2015/09/08 City Council Agenda Packet (Special Meeting with Planning Commission)
City of Rohnert Park ♦ 130 Avram Avenue ♦ Rohnert Park, California 94928
PHONE: (707) 588-2227♦ FAX: (707) 794-9248 ♦ WEB: www.rpcity.org
ROHNERT PARK CITY COUNCIL
PLANNING COMMISSION
JOINT SPECIAL MEETING NOTICE AND AGENDA
NOTICE IS HEREBY GIVEN THAT A SPECIAL MEETING
Will be held on Tuesday, September 8, 2015
Open Session: 6:00 p.m. or soon thereafter as City Council agenda permits
MEETING LOCATION: CITY HALL - COUNCIL CHAMBER
130 Avram Avenue, Rohnert Park, California
The Rohnert Park City Council welcomes your attendance, interest and participation at its regular city
meetings scheduled on the second and fourth Tuesdays of each month at 5:00 p.m. in the Council
Chamber. City Council/RPFA agendas and minutes may be viewed at the City’s website: www.rpcity.org.
PUBLIC HEARINGS: Council/RPFA may discuss and/or take action on any or all of the items listed on
this agenda. If you challenge decisions of the City Council or the Rohnert Park Financing Authority of the
City of Rohnert Park in court, you may be limited to raising only those issues you or someone else raised
at public hearing(s) described in this agenda, or in written correspondence delivered to the City of
Rohnert Park at, or prior to the public hearing(s).
RIGHT TO APPEAL: Judicial review of any city administrative decision pursuant to Code of Civil
Procedure Section 1094.5 may be had only if a petition is filed with the court no later than the deadlines
specified in Section 1094.6 of the California Code of Civil Procedure, which generally limits the time
within which the decision may be challenged to the 90th day following the date that the decision becomes
final.
SIMULTANEOUS MEETING COMPENSATION DISCLOSURE (Government Code § 54952.3):
Members of the City Council receive no additional compensation as a result of convening this joint
meeting of the City Council and the Rohnert Park Financing Authority.
PUBLIC COMMENTS: Provides an opportunity for public comment on items not listed on the agenda, or
on agenda items if unable to comment at the scheduled time (limited to three minutes per appearance and
a 30 minute total time limit, or allocation of time determined by Presiding Officer based on number of
speaker cards submitted). PLEASE FILL OUT A SPEAKER CARD PRIOR TO SPEAKING
ANNOUNCEMENT: Please turn off all pagers, cellular telephones and all other communication devices
upon entering the Council Chamber. Use of these devices causes electrical interference with the sound
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Mission Statement
“We Care for Our Residents by Working Together to
Build a Better Community for Today and Tomorrow.”
City of Rohnert Park Joint Special Meeting Agenda September 8, 2015
for City Council/Planning Commission Page 2 of 3
1. CITY COUNCIL/PLANNING COMMISSION JOINT SPECIAL MEETING -
CALL TO ORDER/ROLL CALL
(Callinan __ Mackenzie__ Stafford __ Belforte __ Ahanotu __
Adams __ Blanquie__ Borba __ Giudice __ Haydon __)
2. PUBLIC COMMENTS
Persons wishing to address the Council on any Closed Session item, Consent Calendar
item or on City business not listed on the Agenda may do so at this time. Each speaker
will be allotted three minutes. Those wishing to address the Council on any report item
listed on the Agenda should submit a “Speaker Card” to the City Clerk before
announcement of that agenda item.
3. STUDY SESSION
Study/work sessions are less formal and public comment is encouraged throughout the
session as matters are discussed. Per City Council Protocols (adopted by Resolution
2015-047) section I.D, a study/work session is for the purpose of hearing reports from
the staff, receiving public comment and reviewing, discussing, and debating matters of
interest to the City. No official action may be taken at a study session. However,
Council may refer the item to staff with specific requests for information or provide
specific direction to staff. During study/work sessions, Council members may ask
questions of staff. For those questions that staff cannot immediately answer, responses
will be provided for the Council in writing or at a future Council meeting.
A. Discuss the Central Rohnert Park Priority Development Area
B. Discuss the Street Smart Rohnert Park Project
C. Discuss Other Planning Commission Issues
D. Review Action Items
4. ADJOURNMENT
NOTE: Time shown for any particular matter on the agenda is an estimate only. Matters may be
considered earlier or later than the time indicated depending on the pace at which the meeting proceeds. If
you wish to speak on an item under discussion by the Council which appears on this agenda, after
receiving recognition from the Mayor, please walk to the rostrum and state your name and address for the
record. Any item raised by a member of the public which is not on the agenda and may require Council
action shall be automatically referred to staff for investigation and disposition which may include placing
on a future agenda. If the item is deemed to be an emergency or the need to take action arose after
posting of the agenda within the meaning of Government Code Section 54954.2(b), Council is entitled to
discuss the matter to determine if it is an emergency item under said Government Code and may take
action thereon.
DISABLED ACCOMMODATION: If you have a disability which requires an interpreter or other person
to assist you while attending this City Council meeting, please contact the City Clerk’s Office at (707)
588-2227 at least 72 hours prior to the meeting to ensure arrangements for accommodation by the City.
Please notify the City Clerk’s Office as soon as possible if you have a visual impairment requiring
meeting materials to be produced in another format (Braille, audio-tape, etc.)
City of Rohnert Park Joint Special Meeting Agenda September 8, 2015
for City Council/Planning Commission Page 3 of 3
AGENDA REPORTS & DOCUMENTS: Copies of all staff reports and documents subject to disclosure
that relate to each item of business referred to on the agenda are available for public inspection at City
Hall located at 130 Avram Avenue, during regular business hours, Monday through Friday from 8:00 am
to 5:00 pm. Any writings or documents subject to disclosure that are provided to all, or a majority of all,
of the members of the City Council regarding any item on this agenda after the agenda has been
distributed will also be made available for inspection at City Hall during regular business hours.
CERTIFICATION OF POSTING OF AGENDA
I, JoAnne Buergler, City Clerk for the City of Rohnert Park, declare that the foregoing agenda for the
September 8, 2015, Joint Special Meeting of the Rohnert Park City Council/RPFA/CDC Successor Agency
was posted and available for review on September 3, 2015, at Rohnert Park City Hall, 130 Avram Avenue,
Rohnert Park, California 94928. The agenda is also available on the City web site at www.rpcity.org,
Executed this 3rd day of September, 2015 at Rohnert Park, California.
___________________________________________
JoAnne M. Buergler, City Clerk
Priority Development Area (PDA)
Setting Downtown Priorities
Presentation Outline
1.Central Rohnert Park PDA Plan
Introduction
Placemaking Priorities
Plan Features
2.Downtown Creation
What Makes a Downtown?
Downtown Features
Discussion
3.Downtown Prioritization
Features for Consideration
Discussion and Next Steps
Central Rohnert Park PDA Plan
330 ac. planning area
Funded by regional
FOCUS PDA grant to
support infill growth
near transit
Framework for future
growth in PDA
SMART rail service
leveraged to support
creation of the
Downtown
PLAN & MND
ADOPTION
WINTER
2015
REFINE
PLAN/MND
STRATEGY MEMOS
• Land Use & Zoning
• Urban Design
• Circulation & Station Connectivity
• Parking Policy & Management
• Infrastructure & Community Services
• Real Estate Market Considerations
• Affordable Housing
• Implementation and Financing
ADMIN. DRAFT
MASTER PLAN & MND
3 4 5 6 7 8 9 12 13 14 15 16 17 18 19 20 21 22 23 24
Months
PUBLIC DRAFT
PLAN & MND
FALL
2015
COMMUNITY
WORKSHOP
#2
OCT 2014
FOCUS
GROUP
INTERVIEWS
OCT. 2013
PROJECT
INITIATION
June 2013
COMMUNITY
WORKSHOP
#1
OCT. 2013
Project Schedule
CITIZENS ADVISORY COMMITTEE &
TECHNICAL ADVISORY COMMITTEE MEETINGS
11 10
PRIORITY DEVELOPMENT
AREA PROFILE
VISION AND ALTERNATIVES
• Alternatives Development
• Preferred Alternative
25 26 27 28 29 30
Central Rohnert Park PDA Process
WALKABILITY
WORKSHOP
MAY 2014
PLANNING
COMMISSION
WORKSHOP
JULY 2014
CITY
COUNCIL
WORKSHOP
AUG 2014
JOINT
PC & CC
SESSION
SEPT 2015
= Technical and/or Citizen Advisory Committee Meeting
Placemaking Priorities
◦Creation of a Downtown for RP
◦Distinct community and subareas
◦Community Connections
Link to and from the SMART station
Complete bike / pedestrian networks
Way -finding elements
◦Enhance public open space
Central Rohnert Park PDA Plan
Plan organized as five
subareas, plus
A new Downtown
District Amenity zone
New mix of retail,
jobs, and housing
Downtown next to
the SMART station
Central Rohnert Park PDA Plan
To City of Santa Rosa
Copeland Creek
corridor
Rohnert Park
Expressway
Access
Golf Course
Drive
Access
Hi
g
h
w
a
y
1
0
1
Hinebaugh Creek corridor
Downtown District
Amenity Zone
Land Use Features
Plan assumes high
development potential,
based on vision for
Downtown
Mixed -use subareas
More compact
development focused
Downtown
Central Rohnert Park PDA Plan
Circulation Features
Extension of bus service;
coordinated with SMART
rail service
Multimodal streets
Downtown street grid
Continuous bike-ped
network
Safe bike and pedestrian
crossings (i.e., Street Smart
project, RPX improvements)
Central Rohnert Park PDA Plan
Park + Open Space
Features
Parks, plazas strategically
located within the PDA
Continuous multi-use
(bike/pedestrian) trail
connections
Continuous landscaped
roadway corridors
Central Rohnert Park PDA Plan
Central Rohnert Park PDA Plan
Downtown District Amenity Zone
What Makes a Downtown?
◦Unique Character
◦Pedestrian Scale
◦Mix of Uses
◦Development Intensity
◦Downtown Streets
◦Public Amenities
City Center, Rohnert Park
What Makes a Downtown?
Distinct architectural and
landscape design
Inspired by landscape, e.g. local
materials
Encourage mix of styles,
consistent with regional
vernacular
Modern but drawing from
traditional Downtowns
Sustainable vision
Creating a Downtown unique to Rohnert Park
Unique Character
What Makes a Downtown?
Compact form
Pedestrian Scale
Walkable blocks
Glenwood Park, Atlanta, GA
Downtown Petaluma, CA
Pedestrian-oriented
features
Downtown Windsor, CA
What Makes a Downtown?
Mix of Uses
Downtown and transit
supportive uses:
Dining, entertainment
Lifestyle and specialty retail
Professional jobs
Urban style living options
Civic and public uses
What Makes a Downtown?
Commercial Intensity & Strategic Location
Downtown Healdsburg = 400k sf Downtown Boulder, CO
Mixed-use lofts, Downtown Merced, CA The Barlow, Sebastopol = 220k+ sf
What Makes a Downtown?
Multi-story buildings (allow up
to 5 stories)
Development Intensity
Downtowns have greater mix and density/intensity of uses
Typical densities in the range
of 45 to 75 units/acre and 1.0
F.A.R. or more
New residential allows for
commercial development
Alternative parking solutions
60 units/acre allows 4-5 stories,
with podium parking
Requites alternatives to surface parking
What Makes a Downtown?
Buildings placed at back of
sidewalk
Oriented to the street
Downtown Streets
Streetwall height
proportional to
street width
Active sidewalk areas
Require or encourage new development oriented to
public streets
What Makes a Downtown?
Downtown Streets
http://www.ite.org/css/online/img/Figure9-16.jpg
Slower speeds to support
safe pedestrian access
Collingwood, Ontario
On-street parking
Bicycle lanes
Wide sidewalks
Enhanced crossings
What Makes a Downtown?
to relax
Windsor, CA
Public Amenities
to play
to gather
a place for the community
smaller parks and plazas
Beaverton Central Max Station
Discussion
Confirm the Vision for Downtown
Distinct design character
Walkable and mixed-use
Approximately 200k-400k sf of commercial development
Greater development intensity and building heights than
elsewhere in the City
Buildings oriented to public sidewalks
Downtown streets with on-street parking, bicycle lanes, wide
sidewalks, and enhanced crossings
Narrower streets to accommodate bike and pedestrian facility
improvements
Smaller parks and plazas within a more urban setting
Discussion
Appropriate location for the Downtown District
Downtown Prioritization Features
ID Feature Cost
Magnitude
A. Relocate Corporation Yard
A1 Developer purchases property; City builds new
facility outside Downtown 1
A2 Developer purchases property and builds new
facility outside Downtown 5
City corporation yard
Downtown
District Amenity
Zone
Downtown Prioritization Features
ID Feature Cost
Magnitude
B. Enhance Downtown Retail
B1 Underwrite non-chain restaurants / signature
establishments 1
C. Downtown Scale Commercial
C1 Require enough commercial square footage to
support Downtown 7
Downtown
District Amenity
Zone
Commercial development on
Castro Street, Mountain View, CA
Downtown Prioritization Features
ID Feature Cost
Magnitude
D. Downtown Hotel
D1 Provide a site for the construction of a
Downtown hotel 1
Downtown
District Amenity
Zone Healdsburg, CA
Downtown Prioritization Features
ID Feature Cost
magnitude
E. Relocate City Hall
E1 Developer provide City Hall site inside
Downtown 1
E2 Developer provide City Hall site and building
inside Downtown 14
Downtown
District Amenity
Zone
City hall, Downtown Roseville
Downtown Prioritization Features
ID Feature Cost
magnitude
F. SMART Station
F1 Developer provide depot building 4
Downtown
District Amenity
Zone Cotati SMART station
Downtown Prioritization Features
ID Feature Cost
magnitude
G. Open Space
G1 Increase park and open space (above legal minimum) 2
Downtown
District Amenity
Zone
Downtown Prioritization Features
ID Feature Cost
magnitude
H. RPX Crossing for Pedestrian and Cyclists
H1 Provide traffic signal crossing midblock 1
H2 Provide a basic bridge 10
H3 Provide a signature bridge 15
Downtown
District Amenity
Zone
Signature bridge
Basic bridge
Downtown Prioritization Features
PLAN & MND
ADOPTION
WINTER
2015
REFINE
PLAN/MND
STRATEGY MEMOS
• Land Use & Zoning
• Urban Design
• Circulation & Station Connectivity
• Parking Policy & Management
• Infrastructure & Community Services
• Real Estate Market Considerations
• Affordable Housing
• Implementation and Financing
ADMIN. DRAFT
MASTER PLAN & MND
3 4 5 6 7 8 9 12 13 14 15 16 17 18 19 20 21 22 23 24
Months
PUBLIC DRAFT
PLAN & MND
FALL
2015
COMMUNITY
WORKSHOP
#2
OCT 2014
FOCUS
GROUP
INTERVIEWS
OCT. 2013
PROJECT
INITIATION
June 2013
COMMUNITY
WORKSHOP
#1
OCT. 2013
Schedule and Next Steps
CITIZENS ADVISORY COMMITTEE &
TECHNICAL ADVISORY COMMITTEE MEETINGS
11 10
PRIORITY DEVELOPMENT
AREA PROFILE
VISION AND ALTERNATIVES
• Alternatives Development
• Preferred Alternative
25 26 27 28 29 30
Central Rohnert Park PDA Process
WALKABILITY
WORKSHOP
MAY 2014
PLANNING
COMMISSION
WORKSHOP
JULY 2014
CITY
COUNCIL
WORKSHOP
AUG 2014
JOINT
PC & CC
SESSION
SEPT 2015
CAC
City of Rohnert Park
CENTRAL ROHNERT PARK
PRIORITY DEVELOPMENT AREA PLAN
Preliminary Public Review Draft
August 2015
Prepared for:
City of Rohnert Park
Development Services Department
Planning Division
Prepared by:
AECOM
In Partnership with:
Mogavero Notestine Associates, Office of John Nicolaus, W-Trans, BAE
City of Rohnert Park
CENTRAL ROHNERT PARK
PRIORITY DEVELOPMENT AREA PLAN
Preliminary Public Review Draft
August 2015
Prepared for:
City of Rohnert Park
Development Services Department
Planning Division
Prepared by:
In Partnership with:
Logo design by Mogavero Notestine Associates
TABLE OF CONTENTS
Pagei
1 INTRODUCTION
1.1 Chapter Overview ................................ 1-1
1.2 Project Location .................................... 1-1
1.2.1 Local Setting ............................. 1-1
1.2.2 Regional Setting ....................... 1-1
1.3 Project Background .............................. 1-5
1.4 Planning Process and Community
Outreach .................................................. 1-5
1.4.1 Phase I: Project Initiation,
Visioning, and Outreach .......... 1-5
1.4.2 Phase 2: Alternatives
Development ........................... 1-6
1.4.3 Phase 3: Strategy Memos
and PDA Plan
Development ........................... 1-7
1.5 Purpose of the Plan ............................... 1-7
1.6 PDA Objectives ..................................... 1-7
1.7 Plan Organization .................................. 1-8
2 PLAN CONTEXT
2.1 Chapter Overview ................................ 2-1
2.2 Site Context and Character ............... 2-1
2.2.1 Block, Circulation, and
Development Character ....... 2-1
2.2.2 Street, Streetscape, and
Landscape Character ............. 2-3
2.3 Land Use and Regulatory Context .. 2-3
2.3.1 Land Use and
Development
Characteristics ........................ 2-3
2.3.2 General Plan Goals ................. 2-5
2.3.3 General Plan Designation ..... 2-5
2.3.4 Zoning Designations .............. 2-5
2.4 Circulation and Connectivity ............. 2-9
2.4.1 Vehicular Circulation ............. 2-9
2.4.2 Bike Circulation ...................... 2-9
2.4.3 Pedestrian Circulation ........ 2-12
2.4.4 Transit .................................... 2-12
2.5 Market Overview ................................ 2-15
2.5.1 Employment Conditions
and Job Trends ..................... 2-15
2.5.2 Office Market Conditions .. 2-15
2.5.3 Retail Market Conditions ... 2-16
2.5.4 Housing Conditions............. 2-17
3 VISION AND PLAN CONCEPTS
3.1 Chapter Overview ................................ 3-1
3.2 Central Rohnert Park Placemaking
Priorities ................................................... 3-1
3.3 The Plan ................................................... 3-3
3.4 Subarea Land Use and
Development Concepts ...................... 3-5
3.4.1 Triangle Business Subarea .... 3-5
3.4.2 City Center Subarea ............. 3-6
3.4.3 Station Center Subarea ........ 3-7
3.4.4 Central Commercial
Subarea ..................................... 3-8
3.4.5 Creekside Neighborhood .... 3-9
3.4.6 Downtown District ............... 3-9
3.5 Circulation Concepts ......................... 3-10
3.6 Park and Open Space Concepts ..... 3-10
4 LAND USE
4.1 Chapter Overview ................................ 4-1
4.2 Land Use and Development Goals
and Policies .............................................. 4-2
4.3 Subarea Land Use and
Improvement Concepts ...................... 4-4
4.3.1 Triangle Business Subarea .... 4-5
4.3.2 City Center Subarea ............. 4-6
4.3.3 Station Center Subarea ........ 4-6
4.3.4 Central Commercial
Subarea ..................................... 4-7
4.3.5 Creekside Neighborhood
Subarea ..................................... 4-7
4.3.6 Downtown District
Amenity Zone ......................... 4-8
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page ii
4.4 Land Use and Development
Potential ................................................... 4-9
4.4.1 Zoning and Land Use
Designations............................. 4-9
4.4.2 Site Development
Potential ................................. 4-12
4.5 Affordable Housing and Anti-
displacement ......................................... 4-15
4.5.1 Housing Affordability .......... 4-15
4.5.2 Anti-Displacement ............... 4-19
4.5.3 Affordable Housing and
Anti-Displacement
Programs and Strategies .... 4-19
5 CIRCULATION AND CONNECTIVITY
5.1 Chapter Overview ................................ 5-1
5.2 Circulation and Connectivity Goals
and Policies .............................................. 5-1
5.3 Roadway Design Concepts and
Improvements ........................................ 5-4
5.3.1 Roadway Design
Concepts .................................. 5-4
5.3.2 Recommended Vehicular
Circulation Improvements ... 5-4
5.3.3 Typical Roadway Design
Sections ..................................... 5-8
5.4 Bicycle and Pedestrian Design
Concepts and Improvements .......... 5-20
5.4.1 Bicycle Facilities.................... 5-20
5.4.2 Pedestrian Facilities ............. 5-21
5.4.3 Bike and Pedestrian
Intersection and Crossing
Improvements ...................... 5-23
5.5 Transit Design Concepts and
Improvements ...................................... 5-26
5.6 Accessibility ........................................... 5-28
5.7 Parking .................................................... 5-28
5.7.1 Parking Context ................... 5-28
5.7.2 Parking Analysis .................... 5-28
5.7.3 Recommended Parking
Approach and Standards .... 5-29
6 COMMUNITY DESIGN GUIDELINES
6.1 Chapter Overview ................................ 6-1
6.1.1 Community Design Goals
and Policies .............................. 6-1
6.1.2 Community Character ......... 6-2
6.2 Community-Wide Design Elements 6-3
6.2.1 Parks and Open Space
Design ....................................... 6-3
6.2.2 Landscape/Streetscape
Design ....................................... 6-3
6.2.3 Building Setbacks .................. 6-12
6.2.4 Building Orientation ............ 6-12
6.2.5 Gateway and Signage
System .................................... 6-15
6.3 Subarea and Neighborhood Design
Guidelines .............................................. 6-21
6.3.1 Commercial and
Commercial Mixed-Use
Infill Guidelines ..................... 6-21
6.3.2 Mixed-Use Guidelines for
the Downtown ..................... 6-26
6.3.3 Triangle Business Subarea
Guidelines .............................. 6-32
6.3.4 Residential Guidelines
(Station Center and City
Center Focus) ....................... 6-36
7 INFRASTRUCTURE AND
COMMUNITY SERVICES
7.1 Introduction ............................................ 7-1
7.2 Utilities and Community Services
Goals and Policies ................................. 7-1
7.3 Utility Services ........................................ 7-2
7.3.1 Water ....................................... 7-2
7.3.2 Wastewater ............................. 7-3
7.3.3 Storm Drainage ...................... 7-6
7.3.4 Solid Waste ............................. 7-8
7.3.5 Gas and Electric ..................... 7-8
7.3.6 Cable and
Telecommunications ............. 7-8
Table of Contents
Page iii
7.4 Community Services ............................ 7-8
7.4.1 Public Safety Facilities ............ 7-8
7.4.2 Educational Facilities .............. 7-8
7.4.3 Park, Open Space, and
Recreational Facilities ............ 7-9
8 IMPLEMENTATION AND FINANCING
8.1 Chapter Overview ................................ 8-1
8.2 Plan Administration .............................. 8-2
8.3 Implementation Actions ...................... 8-2
8.3.1 Planning and Regulatory
Actions ...................................... 8-2
8.3.2 Physical Improvements .......... 8-4
8.4 Funding and Financing Strategies ...... 8-6
8.4.1 Private Financing of
Development Projects........... 8-6
8.4.2 Funding for Public
Improvements ......................... 8-7
8.4.3 Grants Sources........................ 8-8
8.5 Implementation Action Plan ............... 8-9
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page iv
FIGURES
Figure 1.1: City Context ................................... 1-2
Figure 1.2: Priority Development Area
Existing Setting ................................ 1-3
Figure 1.3: Location within the Region
and Along the SMART Rail
Line .................................................... 1-4
Figure 2.1: Figure-Ground Diagram ................ 2-2
Figure 2.2: PDA Subareas .................................. 2-4
Figure 2.3: General Plan Diagram ................... 2-6
Figure 2.4: Zoning Diagram .............................. 2-7
Figure 2.5: Vehicular Roadways .................... 2-10
Figure 2.6: Pedestrian and Bicycle
Facilities .......................................... 2-11
Figure 2.7: SMART Commuter Rail
Service ............................................ 2-13
Figure 3.1: Central Rohnert Park Plan
Concept ............................................ 3-4
Figure 4.1: Land Use Concept Diagram ........ 4-3
Figure 4.2: Proposed Regional
Commercial Overlay Zone
Boundary .......................................... 4-5
Figure 4.3: Proposed Downtown District
Amenity Zone Overlay
Boundary .......................................... 4-8
Figure 4.4: Proposed Zoning Diagram ........ 4-10
Figure 4.5: Station Center Subarea Land
Use Designations ......................... 4-13
Figure 5.1: Proposed Roadway and
Vehicular Circulation
Improvements ................................. 5-5
Figure 5.2: Future Plus Project Traffic
Volumes at Study Intersections .. 5-7
Figure 5.3: Rohnert Park Expressway
Section Concept ............................. 5-8
Figure 5.4: Commerce Boulevard Street
Section at the Triangle
Business Subarea ............................. 5-9
Figure 5.5: Commerce Boulevard Street
Section at the City Center
Subarea ........................................... 5-11
Figure 5.6: Commerce Boulevard Street
Section at the Central
Commercial Subarea .................. 5-11
Figure 5.7: State Farm Drive Street
Section in the Downtown
District ........................................... 5-12
Figure 5.8: State Farm Drive Street
Section near the Intersection
of Commerce Boulevard ........... 5-13
Figure 5.9: State Farm Drive Street
Section in the Triangle
Business South of Professional
Drive ............................................... 5-14
Figure 5.10: Enterprise Drive Street
Section, Adjacent to the
Station Center Subarea .............. 5-16
Figure 5.11: Enterprise Drive Street
Section, Adjacent to the
Central Commercial Subarea ... 5-17
Figure 5.12: Professional Center Drive
Street Section ............................... 5-18
Figure 5.13: Padre Center Drive Street
Section ............................................ 5-19
Figure 5.14: Bike and Pedestrian
Circulation Concept ................... 5-22
Figure 5.15: Transit Concept Diagram .......... 5-27
Figure 6.1: Park and Open Space Design ...... 6-4
Figure 6.2: Landscape/Streetscape Design ... 6-5
Figure 6.3: Urban Streetscape Zones ............ 6-6
Figure 6.4: Building Setback Diagram .......... 6-13
Figure 6.5: Streetwall Diagram ...................... 6-14
Figure 6.6: Gateway and Signage System .... 6-16
Figure 6.8: City Center/Downtown
Gateway Concept ........................ 6-19
Figure 7.1: Existing Water Infrastructure ..... 7-4
Figure 7.2: Existing Sewer Infrastructure ..... 7-5
Figure 7.3: Conceptual Park and Open
Space Diagram .............................. 7-10
Table of Contents
Page v
TABLES
Table 2.1: Existing General Plan and
Zoning Designations ...................... 2-8
Table 2.2: Office Market Overview,
Second Quarter 2013................. 2-15
Table 2.3: Retail Market Overview,
Second Quarter 2013................. 2-16
Table 2.4: Median Home Sale Prices,
2005–2012 ..................................... 2-18
Table 2.5: Rental Market Housing
Trends, 2005–2013 ..................... 2-19
Table 4.1: Proposed Zoning Designations
and Development Standards ..... 2-19
Table 4.2: PDA Site Development
Potential ......................................... 4-14
Table 4.3: Affordability of Market-Rate
For-Sale Housing, Rohnert
Park, 2013 ..................................... 4-16
Table 4.4: Affordability of Market-Rate
Rental Housing, Rohnert Park,
2013 ................................................ 4-17
Table 4.5: Citywide Regional Housing
Needs Allocation, 2015–2023
Planning Period ............................ 4-18
Table 4.6: Affordable-Housing Needs in
the PDA, 2015–2040 .................. 4-18
Table 4.7: Potential Affordable Housing
Programs/Strategies .................... 4-21
Table 4.8: Anti-Displacement
Programs/Strategies .................... 4-22
Table 5.1: Required and Recommended
Intersection Improvements at
Build-Out .......................................... 5-6
Table 5.2: Parking Standards ........................ 5-31
Table 6.1: Urban Streetscape Guidelines ..... 6-6
Table 6.2: Recommended List of Street
and Accent Trees ........................... 6-9
Table 6.3: Recommended List of Trees
for Parks, Paseos, and Open
Space ............................................... 6-10
Table 7.1: Estimated Water
Consumption Rates ....................... 7-7
Table 7.2: Land Use Summary ........................ 7-7
Table 7.3: Estimated Water / Sewer
Demand by Land Use in
Gallons / Day ................................... 7-7
Table 8.1: Action Matrix ............................... 8-10
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page vi
ACRONYMS AND OTHER ABBREVIATIONS
ADA—Americans with Disabilities Act
AFY—acre-feet per year
CAC—citizens’ advisory committee
CALGreen Code—California Green Building
Standards Code
CFD—community facilities district
CIP—Capital Improvement Program
City—City of Rohnert Park
FAR—floor area ratio
General Plan—2000 Rohnert Park General Plan
GGT—Golden Gate Transit
LID—low impact development
LID Manual—Low Impact Development Technical
Design Manual
LOS—level of service
MGD—million gallons per day
mph—miles per hour
MTC—Metropolitan Transportation Commission
MUP—multi-use path
PBID—property-based business improvement
district
PDA—Priority Development Area
PDA Plan—Central Rohnert Park Priority
Development Area Plan
PFFP— Public Facilities Finance Plan
PUC—California Public Utilities Commission
RPX—Rohnert Park Expressway
SCWA—Sonoma County Water Agency
SCT—Sonoma County Transit
SR—State Route
SMART—Sonoma-Marin Area Rail Transit
Subregional System—Santa Rosa Subregional
Water Reclamation System
TAC—technical advisory committee
TIGER— U.S. Department of Transportation,
Transportation Investment Generating Economic
Recovery
U.S.—U.S. 101
CHAPTER 1 | INTRODUCTION
Page 1-1
1.1 CHAPTER OVERVIEW
In 2013, the City of Rohnert Park (City)
received a Priority Development Area (PDA)
grant from the Metropolitan Transportation
Commission (MTC) to plan for the Central
Rohnert Park community around the Rohnert
Park Sonoma-Marin Area Rail Transit (SMART)
station. The Central Rohnert Park PDA Plan is
envisioned to build on the area’s existing mixed-
use character to support plans for the PDA as a
walkable, mixed-use community; Downtown
destination; and transportation hub, providing
access to a variety of jobs, housing, shopping,
services, and transportation options. The PDA
Plan focuses on the sustainable infill and transit-
oriented growth of the community; and
supports transit, bicycle, and pedestrian use,
intended to reduce vehicular trips and
accompanying air emissions.
1.2 PROJECT LOCATION
1.2.1 Local Setting
The Central Rohnert Park PDA is an existing
developed, mixed-use area within Rohnert Park’s
city limits, located approximately 1 mile
northwest of Sonoma State University
(Figure 1-1). The PDA occupies a triangular
project site, formed by the boundaries of U.S.
Highway 101 (U.S. 101) to the west, the SMART
rail line and the multi-use path (MUP) corridor to
the east, and Avram Avenue/Santa Alicia Drive
to the south. Primary regional access to the
PDA is from two exits off U.S. 101: the Rohnert
Park Expressway (RPX) exit and the Golf
Course Drive/Wilfred Avenue exit,
approximately 1 mile north of the RPX exit.
Two creeks, Copeland and Hinebaugh Creeks,
traverse Rohnert Park (Figure 1.1).
The approximately 330-acre PDA rests entirely
on the western side of the SMART rail line.
Directly east of the SMART rail station is a
mobile home park and the Foxtail Golf Course,
northeast of RPX (Figure 1.2). The PDA
comprises the following characteristic
development areas:
The vacant, former State Farm office campus
site, adjacent to the Rohnert Park SMART
rail station;
a developing City Center area, north of the
planned SMART rail station, at the
intersection of City Center Drive and State
Farm Drive;
commercial shopping centers, accessed by
Commerce Boulevard and State Farm Drive;
an office and industrial business district,
north of Hinebaugh Creek; and
multifamily residential housing, between
Enterprise Drive and Avram Avenue.
The southern border of the PDA consists of
single-family residential neighborhoods and an
elementary school and park. U.S. 101 and
regional commercial and light industrial uses
border the PDA to the west.
1.2.2 Regional Setting
As shown in Figure 1.3, Rohnert Park is located
approximately 50 miles north of San Francisco.
Rohnert Park is bordered by the cities of Cotati
to the southwest and Santa Rosa to the north. By
automobile, Rohnert Park is accessed regionally
from U.S. 101 and State Route (SR) 116. The U.S.
101 freeway travels north-south through Rohnert
Park, connecting the city to Mendocino County
on the north and the San Francisco Bay Area to
the south. The SR 116 freeway is connected to
U.S. 101 and to cities and destinations including
Sebastapol, the Sonoma Coast, and the Russian
River to the west; Petaluma to the south; and the
Sonoma Valley to the east.
Rohnert Park has a designated stop on the
SMART commuter rail line, which is expected to
start service in late 2016. The SMART line will
connect the major cities of Sonoma and Marin
Counties along U.S. 101, from Cloverdale to the
Larkspur Ferry Terminal. Rohnert Park is
located approximately midway on the planned
SMART rail system (Figure 1.3) and is one of 10
SMART stations planned in Sonoma County,
which also include neighboring Cotati, Santa
Rosa, and Petaluma.
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 1-2
Source: City of Rohnert Park, AECOM, 2013
Figure 1.1: City Context
Chapter 1: Introduction
Page 1-3
Source: City of Rohnert Park, AECOM, 2015
Figure 1.2: Priority Development Area Existing Setting
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 1-4
Figure 1.3: Location within the Region and Along the SMART Rail Line
Sources: City of Rohnert Park 2014; AECOM 2014
Chapter 1: Introduction
Page 1-5
Running mostly parallel to the SMART tracks is
the multi-use path for non-motorized forms of
transportation (e.g., bicycles, pedestrians). Like
the SMART rail line, the MUP will connect the
major cities of Sonoma and Marin Counties along
U.S. 101, via a continuous paved path. This path
is expected to be popular with bicycle and
pedestrian commuters and recreational users. In
Rohnert Park, the MUP will add north-south
connectivity to the Class I bicycle network.
Both the SMART commuter train and the MUP
are intended to provide alternative forms of
transportation, potentially reducing vehicular
congestion on U.S. 101 and related greenhouse
gas emissions.
1.3 PROJECT BACKGROUND
Modeled on the neighborhood unit concept,
Rohnert Park was established in 1956 as a
master-planned city without a central downtown.
The neighborhood unit concept emphasized the
development of cities as a series of
neighborhood units, with single-family residences
organized around a centrally located school and
park. Commercial areas were planned at the
periphery of each neighborhood unit. This
pattern of growth placed commercial uses away
from homes, making access to shopping areas in
the community more convenient by automobile.
Today, commercial shopping centers in the PDA
are de facto meeting places in the community.
These have developed as auto-oriented
commercial centers that are not safely and easily
connected or accessible for bicyclists and
pedestrians from the surrounding community.
Before plans for the SMART rail station came to
Rohnert Park, the community was engaged in the
visioning and development of a city center that
would serve as a central gathering place for the
city and establish a symbolic and social center for
the community. Now anchored by a new
regional library, the City’s public safety building, a
community plaza, higher density housing, and
neighborhood commercial uses, the City Center
is developing as a central community destination.
The City Center is a venue for a variety of
community activities, including local events and
farmers’ markets.
Civic, commercial, and office uses along a main
street and creekside open space have set the
foundation and roots for envisioning Central
Rohnert Park as a walkable, bikeable, and transit-
friendly community place. As a result, when the
State Farm office campus became available on the
market in 2011, the City petitioned SMART for
and was granted the opportunity to relocate the
SMART rail station, then planned for Roberts
Lake Road, south of the City Center. The
availability of the State Farm property enabled
the City to expand development of the City
Center to envision a new downtown destination
for Rohnert Park.
In 2013, the City received the PDA planning
grant from MTC to prepare this PDA Plan and
the supporting environmental document. This
PDA Plan guides and sets a holistic vision for the
land use, development, and circulation
framework for Central Rohnert Park. It
leverages the coming SMART station and MUP
to support creation of a transit-oriented,
pedestrian-friendly downtown for Rohnert Park.
The PDA Plan also promotes infill growth
supporting development of Central Rohnert Park
as a complete community, with a mix of uses and
greater range of transit, bicycle, and pedestrian
circulation options.
1.4 PLANNING PROCESS AND
COMMUNITY OUTREACH
With receipt of the PDA grant from the MTC,
the City of Rohnert Park retained the services of
a project consultant team to help develop this
PDA Plan and supporting environmental
document. Work on the PDA Plan involved
several phases and community outreach
activities, summarized in the following sections.
1.4.1 Phase I: Project Initiation,
Visioning, and Initial Outreach
The planning process began with a project kick-
off meeting in July 2013, followed by preparation
of a PDA Profile report. In the PDA Profile
Report, the consultant team collected
information and analyzed existing physical,
demographic, and market conditions in the PDA
and identified project opportunities and
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 1-6
constraints, including potential opportunity sites
within the PDA.
The team also developed a
community outreach and engagement strategy to
ensure broad-based community participation.
This consisted of developing an identifying logo
to brand all project communications and setting
up a project page on the City’s Web site to
provide project information and announcements.
The City also conducted outreach to local
community groups and organizations to inform
them of the planning process and recruit
community representatives to participate in
project outreach activities, including Focus
Group interviews, service on one of the project’s
committees, or participation in community
workshops. Informational fliers summarizing the
project planning process and describing ways for
the public to participate in were circulated with
utility bills.
Focus Group Interviews
The consultant team conducted Focus Group
interviews early in the planning process to
understand the issues, views, and vision of the
Central Rohnert Park community. Input from the
focus group was used to understand and define
the community’s vision and identify issues,
priorities, and ideas for the future of the PDA.
Citizens’ Advisory Committee and
Technical Advisory Committee Meetings
The City established a Citizens’ Advisory
Committee (CAC) made up of local residents
and business owners to provide input during key
stages of the planning process. Similarly, a
Technical Advisory Committee (TAC), consisting
of City staff, local agency staff, and
knowledgeable professionals in various technical
areas of the project, was established. The TAC
provided input on local site conditions,
experiences with other similar communities, and
advised the consultant team on issues or ideas to
be incorporated into planning concepts.
The initial CAC and TAC meetings, held in
December 2013, introduced the committees to
the PDA planning process, purpose, schedule,
and milestones. The consultant team presented
the results of the PDA Profile report, including
demographic and market conditions and sought
input on issues or concerns and ideas to be
considered on the project.
The second CAC and TAC meetings were
conducted in March 2014 to review preliminary
site options in progress for opportunity sites
within the PDA. Committee members shared
their ideas for improving plan concepts within
the PDA.
The third TAC meeting was conducted in July
2014 to review the proposed development
scenarios and circulation enhancement concepts.
Input gathered from these meetings was used by
the consultant team to refine the concepts of the
plan prior to meeting with the community to
seek additional project input.
Community Workshops
The City conducted two community workshops
during the project visioning process to invite
community participation and input. Postcards,
updates in the City Manager’s monthly
newsletters, e-mail, social media, and posting on
the City’s project website served to publicize the
workshops. Notices were also published in the
local newspaper and press releases sent out at
key points in the planning process.
