HomeMy WebLinkAboutRESOLUTION 2025-142 N.C.S. 09/15/2025Resolution No. 2025-142 N.C.S. Pag. 1
Resolution No. 2025-142 N.C.S.
of the City of Petaluma, California
RESOLUTION ADOPTING THE ACTIVE TRANSPORTATION PLAN
WHEREAS, the City of Petaluma acknowledges the importance of improving public health, mobility,
equity, quality of life, air quality, and more by making active transportation—mobility via walking, biking,
and other wheeled and self-powered means—safe and appealing for people of all ages, income levels, and
physical abilities; and
WHEREAS, on May 19, 2008, the City Council, by Resolution No. 2008-085 N.C.S., adopted General Plan
2025, which included the Bicycle and Pedestrian Master Plan as an appendix; and
WHEREAS, City staff, in close collaboration with the Pedestrian and Bicycle Advisory Committee and
through a robust community engagement process, drafted an update to the Bicycle and Pedestrian Master Plan,
to be renamed the Active Transportation Plan; and
WHEREAS, the Active Transportation Plan was developed concurrently and in close coordination with the
ongoing General Plan Update, and will be included as an appendix to the General Plan Update; and
WHEREAS, a public review draft of the Active Transportation Plan was released in April 2025 and
reviewed at the April 8, 2025 joint meeting of the Pedestrian and Bicycle Advisory Committee and Planning
Commission, April 15, 2025 Transit Advisory Committee, and April 21, 2025 City Council meeting, all
publicly noticed meetings; and
WHEREAS, at the September 8, 2025 City Council meeting, the Council held a duly noticed public hearing,
received a staff report, accepted public comment, and considered adoption of the Active Transportation Plan; and
WHEREAS, the Active Transportation Plan identifies and prioritizes infrastructure projects, as well as
education, encouragement, and enforcement programs or actions aimed at making Petaluma a world-class active
living city where walking, biking, and rolling are a celebrated part of everyday life; where safe and inviting
streets and trails form the fabric of a thriving, connected community; where people of all ages, income levels,
and physical abilities enjoy using active transportation; and
WHEREAS, the Active Transportation Plan is a long-range planning document that does not authorize or
approve individual construction projects, and therefore it can be seen with certainty that its adoption will not
result in a significant environmental impact; and
WHEREAS, the proposed action is exempt from the requirements of the California Environmental
Quality Act (CEQA), pursuant to CEQA Guidelines Section 15061(b)(3); and
WHEREAS, there are no exceptions pursuant to CEQA Guidelines Section 15300.2 that would make the
Active Transportation Plan ineligible for an exemption; and
NOW, THEREFORE, BE IT RESOLVED, by the City Council of the City of Petaluma as follows:
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Resolution No. 2025-142 N.C.S.Page No. 2
1.Declares the above recitals to be true and correct and are incorporated herein as findings of this Resolution.
2.Finds that the proposed action is exempt from the requirements of the California Environmental Quality Act
(CEQA) in accordance with CEQA Guidelines Section 15061(b)(3). This section states that CEQA applies
only to projects that have the potential to cause a significant effect on the environment. The Active
Transportation Plan is a long-range planning document that does not authorize or approve individual
construction projects, and therefore it can be seen with certainty that its adoption will not result in a significant
environmental impact. To the extent that future individual projects identified in the plan are implemented,
each will be subject to separate project-level environmental review under CEQA, where the potential for
impacts can be assessed in detail and appropriate mitigation applied if necessary. Additionally, to the extent
that the ATP focuses on planning for bicycle transportation in an urbanized area, and was developed in
accordance with Streets and Highways Code Section 891.2, it may also qualify for the statutory exemption
under Public Resources Code Section 21080.20, which applies to bicycle transportation plans in urbanized
areas following a noticed public hearing and the filing of a Notice of Exemption. There are no exceptions
pursuant to CEQA Guidelines Section 15300.2 that would make the Active Transportation Plan ineligible for
an exemption.
3.Adopts the Active Transportation Plan, attached hereto and incorporated herein, as Exhibit A.
Under the power and authority conferred upon this Council by the Charter of said City.
REFERENCE: I hereby certify the foregoing Resolution was introduced and adopted by the
Council of the City of Petaluma at a Regular meeting on the 15th day of September
2025, by the following vote:
Approved as to
form:
__________________________
City Attorney
AYES: McDonnell, Barnacle, Nau, Quint, Shribbs
NOES: DeCarli
ABSENT: Cader Thompson,
ABSTAIN: None
ATTEST: ______________________________________________
City Clerk
______________________________________________
Mayor
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CITY OF PETALUMA
ACTIVE TRANSPORTATION PLAN
SEPTEMBER 2025
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ADOPTION
Adopted by City Council on September 15, 2025 via Resolution No.
2025-142 N.C.S. Adopting the Active Transportation Plan.
ACKNOWLEDGMENTS
City Council
Mayor Kevin McDonnell
Councilmember Janice Cader-Thompson, District 1
Councilmember John Shribbs, District 2
Councilmember Karen Nau, District 3
Councilmember Frank Quint, District 4
Councilmember Alex DeCarli, District 5
Councilmember Brian Barnacle, District 6
Pedestrian and Bicycle Advisory Committee Members
Amber Balshaw
Adam Garcia
Kate Greenspan, Recreation, Music, & Parks Commission Liaison
Jason Meyers
Councilmember Frank Quint
Darren Racusen, Planning Commission Liaison
Johanna Schleret
Marja Tarr
William Yeager
Community Partners
Petaluma Equitable Climate Action Coalition
Safe Streets Petaluma
Sonoma County Transportation and Climate
Authority Staff
Adam Garcia, Data Analyst
City Staff
Peggy Flynn, City Manager
Brian Miller, Chief of Police
Paul Kaushal, Director of Public Works
Jeff Stutsman, Deputy Director of Operations - Streets
Bjorn Griepenburg, Transportation Planner
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CONTENTS
1. INTRODUCTION .............................................................................. 2
Plan Purpose & Context ................................................................. 2
What is Active Transportation & Who Can Use Sidewalks, Bike
Lanes, & Shared-Use Pathways? .................................................... 2
Relation to Other Plans & Policies ................................................. 4
Plan Development & Community Engagement ............................. 5
Why Should Petaluma Promote Active Transportation? ............... 6
2. VISION & GOALS ............................................................................. 8
Vision .............................................................................................. 8
Goals .............................................................................................. 8
3. BASELINE REPORT ........................................................................ 10
Existing Conditions ....................................................................... 10
Travel Behavior ............................................................................ 14
Collision Data ............................................................................... 16
4. ACTION PLAN ............................................................................... 20
Infrastructure Planning & Design ................................................. 21
Infrastructure Buildout ................................................................ 22
Infrastructure Maintenance ......................................................... 26
Education & Encouragement ....................................................... 27
Public Safety ................................................................................. 30
Capacity Building & Professional Development........................... 31
Evaluation .................................................................................... 32
5. INFRASTRUCTURE IMPROVEMENTS ............................................ 34
Proposed Bikeway Improvements ............................................... 36
Proposed Pedestrian Improvements ........................................... 47
6. IMPLEMENTATION ....................................................................... 55
Project Delivery ............................................................................ 55
Funding Sources ........................................................................... 57
APPENDICES ..................................................................................... 60
Appendix A. CityThread Accelerated Mobility Playbook (2023) .. 61
Appendix B. Petaluma Equitable Climate Action Coalition 2.0 -
Final Report (2023) ...................................................................... 62
Appendix C. Petaluma Equitable Climate Action Coalition 2.0 -
Final Presentation (2023) ............................................................. 63
Appendix D. Written Comments on Draft Active Transportation
Plan (Received April-May 2025) ................................................... 64
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1.INTRODUCTION
N
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CHAPTER 1: INTRODUCTION | 2
1. INTRODUCTION
Plan Purpose & Context
The Active Transportation Plan (ATP) is the City’s “action plan” for
all things related to active transportation — mobility via walking,
biking, and other wheeled and self-powered means. The Plan
identifies and prioritizes infrastructure projects, as well as
education, encouragement, and enforcement programs aimed at
improving active transportation. While the Plan includes near, mid,
and long-term efforts, updates are recommended approximately
every five years.
It is important to note that active transportation is only one part of
a complete and balanced transportation system. The ATP is written
with the expectation that the Vision, Goals, Actions, projects, and
programs included herein will be thoughtfully integrated with other
related policy and planning efforts. It is recognized that improving
active transportation will contribute to broader goals, including, but
not limited to:
• Providing mobility for people of all ages, incomes, and
physical abilities, including “first and last mile” connectivity
with transit,
• Eliminating severe injuries and deaths from traffic collisions
(Vision Zero),
• Reducing traffic congestion and greenhouse gas emissions
from transportation,
• Promoting efficient and sustainable land use patterns,
• Creating and maintaining “living” or “green” streets that
mitigate and are resilient to the impacts of climate change
(e.g. increased tree canopy, stormwater infiltration, etc.),
• Connecting all neighborhoods with parks, trails, and open
spaces, and
• Creating vibrant streets and public spaces that encourage
people-to-people connections and support thriving
economic and cultural centers.
What is Active Transportation & Who Can Use
Sidewalks, Bike Lanes, & Shared-Use Pathways?
While the term “active transportation” may have originally referred
to those travelling via completely self-propelled means, such as
walking, jogging, bicycling, skateboarding, etc., the definition has
broadened due to the emergence of electric devices that may
legally use much of the same infrastructure. For the purposes of this
report, “walking, bicycling, and rolling” and “active transportation”
are intended to capture any modes that may legally use some
combination of sidewalks, on-street bikeways, and shared-use
pathways. Furthermore, it should be recognized that any efforts to
improve safety or connectivity for people bicycling also benefit
those using other legal wheeled devices. The table on the next page
summarizes current local and state laws regarding what modes and
devices are allowed to use different active transportation facilities.
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Current Local & State Laws Regarding Various Modes of Active and Wheeled Transportation
*Can be regulated by local ordinance.
Mode / Device Sidewalks Shared-Use
Pathways
On-Street -
In Bike Lanes
On-Street -
Outside Bike
Lanes
Notes
Walking/Jogging, Wheelchairs,
Other Assistive Devices
(Motorized or Non-Motorized)
Yes Yes Yes (advised to
use sidewalk if
available)
Yes (advised to
use sidewalk if
available)
Non-Motorized Devices Other
than Bicycles (Skateboards,
Scooters, Rollerblades, etc.)
Yes (except in
Downtown)*
Yes* Yes (advised to
use sidewalk if
available)*
Yes (advised to
use sidewalk if
available)*
Bicycles Yes (except in
Downtown)*
Yes Yes Yes
Class 1 Electric Bicycles (up to
20 MPH pedal assist)
Yes (except in
Downtown)*
Yes Yes Yes
Class 2 Electric Bicycles (up to
20 MPH pedal/throttle assist)
Yes (except in
Downtown)*
Yes Yes Yes
Class 3 Electric Bicycles (up to
28 MPH pedal assist)
Yes (except in
Downtown)*
Yes* Yes* Yes 16-year old minimum age
Motorized Scooters No Yes* Yes* Yes (if speed
limit is 25 MPH
or below)*
15 MPH speed limit; must
have driver’s license or
instruction permit
Mopeds, Motorized Bicycles No No Yes Yes 30 MPH speed limit; must
have motorcycle license
Electric Motorcycles No No No Yes Must have motorcycle
license
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CHAPTER 1: INTRODUCTION | 4
Relation to Other Plans & Policies
The ATP is an update to the City’s Bicycle and Pedestrian Master
Plan, which was adopted in 2008 by City Council as an appendix to
General Plan 2025.
The ATP was developed concurrently and in close coordination with
the City’s General Plan Update (GPU), which is a long-range plan
guiding Petaluma’s physical development, including in
transportation. While the GPU provides high-level and long-range
policy and planning guidance, the ATP goes into greater detail
regarding specific actions to improve active transportation. The ATP
was also developed in coordination with the City’s Climate Action
Plan, the Blueprint for Climate Action.
The ATP seeks to build upon several previous planning and policy
efforts with active transportation components:
• Petaluma River Access and Enhancement Plan (1996)
• Central Petaluma Specific Plan (2003)
• Petaluma SMART Rail Station Areas: TOD Master Plan
(2013)
• Resolution No. 2016-004 N.C.S.: Adopting a Complete
Streets Policy (2016)
• City of Petaluma Climate Emergency Framework (2021)
• City of Petaluma Local Road Safety Plan (2022)
• Resolution No. 2022-075 N.C.S.: Approving a Request to
Adopt the Sonoma County Vision Zero Action Plan and
Commit to City-level Actions to Reduce Traffic Fatalities to
Zero by the Year 2030 (2022)
• City of Petaluma Blueprint for Climate Action (2024)
Several community members requested more “green infrastructure,”
like the rain garden shown above, to be included in City street
improvement projects.
Throughout the development of the ATP, many community
members noted their desire to see a more holistic approach to
street improvement projects that incorporate trees, landscaping,
and stormwater absorption/pollution prevention elements. The City
is currently developing the Urban Forest Management Plan and
Green Infrastructure Plan, both of which will help shape street
improvement projects in tandem with the Active Transportation
Plan. The best practices identified in the Urban Forest Management
Plan and Green Infrastructure Plan should be incorporated into
active transportation projects wherever feasible and appropriate to
enhance safety, comfort, and resilience.
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Petaluma Equitable Climate Action Coalition presentation
Plan Development & Community Engagement
In addition to incorporating community input received through the
plans noted above, the ATP was developed through several
community engagement inputs that have included the following:
•Reviews of comments received through the Local Road
Safety Plan, Safe Streets Nomination Program, US-101
Bicycle/Pedestrian Crossings Study, and Safe Routes to
School parent surveys, walk audits, and task force meetings
•Partnership with the Petaluma Equitable Climate Action
Coalition’s (PECAC) 2023 cohort, which conducted focus
groups and provided recommendations related to active
transportation, with a focus on equity
•Partnership with CityThread, a transportation nonprofit
which conducted focus groups and provided
recommendations related to active transportation, with a
focus on project delivery
•Tabling at community events related to active
transportation, such as Ciclovia, a SMART pathway ribbon
cutting, and Bike to Work Day
•A mapping exercise involving local bicycle and pedestrian
advocacy groups
•An online map feedback tool
•A community workshop
•Numerous presentations to the Pedestrian and Bicycle
Advisory Committee and input from ad hoc committees
The Draft Active Transportation Plan was released for public review
in April 2025 and reviewed at the April 8, 2025 joint meeting of the
Pedestrian and Bicycle Advisory Committee and Planning
Commission, April 15, 2025 Transit Advisory Committee, April 21,
2025 City Council, and May 7, 2025 Pedestrian and Bicycle Advisory
Committee, all publicly noticed meetings. Comments received at
each of those meetings are included in Appendix D.
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CHAPTER 1: INTRODUCTION | 6
Why Should Petaluma Promote Active
Transportation?
A recently-published paper from the Journal of Transport and Land
Use cited 236 studies that found “strong evidence for wide ranging
societal benefits.”1
To reduce greenhouse gas emissions.
• Transportation is the leading source of activity-based
greenhouse gas emissions in Petaluma, at 66.5 percent.2
To improve mobility for people of all ages, physical abilities, and
incomes.
• Nearly one-fifth of Petaluma’s population is under the
driving age.3
• 5.2 percent of households in Petaluma do not have access
to a car, and nearly one in three households (32.8 percent)
have access to one or fewer cars.4
• The average annual cost to own and operate a new vehicle
is $12,297 ($1,025 monthly).5
To improve the health and happiness of our community.
