
several vehicles obstructing pedestrian paths
by encroaching on crosswalks. To help curb this
behavior, vehicle stop lines can be moved
further back to 10 to 15 feet from the
crosswalk. These recessed stop lines allow
pedestrians and drivers to have a clearer view
of each other and more time in which to assess
each other's intentions. Other benefits of the
recessed stop lines include allowing buses and
other large transit vehicles to make wide turns
using two lanes around tight curb radii at small
intersections and enabling tighter intersection
geometry to reduce the typical turning speed
of general traffic. While no specific locations for
this treatment were identified during the walk
audit, the City can update stop lines on an
ongoing basis as crosswalks are added or
restriped, roads are repaved, etc.

Bus Bulbs
Implementing bus bulbs is a transformative
step towards enhancing mobility and
efficiency. By extending sidewalks to align
with bus stops, bus bulbs streamline
boarding and alighting processes, making
public transit more accessible and
convenient for commuters. Bus bulbs can
also improve transit reliability by reducing
the need for buses to pull out of the travel
lane and then re-enter the lane after
boarding and alighting of passengers. These
infrastructure enhancements also prioritize
pedestrian safety by reducing the need for
buses to pull in and out of traffic, minimizing
conflicts between vehicles and pedestrians.

Furthermore, when implemented near
intersections, bus bulbs also act as curb
extensions and held reduce crossing
distances, which is especially useful for older adults or others who may take longer to cross the street.

Additionally, bus bulbs with cut-throughs for curbside or sidewalk-level bike lanes can address conflicts where buses currently block existing bikeways, ensuring safer and more efficient travel for bicyclists and pedestrians alike.
(A bus bulb with cut-throughs for a curbside bike lane. Source: nacto.org) (Recessed stop lines are used at this signalized mid-block crossing to improve sight distances and to give the motorist who initially fails to see the crosswalk more time to stop. The cyclist can advance ahead which aids in cyclist safety, particularly with right-turning motorists.

Source: FHWA.

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8 Safe Routes for Older Adults – Citywide Recommendations Bus Shelters and Seating
Participants in the walk audits and outreach events expressed that the lack of bus shelters and seating has discouraged them from taking transit. Additionally, existing bus shelters/structure often do not provide an adequate amount of shade. To address these concerns, the City and transit agencies can host listening sessions with older adults and other residents to discuss examples of existing transit shelters/structures and brainstorm new designs that would be more accessible, comfortable, and useful. Engaging the community in these discussions ensures that the new bus shelters meet the specific needs of the users, providing ample seating and sufficient shade to encourage greater transit use.

Pedestrian Signage
Pedestrian signage is used to inform motorists or pedestrians of a legal requirement and should only be used when the legal requirement is not otherwise apparent. Common pedestrian signage includes pedestrian crossing signs, pedestrian warning signs, WALK signs, DON’T WALK, and “Cross streets do not stop” signs. The decision to use these signs is based upon engineering judgement. The use of these pedestrian signages may be more helpful near schools and areas with concentrations of higher concentrations of senior adult pedestrians.

Wayfinding Program
The City is currently developing a wayfinding program in areas with high pedestrian activity, particularly where there are larger concentrations of older adults. A well-designed wayfinding program, including clear signage and maps, can help pedestrians navigate more easily, promoting more convenient and more confident movement throughout the city.

Street Trees
Providing street trees can greatly enhance the walking experience. On average, the number of days too hot to comfortably walk in Palm Desert will increase approximately by 19 days by 2050. 2 Street trees offer shade,
significantly reducing the heat experienced by pedestrians and making outdoor activities more enjoyable. They create a visually appealing environment, contributing to the overall aesthetic of the city and encouraging more people to walk. Additionally, trees help improve air quality by absorbing pollutants and releasing oxygen, promoting a healthier lifestyle for the community. The City’s Landscape Services Division has produced a series of landscape design guides that provide information regarding street trees appropriate for Palm Desert’s hot climate.
3 2 Projected Thermal Comfort for Pedestrians and Bicyclists, Alta Planning + Design. 3 Landscaping and Park Maintenance, City of Palm Desert.

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9 Safe Routes for Older Adults – Citywide Recommendations Not all trees provide the same degree of shade. For example, palm trees hardly provide any shade. Therefore, the City should consider tree species that are well-suited to Palm Desert’s climate and possess robust canopies that offer substantial shade.

Pedestrian
Scale
Lighting
According to the City of Palm Desert Code of Ordinance § 24.16.025 Public street lighting, the City does not encourage the use of street lighting in order to minimize light pollution and light trespass, and preserve the night-time environment in the city. However, lighting of pedestrian facilities plays a key role in increasing the safety performance of the road network for all users. Effective pedestrian lighting installations are a means of addressing the vulnerability of pedestrians during dark conditions and improving safety and security for road users of all ages and abilities. Lighting may also increase a pedestrians’ confidence in performing certain tasks, such as assessing and selecting appropriate gaps at uncontrolled crossings and monitoring vehicles approaching and making different movements through both signalized and unsignalized intersections. The City has established a set of guidelines with which to regulate the installation, operation, and maintenance of overhead street lighting in the city (Code of Ordinance § 24.16.025 Public Street Lighting). The city seeks to make provisions for street lighting that will be beneficial to city residents, and to provide for this lighting in an orderly, efficient, and equitable manner. The Code of Ordinance lists out locations that should receive street lighting:
(Projected Thermal Comfort for Pedestrians and Bicyclists. Source: Alta Planning + Design) SAFE ROUTES FOR OLDER ADULTS 185 VISION ZERO STRATEGY
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10 Safe Routes for Older Adults – Citywide Recommendations

1. Residential street lighting shall be positioned at intersections.

2. Residential street lighting shall be positioned mid-block on streets greater than eight hundred feet in length.

3. Residential street lighting shall be positioned at the end of cul-de-sacs when the street is greater than three hundred feet in length.

4. Commercial and industrial streets shall have lighting positioned at intersections.

5. Other locations and/or spacing of lighting may be required by the city engineer.

6. Locations other than intersections where the lighting will provide an aid to traffic or public safety may be required by the city engineer.

The Code of Ordinance outlines the types of lighting that are suitable for street lighting in single-family residential districts. These options enhance illumination along pedestrian pathways, improving public safety while minimizing light pollution:

1. High pressure sodium (HPS) street lighting in single-family residential districts is prohibited.

2. Light emitting diodes (LED) street lighting in single-family residential districts shall use nine thousand five hundred lumens or less and shall be full-cutoff luminaries with house side shields.

3. Pedestrian scale post top luminaries in single-family residential districts with total lamp lumens of less than four thousand five hundred may be non-cutoff if the fixture meets the requirements to prevent direct view of the lamp source by shielding the source with louvers and/or opaque lens. Internal fixture reflector with a clear lens that distributes the light out of the fixture in a manner that promotes glare control may also be allowed. Refractors are not recommended to shield the lamp source. House side shields may be required to reduce the light directed towards residences.

Construction Management
It is essential that construction zones provide a connected and continuous pedestrian and bicyclist passage from end to end during every phase of work. The City can establish best practices for construction management plans and temporary traffic control, focusing on minimizing physical impacts to pedestrian and bicycle routes and providing clear, concise detour instructions when needed. This approach ensures that older adults and all pedestrians can navigate construction zones safely and comfortably. These may include the following guidelines from the Federal Highway Administration:
• Promote adequate pedestrian safety through physical separation from active construction spaces and vehicular traffic.
• Provide adequate and safe detours whenever sidewalks are closed or blocked. Clear the path of debris and other items that may obstruct pedestrians’ paths.
• Use signs at intersections to give advance notification of closures ahead and adequately inform pedestrians where to cross.
• Carefully consider the placement of intersection crosswalks, implement additional signing/marking, add and/or relocate transit stops, and modify traffic signals (traffic signal timing, pedestrian signals, push buttons) as necessary.
• Consider walking speeds, including for slower pedestrians like older adults, and the distance pedestrians travel when traversing travel lanes to determine minimum green time. • Make pedestrian routes ADA compliant and available to pedestrians during all phases of construction. • Provide a continuous, detectable edging throughout the length of the facility such that pedestrians using a long cane can follow it.

SAFE ROUTES FOR OLDER ADULTS 186 PALM DESERT
488
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SAFE ROUTES FOR OLDER ADULTS 187 VISION ZERO STRATEGY
489

00. F
SRFOA
Suggested
Routes
Maps
490
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SAFE ROUTES FOR OLDER ADULTS 189 VISION ZERO STRATEGY
491
SAFE ROUTES FOR OLDER ADULTS 190 PALM DESERT
0 0.05 0.1
Miles
Ä111

SAN GORGONIO WAY
E
U
N
E
VA
OLB
AP
N
A
S

ROYAL PALM DRIVE
E
U
N
E
VA
O
MLE
S
N
A
N
A
S
YA
WI N
M
ULA

ALESSANDRO ALLEY

SAN NICHOLAS AVENUE

GUADALUPE AVENUE
El Paseo
Square
Shopping Plaza
Nakashima Golf
Palm Desert
Library
College of
the Desert
McCallum
Theatre
Watch for approaching
vehicles when using this
midblock crossing.

Watch for approaching
vehicles when crossing
this tra
c circle.

Passengers taking
buses 5 and 6 can
board at this bus
station.

Passengers taking
buses 5, 6, and 500
can board at this
bus station.

Use caution when
crossing; this is a large
and busy intersection.

0.5 miles from
the Joslyn Center
~15 minutes

WALKING TIME FROM

THE JOSLYN CENTER
~16 minutes

WALKING TIME FROM

THE JOSLYN CENTER
Use caution when crossing;
north-south trac on San
Pablo Avenue does not
have stop signs.

THE JOSLYN CENTER
AREA
Suggested Routes Map
0 0.05 0.1 MILE
LEGEND
This map is intended for informational purposes only.

City of Palm Desert does not guarantee the safety of
these routes or persons utilizing them, and assumes no
responsibility or liability therefore.
engagepalmdesert.com/vision-zero
Suggested Walking Route
Intersection with Stop Sign
Bus Stop
Crosswalk
Intersection with Traffic Signal
Crossing Location with
Advance Yield Marking
Intersection with Traffic Circle
Fred Waring Dr
Catalina Way
Santa Rosa Way San Pascual Ave San Pablo Ave
Portola Ave
492
SAFE ROUTES FOR OLDER ADULTS 191 VISION ZERO STRATEGY

CATALINA WAY

EL PASEO

PALM DESERT DRIVE
SAN

CARLOS AVENUE

DE ANZA WAY
E
U
N
E
VA
OLLI R
B
A
C
SAN
LUIS
REY
AVENUE
PA
N
O
RA
MA
DRIVE
E
U
N
E
VA
ALO
T
R
O
P

PRIMROSE DRIVE

RUTLEDGE WAY
E
N
AL N
O
Y
N
A
C
R
E
VLI S

SANTA ROSA WAY

SAN TA ROSA CIRCLE

DESERT STAR BOULEVARD

EL CORTEZ WAY

MASSON STREET

ALESSANDRO DRIVE

FRED WARING DRIVE
BUENA
C
RI CLE
E
U
N
E
VA LA
U
C
S
AP
N
A
S

ERIN STREET

ASTER DRIVE

KRUG AVENUE

SAN MARINO WAY
O

L I VE CO U R
T
SAN
J
UAN
AVENUE
SAN

JOSE AVENUE
SAN

JACINTO AVENUE

VELARDO DRIVE

SANTA ANITA AVENUE
SAN
RAFAEL
AV
E
N
U
E
M
A
RIG
O

LD DRIVE

GOLETA AVENUE
Palma
Village
Park
Palm Desert
Civic Center Park
The
Joslyn
Center
Shopping Plaza
Jensen’s
Shopping Center
The Gardens on El Paseo
Kaiser
Permanente
Palm Desert
City Hall
Palm Desert
Community
Center
Family YMCA
of the Desert
Use caution when crossing;
there are no crosswalks
and north-south tra
c on
San Pascual Avenue does
not have stop signs.

Use caution when crossing;
there are no crosswalks.

Passengers taking bus 11
can board at these bus
stations.

Use caution when
crossing; this is a large
and busy intersection.

Use extreme caution; this
segment along San Pascual
Avenue has some sidewalk gaps.
493
SAFE ROUTES FOR OLDER ADULTS 192 PALM DESERT
0 0.05 0.1
Miles
Magnesia Spring
Ecological Reserve
Ä111
CAC
EDG
E
HIL
L
DRIVE
PA
NI T
E
RS
PATH
Rancho Mirag
Wari
Plaz
Palm Desert
Las Sombras
Village
Desert Crossing
Shopping Center
Use cau
a large
Use ext
the ri
northwe
Use caution when
crossing; this is a large
and busy intersection.

