2025/03/11 City Council Resolution 2025-016 RESOLUTION NO. 2025-016
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF ROHNERT PARK
ADOPTING THE ROHNERT PARK ACTIVE TRANSPORTATION PLAN AND
FINDING THAT THE PROJECT IS EXEMPT FROM CEQA PURSUANT TO
SECTIONS 21080.20 OF THE CALIFORNIA PUBLIC RESOURCES CODE
WHEREAS, the Rohnert Park Active Transportation Plan (ATP) is developed as part
of the Sonoma County Transportation Authority (SCTA) Countywide Active Transportation
Plan, and steered by the vision: "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"; and
WHEREAS, the ATP is an update to the 2014 Rohnert Park Bicycle and Pedestrian
Master Plan; and
WHEREAS,the ATP is intended to implement broad policy goals in the City's General
Plan for land use, transportation, environmental management, and community health; be used to
develop and execute the City's transportation and public works projects; and inform private
development review for appropriate opportunities to further active transportation; and
WHEREAS, a current ATP is needed for eligibility for regional, State and Federal
funding for active transportation projects; and
WHEREAS, Senate Bill 922, until January 1, 2030, specifically exempts active
transportation plans under PRC Section 21080.20(a)(1), which states, "This division does not
apply to an active transportation plan, a pedestrian plan, or a bicycle transportation plan for the
restriping of streets and highways, bicycle parking and storage, signal timing to improve street
and highway intersection operations, and the related signage for bicycles, pedestrians, and
vehicles"; and
WHEREAS, the ATP qualifies for a Statutory Exemption under SB 922 as an active
transportation plan because it is a plan developed by a local jurisdiction (City of Rohnert Park)
that promotes and encourages residents to choose walking or bicycling through the creation of
safe, comfortable, connected, and accessible pedestrian and bicycling networks; and
WHEREAS, the City has engaged in extensive public outreach and engagement in all
phases of the development of the ATP, beginning in the Fall of 2023 and continuing throughout
2024, including the presentation of a draft ATP to the City Council for comment at its regularly
scheduled January 14, 2025 meeting; and
WHEREAS, on March 11, 2025, the Rohnert Park City Council held a duly noticed
Public Hearing to consider the proposed Rohnert Park Active Transportation Plan.
NOW, THEREFORE, BE IT RESOLVED that the City Council of the City of Rohnert
Park approves as follows:
1. The above recitals are true and correct and material to this Resolution.
2. City Council hereby finds and determines that the Rohnert Park Active Transportation
Plan is exempt from review under CEQA and qualifies for a Statutory Exemption
pursuant to Public Resource Code Section 21080.20 because the City of Rohnert Park
developed the Active Transportation Plan, which promotes and encourages people to
choose walking, bicycling, or rolling through the creation of safe, comfortable,
connected, and accessible walking, bicycling,or rolling networks, and encourages
alternatives to single-occupancy vehicle trips.
3. After giving full consideration to all evidence presented at the March 11, 2025 Public
Hearing, the City Council of the City of Rohnert Park hereby finds that the proposed
plan is consistent with the City Council's Strategic Priority No. 3 regarding sound
planning and infrastructure and hereby adopts the Rohnert Park Active Transportation
Plan.
DULY AND REGULARLY ADOPTED this 1 • day of March, 2025.
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Attachments: Exhibit A
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Page 2 of 2
City of Rohnert Park
Active
Transportation
Plan
Exhibit A
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City of Rohnert Park
Active Transportation Plan
(ATP)
February 2025
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 ........................................................................................................ 32
Programs & Policies ................................................................................................................................... 42
Programs .............................................................................................................................................. 42
Policies ................................................................................................................................................. 44
6. Implementation: Local Considerations ............................................................................. 48
Timeline ....................................................................................................................................................... 48
Programs .............................................................................................................................................. 48
Planned Projects .................................................................................................................................. 49
Funding ........................................................................................................................................................ 54
Monitoring ................................................................................................................................................... 56
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. Proposed Bikeway & Corridor Projects ............................................................................................ 22
Figure 5. Existing & Proposed Active Transportation Network ...................................................................... 23
List of Tables
Table 1. Bike Facility Selection for Urban, Suburban, Rural Town Centers 1 .................................................. 16
Table 2. Planned Infrastructure Improvements: Bike Facilities, Multiuse Paths, and Crossing
Enhancements ............................................................................................................................... 16
Table 3. Catalog of Resources ......................................................................................................................... 33
Table 4. Implementation Timeline and Responsibility for Programs ............................................................. 48
Table 5. 2025 Active Transportation Network – Cost Estimates Summary .................................................. 52
Table 6. Potential Funding Sources, Competitive Grants, and Formula-Based Fundings ............................ 55
Table 7. Monitoring Progress ........................................................................................................................... 56
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1
1. Introduction
The 2025 Rohnert Park Active
Transportation Plan (ATP) was developed as
a component of the Sonoma County
Transportation Authority‘s (SCTA’s) 2025
Countywide Active Transportation Plan
(Countywide ATP) effort. This plan focuses
on improving active transportation
connections within the city and creating low
stress connections to surrounding
jurisdictions. The Rohnert Park ATP is also a
stand-alone document, which the City of
Rohnert Park can use to guide
implementation of local projects, policies,
and programs.
