HomeMy WebLinkAbout2024/11/14 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, November 14, 2024
6:00 P.M.
CITY HALL -COUNCIL CHAMBER
130 Avram Avenue, Rohnert Park, California
To any member of the audience desiring to address the Bicycle and Planning Advisory
Committee or Planning Commission:
PUBLIC COMMENT: For public comment on items listed or not listed on the agenda, or agenda
items if unable to speak at the scheduled time, you may do so upon recognition from the
Chairperson. Please fill out a speaker card prior to speaking. Members of the public may also
provide advanced comments by email at Planning@rpcity.org. Comments are requested by 5:00
p.m. on the day of the meeting. Email comments must identify the Agenda Item Number in the
subject line of the email. The emails will not be read for the record but will be provided to the
Planning Commission. Please note that all emails sent to the Planning Commission are
considered to be public records and subject to disclosure under the California Public Records Act.
Planning Commission agendas and minutes may be viewed at the City’s website: www.rpcity.org
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 the public hearing(s) described in this agenda, or
in written correspondence delivered to the City of Rohnert Park at, or prior to the public
hearing(s).
RIGHT TO APPEAL: Judicial review of any city administrative decision pursuant to Code of
Civil Procedure Section 1094.5 may be had only if a petition is filed with the court no later than
the deadlines specified in Section 1094.6 of the California Code of Civil Procedure, which
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generally limits the time within which the decision may be challenged to the 90 day following
the date that the decision becomes final.
1. PLANNING COMMISSION CALL TO ORDER
2. ROLL CALL
Planning Commission
(Epstein_____ Lam____ Orloff____ Austin-Dillion____)
3. READING OF THE LAND ACKNOWLEDGEMENT
The City of Rohnert Park acknowledges Indigenous Peoples as the traditional stewards
of the land. Let it be acknowledged that the City of Rohnert Park is located within the
traditional homeland of the Federated Indians of Graton Rancheria, comprised of Coast
Miwok and Southern Pomo peoples.
4. PLEDGE OF ALLEGIANCE
5. PUBLIC COMMENT – Persons who wish to speak to the Commission regarding an
item that is not on the agenda may do so at this time. Please see Page 1 on how to submit
public comments.
6. CONSENT CALENDAR - ADOPTION OF MINUTES
6.1 Approval of the Draft Minutes of the Planning Commission Regular Meeting of
August 8, 2024
Commissioner Motion/Roll Call Vote:
(Epstein _____ Lam ____ Orloff _____ Austin-Dillion _____)
7. REGULAR CALENDAR
7.1 PUBLIC HEARING – CONDITIONAL USE PERMIT – Cary Ann Rich -
Rise and Shine Child Care Centers & Family Services Agency (File No.
PLUP24-0003), The Planning Commission will consider the adoption of
Resolution No. 2024-14 approving a Conditional Use Permit to allow a childcare
facility for a maximum of 24 children between the ages of 2-24 months located
at 5435 Snyder Lane (APN 158-320-002) (This is not a project under California
Quality Act (CEQA))
Commissioner Motion/Roll Call Vote:
(Epstein _____ Lam ____ Orloff _____ Austin-Dillion _____)
8. ITEMS FROM THE PLANNING COMMISSION
9. ITEMS FROM THE DEVELOPMENT SERVICES STAFF
10. ADJOURNMENT OF PLANNING COMMISSION MEETING AND CALL TO
ORDER OF JOINT SPECIAL MEETING WITH THE BICYCLE AND
PEDESTRIAN ADVISORY COMMITTEE
11. ROLL CALL
Bicycle and Pedestrian Advisory Committee
(Keith ____ Ogren ____ Gutierrez ____ Hensel ____ Johnson ____)
Planning Commission
(Austin-Dillon ____ Epstein ____ Lam ____ Orloff ____)
12. PUBLIC COMMENT – Persons who wish to speak to the Commission/Board 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.
13. AGENDA ITEMS
13.1 Discussion and Direction on Milestone #3 Report for the Countywide Active
Transportation Plan and Rohnert Park Active Transportation Plan Update.
(This is not a project under the California Environmental Quality Act (CEQA))
14. ADJOURNMENT
AGENDA REPORTS & DOCUMENTS: A paper copy of all staff reports and documents subject to
disclosure that relate to each item of business referred to on the agenda are available for public inspection
at City Hall, 130 Avram Avenue, Rohnert Park, California 94928. Electronic copies of all staff reports
and documents subject to disclosure that relate to each item of business referred to on the agenda are
available for public inspection at https://www.rpcity.org/city_hall/city_council/meeting_central. Any
writings or documents subject to disclosure that are provided to all, or a majority of all, of the members of
the Planning Commission regarding any item on this agenda after the agenda has been distributed will be
made available for inspection at City Hall and on our website at the same time. Any writings or
documents subject to disclosure that are provided to the Planning Commission during the meeting will be
made available for public inspection during the meeting and on our website following the meeting.
AMERICAN DISABILITY ACT ACCOMMODATIONS: Any member of the public who needs
accommodations should email the ADA Coordinator at jcannon@rpcity.org or by calling 707-588-2221.
Notifications at least 72 hours prior to the meeting will enable the ADA Coordinator to use their best
efforts to provide reasonable accommodations to provide as much accessibility as possible while also
maintaining public safety in accordance with the City's procedure for resolving reasonable
accommodation requests. Information about reasonable accommodations is available on the City website
at: https://www.rpcity.org/city_hall/departments/human_resources/a_d_a_and_accessibility_resources
CERTIFICATION OF POSTING OF AGENDA
I, Suzie Azevedo, Community Development Technician, for the City of Rohnert Park, declare that the
foregoing notice and agenda for the November 14, 2024, Planning Commission Meeting of the City of
Rohnert Park was posted and available for review on November 8, 2024, at Rohnert Park City Hall, 130
Avram Avenue, Rohnert Park, California 94928. The agenda is also available on the City of Rohnert
Park’s website at www.rpcity.org.
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Executed this 8 day of November 2024 at Rohnert Park, California.
________________________
Assistant Planner
Minutes of the Planning CommissionMeeting
of the City of Rohnert Park
Thursday, August 8, 2024
6:00 P.M.
130 Avram Avenue, Rohnert Park
1. CALL TO ORDER
Vice-Chairperson Striplencalled the regular meetingto order at 6:00p.m.
2.PLEDGE OF ALLEGIANCE
Led byCommissioner Orloff.
3. READING OF THE LAND ACKNOWLEDGEMENT
The City of Rohnert Park acknowledges Indigenous Peoples as the traditional stewards
of the land. Let it be acknowledged that the City of Rohnert Park is located within the
traditional homeland of the Federated Indians of Graton Rancheria, comprised of Coast
Miwok and Southern Pomo peoples.
4.ROLL CALL
Present:Charles Striplen, Vice Chairperson
Marc Orloff, Commissioner
Tramaine Austin-Dillon, Commissioner
Absent:Matthew Epstein, Commissioner
Fanny Lam, Commissioner
(Commissioner Lam arrived to the meeting at 6:22 p.m.)
5.PUBLIC COMMENT
None.
6. CONSENT CALENDAR -ADOPTION OF MINUTES
6.1Approval of the Draft Minutes of theof the Planning Commission Regular Meeting of July
11, 2024
ACTION:Moved/Seconded (Orloff/Striplen)to adopt the Minutes of the Planning Commission
Regular Meeting of July 11, 2024
Motioncarried by the following 3-0-2) roll call vote: AYES:Striplen,Orloff, and Austin-
Dillon NOES:None; ABSENT:Lam, Epstein
6:03 pm -Vice-Chairperson Striplen called for a 15 minute recess to accommodateCommissioner
Lam’s attendancewho was running late due totraffic conditions.
6:17 pm –Vice-Chairperson Striplen reconvened the regular meeting of the Planning Commission.
6:22 pm –Commissioner Lam arrived to meeting.
7. AGENDA ITEMS
7.1SITE PLAN AND ARCHITECTURAL REVIEW-File No. PL24-0002 -Owner/Applicant:
Richard Coombs/CenterLine 33-The PlanningCommission consideredthe adoption of a
resolution for Site Plan and Architectural Review for the addition of an exterior pickleball court
facility, associated with the CenterLine 33 Health Club, located at 555 Rohnert Park Expressway
(APN 143-391-085)
Jack Weaver, Bill Carson (Owners CenterLine 33) and Merle Avila (Architect) were
acknowledged, provided background information and responded to comments and questions
from the Commission.
ACTION: Moved/Seconded (Austin-Dillon/Orloff)adopting Resolution 2024-13, approving
Site Plan and Architectural Review for the addition of an exterior pickleball court facility,
located at 555 Rohnert Park Expressway, in association with the Centerline 33 Health Club
facility.
Motion carried by the following (4-0-1) roll call vote:AYES: Striplen,Lam, Orloff
and Austin Dillon NOES: None; ABSENT: Epstein
8.ITEMS FROM THE PLANNING COMMISSION
None.
9. ITEMS FROM THE DEVELOPMENT SERVICES STAFF
Planning Manager, Mary Grace Pawson provided the followinginformation:
The Planning Commission Meeting for August 22,2024is canceleddue to lack of business.
10.ADJOURNMENT
There being no further business, Vice-Chairperson Striplenadjourned the regular meeting
at6:35p.m.
_________________________________________________________________
Chuck Striplen, Vice-ChairpersonRecordingSecretary, Clotile Blanks
City of Rohnert Park
Planning Commission Report
Meeting Date:November 14, 2024
Item No:6.1
Prepared by:Brandi Caulfield, ConsultantAssistant Planner
Agenda Title:PLUP24-0003, Conditional Use Permit–Rise and Shine Child Care Centers &
Family Services Agency
Location:5435 Snyder Lane
GP/Zoning: High Density Residential Designation/CommercialOffice Zoning
Applicant/Owner:Cary Ann Rich, Rise and Shine Child Care Centers & Family Services Agency
RECOMMENDED ACTIONS:Staff recommends that the Planning Commission adopt Resolution No.
2024-14, approving a Conditional Use Permit to allow an infantday care center, Rise and Shine Childcare
Services (Figure 1: Location Map). This proposal is consistent with the High Density Residentialland
use designation in the General Plan and the C-O: Commercial Office zoning district. Surroundinguses
include Wine Country Smiles and NOAH: Cross and Crown Church Food Distribution Center to the
south, Rancho CotateHigh School to the east, and Camino Creek Apartments to the north, and residential
apartments to the west.
Figure 1: Location Map
BACKGROUND:The project is located on a roughly 2-acrecommercial sitein the easternportion of the
Cityin an area predominately characterized by existing commercial office businesses. The 2,424 square
foot building, constructed in 1980, was originally designed as a medical facility. In 1981, it was converted
into classrooms and has been used for educational purposes ever since. Most recently, the building served
as the location for Scribbles and Giggles. The property has been vacant since 2023 and is currently in a
state of neglect. (Figure 2, Existing Conditions)
Figure 2, Existing Conditions
FLOOR PLAN: The site is developed with a single-story building that includes several classrooms, a
food preparation station that includes a sink, two children’s restrooms and one staff restroom, an office
and a large outdoor area for play and recreation activity. (Figure 3, Floor Plan)
Figure 3, Floor Plan
Figure 3, Floor Plan
ACTIVITES: The applicant, Cary Ann Rich, is proposing a comprehensive infant childcare service,
operating Monday through Friday from 8:30 a.m. to 4:30 p.m. for infants under 24 months. The program
will provide a safe, nurturing environment with qualified staff to support the children’s development
through age-appropriate activities. In addition to the daytime childcare, Rise and Shine will offer
parenting classes in the evenings, from 4:30 p.m. to 8:30 p.m., covering topics like nutrition, positive
discipline, communication strategies, and child development.
The outdoor space will be a designated play area, with a fence proposed for future installation to ensure
safety. Additionally, two portable buildings situated southwest of the main facility will be utilized solely
for storage purposes and will not be used for childcare or evening courses, ensuring that all program
activities remain focused and organized within the designated areas. The Rise and Shine Child Care
Center & Family Services Agency will also enhance the building with general clean-up and repairs to
create a welcoming environment. A site inspection by the Chief Building Official has identified certain
structural areas that require permits. These items will be addressed as conditions of approval, and
necessary permits will be obtained prior to the start of operation and occupancy.
Outdoor activities will take place on the south side of the building (see image three). This area will
feature a proposed enclosed fence before opening the child care center. The outdoor space will include
age-appropriate scoot toys and a designated area for supervised outdoor reading. The project will include
a small garden accessible to children and their families for maintenance and food sharing (Figure 4 -
Outdoor Area).
Figure 4 – Outdoor Area
Child safety measures will be implemented. The entrance and exit doors will feature keyless entry with a
keypad for access and a single-action handle for exiting. The doors will be permanently locked from the
outside and child-proof locked from the inside. In case of an emergency, the facility will maintain a 1:4
ratio of evacuation cribs, allowing staff to place four infants in an evacuation crib and exit safely through
the two-front north-facing doors or the single door exit in the south.
Additionally, the site is near to another daycare facility, Learning To Learn Preschool & Child Care
Center, and Rancho Cotate High School, further integrating the childcare services into the community and
making it a convenient option for families in the area.
ANALYSIS: The proposed daycare center will have no adverse effects on public health, safety, or
welfare. It will comply with the health and safety requirements set forth by the California Department of
Social Services/Child Care Licensing, which includes regular facility monitoring, technical support, and
collaboration with childcare providers and parents. The applicant has successfully obtained and
maintained licensing for two Santa Rosa facilities, demonstrating their ability to meet these standards. In
addition, the Rohnert Park Public Safety Department will conduct routine inspections, and the Fire
Marshal has reviewed and approved the project. All conditions of approval will ensure that any minor
structural issues, such as those related to the on site inspection conducted by the Chief Building Official
and are required to be permitted prior to facilities operations.