• People who walk or bike daily reduce their risk of an early
death, heart disease, cancer, and mental health problems.6
1 The benefits of active transportation interventions: A review of the
evidence
2 Sonoma County Greenhouse Gas Inventory – 2022 Update, pg. 8
3 2022 American Community Survey 5-Year Estimates, S0101
4 2022 American Community Survey 5-Year Estimates, B08201
5 American Automobile Association ‘Your Driving Costs’ Study for 2024
6 Health benefits of pedestrian and cyclist commuting: evidence from the
Scottish Longitudinal Study
To reduce traffic congestion & parking demand.
• 34 percent of trips that originate within Petaluma are under
two miles, a distance that can be covered by bike in ten
minutes.7
• A national survey found that 51 percent of people consider
themselves to be interested in bicycling, but only if high-
quality infrastructure is in place.8
• A typical parking space takes up 160 square feet, an area in
which 12 parked bikes can fit.
To reduce wear and tear on our roadways.
• The average vehicle weight in 2022 was 4,303 pounds.9
Even the heaviest bike would need to make 413,020 trips to
do the same damage to roads that a large SUV makes in a
single trip of the same distance.10
To support our economy.
• Less money spent on transportation means more money to
spend elsewhere.
• A study of active transportation projects found either
positive or non-significant impacts on corridor employment
and sales, with a positive impact on food service in nearly all
cases.11
7 Sonoma County Travel Behavior Study (2020), pg. 50
8 Revisiting the Four Types of Cyclists: Findings from a National Survey
9 The 2023 EPA Automotive Trends Report, pg. 22
10 The Road Damage Calculator
11 Understanding Economic and Business Impacts of Street Improvements
for Bicycle and Pedestrian Mobility - A Multi-City Multi-Approach
Exploration
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2.VISION & GOALS
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CHAPTER 2: VISION & GOALS | 8
2. VISION & GOALS
Vision
Petaluma is a world-class active living city where walking,
biking, and rolling are a celebrated part of everyday life;
where safe and inviting streets and trails form the fabric
of a thriving, connected community; where people of all
ages, income levels, and physical abilities enjoy using
active transportation.
Goals
1. Vision Zero: By 2030, reach the City’s Vision Zero goal of
eliminating fatalities and severe injuries among vulnerable
road users (people traveling outside of motorized vehicles).
2. Build the Network: By 2030, build a safe, integrated, and
seamless active transportation network that encourages
people of all ages and abilities to conveniently travel from
anywhere in the City to schools, parks, community
gathering spaces, transit connections, services, dining,
shopping, and jobs.
3. Beautiful, Inviting, and Comfortable Streets, Sidewalks,
and Pathways: Maintain and continually enhance streets,
sidewalks and shared-use pathways with elements and
amenities that make them more beautiful, inviting, and
comfortable, such as trees, lighting, seating, water
fountains, and public art.
4. Promote and Celebrate: Make active transportation an
integrated, celebrated part of everyday life through
education and encouragement.
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3.BASELINE REPORT
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3. BASELINE REPORT
Existing Conditions
Mobility challenges in Petaluma are largely defined by its three
dividing east-west barriers: the Petaluma River, SMART tracks, and
US-101.12 Limited crossing opportunities (“crosstown connectors”)
result in higher vehicle congestion and constrained roadway width
on key connectors, such as Corona Road, East Washington Street,
Lakeville Street, and East D Street. These barriers and the busy
conditions along crosstown connectors are particularly challenging
for people walking and biking.
Most neighborhoods west of US-101 have characteristics that
could favor walking, bicycling, and rolling for everyday needs.
These characteristics include 1) good street connectivity (thanks to
a grid layout), 2) walkable distances to dining, shopping, transit
connections, etc., and 3) pedestrian-scaled streets (as opposed to
car-oriented streets defined by multiple lanes of traffic, off-street
parking along property frontages, car-oriented signage, etc.). Outer-
lying areas of the west side tend to be hillier, with poor street
connectivity, and are further away from non-residential land uses.
In these areas, bikes—and especially e-bikes—offer the greatest
potential among active, car-free modes.
Most neighborhoods east of US-101 have more significant barriers
to walking,bicycling, and rolling. East Petaluma’s street network
and land use are typical of a post-1950s suburb, with poorer street
connectivity that forces people to travel greater distances and along
busier, car-oriented streets when leaving their neighborhoods. Non-
12 US-101 runs northwest-southeast. However, Petalumans have long
referred to either side of the freeway as “east” and “west,” which will be
used in this document.
residential land uses are spaced further apart in large shopping
centers located along these busy streets. The east side is flat and
has a good network of off-street trails and pathways. Because of the
longer distances people must travel, bikes offer the greatest
potential among active, car-free modes, especially as arterial streets
are retrofitted with crossing and bike lane improvements.
Petaluma’s three dividing east-west barriers
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Lane conversion projects enable underutilized vehicle lanes to be
reallocated for other uses, including walking, bicycling, parking, and
greenery
Large swaths of City streets were built prior to accessible sidewalk
design. Accessible sidewalk elements—such as wide sidewalks,
smooth curb ramps, and driveways with minimal cross slopes—seek
to provide navigable streets and sidewalks for people with
impairments. These features have become more commonplace in
recent decades and especially since the passage of the Americans
with Disabilities Act (ADA) in 1990. Unfortunately, many
neighborhoods in Petaluma were built prior to these developments
and lack accessible features. Damaged sidewalks with tripping
hazards are common throughout the City. Petaluma’s sidewalk
program is complaint-driven and responsibility is on the adjacent
property owner to maintain accessibility, though a new sidewalk
repair program implemented by the City in Fiscal Year 2025-26
provides a 50 percent funding match to qualifying property owners.
Non-compliant curb ramps are upgraded by the City during paving
projects and in the City’s annual Citywide Pedestrian Improvements
capital project.
A majority of Petaluma’s multi-lane arterial roadways are under
capacity, presenting opportunities to implement lane conversion
projects and reallocate roadway space for other uses, including
walking, bicycling, parking, and greenery. The City’s recent lane
conversion on Petaluma Boulevard South is a good example, where
the former four lane road was reduced to three, allowing bike lanes
to be added south of H Street. On Rainier Avenue, the City used a
quick-build pilot lane reduction project featuring parking-protected
bike lanes. Lane conversions create safer road conditions for all
users, as they reduce speeds, create easier crossing conditions, and
reduce potential conflict points. Notable examples of multi-lane
streets that are far below capacity include Casa Grande Road,
Caulfield Lane, Ely Boulevard South, Payran Street, and Rainier
Avenue.
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Petaluma’s existing network of bikeways is somewhat fragmented,
with gaps and unseparated bike lanes on busy streets making it
challenging to navigate the City by bike and other wheeled devices
for those who are not comfortable riding in or near traffic. The
existing bikeway network is shown on the following page.
Petaluma’s off-street trail network is well-utilized and has
immense potential as new trails are built, but amenities and
better integration with the City’s street network are needed to
improve user experience and encourage even greater usage.
Petaluma has several existing and planned off-street trails along
creeks, the Petaluma River, and SMART right-of-way. Existing trails
generally lack amenities, such as lighting, water fountains, seating,
bike repair stations, etc., as well as trail markings and signage to
encourage safe trail etiquette. Trail surfaces vary, with many
unpaved sections. In recent years, the City has focused on paving its
primary east-west trail, the Lynch Creek Trail, with concrete, which
has much better longevity than asphalt on Petaluma’s expansive
Adobe clay. Many trails lack convenient crossings where they
intersect arterial streets, forcing users to detour along sidewalks to
access a safe crossing. Wayfinding signage and trail access
improvements are needed to better integrate trails with the street
network.
Neighborhood greenways can unlock additional potential in
Petaluma’s active transportation network. Petaluma has several
low-traffic neighborhood streets that can play a role in its active
transportation network. Neighborhood greenways can be
formalized with wayfinding signage and roadway markings, and
enhanced with traffic calming elements. The primary barriers to
overcome are at major street crossings, where improvements are
typically needed to facilitate safe and convenient crossings.
The Lynch Creek Trail, Petaluma’s primary east-west trail, lacks
convenient access and crossings where it intersects N. McDowell
Boulevard and Sonoma Mountain Parkway
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CLICK MAP FOR ENLARGED VERSION
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Travel Behavior
The average trip length made within City limits is 2.9 miles and 34
percent of trips that originate within Petaluma are under two
miles, highlighting the potential for active transportation for many
daily trips. 13 14 At short distances, biking can be competitive with
and sometimes even more time efficient than driving, especially
given the ability to avoid congested crosstown arteries or time
spent searching for parking; a 2.9-mile bike ride can be
accomplished in under 15 minutes.
Available data suggests most trips in Petaluma are currently made
by private vehicle, reflecting the suburban nature of the city, the
distance between Petaluma and major job centers, and
improvements needed to make walking and bicycling more
appealing to people of all ages and abilities. Nearly half (48.7
percent) of Petaluma residents who are employed also work in
Petaluma, but just 1.9 percent walk or bike to work.15 16
Most students in Petaluma live within walking or bicycling distance
of a nearby school, but 70 percent of parents who responded to a
Safe Routes to School survey say they frequently drive their children
to school in their own vehicle (non-carpool). 44 percent report
walking and 16.7 percent report biking at least occasionally.
However, 73 percent of parents say they wish their students could
walk or bike to school more often. Parents ranked concerns about
vehicle traffic as their top barrier to walking and bicycling more
often.17
13 Sonoma County Travel Behavior Study Addendum: 2017 to 2022, pg. 52
14 Sonoma County Travel Behavior Study (2020), pg. 50
15 2022 American Community Survey 5-Year Estimates, S0801
16 Commute data is somewhat limited, in that it only captures the primary
mode taken, thus failing to account “first and last mile” connections to
Due to Petaluma’s relatively compact footprint, most trips made
within city limits are a walkable or bikeable distance. The red buffer
shows a 3-mile distance (roughly a 15-minute bike ride) from
downtown Petaluma, with city limits outlined in black.
transit, which are typically made by foot or bike. It also excludes trips
made for other purposes, such as shopping, dining, or exercise.
17 Sonoma County Safe Routes to Schools Parent Survey, 2023-24 School
Year
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Petaluma schools saw a 230 percent increase in the number of students
who biked to school on Bike to School Day in May 2024, the largest
increase in Sonoma County.
18 https://www.saferoutestoschools.org/about/
Education and encouragement programs provided by Sonoma
County Safe Routes to Schools have been effective. 40 percent of
students at participating schools walked or biked to school on
International Walk and Roll to School Day in October 2023. On Bike
to School Day in May 2024, participating Petaluma schools saw a
230 percent increase in the number of students who biked to
school, the largest increase in Sonoma County.
Open enrollment within Petaluma has also reduced the percentage
of students who attend their neighborhood schools; according to
Petaluma City Schools, roughly one out of every five students within
the district do not attend their neighborhood school, increasing trip
lengths and adding to congestion. While no study has been done
for Petaluma, in Marin County, it was estimated that as much as
27 percent of morning peak hour traffic is attributed to school
drop-offs.18
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Collision Data
From 2012-2023, there were an average of 33 reported injury
collisions involving vulnerable road users (people traveling outside
of motorized vehicles) per year, split roughly even between people
biking and walking. Fatal collisions occur slightly more than once
every two years (0.58/year), and nearly five collisions per year result
in severe injuries.19
73 percent of these collisions occurred along streets with three of
more lanes, and 76 percent occurred within 100 feet of an
intersection.
19 UC Berkeley Transportation Injury Mapping System
6 2 0
8 10 4 2 8 3 6 5 5
27 38 36
39 35
34
25
33
15 14 19 21
0
10
20
30
40
50
Reported Injury Collisions Involving
Vulnerable Road Users, 2012-23
Severe or Fatal Non-Severe Injury
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Reported collisions involving vulnerable road users, 2012 – 2023 (Source: Sonoma County Vision Zero Data Dashboard)
Severe Bicycle Collisions
Non-Severe Bicycle Collisions
Severe Pedestrian Collisions
Non-Severe Pedestrian Collisions
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High-injury network and intersections (all modes), 2012 – 2023 (Source: Sonoma County Vision Zero Data Dashboard)
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4.ACTION PLAN
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4. ACTION PLAN
The Action Plan is intended to help define, prioritize, and track
progress on discrete efforts not related to a specific infrastructure
project that will advance this Plan’s Vision and Goals. While
implementation of this Plan and most items below fall under the
purview of the Public Works Department, other departments,
committees, and local organizations are noted where relevant.
Many are multi-disciplinary efforts that will involve multiple
stakeholders.
The Action Plan is broken up into the following categories:
1. Infrastructure Planning & Design (IP)
2. Infrastructure Buildout (IB)
3. Infrastructure Maintenance (IM)
4. Education & Encouragement (EE)
5. Public Safety (PS)
6. Capacity Building & Professional Development (CB)
7. Evaluation (EV)
Each action item is assigned a target year for completion, or noted
as an “ongoing” or “annual” effort. The actual timing and
implementation of action items may depend on staffing and funding
levels, City Council priorities, as well as City Council approvals
through the annual operating and capital budgets. The target years
included here assume current staffing and funding levels.
Items included in or related to items included in the Blueprint for
Climate Action are highlighted.
Staff will maintain a spreadsheet of the Action Plan that tracks
progress on each item and is shared in an annual presentation to
the Pedestrian and Bicycle Advisory Committee.
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Infrastructure Planning & Design
IP-1. Complete Streets Policy Update
Blueprint for Climate Action Cornerstone Action AT-1
Update the City's Complete Streets Policy (adopted by City Council
Resolution 2016-004 N.C.S.) to align with Metropolitan
Transportation Commission’s, which outlines emerging street
design principles that emphasize safety for all modes, such as “all
ages and abilities” bikeways, and, to the extent practicable,
incorporate green infrastructure. Through this effort, the City may
also consider a modal priority policy to help guide decision making
when right-of-way availability is limited.
Target Completion Year: 2025-26
Lead: City - Public Works
Status: Incomplete
IP-2. Street & Trail Design Standards Update
Update City Standards to incorporate best practices in safe, green,
and accessible street and trail design. Establish quick-build and
hardscape standard details for safe streets elements.
Target Completion Year: 2026-27
Lead: City - Public Works
Status: Incomplete
IP-3. Safe Routes to School Audits
Complete safe routes to school audits at all public K-12 schools in
Petaluma and maintain a list of recommended improvements at and
around each school for consideration in future quick-build and
paving projects.
Target Completion Year: 2024-25
Lead: City - Public Works (in partnership with Sonoma County Safe
Routes to School and Police)
Status: 100% (17/17)
IP-4. Transit-Oriented Communities (TOC) Compliance
Achieve compliance with the transit access and circulation
component of MTC’s TOC Policy requirement, which applies to the
half-mile area around both SMART stations and will require the City
to 1) prioritize active transportation improvements in the TOC area,
2) complete a station access analysis and improvement plan, and 3)
complete a “mobility hub” plan to bring travel options like car, bike,
and scooter share to the stations. TOC Compliance will be needed
by 2026 for full funding eligibility for the One Bay Area Grant.
Target Completion Year: 2025-26
Lead: City - Public Works, Community Development
Status: Incomplete
IP-5. Active Transportation Plan Update
Update the Active Transportation Plan approximately five years
following this Plan’s adoption.
Target Completion Year: 2030-31
Lead: City - Public Works
Status: Incomplete
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Infrastructure Buildout
IB-1. Priority Bikeway Network
Complete priority bikeways identified in Chapter 5.
Target Completion Year: 2030-31
Lead: City - Public Works
Status: 0% (0/28.4 miles)
IB-2. Priority Sidewalk Gaps
Complete priority sidewalk gaps identified in Chapter 5.
Target Completion Year: 2035-36
Lead: City - Public Works
Status: 0% (0/10.2 miles)
IB-3. Lane Conversions
Reduce vehicle lanes to one per direction (not including turn lanes)
on the following multi-lane roadway segments that carry fewer than
18,000 vehicles per day and implement complete streets
improvements in accordance with City plans/policies and best
practices. Corridors identified thus far include sections of Casa
Grande Road, Caulfield Lane, Ely Boulevard South, Payran Street,
and Rainier Avenue.