Use extra caution when
crossing the right turn slip
lane at the northeast corner.
~10 minutes

WALKING TIME FROM

TOWN CENTER PLAZA

FRED WARING DR AND

TOWN CENTER WAY
AREA
Suggested Routes Map
LEGEND
This map is intended for informational purposes only.

City of Palm Desert does not guarantee the safety of
these routes or persons utilizing them, and assumes no
responsibility or liability therefore.
engagepalmdesert.com/vision-zero
0 0.05 0.1 MILE
Suggested Walking Route
Intersection with Stop Sign
Bus Stop
Crosswalk
Intersection with Traffic Signal
Fred Waring Dr
Hahn Rd
Town Center Way
Monterey Ave
SR-111
494
SAFE ROUTES FOR OLDER ADULTS 193 VISION ZERO STRATEGY
Ä74
E
U
N
E
VA
Y
E
R
E
T
N
O
M
D
A
O
R
A
U
H
S
O
J

PARK VIEW DRIVE

SAN GORGONIO WAY

HAHN ROAD

FRED WARING DRIVE
E IV
R
D
N
E
VA
H IR
AF

SONORA DRIVE

SANDPIPER

RANCHO GRANDE

ARBOLEDA AVENUE

ALESSANDRO ALLEY

EL PASEO

SAN JUAN DRIVE

FLEETWOODCIR
CLE

CTUS DRIVE

SIERRA VISTA

GLORIANA DRIVE

TAMPICO DRIVE
S
A
N

LUIS DRIV E

PALM DESERT DRIVE

TOWN CENTER
W
AY

SANTA ROSA WAY

SAN NICHOLAS AVENUE

CATALINA WAY

GUADALUPE AVENUE

ALUMNI WAY
ge
Town
Center
Plaza
Town
Center
Square
Shopping
Center
The Shops at Palm Desert
Palms to Pines West
Shopping Center
ing
za
Walmart
Neighborhood Market
Acuity
Eye
Group
Desert Hand &
Plastic Surgery
Center Kingdom Hall Shopping
Plaza
Artists Council
Artists Center
at the Galen
Church
Palm
Desert
Fire
Department
McCallum
Theatre
ution when crossing; this is
e and busy intersection.
tra caution when crossing
ght turn slip lane at the
est and southwest corners.

Use caution when
crossing Fred Waring Dr;
this is a large and busy
intersection.

Use caution when
crossing Town Center Way;
this is a large and busy
intersection.

Passengers taking
buses 4, 5, 6 and 11
can board at this
bus station.

Passengers taking
buses 5, 6, 11, and
500 can board at
this bus station.

Passengers taking
buses 1 and 11 can
board at this bus
station.

Passengers taking
buses 1, 4, and 11
can board at this
bus station.

Passengers taking buses
5, 6, and Amtrak Thruway
Connecting Service can
board at this bus station.

0.5 miles from
Town Center Plaza

0.5 miles from
Town Center Plaza
~10 minutes

WALKING TIME FROM

TOWN CENTER PLAZA
495
SAFE ROUTES FOR OLDER ADULTS 194 PALM DESERT
LI A
R
T
R
E
N
R
A
W

RESORTER BOULEVARD

CALIFOR
M

EDINBOROUGH

PRESTON TRAIL
MICH

PALMETTO LA
N
E

DELAWARE STREET

JUPITER HILLS
CO
U
RT

MINNESOTA AVENUE

ROBIN RO

MOUNTAIN
0 0.05 0.1
Miles
Palm Desert Resort
Country Club

0.7 miles from
Palm Desert
Country Club
Association

0.5 miles from
Palm Desert
Country Club
Association

0.5 miles from
Palm Desert
Country Club
Association
~11 m

WALKING TIM

FROM PALM

COUNTRY CL

ASSOCIATIO
~15 minutes

WALKING TIME

FROM PALM DESERT

COUNTRY CLUB

ASSOCIATION
LEGEND
This map is intended for informational purposes only.

City of Palm Desert does not guarantee the safety of
these routes or persons utilizing them, and assumes no
responsibility or liability therefore.
engagepalmdesert.com/vision-zero
0 0.05 0.1 MILE

WASHINGTON ST AND

AVE OF THE STATES
AREA
Suggested Routes Map
Suggested Walking Route
Intersection with Stop Sign
Bus Stop
Crosswalk
Intersection with Traffic Signal
Intersection with Traffic Circle
Hovley Ln E
Ave of the States
Michigan Dr
California Dr
Washington St
Idaho St Idaho
St
496
SAFE ROUTES FOR OLDER ADULTS 195 VISION ZERO STRATEGY

RNIA DRIVE

WOODHAVEN LANE

HOVLEY LANE

MISSOURI DRIVE
STREET

TUCSON CIRCLE

WOODHAVEN DRIVE

HIGAN DRIVE

IDAHO ST

HIDDEN RIVER ROAD
E
N
AL A
H IS
TAL

AVENUE OF

THE STATES
OAD
N VIEW

DELAWARE PLACE

WASHINGTON STREET
Joe
Mann
Park
Bermuda Dunes
Palm Desert
Country Club
Association
Washington
Square
Grocery Outlet
Palm
Village
Albertsons
Church
Woodhaven
Country Club
Passengers taking
buses 7, 700 and
701 can board at
this bus station.

Passengers taking
buses 7 and 700
can board at this
bus station.

Use caution when
crossing; this is a large
and busy intersection.

Use caution when
crossing Washington St;
this is a large and busy
intersection.
~10 minutes

WALKING TIME

FROM PALM DESERT

COUNTRY CLUB

ASSOCIATION
inutes
ME
DESERT
LUB
ON
Watch for approaching
vehicles when crossing
this tra c circle.
497
498

Page 1 of 3 ends

CITY OF PALM DESERT

STAFF REPORT
MEETING DATE: April 24, 2025
PREPARED BY: Pedro Rodriguez, Code Compliance Supervisor SUBJECT: STUDY SESSION: LANDSCAPE MAINTENANCE AND CONSTRUCTION START TIMES.

RECOMMENDATION:

Provide feedback on addressing code inconsistencies for landscape maintenance and construction start times.

BACKGROUND/ANALYSIS:

Current Issue
The Palm Desert Municipal Code (PDMC) establishes different start times across various sections for the following type of activities:
 Construction work
 Private property maintenance activities
 Golf course maintenance
 City-owned property maintenance
These inconsistencies create enforcement challenges, particularly when similar activities—such as landscape maintenance—are subject to different regulations based solely on the location or the party performing the work. For example, a private landscape contractor may be restricted to a 9:00 AM start, while a City landscape contractor or construction project nearby may begin as early as 7:00 AM.

This has led to increased complaints and confusion from both residents and contractors.

Additionally, Code Compliance staff have experienced challenges in applying and explaining these inconsistent standards during enforcement and outreach efforts. Property maintenance, which includes landscape maintenance, is regulated by PDMC Section 9.24.075. The table below outlines the current regulations and illustrates the inconsistencies across activity types.

Table 1 – PDMC Construction and Maintenance Hours
Construction Activity Property Maintenance* Parking Lot Sweeper October 1st through April 30th
Monday - Friday: 7:00 AM – 5:30 PM 9:00 AM – 5:30 AM 7:01 AM – 9:59 PM Saturday: 8:00 AM – 5:00 PM 9:00 AM – 5:30 AM
Sunday: None 9:00 AM – 5:30 AM
Government code
holidays:

None Not Allowed
499
City of Palm Desert
Property Maintenance Start Times

Page 2 of 3 ends

May 1st through September 30th
Monday - Friday: 5:30 AM – 7:00 PM 8:00 AM – 5:30 PM 7:01 AM – 9:59 PM Saturday: 8:00 AM – 5:00 PM 9:00 AM – 5:30 AM
Sunday: None 9:00 AM – 5:30 AM
Government code
holidays:

None Not Allowed
*Golf Courses & Tennis Courts:
5:30 AM – 7:00 PM,7-days a
week. Blowers must operate at
the hours listed above
Resident Complaints & Code Compliance Efforts
Since October 1, 2024, Code Compliance staff have received approximately twenty (20) complaints regarding landscape contractors starting work before permitted hours. Notably, complaints were mostly related to non-permitted start times rather than noise levels.

To address these concerns, Code Compliance staff conducted early morning enforcement and educational efforts in January and February 2025, engaging approximately 30 landscape contractors. A recurring issue raised by crews was the inconsistency in regulations; private landscape contractors had to wait until 9:00 AM to begin work, while City crews were exempt and able to start at 7:00 AM. This included performing the same type of maintenance across the street between the hours of 7:00 AM and 9:00 AM. Additionally, construction activity was also occurring during that timeframe as permitted by Section 9.24.070.

As a result of this enforcement and outreach efforts, staff also began receiving complaints regarding the delayed start times, from both residents and contractors, highlighting the need for consistent regulatory enforcement.

Considerations
Several factors warrant reconsideration of current start times:
 Consistency & Fairness: The discrepancy between private and city landscape maintenance causes confusion and frustration among workers and business owners.  Work Hours & Seasonal Adjustments: Landscape workers prefer starting around 7:00 AM when daylight allows, particularly in cooler months.  Heat Illness Prevention: The California Department of Industrial Relations mandates heat illness prevention measures for outdoor workers. Allowing earlier start times will help workers avoid extreme temperatures and reduce health risks.  Business & Residential Needs: Standardized start times for property maintenance, similar to those for construction and city landscape contractors, would benefit business owners and residents alike.
 Streamline process for City staff: Code enforcements would have a streamlined and clearer process to deal with resident complaints on activity.

Survey of Adjacent Cities
Table 2 below provides a summary of Property Maintenance start times for other Coachella Valley cities, which all have aligned start times.
500
City of Palm Desert
Property Maintenance Start Times

Page 3 of 3 ends

Table 2 – Coachella Valley cities maintenance start times City Property Maintenance Start Times
Rancho Mirage Monday – Friday: 7:00 am – 6:00 pm
Weekends not permitted
Indian Wells Monday – Friday: 7:00 am – 5:00 pm
Weekends not permitted
Cathedral City Residential: 8:00 am – 8:00 pm
Commercial: 7:00 am – 8:00 pm
Palm Springs Residential: 8:00 am – 8:00 pm
Commercial: 7:00 am – 8:00 pm
La Quinta October 1 through April 30: 7:00 am – 5:30 pm May 1 through September 30: 6:00 am – 7:00 pm
Request
Staff is seeking feedback from the City Council on whether Palm Desert Municipal Code (PDMC) Section 9.24.075 (Property Maintenance) should be amended to align with the permitted start times outlined in PDMC Section 9.24.070 (Construction Activities).

Legal Review:

This report has been reviewed by the City Attorney’s Office.

FINANCIAL IMPACT:

There is no financial impact related to this action.

ATTACHMENTS:

Presentation will be provided prior to the meeting as supplemental material. 501
502

Page 1 of 3 ends

CITY OF PALM DESERT

STAFF REPORT
MEETING DATE: April 24, 2025
PREPARED BY: Vanessa Mager, Management Analyst
SUBJECT: El Paseo Courtesy Cart Program
RECOMMENDATION:

Provide feedback on future operations of the El Paseo Courtesy Cart program.

BACKGROUND/ANALYSIS:

The El Paseo Courtesy Cart Program offers transportation to visitors free of charge, on El Paseo.

The program began operation in September 2004 with one (1) cart, operating five (5) days per week. Over the years, the program expanded to include two (2) standard carts and one (1) ADAaccessible cart, with service extended to seven (7) days per week, 11:00 a.m. – 6:00 p.m. The carts generally operate from October to May, covering the corridor between Portola Avenue and Highway 74.

The current contract for the El Paseo Courtesy Cart Program is set to expire on May 26, 2025 with the current vendor Circuit Transit, Inc. To ensure continued service, staff intends to seek bids for a new contractor to operate the Courtesy Carts from October 2025 to May 2026, with an option to extend the agreement for up to two additional years. At this time, staff is seeking guidance from the City Council on expectations for the program moving forward.

The table below provides the ridership data and cost analysis for the last several years.

