2021/03/25 Planning Commission Agenda Packet
City of Rohnert Park
Joint Special Meeting of the
Bicycle and Pedestrian Advisory Committee and Planning Commission and
Planning Commission Regular Meeting
NOTICE IS HEREBY GIVEN THAT A MEETING
will be held on Thursday March 25, 2021 6:00 P.M.
* COVID-19 NOTICE *
Consistent with Executive Orders No. N-25-20 and No. N-29-20 from the Executive Department
of the State of California and the Sonoma County Health Official’s March 17, 2020 and March
31, 2020 Shelter in Place Orders, the Meeting will not be physically open to the public and
Commissioners/Committee Members will be teleconferencing into the meeting via Zoom Video
Communications software.
How to observe the Meeting:
To maximize public safety while still maintaining transparency and public access, members of
the public can observe the meeting on Cable Channel 26 or by visiting meeting central on our
website https://www.rpcity.org/city_hall/city_council/meeting_central
How to submit Public Comment:
Members of the public may provide public comment by sending comments to the Recording
Secretary by email at planning@rpcity.org. Comments are requested by 3:00 p.m. on the day of
the meeting, but can be emailed until the close of the Agenda Item for which the comment is
submitted. Email comments must identify the Agenda Item Number in the subject line of the
email and should be a maximum of 350 words, which corresponds to approximately 3 minutes of
speaking time. The comments will be read for the record, with a maximum allowance of 30
minutes of total public comments, subject to the Chair’s discretion. If a comment is received
after the agenda item is heard but before the close of the meeting, the comment will still be
included as a part of the record of the meeting but will not be read for the record or considered in
connection with the agenda item.
1. JOINT MEETING CALL TO ORDER
2. PLEDGE OF ALLEGIANCE
3. ROLL CALL
Bicycle and Pedestrian Advisory Committee
(Bell ___ Finale ___ Gutierrez ___ Hensel ___ Rodriguez ___)
Planning Commission
(Austin-Dillon_____ Blanquie____ Lam____ Orloff____ Striplen____)
4. PUBLIC COMMENT – Persons who wish to speak to the Commission/Committee
regarding an item that is not on the agenda may do so at this time. Please see above for details on
how to submit public comments.
5. ADMINISTRATION OF OATH OF OFFICE FOR BICYCLE AND PEDESTRIAN
ADVISORY COMMITTEE MEMBER GUITERREZ
6. AGENDA ITEMS
6.1 STUDY SESSION – City of Rohnert Park – Highway 101 Bike/Pedestrian
Crossing Feasibility Study
6.2 GENERAL PLAN UPDATE STUDY SESSION – City of Rohnert Park –
Circulation Element
7. ADJOURNMENT OF JOINT SPECIAL MEETING WITH THE BICYCLE AND
PEDESTRIAN ADVISORY COMMITTEE
8. CONSENT CALENDAR - ADOPTION OF MINUTES
8.1 Approval of the Draft Minutes of the Planning Commission Meeting of March 11,
2021
Commissioner Motion/Roll Call Vote:
(Austin-Dillon_____ Blanquie____ Striplen____ Lam_____Orloff_____)
9. AGENDA ITEMS
9.1 PUBLIC HEARING DEVELOPMENT AREA PLAN AND TENTATIVE
MAP – File Nos. PLSD20-0003 and PLDP20-0003 – Brookfield Homes –
University District LLC Tentative Map and Development Area Plan I
CEQA: On May 23, 2006, the City Council of the City of Rohnert Park certified
the Final EIR for this Project, including adoption of associated CEQA Findings,
Statement of Overriding Considerations, and the Mitigation Monitoring and Reporting
Program, as described in City Council Resolution No. 2006-141. The City Council
approved the Addendum to the Final EIR, as described in City Council Resolution No.
2014-032 approved on April 8, 2014. The proposed Development Area Plan is consistent
with the analyses in the 2006 EIR and 2014 Addendum and will not result in additional
environmental effects not previously evaluated in the EIR and Addendum. No additional
environmental review is necessary.
Commissioner Motion/Roll Call Vote:
(Austin-Dillon_____ Blanquie____ Striplen____ Lam_____Orloff_____)
10. ITEMS FROM THE PLANNING COMMISSION
11. ITEMS FROM THE DEVELOPMENT SERVICES STAFF
12. ADJOURNMENT OF PLANNING COMMISSION MEETING
NOTE: If you challenge the nature of the proposed action 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).
AMERICAN DISABILITY ACT ACCOMMODATIONS: In compliance with the Americans
with Disabilities Act, if you need special assistance to participate in this meeting please call
(707) 588-2231. Notification 72 hours in advance of the meeting will enable the City to make
reasonable arrangements to ensure accessibility to the meeting (28 CFR 35.102.35.104 AD Title
III).
CERTIFICATION OF POSTING OF AGENDA
I, Jennifer Sedna, Community Development Technician, for the City of Rohnert Park, declare
that the foregoing notice and supplementary agenda for the March 25, 2021 Planning
Commission Meeting of the City of Rohnert Park was posted and available for review on March
19, 2021 at Rohnert Park City Hall, 130 Avram Avenue, Rohnert Park, California 94928. The
agenda is available on the City of Rohnert Park’s website at www.rpcity.org.
Signed this 19th day of March, 2021 at Rohnert Park, California.
Jennifer Sedna
Appeals of any decisions made tonight must be received by the Planning Division within 10
days and no later than 5:00 p.m. on April 5, 2021.
CITY OF ROHNERT PARK
PLANNING COMMISSION STAFF REPORT
Meeting Date: March 25, 2021
Item No: 6.1
Prepared By: Jason Sampietro, Assistant Engineer
Agenda Title: Study Session: Hwy 101 Bike Ped Crossing Feasibility Study
Location: Various Locations - Highway 101
RECOMMENDED ACTION: Staff recommends that the Planning Commission conduct a
study session on the Highway 101 Feasibility Study (Project 2017-20) and provide input to staff.
BACKGROUND: For many cities and towns crossed by major highways, the lack of safe and
comfortable crossings is a significant barrier to walking and biking between separated city areas.
The Rohnert Park General Plan recognizes this, and while acknowledging the City’s original
orientation toward automobiles, both the General Plan and Rohnert Park Bicycle and Pedestrian
Master Plan call out the need to improve non-motorized connectivity between east and west
Rohnert Park.
As a masterplan community, Rohnert Park was developed as a collection of residential
neighborhoods. All of these neighborhood have access to bicycle routes, either along public
streets or along creeks that connect neighborhoods and create a robust network of bicycle (and
pedestrian routes). One significant bicycle facility is the Copeland Creek, multi-use path. The
facility is particularly important for east-west connectivity and is well used. As the General Plan
envisioned and as the feasibility study revealed, a crossing where Copeland Creek and Highway
101 intersect enhances east-west connectivity.
In 2018, the City entered into a cooperative agreement with the Sonoma County Transportation
Authority (SCTA) for $255,000 in Measure M grant funding, with a $20,000 local match, to
complete a feasibility study for a bicycle and pedestrian crossing across highway 101 in Rohnert
Park. The study is funded through an allocation of funding from the Bicycle & Pedestrian
Projects Program of the Sonoma County Traffic Relief Act (“Measure M”), a ¼ cent sales tax for
transportation. After circulating a request for proposals, staff determined that the most qualified
consultant to complete the study is Steven Grover and Associates (SGA). On April 24, 2020, the
City Council awarded a consultant agreement to SGA to complete the feasibility study (Study).
The purpose of this Study is to evaluate potential locations and alignments for a highway 101
crossing that would meet the needs of the community and enhance an area of the City. The
crossing alignment must be safe, convenient, and competitive in future funding opportunities
such as grants.
The major tasks that are included in the consultant’s scope of work are:
• TASK 1: Document existing plans and policies that support the development of
bicycle/pedestrian crossings of Highway 101;
• TASK 2: Survey existing and potential locations and alignments for bicycle/pedestrian
crossings;
• TASK 3: Examine available and projected travel demand data; identify types of walking,
biking and other non-car trips across and through Rohnert Park; and assess a wide range
of safety factors from collision history to personal security and public health;
• TASK 4: Develop recommended and preferred alignment alternatives, considering the
potential environmental, engineering, operational and permitting issues associated with
each alignment;
• TASK 5: Provide planning level project costs of alignment alternatives; and
• TASK 6: Provide a report outlining next steps and considerations for the permitting,
environmental clearance, design, and funding of the preferred crossing alignment(s).
ANALYSIS: SGA has performed a thorough investigation to consider several potential locations
that bicyclists and pedestrians could utilize safely to cross highway 101. After performing initial
investigative work, they determined that the crossings shown in Attachment 1 and further
described below are the most appropriate to further analyze:
• Golf Course Drive: Further enhancing the existing connection along Golf Course Drive
• Business Park to State Farm Drive: a connection from the State Farm Drive/ Commerce
intersection to the Redwood Drive/ Business Park Drive intersection
• Industrial Park to Commerce Blvd: a connection from Redwood Drive near Scandia to
Commerce Blvd. near Professional Center Drive
• Hinebaugh Creek: a connection from the western side of the creek to the eastern side
(both over and undercrossings were explored)
• Rohnert Park Expressway: further enhancing the existing connection along Rohnert Park
Expressway
• Copeland Creek: a connection from the western side of the creek to the eastern side (both
over and undercrossings were explored)
• Neighborhood A to Cotati: connecting from Redwood Drive within the City of Cotati
limits to Commerce Blvd./ Southwest Blvd. in the City of Rohnert Park
As part of the feasibility investigation, SGA performed public outreach during the summer of
2020, soliciting feedback via a survey from the community regarding preferences, habits, and
opinions about riding and walking through the City. Staff and SGA also met with agency
stakeholders regarding project planning and engineering feasibility. Stakeholders included:
• Caltrans
• Sonoma Water
• Bicycle and Pedestrian Committee
After reviewing stakeholder input, alignment geometries, and engineering documentation, the
recommended option that appears to be most feasible is the Copeland Creek overcrossing
alignment. During the resident surveys, it was apparent that the main reason for bike and
pedestrian use is for recreation. Copeland Creek bridges each side highway 101 with extended
bike and pedestrian trails. Potential alignments for Copeland Creek are shown in Attachment 2.
Designs 1 and 2 consist of clover approaches on the west side of the overcrossing with a gradual
transition through trees near the multiuse pathway of Commerce Blvd. on the east side of the
ramp. Design 3 has a more rapid on and off ramp with clover transitions on both the west and
east side of highway 101.
Next steps following Planning Commission and Bicycle and Pedestrian Committee discussion
include a community engagement session (either in person or virtual) and discussion and
direction with City Council prior to compiling the final Feasibility Study Report.
