Palm Desert City Council
December 11, 2025

CITY OF PALM DESERT

STAFF REPORT
MEETING DATE: December 11, 2025
PREPARED BY: Pedro Rodriguez, Code Compliance & Support Services Manager SUBJECT: RESOLUTION DIRECTING STAFF TO PREPARE AMENDMENTS TO CHAPTER 8.50 OF THE PALM DESERT MUNICIPAL CODE AND

CREATE DRILLING AND MAINTENANCE PERMIT REQUIREMENTS

AND CONDITIONS FOR WATER WELLS
RECOMMENDATION:

Adopt a Resolution entitled “A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF PALM

DESERT, CALIFORNIA, DIRECTING STAFF TO PREPARE AMENDMENTS TO CHAPTER

8.50 OF THE PALM DESERT MUNICIPAL CODE RELATING TO DRILLING AND MAINTENANCE PERMIT REQUIREMENTS AND CONDITIONS FOR WATER WELLS.” BACKGROUND/ANALYSIS:

Earlier this year, the City became aware of a drilling permit issued by Riverside County for the installation of a new private well within a residential neighborhood. The County of Riverside maintains exclusive authority to issue permits for the construction, reconstruction, abandonment, destruction, and maintenance of water wells within City boundaries. The Palm Desert Municipal Code currently provides limited ability for the City to impose local operational conditions that protect the surrounding community during drilling or maintenance activities.

The purpose of this agenda item is to obtain City Council direction for staff to prepare amendments to Chapter 8.50 that establish local requirements, operational standards, and conditions for drilling and maintenance activities associated with water wells. These amendments will enhance the City’s regulatory ability to protect public health, safety, and welfare by ensuring that drilling and maintenance operations are conducted responsibly and with appropriate environmental and quality-of-life safeguards.

Key provisions proposed for inclusion in the draft ordinance include:
 Submittal Requirements: Site plans, work timelines, construction fencing, and adequate visual screening.
 Operational & Environmental Standards: Hours of operation; noise attenuation; dust, vibration, and traffic controls; safety measures; and compliance with applicable environmental regulations.
 Financial Assurances: A bond to guarantee site restoration or abatement of violations.  Public Notification: Community outreach requirements and on-site public postings before commencement of drilling or maintenance activities.  Monitoring & Reporting: Ongoing compliance reporting and operational monitoring obligations.
 Enforcement Tools: Authority to issue fines, stop-work orders, and other corrective measures as needed.
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Direction on Chapter 8.50 Dilling and Maintenance Requirements

The proposed amendments would also authorize the City Manager, or their designee, to impose reasonable, site-specific conditions on drilling or maintenance activities to mitigate potential impacts.

Adoption of this resolution will direct staff to prepare draft amendments to Chapter 8.50 and return to the City Council with a proposed ordinance for consideration at a future meeting. This action will strengthen the City’s ability to ensure that drilling and maintenance operations are conducted in a manner consistent with the City’s standards, policies, and community expectations.

Legal Review:

The City Attorney’s Office has reviewed this report.

FINANCIAL IMPACT:

There is no fiscal impact related to this action.

ATTACHMENTS:

1. Draft Resolution
830
RESOLUTION NO. 2025-____

A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF PALM

DESERT, CALIFORNIA, DIRECTING STAFF TO PREPARE
AMENDMENTS TO CHAPTER 8.50 OF THE PALM DESERT MUNICIPAL

CODE RELATING TO DRILLING AND MAINTENANCE PERMIT

REQUIREMENTS AND CONDITIONS FOR WATER WELLS
WHEREAS, the City of Palm Desert (“City”) is committed to protecting public health, safety, and welfare through appropriate regulation of activities that may impact the community; and
WHEREAS, the County of Riverside maintains exclusive authority to issue permits for new well drilling within the City of Palm Desert and makes efforts to ensure that all permitted work complies with state and local ordinances; and WHEREAS, drilling and maintenance operations associated with water wells may generate noise, vibration, dust, traffic, and other impacts that require local oversight to minimize disruption to surrounding neighborhoods and to maintain community quality of life; and
WHEREAS, the City currently has limited municipal regulations addressing local operational standards for drilling and maintenance activities conducted under permits issued by the County of Riverside; and
WHEREAS, the City Council desires to establish clear local requirements, conditions, and operational standards applicable to all future drilling and maintenance activities to ensure responsible operations and adequate safeguards for public health, safety, and welfare; and
WHEREAS, the City Council finds that amending Chapter 8.50 of the Palm Desert Municipal Code is necessary to provide appropriate regulatory tools, community protections, and enforcement mechanisms for drilling and maintenance operations of water wells within the City.

NOW, THEREFORE, BE IT RESOLVED by the City Council of the City of Palm Desert, California, as follows:

SECTION 1. That the foregoing Recitals are true and correct and are incorporated herein by this reference.

SECTION 2. City staff is directed to prepare proposed amendments to Chapter

8.50 of the Palm Desert Municipal Code to establish drilling and maintenance permit requirements, operational standards, and conditions for water wells located within the City. The amendments shall include, but are not limited to, submittal requirements, operational and environmental standards, financial assurances, public notification 831
Resolution No. 2025-____ Page 2
procedures, monitoring and reporting obligations, and enforcement tools.

SECTION 3. Staff is further directed to return to the City Council with a draft ordinance for consideration at a future meeting
ADOPTED ON ________________, 2025.

JAN C. HARNIK
MAYOR
ATTEST:

ANTHONY J. MEJIA

CITY CLERK
I, Anthony J. Mejia, City Clerk of the City of Palm Desert, hereby certify that Resolution No. 2025-__ is a full, true, and correct copy, and was duly adopted at a regular meeting of the City Council of the City of Palm Desert on _______________________, by the following vote:

AYES:

NOES:

ABSENT:

ABSTAIN:

RECUSED:

IN WITNESS WHEREOF, I have hereunto set my hand and affixed the official seal of the City of Palm Desert, California, on ___________________.

ANTHONY J. MEJIA

CITY CLERK
832

CITY OF PALM DESERT

STAFF REPORT
MEETING DATE: December 11, 2025
PREPARED BY: Richard Cannone, Assistant City Manager
Daniel Hurtado, Public Safety Coordinator
SUBJECT: RESOLUTION ESTABLISHING THE SPAY/NEUTER PARTNERSHIP PROGRAM AND RESCINDING THE CITY’S PET REIMBURSEMENT
POLICY
RECOMMENDATION:

1. Adopt a Resolution entitled “A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF PALM DESERT, CALIFORNIA, RESCINDING THE CITY’S PET REIMBURSEMENT

POLICY AND ESTABLISHING A NEW SPAY/NEUTER PARTNERSHIP PROGRAM WITH ANIMAL SAMARITANS.”

2. Authorize the City Manager, or designee, to administer the program.

3. Authorize the City Manager to execute all necessary implementation documents.

BACKGROUND/ANALYSIS:

One of the major initiatives within the FY 2025 Animal Services budget was to enhance outreach and marketing efforts to increase public utilization of available animal service programs, including reimbursements for adoptions, vaccinations, and mobile clinics. Part of this effort included expanded social media outreach and partnerships with community locations such as the Palm Desert Library. These efforts showed strong early results, most notably, the City’s first vaccination clinic under this initiative reached full capacity, filling all 100 available appointments.

Despite targeted outreach, the City’s long-standing Pet Reimbursement Program continues to experience minimal participation. Established in 2010 and later expanded to include reimbursements for spay/neuter procedures, vaccinations, microchipping, and adoption fees, the reimbursement model has not generated sustained engagement. Since 2020, only 42 residents have utilized the reimbursement option, averaging roughly ten participants per year.

This long-term underutilization indicates that the reimbursement model has not effectively met resident needs or encouraged widespread participation.

In early 2025, the City piloted an alternative approach by issuing a limited number of direct-use spay/neuter vouchers sponsored by Animal Samaritans. All 90 vouchers were claimed within one week. This strong response demonstrates that residents prefer a simple, no-cost, voucherbased model over a reimbursement system that requires upfront payment and administrative tasks, such as making copies, uploading documentation, and filling out forms.

Staff met with the City Council Animal Services Subcommittee on October 30, 2025, to discuss transitioning from the reimbursement program to a voucher-based system. Following this discussion, the subcommittee recommended rescinding the existing spay and neuter reimbursement policy and establishing a new voucher-based partnership program with Animal 833
City of Palm Desert
Spay/Neuter Partnership Program

Samaritans, a local nonprofit animal welfare organization with facilities in Thousand Palms and Indio. The subcommittee further recommended allocating $50,000 from the unencumbered funds within the Animal Services Budget to support the implementation of this program.

The attached Resolution establishes the Animal Samaritans Spay/Neuter Partnership Program, replacing the reimbursement model with a streamlined and resident-centered system. Under this program, the City will provide 100 percent cost coverage for spay and neuter procedures, including microchipping, for Palm Desert residents. Each household may utilize the program for up to four animals, aligning with Title 6 of the Palm Desert Municipal Code regarding the allowable number of household pets. Residents are automatically eligible for this program and are only required to provide proof of residency when vouchers are issued. Similar to the pilot program, vouchers will only be available at the Palm Desert Library, allowing residents extended access to the service after 5 p.m. and on weekends.

All standard elements of the procedure, including surgical labor, anesthesia, medications, supplies, pain management, and required take-home items, are included in the City’s cost coverage. The average cost for a spay or neuter procedure is approximately $215, with an additional $5 for microchipping, for a total average cost of $220 per animal. Animal Samaritans will invoice the City monthly for services performed, providing transparency, predictable reporting, and consistency in fiscal oversight.

This partnership provides several important benefits:
 Eliminates financial and administrative barriers for residents.  Ensures that City funds directly support essential sterilization and microchipping services, maximizing existing resources.
 Enhances community animal welfare by helping reduce pet overpopulation.  Reduces staff workload by replacing receipt-based reimbursements with standard monthly invoicing.
 Advances a major initiative from this year’s Animal Services budget, improving marketing and public engagement, by transitioning to a service model that residents clearly respond to, as demonstrated through the successful vaccination clinic and rapid voucher participation.

Importantly, the existing reimbursement program will remain in place for vaccinations and adoptions, and staff is actively developing a similar voucher-based system for these services to further improve accessibility and participation.

Legal Review:

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

Appointed Body Recommendation:

The Animal Services Subcommittee, at its meeting on October 30, 2025, recommended moving forward with the proposed program.
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Spay/Neuter Partnership Program

FINANCIAL IMPACT:

The Approved FY 2025-26 Annual Budget includes $620,000 for Animal Services and Program Resources. Animal Services and Programs are estimated to cost $511,974 following contract negotiations, leaving a balance of $108,026 available for additional animal services. Staff recommends allocating $50,000 of the balance to support the new voucher-based program, therefore there is no additional impact to the General Fund with this action. .

FY 2025-26 Animal Services & Program Budget 620,000
FY 2025-26 Shelter Services 198,014
FY 2025-26 Field Services 293,960
Mobile Clinics 17,500
Pet Reimbursement Program 2,500
Total Budget Allocated 511,974
FY 2025-26 Budget Available 108,026
This request 50,000
Remaining Balance Available 58,026
ATTACHMENTS:

1. Resolution 2025-

2. Contract

3. PowerPoint
835
836
RESOLUTION NO. 2025-____

A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF PALM
DESERT, CALIFORNIA, RESCINDING THE CITY’S PET

REIMBURSEMENT POLICY AND ESTABLISHING A NEW

SPAY/NEUTER PARTNERSHIP PROGRAM WITH ANIMAL

SAMARITANS
WHEREAS, in September 2010, the City Council of the City of Palm Desert established a Pet Reimbursement Program to assist residents with pet adoption fees through the Riverside County Department of Animal Services; and WHEREAS, in July 2014, the City Council expanded the program to include reimbursements for vaccinations, spaying, neutering, and microchipping; and WHEREAS, since that time, the City has provided reimbursements to residents for eligible pet services to promote responsible pet ownership and reduce shelter populations; and
WHEREAS, the City Council desires to streamline administrative processes and provide residents with more consistent, accessible, and affordable spay/neuter services; and
WHEREAS, Animal Samaritans, a nonprofit organization established in 1978, operates the Coachella Valley’s first low-cost spay/neuter clinic and continues to offer the most affordable and reliable sterilization services in the region; and WHEREAS, the City wishes to partner with Animal Samaritans to provide 100% cost coverage for spay/neuter procedures and microchipping for Palm Desert residents; and
WHEREAS, Palm Desert residents residing within the jurisdictional boundaries of the City are automatically eligible for participation in this program, consistent with Title 6 of the Palm Desert Municipal Code governing household pet limits; and WHEREAS, Animal Samaritans will invoice the City monthly for reimbursement of covered services, ensuring transparency, fiscal oversight, and administrative efficiency; and
WHEREAS, the new partnership will fully replace the prior reimbursement system and ensure City funds are applied directly to effective pet sterilization and microchipping services that support animal welfare and reduce overpopulation.

NOW, THEREFORE, BE IT RESOLVED by the City Council of the City of Palm Desert, California, as follows:

SECTION 1. That the foregoing Recitals are true and correct and are incorporated herein by this reference.
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Resolution No. 2025-____ Page 2
SECTION 2. The existing Pet Reimbursement Policy, as established by Resolution No. 2024-____ and prior amendments, is hereby rescinded effective December 11, 2025.

SECTION 3. The City of Palm Desert hereby establishes the Animal Samaritans Spay/Neuter Partnership Program, as outlined in Exhibit “A”, effective the same date.

SECTION 4. The City Manager, or designee, is authorized to execute any necessary agreements or memoranda of understanding with Animal Samaritans and to administer the program, including voucher issuance, financial tracking, and reimbursement processing.

SECTION 5. IT IS HEREBY FURTHER RESOLVED AND ORDERED that this Resolution shall become effective immediately upon passage and adoption.

ADOPTED ON ________________, 2025.

JAN C. HARNIK
MAYOR
ATTEST:

ANTHONY J. MEJIA

CITY CLERK
838
Resolution No. 2025-____ Page 3
I, Anthony J. Mejia, City Clerk of the City of Palm Desert, hereby certify that Resolution No. 2025-__ is a full, true, and correct copy, and was duly adopted at a regular meeting of the City Council of the City of Palm Desert on _______________________, by the following vote:

AYES:

NOES:

ABSENT:

ABSTAIN:

RECUSED:

IN WITNESS WHEREOF, I have hereunto set my hand and affixed the official seal of the City of Palm Desert, California, on ___________________.

ANTHONY J. MEJIA

CITY CLERK
839
Resolution No. 2025-____ Page 4
EXHIBIT “A”
Spay/Neuter Partnership Program Guidelines
Program Overview
The City of Palm Desert, in partnership with Animal Samaritans, provides 100% cost coverage for spay or neuter procedures and microchipping for Palm Desert residents. Covered services include labor, surgical medications, surgical supplies, take-home pain medication, post-surgical pain relief injections, and take-home e-collars.

Based on an average of all sterilization procedures performed (including male cat neuter, small, medium, and large dog neuter; and female cat and dog spay procedures), the current average cost for altering a pet is $215.00, plus $5.00 for microchipping, for a total covered average of $220.00.

Eligibility Requirements
Palm Desert residents do not need to register for this program. Residency within the City's jurisdictional boundaries automatically qualifies applicants for participation. This policy ensures residents have direct and uninterrupted access to services under the City’s partnership with Animal Samaritans. - Applicants must provide proof of residency (valid ID, utility bill, lease, or property tax bill).
- Dog owners must show proof of a valid dog license.
- The City will cover spay/neuter and microchipping services for up to four (4) pets per residential address, consistent with the allowable number of household pets under Title 6 of the Palm Desert Municipal Code. - Vouchers must be redeemed within 60 days of issuance and presented at the time of service.

Program Details
The City covers 100% of the cost of all eligible spay/neuter procedures and microchipping performed at Animal Samaritans.

Vouchers will be embossed or crimp-sealed by the City to deter counterfeiting.

Pet owners will not pay any remaining balance for covered services unless they elect optional procedures not included in the sterilization or microchipping package.
840
Resolution No. 2025-____ Page 5
Animal Samaritans will invoice the City monthly for reimbursement of services rendered.

Additional financial aid options through Animal Samaritans remain available for non-covered services.

Program Administration
The City Manager’s Office shall oversee voucher issuance, program tracking, and monthly reconciliation and payment processing with Animal Samaritans. 841
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9.15.25 CITY OF PALM DESERT

PROFESSIONAL SERVICES AGREEMENT

1. Parties and Date. This Agreement is made and entered into on January 1, 2026, by and between the City of Palm Desert, a municipal corporation organized under the laws of the State of California with its principal place of business at 73-510 Fred Waring Drive, Palm Desert, California 92260-2578 (“City”) and Animal Samaritans Society for the Prevention of Cruelty to Animals, Inc., a Corporation, with its principal place of business at 72120 Pet Land Place, Thousand Palms, CA 92276 ("Consultant"). The City and Consultant are sometimes individually referred to herein as "Party" and collectively as "Parties."

1.1 City Council Approval.

On December 11, 2025, City Council approved the award of this Agreement to the Consultant above.

2. Recitals.

2.1 Project.

The City is a public agency of the State of California and is in need of professional services for the following project:

Animal Resources Program
(hereinafter referred to as “the Project”).

2.2 Consultant.

Consultant desires to perform and assume responsibility for the provision of certain professional services required by the City on the terms and conditions set forth in this Agreement. Consultant is duly licensed and has the necessary qualifications to provide such services.

3. Terms.

3.1 Scope of Services and Term.

3.1.1 General Scope of Services. Consultant promises and agrees to furnish to the City all labor, materials, tools, equipment, services, and incidental and customary work necessary to fully and adequately supply the services necessary for the Project ("Services"). The Services are more particularly described in Exhibit "A" attached hereto and incorporated herein by reference. 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.

3.1.2 Term The term of this Agreement shall be from January 1, 2026, to December 31, 2029, unless earlier terminated as provided herein. The City shall have the unilateral option, at its sole discretion, to renew this Agreement automatically for no more than two additional one-year terms. Contractor shall complete the Services within the term of this Agreement and shall meet any other established schedules and 843
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9.15.25 deadlines. Contractor shall complete the Services within the term of this Agreement and shall meet any other established schedules and deadlines.

3.1 Responsibilities of Consultant.

3.2.1 Independent Contractor; Control and Payment of Subordinates. The Services shall be performed by Consultant or under its supervision. Consultant will determine the means, methods, and details of performing the Services subject to the requirements of this Agreement. City retains Consultant 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 Consultant's exclusive direction and control. Neither City, or any of its officials, officers, directors, employees, or agents shall have control over the conduct of Consultant or any of Consultants officers, employees or agents, except as set forth in this Agreement. Consultant shall 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. Consultant 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.

3.2.2 Schedule of Services. Consultant shall perform the Services in a prompt and timely manner in accordance with the Schedule of Services set forth in Exhibit "B" attached hereto and incorporated herein by reference. Consultant represents that it has the professional and technical personnel required to perform the Services expeditiously. Upon request of City, Consultant shall provide a more detailed schedule of anticipated performance to meet the Schedule of Services.

3.2.3 Conformance to Applicable Requirements. All work prepared by Consultant shall be subject to the approval of City.

3.2.4 Substitution of Key Personnel. Consultant has represented to City that certain key personnel will perform and coordinate the Services. Should one or more of such personnel become unavailable, Consultant may substitute other personnel of at least equal competence upon written approval of City. In the event that City and Consultant cannot agree as to the substitution of key personnel, City shall be entitled to terminate this Agreement for cause. The key personnel for performance of this Agreement are as follows: Tom Snyder, CEO.
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9.15.25 3.2.5 City's Representative. The City hereby designates Chris Escobedo, City Manager, or his/her designee, to act as its representative in all matters pertaining to the administration and performance of this Agreement ("City's Representative"). City's Representative shall have the power to act on behalf of the City for review and approval of all products submitted by Consultant but not the authority to enlarge the scope of Services or change the total compensation due to Consultant under this Agreement. The City Manager shall be authorized to act on City's behalf and to execute all necessary documents which enlarge the scope of services or change the Consultant's total compensation subject to the provisions contained in Section 3.3 of this Agreement.

Consultant shall not accept direction or orders from any person other than the City Manager, City's Representative or his/her designee.

3.2.6 Consultant's Representative. Consultant hereby designates Tom Snyder, CEO, or his/her designee, to act as its representative for the performance of this Agreement ("Consultant's Representative"). Consultant's Representative shall have full authority to represent and act on behalf of the Consultant for all purposes under this Agreement. The Consultant's Representative shall supervise and direct the Services, using his/her best skill and attention, and shall be responsible for all means, methods, techniques, sequences, and procedures and for the satisfactory coordination of all portions of the Services under this Agreement.

3.2.7 Coordination of Services. Consultant agrees to work closely with City staff in the performance of Services and shall be available to City's staff, consultants, and other staff at all reasonable times.

3.2.8 Standard of Care; Performance of Employees. Consultant shall perform all Services under this Agreement in a skillful and competent manner, consistent with the standards generally recognized as being employed by professionals in the same discipline in the State of California. Consultant represents and maintains that it is skilled in the professional calling necessary to perform the Services. Consultant warrants that all employees and subconsultants shall have sufficient skill and experience to perform the Services assigned to them. Consultant represents that it, its employees and subconsultants have all licenses, permits, qualifications and approvals of whatever nature that are legally required to perform the Services, and that such licenses and approvals shall be maintained throughout the term of this Agreement. Consultant shall perform, at its own cost and expense and without reimbursement from the City, any services necessary to correct errors or omissions which are caused by the Consultant's failure to comply with the standard of care provided herein. Any employee of the Consultant or its sub-consultants who is determined by the City to be uncooperative, incompetent, a threat to the adequate or timely completion of the Project, a threat to the safety of persons or property, or any employee who fails or refuses to perform the Services in a manner acceptable to the City, shall be promptly removed from the Project by the Consultant and shall not be re-employed to perform any of the Services or to work on the Project.

3.2.9 Period of Performance. Consultant shall perform and complete all Services under this Agreement within the term set forth in Section 3.1.2 above (“Performance Time”). Consultant shall also perform the Services in strict accordance 845
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9.15.25 with any completion schedule or Project milestones described in Exhibits “A” or “B” attached hereto, or which may be separately agreed upon in writing by the City and Consultant (“Performance Milestones”). Consultant agrees that if the Services are not completed within the aforementioned Performance Time and/or pursuant to any such Performance Milestones developed pursuant to provisions of this Agreement, it is understood, acknowledged and agreed that the City will suffer damage.

Neither City nor Consultant shall be considered in default of this Agreement for delays in performance caused by circumstances beyond the reasonable control of the nonperforming Party. For purposes of this Agreement, such circumstances include a Force Majeure Event. A Force Majeure Event shall mean an event that materially affects a Party’s performance and is one or more of the following: (1) Acts of God or other natural disasters; (2) terrorism or other acts of a public enemy; (3) orders of governmental authorities (including, without limitation, unreasonable and unforeseeable delay in the issuance of permits or approvals by governmental authorities that are required for the services); (4) strikes and other organized labor action occurring at the site and the effects thereof on the services, only to the extent such strikes and other organized labor action are beyond the control of Consultant and its subcontractors, and to the extent the effects thereof cannot be avoided by use of replacement workers; and (5) pandemics, epidemics or quarantine restrictions. For purposes of this section, “orders of governmental authorities,” includes ordinances, emergency proclamations and orders, rules to protect the public health, welfare and safety, and other actions of a public agency applicable to the services and Agreement.

Should a Force Majeure Event occur, the non-performing Party shall, within a reasonable time of being prevented from performing, give written notice to the other Party describing the circumstances preventing continued performance and the efforts being made to resume performance of this Agreement. Force Majeure Events and/or delays, regardless of the Party responsible for the delay, shall not entitle Consultant to any additional compensation. Notwithstanding the foregoing in this section, the City may still terminate this Agreement in accordance with the termination provisions of this Agreement.

3.2.10 Laws and Regulations; Employee/Labor Certification. Consultant shall keep itself fully informed of and in compliance with all local, state and federal laws, rules and regulations in any manner affecting the performance of the Project or the Services and shall give all notices required by law. Consultant shall be liable for all violations of such laws and regulations in connection with the Services and this Agreement. All violations of such laws and regulations shall be grounds for the City to terminate the Agreement for cause.

3.2.10.1 Employment Eligibility; Consultant. Consultant certifies that it fully complies with all requirements and restrictions of state and federal law respecting the employment of undocumented aliens, including, but not limited to, the Immigration Reform and Control Act of 1986, as may be amended from time to time and shall require all subconsultants and sub-subconsultants to comply with the same.

Consultant certifies that it has not committed a violation of any such law within the five (5) 846
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9.15.25 years immediately preceding the date of execution of this Agreement and shall not violate any such law at any time during the term of the Agreement.

3.2.10.2 Equal Opportunity Employment. Consultant represents that it is an equal opportunity employer, and it shall not discriminate against any subconsultant, employee or applicant for employment because of race, religion, color, national origin, physical disability, ancestry, sex, age, marital status, gender, gender identity, gender expression, sexual orientation, reproductive health decision making, veteran or military status, or any other consideration made unlawful by federal, state, or local laws. Such non-discrimination shall include, but not be limited to, all activities related to initial employment, upgrading, demotion, transfer, recruitment or recruitment advertising, layoff or termination. Consultant shall also comply with all relevant provisions of City's Minority Business Enterprise program, Affirmative Action Plan or other related programs or guidelines currently in effect or hereinafter enacted.

3.2.10.3 Safety. Consultant shall execute and maintain its work so as to avoid injury or damage to any person or property. In carrying out its Services, the Consultant 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.

3.2.11 Insurance.

3.2.11.1 Minimum Requirements. Without limiting Consultant’s indemnification of City, and prior to commencement of the Services, Consultant 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.
(A) General Liability Insurance. Consultant 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.

The policy must include contractual liability that has not been amended. Any endorsement restricting standard ISO “insured contract” language will not be accepted. (B) Automobile Liability Insurance. Consultant shall
maintain automobile insurance at least as broad as Insurance Services Office form CA 00 01 covering bodily injury and property damage for all activities of the Consultant arising out of or in connection with Work to be performed under this Agreement, including coverage for any owned, hired, non-owned or rented vehicles, in an amount not less than $1,000,000 combined single limit for each accident. The City’s Risk Manger may modify this requirement if it is determined that Consultant will not be utilizing a vehicle in the performance of his/her duties under this Agreement.
(C) Professional Liability (Errors & Omissions) Insurance.

Consultant shall maintain professional liability insurance that covers the Services to be 847
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9.15.25 performed in connection with this Agreement, in the minimum amount of $1,000,000 per claim and in the aggregate. This insurance shall include malpractice liability covering negligent acts, errors, or omissions arising from the Consultant’s performance of the Services. Any policy inception date, continuity date or retroactive date must be before the effective date of this Agreement, and the Consultant agrees to maintain continuous coverage through a period of no less than three years after completion of the Services required by this Agreement.
(D) Workers’ Compensation Insurance. Consultant shall
maintain Workers’ Compensation Insurance (Statutory Limits) and Employer’s Liability Insurance (with limits of at least $1,000,000). Consultant shall submit to City, along with the certificate of insurance, a Waiver of Subrogation endorsement in favor of the City, its officers, agents, employees, volunteers, and representatives. (E) Umbrella or Excess Liability Insurance. Consultant
may opt to utilize umbrella or excess liability insurance in meeting insurance requirements. In such circumstances, Consultant shall obtain and maintain an umbrella or excess liability insurance policy with limits 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:
(1) 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;
(2) Pay on behalf of wording as opposed to
reimbursement;
(3) Concurrency of effective dates with primary
policies; and
(4) Policies shall “follow form” to the underlying primary policies.
(5) Insureds under primary policies shall also be
insureds under the umbrella or excess policies.
(G) Cyber Liability Insurance. Consultant shall procure and maintain Cyber Liability insurance with limits of $1,000,000 per occurrence/loss, which shall include the following coverage:
(1) Liability arising from the theft, dissemination and/or use of confidential or personally identifiable
information; including credit monitoring and
regulatory fines arising from such theft,
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9.15.25 dissemination, or use of the confidential
information.
(2) Network security liability arising from the
unauthorized use of, access to, or tampering with
computer systems.
(3) Liability arising from the failure of technology
products (software) required under the contract for
Consultant to properly perform the services
intended.
(4) Electronic Media Liability arising from personal
injury, plagiarism or misappropriation of ideas,
domain name infringement or improper deep-linking
or framing, and infringement or violation of
intellectual property rights.
(5) Liability arising from the failure to render
professional services
If coverage is maintained on a claims-made basis, Consultant shall maintain such coverage for an additional period of three (3) years following termination of the Agreement.

3.2.11.2 Other Provisions or Requirements.
(A) Proof of Insurance. Consultant 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 Agreement. City reserves the right to require complete, certified copies of all required insurance policies, at any time. (B) Duration of Coverage. Consultant shall procure and
maintain for the duration of the Agreement insurance against claims for injuries to persons or damages to property, which may arise from or in connection with the performance of the Services hereunder by Consultant, his/her agents, representatives, employees or subconsultants.
(C) Primary/Non-Contributing. Coverage provided by
Consultant 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 849
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9.15.25 City before the City’s own insurance or self-insurance shall be called upon to protect it as a named insured.
(D) 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 necessary, and any premium paid by City will be promptly reimbursed by Consultant, or City will withhold amounts sufficient to pay premium from Consultant payments. In the alternative, City may terminate this Agreement. (E) Acceptable Insurers. All insurance policies shall be issued by an insurance company currently authorized by the Insurance Commissioner to transact business of insurance or is on the List of Approved Surplus Line Insurers 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. (F) Waiver of Subrogation. All insurance coverage
maintained or procured pursuant to this agreement shall be endorsed to waive subrogation against the City, its elected or appointed officers, agents, officials, employees, volunteers, and representatives or shall specifically allow Consultant or others providing insurance evidence in compliance with these specifications to waive their right of recovery prior to a loss. Consultant hereby waives its own right of recovery against the City, its elected or appointed officers, agents, officials, employees, volunteers and representatives and shall require similar written express waivers and insurance clauses from each of its subconsultants.
(G) Enforcement of Contract Provisions (non estoppel).