Annual Ridership
Month
FY
2022-23
FY
2023-24
FY
2024-25
October 467 672 577
November 563 967 1,088
December 583 1,256 1,205
January 627 1,050 968
February 1,210 1,497 1,431
March 2,100 2,075 2,698
April 1,073 1,264 -
May 949 1,079 -
Total 7,572 9,860 7,967
503
April 10, 2025 – Staff Report
El Paseo Courtesy Cart Program

Page 2 of 3 ends

Annual Budget:

FY
2021/22
FY
2022/23
FY
2023/24
FY
2024/25
Contract Total $204,100 $219,241 $223,966 $224,720
Appointed Body Recommendation:

At its February 20, 2025, meeting, the El Paseo Parking and Business Improvement District (EPPBID) board expressed interest in extending operating hours, particularly on weekends, to better accommodate evening diners and shoppers.

In response to previous City Council discussions on the topic, staff asked the EPPBID if they would support the potential expansion of service beyond the district. While they did express support, it was contingent upon additional carts being added to the fleet.

Expansion of Service
Previously, the City Council explored the possibility of expanding Courtesy Cart service to areas beyond El Paseo, such as The Living Desert. Staff is revisiting this proposal in light of the upcoming contract renewal. If the City Council approves expanded service, staff recommends establishing a dedicated route with scheduled departures from a designated location, ensuring service extends late enough to accommodate return trips. This expanded service could be included as an option in the new Courtesy Cart operator agreement, contingent on vehicle availability and the selected operator. The cost of implementing an additional route would depend on operational hours and whether new vehicles would need to be acquired.

If existing carts were used for trips beyond El Paseo, staff estimates that each trip would take a minimum of 20 minutes, reducing service within the corridor to only two (2) carts, one of which would be the ADA-accessible cart, for extended periods.

Considerations

1. Maintain the Current Program: Three (3) carts—two (2) standard and one (1) ADAaccessible—operating seven (7) days a week from 11:00 a.m. to 6:00 p.m. along El Paseo between Portola Avenue and Highway 74.

2. Extend Operating Hours on Weekends: At its February 20th meeting, the El Paseo Parking and Business Improvement District (EPBID) board expressed interest in expanding weekend hours to better serve evening diners and shoppers.

3. Expand Route and Fleet: If the City Council wishes to explore this, staff recommends adding additional carts to minimize turnaround time and service disruptions.

4. Expand Service Off El Paseo: If carts were to service locations beyond El Paseo, existing carts would be unavailable for a minimum of 20 minutes per trip. Staff recommends a separate designated route with regular departures, rather than using existing carts for this purpose.
504
April 10, 2025 – Staff Report
El Paseo Courtesy Cart Program

Page 3 of 3 ends

Legal Review:

This report has been reviewed by the City Attorney’s Office.

FINANCIAL IMPACT:

The FY 2025-26 Annual Budget includes a request for $275,000 for the Courtesy Cart program at its current service level. Any changes to the service could impact the cost and would require additional funding from the General Fund.

ATTACHMENTS:

1. Circuit Transit Original Contract C43540

2. Circuit Transit Amendment No. 1

3. Circuit Transit Amendment No. 2

4. PowerPoint Presentation
505
506
Contract No. C43540
1 C:\Users\ gsanchez\ Desktop\ After Meeting Follow Up\07-04-2022 After Mtg Follow- up\2K C43540\ C43540 Agreement. docx

AGREEMENT FOR SERVICES TO OPERATE

THE EL PASEO COURTESY CART SERVICE
OCTOBER 14, 2022 THROUGH MAY 29, 2023
This Agreement dated July 14, 2022 is entered into between the City of Palm Desert ( CITY) and Circuit Transit, Inc. ( CONTRACTOR), for the operation of the El Paseo Courtesy Cart Service, a non-fixed route public transit service within the City of Palm Desert. This Agreement shall cover the period beginning on October 14, 2022, and ending on May 29, 2023.

1. Background: The CITY desires that CONTRACTOR operate the El Paseo Courtesy Cart Service along El Paseo within the City of Palm Desert during the contract period. The CONTRACTOR will provide these services while operating three ( 3) Neighborhood Electric Vehicles ( NEV) owned by the CONTRACTOR. The courtesy cart services are offered free of charge to the general public and shoppers on El Paseo, and the CONTRACTOR shall neither charge for services nor solicit tips in any manner for the services.

2. Vehicle Operation: Vehicles shall be in regular service seven days per week in accordance with the attached Schedule ( Exhibit “ A”): 11:00 a.m. through 6:00 p.m. daily, starting October 14, 2022 - May 29, 2023 ( days subject to change by the CITY), including holidays, except Christmas Day and Thanksgiving Day. Vehicles are permitted to be out of service for one half-hour plus two 15-minute breaks during each seven- hour operating period. No breaks shall be taken consecutively. At direction of the CITY, more hours may be added to the schedule described herein or may be reduced from this schedule. In the event that the number of hours is changed, the contract amount will be adjusted accordingly by application of the unit rates contained in the CONTRACTOR’ s Proposal ( Exhibit “ B"). The CITY retains the right to increase, decrease, or, with thirty ( 30) days’ notice, to suspend or cancel the service for any period at any time.

The CONTRACTOR shall provide neatly- attired professional drivers whose appearance is appropriate for the context in which they will be working ( company golf shirts, for example).

3. Vehicle Maintenance: CONTRACTOR shall perform all maintenance on the vehicles in accordance with the manufacturer’ s recommendations.

CONTRACTOR will also perform routine safety inspections every fourteen ( 14) days during the term of this Agreement. All vehicle maintenance costs are included in this Agreement.

4. Fees and Payment: Payment to CONTRACTOR will be made as follows:

A. Operation of the El Paseo Courtesy Cart Service: An amount not to exceed two-hundred four thousand one hundred dollars and no/100 cents ($ 204,100) yearly for the cost of operating the courtesy cart service.

Contractor shall not commence work under this Agreement until it has provided 507
Contract No. C43540
2 C:\Users\ gsanchez\ Desktop\ After Meeting Follow Up\07-04-2022 After Mtg Follow- up\2K C43540\ C43540 Agreement. docx evidence satisfactory to the City of Palm Desert that it has secured all insurance required under this section. In addition, Contractor shall not allow any subcontractor( s) to commence work on any subcontract until it has provided evidence satisfactory to the City that the subcontractor( s) has secured all insurance required under this section.

5. Indemnification: CONTRACTOR shall indemnify, defend, and hold harmless the CITY, and its officers, employees, and agents (“ CITY indemnitees”), from and against any and all causes of action, claims, liabilities, obligations, judgments, or damages, including reasonable attorney’ s fees and costs of litigation (“ claims”), arising out of the CONTRACTOR’ s performance of its obligations under this agreement or out of the operations conducted by CONTRACTOR, including the CITY indemnitee’ s active or passive negligence, except for such loss or damage arising from the sole negligence or willful misconduct of the CITY indemnitees. In the event the CITY indemnitees are made a party to any action, lawsuit, or other adversarial proceeding arising from CONTRACTOR’ s performance of this agreement the CONTRACTOR shall provide a defense to the CITY indemnitees or at the CITY’s option reimburse the CITY indemnitees their costs of defense, including reasonable attorney’ s fees, incurred in defense of such claims.

Without limiting Contractor' s indemnification of City, and prior to commencement of Work, Contractor shall obtain, provide and maintain at its own expense during the term of this Agreement, policies of insurance of the type and amounts described below and in a form that is satisfactory to City.
i. General Liability Insurance: Contractor shall maintain commercial general liability insurance with coverage at least as broad as Insurance Services Office form CG 00 01, in an amount not less than 1,000,000 per occurrence, $ 2,000,000 general aggregate, for bodily injury, personal injury, and property damage, including without limitation, blanket contractual liability. Defense costs shall be paid in addition to the limits. The policy shall contain no endorsements or provisions limiting coverage for ( 1) contractual liability; ( 2) cross liability exclusion for claims or suits by one insured against another; or (3) contain any other exclusion contrary to the Agreement. ii. Workers' Compensation Insurance: Contractor shall maintain Workers' Compensation Insurance ( Statutory Limits) and Employer’ s Liability Insurance ( with limits of at least $ 1,000,000). Contractor shall submit to City, along with the certificate of insurance, a Waiver of Subrogation endorsement in favor of City of Palm Desert, its officers, agents, employees and volunteers.
iii. Umbrella or Excess Liability Insurance: Contractor may opt to utilize umbrella or excess liability insurance in meeting insurance requirements. In such circumstances, Contractor shall obtain and maintain an umbrella or excess liability insurance policy with limits of 508
Contract No. C43540
3 C:\Users\ gsanchez\ Desktop\ After Meeting Follow Up\07-04-2022 After Mtg Follow- up\2K C43540\ C43540 Agreement. docx not less than $ 4,000,000 that will provide bodily injury, personal injury and property damage liability coverage at least as broad as the primary coverages set forth above, including commercial general liability and employer' s liability. Such policy or policies shall include the following terms and conditions:

A drop-down feature requiring the policy to respond if any primary insurance that would otherwise have applied proves to be uncollectible in whole or in part for any reason;
Pay on behalf of wording as opposed to reimbursement;
Concurrency of effective dates with primary policies; and Policies shall "follow form" to the underlying primary policies.

Insureds under primary policies shall also be insureds under the umbrella or excess policies
iv. Taxi Cab Companies – Commercial Auto Liability Insurance: Contractor shall maintain Taxi Cab Companies – Commercial Auto Liability Insurance with limits of at least $1,000,000 combined single limit) covering all vehicles to be operated by CONTRACTOR, and all drivers.

OTHER PROVISIONS OR REQUIREMENTS
Insurance for Subcontractors: All subcontractors shall be included as additional insureds under the Contractor’ s policies, or the Contractor shall be responsible for causing subcontractors to purchase the appropriate insurance in compliance with the terms of these Insurance Requirements, including adding the City as an Additional Insured to the subcontractors' liability policies. Contractor shall provide to City satisfactory evidence as required under Insurance Section of this Agreement.

Proof of Insurance: Contractor shall provide certificates of insurance to City as evidence of the insurance coverage required herein, along with a waiver of subrogation endorsement for workers' compensation. Insurance certificates and endorsements must be approved by City’s Risk Manager prior to commencement of performance. Current certification of insurance shall be kept on file with City at all times during the term of this contract. City reserves the right to require complete, certified copies of all required insurance policies, at any time.

Duration of Coverage: Contractor shall procure and maintain for the duration of the contract, insurance against claims for injuries to persons or damages to property, which may arise from or in connection with the performance of the Work hereunder by Contractor, his/her agents, representatives, employees or subconsultants.

City's Rights of Enforcement: In the event any policy of insurance required under this Agreement does not comply with these specifications or is canceled and not replaced, City has the right, but not the duty, to obtain the insurance it deems 509
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Acceptable Insurers: All insurance policies shall be issued by an insurance company currently authorized by the Insurance Commissioner to transact business of insurance in the State of California, with an assigned policyholders' Rating of A- ( or higher) and Financial Size Category Class VII ( or larger) in accordance with the latest edition of Best's Key Rating Guide, unless otherwise approved by the City's Risk Manager.

Waiver of Subrogation: All insurance coverage maintained or procured pursuant to this agreement shall be endorsed to waive subrogation against the City of Palm Desert, its elected or appointed officers, agents, officials, employees and volunteers, or shall specifically allow CONTRACTOR or others providing insurance evidence in compliance with these specifications to waive their right of recovery prior to a loss. Vendor hereby waives its own right of recovery against the City of Palm Desert, its elected or appointed officers, agents, officials, employees and volunteers and shall require similar written express waivers and insurance clauses from each of its subcontractors.

Enforcement of Contract Provisions ( non estoppel). Contractor acknowledges and agrees that any actual or alleged failure on the part of the City to inform Contractor of non-compliance with any requirement imposes no additional obligations on the City nor does it waive any rights hereunder.

Primary and Non-Contributing Insurance: All coverage provided by CONTRACTOR shall be primary and any insurance or self-insurance procured or maintained by City shall not be required to contribute with it. The limits of insurance required herein may be satisfied by a combination of primary and umbrella or excess insurance. Any umbrella or excess insurance shall contain or be endorsed to contain a provision that such coverage shall also apply on a primary and non-contributory basis for the benefit of City before the City’s own insurance or self-insurance shall be called upon to protect it as a named insured.