Planning Manager Approval Date: 3/18/2021
Attachments (list in packet assembly order):
1. Crossing Locations
2. Copeland Creek alignments
HIGHWAY 101 BIKE AND PEDESTRIAN CROSSINGS FEASIBILITY STUDY 10
2. Business Park / State Farm
4. Hinebaugh Creek
6. Copeland Creek
1. Golf Course Drive
3. Industrial Park
5. Rohnert Park Expressway
7. Cotati / Neighborhood A
DRAFT
HIGHWAY 101 BIKE AND PEDESTRIAN CROSSINGS FEASIBILITY STUDY
Alignment B1
14
Total Length: 972 ft
West Approach: 4.9%
East Approach: 6.4%
Deck Depth: 24 in
O.T.O. Width: 14 ft
14
HIGHWAY 101 BIKE AND PEDESTRIAN CROSSINGS FEASIBILITY STUDY
Alignment B2
15
Total Length: 1033 ft
West Approach: 4.9%
East Approach: 4.9%
Deck Depth: 24 in
O.T.O. Width: 14 ft
15
HIGHWAY 101 BIKE AND PEDESTRIAN CROSSINGS FEASIBILITY STUDY
Alignment A1
16
Total Length: 820 ft
West Approach: 8%
East Approach: 6.1%
Deck Depth: 24 in
O.T.O. Width: 14 ft
16
CITY OF ROHNERT PARK
PLANNING COMMISSION STAFF REPORT
Meeting Date: March 25, 2021
Item No: 6.2
Prepared By: Jeffrey S. Beiswenger, AICP, Planning Manager
Michael P. Laughlin, AICP, Contract Planner
Agenda Title: General Plan Update Study Session – Circulation Element
RECOMMENDED ACTION: Receive a presentation and provide comments on the Draft
General Plan Circulation Element.
BACKGROUND: The Planning Commission has reviewed the Introduction, Community
Development, Economic Development, Public Facilities, Health and Safety and Resource
Conservation Elements of the General Plan at previous study sessions. Staff is now requesting
Planning Commission review and comment on the Circulation Element, which has been initially
reviewed by the City’s Bike and Pedestrian Committee (BPAC). Future study sessions are
planned to discuss the Draft Climate Element, and other topics of interest.
After Planning Commission and City Council reviews of the draft elements, a public review draft
of the General Plan will be released. Presentations are planned for community groups and
organizations during the review and comment period for the draft General Plan.
ANALYSIS: Staff, along with the traffic consultants for the General Plan, Fehr and Peers, will
be providing an overview presentation of the Circulation Element at the Planning Commission
meeting. The discussion will focus on proposed new goals and policies.
The single largest change impacting the Circulation Element is the shift from using a level of
service analysis to set policy to using a Vehicle Miles Traveled analysis to set policy. “Level of
Service (LOS)” measures the performance of a circulation system on a scale from A (free
flowing traffic) to F (completely congested traffic). Goals and policies have traditionally been set
to maintain traffic flow. With the passage of Senate Bill 743 in 2013, local agencies are now
required to evaluate the circulation system based on Vehicle Miles Traveled (or VMT), a metric
which holistically seeks to reduce vehicle miles traveled through changes in land use, creation of
improved bike and pedestrian facilities, and encouraging the use of alternative travel mode
choices (transit, walking, biking, carpooling etc.). The VMT-based analysis also helps ensure
that greenhouse gas (GHG) emissions reductions are embedded in circulation system policies.
LOS may still be used as a tool for evaluating roadway design standards but it is no longer the
primary metric for evaluating the performance of the Circulation System.
In addition to the requirements of AB 743, the California Complete Streets Act of 2008 requires
that Rohnert Park plan a multimodal transportation network that allows for effective travel by
motor vehicle, foot, bicycle, and transit to key destinations within the community and the larger
region. The law emphasizes that cities prioritize the construction of public improvements that
accelerate the development of a balanced, multimodal transportation network. Rohnert Park’s
current General Plan has a number of goals and policies that anticipated the Complete Streets
Act and the draft Circulation Element proposes to continue the City’s commitment to improving
mobility whenever possible and feasible when capital improvement projects are considered..
The Circulation Element also provides a policy framework to address emerging trends in the
transportation sector including the market penetration of Mobility-as-a-Service (MaaS) or
Transportation Network Company (TNC) providers such as Uber and Lyft, provision of shared
mobility or micromobility enterprises such as bike-share and scooter-share, and advances in
transportation technology including electrification of vehicles and autonomous vehicles. These
emerging trends will continue to influence travel choices within Rohnert Park, which in turn can
alter infrastructure needs. New policies will help prepare Rohnert Park for these emerging trends.
This element includes eight sections that each include goals and policies related to a circulation.
Highlight of each section are presented below.
• Roadway Network – This section describes Rohnert Park’s overall roadway network and
includes policies to support:
o Maintaining a safe and efficient roadway network;
o Coordinating with regional agencies on transportation improvements outside city
limits;
o Maintaining mobility along major street segments and at major intersections; and
o Providing an interconnected and efficient street network that facilitates mobility
around the City.
• VMT Reduction –Policies in this section support strategies to reduce vehicle miles
traveled, traffic congestion, air pollution, and adverse community health effects. Key
policies to reduce auto dependency include:
o Support to SCTA in establishing a regional VMT mitigation bank;
o Impose development review requirements for VMT;
o Adopt Transportation Demand Management (TDM) strategies;
o Plan for Car and bike share opportunities; and
o Encourage last mile solutions.
• Complete Streets – This section builds on the solid foundation in Rohnert Park’s current
General Plan and includes policies that encourage:
o Development of a transportation network that allows for safe and convenient travel
for all users;
o Existing right-of-way repurposing;
o Intersection accommodations for pedestrians; and
o Alternative travel modes.
• Pedestrian and Bicycle Circulation – Rohnert Park’s transportation network includes an
extensive network of pathways for pedestrians and bicyclists and the Circulation Element
recognizes these assets. Policies include:
o Support pedestrian and bicycle improvements in central Rohnert Park;
o Separate bike and pedestrian crossings;
o Encourage bicycle and transit connections and parking;
o Develop Regional bicycle network connections;
o Promulgate bikeway design standards; and
o Implement bicycle and pedestrian improvements through the Capital Improvement
Program.
• Safety – It is important that users of the transportation system feel safe while traveling on
it. Especially for pedestrians and bicyclists, feeling unsafe can deter use of alternative
transportation modes. To ensure that students, residents, employees, and visitors are
willing to travel by means other than the automobile, it is critical to support and facilitate
a safe and comfortable environment for all users. New policy areas include:
o A safe roadway approach that develops safety related improvements to address areas
of safety concerns;
o Bicycle and pedestrian education and outreach;
o Bicycle network comfort considerations; and
o Investment in a local roadway safety plan.
• Transit –Since the last General Plan update, Sonoma-Marin Area Rail Transit (SMART)
began providing service to the City. The City is also served by Golden Gate Transit,
Sonoma County Transit, and paratransit service (Rohnert Park Sunshine Bus). Transit
will continue to evolve over the life of the general plan. Actions to provide “first and last
mile” connections will be critical in the success of transit systems. Efficiency and
coordination between providers will also be critical. Policies that support development of
a flexible transit system include: :
o Facilitate transit improvements and connections, with a focus on emerging mobility
technologies, to create better connections to destinations around the city and between
travel modes;
o Encourage transit ridership to support a sustainable transportation system; and
o Promote local and regional public transit serving Rohnert Park
• Parking and Evolving Technology – Parking supply and other supporting infrastructure at
a traveler’s destination can substantially influence travel behavior. Parking and
infrastructure standards in Rohnert Park have largely been focused on accommodating a
high automobile, drive alone modal preference. Over the life of the General Plan, parking
and mobility trends will continue to evolve. The primary goal of this section is to provide
a Citywide comprehensive parking system that works with alternate modes of
transportation. Policies related to this goal include:
o “Right-Sizing” of parking lots to meet demand;
o “Park Once” strategy in central Rohnert Park;
o Encourage Park and Ride activity;
o Encourage shared parking strategies;
o Implement variable parking standards that reflect expected level of parking demand;
o Reevaluate minimum parking standards; and
o Encourage the conversion of underused parking lots.
A secondary goal of this section is to promote and support the use of electric vehicles for
residents, employees and visitors. Policies related to this goal include:
o Require electric vehicle charging stations for commercial and residential projects;
o Incentivize new electric vehicle charging in existing developments;
o Transition of the city vehicle fleet to vehicles that use alternative fuels; and
o Parking preference for hybrid and electric vehicles
A third goal of this section is to respond to evolving and emerging transportation trends
and technologies. Policies related to this goal include:
o Encourage shared mobility and micromobility options;
o Review of autonomous vehicle integration into the transportation system; and
o Use of curb space management techniques in central Rohnert Park.
• Freight Rail and Goods Movement – The rail line that runs through Rohnert Park has
historically been used for freight service, and more recently for passenger service. Freight
rail service currently runs along the rail line from Windsor in the north to points east (via
the wye in Novato), with future extensions north of Windsor possible in the future. The
primary goal is of this section is to promote the safe and efficient movement of goods
through the city to support business and commercial activity. Policies related to this goal
include:
o Identification of preferred truck routes;
o Engage with SMART to facilitate the safe and efficient movement of goods by rail
through the city; and
o Engage with SMART to maintain the quiet zone through Rohnert Park.
At the end of the Circulation Element is the Implementation Matrix. Implementation measures
are listed in this matrix that will help achieve the policies and goals. The timing for when work
on the implementation will commence is also included.
Staff is seeking commissioner’s feedback on the proposed element, goals, policies and
implementation programs.
PUBLIC NOTIFICATION: This item was advertised on the City’s web site and through
various social media channels.
Planning Manager Approval Date: 3/17/21
Attachments:
1. Draft Circulation Element
CITY OF ROHNERT PARK
PLANNING COMMISSION STAFF REPORT
Meeting Date: March 25, 2021
Item No: 6.2
Prepared By: Jeffrey S. Beiswenger, AICP, Planning Manager
Michael P. Laughlin, AICP, Contract Planner
Agenda Title: General Plan Update Study Session – Circulation Element
RECOMMENDED ACTION: Receive a presentation and provide comments on the Draft
General Plan Circulation Element.
BACKGROUND: The Planning Commission has reviewed the Introduction, Community
Development, Economic Development, Public Facilities, Health and Safety and Resource
Conservation Elements of the General Plan at previous study sessions. Staff is now requesting
Planning Commission review and comment on the Circulation Element, which has been initially
reviewed by the City’s Bike and Pedestrian Committee (BPAC). Future study sessions are
planned to discuss the Draft Climate Element, and other topics of interest.
After Planning Commission and City Council reviews of the draft elements, a public review draft
of the General Plan will be released. Presentations are planned for community groups and
organizations during the review and comment period for the draft General Plan.
ANALYSIS: Staff, along with the traffic consultants for the General Plan, Fehr and Peers, will
be providing an overview presentation of the Circulation Element at the Planning Commission
meeting. The discussion will focus on proposed new goals and policies.
The single largest change impacting the Circulation Element is the shift from using a level of
service analysis to set policy to using a Vehicle Miles Traveled analysis to set policy. “Level of
Service (LOS)” measures the performance of a circulation system on a scale from A (free
flowing traffic) to F (completely congested traffic). Goals and policies have traditionally been set
to maintain traffic flow. With the passage of Senate Bill 743 in 2013, local agencies are now
required to evaluate the circulation system based on Vehicle Miles Traveled (or VMT), a metric
which holistically seeks to reduce vehicle miles traveled through changes in land use, creation of
improved bike and pedestrian facilities, and encouraging the use of alternative travel mode
choices (transit, walking, biking, carpooling etc.). The VMT-based analysis also helps ensure
that greenhouse gas (GHG) emissions reductions are embedded in circulation system policies.
LOS may still be used as a tool for evaluating roadway design standards but it is no longer the
primary metric for evaluating the performance of the Circulation System.