The site plan illustrates the existing parking lot, with access points from both Comino Corte and Snyder
Lane. The parking layout complies with required parking standards, including the provision of ADA
spaces to meet accessibility requirements. Traffic circulation in the area will not be significantly
impacted, as the drop-off and pick-up areas are accessible from either Comino Corte or Snyder Lane,
ensuring smooth flow of vehicles.(Figure 5 –Site Plan)
Figure 5 –Site Plan
The City’s zoning code allows this type of use in the commercial-office (C-O Zoning District) with a
conditional use permit. Per RPMC 14.25.014 the Planning Commission shall approve or conditionally
approve a conditional use permit application if, on the basis of the application, supporting materials, and
oral testimony submitted at the hearing, the Planning Commission makes each of the following findings:
A.That the proposed location of the conditional use is consistent with the objectives of the zoning
ordinance and the purpose of the district in which the site is located.
Criteria Satisfied. The project location is zoned Commercial Office (C-O), has a land use
designation of R-H (High Density Residential), and will be rezoned to R-H with the
comprehensive General Plan Update. The C-O Zoning District allows for the development of
administrative, financial, business, professional, medical and public offices. Commercial Districts
are designed to provide for the effective integration of commercialareas with adjacent uses, so
that impacts related to traffic, noise, illuminationand other potential concerns are minimized. The
R-H zoning designation supports a broad range of dwelling types and uses which meet the diverse
economic and social needs of the residents consistent with sound standards of public health and
safety. The proposed infant day care center is consistent with the objectives of both the C-O and
R-H zoning districts direction and will provide a convenient and needed service to families
residing or working in this area in need of infant care.
B. That the proposed location of the conditional use and the conditions under which it would be
operated or maintained will not be detrimental to the public health, safety, or welfare, or
materially injurious to properties or improvements in the vicinity, and that the operation and
maintenance of the conditional use will be compatible with the surrounding uses.
Criteria Satisfied. The project will not have a negative effect on public health, safety, or welfare.
The day care center program is subject to extensive background and application processes
through the California Department of Social Services/Child Care Licensing which will ensure that
this facility meets established health and safety standards through the monitoring of facilities,
providing technical assistance, and establishing partnerships with providers, parents, and the child
care community. The applicant has a successfully obtained and retained licensing in their two
Santa Rosa facilities. Routine inspections will be also conducted by the Rohnert Park Public
Safety Department and the proposed project has been approved by the Fire Marshall. The
conditions of approval will ensure that minor structural hazards, including the entry ramp and
exterior deck, are resolved prior to operation.
Adjacent uses include a dentist, Cross and Crown Lutheran Church and School, residential uses,
and Rancho Cotate High School, and the proposed use is compatible for the location. Onsite
parking exceeds the municipal code standards for this type of use and exceed the projected
parking need. The site is primarily accessed through Camino Corto with an additional access
point on Snyder Lane, and parking and circulation are adequate for pick-up and drop-off
conditions.
C. The proposed conditional use will comply with each of the applicable provisions of this title.
Criteria Satisfied. The day care facility will adhere to any and all conditions of approval. The
proposed day care center would occupy a space within an existing building. There will be no
expansion of floor area. Staff has determined that the parking supply and circulation patterns are
sufficient for the use and facility. Sufficient staffing is also available to monitor the day care
center activity and the applicant has been informed on all signage and noise related standards.
ENVIRONMENTAL REVIEW DETERMINATION: The project is categorically exempt from the
California Environmental Quality Act, pursuant to Public Resources Code Section 15301 (Class 1 –
Existing Facilities).
PUBLIC NOTIFICATION: A public hearing notice denoting the time, date, and location of this hearing
was published in the Community Voice on November 1, 2024, and the notice was posted pursuant to State
law.
_____________________________________________________________________________________
Planning Manager Approval Date: 11/7/2024
Attachments:
1. Planning Commission Resolution 2024-14
A. Exhibit A - Applicant’s Submittal Package
PLANNING COMMISSIONRESOLUTION NO. 2024-14
A RESOLUTION OF THE PLANNING COMMISSION OF THE CITY OF ROHNERT
PARK, CALIFORNIA, APPROVING A CONDITIONAL USE PERMIT FOR THE RISE
AND SHINE CHILD CARE CENTER AND FAMILY SERVICE AGENCY LOCATED
AT 5435 SNYDER LANE (APN 143-380-032)
WHEREAS, the applicant, Cary Ann Rich for Rise And Shine Child Care Centers &
Family Services Agency, LLC, filed Planning Application No. PLUP24-0003 for a Conditional
Use Permit to operate an infant day care center at 5435 Snyder Lane (APN 158-320-002), in
accordance with the City of Rohnert Park Municipal Code;
WHEREAS, Planning Application No. PLUP24-0003 was processed in the time and
manner prescribed by State and local law;
WHEREAS, on November 14, 2024, the Planning Commission reviewed Planning
Application No. PLUP24-0003 during a scheduled and duly noticed public hearing at which time
interested persons had an opportunity to testify either in support of or opposition to the project;
and
WHEREAS, at the November 14, 2024, Planning Commission meeting, upon hearing
and considering all testimony and arguments, if any, of all persons desiring to be heard, the
Commission considered all the facts relating to Planning Application No. PLUP24-0003.
NOW, THEREFORE, THE PLANNING COMMISSION OF THE CITY OF
ROHNERT PARK DOES RESOLVE, DETERMINE AND ORDER AS FOLLOWS:
Section 1. That the above recitations are true and correct.
Section 2. Findings. The Planning Commission, in approving Planning Application No.
PLUP24-0003, makes the following findings, as required by Municipal Code Section 17.25.014
(Finding for Conditional Use Permits):
A. That the proposed location of the conditional use is consistent with the objectives of the
zoning ordinance and the purpose of the district in which the site is located.
Criteria Satisfied. The project location is zoned Commercial Office (C-O), has a land use
designation of R-H (High Density Residential), and will be rezoned to R-H with the
comprehensive General Plan Update. The C-O Zoning District allows for the
development of administrative, financial, business, professional, medical and public
offices. Commercial Districts are designed to provide for the effective integration of
commercial areas with adjacent uses, so that impacts related to traffic, noise, illumination
and other potential concerns are minimized. The R-Hzoning designation supportsa
broad range of dwelling types and uses which meet the diverse economic and social
needs of the residents consistent with sound standards of public health and safety. The
proposed infant day care center is consistent with the objectives of both the C-O and R-H
zoning districts direction and will provide a convenient and needed service to families
residing or working in this area in need of infant care.
B. That the proposed location of the conditional use and the conditions under which it
would be operated or maintained will not be detrimental to the public health, safety, or
welfare, or materially injurious to properties or improvements in the vicinity, and that the
operation and maintenance of the conditional use will be compatible with the
surrounding uses.
Criteria Satisfied. The project will not have a negative effect on public health, safety, or
welfare. The daycare center program is subject to extensive background and application
processes through the California Department of Social Services/Child Care Licensing
which will ensure that this facility meets established health and safety standards through
the monitoring of facilities, providing technical assistance, and establishing partnerships
with providers, parents, and the child care community.The applicant has a successfully
obtained and retained licensing in their two Santa Rosa facilities. Routine inspectionswill
be also conducted by the Rohnert Park Public Safety Department and the proposed
project has been approved by the Fire Marshall. The conditions of approval will ensure
that minor structural hazards, including the entry ramp and exterior deck, are resolved
prior to operation.
Adjacent uses include a dentist, Cross and Crown Lutheran Church and School,
residential uses, and Rancho Cotate High School, and the proposed use is compatible for
the location. Onsite parking exceeds the municipal code standards for this type of use and
exceed the projected parking need. The site is primarily accessed through Camino Corto
with an additional access point on Snyder Lane, and parking and circulation are adequate
for pick-up and drop-off conditions.
C. The proposed conditional use will comply with each of the applicable provisions of this
title.
Criteria Satisfied. The day care facility will adhere to any and all conditions of approval.
The proposed day care center would occupy a space within an existing building. There
will be no expansion of floor area. Staff has determined that the parking supply and
circulation patterns are sufficient for the use and facility. Sufficient staffing is also
available to monitor the day care center activity and the applicant has been informed on
all signage and noise related standards.
Section 4. Environmental Clearance. The project is categorically exempt from the California
Environmental Quality Act, pursuant to Public Resources Code Section 15301 (Class 1 –
Existing Facilities).
NOW THEREFORE BE IT RESOLVED, that the Planning Commission does hereby
approve Planning Application No. PLUP24-0003 subject tothe Applicant Submittal Package,
attached as Exhibit A, and the following conditions:
1. Expiration of Approval -Pursuant to the City of Rohnert Park Municipal Code, this
approval shall allow ongoing operation until such time that an amendment is requested or
the use has been abandoned for 180 days.
2. Conformance with Municipal Code and Other Agency Plans – All improvements shall
comply with all applicable sections of the City of Rohnert Park Municipal Code and any
other applicable relevant plans of affected agencies including the State Department of
Social Services/Community Care licensing.
3. The applicant shall obtain all necessary permits and clearances from the Rohnert Park
Building and Public Safety Departments for any modifications to the interior or exterior
of the structure.
4. Prior to occupancy, the applicant shall mitigate the following hazards to the satisfaction
of the Building Official:
a. The entry ramp and landing have settled unevenly away from the building
creating a hazard.
b. Wood deck adjacent to the entry was moved away from the building and the
fasteners used to attach it to the building were visible in the space between the
deck and that building.
c. There is a wood staircase located at the front of the building, there were no
handrails and the concrete path leading to it was uneven creating a trip hazard.
d. At the rear of the building there is a wood deck. The shape of the wood deck did
not match what we have on record and may have been modified or replaced
without a permit. This deck had steps and the rise of the steps, and the shape of
the treads are not code compliant. They also did not have the required handrails.
e. Electrical- visible from the exterior, lights and receptacles have been installed.
The installation was not code compliant and presented a shock hazard.
5. An automatic smoke detection system shall be installed throughout the Group I-4,
including contiguous day rooms, group activity spaces and other common spaces normally
occupied by the clients. Group I-4 facilities located above the first story shall comply with
the provisions of Section 436.1 (CA Fire Code 907.2.6.4 Group I-4) Fire alarm plans
attached need to be submitted to Rohnert Park Fire meeting the above requirements.
6. The use shall be operated in a manner that does not create a public or private nuisance
including excessive noises as defined in Chapter 9.44 (Noise) and Chapter 17.12.030
(Noise Standards) of the Rohnert Park Municipal Code. Any such nuisance must be abated
immediately upon notice by the City.
7. The site and surrounding area shall be maintained free of litter, refuse, and debris.
8. The applicant shall receive approval from the Planning Division prior to the installation
of any fencing.
9. Any signage requires Planning and Building approval prior to installation.
BE IT FURTHER RESOLVED that said action shall not be deemed final until the
appeal period has expired and that the appeal period shall be ten (10) working days from the date
of said action. No building permits shall be issued until the appeal period has expired, providing
there are no appeals.
DULY AND REGULARLY ADOPTED on this 14th day of November, 2024 by the
City of Rohnert Park Planning Commission by the following vote:
AYES: _____ NOES: _____ ABSENT: _____ ABSTAIN: _____
AUSTIN-DILLON_____ EPSTEIN _____ LAM _____ORLOFF _____
_____________________________________________________________
Matthew Epstein, Chairperson, Rohnert Park Planning Commission
Attest: ________________________________
Clotile Blanks, Recording Secretary
Attachments: Exhibit A – Applicant Submittal Package
City of Rohnert Park
Planning Commission Report
Meeting Date:November 14, 2024
Item No:13.1
Prepared by:Eydie Tacata, Senior Public Works Analyst
Agenda Title:Discussion and Direction on Milestone #3for the Countywide Active
Transportation Plan and Rohnert ParkActive Transportation Plan
Location:Citywide
RECOMMENDED ACTION: Receive a presentation and provide feedback on attached draft
Rohnert Park Active Transportation Plan.
BACKGROUND: The Rohnert Park Active Transportation Plan (ATP) will be an update to the
Rohnert Park Bicycle and Pedestrian Master Plan adopted in 2014. The ATP is being developed as
part of the Countywide Active Transportation Plan through a grant awardedto the Sonoma County
Transportation Authority (SCTA) and contract held by SCTA. The ATPincludes goals, policies,
projects and supportive programs that areintended to be consistent with the City’s General Plan
and its policies,and complement existing land use plans, transportation strategies, and community
development objectives set forth in the broader document.
City staff and SCTA have worked closely with the consultant team, Fehr & Peers, to gather data
and establish existing conditions, engage the community, conduct technical analyses, and develop
the contents for the draftActive Transportation Plan. Fehr & Peers is also part of the City’s General
Plan consultant team.
On October 12, 2023, City staff and the consultant team presented an overview of the project at a
joint meeting of thePlanning Commissionand Bicycle & Pedestrian Advisory Committee (BPAC).
On May 23, 2024, at another joint meeting of thePlanning Commissionand BPAC, City staff
presented a comparison of the applicableGeneral Planpolicies and goals with the proposed draft
ATP goals and policies, so that the Planning Commission could consider the ATP’s consistency
with the General Plan. A draft list ofPlanned Projects was also provided, which included
conceptualdetails for infrastructure and other physical improvements to implement the ATP and
General Plan. Community engagement from pop-up events in Fall 2023 and Spring 2024, a public
workshopin Summer 2024, comments on digital mapsthrough Fall 2023 and Summer 2024, and
BPAC comments on proposed projectsfurther informed the development of the draft ATP.
Page 1
ANALYSIS:
The draft Rohnert Park Active Transportation Plan is included as an attachment to this staff
report and is provided as information for the Planning Commission and Bicycle & Pedestrian
Advisory Committee. At previous meetings, the Planning Commission and BPACreviewed and
commented on specific components ofATP, including Vision, Goals and Policies, planned
projects lists, and maps of existing and proposed facilities. The complete draft ATP is now
provided, with new sections listed below:
Chapter 1. Introduction
Chapter 2. Community Profile & Walking, Biking & Rolling Today (Community
Characteristics and Travel Patterns, Road Safety in Rohnert Park
Chapter 5. Advancing Active Transportation (Infrastructure Improvements;
Considerations for Facility Type; Engineering Treatments Toolbox, Programs)
Chapter 6. ImplementationandLocal Considerations (Timeline of Programs and Planned
Projects, Funding, Monitoring)
The draft Rohnert Park Active Transportation Plan is also available online at
https://fp.mysocialpinpoint.com/download_file/view/2024/549. A comment form can be found at
https://fp.mysocialpinpoint.com/sonoma-county-atp, along with Draft ATPs for other Sonoma
County jurisdictions participating in the SCTA-led Countywide ATP update effort. This input
will be considered before draft ATPs are finalized and brought to respective governing bodies to
consider for adoption. The commentform will be available through November 30, 2024.