Requirements Not Limiting: Requirements of specific coverage features or limits contained in this Section are not intended as a limitation on coverage, limits or other requirements, or a waiver of any coverage normally provided by any insurance. Specific reference to a given coverage feature is for purposes of clarification only as it pertains to a given issue and is not intended by any party or insured to be all inclusive, or to the exclusion of other coverage, or a waiver of any type. If the CONTRACTOR maintains higher limits than the minimums shown above, the City requires and shall be entitled to coverage for the higher limits maintained by the CONTRACTOR. Any available insurance proceeds in excess of the specified minimum limits of insurance and coverage 510
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Notice of Cancellation: Contractor agrees to oblige its insurance agent or broker and insurers to provide to City with a thirty (30) day notice of cancellation ( except for nonpayment of premium for which a ten ( 10) day notice is required) or nonrenewal of coverage for each required coverage.

Additional Insured Status: General liability and automobile liability, policies shall provide or be endorsed to provide that the City of Palm Desert and its officers, officials, employees, agents, and volunteers shall be additional insureds under such policies. This provision shall also apply to any excess/ umbrella liability policies.

Prohibition of Undisclosed Coverage Limitations. None of the coverages required herein will be in compliance with these requirements if they include any limiting endorsement of any kind that has not been first submitted to City and approved of in writing.

Separation of Insureds. A severability of interests provision must apply for all additional insureds ensuring that CONTRACTOR’ s insurance shall apply separately to each insured against whom claim is made or suit is brought, except with respect to the insurer’ s limits of liability. The policy(ies) shall not contain any cross-liability exclusions.

Pass Through Clause. CONTRACTOR agrees to ensure that its sub-consultants, subcontractors, and any other party involved with the project who is brought onto or involved in the project by CONTRACTOR, provide the same minimum insurance coverage and endorsements required of CONTRACTOR.

CONTRACTOR agrees to monitor and review all such coverage and assumes all responsibility for ensuring that such coverage is provided in conformity with the requirements of this section. CONTRACTOR agrees that upon request, all agreements with consultants, subcontractors, and others engaged in the project will be submitted to City for review.

City's Right to Revise Specifications: The City or its Risk Manager reserves the right at any time during the term of the contract to change the amounts and types of insurance required by giving the CONTRACTOR ninety ( 90) days advance written notice of such change. If such change results in substantial additional cost to the CONTRACTOR, the City and CONTRACTOR may renegotiate CONTRACTOR’ s compensation. If the City reduces the insurance requirements, the change shall go into effect immediately and require no advanced written notice.

Self-Insured Retentions: Any self-insured retentions must be declared to and approved by City. City reserves the right to require that self-insured retentions be eliminated, lowered, or replaced by a deductible. Self-insurance will not be 511
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Timely Notice of Claims: Contractor shall give City prompt and timely notice of claims made, or suits instituted that arise out of or result from Contractor' s performance under this Agreement, and that involve or may involve coverage under any of the required liability policies.

Additional Insurance. CONTRACTOR shall also procure and maintain, at its own cost and expense, any additional kinds of insurance, which in its own judgment may be necessary for its proper protection and prosecution of the Work.

Safety. CONTRACTOR shall execute and maintain its work so as to avoid injury or damage to any person or property. In carrying out its Services, the CONTRACTOR shall at all times be in compliance with all applicable local, state and federal laws, rules and regulations, and shall exercise all necessary precautions for the safety of employees appropriate to the nature of the work and the conditions under which the work is to be performed. Safety precautions, where applicable, shall include, but shall not be limited to: ( A) adequate life protection and lifesaving equipment and procedures; ( B) instructions in accident prevention for all employees and subcontractors, such as safe walkways, scaffolds, fall protection ladders, bridges, gang planks, confined space procedures, trenching and shoring, equipment and other safety devices, equipment and wearing apparel as are necessary or lawfully required to prevent accidents or injuries; and ( C) adequate facilities for the proper inspection and maintenance of all safety measures.

Annual Driver Review: CONTRACTOR shall at least annually review the performance and DMV history of each driver and advise the City of any incidents that have occurred driving or otherwise in the performance of the driver duties.

CONTRACTOR shall be responsible for appropriate training of all drivers ( new and old) in their duties and proper vehicle operation.

A. Payments: CONTRACTOR shall invoice the CITY by the
fifteenth of each calendar month for the preceding month’ s fees. Terms of the invoices shall be net thirty days.

6. Other: CONTRACTOR shall make available City of Palm Desert information in the NEVs. The CITY shall furnish brochures and printed literature in adequate quantities such that CONTRACTOR can restock the information carried in the vehicles on an as-needed basis.

CONTRACTOR shall not charge persons wishing to use the parking shuttle service, nor shall the driver solicit tips in any matter. Use of a tip basket is expressly forbidden.

All Drivers shall be subject to review and approval by the CITY. Drivers will be required to be able to answer questions and give information regarding the City of 512
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Driver shall be responsible for retrieving NEV from the supplied storage location and for returning the NEV there at the end of each shift. Driver will also be responsible for recharging the vehicle and promptly reporting any malfunctions of either the vehicle or the recharging apparatus maintained at the storage location.

CONTRACTOR is responsible for providing all cleaning materials needed to maintain the exterior and interior of the vehicles in a like-new condition.

SIGNATURES ON NEXT PAGE]
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SIGNATURE PAGE TO PROFESSIONAL SERVICES AGREEMENT

BY AND BETWEEN THE CITY OF PALM DESERT

AND CIRCUIT TRANSIT, INC
IN WITNESS WHEREOF, the parties hereto have executed or caused to be executed by their duly authorized officials, this Agreement which shall be deemed an original on the date first above written.

CITY OF PALM DESERT CONTRACTOR
By: By:

Jan C. Harnik, Mayor
Print Name
Title
Attest:

Anthony J. Mejia, City Clerk
Approved as to form:

Robert W. Hargreaves, City Attorney
QC:

Insurance:

Initial Review Final Review
Daniel Kramer ( Jul 28, 2022 13:23 PDT)
Daniel Kramer
Vice President, Operations & Business Development
Daniel Kramer
Robert Hargreaves (Jul 28, 2022 15:55 PDT)
Anthony Mejia (Aug 1, 2022 11:35 PDT)
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514
Contract No. C43540
Exhibit A
2022 - 2023 City of Palm Desert NEV Operations Schedule Month # of Days Hours Per Day
Total Hours Per
Cart
Regular Hours
October 14 - 31, 2022 18 7 126
November 1-30, 2022 (excluding
Thanksgiving) 29 7 203
December 1-31, 2022 (Excluding
Christmas) 30 7 210
January 1-31, 2023 31 7 217
February 1-28, 2023 28 7 196
March 1-31, 2023 31 7 217
April 1-30, 2023 30 7 210
May 1-29, 2023 29 7 203
Total Annual Regular Hours - One (1) Cart 1582
Total Annual Regular Hours - Two (2) Carts 3164
Total Annual Regular Hours - Three ( 3)
Carts 4746
Overtime Hours
Month( s)
Hours Per
Month
Number of
Months
Total Hours Per
Cart
October 2022 - February 2023 4 5 20
March 2023 64 1 64
April - May 2023 4 2 8
Total Annual Overtime Hours - One (1) Cart 92
Total Annual Overtime Hours - Two (2)
Carts 184
Total Annual Overtime Hours - Three ( 3)
Carts 276
515
Request for Proposal Operations of
Neighborhood Electric Vehicles NEV as a
Courtesy Cart Service
2022 REQ 127
for
City of Palm Desert
Prepared for:

City of Palm Desert
73 510 Fred Waring Drive
Palm Desert, CA 92260
Date: June 29, 2022
Prepared by: Circuit Transit Inc
Daniel Kramer, Vice President of Operations & New Business [email protected] | 562 252 6680
James Mirras, COO & Co- Founder
[email protected] | 631 903 4448
Exhibit B Contract No. C43540
mailto:daniel@ridecirc
uit.com
mailto:james@ridecir
cuit.com
516
Table of Contents
Cover Letter 3
Experience and Technical Competence 5
References REDACTED 5
Firm Staffing 5
Driver Requirements 6
Local Hiring Preferences 7
Training 7
Customer Service 8
Subcontractors 10
Proposed Method to Accomplish the Work 10
Vehicles 10
Vehicle Maintenance 12
Access to Additional Vehicles 13
Storage & Charging 13
Advanced Cleaning 13
Service Design 14
Fixed Route Option 14
On- Demand Option 15
Pricing- CONFIDENTIAL 18
Project Team Resumes 19
Case Studies 24
Case Study San Diego, CA 25
Case Study New Rochelle, NY 30
Case Study Hollywood, FL 33
Palm Desert RFP #2022-REQ-127 for City of Palm Desert

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Contract No. C43540
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517
Cover Letter
Circuit Transit Inc
ridecircuit.com
June 29, 2022
Deborah Glickman
Management Analyst
73510 Fred Waring Dr
Palm Desert, CA 92260
Email: [email protected]
Phone: 760 776 6441
Re: Request for Proposals RFP for Operations of Neighborhood Electric Vehicles NEV as a Courtesy Cart Service
Dear Ms. Glickman,
This submittal is for the City of Palm Desert RFP for Operations of Neighborhood Electric Vehicles NEV as a Courtesy Cart Service. This proposal will show that Circuit Transit Inc has the proven capabilities and background in providing a sustainable on- demand shuttle program, as well as relevant and specific experience in neighboring San Diego, Orange and Los Angeles counties and local knowledge and familiarity with the City of Palm Desert.

Circuit is an active service provider in Southern California that' s responsible for the successful deployment and management of services that are very similar in scope to those described in the RFP. Circuit provides all electric, first/ last mile solutions that help move people in local communities and bridge gaps between riders and existing transit. By using fleets of electric vehicles, leveraging the data from its ride- request app, and working with top advertisers, Circuit is able to provide an eco-friendly, data-centric and efficient solution that promotes circulation, reduces parking congestion, promotes local economic development, reduces vehicle miles traveled, encourages alternate options, creates local jobs, and covers the last mile conveniently and affordably to the rider.

Circuit is the largest and most experienced operator of shared, on- demand, last- mile EV Shuttle Services in the US. With successful operations in 30 markets across California, Texas, New York, New Jersey, California and South Florida, Circuit provides both national expertise and local experience.

Circuit’ s corporate headquarters are located at 777 S. Flagler Drive, Suite 800 West Tower, West Palm Beach, FL 33401. Circuit also has West Coast offices in Los Angeles and San Diego. The company' s officers and project leads are as follows:

Palm Desert RFP #2022-REQ-127 for City of Palm Desert

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Contract No. C43540
mailto:dglickman@cityofpalm
desert.org
518
James Mirras COO / Co- Founder Daniel Kramer VP of Operations & Sales Email: james@ridecircuit. com Email: daniel@ridecircuit. com Tel: 631 903 4448 Tel: 562 252 6680
James and Daniel have the authority to negotiate and contractually obligate the company. Daniel will be the primary point of contact for this program and can be contacted for further clarification.

If selected, we are committed to work with the City to provide a turn-key service designed to meet the needs outlined in this RFP.

Circuit appreciates your review of our submission and welcomes any questions that you may have.

Sincerely,
Daniel Kramer
VP, Operations & Business Development, Circuit Transit Inc [email protected]
562 252 6680
Palm Desert RFP #2022-REQ-127 for City of Palm Desert

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Contract No. C43540
mailto:daniel@ridec
ircuit.com
519
Experience and Technical Competence
Circuit Transit is an experienced operator with over 11 years of experience helping communities enhance mobility and reduce transportation- related emissions while promoting local economic development and creating local jobs. We have a professional team with expertise in operations, marketing, technology, reporting and more. We are incredibly excited about the opportunity to work with the City of Palm Desert to run an effective and measurable NEV program throughout the El Paseo Shopping District.

We have the proven capabilities and background in operating sustainable NEV programs to provide residents and visitors a safe and broadly accessible zero- emissions transportation option, having provided over 6 million rides to date. Our team has experience designing and operating programs to address parking issues, congestion, improve accessibility and circulation, and provide economic benefits to the local community. Circuit offers the City of Palm Desert the opportunity to hire an experienced operator who can bring an innovative approach to the existing El Paseo Courtesy Carts program.

Circuit has operated similar services in nearby communities of Southern California, including Chula Vista, San Diego, Newport Beach, Huntington Beach, Marina del Rey, Venice, Santa Monica, Culver City, Leimert Park (a disadvantaged community in Los Angeles), and SoFi Stadium in Inglewood.

Circuit also was selected with the City of Chula Vista for a CARB Clean Mobility Options grant focused on first/last-mile transportation solutions for seniors which launched earlier this month.