In addition to the requirements of AB 743, the California Complete Streets Act of 2008 requires
that Rohnert Park plan a multimodal transportation network that allows for effective travel by
motor vehicle, foot, bicycle, and transit to key destinations within the community and the larger
region. The law emphasizes that cities prioritize the construction of public improvements that
accelerate the development of a balanced, multimodal transportation network. Rohnert Park’s
current General Plan has a number of goals and policies that anticipated the Complete Streets
Act and the draft Circulation Element proposes to continue the City’s commitment to improving
mobility whenever possible and feasible when capital improvement projects are considered..
The Circulation Element also provides a policy framework to address emerging trends in the
transportation sector including the market penetration of Mobility-as-a-Service (MaaS) or
Transportation Network Company (TNC) providers such as Uber and Lyft, provision of shared
mobility or micromobility enterprises such as bike-share and scooter-share, and advances in
transportation technology including electrification of vehicles and autonomous vehicles. These
emerging trends will continue to influence travel choices within Rohnert Park, which in turn can
alter infrastructure needs. New policies will help prepare Rohnert Park for these emerging trends.
This element includes eight sections that each include goals and policies related to a circulation.
Highlight of each section are presented below.
• Roadway Network – This section describes Rohnert Park’s overall roadway network and
includes policies to support:
o Maintaining a safe and efficient roadway network;
o Coordinating with regional agencies on transportation improvements outside city
limits;
o Maintaining mobility along major street segments and at major intersections; and
o Providing an interconnected and efficient street network that facilitates mobility
around the City.
• VMT Reduction –Policies in this section support strategies to reduce vehicle miles
traveled, traffic congestion, air pollution, and adverse community health effects. Key
policies to reduce auto dependency include:
o Support to SCTA in establishing a regional VMT mitigation bank;
o Impose development review requirements for VMT;
o Adopt Transportation Demand Management (TDM) strategies;
o Plan for Car and bike share opportunities; and
o Encourage last mile solutions.
• Complete Streets – This section builds on the solid foundation in Rohnert Park’s current
General Plan and includes policies that encourage:
o Development of a transportation network that allows for safe and convenient travel
for all users;
o Existing right-of-way repurposing;
o Intersection accommodations for pedestrians; and
o Alternative travel modes.
• Pedestrian and Bicycle Circulation – Rohnert Park’s transportation network includes an
extensive network of pathways for pedestrians and bicyclists and the Circulation Element
recognizes these assets. Policies include:
o Support pedestrian and bicycle improvements in central Rohnert Park;
o Separate bike and pedestrian crossings;
o Encourage bicycle and transit connections and parking;
o Develop Regional bicycle network connections;
o Promulgate bikeway design standards; and
o Implement bicycle and pedestrian improvements through the Capital Improvement
Program.
• Safety – It is important that users of the transportation system feel safe while traveling on
it. Especially for pedestrians and bicyclists, feeling unsafe can deter use of alternative
transportation modes. To ensure that students, residents, employees, and visitors are
willing to travel by means other than the automobile, it is critical to support and facilitate
a safe and comfortable environment for all users. New policy areas include:
o A safe roadway approach that develops safety related improvements to address areas
of safety concerns;
o Bicycle and pedestrian education and outreach;
o Bicycle network comfort considerations; and
o Investment in a local roadway safety plan.
• Transit –Since the last General Plan update, Sonoma-Marin Area Rail Transit (SMART)
began providing service to the City. The City is also served by Golden Gate Transit,
Sonoma County Transit, and paratransit service (Rohnert Park Sunshine Bus). Transit
will continue to evolve over the life of the general plan. Actions to provide “first and last
mile” connections will be critical in the success of transit systems. Efficiency and
coordination between providers will also be critical. Policies that support development of
a flexible transit system include: :
o Facilitate transit improvements and connections, with a focus on emerging mobility
technologies, to create better connections to destinations around the city and between
travel modes;
o Encourage transit ridership to support a sustainable transportation system; and
o Promote local and regional public transit serving Rohnert Park
• Parking and Evolving Technology – Parking supply and other supporting infrastructure at
a traveler’s destination can substantially influence travel behavior. Parking and
infrastructure standards in Rohnert Park have largely been focused on accommodating a
high automobile, drive alone modal preference. Over the life of the General Plan, parking
and mobility trends will continue to evolve. The primary goal of this section is to provide
a Citywide comprehensive parking system that works with alternate modes of
transportation. Policies related to this goal include:
o “Right-Sizing” of parking lots to meet demand;
o “Park Once” strategy in central Rohnert Park;
o Encourage Park and Ride activity;
o Encourage shared parking strategies;
o Implement variable parking standards that reflect expected level of parking demand;
o Reevaluate minimum parking standards; and
o Encourage the conversion of underused parking lots.
A secondary goal of this section is to promote and support the use of electric vehicles for
residents, employees and visitors. Policies related to this goal include:
o Require electric vehicle charging stations for commercial and residential projects;
o Incentivize new electric vehicle charging in existing developments;
o Transition of the city vehicle fleet to vehicles that use alternative fuels; and
o Parking preference for hybrid and electric vehicles
A third goal of this section is to respond to evolving and emerging transportation trends
and technologies. Policies related to this goal include:
o Encourage shared mobility and micromobility options;
o Review of autonomous vehicle integration into the transportation system; and
o Use of curb space management techniques in central Rohnert Park.
• Freight Rail and Goods Movement – The rail line that runs through Rohnert Park has
historically been used for freight service, and more recently for passenger service. Freight
rail service currently runs along the rail line from Windsor in the north to points east (via
the wye in Novato), with future extensions north of Windsor possible in the future. The
primary goal is of this section is to promote the safe and efficient movement of goods
through the city to support business and commercial activity. Policies related to this goal
include:
o Identification of preferred truck routes;
o Engage with SMART to facilitate the safe and efficient movement of goods by rail
through the city; and
o Engage with SMART to maintain the quiet zone through Rohnert Park.
At the end of the Circulation Element is the Implementation Matrix. Implementation measures
are listed in this matrix that will help achieve the policies and goals. The timing for when work
on the implementation will commence is also included.
Staff is seeking commissioner’s feedback on the proposed element, goals, policies and
implementation programs.
PUBLIC NOTIFICATION: This item was advertised on the City’s web site and through
various social media channels.
Planning Manager Approval Date: 3/17/21
Attachments:
1. Draft Circulation Element
Circulation Element
Administrative Draft Policy Document | Page 4-1
5
The Circulation Element identifies goals, policies, and programs that will implement Rohnert Park’s vision for
the citywide transportation system and its connection to regional transportation facilities. The Circulation
Element also provides the goals, policies and implementation actions that will support the City’s compliance
with the state mandated requirements to consider and make efforts to reduce the vehicle miles traveled (VMT)
in the community.
The Circulation Element supports a multi-modal transportation system that serves the mobility needs of all
residents and manages auto traffic congestion as the city grows and changes. Policies in the Circulation
Element will continue the City’s commitment to a “Complete Streets” strategy in order to provide residents
with a range of options for travel to work, shopping, and leisure destinations. The Complete Streets Act of
2008, defines complete streets as roadways that are planned, designed, constructed and maintained to provide
safe mobility for all users regardless of age and physical ability, including pedestrians, bicyclists, motorists,
and public transportation riders as appropriate to the function and context of the facility. Besides improving
access and mobility options, Complete Streets policies provide public health benefits. Transportation
infrastructure that promotes everyday physical activity such as walking and biking, sometimes referred to as
“active transportation,” addresses sedentary behavior, which is a shared risk factor for obesity and other
chronic diseases.
The Circulation Element addresses the City’ existing and planned for bike and pedestrian circulation, including
dedicated bicycle and pedestrian paths. The existing and planned path network facilitates pedestrian and
bicycle access to sites throughout the city, allowing for greater choice in transportation modes and improved
recreational amenities. The Element also addresses Transit Services and the interconnection between the
City’s local multi-modal network and regional transit services.
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The Circulation Element also provides a policy framework to address emerging trends in the transportation
sector including the market penetration of Mobility-as-a-Service (MaaS) or Transportation Network Company
(TNC) providers such as Uber and Lyft, provision of shared mobility or micromobility enterprises such as bike-
share and scooter-share, and advances in transportation technology including electrification of vehicles and
autonomous vehicles. These emerging trends provide opportunities to improve connections between
neighborhoods and to provide “last mile” solutions that connect transit hubs (such as the SMART station) to trip
origin points (a resident’s home) and final destinations (such as Sonoma State University or the City’s business
and commercial areas). These emerging trends will continue to influence travel choices within Rohnert Park,
which in turn can alter infrastructure needs. New policies will help prepare Rohnert Park for these emerging
trends.
Finally, the Circulation Element also acknowledges that goods movement is critical to keep businesses and
cities functioning. Strategies to improve goods movement efficiency also offer potential solutions for improving
safety, managing roadway congestion, and reducing the impacts of associated nuisances on sensitive
populations. Policies in this section encourage strategic placement of truck routes and freight schedules to
minimize negative impacts to the community.
Since the last general plan update, California has changed the way that environmental impacts associated with
the circulation system are defined and analyzed under the California Environmental Quality Act (CEQA). The
traditional measure of circulation system performance has been Level of Service (LOS). LOS rates roadway
traffic flow characteristics from Level A (free flowing traffic) to Level F (gridlock) and serves as an indicator of
the performance of the circulation system. Poor LOS (typically Levels D, E and F) has historically been defined
as an environmental impact requiring mitigation. On July 1, 2020, Senate Bill 743 became effective and now
requires that total vehicle miles traveled (VMT) replace LOS as the basis for determining environmental
impacts and the need for mitigation. VMT is a measure of the amount of travel for all vehicles in a geographic
region. This change shifts the focus of environmental mitigation from widening roadways and intersections to
reducing the total vehicle travel within a community. While the focus of environmental mitigation will change,
state law permits the City to use LOS standards and policies when evaluating development projects and
planning transportation improvements. As such, this Circulation Element includes goals and policies that
support both congestion relief and reduction of total vehicle miles traveled.
Section Title Page
Roadway Network ......................................................................................................................... 3
Vehicle Miles Traveled (VMT) Reduction Strategies .................................................................... 8
Complete Streets ........................................................................................................................ 10
Pedestrian and Bicycle Circulation ............................................................................................. 12
Safety .......................................................................................................................................... 16
Transit Options ............................................................................................................................ 17
Parking and Evolving Technology .............................................................................................. 24
Freight Rail and Goods Movement ............................................................................................. 27
Implementation Programs ........................................................................................................... 28
5.Circulation Element
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Roadway Network
Roadway Network and Classification
Rohnert Park’s roadways provide access to employment areas, shopping centers, schools, recreational
facilities, and residential communities. Connections among different types of roadways play an important role
in facilitating travel within and beyond the City. Roadways also facilitate goods movement.
The roadway classification system groups streets and highways into classes according to the type of service
they are intended to provide, based on how they facilitate mobility and access to the different types of
development permitted under the General Plan. Each jurisdiction that owns or operates a network of streets
adopts a set of terms used to define the function of each street. Street types in Rohnert Park include major
arterial, minor arterial, major collector, minor collector, and local streets. Figure 5-1, the Circulation
Diagram, illustrates the location of all classes of roadways.
