City of Santa Rosa Bicycle and Pedestrian Master Plan Update 2018 by srcity

FINAL DRAFT â&#x20AC;¢ 02-01-19

Bicycle & Pedestrian

MASTER PLAN UPDATE 2018

ACKNOWLEDGEMENTS

City of Santa Rosa

Community Advisory Board

Nancy Adams, Transportation Planner

City of Santa Rosa • BICYCLE & PEDESTRIAN MASTER PLAN

Rob Sprinkle, Deputy Director of Traffic Engineering Steve Brady, Senior Environmental Specialist Jaime Smedes, Marketing & Outreach Coordinator

Consultant Team ALTA PLANNING + DESIGN

Santa Rosa City Council

Hugh Louch, Principal

Chris Coursey, Mayor

Jeff Knowles, Project Manager

Chris Rogers, Vice Mayor

Paul Klassen, Senior Engineering Associate

Julie Combs

Emily Shandy, Senior Planner

Ernesto Olivares

Lisa Schroer, GIS Analyst

John Sawyer

Ben Frazier, Planner

Tom Schwedhelm Jack Tibbetts

W-TRANS Steve Weinberger, Principal

Bicycle & Pedestrian Advisory Board

Mary Jo Young, Senior Engineer

Beth Dadko, Chair

FISHER TOWN DESIGN

Shaun Ralston, Vice Chair

Lois Fisher, President

Adam Brown Kim O. Badenfort Christine Dektor Mike Lopez Doug McKenzie Barbara Moulton Jim Pedgrift

Waterways Advisory Committee

Kevin Rangel, Assistant Engineer

TABLE OF CONTENTS

INTRODUCTION

OUTREACH

Why Develop a Master Plan?

Online Survey

Purpose of the Plan

Online Mapping Tool

Benefits of Bicycling and Walking

City Website and Social Media

Relationship to Other Documents

Public Open Houses

Plan Organization

Stakeholder Interviews

Summary

Pop Up Events

ï»¿

VISION & GOALS

Overview Vision

Table of Contents

Partner Agency Meetings

PROJECTS, PROGRAMS, & POLICIES 82 Projects

Goals

Citywide Projects

Policies and Actions

Programs Policy Changes

SANTA ROSA TODAY Local Context Equity Biking and Walking Today Safety User Experience and Perceived Comfort

IMPLEMENTATION PLAN 130 Project Evaluation Funding Strategies Environmental Impact

Appendix A.

RECOMMENDATION TABLES

Appendix B.

BICYCLE AND PEDESTRIAN FACILITY GUIDELINES

152

175

iii

INTRODUCTION

WHY DEVELOP A MASTER PLAN?

The Bicycle and Pedestrian Master Plan is a critical tool for guiding city staff and the development community in building a balanced transportation system that is pedestrian and bicycle friendly and encourages residents to use these modes of transportation. The ultimate goal is a shift from driving single occupancy vehicles to more walking and bicycling as a normal part of daily life.

Purpose of the Plan This Bicycle and Pedestrian Master Plan Update 2018 establishes a long term vision for improving walking and bicycling in Santa Rosa by updating the previous plan adopted by the City Council in 2010. The Plan Update 2018 provides a strategy to develop a comprehensive bicycling and walking network to provide access to transit, schools, and downtown

alongside support facilities like bicycle parking and pedestrian amenities. These network improvements are paired with education, encouragement, enforcement, and evaluation programs. This document also identifies a plan to implement these projects and programs through prioritization and phasing to ensure implementation is manageable and fundable. This Plan Update 2018 represents a long-term, aspirational vision for walking and bicycling in Santa Rosa, and recognizes that limited funding and resources will require phased implementation of the proposed improvements over many years.

01 Introduction

Santa Rosa is a vibrant city committed to improving the quality of life for residents and visitors by providing walking and bicycling as convenient, comfortable, and healthy modes of transportation and recreation. The largest city in Sonoma County, Santa Rosa is a gateway to the Redwood Empire and to Sonoma Valley wine country, drawing visitors from across the country and around the world.

The Plan Update 2018 process provided opportunities for elected and appointed members of the Cityâ&#x20AC;&#x2122;s Boards, Commissions, and the public to participate in the development process of the Plan Update 2018 by evaluating, commenting, and suggesting ideas for walking and bicycling. Updates to the Plan are necessary as a progressive city is rarely static and the needs of a viable city are dynamic. Ideally, the Plan Update 2018 should be reviewed every two years to update maps, project lists, and priorities as facilities are completed and to keep pace with the development landscape.

BENEFITS OF BICYCLING AND WALKING Public Health

City of Santa Rosa • BICYCLE & PEDESTRIAN MASTER PLAN

In A Portrait of Sonoma County (2014), the Sonoma County Department of Health Services found the Sheppard neighborhood near downtown Santa Rosa to have one of the lowest life expectancies in the county at 76.6 years – nearly a decade less than Central Bennett Valley in eastern Santa Rosa, where the average life expectancy is 85.7 years. This wide variation between Census tracts in the same city suggests neighborhood amenities and characteristics can have a striking impact on health. Central Bennett Valley is adjacent to hundreds of acres of state parkland and includes Strawberry Park, with nearly six acres of open space and sports facilities. Sheppard is between two state highways and has only one acre of developed park within the neighborhood—and while the park provides walking areas, it lacks sports facilities or other active recreation opportunities. Among the 99 Sonoma County Census tracts evaluated, 13 of the bottom 20 are located in Santa Rosa. Physical inactivity is now widely understood to play a significant role in the most common chronic diseases in the United States, including heart disease, stroke, and diabetes and each year approximately 280,000 adults in the United States die prematurely due to obesity-related illnesses. A 2004 study published in the American Journal of Preventive Medicine by Frank et al.

reported that for each additional 60 minutes spent in a car daily, there is a six percent increase in the chances of being obese. Creating a physical environment that encourages bicycling and walking, and improves access to parks and active recreation opportunities in other neighborhoods, is a key strategy to fight obesity and inactivity and has been shown to have substantial impacts on health with a relatively small public investment. A Portrait of Sonoma County identifies interventions that support safe walking, bicycling, and recreation opportunities as effective strategies to address public health concerns in the County and Santa Rosa, including a focus on sidewalks, street lights, and access to parks.

Collision Reduction Conflicts between people walking, bicycling, and driving can result from poor behavior as well as insufficient or ineffective design. Encouraging development and redevelopment in which bicycling and walking are supported can enhance safety and comfort levels for all users. Designated bicycling and walking facilities, well designed crossings, and continued education and enforcement can reduce the risk of crashes and injuries.

Equity

Quality of Life Creating conditions where walking and bicycling are accepted and encouraged increases a communityâ&#x20AC;&#x2122;s livability in ways that are difficult to measure but should not be overlooked. The design, land use patterns, and transportation systems that comprise the built environment have a profound impact on quality of life issues. The aesthetic quality of a community improves when visual and noise pollution caused by automobiles is reduced and when green space is reserved for facilities that allow people of all ages to recreate and travel in pleasant settings.

Active transportation programs and projects encourage more bicycling and walking, which leads to a better quality of life. This higher quality of life can attract more diverse and creative people, leading to higher economic growth for a city and region.1 Additionally, people who commute using active modes of transportation save money on annual automobile operating costs, and may see additional savings in health care costs. On a community-wide scale, bicycle and pedestrian infrastructure projects are generally far less expensive than automobile-related infrastructure.

01 Introduction

Bicycling and walking are inexpensive and broadly accessible forms of transportation. The average annual operating cost of a bicycle is $308, compared to $8,220 for the average car. Bicycling and walking are affordable means of transportation for low-income and disadvantaged residents. Access to active transportation provides added freedom and independence for youth and parents (who may otherwise be transporting their children) as well as for some people who cannot drive and those who have chosen not to drive.

Economy

Environmental Replacing driving trips with bicycling or walking trips has a measurable impact on reducing greenhouse gases in the atmosphere that contribute to climate change. Fewer vehicle trips and vehicle miles traveled translate into fewer pollutants released into the air, including carbon dioxide, nitrogen oxides, and hydrocarbons. This not only reduces our contribution to climate change, but also improves the health and quality of life for residents who are vulnerable to asthma or other chronic respiratory diseases.

1â&#x20AC;&#x201A;Florida, Richard. Rise of the Creative Class: And How Itâ&#x20AC;&#x2122;s Transforming Work, Leisure, Community, and Everyday Life. New York, NY: Basic Books, 2004.

RELATIONSHIP TO OTHER DOCUMENTS Santa Rosa’s General Plan 2035 guides the physical development of the City and sets out a vision for Santa Rosa where:

City of Santa Rosa • BICYCLE & PEDESTRIAN MASTER PLAN

Complete streets provide safe access for pedestrians, bicyclists, motorists, and transit users of all ages and abilities. Neighborhood-scale retail and service uses, schools, and recreational facilities are connected by bicycle and pedestrian paths and transportation management programs and bicycle/ pedestrian improvements have reduced the number of single-occupancy cars on regional/arterial streets. The Bicycle and Pedestrian Master Plan Update 2018 helps the City realize this ambitious vision along with implementing goals, policies, and recommendations adopted through complementary City planning efforts such as the City’s Creek Master Plan, Climate Action Plan, Downtown Station Area Specific Plan, North Santa Rosa Specific Plan, Roseland/Sebastopol Avenue Specific Plan, and corridor plans for Mendocino Avenue, Santa Rosa Avenue, and Sebastopol Avenue. The Bicycle and Pedestrian Master Plan Update 2018 also helps the City do its part to achieve larger regional and state goals embraced in Sonoma County’s General Plan 2040, Countywide Bicycle and Pedestrian Master Plan, Plan Bay Area 2040, Caltrans District 4 Bicycle Plan, and Toward an Active California: State Bicycle and Pedestrian Plan. This Plan Update 2018 will help Santa Rosa continue to meet the following goals.

Santa Rosa GENERAL PLAN 2035 • Provide attractive and safe streets for pedestrians and bicyclists • Develop a citywide system of designated bikeways that serves both experienced and casual bicyclists, and which maximizes bicycle use for commuting, recreation, and local transport • Develop a safe, convenient, and continuous network of pedestrian sidewalks and pathways that link neighborhoods with schools, parks, shopping areas, and employment centers • Reduce traffic volumes and speeds in neighborhoods CLIMATE ACTION PLAN • Reduce greenhouse gas emissions by 25% below 1990 levels by 2020

REDUCE GREENHOUSE EMISSIONS BY

25%

Sonoma County

California

GENERAL PLAN 2040

TOWARD ACTIVE CALIFORNIA: REDUCE AN GREENHOUSE STATE BICYCLE ANDBYPEDESTRIAN PLAN EMISSIONS

25%

• Triple bicycling trips and double walking and transit trips statewide by 2020 (relative to 2010).

COUNTYWIDE BICYCLE AND PEDESTRIAN PLAN • Develop and maintain a comprehensive countywide bicycle and pedestrian transportation system, which includes projects, programs, and policies that work together to provide safe and efficient transportation opportunities for bicyclists and pedestrians

TRIPLE BIKE TRIPS

01 Introduction

• Reduce Sonoma County’s greenhouse gas emissions by achieving a nonmotorized trips mode share of five percent for all trips and ten percent for trips under five miles long by 2020

DOUBLE

WALKING & TRANSIT TRIPS

COMPREHENSIVE TRANSPORTATION PLAN • Shift transportation mode four percent from single occupant vehicle trips to bicycle and pedestrian trips due to changing attitudes, improved safety, improved nonauto infrastructure, pedestrian/bike/ transit friendly land use changes

PLAN UPDATE 2018 ORGANIZATION

City of Santa Rosa • BICYCLE & PEDESTRIAN MASTER PLAN

CHAPTER 01: Introduction outlines the Plan Update 2018’s purpose and explains its place in the context of other planning efforts and initiatives. CHAPTER 02: Vision & Goals captures the vision and policy framework for Santa Rosa’s Bicycle and Pedestrian Plan Update 2018. The chapter includes performance metrics because what fails to be measured fails to get done. CHAPTER 03: Santa Rosa Today provides an inventory of present-day walking and bicycling in Santa Rosa, including physical conditions of facilities as well as education, enforcement, and encouragement programs. CHAPTER 04: Outreach chronicles how stakeholders, businesses, and thousands of community members shaped the Plan Update 2018 through a comprehensive engagement process.

CHAPTER 05: Projects, Programs & Policies describes and maps the specific projects, programs, and policy changes recommended to meet the active transportation needs of Santa Rosa’s residents and visitors. CHAPTER 06: Implementation Plan presents a strategy to evaluate and prioritize projects and provides details on funding opportunities to advance the Plan Update 2018 through phased implementation. APPENDIX A: Recommendation Tables APPENDIX B: Bicycle and Pedestrian Facility Guidelines

SUMMARY

These investments and natural assets provide a foundation upon which the City can continue to build a high-quality citywide network for bicycling and walkingâ&#x20AC;&#x201D;one that is accessible and comfortable for everyday use by residents and visitors of all ages and abilities.

01 Introduction

Santa Rosa is well poised to increase walking and bicycling for transportation. It has a mild climate most of the year, is relatively flat, and has a large network of existing sidewalks and growing network of on-street bikeways and offstreet shared- use paths. The City has installed bicycle parking in much of the downtown and transit services connect destinations in the region and beyond.

VISION & GOALS

OVERVIEW

All of the following goals, strategies, and policies support the larger citywide â&#x20AC;&#x153;Complete Streetsâ&#x20AC;? policy, which instructs staff to consider the needs of all modes of travel when developing any transportation facility. The goals, strategies, and policies are designed to guide the work of City staff and elected officials, partner agencies, and private developers to improve the livability, economic vitality, and non-motorized accessibility for residents and visitors throughout Santa Rosa. Reducing the amount of driving and automobile ownership is an overarching vision embodied in the Plan Update 2018.

The Plan Update 2018 is organized around a vision statement, three overarching goals tied to relevant performance measures, and a series of specific policies and actions. BICYCLE AND WALK FRIENDLY COMMUNITY DESIGNATION Santa Rosa is currently recognized as a Bicycle Friendly Community at the Bronze level by the League of American Bicyclists. This voluntary assessment and award program evaluates communities on ten criteria that they believe affect three key outcomes: ridership, crashes, and fatalities. These goals, policies, and actions are designed specifically to help elevate the city to a Silver or higher designation (Gold, Platinum, and Diamond) in the near future. Santa Rosa is not currently recognized as a Walk Friendly Community by the UNC Highway Safety Research Center. Taking the actions listed in this chapter can position the City for recognition through this national program as well.

02 Vision & goals

The goals of the Plan Update 2018 reflect the priorities expressed by the community throughout the public outreach phase of this Plan Update 2018. Discussions with City departments, best practices across the nation, and input from community stakeholders have shaped the proposed strategies and policies intended to help the City achieve these goals.

GLOSSARY OF TERMS

VISION

GOALS

A strong statement that serves as an aspirational guide

Broad, long-range targets for making the vision a reality

PERFORMANCE MEASURES How we mark progress in meeting the goals and policies

POLICIES

ACTIONS

What we want to achieve in terms of outcomes

Specific strategies for how to achieve the goals and policies

VISION

City of Santa Rosa • BICYCLE & PEDESTRIAN MASTER PLAN

Santa Rosa is a community where walking and bicycling are comfortable, convenient, and common for people of all ages and abilities.

GOALS GOAL 1

Increase Access and Comfort Design bicycle and pedestrian facilities that are accessible and comfortable for people of all ages and abilities to use. PERFORMANCE MEASURES: • Increase the share of people walking and bicycling to work to five percent by 2025 and ten percent by 2040. • Increase the share of students walking or bicycling to school to ten percent by 2025 and 20% by 2040. • Reduce the number of severe and fatal collisions to zero by 2040.1 • Reduce the percent of arterial streets that are Level of Traffic Stress (LTS) 4 from 57% to 40% by 2040 (see Chapter 3 for information about LTS). • Complete Short Term projects recommended in this Plan Update 2018 by 2030 and High Priority projects by 2040.

1 There are many factors that contribute to severe and fatal collisions that are not within the control of the City. This measure recognizes that the City will continue to monitor severe and fatal collisions, respond if necessary with appropriate solutions when these collisions occur, and act proactively to create an environment where the safety of the most vulnerable road users is prioritized.

GOAL 2

GOAL 3

Support a Culture of Walking and Biking

Identify, develop, and maintain a complete and convenient bicycle and pedestrian network.

Increase awareness and support of bicycling and walking through programs and citywide initiatives.

PERFORMANCE MEASURES:

• Complete Studies recommended in this Plan Update 2018 by 2040.

• Increase the share of people walking and bicycling to work to five percent by 2025 and ten percent by 2040.

• Double the number of short-term and secure long-term bicycle parking locations by 2040. • Maintain adequate pavement quality, striping, and sign visibility and signal/beacon functionality on all bicycle and pedestrian facilities. • Start tracking and begin publishing annual bicycle and pedestrian counts by 2021.

02 Vision & goals

Maintain and Expand the Network

• Increase the share of students walking or bicycling to school to ten percent by 2025 and 20% by 2040. • Increase the number of Bicycle Friendly Businesses to include all of the top ten largest employers in Santa Rosa by 2025.

Sutter Santa Rosa Regional Hospital was recognized with Bronze-level Bicycle Friendly Business award by the League of American Bicyclists in 2018. Sutter is the first business in Sonoma County to be awarded a Bicycle Friendly Business award and joins over 1,250 local businesses, government agencies, and Fortune 500 companies across the United States that are transforming the American workplace.

POLICIES AND ACTIONS Planning

City of Santa Rosa • BICYCLE & PEDESTRIAN MASTER PLAN

Policy 1: Integrate bicycle and pedestrian network and facility needs into all city planning documents and capital improvement projects. • Action 1.1: Review the City’s Capital Improvement Program (CIP) list on an annual basis to ensure that recommended projects from this Plan Update 2018 are incorporated at the earliest possible stage of both new capital projects and maintenance of existing facilities. • Action 1.2: Follow a multi-disciplinary project scoping process that incorporates the needs of all modes and stakeholders, both internal and external. The design process should include the City divisions, departments, and staff responsible for emergency response, parking, law enforcement, maintenance, and other affected areas. • Action 1.3: Utilize the Regional Complete Streets (Routine Accommodation) Checklist to assure consideration of pedestrian and bicycle facility needs in City transportation projects and roadway improvements. • Action 1.4: Evaluate all streets during pavement resurfacing to determine if bicycle facilities can be provided (e.g. bike lanes, wider curb lanes or shoulders) when the striping is reapplied.

• Action 1.5: Ensure that all traffic impact studies, analyses of proposed street changes, and development projects address impacts on bicycling and walking facilities. Specifically, the following should be considered: »» Consistency with General Plan, Area Plan, and Bicycle and Pedestrian Master Plan Update 2018 policies and recommendations »» Impact on the existing bikeway and pedestrian network »» Degree to which bicycle and walking travel patterns are altered or restricted by the projects »» Safety of future bicycle and pedestrian operations (based on conformity to Plan Update 2018 Bicycle and Pedestrian Facility Guidelines and City, State, and Federal design standards) • Action 1.6: Require new development, or reconstruction if applicable, to address the pedestrian and bicycle circulation element based on the above considerations. • Action 1.7: Conduct regular pedestrian and bicycle counts pursuant to regional methodology as part of before and after project implementation. • Action 1.8: Continue to implement the City's Bicycle and Pedestrian Facility Guidelines for all new development projects to support integration of transportation into land use planning decisions.

Design Policy 3: Design a Low Stress Bikeway Network suitable for the “Interested but Concerned,” to include people of all ages and ability levels riding bicycles.

• Action 2.1: Work with adjacent governmental entities, public service companies, coordinating agencies, transit agencies, and the Santa Rosa Junior College to ensure that Plan Update 2018 recommendations are incorporated into their planning and areas of responsibility, and vice versa.

• Action 3.1: Design a network of continuous Low Stress Bikeways as identified in this Plan Update 2018. Projects that improve comfort at intersections and along corridors with high stress should be prioritized.

• Action 2.2: Work with transit providers to improve bicycle and pedestrian access (first/last mile connections) to transit stations and the comfort of transit stops and onboard transit vehicles, especially during peak commute hours, and to provide secure bike parking, benches, and covered waiting areas at stations and stops. • Action 2.3: Establish an ad-hoc Bicycle and Pedestrian Advisory Board Sub-Committee to monitor the launch of the one-year bikeshare pilot program funded by MTC. The Sub-Committee may evaluate the program and report to City Council the successes and opportunities to expand the program to other areas of the city. A bikeshare business plan may be needed as a next step.

02 Vision & goals

Policy 2: Coordinate with other agencies and stakeholders to incorporate Santa Rosa Bicycle and Pedestrian Plan Update 2018 elements.

• Action 3.2: Utilize the bicycle and pedestrian facility guidelines in this Plan Update 2018, guidance from North American City Transportation Officials (NACTO), and most recent State and Federal design standards and guidelines to develop plans for on-street bicycle facilities along corridors and at intersections. • Action 3.3: Follow a multi-disciplinary design process that incorporates and balances the needs of all modes and stakeholders, both internal and external; the design process should include the City divisions, departments, and staff responsible for emergency response, parking, law enforcement, maintenance, and other affected areas as well as other responsible external stakeholder agencies. • Action 3.4: Continue to install bicyclesensitive loop detectors at all signalized intersections with accurately-placed pavement markings placed such that the bicycle detection symbol is off-center of the travel lane and not on the right edge of the travel lane. Consider benefits and costs of infrared, video, and microwave detection.

Policy 4: Design a connected, convenient, and comfortable pedestrian network to serve people of all ages and abilities.

City of Santa Rosa • BICYCLE & PEDESTRIAN MASTER PLAN

• Action 4.1: Include sidewalks on all new or retrofitted roadways. • Action 4.2: Identify and construct sidewalks in areas where they are incomplete. • Action 4.3: Continue to enforce the sidewalk maintenance program to ensure that adjacent property owners maintain the sidewalk properly. • Action 4.4: Plan and develop wellconnected streets, sidewalks, and pathways that provide the most direct paths of travel for pedestrians. Provide connections between or through cul-de-sacs and remove barriers to walking where feasible. • Action 4.5: Continue to install lead pedestrian interval phases in traffic signal timing in the urban core and outside the urban core, as warranted, to encourage walking and facilitate crossing busy regional or high-volume transitional streets.

Policy 5: Design accessible, comfortable, and continuous off-street paths that contribute to the framework of Santa Rosa’s active transportation network. • Action 5.1: Utilize the bicycle and pedestrian facility guidelines in this Plan Update 2018 and most recent State and Federal design standards and guidelines to develop plans for ADA-compliant offstreet trails (Class I shared-use paths). • Action 5.2: Utilize Crime Prevention Through Environmental Design (CPTED) principles in the design of trails.1 • Action 5.3: Identify opportunities for trailhead enhancements to include gateway treatments, public art, wayfinding, and placemaking. Policy 6: Develop an easy to read, unified, and comprehensive wayfinding system for bicyclists, pedestrians, and trail users. • Action 6.1: Pursue grant funding to develop a consistent citywide wayfinding program and replace all prior wayfinding signs.

• Action 4.6: Review signal locations on an annual basis to identify and adjust for increased pedestrian clearance time where needed. • Action 4.7: Routinely evaluate locations for enhancing crosswalks.

1 CPTED is a multidisciplinary approach to reducing criminal behavior that includes designing public spaces and pathways to promote visibility, reduce or eliminate hiding places, and promote desired activity and natural surveillance, among other tools.

Funding

Project Delivery

Policy 7: Leverage existing funding to maximize project delivery.

Policy 9: Construct projects within the Plan Update 2018 utilizing all available internal and external resources.

• Action 7.2: Actively develop projects from the Plan Update 2018 to position the City to best compete for grant funding. • Action 7.3: Follow the Plan Update 2018’s prioritization recommendations, which include equity and other fundingagency-determined factors in scoring. • Action 7.4: Seek to submit grant applications for projects that most competitively match with funding agency criteria. Policy 8: Continue and enhance the City’s annual commitment of local funds for bicycle and pedestrian project implementation. • Action 8.1: Continue preparing an annual Work Plan including the status of pedestrian and bicycle projects in this Plan Update 2018 that have been completed, are in progress, and are proposed for the budget year showing scope, schedule, and budget by fund source.

• Action 9.1: If additional internal support is required, establish a full-time pedestrian and bicycle coordinator position to assist in the planning and implementation of bicycle and pedestrian projects and programs. • Action 9.2: Continue to support a representative Bicycle and Pedestrian Advisory Board to assist City staff in the planning, design, and implementation of projects that positively impact bicycle and pedestrian travel and safety.

02 Vision & goals

• Action 7.1: Utilizing funds as a local match, aggressively pursue funding from available grant sources.

Policy 10: Ensure that bicyclists and pedestrians have accommodation in work zones. • Action 10.1: Incorporate routine accommodation for pedestrian and bicycle facilities when developing priority lists for overlay and construction projects, maintenance, and in the City’s guidelines.

• Action 8.2: Through the CIP process, assess and prepare for upcoming staffing, consultant, and capital funding needs as projects arise. 2

2 The average Bronze Bicycle Friendly Community invests nine percent of its transportation budget in bicycle projects annually.

Operations & Maintenance Policy 11: Maintain designated facilities to be comfortable and free of hazards to bicycling and walking.

City of Santa Rosa • BICYCLE & PEDESTRIAN MASTER PLAN

• Action 11.1: Sweep streets regularly, with priority given to those with higher pedestrian and bicycle traffic. • Action 11.2: Trim overhanging and encroaching vegetation to maintain a clear path of travel along pedestrian and bicycle facilities. • Action 11.3: Develop and implement an appropriate minimum paving surface standard for bicycle boulevards and other low stress bikeways. • Action 11.4: Update repaving project selection methodology to prioritize bicycle boulevards and other low stress bikeways to ensure that the minimum paving surface standard is maintained. • Action 11.5: Incorporate maintenance needs into design of separated bikeways to ensure proper maintenance after construction. • Action 11.6: Work with homelessness navigation centers, the Police Department, and the Department of Housing and Community Services to provide services to unhoused residents encamped on trails. Policy 12: Maintain bicycle parking. • Action 12.1: Develop a procedure for inspection and prompt replacement of damaged bicycle racks.

• Action 12.2: Remove abandoned bicycles from bicycle racks and donate to local non-profit community bicycle shops for use in youth education programs. • Action 12.3: Encourage event organizers to provide and publicize valet bicycle parking. Amend Santa Rosa event permitting process to require secure valet bicycle parking at events over a certain size.

Programs Policy 13: Educate pedestrians, bicyclists, motorists, and the public about roadway safety and the benefits of bicycling and walking. • Action 13.1: Develop a comprehensive Vision Zero strategy that outlines engineering, enforcement, education and encouragement actions. • Action 13.2: Support the continuation and expansion of bicycle safety education programs such as those taught by Sonoma County Bicycle Coalition. Policy 14: Encourage Santa Rosa Public Schools to participate in the Safe Routes to School program. • Action 14.1: Continue to support walk audits at Santa Rosa public schools and utilize improvement plans to pursue grant funding for implementation. • Action 14.2: Continue City staff participation in countywide Safe Routes to School task forces.

Policy 15: Support police enforcement activities targeted at both bicyclists and motorists that educate and reinforce proper and safe behaviors.

• Action 15.2: Focus data-driven enforcement efforts on behaviors with greatest crash risk and/or injury severity such as vehicle speeding or bicyclist wrong-way riding. Policy 16: Increase bicycling and walking through targeted marketing and promotion. • Action 16.1: Provide current and easily accessible information about the Santa Rosa bicycle network, bicycle programs, and bicycle parking. This includes distribution of online bicycle maps, maintaining up-to-date City web pages, and providing opportunities for continued public feedback. • Action 16.2: Encourage major employers to continue, develop, or expand bicycle promotion programs for their employees and recognize those companies designated a Bicycle Friendly Business by the League of American Bicyclists

• Action 16.5: Continue to offer and expand, if possible, the City’s Free Ride Program.

02 Vision & goals

• Action 15.1: Establish a bicycle ticket diversion program per the Bicycle Traffic School bill (AB 902) that allows bicyclists who are ticketed for certain infractions to attend a class on safe bicycle riding to reduce or eliminate their fines.

• Action 16.4: Continue to sponsor the annual Bicycle and Walk to Work Week in May to receive input on the pedestrian and bicycle program as well as to educate the public as to the benefits of walking and bicycling and the Transportation Demand Management program.

Evaluation Policy 17: Measure bicycling and walking activity through an annual count program. • Action 17.1: Establish an annual count program at key locations around the city. • Action 17.2: Make the data publicly available on an ongoing or at least annual basis. Policy 18: Report annually on the implementation of this Plan Update 2018. • Action 18.1: Prepare and present a report to the Bicycle and Pedestrian Advisory Board describing the progress in: »» Achieving the three Goals of the Plan Update 2018 in terms of their specific performance measures »» Implementing the Policies and Actions of this Plan Update 2018

• Action 16.3: Encourage the use of bicycles for City employee commute and work travel purposes so that the City is seen as a model employer.

SANTA ROSA TODAY

This chapter describes the active transportation landscape in Santa Rosa, including a discussion of related themes that inform the recommended infrastructure projects, programs, and policies in the community.

03 Santa Rosa Today

Local Context DEMOGRAPHICS Santa Rosa is home to 173,165 residents, according to 2016 American Community Survey five-year estimates. This represents more than one third of the Sonoma County population of 497,776. When compared to the county population, Santa Rosa is slightly younger, with more residents under 10 years old and between 2034 years old, as shown in Figure 3-1. Santa Rosa families participate in a Kidical Mass ride

Figure 3-1: Population by Age in Santa Rosa and Sonoma County 30% 25% 20% 15% 10% 5% 0% < 10

10-19

20-34

35-54

55-74

75+

AGE Santa Rosa

Sonoma County

City of Santa Rosa â&#x20AC;˘ BICYCLE & PEDESTRIAN MASTER PLAN

LAND USE & MAJOR DESTINATIONS

TRANSIT ACCESS

This Plan Update 2018 will support Santa Rosaâ&#x20AC;&#x2122;s Priority Development Areas (PDAs), the areas where the City plans to focus development in denser, mixed-use areas along transit routes shown in Figure 3-2. In conjunction with this development and transit service, high-quality bicycling and walking infrastructure within PDAs is intended to offer improved alternatives to driving. The existing and planned land uses in Santa Rosa will inform the recommendations in this Plan Update 2018 in an effort to maximize the number of people who will have access to walking and bicycling networks.

Santa Rosa is served by several transit providers and routes that offer connections to local and regional destinations. Santa Rosa CityBus and Sonoma County Transit both offer local bus service, and two Sonoma-Marin Area Rail Transit (SMART) stations have service to the Sonoma County Airport as well as Rohnert Park, Petaluma, Cotati, Novato, and San Rafael. Future stations are planned for Larkspur, Windsor, Healdsburg, and Cloverdale. Golden Gate Transit also offers bus service between Santa Rosa and San Francisco. See Figure 3-4 for a map of frequently used transit routes in the city.

Major destinations in Santa Rosa include schools, parks, healthcare facilities, shopping centers, city hall, county administration, and transit stations, mapped in Figure 3-3. These destinations are dispersed throughout the four quadrants of the city, and will require a comprehensive network of active transportation facilities to allow people to walk or bicycle instead of driving. Employment density is highest in the downtown area and in northern Santa Rosa along Highway 101 where Kaiser Permanente Medical Center and several federal and county offices are located.

Many bicyclists use transit for a portion of their trip, making bicycling access to transit stops and stations an important part of the active transportation network. Between 2013 and 2018, approximately 30,000 bicycles were brought on CityBus trips each year. From August 2017 to August 2018, SMART carried nearly 723,000 passengers and nearly 65,500 bicycles. This means approximately one in nine passengers brought a bicycle aboard.

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Industrial Piner Rd

con Middle Rin

Park

W 3rd St

Benton St

ve Gro

Hopper Ave

Commercial + High Mix Use

SMART Station

High Density

City Hall

nta F ou

Medium Density

101 £ Cleveland Ave

DESTINATIONS + W Steele Ln BOUNDARIES

LAND USE INTENSITY

Priority Development Area

Marlow Rd

Map produced February 2018. Piner Rd

King St

Map produced January 2019.

Range Ave

Figure 3-2

PRIORITY DEVELOPMENT FIGURE 3-2 AREAS

Commercial + HighMILES Mix Use 0

Urban Growth Boundary

SE B

m ar

CityGrowth Limts Urban High Density Boundary

W 9TH ST

RD W3

Current City Limts Park Density Medium

FIGURE 3-2

SANTA ROSA BICYCLE & PEDESTRIAN MASTER PLAN UPDATE 2018

ELAND AVE

Priority Development Area School DESTINATIONS + BOUNDARIES Major Employer

PRIORITY DEVELOPMENT AREAS

DESTINATIONS + BOUNDARIES

Class III Bike Route

a Hill Rd lu m

Corby Ave

Class II Bike Lane Industrial

FIGURE 3-2Class IIIB Bicycle Boulevard

Stony P o in t Rd

r D

Park

S Wright Rd

erfield

SANTA ROSA BICYCLE O MASTER EXISTING & PEDESTRIAN a k + High Mix Use Commercial Class I Shared-Use Path Annadel StateUPDATE PLAN 2018

SANTA ROSA BICYCLE & PEDESTRIAN MASTER PLAN UPDATE 2018

High Density

Occid ental Rd

Bellevue Ave

Class II Bicycle Lane Class IIB Buffered Bicycle Lane Class III Bicycle Route Br idg eClass IIIB Bicycle Boulevard Rd Class IV Separated Bikeway Study Oa k L ite

tt Va lley

PRIORITY Low Density DEVELOPMENT Medium Density AREAS 12 ¨ Wh

Ben ne

ve nA

Su mm

e le Av M ap

PROPOSED Class I Shared-Use Path LAND USE INTENSITY St o

Spring Lake Park

Valle jo St

Glenbrook D r

n ro at H e

RANGE AVE

g om on t

sh Cr eek Rd

Av e

ista Alta V

King St

Cleveland Ave

Benton St

Priority Development Area SANTA ROSA BICYCLE & PEDESTRIAN MASTER PLAN UPDATE 2018

Pkw y

un Fo

Range Ave

Marlow Rd

101 £

NORTHEAST

in g

ro ve Fulton Rd

Peterson Ln

W Steele Ln

W College Ave

W 3rd St

te Rd

BIKEWAYS

d aR

Piner Rd

og list

con Middle Rin

Pkwy

ve Gro

e rn

San Miguel Rd

C hana

RECOMMENDED FIGURE 3-2

Oakm on t Dr

Pkw y

nta F ou

Hopper Ave

PRIORITY DEVELOPMENT AREAS Sk

SANTA ROSA BICYCLE & PEDESTRIAN MASTER PLAN UPDATE 2018

ar yf

ve ro

High Density

ar yf N

e dw ld R O

SMART Station

Santa Rosa Ave

ng ai

Shopping Center

un t o F

Hopper Ave

LINK LN

e rn

Meldotronic

DESTINATIONS + BOUNDARIES

City Limts

Dutton Ave

e Burbank Av

Rd Sto ny Point

S Wright Rd

Hospital

Urban Growth Boundary

ill aH

y No rthpoint Pkw

lum

Park

ve le A

nd He

SMART Station

School

M ap

ta Pe

School

4t t

Sebastopol Rd

Transit Station

Shopping Center

Rosa Plaza

Shopping Center Occident al Rd 12

City Limts

W 9th St

Hospital

Major Employer

15th Amy's Kitche

City of dS St Santa 3r 7t h SantaRosa

W 3rd St

Santa Rosa Junior College

HEARN AV Se Pacific Ave

Benton St Colle ge Ave

Map produced January 2019.