The primary emphasis of this planning effort
is to increase access to active transportation
modes by planning for infrastructure projects
and supportive programs. Active
transportation refers to “human-powered”
modes of travel, like walking, biking, or using
mobility devices. Creating an environment
that encourages a shift from automobile trips
to walking or biking trips also promotes
improvements to mental and physical health,
air quality, reduces noise, and improves
social equity. A safer and more connected
network gives members of the community
flexibility in their travel, so they do not need to
rely on a personal vehicle to travel through
the city and larger region.
Projects are prioritized based on the needs
highlighted by the community and city staff.
Policies and programs are in line with the
city’s near-term plans and funding priorities.
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
of active transportation planning practices.
For example, SCTA adopted Vision Zero in
2021, which is a regional commitment to
eliminate traffic fatalities and serious
injuries through engineering, programs,
policies, and education. The City of Rohnert
Park subsequently adopted the Vision Zero
Action Plan locally. There have also been
policy changes at the national and state
level acknowledging a greater need for more
robust infrastructure, programs, and policies
to make walking and biking safer. With
those and other similar advancements in
mind, this plan focuses on:
• All Ages and Abilities – Creating
spaces for people to walk, bike, and
roll that are low-stress and lower risk
to create more opportunities for more
people to walk, bike, and roll.
• Regional Coordination – Identifying
and planning regional routes between
jurisdictions as part of the larger
Countywide ATP.
• Implementation – Prioritizing projects
and identifying funding to focus and
streamline implementation.
Low-stress network analysis was used to
identify opportunities to upgrade or enhance
existing or previously planned projects. The
network analysis considered community
and regional destinations, traffic safety, and
gaps in existing facilities to help inform
recommendations for enhanced or new
active transportation improvements.
Community input was gathered to ground
truth and expand findings from the network
analysis to create a robust project list and
supporting policy and programs.
2
3
2. Community Profile &
Walking, Biking &
Rolling Today
Community Characteristics and Travel Patterns
The City of Rohnert Park has a population of approximately 44,400 1 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 64 years old,
and 14 percent are 65 and older.2 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/
4
51 in the total fatal and injury collision category.3 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
reported collisions along the Rohnert Park Expressway and Golf Course Drive.4
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/closing gaps 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 1 illustrates 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
5
• 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
boulevards (or bike routes)5.
• 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 weekdays via 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
6
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.
Figure 3 illustrates the results of a Level of Traffic Stress analysis used to gauge level of
comfort traveling along a given street. Figure 3 also denotes the streets within Rohnert Park
that were identified as part of SCTA’s High Injury Network 6 (HIN) developed as part of
SCTA’s Vision Zero Action Plan.7
An LTS 1 rating indicates the least stressful (most comfortable) facilities. Low stress (LTS 1
or 2) facilities in Rohnert Park include the SMART Trail and the Copeland Creek Trail. LTS 4
indicates the most stressful (least comfortable) facilities. High stress facilities in Rohnert
Park overlap 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 assigned an 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
7
Figure 1. Existing Bikeway Network
8
Figure 2. Existing Transit
9
Figure 3. Level of Traffic Stress (LTS) and 2022 High-Injury Network (HIN)
10
11
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
10th Annual State of the Latinx Community Address at Sonoma State University in
September 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
12
In general, public feedback received
through the first and second rounds
of outreach in 2023 & 2024 revealed
the following themes:
• Biking: more separated bike
lanes wide enough to
accommodate all types of
bikes, incentives for bike
parking at businesses and
multi-unit residences, and
more opportunities for bikes
of all sizes on transit
• Walking: upgrade sidewalks
to ensure ADA compliance (move obstacles such as street signs, utility poles),
improve existing and add new crossings, widen sidewalks
• Traffic calming: implement treatments on collectors and residential streets
• 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 to connect people 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 in Rohnert Park.
City staff and the project team presented the draft vision and goals, and a draft proposed
projects list to the Planning Commission and Bicycle and Pedestrian Advisory Committee at
a joint meeting in May 2024. Comments received included support for safe routes to school
improvements, the need to coordinate with the school district and students on proposed
improvements as key stakeholders; and interest in developing a citywide
wayfinding program.