Staff is providing an information update and an opportunity for commenton the draft Active
Transportation Plan from members of the Planning Commission, Bicycle Pedestrian Advisory
Committee, and the public. After the public comment period, the ATP will be brought to theCity
Council for adoption.
ENVIRONMENTAL DETERMINATION:
This presentation is an informational item and is not subject to CEQA. Future adoption of the
Active Transportation Plan will be exempt from CEQA under PRC Section 21080.20(a)(1) as an
active transportation plan because it is a plan developed by a local jurisdiction that promotes and
encourages residents to choose walking or bicycling through the creation of safe, comfortable,
connected, and accessible pedestrian and bicycling networks.
Planning Manager Approval Date: 11/7/2024
Attachments:
1.Draft Rohnert Park Active Transportation Plan
Page 2
City of Rohnert
ParkActive
Transportation
Plan
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Rohnert Park Active
Transportation Plan (ATP)
PublicDraft: October 2024
Table of Contents
1. Introduction ....................................................................................................................... 1
2. Community Profile & Walking, Biking & Rolling Today ......................................................... 3
Community Characteristics and Travel Patterns ........................................................................................ 3
Road Safety in Rohnert Park........................................................................................................................ 3
Existing Active Transportation Network Characteristics in Rohnert Park ................................................. 4
3. Community & Stakeholder Engagement ............................................................................ 11
4. Vision & Goals ................................................................................................................. 13
5. Advancing Active Transportation ..................................................................................... 15
Infrastructure Improvements ..................................................................................................................... 15
Considerations for Facility Type.......................................................................................................... 15
Planned Projects .................................................................................................................................. 16
Engineering Treatments Toolbox ........................................................................................................ 31
Programs & Policies ................................................................................................................................... 41
Programs .............................................................................................................................................. 41
Policies ................................................................................................................................................. 43
6. Implementation: Local Considerations ............................................................................. 47
Timeline ....................................................................................................................................................... 47
Programs .............................................................................................................................................. 47
Planned Projects .................................................................................................................................. 48
Funding ........................................................................................................................................................ 51
Monitoring ................................................................................................................................................... 53
List of Figures
Figure 1. Existing Bikeway Network ................................................................................................................... 7
Figure 2. Existing Transit .................................................................................................................................... 8
Figure 3. Level of Traffic Stress (LTS) and 2022 High-Injury Network (HIN)................................................... 9
Figure 4. 2025 Bikeway & Corridor Projects .................................................................................................... 22
Figure 5. Existing & 2025 Active Transportation Network .............................................................................. 23
List of Tables
1
Table 1. Bike Facility Selection for Urban, Suburban, Rural Town Centers .................................................. 16
Table 2. Planned Infrastructure Improvements: Bike Facilities, Multiuse Paths, and Crossing
Enhancements ............................................................................................................................... 16
Table 3. Catalog of Resources ......................................................................................................................... 32
Table 4. Implementation Timeline and Responsibility for Programs ............................................................. 47
Table 5. 2025 Active Transportation Network – Cost Estimates Summary .................................................. 49
Table 6. Potential Funding Sources, Competitive Grants, and Formula-Based Fundings............................. 52
Table 7. Monitoring Progress ........................................................................................................................... 53
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of active transportation planning practices.
For example, SCTA adopted Vision Zero in
1.Introduction
2021, which is a regional commitment to
eliminate traffic fatalities and serious
injuries through engineering, programs,
The 2025 Rohnert Park Active
policies, and education. The City of Rohnert
Transportation Plan (ATP) was developed as
Park subsequently adopted the Vision Zero
a component of the Sonoma County
Action Plan locally. There have also been
Transportation Authority‘s (SCTA’s) 2025
policy changes at the national and state
Countywide Active Transportation Plan
level acknowledging a greater need for more
(Countywide ATP) effort. This plan focuses
robust infrastructure, programs, and policies
on improving active transportation
to make walking and biking safer. With those
connections within the city and creating low
and other similar advancements in mind,
stress connections to surrounding
this plan focuses on:
jurisdictions. The Rohnert Park ATP is also a
stand-alone document, whichthe City of
•All Ages and Abilities –Creating
Rohnert Park can use to guide
spaces for people to walk, bike, and
implementation of local projects, policies,
roll that are low-stress and lower risk
and programs.
to create more opportunities for more
The primary emphasis of this planning effort
people to walk, bike, and roll.
is to increase access to active transportation
•Regional Coordination – Identifying
modes by planning for infrastructure projects
and planning regional routes between
and supportive programs. Active
jurisdictions as part of the larger
transportation refers to “human-powered”
Countywide ATP.
modes of travel, like walking, biking, or using
mobility devices. Creating an environment
•Implementation – Prioritizing projects
that encourages a shift from automobile trips
and identifying funding to focus and
to walking or biking trips also promotes
streamline implementation.
improvements to mental and physical health,
Low-stress network analysis was used to
air quality, reduces noise, and improves
identify opportunities to upgrade or enhance
social equity. A safer and more connected
existing or previously planned projects. The
network gives members of the community
network analysis considered community and
flexibility in their travel, so they do not need to
regional destinations, traffic safety, and
rely on a personal vehicle to travel through
gaps in existing facilities to help inform
the city and larger region.
recommendations for enhanced or new
Projects are prioritized based on the needs
active transportation improvements.
highlighted by the community and city staff.
Community input was gathered to ground
Policies and programs are in line with the
truth and expand findings from the network
city’s near-term plans and funding priorities.
analysis to create a robust project list and
supporting policy and programs.
The previous Rohnert Park Bicycle and
Pedestrian Master Plan (BPMP) adopted in
2008 and last updated in 2014 identified a
general expansion of walking and biking
facilities. Since the 2014 BPMP was
updated, several changes and
advancements have been made in the state
1
2
2.Community Profile &
Walking, Biking &
Rolling Today
Community Characteristics and Travel Patterns
1
The City of Rohnert Park has a population of approximately 44,400 and shares a southwest
border with the City of Cotati. Rohnert Park is known for being family-friendly and features
many activities such as a mini golf course, bowling alley, roller rink, and batting cages. While
Sonoma State University (SSU) is outside of city limits, the campus is adjacent to the city and
staff and students live in Rohnert Park. This makes connections to and from the University
and other services vitally important. The Active Transportation Plan identifies connections
that encourage active transportation uses from residential areas to the downtown area,
Rohnert Park Sonoma Marin Area Rail Transit (SMART) station, and SSU.
In the past two decades, Rohnert Park has experienced growth, both in the development of
land uses and in the number of people residing within the city. This includes dense
residential infill development that has occurred on the westside of the city over the last ten
years with additional similar development still to occur. The city is also actively building out a
new downtown that will increase the number of services and destinations (e.g., retail,
commercial). Cultivating the east-west connection along the Rohnert Park Expressway will
encourage users to take active transportation modes while traveling through the city.
Approximately 66 percent of the city’s population is between the ages of 18 and 64years old,
2
and 14 percent are 65 and older.Creating an environment that accommodates those of all
ages and abilities and supports the first and last mile connections to transit is crucial in
promoting and enabling more walking, biking, and rolling for daily travel needs. Census data
indicate one percent of workers currently bike or walk to work, one percent take transit, 76
percent use single occupancy vehicles, 10 percent carpool, nine percent work from home
and two percent take other means of transportation to work.
As the city continues to grow, there is a need for safer, low stress, and better-connected
walking, biking, and rolling facilities.
Road Safety in Rohnert Park
Per the Office of Traffic Safety, as of 2020, Rohnert Park is categorized as one of the 91
cities in Group D, cities with a population between 25,001 – 50,000 people. The city ranked
1
https://censusreporter.org/profiles/16000US0662546-rohnert-park-ca/
2
https://censusreporter.org/profiles/16000US0662546-rohnert-park-ca/
3
3
51 in the total fatal and injury collision category. Indicating that about half of the similar
sized cities in California had more fatal and injury collisions and half had fewer fatal and
injury collisions than Rohnert Park. The city’s 2022 Local Roadway Safety Plan (LRSP)
evaluated collision data from 2015 through 2020. There were three fatalities and 36 severe
injury traffic collisions during that time. There were eleven severe injury collisions involving
people walking or biking during this period. The city’s LRSP identified a higher number of
4
reported collisions along the Rohnert Park Expressway and Golf Course Drive.
Existing Active Transportation Network Characteristics in
Rohnert Park
Today, Rohnert Park has a clear east-west and north-south bike lane connectivity well-
spaced continuous corridors such as Golf Course Drive, Rohnert Park Expressway, Cotati
Avenue, Redwood Drive, and Synder Lane. The city also has popular east-west multiuse
paths such as the SMART Trail, Copeland Creek Trail and Hinebaugh Trail. In addition to
those there are some bike routes that provide connections through residential communities.
The existing bike network provides basic coverage for individuals who are confident and
capable bike riders. There is an opportunity in Rohnert Park to draw more people to biking
and rolling by enhancing bike lanes on the higher volume and higher speed roads by adding
separation and protection for people biking, extending/closinggaps in the multi-use paths,
implementing traffic calming/speed management improvements on neighborhood streets,
and adding as well as enhancing existing crossings.
There are opportunities to improve active transportation connections between residential
and retail uses and existing trails and transit facilities throughout Rohnert Park. With the
SMART train station located in a central area along Rohnert Park Expressway, there is an
opportunity to create low-stress connections to and from the station and along the SMART
pathway that runs north-south. Additional low-stress east-west connections are needed
across the Highway 101 corridor and Golf Course Drive, as well as north-south connections
along Commerce Boulevard, Petaluma Hill Road, Redwood Drive, and Snyder Lane. The
following figures illustrate these opportunities.
Figure 1illustrates the existing bikeway network. The bikeway network is organized into
several distinct facility types, detailed below. Buffered bike lanes and bike boulevards are not
part of the existing bikeway network but are part of the planned network discussed later in
this Plan.
•Multi-Use Paths (Class I) are fully separated bike and pedestrian paths. They follow
their own alignment sometimes parallel to a street, waterway, and/or other
configuration through open space or undeveloped areas. Interactions with vehicles
are limited to street trail crossings.
3
https://www.ots.ca.gov/media-and-research/crash-rankings-results/?wpv_view_count=1327&wpv-wpcf-
year=2020&wpv-wpcf-city_county=Rohnert+Park&wpv_filter_submit=Submit
4
https://cdnsm5-
hosted.civiclive.com/UserFiles/Servers/Server_3037789/File/Engineering/Final%20Rohnert%20Park%20LRSP
.pdf
4
•Bike Lanes(Class II) are on-street bike facilities that use a white line or stripe (i.e.,
longitudinal pavement marking) to designate space on the street for bicyclists that is
adjacent to a vehicle lane.
•Buffered Bike Lanes(Class IIB) increase space between the bike lane and vehicle
travel lane(s) using a painted buffer. The painted buffer is often made up of two
parallel white lines with diagonal white lines painted between them. Green pavement
markings can be used at driveways or intersections to draw attention to where vehicle
paths cross bicyclists’ paths.
•Bike Routes (Class III) are shared facilities between bicyclists and motor vehicles.
Bicyclists ride in the vehicle lane. Bike routes are sometimes used to provide a
connection to another bike facility or designated bike route. “Sharrows” (shared-lane
markings) may be used to alert motorists to the presence of on-street bicyclists.
Signs may also be used to mark the route.
•Bike Boulevards (Class IIIB) are streets designed to give priority to people walking and
biking. Bicycle boulevards are streets with one vehicle lane in each direction and
traffic calming treatments are used to slow vehicle speeds to under 25 mph and
discourage non-local vehicle traffic. Treatments can include some combination of
speed tables, raised crosswalks, speed humps, traffic diverters, chicanes, curb
extensions at crosswalks, and/or neighborhood traffic circles at intersections.
Advisory Bike Lanes could be an alternative facility for existing or planned bike
5
boulevards (or bike routes).
•Separated Bike Lanes (Class IV) are on-street bike facilities that include physical
separation between bicyclists and vehicle traffic. Ideally, the physical separation
provides protection to the bicyclist through use of materials such as concrete
medians (with or without landscaping), planters, and/or the bike lane could be
separated by a curb to raise the bike lane to either sidewalk height or an intermediate
height. Green pavement markings can be used at driveways or intersections to draw
attention to where vehicle paths cross bicyclists’ paths as well as additional
intersection treatments to enhance safety.
The existing transit network, as illustrated in Figure 2, includes transit services and amenities
within or immediately adjacent to Rohnert Park. Bikes are allowed on SMART trains and
service is provided throughout Sonoma and Marin counties on approximately 30-60 minute
headways on weekdays and approximately 60-90 minute headways on weekends. Sonoma
County Transit (SCT) buses are equipped with bike racks and provide both local service
(routes 10, 12, and 14) and intercity service (routes 44 and 48) on weekdays and weekends.
Golden Gate Transit (GGT) buses are equipped with bike racks and service is provided on 45-
90 minute headways on weekdaysvia routes 101/172/172x and 55-65 minute headways on
weekends via route 101. GGT provides connections to destinations in Sonoma and Marin
counties as well as San Francisco. During the school year, additional buses are deployed to
accommodate school commutes from all parts of the Rohnert Park and Cotati to the middle
school and the high school, located in Rohnert Park. Transit routes are provided along major
5
fhwa.dot.gov/environment/bicycle_pedestrian/publications/small_towns/fhwahep17024_lg.pdf
5
arterials and collectors throughout the city but existing gaps in the sidewalk network and the
bike network are a barrier to people walking and biking to transit stops.
As described above, to enable more people to walk, bike and roll, and to use these modes to
access transit, the spaces built to support those uses need to be safe and comfortable.