DR LEO Oc

Carr Ave

MAJOR DESTINATIONS

SMART Station W College Ave Map produced February 2018.

m xe He

King St S Wright Rd Nort h St

101 £

Mendocino Ave

Transit Station

Guerneville Rd

Figure 3-3

¹¹

Rd W 3rd te

Santa Rosa Ave

O PO AST

AV E BURBANK

Major Employer

an a

Hum boldt St

Range Ave

Marlow Rd

n ey L

Fulton Rd

Coff

Ch Sonoma Urban Growth Boundary County MILESOffices Steele Ln MILES Coddingtown 1 0.75 2 1.5 Mall

W Co

SE B

CityGrowth Limts Urban Boundary Santa Rosa Junior College

Guern Tech

RD W3

CardioVascular DESTINATIONS + San Miguel Ave Current Park City Limts Kaiser Permanente Santa Rosa BOUNDARIES Medical Center

Piner Rd

W 9TH Key ST

WEST AVE

oo d

Hospital

SMART Station Park

E AV TTON DU

CityTransit Hall Station

101 £

San M

Piner

School DESTINATIONS + BOUNDARIES Major Employer

Taylor Mountain Regional Park

ELAND AVE

DESTINATIONS + BOUNDARIES

SANTA ROSA BICYCLE & PEDESTRIAN MASTER PLAN UPDATE 2018

Ave

Dutton Ave

e Burbank Av

e hi t

lu Yu

Class II Bike Lane Industrial

Class III Bike Route Class IIIB Bicycle Boulevard

Amy's Kitchen

Bellevue Ave

Class I Shared-Use Path

Annadel State Park

ill aH

Rd Sto ny Point

O EXISTING a k + High Mix Use Commercial

MAJOR DESTINATIONS

ley

lum

Santa Rosa Marketplace

Hearn Ave

ve dA oo o kw Bro

nd He

y No rthpoint Pkw

ta Pe

Sebastopol Rd

M ap

Farmer's Be nn e tt V Lane all ey Plaza

RANGE AVE

f ie er

12 Ã

ve le A

Fulton Rd

Farm ers Ln

ve aA

Spring Lake Park

Class I Shared-Use Path Class II Bicycle Lane Class IIB Buffered Bicycle Lane S Density to Low SANTA ROSA BICYCLE ne Class III Bicycle Route Br id & PEDESTRIANgeClass MASTER IIIB Bicycle Boulevard Rd Medium Density Class IV Separated Bikeway PLAN UPDATE 2018 Study

Pk wy

lp Yu

W 9th St

Priority Development Area SANTA ROSA BICYCLE & PEDESTRIAN MASTER PLAN UPDATE 2018

MAJOR PROPOSED 12 Ã LAND USE INTENSITY DESTINATIONS

15th St Howarth St h 4t Santa Rosa Park Memorial Hospital t e e City of r d S v A e Av e Montgomery t tt a 3 e S y o m Ho Ma Santa Av 7t h Village en Son en Ave Ho SantaRosa Rosa Plaza

W 3rd St

NORTHEAST

Chann el Dr

m no So

h Cre ek Rd

livos

King St Nort h St

Pacific Ave

Bru s

Lo s O

El C

yD er y H w go m t a

BIKEWAYS

St F ran c is R d

ng ai un t o F

Hum boldt St

Mendocino Ave

Range Ave

Marlow Rd

e Av

Carr Ave

Benton St Colle ge Ave

W College Ave

S Wright Rd

m xe He

Calistoga Rd

nyo

101 £

Guerneville Rd

Occident al Rd

Coddingtown Mall

Ch Sonoma County Offices

d eR n at

n ic Be

n ey L

Steele Ln

Kaiser Permanente Santa Rosa Medical Center

cit nte

Coff

Fulton Rd

Meldotronic CardioVascular

o er

Piner Rd

RECOMMENDED FIGURE 3-2 l ca

San Miguel Ave

vd Bl

e rn

Keysight Technologies

Pk wy

e dw o ld R O

Hopper Ave

Santa Rosa Marketplace

Hearn Ave

MILES 2 Bellevue Ave

Amy's Kitchen

101 £

PRIORITY DEVELOPMENT AREAS yf Sk

SANTA ROSA BICYCLE & PEDESTRIAN MASTER PLAN UPDATE 2018

m ar in Bru

Chan nel Dr

Spring Lake Park

e Ho

Valle jo St

Glenbrook D r

Class I Shared-Use Path Class II Bicycle Lane SANTA ROSA BICYCLE Class IIB Buffered Bicycle Lane St on Low Density e Class III Bicycle Route & PEDESTRIAN MASTER Br idg eClass IIIB Bicycle Boulevard Rd PLAN UPDATE 2018 Medium Density Class IV Separated Bikeway Study Oa k L

High Density

Class I Shared-Use Path Dr

Trione-Annadel State Park

Class II Bike Lane SMART Station Industrial

School DESTINATIONS + CITYBUS ROUTES BOUNDARIES Major Employer

2, 2B SMART Station 10, 10W SMART Station

Fulton Rd

Pkw y

ree k Rd

in g

Range Ave

King St

Cleveland Ave

oin t Rd

ro ve in g Fo

ght Rd

nge Ave

lu m

te Rd

MILES 2

l M ap

C hana

d aR

Occid ental Rd

og list

San Miguel Rd

W 8th St

Urban Growth Boundary con Middle Rin

e rn

Benton St

Glenbrook D r

Pkwy

Hopper Ave

Marlow Rd

Peterson Ln

Current City Limts

Park W College Ave

Santa Rosa Junior College

W 3rd St

DR LEO

101 £

W Steele Ln

ve Gro

Amy's Kitche

Fulton Rd

CONNECTIONS + SUPPORT FACILITIES

4, 4B

City Hall

nta F ou

¹¹

O PO AST

WEST AVE

e rn

MILES

MILES 2 1.5

HEARN AV

Piner Rd DESTINATIONS + Map produced February 2018. BOUNDARIES

10, 10W

DESTINATIONS + Piner Rd

0.75

m ar

2, 2B

CITYBUS ROUTES

Hopper Ave

San Miguel Rd

yf Sk

9, 9E

Transfer Station

Map produced January 2019.

SE B

AV E BURBANK

CITYBUS ROUTES

Park and Ride

18 Boundary Urban Growth

Transfer Station

SMART Station

16 CityGrowth Limts Urban Boundary

W 9TH ST

RD W3

m ar

Park and Ride

TRANSIT SANTA ROSA BICYCLE & PEDESTRIAN MASTER CONNECTIONS PLAN UPDATE 2018

yf Sk

Shopping Center

4, 4B 15 Current Park City Limts

SMART Station

TRANSIT Figure 3-4 CONNECTIONS

Hospital

Park

LINK LN

CONNECTIONS + SUPPORT FACILITIES

9, 9E CityTransit Hall Station

E AV TTON DU

SANTA ROSA BICYCLE & PEDESTRIAN MASTER PLAN UPDATE 2018

Taylor Mountain Regional Park

Av e

Corby Ave

Stony P o in t Rd

S Wright Rd

TRANSIT CONNECTIONS

ELAND AVE

a Hill Rd lu m

Park and Ride

DESTINATIONS + Transfer Station BOUNDARIES

Class III Bike Route Class IIIB Bicycle Boulevard

Bellevue Ave

r D

erfield

Occid ental Rd

CONNECTIONS + 12 ¨ O EXISTING a k + High Mix Use SUPPORT FACILITIES Commercial ite

tt Va lley

TRANSIT PROPOSED CONNECTIONS LAND USE INTENSITY

Ben ne

ve nA

Su mm

e le Av M ap

n ro at H e

RANGE AVE

W 8th St

er y

G re

Pkw y

g om on t

sh Cr eek Rd

Av e

ista Alta V

King St

Cleveland Ave

Benton St

Priority Development Area SANTA ROSA BICYCLE & PEDESTRIAN MASTER PLAN UPDATE 2018

ro ve

un Fo

Range Ave

Marlow Rd

101 £

NORTHEAST

in g

ro ve Fulton Rd

Peterson Ln

W Steele Ln

W College Ave

W 3rd St

te Rd

BIKEWAYS

d aR

Piner Rd

og list

con Middle Rin

Pkwy

ve Gro

e rn

San Miguel Rd C hana

RECOMMENDED FIGURE 3-2

Oakm on t Dr

Pkw y

nta F ou

Hopper Ave

EQUITY

City of Santa Rosa • BICYCLE & PEDESTRIAN MASTER PLAN

Equity issues are an important part of all planning processes, including development of this Plan Update 2018. Historically, communities with large populations of people of non-white races or ethnicities and low income households have received less investment from their local governments, including an uneven spatial distribution of facilities and safety improvements for people walking and bicycling. A review of citywide factors related to walking, bicycling, and equity identified neighborhoods that are disproportionately burdened by pollution or other negative impacts. These and other considerations informed the projects and prioritization recommended in this Plan Update 2018.

Income and Vehicle Access While Sonoma County has a higher median household income at $66,833 than the state of California at $63,783, Santa Rosa is slightly less affluent than both the county and state with a median household income of $62,705. Median income varies widely between cities in Sonoma County, as shown in Figure 3-5. The other two large cities— Rohnert Park and Petaluma—have median household incomes of $60,333 and $80,907 respectively. All median income figures are from the American Community Survey 2016 5-year estimates.

Figure 3-5: Median Household Income $90,000 $80,000 $70,000

INCOME

$60,000 $50,000 $40,000 $30,000 $20,000 $10,000 $0 Santa Rosa $62,705

Sonoma County $66,833

California $63,783

Petaluma $80,907

Rohnert Park $60,333

With such widespread vehicle access, few households rely on walking or bicycling out of necessity. To create significant shifts in trips away from driving, walking and bicycling must be convenient and comfortable options to attract more people.

03 Santa Rosa Today

Just two percent of households in Santa Rosa lack access to a vehicle, as shown in Figure 3-6. Nearly 80% of households have access to two or more vehicles. These rates are nearly identical to countywide vehicle access.

Figure 3-6: Vehicles Available

No vehicle available

1 vehicle available

2 vehicles available

3+ vehicles available

Communities of Concern

City of Santa Rosa • BICYCLE & PEDESTRIAN MASTER PLAN

In the City of Santa Rosa, the three Communities of Concern include the Roseland neighborhood southwest of the Highway 101 and SR 12 interchange, an area north of College Avenue and west of Highway 101, and the downtown area east of Highway 101 between College Avenue and Sonoma Avenue. See Figure 3-7 for a map of Communities of Concern. The walking and bicycling improvements recommended in this Plan Update 2018 will consider the benefits and burdens of those projects on these communities.

As part of the San Francisco Bay Area’s long-range integrated transportation and land use/housing strategy, Plan Bay Area, the Association of Bay Area Governments (ABAG), and the Metropolitan Transportation Commission (MTC) analyzed the distribution of benefits and burdens that would result from implementation of the region’s preferred planning scenario. To conduct this analysis, ABAG and MTC, along with extensive input from an Equity Working Group and other stakeholders, identified “Communities of Concern” throughout the Bay Area region that meet at least four thresholds listed in Table 3-1.

Table 3-1: Community of Concern Factors and Thresholds FACTOR

% OF REGIONAL POP.

COMMUNITY OF CONCERN THRESHOLD

Minority Population

54%

70%

Low Income (<200% of poverty) Population

23%

30%

Limited English Proficiency Population

20%

Zero-Vehicle Households

10%

Seniors 75 and Older

10%

Population with a Disability

18%

25%

Single-Parent Families

14%

20%

Cost-Burdened Renters

10%

15%

Source: Appendix A: Detailed Methodology, Plan Bay Area (2013). planbayarea.org/pdf/Draft_Plan_Bay_Area/Appendices_to_Draft_Equity_Analysis_Report.pdf

CalEnviroScreen 03 Santa Rosa Today

The California Office of Environmental Health Hazard Assessment developed the CalEnviroScreen tool to help identify communities that are disproportionately burdened by multiple sources of pollution. It combines pollution data (such as ozone concentrations and drinking water contaminants) with population indicators (such as birth weight and educational attainment). This is also a tool used in Californiaâ&#x20AC;&#x2122;s Active Transportation Program grant application scoring. Communities that score in the most burdened 25% of the state are considered to be disadvantaged and receive a small advantage in the competitive funding process. Areas in Santa Rosa that meet this threshold are mapped in Figure 3-8.

PRIORITY DEVELOPMENT AREAS yf Sk

SANTA ROSA BICYCLE & PEDESTRIAN MASTER PLAN UPDATE 2018

m ar in Bru

G re

Spring Lake Park ve nA

High Density

O EXISTING a k + High Mix Use Commercial ite

Class I Shared-Use Path Dr

Trione-Annadel State Park

DESTINATIONS + BOUNDARIES

School DESTINATIONS + BOUNDARIES Major Employer

m ar

E AV TTON DU

CityTransit Hall Station

ro ve

SMART Station

SMART Station e rn

Shopping Center

Fulton Rd

San Miguel Rd

Marlow Rd

Cleveland Ave

Peterson Ln

AV E BURBANK

W College Ave

O PO AST

W 3rd

DR LEO

HEARN AV

Benton St

Amy's Kitche

Map produced January 2019.

Hospital

m ar

sh Cr eek Rd

Bru

Av e

ista Alta V

Bellevue Ave

MILES 2

Corby Ave

Stony P o in t Rd

Pkw y ro ve in g ta un Fo

Range Ave

Marlow Rd

lu m

n Ln

Fulton Rd

d aR

W Steele Ln

M ap

og list

te Rd Urban C hana Growth Boundary Rd

Santa Rosa Junior College City Limts

con Middle Rin

Park

City Limts

Pkwy

SMART Station

ve Gro

San Miguel Rd

Santa Rosa Junior College in

e rn

Shopping Center

nta F ou

Hopper Ave

101 £

Occid ental Rd

Hospital

Piner Rd

Glenbrook D r

SMART Station

S Wright Rd

Transit Station

Community of Concern

W 8th St

W 3rd St

Shopping Center

S Wright Rd

Map produced February 2018.

DESTINATIONS + BOUNDARIES Major Employer

2 1.5

0.75

Major Employer

yf Sk

COMMUNITIES OF CONCERN

Transit Station

Figure 3-7

SANTA ROSA BICYCLE & PEDESTRIAN MASTER PLAN UPDATE 2018

¹¹

DESTINATIONSUrban + Growth Boundary MILES W Steele Ln BOUNDARIES MILES

WEST AVE

Range Ave

SE B

CityGrowth Limts Urban Boundary

W 9TH ST

RD W3

Current Park City Limts Piner Rd

COMMUNITIES OF CONCERN

LINK LN

Hospital Hopper Ave

Park

Pkw y

Community of Concern

Taylor Mountain Regional Park

yf Sk

Corby Ave

Stony P o in t Rd

S Wright Rd

Community of Concern

ELAND AVE

a Hill Rd lu m

Bellevue Ave

SANTA ROSA BICYCLE & PEDESTRIAN MASTER PLAN UPDATE 2018

Class III Bike Route Class IIIB Bicycle Boulevard

Class II Bike Lane Industrial

RANGE AVE

r D

tt Va lley

PLAN UPDATE 2018

COMMUNITIES OF CONCERN Ben ne

Fulton Rd

e Ho

King St

erfield

Occid ental Rd

Class I Shared-Use Path Class II Bicycle Lane Class IIB Buffered Bicycle Lane St on e Class III Bicycle Route Br idg eClass IIIB Bicycle Boulevard Rd Density SANTA ROSAMedium BICYCLE Class IV Separated Bikeway 12 Study Oa k & PEDESTRIAN MASTER L

Su mm

101 £

e le Av M ap

PROPOSED

COMMUNITIES OF LAND USE INTENSITY CONCERN Low Density

Chan nel Dr

Valle jo St

Glenbrook D r

n ro at H e

Oakm on t Dr

W 8th St

er y

sh Cr eek Rd

Av e

ista Alta V

King St

g om on t

Priority Development Area SANTA ROSA BICYCLE & PEDESTRIAN MASTER PLAN UPDATE 2018

in g

un Fo Cleveland Ave

Marlow Rd

Range Ave

Benton St

NORTHEAST

in g

ro ve Fulton Rd

Peterson Ln

W Steele Ln

W College Ave

W 3rd St

te Rd

BIKEWAYS

d aR

Piner Rd

og list

con Middle Rin

Pkwy

ve Gro

e rn

San Miguel Rd C hana

RECOMMENDED FIGURE 3-2

Pkw y

nta F ou

Hopper Ave

G re

PRIORITY DEVELOPMENT AREAS

ss ro An

os la m

ia n

RANGE AVE

DESTINATIONS + 51 - School 75% BOUNDARIES Major Employer

76 - 100% (Highest Scores) CityTransit Hall Station 101 *Scoring is based on environmental, SMART Station SMART Station health, and socioeconomic Ba rn nt Hopper Ave CirW 9THouST conditions. Areas with higher scores Hospital F are facedPark with more adverse Shopping Center T RD S conditions and areas with Rd lower W3 Sa n Miguel scores are faced with less adverse L Current City Limts Park Russell Ave O PO AST SE B conditions. Piner Rd E AV TTON DU

1 y 10

Dutton Ave

Bellevue Ave

Slate r St Hum

Corby Ave

Dutton Meadow

Stony P o in t Rd

sh Cre ek Rd

Bru

Valle y Dr de n

H id

S Wright Rd

Rou

Armory Dr

Marlow Rd

Pkw y

r St Humboldt St

Armory Dr

MILES 2

Av e

a Hwy om So n

Hearn Ave

Mon te Ve r de

Gre

Hardi es Ln Range Ave

Urban Growth Boundary

V ista

e Av

n y L

Ol ive St ro le ca Es

Calistog a Rd

Francisco Ave

e Av

Fulton Rd

WE veST AVE A

AV E BURBANK

n tto

City Limts

te Rd

Alta

i no oc

Redw ood Hwy

C off e

Santa Rosa Junior College *Scoring is based on environmental, *Scoring based on environmental, health, and socioeconomic conditions. Areas with higher scores are 0 health,isand socioeconomic faced with more adverse conditions and areas with lower scores are faced with less adverse conditions. conditions. Areas with higher scores Park Pacifi c Ave are faced with more adverse C

C ha na

Park

Blvd Mission

SMART Station

Peterson Ln

Russell Ave

Piner Rd

l Rd

con

1 y 10

Shopping Center

Sa n Miguel Rd

Redw ood Hwy

n y L

n ou

C off e

W 3rd St

Badger Rd Middle Rin

Cir

i no oc

Hardi es Ln Range Ave

Francisco Ave

Fulton Rd

Peterson Ln

Ba rn

W 8th St

Joe Ro dota Trl

Pkwy

Hopper Ave

Hospital

Colleg e Ave Amy's Kitche

po Sebasto Santa Rosa Junior College

ve ro

Hill Rd Parker

r Ba

26 - 50%

g in

HEARN AV

k Dr Glenbroo

t es W

ve Gro

101 Major Employer

DR LEO

Rd SMART Occid entalStation

a in

1 - 25% (Lowest Scores)

W 9th St

Shopping Center Valley

W College Ave

Hospital

unt

Transit Station

Cl ov e

Map produced February 2018.

SCORE (PERCENTILE)

2 1.5

0.75

Transit Station

Map produced January 2019.

DESTINATIONS + BOUNDARIES

Major Employer

d Dr r Cree k R ws D ss d re rm ro An yf a C Sk

CALENVIROSCREEN

¹¹

DESTINATIONS + Boundary Urban Growth MILES BOUNDARIES MILES

LINK LN

r Ba

CityGrowth Limts Urban Boundary

*Scoring is based on environmental, health, and socioeconomic conditions. Areas with higher scores are faced with more adverse conditions and areas with lower scores are faced with less adverse conditions.

nd Rou

1 - 25% (Lowest Scores)

O Los liv os R d

Ave

nt a Rosa

sh Cre ek Rd Bru

de n H id

Beaver St King St

Slate r St Humboldt St Orchard St

Corby Ave

d Dr r Cree k R ws D ELANDssAVE EV d re rm CL ro An yf a C Sk

DESTINATIONS + 26 - 50% BOUNDARIES

SCORE (PERCENTILE)

SANTA ROSA BICYCLE & PEDESTRIAN MASTER Figure PLAN3-8 UPDATE 2018

76 - 100% (Highest Scores)

Class III Bike Route Class(Lowest IIIB Bicycle Boulevard 25% Scores) Dr

Taylor Mountain Regional Park

CalEnviroScreen 3.0

51 - 75%

SANTA ROSA BICYCLE & PEDESTRIAN MASTER PLAN UPDATE 2018

76 - 100% (Highest Scores)

116

m on Class II Bike Lane SCOREIndustrial (PERCENTILE) t

51 - 75%

¨¨

O Path Class I Shared-Use a

Annadel State Park

r sD

26 - 50%

Oa EXISTING k + High Mix Use Commercial

a eth

irfie

e h it W

e ks id e

ne tt

B Rd

Tokay St

Class I Shared-Use Path Class II Bicycle Lane Class IIB Buffered Bicycle Lane Class III Bicycle Route St on SANTA e B ROSA BICYCLE rid Class IIIB Bicycle Boulevard ge Medium Density R & PEDESTRIAN MASTER Class IV 12 Separated Bikeway d Study 2018 Fa Oak PLAN UPDATE

High Density

CalEnviroScreen 3.0 Be n

PROPOSED CalEnviroScreen LAND USE INTENSITY 3.0 Low Density

Dutton Ave

O Los liv os R d

Valle y Dr

Hardi es Ln Range Ave

Armory Dr

s Lo

Spring Lake Park

ve t te A e Av en o H

lle Va

Dutton Meadow

M aye

C re

Hill Rd

Stony P o in t Rd

Pkw y

nd Rou

Francisco Ave

Fulton Rd

Marlow Rd

er y

He ron D r

e ld rf i

n tg

Priority Development Area SANTA ROSA BICYCLE & PEDESTRIAN MASTER PLAN UPDATE 2018

Gre

Ch ann el Dr

ve aA no m

Ave ton As

S Wright Rd

M el ita

NORTHEAST

e Dr

a Hwy om So n

m Su

Rte 12 Sta te Ave le Ma p

ta lu

Hearn Ave

Bellevue Ave

Mon te Ve r d

Av e

Ol ive St

V ista

e Av

Occid ental Rd Joe Ro dota Trl Sebasto po l

h 4t

BIKEWAYS

ro le ca Es

e Av

n tto

W 3rd St

Pacifi c Ave

W 8th St

k Dr Glenbroo

t es W

Alta

i no oc

W 9th St

Colleg e Ave

te Rd

Blvd Mission

W College Ave

Calistog a Rd

n y L

Redw ood Hwy

C off e

Cl ov e

con

1 y 10

Peterson Ln

Russell Ave

Piner Rd

C ha na

RECOMMENDED FIGURE 3-2

Badger Rd Middle Rin

Pkwy

n ou

e ov

ve Gro

Cir

a in

Ba rn

n ai

Hill Rd Parker

r Ba

Sa n Miguel Rd

Valley

unt

101 £ Hopper Ave

SANTA ROSA BICYCLE & PEDESTRIAN MASTER PLAN UPDATE 2018

d Dr r Cree k R ws D d re f a rm y Sk

M el ita

Ch ann el Dr

BICYCLING AND WALKING TODAY

City of Santa Rosa • BICYCLE & PEDESTRIAN MASTER PLAN

Existing Bicycle Network

CLASS I SHARED USE PATHS

The California Department of Transportation (Caltrans) designates four classes of bicycle facilities: Class I shared use paths, Class II bicycle lanes, Class III bicycle routes, and Class IV separated bikeways. The City’s current bicycle network has approximately 115 miles of bikeways, and has grown by 40% since the last Bicycle and Pedestrian Master Plan Update 2018 in 2010 (see Table 3-2). Descriptions of each bikeway class are included in the following section, and bikeways are mapped in Figure 3-9 through Figure 3-14 to show where they currently exist in Santa Rosa.

Class I shared use paths are paved trails completely separated from the street. They allow two-way travel by people bicycling and walking, and are often considered the most comfortable facilities for children and inexperienced riders as there are few potential conflicts between people bicycling and people driving.

CLASS II BICYCLE LANES

Table 3-2: Bikeway Mileage in 2010 and 2018 BIKEWAY TYPE

2010 MILES

2018 MILES

Class I Shared Use Paths

30.9

Class II Bicycle Lanes

67.1

Class II Buffered Bicycle Lanes

0.2

Class III Bicycle Routes

Class III Bicycle Boulevards

1.6

112.6

Class IV Separated Bikeways Total

*Several miles of Class III bicycle routes were upgraded to Class II bicycle lanes

There are currently 30.9 miles of Class I shared use paths in Santa Rosa.

12.8*

Class II bicycle lanes are striped preferential lanes on the roadway for one-way bicycle travel. Some bicycle lanes include a striped buffer on one or both sides to increase separation from the traffic lane or from parked cars, where people may open doors into the bicycle lane. Buffered Class II bicycle lanes were recently installed on 3rd Street from Morgan Street to B Street, where 3rd Street passes underneath Santa Rosa Plaza. There are currently 67.1 miles of Class II bicycle lanes and 0.2 miles of buffered bicycle lanes in Santa Rosa.

CLASS III BICYCLE ROUTES Class I Shared Use Path

03 Santa Rosa Today

Class III bicycle routes are signed routes where people bicycling share a travel lane with people driving. Because they are shared facilities, bicycle routes are only appropriate on quiet, low-speed streets with relatively low traffic volumes. Some Class III bicycle routes include shared lane markings or “sharrows” that recommend proper bicycle positioning in the center of the travel lane and alert drivers that bicyclists may be present. Others include more robust traffic calming features to promote bicyclist comfort and are known as “bicycle boulevards.” The Santa Rosa Fire Department should be included in discussions about new or altered features on bicycle boulevards, to ensure access for emergency responders is maintained.

Class II Bicycle Lanes

There are currently 12.8 miles of Class III bicycle routes in Santa Rosa and 1.6 miles of bicycle boulevards on Jennings Avenue and Humboldt Street. CLASS IV SEPARATED BIKEWAYS Class IV separated bikeways are onstreet bicycle facilities that are physically separated from motor vehicle traffic by a vertical element or barrier, such as a curb, bollards, or vehicle parking aisle. They can allow for one- or two-way travel on one or both sides of the roadway.

Class III Bicycle Lanes

No Class IV separated bikeways exist in Santa Rosa.

Class IV Separated Bikeways

Existing Support Facilities

City of Santa Rosa • BICYCLE & PEDESTRIAN MASTER PLAN

Support facilities are also needed to attract and maintain bicyclists by considering their needs throughout their journey. People are less likely to ride their bicycles to destinations without secure bicycle parking. Other support facilities include showers or lockers at destinations, repair stations with basic tools, and wayfinding or guide signs to help bicyclists navigate along the way. A complete bicycle network must include secure bicycle parking at each end of every trip. Bicycle parking can generally be divided into two categories: short-term bicycle racks and long-term higher-security parking. The City has installed short-term bicycle parking throughout downtown on

Long-term bicycle parking is available in the form of on-demand bike lockers. BikeLink, a private vendor, has installed 80 lockers at 12 locations across the city listed in Table 3-3, including seven locations on the Santa Rosa Junior College campus. To use the lockers, bicyclists purchase a BikeLink card online or at one of three vendors in the city. Once activated, the card can be loaded with funds to purchase time at 3-5 cents per hour. BikeLink has also been testing the use of Clipper Cards for lockers, which would integrate rentals with the existing transit fare card.

Table 3-3: Bicycle Locker Locations LOCKER LOCATION Santa Rosa Junior College

sidewalks, plazas, and in parking garages. These racks have been funded primarily through the Transportation Fund for Clean Air, provided by the Bay Area Air Quality Management District. Currently, 62 bicycle racks are installed through downtown Santa Rosa, as shown in Figure 3-15.

SPACES 36

Bailey Field

Tauzer Gym

Pioneer Hall

Quinn Swim Center

Doyle Library

Plover Hall

Analy Village

SMART – Santa Rosa Downtown

SMART – Santa Rosa North

Sonoma County Permit Resource Management

Sonoma County La Plaza

Sonoma County Hall of Justice

03 Santa Rosa Today

From September 2017 to October 2018, the 12 bicycle lockers at the Santa Rosa Downtown SMART station combined averaged more than 100 rentals per month (each locker is rented an average of 9.14 times per month). At the Santa Rosa North station, the four lockers combined averaged just over 20 rentals per month (each locker rented an average of 5.08 times per month).

The average rental length at Santa Rosa Downtown is just over 11 hours, while lockers at the Santa Rosa North station are rented for an average of 15 hours. At both locations, nearly all rentals occur on weekdaysâ&#x20AC;&#x201D;93% at Santa Rosa Downtown and 98% at Santa Rosa North.

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Existing Pedestrian Network

FUNDING COMMITMENTS In the 2017-2018 Capital Improvement Program (CIP), Traffic Safety and Transportation projects focus on street rehabilitation, traffic safety, bicycle and pedestrian safety, and street lighting. Projects related to improving circulation and safety for all users were funded at almost $3 million, representing approximately 24% of the total budget request for transportation projects. These projects include traffic signal improvements, sidewalk installations, pedestrian signal installations, traffic calming, and bikeway improvements.

The City has also committed $1.2 million from the General Fund in an ongoing effort to implement facility improvements for people with disabilities, in compliance with the Americans with Disabilities Act (ADA). These improvements often include sidewalk gap closures, pavement repairs, or curb ramps.

03 Santa Rosa Today

There are many features that contribute to a convenient and comfortable walking environment. Significant investments and commitments to future improvements have been made that continue to enhance the pedestrian experience in Santa Rosa.

$1,500,000 has been committed to date for LED streetlight replacements, which last longer and require less maintenance than alternatives. This will allow the city to improve and expand lighting, creating a more comfortable walking environment.

SIDEWALKS Sidewalks form the backbone of the pedestrian transportation network. Most streets in the City have sidewalks or pathways on at least one side. Within the City limits, sidewalk maintenance is the responsibility of the property owner. Some parts of the City are not required to provide sidewalks. These include rural hillside developments, such as portions of the Fountaingrove area, or areas previously built out while under County jurisdiction and subsequently annexed into the City, such as the Castlerock subdivision and Roseland community.

City of Santa Rosa • BICYCLE & PEDESTRIAN MASTER PLAN

HIGH VISIBILITY CROSSWALKS Crosswalks are a legal extension of the sidewalk and provide guidance for pedestrians who are crossing roadways by defining and delineating their path of travel. Crosswalks are not required to be marked, however marked crosswalks alert drivers of a pedestrian crossing point and increase yielding to pedestrians. Markings can be standard parallel lines or the “continental” high visibility pattern shown in the image above, which enhances visibility of the crossing and is becoming best practice. Crosswalks in school zones are yellow.

The City conducted a review of uncontrolled crossings in 2014, which evaluated 185 crossing locations. The study included a robust data collection effort, and made detailed recommendations for each location to improve accessibility and comfort, including additional pavement markings for visibility, beacons or traffic controls, and visibility improvements such as parking removal or vegetation maintenance. The City was recently awarded a Highway Safety Improvement Program (HSIP) grant to implement the recommended improvements at approximately 100 of the uncontrolled crossings. Unfunded locations will be carried forward in this Bicycle & Pedestrian Master Plan Update 2018.

PEDESTRIAN HYBRID BEACONS

DRIVERS

Slow Down (Pedestrian has activated the push button)

Rectangular Rapid Flashing Beacons or RRFBs increase visibility of uncontrolled or midblock crosswalks with bright LED lights activated by a pedestrian push button. Santa Rosa has multiple RRFBs throughout the City, including at 3rd Street and Courthouse Square.

Push the Button to Cross

Wait

Prepare to Stop

Continue to Wait

STOP!

Start Crossing

(Pedestrian in Crosswalk) FLASHING

PEDESTRIANS

Proceed with Caution FLASHING

RECTANGULAR RAPID FLASHING BEACONS

Santa Rosa Today

Pedestrian hybrid beacons are used to enforce motorist yielding to pedestrians at uncontrolled crosswalk locations. The beacon, when activated by a person wishing to cross, flashes yellow before displaying a solid red signal to motorists, requiring them to stop. Pedestrians are then shown a WALK signal, and may cross the road. When the WALK phase is complete, the beacon flashes yellow before returning to a dark inactive state. Operation of the beacon is illustrated in the graphic below.

Santa Rosa recently installed a hybrid beacon at this crossing on Montgomery Drive at Spring Lake Village.

STOP! Proceed with Caution if Clear

Proceed if Clear

Continue Crossing (Countdown Signal)

Push the Button to Cross

Barriers to Active Transportation

City of Santa Rosa • BICYCLE & PEDESTRIAN MASTER PLAN

Two freeways cross the City, dividing it into four quadrants. Highway 101 runs north-south through Santa Rosa, and State Route (SR) 12 runs eastwest. The SMART rail line also runs north-south through the City, west of Highway 101. These transportation features create challenges for people walking and bicycling in some places, as crossings are limited.

Bicycle and Pedestrian Trips The most consistent bicycling and walking data comes from American Community Survey 5-year estimates, which record the mode of transportation people use to commute to work. Over the most recent five years of available data, shown in Table 3-4, bicycling in Santa Rosa has remained steady just above one percent while walking has decreased slightly from 3.3% to 2.6%.

In addition to reviewing data on mode of transportation to work, the City of Santa Rosa also conducts bicycle and pedestrian counts at locations around the city. In 2018, counts conducted on the SMART Trail at 9th Street and at Sebastopol Road reported an average of 576 pedestrians and 53 bicyclists using the trail each day. Active transportation use was highest on weekdays, and peaked from approximately 7 – 10 a.m. and from 3 – 6 p.m., suggesting residents may be using the path to commute to work. By comparison, counts conducted in 2016 on the nearby Joe Rodota Trail showed a daily average of 265 people bicycling along that trail. These counts showed consistent use during both weekdays and weekends, with weekend days showing peak hours similar to the SMART trail. This suggests the Joe Rodota Trail is used for both commuting to work and for weekend recreational use.

Table 3-4: Santa Rosa Bicycling and Walking to Work Mode Share YEAR

BICYCLE MODE SHARE

WALKING MODE SHARE

2012

1.2%

3.3%

2013

1.0%

3.0%

2014

1.0%

2.7%

2015

1.2%

2.8%

2016

1.3%

2.6%

Between 2009 and 2014, hourly counts of people walking and bicycling in Santa Rosa were also gathered by multiple agencies, including the Sonoma County Transportation Authority (SCTA), and the Metropolitan Transportation Commission (MTC). From these hourly counts, average daily walking and bicycling trips were extrapolated and compared to identify cross streets that currently have the most people walking and bicycling in the City.

Locations with high bicycling activity are listed in Table 3-5 and locations with high walking activity are listed in Table 3-6. Four locations are popular for both bicycling and walking:

Table 3-5: Top Ten Bicycle Count Locations

Table 3-6: Top Ten Pedestrian Count Locations

CROSS STREET

Sanda Rosa Creek

Stony Point Rd.

Joe Rodota Trail

Prince Memorial Greenway

Joe Rodota Trail

Dutton Ave.

Humboldt St.

DAILY TRIPS

• Mendocino Avenue and Pacific Avenue • Sonoma Avenue and Brookwood Avenue • Mendocino Avenue and Steele Lane • Santa Rosa Avenue and 2nd Street

Santa Rosa Today

STREET

DAILY TRIPS

STREET

CROSS STREET

807

Santa Rosa Ave.

2nd St.

711

Mendocino Ave.

Pacific Ave.

2,432

629

B St.

4th St.

1,964

College Ave.

561

Davis St.

4th St.

1,071

Mendocino Ave.

Pacific Ave.

546

Middle Rincon Rd.

Badger Rd.

1,032

Sonoma Ave.

Brookwood Ave.

546

Sonoma Ave.

Brookwood Ave.

825

Joe Rodota Trail

South Wright Rd.

386

Morgan St.

4th St.

767

Santa Rosa Ave.

2nd St.

379

Mendocino Ave.

Steele Lane

679

Mendocino Ave.

Steele Lane

350

Yulupa Ave.

Bethards Dr.

639

Stony Point Rd.

Sebastopol Rd.

307

Davis St.

6th St.

567

2,511

City of Santa Rosa • BICYCLE & PEDESTRIAN MASTER PLAN

Programs

SAFE ROUTES TO SCHOOL

Programs help support walking and bicycling by sharing information, promoting comfort, and creating a vibrant active transportation culture. Communities that have the highest rates of walking and bicycling consistently use a “5Es” approach, with four types of programs complementing Engineering improvements:

The City participates in the Sonoma County Safe Routes to School (SRTS) program, led by the Sonoma County Bicycle Coalition with support from Sonoma County Department of Health Services and SCTA. Many schools participate in program activities, including in-school bicycling and walking safety education, student and family bicycle rodeos, and Walk and Bike to School Days. The SRTS program also includes evaluation components to measure changes in walking and bicycling rates along with program activity effectiveness. Over the last four years, the City and its partners have conducted walking audits or other program activities at 20 elementary and middle schools in Santa Rosa. During the 2017-2018 school year, all five public high schools were reviewed for bicycle and pedestrian access. The City has implemented several pedestrian and bicycle enhancements at the various schools based on the results of these assessments.

Education Providing safety education for people walking, riding bicycles, and driving, as well as education about the environmental and health benefits of active transportation and the facilities available in the community Encouragement Promoting bicycling and walking as fun and efficient modes of transportation and recreation Enforcement Enforcing laws and good behavior for people walking, bicycling, and driving Evaluation Monitoring the success of the effort through counts, surveys, and review of relevant data The City and its partners have been carrying out the following programs in recent years to support bicycling and walking.

EMERGENCY RIDE HOME

Bike to Work Day, celebrated in May each year, is a day when people are encouraged to try bicycling to work. Coordinated by the Sonoma County Bicycle Coalition, civic organizations and local business partners host “energizer stations” along popular commute routes to offer snacks and other giveaways to people who participate. In 2017, nearly 1,000 people visited 12 energizer stations in Santa Rosa as part of Bike to Work Day.

The SCTA recently launched a program offering employees anywhere in the county a free ride home to encourage active transportation commuting in addition to carpooling and transit. If a family emergency arises, the carpool driver must leave unexpectedly, or your bike is stolen, for example, you can take a taxi or app-based rideshare home and be reimbursed up to $125.