Consultant acknowledges and agrees that any actual or alleged failure on the part of the City to inform Consultant of non-compliance with any requirement imposes no additional obligations on the City nor does it waive any rights hereunder. (H) 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 Consultant maintains higher limits than the minimums shown above, the City requires and shall be entitled to coverage for the higher limits maintained by the Consultant. Any available insurance proceeds in excess of the specified minimum limits of insurance and coverage shall be available to the City.
(I) Notice of Cancellation. Consultant agrees to oblige its insurance agent or broker and insurers to provide City with a thirty (30) day notice of cancellation (except for nonpayment for which a ten (10) day notice is required) or nonrenewal of coverage for each required coverage.
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9.15.25 (J) Additional Insured Status. General liability, automobile liability, and if applicable, pollution liability and cyber liability, policies shall provide or be endorsed to provide that the City and its officers, officials, employees, agents, volunteers and representatives shall be additional insureds with regard to liability and defense of suits or claims arising out of the performance of the Agreement, under such policies. This provision shall also apply to any excess/umbrella liability policies. (K) 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.
(L) Separation of Insureds. A severability of interests provision must apply for all additional insureds ensuring that Consultant’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 crossliability exclusions. (M) Pass Through Clause. Consultant agrees to ensure
that its subconsultants, subcontractors, and any other party involved with the Project who is brought onto or involved in the Project by Consultant, provide the same minimum insurance coverage and endorsements required of Consultant. Consultant 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. Consultant agrees that upon request, all agreements with subconsultants, subcontractors, and others engaged in the Project will be submitted to City for review. (N) City’s Right to Revise Specifications. The City and the City’s Risk Manager reserve the right at any time during the term of the Agreement to change the amounts and types of insurance required by giving the Consultant ninety (90) days advance written notice of such change. If such change results in additional cost to the Consultant, the City and Consultant may renegotiate Consultant’s compensation. If the City reduces the insurance requirements, the change shall go into effect immediately and require no advanced written notice.
(O) Self-Insured Retentions. Any self-insured retentions must be declared to and approved by City. City reserves the right to require that selfinsured retentions be eliminated, lowered, or replaced by a deductible. Self-insurance will not be considered to comply with these specifications unless approved by City. (P) Timely Notice of Claims. Consultant shall give City prompt and timely notice of claims made or suits instituted that arise out of or result from Consultant’s performance under this Agreement, and that involve or may involve coverage under any of the required liability policies.
(Q) Additional Insurance. Consultant 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 Services. 851
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9.15.25 3.2.12 Water Quality Management and Compliance. Consultant shall keep itself and all subcontractors, staff, and employees fully informed of and in compliance with all local, state and federal laws, rules and regulations that may impact, or be implicated by the performance of the Services including, without limitation, all applicable provisions of the City’s ordinances regulating water quality and storm water; the Federal Water Pollution Control Act (33 U.S.C. § 1251, et seq.); the California Porter-Cologne Water Quality Control Act (Water Code § 13000 et seq.); and any and all regulations, policies, or permits issued pursuant to any such authority. Consultant must comply with the lawful requirements of the City, and any other municipality, drainage district, or other local agency with jurisdiction over the location where the Services are to be conducted, regulating water quality and storm water discharges. Failure to comply with laws, regulations, and ordinances listed in this Section is a violation of federal and state law.

Consultant warrants that all employees and subcontractors shall have sufficient skill and experience to perform the work assigned to them without impacting water quality in violation of the laws, regulations, and policies of this Section.

3.3 Fees and Payments.

3.3.1 Compensation. Consultant shall receive compensation, including authorized reimbursements, for all Services rendered under this Agreement at the rates set forth in Exhibit “C” attached hereto and incorporated herein by reference. The total compensation shall not exceed FIFTY THOUSAND AND 00/100 DOLLARS ($50,000.00) per fiscal year without written approval of the City Council or City Manager, as applicable.

3.3.2 Payment of Compensation. Consultant shall submit to City monthly invoices which provide a detailed description of the Services and hours rendered by Consultant. 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 Consultant's fees, the City shall give written notice to Consultant within thirty (30) days of receipt of an invoice of any disputed fees set forth therein. Consultant 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 Consultant 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 Consultant. The making of final payment shall not constitute a waiver of any claims by the City for any reason whatsoever.

3.3.3 Reimbursement for Expenses. Consultant shall not be reimbursed for any expenses unless authorized in writing by City or included in Exhibit "C" of this Agreement.

3.3.4 Travel Expenses. In accordance with Government Code section 53232.2(c), the Internal Revenue Service rates for reimbursement of travel, meals, lodging, and other actual and necessary expenses as established in Publication 463, or any successor publication, shall be used to determine reimbursement rates for Consultant. Travel in business class, first class or any category on any flight above the coach/economy level will not be reimbursed.

3.3.5 Extra Work. At any time during the term of this Agreement, City may 852
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9.15.25 request that Consultant 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. Consultant shall not perform, nor be compensated for, Extra Work without written authorization from the City.

3.4 Labor Code Requirements.

3.4.1 Prevailing Wages. Consultant is aware of the requirements of California Labor Code Section 1720, et seq., and 1770, et seq., as well as California Code of Regulations, Title 8, Section 16000, et seq., ("Prevailing Wage Laws"), which require the payment of prevailing wage rates and the performance of other requirements on "public works" and "maintenance" projects. If the Services are being performed as part of an applicable "public works" or "maintenance" project, as defined by the Prevailing Wage Laws, Consultant agrees to fully comply with such Prevailing Wage Laws. City shall provide Consultant with a copy of the prevailing rates of per diem wages in effect at the commencement of this Agreement. Consultant shall make copies of the prevailing rates of per diem wages for each craft, classification or type of worker needed to execute the Services available to interested parties upon request and shall post copies at the Consultant's principal place of business and at the project site. It is the intent of the parties to effectuate the requirements of sections 1771, 1774, 1775, 1776, 1777.5, 1813, and 1815 of the Labor Code within this Agreement, and Consultant shall therefore comply with such Labor Code sections to the fullest extent required by law. Consultant shall defend, indemnify, and hold the City, its officials, officers, employees, agents, volunteers and representatives, free and harmless from any claim or liability arising out of any failure or alleged failure to comply with the Prevailing Wage Laws.

3.4.2 Registration/DIR Compliance. If the Services are being performed on a public works project of over $25,000 when the project is for construction, alteration, demolition, installation, or repair work, or a public works project of over $15,000 when the project is for maintenance work, in addition to the foregoing, then pursuant to Labor Code sections 1725.5 and 1771.1, the Consultant and all subconsultants must be registered with the Department of Industrial Relations (“DIR”). Consultant shall maintain registration for the duration of the Project and require the same of any subconsultants. This Project may also be subject to compliance monitoring and enforcement by the DIR. It shall be Consultant’s sole responsibility to comply with all applicable registration and labor compliance requirements, including the submission of payroll records directly to the DIR.

Any stop orders issued by the DIR against Consultant or any subconsultant that affect Consultant’s performance of Services, including any delay, shall be Consultant’s sole responsibility. Any delay arising out of or resulting from such stop orders shall be considered Consultant caused delay and shall not be compensable by the City.

Consultant shall defend, indemnify, and hold the City, its officials, officers, employees, agents, volunteers and representatives free and harmless from any claim or liability arising out of stop orders issued by the DIR against Consultant or any subconsultant.

3.4.3 Labor Certification. By its signature hereunder, Consultant certifies that it is aware of the provisions of Section 3700 of the California Labor Code which 853
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9.15.25 require every employer to be insured against liability for Worker's Compensation or to undertake self-insurance in accordance with the provisions of that Code and agrees to comply with such provisions before commencing the performance of the Services.

3.5 Accounting Records.

3.5.1 Maintenance and Inspection. Consultant shall maintain complete and accurate records with respect to all costs and expenses incurred under this Agreement. All such records shall be clearly identifiable. Consultant shall allow a representative of City during normal business hours to examine, audit, and make transcripts or copies of such records and any other documents created pursuant to this Agreement. Consultant shall allow inspection of all work, data, documents, proceedings, and activities related to the Agreement for a period of three (3) years from the date of final payment under this Agreement.

3.6 General Provisions.

3.6.1 Termination of Agreement.

3.6.1.1 Grounds for Termination. City may, by written
notice to Consultant, terminate the whole or any part of this Agreement at any time and without cause by giving written notice to Consultant of such termination, and specifying the effective date thereof, at least seven (7) days before the effective date of such termination. Upon termination, Consultant shall be compensated only for those Services which have been adequately rendered to City, and Consultant shall be entitled to no further compensation. Consultant may not terminate this Agreement except for cause.

The rights and remedies of the City provided in this section shall not be exclusive and are in addition to any other rights and remedies provided by law, equity or under this Agreement.

3.6.1.2 Effect of Termination. If this Agreement is
terminated as provided herein, City may require Consultant to provide all finished or unfinished Documents and Data and other information of any kind prepared by Consultant in connection with the performance of Services under this Agreement. Consultant shall be required to provide such document and other information within fifteen (15) days of the request.

3.6.1.3 Early Termination. Notwithstanding any
provision herein to the contrary, if for any fiscal year of this Agreement the City Council fails to appropriate or allocate funds for future payment under the Agreement after exercising reasonable efforts to do so, the City may upon seven (7) days’ written notice, order work on the Project to cease. Upon termination, Consultant shall be compensated only for those Services which have been adequately rendered to City, and Consultant shall be entitled to no further compensation.

3.6.1.4 Additional Services. In the event this Agreement is terminated in whole or in part as provided herein, City may procure, upon such terms and in such manner as it may determine appropriate, services similar to those terminated. 854
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9.15.25 3.6.2 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: Animal Samaritans
72120 Pet Land Place
Thousand Palms, CA 92276
ATTN: Tom Snyder, CEO
City: City of Palm Desert
73-510 Fred Waring Drive
Palm Desert, CA 92260-2578
ATTN: Chris Escobedo, City Manager
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.

3.6.3 Ownership of Materials and Confidentiality.

3.6.3.1 Documents & Data; Licensing of Intellectual
Property. This Agreement creates a non-exclusive and perpetual license for City to copy, use, modify, reuse, or sublicense any and all copyrights, designs, and other intellectual property embodied in plans, specifications, studies, drawings, estimates, and other documents or works of authorship fixed in any tangible medium of expression, including but not limited to, physical drawings or data magnetically or otherwise recorded on computer diskettes, which are prepared or caused to be prepared by Consultant under this Agreement ("Documents & Data"). All Documents & Data shall be and remain the property of City and shall not be used in whole or in substantial part by Consultant on other projects without the City’s express written permission. Within thirty (30) days following the completion, suspension, abandonment or termination of this Agreement, Consultant shall provide to City reproducible copies of all Documents & Data, in a form and amount required by City. City reserves the right to select the method of document reproduction and to establish where the reproduction will be accomplished. The reproduction expense shall be borne by City at the actual cost of duplication. In the event of a dispute regarding the amount of compensation to which the Consultant is entitled under the termination provisions of this Agreement, Consultant shall provide all Documents & Data to City upon payment of the undisputed amount. Consultant shall have no right to retain or fail to provide to City any such documents pending resolution of the dispute. In addition, Consultant shall retain copies of all Documents & Data on file for a minimum of fifteen (15) years following completion of the Project and shall make copies available to City upon the payment of actual reasonable duplication costs. Before destroying the Documents & Data following this retention period, Consultant shall make a reasonable effort to notify City and provide City with the opportunity to obtain the documents.
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9.15.25 3.6.3.2 Subconsultants. Consultant shall require all subconsultants to agree in writing that City is granted a non-exclusive and perpetual license for any Documents & Data the subconsultant prepares under this Agreement.

Consultant represents and warrants that Consultant has the legal right to license any and all Documents & Data. Consultant makes no such representation and warranty in regard to Documents & Data which were prepared by professionals other than Consultant or its subconsultants, or those provided to Consultant by the City.

3.6.3.3 Right to Use. City shall not be limited in any way in its use or reuse of the Documents and Data or any part of them at any time for purposes of this Project or another project, provided that any such use not within the purposes intended by this Agreement or on a project other than this Project without employing the services of Consultant shall be at City’s sole risk. If City uses or reuses the Documents & Data on any project other than this Project, it shall remove the Consultant’s seal from the Documents & Data and indemnify and hold harmless Consultant and its officers, directors, agents, and employees from claims arising out of the negligent use or re-use of the Documents & Data on such other project. Consultant shall be responsible and liable for its Documents & Data, pursuant to the terms of this Agreement, only with respect to the condition of the Documents & Data at the time they are provided to the City upon completion, suspension, abandonment, or termination. Consultant shall not be responsible or liable for any revisions to the Documents & Data made by any party other than Consultant, a party for whom the Consultant is legally responsible or liable, or anyone approved by the Consultant.

3.6.3.4 Indemnification – Documents and Data.

Consultant shall defend, indemnify and hold the City, its directors, officials, officers, employees, volunteers, agents and representatives free and harmless, pursuant to the indemnification provisions of this Agreement, for any alleged infringement of any patent, copyright, trade secret, trade name, trademark, or any other proprietary right of any person or entity in consequence of the use on the Project by City of the Documents & Data, including any method, process, product, or concept specified or depicted.

3.6.3.5 Confidentiality. All ideas, memoranda,
specifications, plans, procedures, drawings, descriptions, computer program data, input record data, written information, and other Documents & Data either created by or provided to Consultant in connection with the performance of this Agreement shall be held confidential by Consultant. Such materials shall not, without the prior written consent of City, be used by Consultant for any purposes other than the performance of the Services. Nor shall such materials be disclosed to any person or entity not connected with the performance of the Services or the Project. Nothing furnished to Consultant which is otherwise known to Consultant or is generally known, or has become known, to the related industry shall be deemed confidential. Consultant shall not use City's name or insignia, photographs of the Project, or any publicity pertaining to the Services or the Project in any magazine, trade paper, newspaper, television or radio production or other similar medium without the prior written consent of City. 856
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9.15.25 3.6.3.6 Confidential Information. The City shall refrain from releasing Consultant’s proprietary information ("Proprietary Information") unless the City's legal counsel determines that the release of the Proprietary Information is required by the California Public Records Act or other applicable state or federal law, or order of a court of competent jurisdiction, in which case the City shall notify Consultant of its intention to release Proprietary Information. Consultant shall have five (5) working days after receipt of the release notice to give City written notice of Consultant's objection to the City's release of Proprietary Information. Consultant shall indemnify, defend, and hold harmless the City, and its officers, directors, employees, agents, volunteers and representatives from and against all liability, loss, cost or expense (including attorney’s fees) arising out of a legal action brought to compel the release of Proprietary Information.

City shall not release the Proprietary Information after receipt of an objection notice unless either: (1) Consultant fails to fully indemnify, defend (with City's choice of legal counsel), and hold City harmless from any legal action brought to compel such release; and/or (2) a final and non-appealable order by a court of competent jurisdiction requires that City release such information.

3.6.4 Cooperation; Further Acts. The Parties shall fully cooperate with one another and shall take any additional acts or sign any additional documents as may be necessary, appropriate, or convenient to attain the purposes of this Agreement.

3.6.5 [Reserved]

3.6.6 Indemnification.

3.6.6.1 To the fullest extent permitted by law,
Consultant shall defend (with counsel of City’s choosing), indemnify and hold the City, its officials, officers, employees, volunteers, agents, and representatives free and harmless from any and all claims, demands, causes of action, costs, expenses, liability, loss, damage or injury of any kind, in law or equity, to property or persons, including wrongful death, in any manner arising out of, pertaining to, or incident to any acts, errors or omissions, or willful misconduct of Consultant, its officials, officers, employees, subconsultants or agents in connection with the performance of the Consultant’s Services, the Project or this Agreement, including without limitation the payment of all expert witness fees, attorney’s fees and other related costs and expenses except such loss or damage caused by the sole negligence or willful misconduct of the City.

Consultant's obligation to indemnify shall survive expiration or termination of this Agreement and shall not be restricted to insurance proceeds, if any, received by Consultant, the City, its officials, officers, employees, agents, volunteers, or representatives.

3.6.6.2 If Consultant’s obligation to defend, indemnify, and/or hold harmless arises out of Consultant’s performance as a “design professional” (as that term is defined under Civil Code section 2782.8), then, and only to the extent required by Civil Code section 2782.8, which is fully incorporated herein, Consultant’s indemnification obligation shall be limited to claims that arise out of, pertain to, or relate to the negligence, recklessness, or willful misconduct of the Consultant, and, upon Consultant obtaining a final adjudication by a court of competent jurisdiction, Consultant’s 857
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9.15.25 liability for such claim, including the cost to defend, shall not exceed the Consultant’s proportionate percentage of fault.

3.6.7 Entire Agreement. This Agreement contains the entire agreement of the Parties with respect to the subject matter hereof, and supersedes all prior negotiations, understandings, or agreements.

3.6.8 Governing Law. This Agreement shall be governed by the laws of the State of California. Venue shall be in Riverside County.

3.6.9 Time of Essence. Time is of the essence for each and every provision of this Agreement.

3.6.10 City's Right to Employ Other Consultants. City reserves right to employ other consultants in connection with this Project.

3.6.11 Successors and Assigns. This Agreement shall be binding on the successors and assigns of the Parties.

3.6.12 Assignment; Subcontracting. Consultant shall not assign, sublet, or transfer this Agreement or any rights under or interest in this Agreement without the written consent of the City, which may be withheld for any reason. Any attempt to so assign or so transfer without such consent shall be void and without legal effect and shall constitute grounds for termination. Consultant shall not subcontract any portion of the Services required by this Agreement, except as expressly stated herein, without prior written approval of City. Subcontracts, if any, shall contain a provision making them subject to all provisions stipulated in this Agreement.

3.6.13 Construction; References; Captions. Since the Parties or their agents have participated fully in the preparation of this Agreement, the language of this Agreement shall be construed simply, according to its fair meaning, and not strictly for or against any Party. Any term referencing time, days or period for performance shall be deemed calendar days and not workdays. All references to Consultant include all personnel, employees, agents, and subconsultants of Consultant, except as otherwise specified in this Agreement. All references to City include its elected officials, officers, employees, agents, volunteers, and representatives except as otherwise specified in this Agreement. The captions of the various articles and paragraphs are for convenience and ease of reference only, and do not define, limit, augment, or describe the scope, content, or intent of this Agreement.

3.6.14 Amendment; Modification. No supplement, modification, or amendment of this Agreement shall be binding unless executed in writing and signed by both Parties.

3.6.15 Waiver. No waiver of any default shall constitute a waiver of any other default or breach, whether of the same or other covenant or condition. No waiver, benefit, privilege, or service voluntarily given or performed by a Party shall give the other Party any contractual rights by custom, estoppel, or otherwise. 858
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9.15.25 3.6.16 No Third-Party Beneficiaries. There are no intended third-party beneficiaries of any right or obligation assumed by the Parties.

3.6.17 Invalidity; Severability. If any portion of this Agreement is declared invalid, illegal, or otherwise unenforceable by a court of competent jurisdiction, the remaining provisions shall continue in full force and effect.

3.6.18 Prohibited Interests. Consultant maintains and warrants that it has not employed nor retained any company or person, other than a bona fide employee working solely for Consultant, to solicit or secure this Agreement. Further, Consultant warrants that it has not paid, nor has it agreed to pay any company or person, other than a bona fide employee working solely for Consultant, any fee, commission, percentage, brokerage fee, gift or other consideration contingent upon or resulting from the award or making of this Agreement. For breach or violation of this warranty, City shall have the right to rescind this Agreement without liability. For the term of this Agreement, no member, officer, or employee of City, during the term of his or her service with City, shall have any direct interest in this Agreement, or obtain any present or anticipated material benefit arising therefrom.

3.6.19 Authority to Enter Agreement. Consultant has all requisite power and authority to conduct its business and to execute, deliver, and perform the Agreement.

Each Party warrants that the individuals who have signed this Agreement have the legal power, right, and authority to make this Agreement and bind each respective Party.

3.6.20 Counterparts. This Agreement may be signed in counterparts, each of which shall constitute an original.

3.6.21 Survival. All rights and obligations hereunder that by their nature are to continue after any expiration or termination of this Agreement, including, but not limited to, the indemnification obligations, shall survive any such expiration or termination. [SIGNATURES ON FOLLOWING PAGE]
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9.15.25 SIGNATURE PAGE TO PROFESSIONAL SERVICES AGREEMENT

BY AND BETWEEN THE CITY OF PALM DESERT
AND Animal Samaritans Society for the Prevention of Cruelty to Animals IN WITNESS WHEREOF, each of the Parties has caused this Agreement to be executed on the day and year first above written.

CITY OF PALM DESERT
By:

Chris Escobedo
City Manager
Attest:

By:

Anthony J. Mejia
City Clerk
Approved as to form:

By:

Isra Shah
City Attorney
Animal Samaritans Society for the
Prevention of Cruelty to Animals, A

CORPORATION
By:

Tom Snyder
CEO
By:

Len Betz
Board President
Clerk QC: _______
Contract QC: ______
Insurance:
__________
Initial Review
__________
Final Approval
860

EXHIBIT A

EXHIBIT B
861
862
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EXHIBIT “C”

3.3.1 Compensation. Consultant shall receive compensation, including authorized reimbursements, for all Services rendered under this Agreement at the rates set forth in Exhibit “C” attached hereto and incorporated herein by reference. The total compensation shall not exceed FIFTY THOUSAND AND 00/100 DOLLARS ($50,000.00) per fiscal year, without written approval of the City Council or City Manager, as applicable. 863
864

ANIMAL SAMARITANS SPAY/NEUTER

PARTNERSHIP PROGRAM
City Council Meeting
December 11, 2025
865

BACKGROUND
The Pet Reimbursement Program
established in 2010. Expanded in
2014 and 2019 to include
spay/neuter, vaccinations,
microchipping, and adoption
reimbursements.

Participation has remained low: 42
residents since 2020.

In contrast, 90 direct-use vouchers
issued in 2025 were claimed within
one week.

Animal Services Subcommittee
met on October 30, 2025 and
agreed to recommend moving
to:100% cost coverage for
vouchers. Annual funding not to
exceed $50,000
8662

RESIDENT DEMAND
Since 2020, only 42 residents have
utilized the Pet Reimbursement Program.

An average of 10 residents per year
despite ongoing availability.

This demonstrates low engagement and
administrative inefficiency.

In 2025, the direct-use vouchers
demonstrated strong demand. Residents
overwhelmingly prefer simple, no-cost,
direct access to services
12/4/2025 PRESENTATION TITLE 8673
4 WHY CHANGE IS NEEDED
• Low utilization despite program longevity and outreach • Manual processing: Residents must submit receipts, proof of residency, and license documentation. Feedback from residents indicates the process is confusing, time-consuming, and discouraging
• Many residents have expressed that they prefer a direct discount or voucher system rather than reimbursement
• Delayed reimbursement timelines reduce participation
• Administrative workload outweighs the current community impact 868
5 PROPOSED PROGRAM
• Transition from reimbursement to voucherbased model
• Replaces reimbursement system.
• Provides 100% cost coverage for
spay/neuter and microchipping.
• Up to four animals per household,
consistent with Title 6.
• Residents automatically eligible — proof
of residency required.
• The program is streamlined, accessible,
and cost-efficient
869
6 WHAT IS COVERED
The voucher fully covers:
• Surgical labor
• Anesthesia
• Medications & supplies
• Pain management
• Take-home items (e-collars, pain meds)
• Microchipping
Average total cost per animal: $220
($215 procedure + $5 microchip)
870
7 HOW THE PROGRAM WORKS
• Residents obtain a City-issued voucher.
• Voucher valid for 60 days
• Presented at Animal Samaritans at the time of service. • Animal Samaritans performs the procedure.
• Provider invoices the City monthly.
• No out-of-pocket cost unless elective, non-covered services are requested 871
8 PROGRAM BENEFITS
• Removes financial barriers for residents
• Encourages responsible pet ownership
• Reduces shelter intake & improves animal
welfare
• Enhances public safety through prevention
of overpopulation
• Ensures efficient use of City funds
• Reduces administrative workload
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FISCAL IMPACT
PRESENTATION TITLE 9
• Funding available in Account Nos. 1104230-4388400 (Animal Regulation/Animal Resources & Programs)
• $50,000 per fiscal year budgeted
• Total not to exceed $150,000 over three years of contract • Subcommittee endorsed this funding level on October 30, 2025 873
10 RECOMMENDATION
Staff presents the following options for the City Council’s consideration:
• Option 1 — Maintain Current Program and continue the existing Pet Reimbursement Program as is.
• Option 2 — Adopt the Resolution entitled: “Resolution of the City Council of the City of Palm Desert, California, rescinding the City’s Pet Reimbursement Policy and establishing a new Spay/Neuter Partnership Program with Animal Samaritans” and Allocation of $50,000 from unencumbered Animal Services funds, 874

THANK YOU
Richard Cannone
Assistant City Manager
Email: [email protected]
Daniel Hurtado
Public Safety Coordinator
Email: [email protected]
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CITY OF PALM DESERT

STAFF REPORT
MEETING DATE: November 13, 2025
PREPARED BY: Carlos Flores, AICP, Deputy Director of Development Services SUBJECT: APPROVE AN ADDENDUM TO THE GENERAL PLAN ENVIRONMENTAL

IMPACT REPORT, AN UPDATED MOBILITY ELEMENT OF THE

GENERAL PLAN, AND UPDATED TRANSPORTATION STUDY

GUIDELINES
RECOMMENDATION:

1. Hold a public hearing and adopt a Resolution entitled “A RESOLUTION OF THE CITY

COUNCIL OF THE CITY OF PALM DESERT, CALIFORNIA, APPROVING AN ADDENDUM

TO THE CITY GENERAL PLAN ENVIRONMENTAL IMPACT REPORT AND APPROVING

A GENERAL PLAN AMENDMENT UPDATING THE MOBILITY (CIRCULATION) ELEMENT OF THE GENERAL PLAN.”

2. Hold a public hearing and adopt a Resolution entitled “A RESOLUTION OF THE CITY

COUNCIL OF THE CITY OF PALM DESERT, CALIFORNIA, APPROVING UPDATED

TRANSPORTATION STUDY GUIDELINES, INCLUDING THRESHOLDS OF

SIGNIFICANCE, FOR LAND USE AND TRANSPORTATION PROJECTS IN THE CITY OF

PALM DESERT AND FINDING THE PROJECT NOT SUBJECT TO THE CALIFORNIA ENVIRONMENTAL QUALITY ACT.”
BACKGROUND/ANALYSIS:

California state law requires all cities and counties to adopt a general plan, a long-range planning document “for the physical development of the county, or city, and any land outside it boundaries which in the planning agency’s judgment bears relation to its planning” (Gov. Code §65300). The Mobility Element, also known as a Circulation Element, is a mandatory element of a general plan and identifies the general location and extent of existing and proposed major thoroughfares, transportation routes, terminals, and other local public utilities and facilities.

The City of Palm Desert adopted its current general plan, including the mobility element, on November 10, 2016, by Resolution No. 2016-87. On September 26, 2019, the City Council adopted Council Resolution No. 2019-76a which approved an amendment to the Circulation Element to reclassify Painters Path from a “Local Street” to an “Enhanced Secondary Roadway” for the CV Link Project.

Since this adoption, several state policies and regulations have been implemented that affect transportation planning, including:
- California Senate Bill (SB) 932: requires that counties and cities identify high-injury streets and intersections in its General Plan. This bill was passed to improve the safety of all road users, including bicyclists, pedestrians, and other active transportation users. 877
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- SB 743: Vehicle Miles Traveled (VMT) as the new California Environmental Quality Act (CEQA) metric for transportation impacts.
- SB 330 / SB 35: Housing streamlining and consistency provisions. To streamline the housing approval process without impacting the City’s circulation network, the Mobility Element includes maximum cross section widths for each roadway classification to ensure adequate right-of-way is reserved for future roadway improvements.

Additionally, the Element requires updates to ensure clarity, objectivity, internal consistency, and alignment with the City’s adopted Active Transportation Plan.

On August 25, 2022, the Council adopted Resolution No. 2022-74, approving the County of Riverside Transportation Study Guidelines for Level of Service (LOS) and VMT evaluation.

These guidelines ensure local compliance with SB 743, which shifted CEQA transportation impact analysis from LOS to VMT-based metrics.

On July 11, 2024, the City entered into a contract with Fehr & Peers (Contract No. C48060) to prepare an update to the Mobility Element and new City-specific Transportation Study Guidelines (Guidelines). The update ensures consistency with state law, the Active Transportation Plan, transit planning, and the City’s Capital Improvement Program. Fehr & Peers was selected for its familiarity with Palm Desert, the County of Riverside, and CVAG, having prepared the original 2016 General Plan traffic analysis. The City put together a cross departmental Technical Advisory Committee (consisting of representatives of Planning, Land Development, Public Works, Capital Projects, Civil Engineering, Traffic Engineer, and a VMT Consultant to work with Fehr and Peers and review all documents throughout drafting.

The Consultant provided several updates on the Circulation Element and Guidelines Update (Project) to the City Council as follows:
- February 13, 2025, City Council Study Session: Consultant provided an overview and update on the Circulation Element, including covering five (5) key topics: Active Transportation, Safety, Roadway Design Standards, Traffic Congestion, California Environmental Quality Act (CEQA), and Vehicle Miles Traveled (VMT). - June 26, 2025, City Council Study Session: Direction given to the Consultant to include the Portola Avenue/Interstate-10 Interchange to the project. - September 5, 2025, Active Transportation Program (ATP) Sub-Committee: Review and direction on proposed maps, policies, and programs.
- September 25, 2025, City Council Study Session: Consultant provided an update on policies and proposed maps.

City staff is recommending City Council approve the following three items:
1) An Addendum to the General Plan EIR
2) Update to the Mobility (Circulation) Element
3) City specific Transportation Study Guidelines
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Project Description:

Mobility Element
The Consultant has prepared a comprehensive update to the General Plan Mobility Element for consideration (Attachment 1, Exhibit B). Adoption of this update would replace the existing 2016 Mobility Element in its entirety. The updated Mobility Element establishes a framework for a safe, efficient, and sustainable multimodal transportation system serving residents, businesses, and visitors through policies that emphasize creating livable streets for all users, reducing trafficrelated fatalities and injuries, expanding multimodal travel options, and resilient infrastructure.

