Attachment 2 - Existing Conditions Report

Santa Rosa City Council
March 24, 2026

Document: Attachment 2 - Existing Conditions Report
Meeting: March 24, 2026
Body: Santa Rosa City Council
Original file: 30.9 MB

Text extracted from the city's file for reading and search. Open the original on www.srcity.org. That file is the official record.

SOUTH SANTA ROSA

SPECIFIC PLAN

EXISTING CONDITIONS REPORT
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TABLE OF CONTENTS
INTRODUCTION ................................................................................................... 4 Background ....................................................................................................................................................... 1 Overview ........................................................................................................................................................... 1 Navigating the Document ......................................................................................................................................... 6 History of the Plan Area ........................................................................................................................................... 7 DEMOGRAPHIC & ECONOMIC OVERVIEW ............................................................ 9 Population Characteristics ...................................................................................................................................... 10 Health Equity .......................................................................................................................................................... 10 Housing Proﬁle........................................................................................................................................................ 15 Employment Characteristics ................................................................................................................................... 15 Market Analysis ...................................................................................................................................................... 19 URBAN FORM & LAND USE ................................................................................ 26 Urban Form ............................................................................................................................................................. 27 Activity Nodes ......................................................................................................................................................... 27 Edges, Gateways and Landmarks ........................................................................................................................... 27 Paths and Connectivity ........................................................................................................................................... 28 Districts, Land Uses and Building Intensities .......................................................................................................... 29 General Plan Land Use ............................................................................................................................................ 36 Zoning ............................................................................................................................................................. 37 CIRCULATION .................................................................................................... 38 Regulatory Framework ........................................................................................................................................... 39 Existing Street Network .......................................................................................................................................... 40 Existing Bicycle & Pedestrian Network ................................................................................................................... 41 Existing Transit Network ......................................................................................................................................... 44 Currently Planned Roadway Improvements .......................................................................................................... 46 Vehicle Miles Traveled ............................................................................................................................................ 46 Existing Intersections Level of Service .................................................................................................................... 47 Safety Considerations ............................................................................................................................................. 48 Evacuation Considerations ..................................................................................................................................... 49 PUBLIC SERVICES & INFRASTRUCTURE ............................................................... 50 Essential Services .................................................................................................................................................... 51 Infrastructure .......................................................................................................................................................... 52 RESILIENCE & CLIMATE ADAPTATION ................................................................. 65 Plan Integration ................................ ...................................................................................................................... 66 Natural Hazard Vulnerability .................................................................................................................................. 66 Noise ............................................................................................................................................................... 71 Biological Resources ............................................................................................................................................... 71 Agricultural and Forest Resources .......................................................................................................................... 73 Air Quality ............................................................................................................................................................... 73 Scenic Resources ............................................................................................................................................. 74 Environmental Justice ............................................................................................................................................. 75 Hazardous Materials and Sites ............................................................................................................................... 75 Historic 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REGULATORY FRAMEWORK ............................................................................... 76 Policy Framework ................................................................................................................................................... 77 CONCLUSION ..................................................................................................... 85 Challenges ............................................................................................................................................................... 86 Opportunities .......................................................................................................................................................... 86

TABLE OF FIGURES
Figure 1. South Santa Rosa Speciﬁc Plan Area ............................................................................... 2 Figure 2. Designated PDAs within Plan Area ................................................................................. 4 Figure 3. Neighborhood Map ......................................................................................................... 5 Figure 4. Equity Priority Communities ......................................................................................... 13 Figure 5. Disadvantaged Unincorporated Communities .............................................................. 14 Figure 6. Neighborhood Areas ..................................................................................................... 30 Figure 7. Building Heights ............................................................................................................. 31 Figure 8. Existing Land Use ........................................................................................................... 32 Figure 9. Vacant Parcels ................................................................................................................ 35 Figure 10. Existing and Proposed Bicycle Facilities ...................................................................... 44 Figure 11. City of Santa Rosa Existing Water System .................................................................. 53 Figure 12. City of Santa Rosa Service Area with Associated SCWA Infrastructure ..................... 54 F
igure 13. Recycled Water Service Area ....................................................................................... 54 Figure 14. Santa Rosa Regional System ....................................................................................... 60 Figure 15. FEMA Floodplains ........................................................................................................ 68 Figure 16. Fire Hazard Severity Zones .......................................................................................... 69 Figure 17. Fault Zones ................................................................................................................... 70

APPENDICES
APPENDIX A - FEHR & PEERS – EXISTING CONDITIONS REPORT

APPENDIX B - WATEARTH EXHIBITS
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INTRODUCTION
M
ural at The Hattery of Sonoma Country, 1240 Petaluma Hill Road, Santa Rosa EXISTING CONDITIONS REPORT | INTRODUCTION
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B
ackground
For several decades, land within the South Santa Rosa Speciﬁc Plan Area (Figure 1) has been developed without the beneﬁt of a comprehensive eﬀort to plan for multimodal circulation, land use, infrastructure, or the location of community facilities such as parks, schools, and libraries. In accordance with Action 2-1.9 of the Draft City of Santa Rosa General Plan 2050, the South Santa Rosa Speciﬁc Plan (hereafter referred to as either the 'SSRSP' or 'Speciﬁc Plan') is needed to identify and accommodate City needs before considering annexation of this area. The objective of the Speciﬁc Plan is to develop a vision for land use, circulation and infrastructure, including development and public realm standards, com munity and health/equity policies, and capital improvements, coupled with necessary implementation actions and investment priorities.

The Plan Area contains two separate Priority Development Areas (PDAs). PDAs are speciﬁc areas identiﬁed within regional planning frameworks, such as the Metropolitan Transportation Commission’s (MTC) Plan Bay Area 2050, designated to support growth that is compact, walkable, and oriented around public transit. PDAs are typically located near major transit hubs and are intended to encourage development that reduces reliance on cars, promotes accessibility, and aligns with sustainability goals. The Mendocino Avenue/Santa Rosa Avenue PDA extends beyond the northern edge of the Plan Area at Santa Rosa Avenue and Highway 12 and is immediately abutted by the County of Sonoma Santa Rosa Avenue PDA which extends south to the City of Rohnert Park’s northern boundary (Figure 2). The primary portions of the Plan Area not covered by PDAs are west of Highway 101, including portions of the greater Moorland and Bellevue neighborhoods (Figure 3).

Overview
A specific plan is a planning document that implements the goals and policies of the City's General Plan. Specific Plans guide the development of a particular geographic area of the city. The SSRSP will guide the future development of a 1,900 -acre area in southern Santa Rosa, identifying land use and transportation improvements to serve people who live, work, and play in the area. The plan covers parts of the community around Santa Rosa Avenue within the City of Santa Rosa and unincorporated Sonoma County, as well as the unincorporated County area on the west side of Hwy 101, including the Moorland and industrial neighborhoods. The SSRSP seeks community input to guide the development of facilities, ensure equitable outreach to diverse groups, prepare an anti -displacement strategy for affordable housing, and support existing transit services. A policy framework will be created to support community health, balanced neighborhoods, transportation, affordable housing, economic resilience, and equity.

T
he SSRSP will play a foundational role in regulating land use in the Plan Area; it will be a high - level planning document that provides direction for all zoning regulations, ordinances, and guidelines. The goals and policies throughout the SSRSP will be interrelated and should be considered together when making decisions related to land use, mobility, growth, and development.

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An Existing Conditions Report (ECR) is a comprehensive document analyzing the current state of a geographic area. This ECR serves as the foundation for the SSRSP and describes economic conditions, demographic composition, urban form, land use, circulation, public services, infrastructure, and climate adaptation. The ECR will also describe the regulatory framework that applies to each of these topic areas The report presents the existing conditions, challenges, and opportunities in the project area and is crucial for making informed decisions during the planning process. Ultimately, this report will help to shape the strategies and policies of the SSRSP to align with the existing context and community needs.

Some terms used throughout the SSRSP Existing Conditions Report include:
• Density: The number of dwelling units (du) within a deﬁned area, commonly measured as dwelling units per acre (du/acre).
• Dwelling Unit: A structure designed for people to live in, such as a house, apartment, or other independent living space. It is the basic residential structure where individuals or families reside and is also often referred to as a housing unit. • Floor Area Ratio: Floor Area Ratio (FAR) is the measurement of a building’s ﬂoor area in relation to the size of the lot/parcel.
• General Plan: A general plan is a city or county’s blueprint or constitution for development, required by California state law.
• Land Use Designation: A land use designation identiﬁes the general type of use (e.g., residential, commercial, industrial) and the intensity of the use allowed on a property, set by a General Plan. For residential uses, intensity is typically measured in dwelling units per acre.

For non-residential uses (e.g., stores and warehouses), intensity is regulated through zoning standards such as maximum building heights, lot coverage limits, setback requirements, and parking standards. These regulations collectively control the size and scale of non-residential buildings, ensuring they are compatible with surrounding uses and align with the City's planning objectives.
• Metropolitan Transportation Commission (MTC): The Metropolitan Transportation Commission (MTC) is the transportation planning, ﬁnancing and coordinating agency for the nine-county San Francisco Bay Area. MTC was created by the California Legislature in 1970 to plan, ﬁnance, and coordinate the Bay Area’s transportation system. • Mixed-Use Development: The arrangement or construction of a piece of land, building, or structure that combines two or more diﬀerent purposes. These purposes can include, but are not limited to, places for living, oﬃces, stores, and public spaces. • Transit Oriented Development (TOD): A way of planning neighborhoods and cities that center around public transportation, like trains or buses. The term describes the idea of building homes, oﬃces, and stores close to these transit spots, so that it is easy for people to live, work, shop, and play without needing a car. Transit-oriented development is also referred to as transit-oriented communities and transit-oriented neighborhoods. • Zoning: The process of dividing a city into diﬀerent districts or “zones”, each with a speciﬁc set of rules. Zoning helps control the type of buildings and activities permitted in diﬀerent areas.
• Greenhouse gas (GHG): Greenhouse gases are gases that trap heat in the atmosphere.

The following three figures provide an overview of the jurisdictional boundaries, existing EXISTING CONDITIONS REPORT | INTRODUCTION
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public services, MTC’s designated Priority Development Areas, and approximate locations of neighborhoods in the Plan Area.

Figure 1. South Santa Rosa Speciﬁc Plan Area

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Figure 2. Designated PDAs within Plan Area

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Figure 3. Neighborhood Map

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Format and Contents
The Existing Conditions Report provides an overview of the baseline (year 2025) and contains eight sections organized by topic area. The information contained in each section is summarized below.

1. Introduction - This section provides a description of the current Plan Area, a summary of the history of the Plan Area, why the plan is needed, a summary of the topics covered in this Existing Conditions report, and a deﬁnition of terms used commonly throughout the report.

2. Demographic & Economic Overview - This section provides an overview of the demographic, housing, and economic proﬁle of the Plan Area. This includes characteristics of the area’s population such as age, sex, race, and disability status. It also includes information about environmental hazards, housing, and employment such as empl oyment rates and major employers in the area.

3. Urban Form & Land Use - This section describes and analyzes existing land use in the Plan area. This includes land use designations set in Santa Rosa General Plan and Sonoma County General Plan 2020, and zoning designations per City and County ordinances. It also describes the character of the existing urban developments based on density, design, and other qualities.

4. Circulation - This section describes the existing circulation network within the Plan Area, including the existing street, bicycle, pedestrian, and transit network. You will also ﬁnd information about major roadways, traﬃc levels and safety, major transit providers, and data on how people in the Plan Area travel.

5. Public Services and Infrastructure - This section provides information about key assets and existing services in and around the Plan Area such as schools, libraries, ﬁreﬁghting facilities, and community spaces or businesses that are important to residents in the Plan Area. This section also includes information about vital services and infrastructure such as water, wastewater, solid waste, stormwater, and broadband.

6. Resilience & Climate Adaptation - This section outlines the environmental conditions and hazards in the Plan Area such as major fault lines, wildﬁre hazard zones, ﬂood risk, climate adaptation, and noise levels.

7. Regulatory Framework - This section provides an overview of planning documents, ordinances, and other regulations that aﬀect land use and urban development in the Plan Area, including a summary of applicable policies in the Santa Rosa General Plan and Sonoma County General Plan 2020.

8. Conclusion - This section provides a recap of the information provided within this Existing Conditions Report.

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History of the Plan Area
The SSRSP area encompasses approximately 1,900 acres, including about 1,400 acres of unincorporated County land. The Northern boundary of the Plan Area extends to the U.S.

Highway 101 and State Highway 12 interchange. The Northwestern boundary of the Plan Area runs along Highway 101, and the Southwestern portion of the Plan Area extends as far West as Juniper Avenue. The Eastern boundary
of the Plan Area does not border any
major roadways, but it loosely follows
Petaluma Hill Road. The Plan area
extends as far South as the Santa Rosa
Avenue and Roberts Lake Road
intersection.

Santa Rosa, which translates to "Saint
Rose" in Spanish, was established in
1833 and incorporated in 1867. Prior to
the inﬂux of European settlers, the Santa
Rosa Plain was inhabited
by the
Bitakomtara, a tribelet of Southern Pomo
natives.
1876 Bridge Dedication
Source: Healdsburg Museum

The ﬁrst bridge over Santa Rosa Creek was built in 1859 which facilitated early development south beyond the historic downtown. The bridge was rebuilt several times in the late 1800s (including one of the ﬁrst wrought iron bridges on the West Coast, completed in 1876), and incorporation raised the question of whether the County or City was responsible for payment. A California Supreme Court case in 1875
determined that the City was
responsible for construction costs, and
the case may constitute the ﬁrst oﬃcial
use of the phrases “Santa Rosa
Avenue,” and “South Santa Rosa” to
refer to area south of Santa Rosa
Creek. Chief Justice William Wallace’s
ﬁndings further declared that area
north of the creek “the business
portion” of the City, and South Santa
Rosa was "occupied by businessmen
for residences.”
1 Map of the City of Santa Rosa and Vicinity
Source: Dave Rumsey Collection

1 Compiled from multiple sources including the Press Democrat article available at https://www.pressdemocrat.com/article/news/photos-el-rancho-tropicana-was-the-spot-for-rallies-conventions-and-sport/ and historic bridge information from http://santarosahistory.com/wordpress/2020/11/a-city-of-bridges/

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Following the establishment of railroad
service in 1870, the population in Santa
Rosa began to grow and development in
the northeastern sector of the Plan Area
had begun by 1896.

Over the next several decades, the area
continued to develop. Freeway approvals
for Highways 101 and 12 were initiated in
the early 1950s and divided the City into
quadrants upon construction.

The Santa Rosa Avenue corridor continued
to develop over the second half of the 20
th
century, with popular motor lodges and
resorts catering to a wide clientele.