Phase 1 culminated with community workshop
#1, conducted in October 2013. At this
workshop, the City and consultant team
introduced the community to the PDA planning
process and reaffirmed the community’s vision
and key priorities.
Following this study, the City conducted
community workshop #2 in October 2014 to
present and receive input from the public on plan
concepts.
1.4.2 Phase 2: Alternatives
Development
Plan Alternatives Development
Following receipt of input from the initial
visioning meetings with the community, the
consultant team prepared several plan and
opportunity site alternatives to test different land
use and circulation concepts that could be
developed within the PDA. The team then
Chapter 1: Introduction
Page 1-7
shared these concepts with the CAC and TAC
and other stakeholders before refining and
defining the preferred plan alternative.
Planning Commission and City Council
Review Workshops
In the context of the goals and guidance for PDA
station areas, the consultant team presented and
confirmed the preferred plan concepts at two
project review meetings—one Planning
Commission and one City Council study session.
The City Council held a study session in August
2014, where it heard and provided public input
on PDA preferred plan concepts and
recommendations.
Based on input from the Planning Commission,
City Council, community workshop #2, and a
coordination meeting with the developer of the
State Farm site, the team finalized the land use
and development framework concepts for the
Preferred Plan. The Preferred Plan serves as the
basis for the preparation and development of
subsequent planning tasks.
1.4.3 Phase 3: Strategy Memos and
PDA Plan Development
A series of technical strategy memos for the
PDA was drafted, based on the concepts of the
Preferred Plan. Input and recommendations from
the strategy memos were folded into this PDA
Plan.
1.5 PURPOSE OF THE PLAN
This PDA Plan is intended to guide the transition
of Central Rohnert Park into a central business
and Downtown district for Rohnert Park. The
PDA Plan identifies goals, policies, standards, and
design guidelines that serve as a framework to
guide future development in Central Rohnert
Park. It also responds to the vision of the
community; while respecting the region’s goals
to promote new housing and infill growth within
PDAs, located adjacent to fixed transit services.
Projects funded by the PDA grant program are
part of the Bay Area region’s sustainable
community strategy, which promotes compact
and sustainable land use growth in the Bay Area
to achieve state-mandated greenhouse gas
emission reduction targets.
The program is coordinated by the Association
of Bay Area Governments and regional partners
(MTC, Bay Area Air Quality Management
District, and San Francisco Bay Conservation and
Development Commission). The PDA grant
program supports development of complete
communities, where multimodal transportation
options (bike, pedestrian, and transit services)
are accessible and there is a commitment to
focus growth in existing or planned new
community areas, with access to jobs, housing,
amenities, and services.
To enable full implementation of this PDA Plan,
the 2000 Rohnert Park General Plan (General Plan)
and the City’s Zoning Ordinance will be updated
after this plan is adopted.
1.6 PDA OBJECTIVES
As part of the vision for Central Rohnert Park,
the following objectives have emerged over the
course of the planning process, based on the
placemaking priorities described in Chapter 3,
“Vision and Plan Concepts.”
Support the creation of a “Downtown” for
Central Rohnert Park.
Create a “Downtown” that includes the
following features:
- A distinct character that embraces the
community’s existing assets (including
redwood tree–lined streets, creek trail
corridors, neighborhood sections, and
rich cultural and recreational amenities).
- A pedestrian-oriented development
pattern, with walkable blocks, compact
building footprint, and plenty of
community open space.
- A mix of uses, with emphasis on lifestyle
and specialty retail, entertainment,
urban-style living options, public spaces,
and other transit-supportive uses (jobs,
services, and retail).
- Public spaces to serve the diverse
segments of the community.
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 1-8
Preserve affordable housing and commercial
rents to avoid displacing residents or
businesses from the area.
Build from the existing urban framework
begun in the City Center to support
districts, with unique community roles and
functions.
Promote new infill growth to support transit
ridership, focused particularly within the
one-half-mile radius of the SMART rail
station.
Expand transportation services, including bus
or other circulator services, and improve
transit facilities to support transit use and
connect the community to and from the
SMART rail station and PDA centers.
Support complete-street improvements that
convey traffic efficiently while supporting safe
transit, bicycle, and pedestrian travel modes
and connections.
- Improve the safety of crossing the
SMART rail tracks and roadways (i.e.,
RPX and U.S. 101) that serve as
neighborhood barriers.
- Continue to improve creek corridors as
major east-west routes and support
their extension and connection to the
planned SMART MUP.
- Provide safe bike and pedestrian access
through existing shopping centers,
commercial areas, and employment
centers.
Support investment in placemaking strategies
such as public plazas, sidewalks, streetscape
and landscape enhancements, bike/pedestrian
facility improvements, and gateway and
district wayfinding signage.
1.7 PLAN ORGANIZATION
This PDA Plan consists of eight chapters,
organized by the following contents:
Chapter 1, “Introduction,” provides an
overview of the project, site location,
planning process, purpose, objectives, and
the organization of the PDA Plan.
Chapter 2, “Site Context,” describes the
physical, demographic, and other existing
characteristics of the PDA and project issues
to be addressed by the PDA Plan.
Chapter 3, “Vision and Plan
Concepts,” describes the community vision
and priorities for the PDA and introduces
the plan concepts, establishing the general
planning framework for the PDA.
Chapter 4, “Land Use,” describes the
land use framework and development
standards and regulations, applicable to land
use districts within the PDA.
Chapter 5, “Circulation and
Connectivity,” summarizes the proposed
circulation framework, including vehicular,
transit, bike, and pedestrian circulation,
access, and connectivity improvements.
Chapter 6, “Community Design,”
provides the design guidelines for the entire
Central Rohnert Park community and each
of its subareas and districts.
Chapter 7, “Infrastructure and
Community Services,” describes the
potential impacts of development on utilities
and community services and strategies to
mitigate the loss or deterioration of services.
Chapter 8, “Implementation and
Financing,” describes the administration,
implementation, and financing strategies for
future development within the PDA.
CHAPTER 2 | PLAN CONTEXT
Page 2-1
2.1 CHAPTER OVERVIEW
This chapter provides an overview of the physical
and planning context present in the Central Rohnert
Park Priority Development Area (PDA). It
summarizes the project site’s characteristics,
development character, land use and regulatory
setting, circulation, and market conditions and
associated opportunities and constraints. More
detailed information on existing conditions can be
found in the Central Rohnert Park PDA Profile,
provided as a separate attachment.
2.2 SITE CONTEXT AND
CHARACTER
2.2.1 Block, Circulation, and
Development Character
The PDA occupies approximately 330 acres in an
existing built-up area of Rohnert Park, consisting of
a mix of different uses and community functions.
The PDA reflects an auto-oriented, suburban
pattern, developed since the 1960s and generally
characterized by large blocks, busy roadways, and
low densities (Figure 2.1). Existing development is
mostly one- and two-story, with some two-story
office and three-story live-work development in the
City Center.
Roadway connections are limited, in large part,
because of the presence of U.S. 101 and the
Northwestern Pacific Railroad (future Sonoma-
Marin Area Rail Transit [SMART] rail line), which
creates obstacles to connections through the
community to the east and west, respectively.
Hinebaugh Creek and Copeland Creek also impede
north-south vehicular connections. Within the PDA,
crossings of U.S. 101 and the SMART rail line occur
only at Rohnert Park Expressway (RPX) and Golf
Course Drive and are spaced 1 mile apart.
Private properties in many areas of the PDA are
inwardly focused away from streets. In the northern
part of the PDA, several local streets terminate in
cul-de-sacs, rather than connecting blocks.
Uncoordinated roadway and driveway connections
between adjacent parcels, frequent curb cuts, and
poor pedestrian connections are typical. In the
commercial shopping centers along RPX, a maze of
driveways leads from one parking lot to another,
but does not provide safe bike and pedestrian access
from the surrounding community.
Major connecting roadways within the PDA such as
RPX, Commerce Boulevard, and State Farm Drive
include sidewalks and bike lanes; however,
pedestrian crossings of these roadways to access
the shopping and employment areas in the PDA
experience fast-moving traffic, long distances
between intersections, and limited crossing
opportunities. Jaywalking is common and expected
to increase as new buildings are constructed. RPX, a
major arterial designed as an “expressway,” also
creates a barrier to connectivity for subareas to the
north and south.
Introduction of SMART rail service to Central
Rohnert Park is expected to help reverse the trend
of the predominantly auto-oriented pattern in the
PDA by supporting improvements to transit and
other non-vehicular travel modes, such as bike and
pedestrian access, and development of more
walkable and transit-friendly community places. New
and infill development should be designed to
enhance the street grid; establish shorter, more
walkable blocks; and improve bike and pedestrian
access from within and outside the PDA to the
SMART rail station. Bicycle and pedestrian enhance-
ments are encouraged to support safe community
access with intersection crossing improvements that
incorporate pedestrian refuges on busy roadways;
traffic calming; and defined roadway and pedestrian
paths through large shopping center parking lots.
Signalized intersections have pedestrian
accommodations, but conditions are daunting.
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 2-2
Source: City of Rohnert Park, AECOM, 2015
Figure 2.1: Figure-Ground Diagram
Chapter 2: Plan Context
Page 2-3
2.2.2 Street, Streetscape, and
Landscape Character
The most striking landscape feature in the PDA is
the redwood trees that line the streets and
landscaped areas of the community. They form a
green corridor along key streets in the PDA,
including RPX, State Farm Drive, and Enterprise
Drive. Redwood trees also can be found along
properties in the PDA, including at the former State
Farm office campus, along the SMART rail line, and
along U.S. 101. Although redwood trees are hardy
and distinct, these trees are also water needy and
should be balanced with other species of conifer
trees, in combination with water-sensitive trees and
plants that are native to Rohnert Park.
A distinct landscape identity and unifying landscape
theme is recommended to support and enhance the
identity of Central Rohnert Park and the area’s
streets and streetscapes.
2.3 LAND USE AND REGULATORY
CONTEXT
2.3.1 Land Use and Development
Characteristics
To support plans for Central Rohnert Park, the
PDA is proposed to be organized as five distinct
subareas (Figure 2.2). These subareas are described
below, from north to south.
Triangle Business Subarea. North of
Hinebaugh Creek and bounded by U.S. 101to
the west and the SMART rail line to the east,
this subarea consists of light industrial,
warehousing, office, social services, and
business-serving retail uses. Characterized by
mostly one- and two-story development, this
subarea consists primarily of light industrial and
office development to the south and more
service- and retail-oriented uses in the north. A
number of vacant properties and/or functionally
obsolete or vacant buildings provide
opportunities for building reuse and
redevelopment.
City Center Subarea. This mixed-use area
and civic center destination for Rohnert Park is
bounded on the south by RPX, on the north by
Hinebaugh Creek, and on the east by the
planned SMART rail line. The focus of earlier
planning efforts, this subarea has evolved to
include the City’s public safety building, a library,
a community plaza, new residential and
professional office uses on small parcels on
State Farm Drive and City Center Drive, the
existing Padre Town Center shopping center,
and access from bike trails along Hinebaugh
Creek. The subarea can support new infill
growth on vacant sites and redevelopment to
replace obsolete, aging, or underused
development, including large parking areas.
Station Center Subarea. This area housed
the State Farm headquarters until State Farm
vacated the property in 2011. The property is
under new ownership, with development plans in
progress. Because of the site’s close proximity to
the SMART rail station, it provides an important
redevelopment opportunity for a new transit-
oriented, mixed-use town center for the city.
Central Commercial Subarea. Centered on
Commerce Boulevard, between RPX and
Enterprise Drive, this area includes several
shopping centers that serve as local gathering
places. This subarea comprises grocery stores,
drugstores, restaurants, professional offices,
banks, community services, and senior
multifamily apartments.
Creekside Neighborhood. South of
Enterprise Drive and bisected by the Copeland
Creek greenway and multi-use trails, this largely
multifamily residential area includes a corner
retail center at Enterprise Drive and Commerce
Boulevard, multifamily housing accessed from
Enterprise Drive and Avram Avenue/Santa
Alicia Drive, the existing City Hall, and
recreational uses and trails along Copeland
Creek.
Redwood trees are commonly used along the
streets in the PDA, such as along Rohnert Park
Expressway, shown here.
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 2-4
Source: City of Rohnert Park, AECOM, 2015
Figure 2.2: PDA Subareas
Chapter 2: Plan Context
Page 2-5
2.3.2 General Plan Goals
The 2000 Rohnert Park General Plan supports future
growth within the urban boundaries of the city. The
General Plan includes specific policies related to
development within the PDA, particularly with
respect to development of the City Center. Land
use goals applicable to the PDA include:
LU-4: Develop the City Center and Sonoma
Mountain Village Planned Development as
mixed-use, pedestrian-oriented areas.
LU-30: Prepare and adopt a City Center
Concept Plan to guide development and
redevelopment in the City Center area.
LU-31: Allow, but do not require mixed- or
multi-use development.
CD-40: Use an adopted City Concept Plan as
the basis for the development character of the
area.
2.3.3 General Plan Designation
As shown in Figure 2.3, the General Plan Diagram
reflects six land use designations within the PDA:
High Density Residential, Office, Regional
Commercial, Mixed-Use, Public/Institutional, and
Industrial.
High Density Residential permits a wide
range of housing types, including single-family
attached and multifamily developments at
densities ranging from 12.1 to 24 units per gross
acre.
Office includes administrative, financial,
business, professional, medical, and public, and
supporting commercial uses, with a maximum
floor area ratio (FAR) of 1.0.
Regional Commercial permits shopping
centers, typically comprising department stores,
big-box stores, and other retail uses, that
attract consumers from outside the city.
Mixed-Use accommodates a variety of
compatible businesses, stores, institutions,
service organizations, and residences in a
pedestrian-oriented setting, with a maximum
FAR of 1.5 for a mix of nonresidential uses and
a maximum FAR of 2.0 for combined residential
and nonresidential uses.
Public/Institutional provides for schools,
government offices, transit sites, religious
facilities, and other facilities with a unique public
character.
Industrial allows for campus-like environments
for corporate headquarters, research and
development facilities, offices, light
manufacturing and assembly, industrial
processes, warehousing, storage and
distribution, service commercial, and ancillary
retail uses, with a maximum FAR of 0.5, but
permits up to a 1.0 FAR with discretionary
review and approval.
2.3.4 Zoning Designations
The City’s Zoning Ordinance is required by state
law to be consistent with the General Plan and
implements the General Plan. Figure 2.4 shows the
existing zoning map for the PDA, which consists of
the following zoning districts:
Office Commercial (C-O)
Regional Commercial (R-C)
Industrial (I-L)
Industrial/Office Overlay (I-L/O)
Mixed-Use (M-U)
Open Space–Environmental Conservation (OS-
EC)
Public/Institutional (P/I)
High Density Residential
Table 2.1 summarizes the purpose and approximate
area of the zoning districts and corresponding
General Plan land uses. To implement this PDA
Plan, some zoning changes will be needed, as
outlined in Chapter 4.
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 2-6
Figure 2.3: General Plan Diagram
Source: City of Rohnert Park, AECOM, 2014
Chapter 2: Plan Context
Page 2-7
Figure 2.4: Zoning Diagram
Source: City of Rohnert Park, AECOM, 2013
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 2-8
Table 2.1: Existing General Plan and Zoning Designations
Zoning
Designations
Corresponding
General Plan
Designations
Maximum
Residential
Density
(units/acre)
Maximum
Intensity
(FAR)
Maximum
Building
Coverage
(%)
Zoned
Area
(gross
acres)
Percentage
of the PDA
(%)
Office
Commercial
(C-O)
Office - 1.0 50% 29.9 9.0%
Regional
Commercial
(C-R)
Regional
Commercial - 0.4 [1] 60% 60.2 18.1%
Industrial (I-L) Industrial - 0.5 [2] 60% 52.7 15.9%
Industrial/Office
Overlay
(I-L/O)
Industrial - 0.5 [2] 60% 73.1 22.0%
Mixed-Use (M-U) Mixed Use 24 80% 29.0 8.7%
Open Space–
Environmental
Conservation
(OS-EC)
Open Space–
Environmental
Conservation
[3] [3] N/A 16.6 5.0%
Public/Institutional
(P-I) Public/Institutional - 0.5 50% 10.7 3.2%
High Density
Residential
(R-H)
High Density
Residential
30 1.15 40% 60.3 18.1%
Total 332.5 100.0%
Notes:
CMU = Commercial Mixed-Use; FAR = floor area ratio; PDA = Priority Development Area; RMU = Residential Mixed-Use
[1] An FAR of 1.5 is allowed for hotel and motel uses in the C-R district.
[2] An FAR of 1.0 is allowed for industrial projects, approved by the Planning Commission and meeting criteria set forth in City
of Rohnert Park–approved design guidelines.
[3] A density of 1 unit per acre is allowed in the developable portion of any property within the OS-EC district.
Source: City of Rohnert Park, AECOM, 2015
Chapter 2: Plan Context
Page 2-9
2.4 CIRCULATION AND
CONNECTIVITY
2.4.1 Vehicular Circulation
As described previously, most vehicular access and
circulation in the community is concentrated on the
arterial and major collector roadways: RPX,
Commerce Boulevard, State Farm Drive, and Golf
Course Drive. Beyond this level, the existing
network of internal streets in the PDA is
discontinuous, with streets terminating either in
parking lots of private businesses and properties, at
cul-de-sacs, or in circuitous parking lot driveways
(Figure 2.5).
Recent roadway improvements in the PDA include
interchange improvements completed in 2012 at the
Golf Course Drive/Wilfred Avenue interchange,
which now directly links Golf Course Drive to
Wilfred Avenue, underneath U.S. 101. In 2013,
roadway striping improvements to enhance traffic
flow were completed along RPX between U.S. 101
and Commerce Boulevard. As part of that project, a
second northbound left-turn lane was constructed
at the U.S. 101 northbound off-ramp at Rohnert
Park Expressway. In addition, enhanced green
bicycle lanes were striped through the interchange
between Redwood Drive and Commerce Boulevard
to improve bicycle circulation and driver awareness
of bicycle facilities. The City also has recently
implemented coordinated signal timing along the
Golf Course Drive and RPX corridors.
U.S. 101 and the SMART rail corridor represent
barriers to establishing additional east-west routes
in Central Rohnert Park. With respect to the
SMART corridor, the California Public Utilities
Commission (PUC) regulates at-grade roadway/rail
crossings, and is charged with minimizing the
number of such crossings to the greatest degree
possible. Aside from the challenges to gaining
approval for a new road/rail crossing from PUC, the
presence of the Foxtail Golf Course along the east
side of the tracks and the development pattern of
the residential subdivisions beyond that make
establishing new roadways east of the PDA
infeasible.
RPX is currently a major impediment to north-
south bicycle and pedestrian connectivity in the
PDA. The character, function, and expectations of
this expressway within the PDA would need to
change for RPX to support walkability and transit-
oriented development goals. Changing certain
functional characteristics of the roadway, such as
reducing the number of vehicular access points,
would ensure effective regional access. The
roadway’s characteristics also create connectivity
barriers at the block level, with block lengths
approaching 1,000 feet or more.
Jaywalking is prevalent along RPX, as evidenced by
makeshift pedestrian crossings. The median along
the length of RPX provides pedestrian refuge that
enables midblock crossings. Because of the extreme
distance between signalized crossings, jaywalking will
likely persist. Thus, RPX needs to be studied to
support additional safe bicycle and pedestrian
crossings that will better connect the centers to the
north and south.
2.4.2 Bike Circulation
Figure 2.6 identifies the existing and planned bicycle
and pedestrian facilities for Rohnert Park.
Most streets in the PDA have Class 2 bike lanes.
Class 1 trails parallel and cross Hinebaugh Creek and
Copeland Creek. These greenway corridors are
convenient and well used by both pedestrians and
bicyclists, but are not well marked or lit. The
Hinebaugh Creek and Copeland Creek trails are
largely hidden from view because they are located
behind apartment complexes and single-family homes.
Landscaping along the trail is overgrown in places,
further reducing visibility. These trails are reasonably
well connected to the communities east and west of
the SMART rail line and connect to the Sonoma State
University campus. The community has expressed a
need and identified opportunities in the PDA to
provide additional connectivity, with better north-
south connections, better maintenance more visibility
and security along community trails, and safe
crossings of U.S. 101.
North-south Class I trails are generally lacking, but
when constructed, the SMART multi-use path
(MUP) will provide an important Class I trail
through the community. The MUP is planned for the
east side of the railroad tracks, entering the PDA
from the south, and crosses to the west side of the
railroad tracks at Golf Course Drive/Wilfred
Avenue. Pedestrians and bicyclists traveling between
the SMART rail station and areas to the south will
access the MUP by crossing the tracks at either RPX
or Copeland Creek.
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 2-10
Figure 2.5: Vehicular Roadways
Source: City of Rohnert Park, AECOM, 2013
Chapter 2: Plan Context
Page 2-11
Source: SCTA, 2013
Figure 2.6: Pedestrian and Bicycle Facilities
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 2-12
The MUP will provide a north-south Class I bicycle
route that intersects the existing east-west trails
along Copeland Creek and Hinebaugh Creek. The
MUP also will help connect the Sonoma Mountain
Village PDA to the city’s bicycle network and
provide a Class I connection under U.S. 101 at the
northern edge of the city, at Redwood Drive, north
of Golf Course Drive.
2.4.3 Pedestrian Circulation
Sidewalks are generally continuous within the PDA,
except along frontages on two undeveloped
parcels—one on Commerce Boulevard west of
Professional Center Drive and another on State
Farm Drive north of Professional Center Drive.
Signalized intersections of city streets have marked
crosswalks on all intersection legs and pedestrian
buttons, with some providing countdown signals.
For pedestrian safety, signalized intersections at
freeway ramps have crosswalks on only two or
three legs. High-visibility crosswalk markings and
pedestrian crossing signs are provided at the
intersection of State Farm Drive and City Center
Drive, where adjacent mixed-use and civic functions
generate higher levels of pedestrian activity.
2.4.4 Transit
SMART Commuter Rail
The SMART commuter rail system is a 70-mile rail
line, planned to run from Cloverdale in Sonoma
County to Larkspur, where the Golden Gate Ferry
connects Marin County with San Francisco. Along
this path, located along the historic Northwestern
Pacific Railroad line, SMART will have 15 stations
along the major population and job centers in
Sonoma and Marin County, including Rohnert Park.
The system will operate an estimated 14 round-trip
trains on weekdays and four round-trip trains on
weekends.
Headways during morning and evening commute
periods will be 30 minutes, with longer headways
during midday, evening, and weekend periods.
SMART is planning to initiate rail service in late 2016
on its initial operating segment, which will run from
North Santa Rosa to the Downtown San Rafael
Transit Center.
The SMART rail station in Rohnert Park is planned
south of RPX. The station will include a park-and-
ride lot with approximately 130 vehicle parking
spaces, bicycle parking including lockers, an elevated
train platform, and pedestrian pathways and access
from surrounding streets.
Vehicular access to the station will occur via the
Enterprise Drive/Seed Farm Drive intersection. A
vehicular connection to RPX has been discussed as a
possible unsignalized eastbound right-in/right-out
connection or a new signalized intersection.
However, the proximity of the resulting intersection
to the SMART rail crossing on RPX presents
operational and safety challenges to this scheme.
Bus Service
Bus routes with direct connections to the SMART
station platform have not been finalized at this time,
but several options have been explored, including
drop-offs near the platform on RPX and/or State
Farm Drive and/or direct connections into the
SMART station parking area. If the Station Center
subarea (former State Farm campus) is developed,
bus drop-offs could occur at that site as well.
Numerous transit lines currently operate in the
PDA. Sonoma County Transit and Golden Gate
Transit provide bus service. Sonoma County Transit
(SCT) is the principal transit service in Rohnert
Park, providing daily local and intercity service. SCT
local routes 10, 12, and 14 provide transit access to
destinations on both the east and west sides of U.S.
101. Each local route operates with approximately
90- to 120-minute headways between 6:00 a.m. and
6:00 p.m. on weekdays, and 9:30 a.m. and 3:00 p.m.
on Saturdays; no local service is provided on
Sundays.
SCT Routes 26, 44, and 48 provide intercity service
to Rohnert Park. Route 26 provides service
between Rohnert Park and Santa Rosa between
approximately 6:30 a.m. and 5:30 p.m., with two
runs 1 hour apart for the morning and evening
commutes and one run during the middle of the day.
Routes 44 and 48 provide service between Petaluma
and Santa Rosa. Routes 44 and 48 operate with
approximately 40- to 120-minute headways between
6:30 a.m. and 8:30 p.m. on weekdays, with a
combined headway of 30–60 minutes. On
weekends, SCT Routes 44 and 48 operate with
approximately 2- to 4-hour headways between 7:00
a.m. and 8:00 p.m. and a combined headway of 1–2
hours.
Chapter 2: Plan Context
Page 2-13
Figure 2.7: SMART Commuter Rail Service
Source: SMART, 2015
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 2-14
The nearest SCT bus stops serving the PDA are
located at RPX and Commerce Boulevard, Raley’s
Town Center on State Farm Drive between RPX
and Enterprise Drive, the Senior Center on Hunter
Drive, and Chase Bank on RPX between Commerce
Boulevard and State Farm Drive. On weekdays, the
PDA is served by SCT Routes 10, 12/14, 26, and
44/48. On weekends, the PDA is served by SCT
Routes 10/12 and 44/48.
All SCT buses are wheelchair lift–equipped and can
transport two wheelchair passengers at a time. SCT
allows bikes on all of its buses. Buses are equipped
with a front-loading bike rack that accommodates
either two or three bicycles. When the front-
loading rack is full, bus drivers may allow up to two
bikes inside the bus.
Golden Gate Transit (GGT) provides daily
interregional service along the U.S. 101 corridor
between Santa Rosa and San Francisco. Route 72
provides weekday commuter service between Santa
Rosa and San Francisco, with a southbound stop at
RPX and northbound at U.S. 101 and RPX. Route
72 operates with 20- to 30-minute headways on
weekdays only, with service between Rohnert Park
and San Francisco. Routes 70/71/80 and 101 operate
daily along the U.S. 101 corridor between Santa
Rosa and San Francisco, with a stop on Commerce
Boulevard at RPX. On weekdays and weekends,
GGT Route 70/71/80 and 101 have 1-hour
headways. All GGT buses are handicap accessible
and equipped with a front-loading bike rack that
accommodates either two or three bicycles. On
express buses, storage space for bicycles is provided
under the coach.
Park-and-ride lots serving GGT and SCT users are
provided along the U.S. 101 corridor. A 150-space lot
exists on the western side of the RPX interchange
and a 180-space lot is provided on the eastern side.
Sidewalks connect the park-and-ride lots to
pedestrian facilities along RPX. In the northern part of
the PDA, a 180-space lot is located on Roberts Lake
Road, just north of Golf Course Drive.
Dial-a-Ride Paratransit Service
Dial-a-ride, also known as Paratransit or door-to-
door service, is available for those who are unable
to independently use the transit system because of
physical or mental disability. Sonoma County
Paratransit is designed to serve the needs of
individuals with disabilities in Sonoma County.
Service days are Monday through Friday from 5:00
a.m. to 11:00 p.m., and Saturday and Sunday from
7:00 a.m. to 9:00 p.m.
Chapter 2: Plan Context
Page 2-15
2.5 MARKET OVERVIEW
2.5.1 Employment Conditions and Job
Trends
According to U.S. Census Local Economics Dynamics
data, there were approximately 5,300 jobs in the
PDA in 2002, accounting for 39% of all employment
in Rohnert Park. By 2011, however, the PDA had
approximately 2,000 fewer jobs. This decrease
occurred in part because of the departure of two
major employers in Rohnert Park within the past 10
years. Agilent Technologies closed the company’s
Rohnert Park manufacturing plant in 2005 and State
Farm Insurance closed its Rohnert Park office in
2011. The resulting employment losses from these
two large employers are reflected in the industry
data, which show the greatest employment losses in
Rohnert Park between 2002 and 2011 occurring in
the finance and insurance industry (with a loss of
1,700 jobs) and the manufacturing industry (with a
loss of 1,400 jobs).
In contrast, employment in the educational services
industry doubled in Rohnert Park between 2002 and
2011, making this the new largest employment
industry in Rohnert Park and accounting for 20% of
all employment in Rohnert Park in 2011. According
to the City’s Comprehensive Annual Report for the
2011–2012 fiscal year Sonoma State University was
the largest employer in the city in 2012, with 1,000
employees, followed by the Rohnert Park/Cotati
Unified School District, with 492 employees.
Other significant industries in the PDA include
health care and social services, accounting for 19%
of PDA employment, and retail trade and finance
and insurance, both accounting for approximately
11% of employment, as summarized in the Market
Conditions Strategy Memo.
Based on unemployment data for Rohnert Park
between 2000 and 2012, unemployment in Rohnert
Park generally varied between 3% and 4% between
2000 and 2007 and peaked in 2010, reaching 10.3%.
Unemployment decreased to 6.9% in 2013,
suggesting a steady but ongoing recovery from the
recent recession.
2.5.2 Office Market Conditions
In Sonoma County, Santa Rosa serves as the
primary node for office-based employment, with
approximately 4.3 million square feet of office space,
according to data provided by Cornish & Carey
Commercial, a commercial brokerage. Petaluma and
Rohnert Park have smaller inventories of office
space, totaling approximately 1.3 million square feet
in Rohnert Park and 2.0 million square feet in
Petaluma. Within the PDA, office uses consist
largely of service commercial tenants including
financial, real estate, and medical services.
Table 2.2 shows current office market conditions in
Rohnert Park, Santa Rosa, and Petaluma. As shown,
more than one-third (38%) of office space in Rohnert
Park was vacant as of the second quarter of 2013.
Table 2.2: Office Market Overview, Second Quarter 2013
InventoryVacancyNet AbsorptionAverage Asking
Location(sq. ft.)RateQ2 2013 (sq. ft.)Rent (per sq. ft./mo)
Rohnert Park1,345,53337.8%(16,657)$1.62
Class A655,88552.8%6,005$1.74
Class B689,64823.6%(22,662)$1.37
Petaluma2,001,88126.3%(11,235)$1.84
Class A1,271,75332.0%(8,780)$1.94
Class B730,12816.3%(2,455)$1.67
Santa Rosa4,285,53118.2%23,676$1.65
Class A1,858,74623.4%(53,702)$1.80
Class B2,426,78514.1%77,378$1.47
Sources: Cornish & Carey Commercial Newmark Knight Frank, BAE; 2013.
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 2-16
Although the office vacancy can be attributed in
large part to closure of the Rohnert Park State Farm
office (adding approximately 320,000 square feet of
vacant office space), the market for office space in
Rohnert Park is limited. The average asking rent for
office space in Rohnert Park in the second quarter
of 2013 was $1.62 per square foot per month,
lower than the average in Petaluma ($1.84 per
square foot per month) and Santa Rosa ($1.65 per
square foot per month).
The future market for office space in Rohnert Park
and in the PDA may improve as the office market
continues to recover in primary Bay Area office
markets such as San Francisco and San Jose, pushing
demand to secondary and tertiary markets in the
region, and with enhanced transit improvements
resulting from the planned SMART station.
However, the large existing inventory of vacant
office space in the city is likely to limit the potential
for new office development in the PDA until the
vacant inventory is absorbed or redeveloped or
removed from the market.
2.5.3 Retail Market Conditions
Data on the retail real estate market in Sonoma
County were provided by commercial brokerage
firms Keegan & Coppin and Terranomics. Keegan &
Coppin provides inventory and vacancy data for
individual cities in Sonoma County and includes a
larger inventory of retail space, but does not
provide absorption or rental rate data. Terranomics
inventories a smaller subset of properties (generally
shopping centers of 50,000 square feet or more)
and does not provide data for individual cities in
Sonoma County, but does provide data on
absorption and rental rates at the county level.
Table 2.3 presents retail real estate market data.
As with the office market, the primary node of retail
activity in Sonoma County is in Santa Rosa. However,
Rohnert Park serves as a subregional node for retail
activity. According to Keegan & Coppin, Sonoma
County had 17.9 million square feet of retail space in
the second quarter of 2013, 44% of which was in
Santa Rosa. The retail inventory in Rohnert Park
totaled 3.4 million square feet, accounting for 19% of
the retail inventory in the county.
The retail real estate market in Sonoma County
reflects the continuing negative effects of the
recession, including ongoing high unemployment and
underemployment on retail spending in the area.
Although occupancy rates are strong, recent
negative absorption and low asking rents suggest
limited demand for retail real estate in the county. In
the second quarter of 2013, the retail vacancy rate
was relatively low at 5.1% countywide. The vacancy
rate in Rohnert Park was higher at 8.8%, but still in a
relatively healthy range.
Table 2.3: Retail Market Overview, Second Quarter 2013
Q2 2013 NetAverage NNN
InventoryVacancyAbsorptionAsking Rent (per
Location(sq. ft.)Rate (sq. ft.) (a)sq. ft./mo)(a)
Rohnert Park3,356,3918.8%N/AN/A
Petaluma2,764,5375.4%N/AN/A
Santa Rosa7,889,3774.0%N/AN/A
Elsewhere in Sonoma County3,925,6773.8%N/AN/A
Sonoma County Total17,935,9825.1%(108,092)$1.43
(a) Net absorption and average asking rent figures were provided by Terranomics, which
tracks a smaller number of properties than Keegan and Coppin and does not provide data for
individual cities in Sonoma County. All other data are provided by Keegan and Coppin.
Sources: Keegan and Coppin, Terranomics, BAE; 2013.
Chapter 2: Plan Context
Page 2-17
Existing retail spending patterns in Rohnert Park
indicate that the city is adequately served by
community-serving retail uses. Although a detailed
leakage analysis would be needed to fully analyze
potential retail leakage and injection in Rohnert
Park, these data suggest that Rohnert Park residents
are generally able to meet basic retail needs with
the offerings supplied within the city limits, and that
some residents living elsewhere in Sonoma County
regularly go to Rohnert Park for purchases.
In the PDA, there is a cluster of retail shopping
centers along RPX between U.S. 101 and State Farm
Drive. Because of this concentration of retail
centers, the PDA is particularly well served by
community-serving uses, such as grocery stores,
banks, fitness centers, and restaurants. Grocery
stores within the PDA include Raley’s, Safeway,
Grocery Outlet, and La Perla Market, a grocery
store specializing in Mexican food products.
2.5.4 Housing Conditions
According to building permit data provided by the
U.S. Census Bureau, building permit activity in
Rohnert Park and Sonoma County decreased
sharply in 2006, and has not yet returned to
previous levels. Rohnert Park issued permits for an
average of 188 units per year between 2003 and
2005, mostly in buildings with five or more units.
Since 2006, Rohnert Park has issued building permits
for a total of only 24 units, all of which were
permitted in 2007. These data indicate that
residential development activity in Rohnert Park has
not returned to levels seen before the recession.
For-Sale Housing
Home sale data were compiled from DataQuick,
which collects data from the Sonoma County
Assessor. In 2005, the median home sale price in
Rohnert Park was approximately $515,000 (Table
2.4). In 2012, the city’s median sale price was
$249,000, approximately 50% to 60% of the 2005
median.
More recent data indicate that home prices in
Rohnert Park overall have increased in recent
months, similar to price increases in many locations
throughout the Bay Area, suggesting that the local
housing market is beginning to recover. In Rohnert
Park, the median home sale price was $320,000 in
July 2013, up 28% from $250,000 in July 2012.
Recent sales of single-family homes in Rohnert Park
have consisted largely of units with three or more
bedrooms, with sale prices between $300,000 and
$450,000. In comparison, condominiums recently
sold in Rohnert Park typically had a lower sale price
and a smaller number of bedrooms.
Condominiums sold in Rohnert Park between
February and July 2013 had a median sale price of
$184,750, and 94% had either two or three
bedrooms. Almost all (96%) sold for less than
$300,000. These current condominium sale prices
are not conducive to new condominium
construction. However, it is anticipated as the for-
sale market recovers in Sonoma County and across
the Bay Area, the market for transit-oriented for-
sale product types is likely to improve, as evidenced
by recent selling trends in other infill areas in the
Bay Area.
Rental Housing
According to figures provided by RealFacts, which
collects data on multifamily rental developments
with 50 units or more, the multifamily rental market
in Rohnert Park consists of fairly small units on
average. Among properties in Rohnert Park that are
included in the RealFacts inventory, half are one-
bedroom units. The typical square footage of these
units is also fairly small, averaging less than 900
square feet for most unit types.
To a greater extent than the for-sale market, the
rental residential market in Rohnert Park has shown
indications of a recovery in recent years, with rents
higher than 2005 levels, as indicated by data from
RealFacts. Average rents decreased in Rohnert Park
between 2008 and 2010, but have increased quickly
in more recent years (Table 2.5). Overall, average
rents increased by 20% between 2005 and 2013,
reaching $1,263 by the second quarter of 2013.
Occupancy rates in rental properties in Rohnert
Park have also seen similar trends, with occupancy
rates reported by RealFacts to vary between 93%
and 98% in 2013. Occupancy rates higher than 95%
typically indicate a shortage of available rental
housing on the market, which suggests that there
could be a market for additional rental housing in
Rohnert Park once rents rise sufficiently to justify
new development.
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 2-18
Table 2.4: Median Home Sale Prices, 2005–2012
Location20052006200720082009201020112012July 2103
Rohnert Park$515,000$484,500$415,000$310,000$250,000$260,000$236,500$249,000$320,000
Santa Rosa$540,000$525,000$487,000$330,000$280,000$294,000$270,000$295,000$381,000
Petaluma$615,000$615,000$575,000$435,000$392,000$395,000$355,000$372,000$474,500
Sonoma County$562,500$545,000$505,000$365,000$310,000$320,500$297,000$320,500$424,250
Sources: DataQuick, 2013; BAE, 2013.
$0
$100,000
$200,000
$300,000
$400,000
$500,000
$600,000
$700,000
20052006200720082009201020112012July 2103
Rohnert Park Santa Rosa Petaluma Sonoma County
Q2 2013 NetAverage NNN
InventoryVacancyAbsorptionAsking Rent (per
Location(sq. ft.)Rate (sq. ft.) (a)sq. ft./mo)(a)
Rohnert Park3,356,3918.8%N/AN/A
Petaluma2,764,5375.4%N/AN/A
Santa Rosa7,889,3774.0%N/AN/A
Elsewhere in Sonoma County3,925,6773.8%N/AN/A
Sonoma County Total17,935,9825.1%(108,092)$1.43
(a) Net absorption and average asking rent figures were provided by Terranomics, which
tracks a smaller number of properties than Keegan and Coppin and does not provide data for
individual cities in Sonoma County. All other data are provided by Keegan and Coppin.
Sources: Keegan and Coppin, Terranomics, BAE; 2013.
Chapter 2: Plan Context
Page 2-19
Table 2.5: Rental Market Housing Trends, 2005–2013
Note:
(a) Data captures rental housing complexes with more than 50 units in Rohnert Park.
Sources: RealFacts; BAE, 2013.