03 Santa Rosa Today

BIKE TO WORK DAY

TARGETED ENFORCEMENT FREE RIDE TRIP REDUCTION INCENTIVE PROGRAM The City sponsors a “Free Ride – Trip Reduction Incentive Program” for employers in the city to encourage commute alternatives such as bicycling, walking, transit, and carpooling. Incentives include discounted transit passes and a chance to win a $50 gift card. Approximately 1,532 people are signed up for the program. To date, more than 263,536 one-way bicycle commute trips and more than 74,150 one-way walking commute trips have been recorded. There is also a guaranteed ride home component, where a registered participant may get a free taxi ride home in an emergency. This reduces the need to commute by car because a person is worried they might need to pick up a sick child from school or for some other emergency.

The Santa Rosa Police Department conducts targeted enforcement to address behaviors that contribute to bicycle or pedestrian crashes on an ongoing basis, as funding and resources are available. The Department recently secured a grant from the Office of Traffic Safety to fund education and enforcement activities, including: • Traffic safety education presentations on bicycle and pedestrian safety • Additional patrols at intersections with increased incidents of bicycle or pedestrian collisions • Speed limit, red light, and stop sign enforcement Similar targeted enforcement efforts in the past have focused on reducing illegal turns by drivers, failures to yield to pedestrians in crosswalks, and bicyclist helmet laws.

These incentives are part of the City’s Transportation Demand Management (TDM) program and administered by the Santa Rosa Transit Division through a Transportation Fund for Clean Air grant.

Collisions

City of Santa Rosa â&#x20AC;˘ BICYCLE & PEDESTRIAN MASTER PLAN

A total of 9,706 collisions were reported in Santa Rosa during the study period, 6.5% of which involved people bicycling and 5.9% of which involved people walking.

Data on bicycle- and pedestrianrelated collisions can provide insight into locations or roadway features that tend to have higher collision rates, as well as behaviors and other factors that contribute to collisions. These insights will inform the recommendations in this Plan Update 2018 to address challenges facing people bicycling and walking.

BICYCLE-RELATED COLLISIONS During the study period, 628 collisions in Santa Rosa involved a person riding a bicycle. Only four of these were fatal, but nearly 600 resulted in an injury. See Table 3-7 and Figure 3-17.

Collision data involving people walking and bicycling was acquired from the Statewide Integrated Traffic Records System (SWITRS), where the California Highway Patrol and local law enforcement agencies upload collision reports. Ten years of data were evaluated, from September 1, 2007 through August 31, 2017.

Overall during the study period, fewer than one percent of bicycle collisions were fatal. Over seven percent resulted in severe injury, and approximately five percent did not result in any injury. Figure 3-16 shows collision severity for the study period.

Table 3-7: Annual Bicycle Collisions in Santa Rosa YEAR

BICYCLE COLLISIONS

Figure 3-16: Bicycle Collision Severity 0.6%

INJURIES

FATALITIES

2007*

2008

2009

2010

5.4%

2011

2012

2013

2014

2015

2016

2017*

Total

628

591

36.8%

49.7 %

4 Fatal

*2007 data reflects September 1 through December 31. 2017 data reflects January 1 through August 31.

7.5%

Severe Injury

Complaint of Pain

No Injury

Other Visible Injury

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RECOMMENDED FIGURE 3-2

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City of Santa Rosa • BICYCLE & PEDESTRIAN MASTER PLAN

As shown in Figure 3-18, no bicyclists under 10 years old were involved in collisions during the study period. Bicyclists between 10 and 54 years old are overrepresented among collision victims compared to the general population, with 10-19 showing the largest discrepancy.

The majority of the bicycle-involved collisions during the study period were attributed to three violations that lend insight into behaviors that contribute to collisions:

Nearly 80% of collisions occurred during daylight hours, and an additional 15% occurred at night where street lights were present and functioning.

• Wrong side of the road (24%)

Examining only those bicycle collisions that occurred within 500 feet of a school, 74 of 146 collisions occurred during school hours between 7 am and 4 pm, and 19 of those school-hour collisions involved bicyclists under 18 years old. Figure 3-18: Collisions by Bicyclist Age Range

• Improper turning (18%) When evaluating the locations where bicycle-involved collisions are more likely to occur, six locations approach an average of one collision every two years, as shown in Table 3-8.

Table 3-8: Top Bicycle Collision Intersections LOCATION

AGE

< 10

Corby Ave & Hearn Ave

BICYCLE-INVOLVED COLLISIONS 12

10-19

College Ave & Mendocino Ave

20-34

Mendocino Ave & Pacific Ave

Sonoma Ave & South E St

1st St & Santa Rosa Ave

3rd St & Santa Rosa Ave

35-54 55-74 75+ 0%

10%

15% 20% 25% 30% 35%

Bicyclist Collision Victims Santa Rosa Population

• Violating the right of way of a driver (25%)

Pedestrian-Related Collisions During the study period, 573 collisions in Santa Rosa involved a person walking. Thirty-three of these were fatal collisions, and over 500 resulted in an injury. See Table 3-9 and Figure 3-21.

03 Santa Rosa Today

Overall during the study period, just under six percent of pedestrian collisions were fatal. Nearly 15% resulted in severe injury, and only about three percent did not result in any injury. Figure 3-19 shows collision severity for the study period.

Table 3-9: Annual Pedestrian Collisions YEAR 2007*

PEDESTRIAN COLLISIONS 23

INJURIES

Figure 3-19: Pedestrian Collision Severity

FATALITIES

2.6%

5.8%

2008

2009

2010

2011

2012

2013

2014

2015

2016

2017*

Total

573

528

*2007 data reflects September 1 through December 31. 2017 data reflects January 1 through August 31.

39.1%

14.8%

37.7 % Fatal

Severe Injury

Complaint of Pain

No Injury

Other Visible Injury

As shown in Figure 3-20, pedestrians between 10 and 54 years old are overrepresented among collision victims compared to the general population.

Examining only those pedestrian collisions that occurred within 500 feet of a school, 49 of 138 collisions occurred during school hours between 7 am and 4 pm, and 16 of those school-hour collisions involved pedestrians under 18 years old. Over 80% of the pedestrian-involved collisions during the study period were attributed to two violations that lend insight into behaviors that contribute to collisions: • Violating the right-of-way of a pedestrian (44%) • Pedestrian violation (37%) When evaluating the locations where pedestrian-involved collisions are more likely to occur, two locations average more than one collision every two years, as shown in Table 3-10.

< 10

Just under 60% of collisions occurred during daylight hours, and an additional 38% occurred at night where street lights were present and functioning.

10-19

AGE

City of Santa Rosa • BICYCLE & PEDESTRIAN MASTER PLAN

Figure 3-20: Collisions by Pedestrian Age Range

20-34 35-54 55-74 75+ 0%

10%

15% 20% 25% 30% 35%

Pedestrian Collision Victims Santa Rosa Population

Table 3-10: Top Pedestrian Collision Intersections LOCATION 3rd St & D St McConnell Ave & Mendocino Ave

PEDESTRIAN-INVOLVED COLLISIONS 10 7

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PEDESTRIAN SAFETY PEDESTRIAN SANTA ROSA BICYCLE PEDESTRIAN MASTER PLAN SAFETY &UPDATE 2018

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High-Injury Network

City of Santa Rosa â&#x20AC;˘ BICYCLE & PEDESTRIAN MASTER PLAN

To identify street segments in the City where serious collisions are occurring at a greater frequency, a high-injury network was developed based on the number and proximity of collisions that resulted either in death or severe injury to a person bicycling or walking. The Cityâ&#x20AC;&#x2122;s street network was evaluated for segments where three or more fatal or severe injury collisions occurred that met a threshold for concentration. For bicycle-involved collisions, this threshold was set at 0.5 fatal or severe-injury collisions per 1,000 feet. For pedestrian-involved collisions, the threshold is one fatal or severeinjury collision per 1,000 feet. These high-injury network segments are listed in Table 3-11 and Table 3-12, and mapped in Figure 3-22.

Table 3-11: High Injury Bicycle Corridors FATAL & SEVERE INJURY COLLISIONS

COLLISIONS /1000 FT.

START/END

Mendocino Ave

Elliott Ave to 10th St

1.0

Santa Rosa Ave

Petaluma Hill Rd to Colgan Ave

0.9

Guerneville Rd/ Steele Ln

Dutton Ave to Rowe Dr

0.8

Sebastopol Rd

Mattson Rd to Dutton Ave

0.6

Stony Point Rd

College Ave to Campbell Dr

0.5

Montgomery Dr

Farmers Ln to Mission Blvd

0.5

03 Santa Rosa Today

STREET

Table 3-11: High Injury Pedestrian Corridors FATAL & SEVERE INJURY COLLISIONS

COLLISIONS /1000 FT.

STREET

START/END

Santa Rosa Ave

Charles St to Mill St

4.7

3rd St

Gate Way to Stony Point Rd

2.6

Santa Rosa Ave

Court Rd to Bellevue Ave

2.2

Piner Rd

Bay Village Cir to Coffey Ln

2.1

Mendocino Ave

McConnell Ave to 4th St

1.6

Farmers Ln

Long Dr to Sonoma Ave

1.4

Guerneville Rd/ Steele Ln

Coffey Ln to Mendocino Ave

1.3

Stony Point Rd

Glenbrook Dr to Sebastopol Rd

1.3

4th St

Mendocino Ave to College Ave

1.2

3rd St

Hwy 101 to E St

1.2

Range Ave

Bicentennial Way to Guerneville Rd

1.1

College Ave

Link Ln to Mendocino Ave

1.0

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SANTA ROSA BICYCLE & PEDESTRIAN MASTER PLAN UPDATE 2018

HI R STAR

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& PEDESTRIAN MASTER High Density PLAN UPDATE 2018

COLLISION CORRIDORS

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& PEDESTRIAN MASTER SANTA ROSA BICYCLE PLAN UPDATE 2018 Figure 3-21 & PEDESTRIAN MASTER PLAN UPDATE 2018

Pedestrian

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E AV BR

T ES

L MA P

PR I KAWANA S YOLANDA AVE

AVE

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RECOMMENDED FIGURE 3-2

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PRIORITY DEVELOPMENT AREAS

USER EXPERIENCE & PERCEIVED COMFORT

03 Santa Rosa Today

Traffic stress is the perceived sense of danger associated with riding in or adjacent to vehicle traffic. Studies have shown that traffic stress is one of the greatest deterrents to bicycling. The less stressful—and therefore more comfortable—a bicycle facility is, the wider its appeal to a broader segment of the population. A bicycle network will attract a large portion of the population if it is designed to reduce stress associated with potential motor vehicle conflicts and if it connects people bicycling with where they want to go. Bikeways are considered low stress if they involve very little traffic interaction by nature of the roadway’s vehicle speeds and volumes (e.g., a shared, low-traffic neighborhood street) or if greater degrees of physical separation are placed between the bikeway and traffic lane on roadways with higher traffic volumes and speeds (e.g., a separated bikeway on a major street).

City of Santa Rosa • BICYCLE & PEDESTRIAN MASTER PLAN

Types of Bicyclists

Bicycle Level of Traffic Stress

Research indicates that the majority of people in the United States (56-73%) would bicycle if dedicated bicycle facilities were provided. However, only a small percentage of Americans (1-3%) are willing to ride if no facilities are provided.1 This research into how people perceive bicycling as a transportation choice has indicated that most people fall into one of four categories, illustrated below.

To better meet the needs of the “Interested, But Concerned” cyclist, planners developed the Bicycle Level of Traffic Stress (Bicycle LTS) analysis as an objective, data-driven evaluation model to help identify streets with high levels of traffic stress. The analysis uses roadway network data (i.e. posted speed limit, street width, number of travel lanes, intersection conditions, presence and character of bikeway facilities, and land use context) to determine bicyclist comfort level.

1-3%

STRONG & FEARLESS

Very comfortable and willing to ride on streets without designated facilities

5-10%

ENTHUSIASTIC & CONFIDENT

Very comfortable, but prefer streets with designated bike lanes

50-60%

INTERESTED, BUT CONCERNED

Comfortable on trails and streets with buffered or separated bike lanes and interested in biking more

30% NOT CURRENTLY INTERESTED

Physically unable or very uncomfortable even on streets with separated bike lanes

1 Roger Geller, City of Portland Bureau of Transportation. Four Types of Cyclists. http://www.portlandonline.com/ transportation/ index.cfm?&a=237507. 2009; 2 Dill, J., McNeil, N. Four Types of Cyclists? Testing a Typology to Better Understand Bicycling Behavior and Potential. 2012.

The combination of these criteria creates four levels of traffic stress for the existing roadway network. The lower the number, the lower the stress and the higher the level of comfort for people on bicycles. LTS 1 & 2 roads are typically the roadways that appeal to the “Interested, but Concerned” cyclists.

LEVEL 1: ALL AGES AND ABILITIES Level 1 includes off-street shared use paths and some very low-stress roadways suitable for all ages and abilities. Level 1 makes up six percent of the entire network in Santa Rosa. The Joe Rodota Trail is an example of a Level 1 facility.

LEVEL 2: AVERAGE ADULT

Level 2 makes up 68% of the entire network in Santa Rosa. Humboldt Street from College Ave to Lewis Road is an example of a Level 2 street.

03 Santa Rosa Today

Level 2 includes roadways that are comfortable enough that the mainstream adult population would ride a bicycle on them.

LEVEL 3: CONFIDENT ADULT Level 3 includes arterial roadways with bicycle facilities that are probably only comfortable for an experienced, confident bicyclist. Level 3 makes up 11% of the entire roadway network in Santa Rosa and 43% of arterial streets. Yulupa Avenue from Creekside Road to Montgomery Drive is an example of a Level 3 street. Note that having standard Class II bicycle lanes does not outweigh other factors such as traffic volume and speeds for this road to be considered low-stress.

LEVEL 4: FEARLESS ADULT Level 4 includes arterial roadways with no bicycle facilities ridden only by strong or fearless bicyclists. Level 4 makes up 15% of the entire roadway network and 57% of arterial streets. Santa Rosa Avenue from Maple Ave to W Third Street is an example of a Level 4 street

RESULTS

City of Santa Rosa • BICYCLE & PEDESTRIAN MASTER PLAN

The level of traffic stress scores shown in Figure 3-24 illustrate the low stress connections and gaps throughout Santa Rosa. The Bicycle LTS results map approximates the user experience for the majority of Santa Rosa residents, however people may have differing opinions of traffic stress depending on their own experiences. While a majority of Santa Rosa’s entire network scored a Level 1 and 2 (74% total), these facilities are minor local roads or off-street paths typically surrounded by higher stress arterials where most average adults would not feel comfortable riding. When only arterial roadways are examined, which serve as the direct connections to most destinations, nearly 57% are Level 4. See Figure 3-23. Multi-use trails offer a low stress route that helps cut across these barriers, however the majority of residents may not feel comfortable bicycling outside their immediate neighborhood using local streets. This means that getting from residential areas to major destinations may not be possible given most people’s tolerance for mixing with traffic—even on streets that have bicycle lanes.

Figure 3-23: Bicyclist Level of Traffic Stress on All Roads vs Arterials

Level 1: All Ages & Abilities

Average Adult

Level 3: Confident Adult

Fearless Adult

ALL ROADS

DESTINATIONS + BOUNDARIES 14.7% 6%

11.1

City Hall SMART Station Park

68.2 City Limts

Urban Growth Boundary

MILES 2

ARTERIALS ONLY Map produced February 2018.

56.9% 43.1%

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SANTA ROSA BICYCLE & PEDESTRIAN MASTER PLAN UPDATE 2018

ar yf m

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Transit Station Map produced February 2018.

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Map produced January 2019.W

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LEVEL OF TRAFFIC STRESS

Fearless Adult Transit Station CityLevel Hall 4

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h Cre ek Rd

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Level 2 Average Adult

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SANTA ROSA BICYCLE & PEDESTRIAN MASTER Figure 3-24 PLAN UPDATE 2018

ELAND AVE

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DESTINATIONS + BOUNDARIES

Ave

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SANTA ROSA BICYCLE & PEDESTRIAN MASTER PLAN UPDATE 2018

Bellevue Ave

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DR LEO

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W College Ave

Map produced February 2018.

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SANTA ROSA BICYCLE & PEDESTRIAN MASTER Figure 3-24 PLAN UPDATE 2018

Level 2 Average Adult

School DESTINATIONS + Level 3 Confident BOUNDARIES Major Employer Adult

ARTERIAL ROADWAYS

LEVEL OF TRAFFIC STRESS

Ave

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RECOMMENDED FIGURE 3-2

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Bellevue Ave

Chann el Dr

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03 Santa Rosa Today

04 OUTREACH

This chapter presents an overview of the format and approach for each outreach opportunity, along with a summary of feedback received.

04 Outreach

Engaging the Santa Rosa community has been a priority throughout the Plan Update 2018 process. A variety of outreach opportunities were used to seek input from diverse Santa Rosa residents and community members. The plan development process also included extensive coordination with partner agencies and other City departments to ensure this Plan Update 2018 meets community needs, advances initiatives of local and regional partners, and includes projects and programs that can feasibly be implemented. Ongoing outreach ensured a continuous feedback loop that informed the final project list and Plan Update 2018. Specific events and opportunities included:

COMMUNITY MEETINGS

CITY BOARD, COMMISSION AND COUNCIL MEETINGS

ONLINE

• Public Open Houses

• Bicycle and Pedestrian Advisory Board

• Interactive Mapping Tool

• Pop Up Events • Stakeholder Interviews

• Waterways Advisory Committee • Community Advisory Board

• Community Survey • City Website and Social Media • City Newsletter

• Planning Commission • City Council

ONLINE SURVEY

A community survey was developed to gather input on walking and bicycling challenges, preferences, and opportunities throughout Santa Rosa. The survey was made available online in both Spanish and English from February through June 2018, and advertised at all outreach events, through City newsletter and email notifications, and distributed by community groups. Participation in the survey was also encouraged by awarding a gift card to a randomly selected respondent. More than 1,300 people responded to the survey.

City of Santa Rosa โ ข BICYCLE & PEDESTRIAN MASTER PLAN

A summary of responses is provided below. When asked about their comfort on a variety of bikeways, respondents expressed a clear preference for facilities that separate bicyclists from motorists. Shared use paths and separated bikeways were ranked most comfortable, while bicycle routes and streets with no bicycle facility were Bellevue Ave ranked least comfortable. See Figure 4-1.

Survey respondents stated a clear desire for walking and bicycling improvements in the community. Nearly 90 percent strongly or somewhat agreed they would like to travel by bicycle more than they currently do, and nearly 95 percent strongly or somewhat agreed they would like to walk more. Health or recreation was the most common purpose for both bicycling and walking trips, with more than 40 percent of respondents bicycling and over 80 percent walking for health once a week or more. Survey respondents overwhelmingly indicated that increased separation between facilities for different modes of transportation would encourage them to walk or bicycle more often. This separation, mentioned in 238 comments, includes buffering bicycle or pedestrian facilities from motor vehicle traffic, grade separation for challenging crossings, and providing dedicated Regional Park space for both bicyclists and for pedestrians on some highly used paths.

Figure 4-1: Comfort on Bikeway Types

COMFORT LEVEL

ยน

100 80 60 40 20 0 Shared Use Path

Separated Bikeway

Buffered Bicycle Lane

Bicycle Lane

BIKEWAY TYPE 70

Bicycle Route

No Facility

An improved sidewalk network was mentioned in responses 118 times, including both filling missing

sidewalk segments and providing wide sidewalks with ample room for passing and walking abreast. Finally, maintenance was mentioned in 111 comments. Specific needs reported included sweeping and debris removal, trimming vegetation, and resurfacing or repairing paved facilities to provide a smooth, level surface.

04 Outreach

One common feature survey respondents said would improve their walking experience was enhanced crosswalks (mentioned in 102 responses). Of these, more than half expressed a desire for inpavement flashing lights at crosswalks. Other crossing improvements mentioned included RRFBs or pedestrian hybrid beacons, curb extensions, refuge islands, high visibility markings, and beacons or stop controls on busy streets.

Topics mentioned in 40 or more survey comments are listed in Table 4-1 with the number of responses they appeared in.

Table 4-1: Top Survey Comment Themes COMMENT THEME Increased separation between road users, including grade separated crossings of highways and busy streets, buffers between streets and sidewalks or bicycle paths, and dedicated bicycling and walking areas on shared use paths Improved sidewalks Improved maintenance of walking and bicycling facilities including sweeping, vegetation trimming, and pavement repairs Enhanced crosswalks

NUMBER OF RESPONSES 238 118 111 102

Better connectivity along existing networks

Address concerns about personal security related to homeless encampments

Enforcement, including targeting stopping at signals and stop signs; distracted driving, walking, and bicycling; and speeding

Bicycle network improvements, including green markings in potential conflict areas, bicycle detection at signals, and eliminating parking in bicycle lanes

Traffic calming

Secure bicycle parking

Increased lighting on sidewalks and at crossings

Providing bicycle lanes or other bikeways, especially on busier roads

Education for people driving, bicycling, and walking on the rights and responsibilities of all transportation users and on how to safely share space

Pedestrian amenities including seating, restrooms, trash receptacles, and water fountains

Traffic signal improvements including pedestrian countdown signals, leading pedestrian intervals, and longer â&#x20AC;&#x153;walkâ&#x20AC;? phases

ONLINE INTERACTIVE MAPPING TOOL

City of Santa Rosa • BICYCLE & PEDESTRIAN MASTER PLAN

An interactive mapping tool was posted on the City’s website and used throughout development of this Plan Update 2018 to gather input and feedback from the community directly on a map of the city. In early project phases from February through June 2018, community members were encouraged to draw routes or place pins on the map and add comments to identify desired walking or bicycling improvements, challenging locations, and other information about the walking and bicycling environment. Nearly 800 comments were received during this phase. This input informed the recommended bicycling and walking network improvements.

In the second phase of development from July through September 2018, the draft recommended walking and bicycling networks were displayed on the map and community members were invited to “like” or “dislike” projects to show their preferences, in addition to adding comments on specific projects and seeing the feedback left by others. More than 900 votes on projects were recorded along with approximately 420 comments on the draft recommendations. This input helped prioritize projects and refine the networks.

CITY WEBSITE AND SOCIAL MEDIA

Website The City created a section on their website for this Bicycle and Pedestrian Master Plan Update 2018. All online communications and project flyers pointed to this website, where community members were able to learn about the planning process, see upcoming outreach events, and download draft maps and other deliverables at key milestones.

Social Media The City has nearly 16,000 followers on Facebook and over 34,500 subscribers on Nextdoor. Throughout the Plan Update 2018 process, posts on these platforms notified residents of upcoming events, draft documents available for review, online engagement tools, and other project milestones.

Newsletter In addition to their social media presence, the City sent email newsletters to more than 11,000 subscribers. The Cityâ&#x20AC;&#x2122;s Transportation and Public Works Out in the Field newsletter has more than 9,200 subscribers, and the email list for this Plan Update 2018 has more than 1,800. These newsletters were used to announce open houses and other events, encourage participation, and share updates about the project.

04 Outreach

For all community outreach opportunities, including the online survey and interactive mapping tool, the City leveraged their existing website, social media accounts, and newsletter mailing list to share information about the Plan Update 2018 process and encourage Santa Rosa residents to engage with the project team.

Promotional Material An information card was also created in both English and Spanish with the project website and Community Open Houses listed. The cards were available at all outreach events and placed at various businesses, community centers, and libraries throughout the City. The Sonoma County Bicycle Coalition inserted 650 cards into participant goodie bags on Bike to Work Day (May 18, 2018) and members of the Community Advisory Board hand-delivered 350 cards to residents near the Rincon Valley Library to encourage attendance at the second Open House held there.

THE CITY SHARED PROJECT INFORMATION WITH THEIR:

16,000

34,500+

11,000+

Facebook followers

Nextdoor subscribers

Newsletter subscribers

PUBLIC OPEN HOUSES

City of Santa Rosa • BICYCLE & PEDESTRIAN MASTER PLAN

Three open houses were held at key milestones during the planning process to gather input from the community and refine the Plan Update 2018.

Open House 1 The first open house was held April 18, 2018, at Montgomery High School. Stations at the open house shared findings from Chapter 2 including the existing walking and bicycling networks and programs, a review of collision locations, and the results of the Level of Traffic Stress analysis. A brief presentation described the planning process and an update on progress made since the 2010 Plan was adopted. Input from approximately 20 residents who attended the open house informed the recommended projects and programs in this Plan Update 2018. Key themes included: • Improve crossings along major roads and across Highway 101 • Close gaps in the sidewalk network • Build more shared use paths with improved connections to destinations and on-street networks

Open House 2 Midway through the project, a second open house was held on July 25, 2018 at Rincon Valley Library. The open house was attended by nearly 90 residents, who reviewed draft network maps for bicycling and walking improvements in Santa Rosa. Attendees provided feedback on the draft networks, which helped refine and prioritize the project list.

Open House 3 A complete draft of this Plan Update 2018 was presented at a third open house on November 8, 2018. More than 50 attendees had the opportunity to revisit maps and other results from early project phases while also reviewing the evaluation strategy and resulting project implementation categories. Attendees provided feedback on the public draft materials which helped refine this Plan Update 2018.

STAKEHOLDER INTERVIEWS

City of Santa Rosa • BICYCLE & PEDESTRIAN MASTER PLAN

To gain deeper insights into the needs and priorities of key community stakeholders, interviews were conducted with representatives of eleven groups in the city or region. Interviews were conducted over the phone or in person. Key topics from each interview are summarized below. SANTA ROSA CYCLING CLUB AND SONOMA COUNTY BICYCLE COALITION (APRIL 5, 2018) • Need for secure bicycle parking, including lockers or other longterm parking solutions • Need for valet bicycle parking at all large events • Desire for enhanced bicycle facilities in Santa Rosa including green markings at conflict areas or bike boxes

NEIGHBORHOOD REVITALIZATION PROGRAM (APRIL 19, 2018) • Limited storage space for bicycles at home leads some residents to rely more on walking and transit • Education about wrong-way bicycling was a past focus area • Desire for increased education and encouragement for kids to walk and bicycle VILLAGES AT WILD OAK (APRIL 19, 2018) • Concerns about bicyclists sharing space with seniors walking on paths • Need for education on sharing the road and consensusbuilding between residents and people walking or bicycling

SAFE ROUTES TO SCHOOL PARTNERS (APRIL 12, 2018)

SONOMA COUNTY TRANSIT AND SONOMA COUNTY REGIONAL PARKS (APRIL 25, 2018)

• Highest priority challenges include multi-lane roads and uncontrolled crossings

• Opportunity to align county and city trail and on-street bikeway connections

• Need for better visibility between road users • Need for funding for education and encouragement

• Desire for trail segments from 2010 Plan to be carried forward along with six new trail segments for consideration OAKMONT VILLAGE ASSOCIATION COMMUNITY DEVELOPMENT COMMITTEE (APRIL 30, 2018) • Concerns about high-speed bicycling through Oakmont Village • Desire for connection to TrioneAnnadel State Park • Toured potential access points in the neighborhood

SANTA ROSA JUNIOR COLLEGE AND JUNIOR COLLEGE NEIGHBORHOOD ASSOCIATION (APRIL 30, 2018) • Desire for clear, measurable targets for bike infrastructure and mode share • Improved connections to SMART and other transit • Access through the neighborhood and to campus REDWOOD CHAPTER FOR THE BLIND (MAY 2, 2018) • Educate bicyclists about audible signals when approaching or passing pedestrians with vision impairments • Need for longer “walk” phases at some signals COUNCIL ON AGING (MAY 8, 2018) • Concerns about personal security for older adults walking on trails • Need for lighting, seating, shade, and other amenities • Desire to promote community walking events to promote health and foster social connections

• Downtown Safety Unit and Sonoma County Parks working together to address concerns about homeless along trails • Periodically does targeted enforcement based on identified safety needs, including programs funded by the Office of Traffic Safety

04 Outreach

• Need for secure bike parking

SANTA ROSA POLICE DEPARTMENT (MAY 8, 2018)

• Need for education for all transportation users about sharing the road safely and rules of the road for each mode ROSELAND COMMUNITY BUILDING INITIATIVE MEETING (JUNE 21, 2018) • Concerns about speed of traffic on arterial streets • Desire for pedestrian network gaps to be addressed SUTTER HEALTH (JULY 25, 2018) • Improve connections with transit • Need for enforcement to address concerns about aggressive driving • Working to promote bicycling and walking among staff with programs like a safe ride home, providing secure covered bicycle parking, and partnering with the Sonoma County Bicycle Coalition

POP-UP EVENTS

City of Santa Rosa • BICYCLE & PEDESTRIAN MASTER PLAN

The project team also participated in six pop-up events in Santa Rosa, which provided opportunities for additional input into the Plan Update 2018 and helped raise awareness of the update process. At each event, the project team gathered input about challenges and opportunities to improve walking and bicycling in Santa Rosa. This feedback informed documentation of existing networks along with development of draft network recommendations. The six events are listed below with feedback themes. WELCOME ROSELAND (JANUARY 20, 2018)

A pop up event at the Welcome Roseland event

• Pedestrian priorities include shade, increased lighting, and beacons at uncontrolled crossings • Bicycling priorities include shared use paths, buffered bicycle lanes, and separated bikeways HIGHWAY 101 OVERCROSSING PUBLIC MEETING (MARCH 29, 2018) • Need for bicycle connections and secure bicycle parking at Santa Rosa Junior College • Desire for SMART path to connect further north toward the airport • Split opinions on possible alternatives presented for the Highway 101 Overcrossing

A pop up event at a meeting for the Highway 101 Overcrossing project

EARTH DAY ON STAGE (APRIL 21, 2018) • Desire for more creek trails and connections to regional trails • Need for improved crossings, especially at the railroad and highways

• Preference for bicycle lanes (with buffers where feasible) on existing streets

Outreach

SONOMA COUNTY HUMAN RACE (APRIL 28, 2018) • Need for education about wrong-way bicycling A pop up event at the Cinco de Mayo Festival

• Concerns about biking on roads that are narrow, higher speed, and do not have dedicated bicycle facilities • Desire for improved SMART trail connections • Desire for improved connections to nearby communities CINCO DE MAYO FESTIVAL (MAY 5, 2018) • Increase lighting on trails • Need for secure bicycle parking • Improve connections to and within the Roseland community SUMMER RESOURCE FAIR AT CODDINGTOWN MALL (JUNE 16, 2018) • Need for wider bicycle lanes

A pop up event at the Coddington Mall Summer Resource Fair

• Desire for separated facilities for active transportation

CITY BOARD, COMMISSION, AND COUNCIL MEETINGS Bicycle and Pedestrian Advisory Board

City of Santa Rosa • BICYCLE & PEDESTRIAN MASTER PLAN

Draft deliverables were presented to the City’s Bicycle and Pedestrian Advisory Board (BPAB) at seven of their meetings during development of this Plan Update 2018. Meeting dates and presentation topics are outlined below.

In addition to these seven meetings, a survey was sent to BPAB members in September 2018 to gather feedback on draft prioritization criteria. BPAB feedback guided development of this Plan Update 2018 by providing both strategic direction and specific input throughout the planning process.

• February 15, 2018: Draft Bicycle Friendly Community Assessment • March 15, 2018: Draft Existing Conditions and Level of Traffic Stress • April 19, 2018: Draft Bicycle and Pedestrian Facility Guidelines • July 19, 2018: Draft Network Recommendations • August 16, 2018: Draft Program and Policy Recommendations • November 15, 2018: Administrative Draft Plan Update 2018 • January 17, 2019: Final Draft Plan Update 2018

Members of the Santa Rosa BPAB review draft recommendations and share feedback

Community Advisory Board

Because Santa Rosa has a robust network of trails along the many creeks in the City, the Waterways Advisory Committee (WAC) was a key partner in developing recommendations to improve and expand the trail network. Staff presented to the WAC three times during the Plan Update 2018 process, in June, August, and November 2018.

The project team presented to the Community Advisory Board on March 28, 2018 to share information about the Plan Update 2018 and encourage them to participate in upcoming public outreach activities.

• June 18, 2018: Introduced the Project • August 23, 2018: Draft Network Recommendations »» Identified additional recommendations from the Citywide Creeks Master Plan to be incorporated »» Closing sidewalk gaps and improving pedestrian access to parks are priorities

Planning Commission

04 Outreach

Waterways Advisory Committee

The Final Draft Plan Update was presented to the Planning Commission on February 14, 2019.

City Council This section will be completed following the City Council meeting on March 12, 2019.

• November 29, 2018: Administrative Draft Plan Update 2018 »» Reviewed recommendations for consistency with the Citywide Creeks Master Plan »» Provided detailed feasibility input on proposed shared use paths and creek trails

PROJECTS, PROGRAMS, & POLICIES

The active transportation network described in this Plan Update 2018 seeks to provide the Santa Rosa community with convenient, comfortable, and healthy transportation choices.

Recommendations are considered planning-level, meaning they should be used as a guide when implementing projects. In some cases, traffic impact analysis and more detailed design analysis will be required to evaluate specific site conditions and develop designs that reflect conditions and constraints.

• Projects describes the proposed bicycling and walking infrastructure improvements, including sections for crossing improvements and for studies at locations where further analysis or community outreach is necessary to determine the most appropriate improvement type for the location • Citywide Projects describes improvements that should be pursued throughout Santa Rosa as opportunities arise, but specific locations for these improvements have not been identified in this Plan Update 2018

05 Projects, Programs, & Policies

Built on the needs and opportunities identified through the evaluation of existing conditions, progress made since the development of the 2010 Plan, extensive community input, and datadriven analyses, this chapter presents the projects, programs, and policy changes for the City of Santa Rosa. Improvements identified during previous planning efforts or studies were also reviewed for this Plan Update 2018, including the Uncontrolled Crossing Study and numerous Safe Routes to School Audit reports.

This chapter includes the following sections:

• Programs includes recommended education, encouragement, enforcement, and evaluation activities to be pursued or expanded by the City and its partners • Policy Changes includes changes to municipal codes, operating procedures, or other policies that will support a more walkable and bikeable Santa Rosa For a table of infrastructure recommendations and studies, see Appendix A.

PROJECTS

Bicycle Network Projects

City of Santa Rosa • BICYCLE & PEDESTRIAN MASTER PLAN

• Class III Bicycle Routes: Signed routes for bicyclists on low-speed, low-volume streets where lanes are shared with motorists

Bicycle network projects are categorized based on the four classifications recognized by Caltrans, along with two sub-classifications, described in detail in Chapter 3 and the Bicycle and Pedestrian Facility Guidelines in Appendix B. These include:

»» Class III Bicycle Boulevards: Bicycle routes that are further enhanced with traffic calming features or other treatments to prioritize bicyclist comfort

• Class I Shared Use Paths: Dedicated paths for walking and bicycling completely separate from the roadway

• Class IV Separated Bikeways: Onstreet bicycle facilities with a physical barrier between the bicycle space and motor vehicle lanes, including bollards, curbs, or parking

• Class II Bicycle Lanes: Striped lanes for bicyclists »» Class II Buffered Bicycle Lanes: Bicycle lanes that include a striped “buffer” area either between the bicycle lane and travel lane or between the bicycle lane and parked cars

Nearly 130 miles of new bikeways are proposed in this Plan Update 2018, which would more than double the current 113 miles of bikeways in the City. A summary of existing and proposed bicycle network improvements is provided in Table 5-1 and mapped in Figure 5-1 through Figure 5-6.

Table 5-1: Existing and Proposed Bikeway Mileage

BIKEWAY TYPE

EXISTING MILES

PROPOSED

2018

MILES

TOTAL EXISTING + PROPOSED MILES

30.9

38.9

69.8

Class II Bicycle Lanes

67.1

48.5

115

115.6

Class II Buffered Bicycle Lanes

0.2

1.9

2.1

12.8*

35.3

116

48.1

1.6

2.5

4.1

2.2

129.3

315

241.9

Class I Shared Use Paths

Class III Bicycle Routes Class III Bicycle Boulevards Class IV Separated Bikeways Total

112.6

*Some Class III Bicycle Routes were upgraded to Class II Bicycle Lanes

# OF PROJECTS

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Map produced January 2019.

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Pedestrian Network Projects

Sidewalks and pathways should provide a smooth surface free of obstructions at least five feet wide. In some areas, where high pedestrian activity is expected, wider sidewalks may be desirable. Sidewalks and pathways can either be adjacent to the curb or separated by a planted landscaping strip, as shown below.

This Plan Update 2018 includes 21.2 miles of proposed sidewalks, mapped in Figure 5-7 through Figure 5-12 along with existing and proposed Class I shared use paths.

SIDEWALK

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5' minimum

Property Line

PLANTER STRIP

05 Projects, Programs, & Policies

The pedestrian network includes Class I Shared Use Paths, discussed in the previous section, along with sidewalks. Sidewalks and pathways are an essential element of a pedestrian network. They not only provide a comfortable walking space separate from the roadway, but are also a foundational element of Americans with Disabilities Act (ADA) compliance.

There are many streets in Santa Rosa with sidewalks or pathways, but the network is inconsistent. Not every street without a sidewalk or pathway is recommended for improvement in this Plan Update 2018 due to limited available public right of way. Instead, sidewalk and pathway recommendations are focused on those corridors where they are likely to serve large numbers or pedestrians or address a priority community concern.