Santa Rosa in 1965
Source: Sonoma County Library Special Collections
Notably, El Rancho Tropicana (1949- 1993)
on the site of the current Santa Rosa
Marketplace grew from a 25-room motel to
the City’s largest resort and convention
center.
1 The Tropicana was known as the
summer training facilities for the Oakland
Raiders for over two decades, the home of
large Star Trek conventions attended by
William Shatner, and the site of a rally by
former President Gerald Ford.
2 Most major shopping centers within the
area were established within the1990s and
early 2000s, shifting the Avenue from one
punctuated by motels, bars and nightclubs
to more of a retail- oriented corridor
reﬂected into the present day.

2 Compiled from multiple sources including the Press Democrat article available at https://www.pressdemocrat.com/article/news/photos -el- rancho-tropicana-was-the-spot-for-rallies-conventions-and-sport/ and historic bridge information from http://santarosahistory.com/wordpress/2020/11/a-city-of-bridges/ 1955 Postcard for El Rancho Tropicana
Source: Press Democrat, 2023,

DEMOGRAPHIC & ECONOMIC OVERVIEW

Hearn Avenue at Highway 101
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Population Characteristics
The Plan Area contains a population of approximately 11,500 residents across 3,900 households.

The area has a generally youthful demographic with a median age of 31.1 years, signiﬁcantly lower than both the City (39.6 years) and County (42.4 years). The Plan Area is home to a vibrant and diverse community, with 53.5% identifying as Hispanic or Latino, 48.2% speaking a language other than English, and 28.1% of residents having immigrated from outside the U.S., primarily from Latin America.3
The median household income in the Plan Area is $60,700, lower than both the City's median income of $92,604 and the County's median of $99,266. The percentage of the Plan Area’s population living below the poverty level stands at 14.45%, higher than that of the City's 9.5% and County's 9% rate.

Additionally, 7.4% of Plan Area residents received food stamp/SNAP beneﬁts in the past 12 months, which aligns with City's overall rate and is slightly higher than the County's rate of 6%.

This income and economic assistance data is indicative of the socio -economic challenges faced by the community.

Health Equity
Pollution Burden
The pollution burden percentile refers to the ranking of a speciﬁc area or community based on the level of pollution and environmental burdens it experiences compared to other areas in California. A higher percentile indicates a greater relative burden. As shown in Table 1 , a percentile of 78 for the eastern portion of the Plan Area signiﬁes that this area experiences more signiﬁcant pollution and environmental burdens than 78% of other areas in California. In contrast, a lower percentile, like 58 for the w estern portion, indicates a comparatively lower but still notable pollution burden relative to other regions.

These values are derived from various metrics that assess air quality, water quality, exposure to hazardous chemicals, and other environmental stressors that may impact public health. The percentile scores provide insight into areas that may require prioritized interventions to mitigate environmental impacts and promote health equity. This information is valuable for helping policymakers to prioritize resources and interventions to address environmental injustices and promote equity. It considers factors such as air and water quality, exposure to toxic releases, demographics, socioeconomic status, and proximity to polluting sources to identify areas most in need of attention and support due to the burden of greater exposure to environmental hazards.

3 Data for the Plan Area was derived from the following sources: U.S. Census, American Community Survey, Association of Bay Area Governments, City and County housing records, ESRI (2021), and the UC Berkeley Urban Displacement Project. GIS was used to delineate a shapeﬁle of the Plan Area. The American Community Survey (ACS) Census data for that discrete area was collected and analyzed for this report. Population and household estimates speciﬁcally for the Plan Area were supplemented by ESRI's 2021 data, which uses census block allocations to estimate custom geographies like the Plan Area.

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Table 1: Pollution Burden Percentile Scores
for the Plan Area

Location
Pollution
Burden
Percentile
Plan Area (West of Highway 101) 58
Plan Area (East of Highway 101) 78
Source: CalEnviroScreen 4.0, California Office of
Environmental Health Hazard Assessment. Available at:
https://oehha.ca.gov/calenviroscreen.

Asthma
CalEnviroScreen 4.0, developed by the California Oﬃce of Environmental Health Hazard Assessment (OEHHA), is a tool designed to identify communities disproportionately aﬀected by pollution and population vulnerabilities. According to this tool, between 2015 and 2017, an estimated 47 per 10,000 residents in census tract 1514.02—which includes the Plan Area east of U.S. Highway 101—visited the emergency department for asthma. The asthma percentile for this census tract is 51, meaning the asthma rate is higher than 51% of the census tracts in California.

Asthma rates in the Plan Area located to the west of U.S. Highway 101 (census tract 1532) are higher, with an estimated 72 people per 10,000 in this census tract having visited the emergency department for asthma and an asthma percentile of 80, meaning the asthma rate is higher than 80% of the census tracts in California.
4 Low Birth Weight
Studies suggest that environmental exposures to lead, air pollution, toxic air contaminants, traﬃc pollution, among others, can impact the prevalence of low birth weight in babies.

Infants born weighing less than approximately ﬁve and a half pounds are classiﬁed as having low birth weight, a condition associated with increased risks of health problems later in life and higher infant mortality rates. In the Plan Area, about 4.3% of births are low birth weight, ranking it among the higher rates in the state. In comparison, northern Santa Rosa has a signiﬁcantly lower rate of

1.84% low birth weight births, positioning it among the lowest rates in the state.

Cardiovascular Disease
The Plan Area has some of the highest cardiovascular disease indicators in the City of Santa Rosa, particularly in its western section. In Census Tract 1532, approximately 20.47 people per 10,000 visited the emergency department for heart attacks, placing it among the top 12% of areas in California for high rates of such visits. In Census Tract 1514.02, around 13.31 individuals per 10,000 sought emergency care for heart attacks, w hich ranks it in the top 45% of areas in the state. In contrast, select areas in northern Santa Rosa have a lower rate, with about 9.76 people

4 CalEnviroScreen 4.0 Report, 2010. Method: PM2.5 annual mean monitoring data were extracted from all monitoring sites in California from CARB’s air monitoring network database for the years 2015-2017. Available at:
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per 10,000 visiting the emergency department for heart attacks, ranking them in the top 28% of areas for lower rates.

Life Expectancy
The average life expectancy of residents in the Plan Area is 78 years. This is lower than the City of Santa Rosa as a whole, which has a life expectancy of 80.9 years. Residents of Sonoma County have a slightly higher life expectancy of 81.6 years, which is on par with the statewide life expectancy of 81.3 years.

Access to Health Insurance
With approximately 12.4% of residents lacking health insurance coverage, double the rate within both the City (6.9%) and County (5.6%), the community faces heightened vulnerability. The Portrait of Sonoma report provides a detailed analysis of disparities across health, education, and income within the County, and highlights that the South Santa Rosa Speciﬁc Plan Area has one of the lowest Human Development Indices (HDI) in Sonoma County, signiﬁcantly below County and State averages.
5 The HDI measures life expectancy, education, and income, oﬀering a broad view of community well-being.

This context, combined with CalEnviroScreen scores that reﬂect pollution and socioeconomic challenges, suggests that the Plan Area may beneﬁt from targeted eﬀorts to improve health access and equity. By examining these local trends within state and regiona l frameworks, the planning process can better address speciﬁc needs and support the community’s development, including cultural infrastructure like schools and community centers that reﬂect and serve the population.

Equity Priority Communities (EPCs)
Equity Priority Communities (EPCs) are census tracts deﬁned by the Association of Bay Area Governments (ABAG) that have a signiﬁcant concentration of underserved populations, such as households with low incomes and people of color. The Equity Priority Comm unities 6 framework
helps ABAG make decisions on investments that meaningfully reverse the disparities in access to transportation, housing and other community services.

As shown in Figure 4, two EPCs exist in the Plan Area. One covers about 490 acres in Census Tract 151406, which contains the majority of the northern portion of the Plan Area south of Highway 12, east of Highway 101, and west of Petaluma Hill Road. This EPC is home to 9,917 residents in 3,516 households. Five thousand residents, about half of the EPC population, are considered low- income.

5 Measure of America, A Portrait of Sonoma County: 2021 Update (County of Sonoma Department of Health Services, 2022), https://sonomacounty.ca.gov/health-and-human-services/health-services/about-us/portrait-of- sonoma-county.
6 Association of Bay Area Governments, "Equity Priority Communities," https://abag.ca.gov/our-work/equity- priority-communities
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A second, much smaller EPC area covering approximately 106 acres is situated within the City limits, just south of the intersection of Bellevue Ave. and Dutton Ave. Approximately 80 acres of this area is zoned for Industrial use, and 26 acres zoned for multi -family residential use. One parcel (APN: 043 -133-013) of approximately 5.94 acres is included in the City’s General Plan Housing Element Site Inventory and is anticipated to serve moderate-income households.

Figure 4. Equity Priority Communities

Source: City of Santa Rosa 2023

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Disadvantaged Unincorporated Communities (DUCs)
DUCs are designated in accordance with Senate Bill 244 to begin to address the complex legal, ﬁnancial, and political barriers that contribute to regional inequity and infrastructure deﬁcits within disadvantaged unincorporated communities. According to legislative ﬁndings in SB 244, hundreds of unincorporated communities in Californi a lack access to basic community infrastructure such as sidewalks and safe drinking water. These communities range from remote settlements throughout the state to neighborhoods that have been largely surrounded by cities but have not been incorporated into them. This lack of investment threatens residents’ health and safety and fosters economic, social, and education inequality. Moreover, when this lack of attention and resources becomes standard practice, it can create a matrix of barriers that is diﬃcult to overcome. There are four (4) DUCs in the Plan Area, as shown in Figure 5 below.

Figure 5. Disadvantaged Unincorporated Communities

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Housing Proﬁle
Throughout the twentieth century, housing in the Plan Area developed at a steady pace with 37% of the overall units built between 1940 and 1989. As shown in Table 2 below, that pace increased dramatically in 1990 and continued through 2009, resulting in the majority (51%) of the housing stock. After 2009, construction slowed substantially with less than 7% of the area's housing units built during this period. While much of the Plan Area housing is single family (54.4%), larger multi- family developments of 10 to 20+ units comprise 15.7% of housing, and mobile homes represent

17.5% of housing. Mobile home housing represents a much higher percentage in the Plan Area than in the City of Santa Rosa as a whole (17.5% versus 3.8%).

Table 2: Age of Housing Structures

Year Structure Built Percentage
Built after 2014 3.2%
Built 2010 through 2013 3.3%
Built 2000 through 2009 23.0%
Built 1990 through 1999 28.3%
Built 1980 through 1989 9.6%
Built 1970 through 1979 9.8%
Built 1960 through 1969 8.4%
Built 1950 through 1959 5.2%
Built 1940 through 1949 4.0%
Built 1939 or earlier 5.2%
Source: U.S. Census Bureau, American Community Survey 5-Year Estimates

Over half of the Plan Area’s housing units are renter -occupied (54%). This represents a higher percentage than in Santa Rosa, where just 44% of housing units are renter -occupied. While the Plan Area oﬀers more rental housing units, Census data indicates th at the amount of income being spent on housing exceeds aﬀordability standards. More than 60% of Plan Area residents spend over 30% of their income on housing, an indicator of housing cost burden. Additionally, over 28% of the residents spend 50% or more of their income on housing; these households are severely cost-burdened.

Employment Characteristics
Employment Trends by Sector
As shown in Table 3 , the workforce of the Plan Area is employed in a variety of industries.

Signiﬁcant percentages are employed in educational services, healthcare, and social assistance (17.0%), as well as retail trade (14.2%) and manufacturing industries (11.1%). The construction (9.6%) and professional, scientiﬁc, and management services (9.6%) industries also employ notable portions of the workforce.

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Table 3: Employment in the Plan Area

Industry
Percentage of
Workforce Employed in
Industry
Construction 9.6%
Professional, scientiﬁc, and management, and administrative and waste management services 9.6%
Other services, except public administration 9.3%
Agriculture, forestry, ﬁshing and hunting, and mining 4.5% Wholesale trade 3.2%
Transportation and warehousing, and utilities 3.0%
Finance and insurance, and real estate and rental and leasing 2.9% Public administration 2.9%
Educational services, and health care and social assistance 17.0% Retail trade 14.2%
Manufacturing 11.1%
Arts, entertainment, and recreation, and accommodation
and food services 11.0%
Information 1.9%
Source: U.S. Census Bureau, American Community Survey 5-Year Estimates

The following tables summarize major employers within the Speciﬁc Plan Area (Table 4) and those located nearby (Table 5). These employers play a critical role in supporting the local economy and providing job opportunities for residents in and around the Plan Area.

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Table 4: Major Employers in the Plan Area

Employer Name Location Type of Business/Service Employees

Target

Santa Rosa Avenue

Retail

200+

Costco Wholesale

Santa Rosa Avenue

Wholesale/Retail

350+

Trader Joe’s

Santa Rosa Avenue

Grocery Store

50-100

Safeway

Santa Rosa Avenue

Grocery Store

50-100

Ghilotti Construction

Ghilotti Avenue

Construction

300+

Friedman’s Home
Improvement

Santa Rosa Avenue

Retail

100-200

Best Buy

Santa Rosa Avenue

Retail

1,000+

American Refrigeration
Supplies, Inc.

Sutton Place

Retail

200+

Argonaut Constructors

Sutton Place

Construction

150+

Child Parent Institute

Standish Avenue

Education / Healthcare

200+
Source: California Employment Development Department (EDD), "Major Employers by County, Sonoma County," 2023; local business directories; and direct communications with businesses.

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Table 5: Major Employers Near the Plan Area

Employer Name Location Type of Business/Service Employees

Kaiser Permanente

Multiple Locations

Healthcare

3,000+

Santa Rosa Junior
College

Mendocino Avenue

Higher Education

3,600+

Sonoma State
University

Petaluma Hill Road

Higher Education

1,600+

Keysight Technologies

Fountaingrove Parkway

Technology/Engineering

1,200+

Medtronic

Northpoint Parkway

Medical Technology

400+

Oliver’s Market

Montecito Boulevard

Grocery Store

200+

County of Sonoma

Multiple Locations

Government

4,800

Santa Rosa City Schools

Multiple Locations

Education

1,650
Source: California Employment Development Department (EDD), "Major Employers by County, Sonoma County," 2023; local business directories; and direct communications with businesses.

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Market Analysis
The Plan Area possesses a variety of physical and socioeconomic assets that support its potential for strategic growth and development. With its central location within Sonoma County near key tourism destinations, proximity to U.S. Highway 101 and the San Francisco Bay Area, growing housing stock, abundant development opportunities, and wealth of natural and recreational amenities, the area is well-positioned to attract and sustain economic growth. These factors oﬀer promising opportunities for development that can be leveraged in the SSRSP Plan Area.

Baseline economic and market trends outlined in the Market Demand Analysis prepared by Economic & Planning Systems, Inc. (2024) provide essential insights on the current trajectory of the Plan Area, including projections under “business-as-usual” conditions.