In collaboration with SCTA, city staff and the project team also hosted an open house in
June 2024 at 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 Council for adoption.
City staff and project team hosting an open house at
the Community Center
13
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 is as
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.
14
15
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.
16
Table 1. Bike Facility Selection for Urban, Suburban, Rural Town Centers 1
Bike Facility Type Prevailing Vehicle Speed (mph) Vehicle Volume (vehicles per day)
Multi-Use Paths2 n/a n/a
Bike Lanes3 25 to 30 mph 3,000 to 6,500
Buffered Bike Lanes3 25 to 30 mph 3,000 to 6,500
Bike Routes4 Under 25 mph Less than 3,000
Bike Boulevards4 Under 25 mph Less than 3,000
Separated Bike Lanes5 30 mph and Higher 6,500 and Above
Notes:
(1) Table content summarized based on information in FHWA’s Bikeway Selection Guide.8
(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
1 Hinebaugh Creek Trail
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
Expressway. Coordinate with findings of "Rohnert Park
Highway 101 Bike & Pedestrian Crossing Feasibility Study
(February 2022)" and constraints of crossing under Hwy. 101.
Tier 1
2 Myrtle Avenue between city
limits and Lancaster Drive
Create low-stress bicycle boulevard connection to Lancaster
Drive. Included in the MTC Regional Active Transportation
Network.
Tier 2
8 https://safety.fhwa.dot.gov/ped_bike/tools_solve/docs/fhwasa18077.pdf
17
Project
# Project Location Project Description Priority
3
Camino Colegio from E
Cotati Avenue to Bodway
Parkway*
Enhance and extend separated bike lanes. Potential near-term
enhancements to formalize crossing and access to existing
path on the west side of the street.
Tier 2
4 Adrian Drive from Arlen
Drive to city limits
Install buffered bike lanes. Tier 2
5
Santa Barbara Drive from
Adrian Drive to Burton
Avenue
Install bike boulevard, implementing traffic calming measures
to reduce the level of stress. Add wayfinding to draw bicyclists
from Adrian Drive to lower-stress Santa Barbara Drive.
Tier 3
6 Beverly Drive from Bernice
Avenue to city limits
Install bike boulevard, implementing traffic calming measures
to reduce the level of stress. Include intersection crossing and
ADA improvements. Included in the MTC Regional Active
Transportation Network.
Tier 1
8
Enterprise Drive between
Commerce Boulevard and
Seed Farm Drive
Consider separated bike lanes in coordination with Central
Rohnert Park PDA Plan and Downtown development. Also
consider enhancement of connections from Copeland Creek
Trail to Downtown to encourage use of Copeland Creek Trail
as alternative to Enterprise Drive. Included in the MTC
Regional Active Transportation Network.
Tier 1
9
Hunter Drive between
Commerce Boulevard and
Enterprise Drive
Study the installation of bike lanes, buffered bike lanes, or
separated bike lanes. Confirm Sonoma County Transit's use
of Hunter Drive. Included in the MTC Regional Active
Transportation Network.
Tier 1
10
State Farm Drive between
Commerce Boulevard and
Enterprise Drive*
Install separated bike lanes. Coordinate with Central Rohnert
Park PDA Plan, which outlines options and considerations for
configuring existing right-of-way.
Tier 1
13 Keiser Avenue and Snyder
Lane
Install signal and crosswalk at Keiser Avenue/Snyder Lane
intersection. Tier 2
14
Labath Avenue between
Business Park Drive and
Laguna Drive*
Install separated bike lanes.
Tier 2
15
Business Park Drive
between Labath Avenue
and Redwood Drive*
Install separated bike lanes.
Tier 3
16
Dowdell Avenue between
Millbrae Avenue and
Business Park Drive
Install separated bike lanes
Tier 3
17
Country Club Drive
between Fairway Drive and
Hudis Street
Create low-stress bicycle boulevard connections between
Fairway Drive and Hudis Street. Install pedestrian
enhancements to include high-visibility striping, ADA
directional curb ramps, and bulbouts where feasible.
Tier 3
18
Eleanor Avenue between
Country Club Drive and
Snyder Lane
Install bike route, study level of stress and consider upgrading
to bike boulevard. Tier 2
19
Multi-use path between N
Rohnert Park Trail and
Fauna Avenue/Holly
Avenue
Create connection between Fauna Avenue and Holly Avenue,
and install multi-use path connecting north to N Rohnert Park
Trail. In advancing project, reference the Holly-Fauna
Emergency Vehicle Access Bridge Feasibility Study (February
2024).