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Crossings

City of Santa Rosa • BICYCLE & PEDESTRIAN MASTER PLAN

In addition to network projects for bicycling and walking, locations for new or improved crossings have been gathered and consolidated through this Plan Update 2018 from the numerous public outreach events and a review of past plans including the Uncontrolled Crosswalk Analysis and multiple Safe Routes to School assessment reports. Specific facility recommendations and designs for these locations will be developed by the City on a case-by-case basis due to the highly varied context at each intersection or midblock crossing location. Some locations represent multiple alternatives identified for possible crossings, and improvements may not ultimately be recommended at all locations. Some typical crosswalk markings and enhancements are described on the following pages, as well as in the Bicycle and Pedestrian Facility Guidelines in Appendix B.

Crossing locations were also identified where a trail crossing of a creek may be developed. These locations are identified as trail bridges and will be considered separately from crossings of the roadway network. Crossing locations and trail bridges are mapped in Figure 5-13 through Figure 5-18. CROSSWALK MARKINGS While legal crosswalks exist at all intersections, crosswalk markings highlight crossings to motorists, increasing awareness that people may be crossing the street. Crosswalk markings can also be used to guide people walking to desired crossing locations, or to designate legal midblock crosswalks. Standard “transverse” markings consist of two parallel lines that mark the edges of the crosswalk, shown at left and right in the illustration top right.

These markings are more noticeable to drivers and are typically used at uncontrolled crossings, where slower walkers are expected (near schools and senior centers), and where high numbers of pedestrian related crashes have occurred. In school areas, crosswalk markings are yellow.

CURB EXTENSIONS Curb extensions improve visibility of pedestrians and reduce crossing times by shortening the length of the crossing. This may reduce pedestrian collisions by reducing the length of time that pedestrians are exposed to potential conflicts with motorists. Curb extensions also narrow the perceived roadway width for drivers, which may reduce speeds. At signalized intersections, curb extensions can reduce delays by allowing for shorter pedestrian “walk” phases due to the reduced crossing distance.

Projects, Programs, & Policies

High visibility crosswalk markings can include “continental” crosswalks with bold white bars that run perpendicular to the pedestrian path of travel (shown top and bottom in the illustration top right), and “ladder” crosswalks which combine continental markings with the traditional transverse lines.

Curb extensions extend the sidewalk or curb line out into the parking lane on a street, reducing the effective street width. They can only be used where there is on-street parking, and should not encroach into bicycle lanes.

City of Santa Rosa â&#x20AC;˘ BICYCLE & PEDESTRIAN MASTER PLAN

ADVANCE STOP OR YIELD LINE Advance stop bars are placed six to ten feet before a marked crosswalk to indicate to motorists where they should stop. At uncontrolled or midblock crossings, yield lines are used instead of stop bars. Advance stop bars or yield lines improve visibility of pedestrians by discouraging drivers from encroaching into the crosswalk. This is especially important at uncontrolled crossings on multi-lane streets, where a vehicle stopped too close to a crosswalk may hide a pedestrian from view of an approaching driver in the second lane. PEDESTRIAN REFUGE ISLAND Pedestrian refuge islands can improve pedestrian comfort and reduce collisions by providing a safe waiting area in the median on wide or busy streets. This allows people walking to cross the roadway in two stages, waiting for a gap in one direction of oncoming traffic at a time.

100

The waiting area should be protected by a physical barrier on either side, such as raised median islands or planters. The crossing surface should remain level through the waiting area, and may be angled to encourage pedestrians to face oncoming traffic as they approach the second crossing leg. Refuge islands may be combined with beacons or other treatments to further improve challenging crossings. RECTANGULAR RAPID FLASHING BEACON Rectangular Rapid Flashing Beacons (RRFBs) are used to increase visibility of pedestrians at marked crosswalks where traffic signals or stop signs are not warranted. They consist of a pedestrian crossing sign supplemented by a pair of bright rectangular lights that flash in a rapid alternating pattern when a pedestrian presses a button. Many assemblies are solar powered stand-alone units that can be installed without costly wiring work.

LEAD PEDESTRIAN INTERVAL

Pedestrian hybrid beacons, sometimes referred to as HAWK beacons, are a traffic control device that can be activated by a pedestrian to stop cross traffic. The beacon consists of three lights on an overhead mast arm that remain dark until a pedestrian presses a button to request a walk phase. Yellow lights flash in an alternating pattern to alert motorists that a red phase will be starting, followed by a solid red light that requires motorists to stop. A pedestrian signal shows a “walk” phase during this red signal, followed by a flashing hand and then “do not walk” phase. After the pedestrian phase concludes, the red signal goes dark and motorists may proceed.

Lead pedestrian intervals improve visibility of pedestrians at signalized intersections by beginning the “walk” phase a few seconds before the complementary green signal for drivers. This allows pedestrians to get a head start across the street, bringing them forward into the field of view of drivers who may be turning across the crosswalk.

Projects, Programs, & Policies

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Studies

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A number of locations, including both bicycle and pedestrian corridors, require greater community outreach and/or analysis than can be conducted as part of this planning process. At some locations, further study is needed to determine whether bicycling or walking facilities are feasible. At others, a preferred facility has been identified but further study or outreach is needed to develop a detailed design or alignment that balances the needs of all community members. Studies are mapped with bicycle, pedestrian, and crossing projects on previous pages, and are described briefly below. STONY POINT ROAD CORRIDOR STUDY Stony Point Road is an important artery of the bicycle and pedestrian network in Santa Rosa, providing a north-south connection across State Route 12 from Guerneville Road to Sebastopol Road. It is also a busy, high-speed arterial street, with average daily traffic volumes between 20,000 and 30,000 and posted speed limits of 35 to 40 mph.

The corridor is also part of the HIN for both bicyclists and pedestrians, with fatal or severe injury collisions occurring at a higher frequency than other corridors in the community. This Plan Update 2018 recommends this corridor be studied from Guerneville Road to Sebastopol Road for bicycle or pedestrian facilities that increase comfort and may reduce the frequency and severity of collisions. OAKMONT CONNECTION ALTERNATIVES After the removal of a portion of the designated Bicycle Route 231, multiple alternative routes are identified for study to create a new walking and bicycling connection to SR 12 and the planned Sonoma Valley Trail through the Oakmont neighborhood. Some alternatives also have potential to create improved access for emergency vehicles into the Oakmont neighborhood. Community outreach produced differing opinions on acceptable locations for connections, suggesting a need for further study and more intensive engagement with neighborhood residents to identify a preferred route.

4TH STREET BIKEWAY

4th Street near College Avenue is a wide, multi-lane street that lacks comfortable bicycling facilities.

Bicycle facilities are recommended for further study on Montgomery Drive from Summerfield Road eastward, ending near Spring Lake and Boas Drive. This entire corridor was recommended for Class II bicycle lanes in the 2010 plan, and the segment west of Mission Boulevard was identified as part of the HIN during this Plan Update 2018. Montgomery Drive is narrow through this section; providing bicycle facilities may require widening the road or providing a separate Class I shared use path.

05 Projects, Programs, & Policies

4th Street is an important connection from D Street in downtown Santa Rosa to Farmers Lane where it becomes State Route 12. This corridor has limited space available, and was identified as part of the pedestrian HIN during this Plan Update 2018. A study is necessary to evaluate alternatives to provide bicycling or walking facilities while balancing high traffic volumes and other needs.

MONTGOMERY DRIVE BICYCLE FACILITIES

A second study for bicycle facilities on Montgomery Drive is recommended in this Plan Update 2018 between Alderbrook Drive and Hahman Drive. This segment was also identified as a priority in the 2010 plan.

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COLLEGE AVENUE COMPLETE STREETS STUDY

BROOKWOOD AVENUE PEDESTRIAN IMPROVEMENTS

Between Kowell Lane and Morgan Street, College Avenue is a highly used corridor with limited right of way and a strong demonstrated need for bicycling and walking improvements. Between Link Lane and Mendocino Avenue, this corridor is part of the HIN identified during this Plan Update 2018. The width, lane configuration, and onstreet parking presence vary along the corridor, creating challenges for people walking and bicycling. A complete streets study is recommended to develop a corridor plan that balances the needs of all modes of transportation.

Brookwood Avenue from 2nd Street to Sonoma Avenue, across Santa Rosa Creek, was identified by the community during outreach for this Plan Update 2018. A study should evaluate opportunities to improve pedestrian access and comfort along this corridor, including considering pedestrian-scale lighting.

CONNECTION FROM SMART TO CODDINGTOWN MALL A study is recommended to identify a desirable route for people walking and bicycling between the SMART Santa Rosa North station and Coddingtown Mall, consistent with the station area plan. This may include an off-street connection between Range Avenue and Herbert Street, or across Steele Creek south of Guerneville Road. Once a preferred route is established and built, wayfinding signs should be installed to create a comfortable and easy-to-navigate connection.

BENNETT VALLEY ROAD TRAIL This study should evaluate alternatives to provide a Class I shared use path or other bicycling and walking connection along Bennett Valley Road from Farmers Lane to Yulupa Avenue. This Plan Update 2018 includes projects that connect to each end of this study: a Class I shared use path extending south from the intersection at Farmers Lane will connect to Yolanda Avenue, and Class II bicycle lanes will continue southeast on Bennett Valley Road from the intersection with Yulupa Avenue.

MCCONNELL AVENUE BICYCLE BOULEVARD

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The Roseland neighborhood, newly annexed into the City of Santa Rosa, developed as an unincorporated area of Sonoma County and lacks sidewalks or other pedestrian connections in places. A shared use path along Roseland Creek would create a comfortable connection for people walking and bicycling between Stony Point Road and Burbank Avenue, potentially creating an alternative that allows bicyclists and pedestrians to avoid Stony Point Road which was identified as part of the HIN.

05 Projects, Programs, & Policies

Between Mendocino Avenue and North Street, McConnell Avenue is a candidate to create a bicycle boulevard connection on McConnell Avenue. This connection was identified as a desired bikeway by the community during outreach for this Plan Update 2018, and will be studied for feasibility including consideration of traffic speeds and volumes, parking utilization, neighborhood outreach, and crossings or connections at either end of the new facility.

ROSELAND CREEK TRAIL

Elliott Avenue, on the north edge of the Santa Rosa Junior College Campus, is an attractive route for people walking and bicycling. The street could potentially have significantly increased active transportation uses pending the outcome of the Highway 101 overcrossing environmental review. Community members expressed a desire for the City to consider closing Elliott Avenue to car traffic and creating a bicycle and pedestrian mall connecting the future Highway 101 overcrossing and Mendocino Avenue.

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CITYWIDE PROJECTS

City of Santa Rosa • BICYCLE & PEDESTRIAN MASTER PLAN

In addition to specific infrastructure projects and related programmatic efforts, some amenities are needed citywide to complete the active transportation network. These amenities should be installed as a matter of policy in conjunction with any City project as opportunities arise, or when development occurs. Citywide amenities recommended in this Plan Update 2018 include a comprehensive wayfinding program and secure bicycle parking.

Wayfinding

The California Manual on Uniform Traffic Control Devices (CA MUTCD) includes standard bicycle wayfinding signs, but they are also used for Class III Bicycle Route signs. This may cause confusion for bicyclists, and does not serve pedestrian wayfinding or trail users. Some cities have modified the standard sign to change “bike route” to “bikeway,” and others have developed and installed non-standard enhanced wayfinding signs that include unique branding for the community. The non-standard option provides the most flexibility to meet community needs and serve both bicyclists and pedestrians.

Wayfinding signs direct bicyclists or Fundamental Navigational Elements • On Street Signage This Plan Update 2018 recommends pedestrians along the existing network the City develop and implement a and to key community destinations. comprehensive wayfinding program for Signs typically include distance or time bicyclists and pedestrians, integrating and direction (using an arrow) to key this program with SMART station and destinations. Santa Rosa currently does downtown wayfinding initiatives. not have a consistent wayfinding sign program implemented throughout the city. 11’ 10’ NW Street Name

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SHORT TERM BICYCLE PARKING Bicycle parking can be categorized into short-term and long-term parking. Bicycle racks are the preferred device for short-term bicycle parking. These racks serve people who leave their bicycles for relatively short periods of time, typically for shopping or errands, dining, or recreation. Bicycle racks provide a high level of convenience and moderate security. The rack types illustrated below and recommended for use in Santa Rosa are consistent with the Association of Pedestrian and Bicycle Professionals (APBP) Essentials of Bike Parking: Selecting and Installing Bike Parking that Works (2015). The City may also choose to partner with local artist

LONG TERM BICYCLE PARKING Long-term bicycle parking includes bike lockers and secure parking areas (SPAs) and serves people who intend to leave their bicycles for longer periods of time. Bike lockers may vary in design and operation including keyed lockers that are rented to one individual on an annual or monthly basis or e-lockers that can be reserved online in hourly increments and unlocked with a credit card or an access code.

05 Projects, Programs, & Policies

No bicycling network is complete without convenient and secure bicycle parking. Bicycle parking can take many forms, from a simple bicycle rack to secure storage in a locker or gated area. This Plan Update 2018 recommends the City continue to expand its bicycle parking as opportunities arise and new development occurs.

groups to pursue customized racks that serve as bicycle parking in addition to public art. Where possible, on-street bicycle corrals can be used to provide increased bicycle parking where high demand or limited sidewalk space exists.

These facilities provide a higher level of security than bicycle racks, and are typically found at transit stations, multifamily residential buildings, and commercial buildings, though they may also be useful in Downtown Santa Rosa, near SMART stations, or in other areas where bicyclists running multiple errands would benefit from a secure place to store parcels in addition to their bicycle.

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Pedestrian Scale Lighting

Amenities

Pedestrian scale lighting is a type of lighting with frequent lampposts at low height that illuminate the walking area. This typically includes poles 12 to 15 feet high spaced 25 to 30 feet apart, directly above walking areas. Pedestrian scale lighting not only increases visibility of pedestrians for drivers at night, it contributes to a more comfortable and inviting streetscape for people walking at night.

Sidewalk and trail furnishings like benches, shade structures, restrooms, water fountains, and trash receptacles contribute to a cleaner, more comfortable, and more pedestrian-oriented public realm. These elements not only encourage the activation of Santa Rosaâ&#x20AC;&#x2122;s sidewalk and trail networks, they contribute to a more accessible pedestrian network for all residents. The City has adopted a Street Furnishings Palette as part of its Bicycle and Pedestrian Facility Guidelines for the downtown core area, which may be expanded to include recommended furnishings for trails and other areas of the community. Seniors and those with mobility impairments will benefit from frequent places to stop and rest, and this was a priority identified by the community during outreach for this Plan Update 2018.

Pedestrian scale lighting should be appropriately designed to illuminate only the areas needed and be no brighter than necessary. Street trees should be appropriately maintained so they do not obstruct illumination from the lighting along sidewalks and pathways. This Plan Update 2018 recommends the City evaluate locations where pedestrian scale lighting may improve pedestrian comfort and encourage walking, including Downtown, the junior college area, and trails.

This Plan Update 2018 recommends the City identify and pursue opportunities to provide amenities in the downtown, near transit stops, and along trails in the community.

PROGRAMS

The fifth E commonly included in discussions of active transportation is Engineering, which is reflected by the recommended infrastructure projects listed in this chapter.

Education programs are designed to improve safety and awareness. They can include programs that teach students how to safely cross the street, or teach drivers where to anticipate bicyclists and how to share the road safely.

Programs recommended on the following pages should include outreach and education in both English and Spanish to serve the diverse Santa Rosa community. Given limited staff time and resources available, programs should be implemented or continued as funding and resources allow. Partnering with local organizations and other agencies is a key strategy to sustainable program activity.

Encouragement programs provide incentives and support to help people leave their car at home and try walking or bicycling instead.

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This section describes recommended bicycle and pedestrian related programs for the City of Santa Rosa. The recommendations are organized in four Eâ&#x20AC;&#x2122;s:

Enforcement programs enforce legal and respectful walking, bicycling, and driving. They include a variety of approaches, ranging from police enforcement to neighborhood signage campaigns. Evaluation programs are an important component of any investment. They help measure success at meeting the goals of this Plan Update 2018 and to identify adjustments that may be necessary.

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Education UPDATED “STREETSMARTS” CAMPAIGN

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Santa Rosa has joined other California cities in implementing “StreetSmarts” media campaigns. StreetSmarts uses print media, radio, and television to educate the community about safe driving, bicycling, skateboarding, and walking behavior. As part of this campaign, the City distributed posters with messages that addressed issues such as: red light running, speeding, bicycle safety, crosswalk safety and compliance, school zone speed compliance, and stop sign compliance. This Plan Update 2018 gives Santa Rosa an opportunity to update these messages to address the most current priorities they have heard from the community, including not texting while driving or walking, how to securely lock your bicycle, the importance of being seen at night as a pedestrian or bicyclist, and helping drivers understand where to anticipate bicyclists. One message identified by the community as a priority is increasing

awareness of California’s Three Foot Passing law, which requires drivers to overtake bicyclists only when there is sufficient room for a three-foot clearance. The County is currently running a related campaign that the City could support with their own artwork and messaging. Artwork for the updated campaign could be created by local students as part of a Traffic Safety Poster Contest, or photos of local families on streets that will be familiar to the community could be used. Posters could also highlight and share information about newly completed projects, such as green transition areas. Funding could be provided by a grant from the California Office of Traffic Safety. To maximize engagement and effectiveness of the campaign, the city can develop messaging and choose graphics with involvement from the Bicycle and Pedestrian Advisory Board, Sonoma County Bicycle Coalition, law enforcement, schools, business owners, civic leaders, and community advocates.

BICYCLE SAFETY EDUCATION FOR ADULTS

This Plan Update 2018 recommends continuing these classes, which the City can support by advertising the classes and/or providing meeting space.

Santa Rosa benefits from a robust Safe Routes to School (SRTS) program coordinated by Sonoma County Transportation Authority (SCTA) and the Sonoma County Bicycle Coalition. Twenty-six schools in the City participate in activities with the SRTS program, but involvement varies from school to school. This Plan Update 2018 recommends the City seek grant funding to prepare a SRTS Plan to document and evaluate effectiveness of existing program activities, and identify priority programs to expand to all schools. This should include Suggested Routes to School maps at all schools, which help families plan their walking or bicycling trip to school by highlighting enhanced crossings and bikeways, and continued participation in school walking audits to identify infrastructure improvements.

05 Projects, Programs, & Policies

The Sonoma County Bicycle Coalition (SCBC) currently offers Smart Cycling classes once a month at their office in downtown Santa Rosa, in addition to periodically offering on-bicycle educational rides for adults. These courses are based on a curriculum from the League of American Bicyclists that focuses on how bicyclists should behave so they are safer, more predictable, and can be confident riding on streets both with and without dedicated bicycle facilities. The SCBC classes also incorporate photos and video clips of local streets to help students understand how various scenarios apply to real Santa Rosa locations.

SAFE ROUTES TO SCHOOL

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Encouragement

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HIRE A BICYCLE AND PEDESTRIAN COORDINATOR This Plan Update 2018 recommends hiring a staff person who can work on bicycle and pedestrian projects and program coordination full time. This person ensures that all planning, public works, and transportation projects account for bicyclists and pedestrians. They can also write grant applications to fund projects and programs and be tasked to support all bicycle and pedestrian coordination with the public and neighboring jurisdictions. If funding is not available to create a new position, the City may consider hiring interns to work on bicycle and pedestrian projects until a full-time staff member can be funded. Some organizations and foundations will fund staff member salaries, fellowships, or contractor salaries for a set period of time. The City may consider applying for grants from one or more of these foundations.

SOCIAL WALKS/RIDES Supporting social walks and bicycle rides in Santa Rosa can provide many benefits to the community. People who are uncomfortable bicycling or walking alone, or who are unfamiliar with the best routes to use, will benefit from having a group to show them the way. Rides can also be used as informal education opportunities to remind participants about safe walking and bicycling behavior and sharing the road, or combined with other efforts like tours of historic neighborhoods. This Plan Update 2018 recommends the City partner with or support local organizations who wish to host rides or walks, for example the Council on Aging and the Sonoma County Bicycle Coalition. WALKING & BIKING AMBASSADORS During the public outreach activities conducted for this Plan Update 2018, the community repeatedly expressed concerns about personal security and comfort when bicycling or walking in Santa Rosa, especially on the extensive creek trail network. These trails provide a high quality experience for walking and bicycling separated from high-traffic streets, but can be secluded with minimal surveillance.

The Guadalupe River Park Conservancy in San Jose operates a volunteer trail ambassador program, where volunteers wear green vests to identify themselves and spend at least 45 minutes each week bicycling or walking on the trail. In addition to reporting maintenance needs, ambassadors carry small kits with supplies for basic first aid, bicycle repairs, graffiti removal, or other tasks based on their interest and preference.

ADOPT-A-TRAIL PROGRAM The City of Santa Rosa may consider a voluntary Adopt-a-Trail Program to assist with maintenance and cleanup of trails in the community. This program may be combined or coordinated with the Walking and Biking Ambassador Program, if desired. The City of Sonoma supports maintenance of its trail network through a voluntary Adopt-a-Bike-Path Program. Participants commit to maintain their adopted section of pathway for one year, including maintaining it at least once per month. Maintenance activities performed as part of the program include litter removal and vegetation trimming, and participants are encouraged to discuss additional ideas with the Public Works Director. Path adopters are recognized on a sign on their section of trail.

05 Projects, Programs, & Policies

An ambassador program could recruit volunteers to act as eyes on the trail, report maintenance needs, share educational materials and maps, and provide a friendly presence on the trail network. Staffing needs for this program could be limited to coordinating occasional volunteer training sessions. Trusted volunteers may be enlisted to help with program coordination, and grant funds could be pursued to offer a stipend to ambassadors or coordinators.

This Plan Update 2018 recommends Santa Rosa consider a pilot Walking & Biking Ambassador program in partnership with the Bicycle & Pedestrian Advisory Board, the Southeast Greenway Team, and the Sonoma County Bicycle Coalition.

Photo credit: Guadalupe River Park Conservancy

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BIKE RACK PROGRAM

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Bike Rack programs coordinate and streamline bike rack installations. The program could be managed by an intern who could work with staff and business owners to install bike racks and bike corrals citywide. This also ensures bike racks are properly installed as to not block sidewalks while still being usable for bicyclists. Currently, there are no bike corrals installed in Santa Rosa. The City could evaluate installing bike corrals in high-traffic locations such as in vehicle parking spots on the corners of 4th and 5th Streets in downtown. This not only sends a statement that secure bike parking is important to the city and community members, but bike corrals increase visibility at intersections for all roadway users. An increase in visibility should reduce the risk of a collision in these locations.

bicycle theft. Bicycle lockers should also be considered in downtown Santa Rosa and at commercial hubs to serve people shopping or running multiple errands who would like a secure place to store their bicycle and deposit purchases or other items during their trip.

BICYCLE FRIENDLY BUSINESS PROGRAM

The city could also develop customized bike racks. These racks can serve as a “brand,” highlighting the Santa Rosa identity as a bicycle-friendly community and can double as art features.

Bicycle Friendly Business programs recognize businesses who make it easy and convenient for both employees and customers to arrive by bicycle. This requires different strategies to accommodate the different needs of customers and employees. To accommodate customers, providing bicycle parking and supporting City bicycling projects can make it safer and easier to travel by bicycle. Some businesses also choose to offer discounts or incentives to people who arrive by bicycle.

Where appropriate, this program could also coordinate with local businesses to provide bicycle lockers or other secure parking for employees and long-term visitors. Secure long-term parking is a key component of the bicycle network to encourage employees to bicycle instead of driving, and helps reduce

For employees, offering secure longterm parking for bicycles is key. This could include a secure gated bicycle parking area, or access to bicycle lockers. If space is not available for dedicated secure bicycle parking, business owners and landlords can consider allowing employees and tenants to bring bicycles

inside and store them in their workspace or another designated location. Providing changing areas, showers, or lockers to store belongings can also make it easier for employees to bicycle to work.

SMART CORRIDOR BIKE SHARE In November 2017, the Metropolitan Transportation Commission (MTC) approved over $800,000 for a bike share pilot program in Sonoma and Marin counties along the SMART train corridor. The program is considering employing GPS-enabled dockless bikes that do not require bikes to be placed at more traditional docking stations. These counties predict that the presence of shared bikes around SMART stations could free up space currently being used by people bringing bikes onto SMART trains. Instead, people can used shared bike near stations for their first mile and last mile commutes.

The City of Santa Rosa can support Sonoma County in these efforts, and help the county determine guidelines for the traditional or dockless bikes that best serve the needs of Santa Rosa residents. In addition, Santa Rosa can help advertise and gain interest for the bike sharing system.

05 Projects, Programs, & Policies

By recognizing businesses who support bicycling, Santa Rosa can support their local economy while fostering partnerships with the Chamber of Commerce and business owners to build community support for bicycling projects and programs. The League of American Bicyclists has a Bicycle Friendly Business program similar to the BFC program, and some communities have chosen to develop their own programs. Sutter Hospital was recently awarded the Cityâ&#x20AC;&#x2122;s first Bicycle Friendly Business award from the League.

SMART carried nearly 723,000 passengers and almost 65,500 bicycles in its first year of service from August 2017 to August 2018. This means one in nine riders are bringing a bicycle on board with them, and trains are quickly reaching capacity for bicycles. Supporting a regional bicycle sharing program could reduce the number of bicycles brought on board if riders have access to a shared bicycle at each end of their transit trip.

The City may also study shared e-scooters as an alternative or complement to bike share. Shared scooter systems have become increasingly popular, and according to a survey of system users in Portland, up to 34 percent of scooter trips taken by residents replaced a trip that would otherwise have been taken in a car. Among visitors to the city, 48 percent of scooter trips replaced a car trip.

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Enforcement BAIT BIKE PROGRAM

City of Santa Rosa • BICYCLE & PEDESTRIAN MASTER PLAN

Bike theft is a concern in the Santa Rosa community, with many residents identifying it as a barrier that currently discourages them from bicycling more often. Bait bike programs involve a bicycle outfitted with a discrete tracking device monitored by the local police department. The bicycle should be nondescript and consistent with the character of bicycles ridden in the community. Periodically, the police department will lock the bait bike at a location where thefts have been reported, and monitor the tracking device. When the bicycle is stolen, police can then use the location data to recover the bicycle and cite the thief. These programs can be particularly effective in prosecuting ‘organized’ bicycle theft operations that remove bicycles from the community to be sold in bulk at another location. Both Sonoma County and the City of Santa Rosa have used GPS tracking of “bait” items to apprehend thieves in the past. Sonoma County has implemented a bait bike program on occasion, and the Santa Rosa Police Department has used bait packages to target package thieves during the holiday season.

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Citations should be monitored and routinely reviewed to ensure the bait bike program is not disproportionately targeting disadvantaged or minority communities in Santa Rosa. Similarly, bait bike deployment locations should be selected to provide geographic equity covering all parts of the City evenly. An alternative model to this traditional bait bike program involves inexpensive Bluetooth devices being installed on as many bicycles as possible in the community. In Davis, CA, the local bike club used donations to purchase small trackers called Tiles and install them inconspicuously on bicycles as requested. The Tiles pair with a smartphone app that shows the location of your bicycle. If a stolen bicycle is reported as “lost” through the app, any smartphones with the Tile app in the vicinity of the missing bicycle will receive an alert and can help law enforcement retrieve the bicycle. An outreach campaign should be paired with the launch of a bait bike program to publicize the effort and discourage theft by emphasizing that local police are taking bicycle theft seriously. It can also be a deterrent to thieves if they know the bicycle they are stealing may be a bait bike.

TARGETED ENFORCEMENT

This Plan Update 2018 recommends continuing these efforts, with a focus on those behaviors that create the greatest risk or potential conflict, and care should be taken that programs do not unfairly target specific demographics or modes of transportation. This Plan Update 2018 also recommends continuing current educational enforcement activities, where officers stop individuals and discuss the unsafe behavior observed without issuing citations. Behaviors and locations for targeted enforcement should be reviewed each year based on collision data and community input. Behaviors cited as challenges during public outreach for this Plan Update 2018 include drivers failing to stop at red lights and yield to pedestrians in crosswalks, parking in bicycle lanes, pedestrians crossing streets illegally, and bicyclists riding on the wrong side of the road.

Evaluation ANNUAL REPORT CARD An annual report card assesses the Cityâ&#x20AC;&#x2122;s progress toward goals and objectives outlined in this Plan Update 2018, implementation of its projects and programs, and changing mode splits for active transportation. Annual report cards can also incorporate a review of effectiveness to evaluate costs and benefits of various efforts and adjust investments to maximize results. This Plan Update 2018 recommends the City work with the BPAB to develop an Annual Report Card that tracks progress toward implementing this Plan Update 2018 and incorporates annual collision data, SRTS program and participation data, and other relevant information to highlight successes and challenges of improving walking and bicycling each year. Specific performance measures identified by the City and the community should be included in this card on an annual basis to track key metrics over time and better understand successes and challenge areas.

05 Projects, Programs, & Policies

The Santa Rosa Police Department currently conducts targeted enforcement periodically based on requests from the community or focus areas of grant funding received.

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POLICY CHANGES

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The following recommended changes include policies, operational changes, and municipal code revisions that support the goals of this Plan Update 2018 or address community-identified barriers to walking and bicycling in Santa Rosa.

Vision Zero Policy

The high-injury network identified in this 2018 Plan Update 2018 is a strong start to developing this understanding. Asking additional questions about the causes and locations of crashes can help the City re-prioritize funding for projects that target behaviors and locations that may be contributing to crashes:

Vision Zero is a traffic philosophy that rejects the idea that traffic crashes are accidents, and instead asserts that serious injuries or fatalities on the transportation system are preventable and unacceptable.

• What are the total number of crashes (all modes)? Of these crashes, how many were fatal or severe injuries?

The more Santa Rosa understands where and why crashes happen, the more different departments can take actions to reduce them. The City can use this understanding to develop roadway designs that prioritize bicycling, walking, and other transportation facilities that enhance comfort and can be implemented quickly to adapt and respond to identified challenges.

• How are the crashes affected by posted speed, road class, or other identifiable feature of the road?

• What were the most striking contributing factors?

An inclusive process and equitable outcomes are a core component of adopting Vision Zero. Santa Rosa has emphasized their commitment to equity in this 2018 Plan Update 2018 by offering inclusive outreach opportunities and identifying projects near schools, around housing for seniors and people with disabilities, and neighborhoods most reliant on public transportation. In addition, actions can be taken to address equity in enforcement.

As part of this Plan Update 2018, the City and the Bicycle and Pedestrian Advisory Board reached out to the City of Fremont to discuss their Vision Zero program.

The Vision Zero Network has resources and case studies available to guide cities as they develop and implement Vision Zero Action Plans. More information at: â&#x20AC;˘ visionzeronetwork.org/project/ roadmapforaction

Traffic deaths are inevitable Perfect human behavior Prevent collisions Individual responsibility Saving lives is expensive

VISION ZERO

05 Projects, Programs, & Policies

This Plan Update 2018 recommends the City consider whether adoption of a Vision Zero Policy is an appropriate step to increase the Cityâ&#x20AC;&#x2122;s existing commitment for all users of its diverse transportation systems. MTC awards additional points in their Regional Active Transportation Program competitive grant process for communities that have adopted a Vision Zero Policy.

TRADITIONAL APPROACH

Traffic deaths are preventable Integrate human failing in approach Prevent fatal and severe crashes Systems approach Saving lives is not expensive

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School Zone Speed Limits

City of Santa Rosa • BICYCLE & PEDESTRIAN MASTER PLAN

On January 1, 2008, AB 321 took effect allowing local governments to extend school zones up to 1,000 feet and reduce speed limits within 500 feet of a school site to 15 mph in residential neighborhoods or on highways with speed limits of 30 mph or less. In Santa Rosa from 2007 to 2017, nearly 300 crashes involving a bicyclist or pedestrian occurred within 500 feet of a school campus—146 crashes involving a bicyclist, and 138 crashes involving a pedestrian. More than 40 percent of these occurred during school hours, between 7 am and 4 pm. At 15 mph, more than 90 percent of pedestrians are likely to survive a crash with only minor injuries. As speeds increase, however, crash severity increases dramatically. At 30 mph most crashes result in serious injuries to pedestrians, and nearly half may be fatal. At 40 mph, 90 percent of pedestrians will be killed in a crash. Reducing speeds even slightly can have a profound effect on safety for people walking and bicycling to school. Cities that have already enacted this law include Berkeley, San Francisco, Los Angeles, and the City of Goleta. This Plan Update 2018 recommends the City enact this law around eligible schools. AB 321 requires engineering and traffic surveys to be conducted to

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indicate that the existing speed limit is not appropriate. Santa Rosa can work with the Transportation and Public Works department to determine an evaluation and implementation schedule that accommodates staff capacity. In addition, Santa Rosa can work with local law enforcement to educate parents and drivers about the new policy and why certain school areas were selected.

Vehicle Miles Traveled Transportation is the largest contributor to greenhouse gas emissions in Santa Rosa and the City’s 2012 Climate Action Plan recommends several strategies to reduce the number of miles residents and visitors travel daily by automobile. Following the passage of Senate Bill (SB) 743, CEQA guidelines will change how transportation impacts are measured by transitioning from auto delay calculated as Level of Service (LOS) to vehicle miles traveled (VMT). This Plan Update 2018 recommends the City adopt VMT as its standard for evaluating vehicle miles travelled and greenhouse gas emission impacts of transportation projects. To help make this transition, the Metropolitan Transportation Commission (MTC) offers Priority Development Area grants to assist municipalities in transitioning their general plans to implement VMT-based transportation impact standards.

Waste Tote Placement

Residential streets in Santa Rosa are currently swept once per month, and collector and arterial streets are swept more frequently. Despite this, community members expressed concerns about debris in bicycle lanes and on shared use paths.

In areas with curbside trash or recycling collection, waste totes improperly placed in bicycle lanes can create challenges for people riding bicycles either by placing them at risk of colliding with a tote or by forcing them to merge into the travel lane to avoid the obstacle.

This Plan Update 2018 recommends reviewing street sweeping practices and street sweeper driver training to ensure on-street bicycle lanes are swept at least monthly, and that they are cleared of any glass or other debris following a collision.

This Plan Update 2018 recommends the City provide clear instruction on its website and in utility bills mailed to residents about proper placement of waste totes. Where on-street parking exists, totes should be placed near the curb within the parking aisle. Where no on-street parking exists, residents should be instructed to place totes against the curb to minimize intrusion into the bicycle lane.

Vegetation Maintenance In many places in Santa Rosa, landscaping and vegetation near sidewalks and bikeways has overgrown into the travelway and creates challenges for people walking and bicycling. Overgrown vegetation can not only create mobility challenges by narrowing the usable travelway, it can limit visibility and contribute to debris on the pathway. Routinely trimming back vegetation and mowing pathway shoulders contributes to a safer and more comfortable active transportation environment.

05 Projects, Programs, & Policies

Street Sweeping

The City should also consider working with waste management companies to add reflective markings to totes to increase their visibility at night and reduce the risk of a bicyclist colliding with a misplaced tote, in addition to stenciling â&#x20AC;&#x153;Do Not Place In Bicycle Laneâ&#x20AC;? on totes to remind residents of proper placement.

This Plan Update 2018 recommends the City promote the online MySantaRosa application for reporting vegetation in need of maintenance to property owners, and develop a policy to respond to reports within a reasonable timeframe.

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Bicycle Parking at Large Events

City of Santa Rosa • BICYCLE & PEDESTRIAN MASTER PLAN

Chapter 11-40 of the Santa Rosa Municipal Code currently addresses the procedures and requirements to apply for an event permit within the City. This Plan Update 2018 recommends revising Section 11040.040 Permit – Conditions for Issuance to require events expected to draw more than 5,000 attendees must provide secure, attended bicycle parking for attendees at no charge. Key considerations include: • A space that is enclosed and secured on three sides (“corral”) must be provided, with the fourth side consisting of tables for checking in bicycles • The corral must be in a visible and easily accessible location within one block of the event • Bicycle parking must be offered for the full duration of the event, including the bicycle parking attendants having access to the location at least one hour before and one hour after the event for setup and break down • Availability and location of free bicycle parking must be noticed on all event

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promotion where transportation or directional information for the event is advertised, in the same format and with an equal amount of space as parking and transportation information for other modes • Bicycle parking must be attended and monitored at all times with a number of staff sufficient for the size of the event and whether attendees are expected to arrive for a single start time or arrive throughout the event • Bicycles will be checked in and returned with a claim check to ensure the correct bicycle is released to each person, and bicycle valet attendants will record and share the number of bicycles parked at the event in order to better estimate the space needed for the following year • The valet bicycle parking service provider shall have insurance; should the event sponsor provide the bicycle parking service, bicycles checked in must be insured against theft The City of Oakland operates a successful bicycle parking policy for large events, and may be a resource to Santa Rosa.