Figure3illustrates the results of a Level of Traffic Stress analysis used to gauge level of
comfort traveling along a given street. Figure 3also denotes the streets within Rohnert Park
6
that were identified as part of SCTA’s High Injury Network(HIN) developed as part of
7
SCTA’s Vision Zero ActionPlan.
An LTS 1 rating indicates the least stressful (most comfortable) facilities. Low stress (LTS 1
or 2) facilities in Rohnert Park include the SMART Trailand the Copeland Creek Trail. LTS 4
indicates the most stressful (least comfortable) facilities. High stress facilities in Rohnert
Parkoverlap with the HIN segments on the Rohnert Park Expressway, Snyder Lane,
Commerce Boulevard, and Redwood Drive. These roads represent vital connection points
throughout the city.
Defining Level of Traffic Stress
Level of Traffic Stress (LTS) analysis takes different travel corridor characteristics into
consideration, including the number of travel lanes, speed of traffic, number of vehicles,
presence of bike lanes, width of bike lanes, and presence of physical barriers providing
protection from traffic. Based on these variables, a bike facility can be rated with an LTS
ranging from 1 to 4.
The least stressful (most comfortable) facilities are assignedan LTS 1 rating. Facilities with
this rating are typically shared-use paths, separated bikeways, low-volume and low-speed bike
routes, and bike lanes on calm and narrow streets. The most stressful (least comfortable)
facilities are assigned an LTS 4 rating. Facilities with this rating are typically major arterials
with multiple lanes of traffic (with or without bike lanes in some cases, depending on speeds)
or narrower streets with higher speed limits.
6
The High Injury Network is a compilation of road segments with an elevated risk of crashes resulting in an
injury or fatality, identified through an analysis of the frequency, severity, and mode of past crashes.
https://scta.ca.gov/wp-content/uploads/2022/03/Sonoma-Vision-Zero-Action-Plan_Final-1.pdf
7
https://scta.ca.gov/wp-content/uploads/2022/03/Sonoma-Vision-Zero-Action-Plan_Final-1.pdf
6
Figure 1. Existing Bikeway Network
7
Figure 2. Existing Transit
8
Figure 3. Level of Traffic Stress (LTS) and 2022 High-Injury Network (HIN)
9
10
3.Community & Stakeholder
Engagement
Initial outreach for the Rohnert Park ATP began in the fall of 2023. In coordination with city
staff, staff from other participating jurisdictions, and SCTA, the Countywide ATP project team
prepared a Stakeholder Coordination Plan and Community Engagement Plan to guide
community engagement and milestone presentations to local and regional advisory bodies
and relevant committees. More details on the countywide community and stakeholder
engagement approaches and outcomes are detailed in the 2025 Countywide ATP.
The first community outreach event in Rohnert Park was a pop-up hosted by SCTA at the
th
Annual State of the Latinx Community Address at Sonoma State University in September
10
2023. This was followed by another pop-up event at the Rohnert Park Raley’s in November
2023. This event gathered input from the general public on existing conditions for walking
and biking in Rohnert Park.
In October 2023,the Countywide ATP project team published a project webpage and online
survey and distributed it through the City of Rohnert Park website, social media, and the city’s
November newsletter. SCTA/RCPA also distributed the webpage and survey through its
newsletter, mailing list, and social media. During the first round of outreach in Fall 2023, 66
comments were received in Rohnert Park. During the second round of outreach, an additional
19 comments were received, for a total of 85 comments.
Project Web Map Survey with 85 comments in Rohnert Park
11
In general, public feedback received
through the firstand secondrounds
of outreach in 2023& 2024 revealed
the followingthemes:
•Biking:more separated bike
laneswide enough to
accommodate all types of
bikes, incentives for bike
parking at businesses and
multi-unit residences, and
more opportunities for bikes
City staffand project team hosting an open house at
the Community Center
of all sizes on transit
•Walking:upgradesidewalks
to ensure ADA compliance (moveobstaclessuch as street signs, utility poles),
improve existing and add new crossings, widen sidewalks
•Traffic calming:implement treatments on collectors and residentialstreets
•Trails:improve trail entrances making it easier for bikes to access, create better
transitions from trails to streets, create more public access to land
•Destinations:implement citywide wayfinding toconnectpeople to key locations and
walking/biking routes
•Roadways:reduce vehicle speed on roadways, more active transportation
improvements are needed near schools, and along Rohnert Park Expressway, Golf
Course Drive, Synder Lane, and Redwood Drive
City staff and the project team hosted an additional pop-up engagement event at the
Summer Kick-Off Expo in May 2024. This event gathered input from the general public on
proposed projects to improve conditions for walking and biking inRohnert Park.
City staff and the project team presented the draft vision and goals, and a draft proposed
projects list to the Planning Commissionand Bicycle and Pedestrian Advisory Committeeat
a joint meetingin May 2024. Comments received included support for safe routes to school
improvements, the need to coordinate with the school districtand students on proposed
improvementsas key stakeholders; and interest in developing a citywide
wayfindingprogram.
In collaboration with SCTA, city staff and the project team also hosted an open house in
June 2024at the Rohnert Park Community Center. Feedback was gathered on draft
proposed projects and prioritization, draft programmatic recommendations, and the overall
Draft Plan. In November 2024, the Draft Plan was brought back to the Planning Commission
and Bicycle and Pedestrian Advisory Committee at a joint meeting. Finally, in early 2025, city
staff and the project team presented the Draft Plan to City Councilfor adoption.
12
4.Vision & Goals
The vision and goals statements were developed to be consistent with SCTA’s
Comprehensive Transportation Plan, Moving Forward 2050, and were refined based on input
provided by SCTA’s Countywide Bicycle and Pedestrian Advisory Committee, the Rohnert
Park Planning Commission, the Rohnert Park Bicycle and Pedestrian Advisory Committee,
and other regional committees. The City of Rohnert Park’s active transportation vision isas
follows:
“Our guiding principles are to improve safety, connectivity, equity, and quality of
life. Walking, biking, and rolling shall be safe and appealing modes for people of
all ages and abilities to use for everyday transportation and recreation.”
The city’s active transportation goals are the following:
1.Connected and Reliable – Deliver a continuous active transportation network that
links daily activities and housing, and that allows people of all ages and abilities to use
a variety of transportation types easily, affordably, and dependably.
2.Safe and Well-Maintained –Create and sustain a high-quality and low-stress active
transportation network. Employ Vision Zero and Safety Plan policies and strategies to
advance this goal.
3.Community Oriented and Place-Based – Tailor projects to the surrounding
community contexts and user profiles. Support a diversity of uses and users and
create community through active transportation programs and policies that prioritize
walking, biking, and rolling.
Rohnert Park also developed a series of Policies and Actions to guide implementation of the
ATP, which are aligned with these three goals and presented in Chapter 5’s Programs &
Policies section.
13
14
5.Advancing Active
Transportation
The following are the planned infrastructure and programmatic improvements for enhancing
active transportation in the City of Rohnert Park.
Infrastructure Improvements
Enhancing the safety and comfort of existing facilities as well as expanding the
infrastructure and spaces available for active transportation modes are critical to creating
opportunities for people of all ages and abilities to walk, bike, and roll. The section below
presents locations, extents, and brief descriptions of planned projects followed by a
summary of types of treatments and engineering resources the city may use in designing
and implementing the planned projects.
Considerations for Facility Type
As mentioned earlier in this Plan, the bikeway facilities are organized into several distinct
facility types (see page 4 and 5 for descriptions). The transportation planning and
engineering profession is evolving toward using Multi-Use Paths, Buffered Bike Lanes, Bike
Boulevards and Separated Bike Lanes as often as possible to increase safety and comfort
for people biking. Those facility types provide more separation between bicyclists and
moving vehicles and/or slow vehicle speeds to under 25 mph.
Table 1 summarizes the conditions under which each bike facility type is ideally applied.
15
1
Table 1. Bike Facility Selection for Urban, Suburban, Rural Town Centers
Bike Facility Type Prevailing Vehicle Speed (mph) Vehicle Volume (vehicles per day)
2
Multi-Use Paths n/a n/a
3
Bike Lanes 25 to 30 mph 3,000 to 6,500
3
Buffered Bike Lanes25 to 30 mph 3,000 to 6,500
4
Bike Routes Under 25 mph Less than 3,000
4
Bike BoulevardsUnder 25 mph Less than 3,000
5
Separated Bike Lanes30 mph and Higher 6,500 and Above
Notes:
8
(1) Table content summarized based on information in FHWA’s Bikeway Selection Guide.
(2) Multi-use paths are off-street and follow their own alignment. They can be useful for providing parallel, low stress routes to
existing streets regardless of those streets volumes or speeds.
(3) Buffered Bike Lanes are preferred over Bike Lanes.
(4) Bike Boulevards are preferred over Bike Routes.
(5) Separated Bike Lanes physically separate bikes from moving vehicles using treatments that provide protection such as
medians, planters, or raising the bike lane to a height similar to a sidewalk.
The planned projects identify a facility type to either enhance existing facilities or close gaps
in the network. Generally speaking, facility type selection was informed by the information
summarized in Table 1 as well as considerations for feasibility and continuity with existing
land use and street context.
Planned Projects
Table 2 presents planned projects for enhancing walking, biking, and rolling conditions in
Rohnert Park, including bikeway, pedestrian crossing, and ADA improvements. It includes the
priority for each project. Tier 1 indicates high priority, Tier 2 medium priority, and Tier 3 low
priority. Section 6 describes the prioritization process. Rows highlighted in blue indicate a
project is within Caltrans right-of-way and will require coordination to implement. Project
locations with an “*” indicate additional project details are provided following Table 2.
Table 2.Planned Infrastructure Improvements: Bike Facilities, Multiuse Paths, and
Crossing Enhancements
Project
Project Location Project Description Priority
#
Hinebaugh Creek Trail improvements.Fill gaps on west side
to connect to Rohnert Park Expressway West. Consider
alternatives on east side to connect to Rohnert Park
1 Hinebaugh Creek Trail Tier 1
Expressway. Coordinate with findings of "Rohnert Park
Highway 101 Bike & Pedestrian Crossing Feasibility Study
(February 2022)" and constraints of crossing under Hwy. 101.
Myrtle Avenue between city Create low-stress bicycle boulevard connection to Lancaster
2 Tier 2
limits and Lancaster Drive Drive.
Camino Colegio from E Enhance and extend separated bike lanes. Potential near-term
3 Cotati Avenue to Bodway enhancements to formalize crossing and access to existing Tier 2
Parkway* path on the west side of the street.
8
https://safety.fhwa.dot.gov/ped_bike/tools_solve/docs/fhwasa18077.pdf
16
Project
Project Location Project Description Priority
#
Adrian Drive from Arlen
4 Install buffered bike lanes. Tier 2
Drive to city limits
Santa Barbara Drive from Install bike boulevard, implementing traffic calming measures
5Adrian Drive to Burton to reduce the level of stress. Add wayfinding to draw bicyclists Tier 3
Avenuefrom Adrian Drive to lower-stress Santa Barbara Drive.
Install bike boulevard, implementing traffic calming measures
Beverly Drive from Bernice
6to reduce the level of stress. Include intersection crossing and Tier 2
Avenue to city limits
ADA improvements.
Consider separated bike lanes in coordination with Central
Enterprise Drive between Rohnert Park PDA Plan and Downtown development. Also
8 Commerce Boulevard and consider enhancement of connections from Copeland Creek Tier 1
Seed Farm Drive Trail to Downtown to encourage use of Copeland Creek Trail
as alternative to Enterprise Drive.
Hunter Drive between Study the installation of bike lanes, buffered bike lanes, or
9 Commerce Boulevard and separated bike lanes. Confirm Sonoma County Transit's use Tier 1
Enterprise Driveof Hunter Drive.
State Farm Drive between Install separated bike lanes. Coordinate with Central Rohnert
10 Commerce Boulevard and Park PDA Plan, which outlines options and considerations for Tier 1
Enterprise Drive* configuring existing right-of-way.
Keiser Avenue and Snyder Install signal and crosswalk at Keiser Avenue/Snyder Lane
13 Tier 2
Lane intersection.
Labath Avenue between
14 Business Park Drive and Install separated bike lanes. Tier 2
Laguna Drive*
Business Park Drive
15 between Labath Avenue Install separated bike lanes. Tier 3
and Redwood Drive*
Dowdell Avenue between
16 Millbrae Avenue and Install separated bike lanes Tier
Business Park Drive
Create low-stress bicycle boulevard connections between
Country Club Drive
Fairway Drive and Hudis Street. Install pedestrian
17between Fairway Drive and Tier 3
enhancements to include high-visibility striping, ADA
Hudis Street
directional curb ramps, and bulbouts where feasible.
Eleanor Avenue between
Install bike route, study level of stress and consider upgrading
18 Country Club Drive and Tier 2
to bike boulevard.
Snyder Lane
Create connection between Fauna Avenue and Holly Avenue,
Multi-use path between N
and install multi-use path connecting north to N Rohnert Park
Rohnert Park Trail and
19 Trail. In advancing project, reference the Holly-Fauna Tier 3
Fauna Avenue/Holly
Emergency Vehicle Access Bridge Feasibility Study (February
Avenue
2024).
Bodway Parkway between
21 Valley House Drive and E Install buffered bike lanes with roadway extension. Tier 2
Railroad Avenue
17
Project
Project Location Project Description Priority
#
Evergreen Elementary
School - Elizabeth Avenue Create low-stress bicycle boulevard connections to and from
from Country Club Drive to Evergreen Elementary School, residential neighborhoods, and
22 Elvera Street, Ellis Street, surrounding parks. Install RRFB at mid-block crossing. Include Tier 2
Elvera Street, and Emily traffic calming elements such as speed cushions to slow
Avenue between Ellen speeds along the roadway.
Street to Elvera Street
Commerce Boulevard from
23Redwood Drive to Golf Improve existing multi-use path. Tier 1
Course Drive
Copeland Creek Trail and
Install bridge to connect the Copeland Creek Trail and
24Sonoma County Water Tier 2
Sonoma County Water Agency Service Road.
Agency Service Road
Create low-stress bicycle boulevard. At Mitchell Drive and
Magnolia Avenue between Manchester Avenue, stripe high-visibility crosswalks, install
25 Camino Colegio and bulbouts, and daylight intersections. Consider traffic calming Tier 3
Bodway Parkway elements such as speed humps to slow speeds along the
roadway.