Tier 3
18
Project
# Project Location Project Description Priority
21
Bodway Parkway between
Valley House Drive and E
Railroad Avenue
Install buffered bike lanes with roadway extension. Included in
the MTC Regional Active Transportation Network. Tier 2
22
Evergreen Elementary
School - Elizabeth Avenue
from Country Club Drive to
Elvera Street, Ellis Street,
Elvera Street, and Emily
Avenue between Ellen
Street to Elvera Street
Create low-stress bicycle boulevard connections to and from
Evergreen Elementary School, residential neighborhoods, and
surrounding parks. Install RRFB at mid-block crossing. Include
traffic calming elements such as speed cushions to slow
speeds along the roadway.
Tier 2
23
Commerce Boulevard from
Redwood Drive to Golf
Course Drive
Improve existing multi-use path. Included in the MTC Regional
Active Transportation Network. Tier 1
24
Copeland Creek Trail and
Sonoma County Water
Agency Service Road
Install bridge to connect the Copeland Creek Trail and
Sonoma County Water Agency Service Road. Included in the
MTC Regional Active Transportation Network.
Tier 2
25
Magnolia Avenue between
Camino Colegio and
Bodway Parkway
Create low-stress bicycle boulevard. At Mitchell Drive and
Manchester Avenue, stripe high-visibility crosswalks, install
bulbouts, and daylight intersections. Consider traffic calming
elements such as speed humps to slow speeds along the
roadway.
Tier 3
26 E Cotati Avenue within city
limits
Install separated bike lanes between western city limit and
Camino Colegio to connect to multi-use path, and complete
multi-use path gap along SW corner of SSU on the north side
of the roadway. At Bodway Parkway stripe high-visibility
crosswalks.
Tier 1
27 Liberty Avenue and Lindsay
Avenue
Create low-stress bicycle boulevard along Liberty and Lindsay
Avenue. Also see project 53 for crossing improvements at
Liberty/Lindsay intersection.
Tier 3
28 Liman Way and Lancaster
Drive
Install RRFBs accessing Ladybug Park and University
Elementary School at La Fiesta. At the crosswalks, daylight
the intersection and install bulbouts to reduce crossing
distance (at Lancaster Dr and Liman Way).
Tier 3
31 East-West Copeland Creek
Trail Connection
Copeland Creek Trail connection over US 101. Rohnert Park is
in PID phase with Caltrans (2024). Included in the MTC
Regional Active Transportation Network.
Tier 1
32 Three Trail Connection
Formalize a connection over Rohnert Park Expressway to
connect the Laguna de Santa Rosa Trail, along with a
connection to the Copeland Creek Trail and Washoe Creek
Trail. Included in the MTC Regional Active Transportation
Network.
Tier 2
33
Country Club Drive from
Golf Course Drive to
Hinebaugh Creek
Greenway
Install multi-use path between Golf Course Drive and
Hinebaugh Creek Greenway. Install pedestrian enhancements
to include high-visibility striping, ADA directional curb ramps,
and bulbouts where feasible.
Tier 1
34
Country Club Drive from
Hinebaugh Creek
Greenway to Rohnert Park
Expressway
Install bike lanes between Hinebaugh Creek Greenway and
Rohnert Park Expressway. Consider lowering posted speed
limit to 25 mph. Implement in coordination with Project 44. Tier 2
19
Project
# Project Location Project Description Priority
35 Liman Way and Lancaster
Drive at Ladybug Park
Install RRFBs accessing Ladybug Park and University
Elementary School at La Fiesta. At the crosswalks, daylight
the intersection and install bulbouts to reduce crossing
distance (at Ladybug Park).
Tier 3
36
Liman Way and Lancaster
Drive at University
Elementary School at La
Fiesta
Install RRFBs accessing Ladybug Park and University
Elementary School at La Fiesta. At the crosswalks, daylight
the intersection and install bulbouts to reduce crossing
distance (at La Fiesta Elementary School).
Tier 3
37 Camino Colegio and
Magnolia Avenue
Improve the Camino Colegio and Magnolia Avenue
intersection to include high-visibility crosswalks, bulbouts,
ADA compliant crosswalks, and extended medians to serve as
pedestrian refuge islands.
Tier 3
38 Redwood Drive and Golf
Course Drive*
Crossing improvements at signalized intersection to improve
conditions for people walking and biking. Tier 1
39 Hwy 101 SB Off-Ramp and
Golf Course Drive*
Crossing improvement at signalized intersection to improve
conditions for people walking and biking. Project is on a
Caltrans facility.
Tier 1
40 Commerce Boulevard and
Golf Course Drive*
Crossing improvement at signalized intersection to improve
conditions for people walking and biking. Implement in
coordination with Project 67.