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05 Projects, Programs, & Policies

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IMPLEMENTATION PLAN

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This chapter outlines a strategy towards implementation of the infrastructure projects and includes the following sections: â&#x20AC;˘ Project Evaluation presents the method and data sources used to prioritize projects for implementation, along with a summary of the results

The intent of evaluating projects is to create a strategic list to guide implementation. The project list and evaluation results are flexible concepts that serve as guidelines. Over time as development occurs or other changes to land uses and the transportation network take place, this framework can be used to reevaluate remaining projects and continue pursuing implementation of this Plan Update 2018. A detailed list of all projects is included in Appendix A. Typical costs for each type of infrastructure project are included in the Bicycle and Pedestrian Facility Guidelines in Appendix B.

06 Implementation Plan

This Plan Update 2018 includes projects, programs, and policy changes intended to create a more walkable, bikeable Santa Rosa. Implementation of this Plan Update 2018 will require community support and political leadership in addition to significant funding.

â&#x20AC;˘ Funding Strategies provides an overview of competitive funding sources and eligibilities for the projects in this Plan Update 2018

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PROJECT EVALUATION / IMPLEMENTATION STRATEGY

PROJECT EVALUATION

Two evaluation strategies were used to arrive at four categories representing varying phases and approaches to project implementation

PRIORITY EVALUATION Based on the following criteria:

City of Santa Rosa • BICYCLE & PEDESTRIAN MASTER PLAN

The evaluation strategy described in this chapter reflects a systematic approach to determine each project’s community benefit in a manner that is feasible, fundable, and sustainable.

Collision Reduction

Studies for crossings and corridor improvements were evaluated and ranked on an individual basis, separate from proposed infrastructure projects.

Comfort Network

Connectivity

Gap Closure

Equity

Projects were scored and then considered either :

LOW

HIGH

PRIORITY

Implementation Categories Projects are sorted into four Implementation Categories based on the results of two evaluations: project priority and project feasibility. Each project was scored “high” or “low” on each axis, resulting in the four implementation categories represented in the graphic below.

FEASIBILITY EVALUATION Based on the complexity and typical cost of the project:

Hardscape Improvements

Signs & Striping

LOW

HIGH

FEASIBILITY

Based on the results from the two evaluations, projects are sorted into four:

LOW

PRIORITY

HIGH

IMPLEMENTATION CATEGORIES LONG TERM IMPROVEMENT

SHORT TERM IMPROVEMENT

Projects for further study and evaluation. Seek grant funding to advance those projects.

High priority and easy to implement projects for short term development.

LOW PRIORITY

OPPORTUNITY IMPROVEMENT

Low priority, challenging projects that may be pursued long term, but are not a priority at this time.

Lower priority projects that may become an opportunity if funding or partnership occurs.

LOW

HIGH

FEASIBILITY

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Low priority improvements are those projects rated lower priority and low feasibility. They represent challenging projects that may not add significant value for a greater portion of the community walking or bicycling network on their own, but are part of a long term vision for active transportation.

Short term improvement projects are rated high priority and high feasibility, and represent projects that could be pursued for implementation within the first three to five years.

Implementation Plan

Long term improvement projects are rated high priority and low feasibility. They may require more study or analysis than short term projects, or more significant funding for construction.

Projects are summarized by implementation category in Table 6-1 and Table 6-2, and mapped in Figure 6-1 through Figure 6-4.

Opportunity improvements represent projects rated lower priority and high feasibility, and may be pursued when nearby development or an overlapping project creates an opportunity to include these easy to implement projects.

Table 6-1: Linear Projects (Number of Projects and Mileage) by Implementation Category

PROJECT TYPE

SHORT TERM

LONG TERM

OPPORTUNITY

LOW PRIORITY

TOTAL

NO.

MILES

Class I Shared Use Paths Class II Bicycle Lanes

MILES 24

16.2

5.2

3.1

Class II Buffered Bicycle Lanes

1.1

0.8

Class III Bicycle Routes

1.9

Class III Bicycle Boulevards Class IV Separated Bikeways

1.8

Sidewalk Total

10.0

MILES

26.6

111

33.4

0.3

MILES

22.7

38.9

13.6

115

48.5

1.9

116

35.3

2.2

2.5

0.1

0.3

2.2

1.7

19.5

21.2

21.9

136

58.3

383

150.5

180

60.3

Table 6-2: Crossing Locations by Implementation Category CROSSING TYPE Proposed Crossing Enhancement Locations

SHORT TERM

LONG TERM 10

Trail Bridges Total

OPPORTUNITY 5

2 10

LOW PRIORITY

TOTAL 7

133

PRIORITY DEVELOPMENT AREAS

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134

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SANTA ROSA BICYCLE & PEDESTRIAN MASTER Taylor Mountain PLAN UPDATE 2018 Regional Park

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RECOMMENDED FIGURE 3-2

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116

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136

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SANTA ROSA BICYCLE & PEDESTRIAN MASTER PLAN UPDATE 2018

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City of Santa Rosa • BICYCLE & PEDESTRIAN MASTER PLAN

Priority Evaluation

Feasibility Evaluation

Using data from early phases of this Plan Update 2018 process, five criteria listed in Table 6-3 were used to evaluate the priority of infrastructure projects. Input from the community, the Bicycle and Pedestrian Advisory Board, and the Waterways Advisory Committee informed the weighting of these criteria in evaluating overall priority.

In addition to evaluating the priority of each project, this implementation strategy also considers the complexities to design, construct, and maintain the project in a feasibility evaluation. Typically, projects were rated as high or low feasibility based on the bikeway class, project type, or other treatments included. Some projects were reassigned after this initial evaluation based on site-specific considerations.

Each project received a priority score out of ten possible points, with projects scoring 6 or more considered high priority and projects scoring 5 or less considered low priority.

HIGH FEASIBILITY In general, high feasibility projects include: • Most Class II Bicycle Lanes and Class II Buffered Bicycle Lanes, where right of way is available or a road diet is feasible • Class III Bicycle Routes LOW FEASIBILITY In general, low feasibility projects include: • Class I Shared Use Paths • Class II Bicycle Lanes and Class II Buffered Bicycle Lanes that may require parking removal, additional right of way, or further study • Class III Bicycle Boulevards • Class IV Separated Bikeways • Sidewalks • Trail Bridges

138

Table 6-3: Priority Evaluation Criteria CRITERIA

DESCRIPTION Collisions involving bicyclists or pedestrians from September 2007 through August 2017 were analyzed to identify a High Injury Network (HIN) in Santa Rosa, where bicycle or pedestrian related collisions that result in either fatalities or severe injuries are occurring at a relatively high frequency in relation to the citywide street network. For more information about the HIN, see Chapter 3.

Collision Reduction

Projects located on HIN corridors were awarded points. Class I shared use paths, which are not located on the existing street network, were awarded points if they provide a parallel alternative route to a HIN corridor. Trail bridge projects along Class I paths that provide these alternative routes were also awarded points.

Connectivity

Projects within one quarter-mile of a SMART station, Santa Rosa City Bus transit station, or school were awarded points.

Implementation Plan

Improving walking and bicycling access to destinations including schools and transit hubs was identified as a priority by the Santa Rosa community.

Speed limits, travel lanes, daily traffic volumes, and other information about Santa Rosa streets was analyzed to develop a Level of Traffic Stress (LTS) score from one to four for every street segment in the city, with low scores representing relatively low-stress segments and high scores representing highstress segments. For more information about this analysis, see Chapter 3. Comfort Network

Projects along streets with an average LTS score of 3 or 4 were awarded points. Because Class I shared use paths and trail bridges provide a walking and bicycling path completely separated from potential traffic stress, all Class I and trail bridge projects were awarded points.

Closing gaps in the bicycling and walking network is important to create a seamless, connected transportation facility.

Gap Closure

Network projects that close a gap between two existing facilities were awarded points. Crossing projects were awarded points if a sidewalk or trail exists on both sides of the crossing.

Active transportation investments in disadvantaged communities support equity and provide access to transportation choices for neighborhoods that may be more reliant on bicycling, walking, or transit.

Equity

Projects located in a Community of Concern identified by the Metropolitan Transportation Commission (MTC) were awarded points. For more information about Community of Concern boundaries in Santa Rosa, see Chapter 3. Boundaries may change; the most recent boundaries are published by MTC.

139

First Phase

City of Santa Rosa • BICYCLE & PEDESTRIAN MASTER PLAN

140

The Short Term and Long Term Implementation Categories together include nearly 70 linear projects likely to provide a great benefit to walking and bicycling in the Santa Rosa community. Given limited resources compared to this volume of improvements, this Plan Update 2018 recommends the City focus on a short list of transformative projects

and studies to be implemented first. This list includes 28 projects from both the Short Term and Long Term categories, and is expected to be reevaluated in the future as projects are completed. First Phase projects are listed alphabetically by location in Table 6-4 through Table 6-7. This order is not intended to reflect any one project being prioritized above another.

Table 6-4: First Phase – Class I Shared Use Paths TYPE

LOCATION

CROSS STREET A

CROSS STREET B

Class I Shared Use Path

Highway 101 Overcrossing

Coddingtown Mall

Santa Rosa Junior College

Class I Shared Use Path

Jennings Avenue

at SMART Tracks

–

Class I Shared Use Path

Roseland Creek Trail

Burbank Avenue

McMinn Avenue

Class I Shared Use Path

SMART Trail: Segment A Segment B Segment C

Prince Memorial Greenway 4th Street Guerneville Road

3rd Street 6th Street City Limits

Class I Shared Use Path

Southeast Greenway

Farmers Lane

Spring Lake Park

Class I Shared Use Path

Taylor Mountain Regional Park Trail

Bennett Valley Road/ Farmers Lane

Petaluma Hill Road/ Yolanda Avenue

Table 6-5: First Phase – On Street Bikeways TYPE

LOCATION

CROSS STREET A

CROSS STREET B

Class II Buffered Bicycle Lanes

3rd Street

Davis Street

Morgan Street

Class II Bicycle Lanes

7th Street

B Street

Mendocino Avenue

Class II Bicycle Lanes

Dutton Avenue

3rd Street

Sebastopol Road

Class II Bicycle Lanes

Guerneville Road

Range Avenue

Illinois Avenue

Class II Bicycle Lanes

Piner Road

Marlow Road

Cleveland Avenue

Class II Bicycle Lanes

Range Avenue

Piner Road

Russell Avenue

Class II Bicycle Lanes

Santa Rosa Avenue

Sonoma Avenue

Maple Avenue

Class II Bicycle Lanes

Sebastopol Road

Avalon Avenue

Sebastopol Ave

Class III Bicycle Route

B Street

4th Street

3rd Street

Implementation Plan

Table 6-6: First Phase – Sidewalks TYPE

LOCATION

CROSS STREET A

CROSS STREET B

Sidewalk

3rd Street

70 ft east of Roberts Avenue

250 ft west of Wilson Street

Sidewalk

Chanate Road

Mendocino Avenue

Lomitas Avenue

Sidewalk

Fulton Road

Appletree Drive

Guerneville Road

Sidewalk

Guerneville Road

Marlow Road

Ridley Avenue

Sidewalk

Sonoma Avenue

Farmers Lane

Village Court Transit Hub

Table 6-7: First Phase – Studies TYPE

LOCATION

CROSS STREET A

CROSS STREET B

Study

4th Street

D Street

Farmers Lane

Study

Brookwood Avenue

2nd Street

Sonoma Avenue

Study

College Avenue

Kowell Lane

Morgan Street

Study

Elliott Avenue

Armory Drive

Mendocino Avenue

Study

Montgomery Drive

Alderbrook Drive

Hahman Drive

Study

Northeast Connections: Santa Rosa Creek Trail Channel Trail Melita Road Channel Trail

Melita Road SR 12 SR 12 Stone Bridge Road

SR 12 Channel Drive Stone Bridge Road Channel Drive

Study

Roseland Creek Trail

Stony Point Road

Burbank Avenue

Study

Stony Point Road

Guerneville Road

Sebastopol Road

141

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FIRST PHASE PROJECTS Bicycle Lane (Class II)

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Santa Rosa Junior College

Buffered Bicycle Lane (Class IIB)

City Limts

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SANTA ROSA BICYCLE & PEDESTRIAN MASTER AS

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FIRST FIRST PHASE PHASE PROJECTS PROJECTS

DESTINATIONS DESTINATIONS + BOUNDARIES + BOUNDARIES

Shared-Use Shared-Use Path (Class Path I) (Class I)

City Hall City Hall

Bicycle Lane Bicycle (Class Lane II) (Class II)

SMART Station SMART Station

Buffered Bicycle Buffered Lane Bicycle Lane (Class IIB)(Class IIB)

Santa Rosa Santa Junior Rosa College Junior College City LimtsCity Limts

Bicycle Route Bicycle (Class Route III) (Class III) Sidewalk Sidewalk

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Urban Growth Urban Boundary Growth Boundary

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JenningsJennings Avenue Avenue B

RoselandRoseland Creek Trail Creek Trail

ONE

SMART Trail: SMART Trail: D

SEGMENT A (PRINCE SEGMENT MEMORIAL A (PRINCE MEMORIAL GREENWAY TO GREENWAY 3RD ST) TO 3RD ST)

SEGMENT C (GUERNEVILLE SEGMENT C (GUERNEVILLE RD RD TO CITY LIMITS) G E TO CITY LIMITS) D

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Dutton Avenue Dutton Avenue H

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Guerneville Guerneville Road Road S

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EStreet3rd V V EStreet 3rd A A O O T T N N NA S(DAVIS STNTO(DAVIS MORGAN ST ST) TO MORGAN ST) AS

4th Street 4th Street U

(D ST TO FARMERS (D ST TO LN)FARMERS LN)

College Avenue College Avenue W (KOWELL (KOWELL LN TO MORGAN LN ST TO MORGAN ST

Elliott Avenue Elliott Avenue X

(ARMORY DR (ARMORY TO MENDOCINO DR TO MENDOCINO AVE) AVE)

Montgomery Montgomery Drive Drive Y (ALDERBROOK (ALDERBROOK DR TO HAHMAN DR DR) TO HAHMAN DR)

Northeast Northeast Connections: Connections: Z SANTA ROSA SANTA CREEK ROSA TRAILCREEK TRAIL (MELITA RD TO (MELITA SR 12) RD TO SR 12)

CHANNEL TRAIL CHANNEL (SR 12 TO TRAIL CHANNEL (SR 12 TO DR)CHANNEL DR) MELITA ROADMELITA (SR 12 TO ROAD STONE (SR BRIDGE 12 TO STONE RD) BRIDGE RD)

M (AVALON AVE(AVALON TO SEBASTOPOL AVE TO SEBASTOPOL AVE) AVE)

BUFFERED BUFFERED BICYLE LANE BICYLE LANE

STUDY

Brookwood Brookwood Avenue Avenue V (2ND ST AVE) (2ND ST TO SONOMA TO SONOMA AVE)

Sebastopol Sebastopol Road Road

(APPLETREE DRIVE (APPLETREE TO DRIVE TO GUERNEVILLE GUERNEVILLE ROAD) ROAD)

(MARLOW RD(MARLOW TO CLEVELAND RD TO AVE) CLEVELAND AVE) Y

VE DA

VE ROSA A

Piner JRoad Piner Road

Range Avenue K Range K Avenue (PINER RD TO RUSSELL RD AVE) TO RUSSELL AVE) E E AV AV (PINER PLE PLE A A L Santa Avenu Rosa e Avenue M M Santa Rosa L (SONOMA L AVE (SONOMA TO MAPLE AVE AVE) TO MAPLE AVE)

(MENDOCINO(MENDOCINO AVE TO LOMITAS AVEAVE) TO LOMITAS AVE)

STUDY

OO J

S A N TA

HR O

(B ST TO MENDOCINO (B ST TO MENDOCINO DR) DR)

VE HA

7th Street7th Street

(70FT EAST OF (70FT ROBERTS EAST OF AVEROBERTS TO AVE TO 250FT WEST OF 250FT WILSON WESTST) OF WILSON ST)

A (BENNETT (BENNETT RD/FARMERS VALLEY RD/FARMERS LN LN K VALLEY DR DTO D RHILL RD/YOLANDA TO PETELUMA PETELUMA RD/YOLANDA AVE) AVE) RHILL

BICYCLEBICYCLE LANE LANE

Fulton Fulton Road R Road

S E (FARMERS LN(FARMERS TO SPRINGLN LAKE TO SPRING PARK) LAKE PARK)

Southeast Southeast Greenway Greenway

F O

Chanate Road Chanate Road Q

F A I R FI E

PAA CVIFEIC AV EE IC

ne-Annadel tate Park

3rd Street P 3rd Street

SEGMENT B (4TH SEGMENT ST TO B 6TH (4TH ST)ST TO 6TH ST) ID

(BURBANK AVE (BURBANK TO MCMINN AVEAVE) TO MCMINN AVE)

SIDEWALK SIDEWALK

(AT SMART TRACKS) (AT SMART TRACKS)

ONE

(3RD ST TO 4TH (3RD ST)ST TO 4TH ST)

Implementation Plan

HUMBOLDT ST

(CODDINGTOWN (CODDINGTOWN MALL TO MALL TO SANTA ROSA SANTA JUNIORROSA COLLEGE) JUNIOR COLLEGE)

BICYCLEBICYCLE ROUTE ROUTE

Highway 101 Overcrossing 101 Overcrossing B Street B Street A Highway O O

Park

CHANNEL TRAIL CHANNEL (STONE TRAIL BRIDGE (STONE RD BRIDGE RD TO CHANNELTO DR)CHANNEL DR)

Roseland Roseland Creek Trail Creek Trail AA

Stony Point Stony Road Point Road BB (GUERNEVILLE (GUERNEVILLE RD TO SEBASTOPOL RD TO SEBASTOPOL RD) RD)

(STONY POINT (STONY RD TO POINT BURBANK RD TO AVE) BURBANK AVE)

L TA

143

FUNDING STRATEGIES

City of Santa Rosa â&#x20AC;˘ BICYCLE & PEDESTRIAN MASTER PLAN

A variety of sources exist to fund bicycle and pedestrian infrastructure projects, programs, and studies. Local and regional funding sources that can be used for construction or maintenance of bicycle or pedestrian improvements, along with statewide and federal grant programs, are described on the following pages. Eligibilities for the funding programs listed in this section are summarized in Table 6-8 on page 6-14.

Throughout the nine-county Bay Area, the Bicycle Facilities Grant program strives to reduce emissions from onroad vehicles and improve air quality by helping residents and commuters shift modes to bicycling and walking as alternatives to driving for short distances and first-and-last mile trips. BAAQMD has grant programs that fund both on-street facilities and bicycle parking facilities. Funds are programmed by the BAAQMD.

Local and Regional Funding Sources TRANSPORTATION FUNDS FOR CLEAN AIR Money in the Transportation Funds for Clean Air program, established by Assembly Bill 434, is generated by a $4 vehicle registration surcharge in the nine Bay Area counties. The funds may be used on projects that reduce vehicle emissions, including bicycle and pedestrian projects, and can also be used as a match for competitive state or federal programs. Funds are programmed by the Bay Area Air Quality Management District (BAAQMD) and Sonoma County Transportation Authority (SCTA).

144

BICYCLE FACILITIES GRANT PROGRAM

ONE BAY AREA GRANT In Sonoma County, One Bay Area grant funds are administered by SCTA. The program emphasizes funding for projects within Priority Development Areas in the region that are in-line with housing and land-use goals. Santa Rosa has received two One Bay Area 2 grants, including a project funding the design of a bicycle and pedestrian bridge over Highway 101. Funds are programmed by SCTA.

TRANSPORTATION DEVELOPMENT ACT ARTICLE 3

Funds are programmed by SCTA.

Measure M is a one-eighth cent sales tax to improve and protect Sonoma County's parks, safeguard water and wildlife, and expand walking, bicycling, and hiking trails. Trail maintenance projects and active transportation projects that improve access to regional parks and trails will be eligible for Measure M's expenditure list. Funds are anticipated to be programmed by Sonoma County Regional Parks (SCRP).

06 Implementation Plan

Transportation Development Act Article 3 (TDA 3) provides funding annually for bicycle and pedestrian projects. Two percent of TDA funds collected within the county are used for TDA 3 projects. Metropolitan Transportation Commission policies require that all projects be reviewed by a BPAC or similar body before approval.

MEASURE M (2018)

MEASURE M (2004) Measure M is a one-quarter cent sales tax in Sonoma County to fund transportation projects including maintenance and traffic safety improvement projects. Four percent of revenues are set aside for bicycle and pedestrian projects. Two projects in Santa Rosa have already been identified by the SCTA as priorities to receive funding: the Santa Rosa Creek Trail, the Highway 101 bicycle and pedestrian overcrossing, and bicycle lanes on Old Redwood Highway, Mendocino Avenue, and Santa Rosa Avenue.

REGIONAL MEASURE 3 Regional Measure 3 uses toll revenue from the Bay Areaâ&#x20AC;&#x2122;s seven state-owned toll bridges. The money from Regional Measure 3 funds a variety of highway and transit projects throughout the region. Funds are programmed by the Metropolitan Transportation Commission.

Funds are programmed by SCTA.

145

State and Federal Grant Programs

City of Santa Rosa â&#x20AC;˘ BICYCLE & PEDESTRIAN MASTER PLAN

CALIFORNIA ACTIVE TRANSPORTATION PROGRAM Californiaâ&#x20AC;&#x2122;s Active Transportation Program (ATP) funds infrastructure and programmatic projects that support the program goals of shifting trips to walking and bicycling, reducing greenhouse gas emissions, and improving public health. Competitive application cycles occur every one to two years, typically in the spring or early summer. Eligible projects include construction of bicycling and walking facilities, new or expanded programmatic activities, or projects that include a combination of infrastructure and noninfrastructure components. Typically no local match is required, though extra points are awarded to applicants who do identify matching funds. Funds are programed by the California Transportation Commission (CTC).

SUSTAINABLE TRANSPORTATION PLANNING GRANTS Caltrans Sustainable Transportation Planning Grants are available to communities for planning, study, and design work to identify and evaluate projects, including conducting outreach or implementing pilot projects. Communities are typically required to provide an 11.47 percent local match, but staff time or in-kind donations are eligible to be used for the match provided the required documentation is submitted. Funds are programed by Caltrans. HIGHWAY SAFETY IMPROVEMENT PROGRAM Caltrans offers Highway Safety Improvement Program (HSIP) grants every one to two years. Projects on any publicly owned road or active transportation facility are eligible, including bicycle and pedestrian improvements. HSIP focuses on projects that explicitly address documented safety challenges through proven countermeasures, are implementation-ready, and demonstrate cost-effectiveness. Funds are programmed by Caltrans.

146

SOLUTIONS FOR CONGESTED CORRIDORS PROGRAM

Funds are programed by the CTC. OFFICE OF TRAFFIC SAFETY Under the Fixing Americaâ&#x20AC;&#x2122;s Surface Transportation (FAST) Act, five percent of Section 405 funds are dedicated to addressing nonmotorized safety. These funds may be used for law enforcement training related to pedestrian and bicycle safety, enforcement campaigns, and public education and awareness campaigns.

The Recreational Trails Program helps provide recreational trials for both motorized and nonmotorized trail use. Eligible products include: trail maintenance and restoration, trailside and trailhead facilities, equipment for maintenance, new trail construction, and more. Funds are programed by the California Department of Parks and Recreation.

06 Implementation Plan

Funded by SB1, the Congested Corridors Program strives to reduce congestion in highly traveled and congested through performance improvements that balance transportation improvements, community impacts, and environmental benefits. This program can fund a wide array of improvements including bicycle facilities and pedestrian facilities. Eligible projects must be detailed in an approved corridor-focused planning document. These projects must include aspects that benefit all modes of transportation using an array of strategies that can change travel behavior, dedicate right of way for bikes and transit, and reduce vehicle miles traveled.

RECREATIONAL TRAILS PROGRAM

AFFORDABLE HOUSING AND SUSTAINABLE COMMUNITIES PROGRAM The AHSC program funds land-use, housing, transportation, and land preservation projects that support infill and compact development that reduces greenhouse gas emissions. Projects must fall within one of three project area types: transit-oriented development, integrated connectivity project, or rural innovation project areas. Fundable activities include: affordable housing developments, sustainable transportation infrastructure, transportation-related amenities, and program costs. Funds are programmed by the Strategic Growth Council and implemented by the Department of Housing and Community Development.

Funds are programmed by the California Office of Traffic Safety.

147

CULTURAL, COMMUNITY AND NATURAL RESOURCES GRANT PROGRAM – PROPOSITION 68

City of Santa Rosa • BICYCLE & PEDESTRIAN MASTER PLAN

Proposition 68 authorizes the legislature to appropriate $40 million to the California Natural Resources Agency to protect, restore, and enhance California’s cultural, community, and natural resources. One type of eligible project that this program can fund are projects that develop future recreational opportunities including: creation or expansion of trails for walking, bicycling, and/or equestrian activities and development or improvement of trailside and trailhead facilities, including visitor access to safe water supplies. Funds are programmed by the California Natural Resources Agency.

This program provides local and regional agencies that have passed sales tax measures, developer fees, or other transportation-imposed fees to fund road maintenance and rehabilitation, sound walls, and other transportation improvement projects. Jurisdictions with these taxes or fees are then eligible for a formulaic annual distribution of no less than $100,000. These jurisdictions are also eligible for a competitive grant program. Local Partnership Program funds can be used for a wide variety of transportation purposes including roadway rehabilitation and construction, transit capital and infrastructure, bicycle and pedestrian improvements, and green infrastructure. Funds are programmed by the CTC.

URBAN GREENING GRANTS Urban Greening Grants support the development of green infrastructure projects that reduce GHG emissions and provide multiple benefits. Projects must include one of three criteria, most relevantly: reduce commute vehicle miles travels by constructing bicycle paths, bicycle lanes or pedestrian facilities that provide safe routes for travel between residences, workplaces, commercial centers, and schools. Eligible projects include green streets and alleyways and non-motorized urban trails that provide safe routes for travel between residences, workplaces, commercial centers, and schools. Funds are programmed by the California Natural Resources Agency.

148

LOCAL PARTNERSHIP PROGRAM

ROAD MAINTENANCE AND REHABILITATION PROGRAM Senate Bill 1 created the Road Maintenance and Rehabilitation Program (RMRP) to address deferred maintenance on state highways and local road systems. Program funds can be spent on both design and construction efforts. On-street active transportationrelated maintenance projects are eligible if program maintenance and other thresholds are met. Funds are allocated to eligible jurisdictions. Funds are programmed by the State Controller's Office with guidance from the CTC.

STUDIES

PROGRAMS

CROSSING/ INTERSECTIONS

SAFE ROUTES TO TRANSIT

SAFE ROUTES TO SCHOOL

TRAILS

FUNDING SOURCE

ON-STREET BIKEWAYS

Table 6-8: Funding Source Eligibilities by Project Type

Local and Regional Programs Transportation Funds for Clean Air (SCTA)

One Bay Area (MTC) Transportation Development Act, Article 3 (SCTA) Measure M (2004 - SCTA)

Implementation Plan

Bicycle Facilities Program (BAAQMD)

Measure M (2018 - SCRP) Regional Measure 3 (MTC) Competitive Grant Programs Active Transportation Program (CTC) Sustainable Transportation Planning Grants (Caltrans) Highway Safety Improvement Program (Caltrans) Solutions for Congested Corridors (CTC) Office of Traffic Safety (CA OTS) Recreational Trails Program (CA DPR) Affordable Housing & Sustainable Communities (CA HCD) Cultural, Community, and Natural Resources (CA NRA) Urban Greening Grants (CA NRA) Local Partnership Program Road Maintenance and Rehabilitation Program

149

ENVIRONMENTAL IMPACT

City of Santa Rosa â&#x20AC;˘ BICYCLE & PEDESTRIAN MASTER PLAN

150

Pursuant to the California Environmental Quality Act (CEQA), an Initial Study was prepared for the 2010 Bicycle and Pedestrian Master Plan, which resulted in a Mitigated Negative Declaration that was approved by the City Council on February 15, 2011 (Resolution No. 27834). CEQA Guidelines section 15162 provides that no additional review is required where a negative declaration has been adopted for a project and there are no substantial changes to the project or changed circumstances which will result in new or more severe environmental impacts and there is no new information showing the project will have significant effects not discussed in the negative declaration.

No substantial changes have been proposed in the Master Plan Update that would result in new or more severe environmental impacts than were analyzed in the 2010 Master Plan mitigated negative declaration; there have been no changes in circumstances resulting in new or more severe impacts; and there is no new information indicating that the project will have one or more significant effects not discussed in the previous mitigated negative declaration. Therefore, further environmental review is not required.

This page intentionally left blank

06 Implementation Plan

151

RECOMMENDATION TABLES

APPENDIX A. RECOMMENDATION TABLES This appendix includes tables listing the network and crossing recommendations summarized and mapped in Chapter 5. Projects within each table are listed alphabetically by street name.

MILES

LOCATION

FROM

Bellevue Ranch Trail

Liscum St

Arrowhead Dr

Calistoga Rd (extension)

Calistoga Rd

Montgomery Dr

0.20

Coffey Creek Trail

Piner Rd

Piner Creek Trail

0.21

Colgan Creek

Dutton Ave/Hearn Ave

0.14

Colgan Creek Trail

Southwest Community Trail

near Bellevue Ave

0.55

Ducker Creek Trail

Benicia Dr

0.15

Culebra Way

0.12

Ducker Creek Trail

Middle Rincon Rd

Benicia Dr

0.31

Francisco Ave Trail

N Village Dr/ Van Patter Dr

Claiborne Cir (extension)

0.45

Guerneville Rd

Ridley Ave

SMART Trail

0.39

South of Guerneville Rd

SMART Rail Line

Herbert Ln

0.05

Highway 101 Overcrossing

Edwards Ave

Elliott Ave

0.42

Idaho Dr

Spring Creek Dr

Spring Creek

0.14

Jennings Ave

SMART Railroad Tracks

Range Ave

0.13

Jennings Ave (extension)

Cleveland Ave

Armory Dr

0.03

Jennings Park connector

Clover Ln

New York Dr

0.14

Joe Rodota Trail

N Wright Rd

Sebastopol Rd

0.19

Recommendation Tables

Table A-1: Class I Shared Use Paths

Continued

A-1

Table A-1: Class I Shared Use Paths

City of Santa Rosa â&#x20AC;¢ BICYCLE & PEDESTRIAN MASTER PLAN

MILES

LOCATION

FROM

Kawana Springs Creek Restoration

Petaluma Hill Rd/ Lumas Ct

Santa Rosa Plaza

Kawana Springs Rd

Kawana Ter

Turquoise Way

0.61

Matanzas Creek Trail

Doyle Park Dr

Vallejo St

0.21

Neotomas Ave (extension)

Ronne Dr

Neotomas Ave

0.05

Oaklake Green Park

Oak Lake Ave

Garfield Park Ave

0.10

Paulin Creek Trail

McBride Ln

Cleveland Ave

0.08

Piner Creek North Fork

Piner Creek

Airway Dr

0.05

Piner Creek Trail

Santa Rosa Creek Trail

SMART Trail

2.35

Piner Creek Trail

Marlow Rd

Piner Creek Trail

0.33

Piner Creek Trail

SMART path

City limits

1.14

Piner Creek Trail

Marlow Rd

Hardies Ln

1.14

Prince Memorial Greenway

Prince Memorial Greenway north

Sonoma Ave/ Santa Rosa Ave

0.08

Rae Street Park

Sonoma Ave

Brown St

0.03

Roseland Creek Trail

Burbank Ave

McMinn Ave

0.32

Roseland Creek Trail

Llano Rd

Ludwig Ave/Daniels Dr

0.17

Roseland Creek Trail

Maitland Ave

Ludwig Ave

0.72

Russell Creek Trail

Piner Rd

Range Ave/ Bicentennial Way

1.65

Santa Rosa Ave

1st St

Prince Memorial Greenway

0.05

Santa Rosa Creek Trail

Santa Rosa Ave

E Street

0.27

Santa Rosa Creek Trail

Doyle Park Dr

E St

0.66

Santa Rosa Creek Trail

Farmers Ln

Shortt Rd/Marian Ln

0.28

Santa Rosa Creek Trail

Shadow Ln

Santa Rosa Creek

0.15

Santa Rosa Creek Trail

Mission Circ (extension)

Calloway Dr/ Streamside Dr

0.12

Santa Rosa Memorial Park Trail

Parsons

Poppy Dr

1.67

Santa Rosa Rural Cemetery

Franklin Ave (extension)

Pasons Dr

0.05

0.44

Continued

A-2

Table A-1: Class I Shared Use Paths MILES

LOCATION

FROM

Santa Rosa Southeast Greenway Extension

Spring Lake Park

Sonoma Valley Trail (planned)

Santa Rosa West County Connector

Santa Rosa Creek Trail

Joe Rodota Trail

1.49

SE Greenway Connector

Southeast Greenway

Spring Lake Path

0.27

Shadow Ln

Santa Rosa Creek Trail (extension)

Montgomery Dr

0.16

SMART Rail Line

Prince Memorial Greenway

W 3rd St

0.07

SMART Rail Line

6th St/W 6th St

4th St

0.12

SMART Trail

Guerneville Rd

River Rd (Fulton)

3.39

SMART Trail

Golf Course Dr (Rohnert Park)

Bellevue Ave

2.77

SMART Trail

6th St/W 6th St

4th St

1.08

SMART Trail

SMART Trail/Frances St (extension)

Range Ave/Frances St

Southeast Greenway

Hoen Ave/Hoen Frontage Rd

Spring Lake Park Campground Road

Southeast Greenway

Elkhorn Ct/Kodiak Ct

Hoen Ave/Mariposa Dr

0.68

Southeast Greenway

Wanda Way

Camden Ct

0.05

Southeast Greenway

Vallejo St

Hoen Frontage Rd

0.16

Southeast Greenway

Sierra Creek Ln

Princeton Way

0.17

Southwest Community Trail

Hearn Ave

Colgan Creek Trail

0.88

Spring Creek Trail

Hahman Dr/ Rock Creek Dr

Franquette Ave

0.49

State Rte 12

Melita Rd

Shady Acres Ln

3.68

State Rte 12

Middle Rincon Rd

El Encanto Way (extension)

1.07

Steele Creek Trail

Zinfandel Ave

Marlow Rd

0.11

Steele Creek Trail

Hyman Ln (extension)

Zinfandel Ave

0.09

Tanglewood Park Trails

Tanglewood Ct

Oak Lake Ave

0.36

Taylor Mountain Regional Park Trail

Bennett Valley Rd/ Farmers Ln

Petaluma Hill Rd/ Yolanda Ave

0.50

Taylor Mountain Regional Park Trail

Petaluma Hill Rd

City Limit

0.14

Todd Creek

Highway 101

Scenic Ave

0.62

Woodacre Trail

Fulton Rd

Woodacre Trail/ Guerneville Rd

0.63

Recommendation Tables

0.09

1.62

1.22

A-3

Table A-2: Class II Bicycle Lanes

City of Santa Rosa â&#x20AC;¢ BICYCLE & PEDESTRIAN MASTER PLAN

MILES

LOCATION

FROM

1st St

B St

A St

0.10

2nd St

D St

E St

0.10

2nd St

Second Street

Montgomery Dr

0.33

W 3rd St

Rusch Ct

Stony Point Rd

0.49

W 3rd St

N Dutton Ave

SMART Railroad Tracks

0.32

Mendocino Ave

0.10

7th St

B St

7th St

Mendocino Ave

Humboldt St

0.09

Armory Dr

Ridgeway Ave

Elliott Ave

0.23

Aston Ave

Brookwood Ave

Hendley St

0.40

Badger Rd

Middle Rincon Rd

Baird Rd

0.26

Baker Avenue connector

Corby Ave

Santa Rosa Ave

0.22

Bellevue Ave

Stony Point Rd

Colgan Creek Trail

0.29

Bellevue Ave

Burgess Dr

SMART Railroad Tracks

0.63

Bellevue Ave

SMART Railroad Tracks

Moorland Ave

0.14

Bellevue Ave

Corby Ave

Santa Rosa Ave

0.27

Bellevue Ave

Santa Rosa Ave

Eastern end

0.31

Bellevue Ave (extension)

E Bellevue Ave

Petaluma Hill Rd

Bennett Valley Rd

Bennett Valley Rd/ City Limit

Mitchell Rd

1.40

Bennett Valley Rd

Yulupa Ave

City Limit

0.17

Bicentennial Way

Fountaingrove Pkwy

Mendocino Ave

0.47

Brigham Ave

Mount Olive Dr/ Maple Ave

Bennett Valley Rd

0.08

Brookwood Ave

College Ave

2nd St

0.25

Brookwood Ave

Maple Ave

Sonoma Ave

0.48

Brookwood Ave

Maple Ave

Allan Way/Aston Ave

0.52

0.60

Continued

A-4

Table A-2: Class II Bicycle Lanes MILES

FROM

Burbank Ave

Roundelay Ln

Hearn Ave

1.00

Calistoga Rd

Rincon Ave

Badger Rd

0.17

Chanate Rd

Lomitas Ave

Humboldt St

0.10

Chanate Rd

Bonita Vista Ln

Montecito Ave

0.65

Cleveland Ave

Frances St

Carrillo St

0.23

Cleveland Ave

Carrillo St

Lincoln St

0.13

Cleveland Ave

Lincoln St

9th St

0.27

Cleveland Ave

Hopper Ave

Industrial Dr

0.28

Cleveland Ave

Industrial Dr

Guerneville Rd

Cleveland Ave

Guerneville Rd

Coddingtown Center

0.35

Coffey Ln

Empire Industrial Ct

Piner Rd

0.10

College Ave

W College Ave

Mendocino Ave

0.58

College Ave

Mendocino Ave

4th St

0.73

College Ave

Monroe St/Allison Way

4th St

0.05

County Center Dr

Administration Dr

Steele Ln

0.31

Davis St

9th St

7th St

0.17

Davis St

6th St

3rd St

0.17

Dutton Ave

W 3rd St

Sebastopol Rd

0.25

Dutton Ave

Dutton Meadow (extension)