Baseline economic and market trends provide important information on where the Plan Area is headed under “business -as-usual” conditions. This analysis ensures that land use alternatives considered in the South Santa Rosa Speciﬁc Plan are both feasible and beneﬁcial from an economic standpoint. The Market Demand Analysis is a key reference document in guiding planning decisions, addressing questions such as:
• Economic Development: What economic sectors have the potential to contribute to the type of economic development sought by the City, including addressing the needs of underserved populations and fostering growth in targeted industries? • Land Use (Re-) Development Feasibility: What are the market prospects facing various real estate development and investment projects, particularly in locations that might be targeted for growth and/or change (as identiﬁed in subsequent phases of the Speciﬁc Plan process)? • Economic and Fiscal Impacts of Land Use Policy: What are the economic and ﬁscal implications of various policies or land use regulations being considered as part of the Speciﬁc Plan process?
Socioeconomics
The Plan Area accounts for about 6 percent of the City of Santa Rosa’s total population, while its jobs represent about 10 percent of the City total. In other words, the Plan Area stands out as a jobs center, as further evidenced by its high ratio of jobs to housing units. The Plan Area is also outpacing Santa Rosa, Sonoma County, and California in population and employment growth.

Jobs and population in the Plan Area have grown at ten- year rates of 16 and 10 percent, respectively. As detailed in subsequent sections of this report, the Plan Area has an abundance of available land, which has attracted strong interest from residential developers, and is a regional retail market, with large anchor tenants such as Costco, Target, and Best Buy. Both of these factors have largely driven the Plan Area's growth over the last decade.

The Plan Area is a relatively low -income community compared to surrounding regions and has not equally beneﬁtted from the economic growth of the broader Bay Area during the 2010s. The median household income in the Plan Area is much lower than the City, County, and state at $60,700 in 2022. Moreover, the median household income declined in real (inﬂation -adjusted) terms by 8 percent from 2011 to 2021, meaning that the incomes of at least half of Plan Area households have not kept up with inﬂation, and many more households have likely seen very little growth in earnings. This could suggest that resident workers are primarily engaged in lower-paid EXISTING CONDITIONS REPORT | URBAN FORM & LAND USE
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service-related and goods -producing work, where earnings are generally slow to increase over time. It is important to note that income growth in the Plan Area may have been negatively impacted by the economic eﬀects of the COVID-19 pandemic, which disproportionately disrupted lower-paid work.

Local Housing Market Trends
Single-Family Market Performance
The median sale price of a home in the Plan
Area was approximately $140,000 less than
in Santa Rosa and $260,000 less than in
Sonoma County, mirroring the income
disparities prevalent between the Plan Area
and surrounding communities. Similarly, the
median size of a home in the Plan Area is
comparatively less at 1,270 square feet
compared to 1,627 square feet and
1,742 square feet for Santa Rosa and
Single-family Neighborhood in Plan Area
Sonoma County, respectively. Importantly, the sale price per square foot increases with home size across the three locations (all things equal, value per square foot usually declines with size). This trend can be attributable to a variety of inter-related factors, including local market preferences, a premium for larger homes in Sonoma County, and/or lower quality housing in the Plan Area (e.g., older, poorly maintained, or inferior construction).

The demand for detached housing in Santa Rosa and the Plan Area remains strong. Median prices for homes sold in Santa Rosa overall and those sold in the 95407 ZIP code 7 have grown faster than
Sonoma County (80 percent and 99 percent,
respectively) over the past decade compared to 77
percent for the County overall. This trend likely
reﬂects tightening housing shortages in the County
(and California overall) over this period,
particularly for lower cost entry level housing.

Multi-Family Market Performance
The multifamily market in the Plan Area has
performed on par or better than in Santa Rosa and
Sonoma County over the past decade. For
example, the current average monthly rent per
Multifamily Complex in Plan Area unit in the Plan Area is slightly greater than in Santa Rosa as a whole and slightly less than in Sonoma County. Further, the multifamily rental vacancy rate in the Plan Area is only one percentage point above Santa Rosa and Sonoma County, most

7 The 95407 ZIP code includes the vast majority of the Plan Area, as well as a large portion of City and Unincorporated County land.

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likely due to the ongoing lease -up of recent apartment deliveries. Lastly, 404 units have been delivered in the Plan Area over the last decade, increasing its multifamily stock by 18 percent, a slightly faster growth rate than experienced by Santa Rosa (12 percent), or Sonoma County (13 percent). A large proportion of the Plan Area deliveries, almost 40 percent, were deed-restricted as aﬀordable units.

Projected Growth
Santa Rosa is undergoing signiﬁcant residential development, including within its southeastern sector near the designated Plan Area, and local planning activity suggests this trend will continue.

The housing market in and around the Plan Area has been strong for both single -family and multifamily development. There are 202 units of multi -family development approved inside of the Plan Area. Nearly 650 units are in the approved development pipeline in the Southeastern portion of the City (where most of the Plan Area is located). The ﬁrst- and second-largest projects in the development pipeline —at 154 and 147 units, respectively —are Santa Rosa Avenue Apartments, a 5-story 100 percent aﬀordable rental project with surface parking located inside the Plan Area; and Mosaic Apartments, a proposed market-rate development just outside of Plan Area boundaries at the intersection of Colgan Avenue and Petaluma Hill Road.

Commercial Real Estate Conditions and Trends
Industrial and Flex Market
The Industrial and Flex market, which includes warehouses, comprises the Plan Area’s single most abundant commercial land use at 2.7 million square feet of inventory. Flex space refers to a type of industrial property that combines warehouse and oﬃce space, oﬀering adaptability for various uses such as light manufacturing, showrooms, and other commercial activities. About two-thirds of Industrial and Flex space in the Plan Area is
within unincorporated Sonoma County. The
area is comprised mainly of warehouse space
but also includes a mix of food processing,
manufacturing, showrooms, and auto service-
related facilities (e.g., window tinting, brake
and wheel services). Warehousing properties
appear heavily tenanted by suppliers of
wholesaling and retailing building/home
improvement materials (e.g., rooﬁng, lumber,
garden and landscape, kitchen) . Local tenant
listings from CoStar Group also indicate the
Single-storied Industrial Space presence of construction contractors.

The Plan Area is also home to several industrial business parks, including regional facilities such as the Industry West Business Park and Todd Road Industrial Park in the unincorporated Plan Area and the Oak Manor Industrial Area in Santa Rosa. Additional information from CoStar Group

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indicates that more than half of Industrial
and Flex properties in the Plan Area
support multiple tenancy, as do half of
warehouse properties.

Eighty-nine percent of Industrial and Flex
properties in the Plan Area were built
before 1990, with most new properties
consisting of warehouses. The abundance
of older Industrial and Flex properties in the
Plan Area may limit its
attractiveness/suitability for modern and
specialized industrial uses (e.g., fulﬁllment

Industrial/Flex Uses on Todd Road
and cold storage facilities). That said, facilities supporting light- to moderately intensive industrial uses, including warehousing (particularly of dry goods), wholesaling, and light manufacturing, are typically highly sought-after regardless of age or improvements as many tenants do not require modern improvements or amenities.

Retail
Retail is the second-most abundant commercial land use
in the Plan Area, with 2.1 million square feet of inventory.

The Plan Area’s retail market has performed well over the last decade, with strong growth and an orientation that serves the daily shopping and dining needs of Santa Rosa residents. Current retail market lease rates in the Plan Auto Sales on Santa Rosa Avenue Area are $26.83 per square foot annually and are on par with the County but below Santa Rosa, consistent with more premium retail establishments in its Downtown which includes a regional mall. Meanwhile, the Plan Area has added about 187,000 net square feet of
retail space over the
last decade, growing
by more than double
the pace of the City
and County.

Other Land Uses
Other
commercial
land uses in the area Retail Uses within the Santa Rosa Marketplace include lodging, such as motels and hotels; oﬃces for various businesses; and specialty and health facilities, including nursing facilities and self-storage. These uses make up nearly a ﬁfth (17 percent) of commercial real estate space in the Plan Area.

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The Specialty land use is the third most abundant in the Plan Area and reﬂects a mix of properties made up mostly of self-storage facilities in terms of sheer square footage. Other major uses in the area include waste management and recycling facilities. Recology, a major waste management company in the Bay Area and Paciﬁc Northwest, has a collection site within the Plan Area.

Information from CoStar Group indicates that no new Specialty facilities have been constructed over the last ﬁfteen years. Most of the Plan Area’s
Specialty land uses are in unincorporated Sonoma
County. Lodging is the Plan Area’s fourth-most
abundant land use, with 246,000 square feet of
inventory. Lodging is nearly evenly split between
Santa Rosa and unincorporated Sonoma County.

Properties in the Plan Area are mostly economy
hotels or motels geared primarily toward business
Lodging on Santa Rosa Avenue and family travel through Sonoma County. The Plan Area’s Oﬃce market represents the least abundant commercial land use with roughly 92,000 square feet of inventory. Information from CoStar
Group indicates that the stock of Oﬃce space in the
Plan Area comprises a mix of oﬃce -using tenants,
primarily engaged in construction management,
wholesaling, and equipment rental and dealing. It
is likely that the Oﬃce market is connected to the
Plan Area’s Industrial and Flex market and has an
ancillary role. That said, the slight presence and the
lack of newly constructed inventory suggests a lack
of demand for traditional professional service
oﬃce use in the Plan Area and faces competition
from nearby professional service centers elsewhere
in Santa Rosa, Petaluma, and San Rafael.

Key Findings
Newer Lodging on Commercial Court

1. While the Plan Area is a relatively fast-growing jobs center and residential community, it is also less aﬄuent than the City and County as a whole.

The Plan Area, a nearly 1,920 -acre area spanning southern Santa Rosa and unincorporated Sonoma County, is both a regional job center and residential community. The ﬂow of residents and workers to and from the Plan Area is mostly contained within Sonoma County: roughly 60 percent of the jobs are held by County in- commuters while a similar portion of its employed residents commute out to other county jurisdictions. The Plan Area’s job and population growth rate has outpaced Santa Rosa, Sonoma County, and California over the past decade. But the Plan Area’s median household income is roughly 60 percent of the City’s and County's and has not kept up with inﬂation over the last decade, indicating that residents are not equally beneﬁting from broader Bay Area economic growth.

2. In response to regional housing shortages, the southern portion of Santa Rosa that includes the Plan Area has delivered numerous residential projects over the past decade, both

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market rate and deed-restricted aﬀordable, and is well positioned to continue this growth trajectory.

The residential real estate market in and near the Plan Area has delivered substantial market rate and aﬀordable housing development, foreshadowing an increasingly diverse demographic mix.

The product types include a diverse mix of entry-level and “trade-up” single-family attached and detached for -sale homes as well as garden -style “walk -up” and 100 percent deed- restricted aﬀordable rental apartments of varying densities. Additionally, the City is currently processing roughly 650 units of pipeline residential projects of all types in southeastern Santa Rosa near the Plan Area, further emphasizing the eﬀect of regional housing shortages in the local market. The Plan Area appears well positioned to respond to growth pressures given its relative abundance of undeveloped and underutilized land that is likely more cost-eﬀective than surrounding areas.

3. While Industrial and Flex building space represents the predominant non- residential land use in the Plan Area and exhibits strong market demand indicators, growth in supply appears to have been limited by land, infrastructure, and other development constraints.

The Industrial and Flex market accounts for about 47 percent of the nonresidential space in the Plan Area, with about two -thirds of the building space located in unincorporated areas of the County. While Plan Area lease and occupancy rates suggest strong demand, the building stock is relatively old and there has been minimal new development despite signiﬁcant growth elsewhere in the City and County. While a variety of factors have likely hampered expansion of these uses in the Plan Area, a lack of appropriately zoned land as well as infrastructure constraints are likely leading contributors. The Speciﬁc Plan process presents an opportunity to further assess and optimize the economic role of these uses in the Plan Area going forward, as well as delineate and address constraints to further investment.

4. The Plan Area retail market has experienced strong supply growth over the last decade, but current occupancy and rent indicators suggest the sector is more likely to beneﬁt from the re-positioning of existing centers and clusters rather than a substantial increase in development.

The retail market accounts for about 36 percent of the non- residential space in the Plan Area, with about 88 percent of the building space located in the City of Santa Rosa. With its convenient location and a focus on daily shopping needs, the Plan Area’s retail sector grew by 9 percent from 2013 to 2023, substantially surpassing growth in both the City and County. But lease and occupancy rates have weakened in recent years, in part due to pandemic and other related consumer trends, and it is unclear when or if market trends recover enough to justify signiﬁcant expansion in space. In fact, some P1lan Area retail centers or locations may be ripe for redevelopment into more vibrant mixed-use projects, potentially incorporating residential uses.

5. Ultimately, future demand for residential and commercial real estate space in the Plan Area will be driven by its ability to capture regional population and job growth, an outcome that can be heavily inﬂuenced by the vision, guidance, and policies embodied in the Speciﬁc Plan.

Santa Rosa is the population and jobs center in Sonoma County, with nearly 40 percent of the County’s jobs and 35 percent of the County’s population located within the City. The future of the EXISTING CONDITIONS REPORT | URBAN FORM & LAND USE
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Plan Area’s residential and commercial real estate markets will depend on the City’s ability to capture growth. The Plan Area has a fair amount of undeveloped and underutilized land that could be potentially leveraged for future residential and/or commercial growth, given the appropriate policy alignment.

URBAN FORM & LAND USE

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Urban Form
The urban form of the South Santa Rosa area reﬂects a diverse mix of land uses, including residential, commercial, and industrial zones. This area has developed rapidly over the past few decades, though without a comprehensive planning approach. Distinct neighborhoods within South Santa Rosa exhibit varied urban characteristics. For example, residential neighborhoods feature a mix of mobile homes, lower- density single-family homes of one and two stories, and higher-density multi-family housing complexes with from one to ﬁve stories. The highest density and highest development heights tend to be located along major corridors, with the tallest buildings in the Plan Area (3 -5 stories) generally located in the northern part of the Plan Area between Santa Rosa Avenue and Petaluma Hill Road.

Commercial districts are primarily concentrated north of Bellevue Avenue along major roadways such as Santa Rosa Avenue, where strip malls, big -box retailers, and automotive -related uses dominate the landscape. This area serves regional shopping needs and has emerged as a retail hub for Sonoma County. Industrial areas, primarily located on the western edge of South Santa Rosa, provide employment opportunities and include manufacturing and warehousing facilities that contrast with adjacent residential zones.

These distinct neighborhood characteristics contribute to a built environment that is functionally diverse but lacks cohesive design integration across areas. This mix of suburban and urban elements highlights the fragmented development pattern that has resulted from decades of rapid growth without uniﬁed coordination or urban design strategy.