Install separated bike lanesbetween western city limit and
Camino Colegio to connect to multi-use path, and complete
E Cotati Avenue within city
26 multi-use path gap along SW corner of SSU on the north side Tier 1
limits
of the roadway. At Bodway Parkway stripe high-visibility
crosswalks.
Create low-stress bicycle boulevard along Liberty and Lindsay
Liberty Avenue and Lindsay
27 Avenue. Also see project 53 for crossing improvements at Tier 3
Avenue
Liberty/Lindsay intersection.
Install RRFBs accessing Ladybug Park and University
Liman Way and Lancaster Elementary School at La Fiesta. At the crosswalks, daylight
28 Tier 3
Drive the intersection and install bulbouts to reduce crossing
distance (at Lancaster Dr and Liman Way).
East-West Copeland Creek Copeland Creek Trail connection over US 101. Rohnert Park is
31 Tier 1
Trail Connection in PID phase with Caltrans (2024).
Formalize a connection over Rohnert Park Expressway to
connect the Laguna de Santa Rosa Trail, along with a
32 Three Trail Connection Tier 2
connection to the Copeland Creek Trail and Washoe Creek
Trail.
Country Club Drive from Install multi-use path between Golf Course Drive and
Golf Course Drive to Hinebaugh Creek Greenway. Install pedestrian enhancements
33 Tier 1
Hinebaugh Creek to include high-visibility striping, ADA directional curb ramps,
Greenwayand bulbouts where feasible.
Country Club Drive from
Install bike lanes between Hinebaugh Creek Greenway and
Hinebaugh Creek
34 Rohnert Park Expressway. Consider lowering posted speed Tier 2
Greenway to Rohnert Park
limit to 25 mph. Implement in coordination with Project 44.
Expressway
Install RRFBs accessing Ladybug Park and University
Liman Way and Lancaster Elementary School at La Fiesta. At the crosswalks, daylight
35 Tier 3
Drive at Ladybug Park the intersection and install bulbouts to reduce crossing
distance (at Ladybug Park).
18
Project
Project Location Project Description Priority
#
Liman Way and Lancaster Install RRFBs accessing Ladybug Park and University
Drive at University Elementary School at La Fiesta. At the crosswalks, daylight
36 Tier 3
Elementary School at La the intersection and install bulbouts to reduce crossing
Fiestadistance (at La Fiesta Elementary School).
Improve the Camino Colegio and Magnolia Avenue
Camino Colegio and intersection to include high-visibility crosswalks, bulbouts,
37Tier 3
Magnolia Avenue ADA compliant crosswalks, and extended medians to serve as
pedestrian refuge islands.
Redwood Drive and Golf Crossing improvements at signalized intersection to improve
38Tier 2
Course Drive*conditions for people walking and biking.
Hwy 101 SB Off-Ramp and Crossing improvement at signalized intersection to improve
39 Tier 2
Golf Course Drive* conditions for people walking and biking.
Crossing improvement at signalized intersection to improve
Commerce Boulevard and
40 conditions for people walking and biking. Implement in Tier 2
Golf Course Drive*
coordination with Project 67.
Golf Course Drive and Crossing improvement at signalized intersection to improve
41 SMART Multi-Use Trail and walking and biking conditions. Implement in coordination with Tier 1
Roberts Lake Road* Project 57.
Country Club Drive and Crossing improvement at unsignalized intersection.
44 Tier 3
Racquet Club Circle* Implement in coordination with Project 34.
Country Club Drive and
Crossing improvement at unsignalized intersection to improve
45 Valley Village Mobile Home Tier 3
walking conditions.
Park Entrance*
Crossing improvement at signalized intersection to improve
Seed Farm Drive and
46 walking and biking conditions. Implement in coordination with Tier 1
Southwest Boulevard*
Projects 63 and 65.
Crossing improvement at unsignalized intersection to improve
Southwest Boulevard and
47 walking and biking conditions. Implement in coordination with Tier 1
Burton Avenue*
Project 63 and 64.
Crossing improvement at an unsignalized intersection to
Camino Colegio and Maple
50improve walking conditions. Coordinate improvements with Tier 3
Drive*
Project 3.
Crossing improvement at unsignalized intersection to improve
Myrtle Avenue & path
walking conditions. Study traffic calming / gateway treatment
51 entrance approx. 370 feet Tier 3
and mid-block crossing on Myrtle Drive where "Laguna de
west of Liman Way*
Santa Rosa Path" connections are on both sides of Myrtle.
Lords Manor Way and Crossing improvement at unsignalized intersection to improve
52 Tier 3
Lancaster Drive*walking conditions.
Liberty Avenue and Lindsay Crossing improvement at unsignalized intersection to improve
53 Tier 3
Avenue* walking conditions.
Crossing improvement. Coordinate with Project 31 and 60. In
Copeland Creek Trail near-term, provide wayfinding that encourages people to
55 (south side path) and cross at Commerce Boulevard/Avram signalized intersection. Tier 1
Commerce Boulevard Coordinate with Rohnert Park Highway 101 Bike & Pedestrian
Crossing Feasibility Study (February 2022).
19
Project
Project Location Project Description Priority
#
Study upgrade of existing bike lanes to separated bike lanes,
Redwood Drive from
while considering Rohnert Park General Plan greater
56 northern city limits to Tier 1
emphasis on Dowdell Avenue for preferred bicycle
southern city limits*
infrastructure close to residential uses.
Golf Course Drive from
Install multiuse path along/parallel to Golf Course Drive.
57SMART multi-use trail to Tier 1
Implement in coordination with Project 41.
Synder Lane*
Path from Donna Court to
Study feasibility of a multiuse path connection from Donna
58SMART MUP, through golf Tier 1
Court to SMART Trail multiuse path.
course
Bodway Parkway from East
59 Cotati Avenue to Valley Upgrade facility to a buffered bike lane. Tier 3
House Drive
Commerce Boulevard from
Install separated bike lanes on the west side of Commerce
60 Rohnert Park Expressway Tier 1
Boulevard.
to Copeland Creek*
Snyder Lane from East
61 Cotati Ave to northern city Install multiuse path along east side of Snyder Lane. Tier 1
limits*
Southwest Boulevard from
62 Snyder Lane to SMART Install separated bike lanes. Tier 1
multi-use path*
Southwest Boulevard from
Implement separated bike lanes. Implement in coordination
63 Burton Avenue to SMART Tier 1
with Project 46, 47, 62, and 64.
multi-use path*
Southwest Boulevard from
Implement separated bike lanes. Implement in coordination
64 Burton Avenue to Adrian Tier 2
with Project 47 and 63.
Drive*
Seed Farm Drive from
65 Southwest Blvd to Implement separated bike lanes. Tier 1
Enterprise Dr*
Install separated bike lane. Requires lane reconfigurations at
Golf Course Drive between
intersections and between intersections as described in
66Hwy 101 Off-Ramp SB and Tier 1
Projects 38, 39, and 40. Coordinate with Caltrans
Redwood Drive
improvements identified in District 4 Bicycle Plan.
Commerce Blvd between Install bidirectional separated bike lanes on east side of
67 Utility Court and Golf Commerce Boulevard. Implement in coordination with Project Tier 1
Course Drive*40.
Enhance existing bike lanes to buffered bike lanes by
Dowdell Avenue from
narrowing marked vehicle lanes to 10 to 11 feet wide and
68 Business Park Drive to Tier 1
using the remaining space to mark a buffer adjacent to
Martin Avenue
existing bike lanes.
Rohnert Park Expressway
Study feasibility for upgrading existing bike lanes to separated
69 between western and Tier 1
bike lanes or a multiuse path.
eastern city limits
State Farm Drive to Construct a new ped/bike only grade separated crossing
70 Redwood Drive New across US 101 to connect State Farm Drive and Redwood Tier 3
CrossingDrive.
20
Notes
(1) Crossing improvements could include high visibility markings, pedestrian-scale lighting, curb extensions (a.k.a. bulb outs),
leading pedestrian intervals at signals, and rectangular rapid flashing beacons (RRFB) or pedestrian hybrid beacons (PHB) at
unsignalized intersections.
(2) Project priorities are included in Table 2. Prioritization methodology is explained in Section 5. Implementation:
Local Considerations.
(3) Projects on Caltrans Right of Way are highlighted in blue.
Figure 4illustrates the location of the planned bikeway and corridor improvements and
Figure 5shows the location of planned pedestrian crossing and sidewalk improvements.
Crossing improvements could include high visibility markings, pedestrian-scale lighting, curb
extensions (a.k.a. bulb outs), leading pedestrian intervals at signals, and rectangular rapid
flashing beacons (RRFB) or pedestrian hybrid beacons (PHB) at unsignalized intersections.
Figure 6shows planned improvements as well as the existing biking network.
21
Figure 4. 2025 Bikeway & Corridor Projects
22
Figure 5. Existing & 2025 Active Transportation Network
Additional Project Details
The following expanded project descriptions are for select projects in Table 2. This additional
information is intended to aid city staff in future implementation of these projects. In some
instances, the expanded descriptions present options as to how the project could be
designed and/or specify treatments that could be included to improve walking or biking
conditions. As the projects below are developed further, city staff may choose, for a variety
of reasons, to implement the project in a manner different than what is described below. The
Table 2.
order below is the same order in which the projects are listed in
Project 3: Camino Colegio from E Cotati Avenue to BodwayParkway
Type: Separated Bike Lanes
Expanded Description: Enhance and extend separated bike lanes. In the near-term, add
vertical elements to existing separation on west side of Camino Colegio. Beyond near-term,
install separated bike lanes on each side of Camino Colegio. Minimum width of 7.5 feet with
mountable curb at 4:1 slope edge and 6.5 feet of rideable space. Based on existing paved
street width, appears feasible to implement by narrowing existing vehicle lanes to 11 feet
wide. NACTO design guidance here: https://nacto.org/publication/urban-bikeway-design-
guide/cycle-tracks/raised-cycle-tracks/
Project 10: State Farm Drive between Commerce Boulevard and Enterprise Drive
Type: Install Separated Bike Lanes
Expanded Description: Install separated bike lanes. Coordinate with Central Rohnert Park PDA
Plan, which outlines options and considerations for configuring existing right-of-way.
For signalized intersection along project extents, install protected intersection features that
include bike signals, bike phasing, two-stage bike turn boxes, bike cross-markings (or conflict
markings), high visibility markings for pedestrian crosswalks, crosswalks consistently across
each intersection leg, Leading Pedestrian Intervals (LPIs) with No Right Turn on Red, or
protected signal phasing for pedestrians, and upgrade curb ramps to directional ramps
consistent with ADA requirements.
For unsignalized intersections along project extents, enhance existing marked pedestrian
crosswalks and new pedestrian crosswalks with treatments such as high visibility markings,
pedestrian refuge islands, advanced yield lines, Rectangular Rapid Flashing Beacons and
other similar measures to reduce risk of collisions. Also, at unsignalized intersections,
include bike conflict markings (i.e., cross bike markings) and where appropriate based on
wayfinding and route connectivity, two-stage bike turn boxes.
Project 14: Labath Avenue between Business Park Drive and Laguna Drive
Type: Separated Bike Lanes
23
Expanded Description: Install separated bike lanes. Mark existing vehicle lanes (one per
direction) as 11 feet wide. Repurpose remaining 8 to 9 feet in width in each direction to a
separated bike lane. Upgrade intersections at project limits and within extents to align with
treatments needed for separated bike lane (e.g., bike cross markings, bike signal heads at
signalized intersections, etc.).
Project 15: Business Park Drive between Labath Avenue and Redwood Drive
Type: Separated Bike Lanes
Expanded Description: Install separated bike lanes. Mark existing vehicle lanes (one per
direction) as 11 feet wide. Repurpose remaining 8 to 9 feet in width in each direction to a
separated bike lane. Upgrade intersections at project limits and within extents to align with
treatments needed for separated bike lane (e.g., bike cross markings, bike signal heads at
signalized intersections, etc.).
Project 38: Redwood Drive and Golf Course Drive
Type: Crossing Improvements at Signalized Intersection
Expanded Description: Crossing improvements at signalized intersection to improve
conditions for people walking and biking.
Specific improvements include the following:
(1) Mark crosswalk across north leg of the intersection. And add corresponding directional
curb ramps to the NW and NE corners.
(2) Add lighting such that both sides of each crosswalk are lit and each corner is
appropriately lit.
(3) Add a Two Stage Bike Turn Queue Box to SW, NE, and SE corners. Installation of the Two
Stage Bike Turn Queue Box in the NE corner is contingent upon implementing a NO RIGHT
TURN ON RED for the westbound approach. Installation of the Two Stage Bike TurnQueue
Box in the SE corner is contingent up on also installing a curb extension in the SE corner that
prevents the eastbound traffic from using the EB right-turn only lane as a through lane. If
changes are made to lane configurations per project 39, then curb extension would no longer
be needed.
(4) Add bike conflict markings (i.e., bike cross markings) through intersection to connect the
bike lanes that are oriented north-south along Redwood Drive.
(5) In coordination with Project 39, revise lane configurations to create space for wider and
consistent bike lanes on approach to and through the intersection and extending further east
to connect to bike lanes on Golf Course Drive at US 101 interchange.
Project 39: Hwy 101 SB Off-Ramp and Golf Course Drive
Type: Crossing Improvements at Signalized Intersection
Expanded Description: Crossing improvement at signalized intersection to improve
conditions for people walking and biking.
24
Specific improvements include:
(1) Replace hatched pavement markings on east leg with raised concrete curb/expanded
sidewalk.
(2) Shift lanes on west leg south to create space for a designed buffered bike lane or
separatedbike lane in WB direction.
(3) Update bike conflict markings (i.e., cross bike markings) to connect the existing bike lanes
with the new bike lanes.
Project 40: Commerce Boulevard and Golf Course Drive
Type: Crossing Improvement at Signalized Intersection
Expanded Description: Crossing improvement at signalized intersection to improve
conditions for people walking and biking. Design and implement in coordination with
Project 67.