Note: This does not dismiss the potential for lane reductions on
streets carrying over 18,000 vehicles per day. However, these
streets may require more extensive analysis and community
engagement prior to implementation.
Target Completion Year: 2029-30
Lead: City - Public Works
Status: 0% (0/5.4 miles)
IB-4. Safe Streets Nomination Program
Continue to promote, implement, and refine the Safe Streets
Nomination Program to provide a means through which people can
request safety improvements. Maintain a prioritized database of
nominations for consideration in future quick-build and paving
projects.
Target Completion Year: Ongoing
Lead: City - Public Works
Status: First round of projects to be implemented in 2025-26
IB-5. Uncontrolled Crosswalks
Inventory and bring uncontrolled crosswalks on collector and
arterial roadways in compliance with design guidance included in
Chapter 5, prioritizing those on the high-injury network.
Target Completion Year: 2029-30
Lead: City - Public Works
Status: Incomplete (percentage to be provided pending inventory)
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IB-6. Intersection and Crosswalk Daylighting
Implement AB 413 (Daylighting), prohibiting parking within 20 feet
of the vehicle approaches of all intersections and crosswalks, or 15
feet if a bulbout is present, on all arterial and collector roadways.
Consider also updating Petaluma Municipal Code 11.40.050 ("No
parking areas designated") for consistency with AB 413
requirements.
Target Completion Year: 2029-30
Lead: City - Public Works
Status: Incomplete (percentage to be provided pending inventory)
IB-7. Signalized Intersection Improvements
Where feasible, upgrade signalized intersections to include
protected left turn phases or split phases (without conflicting
movements), camera detection (including for bikes), reflective
backplates, and 5 second leading pedestrian intervals. On busy
arterial roads, add bike boxes on the minor approaches to facilitate
two-stage left turns. Evaluate ‘no right on red’ at signalized
intersections throughout the downtown business district and in
locations with right on red collision history.
Target Completion Year: 2029-30
Lead: City - Public Works
Status: Incomplete (percentage to be provided pending inventory)
IB-8. Curb Ramps
Create and maintain a curb ramp inventory to help identify citywide
needs and prioritize investments.
Target Completion Year: 2026-27
Lead: City - Public Works
Status: Incomplete
IB-9. Reduced Speed Limits
Blueprint for Climate Action Cornerstone AT-1c
Reduce speed limits in accordance with AB 43 at rural/urban
gateways, on designated “safety” corridors, in school zones, and in
business districts with high levels of pedestrian activity.
Target Completion Year: 2026-27
Lead: City - Public Works, Police
Status: Incomplete
IB-10. Bicycle & Pedestrian Wayfinding
Blueprint for Climate Action AT-4f
Implement a citywide bicycle and pedestrian wayfinding signage
program.
Target Completion Year: 2026-27
Lead: City - Public Works
Status: Incomplete
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IB-11. Shared-Use Pathway Crossings
Upgrade all shared-use pathway crossings and access points with
accessible curb ramps, direct crossings, and by removing or
modifying vehicle exclusion treatments consistent with Sonoma
County Regional Parks' guidance. Uncontrolled at-grade crossings
should also include enhancements noted under IB-5.
Target Completion Year: 2029-30
Lead: City - Public Works
Status: Incomplete (percentage to be provided pending inventory)
IB-12. Shared-Use Pathway Lighting & Visibility
Install vandal-proof, pedestrian-scale lighting on the Lynch Creek
Trail and Petaluma River Trail, and reflective edgelines and on all
paved shared-use pathways. Centerlines should be implemented on
an as-needed basis depending on the level of trail usage.
Target Completion Year: 2029-30
Lead: City - Public Works
Status: 0%
IB-13. Shared-Use Pathway Etiquette & Speed Limit Signage
Update signage on shared-use pathways to educate users on proper
trail etiquette, emphasizing safe operation of electric mobility
devices. Consider establishing and signing a 15 MPH posted speed
limit on shared-use pathways, with lower advisory speeds posted in
areas with high pedestrian activity, limited sight distance, or where
trails narrow.
Target Completion Year: 2026-27
Lead: City - Public Works, Police
Status: Incomplete
IB-14. Bike Parking Requirements
Update the City's Zoning Code to require development projects to
implement bike parking that is accessible, secure, convenient, and
accommodates a wider variety of bikes, including e-bikes and cargo
bikes. Review building permit requirements to ensure appropriate
projects that do not trigger zoning approvals provide adequate bike
parking.
Target Completion Year: 2026-27
Lead: City - Community Development, Public Works
Status: Objective Design Standards complete; Zoning Code
amendment still needed
IB-15. Bike Racks in City Right-of-Way
Continue to promote the City’s Bike Rack Request form. Publish an
online map showing open and closed request locations. Continue to
install bike racks at all requested locations deemed appropriate and
feasible.
Target Completion Year: Ongoing
Lead: City - Public Works
Status: 59 racks installed in 2024
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IB-16. Bike Parking & Access Incentives for Existing
Businesses
Explore ways to incentivize upgraded bike parking that is accessible,
secure, convenient, and accommodates a wider variety of bikes,
including e-bikes and cargo bikes, at existing businesses not subject
to zoning or building approvals. Emphasis should be placed on
grocery stores and shopping centers with inadequate bike parking.
Target Completion Year: 2029-30
Lead: City - Public Works
Status: Incomplete
IB-17. Street Murals
Create City and community-initiated processes through which street
murals can be implemented.
Target Completion Year: 2026-27
Lead: City - Community Development Department (in partnership
with Public Art Committee & Public Works)
Status: Incomplete
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CHAPTER 4: ACTION PLAN | 26
Infrastructure Maintenance
IM-1. Trail Maintenance
Perform regular litter, graffiti, and vegetation removal on shared-
use pathways using City staff or contractors. Consider augmenting
through the creation of an “Adopt-a-Trail" program and/or regular
trail cleanup events.
Target Completion Year: Ongoing
Lead: City - Public Works
Status: N/A
IM-2. Pedestrian Beacon Maintenance
Conduct preventative maintenance of pedestrian beacons annually
and prioritize their repair expeditiously when issues arise.
Target Completion Year: Ongoing
Lead: City - Public Works
Status: N/A
IM-3. Separated Bike Lane Sweeper
Purchase and operate a small sweeper, or ask the City's street
sweeping contractor to do so, to sweep separated bike lanes and
shared-use pathways.
Target Completion Year: 2024-25
Lead: City - Public Works
Status: Complete
IM-4. Thermoplastic Roadway Marking Equipment & Training
Purchase thermoplastic roadway marking equipment and train staff
accordingly, enabling Public Works to implement and maintain
more visible and durable roadway markings.
Target Completion Year: 2026-27
Lead: City - Public Works
Status: Incomplete
IM-5. Sidewalk Repair & Frontage Improvements
Explore ways to reduce or eliminate property owner barriers to
frontage improvements, including sidewalk repairs, street trees, and
curbcuts for stormwater retention.
Target Completion Year: 2026-27
Lead: City - Public Works
Status: Incomplete
IM-6. Bicycle & Pedestrian-Friendly Temporary Traffic Control
Update encroachment permitting requirements to require
temporary traffic control plans to exhaust all available alternatives
before obstructing bike lanes and sidewalks with traffic control
signage and other warning devices.
Target Completion Year: 2025-26
Lead: City - Public Works
Status: Incomplete
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Education & Encouragement
EE-1. Safe Streets & Mobility Webpage & Newsletter
Create a Safe Streets & Mobility page on the City's website linking to
resources, maps, plans, projects, meetings, etc., as well as a periodic
email newsletters and social media posts promoting active
transportation and sharing updates on City projects and relevant
events.
Target Completion Year: 2025-26
Lead: City - Economic Development & Open Government, Public
Works
Status: Incomplete
EE-2. Active Transportation Maps
Create and promote printed and online maps featuring Petaluma's
shared-use pathway and all ages and abilities bikeway networks.
Target Completion Year: 2025-26
Lead: City - Public Works
Status: Incomplete
EE-3. Vision Zero Education
Implement a multimedia messaging campaign to raise public
awareness around behaviors associated with severe injuries and
deaths, focusing on both the behaviors and locations where severe
and fatal collisions have occurred or are more likely to occur, and
memorializing victims. Messaging should be regularly updated to
reflect recent collision trends.
Target Completion Year: Ongoing, starting in 2025-26
Lead: City - Economic Development & Open Government (in
partnership with Police and Public Works)
Status: Incomplete
EE-4. Safe Routes to School Participation
Blueprint for Climate Action AT-4a
Seek participation in Sonoma County Safe Routes to School
programming from all public K-8 schools within city limits.
Target Completion Year: Annually
Lead: Sonoma County Safe Routes to School, Petaluma City Schools,
Old Adobe Union School District, Waugh School District
Status: 87% (13/15) for 2024-25 school year
EE-5. Bike-Friendly Businesses
Encourage the 10 largest employers in Petaluma to apply to and
become League of American Bicyclists' Bike-Friendly Businesses;
promote Petaluma-based businesses of all sizes that receive
certification.
Target Completion Year: 2029-30
Lead: City - Pedestrian & Bicycle Advisory Committee
Status: 0% (0/10)
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EE-6. Bike Month Activities (May)
Participate in and promote Bike Month activities, including but not
limited to: Bike to School Day, Bike to Work/Wherever Day, and Bay
Area Bike Challenge.
Target Completion Year: Annually
Lead: City – Public Works (in partnership with Sonoma County
Bicycle Coalition, Sonoma County Safe Routes to School, Economic
Development & Open Government, Pedestrian & Bicycle Advisory
Committee)
Status: Participated in and promoted Bike to Wherever Day and
Bike to School Day in 2024
EE-7. City E-Bike Fleet
Create a City e-bike fleet for use by City employees. Continue to
promote and grow the fleet.
Target Completion Year: 2024-25
Lead: City - City Manager’s Office
Status: Complete
EE-8. E-Bike Promotion
Promote opportunities for community members to test ride e-bikes
and apply for e-bike incentives as they arise.
Target Completion Year: Ongoing
Lead: City - City Manager’s Office (in partnership with Economic
Development & Open Government)
Status: N/A
EE-9. E-Bike Subsidies
Blueprint for Climate Action AT-2a
Evaluate the feasibility of a local e-bike subsidy program. If
implemented, the program should also help subsidize useful bike
accessories.
Target Completion Year: 2027-28
Lead: City - City Manager’s Office
Status: Incomplete
EE-10. Shared Micromobility
Blueprint for Climate Action AT-2
Pending results of the Sonoma-Marin Bike Share pilot launched in
2024, consider whether to extend or augment shared
micromobility.
Target Completion Year: 2027-28
Lead: City - City Manager’s Office
Status: Incomplete
EE-11. Open Streets & Demonstration Projects
Blueprint for Climate Action AT-4c & AT-4d
Review and, if necessary, refine permitting requirements to provide
clear processes for community-driven open streets events and
street demonstration projects.
Target Completion Year: 2027-28
Lead: City - Public Works
Status: Incomplete
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EE-12. Electric Micromobility Education & Enforcement
Perform annual educational events at Petaluma middle and high
schools regarding safe and legal operation of electric bikes,
scooters, and other motorized, wheeled micromobility devices.
Create and/or compile helpful resources for students and parents.
Target Completion Year: Annually starting in 2025-26
Lead: City - Police (in partnership with Sonoma County Safe Routes
to School & Local Schools)
Status: Incomplete
EE-13. Safe Streets Toolkit & Educational Signage
Develop online and printed materials explaining the goals, benefits,
and operational changes associated with new safe streets elements.
Post signage at and near sites where installations are proposed or
completed.
Target Completion Year: Ongoing starting in 2025-26
Lead: City – Public Works
Status: Incomplete
EE-14. Mobility Options for Large Events
Provide resources and case studies to large event hosts to
encourage them to provide valet bike parking and promote non-
SOV trips to events. Consider requiring transportation demand
management (TDM) strategies as part of the event permit
application process for events over a certain size.
Target Completion Year: Annually starting in 2025-26
Lead: City - Public Works
Status: Incomplete
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Public Safety
PS-1. Vision Zero Traffic Enforcement
Align traffic enforcement efforts with the behaviors (such as drunk
driving) and corridors or intersections (including the High-Injury
Network) most likely to contribute to severe injuries and deaths.
The traffic enforcement strategy should be regularly updated based
on recent collision data and trends.
Target Completion Year: Ongoing
Lead: City - Police Department
Status: N/A
PS-2. Shared-Use Pathway Patrols
Blueprint for Climate Action AT-4b
Deploy public safety staff to conduct regular patrols on shared-use
pathways to ensure safety and promote trail usage.
Target Completion Year: Ongoing
Lead: City - Police Department
Status: N/A
Status: N/A
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Capacity Building & Professional Development
CB-1. Safe Streets & Mobility Division
Fully staff the Safe Streets & Mobility Division within the Public
Works Department to oversee transportation planning, engineering,
and operations (including active transportation and transit).
Target Completion Year: 2025-26
Lead: City - Human Resources
Status: Traffic Engineer position unfilled; recruitment underway
CB-2. Professional Development
Empower and support all transportation planning and engineering
staff to complete 32 hours of professional development and
trainings regarding best practices in street and trail design.
Target Completion Year: Annually starting in 2025-26
Lead: City - Public Works
Status: Incomplete
CB-3. National Association of City Transportation Officials
(NACTO) Membership
Become a NACTO Affiliate Member City, providing staff with
technical assistance and peer-to-peer learning opportunities in
street and trail design.
Target Completion Year: Annually starting in 2025-26
Lead: City - Public Works
Status: Incomplete
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CHAPTER 4: ACTION PLAN | 32
Evaluation
EV-1. Active Transportation Plan & Vision Zero Annual Report
Provide an annual report to the Pedestrian and Bicycle Advisory
Committee that tracks progress toward implementing the Active
Transportation Plan and achieving Vision Zero, including progress on
action items, buildout of the City's envisioned bicycle and
pedestrian networks, and bicycle/pedestrian count data.
Target Completion Year: Annually starting in 2025-26
Lead: City - Public Works (in partnership with Sonoma County
Transportation & Climate Authorities)
Status: N/A
EV-2. Safe Streets Case Studies
Collect and compile before and after collision and speed data to
measure the efficacy of safe streets improvements. Conduct
intercept surveys following implementation to gather community
feedback.
Target Completion Year: Ongoing
Lead: City - Public Works
Status: Incomplete
EV-3. Bicycle & Pedestrian Count Program
Implement a bicycle and pedestrian count program, starting with
streets and shared-use pathways that cross US-101, to track growth
in usership of active modes of travel. Incorporate count data in the
Active Transportation Plan annual report referenced above in EV-1.
Target Completion Year: 2029-30
Lead: City - Public Works
Status: 12.5% (1/8 101 crossings)
EV-4. Bike-Friendly Community Designation
Blueprint for Climate Action Action AT-4e
Apply to and become a League of American Bicyclists' Bike-Friendly
Community. Upon receiving the designation, implement
recommendations and re-apply every two years to improve the
City's designation.
Target Completion Year: Biannually starting in 2027-28
Lead: City - Pedestrian & Bicycle Advisory Committee
Status: Incomplete
EV-5. Bikeway Pavement Condition
Track progress on the Pavement Condition Index of the City’s on-
street bike network. When available, incorporate in the Active
Transportation Plan annual report referenced above in EV-1.
Target Completion Year: Biannually starting in 2026-27
Lead: City - Public Works
Status: Incomplete
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5.INFRASTRUCTURE IMPROVEMENTS
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5. INFRASTRUCTURE IMPROVEMENTS
This chapter includes maps and project lists that identify proposed
bikeway, sidewalk, trail, and intersection/crossing improvements,
as well as design guidance. While the maps and project lists will
help determine the locations and types of improvements needed,
design guidance will describe the recommended design criteria
and elements that should be applied to these projects. These
design guidelines should be taken into careful consideration when
the City updates its street standards.