The Mobility Element is broken down into the following sections:
- Overview
- Circulation Network
- Transportation Performance Metrics
- Safety
- Goals and Policies
Overview
This section provides the background, vision statement, statutory requirements, and context of the Mobility Element. The Statutory Requirements outlines the updated state legislation that is incorporated into the Mobility Element, including: Assembly Bill (AB) 1358 (Complete Streets Act), SB 375 (Sustainable Communities and Climate Protection Act), SB 743 (VMT), SB 932 (Plan for the Future Bill), SB 330 (Housing Crisis Act), AB 98 (Truck Routes), and AB 3177 (Mitigation Fee Act).

Circulation Network
The City’s circulation network includes the roadway network and associated roadway classifications, the bicycle and golf cart network, and the truck route network. The following are the proposed Roadway Classifications: Enhanced Arterial, Vehicle Oriented Arterial, Balanced Arterial, Enhanced Secondary Roadway, Secondary Roadway, Downtown Collector Street, Collector Street, El Paseo, and Specific Plan Roadway. Each classification is paired with a street segment exhibit, as shown in Exhibit 1:
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Exhibit 1 – Vehicle Oriented Arterial Street Segment
This section also provides exhibits for the City’s Bicycle and Golf Cart Network and Truck Route network to establish clear transportation networks for all modes of transportation.

Transportation Performance Metrics
Consistent with CEQA and SB 743, transportation impacts are now evaluated using Vehicle Miles Traveled (VMT) instead of Level of Service (LOS). The project also includes updated Transportation Study Guidelines and a City VMT Policy. While VMT is used for CEQA analysis, LOS remains a local planning tool to manage congestion and roadway operations. The City aims to maintain LOS D or better during peak hours, with LOS E acceptable in the City Center to encourage multimodal travel.

Safety
Building on the City’s Vision Zero Action Plan, the Mobility Element advances comprehensive goals, policies, and actions that address roadway safety holistically, including an exhibit of a High Injury Network.

Goals and Policies
The Mobility Element establishes ten (10) goals and fifty-four (54) policies organized around the following topics: Livable Streets, Safe Transportation System, Pedestrian Facilities, Bicycle Networks, Transit Facilities, Goods Movement, Parking, Sustainable Transportation, Transportation Innovation, and Regional Coordination.
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Transportation Study Guidelines
The Consultant prepared updated Guidelines to replace use of the County Guidelines. The purpose of these Guidelines is to provide specifications related to methodologies, tools, and other key assumptions that should be considered for both VMT assessment and LOS assessment when evaluating projects in the City of Palm Desert. Consistent with SB 743, CEQA transportation impacts must be identified using VMT as the preferred metric. These Guidelines would be used for private and public development project moving forward.

CEQA implementation guidelines published by the Governor’s Office of Land Use and Climate Innovation (LCI) (and formerly known as the Office of Planning and Research or OPR) state that local agencies are encouraged to formally adopt significance thresholds that are used to determine the significance of environmental impacts. These guidelines list the City’s significance thresholds, which are in line with recommendations from the state and intend to improve the efficiency of the transportation system.

The Guidelines are organized in the following six (6) sections:
1) Introduction: Introduces the intent, context, and purpose of the Guidelines 2) City of Palm Desert Thresholds: outlines the adopted thresholds used by the City to determine CEQA transportation impacts and non-CEQA LOS deficiencies. 3) Analysis Scoping Process: summarizes the process for communicating with the City to determine the appropriate analysis scope and procedures. This section also documents when a transportation study is required.
4) VMT Analysis – CEQA Assessment: details the preferred methodology for analyzing VMT generated by a project. This includes screening criteria, methodology for nonscreened projects, and potential mitigation. 5) Section 5: LOS Analysis – Non-CEQA Assessment: describes the preferred methodology for analyzing LOS deficiencies at intersections and along roadway segments. This section includes procedures for analysis and improvements to address LOS deficiencies. 6) Section 6: Safety and Multimodal Analysis – Non-CEQA Assessment: describes the preferred methodology for evaluating potential safety deficiencies and addresses multimodal accessibility to a Project.

Environmental Assessment/Environmental Review:

Pursuant to the requirements of the CEQA, the State Guidelines for Implementation of CEQA (State CEQA Guidelines), and the City of Palm Desert CEQA Implementation Requirements, the City of Palm Desert Development Services Department prepared an Addendum to the City’s 2016 certified Environmental Impact Report (EIR) (SCH #2015081020) adopted via City Council Resolution No. 2016-86 that determined there is no substantial evidence that the Amendment would result in significant environmental impacts not previously studied in the EIR and accordingly, the Amendment would not result in any conditions listed identified in CEQA Guidelines, Section 15162. The draft Addendum can be found as Exhibit A to Attachment 1. 881
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Public Notice:

Public notice was conducted for the November 18, 2025, regular meeting of the Planning Commission consistent with PDMC § 25.60.060. A public hearing notice was published in The Desert Sun on October 7, 2025, at least 10 days prior to the hearing date.

Legal Review:

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

Planning Commission Recommendation:

On November 18, 2025, the Planning Commission held a public hearing and adopted Planning Commission Resolution 2908, which recommended that the City Council approve the proposed project.

FINANCIAL IMPACT: None.

ATTACHMENTS:

1. Draft Resolution EIR and Mobility Element
a. Exhibit A EIR Addendum
b. Exhibit B Mobility Element

2. Draft Resolution Transportation Study Guidelines
a. Exhibit A Transportation Study Guidelines

3. Public Hearing Notice

4. VMT Analysis
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RESOLUTION NO. 2025-

A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF PALM DESERT,

CALIFORNIA, APPROVING AN ADDENDUM TO THE CITY GENERAL

PLAN ENVIRONMENTAL IMPACT REPORT AND APPROVING A

GENERAL PLAN AMENDMENT UPDATING THE MOBILITY
(CIRCULATION) ELEMENT OF THE GENERAL PLAN
CASE NOS. GPA25-0002
WHEREAS, Government Code Section 65800 et seq. provides for the amendment of any and all adopted City of Palm Desert (“City”) zoning laws, ordinances, rules and regulations; and
WHEREAS, the City Council of Palm Desert adopted its General Plan on November 10, 2016 via CC Resolution 2016-87; and
WHEREAS, the City Council of Palm Desert adopted General Plan Amendment GPA19-0001 on September 16, 2019 via CC Resolution 2019-76a to amend the Mobility Element to reclassify “Painters Path”; and
WHEREAS, the City Council of Palm Desert on July 11, 2024 initiated a contract to prepare a comprehensive amendment to Chapter 4 – Mobility (Circulation) Element of the Palm Desert General Plan and updated Transportation Study Guidelines; and WHEREAS, the General Plan Amendment 25-0002 is the second General Plan Amendment processed for 2025; and
WHEREAS, the proposed General Plan Amendment would replace in its entirety the Chapter 4 - Mobility Element of the General Plan previously approved via CC Resolution 2016-87; and
WHEREAS, the proposed Amendment is internally consistent with the other elements of the General Plan; and
WHEREAS, pursuant to the requirements of the CEQA, the State Guidelines for Implementation of CEQA (State CEQA Guidelines), and the City of Palm Desert CEQA Implementation Requirements, the City of Palm Desert Development Services Department prepared an Addendum to the City’s 2016 certified Environmental Impact Report (EIR) (SCH #2015081020) adopted via City Council Resolution No. 2016-86 that determined there is no substantial evidence that the project would result in significant environmental impacts not previously studied in the EIR and accordingly, the project would not result in any conditions listed identified in CEQA Guidelines, Section 15162; and WHEREAS, the Planning Commission of the City of Palm Desert, California, did on the 18th day of November 2025, hold a duly noticed public hearing for approval of the abovenoted Project request and adopted Planning Commission Resolution 2908 recommending the City Council approve of the Project; and
883
2 WHEREAS, the City Council of the City of Palm Desert, California, did on the 11th day of December 2025, hold a duly noticed public hearing for approval of the above-noted Project request; and
WHEREAS, at the said public hearing, upon hearing and considering all testimony and arguments, if any, of all interested persons desiring to be heard, the City Council did find the following facts and reasons, which are outlined in the staff report, exist to justify approval of said request:

NOW, THEREFORE, BE IT RESOLVED by the City Council of the City of Palm Desert, California, as follows:

SECTION 1. Recitals. The City Council hereby finds that the foregoing recitals are true and correct and are incorporated herein as substantive findings of this Resolution.

SECTION 2. General Plan Amendment. As required by Palm Desert Municipal Code “PDMC” Section 25.78.070, the following findings to approve a General Plan Amendment:

Pursuant to Section 25.78.070(E), the proposed amendment is in the public interest.

There is a substantial public benefit to be derived from the amendment, and the General Plan, as amended, will remain internally consistent. Furthermore, the proposed amendment furthers the goals and objectives of the General Plan.

The proposed General Plan Amendment updates the City’s Mobility (Circulation) Element to ensure consistency with current state laws and regulations, correct internal inconsistencies, and plan for future development within the City of Palm Desert. This update provides substantial public benefit by enhancing safety, mobility, and overall quality of life for residents, while establishing the policies, programs, and goals that guide the City’s transportation planning efforts.

SECTION 3. CEQA Determination. The City Council finds that the CEQA Addendum to the City’s certified General Plan Environmental Impact Report is complete and adequate for consideration, as presented in Exhibit “A” attached hereto.

SECTION 4. Project Recommendations. The City Council hereby approves the amendment to the Mobility (Circulation) Element, as presented in Exhibit “B” attached hereto; and
SECTION 5. Based upon the foregoing findings and facts incorporated herein, the City Council hereby approves GPA25-0002.

ADOPTED ON ______.

JAN HARNIK
MAYOR
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3 ATTEST:

ANTHONY J. MEJIA

CITY CLERK
I, Anthony J. Mejia, City Clerk of the City of Palm Desert, hereby certify that Resolution No. 2025-__ is a full, true, and correct copy, and was duly adopted at a regular meeting of the City Council of the City of Palm Desert on______, by the following vote:

AYES:

NOES:

ABSENT:

ABSTAIN:

RECUSED:

IN WITNESS WHEREOF, I have hereunto set my hand and affixed the official seal of the City of Palm Desert, California, on ______________, 2025.

ANTHONY J. MEJIA

CITY CLERK
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November 2025 | Addendum to the City of Palm Desert General Plan EIR

ADDENDUM TO THE GENERAL PLAN EIR
SCH No. 2015081020

FOR THE
Circulation Element Update
City of Palm Desert
Prepared for:

City of Palm Desert
Contact: Carlos Flores
Deputy Director of Development Services
Palm Desert City Hall
73510 Fred Waring Drive
Palm Desert CA 92260
760.346.0611 x478
[email protected]
Prepared by:

PlaceWorks
Contact: Mark Teague, AICP
3 MacArthur Place, Suite 1100
Santa Ana, CA 92707
[email protected]
www.placeworks.com
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Table of Contents
November 2025 Page i
Section Page

1. ADDENDUM TO THE ADOPTED GENERAL PLAN EIR FOR UPDATE TO THE MOBILITY ELEMENT ........................................................................................................................................ 2

1.1 Background And Overview .................................................................................................................................. 2

1.2 Proposed Project..................................................................................................................................................... 2

1.3 Certified EIR ........................................................................................................................................................... 3

1.4 Purpose of an EIR Addendum............................................................................................................................ 4

2. CEQA ANALYSIS ............................................................................................................................ 7

2.1 Environmental Analysis......................................................................................................................................... 7

2.2 Findings .................................................................................................................................................................... 7 889

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1.Addendum to the Adopted General Plan EIR for
Update to the Mobility Element

1.1 BACKGROUND AND OVERVIEW
This document is an Addendum to the previously certified Environmental Impact Report (EIR) (State Clearinghouse [SCH] No. 2015081020) for the Palm Desert General Plan, which was certified on November 10, 2016 (referred to as the “existing General Plan”). The purpose of this Addendum is to evaluate whether the proposed update to the Mobility Element (“Proposed Project”) would modify the existing General Plan in such a way as to result in new environmental impacts or a substantial increase in the severity of previously identified significant effects or would otherwise trigger a need for subsequent environmental review.

This document serves as the environmental documentation for the City’s Mobility Element Update.

This addendum to the Certified EIR demonstrates that the analysis in that EIR adequately addresses the potential physical impacts associated with the implementation of the proposed project and that the proposed project would not trigger any of the conditions described in CEQA Guidelines Section 15162 that call for further environmental review.

1.2 PROPOSED PROJECT
The City of Palm Desert has prepared an update to its existing Mobility Element within the City’s General Plan, which was last updated in 2016. The update focused on enhancing the City’s multimodal transportation system to improve connectivity, roadway safety, and travel option availability.

The updated Mobility Element included goals, policies, and actions to guide changes to the City’s transportation network over the next 15 years.

Since the last General Plan Update, several state policies and regulations have been put in place addressing vehicle miles of travel (VMT), roadway safety, goods movement/truck routes, and roadway right-of-way (ROW) preservation for new developments, among others. The City also intends to clarify transportation goals and address inconsistencies between the existing Mobility Element and other specific and area plans adopted by the City.

Key Project elements include:
 Updating the City’s roadway cross sections and classifications to align with existing conditions, improve consistency with specific/area plans, and support ROW preservation for new 890

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developments. This process adds complete street measures enabling all forms of transportation, not just automobiles.
 Reclassifying Country Club Drive from a vehicle-oriented arterial with six planned lanes (three in each direction) to a balanced arterial with four travel lanes (two in each direction) and improved bicycle facilities.
 Enhancing the City’s bicycle and pedestrian network and ensuring consistency with recently completed and planned improvements.
 Refining the City’s truck route network to improve freight connectivity and remove exposure of trucks to sensitive receptors and areas of high pedestrian activity consistent with AB 98 requirements.
 Incorporating recommendations from the City’s Vision Zero Action Plan, Active Transportation Plan, and City Center Area Plan.
 Clarifying policies and actions within the General Plan to align with state regulations and improve consistency.
 Adopting updated Transportation Study Guidelines: CEQA Vehicle Miles Traveled (VMT) and Level of Service (LOS) Safety and Multimodal Operations Assessment.

1.3 CERTIFIED EIR
The General Plan EIR discusses mitigation measures to be implemented by the City to reduce potential adverse environmental impacts to a level that is considered less than significant. Such mitigation measures are noted in the EIR, and in the associated mitigation and monitoring program (MMRP) are discussed and presented in the following sections: Biological Resources, Cultural Resources, Public Services and Utilities and Transportation.

However, even with the application of feasible mitigation measures, some environmental impacts could not be reduced to less-than-significant levels. The significant and unavoidable impacts are identified below.

Significant and Unavoidable Impacts
Greenhouse Gas Emissions
Impact 4.4-1 Generate greenhouse gas emissions that may have a significant impact on the environment and inhibit the goals of Assembly Bill 32. Adoption and implementation of the proposed General Plan would result in new development and redevelopment of property throughout the planning area, which would result in GHG emissions from construction activities that would contribute to the cumulative effect of climate change.

Transportation
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Impact 4.15-2 Conflict with Caltrans Performance Standards. Adoption and implementation of the General Plan update would not result in unacceptable performance at the single Caltrans intersection in Palm Desert, but would contribute to unacceptable performance along six freeway segments.

Impact 4.15-10 Cumulative Conflict with Caltrans Performance Standards. Adoption and implementation of the General Plan update would not result in unacceptable performance at the single Caltrans intersection in Palm Desert, but would contribute to unacceptable performance along six freeway segments.

1.4 PURPOSE OF AN EIR ADDENDUM
According to CEQA Guidelines Section 15164(a), an addendum shall be prepared if some changes or additions to a previously adopted EIR are necessary, but none of the conditions enumerated in CEQA Guidelines Sections 15162(a)(1)– (3) calling for the preparation of a subsequent EIR have occurred. As stated in CEQA Guidelines Section 15162 (Subsequent EIRs and Negative Declarations):

Section 15162
When an EIR has been certified or negative declaration adopted for a project, no subsequent EIR shall be prepared for that project unless the lead agency determines, on the basis of substantial evidence in the light of the whole record, one or more of the following:
(1) Substantial changes are proposed in the project which will require major revisions of the previous EIR or negative declaration due to the involvement of new significant environmental effects or a substantial increase in the severity of previously identified significant effects; (2) Substantial changes occur with respect to the circumstances under which the project is undertaken which will require major revisions of the previous EIR or negative declaration due to the involvement of new significant environmental effects or a substantial increase in the severity of previously identified significant effects; or (3) New information of substantial importance, which was not known and could not have been known with the exercise of reasonable diligence at the time the previous EIR was certified as complete or negative declaration was adopted, shows any of the following:
(a) The project will have one or more significant effects not discussed in the previous EIR or negative declaration;
(b) Significant effects previously examined will be substantially more severe than shown in the previous EIR;
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(c) Mitigation Programs or alternatives previously found not to be feasible would in fact be feasible and would substantially reduce one or more significant effects of the project, but the project proponents decline to adopt the mitigation Program or alternative; or (d) Mitigation Programs or alternatives which are considerably different from those analyzed in the previous EIR would substantially reduce one or more significant effects on the environment, but the project proponents decline to adopt the mitigation Program or alternative.

Rationale for Preparing an EIR Addendum
As stated in CEQA Guidelines Section 15164 (Addendum to an EIR):
(a) The lead agency or responsible agency shall prepare an addendum to a previously certified EIR if some changes or additions are necessary but none of the conditions described in Section 15162 calling for preparation of a subsequent EIR have occurred. (b) An addendum to an adopted negative declaration may be prepared if only minor technical changes or additions are necessary or none of the conditions described in Section 15162 calling for the preparation of a subsequent EIR or negative declaration have occurred. (c) An addendum need not be circulated for public review but can be included in or attached to the final EIR or adopted negative declaration.
(d) The decision-making body shall consider the addendum with the final EIR or adopted negative declaration prior to making a decision on the project.
(e) A brief explanation of the decision not to prepare a subsequent EIR pursuant to Section 15162 should be included in an addendum to an EIR, the lead agency’s findings on the project, or elsewhere in the record. The explanation must be supported by substantial evidence.

The proposed project would update the Mobility Element Update with minor modifications to the existing and proposed street network. As part of the implementation of the Mobility Element the City will adopt Transportation Study Guidelines: CEQA Vehicle Miles Traveled (VMT) and Level of Service (LOS) Safety and Multimodal Operations Assessment. The Traffic Study Guidelines (TSG) establish procedures for determining when a VMT analysis is required, and what level of change in VMT warrants further study. The intent of the TSG is to help streamline those projects that fall within the screening criteria shown in Section 4.2 of the TSG. The screening criteria allow for some land use and transportation projects to move forward without VMT analysis as they are known to have little to no increase in VMT. In general land uses such as parks, schools and daycare centers are expected to serve the local population to encourage walking or at least shorter vehicle trips than regional commercial or industrial centers. Similarly, transportation projects that add safety, pedestrian amenities, and allow for 893

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new transit options are expected to reduce VMT and as such are also relieved of the need for further study.

Rather than a specific number for VMT reduction the TSG includes Table 1: City of Palm Desert “Project Generated” VMT Thresholds of Significance. As shown in Table 1, VMT analysis is comparative to Riverside County as a whole so the level of significance will change over time.

Table 1: City of Palm Desert “Project Generated” VMT Thresholds of Significance Project Type Metric VMT Threshold
Residential Home Based VMT per
Resident
Below General Plan Buildout county-average
VMT per resident
Non-Residential
VMT per Service Population
OR Home Based Work
(Commute) VMT per
Employee1
Below General Plan Buildout county-average
VMT per service population
Mixed Use Developments1 VMT per Service Population Below General Plan Buildout county-average VMT per service population
Transportation Project Total VMT
Consistent with the SCAG RTP/SCS and/or
City General Plan.

If not consistent with the SCAG RTP/SCS and
or City General Plan, no net change in city-wide
VMT compared to the General Plan Buildout
condition
Source: City of Palm Desert Transportation Study Guidelines (TSG) 1 “Mixed use” is defined as a project on a single site with two or more distinct land uses.

The TSG requires mitigation for those projects that do not screen, or demonstrate impact below the thresholds in Table 1. Mitigation options, discussed in Section 4.4 Mitigation of the TSG include:

1. Modify the project description to reduce VMT generated by the project. This could include higher residential density, additional mixture of land uses, or a reduction in added lane miles.

2. Implement transportation demand management (TDM) measures to reduce VMT generated by the project.

3. Participate in a VMT fee program and/or VMT mitigation exchange (if they exist) to reduce VMT from the project.

The mitigation measures would need to be fully described and included in the TSG analysis before consideration of the development project.
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A copy of this addendum, and all supporting documentation, may be reviewed or obtained at the City of Palm Desert, Palm Desert City Hall, 73510 Fred Waring Drive, Palm Desert CA 92260, Monday through Friday, 8:00 am to 5:00 pm.

2. CEQA Analysis

2.1 ENVIRONMENTAL ANALYSIS
The air quality mitigation measures in the Certified EIR would help reduce impacts with the proposed changes, including setbacks and buffer zones between sensitive receptors. However as noted above, the air quality impacts are significant and unavoidable. While the Mobility Element would expand transportation options including transit, cycling, and walking, the reductions in vehicle trips would likely not be sufficient to reduce air quality impacts to less than significant.

The revised roadway configurations with right of way standards and additional improvements for connectivity, walking, cycling, and transit will provide more mobility options for the public. The new roadway configurations are a refinement of those found in the existing Mobility Element and have more engineering detail that will aid in communicating expectations with developers and property owners when designing projects. The refined roadway sections are not substantially different from the existing standards. Development of future roadways consistent with the new Mobility Element will either require their own environmental analysis or be part of adjacent projects and included in the project-specific environmental analysis.

The adoption of the TSG will ensure that VMT is evaluated for new projects. First for screening to allow streamlining if the project fits within the appropriate thresholds, and if not to guide the study of project VMT. Thresholds included in the TSG will determine the level of project-specific analysis that is required (i.e. negative declaration, mitigated negative declaration, or environmental impact report). The proposed project is a refinement of the existing Mobility Element and nothing in the proposed Mobility Element or TSG would increase impacts beyond those evaluated in the General Plan EIR.

2.2 FINDINGS
For the reasons explained in this addendum, the project would not cause any new significant environmental impacts or substantially increase the severity of significant environmental impacts disclosed in the Certified EIR. Thus, the proposed project does not trigger any of the conditions in CEQA Guidelines Section 15162, requiring the preparation of a subsequent EIR, and the appropriate 895

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3. CEQA Analysis

environmental document as authorized by CEQA Guidelines Section 15164(b) is an addendum. The following identifies the standards set forth in Section 15162 of the CEQA Guidelines as they relate to the proposed project.

1. No substantial changes are proposed in the project which would require major revisions of the EIR due to the involvement of new significant environmental effects or a substantial increase in the severity of previously identified significant effects.

The proposed Mobility Element is a refinement of the existing Mobility Element with minor modifications to reflect changes in state law (AB 98, SB 932) and to improve connectivity for all types of travel. As such, there are no new significant environmental impacts that have been identified beyond those already assessed in the General Plan EIR. While future projects developed consistent with the Mobility Element may result in physical impacts from construction, the analysis and mitigation measures from the General Plan EIR will still apply. In addition, future projects will also be required to conduct their own environmental analysis that will ensure compliance with existing city and regional regulations. For example, as disclosed on page 4.4-20 of the Draft EIR, “Implementation of programs and policies, derived largely from the General Plan, will further reduce potential GHG related impacts as it is impossible, due to limitations in the modeling software, to quantify the effectiveness of every General Plan policy provision. Individual development projects will be required to undergo project-specific environmental review, and mitigation measures will be identified at that time to reduce any significant impacts.” All projects must meet the requirements of the South Coast Air Quality Management District (SCAQMD) 2022 Air Quality management plan (AQMP) Despite application of existing policy and mitigation measures, the development of the General Plan will contribute to cumulative greenhouse gas emissions and regionally. The proposed Mobility Element provides the ability to reduce the amount of traffic and therefore reduce the amount of greenhouse gas emissions, however there is no certainty that the reductions will be realized, and if realized, measurable within the City. In the context of this finding, the proposed project would not result in new significant environmental effects or a substantial increase in the severity of the greenhouse gas impacts disclosed in the General Plan EIR.

The City also evaluated impacts to roadway Level of Service (LOS) to ensure that the changes would not negatively impact circulation patterns. The analysis indicates that segment LOS under the proposed project remains consistent with segment LOS under the existing General Plan and does not create new, or exacerbate previously identified, deficiencies in the roadway network. With the passage of SB 743, LOS impacts are no longer considered significant under CEQA. LOS is included here as it was part of the General Plan EIR.

All other impacts and mitigation measures outlined in the General Plan EIR will remain applicable.

2. No new information of substantial importance, which was not known and could not have been known with the exercise of reasonable diligence at the time the EIR was certified shows:
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a. The project will have one or more significant effects not discussed in the previous EIR.

The General Plan EIR did not evaluate VMT specifically since it was not required at the time, so the project team modeled VMT using the Riverside County travel demand model (RIVCOM 4.0.1. The land use Socioeconomic Data (SED) assumptions for each model year are summarized in Table 1 of the November 6, 2025 Fehr and Peers VMT and LOS results memo.

RIVCOM uses a 2018 base year and 2045 future year. Existing Conditions (2025) and Horizon (2040) years were estimated by interpolating between the base and future year models.

Housing unit and employment inputs were updated for the City and adjacent Coachella Valley region based on information provided by the City and CVAG (Measure A housing units). This ensured that all housing units, including seasonal/vacation homes,were accounted forin the model.

Demographics were also updated to reflect the typical populations of seasonal homes (older households and households without employment). Pending and approved development projects were also reviewed for consistency within the model. Projects not already accounted for by the growth in the General Plan were added to the model.

The proposed land use changes as part of the University Neighborhood Specific Plan (UNSP) update effort currently underway were incorporated into the land use inputs for modeling, dated November 4, 2025.

VMT Modeling
In evaluating VMT, Fehr & Peers used three different methods:

1. Origin-Destination (OD). The OD Method is used to calculate VMT generated by a City for transportation impact analysis. This method evaluates 100 percent of the trip length with one or both trips ending within a jurisdiction (also known as the Full Accounting Method). This method aggregates passenger vehicles and trucks into one VMT forecast.

2. Production-Attraction (PA). The PA Method isolates VMT by trip purpose. This method does not account for trips that extend beyond the model boundary and does not include truck VMT. This methodology may be appropriate for projects with a single use and with relatively low levels of visitor/external trips.

3. Boundary Method. The Boundary Method multiplies the volume on each roadway segment by the segment length within a specified geographic boundary. This method includes trips on the roadway within that boundary, without discriminating where the trip began or ended. The boundary method is used to understand the VMT effect throughout the City, which is inclusive of trips within the boundary that may take longer routes due to congestion along corridors. The boundary utilized in the assessment is the City of Palm Desert boundary. 897

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3. CEQA Analysis

Table 2 provides a summary of the results of the VMT calculations using the above methodologies. As shown in Table 2, the change in VMT reported in all three methods are minor and in two of the three methods the proposed Mobility Element reduces VMT when compared to the existing Mobility Element.

Table 2: VMT Change Summary for OD, PA, and Boundary Method Metric 2025 Current
Mobility
Element
(2040)
Proposed
Mobility
Element
(2040)
Change
in
VMT
Origin-Destination (OD) 33.8 32.4 32.0 -0.4
Production-Attraction (PA) 29.4 28.6 29.1 0.5
Boundary Method 8.7 8.5 8.2 -0.3
Source: Fehr & Peers, 2025
Level of Service
The City also evaluated impacts to roadway Level of Service (LOS) to ensure that the changes would not negatively impact circulation patterns. The analysis indicates that segment LOS under the proposed project remains consistent with segment LOS under the existing General Plan and does not create new, or exacerbate previously identified, deficiencies in the roadway network.

As shown above, while VMT was not evaluated in the General Plan EIR, the new calculations demonstrate that the proposed Mobility Element would result in a slight reduction from the calculations associated with the existing element. As such, the proposed project would not result in new or more significant impacts than were discussed in the General Plan EIR. b. Significant effects previously examined will be substantially more severe than shown in the previous EIR.

The General Plan EIR identifies significant and unavoidable impacts to greenhouse gas and traffic. While the proposed project may result in physical impacts from future transportation improvements, the analysis and mitigation measures from the General Plan EIR will still apply.

No significant effects previously examined will be substantially more severe than shown in the Certified EIR.
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c. Mitigation measures or alternatives previously found not to be feasible would in fact be feasible and would substantially reduce one or more significant effects of the project, but the project proponents decline to adopt the mitigation measure or alternative.

The mitigation measures outlined in the General Plan EIR would remain applicable ensuring that future projects address previously identified environmental impacts. d. Mitigation measures or alternatives which are considerably different from those analyzed in the previous EIR would substantially reduce one or more significant effects on the environment, but the project proponents decline to adopt the mitigation measure or alternative.

There are no mitigation measures or alternatives significantly different from those analyzed in the General Plan EIR. The proposed project is expected to have similar significant impacts to those outlined in the General Plan EIR, and all associated policies and mitigation measures identified to address physical environmental effects will apply to future development, maintaining their mitigating effect. As noted earlier, the project primarily proposes refinements to align with the latest legal requirements and updates policies and best practices for mobility, without altering the underlying land uses or increasing environmental impacts compared to the existing General Plan. Since no new significant impacts are anticipated from the adoption of the Mobility Element, no additional mitigation measures or alternatives are required for the proposed project.

References
City of Palm Desert Mobility Element Update Final VMT and LOS Results, (Fehr&Peers, 2025) November 6, 2025.
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General Plan
Mobility Element
Prepared By:

Submitted on:

October 2025
Fehr & Peers
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Overview
The Palm Desert Mobility Element establishes a framework for creating a safe, efficient, and sustainable transportation system that serves residents, businesses, and visitors. As the city continues to grow, mobility plays a central role in preserving a high quality of life, supporting economic activity, and providing connection to opportunity. This element addresses how people and goods move through the community—whether by car, transit, walking, bicycling, or freight—and seeks to balance convenience, accessibility, and sustainability. By planning for a multimodal system, the City aims to provide travel options while supporting sustainability goals and accommodating future growth.

Goals and policies in this element emphasize creating livable streets that accommodate all users, reducing traffic-related fatalities and injuries, and expanding multimodal options for pedestrians, bicyclists, and transit riders. At the same time, policies encourage efficient goods movement, actively managed parking, and support for sustainable transportation practices such as reducing vehicle miles traveled (VMT), planning for emergencies, and investing in resilient infrastructure. The City is also committed to an interconnected regional transportation system that links the Coachella Valley and prioritizes new connections.