Activity Nodes
As discussed in the Plan Area Proﬁle, there are several activity nodes within the Plan Area including schools, parks, places of worship, and retail centers:
• Taylor Mountain Elementary (K-6) and Amarosa Academy (7-12) • Andy Lopez Park, Red Hawk Park, and Harvest Park
• Iglesia Christiana Ebenezer Santa Rosa, Immanuel Christian Centre, Wat Lao Saysettha, and Thien Bao Temple
• Santa Rosa Marketplace
Edges, Gateways and Landmarks
Edges are an important component of urban form because they act as clear boundaries between diﬀerent areas of a city. These boundaries help people understand the structure of a place and to navigate by visually identifying where one district ends and another begins, essentially acting as a key element in forming a mental map of a city. Gateways are similar, serving as prominent entry EXISTING CONDITIONS REPORT | URBAN FORM & LAND USE
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points to a district or area, further enhancing the legibility and sense of orientation within a cityscape.8
Edges within the Plan Area include Highway 12 in the north and Petaluma Hill Road (roughly) in the east. Views of Taylor Mountain and the Sonoma Mountains dominate the eastern viewshed from the Plan Area. The southerly edge of the Plan Area is deﬁned by low-density and rural land uses, providing a gateway opportunity when entering from the south and serving as a visual separation between the cities of Santa Rosa and Rohnert Park. Highway 101 forms the Plan Area’s most distinct edge, as it serves both to divide the commercial areas along Santa Rosa Avenue from the residential and industrial areas to the
west, and to provide access into and away
from the Plan Area.

Bicycle Obelisk
The Plan Area contains a Gateway ( -G)
combining zone at the entry to the City along
Santa Rosa Avenue, which is considered a
minor entry along an urban arterial. City
standards call for a landscape median down
the center of the street in this area, along with
twenty feet of landscaped setback. Within
these landscaped setbacks, the County’s South
Santa Rosa Avenue Design Guidelines require
a dual row of uniﬁed street trees.

Landmarks are not dominant within the Plan Area but
are present within subareas or neighborhoods. The
Bicycle Obelisk at South A Street and Santa Rosa
Avenue serves as a visual landmark, as does the
elevated Highway 12 at the northern edge of the Plan
Area. Andy’s Unity Park (Andy Lopez Park) serves as a
wayﬁnding landmark on the west side, as do the
SMART tracks and multi -user trail alongside them. On
the east side, the large Santa Rosa Marketplace serves
as a wayﬁnding landmark.

8 Kevin Lynch, The Image of the City. MIT Press, 1970

Entryway to Andy’s Unity Park
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Paths and Connectivity
Connectivity in South Santa Rosa is heavily shaped by Highway 101, which serves as a signiﬁcant north- south artery and a major physical barrier between the lower density residential development on the western side and the commercial areas on the eastern side. Although the bike and pedestrian trail running north-south along the SMART track is seen as a beneﬁt by residents, the nearly complete lack of pedestrian and bicycle infrastructure providing west-east access across the Plan Area greatly hampers connectivity across the community.

Although some urban planning initiatives have improved access to transit and introduced bike lanes along Santa Rosa Avenue, signiﬁcant gaps remain in pedestrian pathways and crosswalks, making walkability challenging in certain areas. The City and County's current development plans emphasize creating more walkable, transit- oriented neighborhoods to overcome these obstacles.

Districts, Land Uses and Building Intensities
Districts describe large sections of a city that have a distinct character or identity. As described below, the Plan Area is largely lacking in areas with distinct identities, but neighborhood areas have been identiﬁed in Figure 6 . Building scale and mass vary across the Plan Area but are generally one storied in height except for newer construction in a few areas along or near the Santa Rosa Avenue corridor (Figure 7).

The Plan Area has a broad mix of land uses including shopping centers, strip malls, industrial warehouses, light industrial, oﬃce, institutional, recreation, mobile home, educational, single and multi-family housing, and more ( Figure 8 ). Several vacant lots identiﬁed for commercial, general industrial, low density and medium density housing and other uses are also located throughout the Plan Area. North of Todd Road, strip malls and industrial uses dominate the west side of Santa Rosa Avenue, whereas the east side contains a greater mix of single and multi-family housing and vacant residential lots. West of Highway 101, single and multi-family homes mix with vacant medium density lots. These homes are separated from industrial uses by railroad tracks located just west of Moorland Avenue. South of Todd Road is largely comprised of industrial uses.

The Plan Area includes several creeks, most notably Colgan Creek, and Todd Creek and its tributaries. Sections of the creeks are undergrounded at commercial centers, residential neighborhoods and Highway 101.

Lack of Sidewalks in Residential Area
Lack of Sidewalks in a Transitional Area
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Figure 6. Neighborhood Areas

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Figure 7. Building Heights

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Figure 8. Existing Land Use

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Residential Uses
There are a total of 6,329 housing units in the Plan Area, 46% of which are single-family detached homes.

The second most common housing type in the Plan Area are mobile homes (17.5%), followed by multi- family complexes of 20 or more units (8.1%), and three- to four-unit multifamily structures. The majority of the housing stock was built between 1990 to 2009 (51.3%). An additional 27.8% of the housing stock was built between 1960 and 1989.

Open Space
There are several parks located in the Plan Area or within one mile. Additionally, hiking and trail- related activities are available in many of the mountainous areas to the east of the Plan Area including Sonoma County’s Taylor Mountain Regional Park and North Sonoma Mountain Regional Park, and Trione-Annadel State Park. Table 6 shows public parks in and within the Plan Area, and the larger hiking trails within six miles of the Plan Area.

Table 6: Parks in and Near the Plan Area

Park Name Size (Acres) Distance from Plan
Area (Miles)
Jurisdiction
Harvest Park 3.30 In Plan Area City of Santa Rosa
Andy’s Unity Park 4.40 In Plan Area Sonoma County Regional Parks Red Hawk Neighborhood Park 0.44 In Plan Area City of Santa Rosa Colgan Creek Park 2.77 0.1 City of Santa Rosa
Martin Luther King Jr Park. 5.38 0.3 City of Santa Rosa Olive Park 0.87 0.4 City of Santa Rosa
Bayer Park and Gardens 5.95 0.6 City of Santa Rosa
Bayer Park & Gardens 5.95 0.6 City of Santa Rosa
Taylor Mountain Regional Park 1,100 0.7 Sonoma County Regional Parks DeMeo Park 0.96 0.8 City of Santa Rosa
Doyle Community Park 21.76 1 City of Santa Rosa
Julliard Park 9.09 1 City of Santa Rosa
Southwest Community Park 19.75 1 Sonoma County Regional Parks Trione-Annadel State Park 5,500 4 California Dept. of Parks and Recreation North Sonoma Mountain Regional
Park
820 5.6 Sonoma County Regional Parks
Source: City of Santa Rosa Parks and Recreation, Find a Park. Available at: https://www.srcity.org/1021/Find-a-Park Homes within a Mobile Home Park Two-storied Multifamily Apartments EXISTING CONDITIONS REPORT | URBAN FORM & LAND USE
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Commercial
Commercial uses are heavily concentrated in the
western and central portions of the Plan Area
along Santa Rosa Avenue. These uses include a
mix of chain stores, big box retail, restaurants, car
dealerships, and services. Many commercial uses
in the Plan Area are located in strip malls.

Retail Uses in the Santa Rosa Marketplace
Vacant Land
Vacant sites create opportunities for new
development in the Plan Area. There are 688.41
vacant acres of land available for development in
the Plan Area. As shown in Table 7, the majority of
vacant land is available for low density residential,
followed by general industrial, commercial, and
medium density residential. Figure 9 shows that
the majority of the vacant land is in the
southeastern portion of the Plan Area and is
designated for low and medium density residential
development, with retail, medium density
residential, and general industrial land use
designations in the southern portion of the Plan
Area.

Table 7: Land Uses in the Plan Area

Land Use Type Sum of Acres Percentage of Total Plan
Area
Commercial 108.23 5.64%
General Industrial 102.25 5.33%
Light Industrial 1.2 0.06%
Low Density 312.09 16.26%
Med High Density 3.81 0.20%
Med Low Density 44.55 2.32%
Medium Density 102.25 5.33%
Retail / Medium Density 14.03 0.73%
Total Acres Vacant 688.41 35.86%
Vacant Land in the Plan Area
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Figure 9. Vacant Parcels

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General Plan Land Use
General Plans applicable to the Plan Area include Santa Rosa General Plan 2050 and Sonoma County 2020. Within the City of Santa Rosa, the Plan Area consists of a mix of retail and business services, public institutions, and various housing densities through the central area along Highway 101 and Santa Rosa Avenue. Low density residential uses are concentrated on the eastern portion of the Plan Area, and general industrial uses are concentrated on the western portion of the Plan Area. The portion of the Plan Area within unincorporated Sonoma County consists of a combination of residential and general commercial along both sides of the freeway. demonstrates the number of acres of each general plan land use within the Plan Area.

Table 8: City of Santa Rosa and Sonoma County General Plan Land Uses by Acreage

Land Use Type Acres (City) Acres (County) Total Acres Percentage of Plan Area (%)
General Industry 39.66 306.39 346.05 20.26
Light Industry 14.76 0 14.76 0.86
Low Residential 19.79 383.89 403.68 23.63
Medium Residential 38.97 183.54 222.51 13.02
Medium Low Residential 0 93.54 93.54 5.48
Medium-High Residential 13.76 13.41 27.17 1.60
Mobile Home Park 14.22 58.25 72.47 4.24
Parks/Recreation 0.39 0 0.39 0.02
Public/Institutional 0 0.42 0.42 0.03
Retail and Business Services 219.95 292.4 512.35 30.00
Retail/Medium Residential 0 14.55 14.55 0.86
Total 361.5 1346.39 1707.89 100.00

Zoning
The Plan Area located within the City of Santa Rosa is heavily zoned for commercial uses, with zoning also established for industrial and residential uses. Table 9 includes the total acres of each zoning designation within the Plan Area. A 25 -acre discrepancy exists between the Zoning and General Plan designations due to variations in how GIS data layers for Sonoma County and the City of Santa Rosa are drawn, speciﬁcally in their treatment of right-of-way areas.

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Table 9: City of Santa Rosa and Sonoma County Zoning by Acreage

Land Use / Zoning Description Sum of Acres (City) Sum of Acres (County) Total Acres
Administrative and Professional Oﬃce District 0.00 0.74 0.74 Agriculture and Residential District 0.00 10.90 10.90
Diverse Agriculture 0.00 328.77 328.77
General Commercial 244.99 0.00 244.99
General Industrial 51.38 0.00 51.38
Light Industrial 23.45 0.00 23.45
Heavy Industrial District 0.00 105.43 105.43
High Density Residential District 25.07 72.81 97.88
Limited Commercial 0.00 25.19 25.19
Limited Rural Industrial District 0.00 151.08 151.08
Limited Urban Industrial District 0.00 221.91 221.91
Low Density Residential District 3.22 26.3 29.52
Medium Density Residential District 6.11 88.93 95.04
Mobile Homes Residential 14.30 0.00 14.30
Neighborhood Commercial District 0.00 3.54 3.54
Public Facilities District 0.00 7.92 7.92
Planned Development 76.46 6.19 82.65
Rail 0.00 13.44 13.44
Retail Business and Service District 0.00 15.55 15.55
Rural Residential District 0.98 207.53 208.51
Total 445.96 1286.23 1732.19

CIRCULATION

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The following was prepared using the Existing Conditions Report prepared by Fehr & Peers (2024), which is provided as Appendix A.

Regulatory Framework
The regulatory framework discussion describes local regulations that guide land use decisions.

Adopted and upcoming plans that pertain to the City are also described.

City of Santa Rosa General Plan 2035 (2009)
The City of Santa Rosa General Plan 2035 was adopted in 2009 and provides the policy framework for regulation and development of the circulation system in the City of Santa Rosa. The Transportation Chapter of the General Plan includes the framework to provide a safe and sustainable transportation network for the City.

City of Santa Rosa Short Range Transit Plan (2016)
The Santa Rosa CityBus Short Range Transit Plan (SRTP) for Fiscal Years 2016 –2025 outlines a strategic framework to enhance the city's public transportation system. It incorporates the "Reimagining CityBus" service plan, updates the 10 -year financial strategy —including considerations for future fare adjustments —and revises goals, objectives, performance measures, and standards for both CityBus and Santa Rosa Paratransit services. Key changes from the previous SRTP include the adoption of new route types, guiding principles for transit service design, and updated performance metrics to better align with community needs and regional goals. The plan serves as a roadmap for developing a more efficient, accessible, and user-friendly transit network in Santa Rosa.

Active Transportation Plan (2025)
The City of Santa Rosa Active Transportation Plan establishes a long-term vision for improving walking, biking and rolling in Santa Rosa by updating the previous Bicycle and Pedestrian Master Plan adopted by the City Council in 2018.

Santa Rosa Local Road Safety Plan (2022)
The Santa Rosa Local Road Safety Plan supplements the Bicycle and Pedestrian Master Plan and studies eight corridors for bicycle and pedestrian needs, collision analysis, and community feedback. Engineering strategies and countermeasures were then identiﬁed for these hot spot corridors.

Sonoma County Vision Zero (2022)
The Sonoma County Transportation Authority (SCTA) and the Sonoma County Department of Health Services prepared a countywide Vision Zero Action Plan (VZAP) with the goal to eliminate traﬃc fatalities and severe injuries by 2030. The plan identiﬁes Dutton Avenue, Kawana Springs Road, and Santa Rosa Avenue as High-Injury Network (HIN) corridors in the City. The Action Plan highlights a set of six major goals that focus on the key factors behind previous collisions and the systemic changes required to make the County’s roads safer for all users.

Moving Forward 2050 (2021)
The Sonoma County Comprehensive Transportation Plan (CTP) identiﬁes the need to shift transportation modes from single occupant vehicles. The plan notes success if positive trends are EXISTING CONDITIONS REPORT | CIRCULATION
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shown through improved transit service coverage and ridership, expanded active transportation connectivity, shorter trip lengths, lower household travel costs, and a downwards trend in vehicle miles traveled and GHG emissions on a per capita basis.

Priority Development Area Investment and Growth Strategy Update (2017) The One Bay Area Grant Program (OBAG 2) supports Plan Bay Area’s Sustainable Communities Strategy by ensuring that agencies, like SCTA, have a transportation project priority -setting process that encourages development in the City’s Priority Development Areas (PDAs). The Mendocino/Santa Rosa Avenue PDA is noted as having potential to be a North/South Rapid Bus Corridor, which aligns with the Santa Rosa Avenue Corridor Plan (2011). This Corridor Plan is centered on right- of-way (ROW) design improvements aimed at enhancing transportation infrastructure and promoting sustainable development along Santa Rosa Avenue.