City staff should make every effort to closely monitor street and
trail design best practices, which have evolved significantly in recent
years and are expected to continue to do so. For example, it is
expected that the proliferation of electric bikes and other
micromobility devices, in particular, will lead to increased speed
differentials among people using bike lanes and shared-use
pathways that may require greater separation between slower and
faster-moving active transportation users.
Not included in this section, but nonetheless important to street
and Shared-Use Pathway design, are efforts to promote active
transportation by making streets and trails beautiful, inviting, and
comfortable through increased tree canopy, landscaping, lighting,
seating, public art, and other amenities.
It should be understood that all proposed projects are subject to
further consideration and analysis prior to implementation, with
potential factors that may influence feasibility and design
including right-of-way availability, environmental constraints,
budget availability, and community engagement.
The envisioned bikeway map proposes corridor studies on several
streets where bikeway implementation may be challenged by
limited right-of-way availability. In these cases, it is recommended
that the City conduct more detailed technical analyses and
community engagement before determining a recommended
bikeway type. Corridor studies should be conducted in anticipation
of implementation opportunities, such as upcoming paving projects.
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CLICK MAP FOR ENLARGED VERSION
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Proposed Bikeway Improvements
Bikeway Types
Shared-Use Path (Class I): A paved off-street pathway of at least 8’ width that accommodates
people walking, bicycling, and rolling. Shared-use pathways should provide safe and convenient
trail crossings where they intersect streets.
Separated Bike Lane (Class IV): An on-street bike lane that is physically protected or separated
from vehicle traffic by some sort of vertical element, such as parked cars, curbs, or bollards.
Buffered Bike Lane (Class IIB): An on-street bike lane that is separated from vehicle traffic by a
painted buffer of at least 1.5’ wide, but no vertical elements.
Bike Lane (Class II): An on-street bike lane that is immediately adjacent to vehicle traffic,
separated by a painted line.
Neighborhood Greenway (Class IIIB): A low traffic, low speed street that has been enhanced for
use by people walking, bicycling, and rolling. Due to the low level of traffic stress, bike lanes are
not considered necessary and people bicycling are empowered to share the street with slow
moving vehicle traffic.
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Existing & Proposed Bikeway Network Mileage
Bikeway Type Existing Proposed Change
Shared-Use Paths (Class I) 22.5 46.6 +24.1
Bike Lanes (Class II) 24.9 7.6 -17.3
Buffered Bike Lanes (Class IIB) 1.3 0.1 -1.2
Bike Routes (Class III) 12.1 0.7 -11.4
Neighborhood Greenways (Class IIIB) 1.0 35.3 +34.3
Uphill Class IIB / Downhill Class III 0.0 2.3 +2.3
Separated Bike Lanes (Class IV) 0.8 34.7 +34.1
Trail (Unpaved) 9.6 10.7 +1.1
Corridor Study N/A 6.0 +6.0
Total 72.2 144.2 +72.0
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CHAPTER 5: INFRASTRUCTURE IMPROVEMENTS | 38
Priority Bikeway Projects
Methodology & Notes
The scoring criteria below was used to identify corridors with the
greatest potential for mode shift and safety benefits. Projects were
then identified on top scoring corridors and manually prioritized
based on corridor rankings and their role in the network.
• Crosstown Connectors: 5 points per major barrier crossing
(Freeway, River, SMART tracks), 3 points per Caltrans State
Highway 116 crossing, 2 points per creek crossing
• Street Classification: Shared-use path = 5 points; Arterial =
5 points; Collector = 3 points; Local = 1 point
• Connections: 2 points per transit hub, library, community
center, regional/community park, middle school, high
school, shopping centers w/grocery stores, medical center;
1 point per elementary school, local park
• High-Injury Network (HIN) Multiplier: 1.5x points if located
on HIN; 1.25x points if parallel to HIN
While identification as a priority will elevate the likelihood that
projects are recommended for inclusion in the Capital
Improvement Plan and prioritized for grant applications, projects
will not necessarily be implemented by order of priority, and
dozens of projects not included in this list will be implemented in
the coming years. Staff will continue to strive to take advantage of
all opportunities to build out the proposed active transportation
network, including through paving and development projects,
regardless of priority status. The tables on the following pages
include a column that notes if projects are in the FY2025-26
Adopted Operating and Capital Improvement Budget. The City
budget is updated and adopted annually.
Cost Estimate
If delivered through standalone projects, it is estimated that these
28.4 miles of priority bikeway projects, corridor studies, and
crossing improvements would cost $28,650,000, not including right-
of-way acquisition. However, cost savings would be realized with
projects delivered as part of paving projects, and no City funds are
required for sections that are developer-funded.
For a breakdown of delivery methods and grant funding
opportunities, see Chapter 6 – Implementation.
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Priority Bikeway Projects
Rank Corridor Name Location Project Type Length Capital Improvement Program (CIP) # or
Implementation Opportunity; Est. Completion
1 Petaluma River Trail -
East Bank
Bautista Wy - Petaluma
Marina
Shared-Use
Pathway 0.5
CIP-63; unfunded
2 D St Petaluma Blvd S -
Lakeville St
Separated Bikeway 0.3
3
SMART Pathway
Lakeville St - N Water
St
Shared-Use
Pathway 0.1
CIP-58; unfunded
4 N / S McDowell Blvd Lynch Creek Tr -
Cypress Dr
Separated Bikeway 2.8
5 N McDowell Blvd Sunrise Pkwy Crossing
Improvement
N/A
6 N McDowell Blvd Candlewood Dr -
Commerce St
Shared-Use
Pathway
0.1
7 N McDowell Blvd Sunrise Pkwy - Lynch
Creek Tr
Rehabilitate Shared-
Use Pathway
0.8
8 E Washington St Petaluma Blvd N -
Lakeville St
Separated Bikeway 0.3
9 Lakeville St / Hwy E D St - City Limits Separated Bikeway 3.0 East of 101 ramps: Caltrans paving; 2028
10 E D St Lakeville St - Payran St Neighborhood
Greenway
0.3 CIP-81; 2030
11 Fairgrounds Payran St - McKenzie
Overcrossing
Shared-Use
Pathway
0.4
12 Lynch Creek Trail N McDowell Blvd Trail Crossing N/A
13 Lynch Creek Trail Sonoma Mtn Pkwy Trail Crossing N/A CIP-57; 2026
14 Caulfield Ln Hopper St - Garfield Dr Separated Bikeway 1.7 CIP-75; 2026
15 Sonoma Mtn Pkwy / Ely
Blvd S Corona Rd - Frates Rd Separated Bikeway 4.2
Ely Blvd S: CIP-56; 2026
16 Petaluma River Trail -
East Bank
Baywood Dr - Casa
Grande Rd
Shared-Use
Pathway 0.4
CIP-115; 2027
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Rank Corridor Name Location Project Type Length Capital Improvement Program (CIP) # or
Implementation Opportunity; Est. Completion
17 Petaluma River Trail -
East Bank
Bautista Wy - D St (via
Petaluma River Park) Shared-Use Pathway 0.9
Petaluma River Park development project
18 Corona Rd Petaluma Blvd N - N
McDowell Blvd
Separated Bikeway 0.5 CIP-60; unfunded
19 Payran St Caulfield Ln - E
Washington St
Separated Bikeway 0.7 CIP-80; 2029
20 Copeland St D St - Petaluma River
Trail
Shared-Use Pathway 0.3
21 E Washington St Executive Dr – WB US-
101 Ramps
Separated Bikeway 1.3
22 Petaluma Blvd N / Old
Redwood Hwy City Limits - Lakeville St Separated Bikeway 3.6
CIP-78; 2027
23 Petaluma Blvd S City Limits - H St Separated Bikeway 1.0
24 Petaluma River Trail -
West Bank E Washington St Trail Crossing N/A
CIP-81; 2030
25 Petaluma River Trail -
West Bank
E Washington St - C St
(via Water St/ Trestle) Shared-Use Pathway 0.3
26 5th / Keller St
Neighborhood
Greenway
E Washington St Crossing
Improvement
N/A CIP-80; 2029
27 Adobe Creek Trail Lakeville Hwy Trail Crossing N/A Caltrans paving; 2028
28 Lakeville St Petaluma Blvd N - E D
St
Corridor Study 0.6 Study underway; 2026
29 E Washington St Lakeville St - Sonoma
Mtn Pkwy
Corridor Study 1.0 To be conducted ahead of CIP-81; 2029
30 Bodega Ave /
Washington St
N Webster St -
Petaluma Blvd N
Corridor Study 0.7
31 Payran St / Magnolia
Ave
E Washington St - City
Limits
Corridor Study 1.6
32 Petaluma Blvd N / S Lakeville St - H St Corridor Study 1.0 To be conducted ahead of CIP-78; 2026
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33
Corona Creek Trail
Sonoma Mountain
Pkwy Trail Crossing N/A
Total 28.4
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CLICK MAP FOR ENLARGED VERSION
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NACTO All Ages & Abilities Bikeway Guidance
Bikeway Design Guidance
On-Street Bikeways
Wherever feasible, bikeways should meet National Association of
City Transportation Officials (NACTO) “All Ages and Abilities”
(AAA) guidance, which identifies the bikeway type needed to
accommodate people of all ages and abilities based on street
characteristics. Put simply, as the traffic speed and volume
increase, so does the need for greater separation between people
biking and vehicular traffic.
This principle also applies to intersections, where potential conflict
points with vehicle traffic increase with volume and speed,
especially for those wishing to turn left or cross major streets. The
“right hook” conflict, which occurs when right-turning drivers merge
into the bike lane or turn across the bike lane, is prevalent at busy
intersections and driveways.
There will be cases in which implementation of bikeways requires
removal of parking, lane conversion, and/or street widening due to
limited width. In updating its Complete Streets Policy, the City may
consider establishing guidance on how to reconfigure streets when
width is constrained. For example, City Council may consider
establishing a parking occupancy threshold that helps determine
whether to install a new bikeway or retain on-street parking when
forced to choose between the two.
NACTO acknowledges that, when it comes to bikeway
implementation, the perfect should not be the enemy of the good.
Some bikeways may fall short of AAA criteria but still increase safety
and comfort levels. NACTO recommends that cities “should not use
an inability to meet the [AAA] criteria as reason to avoid
implementing a bikeway, and should not prohibit the construction
of facilities that do not meet the criteria.”
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Left Turn Boxes
On busier streets where people bicycling would be expected to
merge into or across vehicle lanes to make a left turn, it is
preferable to instead provide a bike box that allows them to cross
in two stages without merging. This should be done at all
signalized intersections along designated bikeways, as well as
locations where bikeways intersect one another. Exceptions can be
made on Neighborhood Greenways, where people bicycling are
expected to use the full lane and thus do not need to merge into
traffic, or at all-way stop-controlled intersections on one and two
lane streets with bike lanes.
Signalized Intersections
All signalized intersections along designated bikeways should
provide bike boxes, which can facilitate the two-stage left turns
noted above and provide an advanced waiting area at signals for
people bicycling, thus putting them in a more visible location. The
City is working to convert all signalized intersections to use camera
detection, which are more reliable than magnetic loop detectors
and allow people bicycling to get a green light without using a
curbside push button.
Signage
In addition to providing wayfinding signage to identify routes and
help people navigate the bikeway network, “Bikes May Use Full
Lane” and “Pass Bikes 3 Feet Minimum” signage should be
installed on bikeways at regular intervals, where appropriate, to
help clarify safe operations for people bicycling and driving. These
regulatory signs may replace “Share the Road” advisory signs that
are common throughout Petaluma.
Left turn box on Mt. View Avenue at 5th Street.
Bike box on Petaluma Boulevard South at Mt. View Avenue.
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Absence of a trail crossing on Lynch Creek Trail at North McDowell
Boulevard. This is also a location where the City removed the middle
bollard to improve trail accessibility.
Shared-Use Pathways
Shared-use pathways serve a wide variety of trip types and user
groups, ranging from casual walkers, to runners, to people riding
bikes or other mobility devices, and as such, must be designed to
be accessible for all physical abilities and wide enough to
accommodate slower and faster moving trail users. Most of
Petaluma’s existing and planned shared-use pathways run along
waterways and provide connections with the natural environment
and parks.
Shared-Use Pathway Width & Materials
The Caltrans Highway Design Manual (Topic 1003.1) provides
detailed design guidance for Shared-Use Pathway widths. Notably, it
calls for the following:
• Paved trail width: 8’ minimum, 10’ preferred
• Unpaved trail shoulders/distance to vertical obstructions:
2’ minimum, 3’ preferred
Use of concrete is highly recommended due to the poor
performance of asphalt on Petaluma’s expansive Adobe clay soil,
which causes cracking of the asphalt surface.
Shared-Use Pathway Access Points
Most shared-use pathways include some form of bollards or gates
at access points that are intended to 1) manage the interaction of
bicycle and pedestrian movements, 2) provide warning of nearby
vehicle cross traffic, and 3) restrict motorized vehicle access onto
the trails. However, in recent years, there has been pushback
against these bollards and gates due to obstructed trail access,
especially for wider or longer bikes, strollers, etc., and concerns
around the potential for trail users to collide with them.
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In 2023, Sonoma County Regional Parks (SCRP) developed the
Sonoma County Class I Trail Entry/Exit Design Standards. SCRP’s
Design Standards offers other design alternatives to achieve the
goals noted above without compromising trail access and safety.
Shared-Use Pathway Crossings
Where trails intersect streets, it is important to provide safe and
convenient crossings to avoid diminishing the trail experience. At
major streets, grade separated under or overcrossings may be
preferred, but these typically present significant engineering and
environmental challenges and are more costly to construct than at-
grade crossings. At-grade crossings should be signalized or, if not,
follow the uncontrolled crosswalk guidance included on page 53.
Shared-Use Pathway Amenities
Amenities that make trails more inviting include the following:
•Lighting
•Trash cans
•Wayfinding
•Benches
•Water fountains
•Advisory signage clarifying trail etiquette
•Interpretive signage
•Mile markers
•Bike repair stands
Every effort should be made to incorporate the amenities above in
trail improvement projects. Lighting and wayfinding, in particular,
have been highlighted by PBAC as priorities.
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Proposed Pedestrian Improvements
Pedestrian Facilities
Sidewalk Gaps: A street segment lacking a sidewalk on one or both sides of the street. Sidewalk gaps
were inventoried on arterial and collector roadways using remote sensing early in this plan process.
Marked Crosswalks: Crosswalks indicated by street markings and signage. These can be located at
stop and signal-controlled intersections, as well as locations where traffic is “uncontrolled” and
drivers are expected to yield to people waiting to cross. Crosswalk elements are shown on page 52
and recommended applications are included on page 53. While key trail crossing improvements are
highlighted along with bikeway priorities on pages 39-42, it is recommended that the City undertake
a comprehensive inventorying process to identify and prioritize needed crosswalk improvements.
Accessible Curb Ramps: Curb ramps provide an accessible transition between sidewalks and
crosswalks. While critical to promoting walkability, their granularity at a citywide scale does not lend
itself toward identification and prioritization of needed improvements in this Plan. It is
recommended that the City undertake an inventorying process to identify and prioritize needed curb
ramp improvements.
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Priority Sidewalk Gap Projects
Methodology & Notes
The following scoring criteria was used to prioritize sidewalk gaps:
• 1 point each if located within or along SCTA High-Injury
Network (HIN), MTC Transit-Oriented Community (TOC),
Safe Route to School (SR2S), Petaluma General Plan Update
Recommended Disadvantaged Communities (DAC).
• 1.5x multiplier if sidewalk gap is on both sides of the street
or 1.25x if part, but not all, of the segment is missing
sidewalks on both sides of the street.