Tier 1
41
Golf Course Drive and
SMART Multi-Use Trail and
Roberts Lake Road*
Crossing improvement at signalized intersection to improve
walking and biking conditions. Implement in coordination with
Project 57.
Tier 1
44 Country Club Drive and
Racquet Club Circle*
Crossing improvement at unsignalized intersection.
Implement in coordination with Project 34. Tier 3
45
Country Club Drive and
Valley Village Mobile Home
Park Entrance*
Crossing improvement at unsignalized intersection to improve
walking conditions. Tier 1
46 Seed Farm Drive and
Southwest Boulevard*
Crossing improvement at signalized intersection to improve
walking and biking conditions. Implement in coordination with
Projects 63 and 65.
Tier 1
47 Southwest Boulevard and
Burton Avenue*
Crossing improvement at unsignalized intersection to improve
walking and biking conditions. Implement in coordination with
Project 63 and 64.
Tier 1
50 Camino Colegio and Maple
Drive*
Crossing improvement at an unsignalized intersection to
improve walking conditions. Coordinate improvements with
Project 3.
Tier 3
51
Myrtle Avenue & path
entrance approx. 370 feet
west of Liman Way*
Crossing improvement at unsignalized intersection to improve
walking conditions. Study traffic calming / gateway treatment
and mid-block crossing on Myrtle Drive where "Laguna de
Santa Rosa Path" connections are on both sides of Myrtle.
Tier 3
52 Lords Manor Way and
Lancaster Drive*
Crossing improvement at unsignalized intersection to improve
walking conditions. Tier 3
53 Liberty Avenue and Lindsay
Avenue*
Crossing improvement at unsignalized intersection to improve
walking conditions. Tier 3
20
Project
# Project Location Project Description Priority
55
Copeland Creek Trail
(south side path) and
Commerce Boulevard
Crossing improvement. Coordinate with Project 31 and 60. In
near-term, provide wayfinding that encourages people to
cross at Commerce Boulevard/Avram signalized intersection.
Coordinate with Rohnert Park Highway 101 Bike & Pedestrian
Crossing Feasibility Study (February 2022).
Tier 1
56
Redwood Drive from
northern city limits to
southern city limits*
Study upgrade of existing bike lanes to separated bike lanes,
while considering Rohnert Park General Plan greater
emphasis on Dowdell Avenue for preferred bicycle
infrastructure close to residential uses.
Tier 1
57
Golf Course Drive from
SMART multi-use trail to
Synder Lane*
Install multiuse path along/parallel to Golf Course Drive.
Implement in coordination with Project 41. Tier 1
58
Path from Donna Court to
SMART MUP, through golf
course
Study feasibility of a multiuse path connection from Donna
Court to SMART Trail multiuse path. Included in the MTC
Regional Active Transportation Network.
Tier 1
59
Bodway Parkway from East
Cotati Avenue to Valley
House Drive
Upgrade facility to a buffered bike lane.
Tier 3
60
Commerce Boulevard from
Rohnert Park Expressway
to Copeland Creek*
Install separated bike lanes on the west side of Commerce
Boulevard. Tier 1
61
Snyder Lane from East
Cotati Ave to northern city
limits*
Install multiuse path along east side of Snyder Lane.
Tier 1
62
Southwest Boulevard from
Snyder Lane to SMART
multi-use path*
Install separated bike lanes.
Tier 1
63
Southwest Boulevard from
Burton Avenue to SMART
multi-use path*
Implement separated bike lanes. Implement in coordination
with Project 46, 47, 62, and 64. Included in the MTC Regional
Active Transportation Network.
Tier 1
64
Southwest Boulevard from
Burton Avenue to Adrian
Drive*
Implement separated bike lanes. Implement in coordination
with Project 47 and 63. Tier 2
65
Seed Farm Drive from
Southwest Blvd to
Enterprise Dr*
Implement separated bike lanes. Included in the MTC
Regional Active Transportation Network. Tier 1
66
Golf Course Drive between
Hwy 101 Off-Ramp SB and
Redwood Drive
Install separated bike lane. Requires lane reconfigurations at
intersections and between intersections as described in
Projects 38, 39, and 40. Coordinate with Caltrans
improvements identified in District 4 Bicycle Plan. Included in
the MTC Regional Active Transportation Network and is on a
Caltrans facility.
Tier 1
67
Commerce Blvd between
Utility Court and Golf
Course Drive*
Install bidirectional separated bike lanes on east side of
Commerce Boulevard. Implement in coordination with Project
40. Included in the MTC Regional Active Transportation
Network.
Tier 1
21
Project
# Project Location Project Description Priority
68
Dowdell Avenue from
Business Park Drive to
Martin Avenue
Enhance existing bike lanes to buffered bike lanes by
narrowing marked vehicle lanes to 10 to 11 feet wide and
using the remaining space to mark a buffer adjacent to
existing bike lanes.