90.0%
91.0%
92.0%
93.0%
94.0%
95.0%
96.0%
97.0%
98.0%
99.0%
$0
$200
$400
$600
$800
$1,000
$1,200
$1,400
$1,600
$1,800
$2,000
200520062007200820092010201120122013
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Studio 1BR/1BA 2BR/1BA 2BR/2BA 3BR/2BA All Unit Types
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CHAPTER 3 | VISION AND PLAN CONCEPTS
Page31
3.1 CHAPTER OVERVIEW
This chapter provides an overview of the
community vision and preferred plan concepts for
the Central Rohnert Park Priority Development
Area (PDA). The information presented here
reflects input received from the community and
stakeholders in workshops and meetings
conducted during the planning process. This
chapter summarizes the community’s placemaking
priorities, land use and development concepts,
circulation and connectivity concepts, and open
space concepts that serve as the development
framework for Central Rohnert Park. Subsequent
chapters of this PDA Plan provide details on how
to carry forth individual elements and themes of
this vision.
3.2 CENTRAL ROHNERT PARK
PLACEMAKING PRIORITIES
As summarized below, several placemaking
priorities emerged from the project visioning
process and serve as key themes for the PDA.
1. Create a Downtown for Rohnert Park
Participants in the planning process stated that
there is no center in the city. They described
their vision for “Downtown” as follows:
Distinctive. Downtown is designed with
quality architecture, landscaping, and public
spaces. Downtown should not be the “flavor
of the day,” but rather reflect the unique
sense of place and traditions and values in
Rohnert Park.
Compact and Walkable. Downtown is a
compact, walkable district with high-density
residential and commercial development. It is
pedestrian- and transit-oriented and accessible
from the Sonoma-Marin Area Rail Transit
(SMART) rail station and the surrounding
community.
Active and Mixed-Use. Downtown is an
active place, with a mix of housing options;
specialty shopping; food and entertainment
uses; parks, plazas, and recreation; transit
services; and public amenities. Like other
downtowns, it should balance parking
demand with a creation of a vibrant place.
Patrons can park in one place and walk to
Downtown and other areas of the community.
Accessible. Downtown is easily accessible by
car, bikeway, pedestrian paths, and transit. It
provides services and amenities for the diverse
population and users in the community,
including local residents, employees,
students, and visitors.
Business-Oriented. Downtown is an
economic center and thriving place of
business, where businesses (shops and
services) choose to locate.
Activate commercial main streets with
landscaping and wide sidewalks.
Design Downtown with quality
architecture and public spaces.
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 3-2
2. Support Connections in Central
Rohnert Park
Establish a Transit District Providing
Intermodal Bus and Commuter Rail
Services. The community’s current transit
orientation, with buses clustered in several
locations near the SMART rail station,
supports the establishment of a transit
district, where the timing of transit services is
coordinated with SMART rail service. The
central location of the SMART station should
be leveraged to support foot traffic and
convenient circulator service through the
Downtown and adjacent shopping centers.
Improve Local Access. Many of the city’s
arterial and collector roadways are designed
to accommodate efficient vehicular flow.
These roadways, however, need to be
designed to also support safe community
access, particularly bike and pedestrian
circulation, with safe street crossings and
slowing traffic speeds through the heart of
the Downtown area; improved parking area
circulation; and other bike and pedestrian
amenities.
Expand Regional Access. The PDA Plan
promotes roadway enhancements; transit,
bike, and pedestrian connections within and
outside the PDA to the SMART rail station
and other community destinations–regional
parks, open space, and trails. The Plan
supports completion of regional bike trail
system gaps through the community to
connect residential neighborhoods in the city
to the SMART station and other destinations
in Central Rohnert Park.
3. Enhance the District Identity of Central
Rohnert Park
Establish a Uniform Streetscape and
Landscape Theme. A common landscape
theme is used to bring identity to Central
Rohnert Park and establish unique districts
such as, Downtown, within the community.
Landscape and streetscape features unify and
help to establish the unique character and
conditions of the community, drawing from
the native landscape features of the Santa
Rosa Plain.
Strengthen the Architectural Character
in the Community. Consistent with the
character of newer developments in the city,
a mix of architectural styles common to the
Sonoma County region–a blend of traditional,
Mediterranean, Tuscan, and rustic or rural
design elements and sustainable development
features are encouraged in Central Rohnert
Park.
Provide Gateway and Wayfinding
Signage. A gateway and wayfinding signage
program for Central Rohnert Park,
coordinated with streetscape and landscape
themes and materials used in the community
supports the unique sense of place of
Downtown and Central Rohnert Park as the
center of community life in Rohnert Park.
Coordinate gateway and wayfinding signage
with landscape themes in the PDA.
Chapter 3: Vision and Plan Concepts
Page 3-3
4. Green the Community
Expand and Enhance Established
Landscaping and Open Space Features.
Existing open space and landscape features,
including the creek open space corridors and
trails; street corridors, with views to the
Sonoma Mountains; and landscaped
greenbelts at the edge of the community are
existing assets that are integrated in the
landscape and open space network of the
community, as a unique feature enhancing the
livability and identity of Central Rohnert Park
and expanding the green infrastructure in the
city.
Support the Creation of a Seamless
Open Space Network Connecting the
Region. Central Rohnert Park is a stop
providing for the recreational needs of the
community along a seamless open space and
bike and pedestrian trail network that will
connect the City to the Sonoma and Marin
County regions along the SMART multi-use
path.
Promote Sustainable Design. Sustainable
landscaping and building design best practices,
including repurposing/reusing existing
buildings; orienting development for passive
heating and cooling opportunities; employing
climate-appropriate landscaping; and
demonstrating low-impact development
features, such as bioretention planters,
permeable pavers, and green roofs are
encouraged and rewarded.
3.3 THE PLAN
Central Rohnert Park is envisioned as the social
and economic heart of the city. The PDA already
supports a mix of shopping, employment,
residential, and mixed-use development, and a
walkable city center. Arrival of the SMART rail
system to Rohnert Park provides additional
opportunities to create a walkable Downtown for
the city, adjacent to transit.
Plan concepts for Central Rohnert Park conceive
of five subareas, and a distinct Downtown district,
with unique characteristics as summarized in the
following sections. These subareas provide the
commercial and service needs of the community
and are envisioned to be developed as distinct
community places in and of themselves, connected
by an improved city street grid and transit, bike,
and pedestrian facilities. Additionally, formation of
a Downtown district is envisioned to “knit
together” the commercial heart of the PDA, near
the SMART rail station platform.
Figure 3.1 illustrates the key features and land use
concepts for subareas; a proposed Downtown
district; and the circulation and park and open
space design framework intended to connect the
PDA internally with adjacent community areas.
Subarea concepts for land use and development,
circulation, open space, and other characteristic
features follow in this section.
Encourage the development of new parks,
plazas, and open space connections.
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Source: AECOM, 2015
Figure 3.1: Central Rohnert Park Plan Concept
Chapter 3: Vision and Plan Concepts
Page 3-5
3.4 SUBAREA LAND USE AND
DEVELOPMENT CONCEPTS
3.4.1 TRIANGLE BUSINESS SUBAREA
The Triangle Business subarea, located north of
Hinebaugh Creek, has the potential to be an
important business and employment center for
Rohnert Park, with frontage both along U.S. 101
and the SMART rail line. Consisting of office, light
industrial, and warehouse space, this subarea is
envisioned to transform into a more cohesive,
mixed-use business district through infill
development, redevelopment of underused sites,
building reuse, and landscape improvements.
Redevelopment of private properties in this
subarea should be supported by public roadway
and district wayfinding improvements.
The southern end of the Triangle Business
subarea includes a 9-acre parcel zoned Mixed-
Use. Approximately half of this parcel has been
developed as a self-storage facility and the other
half of the parcel remains vacant. The mixed-use
zoning permits residential or commercial
development, but high-density residential
development is most likely to occur on the
property.
Priorities for this subarea are to support existing
businesses at affordable rents; attract diverse new
tenants, higher paying office jobs, new retail and
service uses, and a high-quality hotel that could
benefit from freeway presence on U.S. 101; and
provide opportunities to creatively reuse the
existing buildings for new uses such as a brewery,
artist studio, or flexible mixed-use spaces.
To reduce the amount of impervious surface in
this subarea, sustainable stormwater management
approaches and open space and paseos should be
encouraged as new development or
redevelopment occurs. Within one-half mile of
the planned SMART rail station, street
improvements along major roadways in the
subarea are recommended to improve bike and
pedestrian access and parking and enhance the
landscape character and identity of the subarea, as
described in Chapters 4 and 5.
Beyond the concepts of this PDA Plan, this
subarea is recommended for additional study, in
coordination with private property owners and
businesses in the subarea, to address subarea
improvement opportunities.
These plans should build from the framework
established in this PDA Plan, to address:
streetscape improvements that enhance the
subarea’s identity and support bike and
pedestrian access and connections;
the potential for shared-use driveways and
parking between adjacent properties to
reduce curb cuts on the street and support
streetscape, circulation, and open space
improvements;
coordination with private property owners
and businesses to improve the organization of
driveways, walkways, parking, and open space
connections;
façade and landscape improvements that
contribute to the public identity of the
community; and
opportunities to reduce overall impervious
surface area through streetscape and
landscape improvements and development of
common open space as properties redevelop
in the subarea.
Reuse buildings to support recreational
activities in the community.
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3.4.2 CITY CENTER SUBAREA
This mixed-use area and civic center destination
for Rohnert Park is bounded on the south by
Rohnert Park Expressway (RPX), on the north by
Hinebaugh Creek, and on the east by the planned
SMART rail line. The City Center subarea is
anchored by a civic plaza and uses that include a
library and the City’s public safety building on one
end and a neighborhood commercial center on the
other. Vacant and underused properties in the
subarea have potential to support compact infill
development and redevelopment on small parcels
that can support smaller businesses and tenants, in-
line office and service tenants, and mixed-use
development and lofts that complement the
existing character of the City Center.
The City Center subarea has is envisioned as a
walkable, self-sufficient community in proximity to
the SMART rail station. Apart from portions of
Civic Center Drive, the existing street grid within
this suabarea is not well defined, but expected to
change over time as new development occurs.
Along Civic Center Drive, broad sidewalks and
landscaped tree wells create a pleasant walking
experience that has started to establish the
framework for a walkable, mixed-use, pedestrian-
oriented subarea. These improvements should be
supported by new uses that build on the area’s
neighborhood character and continues to refine
the urban street grid in the City Center.
Additionally, bike and pedestrian circulation
improvements should be implemented to connect
the subarea to employment uses in the north, east-
west community creek trails along Hinebaugh
Creek, and the SMART stop to the south.
Much of the City Center subarea already exhibits
the qualities desired for Downtown (e.g.,
walkability, activity centers, plazas, street furniture).
These features and qualities are envisioned to be
extended south to expand and establish a larger
Downtown district for Rohnert Park, as further
described in Section 3.4.6.
Encourage mixed-use lofts with residential
uses above neighborhood retail.
Activate commercial areas with small
plazas and seating places.
Consider future opportunities to relocate
City Hall to complete the Civic Center.
Link subareas and centers to the adjacent
neighborhoods via pedestrian paths.
Chapter 3: Vision and Plan Concepts
Page 3-7
3.4.3 STATION CENTER SUBAREA
The Station Center subarea is envisioned to
complement the progress in the City Center by
establishing a Downtown destination in Rohnert
Park for dining, entertainment, retail shopping,
services, and recreational activities. The Station
Center subarea redevelops the State Farm office
campus and relocates the City corporation yard
to provide a retail-focused Downtown area that
serves the local community and draws regional
visitors through access along SMART. This
Downtown area includes or is adjacent to transit-
supportive housing, office, civic, and other
community-oriented uses.
The Station Center subarea incorporates a
walkable street grid and continuous bike,
pedestrian, and open space connections,
integrated with the existing park/open space
system in the city. This subarea preserves the
existing, mature redwood trees, encircling the
property and incorporates trails and paths that
connect the community to the SMART station, to
uses and destinations in the community, and
other regional open space and trail systems.
The north portion of the Station Center subarea
is part of the Downtown district, envisioned to
extend north across RPX to include the City
Center and west across State Farm Drive to
include portions of the Central Commercial
subarea. Within the Station Center, the
Downtown district includes a commercial main
street lined with shops, a central community
green, a transit plaza north of the SMART rail
platform, and the potential for bus and passenger
drop-off and transfer to the SMART station.
The southern half of the Station Center subarea is
envisioned to be developed with a variety of high-
density multifamily housing and residential mixed-
use development, located within a cohesive
residential community, connected by walking paths.
To improve connectivity, at-grade intersection
crossing improvements include pedestrian
refuges, pedestrian-activated crosswalk signals,
and rail crossing safety arms. Improvements
support safe pedestrian crossings of RPX, State
Farm Drive, and the SMART rail corridor. A
bike/pedestrian bridge overcrossing of RPX
should be constructed to connect the Downtown
Provide a diversity of housing types and
styles with shared common space.
Line shops within the subarea along a
commercial main street.
Establish the Station Center subarea as a
compact, walkable community.
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district, between the Station Center and City
Center subareas.
3.4.4 CENTRAL COMMERCIAL SUBAREA
Bounded by and accessed via Commerce
Boulevard, State Farm Drive, and Enterprise
Drive, the Central Commercial subarea includes
the grocery stores, post office, banks, and
restaurants that support the daily retail and
service needs of the community. Although
primarily auto-oriented, the Central Commercial
subarea is located near existing residences in the
Creekside Neighborhood and planned new
residences in the Station Center subarea.
This subarea is composed of several large
shopping centers that are separated by busy
roadways and not well connected to one
another or internally for pedestrian mobility.
The Raley’s and Safeway shopping centers are
located “back to back” and, though adjacent lack
safe pedestrian facilities. A key challenge is to
support connectivity from these shopping
centers to the nearby community and reduce
reliance on the automobile for short internal
trips within the PDA.
As redevelopment of these shopping centers
occurs, pedestrian facilities and amenities should
be added to support a more pedestrian-friendly
shopping experience and improve local
community access by bicycle or foot. Such
improvements could include parking lot
landscaping and shading; outdoor seating, dining,
or gathering places; new defined vehicular routes
and pedestrian walkways; bicycle facilities; and
directional signage that facilitates community
access.
The northern portion of the Raley’s shopping
center is envisioned as part of the Downtown
district, further described and identified below in
Section 3.4.6. Within this area of the community,
streetscape improvements and new infill growth
is needed to shape the streetscape character and
appearance of the Downtown district on both
sides of State Farm Drive.
The subarea should also be improved with safe
vehicular access along Commerce Boulevard,
State Farm Drive, and surrounding area roads
and safe bike and pedestrian access to the
SMART rail station and adjacent neighborhoods.
Improve community/pedestrian access n
large commercial parking lots.
Support development of local gathering
places in commercial shopping centers.
Provide safe pedestrian passage connecting
shopping areas to adjacent neighborhoods.
Chapter 3: Vision and Plan Concepts
Page 3-9
3.4.5 CREEKSIDE NEIGHBORHOOD
The Creekside Neighborhood, located south of
Enterprise Drive, is a multifamily residential area
bisected by the Copeland Creek greenway. This
subarea includes City Hall and a corner shopping
center at the intersection of Enterprise Drive and
Commerce Boulevard. Although the Creekside
Neighborhood is largely built out, portions of this
subarea are within a 5- to 10-minute walking
distance of the SMART rail station, making the
neighborhood accessible by foot or bicycle to
transit and providing a local built-in population to
patronize the shops and services in the
commercial and mixed-use subareas north of the
neighborhood.
The Creekside neighborhood has potential for
some residential and commercial infill growth, but
remains a primarily multifamily residential area.
Continuing to improve Copeland Creek as a back
yard open space amenity and regional trail
connector for the community is a key priority of
this subarea. Bike and pedestrian trail access
enhancements, as well as lighting, trail signage, and
regular maintenance are envisioned to maintain
and improve the creek corridor as a local amenity
and support safe access to the SMART multi-use
path and other destinations in the community.
The entrances to Copeland Creek are currently
not well marked and are largely hidden from
view. Enhancements to trail intersections on
Commerce Boulevard and Seed Farm Drive
would improve their visibility, wayfinding, safety,
and overall quality. Trail entrances from
Enterprise Drive should be enhanced with signage
and other improvements.
3.4.6 DOWNTOWN DISTRICT
As described in the community priorities, a key
theme that has emerged is the need for a
Downtown in the PDA. A Downtown District
Amenity Zone overlay is proposed to realize the
vision for Downtown as...
a distinct place and vibrant mixed-use
commercial core;
a compact and walkable environment; and
transit-oriented district that is internally
connected across RPX and State Farm Drive
and accessible from the SMART station and
surrounding neighborhoods.
Downtown should possess the following qualities,
as introduced in Chapter 1:
A distinct and cohesive design character that
respects the local Sonoma County landscape
and the artistic, cultural, and sustainability
values of the community.
Enhance the Copeland Creek corridor as
an important local community resource.
Include neighborhood-oriented infill and
streetscape enhancements in the Creekside
neighborhood.
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A pedestrian-oriented development pattern,
with walkable streets and blocks, compact
building footprint, and generous open space.
A mix of uses, with emphasis on lifestyle and
specialty retail; entertainment; urban-style
living options; public space; and transit-
supportive (job, service, and retail) uses.
Public space catering to the diverse segments
of the community.
A new Downtown District Amenity Zone overlay
is proposed to implement the Downtown
District, as addressed in greater detail in Chapter
4, “Land Use and Development.”
3.5 CIRCULATION CONCEPTS
Multi-modal transportation options (vehicular,
transit, bicycle, and pedestrian travel modes)
through a network of sidewalks, bicycle and
pedestrian paths, and landscaped streets and
corridors weave and connect the PDA.
Bicycle and pedestrian paths provide north-south
and east-west connections to the SMART rail
station, creek corridors, and residential
neighborhoods in the community. These paths
connect to regional open space and trail systems
and complete the community’s circulation
network.
Buses and a community circulator are provided
and timed to coordinate with SMART rail service
to serve commuters and transport them to
employment centers, subareas, and other
destinations in the community such as Sonoma
State University and Graton Rancheria Casino.
Support development of continuous bicycle
and pedestrian facilities as an alternative
to vehicular travel modes.
Chapter 3: Vision and Plan Concepts
Page 3-11
3.6 Park and Open Space
Concepts
Open space through the community currently
comprises the east-west Copeland Creek and
Hinebaugh Creek open space corridors, redwood
tree-lined landscaped corridors on major
roadways, landscape open space buffers along the
SMART rail line and U.S. 101, and community
spaces on private property.
The regional open space and trail system for the
PDA is established by the creek corridors; SMART
multi-use path; and landscape corridors on the
major roadways in the PDA, including Commerce
Boulevard, State Farm Drive, RPX, and Enterprise
Drive. New park, open space, and trail connections
focus on completing connections to the regional
open space network and providing active and
passive recreational facilities to serve the variety of
needs and activities in the community.
Park and open space features envisioned in the
PDA include unified and landscaped roadway
corridors with consistently spaced shade trees;
new north-south and east-west landscape paseos
and trails, connecting to the SMART multi-use
path and regional trail networks; and new or
improved public and private parks, plazas, and
gathering spaces that contribute to the public
character and livability of streets and community
areas in the PDA.
Support development of continuously
landscaped roadway corridors to improve the
public character of the community.
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CHAPTER 4 | LAND USE
Page41
4.1 CHAPTER OVERVIEW
This chapter describes the land use framework
for the Central Rohnert Park Priority
Development Area (PDA)—specifically, its land
use designations, associated development
standards, and development potential. Land use
and development standards implement the
preferred plan concepts, introduced in Chapter 3.
A variety of land use, development, open space,
and circulation conditions are present in Central
Rohnert Park, as described in Chapter 2 (Plan
Context).
The PDA has been organized into five distinct
mixed-use subareas, which form the basis for
evaluating characteristic uses in the community:
Triangle Business subarea, a business
subarea transitioning from industrial uses, with
frontage along U.S. 101 and the Sonoma-Marin
Area Rail Transit (SMART) rail line.
City Center subarea, a current civic center
and neighborhood-oriented mixed-use area,
with potential for infill growth that
complements the existing land use and
circulation framework in the area.
Station Center subarea, a new mixed-use,
transit-oriented community adjacent to the
SMART rail station, with a town center,
diverse housing, parks, open space, and
gathering places.
Central Commercial subarea, the City’s
primary retail and service shopping area,
including grocery stores, a post office, banks,
and restaurants.
Creekside Neighborhood subarea, an
established multifamily residential
neighborhood area, centered along
Copeland Creek.
Subarea Character and Emerging Roles
The Triangle Business subarea is a
mixed-use employment center with
freeway presence near the SMART
rail line.
The City Center subarea is
emerging as a civic center hub
and walkable neighborhood.
The former State Farm campus in
the Station Center subarea is an
opportunity site for a new town
center in the city.
The Downtown District is to be a
central retail and entertainment
core for the PDA that is
envisioned as pictured.
The Central Commercial subarea
is a cluster of centers providing
retail and services to the
community.
The Creekside subarea is a
multifamily residential area
centered on Copeland Creek.
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 4-2
Subareas are intended primarily to help divide
the PDA Plan into meaningful study areas, but
are not intended to establish regulatory
controls. Established General Plan designations
and zoning districts, with some modifications,
will help implement the PDA subarea concepts.
Planned new land uses build off the existing
assets and character of each subarea to enhance
their roles in the broader PDA.
In addition to subareas, a Downtown District
will be established and implemented through
development of a Downtown District Amenity
Zone (DDAZ) overlay zone. The DDAZ is
proposed to tie together the subareas in terms
of walkability and is intended to help focus
investments into Downtown, including amenities
(e.g., benches, plazas, signage, and lighting).
The subareas and downtown district for the PDA
support the community’s needs for diverse retail
experiences, jobs, services, housing, and attractive
places to live, work, and play. Figure 4.1 illustrates
the composition and mix of land uses envisioned in
each subarea and in the DDAZ.
4.2 LAND USE AND
DEVELOPMENT GOALS AND
POLICIES
In addition to the goal, policies, and standards of
the General Plan and Zoning Code, the PDA shall
be subject to the goals and policies listed below.
See Chapter 5 for related circulation goals and
policies and Chapter 6 for community design
goals and policies.
General Land Use and Development
Goal L-1: Establish Central Rohnert Park as a
complete community, with distinctive mixed-use
areas and places.
Policy L-1.1: Take advantage of the relatively close
proximity and mixed-use character of each of the
PDA subareas to support a one-stop destination for
the community’s shopping, employment, living, and
recreational needs.
Policy L-1.2: Support new art and entertainment
venues in the PDA.
Policy L-1.3: Implement a Regional Commercial
Overlay zone to support opportunities for a variety
of regional commercial uses in the Triangle Business
subarea, particularly within vacant and underused
portions of the Triangle Business subarea, fronting
U.S. 101 (as identified in Figure 4.2).
Policy L-1.4: Implement a Downtown District on
both sides of RPX and State Farm Drive and
encompassing the SMART rail station.
Goal L-2: Promote high-quality, compact infill
growth in the PDA that enhances the character
of existing neighborhoods, complements the
identity of subareas, and improves the bike,
pedestrian, and transit orientation in the PDA.
Policy L-2.1: Design new development to reinforce
and enhance the unique qualities of each subarea.
Policy L-2.2: Support creation of a pedestrian-
oriented Downtown, adjacent to the SMART rail
station.
Policy L-2.3: Build on development in the City
Center as a civic and cultural destination, with
smaller shops and services, mixed-use lofts, and
neighborhood-oriented uses.
Policy L-2.4: Promote infill development to
activate State Farm Drive, a key roadway connecting
all subareas in the PDA.
Policy L-6.1: Support and market available
employment parcels within walking distance of the
SMART rail line or local transit stop. Connect these
centers with bicycle and pedestrian facilities.
Policy L-2.5: Provide transitions to established
neighborhood areas by ensuring appropriate setback
standards and stepbacks for upper-story levels of
multi-story structures, adjacent to residential uses.
Housing and Anti-Displacement
Goal L-4: Encourage variety in new housing
development to serve the diverse segments of
the community, including students, working
professionals, families, and senior citizens.
Policy L-4.1: Provide a variety of housing types and
densities.
Policy L-4.2: Focus the development of new
housing in the City Center and Station Center
subareas, at densities sufficient to support transit
use and with access to employment and community
services in the region.
Policy L-4.3: Increase minimum density limits for
higher density housing near transit (particularly within
one-half-mile of the SMART rail station).
Chapter 4: Land Use
Page 4-3
Source: AECOM 2015
Figure 4.1: Land Use Concept Diagram
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 4-4
Goal L-5: Ensure an adequate supply of
affordable rents and home ownership
opportunities, avoiding indirect displacement of
existing residents.
Policy L-5.1: Support and encourage the provision
of housing to a broad range of income levels,
including market-rate and affordable housing.
Policy L-5.2: New development shall be required
to comply with the City’s inclusionary housing
ordinance.
Policy L-5.3: Affordable housing should be
encouraged, based on implementation of City
programs and policies, identified in the City’s
Housing Element Update and as recommended for
the PDA, as summarized in Section 4.2.3.
Economic Growth
Goal L-6: Support the PDA as a thriving business
and employment district.
Policy L-6.1: Implement corridor landscape
improvements that beautify and improve vehicular,
transit, bike, and pedestrian access to businesses
within the PDA.
Policy L-6.2: Support and market infill
development opportunities on vacant and
underused sites that can attract small and large
tenants and a variety of users.
Policy L-6.3: As new development occurs, provide
incentives and assistance to existing small businesses
for property improvements that support their
vibrance and viability.
Policy L-6.4: Encourage existing property owners
in the suburban commercial and business centers in
the Central Commercial and Triangle Business
subareas to upgrade their properties to support
new public places and improve the pedestrian
orientation and character along the street or retail
frontages.
Environmental Conservation and
Sustainability
Goal L-7: Preserve, protect, and restore sensitive
natural resources in the PDA.
Policy L-7.1: In new development, use site
preparation, grading, and construction techniques
that prevent contamination and sedimentation of
creeks and streams.
Policy L-7.2: Avoid adverse impacts on ecologically
sensitive habitat and wildlife in planning,
construction, and maintenance of creek corridor
paths.
Policy L-7.3: Protect native and heritage trees that
meet the definition of a “protected tree” under the
City’s Zoning Ordinance.
Policy L-7.4: Plant native vegetation in parks, public
areas, and creek open space corridors.
Goal L-8: Encourage new development to
incorporate sustainable building principles.
Policy L-8.1: Promote site and building design that
improves energy efficiency by designing for natural
cooling and passive solar heating. This can be
achieved through the addition of building and site
development features such as extended eaves,
window overhangs, and awnings; tree placement for
natural cooling; and orientation of buildings and
windows to take advantage of passive solar heating.
Policy L-8.2: Support the use of green or
sustainable building materials, including recycled-
content materials that are consistent with the style
and character of buildings.
Policy L-8.3: New project development will be
required to comply with applicable greenhouse gas
reduction strategies in the Sonoma County Climate
Action Plan and the Rohnert Park Greenhouse Gas
(GHG) Emissions Reduction Plan.
Policy L-8.4: Prior to obtaining building permits,
projects within the PDA will need to be evaluated
against the Bay Area Air Quality Management
district’s thresholds of significance for project-level
impacts and comply with applicable control
measures in the Bay Area 2010 Clean Air Plan.
Potentially significant GHG impacts will need to be
mitigated to a less-than- significant level through
alteration of project details or construction
methods.
4.3 SUBAREA LAND USE AND
IMPROVEMENT CONCEPTS
The land use and development concepts described
in the following sections serve as the basis for the
land use and development standards described in
the latter parts of this chapter.
Chapter 4: Land Use
Page 4-5
4.3.1 Triangle Business Subarea
Based on the vision and development concepts
tested for opportunity sites in the Triangle
Business subarea, provided under separate
attachment, the following changes are
recommended in this subarea:
Roadway and streetscape improvements that
enhance the subarea’s aesthetics and identity.
Adjacent private-ownership parcels are
encouraged to share driveways and internal
connections should be made to reduce street
curb cuts and allow more continuous
sidewalks.
Accompanying private-property
improvements to façades and landscaping of
front yards.
Additional new landscaping with
opportunities to incorporate low-impact
development features such as infiltration
planters, bioswales, and curb extensions that
reduce impervious surface area, manage
stormwater flows, and “green” the streets,
parking lots, and other landscaped areas.
Open space features, such as common space,
greens, pedestrian walkways, or paseos.
These features are encouraged and should be
added as sites redevelop, to improve bike and
pedestrian connectivity.
Multimodal circulation and streetscape
improvements, as described and illustrated in
the street sections in Chapter 5.
To support a greater mix of uses in the Triangle
Business subarea than currently allowed by
existing zoning, a Regional Commercial Overlay
zone is proposed (Figure 4.2). This overlay zone
is proposed on the existing properties zoned
Industrial (I-L), fronted or served by Commerce
Boulevard, Cascade Court, and State Farm Drive,
from one parcel deep north of Utility Court to
several parcels deep south of State Farm Drive.
The proposed Regional Commercial Overlay
zone would attract and support a variety of new
businesses and enhance the area’s interface with
passing traffic on U.S. 101. Methods to improve
traffic flow and access to U.S. 101 may need to be
considered to accommodate additional
commercial activity in this area.
Figure 4.2: Proposed Regional
Commercial Overlay Zone Boundary
The southwest corner of the Triangle Business
subarea includes a Mixed-Use (M-U) zoning
designation that could accommodate 100–150
additional residential units.
Applying the Regional Commercial Overlay zone
would still permit the uses allowed by the
Industrial zone, such as manufacturing,
warehousing, research and development, and auto
repair, to remain (per Section 17.06.100 of the
City’s Zoning Ordinance). However, the overlay
zone would also allow a variety of retail, hotel,
and service uses, as permitted in the Regional
Commercial (C-R) zone designation (per Section
17.06.060 of the City’s Zoning Ordinance).
Based on maximum average feasible floor
area ratio (FAR) assumptions for the zoning
district, up to 166,800 square feet of retail
and service commercial, 153,000 square feet
of office, and 182,000 square feet of industrial
uses are proposed in the Triangle Business
subarea to support new infill and
redevelopment. About 1.5 acres of open
space are proposed to support a central
pedestrian paseo for the PDA.
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 4-6
4.3.2 City Center Subarea
Infill growth is proposed in the City Center
subarea to implement the framework established
in the City Center Concept Plan (2002), but this PDA
Plan updates the vision in the concept plan to
reflect changes that have occurred in the area and
potential development opportunities that may
result from the arrival of the Rohnert Park SMART
rail station.
The City Center subarea will continue to grow and
evolve as a mixed-use civic and neighborhood
commercial center, supporting commercial retail
and service and office development in the Padre
Shopping Center, west of State Farm Drive. This
subarea will support additional residential mixed-
use infill (such as residential lofts above ground-
floor commercial uses), civic uses, and
neighborhood commercial uses on the underused
parking parcels adjacent to the new civic center
area, west of State Farm Drive.
Projections indicate that this subarea will support
an additional 115 residential units and up to
approximately 103,500 square feet of residential
mixed-use area, 56,500 square feet of retail or
service development, 32,500 square feet of office
uses, and 50,000 square feet of public-institutional
or civic development. Siting and planning of
parking structures in the City Center subarea is
also encouraged, to accommodate future growth
in the PDA. Such structures should be
constructed as feasible, based on parking demand.
Existing zoning in this subarea has been updated
to support mixed-use opportunities in the City
Center subarea that implement the City Center
Concept Plan. Thus, zoning in this subarea is
proposed to remain unchanged, except to
promote and encourage high-density housing in a
compact fashion near the SMART rail station. An
increase in the allowable residential density in the
existing Mixed-Use zone designation to 45
dwelling units per acre is proposed.
4.3.3 Station Center Subarea
Land use concepts for the Station Center subarea
involve relocating the City corporation yard and
redeveloping the State Farm campus as a
pedestrian- and transit-oriented community, with
a town center shopping and entertainment
center; a community park along Rohnert Park
Expressway (RPX); a transit plaza adjacent to the
SMART rail station; and a mix of new residential,
residential mixed-use, civic, and neighborhood
commercial and office uses. A continuous street,
landscape, and park and open space framework
provides unity and identity to the subarea.
Proponents of future development projects in the
Station Center subarea should submit a Planned
Development application to allow the subarea to
define its own unique set of land use and zoning
standards, consistent with the vision of this PDA
Plan. Development projections for the Station
Center subarea, described in Section 4.4, envision
up to 415 residential units, including about
122,000 square feet of residential mixed-use area;
171,600 square feet of retail or service
development; 65,300 square feet of civic uses; and
up to 6 acres of open space.
A parking benefit district that serves the Station
Center and City Center subareas and the
adjacent commercial centers is recommended as
a long-term community improvement to
efficiently serve future parking demand, as this
demand increases over time, with new
development.
Chapter 4: Land Use
Page 4-7
4.3.4 Central Commercial Subarea
The Central Commercial subarea, containing the
major shopping and grocery stores in the city, is
developed primarily with shops and is operating
successfully. Improvements recommended for this
subarea include new infill uses to break up large
surface parking areas at the commercial shopping
centers and tenant façade and streetscape
improvements to enhance vehicular and
pedestrian safety.
New infill commercial opportunities are
encouraged to hold street edges and activate
and improve the area’s interface with the
Station Center and City Center subareas
along State Farm Drive. The following
connectivity improvements supporting
pedestrian and vehicular safety are
encouraged: detached single-family and
multifamily housing, at densities ranging from
12.1 to 30 units per gross acre.
To support the transformation and greater range
of uses in the Triangle Business subarea, a
Regional Commercial Overlay zone is proposed
in the area zoned I-L. This will allow uses and
development standards applying to light industrial
uses to remain the same, but also permit greater
flexibility in the types of commercial uses allowed,
similar to uses permitted in the C-R zone.
north-south and east-west pedestrian
connections within and between centers and
subareas;
walkway and landscape improvements within
commercial centers to connect commercial
shops and services internally and provide
external connections to the surrounding
community, transit stops, and public
sidewalks;
driveway and streetscape improvements to
ensure safe vehicular access and bike and
pedestrian crossings; and
mid-block and intersection crossing
improvements, as addressed in Chapter 5, to
support safe pedestrian access between
subareas and from transit stops in the Central
Commercial subarea to the planned SMART
rail station, particularly in the initial phases of
the rail line’s operation.
As a centrally located shopping and convenience
center, this subarea is envisioned to continue its
function as a major community shopping
destination. Infill projections indicate that the
Central Commercial subarea will support an
additional 74,000 square feet of retail or service
development and approximately 12,500 square
feet of public-institutional uses.
Existing zoning designations in this subarea include
Regional Commercial, Public/Institutional, and
High Density Residential. No changes to existing
zoning are proposed because development
standards in place already support the envisioned
infill development potential in the subarea.
4.3.5 Creekside Neighborhood
Subarea
The Creekside Neighborhood subarea is an
existing, largely built-out multifamily residential
area. This subarea contains the highest density of
housing development in the city. Some infill
growth may occur in this subarea, permitting a
maximum development potential 30 dwelling
units per acre in the R-H zone. However, this
subarea is otherwise, not anticipated to see much
land use change. Projections for the Creekside
Neighborhood permit the potential infill
development of an additional 155 residential units
and up to 17,500 square feet of commercial retail
or service uses.
No zoning changes are identified for this subarea;
however, improvements to bike and pedestrian
trail connections in the subarea are highly desired.
The Copeland Creek greenway and connecting
area trails are envisioned to be improved and
enhanced to support safe access and connections
from the community to the future SMART rail
station and multi-use path and to the commercial
and mixed-use areas to the north.
The Copeland Creek corridor and north-south
greenways in the subarea should be enhanced
through regular maintenance to ensure the safety
and visibility of trails. Lighting and interpretive and
wayfinding signage should be incorporated to
direct people to community destinations and
streets and support interpretation of natural
features along the creek trail, such as native or
riparian trees and other habitats.
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 4-8
4.3.6 Downtown District Amenity Zone
An emerging theme for the Central Rohnert Park
PDA is the need for a downtown area. To
facilitate the development of Downtown, a
Downtown District Amenity Zone (DDAZ) is
proposed to be established for Rohnert Park.
The DDAZ will be implemented as a new overlay
zone, intended to focus investment within the
envisioned Downtown District and help facilitate
and create a compact, walkable, commercial
district that is unique to Rohnert Park. The
DDAZ will encompass the SMART rail station
and the existing or planned commercial areas
immediately surrounding this. It will build from
and extend the urban streetscape environment
already established in the City Center, south
across RPX to include the envisioned Downtown
commercial area in the Station Center subarea
and west to encompass the portions of the
Central Commercial subarea fronting State Farm
Drive and RPX (Figure 4.3).
The DDAZ is intended to be adopted as a new
overlay zone that will include development
standards to support creation of a walkable
dining, entertainment, retail, and civic district,
within an urban atmosphere that is uniquely
defined for the city.
Figure 4.3: Proposed Downtown District Amenity Zone Overlay Boundary
Source: AECOM, 2015
Chapter 4: Land Use
Page 4-9
4.4 LAND USE AND
DEVELOPMENT POTENTIAL
4.4.1 Zoning and Land Use
Designations
This section describes the zoning and land use
designations that will govern development in the
PDA. Figure 4.4 shows the proposed zoning
diagram for the PDA. Established areas in the
PDA are expected to see some incremental infill
growth, but implementing the vision for these
subareas is not expected to require major land
use changes. Thus, the PDA shall continue to be
governed by the City’s existing zoning
designations, as shown in Figure 4.4, with the
following exceptions:
A new Regional Commercial Overlay zone is
proposed over the base Industrial zone in the
Triangle Business subarea to help facilitate
redevelopment of several vacant and
underused sites, as represented by the orange
dashed boundary in Figure 4.4.
The Station Center subarea is proposed for
rezoning to a Planned Development
designation. This new designation will allow
establishment of unique land use and
development standards for the subarea, as
shown in Figure 4.4 that could support higher
density, intensity transit-oriented land uses
than currently permitted by existing zoning
standards.
The DDAZ is proposed to facilitate the
creation of a downtown for Rohnert Park by
focusing public improvements and amenities
in a walkable, commercial, mixed-use district.
The following existing zoning designations shall
continue to govern in the PDA. Table 4.1
summarizes zoning designations and development
standards applicable to the PDA.
Regional Commercial (C-R) zone, located
in the Triangle Business, Creekside
Neighborhood, and Central Commercial
subareas. This zone permits shopping centers
and other retail uses that attract customers
from outside the city. This zone permits a
maximum FAR of 0.4, with a maximum FAR
of 1.5 for hotel and motel uses (Table 4.1).
Industrial (I-L) zone, found in the Triangle
Business subarea, allows for campus
environments for corporate headquarters,
research and development facilities, offices,
light manufacturing, assembly, industrial
processes, warehousing, storage, distribution,
service commercial, and ancillary retail uses.
This zone allows a maximum FAR of 0.5, but
an FAR of up to 1.0 may be permitted and
approved by the Planning Commission.
Industrial with Office Overlay (I-L/O),
also located primarily in the Triangle Business
subarea. This zone permits the same uses as
the I-L zone, but also allows administrative,
financial, business, professional, medical,
public office, and supporting commercial uses
(as permitted in the Office Commercial
[C-O] district). Development is subject to the
same standards as in the I-L zone.