While identification as a priority will elevate the likelihood that
projects are recommended for inclusion in the Capital
Improvement Plan and prioritized for grant applications, projects
will not necessarily be implemented by order of priority. Staff will
continue to strive to take advantage of all opportunities to build out
the proposed active transportation network, including through
paving and development projects, regardless of priority status. The
tables on the following pages include a column that notes if projects
are in the FY2025-26 Adopted Operating and Capital Improvement
Budget. The City budget is updated and adopted annually.
It should be noted that sidewalk gaps can be challenging to
implement, with limited City right-of-way availability often being
the reason that sidewalk gaps exist to begin with.
Cost Estimate
If delivered through standalone projects, it is estimated that these
10.2 miles of sidewalk gaps would cost $10,710,000, not including
design or right-of-way acquisition. However, cost savings would
likely be realized with projects delivered as part of paving projects,
and no City funds are required for sections that are developer-
funded.
For a breakdown of delivery methods and grant funding
opportunities, see Chapter 6 – Implementation.
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Priority Sidewalk Gap Projects
Rank Street Name Limits One or Both
Sides
Length Capital Improvement Program (CIP)
# or Implementation Opportunity;
Est. Completion
1 Lakeville Hwy Casa Grande Rd – Marina Ave Both 0.2 Caltrans paving; 2028
2 Corona Rd Petaluma Blvd N – N McDowell Blvd Both 0.5 CIP-60; unfunded
3 Petaluma Blvd N Sycamore Ln – Corona Rd Both 1.2 CIP-78; 2027
4 Copeland St E Washington Street – Petaluma River Trail Both 0.2
5 Western Ave Hill Dr – City Limits Both 0.2
6 Lakeville Hwy SB 101 ramps – NB 101 ramps One 0.2 Caltrans paving; 2028
7 Magnolia Ave Petaluma Blvd N – Liberty St One/ Both 0.1
8 Lakeville St Jefferson St – D St One 0.1
9 Weller St D Street – Turning Basin Dock Both 0.1
10 F St Petaluma Blvd S – 2nd St Both 0.1
11 E St 1st St – 2nd St Both 0.1
12 Bantam Way Western Ave – Hilligoss Ct Both 0.1
13 Magnolia Ave Paula Ln – Elm Dr One/ Both 0.2
14 McNear Ave Grant Elementary – Country Club Dr One/ Both 0.4
15 1st St F St – H St One/ Both 0.2
16 Riesling Rd Fieldstone Ln – Hartman Ln One 0.1
17 Grant Ave View Oak Ct – I St One 0.1
18 I St Olive St – Sunnyslope Ave One 0.1
19 1st St D St – E St One 0.1
20 2nd St E St – G St One 0.2
21 H St 2nd St – H St Pocket Park One 0.2
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Rank Street Name Limits One or Both
Sides
Length Capital Improvement Program (CIP)
# or Implementation Opportunity;
Est. Completion
22 Payran St Jefferson St – Lindberg Ln One 0.2 CIP-80; 2029
23 Windsor Dr W Haven Wy – Cambridge Ln Both 0.3
24 Windsor Dr D St – B St Both 0.3 Scott Ranch development project;
2026
25 D St Michelle Ln – Windsor Dr One 0.2 Scott Ranch development project;
2026
26 Redwood Way N McDowell Blvd – Old Redwood Hwy One 0.3
Total 10.2
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Leading pedestrian intervals give pedestrians a short head start over
vehicles travelling in the same direction.
Pedestrian Design Guidance
Sidewalks & Curb Ramps
While minimum accessible widths for sidewalks are 4’, every effort
should be made to provide sidewalks that are at least 6’, which is
the minimum needed for two people to comfortably walk side-by-
side. Sidewalks should be even wider where pedestrian activity
levels are high, such as in commercial areas. Where width is
available, the landscaping zone of the sidewalk can buffer the
sidewalk from vehicle traffic and create a more appealing and
comfortable walking environment.
The Public Right-of-Way Accessibility Guidelines (PROWAG) provide
guidance on all aspects of accessible sidewalk and curb ramp design.
Signalized Intersections
The City has begun implementing five second leading pedestrian
intervals, which provide people using the crosswalk with a head
start in which the “walk” signal is given before the vehicle signal
(in this case by five seconds) in the same direction. Additional
signal treatments that may improve pedestrian safety include
prohibiting right on red or protected left turns that do not overlap
with a pedestrian “walk” signal, especially in congested areas with
lots of pedestrian activity.
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Crosswalk Placement
Unless otherwise signed, people walking have a right to cross at any
intersection regardless of whether a crosswalk is marked. However,
marked crosswalks should be provided in locations where crossing
demand exists or is anticipated in order to guide pedestrians and
alert people driving to the potential for crossings. Crosswalks
should be provided frequently and strive to accommodate the
most direct path of travel. If crosswalks require detours, people are
less likely to use them, and more likely to cross along more direct
and less safe routes.
Crosswalk Features
As with bikeway design, the level of protection and
countermeasures provided at uncontrolled crosswalks should
increase with traffic speed and volume.
Daylighting prohibits parking near crosswalks in order to ensure
adequate sight distance for people driving and those waiting to
cross. A new state law, Assembly Bill 43, prohibits parking within 20’
of intersections or 15’ if a bulbout is present. Bulbouts, also known
as curb extensions, extend the sidewalk into the street near
intersections in order to improve visibility, shorten pedestrian
crossing distances, and slow vehicle turning movements. Median
islands provide an additional visual cue for drivers while also
providing a place of refuge so that pedestrians may cross one
direction of traffic at a time. Rapid flashing beacons are pedestrian-
activated warning lights that help alert drivers to their presence.
Pedestrian hybrid beacons are a form of traffic signal that waits in
“dark” mode until activated by a pedestrian, at which point drivers
will receive a flashing yellow light, followed by a red light.
An uncontrolled crosswalk with bulbouts and rapid flashing beacons.
An uncontrolled crosswalk with a median refuge island and rapid
flashing beacons
The table on page 53 is intended to provide City staff with
recommended countermeasures at uncontrolled crosswalks based
on street characteristics.
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Recommended Countermeasures for Uncontrolled Crosswalks, Based on Street Characteristics
# Lanes Posted
Speed
Limit
Street Classification Recommended Crosswalk Features
≤2 ≤25 Local Pedestrian Warning Signs
≤25 Collector Rectangular Rapid Flashing Beacon OR Median Island OR Raised Crosswalk
≤35 Arterial Rectangular Rapid Flashing Beacon AND Median Island
3 ≤35 Arterial Rectangular Rapid Flashing Beacon AND Median Island
OR Overhead Flashing Beacon
40+ Arterial Rectangular Rapid Flashing Beacon AND Median Island
OR Overhead Flashing Beacon AND Median Island
4+ ≤40 Arterial Rectangular Rapid Flashing Beacon AND Median Island
OR Overhead Flashing Beacon AND Median Island
OR Pedestrian Hybrid Beacon AND Median Island
45+ Arterial Pedestrian Hybrid Beacon AND Median Island
Notes: Bulbouts are recommended wherever on-street parking is present, especially on collector and arterial streets. This table is for guidance
purposes only. Actual features implemented will be determined by street characteristics, feasibility, funding, and prioritization.
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6.IMPLEMENTATION
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6. IMPLEMENTATION
Project Delivery
Pathways to Delivery
Active transportation infrastructure projects can range from small
quick-build projects to large, multi-year capital projects. Paving
projects generally offer the most cost-effective and efficient
delivery method for a wide range of long-term on-street bicycle and
pedestrian improvements, including new or upgraded sidewalks,
curb ramps, bikeways, and crosswalks. The City recently began
utilizing “on-call” construction contracts that expedite smaller scale
projects, such as curb ramp upgrades or signage/striping
improvements. Developers are required to provide public
improvements, which can include street, sidewalk, trail, and
intersection improvements through and/or adjacent to their
project. However, it can be difficult to anticipate the timing of these
public improvements. The most common pathways to delivery are
outlined in the table to the right.
Pathways to Project Delivery
Project Type Public
Works Crew
/ On-Call
Construction
Contracts
Capital
Project (Incl.
Paving)
Development
Project Public
Improvements
New or
Upgraded On-
Street Bikeway
✓ ✓ ✓
New or
Upgraded
Shared-Use
Pathway
✓ ✓
New or
Upgraded
Sidewalk
Curb ramps
or small
sections
only
✓ ✓
New or
Upgraded
Crosswalk (No
Overhead
Beacon or Signal)
✓ ✓ ✓
New or
Upgraded
Crosswalk (With
Overhead
Beacon or Signal)
✓ ✓
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CHAPTER 6: IMPLEMENTATION | 56
Community Engagement & Messaging
In 2023, CityThread, a national non-profit with expertise in
mobility, community engagement, and project delivery, completed
a “readiness assessment” and action plan to guide rapid
implementation of the City’s active transportation network. Their
report emphasized the importance of community engagement and
messaging to set the City up for success. Key recommendations for
the City included:
• Acknowledging the stress, confusion, and inconvenience of
the current mobility environment and demonstrating the
benefits of active transportation investments to all,
including those who drive and may never or rarely use
active modes.
• Educating the community on new infrastructure elements,
including why they are proposed and how they should be
used.
• Creating consistent community engagement processes for
all projects.
• Highlighting the “big picture” vision of the ATP that requires
building out a safe and seamless network, rather than a
series of standalone projects.
To read CityThread’s full report, click the link in Appendix A.
In 2022-23, the Petaluma Equitable Climate Action Coalition
(PECAC) provided recommendations on how to provide a more
equitable transportation system and community engagement
process. Key community engagement recommendations included:
• Shifting from a customer service model that puts the
burden on residents to figure out how to navigate City
channels to one in which the City meets people where they
are (i.e., pop-up events).
• Building relationships with and inviting systemically
underrepresented community members and anchor
organizations who serve them to learn more about and
provide feedback on City plans and projects in and outside
of public meetings.
• Creating an equity-centered community engagement
plan/process.
PECAC’s final report and presentation are linked in Appendices B
and C, respectively.
Post-Delivery Education, Enforcement, & Evaluation
Especially as the City implements street design changes that are
new to Petaluma or modify traffic operations, educational signage,
social media, and mailers should be used to help community
members understand and adjust to the changes. Following
implementation, Petaluma Police play a critical role in making
contact with those who do not comply with regulatory signage and
street markings. Warnings are typically issued for the initial “break-
in” period, followed by enforcement efforts.
Evaluation ensures that City staff continue to learn from and refine
street design treatments. With safety as a top priority, collision and
speed data are essential metrics for success on most street projects.
Counts and user feedback can also be collected through pre and
post-project surveys.
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Funding Sources
City Funds
As noted above, active transportation improvements are often
delivered through larger street maintenance efforts, which are
typically funded by some combination of the California gas tax
(Senate Bill 1), Sonoma County’s quarter cent transportation sales
tax (Go Sonoma), and Petaluma’s one cent Measure U sales tax.
Traffic Impact Fees collected from development projects may also
be used for up to 32.8 percent of active transportation project
costs, as determined by a nexus study.
Wherever possible, the City leverages these local funds to secure
grant funding for active transportation projects. Grant funding
sources are outlined below.
Sonoma County Transportation and Climate Authority
(SCTCA) “Go Sonoma” Funding Program
As the Congestion Management Agency for Sonoma County, SCTCA
acts as the countywide planning and fund programming agency for
transportation and performs a variety of functions related to project
management, planning, finance, grant administration, and research.
“Go Sonoma” Transportation Sales Tax
In November 2020, Sonoma County voters extended the County’s
quarter cent transportation sales tax 20 years from its previous
sunset date of 2025. Effective April 2025, the “Go Sonoma” sales tax
has a new expenditure plan that increases funding availability for
street and pathway projects, with criteria favoring those that help
improve mobility options and safety. Of note, the “Move Traffic and
Improve Safety” program will provide an estimated $7m annually
countywide for street projects that reduce congestion and improve
safety, while the “Build Bikeways and Pathways” program will
provide an estimated $3.1m for dedicated bicycle and pedestrian
projects.
SCTCA Funding Program
SCTCA issues a competitive call for projects (called the SCTCA
Funding Program) every five years that seeks the top five street and
pathway project priorities from each jurisdiction. The Funding
Program is used to determine which projects are selected for the
competitive Go Sonoma funding described above. Additionally,
SCTCA uses the Funding Program to select projects to submit for
upcoming regional and state grants. Funding Program priorities
should be reserved for large projects over $1m.
Grant Opportunities Outside the SCTCA Go Sonoma Funding
Program
There are several regional and state grant opportunities outside the
SCTCA Go Sonoma Funding Program that are open to the City.
Federal funding is currently in flux due to a change in leadership and
priorities.
The two most reliable grants are Transportation Development Act,
Article 3, which provides the City approximately $70-75k annually
for active transportation projects, and Transportation Fund for
Clean Air, which is a small competitive grant administered by SCTCA
for projects that promote improved mobility options. Other grants
included in the table on page 58 can fund bigger projects, but
require significantly more robust applications and are much more
competitive.
Not included in the table are planning and technical assistance
grants administered by MTC and Caltrans that can provide funding
for corridor studies and conceptual design development. The City
has been successful applying for and receiving these in recent years.
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CHAPTER 6: IMPLEMENTATION | 58
Active Transportation Grant Funding Opportunities Not Included in the SCTCA Go Sonoma Funding Program
Funding Source Administering
Agency
Funding
Type
Frequency Funding Notes Eligible Project Types
Active
Transportation
Program
California
Transportation
Commission &
Metropolitan
Transportation
Commission
(MTC)
Competitive Biannual
(next cycle
in 2026)
Funding availability varies
depending on state budget;
highly competitive
New bikeways and/or
pedestrian improvements;
education/encouragement
activities
Local Highway
Safety
Improvement
Program
Caltrans Competitive Biannual
(next cycle
in 2027)
Estimated $300m available
statewide
New bikeways and/or
pedestrian improvements
Regional
Measure 3 –
Safe Routes to
Transit & Bay
Trail
MTC Competitive Final cycle
anticipated
in 2026
$50m available regionwide
(nine county Bay Area)
New bikeways and/or
pedestrian improvements with
linkages to the Bay Trail and/or
transit
Transportation
Development
Act, Article 3
SCTCA Formula Annual Roughly $70-75k available to
City annually; funds can be
accrued over multiple years
New bikeways and/or
pedestrian improvements, bike
and/or pedestrian amenities,
bikeway and pathway
maintenance
Transportation
Fund for Clean
Air
SCTCA Competitive Annual Estimated $650k available
annually countywide
New bikeways, bike parking,
bike share
Note: Due to recent changes in federal leadership and uncertainty around the availability of federal funding for active transportation, federal
grant programs available under the previous administration have not been included. Staff will continue to monitor grant opportunities as they
arise.
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Regional Funding Requirements
Metropolitan Transportation Commission Funding Requirements
As the Metropolitan Planning Organization for the nine county San
Francisco Bay Area, Metropolitan Transportation Commission (MTC)
distributes regional, state, and federal funding to local agencies for
transportation improvements. In order to maintain eligibility for
certain grant funding opportunities, MTC requires local agencies to
comply with policies that advance regional goals around sustainable
land use and transportation. Relevant policy requirements are
outlined below.
Complete Streets Requirement
“Complete Streets” are those that meet the needs of all road users,
whether they walk, bike, roll, drive, or ride transit. MTC's One Bay
Area Grant (OBAG) requires agencies to have a General Plan that
complies with the California Complete Streets Act of 2008 (AB
1358), which required agencies to consider the needs of all road
users when updating their General Plan transportation element, and
an adopted Complete Streets Resolution. On January 4, 2016,
Petaluma's City Council adopted Resolution No. 2016-004 N.C.S.,
Resolution Adopting a Complete Streets Policy.