Dutton Ave (extension)

0.38

Dutton Ave

Sebastopol Rd

Torzelli Ln/South Ave

0.45

Dutton Ave

Torzelli Ln/South Ave

Hearn Ave

0.68

Dutton Ave

250 Ft N of Duke Ct

City Limit

0.84

Dutton Ave

City Limit

W Robles Avenue

N Dutton Ave

W 9th St

W 3rd St

1.17

A. Recommendation Tables

LOCATION

0.17 0.55 Continued

A-5

Table A-2: Class II Bicycle Lanes

City of Santa Rosa â&#x20AC;¢ BICYCLE & PEDESTRIAN MASTER PLAN

MILES

LOCATION

FROM

N Dutton Ave

W College Ave

W 9th St

0.32

Dutton Ave extension

Hearn Ave

Dutton Ave extension

0.32

Dutton Ave extension

Dutton Ave

Dutton Ave extension

0.05

Dutton Ave extension

near Birch Meadow St

Burbank Ave

0.68

Dutton Ave extension

Colgan Creek

Dutton Ave

0.26

Dutton Meadow

Hearn Ave

Bellevue Ave

0.86

E St

Bennett Valley Rd

Hendley St

0.08

S E St

Wheeler St

Clark St

0.10

S E Street

Wheeler St

Bennett Valley Rd

0.25

Elliott Ave

Armory Dr

Mendocino Ave

0.47

Frances St

150 W of Briggs Ave

Cleveland Ave

0.16

Francisco Ave

City Limit

San Miguel Ave

1.01

Franklin Ave

Mervyn Ave

Crest Dr/Lewis Rd

0.15

Fresno Ave

New Zealand Ave

Finley Ave

0.21

Fresno Ave (extension)

Finley Ave

Northpoint Pkwy

Guerneville Rd

Range Ave

Cleveland Ave

0.58 0.17

Guerneville Rd/Steele Ln

Cleveland Ave

Illinois Ave

0.20

Hall Rd

City Limit

Countryside Drive

0.19

Hearn Ave

Whitewood Dr

Santa Rosa Ave

0.42

Hopper Ave

Coffey Ln

Airway Dr

0.49

Humboldt St

Chanate Rd/ Belvedere Way

Mervyn Ave

0.09

Illinois Ave/Armory Dr

Steele Ln

Elliott Ave

0.31

Kawana Springs Rd

Brookwood Ave

Kawana Ter

0.33

King St/E St/S E St

S E St/Clark St

College Ave/King St

0.37 Continued

A-6

Table A-2: Class II Bicycle Lanes MILES

LOCATION

FROM

Lewis Rd

Humboldt St

Franklin Ave

Linwood Ave

Aston Ave

Brookwood Ave

0.10

Los Alamos Rd

Melita Rd

State Rte 12

0.19

Ludwig Ave

S Wright Rd

City Limit

0.98

Ludwig Ave

City Limit

Stony Point Rd

0.50

Ludwig Ave

Stony Point Rd

Bellevue Ave

0.28

Ludwig Ave

S Wright Rd

Llano Rd

0.10

Maple Ave

Brown St

Santa Rosa Ave

0.14

Melita Rd

Montgomery Dr

Los Alamos Rd

0.06

Miller Rd Trail

Petaluma Hill Rd

Bellevue Ave (extension)

0.52

Mission Blvd

State Rte 12

Montgomery Dr

0.19

Montecito Blvd

Mission Blvd

Middle Rincon Rd

0.38

Montgomery Dr

2nd St

Talbot Ave

0.39

Northpoint Pkwy

Corrigan St

S Wright Rd

0.40

Occidental Rd

Occidental Rd/City Limit/Fulton Rd

Occidental Rd/City Limit/Piezzi Rd

0.94

Olive St

Railroad St

Sebastopol Ave

0.20

Pacific Ave

Mendocino Ave

Humboldt St

0.16

Petaluma Hill Rd

City Limit

Hopi Trail

0.93

Petaluma Hill Rd

Santa Rosa Ave

Barham Ave/Pressley St

0.16

Piner Rd

Pinercrest Dr/Marlow Rd

Cleveland Ave

1.22

Railroad Street

3rd St

Santa Rosa Creek

0.12

Range Ave

Piner Rd

Russell Ave

Range Ave

Guerneville Rd

Edwards Ave

0.31

Range Ave

Edwards Ave

Jennings Ave

0.10

0.11

A. Recommendation Tables

0.20

Continued

A-7

Table A-2: Class II Bicycle Lanes

City of Santa Rosa â&#x20AC;¢ BICYCLE & PEDESTRIAN MASTER PLAN

A-8

MILES

LOCATION

FROM

Ridgway Ave

Morgan St

Mendocino Ave

0.27

Ridgway Ave

Morgan St

Armory Dr

0.06

San Miguel Rd

Fulton Rd

Francisco Ave

Santa Rosa Ave

Santa Rosa Creek

Sonoma Ave

Sebastopol Ave

Sebastopol Rd

Olive St

0.14

Sebastopol Rd

N Wright Rd

Leddy Ave

0.12

Sebastopol Rd

Leddy Ave

Louis Krohn Dr

0.09

Sebastopol Rd

Fresno Ave

Corporate Center Pkwy

0.34

Sebastopol Rd

Avalon Ave

Sebastopol Ave

Standish Avenue

W Robles Ave

Todd Rd

0.50

State Rte 12

Farmers Ln

Melita Rd

3.90

Taylor Mountain Regional Park Trail

Bennett Valley Rd/ Farmers Ln

Petaluma Hill Rd/ Yolanda Ave

2.03

S Wright Rd

Sebastopol Rd

Ludwig Ave

Yolanda Ave

Petaluma Hill Rd

Santa Rosa Ave

0.51 0.06

0.31

1.47 0.50

Table A-3: Class II Buffered Bicycle Lanes MILES

LOCATION

FROM

3rd St

Davis St

Morgan St

0.07

W 3rd St

Brittain Ln/Malibu Cir

Stony Point Rd

0.60

Petaluma Hill Rd

Yolanda Ave

Barham Ave/Pressley St

2.01

MILES

LOCATION

FROM

5th St

Humboldt St

D St

7th St

Humboldt St

Beaver St

Acacia Ln

Las Raposas Ct

State Rte 12

0.35

Alderbrook Dr

Sonoma Ave

4th St

0.57

B St

4th St

3rd St

0.06

W Barham Ave

0.25 0.18

Barham Ave

Olive St

0.01 0.11

W Barham Ave

Barham Ave

Dutton Ave

Barndance Ln

Stony Point Rd

Liscum St

0.11

Beachwood Dr/ Baker Ave

SMART Trail

Corby Ave

0.33

Bear Cub Way

Armory Dr

Mendocino Ave

0.49

Beaver St

7th St

Cherry St

0.05

Blacksmith Wy

Arrowhead Dr

Silver Spur

0.24

Brown St

Rae St

Wheeler St

0.18

Brush Creek Road

Montecito Blvd

Urban Growth Boundary

0.80

Bryden Ln

Montecito Ave

St Helena Ave

0.53

Burgess Dr

Bellevue Ave

Dutton Meadow

Calistoga Rd

State Rte 12

Firestone Pl

Recommendation Tables

Table A-4: Class III Bicycle Routes

0.15 0.07 Continued

A-9

Table A-4: Class III Bicycle Routes

City of Santa Rosa â&#x20AC;¢ BICYCLE & PEDESTRIAN MASTER PLAN

MILES

LOCATION

FROM

Channel Dr

Channel Trl

Montgomery Dr/ Channel Dr

0.09

Cherry St

Beaver St

E St

0.08

Clairborne Cir (extension)

Francisco Ave Trail

Claiborne Cir/ Francisco Ave

0.13

Clover Dr

Jennings Ave

W College Ave

0.37

Clover Dr

W College Ave

Link Ln

0.37

Clyde Ave

Morley Way

4th St

Colby Ave/Colby Ave Ext

Hearn Ave

Dowd Dr

Comalli St

Hughes Ave

Lazzini Ave

0.17

Corby Ave

Earle St

Hearn Ave

1.04

Creekside Rd

Cypress Way

Yulupa Ave

0.54

Cypress Way

Hoen Ave

Creekside Rd

0.32

D St

5th St

3rd St

D St

3rd St

Sonoma Ave

0.19

Delport Ave

West Ave

McMinn Ave

0.17

Ditty Ave/Russell Ave

Ditty Ave/Coffey Ln

Russell Ave/Hardies Ln

Dowd Dr

Corby Ave Extension

Talmadge Dr

Doyle Park Dr

Talbot Ave

Doyle Park

Dutton Ave

W Barham Ave

Torzelli Ln/South Ave

0.11

Earle St

S A St

Santa Rosa Ave

0.17

Earle St

S Davis St

Corby Ave

0.14

El Encanto Dr/St Francis Rd/Desoto Dr/Owls Nest Dr

Beach Ave/Marit Dr

San Ramon Way/ Owls Nest Dr

0.81

Elizabeth Way

Pacific Ave

Parsons Dr

Exeter Dr/Putney Dr

Jennings Ave

W College Ave

Florence St

Hewett St

Duncan St

0.12 0.24

0.11

0.64 0.41 0.44

0.20 0.41 0.05 Continued

A-10

Table A-4: Class III Bicycle Routes MILES

FROM

Florence St

Duncan St

0.03

Francisco Ave

San Miguel Rd

Pinercrest Dr

0.24

Franquette Ave

Montgomery Dr

Spring Creek

0.42

Franquette Ave

Spring Creek

Hoen Ave

0.32

Gamay St

Zinfandel Ave

Jennings Ave

0.02

Hansen Dr

Middle Rincon Rd

Jack London Dr

0.26

Hardies Ln

Russell Ave

Terry Rd

0.39

Hardies Ln

Terry Rd

W Steele Ln

0.24

Hartley Drive

Montgomery Dr/ Franquette Ave

Yulupa Ave/Hartley Dr

0.25

Hewett St

Umland Dr

Florence St

0.09

Hopper Ave

Barnes Rd

Coffey Ln

Hospital Trail

Doyle Park Dr/Parker Dr

Santa Rosa Creek

Hughes Ave

McMinn Ave

Burbank Ave

0.17

Hughes Ave

Comalli St

Burbank Ave

0.11

Imwalle St

W Third St

Santa Rosa Creek Trail

Jack London Dr

Hansen Dr

Klondike Ct

0.05

Knolls Dr

Lornadell Ln

0.03

Knolls Dr

Lornadell Ln

Bethards Dr

0.66

Lazzini Ave

Comalli St

Stony Point Rd

0.22

Lazzini Ave

Stony Point Rd

Marble St

Leo Drive

Burbank Ave

SMART Trail

0.70

Leonard Ave

Talbot Ave/Doyle Park Dr

Alderbrook Dr

0.20

Leonard Ave/Shortt Rd

Alderbrook Dr/ Leonard Ave

Shortt Rd/Marian Ln

0.32

Link Ln

Umland Dr

W 9th St

0.41

A. Recommendation Tables

LOCATION

0.51 0.06

0.18

0.17

Continued

A-11

Table A-4: Class III Bicycle Routes

City of Santa Rosa â&#x20AC;¢ BICYCLE & PEDESTRIAN MASTER PLAN

MILES

LOCATION

FROM

Link Ln

Lodi St

W 9th St

0.16

Lornadell Ln

Neotomas Ave

Knolls Dr

0.05

McMinn Ave

Delport Ave

Hughes Ave

0.15

Mendocino Ave

College Ave

4th St

0.41

Monte Verde Dr

Garfield Park Ave

Calistoga Rd

0.06

Monte Verde Dr

Calistoga Rd

San Ramon Way

0.99

Montecito Ave

El Capistrano Way

Pacific Ave/Bryden Ln

0.09

Moraga Dr

Aston Ave

Tokay St

0.38

Morgan St

9th St

Ridgeway Ave

0.67

Morley Way

Park Way

Bryden Ln

0.04

Neotomas Ave

Farmers Ln

Ronne Dr

0.46

Neotomas Ave

Tachevah Dr

Tuscan Dr

0.05

Neotomas Ave

Tuscan Dr

Compadre Dr

0.04

Neotomas Ave

Compadre Dr

Tamarisk Dr/Tamarisk Ct

0.10

Neotomas Ave

Tamarisk Dr/Tamarisk Ct

Wawona Dr/Wawona Ct

0.04

Neotomas Ave

Cielo Ct

Maynes Ct

0.03

Neotomas Ave

Wawona Dr/Wawona Ct

Cielo Ct

0.05

Neotomas Ave

Maynes Ct

Yulupa Ave

0.04

Oakmont Dr

Valley Oaks Dr

State Rte 12

1.53

Old Stony Point Rd/Liscum St

Roseland Creek

Ludwig Ave

0.79

Olive St

Sebastopol Ave

Earle St

0.22

Peterson Ln

Pinercrest Dr

Piner Rd

0.16

Peterson Ln/Pinercrest Dr/Francisco Ave

Appletree Dr/Laylani Ct

San Miguel Rd

1.39

Pinercrest Dr

Francisco Ave

Peterson Ln

0.12 Continued

A-12

Table A-4: Class III Bicycle Routes MILES

FROM

Proctor Dr

Clyde Ave

Park Way

0.03

Prospect Ave

Sherbrook Dr

Acacia Ln

0.25

Pythian Rd

State Rte 12

Valley Oaks Dr

0.81

Rinconada Dr

Mission Blvd

Middle Rincon Rd

0.42

Ronne Dr

Neotomas Ave

Neotomas Ave Trail Connection

0.01

Russell Ave

Range Ave

Hardies Ln

0.11

Russell Ave

Coffey Ln

Hardies Ln

0.38

San Miguel Rd

Francisco Ave

SMART Rail Line

0.43

San Miguel Rd

SMART Rail Line

Coffey Ln

0.34

Santa Rosa Ave

4th St

3rd St

0.07

Shadow Ln

Montgomery Dr

Santa Rosa Creek Trail

Sherbrook Dr

Mission Blvd

Prospect Ave

0.04

Sherbrook Dr

Mission Blvd

Sherbrook Dr west

0.05

Sorrento Way

Acacia Ln

Culebra Way/Acacia Ln

South Ave

Dutton Ave

West Ave

0.20

Spencer Ave

St Helena Ave

Spring St

0.62

Spencer Ave/Proctor Dr/Park Way

Humboldt St

Morley Way

0.83

Spring St

Spencer Ave

Pacific Ave

0.12

St Helena Ave

Bryden Ln

Spencer Ave/Proctor Dr

0.70

Summerfield Rd

Bethards Dr

Woodview Dr

0.60

Tachevah Dr

Bennett Valley Rd

Yulupa Ave

0.55

Talbot Ave

4th St

Doyle Park Dr/ Leonard Ave

0.14

Trowbridge St

Link Ln

Umland Dr

Trowbridge St

Hewett St

A. Recommendation Tables

LOCATION

0.12

0.11 0.06 Continued

A-13

Table A-4: Class III Bicycle Routes

City of Santa Rosa â&#x20AC;¢ BICYCLE & PEDESTRIAN MASTER PLAN

A-14

MILES

LOCATION

FROM

Vallejo St

S E St

End of street

1.28

Valley Oaks Dr

Pythian Rd

Oakmont Dr

0.11

Wallace Rd

City Limit

Badger Rd

Wheeler St

Brown St

S E St

Willjam Court

Talmadge Dr

Bellevue Ave

0.34

Wilson St

9th St

3rd St

0.43

Zinfandel Ave

Steele Creek Trail

Gamay St

0.22

Zinfandel Ave

Jennings Ave/Gamay St

Zinfandel Ave/ Piner Creek Trail

0.18

0.20 0.21

Table A-5: Class III Bicycle Boulevards MILES

LOCATION

FROM

3rd St/Montgomery Dr

E St

2nd St

0.34

6th St

W 6th St

Davis St

0.10

W 6th St

Pierson St

6th St

0.17

Colgan Ave

Santa Rosa Ave

Petaluma Hill Rd

Humboldt St

Mervyn Ave

Lewis Rd

Humboldt St

Lewis Rd

Pacific Ave

0.60

Humboldt St

Pacific Ave

College Ave

0.53

Humboldt St

College Ave

5th St

0.29

Jennings Ave

Exeter Dr

N Dutton Ave

1.30

Jennings Ave

N Dutton Ave

SMART Railroad Tracks

0.07

Jennings Ave

Range Ave

Cleveland Ave

0.30

Middle Rincon Rd

Montecito Ctr

State Rte 12

0.93

Pierson St

Santa Rosa Creek Trail

W 6th St

0.02

Roseland Ave/ McMinn Ave

Roseland Ave/ Joe Rodota Trail

McMinn Ave/Hughes Ave

0.32

Sonoma Ave

Hahman Dr

Yulupa Ave

0.46

Spencer Ave

Humboldt St

Mendocino Ave

0.50

West Ave

Sebastopol Rd

South Ave

0.45

West Ave

South Ave

Hearn Ave

0.63

0.35 0.15

A. Recommendation Tables

A-15

Table A-6: Class IV Separated Bikeways MILES

LOCATION

FROM

3rd St

Morgan St

B St

Guerneville Rd

Westberry Dr/N Dutton Ave

SMART Santa Rosa North Station Tracks

0.06

Northpoint Pkwy (extension)

Stony Point Rd

Burbank Ave

0.33

Sebastopol Rd

Corporate Center Pkwy

Sebastopol Ave

LOCATION

FROM

Baker Ave

100 feet west of Santa Rosa Ave

Santa Rosa Ave

0.04

3rd St

Morgan St

Davis St

0.07

W 3rd St

250ft West of Wilson St

70ft East of Roberts Ave

W Third St

Surrey Dr

N Dutton Ave

0.69

4th St

Rogers Way

State Rte 12

0.05

W Barham Ave

Dutton Ave

250ft East of Beachwood Dr

0.28

Barnes Rd

Windrose Ln

Dennis Ln

0.33

Bicentennial Way

Lake Park Dr

Fountaingrove Pkwy

0.16

Brookwood Ave

College Ave

5th St

0.08

Brush Creek Rd

State Rte 12

Los Olivos Rd

0.27

Burbank Ave

Hearn Ave

Sebastopol Rd

0.99

Carr Ave

Humboldt St

North St

0.32

Chanate Rd

Bonita Vista Ln

Montecito Ave

0.68

Chanate Rd

Lomitas Ave

Mendocino Ave

0.17

Clover Dr

Clover Ln

W College Ave

0.20

W College Ave

Marlow Rd/Stony Point Rd

Albion Pl

W College Ave

Ridley Ave

Tyara Way

0.17

1.78

City of Santa Rosa â&#x20AC;¢ BICYCLE & PEDESTRIAN MASTER PLAN

A. Table A-7: Sidewalks MILES

0.11

0.12 0.08 Continued

A-16

Table A-7: Sidewalks MILES

FROM

W College Ave

Marlow Rd/Stony Point Rd

Sparrow Creek St

0.12

W College Ave

Halyard Dr

Dorrit Ave

0.19

Corby Ave

Baker Ave

Hearn Ave

0.45

Corporate Center Pkwy

Griffen Ave

Northpoint Pkwy

0.10

Dowd Dr/Wijan Ct

Hearn Ave

Bellevue Ave

0.87

Dutton Ave

Duke Ct

W Robles Ave

1.02

N Dutton Ave

Decker St

W 9th St

0.06

N Dutton Ave

Jennings Ave

Tesconi Cir

0.22

S Dutton Ave

Bellevue Ave

Hearn Ave

0.85

Eardley Ave

Jennings Ave

W College Ave

0.43

Eddy Dr/Robin Way/Barbara Dr

Moorland Ave

0.25

Franklin Ave

North St

Carr Ave

0.13

Franklin Ave

Monroe St

Terrace Way

0.47

Fulton Rd

Piner Rd

Wishing Well Way

0.68

Fulton Rd

Appletree Dr

Guerneville Rd

0.16

Gloria Dr

Dutton Ave

Westland Dr

0.42

Gordon Ln

Bennett Valley Rd

Saint Irene Way

0.30

Guerneville Rd

Marlow Rd

Ridley Ave

0.28

Guerneville Rd

Lance Dr

Ridley Ave

0.41

Guerneville Rd

Lance Dr

0.10

Hahman Dr

Montgomery Dr

Midway Dr

0.05

Hearn Ave

Santa Rosa Ave

Corby Ave

0.22

Jennings Ave

Clover Dr

Herbert St

0.37

Lance Dr

Jennings Ave

Eardley Ct (extension)

0.08

A. Recommendation Tables

LOCATION

Continued

A-17

Table A-7: Sidewalks

City of Santa Rosa â&#x20AC;¢ BICYCLE & PEDESTRIAN MASTER PLAN

MILES

LOCATION

FROM

Lance Dr

Jennings Ave

W College Ave

0.05

Los Alamos Rd

Villa Los Alamos

State Rte 12

0.10

McDonald Ave

Pacific Ave

Park St

Montecito Ave

Chanate Rd

Norte Way

1.59

Montgomery Dr

Jackson Dr

Mission Blvd

0.31

Montgomery Dr

325ft west of Calistoga Rd

Jackson Dr

0.77

Moorland Ave

W Robles Ave

Todd Rd

0.50

Mount Olive Dr

Brigham Ave

Vallejo St

0.60

Neville Way

West end

Moorland Ave

North St

McConnell Ave

Pacific Ave

0.10

Pierson St

W 3rd St

W 6th St

0.18

Ridley Ave

Tonja Way

Brooklyn Dr

0.06

W Robles Ave

SMART Railroad Tracks

East end

0.25

Silva Ave

Humboldt St

Slater St

0.09

Sonoma Ave

Village Ct

Farmers Ln

0.06

South Ave

West Ave

Vineyard Ct

0.16

State Rte 12

Sonoma Hwy

S Boas Dr

0.91

State Rte 12

Mission Blvd

Brush Creek Rd

0.42

State Rte 12

Sonoma Hwy

0.26

State Rte 12

Randall Ln/State Rte 12

Prospect Ave/ State Rte 12

0.17

State Rte 12

Redwing Dr

Acacia Ln

0.11

State Rte 12

Java St

Middle Rincon Rd

0.16

State Rte 12

Calistoga Rd

State Rte 12 (north)

0.14

State Rte 12

Calistoga Rd

State Rte 12 (south)

0.02

0.06

0.11

Continued

A-18

Table A-7: Sidewalks MILES

LOCATION

FROM

Stony Point Rd

Bellevue Ave

Northpoint Pkwy

1.00

Todd Road

SMART Railroad Tracks

S Moorland Ave

0.21

Wilson St

4th St

3rd St/W 3rd St

0.07

Table A-8: Studies FROM

4th St

D St

Farmers Ln

1.56

Bennett Valley Rd

Farmers Ln

Yulupa Ave

1.85

Brookwood Ave

2nd St

Sonoma Ave

0.23

Channel Trail

State Rte 12

Channel Dr/Channel Trail

0.50

Channel Trail

Channel Dr/Channel Trail

Stone Bridge Rd (extension)

Coddingtown Mall transit center connector

Range Ave

Guerneville Rd

College Ave

Mendocino Ave

Glenn St

0.15

W College Ave

Kowell Ln

Morgan St

1.09

Elliott Ave

Armory Dr

Mendocino Ave

0.33

Guerneville Rd/ Range Ave

Range Ave

SMART-Santa Rosa North Station Tracks

0.34

Marlow Rd/Stony Point Rd

Stony Point Rd/ Sebastopol Rd

Marlow Rd/ Guerneville Rd

McConnell Ave

Mendocino Ave

North St

2.00

Melita Rd (extension)

State Rte 12

Stone Bridge Rd

0.40

Montgomery Dr

Alderbrook Dr

Hahman Dr

0.47

Montgomery Dr

Summerfield Rd

Boas Dr

1.08

Roseland Creek Trail

Burbank Ave

Stony Point Rd

0.75

Santa Rosa Ave

Sonoma Ave

Maple Ave/S A St

0.37

Santa Rosa Creek Trail

Melita Rd

State Rte 12

0.39

Stony Point Rd

State Rte 12 overpass

0.06

Recommendation Tables

MILES

LOCATION

0.11 0.34

0.16

A-19

Table A-9: Crossing Locations

City of Santa Rosa â&#x20AC;¢ BICYCLE & PEDESTRIAN MASTER PLAN

CROSS STREET A

CROSS STREET B

CROSS STREET A

CROSS STREET B

3rd St

B St

Delport Ave

West Ave

3rd St

D St

Dutton Ave

Jennings Ave

4th St

D St

Farmers Ln

Montgomery Dr

4th St

Between Chinn St and Pierce St

Farmers Ln

Sonoma Ave

4th Street

Alderbrook Ln

Fulton Rd

Appletree Dr

5th St

D St

Fulton Rd

Guerneville Rd

5th St

Humboldt St

Gardner Ave

Richards Manor Dr

7th St

Riley St

Giffen Ave

Lathrop Dr

9th St

Davis St

Glenbrook Dr

Stony Point Rd

Baker Ave

Santa Rosa Ave

Guerneville Rd

Santa Rosa Creek Trail

Bellevue Ave

Moorland Ave

Guerneville Rd

Herbert Ln / Coffey Ln

Breeze Way

Petaluma Hill Rd

Hearn Ave

SMART Trail

Brooklyn Dr

Ridley Ave

Howard St

Mendocino Ave

Brooklyn Dr

Manhattan Way

Jennings Ave

Dudley Pl

Burt St

Parkcreek Dr

Jennings Ave

Halyard Dr

Carr Ave

North St

Jennings Ave

Marlow Rd

Chanate Rd

Lomitas Ave

Joe Rodota Trail

Stony Point Rd

Chanate Rd

Parker Hill Rd

Joe Rodota Trail

N Wright Rd

Chico Ave

midblock, 900ft west of S Wright Rd

Marsh Rd

Marlow Rd

Cleveland Ave

Carrillo St

Marsh Rd

Holiday St

Colgan Ave

Santa Rosa Ave

Mayette Ave

Yulupa Ave

College Ave

Cleveland Ave

McConnell Ave

North St

W College Ave

Manhattan Way

Mendocino Ave

Steele Ln / Lewis Rd

W College Ave

Stony Point Rd / Marlow Rd

Mendocino Ave

Pacific Ave Continued

A-20

Table A-9: Crossing Locations CROSS STREET B

CROSS STREET A

CROSS STREET B

Mission Circle

Quigg Drive

Sonoma Hwy

Farmers Ln

Montecito Ave

El Capistrano Way

South Ave

Dutton Ave

Montecito Ave

Norte Way

W Steele Ln

Apache St

Montecito Blvd

Bridgewood Dr

Stony Point Rd

State Rte 12 overpass

Montecito Blvd

Brush Creek Rd

Stony Point Rd

Yuba Dr

Montgomery Dr

Hahman Dr

Stony Point Rd

W 3rd St

Montgomery Dr

Jackson Dr

Stony Point Rd

Occidental Rd

New York Dr

Manhattan Way

Terrace Way

Franklin Ave

Petaluma Hill Rd

Yolanda Ave

Westland Dr

Hearn Ave

Piner Creek Trail

Marlow Rd

Yulupa Ave

Hoen Ave

Piner Rd

Waltzer Rd

Piner Rd

Oak Village Dr

Price Ave

midblock, west of Wright Charter School

Price Ave

midblock, east of Wright Charter School

Range Ave

Guerneville Rd

Ridgway Ave

Mendocino Ave

Russell Ave

Ventura Ave

Santa Rosa Creek Trail

Santa Rosa Ave

Santa Rosa High School

Mendocino Ave

Scott St

Cleveland Ave

Sebastopol Rd

Stony Point Rd

Sebastopol Rd

Dutton Ave

Silva Ave

Franklin Ave

Sonoma Ave

Village Ct

A. Recommendation Tables

CROSS STREET A

A-21

Table A-10: Trail Bridges

City of Santa Rosa â&#x20AC;¢ BICYCLE & PEDESTRIAN MASTER PLAN

A-22

CROSS STREET A

CROSS STREET B

CROSS STREET A

CROSS STREET B

850 ft south of Bellevue Ave

1000 ft east of Terrimay Ln

Piner Creek Trail

Steele Creek

Acacia Ln

near Prospect Ave

Piner Creek Trail

near Chapman Way

Hunter Creek Trail

near Santa Rosa Ave

Piner Creek Trail

near Cherokee Avenue

Kawana Springs Creek Restoration

near Bedford St

Piner Creek Trail

near Gamay Street

near Alejandro Dr

near San Antonio Dr

Roseland Creek

Yuba Dr

near Bellevue Ave

near Juniper Ave

Santa Rosa Creek Trail

near Calloway Dr

near Boas Dr

near Charmain Dr

Santa Rosa Creek Trail

Farmers Ln

near Boas Dr

near Tunisia Ave

Santa Rosa Creek Trail

near Rogers Way

near Fresno Ave

near Maitland Ave

Santa Rosa Creek Trail

near Leland St

near Idaho Dr

near Princeton Way

Santa Rosa Creek Trail

near Charro Dr

near Meyers Dr

near Administration Dr

Santa Rosa Creek Trail

near Link Ln

near Sacramento Avenue

Brookshire Circle

Santa Rosa West County Connector

near Sea Biscuit Ct

near Stagecoach Rd

near Bent Tree Pl

Santa Rosa West County Connector

near Saddlehorn Ct

near Sunhawk Dr

near Nighthawk Dr

Sherbrook Dr

near Shady Oak Pl

near Tanglewood Ct

Tanglewood Park Trail

Steele Creek Trail

Near Nyla Pl

near Trombetta St

near Giffen Ave

BICYCLE & PEDESTRIAN FACILITY GUIDELINES

Context

Table of Contents Chapter 1

CONTEXT...........................................................................3 Introduction..................................................................... 4 Guidance Basis............................................................... 6 Design Needs of Pedestrians................................ 8 Design Needs of Bicyclists.....................................12 Chapter 2

PEDESTRIAN TOOLBOX.......................................... 13 Marked Crosswalks.....................................................14 Raised Pedestrian Crossings.................................16 Sidewalk Zones.............................................................18 Curb Ramps...................................................................20 Curb Extensions.......................................................... 22

CITY OF SANTA ROSA BICYCLE AND PEDESTRIAN FACILITY GUIDELINES

Median Refuge Islands............................................ 23 Pedestrian Signalization Improvements........ 24 Rectangular Rapid Flashing Beacon...............26 Pedestrian Hybrid Beacon.................................... 27 Chapter 3

BICYCLE TOOLBOX................................................... 29 Lane Reconfigurations and Road Diets........30 Bicycle Boulevards.................................................... 32 Shared Lane Markings............................................. 34 Standard Bike Lanes................................................. 36 Buffered Bike Lanes.................................................. 38 One-Way Separated Bike Lanes........................40 Two-Way Separated Bike Lanes........................ 42 Lateral Shift................................................................... 44 Protected Intersection.............................................46 Separated Bicycle Signal Phase.........................48 Separated Bikeway Barriers.................................50 Separated Bikeways at Driveways (& Minor Streets).............................................................................52 Bicycle Box.....................................................................54 Colored Pavement Treatments...........................56 Chapter 4

MIXED USE TOOLBOX............................................. 59 Shared Use Paths.......................................................60

b-2

Sidepaths........................................................................62

CITY OF SANTA ROSA BICYCLE AND PEDESTRIAN FACILITY GUIDELINES

Context

Chapter I

Context

b-3

Context

Introduction Updating the City of Santa Rosaâ&#x20AC;&#x2122;s Bicycle and Pedestrian Master Plan is intended to promote pedestrian and bicycle activity and comfort level by identifying policies, programs, and infrastructure improvements in the City. This Design Guide has been developed to complement the Cityâ&#x20AC;&#x2122;s Bicycle and Pedestrian Master Plan update and other nationally recognized efforts to promote pedestrian and bicycle comfort level. The chapter will present a toolbox of current engineering standards and design approaches to implement bicycle and pedestrian enhancements.

What, Why, Where, When and How?

CITY OF SANTA ROSA BICYCLE AND PEDESTRIAN FACILITY GUIDELINES

Future roadway planning, engineering, design and construction will continue to strive for a balanced transportation system that includes a seamless, accessible bicycle and pedestrian network and encourages bicycle and pedestrian travel wherever possible.

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There are many reasons to integrate bicycle and pedestrian facilities into typical roadway development policy. The goal of a transportation system is to better meet the needs of people - whether in vehicles, bicyclists or pedestrians - and to provide access to goods, services, and activities. Supporting active modes gives users important transportation choices, whether it is to make trips entirely by walking or cycling, or to access public transit. Often in urban or suburban areas, walking and cycling are the fastest and most efficient ways to perform short trips. Convenient non-motorized travel provides many benefits, including reduced traffic congestion, user savings, road and parking facility savings, economic development, and a better environment by helping reduce the greenhouse gases as identified in the Climate Action Plan. Compatible design does more than help those who already walk or bicycle. It encourages greater use of non-motorized transportation. The design guidelines and recommendations in this document are for use on City of Santa Rosa roadways. Projects must not only be planned for their physical aspects as facilities serving specific transportation objectives; they must also consider effects on the aesthetic, social, economic and environmental values, needs, constraints and opportunities in a larger community setting. This is commonly known as Context Sensitive Design, and should be employed when determining which standard is applicable in each scenario.

Context

All walkway and bikeway design guidelines in this document meet or exceed the minimums set by the Americans with Disabilities Act Accessible Design. All traffic control devices, signs, pavement markings used and identified in this document must conform to the “California Manual on Uniform Traffic Control Devices” (CAMUTCD) as supplemented and adopted by Caltrans and Caltrans Design Manual.

CITY OF SANTA ROSA BICYCLE AND PEDESTRIAN FACILITY GUIDELINES

Whenever possible and appropriate City of Santa Rosa’s Traffic & Construction Standards, the California Building Code (CBC), and the National Association of City Transportation Officials (NACTO)’s standards should be used for all facilities. There are situations where standards cannot be achieved due to geometric or environmental constraints, or may not be appropriate, due to a special situation. Engineering judgment may determine that for specific situations, the dimensions may be reduced.

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Context

Guidance Basis The sections that follow serve as an inventory of pedestrian and bicycle design treatments and provide guidelines for their development. These treatments and design guidelines are important because they represent the tools for creating a pedestrian- and bicycle-friendly, accessible community. The guidelines are not, however, a substitute for a more thorough evaluation by a professional engineer prior to implementation of facility improvements. The following guidelines are referred to in these guidelines.

CITY OF SANTA ROSA BICYCLE AND PEDESTRIAN FACILITY GUIDELINES

National Guidance

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The National Association of City Transportation Officialsâ&#x20AC;&#x2122; (NACTO) Urban Bikeway Design Guide (2012) and Urban Street Design Guide (2013) are collections of nationally recognized street design standards, and offers guidance on the current state of the practice designs.

Separated Bike Lane Planning and Design Guide (2015) is the latest national guidance on the planning and design of separated bike lane facilities released by the Federal Highway Administration (FHWA). The resource documents best practices as demonstrated around the U.S., and offers ideas on future areas of research, evaluation and design flexibility.

Context

The California Manual on Uniform Traffic Control Devices (CAMUTCD) (2014) is an amended version of the FHWA MUTCD 2009 edition modified for use in California. While standards presented in the CA MUTCD substantially conform to the FHWA MUTCD, the state of California follows local practices, laws and requirements with regards to signing, striping and other traffic control devices.

Main Street, California: A Guide for Improving Community and Transportation Vitality (2013) reflects California’s current manuals and policies that improve multimodal access, livability and sustainability within the transportation system. The guide recognizes the overlapping and sometimes competing needs of main streets.

The California Highway Design Manual (HDM) (Updated 2015) establishes uniform policies and procedures to carry out highway design functions for the California Department of Transportation.

The Caltrans Memo: Design Flexibility in Multimodal Design (2014) encourages flexibility in highway design. The memo stated that “Publications such as the National Association of City Transportation Officials (NACTO) “Urban Street Design Guide” and “Urban Bikeway Design Guide,” ... are resources that Caltrans and local entities can reference when ma king planning and design decisions on the State highway system and local streets and roads.”

Complete Intersections: A Guide to Reconstructing Intersections and Interchanges for Bicyclists and Pedestrians (2010) is a reference guide presents information and concepts related to improving conditions for bicyclists and pedestrians at major intersections and interchanges. The guide can be used to inform minor signage and striping changes to intersections, as well as major changes and designs for new intersections.