Circuit has established itself as a national leader in the on-demand, first/last-mile transportation industry and an experienced operator of fleets of EV’s and NEVs. Our proven model provides a fun alternative to single occupancy vehicle trips SOVs), reduces Vehicle Miles Traveled VMTs), creates local jobs, and covers the last mile at little or no cost to the rider. In 2021, Circuit helped its partners reduce traffic and congestion by over 1 million vehicle miles traveled VMTs) and reduced greenhouse gas emissions by 535 metric tons CO2, saving over 60,000 gallons of gas while providing over 6 million rides in our fully electric fleet since starting.

References - REDACTED
Firm Staffing
Circuit has a professional team to assist with the planning, launch, implementation, and reporting for the program and any service extensions. The key team members detailed below have expertise in national operations, marketing, advertising sales, technology, reporting, innovation, grant writing and expansion - as well as local expertise in Southern California markets. In each of our markets, we build for long-term ongoing success and have the team to achieve it.

Palm Desert RFP #2022-REQ-127 for City of Palm Desert

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Contract No. C43540
520
Each Circuit location has a dedicated team of managers, supervisors and driver ambassadors to ensure service performance and Company operational standards. Circuit builds successful, proud teams and focuses on development and retention. Local teams are overseen by a regional management structure and corporate operations team.

If selected as the operator of the Courtesy Carts program, Circuit anticipates hiring one Operations Supervisor to report to Daniel Kramer, along with 4 6 drivers who would report to the Operations Supervisor including one Shift Supervisor.

Operations Supervisor
Full- time hired position
On- site at all times during service hours, drives 40 hours per week Responsible for day- to- day operations, vehicles and staff Reports directly to Regional General Manager
Direct reports are Shift Supervisors and Driver Ambassadors Perform dispatch and customer service responsibilities as needed Shift Supervisor
Full- time hired positions
On- site at all times during service hours, drives 40 hours per week Perform dispatch and customer service responsibilities as needed Additional training and responsibilities
Shift reporting and “ hand- off” submissions
Driver Ambassadors
Full-time and part-time employees Circuit- hired, W2 employees) Living-wage pay and benefits
Follow Circuit operational policies and local rules for revenue service What We Look For In A Driver
Outgoing, Inviting, Friendly
Local Resident and/ or Local Knowledge
Safe & Responsible
Customer Service experience
Team oriented
Self- Motivated with a focus on
development
Dependability
All of these local teams are supported by a strong, diverse and experienced national team. The Corporate” team at Circuit has a variety of backgrounds including experience with: technology and technology development, bookkeeping, finance and accounting, marketing, communications, advertising sales, parking, real estate development, transportation planning, grant writing, management, staffing, hiring, training, fare collection and transportation law.

Driver Requirements
Legal: All Circuit drivers must be at least 21 years of age, have an active driver’s license for at least 3 years, and must have a clean driving record with no accidents or tickets.

Palm Desert RFP #2022-REQ-127 for City of Palm Desert

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521
Insurance Clearance, Drug & Alcohol Testing, Background Check: All Circuit drivers must be cleared to drive by our insurance carrier through Motor Vehicle Record and/ or Background Checks.

Personality: Circuit employees are more than drivers. Everyone is an ambassador to both the Circuit brand as well our partners ( city, sponsors, etc.). We look for motivated, outgoing, excited and responsible employees to represent our brand.

Pre-Hire Driver Exam: Potential hires lastly go through a physical driving exam accompanied by the Operations Manager. The Circuit Pre-Hire Driving Exam is submitted to the Regional GM for final approval.

Local Hiring Preferences
Circuit will always commit to a local hiring preference in all markets. One of the many benefits of hiring locals is ensuring staff are familiar with the location and can serve as knowledgeable ambassadors. Circuit’ s drivers are more than just drivers. They act as local ambassadors; representing the city, providing local knowledge and encouraging local business.

As we have done in other markets, along with posting job openings on popular platforms such as Indeed, we can work with local workforce development and job placement centers to source qualified, local candidates.

Training
Circuit’ s drivers are more than just drivers. They act as local ambassadors; representing the city, providing local knowledge and encouraging local business. Circuit seeks specific driver qualities that ensure safety, professionalism, a focus on customer service, and knowledge of the City as a visitor destination. Circuit employees are more than drivers; they are ambassadors to the local community. We look for motivated, outgoing, excited and responsible employees to represent our brand. Ongoing training is conducted on a quarterly basis to update on safety, optimal vehicle operation, customer service, assisting riders with disabilities, and operational protocol.

The management team has access to our proprietary management dashboard to view operations in real-time and regularly monitors the drivers’ performance. Circuit will offer these tools and data reports to the project team at the contracting agency, to maintain quality control, transparency and monitoring for future improvements. Additionally, Circuit uses a scheduling software to keep the team connected, manage shifts, and enable local management to efficiently manage the local team Our training program specifically covers:

Safe operation of an electric vehicle
Efficient operation of an EV, maximizing
battery efficiency
Advanced cleaning procedures
Safety guidelines and policies
COVID19 advanced safety and cleaning
policies and procedures
Customer service and passenger
relations
ADA regulations and operations
Use of the Driver Mobile App
Palm Desert RFP #2022-REQ-127 for City of Palm Desert

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522
Communications policies
Emergency procedures and plan
Accident reporting/ procedures
Circuit also provides ongoing training and retraining and conducts performance evaluations. Our teams have consistently met requirements from transit authorities and law enforcement departments for vehicle inspections and driver training and testing. Along with the initial training program, monthly and quarterly management ride- alongs specifically focus on customer experience.

Driver retention is a factor that the company is proud of and over the past 18 months (and through COVID 19 Circuit boasts a retention rate of 88% across all of our operations. This is the result of the diverse work environment that Circuit creates, the camaraderie among employees, the ability to grow, and the enjoyable, safe and fair management.

Our riders consistently rate our drivers highly and list them as one of their favorite things about the service. Circuit drivers are ambassadors to the city and the community - for visitors as well as residents of the region. We often receive feedback from riders that they wish the service was in their community as well - showing that there is unmet demand, and that the model for this service is replicable and seen as an asset to the region and community.

My driver] was above and beyond the best ever introduction to your city, your company, and your concept. Just could not be more impressed. Want to tell everyone I can in Seattle that we need a service like you provide; along with representatives like [ my driver]. Thank you!!” Thanks for a memorable introduction to your beautiful city.” Customer Service
One of Circuit’ s core values is customer experience. Circuit focuses on hiring drivers and operational staff that exhibit excellent customer relations skills and value experience in customer service. We additionally include customer relations as a part of our training program, which includes updates to policy related to COVID19 and responding to rider concerns. We hire locally and prefer drivers that are familiar with the local community to act as an ambassador as well as a driver. We are committed to excellent customer experience and long term success, and our customer service team makes a point to reply to all reviews in the app stores.

Training for employees involved in customer service include on-the-job training using pre-existing SOPs and quick reference guides for template responses to a high majority of common questions.

This would cover training with guidance specific to phone, ride request app, and email inquiries as well as those that might take place in-person. These employees would have direct supervisors to reach out to for approval on sensitive topics to ensure compliance. Training would be a multistep process including initial shadowing of another employee, hands-on training with supervision, and continued ongoing training.

We have a multifaceted customer inquiry, and contact system, which our staff are trained to use and keep accurate logs. Operational staff are also involved in our local community outreach efforts, Palm Desert RFP #2022-REQ-127 for City of Palm Desert

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including representing the company at local community events. All staff are trained to respond to customer needs and handle any complaints in a timely and courteous manner.

Circuit has a customer service phone number and email. Riders can also submit feedback within the mobile application and through the website. Circuit’ s national corporate team monitors these as well as social media accounts and app store feedback/ ratings. The national team will direct users to a local manager if and when needed. We also conduct regular rider surveys to analyze and improve our service offerings.

Our team continually works to make its technology and information about its services accessible broadly to the local communities it operates in. Our mobile app is available in English and Spanish.

We have bilingual drivers and can include hiring preferences for additional language capabilities.

We have also created marketing materials in both English and Spanish. Circuit’s website and location pages include accessibility features, and our operations staff are trained in providing equivalent service and any additional assistance needed for riders with mobility impairments and disabilities. Our local teams can also assist riders in downloading the app, providing information about the service and the community, and responding to questions.

Circuit can provide updates and reports on Customer Service to the City as needed.

Key Personnel
Circuit has brought together a diverse team with expertise in neighborhood electric vehicle operations, micro-mobility, electric carshare, parking, and curbside management. This collaborative team has extensive experience in first/last mile operations, mobility hubs, grant writing, electric vehicle operations, and maintenance, designing and scaling pilot programs, and local community outreach and engagement. All project partners have deployed services and technology with live demonstrations and municipal partnerships. The team is happy to bring on additional expertise and partners if desired.

Short biographies are provided for key team members below for Circuit. One- page resumes for each are available in Project Team Resumes.

Daniel Kramer, Vice President of Operations & Business Development, will oversee the launch and ongoing operation of the Courtesy Carts program. Daniel is based in Los Angeles and would be on the ground in Palm Desert on a regular basis. Daniel will be the City’s primary point of contact.

James Mirras, COO / Co-Founder, will work closely with Daniel to plan and set up operations, hiring processes, tech improvements, reporting processes, metrics, and any additional requests of the City of Palm Desert.

Tucker Costello, Managing Director, Internal Development, will handle the location deployment within the mobile app, testing, and coordination with operations staff, handle features requests, and lead ongoing testing and technical support if the City elects to utilize Circuit’s mobile app.

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Anita Chen, General Counsel, will assist in contract negotiations and ensure required registrations and regulations are met.

Subcontractors
Circuit does not intend to use any Subcontractors for this project.

Proposed Method to Accomplish the Work
With 11 years, 150 vehicles, 9 states, and 30 cities of operations, Circuit brings its national experience and network to the benefit of each City it works with.

In Palm Desert, Circuit will provide its turn-key micro-transit solution using a fleet of all-electric Waev (formerly Polaris) GEM e61 NEVs to meet the transportation, traffic reduction and sustainability objectives of the City of Palm Desert. Circuit’s services can be implemented quickly and are proven to be cost-efficient and effective in tackling mobility challenges. Circuit will leverage its regional and local knowledge and resources to help the City design a scalable and sustainable program.

Vehicles
For this program, we propose using a total of 2 3 all-weather, all-electric Waev GEM e6 neighborhood electric vehicles.

Circuit has extensive experience and expertise operating and maintaining these vehicle types for use in on- demand micro- transit operations and specifically in Southern California.

Waev GEM e6 neighborhood electric vehicle
1 https:// gem. polaris. com/ en- us/ e6/ specs/
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The GEM vehicles seat 6 passengers (including the driver) and are made in the United States. The slim and efficient design reduces interference with traffic and decreases passenger loading time.

The cars are ideal vehicles for short-range, sustainable, about-town transportation. Circuit will deploy the model year 2020 or later vehicles for this program.

While Circuit uses these vehicles in its other markets and intends on using them in the City, it has designed all of its systems so that the vehicles can be interchangeable. It is ready and willing to consider and implement other options such as different vehicles, larger capacity shuttles, and autonomous vehicles ( if/when the technology is available).

Each vehicle includes an iPad display which can allow riders to take selfies using our photo booth application and see digital advertising videos from our sponsors. Each driver has an iPhone to see ride requests, safely communicate with management and riders, and optimize routes.

Additional benefits include:

Range Over 8 hours of range achieved
Environmental Impact Less carbon emissions, reducing the City’s carbon footprint Numerous Vehicles Operating numerous vehicles increases the flexibility to customize the service to best serve the needs of the public
Ridership The car’s design is fun and inviting in nature, encouraging riders to hop aboard Interior Comfort The cars are easily kept clean and are outfitted with comfortable seats, ample legroom, cup holders, fans, 3-point seatbelts, cargo space, and a friendly, local ambassador/ driver
Open Air Feel Each rider has their own window and door. The vehicle windows can be rolled down partially or fully for an open air feel, providing more comfort and safety.

Maintenance Circuit has GEM certified mechanics on staff that can maintain and perform warranty work on the vehicles. Extra vehicles are also available if a car is inoperable Palm Desert RFP #2022-REQ-127 for City of Palm Desert

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Circuit is happy to work with the City of Palm Desert to scale services with additional vehicles as demand increases.

Circuit’ s vehicle branded with Santa Monica Pride Month campaign and Circuit’ s Brightline+ service providing on- demand rides to/from all Brightline Train stations
Circuit’ s all- weather GEM vehicles shuttling visitors in Plymouth, MA and displayed at a launch event in Pompano Beach, FL.