MTC also requires agencies to submit a Complete Streets Checklist
for projects pursuing funding. MTC updated its Complete Streets
Policy and Checklist in 2022 (MTC Resolution No. 4493), which
requires projects to demonstrate compliance with “All Ages and
Abilities” design guidance.
Transit-Oriented Communities Requirements
MTC’s Transit-Oriented Communities (TOC) Policy aims to create
communities around transit stations that promote greater transit
use, but also serve as places where people of all physical abilities
and income levels can live, work, and access services. Petaluma has
two designated TOCs, both of which are comprised of the half-mile
areas surrounding the Petaluma Downtown and North SMART
Stations.
Starting with the next OBAG cycle in 2026, agencies will be expected
to demonstrate compliance with TOC Policy in several areas,
including transit access and circulation. The transit access and
circulation component will require agencies to prioritize active
transportation improvements in the TOC area, complete a station
access analysis and improvement plan, and complete a “mobility
hub” plan to bring travel options like car, bike, and scooter share to
the stations.
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APPENDICES
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Appendix A. CityThread Accelerated Mobility Playbook (2023)
https://storage.googleapis.com/proudcity/petalumaca/2025/09/CityThread-Accelerated-Mobility-Playbook.pdf
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Appendix B. Petaluma Equitable Climate Action Coalition 2.0 - Final Report (2023)
https://dailyacts.org/wp-content/uploads/2024/05/PECAC-2.-0-Report-Final_2023_Daily-Acts-Organization.pdf
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Appendix C. Petaluma Equitable Climate Action Coalition 2.0 - Final Presentation (2023)
https://dailyacts.org/wp-content/uploads/2025/04/PECAC-2-Final-Presentation.pdf
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Appendix D. Written Comments on Draft Active Transportation Plan (Received April-May 2025)
Chapter Source Comment Response
0. General Email to
City
Council
Given that all ten jurisdictions within Sonoma County have been
updating their Active Transportation Plans over the past year or two, my
staff and I have spent a fair amount of time reviewing and commenting
on multiple drafts within each jurisdiction. Many individuals have had
input into the draft you will be reviewing at this meeting; community
input has been integrated; City staff and the Pedestrian & Bicycle
Advisory Committee have done a stellar job. Complete yet concise, the
Plan is clear and well-organized. The list of proposed improvements in
Chapter 5 is of reasonable length and its prioritization is clear. I
especially appreciate the Action Plan in Chapter 4, with its clear
timelines and the stated commitment to track and report progress.
Overall, the Plan strikes a good balance between aspiration and
achievability. Uncharacteristically for me, I can find nothing to criticize
in the Plan. Good job, all!
Comment noted.
0. General Email to
City
Council
It’s thrilling to see the ATP coming to fruition! It’s an impressive
foundation. I love it so much, I can’t wait until it’s done! Since you’re
“workshopping” tonight, I want to be specific in a few comments.
Urgency: I urge you to expedite ATP implementation. As you know so
well, 67% of our CO2 emissions in Petaluma are due to vehicle traffic.
Making non-vehicle transportation safe, convenient, and even fun is
probably our best investment in climate action. And it makes streets
safer and more pleasant for drivers too.
Comment noted.
0. General Email to
City
Council
Overall, really great work! So glad to see this come to fruition. Thanks to
Staff, especially Bjorn, and to PBAC.Action Plans need professional
project management to ensure onschedule/scope/budget results,
including standard project milestones and contingency plans, and more
public transparency.
Comment noted.
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Chapter Source Comment Response
0. General Email to
City
Council
We have been following the development of the Active Transportation
Plan (ATP) as it has slowly progressed over the course of the last several
years. We are delighted that it is now coming close to being finalized.
First: we want to express our deep appreciation for Bjorn Griepenburg
(and Public Works staff) for their diligence and dedication in bringing
the Plan to its current state. Overall, this draft is a great effort. Safe
Streets Petaluma is wholly and enthusiastically in support! AND we
need to set our sights even higher! People throughout the Sonoma
County (and beyond) see Petaluma as a leader in many important areas.
As a city, we have a Vision Zero goal of zero traffic-related fatalities and
severe injuries by 2030 and an ambitious goal of carbon neutrality by
2030. Both goals require that we give serious consideration to how we
use our streetscape. Like most other cities in the U.S., we are still in the
habit of designing our streets as a means of moving vehicles from place
to place as fast as possible. Following the lead of many cities in Europe
and elsewhere, many American cities have started to view local streets
as serving a much broader purpose: namely, as a way for people of all
ages to move about on foot, by transit, and on all sorts of wheeled
devices, as a way for people to interact with one another, and as a place
to reconnect fragmented ecosystems while providing shade, filtering
stormwater, etc. If this is the vision of Complete Streets that we
embrace, then we, as a city, must integrate our disparate efforts. The
ATP is a stand-alone document that exists in relationship to many other
City plans. Because these plans are read independent of one another,
the intended connections and synergies are easily lost. At very least, we
recommend that critically important statements that appear in other
plans and documents be echoed in the ATP.
Comment noted.
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Chapter Source Comment Response
0. General Email to
City
Council
Micromobility: We are seeing an ever-increasing range of mobility
devices on our streets, both human-powered and electric: cargo bikes,
trikes, scooters, mobility scooters, one-wheels, Segways, skateboards,
hoverboards, and more. We need to be designing our streets today in
ways that will safely accommodate the whole range of vehicles and
devices that will be moving about 10 and 20 years from today. We
suggest that this version of the ATP contain a statement similar to the
one in City Thread’s May 2023 Accelerated Mobility Playbook: For the
purposes of this report, we may use “bicycle network,” “bike network,”
and “mobility network” interchangeably. While some cities and experts
may differ in opinion, when we use any of the above phrases, we are
referring to on-street infrastructure that is built to specifically
accommodate bicycles, scooters, and other individual mobility devices.”
Comment addressed; see pg. 2.
0. General Email to
Staff
In general, I found it thorough, well-written, well-organized and easy to
follow. For background, I am a 39 year resident of Petaluma. I ride a 22
mile (bike) circuit around town (trails, streets, parks—East and West
sides) once a week and generally also ride through town for a longer
ride, 1/x/wk. I’m also walk regularly throughout the west side and in
many of our local parks.
Comment noted.
0. General Email to
Staff
“Sandwich” style sidewalk signs in front of businesses (mostly on the
west side), when located near the center of the sidewalk present a
hazard for walkers, cyclists and particularly the visually impaired. These
need to be moved either onto the curb or next to the building, and
regulated.
Any obstructions of the public right-of-
way that impede access can be reported
to Code Enforcement at 778-4469 or
codeenforcement@cityofpetaluma.org
0. General Email to
Staff
*Overall, I’m not sure that your transit planning is in synch with
Petaluma’s residential build out. More housing+ more vehicles= more
traffic volume. And building housing with less-than-one space per unit is
naive and unrealistic. The plan needs to anticipate these impacts and
not rely on past and current volume. I’ve seen exponential increases in
volume just in the past 3-4 years.
Comment noted.
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Chapter Source Comment Response
0. General Email to
Staff
A huge thanks to you and PBAC for all your hard work to make Petaluma
a better place to walk and roll. I absolutely love the active
transportation network envisioned in the Active Transportation Plan
Draft, and I can't wait to see it enacted!
Comment noted.
0. General Email to
Staff
It's been a couple of weeks since I submitted my comments on the draft
ATP. Since then I've had a chance to reflect on it, and discuss it with
other people in the community. Two things are worth noting here and
now. First: we included an article about the ATP in the Safe Streets
Newsletter May 1 edition. That article summarized the Safe Streets
Petaluma response to the draft, and is worth repeating: “Overall, this
draft is a great effort. AND we need to set our sights even higher!
People throughout Sonoma County (and beyond) see Petaluma as a
leader in many important areas. Like most other cities in the U.S., we
are still in the habit of designing our streets as a means of moving
vehicles from place to place as fast as possible. (But) many American
cities have started to view local streets as serving a much broader
purpose: namely, as a way for people of all ages to move about on foot,
by transit, and on all sorts of wheeled devices, as a way for people to
interact with one another, and as a place to reconnect.”
Comment noted.
0. General Project
Webpage
I think it is great to see the city's commitment to supporting walking,
biking, and transit. Thank you for your work, and keep it up!
Comment noted.
0. General Project
Webpage
Reducing street sizes and adding more bike lanes for such a small
percentage of the population, especially while building a large amount
of new housing which will create more traffic is unrealistic. This town is
supposed to be family friendly but forcing those of us with small
children to have to park even further away which hurt downtown and
other businesses. This is a ludicrous plan and I do not know anyone who
lives here who supports it.
Comment noted.
0. General Project
Webpage
Please adopt the plan and implement as fast as possible. Thank you! Comment noted.
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Chapter Source Comment Response
1. Introduction Email to
TAC
The data is clear. The February 2025 literature review from the Journal
of Transport and Land Use entitled "The benefits of active
transportation interventions: A review of the evidence." (source:
https://jtlu.org/index.php/jtlu/article/view/2468) cites 238 studies and
provides comprehensive support for the conclusion of the significant
benefits of investing in active transportation. It is unusual to get a
review of such a magnitude in the active transportation space, and it
lends significant credibility to the efforts we are all part of to strengthen
Petaluma's mobility options.
Comment addressed; see pg. 6.
1. Introduction Email to
PC/PBAC
Add a significant new source to the introduction. The introduction in the
draft plan on page 4 is compelling, it is great to have the research
available. Please consider including this February 2025 literature review
from the Journal of Transport and Land Use entitled "The benefits of
active transportation interventions: A review of the evidence." (source:
https://jtlu.org/index.php/jtlu/article/view/2468). The review cites 238
studies and provides comprehensive support for the conclusion of the
significant benefits of investing in active transportation. It is unusual to
get a review of such a magnitude in the active transportation space, and
it lends significant credibility to the efforts we are all part of to
strengthen Petaluma's mobility options.
Comment addressed; see pg. 6.
1. Introduction Email to
City
Council
Plan Development and Community Engagement - Good! This covers a
wide variety of sources. While we were disappointed with the delays
due apparently to the consultant’s lack of progress, we applaud Staff
and PBAC (and its ATP Ad-hoc Committee) for getting it across the finish
line.
Comment noted.
1. Introduction Email to
City
Council
Why Invest in AT? - I love this short and sweet (one-page) summary
(including source citations). This is an essential ingredient for gaining
the public support necessary to make fast progress. Too often in the
past, proposed improvements were made out of context, so to the
neighbors it looked like all cost and no benefits. SSP would like to use
Comment noted.
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Chapter Source Comment Response
this and similar material to help educate the public to the benefits of
this work.
1. Introduction Email to
Staff
Pg. 6 Vision zero is the correct goal but it’s incompatible with motor
vehicle transportation as currently enabled by city infrastructure. This
plan may achieve marginal improvement but it will not eliminate severe
injuries among vulnerable road users. Suggest a more realistic goal (e.g.,
30% fewer severe injuries) or a more ambitious plan.
On May 16, 2022, Petaluma City Council
approved Resolution No. 2022-075 N.C.S.:
Resolution Approving a Request to Adopt
the Sonoma County Vision Zero Action
Plan and Commit to City-level Actions to
Reduce Traffic Fatalities to Zero by the
Year 2030.
2. Vision &
Goals
Email to
City
Council
Vision: where people of all ages and all physical and economic abilities
prefer choose to use active transportation. Economics is an important
factor, worth mentioning here. "Choose" is active, "prefer" is passive
(i.e. preferences can be frustrated by lack of practical choices.)
Comment addressed; see pg. 8.
2. Vision &
Goals
Email to
City
Council
Goals: Good! Comment noted.
3. Baseline
Report
Email to
PBAC/PC
Typo: “44 percent report walking and at least occasionally and 16.7
percent report biking”
Comment addressed; see pg. 14.
3. Baseline
Report
Email to
PBAC/PC
It would be helpful to re-define “vulnerable road users” on this page. Comment addressed; see pg. 16.
3. Baseline
Report
Email to
City
Council
Existing Conditions: Add “note: we use the term “bikes” to mean
smallfootprint mobility devices that are too fast for sidewalks and too
slow for traveling in the traffic lanes other than traffic-calmed
neighborhood greenways with design speeds of 15 mph or less.”
Comment addressed; see pg. 2.
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Chapter Source Comment Response
3. Baseline
Report
Email to
City
Council
Travel Behavior: Good that you mention “open enrollment” for schools,
a problem not just for transportation but for economic opportunity and
social justice.
Comment noted.
3. Baseline
Report
Email to
Staff
p.8 Isn’t Corona a cross-town connector? It seems that there are more
bike lanes on the east side than stated.
Comment addressed; see pg. 10.
3. Baseline
Report
Email to
Staff
p.9 Just because 48.7% live/work in Petaluma doesn’t mean that they
don’t need a car.
Comment noted.
3. Baseline
Report
Email to
Staff
p.11 These stats need to reflect the increase in traffic volume over the
past 5 years.
Comment noted.
4. Action Plan Email to
PBAC/PC
IB-1: Priority Bikeway Network and IB-2 Priority Sidewalk Gaps should
ideally begin before 2030, right? I believe a number of those bikeway
projects are scheduled in the recent 5 year paving plan, ie. Caulfield Ln
in FY 25-26 and Casa Grande in FY 26-27.
The years listed in the Action Plan are
target completion years. All action items
have been updated to make this
clarification. "Timing" has been replaced
with "Target Completion Year."
4. Action Plan Email to
PBAC/PC
Since the recommendation (on page 8) is to update the ATP
“approximately every five years”, it seems like that update process itself
should be added to this action plan — maybe in the Evaluation section?
IP-5: Active Transportation Update has
been added to the Infrastructure Planning
& Design section of the Action Plan. See
pg. 21.
4. Action Plan Email to
City
Council
Wayfinding: Simply helping find existing trails asap might create a real
shift in thinking. For example, the Lynch Creek Trail is a treasure
unknown to many folks, even cyclists. The SMART trail has excellent
signage once you find it, but we would be well served to quickly post
signs directing people from our main arteries, like Petaluma Boulevard,
to the trail. The plan envisions wayfinding as a 2026-27 project. It’s
been planned since 2008. Can we move faster?
See action item IB-10: Bicycle &
Pedestrian Wayfinding on pg. 23.
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Chapter Source Comment Response
4. Action Plan Email to
City
Council
Quick build: One further thought: as you know, despite the city’s
diligent efforts to involve residents in planning proposed changes, most
people pay little attention until something shows up on the street. So
I’d love to see a simple “quick build” or “tactical urbanism” toolkit that
would allow really temporary demonstration projects on streets.
Temporary as in a week or a month, using chalk and straw bales and
cones and flowerpots. For example, cones or even shrubs in pots that
might be placed on the perimeter of a proposed roundabout, with an
informational sign asking for feedback, could jump start a process.
Thanks for all you do! Just seeing the new bike racks all over town is
wonderful. I'm excited about the active transportation future of
Petaluma. Let it begin!
See action item EE-11: Open Streets &
Demonstration Projects on pg. 28.
4. Action Plan Email to
City
Council
Design standards: adopt interim (working) standards in Q3-25
(borrowedfrom other jurisdictions if necessary) to cover all upcoming
repaving projects. Petaluma is not so different from other municipalities
that we need to take 1-2 years to develop and begin implementing our
own version of the essential architecture for safe and complete streets.
Standardize designs in order to standardize simple project rollout
process; neighbors are notified in the same manner as they are now
with simple slurry seal jobs. There is no need for time-consuming,
expensive public engagement processes rehashing the same arguments
that should have been settled by this ATP.
An interim adoption would likely involve
as much effort as the update called for in
IP-2: Street & Trail Design Standards
Update.
4. Action Plan Email to
City
Council
Immediately research and pilot test "greenway paving" (repave travel
lanes only, not parking lanes) to reduce costs and speeds on Greenways.
Per advice from City Thread, set bold annual goals for mileage of
repaired sidewalks and low-stress bikeway completion.