CITY OF SANTA ROSA BICYCLE AND PEDESTRIAN FACILITY GUIDELINES

California Guidance

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Context

Design Needs of Pedestrians The CA MUTCD recommends a normal walking speed of 3.5 ft per second when calculating the pedestrian clearance interval at traffic signals. The walking speed can drop to 3 ft per second for areas with older populations and persons with mobility impairments. While the type and degree of mobility impairment varies greatly across the population, the transportation system should accommodate these users to the greatest reasonable extent.

CITY OF SANTA ROSA BICYCLE AND PEDESTRIAN FACILITY GUIDELINES

Types of Pedestrians

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Pedestrians have a variety of characteristics and the transportation network should accommodate a variety of needs, abilities, and possible impairments. Age is one major factor that affects pedestriansâ&#x20AC;&#x2122; physical characteristics, walking speed, and environmental perception. Children have low eye height and walk at slower speeds than adults. They also perceive the environment differently at various stages of their cognitive development. Older adults walk more slowly and may require assistive devices for walking stability, sight, and hearing.

Disabled Pedestrian Design Considerations The table below summarizes common physical and cognitive impairments, how they affect personal mobility, and recommendations for improved pedestrian-friendly design.

IMPAIRMENT

EFFECT ON MOBILITY

DESIGN SOLUTION

Physical Impairment Necessitating Wheelchair and Scooter Use

Difficulty propelling over uneven or soft surfaces.

Firm, stable surfaces and structures, including ramps or beveled edges.

Cross-slopes cause wheelchairs to veer downhill or tip sideways.

Cross-slopes of less than two percent.

Require wider path of travel.

Sufficient width and maneuvering space.

Physical Impairment Necessitating Walking Aid Use

Difficulty negotiating steep grades and cross slopes; decreased stability and tripping hazard.

Cross-slopes of less than two percent. Smooth, non-slippery travel surface.

Slower walking speed and reduced endurance; reduced ability to react.

Longer pedestrian signal cycles, shorter crossing distances, median refuges, and street furniture.

Hearing Impairment

Less able to detect oncoming hazards at locations with limited sight lines (e.g. driveways, angled intersections, channelized right turn lanes) and complex intersections.

Longer pedestrian signal cycles, clear sight distances, highly visible pedestrian signals and markings.

Vision Impairment

Limited perception of path ahead and obstacles; reliance on memory; reliance on non-visual indicators (e.g. sound and texture).

Accessible text (larger print and raised text), accessible pedestrian signals (APS), guide strips and detectable warning surfaces, safety barriers, and lighting.

Cognitive Impairment

Varies greatly. Can affect ability to perceive, recognize, understand, interpret, and respond to information.

Signs with pictures, universal symbols, and colors, rather than text.

Context

PEDESTRIAN CHARACTERISTICS BY AGE AGE

CHARACTERISTICS

0-4

Learning to walk Requires constant adult supervision Developing peripheral vision and depth perception

Eye Level 4’ 6” - 5’ 10” (1.3 m - 1.7 m)

5-8

Increasing independence, but still requires supervision Poor depth perception

9-13

Susceptible to “darting out” in roadways Insufficient judgment Sense of invulnerability

14-18

Improved awareness of traffic environment

Shoulders 1’ 10” (0.5 m) Walking 2’ 6” (0.75 m) Minimum Accessible Width* 3’ (0.9 m)

19-40

Active, aware of traffic environment

41-65

Slowing of reflexes

65+

Difficulty crossing street Vision loss Difficulty hearing vehicles approaching from behind

Preferred Operating Space 5’ (1.5 m) *At point of contact

Source: AASHTO. Guide for the Planning, Design, and Operation of Pedestrian Facilities, Exhibit 2-1. 2004.

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Insufficient judgment

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Context

Design Needs of Runners

Design Needs of Strollers

Running is an important recreation and fitness activity commonly performed on shared use paths. Many runners prefer softer surfaces (such as rubber, bare earth or crushed rock) to reduce impact. Runners can change their speed and direction frequently. If high volumes are expected, controlled interaction or separation of different types of users should be considered.

Strollers are wheeled devices pushed by pedestrians to transport babies or small children. Stroller models vary greatly in their design and capacity. Some strollers are designed to accommodate a single child, others can carry 3 or more. Design needs of strollers depend on the wheel size, geometry and ability of the adult who is pushing the stroller. Strollers commonly have small pivoting front wheels for easy maneuverability, but these wheels may limit their use on unpaved surfaces or rough pavement. Curb ramps are valuable to these users. Lateral overturning is one main safety concern for stroller users.

RUNNER DIMENSIONS

Preferred Operating Space 5’ (1.5 m)

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Shoulders 1’ 10” (0.5 m)

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STROLLER DIMENSIONS

Sweep Width 4.3’ (1.3 m)

Sweep Width 3’ 6” (1.5 m)

Physical Length 5’ (1.5 m)

Context

Design Needs of Wheelchair Users

Power wheelchairs use battery power to move the wheelchair. The size and weight of power wheelchairs limit their ability to negotiate obstacles without a ramp. Various control units are available that enable users to control the wheelchair movement, based on their ability (e.g., joystick control, breath controlled, etc).

As the American population ages, the age demographics in Santa Rosa may also shift, and the number of people using mobility assistive devices (such as manual wheelchairs, powered wheelchairs) will increase. Manual wheelchairs are self-propelled devices. Users propel themselves using push rims attached to the rear wheels. Braking is done through resisting wheel movement with the hands or arm. Alternatively, a second individual can control the wheelchair using handles attached to the back of the chair.

Maneuvering around a turn requires additional space for wheelchair devices. Providing adequate space for 180 degree turns at appropriate locations is an important element of accessible design.

Effect on Mobility

Design Solution

Difficulty propelling over uneven or soft surfaces.

Firm, stable surfaces and structures, including ramps or beveled edges.

Cross-slopes cause wheelchairs to veer downhill.

Cross-slopes of less than two percent.

Require wider path of travel.

Sufficient width and maneuvering space.

Wheelchair User Dimensions

Eye Height 3’8” (1.1 m) Handle 2’9” (0.9 m) Armrest 2’5” (0.75 m)

Physical Width 2’6” (0.75 m) Minimum Operating Width 3’ (0.9 m) Minimum Width of Accessway* 4’ (1.2 m) Minimum to Make a 180 Degree Turn 5’ (1.5 m) *Provide 5’ x 5’ passing zone every 200’ if travel way is at minimum width

Physical Width 2’2” (0.7 m) Minimum Operating Width 3’ (0.9 m) Minimum to Make a 180 Degree Turn 5’ (1.5 m)

CITY OF SANTA ROSA BICYCLE AND PEDESTRIAN FACILITY GUIDELINES

Wheelchair User Design Considerations

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Context

Design Needs of Bicyclists The facility designer must have an understanding of how bicyclists operate and how their bicycle influences that operation. Bicyclists, by nature, are much more affected by poor facility design, construction and maintenance practices than motor vehicle drivers. By understanding the unique characteristics and needs of bicyclists, a facility designer can provide quality facilities and minimize user risk.

CITY OF SANTA ROSA BICYCLE AND PEDESTRIAN FACILITY GUIDELINES

Bicycle as a Design Vehicle

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Bicycle Rider - Typical Dimensions

Similar to motor vehicles, bicyclists and their bicycles exist in a variety of sizes and configurations. These variations occur in the types of vehicle (such as a conventional bicycle, a recumbent bicycle or a tricycle), and behavioral characteristics (such as the comfort level of the bicyclist). The design of a bikeway should consider reasonably expected bicycle types on the facility and utilize the appropriate dimensions.

Operating Envelope 8’ 4”

Eye Level 5’

The Bicycle Rider figure illustrates the operating space and physical dimensions of a typical adult bicyclist, which are the basis for typical facility design. Bicyclists require clear space to operate within a facility. This is why the minimum operating width is greater than the physical dimensions of the bicyclist. Bicyclists prefer five feet or more operating width, although four feet may be minimally acceptable.

Handlebar Height 3’8”

In addition to the design dimensions of a typical bicycle, there are many other commonly used pedaldriven cycles and accessories to consider when planning and designing bicycle facilities. The most common types include tandem bicycles, recumbent bicycles, and trailer accessories. Preferred Operating Width 5’

Bicycle as Design Vehicle - Design Speed Expectations BICYCLE TYPE Upright Adult Bicyclist

Recumbent Bicyclist

FEATURE

Physical Operating Width 2’6” Minimum Operating Width 4’

TYPICAL SPEED

Paved level surfacing

8-12 mph*

Crossing Intersections

10 mph

Downhill

30 mph

Uphill

5 -12 mph

Paved level surfacing

18 mph

* Typical speed for causal riders per AASHTO 2013.

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Context

2 Pedestrian Toolbox Chapter

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Pedestrian Toolbox

CITY OF SANTA ROSA BICYCLE AND PEDESTRIAN FACILITY GUIDELINES

Marked Crosswalks

A marked crosswalk signals to motorists that they must yield to pedestrians and encourages pedestrians to cross at designated locations. Installing crosswalks alone will not necessarily enhance the comfort level of crossings. At mid-block locations, crosswalks can be marked where there is a demand for crossing and there are no nearby marked crosswalks.

Typical Use All crosswalks should be marked at signalized intersections. At unsignalized intersections, crosswalks may be marked under the following conditions: »»

At a complex intersection, to orient pedestrians in finding their way across.

»»

At an offset intersection, to show pedestrians the shortest route across traffic with the least exposure to vehicular traffic and traffic conflicts.

»»

At an intersection with visibility constraints, to position pedestrians where they can best be seen by oncoming traffic.

»»

At an intersection within a school zone on a walking route.

Design Features »»

The crosswalk should be located to align as closely as possible with the through pedestrian zone of the sidewalk corridor.

»»

Users should not have to leave the crosswalk or reorient themselves from the crosswalk when accessing the curb ramp onto the sidewalk.

»»

See page 20 for design guidelines for curb ramps.

Pedestrian Toolbox

Marked crosswalks at Stony Point Road and Stony Circle

Pedestrians are sensitive to out-of-direction travel, and reasonable accommodations should be made to make crossings both convenient at locations with adequate visibility. Continental crosswalk markings should be used at crossings with high pedestrian use or where vulnerable pedestrians are expected, including: school crossings, across arterial streets for pedestrian-only signals, at mid-block crosswalks, and at intersections where there is expected high pedestrian use and the crossing is not controlled by signals or stop signs. High-visibility crosswalks are not appropriate for all locations. Other crosswalk marking patterns are provided for in the CA MUTCD. Some cities prohibit omitting or removing a marked crosswalk at intersections in order to require a three-stage pedestrian crossing. Intersections with three-stage crossings lead to arduous and increased crossing distances, pedestrian frustration, encourages jaywalking, and exhibits modal bias favoring motor vehicle level-of-service over other modes. There are circumstances when only three crosswalks are utilized and typically occur at or near interchanges and freeway ramps.

Materials and Maintenance

Approximate Cost

Because the effectiveness of marked crossings depends entirely on their visibility, maintaining marked crossings should be a high priority. Thermoplastic markings offer increased durability than conventional paint.

Depending on the type of material used, width of the crossing and width of the roadway, approximate installation costs are $500 for a regular striped crosswalk, $1,000 for a ladder crosswalk, and $8,000 for a patterned concrete crosswalk. In addition, the cost of a curb ramp is about $5,000-$10,000 per ramp. Due to various number of crosswalk styles in use, signing standards, color and aesthetics, other factors will affect the final cost.

CITY OF SANTA ROSA BICYCLE AND PEDESTRIAN FACILITY GUIDELINES

Further Considerations

Maintenance of markings should also be considered. 15

Pedestrian Toolbox

Raised Pedestrian Crossings A raised crosswalk or intersection can eliminate grade changes from the pedestrian path and give pedestrians greater prominence as they cross the street. Raised crosswalks also functions as speed tables, and encourage motorists to slow down. As such, they should be used only in cases where a special emphasis on pedestrians is desired. Raised crosswalks are typically implemented on low-speed streets, Bike Boulevards and other areas of very high pedestrian activity. They are often paired with other treatments such

CITY OF SANTA ROSA BICYCLE AND PEDESTRIAN FACILITY GUIDELINES

as curb extensions for greater traffic calming effect.

Typical Use

Design Features

Like a speed hump/table, raised crosswalks have a traffic slowing effect which may be unsuitable on high-speed streets, roadways with sharp curves, designated transit or freight routes, and in locations that would reduce access for emergency responders. Use detectable warnings at the curb edges to alert vision-impaired pedestrians that they are entering the roadway.

»»

Use detectable warnings at the curb edges to alert vision-impaired pedestrians that they are entering the roadway.

»»

Approaches to the raised crosswalk may be designed to be similar to speed humps.

»»

Drainage improvements may be required depending on the grade of the roadway.

Approaches to the raised crosswalk may be designed to be similar to speed humps/tables.

»»

Special paving materials can be used to increase conspicuity of the crossing, and alert drivers to the presence of pedestrians.

Raised pedestrian crossing on Thomas Lake Harris Drive

Further Considerations »»

The noise of vehicles traveling over raised crosswalks may be of concern to nearby residents and businesses.

»»

Refer to Americans with Disabilities Act (ADA) and California Building Code (CBC) for additional requirements.

Materials and Maintenance Because the effectiveness of marked crossings depends entirely on their visibility, maintaining marked crossings should be a high priority. Ensure drainage pipes used to channel stormwater past the raised intersection are kept free of debris, to prevent stormwater from backing up and pooling.

Approximate Cost Raised crosswalks are approximately $2,000 to $15,000, depending on drainage conditions and material used.

CITY OF SANTA ROSA BICYCLE AND PEDESTRIAN FACILITY GUIDELINES

Pedestrian Toolbox

Sidewalk Zones & Widths Sidewalks are the most fundamental element of the walking network, as they provide an area for pedestrian travel separated from vehicle traffic. Providing adequate and accessible facilities can lead to increased numbers of people walking, improved accessibility, and the creation of social space.

CITY OF SANTA ROSA BICYCLE AND PEDESTRIAN FACILITY GUIDELINES

SUBURBAN SIDEWALK

SIDEWALK IN UNINCORPORATED AREAS

Curbside Lane

Buffer Zone

The curbside lane can act as a flexible space to further buffer the sidewalk from moving traffic., and may be used for a bike lane. Curb extensions and bike corrals may occupy this space where appropriate.

The buffer zone, also called the furnishing or landscaping zone, buffers pedestrians from the adjacent roadway, and is also the area where elements such as street trees, signal poles, signs, and other street furniture are properly located.

In the edge zone there should be a 6 inch wide curb.

Pedestrian Through Zone The through zone is the area intended for pedestrian travel. This zone should be entirely free of permanent and temporary objects. Wide through zones are needed in downtown areas or where pedestrian flows are high.

Frontage Zone The frontage zone allows pedestrians a comfortable â&#x20AC;&#x153;shyâ&#x20AC;? distance from the building fronts. It provides opportunities for window shopping, to place signs, planters, or chairs.

Pedestrian Toolbox Parking Lane/ Enhancement Zone

Buffer Zone

Pedestrian Through Zone

Frontage Zone

Local Streets

Varies

4 - 6 ft

6 ft

N/A

Downtown and Pedestrian Priority Areas

Varies

4 - 6 ft

12 ft

2.5 - 10 ft

Arterials and Collectors

Varies

4 - 6 ft

6 - 8 ft

2.5 - 5 ft

Street Classification

»»

Wider sidewalks should be installed near schools, at transit stops, in downtown areas, or anywhere high concentrations of pedestrians exist.

»»

At transit stops, an 8 ft by 5 ft clear space is required for accessible passenger boarding/alighting at the front door location per ADA requirements.

»»

Sidewalks should be continuous on both sides of urban commercial streets, and should be required in areas of moderate residential density (1-4 dwelling units per acre).

»»

When retrofitting gaps in the sidewalk network, locations near transit stops, schools, parks, public buildings, and other areas with high concentrations of pedestrians should be the highest priority.

»»

In unincorporated areas of Santa Rosa, no curb and gutter is necessary to establish a sidewalk. Instead, the sidewalk should feature a wide furnishing zone, which may be configured as an open ditch for stormwater catchment and infiltration. Ditches can be retrofitted into bioswales or raingardens for filtration and water purification.

Materials and Maintenance

Approximate Cost

Sidewalks are typically constructed out of concrete and are separated from the roadway by a curb or gutter and sometimes a landscaped boulevard. Less expensive walkways constructed of asphalt, crushed stone, or other stabilized surfaces may be appropriate. Ensure accessibility and properly maintain all surfaces regularly. Surfaces must be firm, stable, and slip resistant. Colored, patterned, or stamped concrete can add distinctive visual appeal.

Cost of standard sidewalks range from about $25 per square foot for concrete sidewalk. This cost can increase with additional right-of-way acquisition or addition of landscaping, lighting or other aesthetic features. As an interim measure, an asphalt concrete path can be placed until such time that a standard sidewalk can be built. The cost of asphalt path can be less than half the cost of a standard sidewalk.

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Typical Uses

Pedestrian Toolbox

Curb Ramps Curb ramps are the design elements that allow all users to make the transition from the street to the sidewalk. A sidewalk without a curb ramp can be useless to someone in a wheelchair, forcing them back to a driveway and out into the street for access. There are a number of factors to be considered in the design and placement of curb ramps.

Diagonal ramps shall include a clear space of at least 48” within the crosswalk for user maneuverability

Curb ramps shall be located so that they do not project into vehicular traffic lanes, parking spaces, or parking access aisles. Three configurations are illustrated below.

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Parallel Curb Ramp

Perpendicular Curb Ramps (Recommended)

Diagonal Curb Ramp

(Crosswalk spacing not to scale. For illustration purposes only)

Typical Use »»

»»

Curb ramps must be installed at all intersections and midblock locations where pedestrian crossings exist, as mandated by federal legislation (1973 Rehabilitation Act and ADA 1990). All newly constructed and altered roadway projects must include curb ramps. In addition, existing facilities must be upgraded to current standards when appropriate. The edge of an ADA compliant curb ramp shall be marked with a tactile warning device (also known as truncated domes) to alert people with visual impairments to changes in the pedestrian environment. Contrast between the raised tactile device and the surrounding infrastructure is important so that the change is readily evident to partially sighted pedestrians. These devices are most effective when adjacent to smooth pavement so the difference is easily detected.

Design Features »»

The level landing at the top of a ramp shall be at least 4 feet long and at least the same width as the ramp itself. The slope of the ramp shall be compliant to current standards.

»»

If the ramp runs directly into a crosswalk, the landing at the bottom will be in the roadway.

»»

If the top landing is within the sidewalk or corner area where someone in a wheelchair may have to change direction, the landing must be a minimum of 4’-0” long (in the direction of the ramp run) and at least as wide as the ramp, although a width of 5’-0” is preferred.

Pedestrian Toolbox

Not recommended: diagonal curb ramp configuration on Marlow Road at Monroe School.

Recommended: SMART Crossing at College Avenue provides bidirectional curb ramps for crossing in both directions.

Further Considerations

Curb return radii need to be considered when designing directional ramps. While curb ramps are needed for use on all types of streets, the highest priority locations are in downtown areas and on streets near transit stops, schools, parks, medical facilities, shopping areas.

Materials and Maintenance

Approximate Cost

It is critical that the interface between a curb ramp and the street be maintained adequately. Asphalt street sections can develop potholes at the foot of the ramp, which can catch the front wheels of a wheelchair.

The cost is approximately $5,000-$10,000 per curb ramp depending on drainage and right-of-way.

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Where feasible, separate directional curb ramps for each crosswalk at an intersection should be provided rather than having a single ramp at a corner for both crosswalks. Although diagonal curb ramps might save money, they orient pedestrians directly into the traffic zone, which can be challenging for wheelchair users and pedestrians with visual impairment. Diagonal curb ramp configurations are not recommended.

Pedestrian Toolbox

Curb Extensions Curb extensions minimize pedestrian exposure during crossing by shortening crossing distance and giving pedestrians a better chance to see and be seen before committing to crossing.

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Typical Use »»

»» »» »» »»

Design Features

Within parking lanes appropriate for any crosswalk where it is desirable to shorten the crossing distance and there is a parking lane adjacent to the curb.

»» For purposes of efficient street sweeping, the A

May be possible within non-travel areas on roadways with excess space.

»» When a bike lane is present, the curb extensions B

Particularly helpful at midblock crossing locations. Curb extensions should not impede bicycle travel in the absence of a bike lane. Curb extensions are often utilized as in-lane transit stops, allowing passengers to board and alight outside of the pedestrian through zone.

Materials and Maintenance Planted curb extensions may be designed as a bioswale, a vegetated system for stormwater management. To maintain proper stormwater drainage, curb extensions can be constructed as refuge islands offset by a drainage channel or feature a covered trench drain.

minimum radius for the reverse curves of the transition is 10 ft and the two radii should be balanced to be nearly equal.

should terminate one foot short of the parking lane to enhance bicyclist access.

»» Reduces pedestrian crossing distance by 6-8 ft. C »» Planted curb extensions may be designed as a D bioswale for stormwater management.

Approximate Cost The cost of a curb extension can range from $2,000 to $20,000 depending on the design and site condition, with the typical cost approximately $12,000. Green/vegetated curb extensions cost between $10,000 to $40,000.

Pedestrian Toolbox

Median Refuge Islands Median refuge islands are located at the mid-point of a marked crossing and help improve pedestrian access by increasing pedestrian visibility and allowing pedestrians to cross one direction of traffic at a time. Refuge islands minimize pedestrian exposure at mid-block crossings by shortening the crossing distance and increasing the number of available gaps for crossing. Cut-through median refuge islands are preferred over curb ramps to better accommodate wheel chairs users.

Typical Use »»

Refuge islands an be applied on any roadway with a left turn center lane or median that is at least 6’ wide. Islands are appropriate at signalized or unsignalized crosswalks.

»»

The refuge island must be accessible, preferably with an at-grade passage through the island rather than ramps and landings.

»»

The island should be at least 6’ wide between travel lanes (to accommodate wheelchair users) and at least 20’ long (40’ minimum preferred).

»»

Provide double centerline marking, reflectors, and “KEEP RIGHT” signage (CA MUTCD R4-7a) in the island on streets with posted speeds above 25 mph.

Materials and Maintenance Refuge islands may require frequent maintenance of road debris. Trees and plantings in a landscaped median must be maintained so as not to impair visibility, and should be no higher than 1 foot 6 inches.

Design Features »»

Median refuge islands can be installed on roadways with existing medians or on multilane roadways where adequate space exists

»»

Median Refuge Islands should always be paired with crosswalks, and should include advance pedestrian warning signage when installed at uncontrolled crossings.

»»

On multi-lane roadways, consider configuration with active warning beacons for improved yielding compliance.

Approximate Cost The approximate cost to install a median refuge island ranges from $500 to $1,100 per foot, or about $3,500 to $4,000, depending on the design, site conditions, landscaping, and whether the median can be added as a part of a larger street reconstruction project or utility upgrade.

CITY OF SANTA ROSA BICYCLE AND PEDESTRIAN FACILITY GUIDELINES

W11-2, W16-7P

Pedestrian Toolbox

Pedestrian Signalization Improvements

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Pedestrian signal heads indicate to pedestrians when to cross at a signalized crosswalk. All traffic signals should be equipped with pedestrian signal indications except where pedestrian crossing is prohibited by signage. Pedestrian signals should be used at traffic signals wherever warranted, according to the CA MUTCD.

Typical Use »»

Countdown pedestrian signals are particularly valuable for pedestrians, as they indicate whether a pedestrian has time to cross the street before the signal phase ends. Countdown signals should be used at all new and rehabilitated signalized intersections. Countdown timers are now standard at all signalized crossings in Santa Rosa.

»»

Adequate pedestrian crossing time is a critical element of the walking environment at signalized intersections. The length of a signal phase with parallel pedestrian movements should provide sufficient time for a pedestrian to safely cross the adjacent street.

»»

There are several types of signal timing for pedestrian signals, including concurrent, exclusive, “Leading pedestrian interval” (LPI),

and all-red interval. In general, shorter cycle lengths and extended walk intervals provide better service to pedestrians and encourage better signal compliance. For optimal pedestrian service, fixed-time signal operation usually works best. »»

Leading Pedestrian Intervals (LPI) are used to reduce right turn and permissive left turn vehicle and pedestrian conflicts. The through pedestrian interval is initiated first, in advance of the concurrent through/right/permissive left turn interval. The LPI minimizes vehicle-pedestrian conflicts because it gives pedestrians a 3-10 second headstart into the intersection, thereby making them more visible, and reducing crossing exposure time. Accessible Pedestrian Signals (APS) are recommended with an LPI.

Pedestrian Toolbox

Range Ave at Guerneville Rd

»»

The CA MUTCD recommends that traffic signal timing assumes a pedestrian walking speed of 3.5 ft per second.

»»

At crossings where older pedestrians or pedestrians with disabilities are expected, crossing speeds as low as 3 ft per second should be assumed. Special pedestrian phases can be used to provide greater visibility or more crossing time for pedestrians at certain intersections.

»»

Pedestrian pushbuttons may be installed at locations where pedestrians are expected intermittently. When used, pushbuttons should be well signed and within reach and operable from a flat surface for pedestrians in wheelchairs and with visual disabilities. They should be conveniently placed in the area where pedestrians wait to cross. Section 4E.09 within the CA MUTCD provides detailed guidance for the placement of push buttons to ensure accessibility.

Further Considerations »»

When push buttons are used, they should be located so that someone in a wheelchair can reach the button from a level area of the sidewalk without deviating significantly from the natural line of travel into the crosswalk. Push button should be marked (for example, with arrows) so that it is clear which signal is affected.

»»

In areas with very heavy pedestrian traffic, consider an all-pedestrian signal phase to give pedestrians free passage in the intersection when all motor vehicle traffic movements are stopped.

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At locations with very high pedestrian volumes, such as downtown, an exclusive pedestrian signal phase called a “Pedestrian Scramble” can be provided to reduce vehicle turning conflicts.

Materials and Maintenance It is important to perform ongoing maintenance of traffic control equipment. Consider semi-annual inspections of controller and signal equipment, intersection hardware, and detectors.

Approximate Cost Adjusting signal timing is relatively inexpensive, as it requires only a few hours of staff time to accomplish. New signal equipment ranges from $20,000 to $140,000.

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Design Features

Pedestrian Toolbox

Rectangular Rapid Flashing Beacons (RRFB) Rectangular Rapid Flash Beacons (RRFB) are a type of active warning beacon used at unsignalized crossings. They are designed to increase motor vehicle yielding compliance on multi-lane or high-volume roadways. Guidance for marked/unsignalized crossings applies.

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Providing secondary installations of RRFBs on median islands improves driver yielding behavior

W11-2, W16-7P

Rectangular Rapid Flash Beacons (RRFB) dramatically increase compliance over conventional warning beacons

Typical Use

Design Features

RRFBs are typically activated by pedestrians manually with a push button, or can be actuated automatically with passive detection systems.

Guidance for marked/unsignalized crossings applies. »»

A study of the effectiveness of going from a no-beacon arrangement to a two-beacon RRFB installation increased yielding from 18 percent to 81 percent. A four-beacon arrangement raised compliance to 88%. Additional studies of long term installations show little to no decrease in yielding behavior over time.

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See FHWA Interim Approval 21 (IA-21) for more information on device application standards.

RRFBs shall not be used at crosswalks controlled by YIELD signs, STOP signs, or traffic control signals. RRFBs shall initiate operation based on user actuation and shall cease operation at a predetermined time after the user actuation or, with passive detection, after the user clears the crosswalk.

Materials and Maintenance

Approximate Cost

RRFBs should be regularly maintained to ensure that all lights and detection hardware are functional.

RRFBs range in price from $5,000 to $20,000 for a solar powered unit depending on the location, width of the road and other factors.

Pedestrian Toolbox

Pedestrian Hybrid Beacon (HAWK)

Typical Use HAWK beacons are only used at marked midblock crossings or unsignalized intersections. They are typically activated with a pedestrian pushbutton at each end. If a median refuge island is used at the crossing, another pedestrian pushbutton can be located on the island to create a two-stage crossing.

Design Features »»

Hybrid beacons may be installed without meeting traffic signal control warrants if roadway speed and volumes are excessive for comfortable pedestrian crossings.

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If installed within a signal system, signal engineers should evaluate the need for the hybrid signal to be coordinated with other signals.

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HAWK beacons should be installed at least 100 feet from side streets or driveways that are controlled by STOP or YIELD signs. Parking and other sight obstructions should be prohibited for at least 100 feet in advance of and at least 20 feet beyond the marked crosswalk to provide adequate sight distance. (CA MUTCD 4F)

Further Considerations »»

HAWK beacons may also be actuated by infrared, microwave, or video detectors.

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Each crossing, regardless of traffic speed or volume, requires additional review by a registered engineer to identify sight lines, potential impacts on traffic progression, timing with adjacent signals, capacity, and safety.

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The installation of HAWK beacons should also include public education and enforcement campaigns to ensure proper use and compliance.

Materials and Maintenance Hybrid beacons are subject to the same maintenance needs and requirements as standard traffic signals. Signing and striping need to be maintained to help users understand any unfamiliar traffic control.

Approximate Cost Hybrid beacons are more expensive than other beacons, ranging in costs from $150,000 to $250,000, but are generally less expensive than full signals.

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Hybrid beacons or High-Intensity Activated Crosswalk (HAWK) beacons are used to improve unsignalized intersections or midblock crossings of major streets. It consists of a signal head with two red lenses over a single yellow lens on the major street, and a pedestrian signal head for the crosswalk. The signal is only activated when a pedestrian and/or bicyclist is present, resulting in minimal delay for motor vehicle traffic.

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Pedestrian Toolbox

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Bicycle Toolbox

3 Bicycle Toolbox Chapter

Bicycle Toolbox

Lane Reconfigurations and Road Diets

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Streets with excess roadway capacity or wider lanes often make excellent candidates for lane reconfigurations or road diet projects. The removal of a single travel lane will generally provide sufficient space for bike lanes on both sides of a street. Even if the width of the sidewalk does not increase, pedestrians benefit from the buffer that the new bike lanes create between the sidewalk and travel lanes. Although the actual roadway crossing distance has not been reduced, the addition of bike lanes reduces the number of vehicle travel lanes pedestrians must cross.

BEFORE

11-12’ Travel

11’ Travel

11-12’ Travel

AFTER 6’ Bike

10-12’ Travel

10-12’ Turn

Typical Use »»

Depending on a street’s existing configuration, traffic operations, user needs, and comfort level, various lane reconfigurations may be appropriate.

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For instance, a four-lane street (with two travel lanes in each direction) could be modified to provide one travel lane in each direction, a center turn lane, and bike lanes.

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Prior to implementing this measure, a traffic analysis should identify potential impacts, including diversion to other parallel neighborhood streets. Road diets should also consider school, city bus, emergency service access, and other truck volumes.

10-12’ Travel

6’ Bike

Design Features »»

Narrower lanes generally encourage slower vehicle speeds, higher comfort for people walking and biking.

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Vehicle lane width: Width depends on project. No narrowing may be needed if a lane is removed. Lanes along transit and freight routes may need a minimum of 11 feet to accommodate larger vehicles.

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Bicycle lane width: Standard bicycle lane width is 5-6 feet. A buffered bike lane requires an additional 2-3 feet.

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Number of Lanes: Generally, 3 lanes with a center turn lane can support 20,000 vehicles per day.

Bicycle Toolbox

Materials and Maintenance

Approximate Cost

Road configurations are often paired with the road repaving schedule to reduce costs. Repair rough or uneven pavement surface. Use bicycle compatible drainage grates, and ensure they are flush with the pavement.

Adding striped shoulders can cost as little as $1,000 per mile if old paint does not need to be removed. The cost for restriping a street to bike lanes or reducing the number of lanes to add on-street parking is approximately $11 per foot on street, depending on the number of lane lines to be removed. The approximate cost for restriping a roadway as depicted can range from $10,000-$60,000 per mile.

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Before-and-after road diet on Sonoma Avenue. The roadway goes from 4 travel lanes to 3 travel lanes, bike lanes, and parking.

Bicycle Toolbox

Bicycle Boulevards

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A Bicycle Boulevard is a low-speed, low-volume roadway that has been modified, as needed, to enhance comfort and convenience for people bicycling. It provides better conditions for bicycling while maintaining the neighborhood character and neighborhood and emergency vehicle access. Bicycle Boulevards are intended to serve as the primary low-stress bikeway network, providing direct, and convenient routes across Santa Rosa. Key elements of Bicycle Boulevards are unique signage and pavement markings, traffic calming and diversion features to maintain low vehicle volumes, and convenient major street crossings.

Typical Use

Design Features

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Parallel with, and in close proximity to major thoroughfares (1/4 mile or less) on low-volume, low-speed streets.

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Signs and pavement markings are the minimum treatments necessary to designate a street as a bicycle boulevard.

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Follow a desire line for bicycle travel that is ideally long and relatively continuous (2-5 miles).

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Avoid alignments with excessive zigzag or circuitous routing. The bikeway should have less than 10% out of direction travel compared to shortest path of primary corridor.

Implement volume control treatments based on the context of the bicycle boulevard, using engineering judgment. Motor vehicle volumes should not exceed 1,500 vehicles per day.

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Intersection crossings should be designed to enhance comfort and minimize delay for bicyclists, following crossing treatment progression to achieve Level of Traffic Stress 1 or 2.

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Local streets with traffic volumes of fewer than 1,500 vehicles per day. Utilize traffic calming to maintain or establish low volumes and discourage vehicle cut through / speeding.

Bicycle Toolbox

Further Considerations »»

Bicycle boulevards are established on streets that improve connectivity to key destinations and provide a direct, low-stress route for bicyclists, with low motorized traffic volumes and speeds, designated and designed to give bicycle travel priority over other modes.

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Bicycle boulevard retrofits to local streets are typically located on streets without existing signalized accommodation at crossings of collector and arterial roadways. Without treatments for bicyclists, these intersections can become major barriers along the bicycle boulevard.

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Traffic calming can deter motorists from driving on a street. Anticipate and monitor vehicle volumes on adjacent streets to determine whether traffic calming results in inappropriate volumes. Traffic calming can be implemented on a trial basis.

Materials and Maintenance Bicycle boulevards require few additional maintenance requirements to local roadways. Signage, signals, and other traffic calming elements should be inspected and maintained according to local standards.

Approximate Cost Costs vary depending on the type of treatments proposed for the corridor. Simple treatments such as wayfinding signage and markings are most costeffective, but more intensive treatments will have greater impact at lowering speeds and volumes, at higher cost. Costs can range from $5,000/mile on the simple end to $50,000/mile for significant horizontal deflection and diversion.

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Humboldt Street Bike Boulevard

Bicycle Toolbox

Shared Lane Markings Shared Lane Marking (SLM) or “Sharrow” stencils are used in California as an additional treatment for Bike Route facilities and are currently approved in conjunction with on-street parking. The CA MUTCD approved pavement marking can serve a number of purposes, such as making motorists aware of the need to share the road with bicyclists, showing bicyclists the direction of travel, and, with proper placement, reminding bicyclists to bike further from parked cars to prevent collisions with drivers opening car doors.

CA MUTCD R4-11 (optional)

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CA MUTCD R117 (optional)

CA MUTCD D11-1 (optional)

Typical Use »»

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Shared Lane Markings are not appropriate on paved shoulders or in bike lanes, and should not be used on roadways that have a posted speed greater than 35 mph. Shared Lane Markings should be implemented in conjunction with BIKES MAY USE FULL LANE signs.

Design Features »» Placement in the center of the travel lane is A preferred in constrained conditions.

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Markings should be placed immediately after intersections and spaced at 250 foot intervals thereafter.

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When placed adjacent to parking, markings should be outside of the “door zone”. Minimum placement is 11 feet from the curb face.

Bicycle Toolbox

Further Considerations »»

Consider modifications to signal timing to induce a bicycle-friendly travel speed for all users.

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Though not always possible, placing the markings outside of vehicle tire tracks will increase the life of the markings and the longterm cost of the treatment.

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A green thermoplastic background can be applied to further increase the visibility of the shared lane marking.

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A “Pass Bicycle 3 FT MIN” sign (R117(CA)) can be installed to indicate to drivers the required passing distance per California Vehicle Code section 21760.

Approximate Cost Sharrows typically cost $200 per each marker for a lane-mile cost of $4,200, assuming the CA MUTCD guidance of sharrow placement every 250 feet.

Materials and Maintenance »»

Shared lane markings should be inspected annually and maintained accordingly, especially if located on roadways that feature high vehicle turning movements, or bus, or truck traffic. They can be placed in the center of the lane of travel to reduce wear from vehicles.

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Sharrows also serve as positional guidance and raise bicycle awareness where there isn’t space to accommodate a full-width bike lane. Center lane markings may or may not be necessary depending on travel lane widths. Narrower two way residential streets (less than 22 ft between parked cars) have a natural traffic calming effect without center turn lanes. Pictured above: sharrows on Sonoma Ave.