Freeways
The only freeway in Rohnert Park is US Highway 101 (US 101), a Federal Highway that bisects the city and
serves as the main regional connection to cities to the north and south along the West Coast of the United
States.
State Highways
State highways are intended to have limited access and moderate to high travel speeds. State Route (SR) 116
intersects US 101 in the City of Cotati just south of Rohnert Park and serves to connect Rohnert Park with
Sebastopol and Petaluma to the south.
Major Arterials
Major arterials in Rohnert Park are four to six lanes (two to three lanes in each direction) and accommodate
high volumes of traffic. They provide circulation between neighborhoods, activity centers, and highways and
other regional routes. Intersections with local streets are permitted, when they meet certain distance criteria
and support access between neighborhoods. Major arterials have signal preference and synchronization and the
City’s policy is to connect all signals on major arterials to Rohnert Park’s Automated Traffic Management
System (ATMS). On-street parking is not allowed. The design standard for major arterials includes sidewalks,
which should be separated from the roadway with a landscape strip to reduce pedestrian stress. Pedestrian
crossings occur at signal protected intersections. Where feasible, bicycle facilities are incorporated within the
roadway or adjacent to the roadway on a multi-use path. Major Arterials include:
•Southwest Boulevard (east of Country Club)
•East Cotati Avenue
•Rohnert Park Expressway
•Redwood Drive
•Commerce Boulevard (portion, north of Copeland Creek)
•Snyder Lane
•Bodway Parkway (portion, north of Magnolia Park)
•Golf Course Drive (except for segment between Fairway Drive and Country Club Drive).
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Figure 5-1 Circulation Diagram
Figures in progress
- To be added to later drafts
5.Circulation Element
Administrative Draft Policy Document | Page 5-5
Minor Arterials
Minor arterials are two lanes (one lane in each direction) and accommodate moderate volumes of traffic. They
provide circulation between neighborhoods, activity centers, highways, and other regional routes.
Intersections with local streets are generally permitted if distance criteria is met. This provision is intended to
maximize access between neighborhoods. Driveways are permitted, provided they are right-turn only and meet
distance criteria. Left-turn pockets are allowed at intersections. The need for traffic controls including
signalization or roundabouts on minor arterials depends on traffic conditions. On-street parking is not allowed.
Sidewalks are included on both sides of the street except where no pedestrian circulation is expected, such as
where streets abut the freeway right of way. Where feasible, bicycle facilities are incorporated within the
roadway or outside of the roadway on separate multi-use paths. Minor Arterials include:
•Commerce Boulevard (portion south of Copeland Creek)
•Dowdell Avenue (portion, north of Business Park Drive)
•Golf Course Drive (portion, between Fairway Drive and Country Club Drive
•Keiser Avenue
•Bodway Parkway (portion, south of Magnolia Park)
•Valley House Drive.
Major Collectors
Major collectors are two lanes in each direction and accommodate moderate volumes of traffic. They provide
circulation within and between neighborhoods and through commercial areas. There is no restriction on
intersections along a major collector. Driveways are permitted, provided they meet distance criteria, though
may be restricted to right-turns depending on location and level of use. Left-turn pockets are allowed. The
need for traffic controls such as signals or roundabouts on major collectors depends on traffic conditions. On-
street parking is allowed where needed and sufficient street width exists. Sidewalks are included on both sides
of the street except where no pedestrian circulation is expected. Where feasible, bicycle facilities are
incorporated within the roadway or outside of the roadway on a multi-use path. Major Collectors include:
•State Farm Drive (portion north of RPX to Classic Court)
•Camino Colegio
Minor Collectors
Minor collectors are two lanes (one in each direction) and accommodate low volumes of traffic. They provide
circulation within and between neighborhoods. There are no restrictions on intersections or driveways along a
minor collector. Signals or roundabouts may be needed at intersections with larger streets depending on traffic
conditions. On-street parking is generally provided on both sides of the street including on each side of a one-
way couplet. Sidewalks are provided on both sides of the street. Where feasible, bicycle facilities are
incorporated within the roadway or outside of the roadway on multi-use paths. Some examples of Minor
Collectors include:
•Business Park Drive
•Labath Avenue
•Holly Avenue
•Golf Course Drive (east of Synder Lane)
•Country Club Drive
•Avram Avenue
•Santa Alicia Drive
•Arlen Drive
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•Adrian Drive
•Lancaster Drive
•Fairway Drive
Local Streets
Local streets accommodate low volumes of low-speed traffic and provide access to individual sites. There are
no restrictions on intersections or driveways along a local street. Signalization on local streets depends on
traffic conditions. Sidewalks are on both sides of the street and bicycle access is typically in the unmarked
roadway. On-street parking is allowed.
Goals and Policies for the Roadway Network
The goals and policies outlined below are intended to support the safe and flexible operation of the City’s
roadway network through the General Plan time horizon, while recognizing that circulation options may evolve
considerably during this timeframe.
To provide, maintain and improve a safe, efficient, and interconnected
roadway network that facilitates mobility throughout Rohnert Park.
(Source: Existing GP Goal TR-A, modified)
C-1.1 Roadway Classifications
The City shall maintain a hierarchy of roadway classifications with design specifications that
reflects and addresses the different traffic volumes and functions of each roadway class. (Source:
Existing GP Policy TR-4, modified)
C-1.2 Prioritize Roadway Efficiency
The City shall strive to maximize the efficiency of the roadway system within existing roadway
widths, prioritizing strategies such as investing and maintaining advanced traffic signal
synchronization systems over roadway widening projects. (Source: New Policy)
C-1.3 Implement a Highway 101 Overcrossing at State Farm/Business Park Drive
The City shall engage in planning and design and seek outside funding to complete a Highway 101
overcrossing that connects State Farm and Business Park Drives. (Source: New Policy)
C-1.4 Planned Operating Conditions
The City shall strive to achieve LOS D as the planned operating condition at intersections, except
for intersections that are operating at LOS E or lower at the time an application for a proposed
development project or a specific plan is submitted if no feasible improvements exist to improve
the LOS. (Source: Existing GP Policy TR-1, modified)
C-1.5 Development Review Requirements for Level of Service
The City shall require proposed development projects that could result in increased traffic to
include improvements that assure LOS levels do not fall below the established minimum
standard. The developer shall analyze the operational benefits of large-scale, automobile
capacity-focused improvements to assure that they are balanced against the induced vehicle-
miles of travel (VMT) resulting from the improvements. The City shall ensure that improvements
are coordinated with roadway improvements programmed for funding through transportation-
related impact fees. (Source: Existing GP Policy TR-2, modified)
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C-1.6 Level of Service Exemption
The City shall allow for lower minimum acceptable transportation operations level of service
(lower than LOS D) at selected roadway intersections within Central Rohnert Park, where no
other feasible improvements exist to improve LOS, 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, (Source: Existing GP Policy TR-45,
modified)
C-1.7 Drop-Off/Pick-Up Area Safety and Operations
The City shall develop measures to address localized congestion and multimodal safety at drop-
off and pick-up locations along the public street system. (Source: Existing GP Policy TR-13,
modified)
C-1.8 Roadway Improvements Through Capital Improvements Program
The City shall use its Capital Improvement Program to budget for roadway improvements to
undertake the intersection and segment improvements shown in the Circulation Diagram (Source:
Existing GP Policy TR-11 and TR-12, combined and modified)
C-1.9 Traffic Calming
The City shall prioritize traffic calming measures over reducing roadway connections to reduce
vehicle traffic speeds in residential areas. If a street connection is modified to reduce or
eliminate vehicle traffic, the City shall maintain pedestrian and bicyclist connections. (Source:
Existing GP Policy CD-25: modified)
To coordinate with regional agencies on transportation improvements
outside city limits. (Source: Existing GP Goal TR-H, modified)
C-2.1 Coordinate with Caltrans on US 101 Projects
The City shall work with Caltrans to coordinate freeway congestion management projects,
interchange improvements, and other improvements along US 101. (Source: Existing GP Policy
TR-14, modified)
C-2.2 Coordinate with neighboring jurisdictions on Regional Improvements
The City shall continue to collect regional traffic mitigation fees and collaborate with adjacent
jurisdictions to fund Rohnert Park’s proportional share of regional traffic improvements. The
City’s proportional share payment shall be provided when established criteria has been met.
(Source: Existing GP Policy TR-21A, modified)
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Vehicle Miles Traveled (VMT) Reduction
Strategies
State law requires that the City consider vehicle miles traveled
in any CEQA analysis. Because the General Plan is the City’s
blueprint for future development, incorporating strategies that
reduce VMT within the General Plan will support compliance
with CEQA. Trip reduction strategies will also help reduce traffic
congestion, air pollution, energy consumption, and greenhouse
gas emissions, which support overall community health. The goal
and polices within this section support regional mitigation
efforts, multimodal transportation systems and Transportation
Demand Management (TDM), which are features of the City’s
approach to its circulation system.
To reduce automobile dependency and
associated impacts. (Source: New Goal)
C-3.1 Regional VMT Mitigation Bank
The City shall encourage and support the Sonoma County
Transportation Authority (SCTA) in establishing a regional VMT
mitigation bank and/or regional VMT impact fee program that
can be used to fund effective VMT reduction strategies at a
regional level, while also establishing a mechanism for private
development to offset their VMT impacts. (Source: New Policy)
C-3.2 Development Review Requirements for Vehicle
Miles Traveled
The City shall, as part of development project CEQA review,
require new development projects to achieve a reduction in
vehicle miles traveled (VMT) compared to baseline conditions.
The City will support SCTA’s efforts in maintaining the regional
travel demand model, which will be used to adjust baseline VMT
levels over time and allow the City to establish updated VMT
benchmarks for project applicants. (Source: New Policy)
C-3.3 Transportation Demand Management
The City shall work with property owners, employers in existing
and emerging employment centers, and the Rohnert Park
Chamber of Commerce, to implement transportation demand
management (TDM) strategies. (Source: Existing GP Policy TR-22
and TR-24, combined and modified)
C-3.4 Car and Bike Share Opportunities
The City shall encourage car or bike share programs within
Rohnert Park through partnership with car sharing or bike
sharing and entities and strategic location of pick-up and drop-off locations throughout the City,
What VMT?
Vehicle Miles Traveled (VMT) is a
measurement of the total annual miles
of vehicle travel divided by the total
population in a state or in an urbanized
area.
How Can VMT be Reduced?
VMT levels can be lowered when people
can have their daily needs met in
proximity to where they live and work.
VMT rates are lower in communities
that are more walkable and compact
and in communities that have strong
public transportation systems. Increased
population density is also associated
with lower VMT per capita. Some
strategies that have shown success
include:
•Public transportation expansion and
service improvement;
•Active transportation infrastructure
(sidewalk, ADA and bikeway
improvements and connections);
•Higher parking fees;
•Placing higher density and more
affordable housing closer to transit,
employment and services
•Balancing the number and type of
jobs in the community with the type
and range of housing costs.
•Discouraging low density
development in more remote areas
without services that requires
vehicle use
(Source: ChangeLab Solutions, 2007; U.S. EPA,
2013).
5.Circulation Element
Administrative Draft Policy Document | Page 5-9
including at employment and shopping areas, park and ride lots, and neighborhood parks.
(Source: Existing GP Policy TR-59, modified)
C-3.5 Encourage Last Mile Solutions
The City shall encourage shuttle, alternative transportation options or on-demand transit services
to create connections between existing transit options and to provide “last mile” solutions for
transit users (Source: New Policy).