This can be considered as part of IP-2:
Street & Trail Design Standards Update.
4. Action Plan Email to
City
Council
Work with Safe Streets Petaluma on public communications: webpage,
newsletter, navigation maps/wayfinding, and community celebration of
Success!
Comment noted.
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Chapter Source Comment Response
4. Action Plan Email to
City
Council
“The target years included here assume current staffing and funding
levels.” Understandable, but as per recommendations from City Thread,
we should be “setting bold goals" and aggressively pursuing necessary
funding.
Comment noted.
4. Action Plan Email to
City
Council
“Staff will maintain a spreadsheet of the Action Plan that tracks
progress on each item and is shared in an annual presentation to the
Pedestrian and Bicycle Advisory Committee.” This is good. It should be
more frequent than annually. If they don’t already have it, Staff should
develop some standard milestones that can be used for every project,
such as:. Conceptual Design Complete; Construction Drawings
Complete; Public Notified (assumes notification is all that is necessary;
there is no public “review” because design is determined by ATP and
City’s Design Standards); Contract Awarded; Construction Started;
Construction Complete and celebrated. This should include a dashboard
that displays these milestones, updated regularly, accessible to PBAC if
not the general public. This should enforce a culture and assumption of
on-time completion.
Comment noted. Staff will strive to
provide more regular updates through the
"Staff Comment" portion of the agenda at
monthly Pedestrian & Bicycle Advisory
Committee meetings.
4. Action Plan Email to
City
Council
IP-2a Street & Trail Design Standards
Update City Standards to incorporate best practices in safe, green, and
accessible street and trail design, focusing on implementing design
elements that reduce traffic speeds to 20 mph on neighborhood streets
and 15 mph on designated Neighborhood Greenways. Establish
quickbuild and hardscape standard details for safe streets elements.
Timing: 2026-27 Interim 2025, final 2026. Immediately obtain and pilot
test the best practices from other municipalities to cover the next round
of street resurfacing projects.Finalize standards ASAP in 2026. Petaluma
is not so different from other municipalities that we need to take 1-2
years to develop and begin implementing the essential architecture of
safe and complete streets.
An interim adoption would likely involve
as much effort as the update called for in
IP-2: Street & Trail Design Standards
Update.
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Chapter Source Comment Response
4. Action Plan Email to
City
Council
IP-2b: Neighborhood Greenway Construction Cost and Traffic Speed
Reduction
Pilot test implementation of a “Greenway Repaving” approach, treating
only the vehicle traffic lanes in the middle of the street. Timing: 2025-
2026 Stop spending precious resources making parking lanes suitable
for fast-moving cars and trucks. For a typical 32’ wide street, repaving a
16’ traffic strip down the middle will accomplish speed reduction while
reducing paving costs by 50%. For a onemile stretch of slurry sealing at
$.50/sq ft, that’s roughly $50,000 saved. For asphalt overlay, it would be
six figures. Preliminary research shows that this would not pose safety
risks or increase long-term costs. Parked cars don't need expensive
smooth streets. In addition, small sections of underutilized parking
lanes can be replaced with “tree parklets” to provide additional choke-
point traffic calming as well as all the benefits of street trees. This
should be tested ASAP on a stretch of street designated as a
Neighborhood Greenway in the ATP (e.g. St. Francis Drive). Since
Greenways are one of the three “legs” of the complete low-stress
mobility network “stool”, it’s important we find ways to effectively and
affordably calm these streets. Narrow lanes with "tree parking" pinch
points and chicanes should be the preferred method.
This can be considered as part of IP-2:
Street & Trail Design Standards Update.
4. Action Plan Email to
City
Council
IP-3: Safe Routes to Schools Audits
Kudos to the City (and SCBC and City schools) for quickly creating the
SRTS Task Force and completing these audits! We look forward to
seeing the lowest hanging fruit of these audits prioritized for
completion in the coming 12 months.
Comment noted.
4. Action Plan Email to
City
Council
IB-1 Priority Bikeway Buildout, IB-2 Sidewallk Gaps Complete priority
bikeways and sidewalk gaps identified in Chapter 5. Here, we should
follow the advice of City Thread and designate SMART targets for miles
completed. For bikeways, for example, City Thread had recommended
25 miles in 3 years, with 5 miles in the first year. Timing: set annual
mileage targets in 2025.
IB-1 and IB-2 have been updated with
mileage totals and target completion
years.
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Chapter Source Comment Response
4. Action Plan Email to
City
Council
EE-1: Safe Streets and Mobility Webpage and Newsletter, and EE-2
Active Transportation Maps
As a co-founder and a leader of Safe Streets Petaluma, I know we stand
ready to assist with this most welcome (and long overdue ) element of
Active Transportation. We have a large network of supporters and many
experienced communications volunteers who can help create content
and get out the word (and image).
Comment noted.
4. Action Plan Email to
City
Council
Capacity Building & Professional Development
This is SO IMPORTANT. So is establishing relationships with design firms
experienced in creating truly complete streets, not a 1960s approach to
traffic engineering.
Comment noted.
4. Action Plan Email to
City
Council
IP-1: Complete Streets Policy Update
As it's commonly used, the term "Complete Streets" is generally
understood to mean streets that accommodate active transportation
and transit as well as usual forms of motorized transport. We need to
clarify in our ATP that, here in Petaluma, our vision of Complete Streets
-- as stated in Cornerstone CLM-3 in our Blueprint for Climate Action
and Action #TP-1.2.1 in the General Plan Draft Transportation Policy
Framework -- embraces all of the above AND it includes consideration
of street trees and other vegetated areas, Low Impact Design (LID),
"green infrastructure," carbon sequestration, stormwater filtering,
Urban Heat Island Effect, etc.
IP-1 has been updated to also include
green infrastructure. See pg. 21.
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Chapter Source Comment Response
4. Action Plan Email to
City
Council
Action Item #IP-2: Street and Trail Design Standards Update:
The realization of many of our integrated objectives relies heavily on a
long-overdue update of our Street and Trail Design Standards. The city-
supported (2022) AIA-SDAT team recommended updating our Street
Design Standards “…last updated in 1996.” If done well, these Standards
will lead us (and our design consultants) more directly toward the
attainment of our multiple overlapping goals. The ATP needs to be more
specific in describing the purpose and scope of our Street and Trail
Design Standards. They need to: Design streets for a desired vehicle
speed without reliance on traffic calming “add-ons” like speed cushions
and speed limit signs. We need standards thatinclude the full range of
traffic calming measures, ie: chicanes, narrow travel lanes,
advisory/edge lanes, trees as traffic-calming devices, queuing,
gateways, raised crosswalks, pinch points, change of pavements, and
more. Help us creatively reduce the 33 million square feet of pavement
needing regular and ongoing maintenance, Incorporate trees and other
vegetation in our streetscapes. Give consideration to the urban heat
island effect. Divert polluted stormwater from our waterways and
infiltrate into planting areas. Achieve Goal #3 of the ATP: Beautiful,
Inviting, and Comfortable Streets, Sidewalks, and Trails.” The addition to
our streetscape of flex-posts, signage, striping, speed cushions,
rectangular rapid flashing beacons, etc. tends to detract from, rather
than enhance, the beauty of our streets, sidewalks, and trails.
Allow/encourage Quick Build projects that are implemented in days or
weeks --and last for days or weeks Allow community members to do
projects of limited scope (like street art and parklets) within the city
right-of-way. Go beyond industry “best practices” and instead explore
the boundaries of what’s possible.
Comment noted.
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Chapter Source Comment Response
4. Action Plan Email to
City
Council
Mobility Priority Policy:
A policy that appears elsewhere and needs to be affirmed in the ATP:
The Mobility Priority Policy that appears in the General Plan Draft
Transportation Policy Framework, Action TP-1.1.1 reads, “Prioritize
citywide mobility of people rather than single-occupancy vehicles in
transportation and land-use based planning and decision-making.
Develop a modal priority map that prioritizes travel modes and their
interconnectivity in the following order: 1) walk (walking and persons
with disabilities); 2) micromobility (bicycles [standard and e-bikes] and
scooters); 3) transit and shuttle; 4) drop-off and pick-up (ride share and
taxi); and 5) auto (motorcycle, carpool/vanpool, carshare, and SOV).”
This same idea is echoed in the 2022 MTC Complete Streets Policy
which states that Complete Streets “…maximiz[e] the use of the existing
public right-of-way by prioritizing space-efficient forms of mobility
(walking, cycling, shared mobility and public transit) over space
intensive modes (single occupancy auto travel).”
Staff recommends considering this as part
of a Complete Streets Policy and/or
through the General Plan Update. IP-1:
Complete Streets Policy Update has been
updated to reflect this possibility. See pg.
21.
4. Action Plan Email to
City
Council
Increase staff and funding for Complete Streets: In creating a Safe
Streets and Mobility Division with the Department of Public Works and
Utilities, the city acknowledges the many benefits of Complete Streets.
While we struggle to keep up with maintenance of the physical
infrastructure (underground utilities, pavement, wastewater treatment,
etc.) that we have inherited from past generations, we must
concurrently prioritize the building of our Complete Streets future. If we
hope to realize our goals, we have to build out our Safe Streets and
Mobility Division and provide them with resources to act on the
mandate that we have articulated in our ATP.
Comment noted.
4. Action Plan Email to
Staff
p.17 Language seems a bit technical (and on subsequent pages). Could
be presented in simpler, ‘layman’s” language?
Comment noted.
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Chapter Source Comment Response
4. Action Plan Email to
Staff
p.18 Does further lane reductions make sense with increased traffic
volume? “Traffic calming” with poor signage has created dangerous
choke points at rush hour.
Traffic impacts are taken into
consideration with all projects and
weighed alongside safety benefits. Staff
analyzes both current and projected
future traffic volumes that assume full
buildout of the City's General Plan. To
date, no lane reductions ("road diets")
have been implemented or proposed on
streets that exceed the FHWA's threshold
of 18-20,000 vehicles/day, which is where
adverse congestion impacts can occur.
4. Action Plan Email to
Staff
Isn’t it possible to complete these bikeways before 2030-’31? With over $28m in priority bikeway
projects identified, funding will be a
determining factor as to how quickly
these projects are delivered.
4. Action Plan Email to
Staff
p.20 IB-15 What about current parking? Unfortunately, the City does not have a
mechanism through which it can require
upgraded bike parking at existing
developments. IB-17 will explore ways to
incentivize upgraded bike parking at
existing developments.
4. Action Plan Email to
Staff
p.22 IM-3 This is VERY important—McDowell especially. Comment noted.
4. Action Plan Email to
Staff
p.23 EE-2 Yes, need current, accurate maps. Can’t find these easily on
the website.
Comment noted.
4. Action Plan Email to
Staff
p.24 EE-12 Yes, essential for adults too. Nearly every day, I see people
of all ages operating “micro mobility” vehicles above safe speeds. More
importantly, many are operating these without having ridden a
conventional bike before or taken any training on their vehicle. This is a
serious problem—both in our parks and on our streets and paths. Speed
+ inexperience is a recipe for a crash.
Comment noted.
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APPENDICES | 78
Chapter Source Comment Response
4. Action Plan Email to
Staff
I was just going through the ATP in advance of the Council meeting and
noted an item that should be edited. In the policy section: EE-14.
Mobility Options for Large Events - Our Safe Routes to School program
would NOT be the appropriate partner for this, I suggest replace with
Sonoma County Bicycle Coalition. Thanks!
Comment addressed; see pg. 29.
4. Action Plan Email to
Staff
Immediately revise design standards to apply to all street projects.
Those standards must: give priority to bikes/pedestrians over cars and
trucks; include green/natural systems such as street trees, vegetated
areas, and stormwater management; design our streets for the desired
vehicle speed without reliance on traffic calming “add-ons” like speed
bumps and speed limit signs; save taxpayer money while reducing
vehicle speeds by creatively reducing the millions of square feet of
pavement needing regular and ongoing maintenance.
See IP-2: Street & Trail Design Standards
Update on pg. 21.
4. Action Plan Email to
Staff
Second: Today, I tabled for Safe Streets Petaluma at the Cool Petaluma
Future Fest event. I focused on Tree Parking and Greenway Paving
since they are unfamiliar ideas to most people. The reaction of dozens
of people I talked with was uniformly enthusiastic. They agreed "we
have too much pavement in this town, and cars go too fast." The Tree
Parking and Greenway Paving ideas address both of these. They should
be vigorously explored and pursued. I spoke with a PBAC member who
told me PBAC was forming an ad-hoc committee to develop
Neighborhood Greenway standards. "Hooray!" I told him. "I volunteer
as a citizen member."
This can be considered as part of IP-2:
Street & Trail Design Standards Update.
4. Action Plan Email to
Staff
This plan includes 36 separate projects for Public Works (34 incomplete
or ongoing). This is a tremendous amount of work on top of their core
mission. I am seriously concerned that this approach lacks the specificity
and focus required to achieve meaningful positive change. If I were a
member of the public works team this plan would feel very
overwhelming. In contrast, if it contained a small number of highly
specific, focused and achievable goals I would feel empowered.
Comment noted.
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Chapter Source Comment Response
4. Action Plan Email to
Staff
Pg. 17 IP-1: “wherever feasible” is too broad of an out. Suggest
replacing with “on every city street”.
See explanation of on-street bikeway
design process on pg. 43.
4. Action Plan Email to
Staff
IP-2: this is the meat and potatoes of this plan and the only item with
real potential to achieve the Vision Zero goal. There is much room for
improvement in the existing street design standards that should be
identified in this plan. Some ideas are: a) vehicle lane widths should be
reduced to legally permissible minimum b) crosswalks should be
required at a regular, frequent interval, c) bulb outs for landscaping
should be required at a regular, frequent interval, d) design speeds
should be reduced to a legally permissible minimum, e)bicycle lanes
should be required on all residential streets.
Comment noted.
4. Action Plan Email to
Staff
That said, the existing street design standards are actually pretty good
with 40-44% of the right of way dedicated to non-motor-vehicle
purposes and travel lanes as narrow as 8 feet. If residential streets were
actually built to this existing standard we would be well on our way to
achieve active transportation goals. Missing from this plan is any means
of enforcing the existing design standard. I understand that retrofitting
the entire city is not a realistic near- or even medium-term goal but we
have programs like the ADA which have achieved tremendous success
by requiring implementation one building permit at a time. A similar
approach could work for Petaluma if any capital improvement project
(or even just resurfacing?) on a city right of way were to trigger
compliance with street design standards.
This can be considered as part of IP-2:
Street & Trail Design Standards Update.
4. Action Plan Email to
Staff
IB-3: Will these project maps be part of the ATP? We already know
which streets are target candidates. A draft map to identify existing
overbuild (e.g., Caulfield, Ely, Sonoma Mountain Parkway, McDowell)
would help to keep momentum.
IB-3 has been updated with known street
segments and a mileage total. See pg. 22.
4. Action Plan Email to
Staff
IB-5: Add plans to make all crosswalks controlled on streets with limit
>25mph.
Adding stop or signal controls to
crosswalks requires meeting stop or signal
warrants. This approach is not
recommended.
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Chapter Source Comment Response
4. Action Plan Email to
Staff
IB-6: Petaluma should take a leadership position and consider exceeding
AB 413 requirements. Areas where 20 feet of no parking have already
been implemented only feel marginally more safe. 40-60 feet would
take back a significant portion of our public right-of-way, making space
for productive use (landscaping?) and dramatically improving visibility
around intersections. Also, remove exception for intersections with bulb
outs. The goal is to improve visibility; any large obstructions are safety
hazards whether or not there is a narrower crosswalk.
This can be considered as part of IP-2:
Street & Trail Design Standards Update.
4. Action Plan Email to
Staff
IB-8: If right on red is dangerous let’s just move to implementation. If
it’s not dangerous then this can be removed from the plan. Suggest
removing “evaluate”.