Specific improvements include:
(1) Add a marked crosswalk across the east leg of the intersection.
(2) Upgrade all curb ramps to directional curb ramps.
(3) Repurpose existing EB right-turn only lane to a raised separated bike lane in EB direction.
(4) Reconfigure EB lanes to one left-turn only, two through lanes, and one right-turn only lane
(where current right most through lane is at today).
(5) Extend curb/widen sidewalk in SE corner to remove outside receiving lane. No need for
three receiving lanes in the eastbound direction.
(6) Upgrade buffered bike lane in WB direction to a raised separated bike lane.
Project 41: Golf Course Drive and SMART Multi-Use Trail and Roberts Lake Road
Type: Crossing Improvement at Signalized Intersection
Expanded Description: Crossing improvement at signalized intersection to improve walking
and biking conditions. Implement in coordination with Project 57.
Specific improvements include:
(1) Add bike conflict markings (i.e., bike cross markings) parallel to existing marked
crosswalks provide connection to/from bike lanes on Roberts Lake Road to the sidewalk that
connects to/from SMART Trail.
(2) Add bike signals to aid in bike crossing connection.
(3) In NW corner add a Two-Stage Bike Turn Queue Box to assist in access to SMART Trail
for WB bikes.
25
(4) Update signal phasing to include bike signals and protected phasing for bikes and
pedestrians to cross Golf Course Drive.
(5) Widen sidewalk to 10 to 15 feet from SMART Trail crossing terminus to crosswalk across
east leg of intersection to increase space for bikes and people going/to from trail.
Project 44: Country Club Drive and Racquet Club Circle
Type: Crossing Improvement at Unsignalized Intersection
Expanded Description:Crossing improvement at unsignalized intersection. Implement in
coordination with Project 34.
Add lane markings to clearly delineate one vehicle lane in each direction; mark lane widths at
11 feet wide. Paint curbs within 20 feet of the existing marked crosswalks red to indicate no
on-street marking. Construct pedestrian refuge island such that it includes existing width
marked crosswalks and the length of it extends north approximately 60 to 65 feet. Add
advanced yield markings on north and southbound approaches. Upgrade west corner of
existing marked crosswalk to include a curb extension and directional curb ramp. Confirm
both sides of the marked crosswalk are appropriately illuminated under low light/dark
conditions.
Project 45: Country Club Drive and Valley Village Mobile Home Park Entrance
Type: Crossing Improvement at Unsignalized Intersection
Expanded Description: Crossing improvement at unsignalized intersection to improve
walking conditions.
Specifically includes the following improvements:
1.At existing marked crosswalk across Country Club Drive,
a.Install a pedestrian refuge island using the space currently occupied by the
northbound left-turn lane. Construct a pedestrian refuge island that is
approximately 10 feet wide and that extends 50 feet north along Country Club
Drive. North of the end of the refuge island, the center portion of the road can
become the left-turn lane for the intersection at Rohnert Park Expressway.
b.Consider implementing a raised crosswalk to help manage vehicle speeds.
c.Redesign ramps to directional curb ramps that are ADA compliant and tighten
curb radii to require slower vehicle turning speeds.
d.Add lighting on each side of the crosswalk.
e.Add advanced yield line markings on approach to the crossing.
2.On the side streets (i.e., Walnut Circle and Civic Center Drive), enhance crosswalk
markings to high visibility markings, add advanced stop bars, and update curb ramps
to directional and ADA compliant.
3.Consider lowering posted speed limit on Country Club Drive to 25 mph.
4.Pending lower posted speed on Country Club Drive and adequate sight distance, add
a second marked crosswalk, with high visibility markings and curb extensions across
26
south leg of the intersection to provide more direct access to bus stop in southeast
corner of the intersection. If the crosswalk across the northern leg is raised, also raise
the added crosswalk across the southern leg.
Project 46: Seed Farm Drive and Southwest Boulevard
Type: Crossing Improvement at Signalized Intersection
Expanded Description: Crossing improvement at signalized intersection to improve walking
and biking conditions. Implement protected intersection features in coordination with Project
63 and 65.
Reconfigure vehicle lane configurations on Seed Farm Drive approach. Convert to one
southbound left-turn, one southbound right-turn lane. Repurpose existing right-turn slip lane
into protected space for pedestrians and bikes. Add bicycle signals and bike conflict
markings (i.e., bike cross markings) for movements to/from Seed Farm Drive and Southwest
Boulevard. Consider raising separated bike lanes on approach to the intersection and
through the intersection along the southern edge of Southwest Boulevard.
Project 47: Southwest Boulevard and Burton Avenue
Type: Crossing Improvement at Unsignalized Intersection
Expanded Description: Crossing improvement at unsignalized intersection to improve walking
and biking conditions. Implement in coordination with Project 63 and 64.
Upgrade marked crosswalks to high visibility markings. Add marked crosswalk across west
leg. Reconfigure median across west leg to create a crossing refuge island. Mark cross-bike
markings parallel to each crosswalk. Upgrade curb ramps to be directional, aligned with
crosswalks, and ADA compliant. Upgrade lighting so both sides of each crosswalk are
marked. Consider raised crosswalks on Southwest Boulevard to help manage vehicle speeds
and align with raised separated bike lanes along Southwest Boulevard (see Project 63 and
64).
Project50:CaminoColegioandMapleDrive
Type: Crossing Improvement at Unsignalized Intersection
Expanded Description: Crossing improvement at an unsignalized intersection to improve
walking conditions. Coordinate improvements with Project 3.
Upgrade pavements to improve visibility. Add RRFB to each side of the crosswalk and in the
median. Upgrade curb ramps to be directional and ADA compliant. Install lighting so the
crosswalk is lit on both sides during low light or dark conditions. Install advance yield
markings and roadway signs.
Project 51: Myrtle Avenue & path entrance approximately 370 feet west of Liman Way
Type: Crossing Improvement at Unsignalized Intersection or Mid-block Crossing
Expanded Description: Crossing improvement at unsignalized intersection to improve walking
conditions. Install advance stop bars. Upgrade both crosswalks to high visibility crosswalks.
27
Implement a raised crosswalk across Myrtle Ave to further manage speeds and encourage
compliance. Could also consider a mid-block crossing. There is a path on the north side of
Myrtle Avenue that intersects with the street. On the south side of MyrtleAvenueis an
existing natural path that follows the city limit line between Cotati and Rohnert Park, and
which is commonly used by residents and school groups. The project acknowledges this
existing desire line and creates a safer crossing. Perhaps gateway treatment, especially west
of the crossing.
Project 52: Lords Manor Way and Lancaster Drive
Type: Crossing Improvement at Unsignalized Intersection
Expanded Description: Crossing improvement at unsignalized intersection to improve walking
conditions. Upgrade to high-visibility crosswalk markings. Add crosswalk markings across
the north leg. Upgrade curb ramps to directional ramps and ADA compliance. If there are
concerns about speeds along Lancaster Drive, implement raised crosswalks across
Lancaster Drive to encourage compliance and manage vehicle speeds.
Project 53: Liberty Avenue and Lindsay Avenue
Type: Crossing Improvement at Unsignalized Intersection
Expanded Description: Crossing improvement at unsignalized intersection to improve walking
conditions. Implement no on-street parking 20 feet in advance of the marked crosswalk. Add
advanced yield line pavement markings and signage. Make sure both sides of crosswalk are
lit under low light and dark conditions. Raise crosswalk to help manage vehicle speeds and
make people more visible. Crosswalk warning signs should be added to southbound Liberty
Avenue in advance of horizontal curve in the roadway.
Project 55: Copeland Creek Trail (south side path) and Commerce Boulevard
Type: Grade Separated Crossing
Expanded Description: Implement grade separated crossing of US 101 for active
transportation users. Coordinate with Rohnert Park Highway 101 Bike & Pedestrian Crossing
Feasibility Study (February 2022). Also, coordinate with Project 31 and 60. In near-term,
provide wayfinding that encourages people to cross at Commerce Boulevard/Avram
signalized intersection.
Project 56: Redwood Drive from northern city limits to southern city limits
Type: Install Separated Bike Lanes
Expanded Description: Implement separated bike lanes. Enhance existing bike lanes by
upgrading to separatedbike lanes. All intersections and driveways at project limits and within
project extents would need to be upgraded based on design of separated bike lanes.
Options to implement separated bike lanes include: (1) A road diet to reallocate a vehicle lane
in each direction to space for higher quality, safer bicycle lanes; or (2) Creating raised
separated bike lanes by narrowing vehicle lanes and using the additional resulting width as
28
well as existing bike lane width to widen the sidewalks – thereby creating space for a
separated raised bike lane at sidewalk level adjacent to pedestrian space.
Project 57: Golf Course Drive from SMART multi-use trail to Snyder Lane
Type:Install Multiuse Path
Expanded Description: Install multiuse path along/parallel to Golf Course Drive. Options for
design could include widening existing sidewalk along north side of Golf Course Drive,
determining if there is available right-of-way adjacent to the golf course on the southern side
of Golf Course drive, and/or stretches where the facility is a bidirectional or unidirectional
raised separated bike lane that replaces existing bike lanes. Implement in coordination with
Project 41.
Project 60: Commerce Boulevard from Rohnert Park Expressway to Copeland Creek
Type:Install Separated Bike Lanes
Expanded Description: Install separated bike lanes on the west side of Commerce Boulevard.
Options for design include: (1) Implement a road diet to reallocate space from a vehicle lane
to a bidirectional separated bike lane; or (2) Widen the existing sidewalk on the west side of
Commerce Boulevard into the existing bike lane creating a multiuse shared path of 12 feet in
width. All intersections and driveways at project limits and within the project extents would
need to be redesigned to manage vehicle and bicycle conflicts appropriately and safely.
Project 61: Snyder Lane from East Cotati Ave to northern city limits
Type: Install Multiuse Path
Expanded Description: Install multiuse path along east side of Snyder Lane.
The following are considerations for designing and implementing such a multi-use path.
Improvements to Snyder Lane should be coordinated with ongoing roadway widening
efforts.
Narrowing vehicle lanes where possible would create addition space that could be
used for the multi-use path.
Acquisition and/or dedication of additional right-of-way may be necessary to create
space for the multi-use path.
Installation of a multi-use path without removal of a through vehicle lanes would likely
require expanding the existing sidewalk to be inclusive of the existing bike lane and
reclassifying space as a multi-use path, particularly in the segment south of Medical
Center Drive. A minimum of 12 feet should be maintained for the multi-use path.
All intersections and driveways at project limits or within project extents would need
to be redesigned to either be protected intersections or intersections with protected
elements (e.g., bike signals, separate phasing for people walking or biking through the
intersection), high visibility markings, enhanced lighting, etc.
29
Project 62: Southwest Boulevard from Snyder Lane to SMART multi-use path
Type:Install Separated Bike Lanes
Expanded Description: Install separated bike lanes. The following describes a potential
configuration for those separated bike lanes based on existing paved cross-section along
Southwest Boulevard. In some places vehicle lane widths may need to be narrowed to 11
feet. Parking lane width where existing on-street parking is permitted is assumed to be 10 to
11 feet in width.
Along the southern side of Southwest Boulevard install a consistent raised separated bike
lane. A total minimum width of 7.5 feet wide. One foot for a mountable curb with 4:1 edge
slope and a 6.5-foot-wide rideable space.
Along the northside of Southwest Boulevard install a raised separated bike lane. Where
present, move existing on-street parking to be adjacent to vehicle travel lane. Install a raised
bike lane between the sidewalk and adjusted on-street parking. Raised bike lane would be a
minimum of 10 feet wide with 2 feet for curb width, 7 feet for rideable width and 1 foot for
separation from space for people walking.
NACTO design guidance here: https://nacto.org/publication/urban-bikeway-design-
guide/cycle-tracks/raised-cycle-tracks/
Project 63: Southwest Boulevard from Burton Avenue to SMART multi-use path
Type: Separated Bike Lane
Expanded Description: Implement separated bike lanes. Based on existing paved street width,
appears feasible to implement as a raised bike lane on each side of Southwest Boulevard. In
some locations vehicle lane widths may need to be narrowed to 11 feet.
Each bike lane would be 7.5 feet wide minimum. One foot for a mountable curb with a 4:1
slope edge and a 6.5-foot-wide rideable space. NACTO design guidance here:
https://nacto.org/publication/urban-bikeway-design-guide/cycle-tracks/raised-cycle-tracks/
Implement in coordination with Project 46, 47, 62, and 64.
Project 64: Southwest Boulevard from Burton Avenue to Adrian Drive
Type: Separated Bike Lanes
Expanded Description: Implement separated bike lanes. Based on existing paved street width,
the following configuration appears potentially feasible.
On the north side of Southwest Boulevard, install a raised bike lane with a minimum of 7.5
feet wide. One foot for a mountable curb with a 4:1 slope edge and a 6.5-foot-wide
rideable space.
On the south side of Southwest Boulevard, move existing on street parking to be adjacent to
vehicle travel lane. Install a raised bike lane between the sidewalk and adjusted on-street
parking. The raised bike lane would be a minimum of 10 feet wide with two feet for curb
width, 7 feet for rideable width and 1 foot for separation from space for people walking.
30
In some places existing vehicle lane widths may need to be narrowed to 11 feet. Parking lane
width where there is existing on-street parking permitted is assumed to be 10 to 11 feet in
width. NACTO design guidance here: https://nacto.org/publication/urban-bikeway-design-
guide/cycle-tracks/raised-cycle-tracks/
Implement in coordination with Project 47 and 63.
Project 65: Seed Farm Drive from Southwest Blvd to Enterprise Drive
Type: Separated Bike Lane
Expanded Description: Implement separated bike lanes. Based on existing paved street width,
appears feasible to implement as a raised bike lane on each side of Seed Farm Drive. In
some locations vehicle lane widths may need to be narrowed to 11 feet.
Each bike lane would be 7.5 feet wide minimum. One foot for a mountable curb with a 4:1
slope edge and a 6.5-foot-wide rideable space. NACTO design guidance here:
https://nacto.org/publication/urban-bikeway-design-guide/cycle-tracks/raised-cycle-tracks/
Implement in coordination with Project 46.