Bicycle Toolbox

Bicycle Lanes On-street bike lanes (Class II Bikeways) designate an exclusive space for bicyclists through the use of pavement markings and signs. The bike lane is located directly adjacent to motor vehicle travel lanes and is used in the same direction as motor vehicle traffic. Bike lanes are typically on the right side of the street, between the adjacent travel lane and curb, road edge or parking lane.

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Typical Use »»

Bike lanes may be used on any street with adequate space, but are most effective on streets with moderate traffic volumes ≤ 6,000 ADT (≤ 3,000 preferred).

Design Features »A » Mark inside line with 6” stripe. (CA MUTCD 9C.04) Mark 4“ parking lane line or “Ts”.1

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Bike lanes are most appropriate on streets with lower to moderate speeds ≤ 25 mph.

»B » Include a bicycle lane marking (CA MUTCD Figure 9C-3) at the beginning of blocks and at regular intervals along the route. (CA MUTCD 9C.04)

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Appropriate for skilled adult riders on most streets.

»C» 6 foot width preferred adjacent to on-street parking, (5 foot min.) (City of Santa Rosa, HDM)

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May be appropriate for children when configured as 6+ ft wide lanes on lower-speed, lowervolume streets with one lane in each direction.

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D 5–6 foot preferred adjacent to curb and gutter (4 foot min.) or 4 feet more than the gutter pan width.

1 Studies have shown that marking the parking lane encourages people to park closer to the curb. FHWA. Bicycle Countermeasure Selection System. 2006.

Bicycle Toolbox

Further Considerations On high speed streets (≥ 40 mph) the minimum bike lane should be 6 feet. (HDM 301.2)

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It may be desirable to reduce the width of general purpose travel lanes in order to add or widen bicycle lanes. (HDM 301.2 3)

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On multi-lane streets, the most appropriate bicycle facility to provide for user comfort may be buffered bicycle lanes or physically separated bicycle lanes.

Manhole Covers and Grates: »»

Manhole surfaces should be manufactured with a shallow surface texture in the form of a tight, nonlinear pattern

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If manholes or other utility access boxes are to be located in bike lanes within 50 ft. of intersections or within 20 ft. of driveways or other bicycle access points, special manufactured permanent nonstick surfaces are required to ensure a controlled travel surface for cyclists breaking or turning.

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Manholes, drainage grates, or other obstacles should be set flush with the paved roadway. Roadway surface inconsistencies pose a threat to safe riding conditions for bicyclists. Construction of manholes, access panels or other drainage elements should be constructed with no variation in the surface. The maximum allowable tolerance in vertical roadway surface will be 1/4 of an inch.

Standard Class II Bike Lane on Stony Point Road

Place Bike Lane Symbols to Reduce Wear

Bike lane word, symbol, and/or arrow markings (MUTCD Figure 9C-3) shall be placed outside of the motor vehicle tread path in order to minimize wear from the motor vehicle path. (NACTO 2012)

Materials and Maintenance

Approximate Cost

The cost for installing bicycle lanes will depend on the implementation approach. Typical costs are $16,000 per mile for restriping.

Bike lanes should also be maintained so that there are no pot holes, cracks, uneven surfaces or debris.

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Bicycle Toolbox

Buffered Bicycle Lanes

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Buffered bike lanes are conventional bicycle lanes paired with a designated buffer space, separating the bicycle lane from the adjacent motor vehicle travel lane and/or parking lane.

B A

Typical Use

Design Features

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Anywhere a conventional bike lane is being considered.

»A » The minimum bicycle travel area (not including buffer) is 5 feet wide.

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While conventional bike lanes are most appropriate on streets with lower to moderate speeds (≤ 25 mph), buffered bike lanes are appropriate on streets with higher speeds (+25mph) and high volumes or high truck volumes (up to 6,000 ADT).

»B » Buffers should be at least 2 feet wide. If buffer area is 4 feet or wider, white chevron or diagonal markings should be used. (CA MUTCD 9C-104)

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On streets with extra lanes or lane width.

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Appropriate for skilled adult riders on most streets.

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For clarity at driveways or minor street crossings, consider a dotted line.

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There is no standard for whether the buffer is configured on the parking side, the travel side, or a combination of both.

Buffered bike lanes transition into conflict markings on W. 3rd Street

The use of pavement markings delineates space for cyclists to ride in a comfortable facility.

Further Considerations

Materials and Maintenance

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Color may be used within the lane to discourage motorists from entering the buffered lane.

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A study of buffered bicycle lanes found that, in order to make the facilities successful, there needs to also be driver education, improved signage and proper pavement markings.1

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On multi-lane streets with high vehicles speeds, the most appropriate bicycle facility to provide for user comfort may be physically separated bike lanes. NCHRP Report #766 recommends, when space is limited, installing a buffer space between the parking lane and bicycle lane where on-street parking is permitted rather than between the bicycle lane and vehicle travel lane.2

1 Monsere, C.; McNeil, N.; and Dill, J., “Evaluation of Innovative Bicycle Facilities: SW Broadway Cycle Track and SW Stark/Oak Street Buffered Bike Lanes. Final Report” (2011).Urban Studies and Planning Faculty Publications and Presentations. 2 National Cooperative Highway Research Program. Report #766: Recommended Bicycle Lane Widths for Various Roadway Characteristics.

Bike lane striping and markings will require higher maintenance where vehicles frequently traverse over them at intersections, driveways, parking lanes, and along curved or constrained segments of roadway. Bike lanes should be maintained so that there are no pot holes, cracks, uneven surfaces or debris.

Approximate Cost The cost for installing buffered bicycle lanes will depend on the implementation approach. Typical costs are $16,000 per mile for restriping. However, the cost of large-scale bicycle treatments will vary greatly due to differences in project specifications and the scale and length of the treatment.

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Bicycle Toolbox

One-Way Separated Bikeway

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One-way separated bikeways, also known as protected bikeways or cycle tracks, are on-street bikeway facilities that are separated from vehicle traffic. Physical separation is provided by a barrier between the bikeway and the vehicular travel lane. These barriers can include flexible posts, bollards, parking, planter strips, extruded curbs, or on-street parking. Separated bikeways using these barrier elements typically share the same elevation as adjacent travel lanes, but the bikeway could also be raised above street level, either below or equivalent to sidewalk level.

C A

Typical Use »»

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Along streets on which conventional bicycle lanes would cause many bicyclists to feel stress because of factors such as multiple lanes, high bicycle volumes, high motor traffic volumes (9,000-30,000 ADT), higher traffic speeds (25+ mph), high incidence of double parking, higher truck traffic (10% of total ADT) and high parking turnover. Along streets for which conflicts at intersections can be effectively mitigated using parking lane setbacks, bicycle markings through the intersection, and other signalized intersection treatments.

Design Features »A » Pavement markings, symbols and/or arrow markings must be placed at the beginning of the separated bikeway and at intervals along the facility based on engineering judgment to define the bike direction. (CA MUTCD 9C.04) »B » 7 foot width preferred in areas with high bicycle volumes or uphill sections to facilitate safe passing behavior (5 foot minimum). (HDM 1003.1(1)) »C » 3 foot minimum buffer width adjacent to parking lines (2 foot minimum when adjacent to travel lanes), marked with 2 solid white (DIB 89, 2015).

Bicycle Toolbox

Parked cars serve as a barrier between bicyclists and the vehicle lane. Barriers could also include flexible posts, bollards, planters, or other design elements Source: Bike East Bay.

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Separated bikeway buffers and barriers are covered in the CAMUTCD as preferential lane markings (section 3D.01) and channelizing devices (section 3H.01). If the buffer area is 4 feet or wider, white chevron or diagonal markings should be used (section 9C.04). Curbs may be used as a channeling device, see the section on islands (section 3I.01). Grade-separation provides an enhanced level of separation in addition to buffers and other barrier types. Where possible, physical barriers such as removable curbs should be oriented towards the inside edge of the buffer to provide as much extra width as possible for bicycle use.

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A retrofit separated bikeway has a relatively low implementation cost compared to road reconstruction by making use of existing pavement and drainage and using a parking lane as a barrier.

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Gutters, drainage outlets and utility covers should be designed and configured as not to impact bicycle travel.

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For clarity at major or minor street crossings, consider a dotted line (CA MUTCD Detail 39A - Bike Lane Intersection Line) for the buffer boundary where cars are expected to cross.

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Special consideration should be given at transit stops to manage bicycle and pedestrian interactions.

Materials and Maintenance Bikeay striping and markings will require higher maintenance where vehicles frequently traverse over them at intersections, driveways, parking lanes, and along curved or constrained segments of roadway. Green conflict striping (if used) will also generally require higher maintenance due to vehicle wear. Bikeways should be maintained so that there are no pot holes, cracks, uneven surfaces or debris. Access points along the facility should be provided for street sweeper vehicles to enter/exit the separated bikeway,

Approximate Cost Separated bikeway construction costs can vary drastically depending on the type of separation used, the amount of new curb and gutter, stormwater mitigation, and crossing treatments. On the lower end of the scale, construction of a striped parking protected bikeway without delineators or other vertical elements can cost as little as $8,000-$16,000 per mile.

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Further Considerations

Bicycle Toolbox

Two-Way Separated Bikeway Two-Way Separated Bikeways are bicycle facilities that allow bicycle movement in both directions on one side of the road. Two-way separated bikeways share some of the same design characteristics as one-way separated bikeways, but often require additional considerations at driveway and side-street crossings, and intersections with other bikeways.

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Typical Use »»

Works best on the left side of one-way streets.

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Streets with high motor vehicle volumes and/or speeds

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Streets with high bicycle volumes.

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Streets with a high incidence of wrong-way bicycle riding.

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Streets with few conflicts such as driveways or cross-streets on one side of the street.

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Streets that connect to shared use paths.

Design Features »A » 12 foot operating width preferred (10 ft minimum) width for two-way facility. »»

»B »

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»» 42

In constrained locations an 8 foot minimum operating width may be considered (HDM 1003.1(1)). Adjacent to on-street parking a 3 foot minimum width channelized buffer or island shall be provided to accommodate opening doors (NACTO, 2012) (CA MUTCD 3H.01, 3I.01). A separation narrower than 5 feet may be permitted if a physical barrier is present. (AASHTO, 2013) Additional signalization and signs may be necessary to manage conflicts.

Bicycle Toolbox Two-Way Separated Bikeway

Further Considerations

Materials and Maintenance

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On-street bikeway buffers and barriers are covered in the CA MUTCD as preferential lane markings (section 3D.01) and channelizing devices, including flexible delineators (section 3H.01). Curbs may be used as a channeling device, see the section on islands (section 3I.01).

Bikeway striping and markings will require higher maintenance where vehicles frequently traverse over them at intersections, driveways, parking lanes, and along curved or constrained segments of roadway. Green conflict striping (if used) will also generally require higher maintenance due to vehicle wear.

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A two-way separated bikeway on one way street should be located on the left side.

Bikeways should be maintained so that there are no pot holes, cracks, uneven surfaces or debris.

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A two-way separated bikeway may be configured at street level or as a raised separated bikeway with vertical separation from the adjacent travel lane.

Access points along the facility should be provided for street sweeper vehicles to enter/exit the separated bikeway.

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Two-way separated bikeways should ideally be placed along streets with long blocks and few driveways or mid-block access points for motor vehicles.

Approximate Cost

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See Caltrans Design Information Bulletin No. 89 for more details.

Separated bikway construction costs can vary drastically depending on the type of separation used, the amount of new curb and gutter, stormwater mitigation, and crossing treatments. On the lower end of the scale, construction of a striped parking protected bikeway with delineators or other vertical elements can cost as little as $15,000-$30,000 per mile.

CITY OF SANTA ROSA BICYCLE AND PEDESTRIAN FACILITY GUIDELINES

A two-way facility can accommodate cyclists in two directions of travel.

Bicycle Toolbox

Lateral Shift To increase the visibility of bicyclists for turning motorists, a lateral shift in or “bend-in” intersection approach laterally shifts the separated bikeway immediately adjacent to the turning lane.

CITY OF SANTA ROSA BICYCLE AND PEDESTRIAN FACILITY GUIDELINES

Typical Use »»

Bikeways separated by a visually intensive buffer or on-street parking.

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Where it is desirable to create a curb extension at intersections to reduce pedestrian crossing distance.

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Where space is not available to bend-out the bikeway prior to the intersection.

Design Features »» At least 20 ft prior to an intersection, provide A between 20 – 40 ft of length to shift the bikeway closer to motor vehicle traffic. »B » Where the separated bikeway uses parked cars within the buffer zone, parking must be prohibited at the start of the transition. »»

Place a “Turning Vehicles Yield to Bikes” sign (modified MUTCD R10-15) prior to the intersection.

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Optional - Provide a narrow buffer with vertical delineators between the travel and lane and bikeway to increase comfort for bicycle riders and slow driver turning speed.

Clear sight lines at intersections and driveways for people on bikes and people driving are an important aspect of this design.

The approach to an adjacent crossing intersection in Vancouver, BC.

Further Considerations

Materials and Maintenance

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The design creates an opportunity for a curb extension, to reduce pedestrian crossing distance. This curb extension can also create public space which can be used bike parking corrals, bikeshare stations, parklets, public art exhibits, and/or stormwater features such as bioswales.

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Can be paired with intersection crossing markings such as green colored pavement to raise awareness of conflict points.

Approximate Cost The costs of the lateral shift or protected intersection elements vary depending on materials used and degree of implementation desired. Inexpensive materials can used, such as paint, concrete planters, and bollards.

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Bicycle Toolbox

Protected Intersection A protected intersection, or “Bend Out” uses a collection of intersection design elements to maximize user comfort within the intersection and promote a high rate of motorists yielding to people bicycling. The design maintains a physical separation within the intersection to define the turning paths of motor vehicles, slow vehicle turning speed, and offer a comfortable place for people bicycling to wait at a red signal.

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C B

Typical Use »»

Streets with separated bikeways protected by wide buffer or on-street parking.

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Where two separated bieways intersect and two-stage left-turn movements can be provided for bicycle riders.

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Helps reduce conflicts between right-turning motorists and bicycle riders by reducing turning speeds and providing a forward stop bar for bicycles.

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Where it is desirable to create a curb extension at intersections to reduce pedestrian crossing distance.

Design Features »A » Setback bicycle crossing of 19.5 feet allows for one passenger car to queue while yielding. Smaller setback distance is possible in slowspeed, space constrained conditions. »B » Corner island with a 15-20 foot corner radius slows motor vehicle speeds. Larger radius designs may be possible when paired with a deeper setback or a protected signal phase, or small mountable aprons. Two-stage turning boxes are provided for queuing bicyclists adjacent to corner islands. »C » Use intersection crossing markings.

Protected intersections feature a corner safety island and intersection crossing markings.

Protected intersections incorporate queuing areas for two-stage left turns.

Further Considerations

Materials and Maintenance

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Pedestrian crosswalks may need to be further set back from intersections in order to make room for two-stage turning queue boxes.

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Wayfinding and directional signage should be provided to help bicycle riders navigate through the intersection.

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Colored pavement may be used within the corner refuge area to clarify use by people bicycling and discourage use by people walking or driving.

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Intersection approaches with high volumes of right turning vehicles should provide a dedicated right turn only lane paired with a protected signal phase. Protected signal phasing may allow different design dimensions than are described here.

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Green conflict striping (if used) will also generally require higher maintenance due to vehicle wear.

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Bikeways should be maintained so that there are no pot holes, cracks, uneven surfaces or debris.

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Bikeways protected by concrete islands or other permanent physical separation, can be swept by street sweeper vehicles with narrow widths.

Approximate Cost The cost of protected intersection elements vary depending on materials used and degree of implementation desired. »»

Complete reconstruction costs comparable to a full intersection.

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Retrofit implementation may be possible at lower costs if existing curbs and drainage are maintained. Inexpensive materials can used, such as paint, concrete planters, and bollards.

CITY OF SANTA ROSA BICYCLE AND PEDESTRIAN FACILITY GUIDELINES

Bicycle Toolbox

Separated Bicycle Signal Phase Separated bicycle lane crossings of signalized intersections can be accomplished through the use of a bicycle signal phase which reduces conflicts with motor vehicles by separating bicycle movements from any conflicting motor vehicle movements. Bicycle signals are traditional three lens signal heads with green, yellow and red bicycle stenciled lenses.

CITY OF SANTA ROSA BICYCLE AND PEDESTRIAN FACILITY GUIDELINES

Typical Use »»

Two-way protected bikeways where contraflow bicycle movement or increased conflict points warrant protected operation.

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Bicyclists moving on a green or yellow signal indication in a bicycle signal shall not be in conflict with any simultaneous motor vehicle movement at the signalized location

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Right (or left) turns on red should be prohibited in locations where such operation would conflict with a green bicycle signal indication.

Design Features »A » An additional “Bicycle Signal” sign should be installed below the bicycle signal head. »B » Designs for bicycles at signalized crossings should allow bicyclists to trigger signals via pushbutton, loop detectors, or other passive detection, to navigate the crossing. »»

On bikeways, signal timing and actuation shall be reviewed and adjusted to consider the needs of bicyclists. (CA MUTCD 9D.02)

A bicycle signal head at a signalized crossing creates a protected phase for cyclists to safely navigate an intersection.

A bicycle detection system triggers a change in the traffic signal when a bicycle is detected.

Further Considerations

Materials and Maintenance

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A bicycle signal should be considered for use only when the volume/collision or volume/ geometric warrants have been met. (CA MUTCD 4C.102)

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The Federal Highway Administration (FHWA) has approved bicycle signals for use, if they comply with requirements from Interim Approval 16 (I.A. 16). Bicycle Signals are not approved for use in conjunction with Pedestrian Hybrid Beacons.

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Bicyclists typically need more time to travel through an intersection than motor vehicles. Green light times should be determined using the bicycle crossing time for standing bicycles. Bicycle detection and actuation systems include user-activated buttons mounted on a pole, loop detectors that trigger a change in the traffic signal when a bicycle is detected and video detection cameras, that use digital image processing to detect a change in the image at a location.

Bicycle signal detection equipment should be inspected and maintained regularly, especially if detection relies on manual actuation. Pushbuttons and loop detectors will tend to have higher maintenance needs than other passive detection equipment.

Approximate Cost Bicycle signal heads have an average cost of $12,800. Video detection camera system costs range from $15,000 to $25,000 per intersection.

CITY OF SANTA ROSA BICYCLE AND PEDESTRIAN FACILITY GUIDELINES

Bicycle Toolbox

Separated Bikeway Barriers Separated bikeways may use a variety of vertical elements to physically separate the bikeway from adjacent travel lanes. Barriers may be robust constructed elements such as curbs, or may be more interim in nature, such as flexible delineator posts. Barrier Separation

Media Separation 3’ Buffer and Spatial Envelope for Barriers

Raised Curb (2’ min. width)

CITY OF SANTA ROSA BICYCLE AND PEDESTRIAN FACILITY GUIDELINES

Flexible Delineators (10’-40’ spacing) Wheel Stops (6’ spacing, 1’ from travel lane)

Optional Planting

Grade Separation

Raised Bike Facility Planter Boxes (Consistent spacing)

Parking Separation

Jersey Barriers (consistent spacing)

Buffered Door Zone (2’ min. and optional Flexible Delineators)

Typical Use Appropriate barriers for retrofit projects: »»

Parked Cars

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Flexible delineators

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Bollards

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Planters

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Parking stops

Appropriate barriers for reconstruction projects: »»

Curb separation

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Medians

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Landscaped Medians

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Raised protected bike lane with vertical or mountable curb

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Pedestrian Refuge Islands

Bicycle Toolbox

Raised separated bikeways are bicycle facilities that are vertically separated from motor vehicle traffic.

Materials and Maintenance

»»

Maximize effective operating space by placing curbs or delineator posts as far from the through bikeway space as practicable.

Separated bikeways protected by concrete islands or other permanent physical separation, can be swept by smaller street sweeper vehicles.

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Allow for adequate shy distance of 1 to 2 feet from vertical elements to maximize useful space.

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When next to parking allow for 3 feet of space in the buffer space to allow for opening doors and passenger unloading.

Access points along the facility should be provided for street sweeper vehicles to enter/exit the separated bikeway.

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The presences of landscaping in medians, planters and safety islands increases comfort for users and enhances the streetscape environment.

Further Considerations »»

Separated bikeway buffers and barriers are covered in the CA MUTCD as preferential lane markings (section 3D.01) and channelizing devices (section 3H.01). Curbs may be used as a channeling device, see the section on islands (section 3I.01).

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With new roadway construction a raised separated bikeway can be less expensive to construct than a wide or buffered bicycle lane because of shallower trenching and sub base requirements.

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Parking should be prohibited within 30 feet of the intersection to improve visibility.

Approximate Cost Separated bikeway barrier material costs can vary greatly, depending on the type of material, the scale, and whether it is part of a broader construction project.

CITY OF SANTA ROSA BICYCLE AND PEDESTRIAN FACILITY GUIDELINES

Design Features

Bicycle Toolbox

Separated Bikeways at Driveways (and Minor Streets) The added separation provided by separated bikeways creates additional considerations at intersections and driveways when compared to conventional bicycle lanes. Special design guidelines are necessary to preserve sightlines and denote potential conflict areas between modes, especially when motorists turning into or out of driveways may not be expecting bicycle travel opposite to the main flow of traffic.

CITY OF SANTA ROSA BICYCLE AND PEDESTRIAN FACILITY GUIDELINES

At driveways and crossings of minor streets, bicyclists should not be expected to stop if the major street traffic does not stop.

Typical Use »»

Along streets with separated bikeway where there are intersections and driveways.

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Higher frequency driveways or crossings may require additional treatment such as conflict markings and signs.

Design Features »»

Remove parking to allow for the appropriate clear sight distance before driveways or intersections to improve visibility. The desirable no-parking area is at least 30 feet from each side of the crossing.

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Use colored pavement markings and/or shared line markings through conflict areas at intersections.

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If a raised bikeway is used, the height of the lane should be maintained through the crossing, requiring automobiles to cross over.

Bicycle Toolbox

»»

Motor vehicle traffic crossing the bikeway should be constrained or channelized to make turns at sharp angles to reduce travel speed prior to the crossing.

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Driveway crossings may be configured as raised crossings to slow turning cars and assert physical priority of travelling bicyclists.

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Motor vehicle stop bar on cross-streets and driveways is setback from the intersection to ensure that drivers slow down and scan for pedestrians and bicyclists before turning.

Further Considerations »»

Removing obstructions and providing clear sight distance at crossings increases visibility of bicyclists.

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Treatments designed to constrain and slow turning motor vehicle traffic will slow drivers to bicycle-compatible travel speeds prior to crossing the separated bikeway.

Materials and Maintenance Green conflict striping and markings, will require higher maintenance where vehicles frequently traverse over them at driveways and minor intersection. Green conflict striping (if used) will also generally require higher maintenance due to vehicle wear.

Approximate Cost The cost for installing high visibility colored crossing markings will depend on the materials selected and implementation approach. Typical costs range from $1.20/sq. ft. installed for paint to $14/sq. ft. installed for Thermoplastic. Colored pavement is more expensive than standard asphalt installation, costing 30-50% more than non-colored asphalt.

CITY OF SANTA ROSA BICYCLE AND PEDESTRIAN FACILITY GUIDELINES

Intersection crossing markings can be used at high volume driveway and minor street crossings, as illustrated above.

Bicycle Toolbox

Separated Bikeways at Transit Side Boarding Islands A transit side boarding island is a channelized lane for bicyclists designed to provide a path for bicyclists to pass stopped transit vehicles, and clarify interactions between pedestrians, bicyclists, and passengers, boarding and alighting. This is particularly helpful on corridors with high volumes of transit vehicles and bicyclists, where “leapfrogging” may occur, and on separated bikeway corridors where maintaining physical separation is important to maintain user comfort.

CITY OF SANTA ROSA BICYCLE AND PEDESTRIAN FACILITY GUIDELINES

E F A

Typical Use »» »» »»

Design Features

Routes where bike lanes or separated bikeways and transit operations overlap.

»» Pedestrian median refuge island (optional) A

Provides an in-lane stop for buses, reducing delay at stops.

»» Pedestrian ramp into crosswalks should be ADA B

Median refuge also provides a shorter crossing for pedestrians at intersections

»» Direct pedestrians to crossing locations to C

shortens the crossing distance at intersections. compliant with detectable warning surfaces. minimize conflicts between modes.

»» High volume stops should have room for D appropriately sized shelters and transit amenities.

Bicycle Toolbox

E»» Pavement markings and signage should clarify expectations among users. The bikeway could also ramp up to sidewalk level at this crossing to reduce bicycle speeds and enhance ADA access to the stop.

F»» Pavement markings on the bikeway should

define the bicycle path of travel to minimize intrusion by pedestrians, except at designated crossings.

Further Considerations »»

Transit island should be wide enough to accommodate mobility devices. An 8’x5’ accessible clear space is required at the front door per ADA requirements.

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Transit platforms should feature pedestrian scale lighting.

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Side boarding island will require detectable warning surfaces along full length of platform if greater than 6” high.

Materials and Maintenance Similar to median refuge islands, side boarding islands may require frequent maintenance of road debris. If at street grade, the bikeway can be swept by street sweeper vehicles with narrow widths.

Approximate Cost The approximate cost of a side boarding island is similar to median refuge islands ranging from $500 to $1,100 per foot, or about $3,500 to $4,000, depending on the design, and site conditions. This cost is exclusive of transit shelters and amenities, landscaping, and lighting.

CITY OF SANTA ROSA BICYCLE AND PEDESTRIAN FACILITY GUIDELINES

A transit side boarding island clarifies user spaces and minimizes conflict between bicyclists. pedestrians, transit passengers, buses, and vehicles.

Bicycle Toolbox

Bicycle Box A bicycle box is an experimental treatment, designed to provide bicyclists with a safe and visible space to get in front of queuing traffic during the red signal phase. Motor vehicles must queue behind the white stop line at the rear of the bike box. On a green signal, all bicyclists can quickly clear the intersection. This treatment is currently under experiment, and has not been approved by Caltrans.

CITY OF SANTA ROSA BICYCLE AND PEDESTRIAN FACILITY GUIDELINES

Typical Use »»

At potential areas of conflict between bicyclists and turning vehicles, such as a right or left turn locations.

»»

At signalized intersections with high bicycle volumes.

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At signalized intersections with high vehicle volumes.

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Not to be used on downhill approaches to minimize the right hook threat potential during the extended green signal phase.

Design Features »A » 14 foot minimum depth from back of crosswalk to motor vehicle stop bar. (NACTO, 2012) »B » A “No Turn on Red” (CA MUTCD R10-11) or “No Right Turn on Red” (CA MUTCD R13A) sign shall be installed overhead to prevent vehicles from entering the Bike Box. (Refer to CVC 22101 for the signage) A “Stop Here on Red” (CA MUTCD R10-6) sign should be post mounted at the stop line to reinforce observance of the stop line. »C » A 50 foot ingress lane should be used to provide access to the box. »»

Use of green colored pavement is recommended.

A bike box allows for cyclists to wait in front of queuing traffic, providing high visibility and a head start over motor vehicle traffic.

Further Considerations »»

This treatment positions bicycles together and on a green signal, all bicyclists can quickly clear the intersection, minimizing conflict and delay to transit or other traffic.

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Pedestrian also benefit from bike boxes, as they experience reduced vehicle encroachment into the crosswalk.

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Bike boxes are currently under experiment in California. Projects will be required to go through an official Request to Experiment process. This process is outlined in Section 1A.10 in the CAMUTCD, and jurisdictions must receive approval prior to implementation.

Materials and Maintenance Bike boxes are subject to high vehicle wear, especially turning passenger vehicles, buses, and heavy trucks. As a result, bike boxes with green coloring will require more frequent replacement over time. The life of the green coloring will depend on vehicle volumes and turning movements, but Thermoplastic is generally a more durable material than paint.

Approximate Cost Costs will vary due to the type of paint or thermoplastic used and the size of the bike box, as well as whether the treatment is added at the same time as other road treatments. Typical costs range from $1.20/sq. ft. installed for paint to $14/sq. ft. installed for Thermoplastic.

CITY OF SANTA ROSA BICYCLE AND PEDESTRIAN FACILITY GUIDELINES

Bicycle Toolbox

Colored Pavement Treatment Colored pavement within a bicycle lane may be used to increase the visibility of the bicycle facility, raise awareness of the potential to encounter bicyclists, and reinforce priority of bicyclists in conflict areas.

CITY OF SANTA ROSA BICYCLE AND PEDESTRIAN FACILITY GUIDELINES

Typical Use

Design Features

»»

Within a weaving or conflict area to identify the potential for bicyclist and motorist interactions and assert bicyclist priority.

»A » Typical white bike lane striping (solid or dotted 6” stripe) is used to outline the green colored pavement.

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Across intersections, driveways and Stop or Yield-controlled cross-streets.

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At bike boxes and two-stage turn boxes

»B » In weaving or turning conflict areas, preferred striping is dashed, to match the bicycle lane line extensions. »»

The colored surface should be skid resistant and retro-reflective (MUTCD 9C.02.02).

»»

In exclusive use areas, such as bike boxes, color application should be solid green.

Bicycle Toolbox

Further Considerations »»

Green colored pavement shall be used in compliance with FHWA Interim Approval (FHWA IA-14.10).1

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While other colors have been used (red, blue, yellow), green is the recommended color in the US.

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The application of green colored pavement within bicycle lanes is an emerging practice. The guidance recommended here is based on best practices in cities around the county.

Materials and Maintenance As intended, paint or thermoplastic are placed in locations that are trafficked by vehicles, and are subject to high vehicle wear. Colored pavement treatments will experience higher rates of wear at locations with higher turning vehicles, buses, and heavy trucks. At these locations, green coloring will require more frequent replacement over time. The life of the green coloring will depend on vehicle volumes and turning movements, but thermoplastic is generally a more durable material than paint.

Approximate Cost The cost for installing colored pavement markings will depend on the materials selected and implementation approach. Typical costs range from $1.20/sq. ft installed for paint to $14/sq. ft installed for thermoplastic. Colored pavement is more expensive than standard asphalt installation, costing 30-50 percent more than non-colored asphalt.

1 FHWA. Interim Approval for Optional Use of Green Colored Pavement for Bike Lanes (IA-14). 2011.

CITY OF SANTA ROSA BICYCLE AND PEDESTRIAN FACILITY GUIDELINES

Green colored conflict striping indicates the path of travel of people on bicycles, and alerts people intending to turn across the bike lane to yield when bicyclists are present. Pictured left: green conflict striping on Santa Rosa Ave.

CITY OF SANTA ROSA BICYCLE AND PEDESTRIAN FACILITY GUIDELINES

Bicycle Toolbox

CITY OF SANTA ROSA BICYCLE AND PEDESTRIAN FACILITY GUIDELINES

Mixed Use Toolbox

4 Mixed Use Toolbox Chapter

Mixed Use Toolbox

Shared Use Path Shared use paths are off-street facilities that can provide a desirable transportation and recreation connection for users of all skill levels who prefer separation from traffic. They often provide low-stress connections to local and regional attractions that may be difficult, or not be possible on the street network.

CITY OF SANTA ROSA BICYCLE AND PEDESTRIAN FACILITY GUIDELINES

Typical Use »»

In abandoned rail corridors (commonly referred to as Rails-to-Trails or Rail-Trails.

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In active rail corridors, trails can be built adjacent to active railroads (referred to as Rails-with-Trails.

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In utility corridors, such as powerline and sewer corridors.

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In waterway corridors, such as along canals, drainage ditches, rivers, and creeks.

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Along roadways.

Design Features »A » 8 ft is the minimum width (with 2’ ft shoulders) allowed for a two-way bicycle path and is only recommended for low traffic situations. (Caltrans Design Manual) »»

10 ft is recommended in most situations and will be adequate for moderate to heavy use.

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12 ft is recommended for heavy use situations with high concentrations of multiple users. A separate track (5’ minimum) can be provided for pedestrian use.

Mixed Use Toolbox Lateral Clearance »»

A 2 ft or greater shoulder on both sides of the path should be provided. An additional ft of lateral clearance (total of 3’) is required by the MUTCD for the installation of signage or other furnishings.

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If bollards are used at intersections and access points, they should be colored brightly and/or supplemented with reflective materials to be visible at night.

Overhead Clearance

Striping »»

When striping is required, use a 4 inch dashed yellow centerline stripe with 4 inch solid white edge lines.

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Solid centerlines can be provided on tight or blind corners, and on the approaches to roadway crossings.

Further Considerations »»

The provision of a shared use path adjacent to a road is not a substitute for the provision of onroad accommodation such as paved shoulders or bike lanes, but may be considered in some locations in addition to on-road bicycle facilities.

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To reduce potential conflicts in some situations, it may be better to place one-way sidepaths on both sides of the street.

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The design of the trail should conform to Crime Prevention Through Environmental Design (CPTED) principles. CPTED is a framework that encourages intuitive visual cues to guide path users, increase the visibility of the corridor and adjacent landmarks and properties, careful design that indicates active use and upkeep, and manages conflicting uses, and regular maintenance to prevent improper or illegal uses.

Prince Memorial Greenway connects users to downtown Santa Rosa Source: Peter Stetson.

Materials and Maintenance Shared use paths must be regularly maintained so that they are free of potholes, cracks, root lift, and debris. Signage and lighting should also be regularly maintained to ensure shared use path users feel comfortable, especially where visibility is limited. Adjacent landscaping should be regularly pruned, to allow adequate sightlines, daylight, and pedestrianscale lighting, and so as not to obstruct the path of travel of trail users.

Approximate Cost The cost of a shared use path can vary, but typical costs are between $65,000 per mile to $4 million per mile. These costs vary with materials, such as asphalt, concrete, boardwalk and other paving materials, lighting, and ROW acquisition.

CITY OF SANTA ROSA BICYCLE AND PEDESTRIAN FACILITY GUIDELINES

»B » Clearance to overhead obstructions should be 8 ft minimum, with 10 ft recommended.

Mixed Use Toolbox

Sidepath Design

CITY OF SANTA ROSA BICYCLE AND PEDESTRIAN FACILITY GUIDELINES

A sidepath is a bidirectional shared use path located immediately adjacent and parallel to a roadway. Sidepaths can offer a high-quality experience for users of all ages and abilities.

Typical Use Sidepaths should be considered where one or more of the following conditions exist: »»

The adjacent roadway has relatively high volume and/or high-speed motor vehicle traffic that might discourage many people bicycling from riding on the roadway to achieve the targeted low stress. Sidepaths do not preclude the installation or maintenance of existing bike lanes.

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Along corridors with few intersections with minor streets and driveways.

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To provide continuity between existing segments of shared use paths.

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For use near schools, neighborhoods, and mixed use commercial areas, where increased separation from motor vehicles is desired, and there are few roadway and driveway crossings.

Design Features »»

Sidepaths shall be designed to meet transportation standards as defined by AASHTO, PROWAG, and MUTCD.

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Materials: Asphalt is the standard paving material for sidepaths.

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Minimum Width: Minimum width of a sidepath is 10’. Where user volumes are high, additional width, as well as parallel facilities such as bike lanes and sidewalk can provide needed space.

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Roadway Separation: The preferred minimum roadway separation width is 6.5 - 16.5’ (Schepers, 2011). Absolute minimum separation width of 5’ (AASHTO Bike Guide 2012, p. 5-11).

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Roadway Separation: Separation from roadway traffic is an essential design feature of sidepaths. Separation should increase as volumes and speed of adjacent roadway increase (AASHTO Bike Guide 2012, p. 5-11).

Mixed Use Toolbox

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Horizontal Clearance: A lateral clearance to landscaping, street furnishings and signs is required. MUTCD identifies minimum clearance. Signs and other street furniture should be placed outside of the minimum path width.

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Vertical Clearance: Standard clearance to overhead obstructions is 10’.

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Cross Slope and Running Slope: As sidepaths are typically located within public rights of way, their designs are governed by ADA guidelines.

Further Considerations »»

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Sight Lines: It is important to keep approaches to intersections and major driveways clear of obstructions due to parked vehicles, shrubs, and signs on public or private property. Corner radii at driveways and minor streets should be minimized to facilitate vehicle turning speeds of 10-15 mph.

Materials and Maintenance Like shared use paths, Sidepaths must be regularly maintained so that they are free of potholes, cracks, root lift, and debris. Signage and lighting should also be regularly maintained to ensure sidepath users feel comfortable, especially in areas where visibility is limited. Adjacent landscaping should be regularly pruned, to allow adequate sightlines along the path and at minor street crossings and driveways, allow for daylight, and pedestrian-scale lighting, and so as not to obstruct the path of travel of trail users.

Approximate Cost The cost of a sidepath can vary, but typical costs are similar to shared use paths between $65,000 per mile to $4 million per mile. These costs vary with materials, such as asphalt, concrete, boardwalk, and other paving materials, and ROW acquisition.

CITY OF SANTA ROSA BICYCLE AND PEDESTRIAN FACILITY GUIDELINES

A sidepath provides a continuous path of travel along roadway corridors with few driveways or intersections. Depending on the anticipated volumes and context, the sidepath can be constructed in lieu of sidewalk and/or bike lanes. Oftentimes, anticipated volumes, mix of skills, or other factors such as route continuity will also be considered in the decision to also include bike lanes and sidewalks.