Statutory Requirements
ASSEMBLY BILL 1358 (CALIFORNIA COMPLETE STREETS ACT)
Assembly Bill 1358 (AB 1358), also known as the California Complete Streets Act, was signed into law in 2008. Since 2011, AB 1358 requires that all cities and counties revising the circulation element of their general plan to include complete streets policies. The Act states that cities must adopt a “multimodal transportation network that meets the needs of all users of streets, roads, and highways”.

The adoption of complete street policies seeks to create a multi-user friendly network for motorists, pedestrians, bicyclists, public transportation users, children, seniors, and the disabled.

SENATE BILL 375 (SUSTAINABLE COMMUNITIES AND CLIMATE PROTECTION ACT) Senate Bill 375 (SB 375) was approved in 2008 in response to Assembly Bill 32 (AB 32) as California’s comprehensive approach to reducing greenhouse gas emissions. SB 375 requires the California Air Resources Board (CARB) to set regional greenhouse gas reduction targets by requiring cities and counties to develop and implement reduction targets. Cities are encouraged to reduce greenhouse gas emissions from automobiles and light trucks by greater integration of transportation, land use, housing, and environmental planning aimed at reducing travel times.

Mobility Vision Statement: Palm Desert envisions a safe, regionally connected, and multimodal transportation system that enhances daily life for residents, encourages economic development, and supports the movement of visitors. The City will foster innovative transportation solutions in safety, sustainability, and mobility choices that support community needs and regional networks. 902
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SENATE BILL 743
Senate Bill 743 (SB 743) was adopted in 2013 and changes the metric for which transportation impact analyses are measured for new development and transportation projects. Previously under the California Environmental Quality Act (CEQA), transportation impact analyses were measured based on auto delay, level of service (LOS), and other vehicle-based measures of capacity or traffic congestion. Project are now assessed for their transportation impacts with vehicle miles traveled (VMT). This change in measurement was made to promote multi-modal transportation networks, reduce greenhouse gas emissions, and encourage mixed-use and infill development.

While CEQA no longer requires LOS analysis, the City will continue to analyze it to assist in street and intersection design.

SENATE BILL 932 (THE PLAN FOR THE FUTURE BILL)
Senate Bill 932 (SB 932) was signed into law in September 2022 and requires that counties and cities identify high-injury streets and intersections in its General Plan. This bill was passed to improve the safety of all road users, including bicyclists, pedestrians, and other active transportation users. The identification of these high-injury intersections and streets should be followed by safety improvements that must be implemented starting within two years after the adoption of the new circulation element.

The City adopted the Palm Desert Vision Zero Strategy in Summer 2025 to support implementation of new policies, programs, and capital improvement projects that increase safety for all road users. A particular focus was placed on supporting Safe Routes to Schools and Safe Routes for Older Adults.

The Mobility Element incorporates these policies and notes potential safety countermeasures to consider for the high injury network.

SENATE BILL 330 (THE HOUSING CRISIS ACT)
Senate Bill 330 (SB 330) was adopted in 2019 and prohibits local jurisdictions from enacting any new laws that would result in the reduction or delay of the legal limit of new housing within their jurisdiction. This bill was passed to reduce administrative delays in housing development and to increase the housing supply throughout the state. To streamline the housing approval process without impacting the City’s circulation network, the Mobility Element includes maximum cross section widths for each roadway classification to ensure adequate right-of-way is reserved for future roadway improvements.

ASSEMBLY BILL 98 (PLANNING AND ZONING: LOGISTIC USE – TRUCK ROUTES) Assembly Bill 98 (AB 98) was adopted in 2024 and calls for a statewide standardization in the approval of new or expanded logistic and industrial use. Specifically, it requires cities and counties to update their circulation elements to include designated truck routes that avoid residential areas and other sensitive receptors. The law also requires clear signage for truck routes, parking specifications for trucks, and public facing maps of designated truck routes.

ASSEMBLY BILL 3177 (MITIGATION FEE ACT: LAND DEDICATIONS, MITIGATING VEHICULAR

TRAFFIC IMPACTS)
This law was adopted in 2024 and updates requirements for traffic mitigation fees and land dedication for housing developments. Specifically, cities must set lower traffic impact fees for select 903
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housing developments within transit priority areas. The law also prohibits requiring housing developments to dedicate land for road widening if the purpose is to mitigate traffic impacts, meet level of service (LOS) standards, or achieve a desired roadway width. Exceptions to this policy exist for housing developments outside of transit priority areas and for traffic safety improvements.

Context
Palm Desert’s transportation system supports the city’s role as a hub for residential, commercial, and tourist activity in the Coachella Valley. The City is well connected by major regional highways, including I-10, Highway 111, and State Route 74, and serves as both a destination and a job center.

With a higher ratio of jobs to resident workers, Palm Desert attracts significant commuting from throughout the Valley and beyond. Travel is dominated by the private automobile, though shorter commute times and relatively high levels of local employment highlight opportunities to expand sustainable and convenient alternatives.

The City has made progress in
advancing multimodal
mobility. Investments in
sidewalks, shade, and lighting
have improved pedestrian
comfort, while local bikeways
and the regional CV Link
pathway have expanded
opportunities for cycling, golf
cart travel, and low-speed
electric vehicles. Public
transportation is provided by
SunLine Transit, which
operates fixed-route,
paratransit, and microtransit
services within the city.

Initiatives including CV Rail are
exploring future regional
transit connections.

Safety, resiliency, and goods movement are key issues shaping mobility in Palm Desert:
 Recent data highlights concentrations of crashes along major roadways including Highway 111, Monterey Avenue, Cook Street, and Washington Street. The City is advancing a Vision Zero strategy to reduce injuries and fatalities, particularly for pedestrians and bicyclists.  The City is also focused on strengthening infrastructure for extreme weather events and better prepare the community for emergencies.
 Freight activity along the I-10 corridor and new state legislation warrant updates to the truck route network to safely and efficiently support goods movement in and through the City. 904
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Circulation Network
The City’s circulation network includes the roadway network and associated roadway classifications, the bicycle and golf cart network, and the truck route network. Figure 4.1 shows the proposed roadway network for the City. Figure 4.11 and Figure 4.12 show the proposed bicycle and golf cart network, respectively. Figure 4.13 illustrates the truck route network through Palm Desert.

Roadway Classifications
Roadway classifications are used to describe the ultimate buildout of specific roadways within the City and include general design standards for complete street improvements. Cross sections, modal priorities, and descriptions for each classification are provided in Figures 4.2 through 4.10.

Enhanced Arterial (Highway 111)
Highway 111 functions as an enhanced arterial, serving as the major east-west connection to places in Palm Desert. This classification balances the movement of all modes of traffic: vehicles, bicycles, pedestrians, and transit. Business access is provided via adjacent frontage roads that include onstreet parking. Safety of all road users is prioritized with enhanced pedestrian crossings, narrower lanes, and coordinated traffic signals. Enhanced landscaping, shade trees, public art, and sidewalk activation opportunities help create a sense of place.

The general cross-section consists of a six-lane divided roadway, including a wide median with trees and landscaping. This facility may provide dedicated left turn lanes as well as a right turn lane where warranted. An Enhanced Arterial is designed to accommodate approximately 48,600 vehicles at Level of Service (LOS) D.

Enhanced arterials include improved bicycle and pedestrian infrastructure such as widened sidewalks, Class IV separated bike lanes, or Class II bike lanes along the frontage road. The City will continue to explore complete street improvements for this roadway.

Vehicle Oriented Arterials
Vehicular oriented arterials prioritize the movement of automobiles. Bicycle and pedestrian facilities are provided wherever possible but are not emphasized. Driveway spacing is limited and controlled to reduce conflicts with through traffic.

The general cross-section consists of a six-lane divided roadway, including a median with trees and landscaping. This facility may consist of dedicated left turn lanes as well as a right turn lane where warranted. A Vehicular Oriented Arterial is designed to accommodate approximately 48,600 vehicles at Level of Service (LOS) D. Bicycle and pedestrian facilities include shared sidewalks and buffered Class II bike lanes.

Balanced Arterials
Balanced arterials support all transportation modes, with a focus on creating dedicated spaces for vehicles, bicyclists/golf carts, and pedestrians. Improved bicycle and pedestrian facilities are typically provided including meandering sidewalks and buffered Class II bike lanes. 905
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The general cross-section consists of a four-lane divided roadway, including either a median or a two-way left turn lane. This facility may consist of dedicated left turn lanes as well as right turn lanes where warranted. A Balanced Arterial is designed to accommodate approximately 33,500 vehicles at Level of Service (LOS) D.

Enhanced Secondary Roadways
Enhanced secondary roadways provide high levels of bicycle and pedestrian amenities, similar to enhanced arterials. Vehicular circulation is accommodated but not emphasized. Pedestrian facilities include sidewalks with shade trees. Bicycle facilities include Class IV separated bike lanes, which can operate as one-way or two-way. Typically, only one vehicle lane is provided in each direction.

This facility typically includes a raised median with dedicated left turn lanes (and right turn lanes if warranted). An Enhanced Secondary Roadway is designed to accommodate approximately 16,800 vehicles at Level of Service (LOS) D.

Secondary Roadways
Secondary roadways provide a balance between vehicular circulation, property access, and nonautomotive modes. They typically provide a striped two-way left turn median and Class II or Class II buffered bike lanes along with sidewalks and shade trees.

Secondary roadways can be further divided into two classifications:
 Secondary (2 Lane) – one travel lane in each direction, with additional space reserved for enhanced bicycle facilities and/or on-street parking
 Secondary (4 Lane) – two travel lanes in each direction without on-street parking The number of vehicle lanes provided varies based on traffic volumes and adjacent land use context.

These roadways are designed to accommodate between 16,800 and 28,200 vehicles at Level of Service (LOS) D.

Downtown Collector Streets
Downtown collector streets prioritize multimodal travel between downtown Palm Desert and adjacent neighborhoods. The general cross section of a downtown collector street consists of a two-lane undivided roadway. Bicycle movement is accommodated through Class III shared bike route, while sidewalks with pedestrian scale lighting support walking to and from downtown. These streets typically provide parallel on-street parking. A collector street is designed to accommodate approximately 16,800 vehicles at Level of Service (LOS) D.

Collector Streets
Collector streets link neighborhoods to other roadways in the City’s transportation network. Lower traffic volumes allow for the shared use of space between vehicles and bicyclists. On-street parallel parking and sidewalks are also typically provided. Along select collector streets, a marked Class III bike route may be provided. A collector street is designed to accommodate approximately 16,800 vehicles at Level of Service (LOS) D.
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El Paseo
El Paseo is a key commercial roadway for the city. This roadway prioritizes property access and includes a very high level of pedestrian amenities. The cross section of El Paseo consists of four vehicle travel lanes (two in each direction), parallel parking, and a wide median with trees and landscaping. The roadway also includes Class III shared bicycle facilities.

Specific Plan Roadways
These roadways are contained within a specific plan. The ultimate buildout and cross section design is provided in the respective specific plan.
907
Avenue
Oasis Club Drive
Magnesia Falls Drive
Dinah Shore Drive
Portola Avenue
Aven
Monterey Avenue
Highway 111
Country Club Drive
Hovley Lane EastEl Dorado Drive
Highway 111
Highway 111
Gerald Ford Drive
Varner Road
Miles Avenue
Frank Sinatra Drive
Adams Street
Portola Avenue
GeraldFord Drive
Country Club Drive
Washington Street
Seeley Drive
Vintage Drive
Pines To Palms Highway
Wildcat Drive
Town Center Way
42nd Avenue
Fred Waring Drive Palm Royale Drive Cook Street
Avenu
Deep Canyon Road
Bob Hope Dr vi e
Tamarisk Row Drive
Fred Waring Drive
42nd Avenue
Country Club D
Adams Street
Varner Road
Washington Street
Palm Desert Roadway Classifications
FIGURE 4.1
0 1 2
Miles
Enhanced Arterial
Vehicular Oriented Arterial
Balanced Arterial
Enhanced Secondary Roadway
Secondary Street (2 Lanes)
Secondary Street (4 Lanes)
Downtown Collector
Collector Street
El Paseo
Specific Plan Roadways
Local Streets
Portola Interchange (Proposed)
City Boundary
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City of Palm Desert
Mobility Element Figure 4.2
Max ROW 212’ Parallel frontage
roads
Access
Management
Three in each
direction
(11’-12’)
Travel Lanes
Median Raised (20’)
Class IV bike lanes
(6’ + 4’ buffer) or
Class II bike lanes on
frontage road (5’)
Bicycle Facilities
Use Frontage Road Golf Cart
Facilities
Sidewalk (10’+) with
business frontage
Pedestrian
Facilities
Allowed (on frontage
road) Parking
Enhanced Arterial (Highway 111)
Bike/ Pedestrian
Golf Cart
Auto Transit Freight
Allowed N/A Restricted1 Prioritized Prioritized
Class IV Bikeway Variation
Frontage Road Bikeway Variation
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City of Palm Desert
Mobility Element Figure 4.3
Bike/ Pedestrian
Golf Cart
Auto Transit Freight
Prioritized Allowed Prioritized Allowed Allowed
Max ROW 160’
Encourage driveway
consolidation and
manage turns
Access
Management
Three in each
direction (11’) Travel Lanes
Raised
(w/ turn lanes)
(14’ typical)
Median
Class II Buffered Bike
Lanes (6’ + 3’ buffer)
and/or
Shared Sidewalk (10’)
Bicycle Facilities
Meandering Sidewalk
(20’ total width)
Golf Cart
Facilities
Meandering Sidewalk
(20’ total width)
Pedestrian
Facilities
Parking Not Allowed
Vehicle Oriented Arterial
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City of Palm Desert
Mobility Element Figure 4.4
Max ROW 140’
Encourage driveway
consolidation and
manage turns
Access
Management
Two in each
direction (11’) Travel Lanes
Raised
(w/ turn lanes)
(14’ typical)
Median
Buffered Class II Bike
Lanes (6’ + 4’ buffer) Bicycle Facilities
Use Bike Lanes Golf Cart
Facilities
Meandering Sidewalk
(20’ total width)
Pedestrian
Facilities
Parking Not Allowed
Balanced Arterial
Bike/ Pedestrian
Golf Cart
Auto Transit Freight
Prioritized Allowed Restricted1 Prioritized Allowed
1Truck traffic is permitted on designated truck routes
or for local deliveries.

Note: The following roadway segments may include an additional travel lane in each direction, with a maximum ROW of 162':
• Portola Avenue (I-10 to Frank Sinatra Drive)
• Frank Sinatra Drive (Cook Street to Portola Avenue)
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City of Palm Desert
Mobility Element Figure 4.5
Max ROW 112’
Encourage driveway
consolidation and
manage turns
Access
Management
One in each
direction (11’) Travel Lanes
Raised
(w/ turn lanes)
(14’ typical)
Median
Class IV Bike Lanes
(8’ + 4-6’ buffer) Bicycle Facilities
Use Bike Lanes Golf Cart
Facilities
Sidewalk (10’) with
buffer zone or
Meandering Sidewalk
(20’ total width)
Pedestrian
Facilities
Parking Not Allowed
Enhanced Secondary Roadway
Bike/ Pedestrian
Golf Cart
Auto Transit Freight
Prioritized Prioritized Allowed Allowed Allowed
One-Way Bikeway Variation
Two-Way Bikeway Variation
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City of Palm Desert
Mobility Element Figure 4.6
Max ROW 108’
Direct driveway
access allowed
Access
Management
One in each
direction (11’) Travel Lanes
Two-Way Left Turn
Lane or Raised
(14’ typical)2
Median
Buffered Class II Bike
Lanes (6’ + 3’ buffer) Bicycle Facilities
Use Bike Lanes Golf Cart
Facilities
Sidewalk (10’) Pedestrian
Facilities
Parking Allowed
Secondary Roadway (2 Lane)
1Truck traffic is permitted on designated truck routes
or for local deliveries.

Bike/ Pedestrian
Golf Cart
Auto Transit Freight
Prioritized N/A Restricted1 Prioritized Allowed
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City of Palm Desert
Mobility Element Figure 4.7
Max ROW 108’
Direct driveway
access allowed
Access
Management
Two in each
direction (11’) Travel Lanes
Two-Way Left Turn Median Lane or Striped2
Class II Bike Lanes
(6’) Bicycle Facilities
Use Bike Lanes Golf Cart
Facilities
Sidewalk (6’) or
Meandering Sidewalk
(20’ total width)
Pedestrian
Facilities
Parking Not Allowed
Secondary Roadway (4 Lane)
1Truck traffic is permitted on designated truck routes
or for local deliveries.

Bike/ Pedestrian
Golf Cart
Auto Transit Freight
Prioritized N/A Restricted1 Allowed Allowed
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City of Palm Desert
Mobility Element Figure 4.8
Max ROW 62’
Direct driveway
access allowed
Access
Management
One in each
direction (11’ -12’) Travel Lanes
Median N/A
Class II Bike Lanes
(5’) or Shared
Roadway
Bicycle Facilities
Use Bike Lanes or
Shared Roadway
Golf Cart
Facilities
Sidewalk (5’-8’) Pedestrian
Facilities
Parking Allowed
Downtown Collector
1Truck traffic is permitted on designated truck routes
or for local deliveries.

Bike/ Pedestrian
Golf Cart
Auto Transit Freight
Allowed N/A Restricted1 Prioritized Prioritized
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City of Palm Desert
Mobility Element Figure 4.9
Max ROW 62’
Direct driveway
access allowed
Access
Management
One in each
direction (12’) Travel Lanes
Median N/A
Bicycle Facilities Shared Roadway
Use Shared
Roadway
Golf Cart
Facilities
Sidewalk (5’-8’) Pedestrian
Facilities
Parking Allowed
Collector
1Truck traffic is permitted on designated truck routes
or for local deliveries.

Bike/ Pedestrian
Golf Cart
Auto Transit Freight
Allowed N/A Restricted1 Allowed Allowed
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City of Palm Desert
Mobility Element Figure 4.10
Max ROW 100’-108’
Street-facing
businesses
Access
Management
Two in each
direction (12’) Travel Lanes
Median Raised (16’ typical)
Bicycle Facilities Shared Roadway
Use Shared
Roadway
Golf Cart
Facilities
Sidewalk (6’-14’) Pedestrian
Facilities
Parking Allowed (Parallel)
El Paseo
1Truck traffic is permitted on designated truck routes
or for local deliveries.

Bike/ Pedestrian
Golf Cart
Auto Transit Freight
Allowed N/A Restricted1 Prioritized Prioritized
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Bicycle and Golf Cart Circulation
Figure 4.11 documents the bicycle network within Palm Desert and Figure 4.12 notes roadways and facilities that can be used by golf carts and neighborhood electric vehicles (NEVs). These routes are for use by bicycles and slow speed vehicles. Key facility types shown on these maps are described below.

Classification Description
CV Link A regional off-street facility for NEV’s, bicyclists, and pedestrians. This facility will be overseen and maintained by CVAG.

CV Link Connector
These facilities would provide additional connections to the CV Link Facility through signage, crossing treatments, or separate facilities that provide connections from the city to the CV Link Facility Class I These are off-street facilities, which can be shared between golf carts, bicyclists, and pedestrians.

Class II
These are on-street facilities, which can be used by either bicycles only or as joint use facilities used by golf carts and bicycles. These facilities can include striped buffers to provide additional separation.

Class III These are on-street facilities designated through signage and shared lane markings that do not provide a separate space.

Class IV
These are on-street facilities, which can be used by either bicycles only or as joint use facilities used by golf carts and bicycles. These facilities include physical vertical separation on the roadway, such as with bollards, a raised curb, or parked cars.

Shared Sidewalk Sidewalks with additional space for bicyclists and golf carts to use.

Truck Routes and Goods Movement
Figure 4.13 shows the designated truck routes within Palm Desert. Truck routes are intended to facilitate the through movement of trucks within the City while avoiding sensitive receptors and critical land uses (e.g. schools, parks, residential areas). Truck routes prioritize connections to commercial and industrial areas and regional highways.

Consistent with AB 98, the City will make truck route information available online and enforce commercial vehicle restrictions on non-truck route designated roadways through posted weight restrictions.
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Oasis Club Drive
Magnesia Falls Drive
Dinah Shore Drive
Portola Avenue
Monterey Avenue
Highway 111
Country Club Drive
Hovley Lane East
El Dorado Drive
Highway 111
Highway 111
Gerald Ford Drive
Varner Road
Miles Avenue
Frank Sinatra Drive
Portola Avenue
Gerald Ford Drive
Country Club Drive
Washington Street
Seeley
Vintage Drive
Pines To Palms Highway
Wildcat Drive
Town Center Way
42nd Avenue
Fred Waring Drive Palm Royale Drive Cook Street Deep Canyon Road Bob Hope Drive
Tamarisk Row Drive
Fred Waring Drive
Varner Road
Washington Street
Palm Desert Bicycle Network
FIGURE 4.11
0 1 2
Miles
Class I Separared Path
Class II Striped Lane
Class III Permitted on Local Road
Class IV Separated Bike Lane
Proposed Bike Corridor - Final Design TBD
CV Link
CV Connectors
Portola Interchange (Proposed)
Public Schools
College Campuses
City Boundary
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Oasis Club Drive
Magnesia Falls Drive
Dinah Shore Drive
Monterey Avenue
Highway 111
Country Club Drive
Hovley Lane East
El Dorado Drive
Highway 111
Highway 111
Gerald Ford Drive
Varner
Miles Avenue
Frank Sinatra Drive
Portola Avenue
Gerald Ford Drive
Country Club Drive
S
Vintage Drive
Pines To Palms Highway
Wildcat Drive
Town Center Way
42nd Avenue
Fred Waring Drive Palm Royale Driv
Cook Street
Deep Canyon Road
Bob Hope Drive
Tamarisk Row Drive
Varner Road
Washington Street
Palm Desert Golf Cart Network
FIGURE 4.12
0 1 2
Miles
Class I Separated Path
Class II Striped Lane
Class III Local Road
Shared Sidewalk
CV Link
CV Connectors
Portola Interchange (Proposed)
Public Schools
College Campuses
City Boundary
920
Avenue
Oasis Club Drive
Magnesia Falls Drive
Dinah Shore Drive
Portola Avenue
Aven
Monterey Avenue
Highway 111
Country Club Drive
Hovley Lane EastEl Dorado Drive
Highway 111
Highway 111
Gerald Ford Drive
Varner Road
Miles Avenue
Frank Sinatra Drive
Adams Street
Portola Avenue
GeraldFord Drive
Country Club Drive
Washington Street
Seeley Drive
Vintage Drive
Pines To Palms Highway
Wildcat Drive
Town Center Way
42nd Avenue
Fred Waring Drive Palm Royale Drive Cook Street
Avenu
Deep Canyon Road
Bob Hope Dr vi e
Tamarisk Row Drive
Fred Waring Drive
42nd Avenue
Country Club
Adams Street
Varner Road
Washington Street
Palm Desert Truck Route Network
FIGURE 4.13
0 1 2
Miles
Existing
Proposed
Connecting Truck Routes
Portola Interchange (Proposed)
Public Schools
College Campuses
City Boundary
Truck routes are intended to facilitate through traffic. Consistent with the California Vehicle Code, trucks may utilize any roadway to complete deliveries/pick-ups. 921
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Regional Transportation Improvements
Portola Avenue Freeway Interchange
The Mobility Element includes the proposed I-10 freeway interchange at Portola Avenue in North Palm Desert. The City is committed to improving access and relieving congestion along the I-10 corridor and will work with regional, state, and federal partners to facilitate this major project.

The interchange provides several benefits for Palm Desert including:
 Congestion relief at the adjacent Monterey Avenue and Cook Street interchanges  Reduced vehicle miles traveled (VMT) as the interchange provides a more direct path of travel for motorists
 Supporting development and growth in North Palm Desert  Consistency with state goals and regional transportation plans CV Rail
The Coachella Valley Rail (CV Rail) project, also known as the Coachella Valley–San Gorgonio Pass Corridor, is a proposed intercity passenger rail service that will connect downtown Los Angeles with the Coachella Valley, providing an alternative to Interstate 10 for regional travel. The route would span approximately 144 miles, with a potential stop in Palm Desert. The project is being led by the Riverside County Transportation Commission (RCTC) in partnership with Caltrans, Amtrak, and the Federal Railroad Administration (FRA).

The City supports this project as it aligns closely with Palm Desert’s mobility goals to reduce vehicle miles traveled (VMT), expand sustainable transportation options, and strengthen regional coordination. Additionally, the project provides opportunities for walkable, mixed-use transitoriented development (TOD) around the potential station area. Palm Desert will continue collaborating with RCTC and partner agencies to ensure that future rail service is seamlessly integrated into the city’s transportation system.

Source: Riverside County Transportation Commission
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Transportation Performance Metrics
Vehicle Miles Traveled (VMT)
The Mobility Element promotes efficiency and sustainability in the transportation system. Several policies address VMT efficiency and encourage strategies including transportation demand management (TDM), low-VMT development patterns, and multimodal travel options. The City’s transportation study guidelines also lay out approaches to evaluating VMT for development projects, balancing development with sustainability.

What is VMT?
Vehicle Miles Traveled (VMT) measures the total number of miles driven by all vehicles attributed to a specific project or within a specific area. It’s often evaluated on a per person basis to understand the efficiency of the transportation system. VMT is an important tool that helps inform Palm Desert about land use and transportation network relationships that influence travel demand, emissions, and travel choices.

The State of California now requires cities to evaluate transportation impacts using VMT under the California Environmental Quality Act (CEQA), shifting focus from how quickly cars move to how efficiently people can access destinations.

Level of Service (LOS)
To support local planning decisions and manage congestion, Palm Desert will continue to analyze traffic conditions at intersections and along roadways using Level of Service (LOS). LOS is a measure of how efficiently streets and intersections move vehicle traffic, assigning a letter grade from A (freeflowing conditions) to F (congested conditions) based on average vehicle delay.

While no longer required for CEQA, LOS analysis is still included in the City’s transportation study guidelines for local development projects. The City strives to maintain LOS D or better conditions during peak hours across most of the City. In the City Center, a lower LOS E threshold is allowed due to right-of-way constraints and a desire to support multimodal travel. 923
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Safety
Palm Desert is committed to improving roadway safety and aims to eliminate traffic-related deaths and serious injuries. Building on the City’s Vision Zero Action Plan, the Mobility Element advances comprehensive goals, policies, and actions that address roadway safety holistically.

High Injury Network
The High Injury Network (HIN) is a subset of the
City’s street system with a higher concentration
of fatal and serious injury crashes, whether by
driving, walking, bicycling, or riding a
motorcycle. The HIN network is shown on
Figure 4.14. 83 percent of all serious and fatal
crashes occurred on the HIN (8 percent of Palm
Desert roadways).

Priority Safety Improvements
The Mobility Element includes policies that
prioritize safety improvements along the HIN,
with the goal of implementing safety
improvements along all HIN roadways by 2050.

These include the improvements presented in
the City’s Vision Zero Action Plan.

Safety Countermeasures
Palm Desert promotes the use of proven safety
countermeasures to improve road safety for all
users. Key safety countermeasures include:
 Separated and buffered bicycle facilities
 Curb extensions and ADA curb ramp
improvements
 High visibility crosswalks
 Sidewalk gap closures
 Leading pedestrian interval (LPI)
 Pedestrian scale lighting
 Rectangular Rapid Flashing Beacons
(RRFB)
 Advance yield and stop markings
 Traffic calming medians
 Roundabouts
 Narrowed travel lanes
Safe System Approach š Vision Zero
The Safe System Approach is a transportation
safety philosophy that adapts road design to
anticipate human error and reduce the chances
of serious injuries or fatalities. It incorporates
the following principles:
 Humans Make Mistakes: The
transportation system should
accommodate variations in behaviors
and decisions.
 Humans Are Vulnerable: The
transportation system should protect
human vulnerabilities, particularly users
without the protection of a vehicle.
 Responsibility is Shared: Governments,
industry, non-profits, and the public
must work together to address safety.
 Safety is Proactive: Solutions should be
applied systemically and in advance of
crash history when possible.
 Redundancy is Crucial: Reducing risks
requires a layered approach to safety.

Solutions focus on a complete approach to
safety through improved driver behavior, road
design, vehicles, speed management, and postcrash care.

Vision Zero builds on the Safe System Approach
with a clear goal of zero traffic deaths or serious
injuries on roadways.
924
Avenue 48
Oasis Club Drive
Magnesia Falls Drive
Dinah Shore Drive
Portola Avenue
M
o
ntere
y
Av
e
n
u
e
Highway 111
Calle Sinaloa
Country Club Drive
Hovley Lane East El Dorado Drive Highway 111
Avenue 52
Highway 111
Gerald Ford Drive
Varner Road
E
si e
n
hower
Drive
Miles Avenue
Frank Sinatra Drive
Avenue 50 Adams Street
Portola Avenue Gerald Ford Drive
Country Club Drive
Washington Street
Seeley Drive
Vintage Drive
Pines To Palms Highway
Wildcat Drive
Town Center Way
42Nd Avenue
Fred Waring Drive Palm Royale Drive
Da Vall Drive
Cook Street
Avenue 40
Deep Canyon Road
B
o
b
H
o
p
e
Dr vi e
Tamarisk Row Drive
Fred Waring Drive
42Nd Avenue
Country Club Drive
Dune Palms Road
A
d
a
m
s
Stre
e
t
Varner Road
W
a
s
hin
gto
n
Stre
et
Palm Desert High Injury Network
FIGURE 4.14
0 1 2
Miles
HIN Network
College Campuses
Public Schools
Portola Interchange (Proposed)
City Boundary
Monterey Avenue Magnesia Falls DrivePortola Avenue
Highway 111
Fred Waring Drive
Cook Street
Deep Canyon Road
El Paseo
Source: Vision Zero Action Plan.
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Goals and Policies
Goal 1: Livable Streets. A balanced transportation system that accommodates all modes of travel safely and efficiently.

Policy
Number Policy

1.1 Complete Streets. Consider all modes of travel in planning, design, and construction of all transportation projects to create safe, livable, and inviting environments for pedestrians, bicyclists, motorists and public transit users of all ages and capabilities.

1.2 Transportation System Impacts. Evaluate transportation and development projects in a manner that addresses the impacts of all travel modes through the best available practices and City standards. Verify consistency with the goals and policies in the General Plan prior to approving funding for those projects.