Tier 1
69
Rohnert Park Expressway
between western and
eastern city limits
Study feasibility for upgrading existing bike lanes to separated
bike lanes or a multiuse path. Project is on a Caltrans facility. Tier 1
70
State Farm Drive to
Redwood Drive New
Crossing
Construct a new ped/bike only grade separated crossing
across US 101 to connect State Farm Drive and Redwood
Drive. Project is on a Caltrans facility.
Tier 3
71
Commerce Boulevard from
Hunter Lane to
Southwest/Commerce
Roundabout.
Conduct corridor study to determine pedestrian and bicycle
safety and access improvements, especially to address
intersections, segments without sidewalks, desire lines to
transit stops, lighting, access to existing multi-use path on
west side of Commerce Boulevard, including transitions from
on-street bike lanes north and south of segment. In near term,
utilize wayfinding and other strategies to direct pedestrian
activity from sidewalk gap on east side of Commerce
Boulevard to west side of Commerce which has existing
sidewalk and multi-use path. Coordinate with Projects 31, 55,
and 60.
Tier 1
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.
(4) Caltrans District 4 Bicycle Plan: https://dot.ca.gov/caltrans-near-me/district-4/d4-programs/d4-transplanning-local-
assistance/d4-office-of-transit-and-active-transportation/d4-bike-plan-info
(5) MTC Regional Active Transportation Network: https://storymaps.arcgis.com/stories/e77c08c157c54493931af81eaf950c02
Figure 4 illustrates the location of the planned bikeway and corridor improvements and Error!
Reference source not found. shows 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 shows planned improvements as well as the existing
biking network.
22
Figure 4. Proposed Bikeway & Corridor Projects
23
Figure 5. Existing & Proposed Active Transportation Network
24
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
order below is the same order in which the projects are listed in Table 2.
Project 3: Camino Colegio from E Cotati Avenue to Bodway Parkway
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
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
25
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 Turn Queue
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.
Specific improvements include:
26
(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
separated bike 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.
(4) Update signal phasing to include bike signals and protected phasing for bikes and
pedestrians to cross Golf Course Drive.
27
(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
south leg of the intersection to provide more direct access to bus stop in southeast
28
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).
Project 50: Camino Colegio and Maple Drive
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.
Implement a raised crosswalk across Myrtle Ave to further manage speeds and encourage
29
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 Myrtle Avenue is 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 separated bike 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
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.
30
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.
Project 62: Southwest Boulevard from Snyder Lane to SMART multi-use path
Type: Install Separated Bike Lanes
31
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.
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
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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.
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Table 3. Catalog of Resources
Resource Description
Manual on Uniform Traffic Control
Devices (MUTCD)
Federal standards on traffic signs, road surface markings, and
signals.
A Policy on Geometric Design of
Highways and Streets (Green Book) National guidance on roadway geometric design
AASHTO Guide for the Planning, Design,
and Operation of Pedestrian Facilities,
2nd Edition
Guidance on the planning, design, and operation of pedestrian
facilities
FHWA Small and Rural Multimodal
Networks
Reference guide on active transportation facilities in small towns and
rural areas
Caltrans DIB -94 Complete Streets:
Contextual Design Guidance
Design guidance to support implementation of complete streets
projects on roads owned by Caltrans
FHWA Bikeway Selection Guide Guidance on selecting and designing different types of bikeways
based on street and land use contexts
FHWA Separated Bike Lane Planning
and Design Guide
Guidance for planning and designing separated bike lanes under
different contexts
NACTO Guides: Urban Street Design
Guide, All Ages and Abilities Guide Reference guides on best practices for street design
NCHRP Report 926 – Guidance to
Improve Pedestrian and Bicyclist Safety
at Intersections
Step-by-step process for selecting intersection safety treatments
FHWA Guide for Improving Pedestrian
Safety at Uncontrolled Crossing
Locations
A reference guide on what type of crosswalk and crossing
treatments are most applicable in a given location
Public Rights of Way Accessibility
Guidelines (PROWAG) Guidelines that provide best practices for accessibility
LRFD Guide Specifications for Design of
Ped Bridges
Guide Specifications address the design and
construction of typical pedestrian bridges
Bicycle Facility Toolbox
34
35
Pedestrian Facility Toolbox
36
37
38
39
40
Traffic Calming Toolbox
41
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Programs & Policies
In addition to infrastructure improvements described above, the Rohnert Park ATP includes
programmatic and policy recommendations to support the Plan’s Vision and Goals.
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 such as:
◦ (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
mobility programs.
• 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 future sidewalks.