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Complete Streets
“Complete Streets” ensure that community streets provide safe, comfortable and attractive routes for all
travelers, including pedestrians, bicyclists, motorists and public transit users of all ages and abilities. Complete
streets are characterized by features that make it easy to cross the street and walk or bicycle to destinations.
Features of complete streets may include sidewalks, bike lanes, transit lanes, frequent crossings, narrow
automobile lanes, median islands, curb extensions (bulb outs), and other design features that support safe
mixing of autos, pedestrians, cyclists, and transit. In addition to supporting street design concepts, complete
streets policies promote the physical and environmental health, safety, welfare, and economic vitality of the
community by encouraging physical activity; reducing automobile trips and improving the community’s sense of
place.
The California Complete Streets Act of 2008 requires cities and counties to incorporate complete streets
policies when updating their general plans. The Metropolitan Transportation Commission (MTC), through its One
Bay Area Grant (OBAG) program requires all jurisdictions seeking OBAG funds to address complete streets
policies at the local level through either a General Plan or a policy resolution. Complete streets policies are
also part of the suite of tools that assist local governments in complying with the California Global Warming
Solutions Act of 2006 and the Sustainable Communities and Climate Protection Act of 2008, which require
greenhouse gas emission reduction.
Even though it was adopted prior to the Complete Streets Act of 2008, Rohnert Park’s current General Plan
incorporates many policies that support complete streets. In addition, Rohnert Park adopted a Complete
Streets Policy through its Resolution No. 2012 111, confirming its commitment to complete streets and to a
comprehensive and integrated transportation network. The goals and policies in this section build on the City’s
long-standing commitment to an integrated transportation network and designing streets for all users.
To support the ongoing development of an integrated transportation
network that allows safe and convenient travel along and across
streets for all users, including pedestrians, bicyclists, persons with
disabilities, motorists, movers of commercial goods, users and
operators of public transportation, seniors, youth, and families.
(Source: Existing GP Goal TR-U, modified)
C-4.1 Streets for All Users
The City shall ensure that streets safely serve seniors, youth, those with disabilities, and all
members of the community, and provide a network connecting residences, employment areas,
services, health care facilities, schools, parks, retail areas, and public facilities. (Source: New
Policy)
C-4.2 New Streets Designed as Complete Streets
The City shall require that new street designs incorporate complete street principles, including
Low Impact Development features. (Source: New Policy)
C-4.3 Existing Right-of-Way Repurposing
Where roadway modifications are proposed and the City owns an existing right-of-way that
exceeds the required roadway width, the City shall use the excess width for a greenway along
one side of the roadway that includes bikeways, pedestrian paths, and landscaping and creates
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smooth transitions with other parts of the roadway that may have a narrower right-of-way or
different configuration. (Source: Existing GP Policy TR-10, modified)
C-4.4 Intersection Crossings
The City shall ensure that intersections include appropriate accommodations for pedestrians,
including safety enhancements at busy traffic intersections that will support active or high-
volume bike or pedestrian use. (Source: Existing GP Policy TR-50, modified)
C-4.5 Mid-Block Pedestrian Crossings at Multi-Use Paths
The City shall install safety features consistent with state and federal guidance at locations
where existing multi-use paths cross streets at midblock in order to facilitate pathway
connectivity. (Source: Existing GP Policy TR-51, modified)
C-4.6 Integrate Natural Features
The City shall, where feasible, modify or design streets and pathways to blend with adjacent
natural features in order to minimize visual and ecological impacts of streets and maintain an
enjoyable and pleasant environment for pedestrians and bicyclists. (Source: New Policy)
C-4.7 Prioritize ADA Improvements in High Volume Pedestrian Areas
The City shall prioritize improvements that bring existing pedestrian facilities up to Americans
with Disabilities Act (ADA) requirements in high-volume pedestrian areas and areas serving the
senior population.
To encourage alternative travel modes, including transit, driving,
biking, and walking by improving the multimodal circulation system.
(Source: Existing GP Goal TR-C and TR-F, combined and modified)
C-5.1 Multimodal Network Strategy and Prioritization
The City shall identify and prioritize components of a multimodal network to increase continuity
between pedestrian routes, bicycle routes, and public transit. (Source: New Policy)
C-5.2 Promote Multimodal Mixed-Use Developments
The City shall promote the development of multimodal mixed-use development. (Source: New
Policy)
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Pedestrian and Bicycle Circulation
Rohnert Park’s transportation network includes sidewalks adjacent to most streets and an extensive network of
off-street pathways for pedestrians and bicyclists. The off-street pathways connect destinations such as parks,
schools, civic uses, commercial centers, and employment areas and are also used as a recreational amenity by
the community. Figure 5-3 illustrates the planned bicycle and pedestrian circulation network.
Policies in this section aim to close existing
gaps in the sidewalk system and enhance
pedestrian and bicycle connections between
neighborhoods and activity centers
(including SSU, commercial centers, offices,
industrial areas) and encourage walking or
biking as an alternative to vehicle trips.
Policies in this section and Section 5.7
“Parking and Emerging Technology” work to
set a framework for managing new mobility
options, including electric powered bicycles
and scooters (e-bikes and e-scooters). These
options provide an additional means of
alternative transportation but the speed at
which they operate can create conflicts
with pedestrians and manually powered
bikes and scooters that will need to be
managed over time.
Bikeway Classifications:
Class I Bikeways (Multi-Use Paths) provide a
completely separate right-of-way designated for the
exclusive use of bicycles and pedestrians, with minimal
street crossings. Rohnert Park’s Multi-Use Paths are
generally located adjacent to creeks and the SMART
right-of-way.
Class II Bikeways (Bicycle Lanes) are dedicated lanes
for bicyclists generally adjacent to the outer vehicle
travel lanes. These lanes have special lane markings,
pavement legends, and signage. Bicycle lanes are
typically five feet wide. Adjacent vehicle parking and
vehicle/pedestrian crossflow are permitted.
Class I5.7II Bikeways (Bicycle Route) are designated by
signs or pavement markings for shared use with
pedestrians or motor vehicles but have no separated
bike right-of-way or lane striping. Bicycle routes serve
either to a) provide a connection to other bicycle
facilities where dedicated facilities are infeasible, or b)
designate preferred routes through high-demand
corridors.
Class IV Bikeways (cycle tracks or “separated”
bikeways) provide a right-of-way designated
exclusively for bicycle travel within a roadway and are
protected from other vehicle traffic by physical
barriers, including, but not limited to, grade separation,
flexible posts, inflexible vertical barriers such as raised
curbs, or parked cars.
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Figure 5-2 Bicycle and Pedestrian System
Figures in progress
- To be added to later drafts
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To provide continuous, safe, and efficient pedestrian routes and
bikeways throughout the City. (Source: Existing GP Goals TR-N, TR-
O, TR-P, TR-Q, TR-R, and TR-V, combined and modified)
C-6.1 Support the Implementation of Pedestrian and Bicycle Improvements in Central Rohnert
Park
The City shall support the implementation of infrastructure that improves the pedestrian and
bicycle experience along Rohnert Park Expressway between US 101 and the SMART station
consistent with the form-based code for Central Rohnert Park. (Source: New Policy)
C-6.2 Separated Bike and Pedestrian Crossings
The City shall continue to study the feasibility of separated bicycle pedestrian crossings,
including crossings over Highway 101 and Rohnert Park Expressway at the SMART Multi-Use Path
and work with Caltrans, SCTA and SMART to implement feasible projects. (Source: Existing GP
Policy TR-52, modified)
C-6.3 Bicycle/Transit Connections and Parking
The City shall work with transit operators, including SMART, Sonoma County Transit, and Golden
Gate Transit to ensure adequate access and short and long-term parking for bicycles at SMART
rail stations and major bus transfer stations. (Source: New Policy)
C-6.4 Regional Bicycle Network Connections
The City shall collaborate with SCTA and SMART to link local bicycle trails with the regional
bikeway network outside Rohnert Park and to complete the regional bikeway network consistent
with the latest adopted SCTA Countywide Bicycle and Pedestrian Plan. (Source: New Policy)
C-6.5 Bikeway Design Standards
The City shall implement comprehensive design standards for bikeways, as part of the Bicycle
and Pedestrian Master Plan. Improvements shall ensure that adequate lighting, signage, and
other amenities are provided. (Source: Existing GP Policy TR-40, modified)
C-6.6 Bicycle Parking
The City shall provide adequate bicycle parking facilities at key destinations around the city.
(Source: Existing GP Goal TR-S)
C-6.7 Bicycle and Pedestrian Improvements Through Capital Improvements Program
The City shall use its Capital Improvement Program to budget for bicycle and pedestrian
improvements shown in the Bicycle and Pedestrian Circulation Diagram (Source: Existing GP
Policy TR-42 modified)
C-6.8 Continuous Pedestrian System
The City shall provide continuous sidewalks along all existing and future streets that
accommodate pedestrians of all abilities, including ADA access. (Source: Existing GP Policy
TR-37, modified)
C-6.9 Pedestrian-Friendly Sidewalk Standards
The City shall establish pedestrian-friendly sidewalk standards including sufficient width to
accommodate pedestrian use, intersection bulbs, adjacent landscaping; lighting, benches, and
street trees. (Source: Existing GP Policy TR-38, modified)
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C-6.10 Encourage Bike Parking at Special Events
The City shall encourage bike parking or valet bike parking as a requirement for organized
community events or special events to encourage alternative transportation use to these events.
(Source: New Policy).
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Safety
At the core of the Complete Streets Act is the concept of safety. To ensure that people are willing to travel by
means other than the automobile, it is critical to support and facilitate a safe and comfortable environment for
all users. The goal and policies in this section articulate the City’s commitment to continuously working to
maintain and improve the safety of circulation system.
To enhance and improve the safety of all users of the transportation
system. (Source: New Goal)
C-7.1 Safe Circulation System Approach
The City shall regularly review multimodal collision and traffic
speed data as part of a systemic process to determine the
location of high-injury accidents and collisions involving
pedestrians and bicyclists, which impact the public’s perception
of safety along the multimodal transportation network. Based on
this review, the City shall develop safety-related improvements
to address areas of safety concerns which may include:
•Collaboration with Sonoma County and Sonoma County
Transportation Authority in their Vision Zero efforts to
eliminate traffic fatalities and severe injuries through the
design and maintenance of roadways.
•Implementation of recommendations from the Sonoma
County Safe Routes to Schools Program.
•Implementation of other lighting, signage, and traffic
calming improvements. (Source: New Policy)
C-7.2 Bicycle and Pedestrian Education and Outreach
The City shall develop educational and outreach materials and
programs for cyclists, pedestrians, and drivers that promote safe
bicycling and walking, particularly for children.
(Source: New Policy)
C-7.3 Bicycle Network Comfort Considerations
The City shall seek to maintain a backbone bicycle network that
seeks to accommodate bicycle users of all comfort levels (i.e.
low level of traffic stress). (Source: New Policy)
C-7.4 Local Roadway Safety Plan
The City shall maintain and use the local roadway safety plan
(LRSP) to promote multimodal safety and to allow the City to
better compete for safety-related grant funding programs such
as the Caltrans Highway Safety Improvement Program (HSIP).
(Source: New Policy)
What is Vision Zero?