Project 67: Commerce Blvd between Utility Court and Golf Course Drive
Type: Separated Bike Lane
Expanded Description: Install bidirectional separated bike lane on east side of Commerce
Boulevard. Include updated crossing treatments at Commerce/Utility Ct to facilitate people
crossing at that existing crosswalk on bike and on foot. Remove existing right-hand,
northbound vehicle lane from Commerce Boulevard to Golf Course Drive and repurpose that
space for the bidirectional separated bike lane. The minimum width is 15 feet with 3 feet for
separation and 12 feet of rideable space. Specific design guidance here:
https://nacto.org/publication/urban-bikeway-design-guide/cycle-tracks/two-way-cycle-
tracks/. Implement in coordination with Project 40.
Engineering Treatments Toolbox
In designing and implementing the 2025 Active Transportation Network projects, and taking
actions to fulfill the policies and goals identified in this Plan, city staff will use engineering
treatments consistent with established industry resources and guidance published by
reputable organizations such as the Federal Highway Administration (FHWA), National
Association of City Transportation Officials (NACTO), American Association of State
Highway Transportation Officials (AASHTO), California Department of Transportation
(Caltrans), and California Manual on Uniform Traffic Control Devices (CA MUTCD). The
following tables include examples of the types of engineering treatments the city may use in
the design and implementation of enhanced active transportation infrastructure.
Table 3 provides a list of available resources the city can use when designing new active
transportation infrastructure. While the design guidance in these resources offer options for
a wide range of contexts, this is not an exhaustive list of potential resources.
31
Table 3. Catalog of Resources
Resource Description
Manual on Uniform Traffic Control Federal standards on traffic signs, road surface markings, and
Devices (MUTCD) signals.
A Policy on Geometric Design of
National guidance on roadway geometric design
Highways and Streets (Green Book)
AASHTO Guide for the Planning, Design,
Guidance on the planning, design, and operation of pedestrian
and Operation of Pedestrian Facilities,
facilities
2nd Edition
FHWA Small and Rural Multimodal Reference guide on active transportation facilities in small towns and
Networks rural areas
Caltrans DIB -94 Complete Streets: Design guidance to support implementation of complete streets
Contextual Design Guidanceprojects on roads owned by Caltrans
Guidance on selecting and designing different types of bikeways
FHWA Bikeway Selection Guide
based on street and land use contexts
FHWA Separated Bike Lane Planning Guidance for planning and designing separated bike lanes under
and Design Guide different contexts
NACTO Guides: Urban Street Design
Reference guides on best practices for street design
Guide, All Ages and Abilities Guide
NCHRP Report 926 – Guidance to
Improve Pedestrian and Bicyclist Safety Step-by-step process for selecting intersection safety treatments
at Intersections
FHWA Guide for Improving Pedestrian
A reference guide on what type of crosswalk and crossing
Safety at Uncontrolled Crossing
treatments are most applicable in a given location
Locations
Public Rights of Way Accessibility
Guidelines that provide best practices for accessibility
Guidelines (PROWAG)
LRFD Guide Specifications for Design of Guide Specifications address the design and
Ped Bridgesconstruction of typical pedestrian bridges
Bicycle Facility Toolbox
32
33
Pedestrian Facility Toolbox
34
35
36
37
Traffic CalmingToolbox
38
39
40
Programs & Policies
In addition to infrastructure improvements described above, the Rohnert ParkATP includes
programmatic and policy recommendations to support the Plan’s Vision andGoals.
Programs
The following describes programs aimed at supporting the implementation of the policies
and projects identified in the Rohnert Park Active Transportation Plan.
Active Transportation Program
The city will establish an Active Transportation Program that is comprised of:
•Staff assigned to lead and monitor the implementation of the city’s Active
Transportation Plan, with responsibilities suchas:
(i) ensuring planned projects are incorporated into the city’s CIP list;
(ii) coordinating with SCTA, Sonoma County, Caltrans, and cities within the region
regarding active transportation projects and topics including shared mobility
programs and the Safe Routes to School Program;
(iii) oversight and management of all elements of the city’s Active
Transportation Program;
(iv) participating in and leading staff training related to industry guidance for
planning, design, and maintenance of active transportation improvements making
use of guidance from Federal Highway Administration (FHWA) and National
Association of City Transportation Officials (NACTO); and
(v) identifying and helping to pursue grant funding for larger active
transportation investments.
•As funding becomes available, invest in the planning and design of planned projects
identified in the city’s Active Transportation Plan.
•Pursue regional, state, or federal grant funds to support planning, design, and
construction of planned projects identified in the city’s Active Transportation Plan.
•Explore developing and implementing a quick build program to facilitate the design
and implementation of low-cost active transportation improvements at planned
project locations identified in the city’s Active Transportation Plan. This would include
identifying improvements that could be implemented via the city’s repaving program
and/or as part of other routine maintenance activities.
•Develop and implement a bike parking program consistent with the policies and
actions identified in the city’s Active Transportation Plan.
•Partner with Sonoma County Bicycle Coalition, the City Public Safety Department and
Community Services & Recreation Department to develop and distribute educational
materials and/or host community events that promote safe road user behavior in
support of improving walking, biking, and rolling for all ages and abilities.
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Transportation Demand Management Supportive Programs
The city will work with SCTA to implement Transportation Demand Management (TDM)
program objectives to encourage non-auto trips (such as walking, biking, and transit), and
reduce single occupancy vehicle trips. This may include education and encouragement
activities targeted at larger residential developments and employers. Potential actions
could include:
•Develop a local TDM ordinance based on SCTA’s Shift Model TDM Ordinance,
including considerations for employers and developers, infrastructure, and programs.
•Coordinate with employers on the development and implementation of commute
programs by engaging with employers, transit agencies, and shared
mobilityprograms.
•Market existing TDM programs to employers and developers through business
assistance programs, green business certifications, and commute fairs.
•Assist employers with the development of commute programs and marketing
alternative modes of transportation to employees.
•Coordinate countywide policy actions via the SCTA/RCPA.
Sidewalk/Crosswalk Maintenance and Gap Closure Program
The city will establish a local sidewalk maintenance and gap closure monitoring program, to
achieve the goals outlined in Policies 1-3, 1-4 and 2-2. Program elements could include:
•Develop a sidewalk repair program to ensure the city maintains or enforces
maintenance of current and futuresidewalks.
•Prioritize closure of sidewalk gaps that connect people to activity centers, schools,
transit, parks, and the downtown area.
•Regularly evaluate where new crosswalks may be needed and/or where there are
needs for crosswalks enhancements (e.g., high visibility paint, RRFB, HAWK signals)
•Continue to engage with the community to prevent obstruction of sidewalks and
pedestrian facilities with parking, trash bins, signs, etc.
•Monitor and update tracking of sidewalks built and/or percentage of roadways with
sidewalks citywide.
Bicycle Parking Program
The city will establish a Bicycle Parking Program, aligned with Policy 1-6. The program will
include the following activities:
•Review and consider updates to the city’s bike rack standards.
•Review and/or update Municipal Code to ensure adequate bike parking is included in
all new development projects, multifamily and commercial remodels, and Use
Permit approvals.
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•Assess bike parking needs within the city’s parks and right-of-way and develop a
program to provide adequate bike parking near amenities and at key destinations.
•Consider requiring temporary bike parking (e.g., racks, bike valet) at limited term and
special events.
•Create incentives for local businesses tobring their bike parking into compliance with
current city standards.
•Support local transit providers in providing and maintaining convenient and secure
bicycle parking facilities that accommodate bicycles of all shapes and sizes.
Wayfinding Program
The city will establish a Wayfinding Program to plan, design, fabricate, install, and maintain
directional signage throughout the city to help residents and visitors navigate to key
destinations or routes. The program will include such activities as the following:
•Create a plan to determine sign locations and information to include on the signs.
Signs could include things likedistance to key destinations, directional arrows to
bicycle routes and trails, multiple languages, anddesign aesthetics matching existing
city signs.
•Design and fabricate the signage consistent with relevant industry guidance and
requirements.
•Coordinate with the appropriate city and county departments to install signage (e.g.
Public Works).
•Promote the newly installed wayfinding through city and other local channels.
•Plan for sign maintenance such as the cleaning of signsand replacing worn signs.
Policies
The City of Rohnert Parkhas a series of Policies and Actions to guide the implementation of
the ATP including actions to promote active transportation within Rohnert Park. The Policies
and Actions support each of the Plan’s goals as shown below.
GOAL 1: Connected and Reliable
Delivera continuous active transportation network that links daily activities and housing, and
that allows people of all ages and abilities to use a variety of transportation types easily,
affordably, and dependably.
POLICY 1-1:Prioritize and implement bike and pedestrian projects identified in the ATP, given
the amount of funding available toRohnert Park.
POLICY 1-2:Incorporate and include funding for bike and pedestrian improvements
identified in the ATP, as well as maintenance of active transportation facilities in the city’s 5-
Year Capital Improvement Program.
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POLICY 1-3:Prioritize closure of sidewalk gaps that connect people to activity centers,
schools, transit, healthcare, parks, and the downtown area, ensuring that streets safely serve
seniors, youth, those with disabilities, and all members of the community.
POLICY 1-4:All public streets shall have a sidewalk connecting to the broader network, on a
minimum of one-side, phased as city funding and/or nexus with private development allows.
Determining the appropriate side shall be based on the existing sidewalk network,
environmental conditions, and impediments to construction.
POLICY 1-5: As part of city or private development projects, enhance pedestrian and bike
facilities along or adjacent to all arterial roadways. Multi-use path and separated bike lanes
should be the first choice in the design of all new multi-modal infrastructure.
POLICY 1-6: Ensure adequate bike parking is available citywide.
POLICY 1-7: Prioritize ADA improvements in High-Volume Pedestrian Areas.
POLICY 1-8: Work cooperatively with responsible agencies including the Sonoma County
Transportation Authority, Sonoma-Marin Area Rail Transit, Sonoma County Water Agency,
and others to close existing facility gaps and ensure the active transportation network is
implemented, constructed, and maintained.
POLICY 1-9: Proactively seek opportunities for acquisition of abandoned rights-of-way, flood
control rights-of-way, and lands for the development of new multi-use pathways in
coordination with SCTA, Sonoma Water, and Sonoma County Regional Parks.
POLICY 1-10: Increase the U.S. Census derived “Journey to Work” mode split percentage for
walking and biking by 50% by the year 2040.
POLICY 1-11: Work with federal, state, regional, and local agencies to secure funding to
implement the citywide active transportation system. Encourage multi-jurisdictional funding
applications to implement the regional active transportation system.
POLICY 1-12: Install wayfinding and directional signage, markers, and stencils on off-street
paths, on-street bikeways, local roads, and state routes to improve wayfinding for bicyclists
and pedestrians, assist emergency personnel, and heighten motorists’ awareness.
POLICY 1-13: The city will update this Active Transportation Plan every five years to ensure
community needs continue to be met and design treatments are current with best practices.
GOAL 2: Safe and Well-Maintained
Create and sustain a high-quality and low-stress active transportation network. Employ Vision
Zero and Safety Plan policies and strategies to advance this goal.
POLICY 2-1:Seek opportunities to separate existing and future bike facilities from motor
vehicle traffic with buffers or greater protection such as a curb, flexible bollards, delineators,
or other more durable barriers on streets where vehicle speeds are greater than 25 mph. Use
best practices when designing bicycle facilities.
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POLICY 2-2:Develop and operationalize a sidewalk repair program to ensure the city
maintains or enforces maintenance of sidewalks. Continue to engage with the community to
prevent obstruction of sidewalks and pedestrian facilities with parking, trash bins, signs, etc.
POLICY 2-3:Maintain all bike lane symbols, striping, green paint, and buffer paint and ensure
all bike lanes have standard bike symbols. Ensure bike lanes are kept free of trash bins,
vehicles, and debris.
POLICY 2-4: Require that road construction projects minimize their impacts on active
transportation users through the proper placement of construction signs and equipment, and
by providing safety detours.
POLICY 2-5: Provide additional pedestrian safety improvements at intersections
and crossings.
Action 2-5.1: Increase pedestrian safety at controlled and uncontrolled crossings,
where needed, to complete pedestrian networks and provide access to destinations.
Utilize industry best practices such as the FHWA Guide for Improving Pedestrian
Safety at Uncontrolled Crossing Locations, ADA standards, and Caltrans Roadway
Lighting Manual.
Action 2-5.2: Increase pedestrian safety at intersections. Utilize proven
countermeasures identified by FHWA including signal phasing, timing adjustments,
high visibility crosswalks, curb extensions, pedestrian refuge islands, and pedestrian
scale lighting.
POLICY 2-6: Improve bicycle safety at controlled and uncontrolled intersections, using proven
countermeasures identified by FHWA and other industry resources.
POLICY 2-7: Implement and incorporate actions in SCTA’s adopted Sonoma County Vision
Zero (VZ) Action Plan (2022).
Action 2-7.1: Support Safe Routes to School program and school districts to promote
safe, active transportation through education, school policies, and pick-up/drop-off
procedures (VZ Action 3.1).
Action 2-7.2: Prioritize low-cost quick-build projects to rapidly implement bike and
pedestrian safety improvements along the High Injury Network (VZ Action 4.1).
Action 2-7.3: Prioritize closing gaps in bike and pedestrian networks and design
facilities for all ages and all abilities (VZ Action 4.6).
Action 2-7.4: Update street design standards to reflect latest research and best
practices around safety and Complete Streets, with an emphasis on serving diverse
road users of all ages and abilities (VZ Action 4.8).
Action 2-7.5: Enhance training for law enforcement personnel responsible for crash
reporting to address the unique attributes required to accurately report circumstances
of crashes involving bicyclists, pedestrians, and other vulnerable road users (VZ
Action 6.1).
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Action 2-7.6:Use regional data sources such as the Metropolitan Transportation
Commission's Regional High Injury Network and Regional Safety Data System, and
Caltrans District 4 location-based needs identified by their active transportation
planning efforts to inform safety project development and funding decisions (VZ
Action 6.3).
POLICY 2-8: Review and update speed limits on city-owned roadways based on updated
California MUTCD guidance.