1.3 Vehicle Miles Traveled (VMT). Evaluate transportation impacts under CEQA using VMT consistent with State guidance and the City’s adopted thresholds of significance. Promote transportation demand management (TDM) strategies, lowVMT development patterns, and multimodal travel options.

1.4 Facility Service Levels. Determine appropriate service levels for all modes of transportation and develop guidelines to evaluate impacts to these modes for all related public and private projects. Provide flexibility for lower vehicle level of service in the City Center, high pedestrian activity zones, and other areas where widening is not feasible.

1.5 Roadway Design Standards. Implement transportation design standards that guide the planning, design, and construction of infrastructure projects. Prioritize improvements for non-auto modes of travel and innovative street and intersection designs over adding roadway capacity.

1.6 Emergency Vehicle Access. Evaluate the impacts of transportation network changes on emergency vehicle access and response times.

1.7 System Efficiency. Prioritize transportation systems management (TSM) strategies such as signal coordination, signal retiming, and other applicable techniques to limit unnecessary delay and congestion for vehicles.
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Goal 2: Safe Transportation System. A transportation system that maximizes the safety of all modes of travel, with a focus on reducing traffic-related injuries and fatalities.

Policy
Number Policy

2.1 Safe System Approach. Adopt the Safe System Approach and align with the goals of Vision Zero, evaluating roadway safety holistically to account for human behavior, vulnerable road users, and infrastructure design.

2.2 Safety Improvement Implementation. Prioritize safety improvements along roadways with higher crash rates and in areas with higher numbers of vulnerable road users, including near schools and older-adult concentration areas, building off the citywide Vision Zero Action Plan recommendations. Begin implementation within two years and regularly monitor progress, with the goal of implementing safety countermeasures on all safety corridors within 25 years.

2.3 Safe Roadway Design. Implement proven safety countermeasures such as narrowed lanes, roundabouts, separated bicycle facilities, and raised crosswalks.

2.4 Safe Roadway Speeds. Regularly review speed limits along roadways and set speed limits to align with roadway land use context and design features. Leverage provisions of AB 43 to consider lower speed limits within safety corridors.

2.5 Neighborhood Traffic Calming. Support the design and implementation of traffic calming measures for motorized travel on local streets where non-motorized travel is prioritized.

2.6 Safety Education. Establish programs that promote traffic safety awareness, provide education on road-sharing etiquette for cyclists, pedestrians, and motorists, and enhance enforcement of speed limits in safety corridors.

2.7 Safety Review. Continue to coordinate with law enforcement agencies to identify major crash locations including those affecting vehicles, bicyclists, and pedestrians. Regularly publish reports regarding traffic safety conditions in the city. 927
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Goal 3: Pedestrian Facilities. Integrated pedestrian pathways that connect residents, businesses, and educational and community uses.

Policy
Number Policy

3.1 Pedestrian Network. Provide a safe and convenient circulation system for pedestrians that include sidewalks, crosswalks, places to sit and gather, appropriate street lighting, buffers from moving vehicles, shading, and amenities for people of all ages.

3.2 Prioritized Improvements. Prioritize pedestrian improvements in the City Center/El Paseo area, areas of the city with community and/or education facilities, supportive land use patterns, expressed community interest in better pedestrian infrastructure, and non-automotive connections such as multi-use trails and transit stops.

3.3 Roadway Sidewalks. Where feasible, provide adequate sidewalks along all public roadways.

3.4 Access to Development. Require that all new development projects or redevelopment projects provide connections from the site to the external pedestrian network.

3.5 Safe Pedestrian Routes to School. Consider school pedestrian access as a priority over vehicular movements when any such conflicts occur.

3.6 Safe Pedestrian Routes for Older Adults. Consider pedestrian access and safety as a priority over vehicular movements when any such conflicts occur in older adult priority areas (senior centers, older adult housing properties, etc.) Goal 4: Bicycle Networks. Well-connected bicycle network that facilitates bicycling for commuting, school, shopping, and recreational trips.

Policy
Number Policy

4.1 Bicycle Networks. Provide bicycle facilities where shown on Figure 4.11 to implement the proposed network of facilities outlined in the General Plan.

4.2 Prioritized Improvements. Prioritize and capitalize on opportunities to provide bicycle facilities that close gaps in the bicycle network and connect to regional bicycle routes, community facilities, supportive land use patterns, pedestrian routes, and transit stations.

4.3 Bicycle Amenities. Require public and private development to provide sufficient bicycle parking. Promote installation of full-service end-of-trip bicycle facilities, bicycle wayfinding signage, and bicycle parking at special events. 928
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Goal 5: Transit Facilities. An integrated transportation system that supports opportunities to use public and private transit systems.

Policy
Number Policy

5.1 Transit Service. Promote public transit service in areas of the City with appropriate levels of density, mix of residential and employment uses, and connections to bicycle and pedestrian networks.

5.2 Support Regional Transit. Regularly review bus stop locations, transit services, routing, and frequencies in conjunction with Sunline Transit to ensure that bus stops and service levels reflect current land use and community needs.

5.3 Older Adult Transit. Encourage existing para transit services in the City to provide transit access for seniors and persons with disabilities.

5.4 Private Development Access to Transit. Review development proposals to limit impacts on existing or proposed transit facilities.

5.5 Safe Routes to Transit. Regularly review transit stop locations to maintain safe access for pedestrians and bicyclists.

Goal 6: Goods Movement. A transportation system that facilitates the movement of freight to commercial areas, industrial areas, and along major roadways while minimizing traffic-related conflicts and environmental impacts.

Policy
Number Policy

6.1 Truck Routes. Establish clearly defined truck routes that prioritize safety, efficiency, and minimize conflicts with sensitive areas like residential zones, schools, and non-motorized travel paths. Ensure truck routes are clearly marked with signage.

6.2 Sustainable Goods Movement. Promote the use of sustainable and environmentally friendly practices in freight transportation to improve air quality and reduce the environmental impact of heavy-duty vehicles.

6.3 Truck Parking Facilities. Identify and designate specific locations for truck parking and rest areas near major freight corridors and industrial zones. Equip truck parking areas with electric power hookups to allow trucks to power auxiliary systems without idling.

6.4 Designated Loading and Delivery Zones: Create dedicated loading and delivery zones near local businesses to provide safe and efficient spaces for drop-offs and pick-ups without blocking traffic, bike lanes, or pedestrian pathways. 929
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Goal 7: Parking. An actively managed system of public and private parking facilities that supports future developments.

Policy
Number Policy

7.1 Public Parking Facilities. Provide new public parking facilities only after applying appropriate techniques to manage parking demand and ensure efficient use of all public and private parking facilities.

7.2 Parking Management. Actively manage public parking facilities and implement appropriate strategies to maximize the use and cost effectiveness of public parking facilities.

7.3 Public/Private Partnerships. Promote the use of joint public and private approaches to parking which might include leasing of private parking lots for short-term or long-term use, using public parking for temporary private functions, or the construction of joint-use facilities.

7.4 Innovative Parking Approaches. Allow the use of innovative parking supply and demand strategies such as shared parking, unbundling parking, and other related items.

7.5 Pick-up and Drop-off Zones. Encourage parking lots and downtown roadways to be designed with pick-up and drop-off zones to accommodate the trend towards increased use of autonomous vehicles and shared vehicle services. 930
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Goal 8: Sustainable Transportation. A resilient and functional transportation network that can be built, operated, and maintained within the City’s resource limitations.

Policy
Number Policy

8.1 Fair Share Costs. Require that new development pay for its fair share of construction costs related to new and/or upgraded infrastructure needed to accommodate the development.

8.2 Multi-Modal Impacts. Develop and apply funding mechanisms that require fair share contributions for impacts to all modes of transportation associated with development or redevelopment.

8.3 Operations and Maintenance Costs. Evaluate potential changes in Citywide operations and maintenance costs for transportation facilities prior to the construction of any new facilities.

8.4 Development Contribution to Operations and Maintenance Costs.

Consider funding strategies that require private development to contribute to the ongoing operations and maintenance of transportation infrastructure within the City.

8.5 State and Federal Transportation Funds. Take advantage of funds from the State and Federal grant programs to apply to projects and programs in the City, when possible.

8.6 Emergency Evacuation Preparation. Ensure residents, employees, and visitors of Palm Desert have access to safe evacuation routes in the event of an emergency.

Identify and publicize evacuation routes for residents and visitors, ensuring that they are clearly marked and accessible. Consider populations without vehicle access when developing emergency plans.

8.7 Extreme Weather and Heat Resiliency. Plan, implement, and maintain transportation infrastructure that is resilient to extreme heat, flooding, and other hazards to ensure long-term functionality. Consider strategies such as cool pavement, shade structures/trees, upgraded culverts, and new road construction techniques.
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Goal 9: Transportation Innovation. A transportation system that leverages emerging technologies to improve mobility for residents, employees, and visitors.

Policy
Number Policy

9.1 Innovative Vehicle Technologies. Regularly monitor and evaluate new vehicle technologies such as autonomous and connected vehicles for use by City Staff.

Evaluate and implement potential required changes to infrastructure as autonomous and connected vehicles become pervasive.

9.2 Emerging Mobility Strategies. Encourage the deployment of emerging transportation approaches such as transportation network companies, mobility hubs and comprehensive mobility providers by private vendors.

9.3 Big Data. Regularly evaluate new data sources including but not limited to real time traffic and parking information for use by City Staff and residents.

9.4 Analysis Tools. Regularly evaluate state of the practice transportation analysis tools and procedures to determine their utility in the analysis of existing and future transportation conditions.

9.5 Electric Vehicles. Encourage the use of electric vehicles (EV), including golf carts and Neighborhood Electric Vehicles (NEV) by supporting the use of EVs and encouraging NEV charging stations to be powered with renewable resources.

Goal 10: Regional Coordination. The City transportation system operates as an integral element of the larger regional system.

Policy
Number Policy

10.1 Regional Vehicular Traffic. Be mindful of local impacts from regional “through” traffic. Consider but don’t prioritize the movement of through vehicles through Palm Desert roadways.

10.2 Regional Roadways. Coordinate with Caltrans, RCTC, CVAG, and other agencies on the planning, design, and construction of regional roadways to provide an appropriate level of regional connectivity.

10.3 Regional Bicycle and Pedestrian Facilities. Coordinate with CVAG and other agencies on the planning, design, and construction of regional non- motorized routes such as CV Link.

10.4 Regional Transit. Collaborate with RCTC, CVAG, and Sunline Transit in the planning, design, and construction of regional transportation facilities, including the construction of an Amtrak Coachella Valley-San Gorgonio Line station in Palm Desert.

10.5 Regional Priorities. Identify and prioritize desired regional roadway, transit, and non-motorized improvements to focus the City’s outreach with agencies such as Caltrans, CVAG, RCTC, and elected officials.
932
RESOLUTION NO. 2025-

A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF PALM DESERT,

CALIFORNIA, APPROVING UPDATED TRANSPORTATION STUDY

GUIDELINES, INCLUDING THRESHOLDS OF SIGNIFICANCE, FOR LAND

USE AND TRANSPORTATION PROJECTS IN THE CITY OF PALM DESERT

AND FINDING THE PROJECT NOT SUBJECT TO THE CALIFORNIA

ENVIRONMENTAL QUALITY ACT
CASE NOS. GPA25-0002
WHEREAS, the City Council of Palm Desert on July 11, 2024, initiated a contract to prepare a comprehensive amendment to Chapter 4 – Mobility (Circulation) Element of the Palm Desert General Plan and updated Transportation Study Guidelines; and WHEREAS, the State Guidelines for Implementation of the California Environmental Quality Act (“CEQA) encourages public agencies to develop and publish generally applicable “thresholds of significance” to be used in determining the significance of a project’s environmental effects; and
WHEREAS, State CEQA Guidelines Section 15064.7(a) defines a threshold of significance as an “identifiable quantitative, qualitative or performance level of a particular environmental effect, noncompliance with which means the effect will normally be determined to be significant by the agency and compliance with which means the effect normally will be determined to be less than significant’; and
WHEREAS, State CEQA Guidelines Section 15064.7(b) requires that thresholds of significance must be adopted by ordinance, resolution, rule, or regulations, developed through a public review process, and be supported by substantial evidence; and WHEREA, Senate Bill 743 requires changes to the State CEQA Guidelines regarding the criteria for determining the significance of transportation impacts of projects; and WHEREAS, the City Council of Palm Desert adopted the County of Riverside Transportation Study Guidelines for measuring transportation projects under CEQA on August 25, 2022 via CC Resolution 2022-74; and
WHEREAS, the City has prepared Transportation Study Guidelines that provide specifications related to methodologies, tools, and other key assumptions that should be considered for both Vehicle Miles Traveled (VMT) assessment and Level of Service (LOS) assessment for purposes of evaluating projects in the City of Palm Desert. The Transportation Study Guidelines establishes thresholds of significance supported by substantial evidence to determine CEQA transportation impacts and non-CEQA LOS deficiencies; and WHEREAS, the proposed Transportation Study Guidelines are internally consistent with the General Plan; and
WHEREAS, the proposed Transportation Study Guidelines are supported by substantial evidence; and
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2 WHEREAS, the proposed Transportation Study Guidelines are consistent with the prepared Mobility Element update and Addendum to the General Plan EIRs; and WHEREAS, approval of the proposed Transportation Study Guidelines would establish City of Palm Desert thresholds of significance and supersede and replace use of the County of Riverside Transportation Study Guidelines and thresholds of significance; and WHEREAS, the Planning Commission of the City of Palm Desert, California, did on the 18th day of November 2025, hold a duly noticed public hearing for approval of the abovenoted Project request and adopted Planning Commission Resolution 2908 recommending the City Council approve of the Project; and
WHEREAS, the City Council of the City of Palm Desert, California, did on the 11th day of December 2025, hold a duly noticed public hearing for approval of the above-noted Project request; and
WHEREAS, at the said public hearing, upon hearing and considering all testimony and arguments, if any, of all interested persons desiring to be heard, the City Council did find the following facts and reasons, which are outlined in the staff report, exist to justify approval of said request:

NOW, THEREFORE, BE IT RESOLVED by the City Council of the City of Palm Desert, California, as follows:

SECTION 1. Recitals. The City Council hereby finds that the foregoing recitals are true and correct and are incorporated herein.

SECTION 2. CEQA Determination. The City Council finds that adoption of the Transportation Study Guidelines is not a project as defined in State CEQA Guidelines Section 15378. Adoption of the Transportation Study Guidelines is an administrative activity to provide guidance for development to determine the significance of transportation impacts of projects under CEQA. The Project does not approve any specific development or lead to any particular physical change to the guidelines.

SECTION 3. Project Recommendations. The City Council hereby approves the Transportation Study Guidelines, as presented in Exhibit “A” attached hereto, which shall supersede and replace any existing transportation thresholds and use of the County of Riverside Guidelines; and
ADOPTED ON ______.

JAN HARNIK
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3 MAYOR
ATTEST:

ANTHONY J. MEJIA

CITY CLERK
I, Anthony J. Mejia, City Clerk of the City of Palm Desert, hereby certify that Resolution No. 2025-__ is a full, true, and correct copy, and was duly adopted at a regular meeting of the City Council of the City of Palm Desert on______, by the following vote:

AYES:

NOES:

ABSENT:

ABSTAIN:

RECUSED:

IN WITNESS WHEREOF, I have hereunto set my hand and affixed the official seal of the City of Palm Desert, California, on ______________, 2025.

ANTHONY J. MEJIA

CITY CLERK
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936
Transportation
Study Guidelines
CEQA Vehicle Miles Traveled (VMT)
Level of Service (LOS)
Safety and Multimodal Operations Assessment
Prepared for: Submitted on:

City of Palm Desert October 2025
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Table of Contents

1. Introduction ................................................................................................................................. 1

1.1 Background Information ...................................................................................................................................... 1

1.2 Guidelines Organization ..................................................................................................................................... 1

2. City of Palm Desert Thresholds ............................................................................................... 2

2.1 CEQA VMT Thresholds ...................................................................................................................................... 2

2.2 Level of Service Threshold .............................................................................................................................. 3

2.3 Safety and Multimodal Thresholds ................................................................................................................ 3

3. Analysis Scoping Process ......................................................................................................... 5

3.1 Need for a Transportation Study ..................................................................................................................... 5

3.2 Scoping Agreement ........................................................................................................................................... 5

4. VMT Analysis – CEQA Assessment ........................................................................................ 6

4.1 Analysis Methodology ........................................................................................................................................ 6

4.2 VMT Screening Criteria .................................................................................................................................... 7

4.3 VMT Analysis for Non-Screened Projects ................................................................................................... 9

4.4 Mitigation ............................................................................................................................................................. 11

5. Level of Service (LOS) Analysis – Non-CEQA Assessment ................................................ 13

5.1 Types of Studies ................................................................................................................................................. 13

5.2 Scope of LOS Study .......................................................................................................................................... 13

5.3 Data Collection ..................................................................................................................................................14

5.4 Project Characteristics .................................................................................................................................... 15

5.5 Traffic Analysis Methodology ........................................................................................................................ 16

5.6 Site Access Analysis ......................................................................................................................................... 18

5.7 Project Fair Share ............................................................................................................................................ 20

6. Safety and Multimodal Operations Assessment .................................................................... 21

6.1 Safety Assessment ............................................................................................................................................. 21

6.2 Multimodal Operations Assessment ...........................................................................................................22 938
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Attachments
Attachment A: Transportation Study Scoping Form
Attachments B-D: Low VMT Zones
List of Figures
Figure 1: City Center Area LOS E Threshold Zone ................................................................................................... 4 List of Tables
Table 1: City of Palm Desert “Project Generated” VMT Thresholds of Significance ...................................... 2 Table 2: Intersection LOS Criteria ............................................................................................................................... 17 Table 3: Maximum Daily Motor Vehicle Volumes .................................................................................................. 18 Table 4: Roadway Segment Level of Service Thresholds .................................................................................... 18 Table 5: Multimodal Operations Assessment Checklist ..................................................................................... 22

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City of Palm Desert Transportation Study Guidelines 1

1. Introduction

1.1 Background Information
Consistent with SB 743, CEQA transportation impacts must be identified using vehicle-milestraveled (VMT) as the preferred metric. CEQA implementation guidelines published by the Governor’s Office of Land Use and Climate Innovation (LCI) (and formerly known as the Office of Planning and Research or OPR) state that local agencies are encouraged to formally adopt significance thresholds that are used to determine the significance of environmental impacts. These guidelines list the City’s significance thresholds, which are in line with recommendations from the state and intend to improve the efficiency of the transportation system.

The City also maintains a level of service (LOS) goal and safety/multimodal access goals, which are intended to understand changes in traffic conditions because of development projects and maintain acceptable traffic conditions.

The purpose of these guidelines is to provide specifications related to methodologies, tools, and other key assumptions that should be considered for both VMT assessment and LOS assessment when evaluating projects in the City of Palm Desert.

The City’s Department of Public Works reserves the right to modify these guidelines based on project-specific characteristics. Practitioners completing VMT assessments should have sufficient expertise in SB 743 requirements and travel demand forecasting models to ensure accurate and updated assessments.

1.2 Guidelines Organization
The remainder of this guidelines document is organized as follows:

Section 2: City of Palm Desert Thresholds outlines the adopted thresholds used by the City to determine CEQA transportation impacts and non-CEQA LOS deficiencies.

Section 3: Analysis Scoping Process summarizes the process for communicating with the City to determine the appropriate analysis scope and procedures. This section also documents when a transportation study is required.

Section 4: VMT Analysis – CEQA Assessment details the preferred methodology for analyzing VMT generated by a project. This includes screening criteria, methodology for non-screened projects, and potential mitigation.

Section 5: LOS Analysis – Non-CEQA Assessment describes the preferred methodology for analyzing LOS deficiencies at intersections and along roadway segments. This section includes procedures for analysis and improvements to address LOS deficiencies.

Section 6: Safety and Multimodal Analysis – Non-CEQA Assessment describes the preferred methodology for evaluating potential safety deficiencies and addresses multi-modal accessibility to a Project.
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City of Palm Desert Transportation Study Guidelines 2

2. City of Palm Desert Thresholds

2.1 CEQA VMT Thresholds
A project would result in a significant “project-generated” VMT impact if it exceeds the thresholds listed in Table 1.

Table 1: City of Palm Desert “Project Generated” VMT Thresholds of Significance Project Type Metric VMT Threshold
Residential Home Based VMT per
Resident
Below General Plan Buildout county-average VMT
per resident
Non-Residential
VMT per Service
Population OR Home
Based Work
(Commute) VMT per
Employee1
Below General Plan Buildout county-average VMT
per service population
Mixed Use
Developments1
VMT per Service
Population
Below General Plan Buildout county-average VMT
per service population
Transportation Project Total VMT
Consistent with the SCAG RTP/SCS and/or City
General Plan.

If not consistent with the SCAG RTP/SCS and or
City General Plan, no net change in city-wide
VMT compared to the General Plan Buildout
condition
1Note that service population is the sum of residents and employees. For non-residential projects where a high share of overall trips are generated by visitors, it may be appropriate to include visitors, customers, and/or overnight guests as part of the service population to show VMT per capita.

Alternatively, the analyst can focus only on home-based-work (commute) VMT generated per employee. The appropriate VMT metric(s) should be determined during the project scoping phase in consultation with City staff.

Projects must also evaluate their overall effect on city-wide VMT (known as “project-effect VMT”) using the “boundary” method. The project’s impact on VMT would also be considered significant if the link-level boundary VMT per service population within the City of Palm Desert2 increases under the “plus project” condition compared to the “no project” condition. 1 “Mixed use” is defined as a project on a single site with two or more distinct land uses. 2 Note that for most projects, the City limit boundary should be sufficient. However, for larger projects or projects located near the City limit, a larger boundary should be applied to ensure that the true project effect is not truncated. Typically, this would be double the average trip length to/from the site if the City limit is not appropriate.
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City of Palm Desert Transportation Study Guidelines 3

2.2 Level of Service Standard
Intersections

CITY CENTER AREA
Within the City Center area (see Figure 1), a project would result in an intersection LOS deficiency if the added project traffic results in an intersection operating worse than LOS E (LOS F) during any peak hour in the peak season (November-April) AND the project increases total intersection volume by two percent or more. The purpose of this more congested threshold is to promote a walkable downtown and reduce the need for widening roadways in the City Center. Improvement recommendations should be context sensitive and prioritize improvements to existing infrastructure when possible (e.g. traffic signal timing updates).

OTHER AREAS
Outside of the City Center area, a project would result in an intersection level of service (LOS) deficiency if the added project traffic results in an intersection operating worse than LOS D (e.g. LOS E or F) during any peak hour in the peak season (November-April) AND the project increases total intersection volume by two percent or more.

The City will review any identified LOS deficient locations to determine if improvements should be considered at these locations. The City may determine that improvements are not recommended due to right-of-way constraints or other contextual factors.

Roadway Segments
A project would result in a roadway segment LOS deficiency if the added project traffic results in a roadway segment operating worse than LOS D (LOS E or F). If a roadway segment under “no project” conditions operates at LOS E or worse, an LOS deficiency would occur if the added project traffic increases the volume-to-capacity (V/C) ratio along that roadway segment by 0.02 or more. Roadway segments should be analyzed using average daily traffic in the peak season (November-April).

Note that in cases where both intersection and roadway segment analysis are conducted, the results of the intersection analysis supersede the roadway segment analysis. In other words, if a roadway segment is operating at LOS E and the intersections along that roadway segment are operating at LOS D or better, there would not be a LOS deficiency.

2.3 Safety and Multimodal Thresholds
A project would result in a safety deficiency if it adds at least 50 peak hour vehicle trips to an intersection or roadway segment that already has a higher-than-average crash rate. Locations with higher-than-average crash rates are those with a positive Critical Crash Rate (CCR) differential as defined in the City’s Local Road Safety Plan (LRSP).

Projects should meet all requirements listed in the multimodal operations assessment checklist (see Table 5).
942
Magnesia
Spring ER
Coachella
Valley NWR
Santa Rosa and
San Jacinto
Mtns. NM
Santa Rosa
Wildlife Area
Coachella
Valley ER
UC Deep Canyon
Natural Reserve
Avenue 48
Oasis Club Drive
Portola Avenue
Magnesia Falls Drive
Dinah Shore Drive
Portola Avenue
M
o
ntere
y
Av
e
n
u
e
Highway 111
Country Club Drive
Hovley Lane East
El Dorado Drive Highway 111
Avenue 52
Gerald Ford Drive
Varner Road
E
si e
n
h
ower
Drive
Miles Avenue
Frank Sinatra Drive
Avenue 50 Adams Street
Gerald FordDrive
Country Club Drive
Seeley Drive
Vintage Drive
Pines To Palms Highway
Wildcat Drive
Town Center Way
42Nd Avenue
Palm Royale Drive
Highway 111
Fred Waring Drive
Washington Street
Avenida Bermudas
Da Vall Drive
Cook Street
Avenue 40
Deep Canyon Road
Warner Trail
B
o
b
H
o
p
e
Dr vi e
Tamarisk Row Drive
42Nd Avenue
Country Club Drive
Dune Palms Road
A
d
a
ms Stre
e
t
Varner Road
W
ashin
gto
n
Stre
et
·111
·74
"!10
City Center Area
FIGURE 1
0 1 2
Miles
City Center Area
City Boundary
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City of Palm Desert Transportation Study Guidelines 5

3. Analysis Scoping Process

3.1 Need for a Transportation Study
Any proposed project that is subject to discretionary approval by the City Council is subject to CEQA and should follow the requirements for VMT Screening or VMT Analysis as outlined in Section 4.

The requirement for an LOS, safety, and multimodal assessment will be based upon, but not limited to, the following criteria:

1. If a new development project generates 100 or more peak hour trips, a full study is required for the proposed project.

2. If a new development project generates between 50 and 100 peak hour trips, a focused traffic impact memo is required to address specific issues at the discretion of the City Engineer.

3. If a new development project generates less than the total peak hour trips associated with the previous existing or approved land use, a focused traffic impact memo is required to address specific issues at the discretion of the City Engineer.

4. The City Engineer may require a project to complete a transportation study at their discretion.

3.2 Scoping Agreement
A scoping agreement between the City, project applicant, and consultant/representative completing the analysis shall be made to ensure the analysis is comprehensive and aligns with City guidelines.

The project applicant and their consultant shall complete the scoping agreement form (see Attachment A) to outline the project and analysis procedures. The scoping agreement form should include:
 Project study area, including intersections and roadway links being analyzed for LOS  Project trip generation, distribution, and assignment  Proposed travel demand model used for forecasting. The preferred travel demand forecasting model is the Riverside Country Travel Demand Model (RIVCOM) but, if that model is upgraded in the future, the most accurate forecasting tool for estimating VMT in Palm Desert should be utilized
 Use of other approved projects for background traffic, traffic growth assumptions, or integration with RIVCOM
 Identification of unique transportation issues that may be specific to a project’s design or location (e.g. queueing, sight distance, pedestrian/bike access)  Documentation of proposed VMT assessment, including if the project is eligible to be screened from VMT assessment. For projects requiring a full VMT assessment, the scoping memorandum should document the planned procedure for estimated project generated and project effect VMT
The applicant shall submit a scoping agreement form to the City for review and obtain approval before preparing the transportation assessment.
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City of Palm Desert Transportation Study Guidelines 6

4. VMT Analysis – CEQA Assessment
In accordance with SB 743, a VMT analysis should be conducted for land use and transportation projects deemed necessary by the City Engineer.

4.1 Analysis Methodology
Projects should be analyzed in a three-step process, which is outlined in the flow chart below:

Step 1: Screening Assessment
Does the Project meet at least one
VMT screening criteria?
No further VMT analysis
required. Provide
justification for screening.

Step 2: RIVCOM VMT Analysis
Does the project exceed the
city level of significance?
Step 3: Mitigation
Does mitigation reduce the VMT
rate below the threshold?
Less than
Significant Impact;
no mitigation is
necessary
Impact Less than
Significant with
mitigation
Potential significant impact;
EIR required with Statement
of Overriding Considerations
YES NO
YES
YES
NO
NO
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City of Palm Desert Transportation Study Guidelines 7

4.2 VMT Screening Criteria
The City has established a set of screening criteria to determine whether a project’s VMT would be expected to cause a less than significant CEQA transportation impact without having to conduct a detailed VMT analysis.

Land Use Projects
Land use projects can be screened from further VMT assessment if they meet one or more of the following criteria:

1. Projects Located in a Low VMT Area - Projects in areas with VMT per service population below the County average VMT per service population would be presumed to be less than significant. These areas are shown in Attachments B through D.

2. Projects Located in Transit Priority Areas – Projects located within a ½ mile of a high-quality transit stop/route would be screened from VMT assessment. “High-quality transit stop/route” is defined as a rail station or a bus stop with at minimum 20-minute frequencies during peak commute hours. Currently, the area along Town Center Way is classified as a transit priority area. Transit services adjacent to a project site should be reviewed using the most up-todate transit schedules. Projects must also meet the following design standards to be presumed to less than significant:
a. The Project land use is consistent with the predominant land use type in the area b. Has a Floor Area Ratio (FAR) greater than or equal to 0.75 c. Does not provide additional parking supply beyond City minimum requirements d. Is consistent with the Sustainable Communities Strategy e. Does not replace affordable residential units with a smaller number of moderate- or high-income residential units

3. Local Serving Land Use Projects –Local serving land uses provide more opportunities for residents and employees to shop, dine, and obtain services closer to home or work. These types of projects tend to shorten trips that are already occurring rather than generating new trips. This lowers the average trip length and VMT.

The following local serving uses may be presumed to have a less than significant impact on VMT unless the City determines otherwise:
a. Libraries, civic centers, community centers, and other civic buildings b. Police/fire stations
c. Local parks
d. K-12 public schools
i. Charter schools, private schools and magnet schools are not considered local-serving schools
e. Daycare centers
f. Medical/dental office buildings (excluding hospitals) g. Auto repair/tire shops, gas/vehicle service stations h. Gyms/health clubs or fitness studios
i. Grocery stores and other local retail3
3 Consistent with the Office of Land Use and Climate Innovation SB 743 Technical Advisory https://lci.ca.gov/docs/20190122-743_Technical_Advisory.pdf. A screening memorandum should be submitted providing justification for how the commercial use is “local serving.” 946
City of Palm Desert Transportation Study Guidelines 8
j. Local serving assembly uses (places of worship, community organizations) k. Local serving hotels
l. Assisted living facilities, senior housing
Mixed use projects with non-locally serving components would not be screened from further analysis. The ultimate determination of “local serving” will be made on a case-by-case basis by City staff.