Vision Zero is a strategy to eliminate all
traffic fatalities and severe injuries while
also increasing safe, healthy, and
equitable mobility for all. Cities around
the world have already begun to work
toward Vision Zero goals.
What is Safe Routes to School (SRTS)?
SRTS is an approach that promotes
walking and bicycling to school safely
through a combination of infrastructure
improvements, traffic enforcement,
safety education, and incentives. SRTS
initiatives aim to improve safety and
increase levels of physical activity. Cities
nationwide are taking action to improve
safety for children walking or biking to
school.
What is Level of Traffic Stress?
Level of traffic stress assesses the
perceived comfort of a bicyclist on a
bike path shared with cars. For some
bicyclists, sharing the road with
automobiles is uncomfortable and they
do not feel safe. As a result, they may
choose to drive over bicycling if there is
no safer or more comfortable
alternative.
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Transit
Existing Transit Services
As of 2020, Rohnert Park is served by four transit agencies or services, whose service model and local facilities
are described below and are shown in Figure 5-3.
Sonoma County Transit (SCT) serves Rohnert Park and other destinations within Sonoma County. Intra-
city routes typically operate on 30-minute to one-hour intervals. Approximately half of the daily
ridership is related to school trips. The routes that operate today or are planned for the future include:
Routes 12 and 14, serving northern Rohnert Park
Route 10, a loop that connects Sonoma State University with the Cotati SMART station
Routes 44 and 48, connecting Rohnert Park with Petaluma and Santa Rosa
Route 54, a SMART Connector Service.
Sonoma-Marin Area Rail Transit (SMART) has a station located in central Rohnert Park just south of
Rohnert Park Expressway and a station on East Cotati Avenue, in the City of Cotati but easily accessible
to some neighborhoods in Rohnert Park. The service is primarily designed to serve commuters traveling
within Sonoma and Marin Counties and San Francisco who travel during more traditional peak commute
times. In 2019, the service was running approximately 32 trips per day, with weekday ridership of about
3,000 and weekend ridership of 1,500.
Golden Gate Transit (GGT), which is oriented mainly to commuters traveling to communities along the
US 101 corridor between Santa Rosa and San Francisco and is a long-distance commuter service with two
existing routes:
Route 72 operates between Santa Rosa and San Francisco and has one stop in Rohnert Park at
the Park-and-Ride lot on the Rohnert Park Expressway.
Route 101 has multiple north/south stops along Commerce Boulevard, and one southbound stop
on Rohnert Park Expressway.
Rohnert Park Sunshine Bus, a paratransit service which serves elderly and people with disabilities.
Service Provider Trends
During the timeframe of the General Plan, it is difficult to predict how changes in travel behavior and
technology will change how transit services are delivered and used. Trends that could impact Rohnert Park in
the future are outlined below.
•More focused SCT Service. Due to lower ridership and funding limitations, SCT is expected to
focus on community and intercity routes in the future, which could mean better service for Rohnert
Park, because resources could be used to provide more service on fewer routes, instead of lower
levels of service spread more thinly across the county. SCT will emphasize better levels of service
through more frequency and even schedules six days a week as opposed to many routes that do not
run frequently, with different weekend schedules. This is an improvement of service that Rohnert
Park should encourage and support as development occurs.
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•Development Close to the SMART Station. Connecting bus service to the SMART rail line that
operates predominantly during rush hour will become more viable when higher-density land uses
around the Rohnert Park SMART station make transit service conducive to all-day service.
•Golden Gate Transit Changes. Over the next 20 years, it is likely that there will be consolidated
services for GGT, but routes that travel the US 101 spine should remain an important regional
connection.
•Technology Changes. As technology continues to develop, it can increase the efficiency of transit
delivery and make transit easier to use and access.
Figure 5.3 Existing Transit System
Figures in progress
- To be added to later drafts
5.Circulation Element
Administrative Draft Policy Document | Page 5-19
Opportunities for Transit
Over the next 20 years, Rohnert Park has an opportunity to work with transit agencies to shift travel behavior
to increase the ridership on the three primary transit systems by focusing on things known to increase transit
ridership, including:
•Transit-Oriented Development: Development patterns are an important determinant to the success of
transit, which benefits from elements like a walkable environment, minimum densities of residents and
jobs, and a street network that allows for efficient operation. Transit-oriented development leverages
transit access and focuses development with supportive land use patterns in those areas, which also
promotes equity within the community.
•Schools: Middle and high schools have historically been an important trip generator for transit in
Sonoma County. Sonoma State University is also a potential generator of increased transit ridership.
•Environmental Crises: As forest fires and other impacts of climate change arise more frequently,
transit will be an important part of evacuation and emergency coordination strategies, as well as a
solution to reduce vehicle miles traveled in personal vehicles that cause greenhouse gases.
Rohnert Park can expect to shift travel behavior and attitudes toward transit as a viable mode by following the
following general recommendations: An important overarching principle is to design for people.
•Move people not modes. Shifting from a viewpoint of moving the most cars efficiently to moving the
most people efficiency can mean that small changes while finalizing street or building design have the
potential to make a big impact on travel behaviors. Designing the built environment to make multiple
modes safe for multiple trip purposes will reduce the dependency on cars. This will benefit the
environment and people in the community.
•Prioritizing the movement of people over cars is an opportunity to move more people with less
infrastructure, by encouraging efficient use. The resulting benefits to health and prosperity will flow to
more people. Improved health outcomes, in terms of the environment, individual health, general
health of the population can be realized from reduced exposure to pollution, and reduction of risk of
auto accidents.1
•Put transit where it can be successful and use other modes where density or demand is low.
Accessible bus stops and rail stations are critical, but transit routes must be able to take people to
destinations worth going to, when they want to go. Higher density housing, mixed use development,
schools, and certain types of high-density employment are good candidates for transit service.
•Multimodal solutions can involve transit. Transit competes with transportation network companies
(TNCs) like Lyft and Uber in areas like Sonoma State University, where travel needs off campus for
students may be infrequent. Rohnert Park can work with SCT and the University to better understand
the travel needs of that community and work towards solutions that involve multiple modes of travel.
•Putting equity and access at the forefront of planning efforts ensures that investments prioritize the
movement of people. With land development slated for different types of use throughout the City and
Urban Growth Boundary, it will be important to ensure access to the development fits the needs of the
community during different phases of project development. Development that prioritizes the safety of
marginalized groups will benefit the entire community. For example, lighting at stops can make women
feel safer, and people with darker skin tones seen by bus drivers at night.
1 https://www.sciencedirect.com/science/article/abs/pii/S0967070X11001119
Administrative Draft Policy Document
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•Conduct inclusive public outreach that connects with the community will ensure transit service in and
around Rohnert Park is useful. The ways that Rohnert Park connects to the community can be
coordinated with the transit agencies. What benefits people who are transit-dependent will benefit the
entire community. Ensure that outreach is on-going and involves as many techniques as possible to
reach people who are historically least likely to be able to provide input. This may include online
forums, paying for childcare during in person meetings, meeting people where they are in the
community, and leaning into technology.
•Mitigate financial constraints of operating or riding transit. State regulations require transit agencies
to meet 20% of their revenue from fares, but this is potentially non-existent for more rural agencies
such as SCT, who are then required to make up the revenue with local sources. The push to eliminate
the Transportation Development Act (TDA) requirement failed in 2020 but will likely be defeated in the
next 20 years
•Partnerships will be crucial. SCT has ready-made web links for Rohnert Park and Sonoma State
University that could be used immediately on the front pages of the City and University websites to
connect people with information on riding. Expanding the information about existing transit could
improve ridership
•Enhance the reach of transit. Bus systems are most competitive with car travel when they can be
direct and time competitive. A bus stop near the entrance of a major destination is not useful if a bus
route must meander for six minutes off the main road. Similarly, a bus stop on the main road, that
requires a person to walk through 12 rows of a parking lot is not attractive to most people who have
choices on how to travel. Therefore, conversation with the local transit provider can help in early
planning stages to make sure bus stops are actually sited in areas that make transit a useful, safe,
inviting mode choice. In developments where SCT would never extend service, developers could find
different investments to improve transit where it is more viable.
Transit agencies are willing to deviate from main roads if the demand is high enough. Many of Rohnert
Park’s planned land uses that are most conducive to transit ridership (high densities of people and
development) are on the edges of town and the urban growth boundary. That can make for great
anchors for the ends of routes, but to make routes as direct as possible so that trips do not take a long
time will be up to Rohnert Park.
Efforts to make transit a reliable, fast, and cheap mode of travel is an opportunity to reduce the
congestion, and emissions related to congestion. Rohnert Park can diversify the market for transit
beyond school children by serving the areas with increasing density and transit-supportive development
land uses.
•Reduce barriers to riding transit. The SMART commuter rail costs more to ride than bus transit, which
is normal due to costs to operate and maintain. However, the transit agencies have different policies
on fares, and even policies on transferring between agencies is not intuitive. Rohnert Park can help by
making sure people looking for help on how to ride can access that information.
Rohnert Park should also work with Cotati and SCT to join the SCT program of offering a community
route that is fare free to the public. This program is a success for other communities in Sonoma County
and would improve ridership on SCT and branding opportunities for Rohnert Park.
5.Circulation Element
Administrative Draft Policy Document | Page 5-21
Based on buildout of the General Plan, future transit demand and key connections are pictured in Figure 5-4,
Future Transit.
While the regional transit agencies generally provide a way for Rohnert Park commuters to access jobs in the
greater Bay Area, there are significant opportunities to improve their interconnectedness and to work with
transit agencies to solve the “last mile problem” and minimize the need for residents and workers to drive to
and from transit hubs. The goals and policies in the section are focused on increasing ridership, coordination
with transit agencies and facilitating key connections between transit types and modes.
Figure 5-4 Future Transit
Figures in progress
- To be added to later drafts
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Facilitate transit improvements and connections, with a focus on
emerging mobility technologies, to create better connections to
destinations around the city and between travel modes. (Source:
Existing GP Goal TR-L and TR-W, combined and modified)
C-8.1 Transit Access
The City shall work with transit providers and private developers to enhance and develop well-
designed pick-up and drop-off locations.(Source: Existing TP Policy TR-31, modified)
C-8.2 Transit Service Along Corridors
Focus transit service along corridors where it can maintain a level of service that is meaningful to
the community with connections to major destinations. This includes corridors serving education,
shopping, employment destinations, and the SMART station. (Source: New Policy)
C-8.3 Regional Transit Connections
The City shall coordinate with SMART, Sonoma County Transit, and Golden Gate Transit to
increase public transit service between Rohnert Park and other cities in the Bay Area and to
coordinate:
•Multi-modal connections for regional trips
•Transit service or infrastructure improvements
•Deployment of information and schedules
(Source: Existing GP Policy TR-26, modified)
C-8.4 Improve the Convenience of Transit
The City shall work with SCT to improve the convenience of transit as a mobility option by
expanding the local bus route system, closing transit gaps, locating stops in accessible locations,
and by providing benches, real-time information, and shelters where appropriate. (Source:
Existing GP Policies TR-27 and TR-30, combined and modified)
C-8.5 Last Mile Strategies
The City shall support last-mile solutions (e.g., shuttle service, shared-mobility services,
proximity to pedestrian and bicycle path connections, placing bike rack on transit vehicles) to
connect public transit riders to their ultimate destinations. (Source: New Policy)
C-8.6 Additional SMART Station
The City shall coordinate with SMART to investigate the possibility of adding a new SMART Station
on the west side of US 101 near the Northwest Specific Plan area and focused on the developing
business park uses. (Source: New Policy)
C-8.7 Developer Contributions to Transit
The City shall require developments to provide amenities or contribute to transit and transit
access improvements as required to offset VMT, or as part of traffic mitigation measures. Transit
related improvements may include but are not limited to:
•Land use plans and building design that prioritizes active frontages, space for bus stop
amenities
•Direct and paved pedestrian or bicycle access to transit stops
•Safety improvements such as lighting or signage
•Bus turnouts and shelters
•Lane width dedication to accommodate buses
5.Circulation Element
Administrative Draft Policy Document | Page 5-23
(Source: New Policy)
C-8.8 Maintain and Expand Transit Service
The City shall support levels of transit service that are adequate to meet and encourage ridership
demand and work with SCT to adjust bus routes and services to address new potential markets
and levels of demand. (Source: New Policy)
C-8.9 Transit-Dependent Groups
The City shall strive to increase access to transit for youth, seniors, persons with disabilities, and
those who rely on transit as an affordable mobility option. (Source: New Policy)
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Parking and Evolving Technology
Parking supply and other supporting infrastructure at a traveler’s destination can substantially influence travel
behavior. Parking and infrastructure standards in Rohnert Park have largely been focused on accommodating a
high automobile, drive alone modal preference, which was the prevalent trend in traveler preference for most
suburban cities in Northern California for the last half of the 20th century and first part of the 21st century.