Mixed-Use (M-U) zone, located in the City
Center and Triangle Business subareas. This
zone accommodates compatible businesses,
retail stores, service and institutional
organizations, and residences. Up to a 1.5
FAR is permitted for nonresidential uses,
while a 2.0 FAR is allowed for residential-
commercial mixed uses. Maximum density
will increase to 45 units per acre in keeping
with the vision for this zone.
Public/Institutional (P-I) zone, which
applies in the City Center and Central
Commercial subareas. This zone allows for
schools, government offices, transit sites,
religious facilities, and other facilities with a
public character. This district permits a
maximum FAR of 0.5.
High Density Residential (R-H), in the
Creekside subarea, permits a wide range of
detached single-family and multifamily
housing, at densities ranging from 12.1 to 30
units per gross acre.
To support the transformation and greater range
of uses in the Triangle Business subarea, a
Regional Commercial Overlay zone is proposed
in the area zoned I-L. This will allow uses and
development standards applying to light industrial
uses to remain the same, but also permit greater
flexibility in the types of commercial uses
permitted, as allowed by the C-R zone.
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 4-10
Figure 4.4: Proposed Zoning Diagram
Source: AECOM, 2015
Refer to Figure
4.5 for Station
Center Land Uses
Chapter 4: Land Use
Page 4-11
Table 4.1: Proposed Zoning Designations and Development Standards
Zoning/Land
Use
Designations
Residential
Density
Range
(units/acre)
Assumed
Residential
Density[4]
(units/acre)
Allowed
Max.
Intensity
(FAR)
Assumed
Intensity
(FAR)
Maximum
Building
Coverage
(%)
Zoned
Area
(gross
acres)
Percentage
of the PDA
(%)
Existing Zoning Designations to Remain
Regional
Commercial
(C-R)
0.4 [1] 0.325 60% 60.2 18.1%
Industrial (I-L) 0.5 [2] 0.30 60% 23.4 7.0%
Industrial/Office
Overlay (I-L/O) 0.5 [2] 0.325 60% 72.3 21.7%
Mixed-Use (M-U) 12.1 to 45 35 1.5 (CMU);
2.0 (RMU)
0.45 (City
Center);
0.35
(Triangle)
80% 26.0 7.8%
Open Space–
Environmental
Conservation
(OS-EC)
[3] [3] 18.3 5.5%
Public/
Institutional (P-I) 0.5 0.35 50% 11.2 11.2%
High Density
Residential (R-H)
12.1 to 30
[3] 30 1.15 - 40% 60.3 18.1%
Proposed New Zoning Designations
Industrial/
Regional
Commercial
Overlay
(I-L/CR)
0.5 [2] 0.325 60% 28.4 8.5%
Downtown
District Overlay 12-75
see
applicable
subarea
1.5 (CMU);
2.0 (RMU)
see
applicable
subarea
90%
(overlaps
with other
uses)
(overlaps
with other
uses)
Station Center District Planned Development (PD) 32.4 9.7%
Commercial
Mixed-Use 1.5 0.60 80%
Residential
Mixed-Use 15–35 35 2.0 1.00 80%
High Density
Residential 12–75 35 60%
Office or Civic 1.0 0.60 70%
Park/Open
Space [3] [3]
Total 332.5 100.0%
Notes:
CMU = Commercial Mixed-Use; FAR = floor area ratio; PDA = Priority Development Area; RMU = Residential Mixed-Use
[1] An FAR of 1.5 is allowed for hotel and motel uses in the C-R district.
[2] An FAR of 1.0 is allowed for industrial projects, approved by the Planning Commission and meeting criteria set forth in
City of Rohnert Park–approved design guidelines.
[3] A density of 1 unit per acre is allowed in the developable portion of any property within the OS-EC district. In the
Station Center district, commercial kiosks or buildings may be permitted in the Park/Open Space land use designation.
[4] The assumed residential density is for the purpose of calculating carrying capacity of infrastructure within the PDA—the
maximum level of development expected.
Source: AECOM, 2015
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 4-12
The proposed DDAZ supports the creation of a
walkable Downtown district through urban design
standards that allow buildings to be built to the
edge of the sidewalk; emphasizes wide sidewalks
and pedestrian amenities along commercial
streets; supports compact, multi-story
development; promotes on-street parking and
transit use; and may incentivize these features
desired in a Downtown setting through parking
reductions or density bonuses.
The Station Center subarea is recommended to
be developed as a Planned Development zoning
district. In keeping with the vision for this
subarea, a unique set of land use and development
standards is proposed (Table 4.1 and Figure 4.5).
Planned new land uses in this subarea include:
Station Center–Residential Mixed-Use,
which permits residences, organized in a
pedestrian-oriented environment in a
horizontal or vertical mixed-use
configuration, with residential densities of 15–
45 dwelling units per acre and maximum 2.0
FAR. Compatible businesses and retail and
services are proposed to be permitted,
preferably at ground level. Open space or
community amenities for the public and
residents are encouraged in this subarea.
Station Center–Commercial Mixed-Use
supports a variety of service, retail, and civic
uses organized in a pedestrian-oriented
environment, in a horizontal or vertical
mixed-use configuration, and encourages new
civic and open space uses. This district
permits a maximum 1.5 FAR.
Station Center–Office allows for all types
of administrative, financial, business,
professional, medical, public office, and/or
public institutional uses, such as government
or nonprofit offices. This district permits a
maximum 1.0 FAR.
Station Center–High Density
Residential permits a wide range of single-
family to multifamily housing, at densities
ranging from 12 to 45 units per acre, with an
assumed density of 30 units per acre.
Station Center–Open Space is subject to
the same uses as the existing OS-EC district,
except that it permits a maximum
development potential of 1 percent of the
total land use area to provide opportunities
for small retail pavilions and other
neighborhood or transit services.
4.4.2 Site Development Potential
By testing opportunity sites for subareas and
considering reasonable market opportunities, a
maximum average development cap was
established for each subarea. Table 4.2
summarizes the existing and added development
potential to provide a picture of the build-out
potential in the PDA.
Additional development potential is expressed as
a development cap, under the assumed densities
and intensities identified in Table 4.1, used to
establish the parameters for future land use
intensification in the PDA. Based on the average
densities and intensities referenced in Table 4.1,
this PDA Plan assumes and analyzes an added
development potential in the PDA of:
835 dwelling units;
429,936 square feet retail or service
commercial uses;
205,232 square feet of office uses;
62,807 square feet of public/institutional uses;
and
129,315 square feet of industrial uses.
Actual development may vary from these
assumptions. The development potential of the
PDA was calculated solely to estimate the
carrying capacity of the PDA infrastructure, used
to analyze infrastructure, traffic, and other project
impacts. This should be viewed as the maximum
expected development in the PDA, not the
expected level of development.
Although individual projects can achieve the
maximum densities and intensities permitted for
each zoning district (Table 4.1), the total overall
development cap for each category of land use
(Table 4.2) cannot be exceeded in the PDA
without triggering the requirement for additional
environmental analysis, as addressed in Chapter 8,
“Implementation and Financing.”
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CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 4-14
Table 4.2: PDA Site Development Potential
Subarea
Land Uses
Open
Space
(acres)
Residential
units
Building Area (net square feet)
Retail or
Service
Commercial
Office Public-
Institutional Industrial Total Non-
residential
Existing Development [1]
Triangle Business 2.9 0 76,882 742,540 251 768,429 1,588,102
City Center 2.6 143 units 50,500 0 135,005 0 185,505
Station Center 0 0 0 283,230 7,168 0 290,398
Central Commercial 0 240 units 544,111 44,410 14,528 0 603,049
Creekside
Neighborhood 11.2 1007 units 29,235 11,600 11,600 0 50,360
Total 16.7 1,390 units 700,728 1,081,780 166,477 768,429 2,717,414
Additional Development Potential [2]
Triangle Business 2.5 150 units 120,881 91,415 0 129,315 341,611
City Center 0 115 units 56,581 32,560 50,362 0 139,503
Station Center 6.0 415 units 171,626 65,340 0 0 236,966
Central Commercial 0 0 74,264 0 12,445 0 86,709
Creekside
Neighborhood 0 155 units 17,534 0 0 0 17,534
Total 8.5 [5] 835units 429,926 205,232 62,807 129,315 822,324
Total Development Potential [3]
Triangle Business 5.4 150 units 197,763 833,955 251 897,744 1,929,713
City Center 2.6 258 units 107,081 32,560 185,367 0 325,008
Station Center 6.0 415 units 171,626 65,340 [4] 0 [4] 0 236,966
Central Commercial 0 240 units 618,375 44,410 26,973 0 689,758
Creekside
Neighborhood 11.2 1,162 units 46,769 11,600 9,525 0 67,894
Total 25.2 2,225 units 1,141,614 987,865 222,116 897,744 3,249,337
[6]
Notes:
[1] Existing development is based on assessor’s parcel data, verified through aerial maps, and adjusted where needed.
[2] See Table 4-1 for land use assumptions used in determining the PDA’s additional development potential.
[3] Total development potential is the sum of existing development plus the assumed additional development potential.
[4] Existing uses in the Station Center subarea are proposed for removal and redeveloped with new uses.
[5] Identifies dedicated public park/open space, based on proposed land use concepts studied for the PDA. Additional open space
to be provided for new development, as required by the Zoning Code, is not reflected in the project area totals.
[6] Non-residential project area totals also support the addition of up to 500 hotel rooms.
Source: Assessor’s Parcel Data, modified by AECOM in 2015
Chapter 4: Land Use
Page 4-15
4.5 AFFORDABLE HOUSING AND
ANTI-DISPLACEMENT
This section summarizes the analysis of the
Affordable Housing and Anti-Displacement
Strategy Memo, prepared by Bay Area Economic,
to plan for the PDA’s affordable-housing needs.
4.5.1 Housing Affordability
Housing affordability is typically measured by the
percentage of household income that is spent on
housing costs. Housing is typically considered
affordable to a given household when total
housing costs equal 30 percent of gross
household income or less. As analyzed in the
PDA Profile for Rohnert Park in 2013, PDA
households had a median income of
approximately $31,600, compared to a median
income of $57,000 in Rohnert Park overall.
The PDA has very few households compared to
the rest of the community, mostly in apartment
complexes concentrated in the Creekside
Neighborhood subarea. The City Center has
some more recent residential development,
constructed after 2000. As envisioned by this
PDA Plan, additional residential development
could occur in the Station Center, City Center,
Triangle Business, and Creekside Neighborhood
subareas.
The City’s Housing Element provides information
about the affordability of for-sale and rental
housing in Rohnert Park, demonstrating that the
housing in the city is generally unaffordable to
lower income households with incomes equal to
the PDA’s median income.
For-Sale Homes
Data and analysis on home sales prices presented
in the Rohnert Park Housing Element indicate
that home sale prices for two- and three-
bedroom housing units are generally unaffordable
for very-low-income households and some low-
income households. As indicated in Table 4.3,
households earning the PDA’s median annual
income (approximately $31,600 in 2013) would
be unable to afford the median sales price for a
home in Rohnert Park.
Rental Affordability
Like for-sale prices, average rental rates in
Rohnert Park are unaffordable to lower-income
households. Table 4.4 shows the maximum
affordable rent for households at various income
levels and sizes compared to the average market-
rate rent in Rohnert Park, based on data and
calculations presented in the City’s 2015–2023
Housing Element. As shown, market-rate rents
exceed the affordability threshold for very-low-
income households and for two-, three-, and
four-person low-income households. Based on
the PDA’s median income of $31,600 per year in
2013, the average market-rate rent in Rohnert
Park exceeds the affordability threshold for PDA
households by more than $600 per month.
The current cost of market-rate housing in
Rohnert Park suggests that market-rate rents for
units in new development will exceed the
affordability thresholds for lower income
households. Although some existing for-sale units
are affordable to households earning 70 percent
of the area’s median income and some rental
units are affordable to households earning less
than 100 percent of the area’s median income,
new-construction units built at current market
prices are expected to generate higher rents and
sale prices than the existing units in the city. The
City has begun to address this need in the
Housing Element by identifying sites for new
affordable units in the PDA and other places in
the city.
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 4-16
Table 4.3: Affordability of Market-Rate For-Sale Housing, Rohnert Park, 2013
Household (Unit) Size
1 Person2 Person3 Person4 Person
(2 Bedrooms)(2 Bedrooms)(2 Bedrooms)(3 Bedrooms)
2013 Median Sale Price (a)$165,500$165,500$165,500$277,500
Maximum Affordable Monthly Rent
Extremely Low Income (30% AMI)
Household Income (b)$17,400$19,850$22,350$24,800
Max. Affordable Sale Price (c)$71,393$81,445$91,703$101,755
Amount Above (Below) Median Sale Price($94,107)($84,055)($73,797)($175,745)
Very Low Income (50% AMI)
Household Income (b)$28,950$33,050$37,200$41,300
Max. Affordable Sale Price (c)$118,783$135,605$152,633$169,455
Amount Above (Below) Median Sale Price($46,717)($29,895)($12,867)($108,045)
Low Income (70% AMI)
Household Income (b)$40,450$46,250$52,050$57,800
Max. Affordable Sale Price (c)$165,968$189,765$213,563$237,155
Amount Above (Below) Median Sale Price$468$24,265$48,063($40,345)
Median Income (100% AMI)
Household Income (b)$57,800$66,100$74,350$82,600
Max. Affordable Sale Price (c)$237,155$271,211$305,061$338,911
Amount Above (Below) Median Sale Price$71,655$105,711$139,561$61,411
Moderate Income (110% AMI)
Household Income (b)$63,600$72,700$81,750$90,850
Max. Affordable Sale Price (c)$304,445$348,006$391,327$434,887
Amount Above (Below) Median Sale Price$138,945$182,506$225,827$157,387
Notes:
(a) Median sale price from www.trulia.com, Rohnert Park Trends, February 2014, as reported in Table 9-23 of the Draft
Rohnert Park 2015-2023 Housing Element, September 2014. 2-bedroom unit size used for households with one to three
persons because prices are not available for smaller home sizes, likely due to a shortage of available homes for sale in
this size range.
(b) Household income per City of Rohnert Park,
<http://www.ci.rohnert-park.ca.us/Modules/ShowDocument.aspx?documentid=797>, accessedon December
27, 2013, as reported in Table 9-22 of the Draft Rohnert Park 2015-2023 Housing Element, September 2014.
(c) Assumes that 30 percent of income (or 35 percent for moderate-income) is available for or mortgage payment,
taxes, mortgage insurance, and homeowners insurance. Also assumes 95 percent loan at 5 percent annual interest
rate and 30-year term; assumes taxes, mortgage insurance, and homeowners insurance account for 21 percent of
total monthly payments. Figures reported are as shown in the Table 9-22 of the Draft Rohnert Park 2015-2023 Housing
Element, September 2014.
Sources: Draft Rohnert Park 2015-2023 Housing Element, September 2014, as cited in notes above; BAE, 2015.
Chapter 4: Land Use
Page 4-17
Table 4.4: Affordability of Market-Rate Rental Housing, Rohnert Park, 2013
Household (Unit) Size
1 Person2 Person3 Person4 Person
(Studio)(1 Bedroom)(2 Bedrooms)(3 Bedrooms)
Average Market-Rate Monthly Rent (a)$775$1,109$1,446$1,757
Maximum Affordable Monthly Rent
Extremely Low Income (30% AMI)
Household Income (b)$17,400$19,850$22,350$24,800
Max. Affordable Monthly Rent (c)$435$496$559$620
Amount Above (Below) Market Rate Rent($340)($613)($887)($1,137)
Very Low Income (50% AMI)
Household Income (b)$28,950$33,050$37,200$41,300
Max. Affordable Monthly Rent (c)$435$496$559$620
Amount Above (Below) Market Rate Rent($340)($613)($887)($1,137)
Low Income (60% AMI)
Household Income (b)$34,700$39,650$44,600$49,550
Max. Affordable Monthly Rent (c)$868$991$1,115$1,239
Amount Above (Below) Market Rate Rent$93($118)($331)($518)
Median Income (100% AMI)
Household Income (b)$57,800$66,100$74,350$82,600
Max. Affordable Monthly Rent (c)$1,445$1,653$1,859$2,065
Amount Above (Below) Market Rate Rent$670$544$413$308
Moderate Income (110% AMI)
Household Income (b)$63,600$72,700$81,750$90,850
Max. Affordable Monthly Rent (c)$1,855$2,120$2,384$2,650
Amount Above (Below) Market Rate Rent$1,080$1,011$938$893
Notes:
(a) Average market-rate monthly rent per RealFacts Annual Trend obtained December 2013, as reported in Table
9-25 of the Draft Rohnert Park 2015-2023 Housing Element, September 2014.
(b) Household income per City of Rohnert Park,
<http://www.ci.rohnert-park.ca.us/Modules/ShowDocument.aspx?documentid=797>, accessedon December
27, 2013, as reported in Table 9-22 of the Draft Rohnert Park 2015-2023 Housing Element, September 2014.
(c) Assumes that 30 percent of income (or 35 percent for moderate-income) is available for monthly rent,
including utilities. Figures reported are as shown in the Table 9-22 of the Draft Rohnert Park 2015-2023 Housing
Element, September 2014.
Sources: Draft Rohnert Park 2015-2023 Housing Element, September 2014, as cited in notes above; BAE, 2015.
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 4-18
Affordable-Housing Needs
The Housing Element is the primary tool used to
plan for and address affordable-housing needs in
California. This projected need is determined
through the Regional Housing Needs Allocation
(RHNA) process, which distributes project
regional housing needs to individual cities and
counties by income level. The RHNA allocation
for Rohnert Park during the current planning
period, between 2015 and 2023, identifies a need
for 899 units in the city; 46 percent should be
affordable to households earning 120 percent of
the average area median income (AMI) or less, as
shown in Table 4.5.
Recent changes in state law require local
jurisdictions in California to plan to accommodate
larger shares of their project housing need in areas
accessible to transit, beginning in the current
planning period. To meet these goals, the region’s
Job-Housing Connection Strategy, adopted in May
2012, anticipate that new housing development is
emphasized in PDAs, thus making PDAs important
locations to plan for housing affordable to
households of all income levels.
Based on the estimated affordable-housing needs
citywide and income distribution for Rohnert
Park during the current 2015–2023 planning cycle,
835 new residential units is the projected
affordable housing need in the PDA Plan,
distributed among income categories (Table 4.6).
This analysis suggests a project need for
approximately 168 units affordable to very-low-
income households, 99 units affordable to low-
income households, and 118 units affordable to
moderate-income households.
These calculations provide an estimate of housing
needs for the current planning cycle and a general
guideline for affordable-housing needs in the PDA
to ensure the planned SMART rail station and PDA
amenities are available to all segments of Rohnert
Park’s current and future populations. Changes to
the future RHNA requirements, the rate of
affordable-housing production, and the actual rate
of development in the PDA will result in different
incomes.
Housing price data indicate that although some
existing rental and for-sale housing in the PDA is
affordable to low-income households, new
market-rate construction in the PDA is likely to
be more expensive and unaffordable to low-
income households, requiring public funding
sources and strategies to facilitate production of
new affordable housing to meet the participated
housing needs.
Based on input of staff from Burbank Housing, a
developer of affordable housing active in Sonoma
County, affordable-housing projects typically
require between $100,000 and $140,000 per unit
in local funding to make projects feasible.
This presents a challenge for local governments.
Additional new funding sources are anticipated to
be needed to continue to fund affordable-housing
programs. Chapter 8 of this PDA Plan describes
potential additional sources of funding to support
the development of affordable housing in the PDA.
RHNA
Income Category Number Percent
Very Low (<50% of AMI)18120.1%
Low (50-80% of AMI)10711.9%
Moderate (81-120% of AMI)12714.1%
Above Moderate (>120% of AMI)484 53.8%
Total899100.0%
Sources: ABAG Final Regional Housing Needs Allocation, 2013, as
cited in the Draft 2015-2023 Rohnert Park Housing Element, September
2014; BAE, 2015.
Percent ofTotal New
Income Category New UnitsUnits
Very Low (<50% of AMI)20.1%168
Low (50-80% of AMI)11.9%99
Moderate (81-120% of AMI)14.1%118
Above Moderate (>120% of AMI)53.8%450
Total100.0%835
Sources: ABAG Final Regional Housing Needs Allocation, 2013, as
cited in the Draft 2015-2023 Rohnert Park Housing Element,
September 2014; AECOM, 2015; BAE, 2015.
Table 4.6: Affordable-Housing Needs
in the PDA, 2015–2040
Table 4.5: Citywide Regional Housing
Needs Allocation, 2015–2023 Planning
Chapter 4: Land Use
Page 4-19
4.5.2 Anti-Displacement
Enhanced transit accessibility and public and
private investments in the PDA may increase the
demand for housing, which can result in both
direct and indirect displacement of existing
residents.
Direct displacement can occur as rents and sale
prices in the area increase, potentially allowing
property owners to gain more value from
properties through redevelopment and causing
owners of some older residential properties to
demolish existing buildings to rebuild larger and
newer projects that can achieve higher current
market rental rates.
Because development in the PDA is anticipated to
occur incrementally over time through infill
growth and does not propose changes that would
result in demolition of existing residential units,
direct displacement of existing residents in not
expected.
Indirect displacement may result as the area’s
housing prices increase, thus causing rents for
existing units to increase, which can make existing
residential units unaffordable for existing
households. The higher cost of land acquisition in
areas with high property values also often
presents a barrier to the construction of
affordable new units by increasing the costs of
housing production, resulting in an overall lack of
housing opportunities adjacent to transit station
areas for new or existing households with low or
moderate incomes.
In part, displacement can be prevented by
producing new units in the PDA that are
affordable to low- or moderate-income
households, assuming that these units are
available to PDA residents who otherwise would
be displaced from the area. Other actions that
can be used to address displacement are
summarized in the tables in Section 4.5.3.
4.5.3 Affordable Housing and Anti-
Displacement Programs and
Strategies
The Public Review Draft of the City’s 2015–2023
Housing Element Update includes a set of policies
and programs that the City currently implements
or plans to implement during the 2015–2023
Housing Element cycle. Among the policies and
programs detailed in the Draft 2015–2023
Housing Element are:
ensuring an adequate supply of land zoned for
residential uses at sufficient densities to
accommodate existing and future housing
needs;
identification of opportunity sites for
residential development, including sites in the
PDA;
requiring residential ownership projects to
include affordable units in accordance with
the City’s Inclusionary Housing Ordinance;
working with nonprofit and other affordable
housing developers to facilitate the
production of affordable housing;
minimizing governmental constraints to the
provision of affordable housing;
participation in the Mortgage Credit
Certificate Program for first-time
homebuyers;
planned adoption of a residential in-lieu fee
subject to a future fee study;
providing incentives such as expedited
application processing, fee deferrals,
modifications to development standards, or
financial assistance to developers that provide
affordable units;
pursuing state and federal funding for
affordable housing and supporting partner
applications for state and federal funding for
affordable housing;
monitoring affordable units at risk of
conversion to market rate, working with
owners of properties at risk of conversion to
examine strategies to preserve or replace the
units, and assisting tenants displaced by
conversions in finding affordable housing;
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 4-20
enforcement of mobile-home lease controls
and regulations governing the conversion of
use in mobile home parks;
partnering with the Sonoma County
Community Development Commission on
housing rehabilitation programs for low- and
moderate-income households; and
continued implementation of the City’s
Density Bonus Ordinance.
In addition to these policies and programs,
complementary actions that can be implemented
to facilitate the production of new affordable
housing and prevent displacement of existing
residents in the PDA are summarized in Tables
4.7 and 4.8.
Chapter 4: Land Use
Page 4-21
Table 4.7: Potential Affordable Housing Programs/Strategies
Program Type Program Strategy
Housing Impact Fees
A housing impact fee could be adopted and charged to developers of market-rate
rental residential projects to generate revenue for affordable housing. This fee would
be similar to the in-lieu fee that the City plans to adopt for ownership units, but would
allow the City to collect revenue from developers of market-rate rental units. To adopt
a housing impact fee, the City would first need to prepare a nexus study to determine
the maximum fee rate. However, the City could choose to adopt a fee that is lower
than the maximum established by the nexus study to account for development
feasibility or other considerations. The fee could be waived for developers that provide
affordable units according to City policy, making the impact fee program similar to an
inclusionary housing ordinance with an in-lieu fee alternative. Because housing impact
fees would be collected from all development in the city, funds generated from projects
outside the PDA may be available to support development of affordable housing in the
PDA. The allocation of these funds to specific affordable-housing developments will be
based on future City decisions in response to specific requests by affordable-housing
developers.
Dedication of New General
Fund Revenues
New development in the PDA will increase property values in the area and generate
additional property tax revenues to the City. Rohnert Park could adopt a policy to
dedicate a portion of its increase in General Fund revenues to production of affordable
housing, essentially a set-aside fund giving the City discretion, while relying on state law.
Community Benefits Plan
In general, a community benefits plan would require that developers of new projects
provide a community benefit in exchange for an increase in density for the project, and
could be implemented as a modification to the City’s existing density bonus ordinance.
This approach would need to be studied to determine the benefits to be provided and
the density increases to be permitted for the PDA. Potential community benefits could
include affordable housing, public open space, or community-serving uses such as child
care, senior centers, or community centers, which would help to create a
neighborhood that serves the needs of a variety of households at all income levels.
Benefits could be provided directly or through financial contributions that support the
provision of community benefits.
Affordable-Housing
Incentives
Rohnert Park has a density bonus ordinance and offers various incentives to developers
that provide affordable units. The City could adopt additional incentives tied to the
provision of affordable housing. Incentives could be offered citywide or in an affordable-
housing overlay area defined by the City. The incentives offered, the number of
affordable units required, and the required affordability levels would be determined
based on further study.
Small and Scattered Site
Acquisition and Land
Banking
A policy could be adopted to direct a portion of the City’s affordable-housing
resources to acquisition of small and scattered sites and land banking efforts in the
PDA. Land banking could be furthered by requiring or encouraging developers of
market-rate units to dedicate land to the City for future affordable-housing projects.
The land acquired through these efforts could be provided to affordable-housing
developers to build new affordable units in the PDA.
Community Land Trust and
Cooperative Ownership
Models
Rohnert Park has a history of working with nonprofit housing developers to encourage
the development of affordable housing in the city. To diversify affordable housing
options and create additional opportunities for affordable housing production, the City
could adopt a policy to work with nonprofits to establish community land trusts and
limited-equity cooperative housing developments in the PDA.
Notes: City = City of Rohnert Park; PDA = Priority Development Area.
Source: BAE, 2015
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 4-22
Table 4.8: Anti-Displacement Programs/Strategies
First-Time Homebuyer
Program
Some funds could be targeted as available to provide first-time homebuyer assistance
to lower income PDA renter households, potentially allowing these residents to
purchase homes and remain in the area.
Rent Stabilization
A rent control ordinance could be adopted to limit allowable residential rent increases.
The rent control ordinance would be subject to a number of state laws, which would
allow for decontrol of rents at termination of tenancy and apply rent control only to
units constructed before 1995, and would likely apply citywide rather than in the PDA
only. Rent control would help to stabilize rents for existing tenants, thereby helping to
avoid displacement.
Condominium Conversion
Control
A condominium conversion ordinance could be adopted to regulate the conversion of
rental units to condominiums and reduce the potential impacts on the City’s rental
housing inventory.
Relocation Assistance
Developers could be required to provide relocation assistance to lower income
residents displaced by the redevelopment of residential properties. Although this PDA
Plan does not anticipate demolition and redevelopment of existing residential
properties in the PDA, requirements for relocation assistance would mitigate the
impacts of displacement if future market conditions enhance the redevelopment
potential of existing properties and lead to demolition of existing units.
Right of First Return
An ordinance could be adopted that requires developers of projects that will displace
existing lower income residents to offer new units to these residents at the same
rental rate that the residents are charged in the property to be demolished. (These
rents would be below market for new units but may be above affordable rents
calculated based on household Income figures.)
One-to-One Replacement One-to-one replacement of demolished residential units could be required.
Source: BAE, 2015
CHAPTER 5 | CIRCULATION AND CONNECTIVITY
Page51
5.1 CHAPTER OVERVIEW
This chapter describes the circulation systems in
and around the Central Rohnert Park Priority
Development Area (PDA), including vehicular
roadways, regional and local transit services, and
bicycle and pedestrian travel routes connecting
the PDA. Arrival of the Sonoma-Marin Area Rail
Transit (SMART) commuter rail station will be an
opportunity to shape future development by
creating a transportation hub in the city,
supported by a new town center in the Station
Center subarea and coordinated with regional
and local bus service.
Circulation and connectivity concepts for the
PDA focus on enhancements to the city’s existing
roadways and potential for new roadways that
support and improve: overall multi-modal
connectivity in the PDA; efficient utilization of
roadway right-of-way; and safe vehicular
connections and continuous bike and pedestrian
access to destinations in the PDA and
surrounding neighborhoods.
To this end, circulation and connectivity goals and
policies for the PDA are summarized in the next
section and supported by recommended roadway,
transit, and bike and pedestrian design concepts
and improvements that follow in this chapter.
5.2 CIRCULATION AND
CONNECTIVITY GOALS AND
POLICIES
In addition to addressing transportation goals and
policies in the General Plan, development in the
PDA will be subject to the following circulation
and connectivity goals and policies, guiding PDA
improvements.
Roadway Design
Goal C-1: Balance the need of arterial and
collector roadways to efficiently carry traffic,
with establishing Central Rohnert Park as a
walkable, bikable community, with
pedestrian-oriented streets, centers, and
mixed-use subareas.
Policy C-1.1: Implement recommended
intersection improvements, identified in Table 5.1.
Policy C-1.2: To support safe bike and
pedestrian access to the SMART station and
where a pedestrian-friendly town center
atmosphere is desired within and in the vicinity of
the City Center and Station Center subareas,
allow for lower level of service (LOS) standards
(than LOS C), called for in General Plan policy
TR-1, for the following arterial and collector
roadway intersections within the PDA, where no
other feasible improvements exist to improve
LOS:
At the intersection of Rohnert Park
Expressway (RPX) and Commerce Boulevard
(already operating at LOS D during PM peak
hours, under existing conditions);
At the intersection of Rohnert Park
Expressway and State Farm Drive (already
operating at LOS D during PM peak hours,
under existing conditions);
At the intersection of Commerce Boulevard
and State Farm Drive; and
At the intersection of Enterprise Drive and
State Farm Drive.
(It should also be noted with recommended
intersection improvements, these intersections
are projected to operate acceptably, based on
General Plan Policy TR-1).
Policy C-1.3: Recognize that future development
of the PDA Plan will contribute to unacceptable
operation on U.S. 101. The type of transit-
supportive, pedestrian-oriented development
pattern envisioned by the Plan plays an important
role in reducing regional traffic impacts through
smart growth. Based on a cursory evaluation of
U.S. 101 and the existing pavement widths, it may
be possible to add capacity to U.S. 101 by
restriping from 6 lanes to 8 lanes.
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 5-2
Goal C-2: Design streets that integrate
walking, biking, transit use, and green
infrastructure.
Policy C-2.1: Retrofit existing streets as
complete streets, in addition to providing
vehicular access that supports safe and
continuous bike and pedestrian facilities and
landscape improvements.
Policy C-2.2: As recommended in the street
sections in Section 5.3 of this Plan, retrofit or
design new roadways and/or landscape right-of-
ways to incorporate low impact development
features such as, stormwater management curb
extensions, infiltration planters, bioswales, and
other similar measures.
Bike and Pedestrian Connectivity and
Universal Access
Goal C-3: Connect Central Rohnert Park to
the existing roadway, bike, and pedestrian
networks in the City.
Policy C-3.1: Expand bike and pedestrian
connections within the PDA, including
connections to the SMART station and multi-use
path through:
Off-Street Bicycle/Pedestrian Trail
Improvements
Adding bicycle trails and bicycle boulevards
within new development in the Station
Center subarea.
Completing trail gaps along the Copeland
Creek and Hinebaugh Creek corridors.
Improving the meandering sidewalks along
RPX to a wider, meandering bike/pedestrian
multi-use path.
Extending the bike/pedestrian multi-use path
from Enterprise Drive to Rohnert Park
Expressway.
Planning and implementing new east-west and
north-south walkways or paseos, as shown in
Figure 5.12, in association with the
development of new roadways or as separate
facilities, integrated with new development in
the Triangle Business Subarea.
On-Street Bike Facility Improvements
Completing gaps to on-street bicycle lanes
along Commerce Boulevard.
Improving bicycle facilities along Professional
Center Drive, with potential for an at-grade
connection across the SMART rail tracks to
connect to the SMART multi-use path.
Coordinating with property and business
owners to establish a new multi-use path on
the northern end of Enterprise Drive to help
facilitate safe east-west bike and pedestrian
access from the SMART station to commercial
and mixed-use centers in the PDA.
Adding enhanced or protected bicycle lanes
along busy arterial and collector roadways,
including State Farm Drive, Commerce
Boulevard, and Rohnert Park Expressway.
Continuing and adding bicycle lanes on
Enterprise Drive (see Figures 5.8 and 5.9) and
Hunter Drive.
Pedestrian Facility Improvements
Adding and providing more defined north-south
walkways in the City Center subarea that connect
to Hinebaugh Creek.
Establishing defined pedestrian walkway and
landscape improvements in the Central
Commercial subarea that support safe pedestrian
access from adjoining residential areas and
neighborhoods.
Policy C-3.2: Improve at-grade street crossings
for intersections throughout the PDA, particularly
at busy traffic intersections, that will support
active or high volume bike or pedestrian use, as
suggested in Figure 5.13.
Policy C-3.3: Establish midblock crossings on:
Rohnert Park Expressway, at the SMART
MUP and as a pedestrian link between the
City Center and Station Center subareas, at
Lynne Conde Way, with pedestrian refuges in
the median and the potential for a pedestrian
hybrid beacon or HAWK signal, coordinated
with the timing of signals along RPX, SMART
rail gate operations, and fire station
emergency signals.
Chapter 5: Circulation and Connectivity
Page 5-3
Enterprise Drive to connect with existing trail
links or greenways to Copeland Creek. This
crossing should be coordinated with future
roadway networks in the Station Center
subarea and designed with bulb-outs, a
median refuge, high visibility markings, and if
needed a pedestrian signal.
Policy C-3.4: Implement grade separated
pedestrian crossings at the following locations, as
indicated in Figure 5.1:
a. Provide an undercrossing of the greenway
trail along the southern side of Hinebaugh
Creek at the SMART rail tracks to connect
the PDA to the SMART multi-use path and
neighborhoods east of the PDA.
b. Examine the feasibility and location for an
overcrossing of Rohnert Park Expressway to
improve access to the SMART station and
connect the City Center and Station Center
subareas.
c. Consider the future feasibility of an over-
crossing or undercrossing of U.S. 101 along
Hinebaugh Creek.
Transit Facility Improvements
Goal C-4: Coordinate transit improvements to
connect the SMART rail station to
surrounding land uses, PDA subareas, and
residential communities.
Policy C-4.1: Plan for improvements to existing
bus services or other future circulation modes
within the PDA to coordinate with SMART rail
service to meet the transportation demands in
Rohnert Park, including:
Coordinate with the Sonoma County Transit
and the property owners for the Station
Center subarea to plan for expansion of
existing bus transit lines and facilities to serve
the SMART rail station and adjacent Station
Center subarea, as shown in Figure 5.14.
Work with the Sonoma County Transit,
SMART, and private property owners in the
PDA to ensure safe and convenient access to
bike and pedestrian facilities that support
transit use and needs of cyclists and
pedestrians, who may choose to continue their
journey in Rohnert Park by bicycle or foot.
As transit demand warrants, plan for
development of a community circulator such
as a shuttle service that travels to key
destinations in the community, including
Sonoma State University and the Graton
Rancheria Casino.
Parking
Goal C-5: Ensure appropriate levels of
parking, associated with new development.
Policy C-5.1: Provide parking in the PDA at the
parking ratios shown in Table 5-2.
Policy C-5-2: Encourage use of shared parking
facilities within multi-tenant buildings and between
adjacent private developments, particularly on
larger development sites. Use leftover spaces for
landscape improvements and to provide other
community facilities.
Policy C-5.3: To the extent feasible, encourage
private parking entities to allow public parking
after typical business hours.
Policy C-5-4: Facilitate a “park once” strategy in
the PDA by implementing pedestrian connectivity
strategies and promoting the development of a
parking district and common parking lots or
structures within the Station Center and City
Center subareas, as parking demands warrant.
Policy C-5.5: Develop a parking management
plan to consider long-range parking strategies that
may be needed to support a “park once” strategy
in the PDA in the long-term. As part of this Plan,
consider implementation of programs that
support flexibility in meeting the City’s parking
needs, including through:
In-lieu fees;
Metered or paid parking;
Unbundled parking;
Off-site parking strategies;
Wayfinding and other necessary public
and private improvements, relevant to
the conditions and issues in the PDA.
Policy C-5.6: Encourage car share or bike share
programs within the PDA through partnership
with car sharing or bike sharing entities.
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 5-4
5.3 ROADWAY DESIGN
CONCEPTS AND
IMPROVEMENTS
5.3.1 Roadway Design Concepts
The following design concepts provide an
overview of the envisioned improvements to the
roadway types in the PDA, ranging from arterial
to local roadways. Consistent landscape
treatment, coordinated within distinct subarea
landscape themes and wayfinding, is
recommended for roadways in the PDA. Refer to
Chapter 6 for additional streetscape and
landscape design guidance. Roadway and
intersection design improvements are intended to
“self-mitigate” for potential traffic impacts, as
identified in Section 5.3.2 and represented by the
street sections that follow in Section 5.3.3.
Figure 5.1 identifies the roadway classification and
locations of major roadway improvements
suggested in the PDA. These improvements (from
north to south) include the following:
1. Add east-west (roadway or paseo)
connections between State Farm Drive and
Commerce Boulevard, to incorporate
landscaping and improve bike and pedestrian
access in the Triangle Business subarea.
2. Retrofit of State Farm Drive as a distinct
north-south connector and complete street,
with protected bicycle lanes and the potential
for on-street parking and stormwater curb
extensions in the Triangle Business subarea,
as described in more detail in Section 5.3.3.
3. Redesign of Professional Drive, to support
the Triangle Business subarea with improved
bike and pedestrian access and the potential
for on-street parking on one side of the
street, as described in Section 5.3.5.
4. Retrofit of Commerce Boulevard, to support
business access, improve bicycle and
pedestrian connectivity and safety, and
enhance the streetscape identity and access
function of this major arterial road through
the city.
5. Formalize Padre Center Drive from a
shopping center driveway to a street that
extends the streetscape improvements begun
along City Center Drive, as described in
Section 5.3.6.
6. Enhance bike and pedestrian access and
crossing and gateway signage improvements
along RPX, as described in Section 5.3.1
7. Adopt a walkable street grid in the Station
Center subarea, to support multi-modal
circulation and transportation access.
5.3.2 Recommended Vehicular
Circulation Improvements
The PDA Plan proposes improvements to the
street network that will help accommodate both
existing traffic and additional traffic as
development occurs, and will allow the project to
self-mitigate for potential traffic impacts. Refer to
Figure 5.1 for an illustration of the proposed
vehicle circulation network.