4. Affordable Housing Projects – Affordable housing within existing communities generally improves the jobs-housing match, which lowers commutes and VMT. Furthermore, lowincome households typically generate less VMT on a per-household basis. Based on guidance from LCI, 100% affordable residential development is presumed to have a less than significant transportation impact. For projects that are less than 100% affordable, each affordable unit shall be deemed to have no VMT generation. The remaining units shall be analyzed as traditional residential units.

Project applicants or their consultants/representatives wishing to screen their project from VMT assessment shall submit a VMT screening memorandum that explains how the proposed project satisfies one or more of the screening criteria. The City will review projects and determine if they can be screened from further VMT analysis. If a proposed project is found to not need a full VMT analysis to satisfy CEQA, an LOS Traffic Study may still be required.

Transportation Projects
Transportation projects that increase roadway capacity can alter trip patterns, trip length, and trip generation, increasing VMT (a phenomenon known as “induced demand”). Consistent with LCI guidelines, transportation projects that do not increase roadway capacity can be presumed to not have a significant transportation impact and can be screened from VMT assessment. Note that roadway widening projects that are consistent with the RTP/SCS or General Plan shall be considered less than significant subject to consideration of other substantial evidence.

If a project is not included in the RTP/SCS or General Plan, the City shall review proposed transportation project descriptions to determine if they satisfy one or more of the project types listed below:
 Roadway rehabilitation and maintenance
 Safety improvement projects and installation of roadside safety devices (median barriers, guardrails, etc.)
 Transportation System Management field elements (cameras, message signs, traffic signal improvements)
 Roadway shoulder enhancements, so long as they are not used as automobile travel lanes  Addition of an auxiliary lane of less than one mile in length designed to improve roadway safety
 Installation, removal, or reconfiguration of intersection turning lanes, two-way left turn lanes, or emergency breakdown lanes. These lanes shall not be utilized as through lanes  Addition of roadway capacity on local or collector streets (so long as the project also substantially improves conditions for pedestrians and cyclists)  Conversion of general-purpose lanes to managed lanes or transit-only lanes  Addition of transit-only lanes
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 Reduction in the number of through lanes
 Grade separation of a roadway facility from rail, pedestrians, or bicyclists  Installation, removal, or reconfiguration of traffic control devices (including traffic signals and traffic signal priority)
 Retiming of traffic signals
 Installation of roundabouts or traffic circles
 Installation of traffic calming devices
 Implementation of new transit service
 Conversion of streets from one-way to two-way operation with no net increase in the number of travel lanes
 Removal/relocation of off-street or on-street parking spaces  Adoption/modification of on-street parking or loading restrictions (such as parking meters, time limits, accessible spaces, permit parking, etc.)
 Addition of new or enhanced bike and pedestrian facilities on existing streets or within existing public rights-of-way
 Addition of Class I bike paths, multi-use paths, or other off-road facilities that serve nonmotorized travel  Installation of publicly available EV charging infrastructure Projects that do not conform to any of the project types listed above will be required to complete a full VMT assessment.

4.3 VMT Analysis for Non-Screened Projects
Land Use Projects
Projects not screened through the steps above or not exempt under CEQA will be required to complete a VMT analysis. This can be completed by forecasting VMT through the RIVCOM model to determine if they have a significant VMT impact. For projects with similar land use to adjacent parcels, the use of the VMT maps by TAZ (Attachments B through D) may be used to estimate a Project’s VMT in lieu of a model run. The analysis methodology shall be confirmed during the Project scoping phase and shall include ‘project generated VMT’ and ‘project effect on VMT’ estimates for the project TAZ (or TAZs).

1. Project generated VMT is the sum of daily VMT of all vehicle trips, for all vehicle types and trip purposes, for all project land uses, divided by the service population (i.e., sum of residents plus employees, and in some cases, visitors/overnight guests) in the analysis area generating the VMT. Total project generated VMT is calculated by summing the “VMT from” and “VMT to” the project site (or a larger area when the project is a plan, such as a Specific Plan or General Plan). These calculations are usually performed using outputs from a travel forecasting model. For residential projects, VMT should be isolated to account for homebased VMT only. For non-residential projects, VMT may be isolated to account for homebased-work (commute) VMT only.

2. Project’s effect on VMT is the total boundary VMT that occurs within a selected geographic boundary (e.g., City, County, or region) by any type of vehicle, for any trip purpose, and includes local trips as well as trips that pass through the area without stopping (such as regional freeway trips). The total boundary VMT captures the project’s combined effect on 948
City of Palm Desert Transportation Study Guidelines 10
new VMT, shifting of existing VMT to/from other neighborhoods, and/or shifts in existing VMT to alternate travel routes or modes.

The following scenarios shall be evaluated in the VMT assessment:
 Baseline Conditions – Data is available in the RIVCOM model.  Baseline Plus Project – The project land use must be incorporated into the RIVCOM model either by isolating it in its existing TAZ or by creating a new TAZ specifically for the project  A full base year model run must be performed, and changes in VMT should be evaluated both at the project TAZ level and across the entire model network  Cumulative No Project – Data is available in the RIVCOM model.  Cumulative Plus Project – The project land use must be incorporated into the RIVCOM model either by isolating it in its existing TAZ or by creating a new TAZ specifically for the project  If the project is substantial, the analysis should include a reallocation of equivalent land uses from other TAZs to avoid inflating regional growth assumptions  If reallocation is not performed, the methodology must clearly state this limitation and acknowledge that the VMT effects may be overestimated due to the additive approach The model output should also include total VMT, which includes all vehicle trips and trip purposes and must include reasonableness checks, such as validation of trip production and attraction balancing, to ensure that the project’s effect on VMT is accurately captured. It is incumbent upon the consultant to ensure that the VMT results are appropriate in terms of magnitude and direction of change.

In some cases, it may be appropriate to extract the “project generated” VMT using the productionattraction (P/A) trip matrix instead of the origin-destination trip matrix (e.g. pulling VMT from the model at a step when trips can be tracked by trip purpose). This may be appropriate when a project is entirely composed of retail or office uses and there is a need to isolate the home-based-work (HBW) VMT for the purposes of isolating commute VMT. For most projects in the City, and especially for “mixed use” (i.e. composed of both residential and retail/office uses) projects, “project generated” VMT should be extracted using the origin-destination method to provide consistency of reported VMT with the VMT used in the air quality, GHG, and energy sections of the environmental document.

The City should evaluate the appropriate methodology based on the project land use types and context.

Transportation Projects
For transportation projects that increase roadway capacity and are not screened, a finding of a significant impact would be determined if the project results in a net increase in City-wide VMT using the “boundary” method compared to the General Plan Buildout conditions. Regional-scale transportation projects should also evaluate County-wide VMT changes.

VMT estimates for transportation projects on applicable facilities could utilize the National Center for Sustainable Transportation (NCST) California Induced Travel Calculator that estimates the percent change in VMT for every percent change in miles to the roadway system (known as “elasticity”).

Consistent with LCI findings, an elasticity of 1.0 should be used on these facilities.4 If the project is not on one of these facilities, the RIVCOM model should be utilized as it is the best available tool to 4 An elasticity of 1.0 means that for every percent change in lane miles, there is an expected one percent increase in VMT.
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City of Palm Desert Transportation Study Guidelines 11
evaluate facilities that are not consistent with these classifications. If NCST is applied, appropriate reductions to discount truck VMT should be incorporated and documented in the assessment.

If the proposed project is a new roadway, VMT should be estimated using the RIVCOM model to understand trip redistribution. Near term elasticities should be estimated by holding the HBW and HB-School trip matrices constant. Cumulative analysis should include full model runs. RIVCOM parameters, including number of iterations and convergence criteria should be modified by the consultant to minimize model “noise.” Consultant shall be responsible in validating that the induced travel results are reasonable in both magnitude and direction of change.

Note that for transportation improvements within Caltrans right-of-way, it is required that the analysis of those improvements be consistent with Caltrans SB-743 analysis guidelines.

The roadway analysis should compare the VMT associated with the no project condition (e.g. General Plan Buildout) to the VMT associated once the project is completed. The increase in VMT would be considered a significant impact and would be subject to mitigation.

4.4 Mitigation
Projects that exceed the VMT threshold(s) are required to mitigate their VMT impact to the extent feasible. To mitigate VMT impacts, the following choices are available:

1. Modify the project description to reduce VMT generated by the project. This could include higher residential density, additional mixture of land uses, or a reduction in added lane miles

2. Implement transportation demand management (TDM) measures to reduce VMT generated by the project.

3. Participate in a VMT fee program and/or VMT mitigation exchange (if they exist) to reduce VMT from the project
TDM measures promote the use of non-automobile modes to/from the project site. Potential TDM measures and quantification formulas are documented in the California Air Pollution Control Officers Association Handbook for Analyzing Greenhouse Gas Emission Reductions, Assessing Climate Vulnerabilities, and Advancing Health and Equity (CAPCOA Handbook). Projects may apply any of the VMT reduction measures outlined in the CAPCOA Handbook or identify project-specific VMT reduction measures.

Regional mitigation programs including the VMT mitigation toolbox currently5 under development by the Coachella Valley Association of Governments (CVAG) may also be used. The City will assess the ability to use regional programs on a project-by-project basis once the mitigation toolbox is adopted by CVAG.

The availability, applicability, and effectiveness of VMT mitigation measures will vary based on project type, location, and post-construction operations. When VMT mitigation measures are selected for a project, the analyst should consider these and other aspects and adjust the expected VMT reduction to align with project-specific conditions. The City may determine on a case-by-case basis that certain VMT reduction measures may not be feasible for a specific project and/or that ongoing monitoring may be required.
5 As of June 2025
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City of Palm Desert Transportation Study Guidelines 12
Projects that do not mitigate their VMT to below the City threshold would result in a significant and unavoidable transportation impact which would require a full environmental impact report with a statement of overriding considerations.
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City of Palm Desert Transportation Study Guidelines 13

5. Level of Service (LOS) Analysis – NonCEQA Assessment While no longer considered a CEQA impact, the City of Palm Desert requires that land use and transportation projects conduct a LOS traffic assessment to understand if a project will deteriorate traffic conditions on the City’s roadways and identify potential improvements that would improve traffic operations.

Preparation of the LOS report is the responsibility of the project applicant and must be prepared by a qualified professional. Prior to beginning the LOS analysis, the applicant shall submit a scoping agreement (see Section 3) which documents the trip generation, trip distribution, and study methodology, including identifying study intersections and roadway segments. The City may request a meeting with the applicant and/or preparer of the LOS report to discuss the methodology prior to initiating work on the analysis.

5.1 Types of Studies
Projects generating greater than 100 net new peak hour trips are required to complete a full LOS assessment.

Projects generating 50-100 net new peak hour trips or having fewer peak hour trips than the previous existing or approved land use may complete a focused transportation study in lieu of a full LOS assessment. The focused transportation study should include the following:
 Project Description – this includes the project location, project size, existing and proposed land use, site plan, and proposed opening year
 Project Trip Generation and Distribution – this should include a table with daily and peak hour trip generation estimates and figure(s) detailing trip distribution.  Project Frontage Operations Assessment –LOS intersection analysis of project access intersections for the following scenarios only:
o Existing Conditions
o Opening Year No Project
o Opening Year Plus Project
 Site Access Analysis – refer to Section 5.6

5.2 Scope of LOS Study
Study Area Boundaries
The minimum area to be studied shall include any intersection of two or more “collector” or higher classification streets, at which the proposed project will add 50 or more peak hour trips, not exceeding a five-mile radius from the project site. The Public Works Department may require deviation from these requirements based on the location and their discretion. Roadway segments classified as arterials adjacent to the project frontage shall also be evaluated.

The list of study intersections and roadway segments shall be confirmed with the City Engineer during the scoping agreement process.
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City of Palm Desert Transportation Study Guidelines 14
Analysis Scenarios
The following study scenarios shall be included for roadway and intersection capacity analysis:

1. Existing Conditions- Existing traffic will be counted to determine current conditions. Traffic count data shall be new or less than two years old.

2. Opening Year No Project. Existing traffic volumes should be adjusted using growth rates proposed by the developer’s consultant and accepted by the City. For intersections outside of the City, the growth rate shall be approved by the affected jurisdiction. Typically, the growth rate can be derived from the regional travel demand model using linear growth assumptions. Background traffic should also include a manual assignment of all approved development projects that are within a two-mile radius of the project.

3. Opening Year Plus Project. Opening Year No Project volumes from Scenario 2 plus project trip assignment for the opening year. In some cases, the project trip assignment will vary between opening year and future year.

4. Horizon Year No Project Conditions- This represents traffic conditions at an identified horizon year (typically coinciding with the forecast horizon year of the RIVCOM travel demand forecasting model).

5. Horizon Year plus Project Conditions- Project traffic added to Scenario 4 identified above (Horizon Year No Project).

Depending on project conditions and phasing, the City may require additional analysis scenarios be studied.

Study Periods
The transportation study shall include at least the following commute periods:

1. Morning (7:00 AM to 9:00 AM)

2. Afternoon (3:00 PM to 6:00 PM)
Midday and school-release peak hours, other peak hours, off-peak hours, weekend, or special event periods may also be required based on the project location and type of use or as directed by the Public Works Department.

5.3 Data Collection
Data for existing traffic conditions shall be collected for the project using the following guidelines:
 Peak period turning movement counts at all study intersections and/or driveways, including bicycle and pedestrian counts at intersections
 24-hour daily traffic for all study roadway segments including vehicle classification counts in areas with a high percentage of truck use
 Traffic counts shall not be used if more than two years old  Traffic data shall be collected between November through April to account for traffic during the peak season
 Traffic counts shall be collected on Tuesdays, Wednesdays, or Thursdays, unless other study periods are also warranted (e.g. weekend)
 Traffic data shall not be collected on weeks that include a holiday and non-school session time period unless approved by the Public Works Department 953
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 For congested conditions, back of queue estimates by approach (and turning movement) should be conducted every fifteen minutes
Count data shall be included in the study appendices.

5.4 Project Characteristics
Trip Generation
Trip generation shall be estimated using the latest edition of the Institute of Transportation Engineers’ (ITE) Trip Generation Manual unless otherwise directed by the City. In accordance with the City’s General Plan, all truck trips from industrial, warehouse and some retail commercial site shall be converted into Passenger Car Equivalents (PCE) for the capacity analysis. The proposed trip generation shall be listed in the scoping agreement for review and approval by the Public Works Department.

Trip Distribution
The project trip distribution should represent travel patterns representative of the project during the study peak scenarios. The project team should justify the proposed trip distribution with project data, typical commute patterns, and in some cases origin-destination data or a select-zone analysis using the latest travel demand forecasting model6 or big data source may be appropriate. The proposed trip distribution shall be listed in the scoping agreement for review and approval by the Public Works Department.

The trip distribution may be further refined, after consultation with the Public Works Department, based on consideration of the following factors:
 Type of proposed development
 Location and intensity of development
 Conditions on the roadway network in the vicinity
 Similar land use in the vicinity
 Truck route system
 As directed by the Public Works Department
Trip Assignment
Generally, project trips are expected to be manually assigned to the study area using the approved trip generation and trip distribution. For larger projects, the travel demand forecasting model may be used to account for redistribution. This type of assignment should be specified in the scoping agreement and approved by the Public Works Department.
6 At the time these guidelines were published, the most appropriate travel demand forecasting model for use in City of Palm Desert and Riverside County is the Riverside County Model (RIVCOM). However, the appropriate travel demand model should be verified in the scoping agreement. 954
City of Palm Desert Transportation Study Guidelines 16

5.5 Traffic Analysis Methodology
Traffic Forecasting
The latest version of the Riverside County Travel Demand Model (RIVCOM) consistent with the most recent Southern California Association of Governments Regional Transportation Plan and Sustainable Communities Strategy (SCAG RTP/SCS) is recommended for traffic forecasting efforts in City of Palm Desert. The model version should be identified in the scoping agreement. The model should be reviewed to confirm that all pending and approved development projects that could affect the project study area are accounted for in the model. The list of appropriate development projects shall be obtained from the City planning department, and coordinating with neighboring jurisdictions may also be required.

Opening Year base traffic volumes shall be derived from interpolating straight line growth rate between the existing and Future Year traffic volumes from the travel demand forecasting model7. The growth rate should be identified in the transportation study.

Future Year traffic volumes shall be derived from the updated model by applying growth from the base to future models to the traffic counts, also known as the Difference method. Other forecasting methods may be appropriate, but should be documented.

Intersection Analysis
Intersection analysis shall be conducted utilizing the current edition of the Transportation Research Board, Highway Capacity Manual (HCM) methodology. Closely spaced intersections are to be analyzed using analysis tools capable of accounting for turn lane storage, queue length, blockage, etc. such the Synchro software package. Any other software should be confirmed through the scoping agreement.

Traffic signal timing data shall be provided by the City (or appropriate jurisdiction if traffic signal is not operated by the City) and incorporated into the existing and opening-year analyses. Traffic signal splits should be optimized for future year analyses or if substantial changes are made at a study intersection in the opening year.

Peak hour factor should be collected in the field and utilized in the existing and opening-year analyses. In cases where traffic is added from a significant number of cumulative projects, the consultant shall use their engineering judgement in the application of peak hour factors to maintain consistency with the existing conditions analyses. A peak hour factor of 0.95 shall be applied to buildout traffic conditions, except in locations where using the observed peak hour factor may be more appropriate (e.g. adjacent to a school).

The following input parameters shall be put in place for signalized intersection analysis:
 Base Saturation Flow Rate- 1900 pc/hr/ln.
 Heavy Vehicle Factor- Determine the percentage of heavy vehicles in existing traffic stream based on count data or consultation with the Public Works Department. Truck intensive 7 For small projects (generate fewer than 100 gross peak hour trips) and focused TIAs, a two percent annual growth rate can be used as approved by the Public Works Department. 955
City of Palm Desert Transportation Study Guidelines 17
development projects must convert project trips to passenger car equivalents (PCE=2 for medium duty vehicles, PCE=3 for heavy duty vehicles).
 Grade- Include as appropriate.
 Protected Left Turn Phasing- Add for future year scenarios when left turn volume > 240 vph.  Minimum Green Time- Seven seconds each movement in areas of light pedestrian activity. In areas of heavy pedestrian activity, the minimum green shall be calculated based on the methodology in the HCM.
 Cycle Length- 60 seconds to 120 seconds.

The City utilizes the following intersection LOS thresholds:
 LOS D or better shall be maintained for all roadway intersections  LOS E will be permitted for intersections in the Downtown Area (see Figure 1).

See Table 2 for descriptions of LOS grades and thresholds.

Table 2: Intersection LOS Criteria
Level of
Service Description
Signalized
Delay
(Seconds)
Unsignalized
Delay
(Seconds)
A Operations with very low delay occurring with
favorable progression and/or short cycle length. < 10.0 < 10.0 B Operations with low delay occurring with good
progression and/or short cycle lengths. > 10.0 to 20.0 >10.0 to 15.0 C
Operations with average delays resulting from fair
progression and/or longer cycle lengths. Individual
cycle failures begin to appear.
> 20.0 to

35.0 >15.0 to 25.0
D
Operations with longer delays due to a combination of
unfavorable progression, long cycle lengths, or high
V/C ratios. Many vehicles stop and individual cycle
failures are noticeable.
> 35.0 to

55.0 >25.0 to 35.0
E
Operations with high delay values indicating poor
progression, long cycle lengths, and high V/C ratios.

Individual cycle failures are frequent occurrences.
> 55.0 to

80.0 >35.0 to 50.0
F
Operation with delays unacceptable to most drivers
occurring due to over saturation, poor progression, or
very long cycle lengths.
> 80.0 >50.0
Source: Highway Capacity Manual, 7th Edition, 2022.

Roadway Segment Analysis
Roadway segment analysis is to be performed by analyzing vehicle-to-capacity (V/C) ratios which compare the Average Daily Traffic (ADT) projected for a segment with the maximum capacity the road can provide. The available roadway capacity depends on the functional classification and number of vehicle lanes provided and is consistent with current HCM methodology (see Table 3 below).
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Table 3: Maximum Daily Motor Vehicle Volumes
Roadway Classification Number of Lanes Maximum Acceptable Volume1 Enhanced Arterial 6 48,900
Vehicle Oriented Arterial
6 48,900
4 34,100
Balanced Arterial 4 34,100
Enhanced Secondary Roadway
4 34,100
2 17,900
Secondary Street
4 34,100
2 17,900
Collector Street 2 17,900
Downtown Collector 2 17,900
El Paseo1 4 26,000
Note:

1. Reduced capacity on El Paseo due to high pedestrian activity and on-street parking turnover. Volume represents the capacity from when LOS D transitions to LOS E.

Source: City of Palm Desert, 2025.

The City utilizes an LOS D threshold for roadway segments. See Table 4 for roadway segment LOS thresholds.

Table 4: Roadway Segment Level of Service Thresholds
Level of Service Volume-to-Capacity (V/C) Ratio
A ≤0.6
B 0.61-0.7
C 0.71-0.8
D 0.81-0.9
E 0.91-1.0
F >1.0
Source: Highway Capacity Manual, 7th Edition, 2022.

5.6 Site Access Analysis
Traffic Signal Warrant Analysis
A traffic signal warrant analysis should be performed at all unsignalized study intersections forecasted to operate at LOS E or worse for any study scenario as part of the traffic impact analysis. Warrant analysis should utilize the most appropriate of the eight warrants listed in Section 4 of the latest edition of the California Manual on Uniform Traffic Control Devices (CA MUTCD). 957
City of Palm Desert Transportation Study Guidelines 19
The need for traffic signals should also include an analysis for Warrant 6 (Coordinated Signal Systems). This warrant should be applied to locations where adjacent traffic signals do not provide the necessary degree of platooning and where the addition of a new traffic signal will assist in providing progressive signal operation. Normally, this should be considered only at locations that are between 1,300 and 2,600 feet from existing or future traffic signal installations. At locations that are less than 1,300 feet from adjacent traffic signals, new traffic signals will not generally be permitted.

Where applicable, the need for traffic signals should also include an analysis for Warrant 8 (Roadway Network). The signal warrant may be met by an intersection that has a total existing or immediately projected entering volume of at least 1,000 vehicles per hour during the peak hour of a typical weekday or has a total existing or immediately projected entering volume of at least 1,000 vehicles per hour for each of any 5 hours of a non-normal business day (Saturday or Sunday).

If a signal warrant is satisfied, the assessment should not default to recommending a traffic signal at the location; rather, the analyst should identify the best traffic control solution at this location accounting for other factors (such as safety, traffic progression, parcel accessibility, roadway speeds, etc.).

Site Access and Parking Analysis
During the scoping agreement process, the City will identify potential site access considerations that should be analyzed as part of the transportation study. The following analyses may be required (not exhaustive):

1. Intersection Sight Distance- All on-site intersections, project access driveways or streets to public roadways should provide adequate sight distance.

2. Driveway Length and Gated Entrance- Primary project driveways should have a throat of sufficient length to allow vehicles to enter the project area without causing subsequent vehicles to back up into the public street system.

3. Limit Driveway Impacts- Driveway and local street access on arterial streets should be limited to minimize the impacts on arterial streets. Driveways should be located to maintain a reasonable distance from an adjacent intersection and/or driveway. Whenever possible, driveways should be consolidated with adjacent properties (e.g. implement access management to reduce conflict points and improve safety). When proposed driveways are located across from an existing driveway, the centerlines of the driveways should be aligned with each other

4. Corner Clearance- A driveway should be a sufficient distance from a signalized intersection so that right-turn egress movements do not interfere with the right-turn queue at the intersection. In addition, every effort should be made to provide right-turn egress movements with sufficient distance to enter the left-turn pocket at the adjacent intersection.

5. Right Turn Lanes at Driveways- If the project right turn peak hour volume is 50 or more vehicles, a right-turn deceleration lane should be reviewed for appropriateness on all driveways accessing major arterial and secondary streets. The length of the right turn lane should be sufficient to allow a vehicle traveling at the posted speed to decelerate before entering the driveway as outlined in the Caltrans Highway Design Manual.

6. On-Site Circulation- Strategies should be identified to manage speeds on long drive aisles, improve connectivity, and circulation on-site.
958
City of Palm Desert Transportation Study Guidelines 20

7. Bicycle and Pedestrian Access- Ensuring pedestrians, bicyclists, and other non-auto users can safely access the site and managing conflicts between vehicles and other road users

8. Parking- Adequate parking supply should be provided on-site according to City standards. Shared parking between land uses and other parking considerations (e.g. onstreet parking) may be evaluated as needed.

5.7 Project Fair Share
In cases where a project contributes to an existing or anticipated LOS deficiency, the City may require the project to pay a fair share contribution toward the cost of needed improvements. Fair share for intersection improvements shall be calculated as the ratio of the increase in peak hour turning movement volumes from the project divided by the total forecasted growth in peak hour turning movements.

𝐹𝑎𝑖𝑟 𝑆ℎ𝑎𝑟𝑒 % =
𝑃𝑟𝑜𝑗𝑒𝑐𝑡 𝑃𝑒𝑎𝑘 𝐻𝑜𝑢𝑟 𝑇𝑟𝑖𝑝𝑠
𝐹𝑢𝑡𝑢𝑟𝑒 𝑇𝑜𝑡𝑎𝑙 𝑃𝑒𝑎𝑘 𝐻𝑜𝑢𝑟 𝑇𝑟𝑖𝑝𝑠 − 𝐸𝑥𝑖𝑠𝑡𝑖𝑛𝑔 𝑃𝑒𝑎𝑘 𝐻𝑜𝑢𝑟 𝑇𝑟𝑖𝑝𝑠 × 100 Fair share for street segments shall be calculated as the ratio of the increase in average daily trips from the project divided by the growth in average daily traffic.

Fair share cost of mitigation shall be calculated using the Project Fair Share percentage (P) multiplied by the total cost of mitigation. Site access improvements should be 959
City of Palm Desert Transportation Study Guidelines 21

6. Safety and Multimodal Operations
Assessment

6.1 Safety Assessment
The purpose of this assessment is to document potential deficiencies to roadway safety generated by a Project’s added traffic. This assessment is required for projects that generate 100 or more net new peak hour trips as an additional component to the full LOS assessment.

Existing Conditions Review
5-year historical crash data shall be collected for all study intersections and roadway segments, including information on injuries and fatalities. This data should also include crash rates, evaluated on a per million vehicle miles traveled basis. Collision data should be collected using the California Crash Reporting System (CCRS) database maintained by the California Highway Patrol.

Intersection and roadway safety data reported in the City’s latest Local Road Safety Plan (LRSP) should also be documented, including the local critical crash rate (CCR) differential.8 Project Assessment
The safety assessment should analyze and document the following:
 Expected changes in multimodal volumes at study intersections and roadway segments that would be caused by the project
 Proposed physical modifications to the roadway system including new driveway points, intersection modifications, etc.
 Potential for geometric design hazards or other safety concerns including inadequate sight distance, driveway spacing, and on-street queueing
 Quantify number of new vehicle conflict points introduced, including unprotected or unsignalized vehicle conflict points
 Discussion on conformance to current design standards outlined in the Caltrans Highway Design Manual (HDM) and City Standard Plans.

Mitigation
Projects that add at least 50 net new peak hour vehicle trips to a roadway segment or intersection that was identified in the LRSP with a positive CCR differential shall document potential safety countermeasures. The City may require the project to pay a fair share contribution toward the cost of needed improvements, based on the same formula provided in Section 5.7. 8 The Critical Crash Rate (CCR) compares the observed crash rate to the expected crash rate at a particular location based on facility type and volume using a locally calculated average crash rate for the specific type of intersection or roadway segment being analyzed. A positive CCR differential indicates that the observed crash rate is higher than the expected crash rate.
960
City of Palm Desert Transportation Study Guidelines 22

6.2 Multimodal Operations Assessment
All projects subject to a full transportation study or a focused transportation study should complete the checklist in Table 5 to demonstrate sufficient multimodal accessibility:

Table 5: Multimodal Operations Assessment Checklist
Study Element Evaluation Criteria Documentation
Parking
Compare the project parking plan with City
standards and expected demand. Justify
how the development will make use of
shared on-site parking, if applicable.

Table comparing parking
supply with minimum
requirements and demand
On-Site Circulation
Review and evaluate site access locations,
turning radii, emergency access, and other
site characteristics with respect to
operations and safety for all modes of
transportation. The City may require other
analyses based on specific uses (e.g. drivethru queueing).

School transportation studies will require an
on-site circulation plan based on their
preferred routes to the school.

Annotated site plan with
information on access and
circulation.

Figures with truck turning
templates may be requested.

Driveways
Indicate whether driveways are proposed on
or adjacent to the following facilities:
 High-injury networks
 High-pedestrian activity zones (>50
pedestrians/hour)
 Existing or planned Class IV cycle
tracks
 Major transit stops
Driveways are not prohibited on these
streets; however, they should be avoided
when possible and prioritize safety and
movement of people walking, bicycling, and
riding transit when avoidance is infeasible.

Driveways should be located on minor
streets or consolidated when possible.

Driveway width shall be minimized to reduce
the exposure of people crossing the
driveway. Indicate whether the project
meets the City’s driveway standards as
specified in the City’s Standard Plans.

Brief discussion on project
driveway locations and
confirmation that driveways
meet City driveway
standards.

Pedestrian Facilities
Pedestrian access routes and pedestrian site
access points shall be identified and
conflicts between vehicles and pedestrians
along these routes should be minimized.

Identify any existing or planned pedestrian
facilities that may be affected by the project
Map with pedestrian access
points and routes.
961
City of Palm Desert Transportation Study Guidelines 23
Study Element Evaluation Criteria Documentation
Bicycle Facilities
Projects shall accommodate planned bicycle
projects as specified in the City’s General
Plan. Indicate whether there are any existing
or planned bicycle facilities through or
adjacent to the project site and whether the
project accommodates access to these
facilities.

Bicycle access routes and bicycle site
access points shall be identified and
conflicts between vehicles and bicyclists
along these routes should be minimized.

Where possible bicycle access routes should
be on streets with adequate bicycle
facilities.

Map with bicycle access
points and routes.

Transit
Identify any existing or planned transit
facilities that may be affected by the project.