Vehicle Maintenance
Circuit has GEM certified technicians and mechanics on staff that maintain and perform warranty work on all vehicles. Extra vehicles are also available in surrounding markets to temporarily replace a vehicle that is inoperable and may be out of service for an extended time. Vehicles are regularly maintained using rigorous checklists created in conjunction with the vehicle manufacturer.

Typically, vehicles are inspected every 4,000 5,000 miles and the condition of filters, brakes, etc. are tracked and replaced accordingly. Additionally, data is shared about the cars’ performance in order to forecast future maintenance needs. As it does with ridership, Circuit takes a proactive approach to plan future needs.

Each vehicle within our fleet has a unique ID. Our operations team tracks vehicle characteristics and status through fleet management software and communicates this status to Regional Management and other corporate team members through shared documents and project management software. These characteristics and status include driver vehicle check forms, current and pending advertising campaign information if any, maintenance records, assigned operating location or special event, mileage, as well as general information.

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Drivers check vehicles before and after each shift and fill out a vehicle check form. They perform cleaning duties before, during, and after their shift. Any issues are noted and reported to local managers, who coordinate maintenance and repairs. We have trained and certified maintenance staff in each operating region, and have a local maintenance team in San Diego to manage regular and ongoing maintenance for this service.

Access to Additional Vehicles
Given our nearby operations, we are readily able to supply additional GEM electric vehicles on short notice on an as- needed basis. In the event, a vehicle needs maintenance, Circuit’ s in- house maintenance team can be on- site within 24 hours, and work can be outsourced to our dealer/ partner CartMart who has a sales and maintenance team nearby in La Quinta. The vehicle manufacturer, Waev, is also nearby in Anaheim and can help on an as- needed basis. If needed, a new vehicle can be brought to the market, or for events, within 24 48 hours.

We have 35 vehicles within Southern California that are Circuit owned and therefore we have immediate access to this fleet.

Storage & Charging
Circuit plans to utilize the City of Palm Desert’ s storage and charging infrastructure. As stated in the question & answer section of OpenGov, “ The City has a parking garage area in the parking garage at The Gardens on El Paseo parking structure. There are plugs available where the City carts are charged.”
Advanced Cleaning
Vehicles will be regularly cleaned in the interior and exterior to maintain a safe and clean environment, professional looking appearance, and comfortable experience for riders. This is part of our standard cleaning, health, and safety protocol.

There has since been an increased attention to the service Circuit offers as ridership for mass transit and rideshare services with independent contractors has dwindled. There is increased demand for smaller, lower capacity transit services that are easier to perform regular sanitizing between riders and options to keep groups separated.

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Circuit has incorporated advanced cleaning and safety measures in line with best practices under the current pandemic crisis, including additional training for drivers and operational staff. These measures have included regular cleaning of vehicles, masks required for riders and drivers, turning off the app pooling feature, reducing vehicle passenger capacity, and fitting and adding physical plastic partitions between passenger seating rows and between passengers and the driver. We have incorporated in-app and email/social media messaging to notify passengers of changes. Our operations team has piloted advanced cleaning through ultraviolet technology in partnership with UVC technology startup Dimer.2
We have worked closely with our City Partners to coordinate any service changes and have implemented advanced safety measures. We added rider messaging to remind riders of requirements to use the service and note local service changes. We adjusted to help deliver food in partnership with food banks, restaurants, and grocery stores and transport visiting nurses between their hotel and hospital.

We have also implemented rigorous safety measures to keep our drivers and the community safe.

In Hollywood, we instituted mandatory COVID 19 testing for drivers as well as temperature checks with an infrared thermometer prior to each shift.

Service Design
Fixed Route Option
While Circuit’ s experience is in tech- enabled, on- demand shuttle services, we are more than capable of operating this program as the current Courtesy Carts program does along a fixed route on El Paseo between Portola Avenue and Highway 74.
2 https://www.ridecircuit.com/circuit-and-dimer
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On-Demand Option
Alternatively, Circuit proposes utilizing our proprietary rider app to offer an on- demand service to cover El Paseo as well as surrounding businesses in a demand- based coverage area with point- to- point service where riders can request a ride to/from any location within the geo- fenced service map. Circuit’ s pooling algorithm will further reduce single- occupancy vehicle trips by linking riders headed in the same direction, with parameters specified in coordination with the City.

Circuit has a custom proprietary mobile app for requesting rides available for Android and iPhone.

Website: www.ridecircuit.com
Apple: https://apps.apple.com/us/app/ride-circuit/id988052033 Android: https://play.google.com/store/apps/details?id=com.thefreeride.rider Riders have consistently rated our services very highly, both in internal and external surveys as well as the app stores. We have a 4.7 rating on the App Store and a 4.2 on Google Play ( out of 5 stars), distinguishing us as the highest rated service on the Google Play Store compared to other microtransit and rideshare services. We are committed to excellent customer experience and long term success, and our customer service team replies to all reviews in the app stores.

The app is designed specifically for running and managing these types of on-demand, last-mile EV shuttle services and has been built and optimized based on data gathered from over 6M rides along with rider and driver feedback. Our user app is complemented by our driver facing app and management dashboard - a technology suite that we built specifically for our neighborhood electric vehicle operations. Circuit owns the app, all of the data, and can provide robust data reports, often limited by firms using white-labeled solutions. This further allows the team to make customized adjustments as needed by the City.

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Our dynamic pooling feature has resulted in 30% increases in ridership using the same number of cars and operating hours. This is true when we measure against our own services ( turning pooling on and off) and also true when compared to other operators in the Southern California region. Pooling not only increases ride efficiency, it also decreases traffic, emissions and cost- per- rider, where we’ve proven to be more effective than other service operators.

Circuit is able to use its technology to track rider data, vehicle management and driver scheduling, while also delivering valuable reports. Using this data, for example, Circuit is able to adjust service hours and/ or number of cars on times, days, months and seasons. Our program is flexible, allowing changes within 24 hours, and can be scaled to achieve the maximum level of service.

Option #1 Geofenced Service Area
The first on- demand option allows riders to request a ride from any two points within the geofenced service area. Riders can enter a specific address, business name, use the “ current location” option.

Circuit’ s geofenced service area model and ride request screen within the Ride Circuit mobile application. service area shown above is for example purposes only and can be designed to the City’s preference Option # 2 Circuit Connects Virtual Stops
Alternatively, Circuit’s virtual stop option, called Circuit Connect’s, allows the City of Palm Desert to designate any number of virtual stops throughout the service area. Ride requests must begin and end at any of the predetermined virtual stops.

A rider is still able to enter an address, business name or use the “current location” option, after which the app will show the nearest virtual stop with a description of the location for the request or to walk to.

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Circuit’ s virtual stops model in the El Paseo service location Circuit Connects) Redacted]
CONFIDENTIAL Management dashboard showing the ability to add/ adjust virtual stops in the El Paseo service location above)
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Pricing- CONFIDENTIAL
In addition to the pricing added to OpenGov, Circuit summarized pricing options below to include the option of using the existing Courtesy Carts fleet as well as an option to use Circuit’s GEM vehicles.

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Project Team Resumes
Project Team resumes continue on the following pages:

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DANIEL KRAMER
[email protected] | 562 252 6680

SUMMARY
Daniel is the Vice President of Operations & Business Development and works with clients to develop first/last mile transportation programs. His commercial real estate background and sales experience have been key to developing our private developer and municipal sales strategy, which has led to valuable pilot projects. He is an integral part in launching service in US markets, planning for international expansion, assisting in managing operations, and focusing on quality control.

Daniel has led key projects with disadvantaged communities and state grants in Circuit’ s California market, including programs focused on low income communities of color, senior citizens 55 and older, and beach and parks access. He has experience managing various community stakeholders, state grant requirements and budgets, and optimizing services based on community feedback.

PROFESSIONAL EXPERIENCE
Circuit Transit Los Angeles, CA
Vice President of Operations & Business Development
Oct 2017 present
Pizza Rock Restaurant Group Long Beach, CA
Real Estate Manager
Jan 2017 Aug 2018
KZ Companies Irvine, CA
Real Estate Associate
July 2015 Sept 2016
Marcus & Millichap Long Beach, CA
Broker
May 2014 July 2015

EDUCATION
The University of Arizona
Bachelor of Arts Communications
Graduated 2014
Harvard Business School Online
Certificate Sustainable Business Strategy
Completed Nov 2019
ADHI Schools LLC
Passed CA Real Estate Salesperson Exam
Passed Exam Mar 2014

AFFILIATIONS
ICSC, International Council of Shopping Centers Member
NAIOP, Commercial Real Estate Development Association Member California Department of Real Estate License # 01943292 OSHA 30 Hour Construction Certified
SKILLS
Negotiation, communication, problem solving, critical thinking, time management, adaptability, passionate, detail- oriented
Experience with the following tools: Excel, Publisher, Project, PowerPoint, Co- Star, SketchUp, arcGIS Led projects with title sponsors, including major events for PGA and NFL Hiring and team building across diverse operational teams, including setting up local hiring preferences and coordinating with workforce development programs Palm Desert RFP #2022-REQ-127 for City of Palm Desert

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JAMES MIRRAS
[email protected] | 631 903 4448

SUMMARY
James Mirras is Co- Founder and COO/ CFO of Circuit. James received his BS in Finance from University of Florida. Prior to Circuit, James worked for Morgan Stanley NYSE MS in New York City as an intern then associate on the repurchase agreement trading desk. After nearly 3 years at Morgan Stanley, James set off to manage Circuit ( then, Hamptons Free Ride) Finance and Operations full time. His attention to detail, people skills and strong work ethic helped create a solid foundation that the company has been able to grow. James will leverage these skills and experience, including implementing nationwide operations as well as the Circuit NR pilot program, to ensure a smooth transition and expansion of the pilot program into a sustainable longer- term service.

With over 11 years of experience in transportation operations, he has led the development of our operational s and standardization for scalability, including training programs, handbooks, policies, and our COVID 19 respon combined with his financial expertise has allowed Circuit to achieve its current scale and plan for future growt

PROFESSIONAL EXPERIENCE
Circuit Transit New York, NY
COO / Co- Founder
2010 present
Created vertically integrated platform for all- electric microtransit systems at intersection of technology, people, and operations
Experienced electric vehicle operator with over 11 years of experience operating and maintaining electric vehicles, including custom fabrication, advertising campaign installation, and charging infrastructure management
Oversees and directs national, regional, and local operations Built, hired, and developed a team of over 300 national, regional, and local operations employees, including a regional and local management structure and driver ambassador program, recently achieving an 89% retention rate
Launched over 40 new markets across 9 states, with successful long term markets of 10 years of continuous operation
Developed fleet management, insurance programs, and fleet procurement strategies across operating markets
Developed Standard Operating Procedures, Emergency Action Plan, Driver Manuals, and other key training and procedural documents in coordination with legal and compliance experts Developed impact metrics and monthly reporting documentation for City and other partners Morgan Stanley New York, NY
Associate
2009 2012
On the line team for financing firm’s daily operating activities Performed front end and back end activities of prime brokerage business with client facing order processing to execute and settle trades
Experience with high- level client management and meeting client expectations for a heavily regulated industry

EDUCATION
University of Florida Gainesville, FL
B.S. Finance
2005 2009

PROFESSIONAL MEMBERSHIPS, AFFILIATIONS, CERTIFICATIONS
National Rural Transit Assistance Program RTAP ADA Training Completion Association for Commuter Transportation, member
Amazon Web Services Accelerator
Los Angeles Cleantech Incubator, Market Access Program, Los Angeles CA Urban- X Accelerator, New York NY
CivStart Accelerator, Washington DC
Joules Accelerator, Duke Energy, Durham NC
Leading Cities Accelicity Accelerator, Boston MA
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TUCKER COSTELLO
[email protected] | 631 255 3075

SUMMARY
Tucker Costello handles internal business and technical development. Over a decade of hands-on hardware and software implementation in personal, academic, and business settings has given him a deep understanding of how technology can enhance our work. When he is not facilitating with the development team or testing the latest app updates, Tucker is using his understanding of systems architecture and team communication to keep us connected and focused. He has led our technology suite build, including our Ride Circuit app for iOS & Android, Driver App for iOS, Admin Panel ( web- based dashboard), Backend services, Data collection and reporting, In-car iPad app Photo Booth/Advertiser content), and Circuit website.