Build-out of the PDA is projected to add an
estimated 1,352 vehicle trips to the study area
during the AM peak hour and 1,973 vehicle trips
during the PM peak hour. A traffic analysis
incorporating these additional vehicle trips was
performed for 17 intersections, as shown in
Figure 5.2.
After build-out of the PDA, 7 of the 17
intersections studied (study intersections shown
in Figure 5.2) will need to be improved to meet
General Plan policies and ensure traffic operation
that does not significantly affect safety or
emergency response times. These intersections
and their proposed improvements are listed in
Table 5.1. Several additional street intersections
should also be improved to “self-mitigate”
potential impacts, enhance traffic operation, and
support safe bike and pedestrian crossings, as
identified under: “Other Recommended
Intersection Improvements,” shown in Table 5.1.
Chapter 5: Circulation and Connectivity
Page 5-5
Source: City of Rohnert Park, AECOM, 2015
Figure 5.1: Proposed Roadway and Vehicular Circulation Improvements
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 5-6
Table 5.1: Required and Recommended Intersection Improvements at Build-Out
Intersection Improvements
Required Intersection Improvements at Plan Build-Out
Commerce Boulevard/State Farm Drive Signalize with SB left-turn protected phasing and WB right-turn
overlap; add WB right-turn pocket
Commerce Boulevard/Padre Parkway
Signalize with protected phasing NB/SB and permitted phasing
EB/WB; modify NB from L-T-TR to L-T-R and SB from L-T-TR to L-
TR
State Farm Drive/City Center Dr.
Signalize with protected phasing NB/SB and permitted phasing
EB/WB; modify NB from L-T-TR to L-T-R and SB from L-T-TR to L-
TR
RPX/Commerce Boulevard
Convert Commerce to protected phasing and add NB right-turn
overlap; modify SB from L-LT-T-R to L-T-T-R; add bulb-out NW
corner; extend EB left lanes to 350 feet and WB left lane to 225 feet
RPX/State Farm Drive
Convert State Farm to protected phasing; add right-turn overlaps all
approaches; modify SB from L-LT-R to L-L-T-R and NB from L-LT-T-
R to L-L-T-R
Enterprise Drive/State Farm Drive Signalize with two-phase operation; modify WB from T-TR to T-R
State Farm Drive/Town Center Drive
Signalize with protected phasing NB/SB and permitted phasing
EB/WB; modify NB and SB from L-T-TR to L-T-R; modify EB/WB
from LTR to LT-R
Other Recommended Intersection Improvements
State Farm Drive/Professional Center
Drive Modify NB and SB from L-T-TR to L-TR
Enterprise Drive/Hunter Drive Convert EB from LT-TR to L-TR and WB from LT-TR to LT-R
RPX/Lynne Conde Way
Add protected pedestrian crossing on RPX (pedestrian signal or
HAWK signal); continue to restrict side street movements to right
turns on/off of RPX
RPX/SMART multi-use path Add protected pedestrian crossing on RPX (pedestrian signal or
HAWK signal)
Note: NB=Northbound; SB=Southbound; EB=Eastbound; WB=Westbound; L=left-turn lane; T=through lane; R=right-turn
lane; lanes shown as grouped (e.g., L-T-TR is a three-lane approach with one left-turn lane, one through lane, and a
shared through-right turn lane); RPX=Rohnert Park Expressway
Source: W-Trans, Traffic Impact Study 2015
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CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 5-8
5.3.3 Typical Roadway Design
Sections
Rohnert Park Expressway
RPX serves as the major east-west arterial for
Rohnert Park, connecting residences, primarily on
the east, to commercial development in the PDA.
RPX is one of two exits, providing access to the
PDA from U.S. 101. In the PDA, RPX consists of
two lanes in each direction, center turning lanes
at State Farm Drive and Commerce Boulevard,
green-colored bicycle lanes from the U.S. 101
ramp to Commerce Boulevard, striped on-street
bicycle lanes east of Commerce Boulevard, and
sidewalks on both sides of the street. Posted
speed limits for RPX are 35 miles per hour (mph)
between Redwood Drive and State Farm Drive,
and 40 mph east of State Farm Drive.
A typical street section for RPX is shown in
Figure 5.3 and is proposed to include:
Continuing the green-colored bicycle lanes on
RPX, between Commerce Boulevard and the
crossing of the SMART multi-use path.
Retrofitting existing meandering sidewalks on
both sides of RPX to a Class I multi-use path,
with potential to incorporate low impact
development (LID) landscape features, along
the roadway.
Creating mid-block pedestrian crossings that
employ the landscape median on RPX as a
refuge island, as described in Section 5.4.3.
Creating a future bike and pedestrian
overcrossing of RPX, connecting the City
Center to Station Center subareas.
Figure 5.3: Rohnert Park Expressway Section Concept
Chapter 5: Circulation and Connectivity
Page 5-9
Commerce Boulevard (Major Arterial)
Commerce Boulevard is identified as a major
arterial street in the Rohnert Park General Plan
and extends from SR 116 in Cotati to just north
of Golf Course Drive, where it turns west,
crosses under U.S. 101, and connects with
Redwood Drive. Street improvements for
Commerce Boulevard are represented by typical
street sections at three locations: in the Triangle
Business, City Center, and Central Commercial
subareas, as shown in Figures 5.4 through 5.6.
Proposed improvements to Commerce Boulevard
in the Triangle Business subarea (as shown in
Figure 5.4) include:
Encouraging the use of shared
driveways to reduce curb cuts on
Commerce Boulevard.
Maintaining Commerce Boulevard
as a three-lane roadway, with one
lane in each direction and a center
left-turn lane, but reducing travel
lanes from 12 to 10 feet wide.
Providing a continuous on-street
bicycle path on the east side of the
street, including completing gaps in
the bicycle path.
Maintaining and completing gaps in
the off-street multi-use trail on the
west side of Commerce Boulevard,
to connect from the Hinebaugh
Creek greenway to the intersection
of the SMART multi-use trail at the
northern tip of the PDA.
Incorporating stormwater features,
such as bioswales or infiltration
planters in the landscape parkway
along the multi-use trail.
Incorporating on-street parking,
alternating with stormwater curb
extensions on the west side of the
street, north of Executive Drive.
Proposed improvements to Commerce
Boulevard in the City Center subarea (as shown
in Figure 5.5) include:
Maintaining Commerce Boulevard as a two-
lane roadway in each direction, with a center
left turn lane and bicycle lanes on both sides
of the street.
Adding a landscaped median and lighting,
while providing the necessary left-turn lanes.
Extending the green-colored bike lanes on
RPX along this stretch of Commerce
Boulevard to the Hinebaugh Creek greenway.
Figure 5.4: Commerce Boulevard Street Section at
the Triangle Business Subarea
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 5-10
Proposed improvements to Commerce Boulevard
in the Central Commercial subarea (as shown in
Figure 5.6) include:
Maintaining Commerce Boulevard in this
section of the PDA as a two-lane roadway in
each direction, with a center left turn lane,
and bicycle lanes on both sides of the street.
Reconfiguring and aligning driveway access on
both sides of Commerce Boulevard, to
support safer vehicular access.
Allowing the addition of a landscaped median
to control turning movements and restrict
dangerous left-turn driveway access, but
allowing right-turn only access, especially
where driveways are closer than 150 feet
from primary roadway intersections. Potential
candidate locations include the driveway
north of Hunter Drive into the Safeway
shopping center and the driveway adjacent to
the northwest intersection of Enterprise
Drive.
Adding high contrast bike lanes that extend
between RPX and Enterprise Drive.
State Farm Drive
State Farm Drive is classified as a major collector
street. It provides internal circulation through the
PDA between Commerce Boulevard and
Enterprise Drive. South of Hinebaugh Creek,
State Farm Drive generally includes four lanes,
left-turn lanes, and sidewalks on both sides of the
street. North of Hinebaugh Creek, the roadway
includes one lane in each direction, on-street
parking, and continuous sidewalks. On-street
bicycle lanes are striped south of RPX. State Farm
Drive has a posted speed limit of between 30 and
35 mph.
Based on the traffic analysis that was completed for
the Plan, an opportunity exists to reduce the
number of through travel lanes from two in each
direction to one in each direction of State Farm
Drive. The corridor still will widen to include turn
lane pockets at intersections, as needed.
Improvements to State Farm Drive, represented
by typical street sections for the Triangle Business,
City Center, and Station Center subareas, shown
in Figures 5.7 through 5.9, propose replacing a
travel lane in each direction to allow for enhanced
or protected bike lanes and on-street parking,
alternating with stormwater curb extensions.
At the narrowest section of State Farm Drive (as
shown in Figure 5.8), bike lanes are proposed to be
added from the intersection of Commerce
Boulevard to the internal north-south bike paseo,
proposed in the Triangle Business subarea.
Chapter 5: Circulation and Connectivity
Page 5-11
Figure 5.5: Commerce Boulevard Street Section at the City Center Subarea
Figure 5.6: Commerce Boulevard Street Section at the Central Commercial Subarea
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 5-12
Figure 5.7: State Farm Drive Street Section in the Downtown District
Chapter 5: Circulation and Connectivity
Page 5-13
Figure 5.8: State Farm Drive Street Section near the Intersection of Commerce
Boulevard
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 5-14
Figure 5.9: State Farm Drive Street Section in the Triangle Business South of
Professional Drive
Chapter 5: Circulation and Connectivity
Page 5-15
Enterprise Drive
Enterprise Drive is a collector that provides
internal circulation along the southern part of the
PDA. The corridor is identified in the Rohnert
Park General Plan as a major collector west of
State Farm Drive, and as a minor collector east of
State Farm Drive. Enterprise Drive, west of State
Farm Drive generally includes four lanes, left-turn
pockets for minor street approaches and
driveways, and sidewalks on both sides of the
street. East of State Farm Drive, Enterprise Drive
includes two travel lanes, a two-way left-turn lane,
on-street bicycle lanes, and sidewalks on both
sides of the street. Enterprise Drive has a posted
speed limit of 30 mph.
Street improvements for Enterprise Drive are
represented by typical street sections, adjacent to
the Station Center subarea and Central
Commercial subarea, as shown in Figures 5.10 and
5.11.
Proposed improvements to Enterprise Drive
adjacent to the Station Center subarea (as shown
in Figure 5.10) include:
Adding a center median, allowing necessary
turning movements.
Widening the on-street bike lane on the
south side of the street to 6 feet.
Removing the on-street bike lane and
replacing the sidewalk on the north side of
the street with a bike/pedestrian multi-use
path, in coordination with private property
owners.
Proposed improvements to Enterprise Drive west
of State Farm Drive and adjacent to the Central
Commercial subarea (as shown in Figure 5.11)
include:
Replacing the travel lane on the south side of
the street with a bike lane and green gutter.
Replacing one travel lane on the north side of
the street with on-street parking.
Working with private property owners to
replace the sidewalk on the north side of the
street with a bike/pedestrian multi-use path,
shared with the public right-of-way and
private property.
Example of a green gutter.
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 5-16
Figure 5.10: Enterprise Drive Street Section, Adjacent to the Station Center Subarea
Chapter 5: Circulation and Connectivity
Page 5-17
Figure 5.11: Enterprise Drive Street Section, Adjacent to the Central Commercial Subarea
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 5-18
Professional Center Drive
Professional Center Drive is a local east-west
corridor, connecting Commerce Boulevard to
State Farm Drive, and provides access to some of
the businesses in the Triangle Business subarea.
Professional Center Drive currently consists of
20-foot-wide travel lanes in each direction and
5-foot-wide sidewalks on either side of the street.
Professional Center Drive is proposed to be
improved with 10-foot-wide travel lanes and 6-
foot-wide bike lanes on each side of the street,
and on-street parking, alternating with
stormwater curb extensions along the south side
of the street, as shown in Figure 5.12.
Figure 5.12: Professional Center Drive Street Section
Chapter 5: Circulation and Connectivity
Page 5-19
Padre Center Drive
Padre Center Drive currently serves as a narrow
driveway, providing access to the Padre Center
shopping center. However, this driveway also
often is used as an access point from Commerce
Boulevard to City Center Drive and to the
destinations east of the Padre Center shopping
center.
Padre Center Drive is proposed to be enhanced
as a formal roadway, with broad sidewalks and
the addition of street trees that continue and
complement the streetscape pattern begun east
of Padre Center, along City Center Drive, as
shown in Figure 5.13.
New Streets
Including Padre Center Drive, several potential
new streets were identified in the PDA Plan, as
shown in Figure 5.1. Most significantly,
redevelopment of the Station Center subarea will
include a grid street network, to support internal
circulation and enhance connectivity to the
SMART station.
Streets in this network will be designed with a
distinct character with priorities for vehicular,
bicycle, and pedestrian circulation and access that
match the planned function of the street and
activities in the area. The types of streets
envisioned in this subarea include a main street
with diagonal parking, central bicycle boulevard
streets, residential streets, and commercial
service roads. Refer to Section 6.2.2 for
streetscape character and design conditions
recommended within the PDA, including
guidelines for the minimum width of sidewalks to
support planned activities in the Downtown
district.
New east-west roadways are also proposed to
improve connectivity, serve business uses, and
distribute traffic in the Triangle Business subarea,
as redevelopment in this area occurs.
Figure 5.13: Padre Center Drive Street
Section
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 5-20
5.4 BICYCLE AND PEDESTRIAN
DESIGN CONCEPTS AND
IMPROVEMENTS
Creating a safe environment for bicycle and
pedestrian circulation is essential to encourage
walking and bicycling in the PDA and minimize the
number of automobile trips. New and enhanced
on- and off-street bicycle and pedestrian facilities
(shown in Figure 5.14) have been designed to
enhance bike and pedestrian connectivity in
Central Rohnert Park, connect to regional bike
and pedestrian networks, and support
development of safe, comfortable, and convenient
facilities. These connections are intended to
complement and implement regional facility
improvements, identified in the Rohnert Park
Bicycle and Pedestrian Master Plan. The planned
bike and pedestrian facilities will reduce block
sizes in the PDA, minimizing the distances
pedestrians and cyclists must travel from one
point to another, including to the SMART station.
5.4.1 Bicycle Facilities
The Central Rohnert Park PDA consists of Class I
off-street bicycle trails and Class II on-street
bicycle lanes. Class I multi-use paths occur along
the west side of Commerce Boulevard, between
Cascade Court and Professional Center Drive,
along Hinebaugh Creek east of Commerce
Boulevard, along Copeland Creek east of
Commerce Boulevard, and south of Enterprise
Drive/Hunter Drive, connecting the intersection
to the Copeland Creek Class I multi-use path.
Class II on-street bicycle lanes are provided along
Golf Course Drive; Commerce Boulevard south
of Utility Court; RPX; State Farm Drive, south of
RPX; Enterprise Drive, east of State Farm Drive;
and Seed Farm Drive.
To complete the bicycle network in the PDA,
Class I and Class II bicycle facilities are planned or
proposed.
Planned Class I-Off-Street Bicycle Trails
Proposed Class I improvements in Central
Rohnert Park include:
Adding the SMART corridor multi-use path,
planned on the east side of the SMART rail
line.
Extending the Hinebaugh Creek multi-use
path eastward, with an undercrossing at the
SMART rail tracks connecting to the SMART
multi-use path; continuing trail connections
around the Foxtail Golf Course; and following
Hinebaugh Creek to serve residences east of
the PDA.
Extending the Hinebaugh Creek multi-use
path between Commerce Boulevard and
Redwood Drive.
Replacing the meandering sidewalks on RPX
with a meandering Class I multi-use path.
Creating a north-south pedestrian and bicycle
paseo through the Triangle Business subarea,
linking Professional Drive to Cascade Court
(see Figure 5.14).
Completing trail gaps in the multi-use path
along Commerce Boulevard, north of
Hinebaugh Creek.
Extending the Commerce Boulevard multi-
use path northward from Enterprise Drive to
RPX.
Example of the proposed SMART multi-use
path.
Chapter 5: Circulation and Connectivity
Page 5-21
Adding a multi-use path to the north side of
Enterprise Drive, between the SMART
corridor and Commerce Boulevard.
Planned Class II-Bicycle Lanes
Planned or proposed new bicycle lanes in the
PDA (as shown in Figure 5.14) include:
Filling gaps to on-street bicycle lanes, on the
east side of Commerce Boulevard between
Hinebaugh Creek and Golf Course Drive, as
shown in Figure 5.14 and described in the
roadway improvements for Commerce
Boulevard in Section 5.3.
Adding new east-west bicycle facilities, to
enhance the street grid in the Triangle
Business subarea and connect Commerce
Boulevard to State Farm Drive.
Providing bicycle facilities along Cascade
Court and Professional Center Drive,
connecting Commerce Boulevard to the
SMART corridor multi-use path.
Providing enhanced bike lanes on Commerce
Boulevard between Hinebaugh Creek and
Copeland Creek.
Adding bicycle lanes on State Farm Drive,
connecting Commerce Boulevard to the
internal north-south paseo in the Triangle
Business subarea.
Providing protected or enhanced bicycle lanes
on State Farm Drive between Enterprise
Drive and Professional Drive, as described for
the roadway improvements for State Farm
Drive in Section 5.3.
Adding bicycle lanes on Hunter Drive and on
Enterprise Drive between Commerce
Boulevard and State Farm Drive.
Adding new bicycle facilities in coordination
with the new roadways in the Station Center
subarea, including bicycle lanes, central bicycle
boulevards, and a Class I multi-use path
adjacent to the SMART rail line.
5.4.2 Pedestrian Facilities
Pedestrian facilities include sidewalks, paths,
crosswalks, pedestrian signals, curb ramps, curb
extensions, and various streetscape amenities,
such as lighting and benches. Sidewalks generally
are attached, located adjacent to vehicular
roadways and continuous throughout most of the
PDA, except along the frontages of several
undeveloped parcels, including on Commerce
Boulevard at the northeast corner of Professional
Center Drive and on State Farm Drive, northeast
of Professional Center Drive.
All signalized intersections include marked
crosswalks and pedestrian signal heads. Marked
crosswalks are provided on major streets with
unsignalized intersections, with the exception of
the intersection of State Farm Drive/Professional
Center Drive, where crossings on State Farm
Drive are unmarked.
Example of an urban bike, pedestrian multi-
use path.
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 5-22
Source: City of Rohnert Park, AECOM, 2015
Figure 5.14: Bike and Pedestrian Circulation Concept
Chapter 5: Circulation and Connectivity
Page 5-23
Pedestrian sidewalks are proposed to:
Enhance north-south connections to
Hinebaugh Creek in the City Center subarea.
Establish defined pedestrian walkways and
landscape improvements in the Central
Commercial subarea and Triangle Business
subarea, to support safe pedestrian access
from adjoining residential neighborhoods or
subareas.
Complete sidewalk gaps that serve as a
barrier to providing continuous travel
connections.
Grade separated bike/pedestrian crossings are
also proposed, including:
A future bicycle/pedestrian bridge over RPX
east of the SMART rail line, linking the Station
Center subarea to the City Center subarea.
An undercrossing of the SMART rail line
along Hinebaugh Creek, connecting to the
SMART multi-use path and Rohnert Park
neighborhoods to the east.
5.4.3 Bike and Pedestrian Intersection
and Crossing Improvements
An integral component to improving pedestrian
and bicycle connectivity is creating public street
crossings that are comfortable to use and
carefully designed to accommodate all users in a
safe manner. The proposed enhancements will
increase driver awareness of crossing areas with
high-visibility markings and pedestrian/bicyclist-
activated warning lights; will reduce pedestrian
crossing distances with the use of bulb-outs and
median refuges; and will provide pedestrian-scale
lighting to support pedestrian safety.
Pedestrian crossing improvements will be
implemented at the intersections and crossings of
the major arterials, collector streets, and high-use
bike or pedestrian crossings, in the locations
conceptually shown in Figure 5.13. Crossing
improvements will be designed to respond to the
type of activities programmed in the PDA, as
demonstrated by the examples that follow.
Mid-block bike and pedestrian crossings are
proposed at the following locations:
Along RPX, where current block/ intersection
distances vary between 940 and 1,200 feet,
with two new signalized, mid-block pedestrian
crossings, one serving the SMART multi-use
path and the other creating a pedestrian
linkage between the City Center and Station
Center subareas at Lynne Conde Way.
On Enterprise Drive between the Station
Center subarea and the existing trail linkage
leading to the Copeland Creek trails,
potentially at a mid-block location and/or
with a pedestrian signal, such as a newer type
of device called a pedestrian hybrid beacon
(HAWK signal), if appropriate.
A bicycle/pedestrian bridge is proposed, to
connect the Station Center and City Center
subareas.
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 5-24
Bike and Pedestrian Intersection Crossing Examples
SMART rail line crossing.
Street crossing of a bike and pedestrian
multi-use path.
Paved, high contrast intersection crossing.
Intersection crossing with corner bulb-outs.
Roundabout intersection crossing.
Mid-block rail line crossing, with pedestrian
signals.
Rohnert Park Expressway Mid-Block
Crossings
New mid-block crossings identified for RPX will
be designed carefully, to improve pedestrian
connectivity while minimizing disruption to
through traffic and providing user safety. Both
locations will be designed primarily for
pedestrians, with no provisions for passenger
vehicle left-turn lanes from RPX onto side streets
and vice versa. Because of traffic levels on RPX, it
will be necessary for these crossings to be
signalized, using either conventional traffic signals
or a HAWK signal. Both types of devices can be
integrated into the coordinated signal timing that
exists on RPX, effectively minimizing disruption to
through-traffic by activating pedestrian crossings
to occur in between the “platoons” of through-
traffic, created by signal coordination.
Chapter 5: Circulation and Connectivity
Page 5-25
A conventional traffic signal will be activated at all
times, whereas a HAWK signal will activate only
when a pedestrian or bicyclist wishes to cross the
corridor. Both devices can be designed to
communicate with railroad crossing signaling
systems, so that any queues downstream from the
rail crossing are cleared before arrival of a train,
and both can be programmed to accommodate
emergency vehicle pre-emption. Both of these
parameters are particularly important at these
locations on RPX, because of the proximity of the
SMART rail line and existing fire station emergency
signal.
The choice of signalization option (conventional
versus HAWK) as well as a more detailed
evaluation of appropriate signal timing and pre-
emption schemes for these two signals will need
to be completed before installation, and
preferably after detailed development details for
future development in the Station Center subarea
are known.
Pedestrian refuge islands and bus pull-outs
are proposed to be provided on RPX.
As an alternative, an L-crossing may be
considered for the midblock crossing on RPX.
A Z-crossing is proposed at the RPX mid-
block crossing.
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 5-26
Enterprise Drive Crossing Improvements
The new pedestrian crossing on Enterprise Drive
(shown in Figure 5.13) will be adjacent to an
existing pathway that links the south side of the
street to trails along Copeland Creek. How this
new crossing will be accommodated will depend
on how the Station Center subarea on the north
side of the street ultimately develops. If the
Station Center subarea development includes a
public street at this location, the crossing will not
be considered “mid-block” and can accommodate
pedestrians and cyclists effectively by using
components such as bulb-outs, median refuge
areas, high-visibility pavement parking, and if
warranted, pedestrian warning lights or signals.
If the crossing occurs at a mid-block location,
similar techniques may be used, although this will
need to include warning lights or use of a signal
becomes more of a necessity to ensure public
safety.
For either scenario, it will be necessary to
evaluate the types of crossing amenities
warranted when the development proposal
moves forward and the surrounding circulation
context is known.
5.5 TRANSIT DESIGN CONCEPTS
AND IMPROVEMENTS
The PDA is served by several Sonoma County
Transit (SCT) bus routes that provide local
service to adjacent Sonoma County communities.
Regional bus service, connecting communities
from Santa Rosa to San Francisco, are provided
by Golden Gate Transit. All transit routes
converge at the Central Commercial subarea,
with stops on Commerce Boulevard and
Enterprise Drive. Several SCT routes also
operate on RPX and State Farm Drive.
The transit concept diagram (shown in
Figure 5.15) identifies several locations where
new transit stops and a new circulator route
serving the SMART station, via new streets in the
Station Center subarea, would be beneficial.
The conceptual street network for the Station
Center subarea will allow flexibility for transit
operators to determine routing, including the
ability to continue serving existing stops in the
vicinity by diverting from existing routes after the
SMART station and Station Center subarea
development are completed.
Policies of the PDA Plan support transit use, by
concentrating development around existing and
planned transit facilities and accommodating new
or diverted bus routes that directly interface with
the planned SMART rail station. The PDA Plan
also focuses development in an area that has an
existing concentration of local and regional bus
routes, with timed stops on Commerce
Boulevard and Hunter Drive.
Example of a high contrast, mid-block
crossing, appropriate along Enterprise Drive.
Example of a mid-block crossing, with a
HAWK signal.
Chapter 5: Circulation and Connectivity
Page 5-27
Source: City of Rohnert Park, AECOM, 2015
Figure 5.15: Transit Concept Diagram
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 5-28
5.6 ACCESSIBILITY
Circulation goals and policies will improve mobility
in the PDA for all users, including those with
physical disabilities. Disabled access for new or
renovated development is governed by California’s
Title 24 and the Americans with Disabilities Act
(ADA) accessibility guidelines. These standards are
enforced by the City.
Each project will be designed to accommodate
ADA access, including any public infrastructure
projects, such as enhancements to sidewalks, new
roadways, street crossings, and wayfinding
signage; site planning or design of private
developments; and building design and
construction.
As new transportation infrastructure facilities are
constructed, the design of facilities within the
public right-of-way and on private property will
need to comply with the requirements set forth
by the ADA. Also, as facilities are designed,
upgraded, and improved, they will include
replacement of non-ADA compliant design
features, such as curb ramps and narrow or
missing sidewalks.
5.7 PARKING
5.7.1 Parking Context
Existing parking in the PDA includes public on-
street parking and off-street parking in public and
private parking lots. On-street parking is
prohibited on most streets, including RPX,
Commerce Boulevard, and State Farm Drive, but
is allowed on most local streets. Retail and office
uses provide their own on-site parking places, in
quantities generally meeting or exceeding City
Code. Residential parking in the PDA generally is
provided by on-site parking lots. Newer
residential development in the City Center
subarea includes a combination of surface and
tuck-under parking.
The City’s parking requirements are contained in
Chapter 17.16.030 of the Zoning Code and are
required at the following ratios:
Multi-family Residential:
- 1 space per studio or 1-bedroom unit;
- 2 spaces per 2-bedroom unit;
- 2.5 spaces per 3-bedroom unit;
- 1 additional space per bedroom for units
greater than or equal to 4 bedrooms; and
- 1 guest space for every 4 units.
- Office (Governmental, Business, and
Professional): 1 space per 250 square feet
of gross floor area.
Shopping Centers: 1 space per 300 square
feet of gross floor area.
In addition Chapter 17.16.040 of the Zoning
Code allows parking reductions of:
Up to 25 percent for shared parking, where a
combination of uses can demonstrate and
make the finding that the uses share a
common parking area and demand for parking
occurs over different time periods, making
the full parking requirement unnecessary; and
Up to 10 percent, permitted by the Planning
and Community Development Director or
designee for providing a rideshare, transit
incentive, or other transportation system
management program.
Off-site parking also is permitted, subject to the
requirements of Chapter 17.16.070, if off-site
spaces are within 300 feet of the use(s) they are
intended to serve.
5.7.2 Parking Analysis
Conventional Parking Analysis
Analysis of the parking requirements in the
Parking Strategy Memo for Central Rohnert Park,
available as a separate attachment, was conducted
for the City Center and Station Center subareas,
where shared parking lots and potential future
parking structures are envisioned, in close
proximity to the SMART rail station. Based on
strict interpretation of Code requirements, not
accounting parking reductions, a need for
approximately 3,461 total parking spaces will
occur, assuming an average of two spaces per unit
in multi-family residential development. These
requirements were developed based on sites with
a single use, at typical suburban sites.
Chapter 5: Circulation and Connectivity
Page 5-29
However, this standard will not necessarily be
applied in the City Center and Station Center
subareas, which will encourage compact, mixed-
use development that will take advantage of
shared parking opportunities for different uses
that often experience peak parking demand at
different times of the day or even longer periods.
Using a shared parking approach for the Station
Center and City Center subareas or between
adjacent properties can substantially improve the
efficiency and costs of projects, when considering
the goals of the community to support transit-
oriented development patterns and non-vehicular
modes of travel, housing affordability, and efficient
use of urban land. The costs of excessive parking
will be great, when considering that the space
required and costs of structured parking can
range from $15k to $30k, per space.
Shared Parking Analysis
Using a shared parking approach based on the
Urban Land Institute’s shared parking model,
which provides adjustments for local mode splits
for vehicular, transit, and walking or bicycling
trips, the hourly parking demand profile for uses
in the City Center and Station Center were
estimated for weekday and weekend periods.
Based on the cumulative parking demand profile
of the mixed uses in the City Center and Station
Center subareas at build-out, a peak demand of
2,572 parking spaces is projected (refer to the
Parking Strategy Memo for more information).
Findings
The difference in parking demand between the
application of single-use parking standards (calling
for approximately 3,461 spaces) and the same mix
of uses, accounting for efficiencies created by
shared parking, was just over 25 percent. This is
consistent with City requirements, allowing a
parking reduction of 25 percent for shared
parking, where it can be shown such efficiencies
exist.
A key challenge for the PDA will be providing the
appropriate balance of parking. Too much parking
will add unnecessarily to development costs, will
take up valuable land, and will encourage driving.
Providing inadequate parking may result in
unnecessary circulation by drivers looking for a
parking space, which may discourage patrons
from visiting the PDA. The PDA’s proximity to
transit provides a strong case to support parking
reductions. However, many potential visitors to
the PDA may not consider transit as a viable
travel mode, because of the lack of access and/or
convenience, so determining the needs of likely
community users is a key consideration.
Overall parking demand is expected to decrease
on a per unit basis, as the area establishes itself as
a destination and transit service to the area
becomes more attractive and convenient. New
residents also are expected to choose to live in
and businesses choose to relocate to Central
Rohnert Park, because of walkability and transit
services offered. Thus, development in latter
project phases gradually can be expected to
reduce the need for parking spaces, with
implementation of transit and other non-vehicular
transit alternatives. The City already allows
reduced parking for projects that demonstrate
the ability to share parking or provide a transit
incentive or other transportation management
program.
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 5-30
5.7.3 Recommended Parking
Approach and Standards
Recommended Parking Standards
The parking ratios (as shown in Table 5.2) are
recommended in the PDA. Employing the
recommendations of the shared parking analysis
conducted for the City Center and Station
Center subareas, an automatic parking reduction
of 25 percent above existing City Code standards
is proposed in the City Center and Station
Center subareas. Through this standard, reserved
spaces or spaces dedicated to a single use are
minimized, beyond the requirement of one
reserved space per residential unit. Parking
reductions will need to work along with
pedestrian connectivity enhancements throughout
the PDA area, to fully implement the “park once”
concept.
Outside the City Center and Station Center
subareas, development in the PDA could be
granted a 25 percent parking reduction, as
currently permitted by the City Code. To qualify
for this reduction, development would be
required to utilize shared parking practices.
Up to an additional 10 percent parking reduction
also may be permitted for large developments, at
the discretion of the Development Services
Director for providing a ride-share, transit
incentive, or other transportation system
management program that demonstrates a higher
transit mode share split than allowed by shared
parking reductions.
Parking Strategies
In addition, the following parking strategies will be
considered in the PDA’s subareas and centers.
A variety of types of parking development will be
needed to fill parking demand in the PDA and
likely will consist of:
Private parking may be used for individual
development projects on surface lots, and
occasionally in parking structures where
shared parking approaches are to be
encouraged to the extent feasible to avoid
overdevelopment of parking that promotes
auto dependency.
Recommended in the City Center and Station
Center subareas, common parking
facilities can occur on lots or in structures
that can be constructed by the City to help
manage parking for public use or by private
developers who allow shared use of parking
facilities.
Public lots or structures can be funded
through the creation of a parking district,
such as in Downtown Santa Rosa, where
developers will pay fees to the district, in lieu
of providing some or all of their required
parking. In this case, business owners may opt
to pay in-lieu fees through a parking district
or similar mechanism and absorb the cost of
parking on behalf of their patrons or
employees.
Larger, shared-use lots also can be privately
constructed, to serve the parking demand
generated by multiple parcels. The City’s
Zoning Code allows for this type of off-site
parking to be used, as long as the lot or
structure is within 300 feet of the use it is
intended to serve.
Whether common lots are public or private,
these facilities need to be planned and placed
in central locations, to allow the greatest
possible shared parking efficiencies.
Unbundled parking for residential
developments will separate the cost of parking
from the housing, meaning that residents with
no vehicles will realize a cost savings by not
needing to lease a space. Correspondingly,
residents wishing to lease more than one
reserved space can pay to do so. Unbundled
parking may be used in the PDA as a means of
increasing housing affordability and supporting
the use of transit, while simultaneously
maximizing use of the reserved parking spaces
required at residential developments.
Paid parking in the PDA may be beneficial
as a long-term strategy to affect parking
behavior. Although installing meters or
charging for parking may not be needed as a
parking management tool, based on current
conditions (i.e., to improve parking turnover
or reduce illegal overtime parking), and
because parking demand generally is met by
current supply, this strategy will be evaluated
Chapter 5: Circulation and Connectivity
Page 5-31
Table 5.2: Parking Standards
Subarea
Parking Ratios by Land Use
Multi-family
Residential Retail Office or Public Industrial
StationCenter
Studioor1BR:
1space/unit
2BR:
1.5spaces/unit
3+BR:
2spaces/unit
Guestspace:
0.2spaces/unit
2.5spaces/1,0000
gsf
3spaces/1,000gsf
CityCenter
TriangleBusiness
Studioor1BR:
1space/unit
2BR:2spaces/unit
3+BR:
2.5spaces/unit
Guestspace:
0.25spaces/unit
ShoppingCenter:
3.3spaces/1,000
gsf[1]
Governmental,
Business,
Professional:
4spaces/1,000gsf[1]
2.5spacesper
1,000gsf
CentralCommercial
Creekside
Neighborhood
TotalUnitsatBuild
OutofPDAPlan(units
andper1,000nsf)
2,225units 1,141.6k 987.8k
(office)
222.1k
(public)
898.0k
(industrial)
TriangleBusiness 150units 197.8k 834.0k 0 898.0k
CityCenter 258units 107.1k 32.5k 185.3k
StationCenter 415units 171.6k 65.3k 0
CentralCommercial 240units 618.3k 44.4k 27.0k
Creekside
Neighborhood 1,162units 46.8k 11.6k 9.5k
ParkingSpaces
Required 4,039[2]3,543 3,854 702 2,245
Notes:
[1]NochangetocurrentZoningCodestandards.
[2]Basedonanassumedaverageof2bedroomsperunit.
BR=Bedroom;gsf=gross;nsf=netsquarefeet
Source: AECOM, 2015
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 5-32
for implementation over the life of the PDA
Plan, in lieu of constructing additional parking
garages or to help fund construction of new
parking facilities.
A paid parking program will be recommended
when parking demand levels are consistently
high (e.g., routinely above 85 percent), and
scarce parking resources will need to be
managed through various means, such as
shared parking in public or private lots,
designated employee and patron parking, and
metered parking. Parking rates need to be
scaled to influence the location of short-term
and long-term parking.
With a paid parking program, the user pays
for his/her own parking. Business owners also
can elect to validate parking for their patrons
or employees. The fee structure and level of
enforcement help organize the parking to
achieve the desired distribution of parking
across the available resources.
Money generated by paid parking can be used
to maintain the parking resources, for
enforcement of parking regulations, to fund
additional parking resources, or for localized
improvements (e.g., streetscape
improvements). When paid parking is in
place, employers also can be encouraged to
provide a parking cash-out or transit benefits
for their employees, in lieu of providing
parking. This will have a dual benefit of
reducing parking demand while encouraging
transit use.
CHAPTER 6 | COMMUNITY DESIGN GUIDELINES
Page 6-1
6.1 CHAPTER OVERVIEW
The Community Design Guidelines presented in
this chapter address the envisioned urban form
and expectations for streetscape, site planning,
and building design in the Central Rohnert Park
Priority Development Area (PDA). Community
design guidelines implement the vision for high-
quality site and building development that is
responsive to market conditions.
These Community Design Guidelines are
organized into three sections:
Section 6.1, “Chapter Overview,” provides
an overview of the goals and policies of
these Design Guidelines and community
qualities to inform the character of the PDA.
Section 6.2, “Community-Wide Design
Elements,” summarizes the park and open
space; streetscape/landscape design; building
relationship to the street; and gateway and
signage features that knit the community
together and contribute to the public realm
identity of the PDA.
Section 6.3, “Subarea and Neighborhood
Design Guidelines,” provide more specific
guidance for the subareas, the Downtown,
and neighborhoods in the PDA.
The Guidelines supplement Rohnert Park’s
citywide Design Guidelines for Commercial, Mixed-
Use, and Multi-family Buildings (Rohnert Park
Design Guidelines). Where the Guidelines are in
conflict with the Rohnert Park Design Guidelines,
these design guidelines apply. Site, landscape, and
architectural design guidelines for Central
Rohnert Park should be referenced in
coordination with the land use and development
standards in Chapter 4, and the proposed
circulation improvements, identified in Chapter 5.
6.1.1 Community Design Goals and
Policies
Goal CD-1: Support improvements to the
pedestrian orientation of the PDA.
Policy CD-1.1: Establish a zero foot building
setback that allows buildings to be located at the
back of the sidewalk for commercial areas in the
Downtown District Amenity Zone, as indicated in
Figure 6.5.
Policy CD-1.2: Support public realm
enhancements that improve bike and pedestrian
connectivity, comfort, and access from
neighborhoods and destinations in the PDA to the
SMART rail station.
Policy CD-1.3: Encourage new development to
provide public plazas, gathering places, and
pedestrian amenities that contribute to the
character of the street and public realm.
Policy CD-1.4: Focus public and private
investments inside the Downtown District
Amenity Zone to create an urban downtown
streetscape and facilitate pedestrian and bicycle
crossings of Rohnert Park Expressway (RPX) and
State Farm Drive.
Goal CD-2: Create a consistent character and
identity for Central Rohnert Park, in
Downtown and its subareas.
Policy CD-2.1: Develop a streetscape palette,
based on recommendations in Section 6.2.2, that
accents the identity for Downtown and each of
the subareas and enhances the character and role
of the street.
Policy CD-2.2: Promote sustainable
development practices that result in more energy-
and water efficient development, responsive to
the mild climate conditions in the Sonoma Valley.
Policy CD-2.3: Allow diverse building types and
styles that are compatible and consistent with the
character of development in Sonoma County.
Goal CD-3: Ensure the quality of new
development.
Policy CD-3.1: Use high quality landscaping and
building materials at the SMART station.
Policy CD-3.2: Support high quality
architecture, streetscape, and landscape design
features in the town center.