Countywide Active Transportation Plan (2025)
The Countywide Active Transportation Plan includes projects, programs, and policies that aim to provide safer and more eﬃcient transportation infrastructure for active transportation users. The Plan is focused on increasing access to active modes of transportation through planning for infrastructure, position well to qualify and leverage funding, and identify programs to support active transportation.

Sonoma County General Plan 2020 (2008)
The County of Sonoma’s General Plan 2020 was adopted in 2008 and is the blueprint for land use in the unincorporated areas of the County. Policies guide growth into areas with existing infrastructure, balancing urban development with preservation of the agrarian characteristics deﬁning much of Sonoma County. The County has initiated a Countywide General Plan Update, which includes a new Environmental Justice Element, to address evolving community needs and priorities.

Existing Street Network
The SSRSP area is oriented along Highway 101 within the southern portion of the City of Santa Rosa and is served by the following roadways.

Regional
Highway 101 is a six lane north -south freeway that connects the project site to destinations throughout central Sonoma, Marin, and Mendocino Counties, with further connections to San Francisco, Los Angeles, and California’s North Coast region. In the vicinity of the p roject site, Highway 101 includes high-occupancy vehicle lanes, which require a vehicle occupancy of two or more persons. The on -ramps are subject to ramp metering during the morning and afternoon commute periods.

Minor Arterials
Santa Rosa Avenue is a ﬁve-lane arterial with a center turn lane. The street runs in a north-south direction from 3
rd Street in the north to the North Rohnert Park Trail in the south, where the roadway becomes Roberts Lake Road. Class II bicycle lanes are installed on both sides of the street. Transit services are provided along this entire corridor by both CityBus (Route 3) and Sonoma County Transit (Route 44/48). The posted speed limit in the Speciﬁc Plan Area is 40 miles EXISTING CONDITIONS REPORT | CIRCULATION
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per hour.

Collectors
Bellevue Avenue is a two-lane arterial road west of Highway 101 that extends from Stony Point Road in the west and transitions to Corby Avenue which runs parallel to the west side of Highway 101. Sidewalk gaps are present along the roadway and the posted speed limit is 35 miles per hour.

East of Highway 101, Bellevue Avenue is a two-lane road that terminates at an industrial shop in the west and vacant land in the east. Class II facilities are present east of Terrimay Lane. Transit services are provided along this corridor by both CityBus (Route 15) and Sonoma County Transit (Route 42) The posted speed limit is 25 miles per hour.

Colgan Avenue is a two-lane collector roadway that extends from Highway 101 ramps in the west and Petaluma Hill Road in the east. Sidewalk gaps are present along the roadway and the posted speed limit is 35 miles per hour. CityBus provides service to this corridor from Petaluma Avenue with Route 5 and Santa Rosa Ave with Route 3.

Dutton Avenue/Standish Avenue is a two -to-ﬁve-lane with center turn lane arterial street that serves residential and commercial uses along the corridor. The north -south roadway connects Guerneville Road in the north and Hearn Avenue in the south. Standish Avenue extends to Todd Road in the south. The posted speed limit in the vicinity of the project is 35 to 40 miles per hour.

CityBus provides service to this corridor from West Avenue and Hearn Avenue with Route 12 or Sebastopol Road with Route 2 and 2B.

East Robles Avenue is a two-lane collector that extends from Robles Avenue Extension in the west to Brooks Avenue in the east. The road mainly serves residential uses (single family, apartments, and mobile homes), and has a posted speed of 25 miles per hour. East Robles Avenue also provides access to the Todd Creek trail.

Kawana Springs Road is a three -lane arterial roadway between Santa Rosa Avenue in the west and Petaluma Hill Road in the east with a posted speed limit of 35 miles per hour. The portion of the roadway serves large retail uses such as Target and Costco, as well as residential uses.

Between Petaluma Hill Road and Farmers Lane, Kawana Springs Road is a two-lane roadway with a posted speed limit of 25 miles per hour. This portion of the roadway serves residential and institutional uses, with Sonoma Academy located at the intersection of Kawana Springs Road and Farmers Lane. The roadway includes Class II bike lanes and on-street parking, however there are gaps in the bicycle network along the corridor. CityBus provides service on Kawana Springs Road in the east bound direction from Petaluma Avenue and Santa Rosa Ave with Route 5.

Petaluma Hill Road is a two-to-three lane arterial that extends to Santa Rosa Avenue in the north and extends to Old Redwood Highway in the Sonoma County jurisdiction of Penngrove. Within the Speciﬁc Plan Area, the posted speed limit is 35 miles per hour between Santa Rosa Avenue and Colgan Avenue, and Class II bike lanes are present between Barham Avenue-Pressley Street and Colgan Avenue. CityBus provides service to this corridor from Highway 12 south to Yolanda Ave with Route 5.

Todd Road is a two-lane, east-west arterial located within Sonoma County jurisdiction. Todd Road extends west past Llano Road and changes to East Todd Road at Santa Rosa Avenue in the east.

West of Highway 101, Todd Road has a posted speed of 35 miles per hour. Sonoma County Transit provides service to a small portion of Todd Road with Route 42.

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Yolanda Avenue is a two-lane arterial roadway that extends from Highway 101 northbound ramps in the west to Petaluma Hill Road in the east. There are missing sidewalk gaps along Yolanda Avenue with on -street parking allowed along a portion of the north side of the roadway. The posted speed limit is 35 miles per hour. CityBus provides service on Yolanda Avenue in the west bound direction from Petaluma Avenue and Santa Rosa Ave with Route 5.

Existing Bicycle & Pedestrian Network
Pedestrian Facilities
Pedestrian facilities consist of sidewalks, crosswalks, and pedestrian signals at signalized intersections. The pedestrian environment was evaluated within the plan, as well as the connections to transit stops and/or nearby destinations in the greater study area.

Pedestrian connectivity is discontinuous within the SSRSP area due to gaps in the pedestrian network. The City of Santa Rosa’s General Plan 2035 has a goal to develop a safe, convenient, and continuous network of pedestrian sidewalks and pathways that link neighborhoods with schools, parks, shopping areas, and employment centers. The County of Sonoma’s General Plan 2020 includes a strategy to ensure that land development projects provide adequate pedestrian and bicycle facilities that will eliminate gaps, improve safety conditions in the pedestrian network, and facilitate safer connections to the alternative mode networks from trip generators. The current mix of land uses, and ongoing development creates the need for connected and safer pedestrian facilities.

Bicycle Facilities
Chapter 1000 of the Caltrans Highway Design Manual identiﬁes the following four bikeway classiﬁcations:
• Class I Bikeway (Bicycle Path) provides a completely separate right-of-way and is designated for the exclusive use of bicycles and pedestrians with vehicle and pedestrian cross -flow minimized.

• Class II Bikeway (Bicycle Lane) provides a restricted right -of-way and is designated for the use of bicycles with a striped lane on a street or highway. Bicycle lanes are generally four to six feet wide. Adjacent vehicle parking and vehicle/pedestrian cross-flow are permitted.

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• Class III Bikeway (Bicycle Route) provides for a right-of-way designated by signs or pavement markings (sharrows) for shared use with pedestrians or motor vehicles. Sharrows are a type of pavement marking (bike and arrow stencil) placed to guide bicyclists to the best place to ride on the road, avoid car doors, and remind drivers to share the road with cyclists.

• Class IV Bikeway, also known as “cycle tracks” or “protected bike lanes,” provide a right -of- way designated exclusively for bicycle travel within a roadway and which are protected from other vehicle traffic with devices, including, but not limited to, grade separation, flexible posts, inflexible physical barriers, or parked cars.

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Within the study area, existing Class I facilities are present along Colgan Creek between Colgan Avenue and Petaluma Hill Road, and along the Hunter Creek Trail between Scenic Avenue and Moorland Avenue and between Santa Rosa Avenue and the Plan boundary. Class II facilities are present along Santa Rosa Avenue between SR 12 and Todd Road and Kawana Springs Road between Santa Rosa Avenue and Petaluma Hill Road. Residents currently create informal bike and pedestrian facilities along streets, creek paths, and freeway overcrossings, which creates a safety hazard.

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Figure 10. Existing and Proposed Bicycle Facilities

Existing Transit Network
Passenger Rail Service
Passenger rail service and connections for the Sonoma County/Marin County region are provided by SMART. The SMART passenger rail service connects the Sonoma County Airport station in the north to the Larkspur Ferry Terminal in the south, which provide service to scheduled passenger air travel and scheduled ferry transit connections to San Francisco, respectively.

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Although the SMART trail runs through the west side of the Plan Area, the two stations in the City are located north of the Plan Area. There is no station within the Plan Area, with the closest

stations for Plan Area residents being the Santa Rosa Downtown Station to the north and the Rohnert Park station to the south.

Public Bus Service
Regional Bus service in the City of Santa Rosa is operated by Golden Gate Transit, Mendocino Transit, and Amtrak. Local service is provided by Santa Rosa CityBus and Sonoma County Transit (SCT) in the Plan Area. Paratransit services are operated within the Plan Area by the City of Santa Rosa, Sonoma County Transit and Marin Access.

• Santa Rosa CityBus (CityBus): Santa Rosa CityBus provides local bus service throughout the City of Santa Rosa seven days a week with 15 routes. CityBus Routes 3 and 5 are the only rides that operate directly within the Plan Area.

Routes 3 and 5 are scheduled to return to 30-minute headways Monday- Friday but are currently operating on 60- minute headways since the pandemic. Both routes operate on a 60-minute headway on Saturday and Sunday. Both routes connect at the Transit Mall to other CityBus routes, regional transit services, and to SMART at the Downtown or North Santa Rosa SMART Stations.

• Sonoma County Transit (SCT): Sonoma County Transit provides regional bus throughout Sonoma County. Two Sonoma County Transit routes (42, 44/48) serve the Plan Area directly. Both routes connect at the Transit Mall to provide connections to other transit services including SMART. Table 10 summarizes the existing transit services within the SSRSP area.

Santa Rosa CityBus
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Table 10: Existing Transit Service

Route1 From To Weekdays Saturdays Sundays
Operating
Hours5
Peak
Headway2
(minutes)
Operating
Hours5
Headway2
(minutes)
Operating
Hours5
Headway2
(minutes)
Santa Rosa City Bus
3 Santa Rosa
Transit Mall
Elsa Drive 6:00 AM –
7:25 PM
60 6:15 AM –
7:40 PM
60 10:30 AM
– 4:55 PM
60 5 Santa Rosa
Transit Mall
Yolanda
Avenue
6:30 AM –
7:55 PM
60 6:40 AM –
8:05 PM
60 10:00 AM
– 4:25 PM
60 Sonoma County Transit
42 Santa Rosa
Transit Mall
West Robles
Avenue
7:30 AM –
5:40 PM
60 - - - -
44 Coddingtown Petaluma
Transit Mall
8:30 AM –
10:15 PM4
60 7:00 AM –
9:05 PM
150 7:00 AM –
9:05 PM
150
48 Coddingtown Petaluma
Transit Mall
6:20 AM –
10:45 PM4
60 8:30 AM –
10:15 PM
150 8:30 AM –
10:15 PM
150
Notes:

1. Weekday and weekend service as of April 2024.

2. Headways are defined as the time between transit vehicles on the same route.

3. Operating hours have been rounded to the nearest tenth minute.

4. Headways are provided for the peak hour, off-peak headways vary.

5. Operating hours and headways are subject to change as additional funding becomes available.

Sources: Santa Rosa City Bus and Sonoma County Transit, 2024.

Currently Planned Roadway Improvements
Hearn Avenue Interchange Reconstruction. This project is underway and will demolish and reconstruct the Hearn Avenue interchange overcrossing to increase vertical clearance over Highway 101 and widen the overcrossing to provide two vehicle lanes in each direction, a median, six-foot sidewalks, Class I V bike lane on the north side of the bridge, and a two -way Class IV bikeway on the south side of the street that will extend from Corby Avenue and Santa Rosa Avenue. The project will also widen Highway 101 southbound oﬀ -ramp and reconﬁgure the intersections of Hearn Avenue/Corby Avenue and Hearn Av enue/Santa Rosa Avenue to include protected intersections and upgraded pedestrian facilities. With this interchange completion, CityBus has planned to operate a route to connect the east and west side via this overcrossing as shown the Short-Range Transit Plan for CityBus.

Bellevue Avenue Improvements at Highway 101 is an eﬀort with Sonoma County Transit Authority to expand bicycle, pedestrian, transit, and vehicle improvements to the SSRSP area. The full improvements for this project will not be included until the next update of the regional Comprehensive Transportation Plan (CTP). The City’s adopted General Plan currently identiﬁes a full interchange at Bellevue Avenue, but this may be non-compliant with Caltrans standards due to proximity to the Hearn Avenue interchange.

Vehicle Miles Traveled
A common metric used to quantify motor vehicle use is Vehicle Miles Traveled (VMT). One VMT is a single motor vehicle being driven one mile. Many factors aﬀect VMT, including the average EXISTING CONDITIONS REPORT | CIRCULATION
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distance residents commute to work, school, and shopping, as well as the amount of non- automobile travel including walking and biking. Areas that have a diverse land use mix and ample facilities for non-automobile modes, including transit, tend to generate lower VMT than auto- oriented rural and suburban areas where residents live at a distance from work, school, and other amenities.

An important California Environmental Quality Act (CEQA) consideration related to transportation is that Senate Bill (SB) 743 has changed the metric used to identify potential signiﬁcant transportation impacts in CEQA analysis. SB 743 directed the California Governor’s Oﬃce of Planning and Research (OPR) to identify a new metric and to recommend analy sis methodology and thresholds. OPR selected VMT as the preferred metric and has ﬁnalized guidance material that went into eﬀect in 2020. However, SB 743 does not prevent a city or county from continuing to analyze delay or Level of Service (LOS)
9 as part of other plans (e.g., the general plan), studies, or on-going network monitoring. However, LOS metrics may no longer constitute the sole basis for CEQA impacts. SB 743 did not change the discretion that lead agencies must select methodology or deﬁne their own signiﬁcance thresholds, but the guidance being developed by OPR should be carefully considered by lead agencies when they ultimately ﬁnalize their own recommended practices. A key factor should be how the lead agency/community values VMT reduction, especially with regards to its inﬂuence on reducing greenhouse gases, promoting active transportation, and encouraging inﬁll development, all of which, are identiﬁed as objectives in the legislative intent of SB 743. Absent a locally established VMT threshold, the current OPR threshold guidance as contained in Technical Advisory on Evaluating Transportation Impacts in CEQA , OPR, December 2018, should be used. OPR recommends that for land use projects, VMT thresholds are set at ﬁfteen percent (15%) below baseline VMT/capita for the city or region in suburban areas. The City of Santa Rosa has adopted guidelines related to VMT, but Sonoma County has not yet adopted guidelines related to VMT; Sonoma County Transportation Authority has created a vehicle miles traveled reduction calculator for member agencies.