POLICY 2-9: Implement daylighting in alignment with California ruling AB 413, painting curbs
red within 20 feet of any marked or unmarked crosswalk.
POLICY 2-10: Post appropriate speed limits on multi-use paths to regulate e-scooter and e-
bike use.
POLICY 2-11: Consider e-bikes, e-scooters, and other mobility devices when designing bicycle
facilities by considering design attributes such as wider facilities as well as forgiving edge
treatments (e.g., mountable curbs).
GOAL 3: Community Oriented and Place-Based
Tailorprojects to the surrounding community contexts and user profiles. Support a diversity of
uses and users and create community through active transportation programs and policies
that prioritize walking, biking, and rolling.
POLICY 3-1:Explore areas that could be designated or converted into bike/pedestrian-only
zones or designed to minimize automobile traffic impacts. Explore opportunities throughout
the city to add amenities such as landscaping,shade,public art, seating, and
drinking fountains.
POLICY 3-2: Work with transit providers to offer and maintain all-weather shelters and other
amenities at transit stops and transportation centers.
POLICY 3-3: Where possible and/or desirable, utilize alternative surfaces for pathways such
as decomposed granite, crushed rock, or other natural-like materials.
POLICY 3-4: Continue to work with the SCTA to develop a regional bike share/
micromobility program.
SM
POLICY 3-6: Achieve a Bicycle Friendly Community rating from the League of
American Bicyclists.
POLICY 3-7: Encourage and incentivize more people to walk, bike, and roll through education
and encouragement activities such as special events, Bike-to-WorkDay, and social
media campaigns.
POLICY 3-8: Coordinate with School Districts and the Recreation Department to increase
active transportation education with a focus on youth as well as e-bike and e-scooter use.
POLICY 3-9: Outreach to a broad cross-section of Rohnert Park residents with a diversity of
lived experiences when conducting community engagement for active transportation
projects.
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6.Implementation: Local
Considerations
The following outlines a timeline and potential funding sources the city can use to make
consistent, steady progress towards achieving its vision and goals for enhancing walking,
biking,and rolling.
Timeline
Programs
Putting the Active Transportation Plan policies and programs into action is a critical initial
step in providing a foundation for buildout and utilization of the network. Many of the policies
and the broader Active Transportation Program identified in this Plan are ongoing or
recurring considerations and activities, that once initiated, will sustain investment in active
transportation improvements as well as institutionalize designing streets for safe and
comfortable walking, biking, and rolling.
Table 4 summarizes the timeline and the responsible party (or parties) or the mechanism for
implementing the program.
Table 4. Implementation Timeline and Responsibility for Programs
Responsible Party or Mechanism for
Program Timeline
Implementation
Active Transportation Program Director of Development Services, Director
0 to 2 years
(Establish and Initiate Program) of Public Works, City Council
TransportationDemandManagement
Director of Development Services, Director
Program0 to 3 years
of Public Works, City Council
(Establish and Initiate Program)
Sidewalk Maintenance and Gap
Director of Development Services, Director
Closure Monitoring Program 0 to 5 years
of Public Works
(Establish and Initiate Program)
Director of Community Services, Director of
Bicycle Parking Program
0 to 1 years Development Services, Director of Public
(Establish and Initiate Program)
Works
Director of Community Services, Director of
Wayfinding Program
0 to 2 years Development Services, Director of Public
(Establish and Initiate Program)
Works
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Planned Projects
Prioritization
Opportunities to advance specific projects toward implementation will be dependent on
external factors (e.g., land use projects, successful grant applications). With this in mind, the
planned projects identified in this Plan have been prioritized into three tiers:
•Tier 1 – High Priority
•Tier 2 – Medium Priority
•Tier 3 – Low Priority
The criteria used to sort the projects into each tier wereas follows:
•Safety – Extent to which the project is on a portion of the SCTA Vision Zero HIN
and/or if it has been identified in the city’s Local Road Safety Plan as a
prioritylocation.
•Equity – Extent to which the project would improve active transportation access or
conditions for an equity-focus population as defined at the regional, state, or
federal level.
•Proximity to Existing and Future Transit – For a given project, the distance from an
existing or future bus stop or transit station.
•Proximity to Schools – For a given project, the distance from an existing school.
•Low-Stress Gap Closure – Scored based on whether the project would close a gap in
the low-stress network, with extra points for projects on the Sonoma County Regional
Routes network.
For each criterion, each project received a score based on the extent to which it fulfilled the
criteria. The collective scores were normalized into a single number or index. Tiers 1, 2, and 3
were established to align with the top, middle, and bottom third of the project scores.
Projects are presented by tier in Table 2.
Once sorted into each of the three buckets, projects are not sorted within each tier to gives
city staff discretion and flexibility to respond to various opportunities that arise and can
facilitate implementation. Within the broader Countywide ATP, the project prioritization
criteria is aligned with project selection criteria for the Go Sonoma funding program.
Cost Estimates
This section presents the costs estimates for implementing the 2025 Active Transportation
Plan. Project cost estimations were developed to provide a general idea of the anticipated
cost for each proposed project type. These estimates are based on an engineering review of
unit costs and quantities for the project types shown. They are based solely on construction
costs and do not include other soft costs that may be associated with projects (e.g., design,
environmental, permitting, construction management).
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Table 5 summarizes project costs by project type and prioritization tier for the 2025 Active
Transportation Network.
Table 5.2025 Active Transportation Network – Cost Estimates Summary
ProjectTypeUnitCostQuantityCostEstimate
Tier 1 Priority Projects
1
Multi-Use Path $1,023,500/mile 6.16 miles$6,304,760
2
Bike Lane $176,000/mile - -
3
Buffered Bike Lane $574,000/mile - -
4
Bike Route$12,500/mile--
5
Bike Boulevard$87,500/mile.71 miles$62,125
6
Separated Bike Lanes$1,655,000/mile 6.55 miles$10,840,250
Crossing Improvement
$8,000 to $60,000 1 location $8,000 to $60,000
7
(Unsignalized)
Crossing Improvement
$8,000 to $120,000 3 locations $24,000 to $360,000
8
(Signalized)
9
Sidewalk Installation $480/linear feet - -
Corridor Study $300,000/mile 3.81 miles$1,143,000
10
Traffic Calming$75,000/mile- -
Total Tier 1 Priority
$18.4M to $18.8M
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Projects
Tier 2 Priority Projects
1
Multi-Use Path $1,023,500/mile .07 miles$71,645
2
Bike Lane $176,000/mile 0.19 miles$33,440
3
Buffered Bike Lane $574,000/mile 1.45 miles$832,300
4
Bike Route $12,500/mile0.49 miles$6,125
5
Bike Boulevard$87,500/mile1.13 miles$98,875
6
Separated Bike Lanes$1,655,000/mile 2.39 miles$3,955,450
Crossing Improvement
$8,000 to $60,000 - -
7
(Unsignalized)
Crossing Improvement
$8,000 to $120,000 3 locations $24,000 to $360,000
8
(Signalized)
9
Sidewalk Installation $480/linear feet - -
Corridor Study $300,000/mile - -
10
Traffic Calming$75,000/mile- -
Total Tier 2 Priority
$5M to $5.4M
11
Projects
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Project Type Unit Cost QuantityCost Estimate
Tier 3 Priority Projects
1
Multi-Use Path$1,023,500/mile0.41miles$419,635
2
Bike Lane$176,000/mile--
3
Buffered Bike Lane$574,000/mile1.48miles$849,520
4
Bike Route $12,500/mile - -
5
Bike Boulevard$87,500/mile 1.48 miles$129,500
6
Separated Bike Lanes$1,655,000/mile1.25miles$2,068,750
Crossing Improvement
$8,000 to $60,000 11 locations$88,000 to $660,000
7
(Unsignalized)
Crossing Improvement
$8,000 to $120,000 - -
8
(Signalized)
9
Sidewalk Installation$480/linear feet - -
Corridor Study $300,000/mile - -
10
Traffic Calming$75,000/mile - -
Total Tier 3 Priority
$3.6M to $4.1M
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Projects
2025 Active
Transportation Network
11
Total All Projects $27M to $28.3M
Notes:
(1) 12’ wide AC path, 2’ gravel shoulders, striping and 4 signs per mile.
(2) Unidirectional bike lanes on each side of a two-way street. Striping, green thermoplastic for conflict markings at
intersections and driveways (assumed to occur every 100feet and are 5’ wide x 20’ long), and 4 signs per mile.
(3) Unidirectional bike lanes on each side of a two-way street. Pavement marking in 3’ wide AC buffer lane along entire length,
green thermoplastic for conflict markings at intersections and driveways (assumed to occur every 100feet and are 3’ wide x
20’ long), and 4 signs per mile.
(4) “Sharrow” or similar type of pavement marking at 250-foot intervals and 8 signs per mile.
(5) “Sharrow” or similar type of pavement marking at 250-foot intervals, 8 signs per mile, and a combination of traffic calming
treatments which could include, but are not limited to, neighborhood traffic circles, raised crosswalks, high visibility crosswalk
markings, speed humps, chicanes, and curb extensions.
(6) Unidirectional bike lanes on each side of a two-way street. 7’ wide AC Bikeway, concrete edge treatment/median in buffer,
bikeway stripe, pavement marking, 4 signs per mile and three signalized intersection improvements per mile.
(7) Improvements at unsignalized intersections include, but are not limited to, pedestrian refuge islands, high visibility
crosswalks, rectangular rapid flashing beacons, raised crosswalks, and curb extensions.
(8) Improvements at signalized intersections include, but are not limited to, two-stage bike turn boxes, bike signals, high
visibility crosswalks, cross-bike or bike conflict markings, pedestrian count down signals, and implementing directional
curb ramps.
(9) Both sides of street. 7’ wide concrete sidewalk and underlying compacted base material, including curb and gutter.
(10) Traffic calming includes one, or a combination of improvements, including but not limited to treatments such as
neighborhood traffic circles, raised crosswalks, added crosswalk markings, speed humps and curb extensions.
(11) Price per mile assumes “blank slate” and includes new pavement improvements only. (i.e., no demo, drainage, etc.).
Mobilization, traffic control, etc., are excluded.
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Funding
This section describes the funding sources available to fund the projects and programs
identified in this plan. In addition to local funding sources such as the Capital Improvements
Program and developer fees, Table6presents a list of competitive grants and formula-based
funding programs that have been reviewed for potential consideration to address financial
needs of the projects identified in the plan. Further discussion of regional and federal funding
options is included in the 2025 CountywideATP.
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Table 6. Potential Funding Sources, Competitive Grants, and Formula-Based Fundings
Regional Funding Sources
GoSonoma https://scta.ca.gov/measure-m/gosonoma/
Transportation Development Act, Article 3 (TDA3)https://scta.ca.gov/projects/funding/#tda3
Transportation Fund for Clean Air (TFCA)https://scta.ca.gov/projects/funding/#tfca
State of California Funding Sources
AHSC –Affordable Housing and Sustainable
https://sgc.ca.gov/programs/ahsc/
Communities
https://catc.ca.gov/programs/active-transportation-
ATP – Active Transportation Program
program
CleanCA –Clean California https://cleancalifornia.dot.ca.gov/
HSIP – Local Highway Safety Improvement https://dot.ca.gov/programs/local-assistance/fed-and-
Program state-programs/highway-safety-improvement-program
https://catc.ca.gov/programs/sb1/local-partnership-
LPP – Local Partnership Program
program
PROTECT – Promoting Resilient Operations for
https://dot.ca.gov/programs/local-assistance/fed-and-
Transformative, Efficient, and Cost-Saving
stateprograms/protect
Transportation
https://www.hcd.ca.gov/grants-and-funding/programs-
REAP – Regional Early Action Planning
active/regional-early-action-planning-grants-of-2021
RC:H2B – Reconnecting Communities: Highways to https://dot.ca.gov/programs/local-assistance/fed-and-
Boulevards state-programs/rc-h2b
RMRA & HUTA – Road Maintenance and
https://www.sco.ca.gov/aud_road_maintenance_sb1.htm
Rehabilitation Account & Highway Users Tax
l
Account
SCCP – Solutions for Congested Corridors https://catc.ca.gov/programs/sb1/solutions-for-
Program congested-corridors-program
Federal Funding Sources
ATIIP – Active Transportation Infrastructure https://www.fhwa.dot.gov/environment/bicycle_pedestri
Investment Program an/atiip/
CMAQ –Congestion Mitigation and Air Quality https://ww2.arb.ca.gov/resources/documents/congestio
Improvement Programnmitigation-and-air-quality-improvement-cmaq-program
RAISE – Rebuilding American Infrastructure with
https://www.transportation.gov/RAISEgrants
Sustainability and Equity
RSTG – Rural Surface Transportation Grant https://www.transportation.gov/grants/rural-surface-
Program transportation-grant
SMART –Strengthening Mobility and
https://www.transportation.gov/grants/SMART
Revolutionizing Transportation
SS4A – Safe Streets and Roads for All https://www.transportation.gov/grants/SS4A
https://catc.ca.gov/programs/state-transportation-
STIP – State Transportation Improvement Program
improvement-program
STP –Surface Transportation Block Grant https://www.fhwa.dot.gov/specialfunding/stp/
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Monitoring
Staff will track progress toward implementing this Plan’s content as well as achieving this
Plan’s goals using the measures shown inTable 7. On an annual basis, as part of staff’s
update on the General Plan progress, they will report to the Planning Commission and City
Council the most recent status for each measure below.
Table 7.Monitoring Progress
Measures Baseline Data Source Frequency
Goal: Connected &
Reliable
Miles of bikeway facilities
40.10 miles City data Annual
(total)
Linear feet of sidewalk
n/a City data Annual
gaps (total)
Goal: Safe & Well-
Maintained
KSI pedestrian and bike
involved collisions with Ped: 6/Bike: 5 2015-2020; SWITRS Annual
goal those are zero
Number of crossing
n/a City data Annual
improvements installed
Community Oriented &
Place Based
Number of active
transportation
improvements within a n/a City data Annual
1/4 mile of transit/bus
stop
Number of new or
upgraded bike parking n/a City data Annual
facilities
Notes:
“n/a” Indicates a baseline number for the measure is not applicable.
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