PROFESSIONAL EXPERIENCE
Circuit Transit New York, NY
Managing Director, Internal Development
2016 present
Project management for software development, including project scoping, prioritization, quality assurance and testing, and ongoing improvements and maintenance Backend management of Circuit databases, technical services, technical maintenance program, and data privacy
Maintain architecture, software systems, and technology subscriptions and develop proactive plans for technology resilience
Manage inventory and security protocols for physical technology and infrastructure, including laptops, mobile devices, and other technology systems
Overseeing customer service processes and feedback loops through the app, website, email, and phone
Manage internal technical administration processes, including software and tools for team communication, scheduling, data and information storage, data querying, and permissions Ross School East Hampton, NY
Assistant Director, Community Programs
2008 2016

EDUCATION
Skidmore College
Bachelor of Arts Media & Communications Saratoga Springs, NY 2008 2012

PROFESSIONAL MEMBERSHIPS & AFFILIATIONS
Amazon Web Services Smart Cities Accelerator Mobility Cohort Urban- X Accelerator, New York NY

TECHNICAL EXPERIENCE
Technical project management
JQuery, JavaScript
iOS and Android mobile app product development and launch Web application, custom dashboard and reporting development Quality Assurance testing
User Experience / User Interface Design, Technical Customer Support Research in API planning and implementation
Familiarity with Web Content Accessibility Guidelines WCAG 2.1 compliance requirements Familiarity and experience with data privacy standards and management Experience with the following technical services and project management tools: Mixpanel, Monday.com, Tableau, Firebase, TestFlight, Squarespace, Twilio, SendGrid, MongoDB, AWS, BugSnag, DataDog, Google API, GitHub, GraphHopper, Google My Maps
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ANITA CHEN
[email protected] | 917 922 7070

SUMMARY
Anita is a seasoned In-House Counsel whose main goal is to protect the interests of the company and its employees. Proven ability to navigate complex legal issues, provide timely and practical advice, and manage outside counsel. A strong combination of legal, business and people acumen.

PROFESSIONAL EXPERIENCE
Circuit Transit Los Angeles, CA
In-House Counsel
February 2018 Present
Legal Services Of New York Manhattan, New York
Board of Directors
January 2008 May 2012
Law Office of Anita L. Chen New York, New York
Attorney at Law
March 2002 January 2005,
February 2007 December 2011
Legal Services Of New York New York, New York
Staff Attorney
January 2005 February 2007
Civil Court of the City Of New York Brooklyn, New York
Staff Attorney
April 2004 January 20057
Lebouef, Lamb, Greene & Macrae, L.L.P. Brooklyn, New York Litigation Associate
September 1997 April 2001
South Brooklyn Legal Services Brooklyn, New York
Of Counsel, Housing Unit
May September 1999

EDUCATION
Touro College Jacob D. Fuchsberg Law Center Uchsberg Law Center Juris Doctor May 1997
New York University
Bachelor of Science in Finance and Marketing May 1992

ADMISSIONS
New York State, S.D.N.Y. and E.D.N.Y.

SKILLS
Industry Knowledge: Transportation Law, Corporate Law, Employment Law Technical Skills: Microsoft Word, Google Suite. Legal Research, Legal Writing Soft Skills: Communication, Research, Legal Writing, Legal Research, Legal Analysis, Notary Public Language: Cantonese
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Case Studies
Case Studies for Circuit programs continue on the following pages:

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Case Study San Diego, CA
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Case Study New Rochelle, NY
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Case Study Hollywood, FL
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C43540 Circuit Transit
Final Audit Report 2022- 08-02
Created: 2022- 07-26
By: M. Gloria Sanchez CMC ( gsanchez@cityofpalmdesert. org) Status: Signed
Transaction ID: CBJCHBCAABAA9HmMIDvrlUvhUXsriip5dV83XnOASVmF C43540 Circuit Transit" History
Document created by M. Gloria Sanchez CMC ([email protected]) 2022- 07- 26 - 7:10:23 AM GMT- IP address: 64.60.5.80
Document emailed to Mariana Rios ([email protected]) for approval 2022- 07- 26 - 7:18:06 AM GMT
Email viewed by Mariana Rios ( mrios@cityofpalmdesert. org) 2022- 07- 26 - 7:18:24 AM GMT- IP address: 104. 28.85.121 Document approved by Mariana Rios ([email protected]) Approval Date: 2022- 07-26 - 3:49:35 PM GMT - Time Source: server- IP address: 64.60.5.80 Document emailed to Daniel Kramer ([email protected]) for signature 2022- 07- 26 - 3:49:38 PM GMT
Email viewed by Daniel Kramer ([email protected])
2022- 07- 27 - 2:51:15 AM GMT- IP address: 74.125. 209. 51 Document e-signed by Daniel Kramer ([email protected]) Signature Date: 2022- 07-28 - 8:23:10 PM GMT - Time Source: server- IP address: 70.168. 251. 142 Document emailed to [email protected] for signature 2022- 07- 28 - 8:23:13 PM GMT
Email viewed by robert. hargreaves@bbklaw. com
2022- 07- 28 - 10:53:54 PM GMT- IP address: 104. 28.123. 109 Signer [email protected] entered name at signing as Robert Hargreaves 2022- 07- 28 - 10:55:01 PM GMT- IP address: 107. 77.212. 91 Document e-signed by Robert Hargreaves ([email protected]) Signature Date: 2022- 07-28 - 10:55:03 PM GMT - Time Source: server- IP address: 107. 77.212. 91 552
Document emailed to Jan Harnik ( jharnik@cityofpalmdesert. org) for signature 2022- 07- 28 - 10:55:05 PM GMT
Email viewed by Jan Harnik ([email protected]) 2022- 08- 01 - 6:34:08 PM GMT- IP address: 64.60.5.80
Document e-signed by Jan Harnik ([email protected]) Signature Date: 2022- 08-01 - 6:34:39 PM GMT - Time Source: server- IP address: 64.60.5.80 Document emailed to Anthony Mejia ([email protected]) for signature 2022- 08- 01 - 6:34:42 PM GMT
Email viewed by Anthony Mejia ([email protected]) 2022- 08- 01 - 6:35:22 PM GMT- IP address: 203. 78.172. 33 Document e-signed by Anthony Mejia ([email protected]) Signature Date: 2022- 08-01 - 6:35:39 PM GMT - Time Source: server- IP address: 64.60.5.80 Document emailed to mrios@cityofpalmdesert. org for approval 2022- 08- 01 - 6:35:41 PM GMT
Email viewed by [email protected]
2022- 08- 01 - 11:17:34 PM GMT- IP address: 188. 212. 140. 226 Signer [email protected] entered name at signing as Mariana Rios 2022- 08- 02 - 5:24:14 PM GMT- IP address: 64.60.5.80
Document approved by Mariana Rios ([email protected]) Approval Date: 2022- 08-02 - 5:24:15 PM GMT - Time Source: server- IP address: 64.60.5.80 Agreement completed.
2022- 08- 02 - 5:24:15 PM GMT
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AMENDMENT NO. 1 TO AGREEMENT NO. C43540 FOR SERVICES TO

OPERATE THE EL PASEO COURTESY CART SERVICE
BETWEEN THE CITY OF PALM DESERT AND CIRCUIT TRANSIT, INC.

1. Parties and Date.

This Amendment No. 1 to the Agreement for Services to Operate the El Paseo Courtesy Cart service is made and entered into as of this 13th day of July 2023, by and between the City of Palm Desert (“City”) and Circuit Transit, Inc., a Corporation with its principal place of business at 501 E. Las Olas Blvd, Suite 300, Fort Lauderdale, FL 33301 (“Contractor”). City and Contractor are sometimes individually referred to as “Party” and collectively as “Parties.”

2. Recitals.

2.1 The City and Contractor entered into Contract No. C43540 dated July 14, 2022 (“Agreement”), under which Contractor operated the City’s seasonal, on-demand shuttle service along El Paseo for the period dating mid-October 2022 through May 2023.

2.2 The City and Contractor now desire to amend the Agreement to extend the term of the Agreement, and to update the operations schedule for shuttle service.

3. Terms.

3.1 The introductory paragraph of the Agreement is hereby amended to delete the reference to the period October 14, 2022 through May 29, 2023, and to read as follows:
“This Agreement dated July 14, 2022 is entered into between the City of Palm Desert (CITY) and Circuit Transit, Inc. (CONTRACTOR), for the operation of the El Paseo Courtesy Cart Service, a non-fixed route public transit service within the City of Palm Desert (“Project”).”

3.2 Section 2 (Vehicle Operation) of the Agreement is hereby renamed and amended in its entirety, to read as follows:
“2. Scope of Services and Term:

All Services shall be subject to, and performed in accordance with, this Agreement, the exhibits attached hereto and incorporated herein by reference, and all applicable local, state, and federal laws, rules and regulations.

B. Vehicle Operation: Vehicles shall be in regular service seven days per week, 11:00 a.m. through 6:00 p.m. daily, (days subject to change by the CITY), including holidays, except Christmas Day and Thanksgiving Day, as follows:

Initial contract operating period: October 14, 2022 - May 29, 2023 First Amendment operating period: October 13, 2023 - May 27, 2024 CONTRACTOR shall operate the vehicles in accordance with the applicable operating schedule, attached hereto as Exhibit “A” (“Schedule”).

DocuSign Envelope ID: AB82ECF9-F05A-4AAD-B0AF-0A3A20D6808E 555
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Vehicles are permitted to be out of service for one half-hour plus two 15- minute breaks during each seven-hour operating period. No breaks shall be taken consecutively or concurrently. At the direction of the CITY, more hours may be added to the schedule described herein or may be reduced from this schedule. In the event that the number of hours is changed, the contract amount will be adjusted accordingly by application of the unit rates contained in Exhibit B. The CITY retains the right to increase, decrease, or, with thirty (30) days’ notice, to suspend or cancel the service for any period at any time.

The CONTRACTOR shall provide neatly-attired professional drivers whose appearance is appropriate for the context in which they will be working (company golf shirts, for example).

C. Term: The term of this Agreement shall be from July 14, 2022, to May 27, 2024, unless earlier terminated as provided herein. CONTRACTOR shall complete the Services within the term of this Agreement and shall meet any other established schedules and deadlines. The Parties may, by mutual, written consent, extend the term of this Agreement if necessary to complete the Services. Further renewal(s) would be subject to a CPI increase. Execution is completed when all parties have signed the agreement. Agreement is subject to annual budget approval by the City Council. If not approved during the budget process the agreement will be cancelled according to the termination procedures outlined below.

D. Termination Prior to Expiration of Term: CITY may terminate this Agreement at any time, with or without cause, upon thirty (30) day’s written notice to the CONTRACTOR. Upon receipt of the notice of termination, the CONTRACTOR shall immediately cease all work or services hereunder except as may be specifically approved by the Contract Officer. In the event of termination by the CITY, CONTRACTOR shall be entitled to compensation for all services rendered prior to the effectiveness of the notice of termination and for such additional services specifically authorized by CITY. CITY shall be entitled to reimbursement for any compensation paid in excess of the services rendered. CONTRACTOR may terminate its obligation to provide further services under this Agreement upon thirty (30) calendar days' written notice to the CITY only in the event of substantial failure by the CITY to perform in accordance with the terms of this Agreement through no fault of CONTRACTOR.

3.3 A New Section 2.5 (Independent Contract; Control and Payment of Subordinates) is hereby added to the Agreement, to read as follows:
“2.5 Independent Contractor; Control and Payment of Subordinates. The Services shall be performed by CONTRACTOR or under its supervision.

CONTRACTOR will determine the means, methods and details of performing the Services subject to the requirements of this Agreement. CITY retains CONTRACTOR on an independent contractor basis and not as an employee. Any personnel performing the Services shall not be employees of CITY and shall at all times be under CONTRACTOR’S exclusive direction and control. Neither CITY, or any of its officials, officers, directors, employees or agents shall have control over the conduct of CONTRACTOR or any of CONTRACTOR’S officers, employees or agents, except as set forth in this Agreement. CONTRACTOR shall DocuSign Envelope ID: AB82ECF9-F05A-4AAD-B0AF-0A3A20D6808E 556
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pay all wages, salaries, and other amounts due such personnel in connection with their performance of Services under this Agreement and as required by law.

CONTRACTOR shall be responsible for all reports and obligations respecting such additional personnel, including, but not limited to: social security taxes, income tax withholding, unemployment insurance, disability insurance, and workers' compensation insurance.”

3.4 Section 4 (Fees and Payment) of the Agreement is hereby amended in its entirety to read as follows:

A. Operation of the El Paseo Courtesy Cart Service: CONTRACTOR shall receive compensation, including authorized reimbursements, for all Services rendered under this Agreement per Exhibit "B". The total compensation shall not exceed Two Hundred Nineteen Thousand Two Hundred and Forty-One Dollars and Two Cents ($219,241.02) per year, without written approval of the City Council or City Manager, as applicable.