For projects within one-half mile of a transit
stop (as the crow flies), indicate the
pathway to transit and whether it meets
Americans with Disability Act standards.

Bus turnouts – Coordinate potential bus
stop locations on arterial streets adjacent to
the proposed project site with SunLine
Transit Agency. Provide bus turnouts for
each of the identified bus stop locations.

Map with transit access
routes and adjacent stop(s),
if applicable
Trucks (or Other
Large Vehicles)
For relevant industrial projects, identify the
number of truck trips that will be generated
and design facilities necessary to
accommodate these trucks.

Truck trip generation table
Passenger Loading
and Pick-up/Dropoff
For projects that may have a large
concentration of pick-up/drop-off activity,
the project site circulation and pickup/drop-off areas must be reviewed to ensure sufficient passenger/freight loading
space and circulation routes are provided.

Modifications to the site circulation and/or
pick-up/drop-off may be recommended.

This analysis should include a discussion of
transportation network companies (TNC)
activity as appropriate.

Map with passenger pickup/drop-off routes and
loading/unloading areas.

A vehicle queueing and
storage assessment may be
required.

Other Issues
The City may require review of other issues
on a case-by-case basis (e.g., construction
deficiencies, queuing between closely
spaced intersections, emergency access,
special event traffic).

To be determined by City
staff.
962
P
Attachment A:

Transportation
Study Scoping
Form
963




 





  
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P
Attachments
B-D: Low VMT
Zones
967

13.8 11.2

12.9 15.1

14.9 14.7

14.6 14.7

16.7 15.6

12.4 8.5

12.3 16.4

15.8 15.7

16.2 18.5
0 12.1
12 11

10.7 11.1

8.3 7.8

8.6 9.3

8.8 8.8

10.3 10.6

11.1 9.3

11.9 13.3 15.3

13.5 12.2

11.9 11.7
13 11.9

14.3 12

10.7 11.8

10.8 11.4
11 10.5

11.8 10.1 10.3

10.2 8.6

10.9 9.2 9.9 8.7

11.4 9.3

11.1 9.9 10.8

9.8 11.8

11.3 17.4

17.2 14.7 16.8

17.1 17.4

13.4 13.4

15.1 16.8

14.4 15.8

15.8 16.2

11.4 13.5

13.7 15.7

10.3 11.9

10.9 10.3

8.1 7.2

16.3 12.5

10.1 10
12 17.2
11 15.1

12.3 ATTACHMENT B
2040 HB (Production) VMT per Resident by TAZ
0 1 2
Miles

12.4 N/A

10.7 11.1

8.3 7.8

8.6 9.3

8.8 8.8

10.4 10.3

10.6 11.1

9.3 8.7

10.1 10.3

10.2 8.6

10.9 9.2

5.5 6.2 9.3

9.9 7.7

8.7 9.3 9.9 10.8

10.9 8.1

9.1 7.2

10.1 10

9.1 11
TAZs labeled N/A do not have Residents, therefore no HB VMT/Resident.

N/A
N/A

N/A N/A
N/A
N/A
N/A
N/A
N/A
N/A

14.8 10
10 N/A
N/A
HB VMT/Res by TAZ
Below County Average (<18.2)
Above County Average (>18.2)
City Boundary
968

35.1 32.2

36.8 30.7
27 36.3

34.6 34

33.6 31.5

33.7 33.5

30.7 35.6

30.8 38.8

25.1 31.5

32.5 32.1

31.3 32.7 33.1

25.2 24.9

26.2 27.1

24.7 31.3 32.4

30.4 32.6

27.5 34.4

41.3 36.1

28.3 27.9

30.9 32.9

39.5 35.7

37.1 37

37.9 27.9

28.2 35.9

37.1 29.3

26.5 30

32.5 24.9

26.5 34.4
30 29.9

26.8 35.6

25.4 25

36.7 25.7

28.5 27
41 29.2

38.8 43.4 38.6

38.7 28.4

45.4 32.8

39.9 31.7

37.6 34.5

31.8 34.7
44 26.4

32.5 39.5

36.6 26.6

35.7 26.3
32 33.4

25.4 26.6

34.8 29

33.3 26.1

36.1 26.5
31 34.9

ATTACHMENT C
2040 HBW (Attraction) VMT per Employee by TAZ
0 1 2
Miles
HBW VMT/Emp by TAZ
Below County Average (<28.3)
Above County Average (>28.3)
City Boundary

26.5 25.6

25.1 31.5

32.7 33.1

25.2 24.9

26.2 27.1

24.7 24.6

31.3 32.4

30.4 32.6

27.5 24.4
30 32.5

24.9 26.5

34.4 30

25.4 25.3 24.6

29.9 24.8

26.8 24.8 25 24.6 32.8 28.7 34.1
32 25.4

27.4 26.6
29 33.3

29.2 26.5
TAZs labeled N/A do not have Employees, therefore no HBW VMT/Employee.

24.8 24.6 32.8 28.7 34.1 25.7

42.3 28

29.9 26.5
N/A
N/A
969

22.1 27.9

22.9 38.1

45.7 27.3

27.3 26.5
52 55.1

24.7 51.9
19 28.6

32.2 23.5

68.7 33.5

58.1 22.7

21.5 21.5

21.2 20.1 19.9

55.5 55.8

44.5 37.9

56.6 20.5

24.6 20

30.7 27.2
22 30.7
46 53

43.8 30.6

22.3 22.3

22.4 21

18.3 54.9

47.6 22

17.7 33.4

51.9 26.2 20.3

54.8 33.1

19.2 24.3 23.3
31 19.7

46.2 139.5 43.4 18.6

17.9 28 19.2 47.8
35 18.7

38.8 29.2

53.9 29.6

24.8 29.3

29.6 49.7

26.5 35.3

24.2 46.3

27.5 30.2

45.4 43.4

25.3 48.9

26.9 21.8

27.8 57
25 44
21 17.6

49.2 45.1

26.1 22.9

25.8 19.7

33.3 47.8

37.2 48.2

54.6 25.2

ATTACHMENT D
2040 OD VMT per Service Population by TAZ
0 1 2
Miles
OD VMT/SP by TAZ
Below County Average (<33.1)
Above County Average (>33.1)
City Boundary

51.9 60.4

58.1 22.7

20.1 19.9

55.5 55.8

44.5 37.9

56.6 56.4

24.5 20.5

24.6 20

30.7 49.6

26.2 20.3

54.8 33.1

19.2 24.3

45.9 47.1 45.5

23.3 46.4
31 139.5 394.8 43.4 18.6 28 19.2
21 49.2

39.7 45.1

25.8 19.7

26.3 48.2

48.8 970

C I T Y O F P A L M
D E S E R T 73-510 FRED WARING DRIVE
PALM DESERT, CALIFORNIA 92260-2578
TEL: 760-346-0611
[email protected]

CITY OF PALM DESERT

PUBLIC HEARING NOTICE
CASE NO. GPA25-0002

NOTICE IS HEREBY GIVEN THAT A PUBLIC HEARING WILL BE HELD BEFORE THE CITY

COUNCIL OF THE CITY OF PALM DESERT, CALIFORNIA, TO CONSIDER ADOPTION OF AN

ADDENDUM TO THE CERTIFIED GENERAL PLAN ENVIRONMENTAL IMPACT REPORT IN

ACCORDANCE WITH THE CALIFORNIA ENVIRONMENTAL QUALITY ACT AND APPROVING A GENERAL PLAN AMENDMENT TO AMEND THE CITY’S CIRCULATION (MOBILITY)

ELEMENT
The City of Palm Desert (City), in its capacity as the Lead Agency for this project and pursuant to the California Environmental Quality Act (CEQA), has prepared an addendum to the Certified General Plan Environmental Impact Report (EIR).

PROJECT LOCATION: Citywide
PROJECT DESCRIPTION: The proposed project aims to update the existing Circulation Element of the General Plan to align with state law and enhance transportation connectivity within the City.

The Circulation Element is a comprehensive document that is meant to guide the development of the City’s transportation system so that it can accommodate the needs of existing and planned land uses.

PLANNING COMMISSION RECOMMENDATION: At its regular meeting on November 18, 2025, the Planning Commission recommended that the City Council approve the proposed project.

PUBLIC HEARING: NOTICE IS HEREBY GIVEN that the City Council of the City of Palm Desert, California, will hold a Public Hearing at its meeting on December 11, 2025. The City Council meeting begins at 4:00 p.m. in the Council Chamber at 73510 Fred Waring Drive, Palm Desert, California. Pursuant to Assembly Bill 2449, this meeting may be conducted as a hybrid meeting allowing public access via teleconference or in person. Options for remote participation will be listed on the Posted Agenda for the meeting at https://www.palmdesert.gov/connect/city-council.

COMMENT ON THIS APPLICATION: Those wishing to comment on this application may either appear in person at the public hearing or submit written comments, which must be received by 10:00 a.m. on the day of the hearing. Written comments should be sent to the City of Palm Desert at 73510 Fred Waring Drive, Palm Desert, California 92260, Attention: City Clerk, or emailed to:

[email protected].

Any challenge of the proposed project in court may be limited to raising only those issues raised at the public hearing described in this notice or in written correspondence delivered to the City Clerk at or prior to the public hearing. [Government Code Section 65009(b)(2)].

Si necesita ayuda con esta notificación por favor llame a la Ciudad de Palm Desert y comuníquese con Damian Olivares (760) 346-0611.

PUBLISH: THE DESERT SUN ANTHONY MEJIA, MMC, CITY CLERK
NOVEMBER 26, 2025 CITY OF PALM DESERT, CALIFORNIA
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972
Memo
Date: November 6, 2025
To: Carlos Flores, City of Palm Desert
Richard Cannone, City of Palm Desert
From: Jason Pack, P.E.

Brian Wolfe
Uriah Campos
Subject: City of Palm Desert Mobility Element Update Final VMT and LOS Results Fehr š Peers completed a Vehicle Miles Traveled (VMT) forecasting and roadway capacity analysis in support of the Palm Desert mobility element update. This memorandum details the traffic volume forecasting, Level of Service (LOS) results, and VMT results under the current and proposed mobility elements.

Introduction
The purpose of this assessment is to prepare VMT and traffic forecasts to inform the City of current business as usual and proposed conditions with changes in the mobility element and City’s transportation network. This assessment is consistent with Senate Bill (SB) 743, which established VMT as the metric used to evaluate transportation impacts from development and infrastructure projects in CEQA. The three scenarios included in the LOS analysis are Existing (2023), Current Mobility Element (2040), and Proposed Mobility Element (2040) scenarios. The three scenarios in the VMT study are Existing (2025), Current Mobility Element (2040), and Proposed Mobility Element (2040) scenarios.

Proposed Updates
Following discussions with City staff and engagement with City Council, the proposed changes to the mobility element include:
 Incorporation of the I-10/Portola Avenue interchange as a long-term transportation project  Reclassification of several roadways to align with current conditions, planned bicycle improvements, and the expectation that certain roadways are no longer planned to be widened. The list of reclassifications is provided in Attachment A.  Updates to the proposed roadway cross sections to support future development and improve multi-modal travel options
973
Palm Desert Mobility Element Update Final VMT š LOS Results | 2  Modifications to the truck route network to align with Assembly Bill (AB) 98 requirements and improve safety, including removing SR-74 (south of Highway 111) and Portola Avenue (south of Frank Sinatra Drive).

Modeling Approach
The Riverside County travel demand forecasting model (RIVCOM 4.0.1) was utilized to prepare traffic forecasts. The land use Socioeconomic Data (SED) assumptions for each model year are summarized in Table 1. RIVCOM uses a 2018 base year and 2045 future year. Existing Conditions (2025) and Horizon (2040) years were estimated by interpolating between the base and future year models.

Housing unit and employment inputs were updated for the City and adjacent Coachella Valley region based on information provided by the City and CVAG (Measure A housing units). This ensured that all housing units, including seasonal/vacation homes, were accounted for in the model. Demographics were also updated to reflect the typical populations of seasonal homes (older households and households without employment). Pending and approved development projects were also reviewed for consistency within the model. Projects not already accounted for by the growth in the General Plan were added to the model.

The proposed land use changes as part of the University Neighborhood Specific Plan (UNSP) update effort currently underway were incorporated into the land use inputs for modeling, dated November 4, 2025.

Table 1: City of Palm Desert Land Use Inputs Summary
Land Use Base Year
(2018)
Existing
Conditions (2025)1
General Plan
Horizon Year
(2040)
Total Population2 72,059 77,328 88,618
Full Time Residents 50,451 54,039 61,727
Part Time Residents 21,608 23,289 26,980
Population (<16 years) 6,338 6,618 7,127
Population (16-64 years) 34,466 36,683 41,432
Population (65+ years) 31,255 34,027 39,968
Total Household (HH) 35,825 38,930 45,583
Single Family Dwelling Units (SFDU) 15,575 16,678 19,041 Multi-Family Dwelling Units (MFDU) 20,248 22,251 26,542 Total Employment 32,831 36,181 43,361
K12 Enrollment 7,361 7,673 8,341
College Enrollment 11,885 11,998 12,239
Note:

1. Existing Conditions (2025) and Horizon year (2040) SED was estimated by interpolating between Base Year (2018) and Future Year (2045).

2. Population assumes occupancy of seasonal/vacation homes and is higher than the reported population by the US Census Bureau.

Source: RIVCOM, 2025
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Palm Desert Mobility Element Update Final VMT š LOS Results | 3 Traffic Volume Forecasting
Daily traffic volume forecasts were prepared for 66 roadway segments for the Existing (2023) and Horizon (2040) scenarios. The study roadway segments were chosen in coordination with the City of Palm Desert. Daily traffic volumes for City roadways were estimated by using zone activity data from Streetlight, a Big Data vendor.1 The Average Daily Traffic (ADT) data was pulled for a typical weekday (Tuesday-Thursday) in January 2023. Horizon (2040) volume forecasts were developed with Base and Future Year models using a methodology consistent with the state-of-the-practice approach known as the difference method detailed in the National Cooperative Highway Research Program (NCHRP) Report 255. The difference method utilizes Base and Future Year model outputs and adds the absolute difference to existing traffic counts to develop forecasts. To provide a conservative analysis, negative growth was zeroed out to ensure that traffic volumes remained the same or increased based on expected growth. Traffic forecasts, the location of study roadway segments, and the number of lanes for the scenarios are shown in Attachment B.

Traffic Operations Analysis Methodology
The capacity assessment was performed using the Highway Capacity Manual (HCM) 7th Edition methodology. This methodology determines the level-of-service (LOS) based on a Volume-toCapacity (V/C) ratio, letter grade criteria LOS A through F. As shown in Table 2, these grades range from LOS A (minimal delay) to LOS F (congested conditions). LOS E represents at-capacity operations. For the City of Palm Desert, the current General Plan Environmental Impact Report notes LOS D as the minimum acceptable standard for roadways. Roadway capacities were determined based on the current standards within the City’s Circulation Element and Highway Capacity Manual and are shown in Table 3.

Table 2: Roadway Segment Level of Service Criteria
Level of Service Volume-to-Capacity (V/C) Ratio
A ≤0.6
B 0.61-0.7
C 0.71-0.8
D 0.81-0.9
E 0.91-1.0
F >1.0
Source: Highway Capacity Manual, 7th Edition, 2022.
1 Streetlight uses anonymized information (ex. GPS data and location services enabled mobile devices) with advanced modeling to develop representative estimates of traffic volumes. 975
Palm Desert Mobility Element Update Final VMT š LOS Results | 4 Table 3: Maximum Daily Motor Vehicle Volumes Level of Service Roadway
Classification1
Number
of Lanes
Maximum LOS C
Volume Threshold
Maximum LOS D
Volume Threshold
Maximum LOS E
Volume Threshold
Enhanced Arterial 6 28,700 48,600 48,900
Vehicle Oriented
Arterial
6 28,700 48,600 48,900
4 19,300 33,500 34,100
Balanced Arterial 4 19,300 33,500 34,100
Enhanced Secondary
Roadway
4 19,300 33,500 34,100
2 9,300 16,800 17,900
Secondary Street
4 10,100 28,200 34,100
2 9,300 16,800 17,900
Collector Street 2 9,300 16,800 17,900
Downtown Collector 2 9,300 16,800 17,900
El Paseo2 4 9,700 22,500 26,000
Note:

1. Capacities are shown for the existing and potential configurations for each classification.

2. Reduced capacity on El Paseo due to high pedestrian activity and on-street parking turnover.

Source: City of Palm Desert Circulation Element, 2016.

LOS Results
Table 4 documents which study segments operate at an unacceptable capacity, LOS E or F, in the existing and/or future scenarios. The proposed mobility element changes do not result in any new segments operating at an unacceptable capacity. Additionally, with the introduction of the Portola interchange and redistribution of traffic, traffic volumes decreased by approximately nine and 15 percent at the Monterey Avenue and Cook Street interchanges, respectively, relative to the current mobility element. This is anticipated to reduce traffic congestion in North Palm Desert.

Table 4: Existing and Future Roadway Operating at LOS E or LOS F Roadway Segment
Existing (2023)
Current Mobility
Element
Horizon Year (2040)
Proposed Mobility
Element
Horizon Year (2040)

V/C LOS V/C LOS V/C LOS
Highway 111 E/O Bob Hope Dr 0.91 E 0.99 E 0.99 E
Highway 111 W/O Washington St 0.97 E 1.11 F 1.11 F
Cook St N/O Fred Waring Dr 0.92 E 1.08 F 1.07 F
Washington
St
N/O Country Club Dr 0.83 D 0.91 E 0.90 D
Source: Fehr š Peers, 2025.
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Palm Desert Mobility Element Update Final VMT š LOS Results | 5 VMT Analysis
Origin-Destination (OD) and Production-Attraction (PA) VMT forecasts were prepared for transportation impact analysis purposes. Additionally, cumulative VMT impacts were assessed using the boundary method. These methods are described in more detail below.

OD VMT Forecasts
The OD Method is used to calculate VMT generated by a City for transportation impact analysis. This method evaluates 100 percent of the trip length with one or both trips ending within a jurisdiction (also known as the Full Accounting Method). This method aggregates passenger vehicles and trucks into one VMT forecast. VMT forecasts using the OD Method are presented below in Table 5. The proposed mobility element reduces VMT per service population by 1 percent.

Table 5: Citywide Daily VMT Assessment (OD VMT)
Metric Existing Year (2025) Current Mobility
Element (2040)
Proposed Mobility
Element (2040)
OD VMT 3,834,547 4,273,437 4,218,384
SP 113,412 131,891 131,891
OD VMT/SP 33.8 32.4 32.0
Note:

1. SP= Service population, defined as population plus employment within the specified boundary.

Source: Fehr š Peers, 2025.

PA VMT Forecasts
The PA Method is an alternative method to calculate VMT that isolates VMT by trip purpose. This method does not account for trips that extend beyond the model boundary and does not include truck VMT. This methodology may be appropriate for projects with a single use and with relatively low levels of visitor/external trips. For assessing transportation impacts in CEQA, the analyst should confirm with the City on the appropriate VMT analysis methodology. Home-Based (HB) Production VMT per resident and Home-Based-Work (HBW) Attraction VMT per employee forecasts are presented below in Table 5. HB VMT per resident by TAZ is shown in Attachment C and HBW VMT per employee by TAZ is shown in Attachment D.

The proposed mobility element reduces home based VMT per resident by approximately 6 percent, while commute VMT per employee increases by approximately 2 percent. 977
Palm Desert Mobility Element Update Final VMT š LOS Results | 6 Table 5: Citywide Daily VMT Assessment (PA Method)
Metric Existing Year (2025) Current Mobility
Element (2040)
Proposed Mobility
Element (2040)
HB VMT
(Production) 1,074,301 1,110,047 1,041,200
Residents 77,328 88,618 88,816
HB VMT/Resident 13.9 12.5 11.7

HBW VMT
(Attraction) 1,063,313 1,240,103 1,261,576
Employees 36,181 43,361 43,361
HBW
VMT/Employee 29.4 28.6 29.1
Source: Fehr š Peers, 2025.

Boundary Method
The Boundary Method multiplies the volume on each roadway segment by the segment length within a specified geographic boundary. This method includes trips on the roadway within that boundary, without discriminating where the trip began or ended. The boundary method is used to understand the VMT effect throughout the City, which is inclusive of trips within the boundary that may take longer routes due to congestion along corridors. The boundary utilized in the assessment is the City of Palm Desert boundary.

The boundary VMT was completed by selecting all roadway segments in the RIVCOM model within the City of Palm Desert and multiplying the number of trips on each roadway segment by the length of that roadway segment. VMT forecasts using the Boundary Method are presented below in Table 6.

The proposed mobility element decreases boundary VMT per service population by approximately 4 percent.

Table 6: Citywide Daily VMT Assessment (Boundary Method) Metric Existing Year (2025) Current Mobility
Element (2040)
Proposed Mobility
Element (2040)
OD VMT 991,873 1,122,536 1,087,404
SP 113,509 131,979 131,979
OD VMT/SP 8.7 8.5 8.2
Note:

1. SP= Service population, defined as population plus employment within the specified boundary.

Source: Fehr š Peers, 2025.
978
Palm Desert Mobility Element Update Final VMT š LOS Results | 7 Low VMT Zones
OD VMT estimates were also prepared for each TAZ, which are provided in Attachment E. These VMT estimates were compared to the City-wide average VMT. TAZs with a lower VMT per service population than the City-wide average are shown in Figure 1. Thes low VMT zones have been incorporated into the City’s transportation study guidelines and VMT screening criteria.

Conclusion
The proposed mobility element update improves transportation efficiency within Palm Desert. The proposed network modifications including the I-10/Portola Avenue interchange and roadway classification redistribute travel demand and shorten trip lengths.

Under 2040 conditions, no new roadway segments are projected to operate at unacceptable LOS.

Additionally, the traffic redistribution resulting from the I-10/Portola Avenue interchange reduces congestion at other freeway interchanges in the City. VMT analysis shows the overall level of driving per person decreasing relative to the current mobility element. HBW (Commute) VMT per employee increases modestly, likely attributable to the increased access to commercial activity in North Palm Desert.

Attachments:

Attachment A: Proposed Roadway Reclassifications
Attachment B: Roadway Segment Forecasts and LOS Results Attachment C: Home Based VMT Per Resident by TAZ
Attachment D: Home Based Work (Commute) VMT Per Employee by TAZ Attachment E: Origin Destination VMT Per Service Population by TAZ 979
2040 Low VMT Zones
FIGURE 1
0 1 2
Miles
15% or more Below City-wide VMT Avg
0-15% Below City-wide VMT Avg
At/Above City-wide VMT Avg
City Boundary
980
Palm Desert Mobility Element Update Final VMT š LOS Results | 9 Attachment A: Proposed Roadway Reclassifications
Roadway Extent Current Classification
(# of lanes)
Proposed
Classification (# of
lanes)
Town Center Way Fred Waring Drive to
Highway 111
Vehicle Oriented
Arterial (4 lanes)
Balanced Arterial (4
lanes)
State Route 74 Highway 111 to Southern
City Limits
Vehicle Oriented
Arterial (4 lanes)
Balanced Arterial (4
lanes)
Portola Avenue
Highway 111 to Haystack
Road
Balanced Arterial (4
lanes)
Secondary Street – 4
Lanes (4 lanes)
Haystack Road to Mesa
View Drive
Secondary Street (2
lanes)
Secondary Street – 2
Lanes (2 lanes)
Deep Canyon Road
Magnesia Falls Drive to
Fred Waring Drive
Downtown Collector (2
lanes)
Secondary Street – 2
Lanes (2 lanes)
Fed Waring Drive to
Highway 111
Secondary Street (3-4
lanes)
Secondary Street – 2
Lanes (2 lanes)
Gateway Drive Dinah Shore Drive to
Gerald Ford Drive
Secondary Street (4
lanes)
Secondary Street – 4
Lanes (4 lanes)
Dick Kelly Drive Monterey Avenue to
Dinah Shore Drive
Secondary Street (4
lanes)
Secondary Street – 4
Lanes (4 lanes)
A Street Monterey Avenue to
Gateway Drive
Secondary Street (2
lanes)
Collector Street (2
lanes)
Gerald Ford Drive
Monterey Avenue to
Cook Street
Balanced Arterial (6
lanes)
Vehicle Oriented
Arterial (6 lanes)
Cook Street to Frank
Sinatra Drive
Enhanced Secondary
Roadway (2-3 lanes)
Balanced Arterial (4
lanes)
Country Club Drive Monterey Avenue to
Washington Street
Vehicle Oriented
Arterial (4 lanes)
Balanced Arterial (4
lanes)
Hovley Lane West Monterey Avenue to
Portola Avenue
Collector Street (2
lanes)
Secondary Roadway –
2 Lanes (2 lanes)
Haystack Road SR-74 to Portola
Avenue
Collector Street (2
lanes)
Secondary Roadway –
2 Lanes (2 lanes)
Mesa View Drive SR-74 to Portola
Avenue
Secondary Street (2
lanes)
Secondary Roadway –
2 Lanes (2 lanes)
Dinah Shore Drive Portola Avenue to
Pacific Avenue
Secondary Street (2
lanes)
Specific Plan Roadway
(2 lanes)
Pacific Avenue Dinah Shore Drive to
College Drive
Secondary Street (2-4
lanes)
Specific Plan Roadway
(2-4 lanes)
College Drive Portola Avenue to
Frank Sinatra Drive
Secondary Street (2
lanes)
Specific Plan Roadway
(2 lanes)
University Park Drive College Drive to Cook
Street
Secondary Street (2
lanes)
Specific Plan Roadway
(2 lanes)
981
Palm Desert Mobility Element Update Final VMT š LOS Results | 10 Roadway Extent Current Classification
(# of lanes)
Proposed
Classification (# of
lanes)
Technology Drive College Drive to Gerald
Ford Drive
Secondary Street (2
lanes)
Specific Plan Roadway
(2 lanes)
Source: Fehr š Peers, 2025.
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ID Roadway Segment Existing Classification
Existing #
of Lanes
Capacity 2023 ADT
2023
V/C
2023
LOS
Current
GP
(2040) #
of Lanes
Current GP
Capacity
Current GP
(2040)
Forecast
ADT
Current
GP
(2040)
V/C
Current
GP
(2040)
LOS
Proposed
GP (2040)
# of Lanes
Proposed
GP
Capacity
Proposed
GP
(2040)
Forecast
ADT
Proposed
GP
(2040)
V/C
Proposed
GP (2040)
LOS
1 Hwy 111 E/O Bob Hope Dr Vehicular Oriented Arterial 6 48,900 44,458 0.91 E 6 48,900 48,300 0.99 E 6 48,900 48,200 0.99 E 2 Hwy 111 E/O Fred Waring Dr Vehicular Oriented Arterial 6 48,900 31,528 0.64 B 6 48,900 34,100 0.70 B 6 48,900 33,900 0.69 B 3 Hwy 111 W/O Monterey Ave Vehicular Oriented Arterial 6 48,900 26,880 0.55 A 6 48,900 30,000 0.61 B 6 48,900 29,900 0.61 B 4 Hwy 111 E/O San Pablo Ave Enhanced Arterial 6 48,900 34,118 0.70 B 6 48,900 37,700 0.77 C 6 48,900 37,600 0.77 C 5 Hwy 111 W/O Cook St Vehicular Oriented Arterial 6 48,900 36,869 0.75 C 6 48,900 40,800 0.83 D 6 48,900 40,800 0.83 D 6 Hwy 111 W/O Washington St Vehicular Oriented Arterial 4 34,100 33,159 0.97 E 4 34,100 37,900 1.11 F 4 34,100 38,000 1.11 F 7 Fred Waring Dr E/O Highway 111 Vehicular Oriented Arterial 6 48,900 16,949 0.35 A 6 48,900 18,400 0.38 A 6 48,900 18,400 0.38 A 8 Fred Waring Dr E/O Monterey Ave Vehicular Oriented Arterial 6 48,900 26,047 0.53 A 6 48,900 27,600 0.56 A 6 48,900 27,500 0.56 A 9 Fred Waring Dr E/O San Pablo Ave Vehicular Oriented Arterial 6 48,900 31,113 0.64 B 6 48,900 34,900 0.71 C 6 48,900 34,800 0.71 C 10 Fred Waring Dr W/O Cook St Vehicular Oriented Arterial 6 48,900 34,307 0.70 C 6 48,900 37,900 0.78 C 6 48,900 37,800 0.77 C 11 Fred Waring Dr W/O Washington St Vehicular Oriented Arterial 6 48,900 32,819 0.67 B 6 48,900 39,300 0.80 C 6 48,900 39,400 0.81 D 12 Country Club Dr W/O Monterey Ave Vehicular Oriented Arterial 4 34,100 19,949 0.59 A 4 34,100 20,400 0.60 A 4 34,100 19,600 0.57 A 13 Country Club Dr W/O Portola Ave Vehicular Oriented Arterial 4 34,100 18,916 0.55 A 6 48,900 18,900 0.39 A 6 48,900 17,900 0.37 A 14 Country Club Dr W/O Washington St Vehicular Oriented Arterial 4 34,100 24,821 0.73 C 6 48,900 28,200 0.58 A 4 34,100 26,500 0.78 C 15 Frank Sinatra Dr W/O Monterey Ave Balanced Arterial 4 34,100 15,226 0.45 A 4 34,100 15,300 0.45 A 4 34,100 15,000 0.44 A 16 Frank Sinatra Dr W/O Portola Ave Balanced Arterial 4 34,100 12,614 0.37 A 4 34,100 15,700 0.46 A 4 34,100 15,400 0.45 A 17 Frank Sinatra Dr W/O Cook St Balanced Arterial 4 34,100 13,348 0.39 A 4 34,100 15,700 0.46 A 4 34,100 15,700 0.46 A 18 Gerald Ford Dr W/O Monterey Ave Balanced Arterial 4 34,100 12,714 0.37 A 4 34,100 18,100 0.53 A 4 34,100 17,900 0.52 A 19 Gerald Ford Dr W/O Portola Ave Balanced Arterial 4 34,100 11,026 0.32 A 4 34,100 16,400 0.48 A 4 34,100 15,700 0.46 A 20 Gerald Ford Dr W/O Cook St Balanced Arterial 6 48,900 14,850 0.30 A 6 48,900 25,700 0.53 A 6 48,900 20,200 0.41 A 21 Gerald Ford Dr E/O Cook St Enhanced Secondary Roadway 3 26,900 8,030 0.30 A 4 34,100 10,300 0.30 A 4 34,100 9,900 0.29 A 22 Dinah Shore Dr W/O Monterey Ave Balanced Arterial 6 48,900 19,565 0.40 A 6 48,900 21,100 0.43 A 6 48,900 20,600 0.42 A 23 Dinah Shore Dr E/O Monterey Ave Balanced Arterial 4 34,100 13,109 0.38 A 4 34,100 17,100 0.50 A 4 34,100 12,800 0.38 A 24 Monterey Ave N/O Dinah Shore Dr Vehicular Oriented Arterial 7 62,700 45,981 0.73 C 7 62,700 52,700 0.84 D 7 62,700 47,700 0.76 C 25 Monterey Ave N/O Gerald Ford Dr Vehicular Oriented Arterial 7 62,700 29,920 0.48 A 7 62,700 34,900 0.56 A 7 62,700 33,500 0.53 A 26 Monterey Ave N/O Country Club Dr Vehicular Oriented Arterial 7 62,700 34,864 0.56 A 7 62,700 39,700 0.63 B 6 48,900 38,300 0.78 C 27 Monterey Ave N/O Fred Waring Dr Vehicular Oriented Arterial 4 34,100 26,920 0.79 C 4 34,100 29,400 0.86 D 4 34,100 28,700 0.84 D 28 Monterey Ave S/O El Paseo Vehicular Oriented Arterial 4 34,100 20,141 0.59 A 4 34,100 24,400 0.72 C 4 34,100 24,300 0.71 C 29 Portola Ave S/O Highway 111 Balanced Arterial 4 34,100 11,352 0.33 A 2 17,900 12,800 0.72 C 2 17,900 12,800 0.72 C 30 Portola Ave N/O Fred Waring Dr Balanced Arterial 4 34,100 14,898 0.44 A 4 34,100 15,500 0.45 A 4 34,100 16,000 0.47 A 31 Portola Ave N/O Magnesia Falls Balanced Arterial 4 34,100 17,763 0.52 A 4 34,100 18,900 0.55 A 4 34,100 19,200 0.56 A 32 Portola Ave N/O Country Club Dr Balanced Arterial 4 34,100 15,055 0.44 A 4 34,100 17,300 0.51 A 4 34,100 17,800 0.52 A 33 Portola Ave N/O Frank Sinatra Dr Balanced Arterial 4 34,100 11,097 0.33 A 6 48,900 12,200 0.25 A 6 48,900 13,300 0.27 A 34 Portola Ave N/O Gerald Ford Dr Balanced Arterial 4 34,100 10,258 0.30 A 6 48,900 13,700 0.28 A 6 48,900 17,900 0.37 A 35 Cook St N/O Highway 111 Vehicular Oriented Arterial 4 34,100 17,139 0.50 A 4 34,100 22,700 0.67 B 4 34,100 22,600 0.66 B 36 Cook St N/O Fred Waring Dr Vehicular Oriented Arterial 4 34,100 31,339 0.92 E 4 34,100 36,900 1.08 F 4 34,100 36,600 1.07 F 37 Cook St N/O Country Club Dr Vehicular Oriented Arterial 4 34,100 14,695 0.43 A 4 34,100 17,300 0.51 A 4 34,100 16,500 0.48 A 38 Cook St N/O Frank Sinatra Dr Vehicular Oriented Arterial 6 48,900 23,565 0.48 A 6 48,900 26,800 0.55 A 6 48,900 26,500 0.54 A 39 Cook St N/O Gerald Ford Dr Vehicular Oriented Arterial 6 48,900 29,377 0.60 B 6 48,900 39,400 0.81 D 6 48,900 33,600 0.69 B 40 Cook St N/O I-10 Vehicular Oriented Arterial 5 44,800 10,350 0.23 A 5 44,800 25,400 0.57 A 5 44,800 22,400 0.50 A 41 Washington St N/O Highway 111 Vehicular Oriented Arterial 6 48,900 36,384 0.74 C 6 48,900 33,800 0.69 B 6 48,900 33,700 0.69 B 42 Washington St N/O Fred Waring Dr Vehicular Oriented Arterial 6 48,900 33,516 0.69 B 6 48,900 33,800 0.69 B 6 48,900 33,800 0.69 B 43 Washington St N/O Hovley Ln Vehicular Oriented Arterial 6 48,900 38,677 0.79 C 6 48,900 40,900 0.84 D 6 48,900 41,500 0.85 D 44 Washington St N/O Country Club Dr Vehicular Oriented Arterial 6 48,900 40,760 0.83 D 6 48,900 44,400 0.91 E 6 48,900 44,000 0.90 D 45 Washington St N/O I-10 Vehicular Oriented Arterial 6 48,900 37,587 0.77 C 6 48,900 41,300 0.84 D 6 48,900 41,000 0.84 D 46 Washington St N/O Varner Rd Vehicular Oriented Arterial 6 48,900 14,319 0.29 A 6 48,900 17,300 0.35 A 6 48,900 17,300 0.35 A 47 San Pablo Ave N/O Highway 111 Enhanced Secondary Roadway 2 17,900 5,535 0.31 A 2 17,900 5,400 0.30 A 2 17,900 5,400 0.30 A 48 San Pablo Ave N/O Fred Waring Dr Enhanced Secondary Roadway 2 17,900 3,547 0.20 A 2 17,900 3,400 0.19 A 2 17,900 3,400 0.19 A 49 Hovley Ln E E/O Portola Ave Balanced Arterial 4 34,100 15,119 0.44 A 4 34,100 16,900 0.50 A 4 34,100 17,000 0.50 A 50 Hovley Ln E E/O Cook St Balanced Arterial 4 34,100 11,507 0.34 A 4 34,100 9,800 0.29 A 4 34,100 9,800 0.29 A 51 Hovley Ln E E/O El Dorado Dr Balanced Arterial 4 34,100 13,267 0.39 A 4 34,100 12,200 0.36 A 4 34,100 12,300 0.36 A 52 El Dorado Dr N/O Hovley Ln Balanced Arterial 4 34,100 6,310 0.19 A 4 34,100 6,600 0.19 A 4 34,100 6,600 0.19 A 53 El Dorado Dr N/O Country Club Dr Balanced Arterial 4 34,100 4,202 0.12 A 4 34,100 4,300 0.13 A 4 34,100 4,300 0.13 A 54 Varner Rd E/O Monterey Ave Vehicular Oriented Arterial 4 34,100 11,401 0.33 A 4 34,100 13,300 0.39 A 4 34,100 13,600 0.40 A 55 Varner Rd E/O Cook St Vehicular Oriented Arterial 4 34,100 7,340 0.22 A 4 34,100 9,600 0.28 A 4 34,100 9,500 0.28 A 56 Varner Rd E/O Washington St Vehicular Oriented Arterial 7 62,700 33,108 0.53 A 7 62,700 36,000 0.57 A 7 62,700 35,800 0.57 A 57 Deep Canyon Dr N/O Highway 111 Secondary Street 2 17,900 7,178 0.40 A 2 17,900 8,600 0.48 A 2 17,900 8,600 0.48 A 58 Deep Canyon Dr N/O Fred Waring Dr Downtown Collector 2 17,900 6,145 0.34 A 2 17,900 6,200 0.35 A 2 17,900 6,200 0.35 A 59 Oasis Club Dr N/O Hovley Ln Balanced Arterial 4 34,100 6,318 0.19 A 4 34,100 5,800 0.17 A 4 34,100 5,200 0.15 A 60 I-10 W/O Bob Hope Vehicular Oriented Arterial 8 160,500 99,490 0.62 B 8 160,500 109,800 0.68 B 8 160,500 109,900 0.68 B 61 I-10 E/O Monterey Ave Vehicular Oriented Arterial 6 128,400 99,105 0.77 C 6 128,400 108,200 0.84 D 6 128,400 110,000 0.86 D 62 I-10 E/O Cook St Vehicular Oriented Arterial 6 128,400 105,415 0.82 D 6 128,400 114,000 0.89 D 6 128,400 114,500 0.89 D 63 I-10 E/O Washington St Vehicular Oriented Arterial 6 128,400 98,643 0.77 C 6 128,400 109,300 0.85 D 6 128,400 109,300 0.85 D 64 El Paseo W/O Monterey Ave El Paseo 4 26,000 6,907 0.27 A 4 26,000 6,900 0.27 A 4 26,000 6,900 0.27 A 65 El Paseo W/O San Pablo Ave El Paseo 4 26,000 10,111 0.39 A 4 26,000 10,200 0.39 A 4 26,000 10,100 0.39 A 66 El Paseo W/O Portola Ave El Paseo 4 26,000 8,512 0.33 A 4 26,000 8,700 0.33 A 4 26,000 8,700 0.33 A Attachment B: Existing (2023) and Future Scenarios (2040) Roadway LOS and V/C 983

13.8 11.2

12.9 15.1

14.9 14.7

14.6 14.7

16.7 15.6

12.4 8.5

12.3 16.4

15.8 15.7

16.2 18.5
0 12.1
12 11

10.7 11.1

8.3 7.8

8.6 9.3

8.8 8.8

10.3 10.6

11.1 9.3

11.9 13.3 15.3

13.5 12.2

11.9 11.7
13 11.9

14.3 12

10.7 11.8

10.8 11.4
11 10.5

11.8 10.1 10.3

10.2 8.6

10.9 9.2 9.9 8.7

11.4 9.3

11.1 9.9 10.8

9.8 11.8

11.3 17.4

17.2 14.7 16.8

17.1 17.4

13.4 13.4

15.1 16.8

14.4 15.8

15.8 16.2

11.4 13.5

13.7 15.7

10.3 11.9

10.9 10.3

8.1 7.2

16.3 12.5

10.1 10
12 17.2
11 15.1

12.3 2040 HB VMT (Production) per Resident by TAZ

ATTACHMENT C
0 1 2
Miles

12.4 N/A

10.7 11.1

8.3 7.8

8.6 9.3

8.8 8.8

10.4 10.3

10.6 11.1

9.3 8.7

10.1 10.3

10.2 8.6

10.9 9.2

5.5 6.2 9.3

9.9 7.7

8.7 9.3 9.9 10.8

10.9 8.1

9.1 7.2

10.1 10

9.1 11
TAZs labeled N/A do not have Residents, therefore no HB VMT/Resident.

N/A
N/A

N/A N/A
N/A
N/A
N/A
N/A
N/A
N/A

14.8 10
10 N/A
N/A
HB VMT/Res by TAZ
Below County Average (<18.2)
Above County Average (>18.2)
City Boundary
984

35.1 32.2

36.8 30.7
27 36.3

34.6 34

33.6 31.5

33.7 33.5

30.7 35.6

30.8 38.8

25.1 31.5

32.5 32.1

31.3 32.7 33.1

25.2 24.9

26.2 27.1

24.7 31.3 32.4

30.4 32.6

27.5 34.4

41.3 36.1

28.3 27.9

30.9 32.9

39.5 35.7

37.1 37

37.9 27.9

28.2 35.9

37.1 29.3

26.5 30

32.5 24.9

26.5 34.4
30 29.9

26.8 35.6

25.4 25

36.7 25.7

28.5 27
41 29.2

38.8 43.4 38.6

38.7 28.4

45.4 32.8

39.9 31.7

37.6 34.5

31.8 34.7
44 26.4

32.5 39.5

36.6 26.6

35.7 26.3
32 33.4

25.4 26.6

34.8 29

33.3 26.1

36.1 26.5
31 34.9
2040 HBW VMT (Attraction) per Employee by TAZ

ATTACHMENT D
0 1 2
Miles
HBW VMT/Emp by TAZ
Below County Average (<28.3)
Above County Average (>28.3)
City Boundary

26.5 25.6

25.1 31.5

32.7 33.1

25.2 24.9

26.2 27.1

24.7 24.6

31.3 32.4

30.4 32.6

27.5 24.4
30 32.5

24.9 26.5

34.4 30

25.4 25.3 24.6

29.9 24.8

26.8 24.8 25 24.6 32.8 28.7 34.1
32 25.4

27.4 26.6
29 33.3

29.2 26.5
TAZs labeled N/A do not have Employees, therefore no HBW VMT/Employee.

24.8 24.6 32.8 28.7 34.1 25.7

42.3 28

29.9 26.5
N/A
N/A
985

22.1 27.9

22.9 38.1

45.7 27.3

27.3 26.5
52 55.1

24.7 51.9
19 28.6

32.2 23.5

68.7 33.5

58.1 22.7

21.5 21.5

21.2 20.1 19.9

55.5 55.8

44.5 37.9

56.6 20.5

24.6 20

30.7 27.2
22 30.7
46 53

43.8 30.6

22.3 22.3

22.4 21

18.3 54.9

47.6 22

17.7 33.4

51.9 26.2 20.3

54.8 33.1

19.2 24.3 23.3
31 19.7

46.2 139.5 43.4 18.6

17.9 28 19.2 47.8
35 18.7

38.8 29.2

53.9 29.6

24.8 29.3

29.6 49.7

26.5 35.3

24.2 46.3

27.5 30.2

45.4 43.4

25.3 48.9

26.9 21.8

27.8 57
25 44
21 17.6

49.2 45.1

26.1 22.9

25.8 19.7

33.3 47.8

37.2 48.2

54.6 25.2
2040 OD VMT per Service Population by TAZ

ATTACHMENT E
0 1 2
Miles
OD VMT/SP by TAZ
Below County Average (<33.1)
Above County Average (>33.1)
City Boundary

51.9 60.4

58.1 22.7

20.1 19.9

55.5 55.8

44.5 37.9

56.6 56.4

24.5 20.5

24.6 20

30.7 49.6

26.2 20.3

54.8 33.1

19.2 24.3

45.9 47.1 45.5

23.3 46.4
31 139.5 394.8 43.4 18.6 28 19.2
21 49.2

39.7 45.1

25.8 19.7

26.3 48.2

48.8 986
Palm Desert Mobility Element Update Implementation Matrix | 1 Palm Desert Mobility Element Update
Implementation Matrix
NOVEMBER 2025
The programs and actions described here are intended to inform and support the City’s annual budget process and work plan. Each year, City staff will evaluate priorities and determine the resources needed to implement the identified programs. The actual completion of a program will be influenced by factors such as community priorities, available funding, and staff capacity.

Each action includes a recommended timeframe for completion and assigns responsibility to the appropriate City department(s).

Note that timeframes and responsible department(s) may be adjusted as needed. Timeframes are defined as follows:
 Ongoing: Actions that occur continuously or recur throughout the life of the General Plan  Short: 1–5 years
 Mid: Beyond 5 years, when resources permit
 Long: 10 years or more
Measures of effectiveness are included to indicate when an action item can be determined completed. This implementation matrix should be reviewed periodically to ensure that it remains current and actionable. 987
Palm Desert Mobility Element Update Implementation Matrix | 2 Action
Number Implementation Action/Program Relevant Policies
Responsible
Department(s) Timing Measure of Effectiveness
Goal 1: Livable Streets. A balanced transportation system that accommodates all modes of travel safely and efficiently.

A1.1
Review engineering standard details and design
guidelines to ensure consistency with complete
streets policy and proposed roadway cross sections.

1.1 1.5 Engineering Short
Review and adoption of
updated engineering
standard details
A1.2
Adopt complete street design standards with
specifications for bike lanes (e.g. Class II buffered
vs. Class IV), sidewalks (e.g. meandering vs.
parallel), multi-modal crossings, and transitsupportive infrastructure. Require capital improvement projects to incorporate these
elements when feasible.

1.1 1.5
Planning
Engineering Short-Mid
Adoption of complete
streets design
standards document
A1.3
Provide annual updates to City Council on
implementation of complete street elements,
including active transportation improvements.

1.1 Engineering Ongoing Annual council
presentations
A1.4
Adopt, maintain, and enforce CEQA and Local
Transportation Study guidelines that include VMT
thresholds of significance, new LOS standards, and
procedures for evaluating safety and multimodal
conditions.

1.2 1.3

1.4 Planning
Engineering Short
Adoption of
transportation study
guidelines
A1.5
Implement the remaining phases of the CV Sync
program in collaboration with CVAG. Incorporate
recommendations from the Palm Desert Traffic
Operations and Capacity Improvements Project
study where feasible.

1.7 Capital Projects
Engineering
Public Works
Mid-Long
Completion of CV Sync
Project and priority
projects in the Palm
Desert Traffic
Operations and
Capacity Improvements
Project study
Goal 2: Safe Transportation System. A transportation system that maximizes the safety of all modes of travel, with a focus on reducing traffic-related injuries and fatalities.

A2.1 Adoption of Vision Zero Strategy and Action Plan 2.1 Engineering City Council Completed Completed
988
Palm Desert Mobility Element Update Implementation Matrix | 3 Action
Number Implementation Action/Program Relevant Policies
Responsible
Department(s) Timing Measure of Effectiveness
A2.2
Provide annual updates to City Council on crash
statistics and implementation of safety
improvements. Regularly update the Vision Zero
dashboard

2.1 2.7 Engineering Ongoing Annual council presentations A2.3
Incorporate safety impact assessments into all
roadway projects, including local transportation
studies for new developments. Monitor emerging
practices in safety analysis and update as needed.

2.1 Planning
Engineering Short
Adoption of
transportation study
guidelines
A2.4
Coordinate with emergency responders to develop
a response protocol for investigating serious/fatal
crashes and improving post-crash care

2.1 2.7
Engineering
Riverside County Sheriff
Riverside County Fire
Ongoing Adoption of serious
crash response protocol
A2.5 Include safety improvements as part of capital
improvement projects where feasible

2.2 2.3
Capital Projects
Engineering Ongoing
Adoption of
transportation study
guidelines that include
safety assessment
procedures
A2.6
As funding is available, implement projects
identified in the Vision Zero Action Plan. Prioritize
improvements on the high-injury network with the
goal of implementing countermeasures on all highinjury roadways within 25 years. Actively pursue funding opportunities to implement these projects.

2.2 Capital Projects
Engineering
Planning
Short-Mid
Implementation of
safety countermeasures
along all high-injury
corridors
A2.7
Identify quick-build, high-value strategies (e.g.
leading pedestrian interval, signage upgrades, signal
retiming) that can be implemented systemically
during routine maintenance efforts, even at
locations without crash history.

2.2 2.3
Engineering
Public Works Short
Implementation of
safety countermeasures
city-wide
A2.8
Develop a set of preferred safety countermeasures
for arterial and neighborhood roadways. Adopt
specifications for those countermeasures as part of
the complete streets design standards (see A1.2)

2.3 2.5
Planning
Engineering Short-Mid
Adoption of complete
streets design
standards document
989
Palm Desert Mobility Element Update Implementation Matrix | 4 Action
Number Implementation Action/Program Relevant Policies
Responsible
Department(s) Timing Measure of Effectiveness
A2.9
Conduct regular speed studies along roadways and
implement lower speed limits paired with speed
calming strategies on high-injury roadways
(consistent with AB 43 provisions)

2.4 2.5 Engineering Ongoing
Completion of speed
studies at least every
two years on arterial
roadways
A2.10
Launch a public education campaign addressing top
crash factors including speed, distraction, and
impaired driving. Partner with community
organizations and other agencies (e.g. DSUSD).

2.6 Public Works
Riverside County Sheriff Short
Implementation of a
public education
campaign
Goal 3: Pedestrian Facilities. Integrated pedestrian pathways that connect residents, businesses, and educational and community uses.

A3.1 Implement Walk & Roll PD recommended pedestrian
projects

3.1 3.2
Capital Projects
Engineering Short
Completion of
remaining Walk & Roll
PD projects
A3.2
Conduct a focused El Paseo Visioning Study to
explore multi-modal improvements along the El
Paseo corridor. Ensure robust community
involvement in this effort.

3.2 Planning
Engineering Mid Completion of an El Paseo Visioning Study A3.3
Adopt specifications for sidewalk design (e.g.
meandering vs. parallel) and maintenance standards.

Incorporated into the complete streets design
standards (see A1.2)

3.3 Planning
Engineering Short-Mid
Adoption of complete
streets design
standards document
A3.4 Implement Safe Routes to School recommended
projects in the Vision Zero Action Plan 3.5 Capital Projects Engineering Short-Mid Completion of Safe
Routes to Schools
projects in the Vision
Zero Action Plan
A3.5
Implement Safe Routes for Older Adults
recommended projects in the Vision Zero Action
Plan

3.6 Capital Projects
Engineering Short-Mid
Completion of Safe
Routes for Older Adults
projects in the Vision
Zero Action Plan
990
Palm Desert Mobility Element Update Implementation Matrix | 5 Action
Number Implementation Action/Program Relevant Policies
Responsible
Department(s) Timing Measure of Effectiveness
Goal 4: Bicycle Networks. Well-connected bicycle network that facilitates bicycling for commuting, school, shopping, and recreational trips.

A4.1 Implement Walk & Roll PD recommended bicycle
projects and CV Link Connectors projects

4.1 4.2
Capital Projects
Engineering Short
Completion of
remaining Walk & Roll
PD projects
A4.2
As funding is available, complete bicycle
improvements along identified gaps in the City’s
bicycle network:
 Highway 111
 Cook Street north of Frank Sinatra Drive
 Portola Avenue south of Magnesia Falls
Drive

4.1 4.2
Capital Projects
Engineering Long
Completion of bicycle
projects along the three
identified roadway
segments
A4.3
Review and update development code to ensure
bike parking and end-of-trip bike facilities are
provided with new developments as appropriate

4.3 Planning Short Updated development
code adopted
A4.4
Evaluate bicycle wayfinding signage throughout the
City and implement improvements that inform
cyclists of the preferred routes around the City

4.3 Engineering
Public Works Mid
Installation of new
bicycle wayfinding
signage and/or online
bicycle maps
A4.5
Adopt special event guidelines to include bicycle
parking and promote the use of active
transportation to/from special events

4.3 Planning
Public Works Short Adoption of special event guidelines A4.6
Coordinate with adjacent cities to ensure the City’s
bicycle network integrates with regional facilities,
with a focus on collaborating on roadways with
shared jurisdiction (e.g. Monterey Avenue,
Washington Street)

4.1 4.2
Planning
Engineering Ongoing Recurring meetings with adjacent jurisdictions Goal 5: Transit Facilities. An integrated transportation system that supports opportunities to use public and private transit systems.

A5.1
Regularly meet with Sunline Transit staff to discuss
service needs and performance of the current
transit system in Palm Desert.

5.1 5.2 Planning Ongoing
Annual or more frequent
meetings with Sunline
staff
991
Palm Desert Mobility Element Update Implementation Matrix | 6 Action
Number Implementation Action/Program Relevant Policies
Responsible
Department(s) Timing Measure of Effectiveness
A5.2 Engage with Sunline during service planning efforts to explore changes to routes, frequencies, etc. 5.2 Planning Ongoing Providing comments to
Sunline during major
service planning efforts
A5.3
Review locations of bus stops periodically, including
when new development projects are proposed.

Consider modifications or relocations as
appropriate.

5.2 5.4
Planning
Engineering Ongoing
Adoption of
transportation study
guidelines that include
transit access review
Goal 6: Goods Movement. A transportation system that facilitates the movement of freight to commercial areas, industrial areas, and along major roadways while minimizing traffic-related conflicts and environmental impacts.

A6.1
Adopt new truck routes map and ensure it is posted
online and shared with Caltrans for statewide
coordination

6.1 Planning
Engineering
City Council
Short
Adoption of new truck
routes and posting of
information
A6.2 Install truck route signage along designated truck routes 6.1 EngineeringPublic Works Short Installation of signage along roadways A6.3
Evaluate new industrial and commercial
developments to ensure site provides
accommodations for freight including designated
loading/delivery zones and truck parking facilities

6.3 6.4 Planning Ongoing
Adoption of
transportation study
guidelines that include
goods movement
review
A6.4
Establish and enforce designated truck parking
areas along select public roadways adjacent to I-10
to manage truck parking needs

6.3 Engineering
Public Works Short
Adoption of new truck
parking zones and
installation of signage
Goal 7: Parking. An actively managed system of public and private parking facilities that supports future developments.

A7.1
Conduct a formal evaluation of parking capacity and
utilization. Identify where parking is over- or underutilized and develop parking management strategies for those locations.

7.1 7.2
Planning
Engineering Mid Completion of a City Center parking study 992
Palm Desert Mobility Element Update Implementation Matrix | 7 Action
Number Implementation Action/Program Relevant Policies
Responsible
Department(s) Timing Measure of Effectiveness
A7.2
Designate pick-up and drop-off locations with
signage and curb painting for rideshare and other
vehicles within the City Center

7.5 Engineering
Public Works Short
Installation of
signage/curb painting at
designated location in
the City Center
Goal 8: Sustainable Transportation. A resilient and functional transportation network that can be built, operated, and maintained within the City’s resource limitations.

A8.1
Adopt updated transportation study guidelines that
include fair-share cost provisions for capacity,
safety, and multi-modal improvements

8.1 8.2
Planning
Engineering Short
Adoption of
transportation study
guidelines
A8.2
Incorporate life-cycle cost analysis in capital project planning processes, considering ongoing
maintenance costs when selecting alternatives

8.3 Capital Projects
Engineering Ongoing Adoption of life-cycle cost methodology A8.3
Complete a citywide evacuation capacity
assessment upon the next update of the City’s Local
Hazard Mitigation Plan, consistent with AB 747.

Identify evacuation bottlenecks and strategies for
improving evacuation response.

8.6 Planning
Environmental Programs Mid Completed AB 747 Evacuation Study A8.4
Develop an Extreme Weather Resilient Infrastructure
Plan to modernize transportation assets for extreme
weather conditions. Incorporate resiliency standards
and community involvement in this effort.

8.7 Planning
Engineering
Environmental Programs
Mid
Completed Extreme
Weather Resilient
Infrastructure Plan
A8.5
Incorporate heat- and climate-resilient
improvements as part of capital projects such as
new street trees, shade structure, upgraded
stormwater management, and emerging strategies

8.7 Capital Projects
Engineering
Environmental Programs
Mid
Pilot testing of new heat
management strategies
incorporated with other
capital projects
Goal 9: Transportation Innovation. A transportation system that leverages emerging technologies to improve mobility for residents, employees, and visitors.
993
Palm Desert Mobility Element Update Implementation Matrix | 8 Action
Number Implementation Action/Program Relevant Policies
Responsible
Department(s) Timing Measure of Effectiveness
A9.1
Integrate smart traffic management system
infrastructure into capital projects (e.g. connected
traffic signals, V2X technology) where feasible.

9.1 9.2
Capital Projects
Engineering Ongoing
Pilot testing of new
smart traffic
management strategies
incorporated with other
capital projects
Goal 10: Regional Coordination. The City transportation system operates as an integral element of the larger regional system.

A10.1
Actively participate in planning studies and design
of the proposed Amtrak Coachella Valley-San
Gorgonio Line rail project. Coordinate with the
Riverside County Transportation Commission

10.4 Planning
Engineering Ongoing
Regular meetings with
the Coachella ValleySan Gorgonio rail
project team
A10.2
Actively participate with regional agencies (CVAG,
RCTC, SCAG) with regional planning efforts
including the CVAG Transportation Project
Prioritization Study (TPPS)

10.2 10.3

10.5 Planning
Engineering Ongoing
Regular meetings with
CVAG and RCTC during
regional planning efforts
A10.3
Review current design plans and cost estimates of
the Portola Avenue interchange. Determine next
steps including updated cost estimates, funding
source potential, and regional coordination efforts
required.

10.1 10.2

10.5 Planning
Engineering Short
Completed study with
updated cost estimates,
action plan, and
identified funding
opportunities
994
Palm Desert
Mobility Element
Update
City Council Adoption
Jason Pack, P.E. and Brian Wolfe | December 11th, 2025
995
Mobility Element Update Timeline
• Culmination of 16 months of work
• Major Milestones:
• Council Engagement: February 2025
• Portola Interchange Focus Study
Session: June 2025
• Council Study Session & ATP
Subcommittee: September 2025
• Planning Commission Public Hearing:

November 2025
Palm Desert Mobility Element Update | City Council Adoption996 New Goals & Policies
Safety – SB 932
• Adopt a Vision Zero goal and
Safe System Approach
• Prioritize safety improvements on
high injury roadways
• Safe roadway design standards
• Safety education programs
Vehicle Miles Traveled
(VMT) – SB 743
• Promote multimodal travel
• Low-VMT development patterns
(e.g., mixed use)
Transportation Resiliency
• Ensure transportation system
can support evacuation needs
• Maintain infrastructure that can
handle extreme heat, flooding,
and other hazards
Palm Desert Mobility Element Update | City Council Adoption997 Proposed Transportation Network Changes
Portola Interchange
Included as a long-term
transportation priority.

Relives congestion at other
interchanges, reduces trip
lengths, accommodates
growth.

Roadway Classifications
Align general plan
classifications with current
conditions.

Accommodate new bike/ped
facilities and note maximum
ROW widths (SB 330).

Palm Desert Mobility Element Update | City Council Adoption Bikes & Golf Carts
Close gaps in the City’s
network.

Coordinate with adjacent
cities to support a regional
system.

Image Source: Riverside County
Transportation Department
998
Truck Routes
• Formally incorporated into the
mobility element
• Support movement of freight
while avoiding sensitive
receptors (per AB 98)
• Address safety concerns
Palm Desert Mobility Element Update | City Council Adoption999 Transportation Study Guidelines
VMT Thresholds
Palm Desert Mobility Element Update | City Council Adoption • Recommend adopting
local thresholds for
CEQA defensibility
• Build off the current
county thresholds
• Continue to use
screening criteria
consistent with State
law/county guidelines
Level of Service Policy
• Local transportation
planning metric
• Maintain peak-hour LOS
D threshold at
intersections
• Allow for LOS E in the
City Center area
• Ensure analysis is during
the peak season
(November-April)
Multimodal Analysis
• Incorporate Vision Zero
goal into development
review process
• Evaluate and consider
safety improvements in
high crash areas
• Multimodal “checklist”
for projects to consider
in the planning and
design phase
1000
Next Steps
• Mobility Element has a 15-20 year horizon
• Implementation matrix will guide City actions over the lifespan of the Mobility Element
• Short-Term Actions:
• Evaluate next steps for the Portola Avenue interchange • Truck route network improvements (signage, etc.)
• Incorporate safety improvements as part of the CIP
Palm Desert Mobility Element Update | City Council Adoption1001 Thank You!
Questions?
Palm Desert Mobility Element Update | City Council Adoption1002