Traﬃc counts were used to adjust the base year of the SCTA travel demand model to better account for the volumes in the study area and traﬃc congestion on Highway 101 to be more in alignment with the validation targets in the California Regional Transportation Plan guidelines.

Year 2024 VMT information for the Speciﬁc Plan Traﬃc Analysis Zones (TAZ), the City of Santa Rosa, and Sonoma County are presented below.
• SSRSP area TAZs Total VMT per Service Population: 34.4 Total VMT per Service Population
• City of Santa Rosa Total VMT per Service Population: 23.8 Total VMT per Service Population
• Sonoma County Total VMT per Service Population: 30.0 Total VMT per Service Population
The data indicates that the TAZs within the SSRSP area have a higher VMT per service population (34.4) compared to the City of Santa Rosa (23.8) and Sonoma County (30.0). This suggests that residents in the SSRSP area are traveling more miles by vehicle, which could contribute to increased greenhouse gas emissions and traﬃc congestion.

Given the shift in CEQA analysis emphasizing VMT as a key metric due to SB 743, it is crucial for EXISTING CONDITIONS REPORT | CIRCULATION
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the SSRSP area to implement strategies that reduce VMT. This includes promoting a diverse land use mix, enhancing facilities for non-automobile modes of transportation, and encouraging inﬁll development. By aligning with the City of Santa Rosa's adopted VMT guidelines and considering OPR's recommended thresholds, the SSRSP can work towards creating a more sustainable, accessible, and environmentally friendly transportation network that meets state objectives and improves quality of life for residents.

Existing Intersections Level of Service
Existing intersection lane conﬁgurations, signal timings, and peak hour turning movement volumes were used to calculate level of service at the study intersections during the morning and evening peak hours. Traﬃc counts for the study intersections were collected in April 2024. The results of the LOS analysis for Existing Conditions are presented in Table 11 below:

9 Level of Service (LOS) is a qualitative measure describing operational conditions within a traﬃc stream, and their perception by motorists and/or passengers. Federal Highway Administration (FHWA), Traﬃc Analysis Tools:

Volume II - Decision Support Methodology for Selecting Traﬃc Analysis Tools.

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Table 11: Existing Conditions Intersection Level of Service

Intersection Control Type1 Peak Hour2 Existing Conditions Delay (sec)3 LOS4
1 Santa Rosa Avenue/Petaluma Hill
Road
Signalized AM 7.6 A
PM 9.1 A
2 Santa Rosa Avenue/Baker Avenue Signalized AM 20.8 C
PM 26.7 C
3 Santa Rosa Avenue/Colgan
Avenue/US 101 Northbound Ramp
Signalized AM 37.2 D
PM 23.6 C
4 Petaluma Hill Road/Colgan Avenue Signalized AM 11.2 B PM 15.6 B
5 Petaluma Hill Road/Kawana Springs
Road
Signalized AM 17.7 B
PM 19 B
6 Hearn Avenue/Corby Avenue Signalized AM 39.6 D
PM 45.3 D
7 Hearn Avenue/Santa Rosa Avenue Signalized AM 39.8 D
PM 60.7 E
8 Santa Rosa Avenue/Yolanda
Avenue/ US 101 Northbound Ramp
Signalized AM 33.4 C
PM 30.7 C
9 Bellevue Avenue/Moorland Avenue AWSC AM 19.8 C
PM 16.4 C
10 Santa Rosa Avenue/Bellevue
Avenue
SSSC AM 28.3 (>120) D (F)
PM 3.0 (43.3) A (E)
11 Santa Rosa Avenue/East Robles
Avenue
Signalized AM 7.7 A
PM 7.6 A
12 Todd Road/ US 101 Southbound
Ramp
Signalized AM 14.5 B
PM 14.5 B
13 Todd Road/ US 101 Northbound
Ramp
Signalized AM 8.1 A
PM 8.1 A
14 Santa Rosa Avenue/Todd Road Signalized AM 16.5 B
PM 19.9 B
Notes:

1. Signalized = Traffic Signal Control, AWSC = All-Way Stop-Controlled Intersection, SSSC = Side-Street Stop-Controlled Intersection.

2. AM = morning peak hour, PM = evening peak hour.

3. Whole intersection average delay reported for signalized intersections and all-way stop-controlled intersections. Side- street stop-controlled delay presented as Whole Intersection Average Delay (Worst Movement Delay). Delay calculated per HCM 6th Edition methodologies.

4. LOS = Level of Service designation per HCM 6th Edition.

Bold indicates unacceptable operations.

Source: Fehr & Peers, 2024.

Safety Considerations
The City of Santa Rosa has adopted several safety plans in recent years. The Bicycle and Pedestrian Master Plan (BPMP) provides the City with a long-term vision for improving active transportation and providing policies and actions to support in decision- making processes for investments in bicycle and pedestrian facilities. Within the SSRSP area, Santa Rosa Avenue between Petaluma EXISTING CONDITIONS REPORT | CIRCULATION
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Hill Road and Colgan Avenue was highlighted as a part of the bicycle High Injury Network (HIN) and Santa Rosa Avenue between El Portal Way and Bellevue Avenue was highlighted as part of the pedestrian HIN. The BPMP proposed various bikeway and pedestrian projects within the SSRSP area to improve safety citywide.

The City’s Local Road Safety Plan (LRSP) built on the BPMP by focusing on the HIN and updating collision data to evaluate how and whether collision frequency and severity has improved in years since the BPMP was adopted. The LRSP aimed to identify additional safety countermeasures to reduce fatal and severe injuries throughout the City. The LRSP did not identify additional focus areas within the Speciﬁc Plan Area; however, the LRSP includes additional countermeasures and strategies that should be considered for this eﬀort.

In 2022, Santa Rosa City Council adopted the Sonoma County Vision Zero Action Plan (VZAP) that set a target goal of zero traﬃc deaths and severe injuries on roadways within the City by 2030.

The VZAP identiﬁed a handful of corridors and intersections as part of the High Injury Network.

The corridors include Dutton Avenue, Hearn Avenue, Kawana Springs Road, Santa Rosa Avenue, and Petaluma Hill Road. The High Injury Intersections within our study area include the Baker Avenue/Santa Rosa Avenue/Colgan Avenue intersection, the Bellevue/Dutton Avenue intersection, the Bellevue Avenue/Santa Rosa Avenue intersection, the Corby Avenue/Hearn Avenue intersection, the Kawana Springs Road/Petaluma Hill Road intersection, the Santa Rosa Avenue/driveway between Colgan Avenue & Milicent Way intersection, the Santa Rosa Avenue/Plaza Drive intersection, and the Santa Rosa Avenue/Court Street intersection. The VZAP includes goals and actions for the City of Santa Rosa and Sonoma County to consider for future improvements within the Speciﬁc Plan Area.

Evacuation Considerations
On October 8, 2017, a Red Flag Warning was issued by the National Weather Service for above- normal wind speeds in Santa Rosa and the surrounding areas. The Tubbs and Nuns Fires both ignited outside the city and due to the high winds, the ﬁre quickly spread towards Santa Rosa.

Although the 2017 Complex Fires did not aﬀect the Speciﬁc Plan area, those that were notiﬁed to evacuate due to the ﬁres, evacuated south. The City and County’s After Action Reports (AARs) highlight improvements needed towards existing infrastructure including the communication systems, to alert the community to the need to evacuate if a similar scenario were to occur.

After Action Reports were prepared by the City of Santa Rosa and Sonoma County for the October 2017 Complex Wildﬁres. The City’s AAR entitled Coming Together in Crisis: The Santa Rosa Story (2019) and the County’s entitled the Emergency Operations Center After Action Report & Improvement Plan (2018) highlight the story of the wildﬁres, limitations on City and County staﬀ during the time of the wildﬁres, and improvements for wildﬁre response in the event of a future ﬁre.

PUBLIC SERVICES & INFRASTRUCTURE

School Bus in Plan Area
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Essential Services
Police Service
The City of Santa Rosa Police Department and Sonoma County Sheriﬀ’s Department serve the Plan Area by providing law enforcement services. There are no police or sheriﬀ stations, jails, or other facilities within the Plan Area.

Fire Service
The City of Santa Fire Department and the Sonoma County Fire District serve the Plan Area providing ﬁre protection and prevention, emergency medical services, and more. Sonoma County Fire District Station 4 is located on the north side of Todd Road, between Standish and Moorland Avenues, within the Plan Area.

Sonoma County Fire District Station 4

Childcare & Education
Schools serve as nodes of activity in the Plan Area where children and parents walk and drive in the mornings and afternoons, and evenings pending after -school activities. There are several schools within one mile of the Plan Area, including:
• Amarosa Academy (7-12)*
• Bellevue School (K-6)
• Brook Hill School (K-6)
• Elsie Allen High School (9-12)
• Hahn (Marguerite) Elementary School (TK-5)
• Kawana Springs Elementary School (K-6)
• Meadow View School (K-6)
• Roseland Accelerated Middle School (7-8, Charter)
• Roseland Creek Elementary School (K-6)
• Roseland Elementary School (Pre-K-6)
• Roseland University Prep (9-12, Charter)

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• Santa Rosa Middle School (7-8)
• Sheppard Accelerated School (K-6)
• Taylor Mountain School (K-6)*
*Located in the Plan Area
Formal childcare, such as daycare centers, are concentrated in the northern portion of the Plan Area. Most are private daycare centers or in-home family-run childcare services.

Libraries
There are no libraries located within the Plan Area. The nearest library, Roseland Regional Library, is located approximately 0.75 miles to the northeast of the Plan Area in Roseland.

Open Space & Recreational Facilities
The Plan Area currently lacks open space and recreation, as well as connectivity between the existing resources. The Plan Area has three public parks: Sonoma County’s Andy Lopez Unity Park (4.76 acres), and City of Santa Rosa’s Red Hawk Park (0.34 acres), and Harvest Park (3.60 acres). Typically,
a community is considered well-
resourced with open space when
every household lives within a 10 -
minute walk from access to a park
or natural resource. The parks in
the Plan Area are concentrated
along Santa Rosa Avenue, and
many residents of the Plan Area do
not live within a 10-minute walk of
any of the parks. Therefore, this is
considered a “park poor” community.

Class 1 Path near Plan Area
Additionally, connectivity between resources is restricted by Highway 101 running north to south through the center of the Plan Area. A lack of pedestrian and cyclist infrastructure also limits the ability of community members to access recreational activities , as discussed in the Circulation section of this document.

Infrastructure
Water
This section summarizes the ﬁndings from the SSRSP Existing Conditions Memo (Watearth, 2024), which examines water and wastewater infrastructure. These insights form the foundation for informed decision -making on infrastructure improvements, sustainability measures, and regulatory compliance necessary for supporting future growth in the Plan Area.

Regulatory Setting
California adopted the Water Conservation (WC) Act of 2009, with the goal of reducing statewide urban per capita water use by 20 percent (%) by 2020 (UWMP, 2020). As the eﬀects of climate

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change became more apparent, it became clear that more water conservation eﬀorts are needed to maximize water use in the state of California. With the signing of 2018 water conservation legislation (SB 606 and AB 1668 “Making Water Conservation a California Way of Life”), four primary goals were identiﬁed (CDWR 2018):

1. Use water more wisely

2. Eliminate water waste

3. Strengthen local drought resilience

4. Improve agricultural water use eﬃciency and drought planning The City of Santa Rosa achieved the original 20% water conservation goal and is also committed to achieving compliance with the 2018 Making Water Conservation a California Way of Life legislation.

Water Sources
The Urban Water Management Planning Act requires that water suppliers with more than 3000 connection or more than 3000 acre-feet of demand update their Urban Water Management Plan (UWMP) at least every five years , demonstrating water supply reliability in normal, single dry, and multiple dry water years for their service area. T. A UWMP Update for the City of Santa Rosa is created every ﬁve years, with the most recent released in 2020. The City of Santa Rosa’s 2020 UWMP deﬁnes a service area as the City’s municipal boundary. This boundary does not currently include the entire South Santa Rosa Plan Area, only a portion. Within the 2020 UWMP the South Santa Rosa Plan Area was deﬁned as the voter-approved Urban Growth Boundary, shown in Figure 11. Figure 12 details the City of Santa Rosa service area with associated Sonoma County water agency infrastructure.

The recycled water irrigation service area is a subset of the City service area, with no plans for expansion. Beyond this area, recycled water is permitted to be trucked for dust control for construction including into the South Santa Rosa Plan Area, the recycled water trucking program boundary is shown in Figure 13.

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Figure 11. City of Santa Rosa Existing Water System

Source: Engineering Services Asset Management, 2025

Figure 12. City of Santa Rosa Service Area with Associated SCWA Infrastructure

Source: Santa Rosa 2020 UWMP

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Figure 13. Recycled Water Service Area

Source: Santa Rosa 2020 UWMP

The City of Santa Rosa’s 2020 UWMP analyzes potable and non-potable water supply sources over the short- and long -term. The City of Santa Rosa has three existing sources of water supply (UWMP, 2020):

1. Entitlement from Sonoma Water for potable water.

2. Groundwater from the City of Santa Rosa’s potable water wells.

3. Recycled water (non-potable) from the Santa Rosa Regional Water Reuse System; owned and operated by the City of Santa Rosa.

To enhance the City’s water supply resiliency, Santa Rosa Water conducted a study of water supply options and developed an adaptive Water Supply Alternatives Plan (Plan) in 2023 aimed at determining the feasibility of reducing vulnerability to water shortages and enhancing long - term water supply reliability. This Plan identiﬁes a path forward to diversify the City’s water supply portfolio in the coming years, including adding new capacity. Water use regulations and projections implemented by the City of Santa Rosa aim to ensure that the addition of the South Santa Rosa Plan Area to the water supply will strive to not aﬀect current and future water demands, although a Water Supply Assessment for this Plan area will be undertaken to determine the impact more fully , consistent with state regulations . Multiple scenarios were studied in the 2020 UWMP to ensure water supply will be suﬃcient to meet increasing demands through 2045, including for the portion of the South Santa Rosa Plan Area that was evaluated as part of the UWMP:
• In normal years, water supply will be suﬃcient to meet increasing demand through 2045. • In dry ﬁve-year periods, equivalent to the driest ﬁve-year period on record in the City of Santa Rosa, water supply will be suﬃcient to meet increasing demand through 2045. • If a severely dry single year scenario occurs, the existing water conservation program

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established by the City of Santa Rosa will be utilized to continue reduced demand and ensure the water supply is not exceeded.

Table 12 summarizes current water supplies and projected water supplies described in the 2020 UWMP.