• 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 to bring 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 like distance to key destinations, directional arrows to
bicycle routes and trails, multiple languages, and design 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 signs and replacing worn signs.
Policies
The City of Rohnert Park has 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
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.
POLICY 1-1: Prioritize and implement bike and pedestrian projects identified in the ATP, given
the amount of funding available to Rohnert 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
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.
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
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.
POLICY 3-6: Achieve a Bicycle Friendly CommunitySM 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-Work Day, and social
media campaigns.
POLICY 3-8: Coordinate with School Districts and Public Safety Department to increase active
transportation education with a focus on youth; safety; use of helmets, lights and other
safety equipment; 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
Program Timeline Responsible Party or Mechanism for
Implementation
Active Transportation Program
(Establish and Initiate Program) 0 to 2 years Director of Development Services, Director
of Public Works, City Council
Transportation Demand Management
Program
(Establish and Initiate Program)
0 to 3 years Director of Development Services, Director
of Public Works, City Council
Sidewalk Maintenance and Gap
Closure Monitoring Program
(Establish and Initiate Program)
0 to 5 years Director of Development Services, Director
of Public Works
Bicycle Parking Program
(Establish and Initiate Program) 0 to 1 years
Director of Community Services, Director of
Development Services, Director of Public
Works
Wayfinding Program
(Establish and Initiate Program) 0 to 2 years
Director of Community Services, Director of
Development Services, Director of Public
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 were as 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
priority location.
• 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.
Initial Steps Towards Implementation
To advance the projects in the ATP towards implementation, staff can undertake the
following types of activities.
(1) Establish and/or update a citywide Traffic Impact Fee that includes high priority projects
from the ATP.
(2) Review and incorporate ATP projects into the city’s five-year Capital Improvement
Program (see Policy 1-2 above).
50
(3) Review upcoming maintenance projects/activities to identify where active transportation
improvements can be incorporated into things like pavement rehabilitation (e.g., installing
high visibility crosswalks or bike lanes when the new pavement is put in place).
(4) Review current as well as future development project applications to ensure or require
consistency of street frontage with planned ATP projects.
(5) Coordinate with SCTA on upcoming potential funding opportunities with particular focus
on the SCTA Funding Program as well as support or collaboration on state or federal funds
such as HSIP, SS4A, and ATP (those and additional funding sources are highlighted below).
Appendix A contains detailed prioritization results for each project to help aid staff in
understanding which of the prioritization criteria a given project met. Such information can
aid in determining suitable grant funds and/or where opportunities may overlap with other
efforts like Safe Routes to School or supporting access to transit.
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.
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Table 5. 2025 Active Transportation Network – Cost Estimates Summary
Project Type Unit Cost Quantity Cost Estimate
Tier 1 Priority Projects
Multi-Use Path1 $1,023,500/mile 6.23 miles $6,376,405
Bike Lane2 $176,000/mile - -
Buffered Bike Lane3 $574,000/mile - -
Bike Route4 $12,500/mile - -
Bike Boulevard5 $87,500/mile .44 miles $38,500
Separated Bike Lanes6 $1,655,000/mile 5.7 miles $9,433,500
Crossing Improvement
(Unsignalized)7 $8,000 to $60,000 1 location $8,000 to $60,000
Crossing Improvement
(Signalized)8 $8,000 to $120,000 7 locations $56,000 to $840,000
Sidewalk Installation9 $480/linear feet - -
Corridor Study $300,000/mile 4.55 miles $1,365,000
Traffic Calming10 $75,000/mile - -
Total Tier 1 Priority
Projects11 $17.3M to $18.1M
Tier 2 Priority Projects
Multi-Use Path1 $1,023,500/mile - -
Bike Lane2 $176,000/mile 0.19 miles $33,440
Buffered Bike Lane3 $574,000/mile 1.45 miles $832,300
Bike Route4 $12,500/mile 0.49 miles $6,125
Bike Boulevard5 $87,500/mile 1.3 miles $113,750
Separated Bike Lanes6 $1,655,000/mile 3.24 miles $5,362,200
Crossing Improvement
(Unsignalized)7 $8,000 to $60,000 - -
Crossing Improvement
(Signalized)8 $8,000 to $120,000 1 location $8,000 to $120,000
Sidewalk Installation9 $480/linear feet - -
Corridor Study $300,000/mile - -
Traffic Calming10 $75,000/mile - -
Total Tier 2 Priority
Projects11 $6.4M to $6.5M
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Project Type Unit Cost Quantity Cost Estimate
Tier 3 Priority Projects
Multi-Use Path1 $1,023,500/mile 0.41 miles $419,635
Bike Lane2 $176,000/mile - -
Buffered Bike Lane3 $574,000/mile 1.04 miles $593,960
Bike Route4 $12,500/mile - -
Bike Boulevard5 $87,500/mile 1.48 miles $129,500
Separated Bike Lanes6 $1,655,000/mile 1.25 miles $2,068,750
Crossing Improvement
(Unsignalized)7 $8,000 to $60,000 11 locations $72,000 to $540,000
Crossing Improvement
(Signalized)8 $8,000 to $120,000 - -
Sidewalk Installation9 $480/linear feet - -
Corridor Study $300,000/mile - -
Traffic Calming10 $75,000/mile - -
Total Tier 3 Priority
Projects11 $3.3M to $3.8M
2025 Active
Transportation Network
Total All Projects11 $26.9M 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, Table 6 presents 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 Countywide ATP.