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 6-2
6.1.2 Community Character
A priority of the community is to reflect the
desired sense of place for Rohnert Park, drawing
from the local landscape and traditional centers
and downtowns in the Sonoma Valley. This sense
of place should build from the mixed-use
character of the PDA; urban improvements that
have occurred in the City Center over the past
several years; and the opportunities with the
SMART rail line to put Central Rohnert Park on
the map as a downtown destination. Existing
community assets that should guide the character
and identity of Central Rohnert Park include:
Historic rural landscape. Established by
the distant views of the Taylor and Sonoma
Mountains, working landscapes, open space
community separators at the City’s edge, and
tree-lined creeks, swales, and mature oaks
are valued resources in the community. This
natural, rural setting should be highlighted
within broadly landscaped roadway corridors,
views to the mountains, the connected
system of neighborhood greenbelts, and
building and landscape materials that draw
from the native landscape and resources in
Sonoma County.
Planned neighborhood form. The
community form of Rohnert Park draws from
the “neighborhood unit” town planning
concept of the early twentieth century.
Neighborhoods in the city were organized
around a central park and school. Bike and
pedestrian trails, separated from vehicular
traffic, and connect the community. The City
has embraced the walkability concepts of its
planning origins and continues to focus on the
tradition of creating quality public spaces and
walkable neighborhoods.
Redwood trees. Planted within the street
medians and landscape setbacks in the city’s
rights-of-way, redwood trees are a defining
landscape feature, framing many of the streets
and landscape corridors in Rohnert Park.
They are a recognized landscape symbol for
the city, to be preserved but also to be
supplemented and replaced when necessary,
with native tree species that are climate
appropriate and require less water and other
resources to maintain.
Vernacular style. The local vernacular, as
defined in the Rohnert Park Design
Guidelines, is characterized by its informal
design, asymmetrical compositions, neutral
color palette, low roofs, and deep set eaves,
reflected in the variety of styles in the city,
ranging from the historic farm buildings at the
edge of the city, the mid-century modern
expression of the city’s historic landmark sign,
to Mediterranean-themed commercial
centers and contemporary civic buildings. A
sustainable design emphasis, with focus on
climate-appropriate design and quality
outdoor public spaces, should be recognized
as a norm for large new projects.
Central Rohnert Park, as a place, should grow and
build from these influences. The organic forms
and asymmetric patterns that are part of the city’s
landscape should give and inspire the landscape
and architectural design identity of the PDA. A
contemporary urban design, timeless character,
and traditional, high quality materials (e.g., wood,
concrete, metal, and locally available stone or
rock) should be used in establishing a new
downtown for Rohnert Park.
Existing Community Character
Mountain views along RPX
Creek open space trails
City mid-century modern
welcome sign
Chapter 6: Community Design Guidelines
Page 6-3
6.2 COMMUNITY-WIDE DESIGN
ELEMENTS
6.2.1 Parks and Open Space Design
The City has a well-defined open space network,
including community open space separators, creek
corridors, recreational facilities (i.e., Roberts Lake
and the Foxtail Golf Course), and linear landscaped
street corridors that frame its open space views.
The PDA includes trails along Copeland and
Hinebaugh Creeks, key east-west connections to
regional area trails. Regional trail improvements
stop short in the PDA, and thus need to be
planned to integrate with regional trail systems,
including the SMART multi-use path. Figure 6.1
shows the proposed park, open space, and trail
opportunities in the PDA to establish a well-
connected park and open space network,
accessible to the entire community.
The PDA lacks park and plaza spaces, with the
exception of City Center plaza and common
spaces, associated with private residential or
business developments. Additional parks, plazas,
and open space, accessible to the public, should be
added, conditioned with new development or
encouraged within existing developments to
expand the supply in the city, as addressed in
Chapter 7. Park or open space, dispersed within a
walkable distance to different areas of the
community, should be targeted, as conceptually
shown in Figure 6.1. A central north-south
bike/pedestrian paseo is proposed to connect the
Triangle Business subarea.
6.2.2 Landscape/Streetscape Design
Landscapes/streetscapes can enhance the livability
of Central Rohnert Park and can help to establish
an attractive, cohesive character of defined
subareas, neighborhoods, and streets. Landscaping
should accentuate view corridors, complement
existing features of the community, provide
stormwater treatment, soften the built
environment, and provide appropriate transitions
to adjacent uses.
Figure 6.2 shows the landscape and streetscape
design features in Central Rohnert Park, reflecting
the location of the creek corridors, the potential
for landscaped roadway corridors with continuous
street tree canopies, new landscaped gateways, and
landscaped buffer and stormwater drainage areas
along U.S. 101 and the western edge of the
SMART rail line. Private property improvements
should complement public landscape and
streetscape design themes to enhance the livability
of the community.
Pedestrian refuges in the medians of arterial and
collector streets with striped, textured, or colored
pavement should be used to provide and enhance
safe bike and pedestrian crossings, as shown in
Figure 6.2.
Streetscape Design Character
Streetscape design, which addresses the public
realm between the street and the building face,
encompasses the selection of landscaping, street
trees, and pedestrian amenities, such as lighting
and street furniture.
Several streetscape design conditions are
prevalent in Central Rohnert Park, including
“urban” patterns that occur in the commercial
and mixed-use areas in the City Center; “attached
sidewalk” conditions, prevalent along most of the
existing older streets in the PDA; and “parkway”
conditions, where sidewalks are separated by a
landscape buffer that exist outside the PDA but
may be developed along newer streets in the
community.
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 6-4
Source: AECOM, 2015
Figure 6.1: Park and Open Space Design
Chapter 6: Community Design Guidelines
Page 6-5
Source: AECOM, 2015
Figure 6.2: Landscape/Streetscape Design
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 6-6
Urban Streetscape Condition
The urban streetscape condition, characterized
with trees placed in landscaped planter wells at
the back of the sidewalk, occurs in the City
Center. This condition also is proposed as the
typical streetscape condition for mixed-use areas
in the Station Center and City Center subareas
(see street sections in Chapter 4). Tree wells
should be a minimum of 5 feet by 5 feet in size, to
support small or medium-sized trees.
Sidewalks should be designed to support the type
of pedestrian activities planned on site. Table 6.1,
“Urban Streetscape Guidelines,” suggests the
minimum widths to support various sidewalk
activities. As shown in Figure 6.3, these activities
are organized into four zones: the frontage zone
adjacent to the building entry; the pedestrian
zone supporting pedestrian travel and entry; the
furnishing zone providing pedestrian amenities;
and the curb zone addressing activities that occur
at the edge of the curb.
Table 6.1: Urban Streetscape Guidelines
Minimum Width
Sidewalk Width 10 feet (with street
tree planters)
15 feet (with
outdoor dining)
Frontage Zone
Pedestrian clearance/
Front entrance
2 feet
Pedestrian Zone
Pedestrian traffic
Window shopping
ADA turning radius
5 feet
3 feet from building
5 feet
Furnishing Zone
Street furniture
Tree wells
Tree spacing
Back of bus bench
Back of bus shelter
2-3 feet
5 feet x 5 feet
20 feet
5 feet from curb
7.5 feet from curb
Curb Zone
Open car door clear.
Bus drop-off
1.5 feet
8 feet
Figure 6.3: Urban Streetscape Zones
Urban streetscape condition
Chapter 6: Community Design Guidelines
Page 6-7
Parkway Condition
The parkway condition includes street trees in
landscaped planting strips that create a buffer
between the sidewalk and the street. The
parkway design should incorporate a minimum
5-foot-wide sidewalk, with a minimum
6-foot-wide landscape strip.
Parkway conditions are recommended within
planned new residential areas in the Station
Center subarea and also are recommended along
busy arterial or collector roadways, where
feasible, in the Central Commercial and Triangle
Business subareas.
Attached Sidewalk Condition
Attached sidewalks are the typical existing
condition but are not recommended in more
pedestrian-oriented areas, such as the Station
Center and City Center, or along busy arterial or
collector roadways with high traffic volumes.
Where the potential exists along key access
roadways, such as State Farm Drive, Commerce
Boulevard, Enterprise Drive, and Professional
Drive, bike lanes or multi-use paths and on-street
parking, alternating with landscape planters or
stormwater curb extensions, are recommended
to support parking and landscape improvements
that provide a buffer to walkways. Refer to street
sections in Chapter 5 for proposed streetscape
improvements.
Attached sidewalk condition on Enterprise Drive
Parkway condition
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 6-8
Street Trees
Street trees are a key component of the overall
PDA landscape and should support an attractive
street environment that facilitates walking and
bicycle use. General guidelines for the selection of
trees and proposed planting methods are
discussed next.
General Guidelines for Street Trees
Street trees and trees in parks, open space,
paseos, and other landscape areas in the PDA
should be chosen from the recommended tree
lists in Tables 6.2 and 6.3, respectively. Trees that
are not listed in the tables also may be selected, if
they are acceptable to the City and are consistent
with the following guidelines:
Trees should be chosen to provide shade,
seasonal color, and variety of form.
Within existing landscaped areas, an
appropriate mix of tree species should be
selected that are compatible with existing
landscaping and trees, but should be limited
to five or six different tree species to
reinforce and enhance the character of the
street.
Similarly, a variety of tree species, with a
cohesive landscape palette, should be selected
for new development areas in the Station
Center to support a cohesive streetscape
character and unique town center
environment.
Primary street trees should be large canopy
species, chosen from Table 6.2, that create a
dense green environment at maturity. These
trees should be planted with sufficient spacing
to allow for full growth and spatial continuity.
Street trees should be selected to avoid long-
term damage to streets, sidewalks, and other
infrastructure. Root barriers should be used
as needed.
Accent trees, planted in clusters, as
recommended in Tables 6.2 and 6.3, should
be used at key community intersections or to
highlight important community destinations,
as suggested in Figure 6.2.
Chapter 6: Community Design Guidelines
Page 6-9
Table 6.2: Recommended List of Street and Accent Trees
Botanical Name Common Name Locations; Unique Characteristics
Large Deciduous Street Trees
Celtis australis European Hackberry Downtown district; shiny green foliage
Cercis canadensis Eastern Redbud Downtown district; small, red foliage
Gleditsia triacanthos Sunburst Honey Locust Triangle Business subarea; green-gold foliage
Pistachia chinensis Chinese Pistache Anywhere
Platanus acerfolia London Planetree Commerce Blvd. or State Farm Dr.; durable
trees Platanus racemosa California Sycamore
Quercus lobata Valley Oak Broad landscape areas; large, dry or wet
Quercus rubra Red Oak Broad landscape corridors; large
Large Evergreen Street Trees
Populus Nigra Lombardy Poplar Screening, community gateways; vertical
Magnolia grandiflora Southern Magnolia Broad landscape areas; large evergreen
Quercus agrifolia Coastal Live Oak
Screening and in broad landscape corridors;
large Quercus ilex Holly Oak
Sequoia sempervirens Redwood
Small/Medium Accent Trees
Acer buergeranum Trident Maple Downtown district; ornamental
Acer rubrum Red Maple Downtown district; red
Cercis occidentalis Western Redbud Anywhere; small, red accent, round
Quercus suber Cork Oak
Anywhere, medians, planters Malus ‘Prairie Rose’ Flowering Crabapple
Nyssa sylvatica Sour Gum
Prunus cerasifera Thunder Cloud Flowering Plum Downtown gateway, medians; purple foliage
Pyrus calleryana ‘Aristocrat,’
‘Autumn Blaze,’ ‘Capital’ Ornamental Pear Downtown gateway, medians; green foliage
Tilia Cordata Little Leaf Linden Anywhere; small, green foliage
Street Trees (large to small)
London Plane Tree
Sunburst Honey Locust
Eastern Redbud
Accent Trees (large to small)
Red Maple Sour Gum
Cork Oak
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 6-10
Source: AECOM, 2015
Table 6.3: Recommended List of Trees for Parks, Paseos, and Open Space
Botanical Name Common Name Recommended Locations; Unique
Characteristics
Large Canopy Trees
Acer pseudoplatanus Red Maple Parks or open space; large
Cedrus deodara Deodar cedar Downtown district
Cercis canadensis Eastern Redbud Downtown district; red
Gleditsia triacanthos Sunburst Honey Locust Central Commercial and Triangle Business subarea
Juglans californica California Black walnuts
Pistachia chinensis Chinese Pistache Downtown district
Quercus douglasii Blue oak Multi-use paths; large
Quercus lobata Valley oak Multi-use paths; large, dry/wet, flat soil
Quercus rubra Red oak Open space; large oak
Ulmus varieties Elms Open space in Downtown district; large green foliage
Riparian Trees
Acer macrophyllum Big leaf maple Along creek corridors
Acer negundo Box elder Along creek corridors
Alnus rhombifolia White alder Along creek corridors
Crastaegus douglasii Black hawthorn Along creek corridors
Fraxinus Americana White ash Along creek corridors
Salix gooddingii Goodding’s willow Creek edge
Salix lasiandra Red Willow Creek edge
Small / Medium Accent Trees
Quercus suber Cork Oak Downtown district; plazas
Acer buergeranum Trident Maple Downtown district, plazas
Arctostaphylos glauca Big berry manzanita Parks or open space areas
Cercis occidentalis Western Redbud Downtown district; plazas
Heteromeles arbutifolia Toyon Station Center or Creekside Neighborhood; accent
Lagerstroemia indica Crape Myrtle Along open space paseo; plazas
Nyssa sylvatica Sour Gum Gateways or plazas
Cupressus sempervirens Italian Cypress Gateways or screening
Populus nigra Lombardy Poplar Gateways or screening
Deodar Cedar
White Alder
Southern Magnolia
Elm Tree varieties
Chapter 6: Community Design Guidelines
Page 6-11
Street Furnishings and Lighting
A uniform style of street furniture and lighting is
recommended in Central Rohnert Park for a
cohesive design and development theme, as
suggested by the images below. Street furnishings
may include kiosks, benches, newspaper racks,
bike racks, bus shelters, lighting, planters, trash
cans, benches, café tables, and chairs to
encourage activity on the street.
Lighting should be selected to support the safety,
security, and pedestrian quality of the PDA
subareas. A single, distinctive light fixture should be
used for all major arterial and collector roadways
in Central Rohnert Park. Street lighting on local
streets may be ornamental or decorative
pedestrian light fixtures, not to exceed 16 feet in
height and should be coordinated in style and
materials with street furnishing to establish a
consistent design theme for the community.
Landscape lighting should be used for gateway
entry features, signage, and other pedestrian areas.
Uplighting of trees or landscaping may be used to
identify special entries, destinations, or landmarks.
Landscape design details, such as shading, paving,
screening, traffic calming, and other specific
pedestrian-oriented design features in the PDA
are further addressed in the design guidelines that
follow in the next section.
Street Furnishing Character
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6.2.3 Building Setbacks
Figure 6.4 shows recommended building setbacks
in the PDA. Commercial and mixed-use buildings
in the City Center and Station Center subareas
have zero-foot setbacks (e.g., buildings typically
located at the back of the sidewalk). Building
setbacks may vary from the build-to-line, to allow
additions to the public realm, such as plazas or
outdoor spaces (including outdoor seating/dining
areas). Setbacks adjacent to residential uses
should have greater setbacks, to allow private
entryways into individual units and support
transitions from public to private space.
Existing building footprints are identified by the
dark shaded blocks in Figure 6.4. Buildings along
major arterial roadways, such as those along RPX
and Commerce Boulevard, tend to have greater
setbacks. Appropriate architectural or landscape
treatments that will provide a buffer to traffic noise
should be considered on these roadways. Setbacks
for commercial, industrial, or office uses in the
Central Commercial, Triangle Business, and
Creekside Neighborhood subareas are varied.
Development in these areas should be compatible
with existing average, adjacent setbacks on the
same block, except where infill growth is
recommended closer to the street, as shown in
Figure 6.5. Setbacks should be landscaped to
coordinate with the streetscape design themes,
established in the PDA. Building setback variations
are recommended to support pedestrian courts
and plazas, integrated into site development plans,
where possible.
6.2.4 Building Orientation
When possible, ground-level storefronts and
entrances should be concentrated along
pedestrian routes, as shown in Figure 6.5,
consistent with the development standards
discussed in Chapter 4. Street edges should be
defined with consistent building lines or
landscaping, to support pedestrian activity.
Mixed-use development should be defined by
buildings or landscaping along City Center Drive,
Padre Center Drive, and on east-west local access
roadways, leading to the Station Center subarea.
Landscaping should be positioned at the back of
the sidewalk, to establish an attractive streetwall.
Buildings along the streetwall should be articulated
with architectural elements, such as awnings,
overhangs, and arcades. Parking areas should be
dispersed, provided on-street, located within
interior parcels, or screened.
Residential uses should front on streets or publicly
accessible spaces (e.g., courtyards, parks, or
paseos). If applicable, accessory commercial uses
and common space should be located on the
ground floor.
In the Triangle Business and Central Commercial
subareas, non-residential infill development is
encouraged, to define the street and support
opportunities for new plazas or other pedestrian
amenities. Buildings should have storefronts
and/or articulated facades and public entrances
along the street.
Chapter 6: Community Design Guidelines
Page 6-13
Figure 6.4: Building Setback Diagram
Source: City of Rohnert Park, AECOM, 2015
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Figure 6.5: Streetwall Diagram
Source: City of Rohnert Park, AECOM, 2015
Chapter 6: Community Design Guidelines
Page 6-15
6.2.5 Gateway and Signage System
A cohesive gateway and signage system,
coordinated with landscape and streetscape
improvements, can help to give a unique brand
and identity to Central Rohnert Park and establish
it as a destination. Community gateways and
signage should identify the boundaries of the city,
brand Central Rohnert Park, and support
development of local subareas.
An integrated community gateway and signage
program for the PDA Plan is proposed, including:
Civic community gateways
District or neighborhood identity markers
District wayfinding signs
Open space and trail signs
A description of each of these signage themes is
presented next. The proposed location for each
of these types of signs is shown in Figure 6.6.
Civic or Community Gateways
Civic gateways should be established at community
entries along roadways, bikeways, railways, and
highways, to contribute to the unique identity of
Central Rohnert Park. These gateways may consist
of landscaping, art, monument signs, and/or other
types of markers, placed at key entry locations into
Rohnert Park (e.g., off the RPX exit of U.S. 101, as
shown in Figure 6.7).
The SMART train station also should be thought of
as a special gateway into the community and
should be identified with a special iconic landmark
feature, plaza area, urban landscaping, and
coordinating street furniture. Gateway signage
should be accompanied by landscaping and may
incorporate public art that expresses the
community’s vision. Community gateway concepts
for Central Rohnert Park are provided in the
aspirational images below and are suggested in the
site design concepts for a community gateway on
RPX in Figure 6.7, entering the PDA from U.S. 101,
on the west.
Community Gateway Character Examples and Themes
Local materials
Asymmetric landscape patterns
Organic lines
Artistic community gateway
example
Transit gateway example
Existing city median sign
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Figure 6.6: Gateway and Signage System
Source: City of Rohnert Park, AECOM, 2015
Chapter 6: Community Design Guidelines
Page 6-17
Source: AECOM, 2015
Figure 6.7: Community Gateway Concept
Community Gateway Character Concepts
Sonoma Mountain landscape
influence
Locally available materials
Unique landscape identity
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District Identity Signs
District identity signs or markers should be
provided at key points in the community, to
distinguish the Downtown and other distinct
areas in Central Rohnert Park. Signs should
incorporate district-specific elements or art.
District signs may be provided in a variety of
forms, such as gateway features, identification
markers, or banners mounted on street light
poles, as suggested in the examples below and in
the gateway entry concept for the City Center
shown in Figure 6.8.
District Wayfinding Signs
Directional signs feature place name and
wayfinding information (e.g., arrows) to local
destinations and should be coordinated with
streetscape elements in the surrounding area.
Directional signs may be mounted on freestanding
posts or may be located on blade signs attached
to streetlight poles, as shown in the character
concepts below. District orientation signs should
identify the name of the area, destinations,
parking, and public facilities, and should be placed
in areas with high pedestrian volumes (e.g., at the
SMART station, along Town Center Drive, and
on the main street in the Station Center subarea).
District Identity and Wayfinding Signage Character Examples
District gateway
District identity themes
District identification markers
District wayfinding sign District wayfinding sign
District wayfinding sign
District orientation sign
Street post mounted
Chapter 6: Community Design Guidelines
Page 6-19
Figure 6.8: City Center/Downtown Gateway Concept
District Gateway Character Concepts
District color themes/accents
Asymmetric landscape features
Neutral color tones, organic lines
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Open Space and Trail Signs
A unique identity should be provided for the
creek corridor open space. A rustic landscape
palette, reflective of the rural setting of the
community, such as rock walls, open post and rail
fencing, and wooden directional trail posts or
markers should be considered in the Copeland
Creek and Hinebaugh Creek open space
corridors and along bridges and public right-of-
ways in the Creekside Neighborhood.
Interpretive signs should be sited carefully, to give
natural or historical information along the creek
corridors.
Open Space and Trail Sign Character Examples and Themes
Rustic landscape palette
Trail sign
Interpretive trail sign
Chapter 6: Community Design Guidelines
Page 6-21
6.3 SUBAREA AND
NEIGHBORHOOD DESIGN
GUIDELINES
6.3.1 Commercial and Commercial
Mixed-Use Infill Guidelines
The following guidelines apply to new commercial
and commercial mixed-use infill development,
additions, and renovations in the Central
Commercial, Creekside Neighborhood, and
Triangle Business subareas.
Commercial and mixed-use centers in Central
Rohnert Park are regional and neighborhood-
serving. They provide the community with basic
goods and services, and in some areas, function as
local gathering places. These centers should focus
on public and private improvements that support
safe community access, add public space, and
support pedestrian and landscape improvements.
A. Public Spaces and Pedestrian
Amenities
Commercial and commercial mixed-use areas in
Central Rohnert Park should enhance the public
realm through building improvements along the
street, the addition of plazas and gathering spaces,
and landscape improvements, including clearly
delineated walkways or passages, shading, and
pedestrian amenities (i.e., lighting seating, bicycle
facilities, and wayfinding signage).
Design Guidelines
Public spaces, such as plazas, courtyards, and
outdoor dining spaces, should support
commercial patronage and enhance the
vitality of commercial areas.
Active uses, such as building entries,
storefront display windows, common areas,
restaurants, and outdoor dining spaces,
should support activity within centers and
placed on the ground floor that front onto
public spaces.
Public spaces, plazas, and courtyards should
be enhanced with pedestrian furniture,
lighting, public art, and landscaping, to create
comfortable and inviting places.
Landscaping should be provided along
walkways at building frontages or parking
areas and should provide a buffer for outdoor
spaces.
Landscaping in commercial centers should
feature hardy, drought tolerant plants,
adapted to urban conditions, to reduce
watering requirements and provide for the
long-term health and survival of the plants.
Setback areas, including internal side setbacks,
should be landscaped to support an attractive
and varied public realm.
Street furnishings and landscaping, including
planters or tree grates and potted plants,
should be provided along walkways, to
support a pleasant urban retail street
experience.
Water features serve as natural gathering
places and should be considered in public
gathering places such as plazas, where
suitable, to mitigate the effects of the local
climate during warm summer months and
serve as focal points.
Landscaping should be provided along
walkways at building frontages.
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Public art is recommended to enhance the
appearance of the public realm and may draw
from contextual influences in the city, such as
views of the Sonoma Mountains.
New open space, circulation, and greening
opportunities, such as picnic areas or paseos,
should be considered in setback areas, shared
between adjacent properties or businesses,
particularly in established community areas.
B. Circulation and Parking
The design of shopping centers should be
organized to support safe activity and circulation
for all modes of travel. Internal circulation should
be efficient and should include well-defined
pedestrian and bicycle paths.
Design Guidelines
Service areas and loading functions should be
integrated into the circulation system and
should be designed to minimize conflicts with
vehicles and pedestrians.
Vehicular access on Commerce Boulevard
and State Farm Drive should be improved as
follows:
- When possible, new commercial access
driveways should be designed to align
with existing driveways.
- Shared parking arrangements and shared
driveway access between adjoining
commercial properties is recommended.
- Future streetscape improvements should
support safe vehicular turning movements
and safety at pedestrian crossings.
Traffic calming or pedestrian improvements,
such as wider sidewalks and clearly delineated
pedestrian paths, should be considered in
existing commercial centers, when necessary
to provide safe bicycle or pedestrian access.
Pedestrian pathways should be enhanced as
properties redevelop to support safe and
convenient pedestrian access.
On-site amenities for bicycle parking should
be provided at each center, with safe and
convenient access to adjoining bicycle path
systems.
Clearly marked walkways, delineated with a
change of paving material or color, should be
provided at parking lots, to define safe
pedestrian routes and link commercial areas
to public transit stops and nearby
neighborhoods.
Parking along building frontages for short-
term retail users is recommended.
Open space trails along Copeland and
Hinebaugh Creeks and connecting paseos
should be designed with consideration for
security and safety, including lighting, visibility,
wayfinding, and access control.
Pedestrian crossings should be delineated
with a change in paving in shopping center
parking lots.
Active uses, such as at restaurants in
outdoor dining areas, should be
encouraged.
Chapter 6: Community Design Guidelines
Page 6-23
Parking lots should incorporate centrally
located walkways and landscaped areas with
large shade trees of sufficient size and spacing
to provide shade to surrounding parking
spaces.
Street and surface parking design should
channel and slow stormwater run-off through
low impact development (LID) techniques,
such as bioswales, stormwater curb
extensions, infiltration planters, roof gardens,
and other LID techniques.
C. Loading and Service Areas
Design Guidelines
Loading and service areas should be screened
to reduce noise and visual blight, with fencing,
walls, landscaping, or a combination of these
elements.
Loading and trash areas should be located
away from residential and public areas
whenever possible.
Loading areas should be functionally
separated from parking and walkways, to
provide convenient access for delivery trucks.
D. Lighting
Lighting fixtures should complement and enhance
the architectural style of buildings or lighting
styles within overall commercial centers and
contribute to the safety and security of the
commercial centers.
Design Guidelines
Lighting should be high quality, durable, vandal
resistant, and selected to be compatible with
buildings and surrounding development.
Distinct accent lighting may be used on
buildings to highlight individual tenants.
Hoods or other design elements should be
incorporated into lighting fixtures to avoid
light spillover and comply with the City’s dark
sky standards.
Pedestrian-scaled lighting (not to exceed16 feet)
is recommended along walkways.
Distinct accent lighting on buildings should
be used to identify tenants.
Service areas should be screened with
fencing, walls, and/or landscaping.
Parking lots should incorporate stormwater
infiltration planters.
Pedestrian paths should link centers to
adjacent neighborhood areas.
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E. Paving
Paving materials should be used to enhance
pedestrian safety, clearly define pedestrian access
ways, and improve the appearance of the ground
plane. Textured or colored pavement should be
used to highlight special areas of the community.
Textured or colored pavement is
recommended to distinguish civic, office, or
commercial gathering places.
Key intersection of arterial or collector
streets should incorporate textured or
colored pavement to highlight walkways
across the street.
Textured or colored pavement may be used
to articulate different sidewalk areas and
activities.
Alternative surface paving materials that help
treat stormwater run-off on site is
recommended, to minimize the need for
supplementary irrigation.
Enhanced pedestrian crosswalks should be
used at roadway intersections, at mid-block
crossings, and along access routes to
common public spaces. Enhancements can
include any combination of special striping,
colors, raised pavement, and other
techniques that increase pedestrian visibility
within crosswalks.
F. Signage
Attractive, well proportioned, and carefully
located signs can enhance the identity of a tenant
or commercial area and support streetscape
enhancements along the public right-of-way.
Design Guidelines
Business identification signs should be simple
and legible.
Signs should be in scale with buildings and the
surrounding pedestrian environment.
Signs should be used for orientation and
wayfinding and should contribute to the
identity of overall streetscape improvements.
Business identification signs should be
simple and legible.
Commercial center signs coordinated with
the site development can enhance the
streetscape environment.
Enhanced crosswalks should be used at
roadway intersections of pedestrian routes.
Chapter 6: Community Design Guidelines
Page 6-25
G. Building Orientation
Many of the commercial centers in Central
Rohnert Park consist of in-line, multi-tenant
buildings or single tenant users on commercial
building pads, with parking that predominates along
the street frontages on Commerce Boulevard and
State Farm Drive. Buildings should be oriented
towards major roadways (including U.S. 101), to
promote a positive visual image of the community.
To support pedestrian improvements, new infill
development and redevelopment should ensure
that new buildings front onto commercial access
streets or internal walkways.
Design Guidelines
New buildings should be developed along
street edges, particularly as identified in the
street wall diagram shown in Figure 5.4.
Commercial infill development should be
oriented close to the public right-of-way
along Commerce Boulevard and State Farm
Drive, to support the vision for a connected
town center environment on both sides of
State Farm Drive and RPX.
All commercial buildings should be designed
to have visually attractive building and
landscape elements facing toward major
roadways.
If not fronting onto a public street,
commercial or mixed-use centers should be
clustered to support a pedestrian-friendly
shopping environment.
Site improvements should support safe
pedestrian access and should include public
outdoor space and amenities.
Buildings should face the street and be
designed with access to plazas, seating areas,
trails, transit, and pedestrian amenities.
Commercial frontages should provide a
transparent façade area along the street,
consisting of windows, entries, and storefront
displays.
H. Building Massing
Design Guidelines
New building façades or façade improve-
ments, especially along pedestrian frontages,
should be articulated through one of the
following methods:
- Windows, entries, and other openings
facing a public street;
- Varied roof heights, setbacks, and use of
building materials, colors, and
architectural elements;
- Moldings and building lines, such as
columns, pilasters, or horizontal bands, to
accentuate various floors or levels and
break up the façade;
- High quality ground floor material
treatments that anchor the building to
the ground plane; and
- Covered walkways and detailed entry
treatments.
This façade renovation incorporates
covered walkways and features façade
articulation.
This clustered shopping center
arrangement features a shared plaza area.
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Individual tenants in a multi-tenant structure
should be easily distinguished, using
architectural features, including:
- columns, piers, or pilasters placed
between building bays;
- building setback variations for recessed
entrances, niches for landscaping,
outdoor seating or dining, or other
pedestrian amenities;
- arcades and roof overhangs; and
- changes in building or roof heights
between adjacent tenants.
6.3.2 Mixed-Use Guidelines for the
Downtown
The following design guidelines apply to
development downtown, including the Station
Center and City Center subareas. Land uses in
the Triangle Business subarea are addressed
separately in Section 6.3.3, and for the Central
Commercial subarea in Section 6.3.1.
Retail, office, civic, and other uses in the City
Center and Station Center subareas should be
designed with active relationships to the street.
Buildings and landscaping should be designed to
support development themes of the community,
emphasizing use of contemporary and high quality
materials, and the local Sonoma County
vernacular influence, to create inviting outdoor
spaces and vibrant places.
A. Public Spaces and Pedestrian
Amenities
Public spaces are important to the development
of the downtown as a walkable area that benefits
from being adjacent to the SMART rail line. The
guidelines for “Public Spaces and Pedestrian
Amenities” in Section 6.3.1 also apply and should
be referenced for commercial and mixed-use
development downtown.
B. Building Orientation
The following building orientation guidelines will
support and contribute to the urban identity and
pedestrian- and transit-oriented quality of the
subareas, with commercial retail, office, and
mixed-use buildings placed near the pedestrian
right-of-way.
Design Guidelines
New neighborhood blocks should be no
greater than 600 feet in length. However,
pedestrian access connections should be
spaced no further than 400 feet apart.
Development should be oriented to take
advantage of views of the mountains and
should support public access to the SMART
station.
To nurture a pedestrian-focused community,
setbacks should be landscaped and buildings
should be oriented to activate common spaces
and public rights-of-way, with court-yards,
plazas, seating, and other public amenities.
Building should be oriented to face parks,
plazas, pedestrian spaces, and streets, rather
than parking lots and service areas.
Buildings should be oriented to activate
pedestrian plazas or other public spaces.
Color and different architectural treatments
distinguish individual tenants in this multi-
tenant building.
Chapter 6: Community Design Guidelines
Page 6-27
C. Circulation
Design Guidelines
Public spaces, such as the SMART station and
bus stops, should be linked through a
continuous pedestrian circulation system.
Pedestrian amenities, such as comfortable
seating, shelter, and route and schedule maps,
should be provided at the SMART station,
bus stops, and future shuttle stops, to
encourage transit use.
Clearly delineated walkways should connect
streets, transit facilities, and parking facilities
to main building entrances.
Bicycle lanes and routes should be clearly
marked with paving striping or color and
signage.
On-site amenities for bicycle parking should
be provided, with safe and convenient access
to adjoining bicycle path systems.
D. Parking
Parking may be a combination of on-street, off-
street surface parking, and parking structures.
Development should be designed to integrate
structured parking and additional density and
commercial intensity, as market conditions allow.
Design Guidelines
Large expanses of surface parking lots should
be avoided in favor of on-street parking,
smaller parking lots, and structured parking.
The visibility and location of parking lots
should be secondary to that of commercial,
office, or other development.
Landscape buffers should be located between
parking areas and sidewalks.
Surface parking lots should be located behind
building and should be accessible from alleys
or side streets, wherever feasible.
Parking lots should incorporate centrally
located walkways and landscaped areas, with
large shade trees of sufficient size and spacing
to provide shade to parking spaces.
Parking lots should incorporate centrally
located walkways and landscaped areas.
Parking lots should be located behind
buildings and accessible from alleys.
Pedestrian amenities should be provided at
transit stops, to encourage transit use.
Buildings should front onto parks, plazas,
or other pedestrian spaces.
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Primary pedestrian circulation patterns within
vehicular rights-of-way should be delineated
by changes in paving material or color and use
of special signage and pedestrian-scaled
lighting.
The collection and channeling of stormwater
run-off, based on LID principles, is
encouraged.
Parking structures should be designed with
architectural features that complement
commercial, office, or mixed-use buildings in
the vicinity.
Parking structures located on primary
commercial streets should be designed with
ground floor retail, office, or other uses.
Parking structures should be designed to
incorporate passive safety design features,
such as open or glass stairways and interior
lighting, to provide secure facilities.
Automobile entries and exits should be
placed to support safe vehicular access and
should be located mid-block towards service
areas rather than on primary pedestrian
streets.
Pedestrian entries and exits should be clearly
marked and should open onto primary
pedestrian streets and routes.
Short-term bicycle parking should be
provided for patrons of all commercial/retail
buildings, major offices, and civic or
entertainment destinations.
E. Street Furnishings and Lighting
Street furnishings and lighting should complement
landscape themes in Downtown or within the
broader Rohnert Park community. Building
lighting fixtures should complement and enhance
the architectural style of buildings and contribute
to the safety and security of the community.
Design Guidelines
New street furniture and lighting must be
attractive, comfortable, easy to maintain,
high-quality, and vandal resistant.
Opportunities for seating and spontaneous
gathering areas integrated into site
developments is recommended and may
include low walls, steps, fountains, and similar
landscape features.
Light fixtures should be selected to reflect the
overall building and landscape theme.
Creative fixture designs should promote the
individual expression of businesses.
Street furnishings should complement
landscape themes in the community.
Parking structures on primary commercial
streets should have ground floor storefronts.
Short-term bicycle parking should be
provided at community destinations.
Chapter 6: Community Design Guidelines
Page 6-29
Use of specialized lighting is appropriate for
entries, tower elements, public art, water
features, and other unique architectural
elements.
Light fixtures should be placed at the
appropriate scale and location to avoid light
spillover and glare into surrounding areas.
F. Paving
Paving materials should enhance pedestrian safety,
define pedestrian access ways, and improve the
appearance of the ground plane. Textured or
colored pavement should be used to highlight
special areas of the community.
Textured or colored pavement is
recommended at civic, office, or commercial
gathering places.
Textured or colored pavement should be
used to highlight the crosswalks of key
arterial or collector street intersections.
Textured or colored pavement may be used
to articulate different sidewalk areas and
activities.
Alternative surface paving materials that help
treat stormwater run-off on-site is
recommended.
Enhanced pedestrian crosswalks should be
used at roadway intersections, at mid-block
crossings, and along access routes to
common public spaces. Enhancements can
include any combination of special striping,
colors, raised pavement, and other
techniques that increase pedestrian visibility
within crosswalks.
G. Signage
Attractive, well proportioned and carefully
located signs can enhance the identity of individual
businesses as well as improve the overall
character of commercial areas or districts.
Design Guidelines
Signs should be in scale with buildings and the
surrounding pedestrian environment and
should be integrated into the building’s
architectural design.
Signs should be simple and legible, and should
not create visual clutter.
Unique signs or monuments that incorporate
public art to identify gateways or special
community destinations are recommended.
H. Loading and Service Areas
Design Guidelines
Service areas and loading functions should be
integrated into the circulation system and
designed to minimize conflicts with vehicles
and pedestrians.
Loading and trash areas should be located
away from residential and public areas, to the
extent feasible.
Loading areas should be functionally
separated from parking and walkways, to
allow safe and convenient access for delivery
trucks.
Service areas of buildings should be screened
to reduce noise and visual blight with fencing,
Signs should be simple, legible, and in scale
with buildings and surroundings.
Textured or colored pavement should be
used to highlight walkways.
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Page 6-30
walls, landscaping, or a combination of these
elements.
I. Building Massing
To support inviting and attractive façade at the
ground floor, buildings should be designed with
the following features.
Design Guidelines
Commercial storefronts and ground floor
common areas should provide a transparent
façade along the street, consisting of
windows, entries, and storefront displays.
Doors, windows, cornice lines, floor lines,
signage, and overhangs should be
incorporated into the building design to
support interesting building façades.
Individual tenants in multi-tenant structures
should be easily identifiable by using the
following architectural techniques:
- columns, piers, or pilasters placed
between building bays;
- building setback variations for recessed
entrances, niches for landscaping,
outdoor seating or dining, or other
pedestrian amenities;
- arcades and roof overhangs; and
- changes in building or roof heights
between adjacent tenants.
Main public entries should have a strong
relationship with the primary pedestrian
street. Secondary entries should be clearly
visible and accessible to pedestrians.
- Building entries should be defined with
signage, lighting, and architectural details.
- Overhangs and awnings, designed to fit
the building design, should shade and
protect building entries from the weather
and enhance the pedestrian experience.
J. Materials, Colors, and Finishes
High-quality materials should be used on the
ground floor, to enhance the pedestrian
experience.
Durable exterior material should be used on
all sides of buildings.
A complementary color palette using neutral
shades or otherwise, in colors compatible
with adjacent and nearby buildings, should be
used as the predominant color on a building.
Individual tenants in multi-tenant structures
should be easily identifiable.
Commercial storefronts and common areas
should provide a transparent façade along
the street.
Loading and service areas should be screened
with fencing, walls, or landscaping.
Chapter 6: Community Design Guidelines
Page 6-31
Accent colors or materials, such as brick,
stone, or wood, should highlight certain
architectural features or elements. Other
typical accent materials in traditional
downtowns include stone, metal, or textured
concrete.
K. Sustainable Design
Sustainable design features should be integrated in
new development or redevelopment.
Employ site, landscape, and building design
that promotes energy conservation through
the following:
- Site and orient buildings to consider
passive heating and cooling opportunities.
Trees and architectural elements such as
awnings, shading devices, and pergolas
may be used to shade the south and west
sides of buildings to reduce cooling and
heating loads.
- Use light colored roofs or special glazing
to reduce heat gain.