With revolutions in technology - such as smartphone-enabled mobility options, a shift to electric vehicles and
micromobility options, and the increasing prevalence of e-commerce – resulting in rapid changes to the
transportation system, parking and infrastructure elements must be flexible to respond to changes over the
horizon of the General Plan. Additionally, the implementation of the plan for the Downtown area will
fundamentally alter the core of the City. The adopted vision for Downtown includes a more walkable and
bikeable City core, which also takes advantage of the proximity to the SMART passenger rail station. This
section outlines several goals and policies related to parking and emerging technology that will help the City
guide the development of its circulation system.
To provide a Citywide comprehensive parking system that is integrated
with alternate modes of transportation options to efficiently serve the
needs of residents, visitors, and businesses. (Source: New Goal)
C-9.1 “Right-Sizing” Parking
The City shall reevaluate its minimum parking standards and seek to “right-size” parking to meet
demand by taking into account shared mobility and micro-mobility trends and available
alternative modes of transportation. (Source: Existing GP Goal TR-X, modified)
C-9.2 “Park Once” Strategy
The City shall encourage a “park once” strategy in Central Rohnert Park through promoting
pedestrian and bicycle connectivity strategies and the development of a parking district and
common parking lots or structures within the Station Center and downtown subareas, as parking
demands warrant. (Source: Existing GP Policy TR-57, modified)
C-9.3 Park-and-Ride Lots
The City shall continue to encourage park-and-ride activity, regularly monitor parking
occupancies at existing park-and-ride locations, and consider expanding, where feasible, park-
and-ride locations that operate at or near capacity conditions to better capture unserved
demand. (Source: Existing GP Goal TR-M, modified)
C-9.4 Shared Parking Facilities
The City shall encourage use of shared parking facilities where possible, such as within multi-
tenant buildings and between adjacent private developments, particularly on larger development
sites. (Source: Existing GP Policy TR-55 and TR-25, modified)
C-9.5 Variable Parking Standards
The City shall implement variable parking standards that reflect expected level of parking
demand based on such factors as land use, proximity to transit, type of occupancy (e.g., seniors,
multigenerational families), building intensity and VMT reduction goals. (Source: Existing GP
Policy TR-58, modified)
5.Circulation Element
Administrative Draft Policy Document | Page 5-25
C-9.6 Shared Public Parking
The City shall encourage private businesses to allow for after-hours use of available parking to
accommodate customer and visitor activity peaks on evenings and weekends, especially in
Central Rohnert Park. (Source: Existing GP Policy TR-56, modified)
C-9.7 Cash-In-Lieu Payment
The City shall consider allowing use of cash-in-lieu payments to provide for the construction of
shared parking facilities. (Source: Existing GP Policy TR-25, modified)
C-9.8 Parking Lot Conversions
The City shall consider the conversion of underused parking lot areas to alternative uses.
(Source: New Policy)
C-9.9 Separation of Parking Costs (Unbundling)
The City shall encourage new residential developments in higher density areas to separate the
cost of parking from the cost of renting or purchasing living space in order to minimize single-
occupancy vehicle use. (Source: Existing GP Policy TR-58, modified)
To promote and support the use of electric vehicles for residents,
employees and visitors. (Source: New Goal)
C-10.1 Non-Residential Electric Vehicle Charging Stations
The City shall require new non-residential development projects to include the installation of
electric vehicle charging stations consistent with the State of California Green Building Code
(CALGreen). The charging stations should be sited to provide prioritized access to building
entrances. (Source: New Policy)
C-10.2 Residential Electric Vehicle Charging Stations
The City shall require new residential development projects to be “electric vehicle charging
ready,” including the installation of higher-voltage electric systems to serve for the Level 2
charging of electric vehicles consistent with the California Green Building Code.
(Source: New Policy)
C-10.3 Alternative Fuel City Vehicle Fleet
The City shall transition the City municipal vehicle fleet to alternative-fuel vehicles provided
that the alternative fuel vehicle can meet the performance standards required for its use.
(Source: New Policy)
C-10.4 Preference to Hybrid and Electric Vehicles
The City shall encourage commercial areas and new multifamily developments to provide
dedicated parking for hybrid and electric vehicles. (Source: New Policy)
To respond to evolving and emerging transportation trends and
technologies. (Source: New Goal)
C-11.1 Support Safe Mobility and Micromobility Options
The City shall support the safe use of shared mobility and micromobility options (e.g., bikeshare,
scooters) to connect residences, businesses, and Sonoma State University to key destinations in
the City, including the SMART station and other public transit nodes. (Source: New Policy)
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C-11.2 Autonomous Vehicle Review
The City shall, as autonomous vehicles become commonplace, regularly assess their integration
into the transportation system and develop, as appropriate, new programs and policies that
support that integration. (Source: New Policy)
C-11.3 Curb Space Management
The City shall leverage curb space management techniques in the Central Rohnert Park Area to
balance pick up and drop off activities with business related loading and unloading zones and
monitor on- and off-street parking and loading areas to promote desired curb space usage.
(Source: New Policy)
5.Circulation Element
Administrative Draft Policy Document | Page 5-27
Freight Rail and Goods Movement
The rail line that runs through Rohnert Park has historically been used for freight service, and more recently
for passenger service. The railway is owned by Sonoma-Marin Area Rail Transit (SMART). Freight rail service
currently runs along the rail line from Windsor in the north to points east (via the wye in Novato), with future
extensions north of Windsor possible in the future.
To promote the safe and efficient movement of goods through the city
to support business and commercial activity. (Source: New Goal)
C-12.1 Truck Routes
The City shall work with local businesses to identify preferred truck routes to access key
destinations in the City but also discourage trucks from using local streets. (Source: Existing GP
Goal TR-E, modified)
C-12.2 Goods Movement by Rail
The City shall engage with SMART to facilitate the safe and efficient movement of goods by rail
through the city, including decreasing train speeds through the city. (Source: New Policy)
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Implementation Programs
Programs
Implements
Which Policy(ies)
Responsible
Supporting
Department(s) 2020 – 2025 2026 – 2030 2031 – 2040 Annual Ongoing A Regional Traffic Improvements
The City shall work to collect regional
traffic impact fees to address traffic
impacts in neighboring jurisdictions,
including the City of Cotati and
Sonoma County (Source: Existing
Program)
C-2.2 Coordinate
with neighboring
jurisdictions
Development
Services
B VMT Policy and Benchmark Review
The City shall regularly update CEQA
VMT benchmarks and reduction targets
when (1) the Sonoma County
Transportation Authority develops an
updated travel demand model, (2)
when sustainability-related plans (i.e.
Climate Action Plan, etc.) are adopted,
or (3) when Specific Plans are adopted
or updated. (Source: New Program)
C-3.1: VMT Bank
C-3.2:
Development
Requirements for
VMT
Development
Services
Public Works
C Central Rohnert Park LOS Standards
The City will maintain lower minimum
acceptable Level of Service (LOS)
standards in Central Rohnert Park to
support improved bicycle and
pedestrian access to all streets and
intersections within the City Center
and Station Center subareas (Source:
Ongoing Program )
C-1.6: Level of
Service Exemption
Development
Services
Public Works
D Capital Improvement Plan Budget
The City shall include maintenance of
roadway segments and intersections,
complete street retrofits, and
pedestrian and bicycle network
improvement projects in the Five-Year
Capital Improvement Plan Budgets.
(Source: Ongoing Program)
C-1.8: Roadway
Segment
Improvements
Funded Through
Capital
Improvements
Program
C-4.3: Retrofit
Existing Street
Public Works
Development
Services
5. Circulation Element
Administrative Draft Policy Document | Page 5-29
Programs
Implements
Which Policy(ies)
Responsible
Supporting
Department(s) 2020 – 2025 2026 – 2030 2031 – 2040 Annual Ongoing System for
Complete Streets
C-4.5:
Intersection
Crossings
C-4.6: Mid-Block
Pedestrian
Crossings
C-6.2 Separated
Crossings
C-4.8 ADA
Requirements
C-6.1: Pedestrian
and Bicycle
Improvements
C-6.3:
Bicycle/Transit/P
arking
Connections
C-6.6: Bicycle
Parking
C-6.8: Continuous
Pedestrian System
C-7.1 Safe
Circulation
Approach
E Grant Funding
The City shall regularly apply federal,
state, regional and local grant
programs to support improvements to
circulation system for all users.