Several of the funding sources listed are included in the SCTA Funding Program, which
generally covers a four-year period. Recognizing the need for a coordinated approach to
match the highest-priority projects with available transportation funding sources, SCTA
developed the SCTA Funding Program in 2021. Priorities are identified through a call for
projects to help SCTA assess and prepare projects for multiple funding programs as well as
pair the best projects with the best fund sources available. Projects are evaluated to assess
how they address planning and funding goals both locally and regionally to be competitive
for the available funding. Cycle 2 of the SCTA Funding Program is anticipated to launch in
Summer 2025, and will include funding from the One Bay Area Grant (OBAG) Cycle 4 (CMAQ
and STP funds), 2026 STIP funds, LPP funds, Go Sonoma funds, and other local funding. The
majority of the funds in Cycle 2 will be available in Fiscal Year 2027/28 through Fiscal Year
2030/31.
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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
Communities https://sgc.ca.gov/programs/ahsc/
ATP – Active Transportation Program https://catc.ca.gov/programs/active-transportation-
program
CleanCA – Clean California https://cleancalifornia.dot.ca.gov/
HSIP – Local Highway Safety Improvement
Program
https://dot.ca.gov/programs/local-assistance/fed-and-
state-programs/highway-safety-improvement-program
LPP – Local Partnership Program https://catc.ca.gov/programs/sb1/local-partnership-
program
PROTECT – Promoting Resilient Operations for
Transformative, Efficient, and Cost-Saving
Transportation
https://dot.ca.gov/programs/local-assistance/fed-and-
stateprograms/protect
REAP – Regional Early Action Planning https://www.hcd.ca.gov/grants-and-funding/programs-
active/regional-early-action-planning-grants-of-2021
RC:H2B – Reconnecting Communities: Highways
to Boulevards
https://dot.ca.gov/programs/local-assistance/fed-and-
state-programs/rc-h2b
RMRA & HUTA – Road Maintenance and
Rehabilitation Account & Highway Users Tax
Account
https://www.sco.ca.gov/aud_road_maintenance_sb1.htm
l
SCCP – Solutions for Congested Corridors
Program
https://catc.ca.gov/programs/sb1/solutions-for-
congested-corridors-program
Federal Funding Sources
ATIIP – Active Transportation Infrastructure
Investment Program
https://www.fhwa.dot.gov/environment/bicycle_pedestri
an/atiip/
CMAQ – Congestion Mitigation and Air Quality
Improvement Program
https://ww2.arb.ca.gov/resources/documents/congestio
nmitigation-and-air-quality-improvement-cmaq-program
RAISE – Rebuilding American Infrastructure with
Sustainability and Equity https://www.transportation.gov/RAISEgrants
RSTG – Rural Surface Transportation Grant
Program
https://www.transportation.gov/grants/rural-surface-
transportation-grant
SMART – Strengthening Mobility and
Revolutionizing Transportation https://www.transportation.gov/grants/SMART
SS4A – Safe Streets and Roads for All https://www.transportation.gov/grants/SS4A
STIP – State Transportation Improvement Program https://catc.ca.gov/programs/state-transportation-
improvement-program
STP – Surface Transportation Block Grant https://www.fhwa.dot.gov/specialfunding/stp/
56
Monitoring
Staff will track progress toward implementing this Plan’s content as well as achieving this
Plan’s goals using the measures shown in Table 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
(total) 41.9 miles City data Annual
Linear feet of sidewalk
gaps (total) n/a City data Annual
Goal: Safe & Well-
Maintained
KSI pedestrian and bike
involved collisions with
goal those are zero
Ped: 6/Bike: 5 2015-2020; SWITRS Annual
Number of crossing
improvements installed n/a City data Annual
Community Oriented &
Place Based
Number of active
transportation
improvements within a
1/4 mile of transit/bus
stop
n/a City data Annual
Number of new or
upgraded bike parking
facilities
n/a City data Annual
Notes:
“n/a” Indicates a baseline number for the measure is not applicable.
57
Appendix A Project Prioritization