Table 12: Santa Rosa Potable Water Supply Summary

Source

Additional
Detail
2020,
Actual
(Average
MGD)

2025
(MGD)

2030
(MGD)

2035
(MGD)

2040
(MGD)

2045
(MGD)
Purchased or
Imported Water
Potable
(contract) 16.09 25.98 25.98 25.98 25.98 25.98
Groundwater (not
desalinated) Potable (City) 1.12 2.05 2.05 2.05 2.05 2.05 Total Potable Water 17.21 28.03 28.03 28.03 28.03 28.03 Source: Santa Rosa 2020 UWMP

Table 13 details the number of potable water customer connections and percentage breakdowns from the 2020 UWMP. Most connections for potable water are single-family with some multi - family residential and commercial. The remaining connections are limited to industrial, institutional/government, landscape, and ﬁre lines.

Table 13: Santa Rosa Current Potable Water Customers (2020)

Sector Number of
Connections
(2020)
Number of
Connections
(2024)

Single-Family 45,314 46,200
Multi-Family 3,374 3,505
Commercial 2,616 2,613
Industrial 66 65
Institutional/Governmental 242 232
Landscape 1,494 1,552
Fire Lines 1,215 1,289
Total 54,321 55,637
Source: Santa Rosa 2020 UWMP

Approximately 93% of the City’s potable water is purchased or imported while the remaining 7% is obtained from City water sources. The City’s potable water supply from Sonoma Water is surface water diverted from the Russian River (99%) and groundwater wells (1%) located in the Santa Rosa Plain sub-basin. The groundwater is pumped by the City of Santa Rosa from six municipal groundwater wells within the Santa Rosa Plain sub -basin of the Santa Rosa Valley Groundwater Basin:
• Farmers Lane Wells No. 1 and No. 2: Can reasonably provide up to 1,300 acre-feet per year (AFY) and are the City’s only potable sources in active use. The wells are used to supplement potable water supplies obtained from Sonoma Water, particularly during EXISITING CONDITIONS REPORT | PUBLIC SERVICES & INFRASTRUCTURE 59 NOVEMBER 2024 DRAFT

high demand periods.
• Carley Well and Peter Springs Well: Primarily provide water for landscape irrigation to an adjacent park, reﬁlling Lake Ralphine, and irrigation of school grounds. The wells provide the City with approximately one MGD of groundwater capacity on a stand-by emergency basis.
• Farmers Lane Well No. 3 : Operated to provide small amounts of landscape irrigation water supply to areas adjacent to the well.
• Leete Well: Used only to provide water during an emergency outage condition. Currently out of service for several years due to casing separation.

Santa Rosa’s potable water is distributed by a combination of pipelines (624 miles), storage reservoirs (21 water tanks), and pump stations (19). To accommodate the network of pipelines, the distribution system is structured into 18 major pressure zones, and smaller sub-zones, ranging in diameter from 4 to 24 inches. The 19 water pumps are distributed throughout this water distribution system as well as one well treatment facility.

Water Infrastructure Map
A water infrastructure map was developed for the South Santa Rosa Plan Area. Appendix B outlines the water infrastructure within the South Santa Rosa Plan Area: water tanks, pump stations, and water main count information is detailed below. Values were compared to the entire City of Santa Rosa.
• Water Tanks: 23 within the City of Santa Rosa; 0 within South Santa Rosa Plan Area. • Pump Stations: 19 within the City of Santa Rosa; 0 within South Santa Rosa Plan Area. • Water Mains: 27,639 (763 mi) within the City of Santa Rosa; 1,794 (38 mi) within South Santa Rosa Plan Area.

Existing Water Demands
The existing water demands of Santa Rosa are driven by the current population, climate, and supply capacity. Variable weather conditions have an impact on the length of irrigation season, peak water demand, and supply reliability. Table 14 details the recorded amount of potable water used from 2020 to 2024 and the projected 2025 values. 2024 includes values from the months of January to August.

Table 14: Santa Rosa Potable Water Supplies

Source

Additional
Detail

2020, Actual
(MGD)
2021,
Actual
(MGD)
2022,
Actual
(MGD)
2023,
Actual
(MGD)
2024,
Current
(MGD)
2025*,
Projected
(MGD)
Purchased or
Imported Water
Potable
(contract) 16.09 14.14 13.55 13.44 9.56 25.98
Groundwater (not
desalinated) Potable (City) 1.12 1.18 0.94 1.10 0.74 2.05 Total Potable Water 17.21 15.32 14.49 14.54 10.3 28.03
*Santa Rosa 2020 UWMP Projected Value; Additional values were supplied by the City of Santa Rosa.

Future Water Demands
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The future water demands of Santa Rosa are driven by population increase, change in climate, and future supply capacity. Published housing projections, provided in Table 15 below, show an 18% increase in the number of units in Santa Rosa by 2040. Of the approximately 74,000 homes in 2024, 6,060 households are located within the South Santa Rosa Plan Area, as discussed in the Population Characteristics section of the General Plan. Table 16 projects potential potable water supplies over the next 25 years. The demand projections address all classiﬁcations, including projections for all types of customer water sales, water losses from the potable water system, and the addition of the urban growth boundary. The City of Sa nta Rosa did not reduce demand projections for anticipated active water savings from future custo mer participation in the City’s ongoing water use eﬃciency programs (UWMP, 2020). Therefore, the projections are conservative as the City plans to continue to save water with conservation measures.

Table 15: City of Santa Rosa Housing Projections

Housing Type 2010 2015 2020 2025 2030 2035 2040
Single-Family Units,
# of homes 47,265 49,420 49,420 49,485 50,155 51,090 52,525 Multi-Family Units,
# of homes 20,620 21,455 21,455 24,275 27,645 29,640 31,355

Total

67,885

70,875

70,875

73,760

77,800

80,730

83,880
Source: Association of Bay Area Governments, Plan Bay Area Projections 2040, November 2018 Santa Rosa 2020 UWMP
Table 16: City of Santa Rosa Projected Water Supplies

Source Additional
Detail 2025 (MGD) 2030 (MGD) 2035 (MGD) 2040 (MGD) 2045 (MGD) Purchased or
Imported Water
Potable
(contract) 25.98 25.98 25.98 25.98 25.98
Groundwater (not
desalinated) Potable (City) 2.05 2.05 2.05 2.05 2.05
Total Potable Water 28.03 28.03 28.03 28.03 28.03
Source: Santa Rosa 2020 UWMP

Planned Improvement Projects
As of 2020, California Water Code requires water suppliers to account for the impact of climate change on potable and non-potable water supplies and supply reliability (UWMP, 2020). Sonoma County prepared a report, Climate Ready Sonoma County: Climate Hazards and Vulnerabilities (prepared by North Bay Climate Adaption Initiative for Sonoma County Regional Climate Protection Authority) to discuss climate change and the aﬀect it will have on the County:
• Higher average temperatures and more extreme heat events; • More frequent and intense droughts;
• More variable rain and seasonality;
• Greater risk of extreme ﬂoods;
• More frequent and intense wildﬁres; and
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• Sea level rise.

To address climate change and per California state law , the City of Santa Rosa developed the Water Shortage Contingency Plan (WSCP). This document establishes protocols to be implemented when City -wide potable and non- potable water supply shortage levels are triggered. The City’s WSCP deﬁnes long-term demand project ions, , rationing stages, and per capita allocations in rationing stages. The City of Santa Rosa’s climate change mitigation and adaptation eﬀorts have been consistently funded through regular budgeting pr ocess for comprehensive asset management and capital improvement projects (UWMP, 2020). .

Water planned improvements involve the implemented Capital Improvement Plan (CIP), a ﬁve - year ﬁnancial plan for the maintenance and expansion of public infrastructure. Projects are prioritized based on need and amount of funding available. The CIP identiﬁes public facility improvements that are needed, provides a design and construction schedule, and identiﬁes funding for the projects (CIP, 2024). Of the 70 total projects proposed and currently under construction, 12 are related to water and waste water within the City of Santa Rosa.

Wastewater
Regulatory Setting
In Santa Rosa, wastewater is treated and approved for non -potable reuse under the National Pollution Discharge Elimination System (NPDES) Permit. Depending upon the amount of rainfall in any given year, approximately 98% of the Regional System’s wastewater is recycled; in 2020, 100% of the wastewater was recycled (UWMP, 2020). The City distributes and uses this recycled water for non-potable uses (landscape irrigation and dust control) within the urban jurisdiction under the State Water Resources Control Board (SWRCB) General Order for Recycled Water Use WQ 016-0068- DDW (SWRCB, 1986), while the majority of wastewater is sent to the Geysers Recharge Project and agricultural users outside the city jurisdiction for beneﬁcial reuse. The City of Santa Rosa Wastewater is treated at Title 22 Tertiary level, the highest non -potable level recognized in the State water recycling regulations.

Agencies that Provide Wastewater Treatment Facilities and Services Wastewater is recycled, treated, and reused for non -potable uses by the City of Santa Rosa’s Laguna Treatment Plant (LTP). The LTP system treats wastewater collected from homes, businesses, and nearby municipalities including the cities of Santa Rosa, Cotati, Rohnert Park, and Sebastopol as well as the South Park Sanitation District and some portions of unincorporated Sonoma County. The treated wastewater is then recycled for landscape irrigation, while the majority is sent to the Geysers Recharge Project and the City of Rohnert Park for urban reuse. The City of Santa Rosa’s water recycling system is monitored by state, local, and federal agencies (UWMP, 2020). This recycled water is designed to meet or exceed California standards for all recycled water uses except drinking water.

LTP is part of a regional system, Santa Rosa Regional Water Reuse System, which operates and maintains recycled water for more than 225,000 residents and 6,500 businesses for the following cities/areas (UWMP, 2020), shown in Figure 14:
• City of Cotati;
• City of Rohnert Park;
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• City of Santa Rosa;
• City of Sebastopol; and
• The South Park Sanitation District and portions of Unincorporated Sonoma County.

Figure 14. Santa Rosa Regional System

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LTP is a tertiary level treatment facility; ﬂow values are discussed in detail in the Annual Average Flows section. Tertiary treated water is high quality, metered, and safe for many reuse purposes including:
• Irrigation of landscape,
• Agricultural crops,
• Vineyards,
• Playgrounds,
• Golf courses, and
• Public parks.

Areas Served by Septic
Septic accounts for approximately 40.6% of the South Santa Rosa Plan Area’s wastewater capacity.

Sewers account for approximately 59.4% of the South Santa Rosa Plan Area’s wastewater capacity, conveyed to local wastewater treatment plants. The area served by septic within the South Santa Rosa Plan Area is shown in Appendix B. The area served by septic tanks within the South Santa Rosa Plan Area versus the area served by sewers within the South Santa Rosa Plan Area is shown in Table 17.

Table 17: Area Served by Septic within South Santa Rosa Plan Area

Area served by Septic Tanks
within South Santa Rosa Plan
Area (mi2)
Area served by Sewers
within South Santa Rosa
Plan Area(mi2)
Septic Tanks Percent Area
within South Santa Rosa
Plan Area (%)
Sewer Percent Area within
South Santa Rosa Plan
Area (%)

1.09 1.59 40.6 59.4
Wastewater and Recycled Water Infrastructure
A wastewater infrastructure map was constructed for the South Santa Rosa Plan Area. Appendix B outlines the wastewater infrastructure within the South Santa Rosa Plan Area. Sewer main line count information is detailed below. Values were compared to the entire City of Santa Rosa to highlight the South Santa Rosa Plan Area’s wastewater use. • 18,082 sewer main lines (612 mi distance) are within the City of Santa Rosa:
• 712 sewer main lines (24.6 mi distance) are within the entire South Santa Rosa Plan Area. o 412 sewer main lines (13.0 mi distance) are within the City portion of the South Santa Rosa Plan Area.
o 300 sewer main lines (11.6 mi distance) within unincorporated areas of the South Santa Rosa Plan Area.

Appendix B details the Pipe and Diameter classiﬁcations within the South Santa Rosa Plan Area for the wastewater network.

Annual Average Flows
The LTP is a tertiary wastewater treatment facility that processes an average daily ﬂow of 16.73 MGD and an average dry weather ﬂow of 13.13 MGD based on 2020 -2023 data. The plant's maximum permitted daily dry weather ﬂow is 21.34 MGD and the Treatment Plant does not have increased capacity due to limitations on solids disposal capacity.

Wastewater Collection and Treatment
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In 2024, LTP treated 7.77 billion gallons of wastewater. Of this, 1.71 billion gallons were recycled for urban and agricultural irrigation, and 4.77 billion gallons were recycled to the Geysers, reﬂecting Santa Rosa’s signiﬁcant focus on water reuse to support sustainability goals.

Wastewater Flow and Recycled Water Projections
Projections indicate that the availability of non -potable recycled water within the City’s urban boundary (which includes the Plan Area) will remain steady at 0.125 MGD through 2045. Less than 1% of this recycled water will be used within the urban growth boundary, primarily for landscape irrigation.

Stormwater
Regulatory Setting
The regulatory framework for stormwater management in the Plan Area is governed by both federal and state agencies. The U.S. Environmental Protection Agency (EPA) enforces the Clean Water Act (CWA), including the National Pollutant Discharge Elimination System (NPDES), which requires municipalities to manage stormwater discharges to minimize pollution. At the state level, the California State Water Resources Control Board and the North Coast Regional Water Quality Control Board oversee compliance with stormwater quality standards. Local ordinances also provide additional guidance, ensuring proper drainage infrastructure and pollution control measures are in place.

Service Provider(s)
Stormwater infrastructure in the Plan Area is managed by the City of Santa Rosa Public Works Department and Santa Rosa Water. The department s are responsible for maintaining existing stormwater facilities and implementing improvements to ensure the system meets community needs. In unincorporated areas, Sonoma County Public Infrastructure oversees stormwater management in collaboration with regional agencies such as Sonoma Water.

Stormwater Collection System
The Plan Area’s stormwater collection system consists of a combination of above-ground drainage features, such as gutters, culverts, and retention basins, and below-ground stormwater pipelines.

These facilities work together to mitigate ﬂooding during storm events, channel runoﬀ into designated outflows, and reduce pollutant loads entering waterways. The system is designed to accommodate stormwater generated from residential, commercial, and industrial uses within the Plan Area.

Planned Improvement Projects
The City of Santa Rosa and Sonoma Water have identiﬁed numerous stormwater improvement projects needed to address system deﬁciencies and future needs. These projects include upgrading stormwater pipelines to accommodate increased ﬂow capacity, constructing new retention basins to manage peak ﬂows, and implementing green infrastructure initiatives such as bioswales and other forms of Low Impact Development to enhance water inﬁltration and quality.

The City is currently drafting a Storm Drain Master Plan that provides a condition assessment, prioritization of potential projects, and an analysis o f financial needs and potential funding sources.

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Watershed Mapping and Slope Studies
The Plan Area lies within the Laguna de Santa Rosa watershed, with signiﬁcant drainage ﬂowing into nearby creeks and rivers. A comprehensive slope analysis has identiﬁed areas susceptible to erosion and sedimentation, requiring targeted mitigation measures to protect water quality and maintain soil stability.