B. Payment of Compensation: CONTRACTOR shall submit to CITY monthly invoices which provide a detailed description of the Services and hours rendered by CONTRACTOR. CITY shall, within 30 days of receiving such invoice, review the invoice and pay all non-disputed and approved charges. If the CITY disputes any of CONTRACTOR'S fees, the CITY shall give written notice to CONTRACTOR within thirty (30) days of receipt of an invoice of any disputed fees set forth therein. CONTRACTOR shall submit its final invoice to CITY within thirty (30) days from the last date of provided Services or termination of this Agreement and failure by the CONTRACTOR to submit a timely invoice may constitute a waiver of its right to final payment. Payment shall not constitute acceptance of any Services completed by CONTRACTOR. The making of final payment shall not constitute a waiver of any claims by the CITY for any reason whatsoever.

C. Reimbursement for Expenses: CONTRACTOR shall not be reimbursed for any expenses unless authorized in writing by CITY or included in Exhibit “B”.

D. Extra Work: At any time during the term of this Agreement, CITY may request that CONTRACTOR perform Extra Work. As used herein, "Extra Work" means any work which is determined by CITY to be necessary for the proper completion of the Project, but which the Parties did not reasonably anticipate would be necessary at the execution of this Agreement. CONTRACTOR shall not perform, nor be compensated for, Extra Work without written authorization from CITY.”

3.5 A new Section 7 (Amendment; Modification) is hereby added to the Agreement, to read as follows:
“7. Amendment; Modification. No supplement, modification, or amendment of this Agreement shall be binding unless executed in writing and signed by both Parties.”
DocuSign Envelope ID: AB82ECF9-F05A-4AAD-B0AF-0A3A20D6808E 557
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3.6 A new Section 8 (Delivery of Notices) is hereby added to the Agreement, to read as follows:
“8. Delivery of Notices. All notices permitted or required under this Agreement shall be given to the respective parties at the following address, or at such other address as the respective parties may provide in writing for this purpose:

Consultant: Circuit Transit INC
501 E Las Olas Blvd, Suite 300
Fort Lauderdale, FL 33301
ATTN: Daniel Kramer, Vice President, Operations & Business Development, Circuit
City:City of Palm Desert
73-510 Fred Waring Drive
Palm Desert, CA 92260
ATTN: Economic Development Department
Such notice shall be deemed made when personally delivered or when mailed, forty-eight (48) hours after deposit in the U.S. Mail, first class postage prepaid and addressed to the party at its applicable address. Actual notice shall be deemed adequate notice on the date actual notice occurred, regardless of the method of service.”

3.7 Exhibit “A” is hereby amended to add the 2023 – 2024 City of Palm Desert Neighborhood Electric Vehicle (NEV) Operations Schedule, attached hereto and incorporated herein by reference.

3.8 Exhibit “B” page 18 is hereby amended to add the 2023-2024 Compensation schedule, attached hereto and incorporated herein by reference.

3.9 Continuing Effect of Agreement. Except as amended by this Amendment No. 1, all other provisions of the Agreement remain in full force and effect and shall govern the actions of the parties under this Amendment No. 1. From and after the date of this Amendment No. 1, whenever the term “Agreement” or “Contract” appears in the Agreement, it shall mean the Agreement as amended by this Amendment No. 1.

3.10 Adequate Consideration. The Parties hereto irrevocably stipulate and agree that they have each received adequate and independent consideration for the performance of the obligations they have undertaken pursuant to this Amendment No. 1.

3.11 Severability. If any portion of this Amendment No. 1 is declared invalid, illegal, or otherwise unenforceable by a court of competent jurisdiction, the remaining provisions shall continue in full force and effect.

3.12 Counterparts. This Amendment No. 1 may be executed in duplicate originals, each of which is deemed to be an original, but when taken together shall constitute but one and the same instrument.
[SIGNATURES ON FOLLOWING PAGE]
DocuSign Envelope ID: AB82ECF9-F05A-4AAD-B0AF-0A3A20D6808E 558
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SIGNATURE PAGE FOR AMENDMENT NO. 1 TO CONTRACT NO. C43540

BETWEEN THE CITY OF PALM DESERT
AND CIRCUIT TRANSIT, INC.

IN WITNESS WHEREOF, the Parties have entered into this Amendment No. 1 to the Agreement for Services to Operate the El Paseo Courtesy Cart service as of the day and year first above written.

CITY OF PALM DESERT
By:

L. Todd Hileman
City Manager
ATTEST:

By:

Anthony J. Mejia
City Clerk
APPROVED AS TO FORM:

By:

Best Best & Krieger LLP
City Attorney
CIRCUIT TRANSIT, INC.

By:

Its: Vice President
Printed Name: Daniel Kramer
By:

Its: Chief Operating Officer
Printed Name: James Mirras
QC: MN
Insurance:
_____
Initial Review
_____
Final Approval
DocuSign Envelope ID: AB82ECF9-F05A-4AAD-B0AF-0A3A20D6808E 559
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“EXHIBIT A”
2023 – 2024 City of Palm Desert Neighborhood Electric Vehicle (NEV) Operations Schedule
Regular
Month # of
Days
Hours
Per Day
Total Hours
Per Cart
October 13 – 31, 2023 19 7 133
November 1-30, 2023
(excluding Thanksgiving)
29 7 203
December 1-31,2023
(excluding Christmas)
30 7 210
January 1-31, 2024 31 7 217
February 1-29, 2024 29 7 203
March 1-31, 2024 31 7 217
April 1-30, 2024 30 7 210
May1-27, 2024 27 7 203
Total Annual Regular Hours - One (1) Cart 1596
Total Annual Regular Hours - Two (2) Cart 1596
Total Annual Regular Hours - Three (3) Cart 1596
Total Annual Regular Hours for all Three (3) Carts 4788 Potential Overtime Hours – (At the direction of the City, but not to exceed) Month(s) Hours Per
Month
Number of
Months
Total Hours
Per Cart
October 2023 – February 2023 4 5 20
March 2024 55 1 55
April – May 2024 3 2 6
Potential Overtime Hours - One (1) Cart 81
Potential Overtime Hours - Two (2) Cart 81
Potential Overtime Hours - Three (3) Cart 81
Total Potential Overtime Hours for all Three (3) Carts 243 DocuSign Envelope ID: AB82ECF9-F05A-4AAD-B0AF-0A3A20D6808E 560
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“EXHIBIT B”

COMPENSATION
Standard Vehicle
Straight Time: $42.57/car/hr
Overtime: $53.64/car/hr
ADA Vehicle
Straight Time: $43.99/car/hr
Overtime: $55.06/car/hr
Annual Straight Time Standard (based on two vehicles) 3,192 $42.57 $135,883.44 Annual OT Standard (based on two vehicles) 162 $53.64 $8,689.68 Annual Straight Time ADA (based on one vehicle) 1,596 $43.99 $70,208.04 Annual OT ADA (based on one vehicle) 81 $55.06 $4,459.86 Annual Total 5,031 - $219,241.02
In the event that this Agreement is renewed pursuant to Section 3.1.2, the rates set forth above may be increased or reduced each year at the time of renewal, but any increase shall not exceed the Consumer Price Index, All Urban Consumers, Riverside-San Bernardino-Ontario.

DocuSign Envelope ID: AB82ECF9-F05A-4AAD-B0AF-0A3A20D6808E 561
562
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Revised 01-2024
BBK 72500.00001\32445060.1
AMENDMENT NO. 2 TO AGREEMENT NO. C43540 BETWEEN THE CITY OF PALM DESERT AND CIRCUIT TRANSIT, INC.

1. Parties and Date.

This Amendment No. 2 to the made and entered into as of this 9th day of July, 2024, by and between the City of Palm Desert (“City”) and Circuit Transit, Inc, a Corporation, with its principal place of business at 501 E Las Olas Blvd, Suite 300 Ft Lauderdale, FL 33301 ("Vendor").

The City and Vendor are sometimes individually referred to herein as "Party" and collectively as "Parties."

2. Recitals.

2.1 Agreement. The City and Circuit Transit, Inc have entered into an agreement entitled “Agreement C43540” dated July 14, 2022 (“Agreement” or “Contract”) for the purpose of retaining the services of Circuit Transit, Inc to provide on-demand shuttle service along El Paseo for the period dating mid-October 2022 through May 2023.

2.2 Amendment No. 1. The City and Circuit Transit, Inc amended the Agreement to extend the term of the Agreement and update the operations schedule for shuttle service.

The Parties have heretofore entered into that Amendment No.1 dated July 13, 2023.

2.3 Amendment No. 2. The City and Circuit Transit, Inc desire to amend the Agreement to extend the term of the Agreement and update the operations schedule for shuttle service.

2.3 Amendment Authority. This Amendment No. 2 is authorized pursuant to Section 7 of the Agreement.

3. Terms.

3.1 Scope of Services and Term. Section 2 of the Agreement is hereby amended in its entirety to read as follows:

A. General Scope of Services: CONTRACTOR promises and agrees to furnish to CITY all labor, materials, tools, equipment, services, and incidental and customary work necessary to fully and adequately supply the services necessary for the Project described in the CONTRACTOR’S Proposal dated June 29, 2022, attached hereto as Exhibit B ("Services"). All Services shall be subject to, and performed in accordance with, this Agreement, the exhibits attached hereto and incorporated herein by reference, and all applicable local, state, and federal laws, rules and regulations.

Initial contract operating period: October 14, 2022 - May 29, 2023 First Amendment operating period: October 13, 2023 - May 27, 2024 Second Amendment operating period: October 11, 2024 – May 26, 2025 CONTRACTOR shall operate the vehicles in accordance with the applicable Docusign Envelope ID: 490660EC-DDDD-4163-A37D-B2EE7F66DD42 563
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Revised 01-2024
BBK 72500.00001\32445060.1
operating schedule, attached hereto as Exhibit “A” (“Schedule”). Vehicles are permitted to be out of service for one half-hour plus two 15-minute breaks during each seven-hour operating period. No breaks shall be taken consecutively or concurrently. At the direction of the CITY, more hours may be added to the schedule described herein or may be reduced from this schedule. In the event that the number of hours is changed, the contract amount will be adjusted accordingly by application of the unit rates contained in Exhibit B. The CITY retains the right to increase, decrease, or, with thirty (30) days’ notice, to suspend or cancel the service for any period at any time.

The CONTRACTOR shall provide neatly-attired professional drivers whose appearance is appropriate for the context in which they will be working (company golf shirts, for example).

C. Term: The term of this Agreement shall be from July 14, 2023, to May 26, 2025, unless earlier terminated as provided herein. CONTRACTOR shall complete the Services within the term of this Agreement and shall meet any other established schedules and deadlines. The Parties may, by mutual, written consent, extend the term of this Agreement if necessary to complete the Services. Further renewal(s) would be subject to a CPI increase. Execution is completed when all parties have signed the agreement. Agreement is subject to annual budget approval by the City Council. If not approved during the budget process the agreement will be cancelled according to the termination procedures outlined below.

3.2 Section 4 (Fees and Payment) of the Agreement is hereby amended in its entirety to read as follows:

A. Operation of the El Paseo Courtesy Cart Service: CONTRACTOR shall receive compensation, including authorized reimbursements, for all Services rendered under this Agreement per Exhibit "B". The total compensation shall not exceed Two Hundred Twenty-Four Thousand Seven Hundred and Twenty Dollars and One Cents ($224,720.01) per year, without written approval of the City Council or City Manager, as applicable.

3.3 Exhibit “A” is hereby amended to add the 2024 – 2025 City of Palm Desert Neighborhood Electric Vehicle (NEV) Operations Schedule, attached hereto and incorporated herein by reference.

3.4 Exhibit “B” page 18 is hereby amended to add the 2024-2025 Compensation schedule, attached hereto and incorporated herein by reference.

3.5 Continuing Effect of Agreement. Except as amended by this Amendment No. 2, all other provisions of the Agreement remain in full force and effect and shall govern the actions of the parties under this Amendment No. 2. From and after the date of this Amendment No. 2, whenever the term “Agreement” or “Contract” appears in the Agreement, it shall mean the Agreement as amended by this Amendment No. 2.

3.6 Adequate Consideration. The Parties hereto irrevocably stipulate and agree that they have each received adequate and independent consideration for the performance of the Docusign Envelope ID: 490660EC-DDDD-4163-A37D-B2EE7F66DD42 564
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Palm Desert City CouncilApril 24, 2025

Palm Desert City Council
April 24, 2025