- Use energy efficient lighting fixtures, such
as light emitting diodes, high pressure
sodium fixtures, or other energy efficient
technologies, replacing older fixtures, as
appropriate.
- Incorporate walkways, parking lots, and
other non-roof hardscape surfaces with
high-reflectivity materials and finishes to
reduce the urban heat-island effect.
Promote water conservation through
strategies that include:
- Using climate sensitive irrigation systems.
- Designing streets and parking lots to
channel and slow stormwater runoff
through LID techniques, such as
bioswales, stormwater curb extensions,
infiltration planters, roof gardens, and
other LID techniques.
Incorporate LID features, such as bioswales,
into parking lots, to slow stormwater run-off.
Architectural elements, such as shaded
canopies and pergolas, should be used to
shade the south and west sides of buildings.
Accent colors or materials should be used to
highlight architectural building features.
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6.3.3 Triangle Business Subarea
Guidelines
The following design guidelines apply to
development in the Triangle Business subarea,
which consists primarily of office and light
industrial uses, with some retail and social
services. Future redevelopment of office and
industrial uses in this subarea should be designed
to open and connect to more of an office park or
industrial park setting that thrives from being
adjacent to a variety of uses, rather than in
individual secured and controlled lots.
Frontage improvements and additional
landscaping and common space should be
provided as properties are improved or
redeveloped, to beautify and provide places for
employees to gather. New circulation and open
space connections should support safe alternative
travel means to the automobile.
A. Site Design
Site design of buildings, circulation, and parking in
the Triangle Business subarea should support the
functional needs of businesses and patrons. Site
activities and buildings should be designed to
provide an attractive appearance along public
rights-of-way, to the extent feasible, while
minimizing potential impacts on adjacent uses.
Landscape plantings should enhance the built
environment, soften and augment building
development, help support business identity, and
screen and buffer objectionable uses.
Design Guidelines
A theme, character, and identity should be
established for each new project, compatible
with the overall character of the subarea.
Landscaped setbacks with trees, shrubs, and
groundcover are recommended along the
public street frontage to contribute to the
continuity and character of the street.
Setback areas shared by multiple properties
should be treated as unified, planted, and
landscaped areas, designed to contribute to
the broader open space and circulation
systems in the subarea, such as the proposed
central north-south paseo.
When possible, buildings should be clustered
to provide gathering areas, such as
courtyards, patios, or small open space.
Employee amenities, including seating, eating,
and recreational activities, also are
recommended.
Plant materials should be native, drought
tolerant, and adapted for the intended
location and function to be low maintenance
and reduce water demand.
Landscape screening, consisting of trees or
shrubs, should be considered within private
landscape setback areas next to the SMART
rail line, to support the privacy of businesses
and establish an interesting linear open space
character along the line and multi-use path.
Buildings should be designed to provide an
attractive appearance along public rights-of-
way.
Shared setback areas may be used to provide
connections to regional open space and
circulation networks.
Chapter 6: Community Design Guidelines
Page 6-33
Undesirable site elements, such as service
bays and loading areas, should be located
away from the public or should be screened
with landscaping, fencing, or walls.
Landscaping should be used to help screen
parking areas along public rights-of-way.
B. Circulation and Parking
These circulation guidelines address safe
vehicular, transit, bike, and pedestrian travel ways
and are intended to promote options for
alternative travel modes. Parking guidelines are
provided to manage expected parking needs while
fostering a more walkable business environment.
Design Guidelines
Clearly marked walkways should connect
streets, transit stops, parking areas, main
building entrances, and other community
destinations.
Large-canopy shade trees should be provided
along street corridors, to shade road surfaces
and walkways.
Shared access drives between adjacent
parcels should be provided to reduce curb
cuts, particularly along Commerce Boulevard
and State Farm Drive, to support better
circulation and internal connectivity for
businesses.
Circulation patterns should help minimize
conflicts between vehicles and pedestrians,
between visitors and employee traffic, and
shipping, service, and delivery vehicles.
Businesses should consider bike and
pedestrian connections from building to
planned bicycle paths and trails.
Open space trails along Hinebaugh Creek and
paseos should be designed to consider
security and safety, including access control,
lighting, visibility, and wayfinding.
Smaller parking courts, shared parking, and
on-street parking are preferred.
To reduce stormwater runoff and heat gain in
large parking lots, open space or landscaped
setbacks should be provided between parking
lots and sidewalks, and should incorporate
drought tolerant landscaping or low impact
development features to reduce water use
and help collect and channel stormwater
runoff from parking lots.
Permeable materials, such as porous asphalt-
concrete, grasscrete, or interlocking modular
pavers should be used in parking lots with
low traffic that can support such materials
(and soil conditions allow).
Short-term bicycle parking should be located
in clearly visible and accessible locations for
patrons and should be grouped in clusters,
shared by multiple businesses or tenants.
Long-term bicycle parking should be located
in visible, secure, and well-lit locations.
Showers and changing facilities for bicyclists
should be easily accessible from long-term
bicycle parking areas. On-site amenities for
bicycle parking should be provided, with safe
and convenient access to adjoining bicycle
path systems.
C. Loading and Service Areas
Design Guidelines
Service areas of buildings should be placed
and screened to reduce noise and visual
impacts.
Loading and service areas should be located
behind or to the side of buildings, away from
public areas, and should be screened from
public view with fencing, walls, and landscaping,
or a combination of these elements.
Loading areas should be designed to allow
convenient access by delivery trucks.
Drought tolerant landscaping should be used
in parking lots, to reduce water use.
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D. Street Furnishings and Lighting
Design Guidelines
Outdoor furnishings should be compatible
with the design aesthetics, material quality,
and color of the site development.
Lighting should be provided to ensure
sufficient illumination levels for safe vehicular
and pedestrian orientation.
Light fixtures should be high quality,
attractive, vandal resistant, and consistent
with the building design.
Light fixtures should be adequately spaced
and scaled to illuminate the intended surfaces
or spaces and should avoid light spillover to
adjacent properties.
E. Signage
Signs should be organized to have a
consistent style and clearly identify
businesses.
Signage should be used for business
identification, information, and wayfinding, but
not for advertising.
Signs should be durable, legible, and vandal
resistant.
F. Building Orientation
Design Guidelines
Buildings oriented toward public open space
should incorporate active ground floor uses
when appropriate, visible from and oriented
toward the open space. Active uses may
include common area breakrooms, building
lobbies, or conference facilities.
Building entries should be clearly visible to
pedestrians and should have a defined
relationship with public streets and/or
pedestrian-oriented landscaped paths.
G. Building Massing
The following building massing guidelines will
support the creation of well-proportioned
buildings that contribute to the creation of a
pedestrian-scaled environment.
Design Guidelines
Massing of large office or industrial buildings
should be broken into smaller components,
varying building facades, roof lines, wall
planes, and heights to avoid large expanse of
blank walls.
Large expanses of undifferentiated street
façades should be broken up with architectural
features, such as columns, joints, and variations
of wall surface depths and/or materials, and
should be articulated with windows, entries,
awnings, trellises, arcades, and changes in
material to reduce building scale.
Architectural features should be designed to a
pedestrian scale and not simply used as
adornment.
H. Materials, Colors, and Finishes
Building elements and materials should be
selected that respond to the climate
conditions in Rohnert Park.
Signs should be designed with a consistent
style and should clearly identify businesses.
Outdoor furnishings should be coordinated
with building and landscape design themes of
the site development.
Chapter 6: Community Design Guidelines
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Color should be used to create visual interest
and enhance the appearance of buildings from
the street.
On large office sites, colors should be used to
bring together materials used on the site and
complement the building architecture. The
predominant color of buildings should be
compatible with color schemes in the
subarea.
Within multi-tenant building complexes,
colors also should be used to give distinct
character to different buildings and tenants.
Highly reflective building materials, such as
mirrored glass, should not be used.
I. Sustainable Design
The sustainable design guidance provided in
Section 6.3.2, “Mixed-Use Guidelines for the
Downtown,” also is applicable to development in
the Triangle Business subarea. In addition to the
recommendations in Section 6.3.2, the following
are suggested:
Incorporate outdoor spaces, such as
landscaped courtyards, for employees to step
outside during breaks.
Promote reuse of existing buildings to
support unique community attractions, such
as breweries or artist lofts.
Use permeable or porous pavement and
landscaping to treat and attenuate
stormwater flows, where feasible.
Consider a transportation demand
management program in the Triangle Business
subarea that may include:
- Shared and safe, covered bicycle parking
areas near building entrances for visitors
and in buildings for employees.
- Pedestrian and bicycle amenities (e.g.,
showers, locker rooms, repair services).
- Shared parking and other parking
management approaches.
- Traffic calming features to support safe
bike and pedestrian access.
- Designated carpool and vanpool spaces
near building entrances for large office
developments.
- Access to rental or car-sharing services
(e.g., taxi, ZipCar, Uber, Lyft).
- Parking cash-out programs.
LID features, such as infiltration planters,
should be used to treat and attenuate
stormwater flows.
Outdoor spaces, such as landscaped
courtyards, should be provided for
employees.
Colors should bring together materials on site
and should complement building architecture.
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6.3.4 Residential Guidelines (Station
Center and City Center Focus)
The following design guidelines apply primarily to
new residential development proposed in the
Station Center and City Center subareas.
However, these guidelines are also applicable to
residential neighborhood infill developments that
may occur in the Creekside Neighborhood.
Residential neighborhoods in the City Center and
Station Center subareas should reflect the urban
character of these areas and respect the existing
context and character of established neighbor-
hood areas.
Buildings should be oriented to promote active
relationships to the street and to open space,
supporting safe community access to the SMART
station. Public open space features should be
integrated into residential neighborhoods to
encourage activity along the street and promote
an attractive public realm. Semi-public spaces of
residential development should be landscaped
along the edges or defined by walls or fences,
along side and back yard areas. These spaces
should be visible and connect to public streets,
pedestrian paths or paseos, and/or common open
space areas. Common open space should be
located interior to development or provided
nearby to support safe play areas and community
recreation.
A. Neighborhood Organization and
Building Orientation
Residential development should be integrated
with mixed-use development in the community to
support a balanced mix of uses and help support
the urban character of these subareas. Residential
development should be organized as walkable
blocks that help to define the street edge and
encourage walking, biking, and use of transit.
Design Guidelines
Neighborhood areas in the Station Center
subarea should be organized around parks,
landscaping, and open space, where feasible.
- Small open space areas for seating and
informal gathering should be provided.
- Lots, blocks, and walkways should be
designed to encourage residents to walk
to nearby amenities, such as transit stop,
open spaces, and shopping areas provided
in the subarea.
- Streets should be laid out in a pattern
that allows motorists access to internal
connections between neighborhood uses
without having to drive via arterial or
collector streets.
Pedestrian circulation systems should be
continuous and should link residences to
adjacent uses and transit facilities.
Street façades of residential buildings should be
defined by ground floor entries and windows
that overlook the street from active living
spaces (such as living rooms and kitchens).
Residential street façades should include
ground floor entries and windows that
overlook the street.
Lots and walkways should be designed to
support residential connections to
surrounding neighborhood amenities.
Chapter 6: Community Design Guidelines
Page 6-37
B. Common Facilities and Open Space
Design Guidelines
Universal design concepts should be
incorporated into the design of residential
communities to ensure development is
accessible, understandable, and navigable to
people with a wide range of abilities that
affect one or more of the senses, motor skills,
reach, range of motion, and/or general
mobility. Design characteristics to consider
to ensure the physical environment is
accessible to all users include:
- Design building features that require
minimum to no physical force to use.
- Ensure essential information on
wayfinding signage, building numbering,
and information displays are effectively
designed to communicate to all users,
regardless of their sensory abilities,
including these should be designed to be
viewed from either a seated or standing
position.
- Appropriately size building features to be
functional to users of all abilities.
Common open space should help foster a
sense of community by encouraging residents
to access and use them, incorporating seating,
shade trees or structures, ornamental
landscaping, and pedestrian amenities, such as
seating, lighting, and trash receptacles.
Private open space may consist of porches or
patios at the entries of ground floor units or
balconies and overhangs above the ground
floor. Private open space areas should be
designed to overlook common open space
areas or streets.
Common facilities should be centrally located
and should be accessible along walkways.
Mailbox facilities should be conveniently
located in central locations.
C. Street Furnishing and Lighting
Design Guidelines
Street furnishings and lighting should
complement the landscape themes in the
subarea or community.
Residential pedestrian lighting should be
coordinated with lighting found in or
proposed for the subarea.
Lighting fixtures should clearly illuminate
entryways and building addresses.
D. Fencing, Walls, and Entry Monuments
Walls and fences may be used to distinguish
private property from the public realm. Selection
of walls and fenced should be perceived as an
enhancement and not a barrier, and should
complement the style of the development while
supporting pedestrian access.
Design Guidelines
The style, materials, and placement of entry
monuments and walls should contribute to
the overall experience of the public realm.
Street furnishings and lighting should
complement landscape themes in the district.
Common open space should help foster a
sense of community.
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High-quality materials, including wood, metal,
and stucco walls, are desirable. Combining
materials in an attractive fashion may add
visual interest to the community.
Front and side yard fences, where provided,
should not exceed a height of 3 feet and
should have a minimum 50 percent
transparency.
Backyard fencing, where applicable to
separate private open space from publicly
accessible open space areas, should be
tubular black metal fencing to promote
visibility and safety.
E. Building Form and Massing
To support a pedestrian environment, buildings
should be articulated along the street.
Design Guidelines
Buildings should be articulated to reduce the
appearance of mass, using architectural
features including:
- Porches or other entry features;
- Balconies and other private open space
integral to the design of the buildings;
- Protruding or recessed building façades
with varied setbacks;
- Overhangs and varying roof heights that
add interest to the roofline;
- Horizontal elements, such as cornices,
horizontal bands, and window lintels;
- Variations in window design;
- Two or more complementary colors for
each elevation; and
- Special architectural details, such as trims,
moldings, sills, trellises, and lattices.
Building facades should be designed with
entry porches and other architectural
elements that provide a transition from public
to private space.
Taller building heights and forms should be
located on corners to accent intersections.
F. Materials, Colors, and Finishes
Design Guidelines
Building materials and colors should be
complementary and compatible with the
building style.
Use of stones and other masonry materials,
particularly as accents, is recommended, to
give a timeless quality to the building façade
and neighborhood.
Building facades should be designed with
entry porches and other elements, providing
transition from public to private space.
High-density residential buildings should be
articulated to reduce appearance of mass.
Front and sideyard fences, where used,
should be transparent.
Chapter 6: Community Design Guidelines
Page 6-39
A primary building material should be used on
all building sides. Accent materials and details
should be focused on street side façades.
Accent materials should be used to add visual
interest to the building design and may
include brick, tile, stone, wood, and stucco.
G. Entry Features and Windows
Entry features and windows help break up a
building façade and add visual interest.
Design Guidelines
Ground floor units should include entries
with direct access to adjoining walkways.
Active living spaces should face streets or
public spaces and common areas. Buildings
should include windows and openings that
permit occupants to see out to public streets,
common areas, sidewalks, and open space,
supporting natural surveillance in the
community.
Multi-pane windows with divided lights and
casing add interest to buildings and are
recommended when appropriate to the
design and style of a building.
Residential street numbers should be clearly
identified near the entryway of each unit and
should be clearly visible from public streets or
walkways, as applicable.
H. Parking
Parking for single family and multi-family units may
be provided by parking garages, surface parking,
tuck-under parking, or structured parking. Shared
parking opportunities with commercial uses in the
City Center and Station Center subareas are
encouraged.
Design Guidelines
Surface parking lots should be designed as
follows:
- Surface parking lots should be located
behind residential units rather than along
street frontages, on small lots.
- Convenient and direct access should be
provided from parking areas to homes.
- Parking lots should be landscaped and
screened from adjoining uses and streets.
Parking garages should be designed as follows:
- Garages should be accessible from alleys
or parking courts, through a shared
courtyard entry.
- Garages or carports should be clustered.
- Small landscaped planter areas and paving
treatments along alleys are recommended
to soften the appearance of rows of
garages along the alley.
Parking structures should include the
following features:
- Parking structures should be designed to
complement architectural features of
Garages should be accessible from alleys or
parking courts.
Residential street number should be clearly
identified near the entryway and visible from
the street.
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
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primary residential buildings.
- Parking structures should incorporate
passive safety design features, such as
open or glass stairways and interior
lighting to ensure a secure facility.
- Automobile entries and exits should be
placed mid-block or in service alleys,
rather than accessed along pedestrian-
oriented streets.
- Pedestrian entries and exits should be
clearly marked and open onto primary
pedestrian streets and routes or to the
residential portions of the building.
I. Service Areas and Mechanical
Equipment
Service areas, such as trash receptacles and
storage, should be easy for residents to access,
but they should be screened from view.
Mechanical equipment also should be screened
from view, when possible.
Design Guidelines
Trash and recycling containers should be
screened from view with an enclosure made
of durable materials, such as brick, concrete,
or stucco that complements the design of the
development.
Trash and recycling areas should be located
so that noise and odors are not detectable
from nearby residents.
Curbs and other impediments to removal of
trash and recycling receptacles should be
avoided.
Mechanical equipment should be
incorporated in the design of the buildings or
screened with a solid enclosure and
landscaping.
Exterior utility equipment should be placed in
low traffic areas and should be screened with
landscaping.
J. Sustainable Design
The sustainable design guidance provided in
Section 6.3.2, “Mixed-Use Guidelines for the
Downtown” also are appropriate to residential
uses. In addition to those strategies presented in
Section 6.3.2, the following additional strategy is
recommended:
Where residential units are accessible from
garages in rear-loaded alleys, trees or
climbing plants should be planted at suitable
locations in rear yards and adjacent to
driveways, to minimize heat gain and improve
the appearance of the alley.
Trees or climbing plants should be planted
adjacent to garage driveways, along rear-
loaded alleys.
Trash and recycling enclosures should be
screened with a solid enclosure and
landscaping.
Parking structure entries and exits should be
placed mid-block to support safe access.
CHAPTER 7 | UTILITIES AND COMMUNITY SERVICES
Page 7-1
7.1 INTRODUCTION
This chapter summarizes the major utilities and
community services needed to support
development envisioned for the Central Rohnert
Park Priority Development Area (PDA) and its
associated goals and policies.
7.2 UTILITIES AND COMMUNITY
SERVICES GOALS AND
POLICIES
The following goals and policies ensure the
provision of quality public services that meet the
project demands generated in the PDA.
Utilities
Goal U-1: Anticipate and plan for utility
improvements, including water, wastewater,
recycled water, and storm drainage demands
of development in the PDA.
Water:
Policy U-1.1: Ensure that adequate water supply
is available to serve existing and new
development projected in the PDA.
Policy U-1.2: Ensure that water infrastructure
facilities are in place before project development.
Policy U-1.3: Require new development in the
PDA to install water-saving devices, consistent
with the California Green Building Standards Code
and implement best management practices as
outlined in the City’s water conservation program.
Wastewater:
Policy U-1.4: Maintain existing levels of
wastewater service and ensure that sewer
capacity is available to serve existing and new
development projected in the PDA.
Policy U-1.5: Ensure that sewer infrastructure
facilities are in place before project development.
Storm Drainage:
Policy U-1.6: Require new development and
capital improvement projects to reduce pollution
and runoff affecting creeks in the PDA by
following the adopted Low Impact Development
Technical Design Manual.
Policy U-1.7: Require new development to
upgrade or install storm drainage facilities,
including on-site facilities, as needed to serve the
project. Improvements shall be designed to be
consistent with the City’s storm drain standards,
including the Low Impact Development Technical
Design Manual.
Solid Waste:
Policy U-1.8: Provide for the solid waste
disposal needs of existing and new development
projected in the PDA.
Goal U-2: To ensure the public’s safety,
restrict groundwater use at known
contamination sites.
Policy U-1.9: New groundwater wells intended
for potable use or for non-potable landscape
irrigation shall not be permitted at any of the sites
within the PDA where contaminated ground
water plumes are present.1
Community Services
Goal CS-1: Provide recreational and cultural
facilities serving residents and visitors.
Policy CS-1.1: Condition new development to
provide park and open space facilities, in accordance
with parkland requirements in the City’s General
Plan, or provide an in-lieu fee to support
development of new park and open space facilities.
Policy CS-1.2: Allow development that provides
additional community amenities and complies
with PDA standards to density bonus incentives.
1 Information on contaminated sites is available on the State
Water Resource Control Board geotracker website:
http://geotracker.waterboards.ca.gov/.
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Policy CS-1.3: Use the City’s Capital
Improvement Program, Public Facilities Fee
Program, federal and state grant funds, and other
funding sources to implement community-wide or
area-wide improvements that cannot be
conditioned as part of private development projects.
Policy CS-1.4: Utilize business improvement
districts or other types of land-secured financing
districts to provide a long-term revenue source
for maintaining PDA amenities.
7.3 UTILITY SERVICES
Development projects in Central Rohnert Park
will be required to ensure the provision of the
necessary public services—water, wastewater,
and solid waste removal; storm drainage;
electricity; and natural gas—associated with
development in coordination with the City of
Rohnert Park and applicable service providers.
7.3.1 Water
Water Supply
The City has three water sources: Sonoma
County Water Agency (SCWA) supply, local
groundwater, and recycled water. The City
manages these supplies using a “conjunctive use”
strategy, drawing on SCWA and recycled-water
supplies first and using its local groundwater to
manage peak demands. The total supply available
to the City through these three sources is 11,427
acre-feet per year (AFY), including 10,077 AFY of
potable water and 1,350 AFY of recycled water.
The City’s contract for water supply with SCWA
is the Restructured Agreement for Water Supply.
Under this contract, the City has access to as
much as 7,500 AFY, although a number of
conditions can limit the SCWA supply. Over the
past 10 years, the City has used between 2,500
and 5,000 AFY of SCWA supply, which is
significantly less than its maximum allocation.
The City’s local groundwater supply is from the
Santa Rosa Plain Subbasin of the Santa Rosa Valley
Groundwater Basin. The City manages its
groundwater supply in accordance with its 2004
Water Policy Resolution, which limits
groundwater pumping to 2,577 AFY. The City’s
2004 City-wide Water Supply Assessment
provides the technical support for this maximum
pumping rate. The City participates actively in the
implementation of the Santa Rosa Plain Watershed
Groundwater Management Plan. Modeling and
monitoring data collected by the City and others
indicate that groundwater levels are generally
rising around the City’s well field, an indication of
stable supply. Over the past 10 years the City has
used between 350 and 1,600 AFY of
groundwater, which is significantly less than its
policy limitation on groundwater use.
The City’s tertiary-treated recycled-water supply
is produced by the Santa Rosa Subregional Water
Reclamation System (Subregional System). The
City and the Subregional System have recently
entered into a producer/distributor agreement
that provides the City with access to 1,350 AFY
of recycled water. The City uses recycled water
primarily for irrigation purposes; demand for
recycled water has varied between 800 and 1,100
AFY over the past 10 years.
The City has recently completed its 2015 Urban
Water Management Plan Water Demand and
Water Conservation Measures Update. This
analysis, which is based on Association of Bay
Area Governments population and job
projections, including projections for both the
Central Rohnert Park and Sonoma Mountain
Village PDAs, projects the City’s potable water
demands through 2040. This demand is expected
to range between 5,600 and 6,100 AFY,
depending on the level of water conservation
undertaken by the City. This projected demand is
significantly less than the City’s available water
supplies. This analysis also indicates that the City
has the potential to secure approximately 500
AFY (the difference between 5,600 and 6,100
AFY) by undertaking more aggressive water
conservation activities.
Water Delivery Infrastructure
The City’s SCWA water supply is delivered
through 13 turnout connections from the SCWA
aqueduct system. There are five aqueduct
turnouts in the Central Rohnert Park PDA and a
City-owned, 12-inch aqueduct pressure
transmission main runs along the Hinebaugh
Creek channel through the PDA.
Chapter 7: Utilities and Community Services
Page 7-3
The City’s groundwater is supplied by a well field
consisting of 42 municipal supply wells, 29 of
which are active. The City’s wells are connected
directly to the distribution system.
In the PDA, the water distribution system consists
primarily of 6- and 8-inch water mains (Figure 7.1).
The City has a planned capital improvement
project that will parallel the 4-inch distribution
mains at the north end of Central Rohnert Park
with an 8-inch distribution main to improve the
overall performance of the distribution system.
Recycled water is delivered through the City’s
high-pressure system, which consists of a 24-inch
backbone transmission pipe running along the
Copeland Creek channel. Two turnouts from the
recycled-water system are located in the Central
Rohnert Park PDA. One turnout runs south to
serve City Hall (located in the Creekside
Neighborhood subarea) and the second turnout
runs north, parallel to the Sonoma-Marin Area
Rail Transit (SMART) rail line right-of-way, and
serves the City Center subarea. Recycled-water
service was historically provided to the Station
Center subarea, but this service is no longer
active.
Summary
In general, the existing water supply sources and
facilities are expected to be sufficient to provide
an adequate supply of water to meet the PDA’s
current and future demands. A planned capital
improvement project will remove the one
restriction in the distribution system that serves
the PDA. Although the overall distribution system
for both potable and recycled water is adequate,
site-specific improvements may be required to
accommodate individual development proposals.
7.3.2 Wastewater
The PDA is currently served by the City of
Rohnert Park’s sewer collection system. This
system consists of 77 miles of gravity sewers, 7.5
miles of force mains, 16 inverted siphons, and
three pump stations that convey sewage to the
treatment facility. Most facilities were installed
between 1956 and 1980 and the average age is
estimated to be 30 years.
Pipe sizes within the PDA range from 4 inches to
42 inches (Figure 7.2). The City’s two main
interceptor sewers cross the PDA. In the
northerly portion of the PDA, the 27-inch
College Trunk Sewer crosses through the
Triangle Business subarea near Executive Court,
collects effluent on the east side of U.S. 101 at
Commerce Boulevard, and continues west under
the freeway and follows the road alignment of J
Rogers Lane. At the southern edge of the PDA,
the 27- to 42-inch Eastside Trunk Sewer
traverses Santa Alicia Drive and Avram Avenue,
collects effluent at the east side of U.S. 101 at
Commerce Boulevard, continues west under the
freeway and follows Redwood Boulevard to the
terminal pump station. The Eastside Trunk Sewer
was designed both to provide capacity for new
development in eastern Rohnert Park and to
resolve capacity problems in the College Trunk
Sewer and other portions of the collection
system. The construction of the Eastside Trunk
Sewer rerouted some flow that historically
drained to the 27-inch-diameter sewer that
parallels U.S. 101 along the western border of the
PDA, resolving the PDA’s only known capacity
problem. Together, the two trunk sewers provide
a high degree of capacity and flexibility for serving
development within the Central Rohnert Park
PDA, although localized collection system
infrastructure may require improvements to
serve specific development proposals.
Wastewater treatment and disposal is provided
by the Santa Rosa Subregional Water Reclamation
System, which also serves the cities of Santa Rosa,
Sebastopol, and Cotati. Wastewater from the
Subregional System is treated at the Laguna
Water Reclamation Plant, located about 2 miles
northwest of Rohnert Park. The City owns
capacity rights to 3.43 million gallons per day
(MGD) at the Laguna Water Reclamation Plant
and has an agreement with the City of Santa Rosa
to use up to 4.46 MGD of capacity rights. Under
the Subregional System’s approved Incremental
Recycled Water Program, Rohnert Park can
acquire up to 5.15 MGD of capacity. Rohnert
Park’s current capacity needs are approximately
3.0 MGD, demonstrating that significant
wastewater treatment and disposal capacity is
available to serve new development.
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 7-4
Source: City of Rohnert Park, AECOM, 2013
Figure 7.1: Existing Water Infrastructure
Chapter 7: Utilities and Community Services
Page 7-5
Source: City of Rohnert Park, AECOM, 2013
Figure 7.2: Existing Sewer Infrastructure
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 7-6
To document the utility infrastructure anticipated
to serve the PDA, conceptual infrastructure
demands for domestic water and wastewater
were developed for existing land uses, based on
current usage rates. These usage rates do not
account for future reductions in existing
developed uses from the City’s water
conservation activities. Water usage rates for new
development were calculated by applying the
savings anticipated from implementation of the
California Green Building Standards Code
(CALGreen Code) to the existing usage pattern.
Implementation of the CALGreen requirements
will result in savings of approximately 18 percent
for nonresidential uses and approximately 30
percent for residential uses. Table 7.1 shows
estimated water consumption rates.
Applying these water consumption rates to the
existing and proposed land uses, illustrated in
Table 7.2, results in relatively conservative water
demand estimates for build-out of the PDA,
because the estimates take into account the
impacts of the CALGreen Code but do not
account for efficiency improvements in the
existing development. Sewer flows are estimated
based on the assumption that they are 90 percent
of water demand (sewer demands are lower than
water demands because they do not include
irrigation demands). Table 7.3 summarizes the
results of these calculations.
Build-out of the PDA will result in additional
water demands of 224 AFY (1,082 – 858), which
is an increase of approximately 4 percent in the
City’s 2040 demand of 6,100 AFY. As described
above, the City’s contracts and policies provide it
with access to more than 10,000 AFY of potable-
water supply and an additional 1,350 AFY of
recycled-water supply. The new PDA demands
can be accommodated within the City’s existing
allocations. As also noted above, the City’s recent
2015 Urban Water Management Plan Water
Demand and Water Conservation Measures
Update, demonstrates that the City has the
potential to secure approximately 500 AFY of
supply by undertaking more aggressive water
conservation activities. Build-out of the PDA will
result in additional wastewater treatment and
disposal needs of 0.18 MGD. These can be
accommodated within the City’s existing
contracts with the Subregional System.
7.3.3 Storm Drainage
The PDA is served by the City’s existing storm
drainage system, which conveys stormwater to
SCWA’s system of open channels, which in turn
diverts major drainage flows west toward the
Laguna de Santa Rosa. In the PDA, Hinebaugh and
Copeland Creeks convey storm drainage from
the east and west. Most of the existing storm
drainage infrastructure in the PDA is operating
within its design capacity, although the system’s
design does allow street flooding (but not building
flooding) near Commerce Boulevard, Avram
Avenue, and Enterprise Drive in severe storm
events.
No portions of any parcel in the PDA have been
designated as being located in a Federal
Emergency Management Agency Flood Hazard
Zone that may be subject to localized flooding
during a 100-year or 500-year storm event. The
May 29, 2009, technical memorandum “Storm
Water System Model Study–Phase IV”
recommended improving the Copeland Creek
culverts and channel to reduce modeled flooding
for a 100-year storm event. As an option to
culvert and channel improvements, the
memorandum also suggested reducing the peak
100-year discharge by constructing a detention
pond in the upper reach of the watershed. The
City is currently partnering with SCWA on the
design and implementation of the upstream
detention basin.
Although some of the land within the PDA is
currently underused, the area is largely developed
and paved, and implementing this PDA Plan is not
expected to result in significant changes in runoff
volume or velocity. However, all new
development or site redevelopment of any scale
will need to comply with the City’s storm drain
standards, including the City of Santa Rosa and
County of Sonoma’s Low Impact Development
Technical Design Manual (LID Manual). Design
requirements include the requirements to treat
all runoff generated by the 85th percentile, 24-
hour storm and to ensure that the volume of
runoff from the site in the 85th percentile, 24-
hour storm does not increase as a result of
Chapter 7: Utilities and Community Services
Page 7-7
Table 7.1: Estimated Water Consumption Rates
Residential Retail Office or Public Industrial
Existing
Development
129.6 gpd/unit 0.11 gpd/sf 0.04 gpd/sf 0.62 gpd/sf
New Development 92 gpd/unit 0.09 gpd/sf 0.03 gpd/sf 0.51 gpd/sf
Notes:
gpd/sf = gallons per day per square foot; gpd/unit = gallons per day per unit
Consumption rates are from Appendix I, “Utilities and Service System Data,” of the City of Rohnert Park
Northwest Specific Plan and generally follow the City’s 2010 Urban Water Management Plan and the AWWA
Research Foundation’s “Commercial and End Uses of Water” (2000).
Table 7.2: Land Use Summary
Land Use* Existing Project Build-Out*
Residential 1,390 units 2,225 units
Retail and Services 700,700 sf 1,141,600 sf
Office 1,081,800 sf 987,900 sf
Public-Institutional 166,500 sf 222,100 sf
Industrial 768,400 sf 897,800 sf
Notes:
* Also permits up to a 500-room hotel within the PDA.
sf = square feet
Table 7.3: Estimated Water/Sewer Demand by Land Use in Gallons per Day
Land Use Existing Water Existing Sewer Build-Out Water Build-Out Sewer
Residential 180,144 162,130 256,964 231,268
Retail and Services 77,000 69,300 125,499 112,949
Office 43,272 38,945 40,485 36,437
Public-Institutional 6,600 5,994 8,328 7,495
Industrial 476,408 428,767 556,636 500,972
PDA Totals
(GPD)
783,484 705,136 987,912 889,121
PDA Totals
(MGD)
0.71 0.89
PDA Totals
(AFY)
858 1,082
Notes:
AFY = acre-feet per year; GPD = gallons per day; MGD = million gallons per day
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 7-8
development or redevelopment. The LID Manual
includes a menu of best management practices
that can be used to capture, infiltrate, and/or
reuse stormwater on-site. Some of the LID
Manual’s best management practices are also
incorporated in the design guidelines for the PDA.
7.3.4 Solid Waste
The City contracts with the North Bay
Corporation for curbside collection of solid
waste, yard waste, and recyclables and processing
at their processing facilities in Santa Rosa. This
service is anticipated to continue to serve the
PDA.
7.3.5 Gas and Electric
The Pacific Gas and Electric Company supply gas
and electric service to the PDA. This service is
anticipated to remain available to serve new
development in the PDA.
7.3.6 Cable and Telecommunications
AT&T and Comcast provide telecommunications,
cable television, and Internet services to the PDA
in both belowground and aboveground facilities
on utility poles.
7.4 COMMUNITY SERVICES
As shown in Figure 7.3, several community
facilities exist in and near the PDA. The following
community facilities are located within the PDA:
Rohnert Park–Cotati Community Library
Rohnert Park Public Safety Building
Senior Center
Post Office
City Hall
City Corporation Yard
7.4.1 Public Safety Facilities
Public safety facilities consist of police, fire
protection, and emergency services. These
services are fulfilled in the PDA by the
Department of Public Safety, which provides
police, fire, and related services. Personnel are
cross-trained to provide police and fire services.
The Rohnert Park Main Public Safety Station is
located in the City Center subarea of the PDA on
Lynne Conde Drive, next to the library. Although
the proximity of the Main Public Safety Station
helps ensure adequate response time in the PDA,
development of the PDA may require additional
public safety staff and equipment to serve the
incremental increase in resident population and
employees. The City’s General Plan provides that
the new development will contribute to the cost
of service it needs.
7.4.2 Educational Facilities
Schools
The PDA is located in the Cotati–Rohnert Park
Unified School District. This district operates 15
schools: nine elementary schools, three middle
schools, one high school, and two continuation
high schools.
The school district and the City work closely
together to support park and recreational
facilities adjacent to schools. In addition, the City
maintains parks as part of its regular maintenance
and the district reimburses the City for those
services.
Based on General Plan Table 5.3-1, which
provides the estimated enrollment and projected
school needs, there is excess capacity in
elementary schools to serve General Plan build-
out and, by deduction, the additional units
anticipated in the City Center and Station Center
subareas, which were not previously considered
in the General Plan. Middle school enrollment
was expected to increase slightly; thus, capacity
and enrollment were expected to balance out.
The high school student population is expected to
increase and exceed the school’s existing capacity.
According to the General Plan, additional space
may be necessary and should be studied as part of
future residential development proposals.
Chapter 7: Utilities and Community Services
Page 7-9
Libraries
The Rohnert Park–Cotati Community Library is
located in the City Center subarea of the PDA,
along City Center Drive and Lynne Conde Drive.
This library was recently constructed with a civic
plaza. Library patrons benefit from its central
location for current events and activities in the
city. It is also within walking distance of the
planned SMART rail station.
7.4.3 Park, Open Space, and
Recreational Facilities
Rohnert Park is known for its abundant land area
for recreational open space within the city limits.
Open space community separators are
maintained in the city as a buffer and transition
between Rohnert Park and the adjacent cities of
Santa Rosa and Cotati. The Foxtail Golf Course
and Roberts Lake Park also serve as major open
space amenities for the residential areas east of
the PDA. The residential neighborhoods north,
east, and south of the PDA are characterized by
schools and parks that serve as a focal point and
center for each community.
Few public parks currently exist within the PDA.
The PDA’s current center and focal point is the
community plaza that anchors the Rohnert Park–
Cotati Community Library and Rohnert Park
Public Safety Building, in the City Center subarea.
The Copeland Creek and Hinebaugh Creek
greenways serve as valuable open space and
recreational amenities for the PDA and the city,
providing drainage and important east-west
community connections through Central Rohnert
Park, and serving as key trail segments for
regional area trails connecting Sonoma County.
SMART will also be constructing its multi-use
path along the eastern edge of the PDA beginning
in 2016.
The PDA will add park and open space facilities
that will fill gaps in the regional bicycle trail
network in the city. An additional 8.5 acres of
public parks/open space uses are proposed in the
PDA based on opportunity site concepts that
have been studied for the PDA. Approximately 6
acres have been assumed and recommended as
part of the redevelopment of the Station Center
subarea and 2.5 acres of open space are suggested
for an approximately 25-foot-wide paseo between
Professional Drive and Utility Court and for
additional open space in the Triangle Business
subarea.
Beyond Plan recommendations for open space
improvements, parks and open space uses will be
required for new development, based on the City
standard of 5 acres of parkland per 1,000
residents. Based on the assumption of 2 persons
per household for multifamily residential
development identified in the City’s Zoning Code
and an additional 835 new residential units
proposed in the PDA, a minimum of 8.4 acres of
parkland is required to serve new development in
the PDA.
With 8.5 acres of park/open space assumed in the
PDA, the project would satisfy the City’s parkland
requirements for new residential units. Additional
park and open space required for new
development by the City’s Zoning Code is not
reflected in the park and open space totals,
provided in Table 4.2 in Chapter 4 of this Plan.
Figure 7.3 shows the proposed location of
additional conceptual park and open space uses
and plazas. Park and open space features are
encouraged to be dispersed within the PDA, as
development opportunities become available to
provide convenient community access or new
recreational and open space uses. Redevelopment
in the PDA should enhance connectivity between
the multi-use path, the creek greenways, and the
PDA proper, providing regional hikers and cyclists
opportunities to access Central Rohnert Park.
In the implementation of the Downtown District
Amenity Zone, greater flexibility should be
provided for the provision of parks and open
features, allowing a variety of urban open space
features, such as plazas, courtyards, green roofs,
and landscaped corridors to satisfy park and open
space requirements. Movable landscaping, wide
sidewalks, and outdoor dining areas should be
encouraged. Incentives should also be considered
for the provision of park or open space features
and bike and pedestrian amenities, beyond
minimum Code requirements, such as through
parking reductions or project streamlining
opportunities.