(Source: Ongoing Program)
C-4.3: Retrofit
Existing Street
System for
Complete Streets
C-4.5:
Intersection
Crossings
Public Works
Development
Services
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Programs
Implements
Which Policy(ies)
Responsible
Supporting
Department(s) 2020 – 2025 2026 – 2030 2031 – 2040 Annual Ongoing C-4.6: Mid-Block
Pedestrian
Crossings
C-6.1: Improve
Pedestrian and
Bicycle
Environment
C-6.2: Separated
Pedestrian
Crossings
C-6.3:
Bicycle/Transit
Connections/Parki
ng
C-6.6: Bicycle
Parking
C-6.7: Funding
Through CIP
C-6.8: Continuous
Pedestrian System
C-8.4: Expand Bus
Route System
C-8.1: Transit
access
C-8.6: Last-Mile
Strategies
C-8.8: Additional
SMART Station
F Evaluate Performance of the
Transportation Network for All Users
The City and the Rohnert Park Bicycle
and Pedestrian Advisory Committee
(BPAC) shall perform periodic
C-4.5:
Intersection
Crossings
Public Works
5. Circulation Element
Administrative Draft Policy Document | Page 5-31
Programs
Implements
Which Policy(ies)
Responsible
Supporting
Department(s) 2020 – 2025 2026 – 2030 2031 – 2040 Annual Ongoing evaluations of how well the streets,
bicycle and pedestrian pathways and
public transit connections in the city
are serving each category of users. This
will allow for the prioritization of
projects to implement (Source: New
Program)
C-4.6: Mid-Block
Pedestrian
Crossings
C-4.8 ADA
Requirements
C-5.1: Multimodal
Network Strategy
and Prioritization
Development
Services
G Bicycle and Pedestrian Master Plan
The City shall update the City Bicycle
and Pedestrian Master Plan to
prioritize Rohnert Park’s bicycle and
pedestrian needs (high, medium, low),
in various areas of the city or along
corridors, as well as to reflect the
latest bicycle and pedestrian planning
and design best practices. In the
updates, the City will strive to
coordinate transportation planning
efforts with the City of Cotati and
County of Sonoma. (Source: Updated
Program )
C-6.2: Separated
Pedestrian
Crossings
C-4.8 ADA
Requirements
C-5.1: Multimodal
Network Strategy
and Prioritization
C-6.1: Central RP
Improvements
C-6.4:
Bicycle/Transit
Connections
C-6.6: Bicycle
Parking
C-6.8: Continuous
Pedestrian System
C-7.3: Bicycle
Comfort
Considerations
C-7.4: Local
Roadway Safety
Plan
Public Works
Development
Services
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Programs
Implements
Which Policy(ies)
Responsible
Supporting
Department(s) 2020 – 2025 2026 – 2030 2031 – 2040 Annual Ongoing H Streamline Multimodal Mixed-Use
Development
The City shall update the design review
requirements for mixed-use projects
to include incentives for multimodal
features. (Source: New Program)
C-5.2: Promote
Multimodal Mixed-
Use Developments
Development
Services
I Develop Mobility Hubs Program
The City shall develop a mobility hubs
program for the City, identifying
locations where different modes of
travel and mobility services could
interact with locations of employment,
housing, shopping, recreation and/or
areas of underused surface parking,
and funneling activation efforts to
these hubs. (Source: New Program)
C-6.1: Central
Rohnert Park
Improvements
C-6.3:
Bicycle/Transit
Connections
C-8.5: Coordinate
Infrastructure
Development
Services
J Assure and Expand Transit Use
The City shall monitor transit ridership
and the latest technology trends and
collaborate with transit providers to
improve and expand transit services
and ridership in Rohnert Park. (Source:
Ongoing Program)
C-8.2: Transit
Service along
Corridors
C-8.3: Regional
Transit
Connections
C-9.3: Maintain
and Expand
Transit Service
C-10.2: Transit
Dependent Groups
Development
Services
K Central Rohnert Park/SMART Station
Connectivity
The City shall develop a plan to expand
bicycle and pedestrian connections
within Central Rohnert Park. The plan
shall address off-street bicycle and
pedestrian trail Improvements,
including:
Adding bicycle trails and bicycle
boulevards within new
C-6.1:
Improvements in
Central RP
C-6.3:
Bicycle/Transit
Connections
Public Works
Development
Services
5. Circulation Element
Administrative Draft Policy Document | Page 5-33
Programs
Implements
Which Policy(ies)
Responsible
Supporting
Department(s) 2020 – 2025 2026 – 2030 2031 – 2040 Annual Ongoing development in the Station
Center subarea;
Operate a Bike Share Program
Completing trail gaps along the
Copeland Creek and Hinebaugh
Creek corridors;
Planning and implementing new
east-west and north-south
walkways or paseos, as shown in
the Central Rohnert Park
Priority Development Area Plan,
in association with the
development of new roadways
or as separate facilities,
integrated with new
development;
On-street bike facility
Improvements including:
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;
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 and
Hunter Drive; and
Pedestrian facility
Improvements, including adding
and providing more defined
north-south walkways in the
City Center subarea that
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Programs
Implements
Which Policy(ies)
Responsible
Supporting
Department(s) 2020 – 2025 2026 – 2030 2031 – 2040 Annual Ongoing connect to Hinebaugh Creek;
and establishing defined
pedestrian walkway and
landscape improvements in the
existing commercial shopping
centers to support safe
pedestrian access from
adjoining residential areas and
neighborhoods.
(Source: Existing GP Policy TR-49)
L Maintain a Local Roadway Safety Plan
The City shall maintain its Local
Roadway Safety Plan (LSRP) that
includes the regular review of
multimodal collision and traffic speed
data. The LRSP should address the
Caltrans requirements for LRSPs that
will allow the City to better compete
for future grant funding opportunities.
(Source: New Program)
C-9.1: Safe
Roadway
Approach
C-9.4: Local
Roadway Safety
Plan
Public Works
Development
Services;
Public Safety
M Transportation Demand Management
Program
The City shall develop a
comprehensive, citywide
transportation demand management
(TDM) program that preserves Rohnert
Park’s quality of life, while maintaining
a positive business environment and
reducing traffic congestion, air
pollution, energy consumption, and
noise. The program may include a fee
structure that would allow new
developments to fund city-wide TDM
measures as part of their mitigation
measures for CEQA/VMT-related
transportation impacts. (Source:
Existing GP Goal TR-I and TR-J,
modified)
C-10.3:
Transportation
Demand
Management
Development
Services
Public Works
5. Circulation Element
Administrative Draft Policy Document | Page 5-35
Programs
Implements
Which Policy(ies)
Responsible
Supporting
Department(s) 2020 – 2025 2026 – 2030 2031 – 2040 Annual Ongoing N Public-Private Partnerships
The City shall explore public-private
partnerships and other measures to
attract car-sharing and bike-sharing
companies or services to Rohnert Park.
(Source: New Program)
C-10.4: Car and
Bike Share
Opportunities
Development
Services
O Revise Parking Regulations
The City shall review and revise the
parking requirements in the City
Zoning Ordinance to identify
opportunities for parking reductions,
shared parking, unbundling, parking lot
conversions, and other strategies that
would reduce the land area dedicated
to parking in the city and improve
connection between parking areas and
pedestrian and bicycle network.
(Source: New Program)
C-11.1 “Right-
Sizing” Parking
C-11.2: “Park
Once” Strategy
C-11.3: Park-and-
Ride Lots
C-11.4: Shared
Parking Facilities
C-11.5: Variable
Off-Street Parking
Standards
C-11.6:
Reevaluate
Minimum Parking
Standards
Development
Services
Public Works
P Cash-In-Lieu Fee Program
The City shall develop a Cash-In-Lieu
Fee Program to provide developers the
option to pay a fee to reduce parking
requirements on their development.
Funds generated by the program would
be dedicated to improving pedestrian
and bicycle connectivity in Rohnert
Park. (Source: New Program)
C-11.8: Cash-In-
Lieu Payment
Development
Services
____________
Public Works
Q Electric Vehicle Adoption Framework
The City shall coordinate with the
Regional Climate Protection Authority
to develop a framework for the
consistent adoption of electric vehicle
technologies in the City. The
C-12.1: Non-
Residential
Electric Vehicle
Charging Stations
C-12.2:
Residential
Public Works
Development
Services
Administrative Draft Policy Document
Page 5-36 Administrative Draft Policy Document |
Programs
Implements
Which Policy(ies)
Responsible
Supporting
Department(s) 2020 – 2025 2026 – 2030 2031 – 2040 Annual Ongoing framework will outline strategies for
new residential uses, new non-
residential uses, and the retrofit of
existing uses. (Source: New Program)
Electric Vehicle
Charging Stations
C-12.3: Electric
Vehicle Charging
Stations in
Existing
Developments
C-12.4: All-
Electric City
Vehicle Fleet
R Truck Route Plan
The City shall regularly review a
through truck route plan, which will
focus on connecting heavy truck using
businesses to regional roadways, while
guiding truck trips away from
residential, parks and
pedestrian/bicycle focused areas.
(Source: Ongoing Program)
C-14.1: Truck
Routes
Public Works
Development
Services
Public Safety
Minutes of the Planning Commission Meeting
of the City of Rohnert Park
Thursday, March 11, 2021
6:00 P.M.
130 Avram Avenue, Rohnert Park
1. CALL TO ORDER
Chairperson Orloff called the regular meeting to order at 6:00 p.m.
2. PLEDGE OF ALLEGIANCE
Led by Chairperson Orloff.
3. ROLL CALL
Present: Daniel A. Blanquie, Chairperson
Tramaine Austin-Dillon, Commissioner
Fanny Lam, Commissioner
Marc Orloff, Commissioner
Charles Striplen, Commissioner
Absent: None.
Staff attending via Zoom Video Communications: Planning Manager, Jeff Beiswenger,
Recording Secretary, Jennifer Sedna and Consultants Della Acosta and Kari Zajak.
Staff present: IS Analyst, Mike Son.
4. PUBLIC COMMENT
None.
5. CONSENT CALENDAR - ADOPTION OF MINUTES
5.1 Approval of the Draft Minutes of the Planning Commission Meeting of February
11, 2021.
ACTION: Moved/seconded (Blanquie/Striplen) to adopt Minutes of the Planning
Commission Meeting of February 11, 2021.
Motion carried by the following unanimous (5-0-0) roll call vote: AYES:
Austin-Dillon, Blanquie, Striplen, Lam and Orloff; NOES: None; ABSTAIN:
None; ABSENT: None.
6. AGENDA ITEMS
6.1 STUDY SESSION – City of Rohnert Park –General Plan EIR Scoping
Meeting
Planning Manager, Jeff Beiswenger, introduced the item and answered questions from
the Commission, including: wildfire prevention; open space/parks focus and surveys;
access to emergency services; who will be performing 8250 under CEQA; if a General
Plan workshop will be held for residents; and, pedestrian-related issues.
Consultants Della Acosta and Kari Zajak joined the meeting to present the item and
answered questions from the Commission, including: the nature of the wildfire analysis
to be done under CEQA and if the unincorporated areas around the City will be included
in the analysis as well.
Public Comment: Kimberly Finale expressed support for healthy living in the City,
concerns about aging sidewalks and the wall on Southwest, and other pedestrian-related
issues such as parked RVs. Maria Hensel expressed concern that there was not the ability
to join the meeting via a link and that the California Tiger Salamander habitat south of
the SOMO Village should be protected open space and not developed.
Meeting recessed at 6:33 p.m.
Meeting adjourned at 6:45 p.m.
6.2 PRESENTATION – City of Rohnert Park – Receive the Annual Status of the
General Plan for Calendar Year 2020
Planning Manager, Jeff Beiswenger, presented the item and answered questions from the
Commission, including: when the Annual Report will be filed; how this information is
shared and how the public is engaged; if the goals of the 2020 update can be modified;
adding enhancement goals in streetscapes and habitat sections; the consequences to not
reaching the regional housing allocation goals and if the numbers are inclusive of the
Five Creek very low units;
7. ITEMS FROM THE PLANNING COMMISSION
Commissioner Austin-Dillon asked when public comments are discussed and how the
concerns are addressed. Commissioner Striplen stated that the roundabout at Southwest
has received support from business-owners. Vice-Chair Lam and Chair Orloff expressed
concern about the RV issue in regards to pedestrian safety. The Commission requested a
Code Compliance update at a future meeting.
9. ITEMS FROM THE DEVELOPMENT SERVICE STAFF
Staffperson Beiswenger noted the Council voted not to change the composition of the
SOMO Design Review Board so Vice Chair Lam will not be serving on that Board.
10. ADJOURNMENT
Chairperson Orloff adjourned the regular meeting at 7:24 p.m.
____________________________________ ___________________________________
Marc Orloff, Chairperson Jennifer Sedna, Secretary