IB-8 has been removed and added to IB-7:
Signalized Intersection Improvements. See
pg. 23.
4. Action Plan Email to
Staff
IB-9: If creating an inventory is only a 40-80 hour task consider moving
this to 2025-2026. If we take 2-3 years to just create an inventory it’ll
take us 2-3 decades to fix the problem.
Inventorying all curb ramps in the City is
expected to be a large undertaking that
will require at least 200 hours. The target
completion year has been moved up to
2026-27. See pg. 23.
4. Action Plan Email to
Staff
IB-10: Petaluma should take a leadership position and consider
exceeding AB 43.
This is not allowed by state law.
4. Action Plan Email to
Staff
IB-13: Active lighting is expensive to install and maintain and disruptive
to wildlife. Portable lighting is inexpensive and ubiquitous. Consider
amending to remove permanent electric lights.
Solar versus wired lighting will be
considered on a case-by-case basis based
on budget availability, usership,
environmental factors, and engineering
complexity.
4. Action Plan Email to
Staff
IB-14: 15mph is way too fast for trails inside the city. Cyclists who can
maintain 15mph should be on city streets. 10mph is plenty.
15 MPH is generally established as the
speed limit on Class 1 multi-use
trails/pathways where they have been
adopted, including in Marin County.
Advisory or regulatory signage can be
used to establish or advise slower speeds
in areas with high foot traffic, blind
corners, curves, etc.
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Chapter Source Comment Response
4. Action Plan Email to
Staff
IB-15: Consider adding bike parking to any parking ratio requirements to
allow developers to satisfy requirements with bike parking instead of
motor vehicle parking.
Comment noted.
4. Action Plan Email to
Staff
IB-18: I’m very, very much in favor of public art but it doesn’t seem like
it belongs in a transportation plan unless it’s specifically to decorate
busses or bike lanes. Suggest removing.
This action item supports goal 3:
Beautiful, Inviting, and Comfortable
Streets, Sidewalks, and Trails.
4. Action Plan Project
Webpage
Can IP-1 be expanded to include list the green infrastructure elements
as outlined in the Blueprint in AT-1e: Update City's Complete Streets
Policy to align with Metropolitan Transportation Commission's Revised
2022 Complete Streets Policy. Along with standards to ensure safe
travel and improved connectivity, incorporate specifications for tree
canopy, landscape planting and management, stormwater
management, removal of impervious cover, and other key criteria.
Thank you for the consideration!
IP-1 has been updated to also include
green infrastructure.
5. Proposed
Infrastructure
Improvements
Email to
PBAC/PC
What can we do to accelerate the Washington St Corridor Study? As noted on pg. 34, "Corridor studies
should be conducted in anticipation of
implementation opportunities, such as
upcoming paving projects." E. Washington
St. is noted as the second highest priority
corridor study behind Lakeville, which is
currently underway.
5. Proposed
Infrastructure
Improvements
Email to
PBAC/PC
I love the focus on the Petaluma River Trail. This will be an essential part
of Petaluma’s future active transportation infrastructure, and deserves
significant attention and investment.
Comment noted.
5. Proposed
Infrastructure
Improvements
Email to
PBAC/PC
I deeply appreciate the proposed Class IV protected bike lanes, around
the high injury network, on streets like Lakeville, Washington St, Bodega
Ave, East D St, and some sections of Petaluma Blvd. Those are all
dangerous roads which are an impediment to people using active
transportation in Petaluma. Adding protected bike lanes will make it
safer for everyone.
Comment noted.
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APPENDICES | 82
Chapter Source Comment Response
5. Proposed
Infrastructure
Improvements
Email to
PBAC/PC
It is inspiring to see how many bike facilities will be built, very close to
where all Petalumans live.
Comment noted.
5. Proposed
Infrastructure
Improvements
Email to
PBAC/PC
Please advocate for a rapid start and completion of a E. Washington
Corridor Study. The Bikeway Network map indicates that a large portion
of E. Washington (& Washington) is indicated for a Corridor Study. This
is a major throughway and the location of many incidents (it is included
among the High Incident Network routes in town).
As noted on pg. 34, "Corridor studies
should be conducted in anticipation of
implementation opportunities, such as
upcoming paving projects." E. Washington
St. is noted as the second highest priority
corridor study behind Lakeville, which is
currently underway.
5. Proposed
Infrastructure
Improvements
Email to
TAC
Please advocate for a rapid start and completion of the E. Washington
Corridor Study.
As noted on pg. 34, "Corridor studies
should be conducted in anticipation of
implementation opportunities, such as
upcoming paving projects." E. Washington
St. is noted as the second highest priority
corridor study behind Lakeville, which is
currently underway.
5. Proposed
Infrastructure
Improvements
Email to
TAC
Page 8 of the draft ATP indicates the serious safety concerns for
pedestrians and bicyclists on E. Washington. Travel to/from McKinley
School is served by E Washington, which is noted as a High Injury
Network in Sonoma County. The safety of active transportation along
this route is critical, which is deeply integrated with safe and reliable
public transportation, particularly for schools.
As noted on pg. 34, "Corridor studies
should be conducted in anticipation of
implementation opportunities, such as
upcoming paving projects." E. Washington
St. is noted as the second highest priority
corridor study behind Lakeville, which is
currently underway.
5. Proposed
Infrastructure
Improvements
Email to
TAC
It is great to see the portion from Petaluma Blvd N - Lakeville St slated
for a protected bikeway (page 33 of the draft ATP). However, active
transportation improvements like these must rapidly be completed
from the portion between Lakeville and McDowell as this serves a huge
number of businesses, major events at the Fairgrounds, the train
station, schools, and more.
Unlike the section between Petaluma
Blvd. N. and Lakeville St., there does not
appear to be sufficient right-of-way to add
bike lanes without significant
reconfiguration of E. Washington St.
between Lakeville St. and N. McDowell
Blvd.
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Chapter Source Comment Response
5. Proposed
Infrastructure
Improvements
Email to
TAC
The Bikeway Network map indicates that a large portion of E.
Washington (& Washington) is indicated for a Corridor Study. We
cannot delay safety improvements to E. Washington. E Washington
needs to be a top priority, not only for the critical safety concerns but
also to facilitate economic vitality along this commerce corridor and as
an inviting gateway into our historic downtown.
Unlike the section between Petaluma
Blvd. N. and Lakeville St., there does not
appear to be sufficient right-of-way to add
bike lanes without significant
reconfiguration of E. Washington St.
between Lakeville St. and N. McDowell
Blvd. Options for this space-constrained
section of E. Washington Street will be
explored through a future corridor study.
5. Proposed
Infrastructure
Improvements
Email to
City
Council
Prioritization: I don’t know how to understand the “bikeway
prioritization” chart. For example, it looks like Petaluma River Trail is
priority one. I’m not clear on where it is or why it is a priority.
Please refer to the prioritization criteria
on pg. 38.
5. Proposed
Infrastructure
Improvements
Email to
City
Council
My personal priorities as a cyclist are: 1. A safe-ish route from Mountain
View Av to Lynch Creek Trail. Will we be wayfinding via the 5th Street
Greenway, or 2nd Street, or the Boulevard? Which route will be
prioritized and signed? Can we use traffic signal modifications to make
crossing Washington at Water Street a safer option?
Wayfinding is envisioned throughout the
system and as new bikeways are
implemented. Given the high degree of
connectivity envisioned in the proposed
network, there will likely be multiple
route options for most trips. A new
crossing of E. Washington Street at Water
Street is the current #24 ranked proposed
bikeway project in the prioritization table
on pg. 39.
5. Proposed
Infrastructure
Improvements
Email to
City
Council
2. A safe route under the Hwy 116 overpass so I can cycle to Kaiser. Is
this on the list? (Is this actually number one???)
This is the current #1 ranked proposed
bikeway project in the prioritization table
on pg. 39.
5. Proposed
Infrastructure
Improvements
Email to
City
Council
3. A safe, convenient crossing of McDowell at the Lynch Creek Trail. Our
city manager recently publicized four options that were studied for
crossing McDowell at the Lynch Creek Trail. I was hoping I would find on
the ATP info on what option will be pursued.
This is the current #12 ranked proposed
bikeway project in the prioritization table
on pg. 39.
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Chapter Source Comment Response
5. Proposed
Infrastructure
Improvements
Email to
City
Council
Can we make the plan priorities clearer and more immediately exciting
to Petalumans like me who won’t perhaps understand what the lists of
locations mean or how the planned routes will be prioritized?
Communication: I think that even picking out, say, five priority projects
and communicating them to residents would help generate the
excitement the new plan deserves.
A new map has been added highlighting
the locations of priority projects. See pg.
42.
5. Proposed
Infrastructure
Improvements
Email to
City
Council
Design consultants: Fortified with a set of Street and Trail Design
Standards that address all of the elements that are important to us, we
need to ensure that the third-party design consultants who are
responsible for our street designs are on the same page as us. It’s
unlikely that we will get the Complete Streets results we envision if we
entrust the design of our streetscapes to consultants whose training
and priorities aren’t in line with our needs and priorities. We need to
work with consultants whose design practice integrates landscape
design,arboriculture, stormwater/low-impact design (LID) best
practices, placemaking, etc. with the requisite traffic engineering and
civil engineering.
Comment noted.
5. Proposed
Infrastructure
Improvements
Email to
Staff
p.32 Multi-use trails can include both paved and un-paved surfaces.
Need to educate the public about cyclists rights (and duties) in sharing
these routes. A few a re ‘offended’ when they see a cyclist on a paved
path—even if it’s part of the recognized trail.
See action item IB-14: Multi-Use Trail
Etiquette & Speed Limit Signage on pg. 24.
5. Proposed
Infrastructure
Improvements
Email to
Staff
*The approach on the southbound bike path on PBS, leading to the
south freeway overpass is painted across two lanes of traffic (moving 45
mph or higher). This is patently unsafe. If you want to maintain that
crossing in that fashion, there needs to be a blinking warning signal
much earlier on PBS, with a visible blinking sign at the cross—which is
enforced. Traffic MUST allow cyclists to cross there, safely
This is a County-owned section of
Petaluma Boulevard South. This request
has been forwarded to their staff.
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Chapter Source Comment Response
5. Proposed
Infrastructure
Improvements
Email to
Staff
*At the south bound bike lane @ the intersection of McDowell and
Lakeville, the button for the crossing signal is 15 yards from the bike
lane. This requires most cyclists to dis-mount, walk to and push the
button, walk their bike back into the bike lane and still cross four lanes
of Lakeville before the signal turns red. Move the signal button next to
the bike lane (example—South Point and Mc Dowell).
The City is implementing camera
detection at signalized intersections,
rendering magnetic loop detectors and
bicycle push buttons obsolete. However,
this is a Caltrans-owned signalized
intersection. This request has been
forwarded to their staff.
5. Proposed
Infrastructure
Improvements
Email to
Staff
I’m so excited about the direction Petaluma is moving in terms of
pedestrian and cyclist safety. The ATP brochure and map looks fantastic.
We live by the airport and often feel very isolated from family friendly
bicycle connections to other parts of the city. The Lynch creek crossing
at Sonoma Mountain parkway is going to make a big difference when
our son starts attending MckKinley elementary. We will hopefully feel
safe biking home from school! And, as a cyclist myself, the thought of
improvements at D street and Lakeville makes me very happy! Thank
you for moving this plan forward! I also want to follow up that I hope
the crossing design for lynch creek trail and Sonoma mountain will be
similar to that of Washington creek and Ely, with the pedestrian refuge
island. Although, the safest option may even be a HAWK signal.
This is the current #13 ranked proposed
bikeway project in the prioritization table
on pg. 39. A median island is planned, in
accordance with the table on page 53.
5. Proposed
Infrastructure
Improvements
Email to
Staff
In accordance with best practices outlined in the Urban Forestry
Management Plan, tree canopy and landscaping should be incorporated
into active transportation projects wherever feasible and appropriate,
to enhance comfort, safety, and resilience.
Comment addressed; see pg. 4.
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Chapter Source Comment Response
5. Proposed
Infrastructure
Improvements
Email to
Staff
Thank you for all the work that’s gone into the Active Transportation
Plan. It’s been encouraging to see so many community voices reflected
in the process. I’ve submitted several letters and spoken during public
comment, and I truly appreciate the opportunity to stay engaged. That
said, I was hopeful to see the first block of Keokuk Street included in the
bike network by now, and was disappointed to find it still left out in the
latest version presented at Future Fest. This block plays an important
role for people walking, biking, skateboarding—and especially for
schoolchildren from St. Vincent’s. It also sees regular speeding (up to 50
mph) and frequent stop sign violations at Prospect, which makes it a
strong candidate for a safe and slow street designation. I’d love to
better understand what the next steps might be to get this block
prioritized as a safe and slow street going forward, and how we can
work together to make that happen. Thanks again for your time and
commitment to a safer, more connected city.
Staff does not feel that this block of
Keokuk Street would be appropriate for a
proposed bikeway given the lack of
connectivity it provides onto or south of
Washington St. The block may still be
considered for traffic calming
improvements through the Safe Streets
Nomination Program:
cityofpetaluma.org/ssnp
5. Proposed
Infrastructure
Improvements
Email to
Staff
I have a few more suggestions for the transportation plan in petaluma:
A safe crossing from east to west across sonoma mountain for
bikes/ped— currently the speed limit is 40mph which is too fast to react
to something like a blinking light, bike, unexpected obstacle etc. Kids
cross for access to schools and soon the planned skate park. they need a
safe way to do it. i’ve witness one recent accident and heard of another
in the last month— both high speed causing airbags to deploy in cars
trying to turn into or off of sonoma mountain parkway. the turns are so
dangerous for residents in the area— i suggest closing off some of these
side streets so that cars can safely enter at a light (Ranier) vs speeding
onto the parkway at Clary Way. Poor visibility and super sketchy. I
suggest making these lanes narrower so that cars would naturally slow
down va dropping to speed limit to 35 and enforcing it. thanks for your
help on these important issues.
A new Lynch Creek Trail crossing of
Sonoma Mountain Parkway is the #13
ranked proposed bikeway project in the
prioritization table on pg. 39.
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Chapter Source Comment Response
5. Proposed
Infrastructure
Improvements
Email to
Staff
I enjoyed visiting your booth at the Future Fest today and would like to
make the following recommendation: As a bike rider, I bike along Water
Street and cross Washington Street to access the bike path to the east
side. It's very unsafe to cross at that spot. The options are to go up to
Petaluma Boulevard or down to the Eagle Shopping Center to cross and
are pretty inconvenient as it requires riding on busy and hectic
Washington Street. I highly recommend that a crosswalk be installed at
the intersection of Water and Washington Streets. Thank you for your
consideration.
This is the current #24 ranked proposed
bikeway project in the prioritization table
on pg. 39.
5. Proposed
Infrastructure
Improvements
Project
Webpage
Thanks for this careful study and planning. We walk and ride our bikes
from the Eastside to downtown on the Lynch Creek Trail, which is great
but could use some improvements. Some of the needs I see to improve
the Lynch Creek Trail: reduce the speeds, safe crossing apparatus,
please add a stoplight at Clary Way / Castle Drive to cross SoMo Pkwy
A new Lynch Creek Trail crossing of
Sonoma Mountain Parkway is the #13
ranked proposed bikeway project in the
prioritization table on pg. 39. Staff will
conduct a signal warrant study for Clary
Way / Castle Dr, although if one is
warranted, the project would require
funding. The Active Transportation Plan
does not identify new signalized
intersection locations.
6.
Implementation
Email to
Staff
Facilitate a repaving project rollout process that avoids unnecessary and
expensive delays. Ensure that third-party design consultants who are
responsible for our street designs are willing and able to follow these
standards. Provide for adequate staffing and budget to meet these
goals Set bold annual goals for mileage of repaired sidewalks and low-
stress bikeway completion.
Comment noted.
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