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 7-10
Source: AECOM, 2015
Figure 7.3: Conceptual Park and Open Space Diagram
CHAPTER 8 | IMPLEMENTATION AND FINANCING
Page 8-1
8.1 CHAPTER OVERVIEW
This chapter describes the process and steps to
implement the PDA Plan. It also summarizes the
land use and regulatory updates, physical
(infrastructure and facility) improvements, and
funding sources needed to implement identified
actions for the PDA Plan.
As an existing development area in the city,
development anticipated in the PDA will include
infill on vacant sites or redevelopment on existing
underused sites. With the exception of the
Station Center subarea, development and change
in the other, more established subareas of the
PDA will be more incremental. Considering
development costs and market conditions, build-
out to achieve the vision of the PDA Plan will
take many years, perhaps even greater than the
20- to 25-year horizon evaluated in this Plan.
Because the PDA Plan serves as a framework to
guide future private development and public
investments, future programs and actions will be
needed to implement the vision of the PDA, as
summarized in this chapter. A number of
investments within the PDA planning area will be
necessary to help create more of a downtown
environment. Due to both public and private
sector resource limitations, it is not possible to
create a downtown environment overnight, but
over time one can emerge as properties develop
and as public and private sector investment
occurs.
Physical improvements, associated with site
development and infrastructure to support the
development capacity and community services
required in the PDA also will be key to
implementing the Plan. A strategic and
collaborative public and private approach will be
needed to take advantage of station area
development opportunities to create value that
will attract additional development and
investment.
This PDA document identifies a zone, the
Downtown District Amenity Zone (DDAZ)
where future regulations are applied, financial
resources are invested, and/or different designs
are used to create a more urban, downtown
environment within the PDA. The recommended
boundary for the DDAZ would include multiple
properties on both sides of State Farm Drive and
Rohnert Park Expressway, as described in
Chapter 4.
As properties redevelop, property owners could
be asked to help the City install certain
streetscape improvements or these amenities
could be funded by the City as funds become
available. This chapter identifies potential funding
sources, including the creation of a property-
based business improvement district (PBID) or a
business improvement district (BID) to help
finance improvements to the Downtown District.
In conjunction with the policies of the PDA Plan,
this chapter has been organized to represent the
sequential steps needed to implement the Plan,
including:
Identifying planning and regulatory
actions to update and support on-the-
ground implementation;
Identifying physical improvements,
including circulation, parking, infrastructure,
and other improvements to support the
development envisioned;
Identifying funding and financing sources
available or to be considered;
Based on the recommended improvements
and funding source above, prioritizing and
studying the feasibility of specific plan or
project proposals; and
Establishing the Action Plan for public
improvements and related financing to begin
implementation.
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 8-2
Thus, implementation and financing goals for the
PDA Plan can be summarized as follows:
Goal IM-1: Identify the actions and funding
mechanisms to implement and fund PDA Plan
improvements.
Policy IM-1.1: Partner with private and non-profit
housing developers and other stakeholders to
implement the envisioned improvements in the
PDA.
Policy IM-1.2: Seek grants and other funding
opportunities to support public and community
service improvements that can help facilitate new
development in the PDA.
Policy IM-1.3: Use the City’s Capital Improvement
Program (CIP), public facilities fees, available grant
funds, and other potential funding sources to
implement community- or area-wide improvements
that cannot be conditioned as part of private
development projects.
8.2 PLAN ADMINISTRATION
After the PDA Plan is adopted, all subsequent
development projects, public improvements, and
other activities that occur within the PDA will be
reviewed for consistency with the PDA Plan and
associated environment document. Applicable
General Plan provisions and zoning ordinance
requirements also apply.
If the City determines additional environmental
review is required, the project applicant will be
required to submit additional studies or
environmental analysis in compliance with the
California Environmental Quality Act, to analyze
potential project impacts.
The PDA Plan may need to be amended, from
time to time, in response to new policy direction,
market conditions, and regulatory changes.
Development proposals not found to substantially
conform to the Plan will need to submit an
amendment. An amendment will require review
and approval by the Planning Commission and
City Council, using the same procedures under
which the Plan was adopted. Such amendments
will require an application and deposit to be
submitted to the City Development Services
Department, stating in detail the reasons for the
proposed amendment.
8.3 IMPLEMENTATION ACTIONS
8.3.1 Planning and Regulatory Actions
To achieve the project vision, a regulatory
framework has been established in the Plan to
guide and support the type of uses desired in the
PDA. For Central Rohnert Park, as described in
Chapter 4, this includes identifying land use and
development regulations to:
Support mixed-use, infill development in the
more established areas of the PDA, including
the Creekside Neighborhood, Triangle
Business, Central Commercial, and City
Center subareas;
Support the development of a Downtown
District in the PDA, adjacent to the SMART
rail station; and
Permit residential, commercial, and mixed-use
development in the Station Center subarea,
at higher densities and intensities that support
transit use and facilitate redevelopment of the
former State Farm office campus to a new
transit-oriented, mixed-use community.
Generally, the City’s existing zoning standards
allow for development envisioned in the PDA
Plan, with few necessary updates. However, the
City’s 2020 General Plan, adopted in 2000, is
reaching the end of its useful life and should be
amended or updated to reflect more recent
changes in the city, including the arrival of SMART
to Rohnert Park and the city’s rebound from the
recent recession.
The following summarizes the land use and
regulatory actions recommended for the PDA.
A. Update to Regulatory Documents
Following adoption of the PDA Plan, the City will
identify and coordinate changes to existing
regulatory documents, necessary to implement
the vision and policies of the PDA Plan, as follows:
1. Update the General Plan to support land
use, circulation, and other related changes,
recommended by the PDA Plan, not already
addressed in the General Plan. Such changes
will include:
Chapter 8: Implementation and Financing
Page 8-3
a. Updates to the City’s Land Use,
Transportation, Urban Form/Community
Design, Housing, and Park and Open
Space elements to recognize Central
Rohnert Park as a community planning
area, support development around the
SMART train, and address transit-
oriented and complete street
improvements in the PDA Plan.
b. Updates to the table of roadway
improvement priorities, in coordination
with SMART rail development and
circulation improvements recommended
in the PDA Plan.
2. Make Land Use and Zoning Changes.
Zoning changes recommended for the PDA
include:
a. Rezoning the two properties within the
Station Center subarea from Office
Commercial and Public/Institutional to a
“Planned Development” or “Specific
Plan” zoning designation.
b. Adopting the “Regional Commercial
Overlay zone” in the Triangle Business
subarea to provide greater flexibility in
the subarea, allowing for creative building
reuse opportunities and a wide range of
commercial and business uses along the
U.S. 101 frontage (refer to Chapter 4 for
a description of the Regional Commercial
Overlay zone).
c. Adopting the “Downtown District
Amenity Zone” as a mechanism to
regulate and support development of a
cohesive and walkable Downtown
environment, encompassing the SMART
rail station; portions of RPX and State
Drive; and commercially-oriented, mixed-
use subareas.
3. Streamline Project Review. Consider
opportunities and mechanisms to streamline
project review.
a. Allow infill projects, consistent with land
use and development standards in the
PDA Plan to a simpler, more expedited
development review process that may be
administratively approved by the
Development Services Director and
involves more limited noticing for non-
controversial projects.
b. Establish a subsequent environmental
review process for the PDA Plan, which
allows project in the PDA to tier from
the Plan’s environmental document and
establishes a short list of project criteria
that when demonstrated, in accordance
with CEQA standards, supports an
expedited environmental review process.
B. Plan Coordination
On-going coordination with property owners and
community or agency partners will be needed to
implement the Plan, including:
1. Work with Property Owners. The City
will coordinate with property owners in the
PDA to support and implement
improvement projects and ensure new
development or redevelopment is consistent
with the vision and policies of the PDA Plan.
2. Work with Transportation Agencies.
The City will continue to work with SMART,
SCTA, and the State Farm property owners
to coordinate the SMART rail station facility
improvements, operation, and station area
design, including pedestrian and transit
amenities and supporting efficient transit
operations such as, exploring the feasibility of
a shuttle or other type of circulator to
connect the SMART rail station to
community destinations and employment
centers, within and outside of the PDA.
C. Future Studies or Projects
Additional project level studies may be needed to
successfully implement project development or
improvements, including:
1. Prioritize Infrastructure and Public
Improvements. The City will oversee
more detailed analysis to determine
recommended phasing priorities for
infrastructure and public improvements, in
line with available funding, plan strategies,
other development activities occurring in the
City, and PDA Plan priorities.
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 8-4
2. Relocate the City Corporation Yard.
Due to its current location, within an
envisioned transit-oriented Downtown
District, the City corporation yard has been
identified for and is proposed to be
relocated from the Station Center subarea
to other areas of the PDA.
3. Relocate City Hall. Consistent with the
goals for the Downtown District, the
community has voiced interest in relocating
the City Hall from its current location to
this future district.
4. Prepare a Streetscape Improvement
Study. To guide and support uniform
streetscape improvements in the PDA, City
staff, in coordination with property owners,
and with consultant assistance, is advised to
prepare a streetscape improvement study
for Central Rohnert Park that specifies the
streetscape palette, including the type of
street trees, plants, and landscaping to be
used for roadway corridors within the PDA
(as guided by Chapter 6 of the PDA Plan.
The improvement plan would identify the
desired design character, style, and/or
recommended specifications for benches;
trash and recycling receptacles; news racks;
bicycle racks; tree grates; and other street
furniture that contribute to creating a
consistent public realm character within the
Downtown District and in the Central
Rohnert Park community. Design themes
should draw from the local landscape and
vernacular character in the community.
5. Prepare a Gateway and Wayfinding
Signage Program. Once significant
investment has occurred in Downtown, City
staff, with consultant assistance, should
engage the community in development of a
coordinated gateway and wayfinding signage
program for Central Rohnert Park, based on
design and development themes identified in
the City’s design guidelines and Chapter 6 of
the PDA Plan.
6. Study the Potential for a Downtown
Improvement District. The City could
work in coordination with local property
and business owners to study the potential
for implementing a business- or property-
based improvement district, as a means to
fund the installation or maintenance of public
improvements and investments desired to
support the creation of Downtown and
beautify the streets and districts in the
community. Public improvements that can be
funded through an improvement district are
summarized in Section 8.5 that follows.
7. Prepare a Parking Management Study.
As a long-term strategy for addressing
inherent parking demands associated with
new growth, develop a Parking Management
Study that supports a “park once” strategy in
the PDA.
8.3.2 Physical Improvements
Physical improvements will be necessary to
support implementation of the Plan. Physical
improvements have been organized under the
following categories: circulation improvements,
parking improvement, and infrastructure and
community-wide improvements. These
improvements should not be thought of as
isolated actions, but should build on one other to
implement the vision for the PDA Plan and, thus,
should be carefully considered and sequenced.
D. Circulation Improvements
Circulation improvements are recommended to
enhance mobility and access for all users,
including pedestrians, bicyclists, transit users, and
drivers.
1. Roadway and Streetscape
Improvements. Roadway improvements
within the PDA should be designed to
support multimodal access, integrating
walking, biking, transit use, parking, green
infrastructure and streetscape enhancement
(where appropriate), including street trees,
landscaping, and stormwater management
features. Roadway and streetscape
improvements may be constructed as part of
planned public roadway and intersection
improvements initiated by the City or as
part of future private development projects.
Refer to Chapter 5 for roadway
improvements recommended along RPX,
Commerce Boulevard, State Farm Drive,
Chapter 8: Implementation and Financing
Page 8-5
Enterprise Drive, Professional Center Drive,
Padre Parkway, and for new streets in the
Station Center.
2. Intersection Operation Improvements.
Table 5.1 in Chapter 5 identifies 11 street
intersections requiring improvement needed
with build-out of the PDA Plan to support
the efficient operation of traffic, based on
level of service criteria identified in the
City’s General Plan. Improvements to these
intersections will be coordinated with bike
and pedestrian crossing improvements,
identified in Chapter 5 (Policies C-3.2 and
C-3.3).
3. Bicycle and Pedestrian Improvements.
Improvements to bicycle and pedestrian
facilities, as summarized in Policy C-3.1 in
Chapter 5, should be implemented to
support safe and convenient community
access and walkability to the SMART station,
Downtown, and other community subareas
and destinations. These projects may be
constructed as part of future private
development projects or as part of
community- or area-wide bike and
pedestrian improvement projects.
4. Bicycle and Pedestrian Crossing
Enhancements. Bicycle and pedestrian
crossing enhancements, mid-block or at
intersections, as identified in Policy C-3.2 and
C-3.3 may be constructed as part of future
development projects and/or may be
developed as part of roadway or community-
wide public improvement projects.
5. Grade Separated Crossings
Improvements. Grade separated crossings
are proposed along the Hinebaugh Creek
corridor to cross the SMART multi-use path
and to connect both sides of RPX.
a. Seek financing to design and construct an
undercrossing of the SMART rail line
along the south side of Hinebaugh Creek,
to connect the PDA to the neighborhood
areas east of it.
b. Study the feasibility, location, financing,
and design of an overcrossing of RPX to
connect the City Center and Station
Center subareas and improve community
access to the SMART rail station.
6. Transit Facilities Improvements. The City
will plan and seek financing to support transit
improvements in the PDA, phased to respond
to transportation demands, as described in
Chapter 5 and summarized below:
a. In coordination with SMART, Sonoma
County Transit, and the Station Center
subarea property owner, plan for future
expansion of existing bus transit lines and
facilities to serve the SMART rail station
and adjacent Station Center subarea.
b. Coordinate with SMART and other
stakeholders to provide bike and
pedestrian facilities near transit facilities
that support intermodal trips.
c. Study the feasibility, funding, and
opportunities to support a community
circulator, such as a shuttle to serve
commercial, business, and other key
destinations in the community, including
Sonoma State University and Graton
Rancheria Casino.
7. Car Share or Bike Share Program. The
City will study the feasibility to implement
car share and bike share programs at the
SMART rail station or City Center, through
partnership with car-sharing or bike-sharing
entities.
E. Parking Improvements
1. Provide On-Street Parking. The City will
support on-street parking, as part of
proposed street/streetscape improvements,
identified in Chapter 5, to accommodate
future parking demands.
2. Parking Standards. The City will require
projects to comply with the parking standards,
outlined in Table 5-2 and implement
recommendations developed in a future
Parking Management Study for the PDA.
3. Parking Management Program. As
parking demands warrant, the City will
implement parking management programs,
particularly in the Downtown District, such
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 8-6
as metered parking, collection of in-lieu fees,
unbundled parking, off-site parking, shared
parking between adjacent developments, and
parking areas that may include common
private or public parking lots or structures,
as guided by a parking management study.
F. Infrastructure and Service
Improvements
Infrastructure improvements will be provided as
outlined in Chapter 7, “Utilities and Community
Services,” of this PDA Plan and supported by the
following actions.
1. Implement a Water Conservation
Program. As part of implementation of a
water conservation program in the city, all
new development projects shall be required
to implement water conservation, consistent
with the requirements of the CalGreen
Building Code and best management
practices, outlined in the City’s water
conservation program.
2. Implement Low Impact Development
Technical Design Manual. All new
development projects, requiring post-
construction storm water treatment, shall be
required to reference the best management
practices in the Sonoma County Low Impact
Development Technical Design Manual.
3. Implement the Urban Water
Management Plan. All new development
projects shall be required to ensure
adequate water supplies to meet the
project’s demands, as addressed in the City’s
2015 Urban Water Management Plan Water
Demand and Water Conservation Measures
Update.
G. Community-Wide Improvements
Community-wide improvements, including the
following, should be implemented to enhance the
community and Downtown District identity in
Central Rohnert Park:
1. Install Streetscape Elements. Install a
uniform palette of street furnishings,
including benches, trash and recycling
recycle rack, and tree grates or guards that
reinforce or enhance the community’s
identity.
2. Construct Gateway and Wayfinding
Signage. Construct improvements to
gateway and wayfinding signage to
destinations in the community, as guided by
the gateway and wayfinding signage program,
identified in action C.4.
3. Install Public Art. Commission and install
public art that is representative of the
unique character of the community, in
coordination with the gateway and
wayfinding signage program.
8.4 FUNDING AND FINANCING
STRATEGIES
This section describes the available and potential
funding sources to fund improvements associated
with implementation of the PDA Plan.
8.4.1 Private Financing of
Development Projects
The major source of funding for development
projects to proceed in the PDA is private
financing through private developer equity and
commercial bank financing. Development of one
or more parcels may require construction of off-
site infrastructure improvements, which may be
greater than what is needed to just serve the
proposed development. In these instances, if the
City does not have funds available to pay for the
additional infrastructure capacity, the developer
may agree through a development agreement to
pay for the full cost of off-site infrastructure
improvements, to be repaid as additional develop-
ment occurs. The development agreement will
stipulate the terms of the repayment.
The City may require new development in the
PDA to construct and dedicate frontage
improvements, consistent with applicable City
standards. These may include curbs, sidewalks,
street trees, drainage, and other improvements.
Whether construction or a fair share
contribution to a fee program will be required
will depend on the timing of the development,
relative to broader public improvement projects.
Chapter 8: Implementation and Financing
Page 8-7
8.4.2 Funding for Public
Improvements
Various funding opportunities are available for
public improvements in the PDA, including
infrastructure and community service
improvements. New development will fund some
of these required public improvements. Other
sources of funding may include:
Capital Improvement Program. The
City’s CIP is adopted each year as part of the
City’s budget. The CIP identifies priority
capital projects that the City will build in the
near-term. Funding for CIP projects comes
from a variety of sources, identified in the
CIP. Public improvements in the PDA, such as
roadway and streetscape improvements, bike
or pedestrian facility improvements,
infrastructure, parking, wayfinding signage,
and other improvements will qualify for
inclusion in the CIP, when funding sources
become available.
Development Impact Fees. The City
charges development impact fees, pursuant to
the 2011 Update of the Public Facilities
Finance Plan (PFFP). The City may amend the
2011 PFFP, subsequent to adoption of the
PDA Plan, which may impose additional
impact fees to cover capital improvement
costs, identified in the PDA Plan.
Assessment Districts. Assessment districts
can be used to finance construction of public
improvements on public property, rights-of-
way, or easements. The public must pay for
the portions of improvements that will
provide general benefit to the public, while
properties that receive a special benefit may
be assessed for those costs, proportional to
the benefit received.
Three different provisions of State Law
authorize the assessment: the Improvement
Bond Act of 1915 (Streets and Highway Code
Section 8500 et seq.), the Improvement Act
of 1911 (Streets and Highway Code Section
5000 et seq.), and the Municipal Improvement
Act of 1913 (Streets and Highway Code
Section 10000 et seq.). The assessment
district must be approved by a vote and can
be repealed through an initiative process,
unless it has been formed to repay a specified
debt.
Assessment districts are used to finance
construction of physical improvements and
cannot pay for operations and maintenance
or other services. Possible applications of
assessment districts include local streets,
parking facilities, infrastructure
improvements, parks, lighting, landscaping,
and sidewalks.
Community Facilities Districts. A
community facilities district (CFD) may be
established to help fund the planning, design,
construction, or improvement of capital
facilities, with a life of 5 years or more, such
as parks, recreation, and open space facilities;
schools; childcare facilities; storm drainage
and flood protection facilities; and
governmental facilities. A CFD also may be
used to fund the provision of public services,
such as public safety, maintenance of park,
recreation, and open space facilities, including
trails; recreational programs; and landscape
maintenance and lighting.
The Mello-Roos Community Facilities Act of
1982, Section 53111 et seq. of the
Government Code (the “Mello-Roos Act")
enables cities and other entities to establish
community facilities districts. Under this act,
an annual special maximum tax may be levied
on land within the boundaries of the CFD.
The proceeds from a bond sale by the CFD
can be used for direct funding of
improvements, to acquire facilities
constructed by the developer, and/or to
reimburse developers for advance funding of
improvements.
An annual maximum special tax can be used
toward bond debt service or to build
infrastructure as needed. The proceeds of the
Mello-Roos special tax can be used for direct
funding of facilities and/or to pay off bonds.
The proceeds of the Mello-Roos special tax
for services can be used to fund such services
in perpetuity.
Property-Based Improvement District.
Property-based business improvement
districts (PBIDs) allow local property owners
to tax themselves for specific activities that
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 8-8
are clearly detailed in their PBID service
plans. PBIDs are self-assessed and self-
governed by the affected property owners. A
PBID is an enhancement of City services and
may not be used to replace services already
provided by the City. A PBID normally
become a means to improve business
conditions by acting as a collective marketing
and maintenance district, although it can
support capital improvements as well. With a
PBID, monies can be earmarked for capital
improvements, consistent with an adopted
management plan. (The formation of a PBID
is contingent on property owners’ interest in
paying for the physical improvements and
service improvements envisioned.) Normally,
formation of a PBID can take from 1 to 2
years.
Business Improvement Districts. A
business improvement district is similar to a
PBID; however, rather than assessing
property owners, it assesses the owners of
businesses located in the district.
Improvement programs typically funded by a
business improvement district can include
parking districts, streetscape improvements
and maintenance, coordination of public
events, business retention and development,
and marketing efforts.
8.4.3 Grants Sources
A variety of federal, state, and regional grants may
be explored to help fund construction of public
improvements in the PDA. General Plan policies
and this PDA Plan will help the City to compete
for grant funding that is tied to bicycle and
pedestrian mobility, transit and transit-oriented
development, infill, and related issue, pertinent to
the PDA. The City of Rohnert Park already has
been awarded a Metropolitan Transportation
Commission One Bay Area grant for pedestrian
and streetscape improvements, to prepare for and
support the planned arrival of SMART to the city.
Some potential types of grant sources for the
PDA include the following list.
Transportation Grants
Tiger Grants. Funded by the
U.S. Department of Transportation,
Transportation Investment Generating
Economic Recovery (TIGER) grants are
intended for transportation projects of
regional significance. TIGER II grants also can
be used for transit projects and bicycle facility
planning. TIGER II planning grants are
available for the planning phase of
transportation projects.
Caltrans Transportation Planning
Grants. These grants are available to
jurisdictions and can be used for planning or
feasibility studies. The maximum funding
available per project is $300,000.
Highway Safety Improvement Program
Grants. This core federal-aid program aims
to reduce traffic fatalities and serious injuries
on public roads. Caltrans administers the
program in California; in its most recent grant
cycle (July 2012), Caltrans awarded $111
million to 221 projects. Highway Safety
Improvement Program funds can be used for
projects such as operation and maintenance
of streetscape improvements, bike lanes on
local roadways, improvements to Class I
multi-use paths, pedestrian safety
improvements, or traffic calming measures.
Applications that identify a history of
incidents and demonstrate a project’s
potential improvement to safety are most
competitive for funding.
Cap and Trade Program Grants.
California’s greenhouse gas emissions Cap
and Trade Program, which went into effect in
2013, generates revenues for investments
that advance the State’s long-range climate
goals. Sustainable Communities and Clean
Transportation is one of three categories in
which the State focuses investments. This
category includes funding for “complete
streets” improvements, bicycle and
pedestrian infrastructure, projects to increase
transit mode share, and other types of
infrastructure contributing to the
implementation of local and regional
sustainable communities’ strategies.
One Bay Area Grant Program. The One
Bay Area Grant Program, operated by the
Metropolitan Transportation Commission,
establishes programs and policies for investing
Chapter 8: Implementation and Financing
Page 8-9
funds authorized by Congress in the Moving
Ahead for Progress in the 21st Century. This
grant program for the San Francisco Bay Area
region provides funding for projects in several
categories of transportation improvement:
- Preservation of local streets and roads
- Bicycle and pedestrian improvements
- Transportation for livable communities
- Safe routes to school
- Priority conservation areas
- Congestion management agency planning
activities
Funding is distributed to counties making progress
toward achieving local land use and housing
policies, including rewarding jurisdictions who
accept housing allocations through the Regional
Housing Needs Allocation process and produce
housing with the transportation funds and
support the Sustainable Communities Strategy
through PDAs and Priority Conservation Areas.
Affordable Housing Grants
Proposition 1C Grants. The California
Department of Housing and Community
Development administer Proposition 1C
funding. Programs funded by Proposition 1C
are intended to support the development of
affordable housing. Funds can be used to pay
for water, sewer, storm drainage, other
utility, and transportation improvements
required for affordable housing projects.
Housing projects for lower income individuals
and persons with disabilities are suitable for
funding. This funding source is highly
competitive and historically has been available
to projects of area-wide or regional
significance.
Community Development Block
Grants. The Community Development
Block Grants program provides communities
with resources to address a wide range of
unique community development needs.
Administered by the California Department
of Housing and Community Development,
the State awards grants annually to larger
cities and urban counties that carry out
community development activities, principally
for low- and moderate-income residents.
Community development block grant funds
can be used for streetscape and infrastructure
improvement projects. Projects that benefit
low-income communities and provide for
suitable living environments or expand
economic opportunities are suitable
candidates.
Multi-family Housing Program Grants.
Administered by the California Department
of Housing and Community Development,
the Multi-family Housing Program provides
deferred loans for acquisition, rehabilitation,
and new construction of housing, and the
conversion of nonresidential structures to
rental housing. Possible applications of funding
provided by this program include
infrastructure improvements, transit-oriented
development, affordable housing, and
conversion of underused commercial and
industrial buildings to residential uses.
8.5 IMPLEMENTATION ACTION
PLAN
Implementation action priorities and funding
sources for desired public improvements,
described in Sections 8-3 through 8.5, are
summarized in the Table 8.1 action matrix.
CentralRohnertParkPriori tyDevelopmentAreaPlan Draft August 2015
Page 8-10
Table 8.1: Action Matrix
Action Time Frame Responsibility Potential Funding
Source
Planning and Regulatory Actions
A. Update to Regulatory Documents
1. Update the General
Plan Short-Term City City
2. Make Land Use and
Zoning Changes Short-Term City City
3. Streamline Project
Review Short- to Medium-Term City City
B. Plan Coordination
1. Work with Property
Owners on public-
private improvements
Ongoing City, Property Owner City
2. Work with Transit
Agencies to
implement transit
improvements
Ongoing City, SMART, Developer City
C. Future Studies or Projects
1. Prioritize
Infrastructure and
Public Improvements
Short-Term City City
2. Relocate the City
Corporation Yard Medium-Term City, Consultant City, Private
3. Relocate City Hall Medium-Term City, Consultant City, Private
4. Prepare a Streetscape
Improvement Study Medium-Term City, Consultant Grants, City
5. Develop a Gateway
and Wayfinding
Signage Program
Medium-Term City, Consultant Grants, City
6. Study the Potential
for a Downtown
Improvement District
Medium- to Long-Term City, Property and
Business Owners City, Private
7. Prepare a Parking
Management Study Long-Term City, Consultant Grants, City
Physical Improvements
D. Circulation Improvements
1. Roadway/Streetscape
Improvements Ongoing Public, Private CIP, Grants, Private
2. Intersection Operation
Improvements Ongoing Public, Private CIP, Grants, Private
Notes:
Action items generally are organized by sequence of priorities.
Short-Term = 0–5 years; Medium-Term = 5–10 years; Long-Term = 10+ Years
Source: Compiled by AECOM, 2015
Chapter 8: Implementation and Financing
Page 8-11
Table 8.1: Action Matrix
Action Time Frame Responsibility Potential Funding
Source
Physical Improvements
D. Circulation Improvements (continued)
3. Bicycle and Pedestrian
Improvements Ongoing Public, Private CIP, Grants, Private
4. Bicycle and Pedestrian
Crossing Enhancements Ongoing Public, Private CIP, Grants, Private
5. Grade-Separated
Crossings
Medium- to Long-
Term Public CIP, Grants
6. Transit Facility
Improvements Medium-Term City, Transit Agencies,
Private Transit Agency, Grants
7. Car Share or Bike Share Long-Term Public, Private City, Private
E. Parking Improvements
1. Provide On-Street Parking Medium-Term Public, Private CIP, Grants, Private
2. Parking Standards Short-Term Public City
3. Parking Management
Program Long-Term Public CIP, Grants, BID
F. Infrastructure and Service Improvements
1. Implement a Water
Conservation Program Ongoing Public, Private CIP, Private
2. Implement the Low
Impact Development
Technical Design Manual
Ongoing Public, Private CIP, Private
3. Implement the Urban
Water Management Plan Ongoing Public, Private CIP, Private
G. Community-Wide Improvements
1. Install Streetscape
Elements Long-Term Public, Private CIP, Grants, BID
2. Construct Gateway and
Wayfinding Signage Long-Term Public CIP, Grants, BID
3. Install Public Art Long-Term Public CIP, Grants
Notes:
Action items generally are organized by sequence of priorities.
Short-Term = 0–5 years; Medium-Term = 5–10 years; Long-Term = 10+ Years
Source: Compiled by AECOM, 2015
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Page 8-12
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Street Smart Rohnert Park
Joint Council and Planning Commission Meeting
September 8, 2014
Street Smart is an Implementation Project
Supported by an OBAG
Grant
Incorporates PDA
recommendations
◦Pedestrian and Bicycle
Safety
◦Gateway and Wayfinding
Features
Implements
recommendations of
Bicycle Committee
Coordinates with the
initiation of SMART
service
Street Smart Requires Early Decisions
PDA Schedule
Workshop - Sept 8
Public Review – Fall 2015
Plan Adoption – Early 2016
Street Smart Schedule
Workshop - Sept 8
Complete Design – Fall 2015
CalTrans Review – Nov 2015
Bid Project – February 2016
Civic Theme
Ranch Theme
Capitol Theme
Way Finding Themes
Way Finding Theme - Ranch
Need photo/example from GHD
Way Finding Theme - Ranch
Way Finding Theme - Civic
Need photo/example from GHD
Way Finding Theme - Civic
Way Finding Theme - Capitol
Need photo/example from GHD
Way Finding Theme - Capitol
Direction on Way Finding
Theme
ITEM NO. 3.B.
1
Meeting Date: September 8, 2015
Department: Development Services
Submitted By: Mary Grace Pawson, Acting Director of Development Services
Prepared By: Mary Grace Pawson, Acting Director of Development Services, Art da Rosa,
Deputy City Engineer
Agenda Title: Discuss the Street Smart Rohnert Park (City Project No. 2013-02)
RECOMMENDED ACTION: Provide input on the design elements of the Street Smart
Rohnert Park Project.
BACKGROUND: Because the City has established a Central Rohnert Park Priority
Development Area (PDA) and is completing its PDA Plan, the City has received a $500,000
grant from the Metropolitan Transportation Commission’s (MTC’s) One Bay Area Grant
(OBAG) program to implement the Street Smart Rohnert Park Project. Street Smart Rohnert
Park will be an early demonstration of the design concepts outlined in the PDA Plan. This grant
illustrates the power of an established Priority Development Area – it gives the City the
opportunity to successfully compete for the funding needed to construct the improvements
recommended in the PDA plan.
OBAG funding is federal funding and requires CalTrans review and approval. Staff is working
with CalTrans to develop a project along the Enterprise Drive/Seed Farm Drive/Copeland Creek
corridors that will introduce streetscape, traffic calming and way-finding elements, building on
the recommendations of the PDA Plan. The goals of the project are to:
• Integrate the City’s circulation system with the proposed SMART Station and Multi-Use
Path using a design scheme that supports the ongoing efforts to create a downtown area
in Rohnert Park; and
• Increase the safety of the Enterprise Drive /Seed Farm Drive corridors for pedestrians and
cyclists, particularly in the vicinity of the City’s Senior Center and the new SMART
Station.
Because of the deadlines associated with the OBAG grant, the design documents for the Street
Smart Project must be submitted to CalTrans in November of 2015. This schedule requirement
means that decisions regarding design features, such as the way-finding theme, must be
solidified in parallel with the PDA adoption process. The purpose of this agenda report is to
provide the Council and Planning Commission with an overview of the proposed project and to
seek direction on design options.
LOCATION AND MAJOR DESIGN ELEMENTS: The proposed Street Smart Project is
located along Enterprise Drive, from Commerce to Seed Farm; along Seed Farm, from
Enterprise to Copeland Creek; and along the Copeland Creek Trails, between Commerce and
Seed Farm. The project includes four entry points to the Copeland Creek Trail (one on
Mission Statement
“We Care for Our Residents by Working Together to Build a
Better Community for Today and Tomorrow.”
CITY OF ROHNERT PARK
CITY COUNCIL AGENDA REPORT
ITEM NO. 3.B.
2
Commerce, one on Seed Farm and two from Enterprise Drive) and the connection of the City’s
Copeland Creek Trail to SMART’s Multi-Use Path (MUP), as illustrated in Attachment 1).
Because Enterprise Drive and Seed Farm Drive provide the access points to the SMART station,
the Street Smart Project has a strong synergy with the beginning of SMART’s rail service in
2016. Because the Copeland Creek Trail intersects SMART’s Multi-Use Path (MUP), the Street
Smart Project includes elements that will help pedestrians and cyclists move from the regional
north-south MUP to the City’s east-west Copeland Creek trail and into central Rohnert Park.
In this area, the draft PDA plan calls for improved street crossings, a gateway and way-finding
program that will help residents and visitors navigate Central Rohnert Park, enhanced
streetscaping and potential modifications to the Enterprise Drive roadway section.
Improved Street Crossings: Currently the only
protected crossings of Enterprise Drive and/or Seed
Farm Drive within the PDA are located at the
intersections of Enterprise and Commerce Drives
(traffic signal) and Enterprise and State Farm Drives
(three-way stop). Enterprise Drive includes several
existing “desire” lines to destinations such as the
Senior Center, the regional shopping centers and the
Copeland Creek trail, making it attractive for
pedestrians and cyclists to cross the roadway in
unprotected crossings. The existing, unprotected
crossing of the Copeland Creek Trail at Seed Farm is
also a strong “desire line”. With the advent of the
SMART station and the MUP, two new significant
destinations will require crossing of Enterprise and or
Seed Farm Drive in locations that are currently
unprotected. The PDA recommends improved
crossings as an important element in creating a multi-modal downtown and specifically
recommends high-contrast crossings along Enterprise Drive. The Street Smart Project proposes
four new high contrast crossings at the following locations:
• Hunter Drive at the bus stop
• Enterprise Drive at Hunter Drive and the Copeland Creek Trail connection
• Enterprise at Seed Farm and the SMART Station
• Copeland Creek Trail Crossings of Seed Farm Drive
The proposed crossings include a combination of high contrast ladder crossings (see Figure 1)
and push-button lighted crosswalks to provide increased visibility for pedestrians and bicyclists
crossing the roadway. Where City right-of-way allows, these improved crossings will be
combined with landscape improvements as illustrated in Figure 1. The Street Smart Project
specifically does not include improvements at the State Farm Drive and Enterprise Drive
crossing or along the Station Center (former State Farm) frontage since these improvements are
more appropriately coordinated with development proposals.
Gateway and Way-finding Themes: The PDA plan proposes gateway way-finding elements
throughout the plan area as part of the strategy to create a downtown (See Attachment 2). The
OBAG grant provides an opportunity to begin installation of these elements at no cost to the
City. The gateway and way-finding elements are focused on connecting the City’s streets and
Creek Trail with the SMART station and MUP in a manner that helps motorists locate the station
Figure 1 _ Example of a high contrast
midblock crossing
ITEM NO. 3.B.
3
Figure 2 – The Ranch Theme echoes the style at Sonoma
State and the University District and is well suited to the
Copeland Creek corridor
and cyclists and pedestrians transition from the trail system to the SMART station and central
Rohnert Park. The way-finding system can also be designed to highlight the trail connection
between Central Rohnert Park and the Community Center, Sonoma State University and the
Green Music Center. The City’s landscape architectural consultant has reviewed the PDA area
and the overall visual context of the Street Smart Project corridor and developed three potential
themes for the way-finding elements which build on existing stylistic themes in Rohnert Park.
Theme 1 “Ranch” is illustrated in Attachment 3 and Figure 2. This theme is generally
consistent with the landscape elements that Council and the Planning Commission approved with
University District’s Development Area Plan and echoes the entrance monuments at Sonoma
State University. The theme incorporates natural materials including wood and stone into the
way-finding program and staff believes this theme is particularly appropriate for this area of the
PDA because of the interface with the Copeland Creek Corridor.
ITEM NO. 3.B.
4
Figure 3 – The Civic Theme reflects the
City’s existing way finding program along
Rohnert Park Expressway
Theme 2 “Civic” is illustrated in Attachment 4 and Figure 3 and is generally consistent with the
existing way-finding program that the City has established along the Rohnert Park Expressway
Corridor. This theme is integrated with the Ranch Theme at the eastern City limits where the
City’s way finding program and Sonoma State’s monuments are found together. The theme
incorporates blue and white colors and metallic
materials into the way-finding program
.
ITEM NO. 3.B.
5
Figure 4 - The Capitol Theme is reflective
of the design of the SMART shelter
Theme 3 “Capitol” is illustrated in Attachment 5 and Figure 4. The theme incorporates black
metallic materials into the way-finding program. While this third option would harmonize
particularly well with the design selected for the SMART station platform, it would introduce a
third theme into the City’s Priority Development Area and staff does not recommend introducing
a third theme to the area.
Direction requested: Do Council and the Commission support the incorporation of the Ranch
theme into gateway and way-finding measures included in the Street Smart Project?
Enterprise Drive Roadway Section: Currently, Enterprise Drive is a four-lane roadway (two
lanes in each direction) from Commerce to State Farm and a two-lane roadway with a center left
turn lane from State Farm east to the intersection with Seed Farm. The PDA plan recommends
reducing the roadway width to two lanes from Commerce to State Farm Drive, which would
allow for on-street parking. Staff has combined the Street Smart Rohnert Park Project with the
City’s 2015-16 pavement management program and will be repairing and resurfacing Enterprise
Drive and Seed Farm Drive prior to undertaking the Street Smart Project. Because this roadway
repair work will require restriping, there is an opportunity to reconfigure the travel lanes on
Enterprise Drive from Commerce to State Farm to match the PDA plan recommendations. Staff
ITEM NO. 3.B.
6
will work with its consultant to finalize the design of Enterprise Drive based on the direction
provided by Council and the Commission on the larger PDA plan.
NEXT STEPS: Based on the input from the Planning Commission and City Council, staff will
work with its design team to bring the design of the project to the 95% completeness level for
submission to CalTrans in November. The project will be put out to bid in early 2016 and
constructed during the 2016 construction season.
FISCAL IMPACT/FUNDING SOURCE: The budgeted fiscal impact of the Street Smart
Rohnert Park Project is $762,063. The project is funded from the OBAG Program ($500,000)
and City’s allocation from Measure M ($262,063).
Department Head Approval Date: N/A
City Manager Approval Date: 08/28/2015
City Attorney Approval Date: N/A
Finance Director Approval Date: N/A
Attachments (list in packet assembly order):
1. Location of Street Smart Rohnert Park Project
2. Gateway and Way-finding Elements proposed in the Central Rohnert Park PDA Plan
3. Proposed “Ranch” theme way-finding elements
4. Proposed “Civic” theme way-finding elements
5. Proposed “Capitol” theme way-finding elements
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ENTERPRISE DR
STATE FARM DR
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Proposed Traffic Calming Treatment Install Way‐finding Signpost (General LocaƟon) Proposed Crosswalk Enhancements
AƩac
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S E E D F A RM D R N W P R R
Street Smart
Location
Attachment 2
Gateway and Way-Finding Elements Proposed in the Central Rohnert Park PDA