Storm Drain Pump Stations
Preliminary analyses indicate that additional storm drain pump stations may be required to handle runoﬀ in low -lying areas. Locations for these facilities will be determined based on hydrological modeling and community input.

Infrastructure Needs to Meet Demand
To meet future stormwater management needs, the Plan Area will require signiﬁcant infrastructure upgrades, including:
• Expansion of pipeline collection systems to serve new development and ensure adequate ﬂow capacity.
• Construction of additional retention basins to mitigate peak runoﬀ events. • Installation of emergency stormwater pump stations in ﬂood-prone areas to enhance system reliability during extreme weather events.

Solid Waste
North Bay Corporation, operating as Recology, is responsible for the collection of municipal solid waste generated in Santa Rosa. Recology provides weekly curbside collection of refuse, recycling, and compost. Recology collection vehicles deliver the material to Central Landﬁll outside of Petaluma, California. The Plan Area lies within the jurisdiction of the Sonoma County Waste Management Agency (SCWMA). Solid waste from the City of Santa Rosa is primarily disposed of at Central Landﬁll which is anticipated to be operational through 2043 and can accept a maximum throughput of 2,500 tons per day

10. The remaining capacity of the landﬁll is 9.2 million cubic yards.11
Energy
Gas and electricity are distributed in Sonoma County by Paciﬁc Gas & Electric (PG&E). The Bellevue Substation is located in the southern portion of the Plan Area at the intersection of Santa Rosa Avenue and Mountain View Avenue. One main transmission line, the Santa Rosa -Corona line, runs north -south through the Plan Area. The Santa Rosa -Corona line intersects with the Stony Point Tap line further north in the Plan Area at Santa Rosa Avenue and Bellevue Avenue.

10 Certain types of solid waste, such as hazardous materials, cannot be disposed of at the Central Landﬁll and are diverted to specialized facilities. Hazardous waste from residents, including paints, solvents, and batteries, can be disposed of at the Household Hazardous Waste Facility at the Central Disposal Site or during collection events organized by Zero Waste Sonoma. 11 California Department of Resources Recycling and Recovery (CalRecycle, 2022)

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Telecommunications
AT&T and Comcast provide telecommunications, cable television, and Internet services in the area. There are relatively high levels of digital connectivity in the Plan Area, with 93.1% of households having a computer and 85.5% with broadband internet access. By comparison, 96.5% of households in the City and 96.6% in the County have a computer and 93.4% of both City and County households have broadband internet access.12

12 U.S. Census Bureau, ACS 5-Year Estimates, 2024

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U.S. Highway 101 and State Highway 12 interchange
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Plan Integration
City of Santa Rosa General Plan
The City of Santa Rosa is updating its General Plan with ﬁnal adoption planned for Spring 2025.

Chapter 5 of the draft General Plan includes the Safety, Climate Resilience, Noise, & Public Services and Facilities Element. This Chapter provides the framework for mitigating risks associated with natural and human-caused environmental hazards that may pose a risk to life and property in Santa Rosa. Santa Rosa’s desirable environmental features are assets to the community, but also pose ﬂood, seismic, ﬁre, drought, and slope instability hazards. This chapter of the General Plan focuses on ensuring that Santa Rosa is resilient to hazards and equipped to recover from future events through goals, policies, and actions for climate resilience, safety, public services and facilities, and noise.

Chapter 3 of the City’s proposed general plan update, entitled Circulation, Open Space, Conservation, and Greenhouse Gas (GHG) Reduction, identiﬁes new and continued actions, programs, and policies to support the City’s eﬀorts to preserve and improve open space and environmental quality, and to reduce greenhouse gas (GHG) emissions from the transportation and energy sectors. Appendix A of the proposed general plan outlines a speciﬁc strategy to reduce community GHG emissions, and Appendix B describes the community’s vulnerabilities to climate change impacts and the resources and advantages the City has in preparing for those impacts.

Sonoma County General Plan
Sonoma County’s current general plan is the General Plan 2020, adopted in 2008. It consists of 10 elements including Land Use, Circulation and Transit, Land Use, Open Space and Conservation, Noise, Public Safety, and more. A signiﬁcant focus of the General Plan is on greenhouse gas (GHG) reduction and enhancing climate resilience, recognizing the importance of mitigating climate change impacts on the County’s unique natural environment. Policies within the General Plan emphasize sustainable development practices, aiming to balance ur ban growth with the preservation of open space and agricultural lands, including the scenic Sonoma Foothills. Its policies guide growth into areas with existing infrastructure and balance urban development with preservation of the agrarian characteristics deﬁning much of Sonoma County. The County is currently updating its General Plan, incorporating new goals for reducing GHG emissions and adapting to climate-related challenges.

Natural Hazard Vulnerability
Flooding
Flooding or inundation by water can occur because of storm events, dam failure, seiche, and tsunami. Flooding is the most frequent natural hazard impacting Sonoma County, with most frequent ﬂooding occurring along the Russian River, Petaluma River, and Son oma Creek, as well as tributaries within these watersheds. Runoﬀ generated in Santa Rosa drains via nine watershed areas that ultimately discharge into the Laguna de Santa Rosa. Numerous major creeks and various tributaries convey the stormwater between the City’s runoﬀ-generating sources and the Laguna de Santa Rosa. Santa Rosa Creek is a part of the City’s largest drainage basin, draining EXISTING CONDITIONS REPORT |

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the northern portion of the City as well as the downtown area. In the Plan Area, Colgan Creek is used as a storm drain system discharge point and is a direct tributary to Laguna de Santa Rosa.

Todd Creek also provides drainage for the Plan Area and is a tributary to Laguna de Santa Rosa via the Bellevue-Wilfred Channel. Flooding has been known to occur in the southern portion of the City along Colgan Creek and Roseland Creek.13
Figure 15 shows the 100-year and 500-year ﬂoodplains in the region based on ﬂoodplain mapping by the Federal Emergency Management Agency (FEMA). As shown therein, a small part of the northern portion of the Plan Area within the City of Santa Rosa is within the 100 -year and 500- year ﬂoodplain near Colgan Creek.

Wildﬁre
Wildﬁre-urban interface ﬁres are prevalent in Sonoma County. Several historically large ﬁres have aﬀected the Santa Rosa community as well as the Sonoma County region within the last 10 years, which are listed below.
• Tubbs/Nuns Fires – 2017
• Kincaid Fire - 2019
• LNU Lightening Complex Fires- 2020
• Glass Fire - 2020
As shown in Figure 16 below, there are no designated Very High or High Fire Hazard Severity Zones located within the Plan Area. However, several areas of moderate Risk of Fire exist immediately adjacent to the Plan Area, east of the entire jurisdiction of Santa Rosa and east of Petaluma Avenue. Wildfire and disaster preparedness remain important considerations in the Plan Area due to the history and risk level of large wildﬁres in the surrounding areas.

Earthquake/Seismic Hazards
The United States Geological Survey has identiﬁed the location of where the Rodgers Creek Fault, which lies east of the San Andreas Fault, crosses the Santa Rosa Creek ﬂoodplain in central Santa Rosa. At its closest point, the eastern edge of the Plan Area is located approximately 0.75 -miles to the west of the active Rodgers Creek Fault Zone, shown Figure 17.

13 (City of Santa Rosa 2020).

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Figure 15. FEMA Floodplains
D
D

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Figure 16. Fire Hazard Severity Zones

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Figure 17. Fault Zones

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Noise
The 2050 Santa Rosa General Plan addresses the adverse eﬀects of noise in Chapter 5, Safety, Climate Resilience, Noise, and Public Services and Facilities. The City’s General Plan establishes standards for acceptable noise levels in diﬀerent land use distr icts, such as residential or industrial, and describes feasible policies and practices to help maintain them. Major sources of noise in the Plan Area include Highways 101 and 12, the Northwest Paciﬁc Railroad, and auto - oriented commercial and light industrial activity along the railroad.

U.S. Highway 101 & State Highway 12
Highway 101 and State Highway 12 are two of the largest noise generators in the Plan Area. The highways generate a sound level of approximately 80 db(A).

Northwest Paciﬁc Railroad
The Northwest Paciﬁc Railroad runs approximately parallel to Highway 101, and crosses West Robles Avenue, Todd Road, and Scenic Avenue within the Plan Area. The railroad is surrounded by commercial, light-industrial land, and some single-family residential land uses.

Biological Resources
Special-status species are those plants and animals listed, proposed for listing, or candidates for listing as threatened or endangered by the United States Fish and Wildlife Service (USFWS), under the Federal Endangered Species Act (FESA), those listed or candidates for listing as rare, threatened, or endangered by the California Department of Fish and Wildlife (CDFW) under the California Endangered Species Act (CESA), animals designated as “Species of Special Concern” by CDFW, and CDFW Special Plants, speciﬁcally those with a California Rare Plant Rank of 1A, 1B, and 2, as assigned by the California Native Plant Society’s (CNPS) online Inventory of Rare and Endangered Plants of California.
14 Special-Status Plant Species
Sixty (60) special -status plant species known to occur in the region were evaluated for their potential to occur in the Plan Area. Based on the lack of generally required habitat types or features in the Plan Area, such as coniferous forest, native prairie and grasslands, chaparral, rocky outcrops, serpentine and volcanic soils, and other species -speciﬁc habitat requirements, 45 special-status plant species were excluded from further evaluation. As shown in Table 18, ﬁfteen (15) have some potential to occur based on the presence of suitable alkali soils and wetland habitat.

14 (CNPS, 2024)
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Table 18: Special-status Plant Species with Potential to Occur in the Plan Area

Common Name Scientiﬁc Name Status
Low Potential to Occur
Sonoma alopecurus Alopecurus aequalis var. sonomensis CRPR 1B.1 Thurber's reed grass Calamagrostis crassiglumis CRPR 2B.1 pappose tarplant Centromadia parryi ssp. parryi CRPR 1B.2 Peruvian dodder Cuscuta obtusiﬂora var. glandulosa CRPR 2B.2 dwarf downingia Downingia pusilla CRPR 2B.2
Boggs Lake hedge-hysso Gratiola heterosepala State endangered congested-headed hayﬁeld tarplant Hemizonia congesta ssp. congesta CRPR 1B.2 legenere Legenere limosa CRPR 1B.2
Baker's navarretia Navarretia leucocephala ssp. bakeri CRPR 1B.1 round-headed beaked-rush Rhynchospora globularis CRPR 2B.1 Kenwood Marsh checkerbloom Sidalcea oregana ssp. valida Federal and state endangered long-styled sand-spurrey Spergularia macrotheca var. longistyla CRPR 1B.2 saline clover Trifolium hydrophilum CRPR 1B.2
Moderate Potential to Occur
Sonoma sunshine Blennosperma bakeri Federal and state endangered Burke's goldﬁelds Lasthenia burkei Federal and state endangered CRPR (CNPS California Rare Plant Rank)
1B=Rare, Threatened, or Endangered in California and elsewhere 2B=Plants Rare, Threatened, or Endangered in California, but more common elsewhere CRPR Threat Code Extension
.1=Seriously endangered in California (over 80% of occurrences threatened/high degree and immediacy of threat) .2=Fairly endangered in California (20-80% occurrences threatened)

Special-Status Wildlife Species
Thirty-two (32) special -status animal species known to occur in the region were evaluated for their potential to occur within the Plan Area. Fifteen (15) special -status animal species were excluded from further analysis based on the lack of required habitat types or features within the Plan Area such as large river systems, forested habitats, or mountainous terrain, or because the Plan Area is outside of the species’ known range. One special- status wildlife species was previously documented within the Plan Area, and 16 special- status animal species have some potential to occur due to the presence of wetlands, streams, and suitable nest trees in, or in the vicinity of, the Plan Area (Table 19).

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Table 19: Special-status Animals with Potential to Occur in the Plan Area

Common Name Scientiﬁc Name Status
Low Potential to Occur
Crotch bumble bee Bombus crotchii State candidate endangered western bumble bee Bombus occidentalis State candidate endangered California freshwater shrimp Syncaris paciﬁca
California
Federal and state endangered
tricolored blackbird Agelaius tricolor State threatened golden eagle Aquila chrysaetos FP, WL
burrowing owl Athene cunicularia SSC
Moderate Potential to Occur
western pond turtle Emys marmorata Federally proposed threatened California red-legged frog Rana draytonii Federally threatened white-tailed kite Elanus leucurus FP
pallid bat Antrozous pallidus SSC
Townsend's big-eared bat Corynorhinus townsendii SSC
western red bat Lasiurus frantzii SSC
American badger Taxidea taxus SSC
High Potential to Occur
Cooper's hawk Accipiter cooperii WL
sharp-shinned hawk Accipiter striatus WL
ferruginous hawk Buteo regalis WL
Presumed Present
California tiger salamander – Sonoma
County DPS
Ambystoma californiense Pop. 1 Federally endangered and state threatened
SSC = CDFW Species of Special Concern FP = State Fully Protected WL = State Watch List Agricultural and Forest Resources
The California Department of Conservation deﬁnes the land within the Plan Area as “Urban and Built-Up Land” and “Farmland of Local Importance.” While the areas identiﬁed as Farmland of Local Importance might have potential for agricultural use, under the C alifornia Environmental Quality Act (CEQA), Farmland of Local Importance and Grazing Land are not considered Important Farmland. Based on a review of aerial photographs, there does not appear to be any signiﬁcant forestry resource within the Plan Area.

Air Quality
According to CalEnviroScreen 4.0, traﬃc and diesel particulate matter from Highway 101 and Santa Rosa Avenue are the greatest threats to air quality in the Plan Area. The level of traﬃc and diesel particulate matter in the Plan Area is particularly high north of Mountain View Avenue, with the area in the 77
th Percentile for diesel particulate matter and the 85th percentile for traﬃc.

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Scenic Resources
Scenic resources are natural landscapes or built environments that possess signiﬁcant visual or aesthetic qualities, contributing to the overall beauty and identity of a place. They include features such as natural settings, historic landmarks, cultural sites, and picturesque views that enhance the visual experience of residents and visitors.

In the City of Santa Rosa's 2035 General Plan, scenic resources are recognized as valuable assets that require preservation and enhancement. The General Plan speciﬁcally designates certain roadways and natural features as scenic resources due to their unique qualities.

Scenic Roadways
Highway 12 (from its interchange with Highway 101 west to Fulton Road) and Highway 101 throughout the City are designated as scenic roads. These roadways are noted for their:
• Natural Settings: Oﬀering views of rolling landscapes, mature trees, and the surrounding hills and valleys.
• Historic or Cultural Features: Showcasing landmarks, architectural elements, and sites of historical signiﬁcance that reﬂect the City's heritage.

Policies in the General Plan aim to preserve and enhance the visual appeal of these scenic roads by:
• Regulating roadside development to ensure it complements the scenic character. • Managing signage and advertising to prevent visual clutter. • Promoting landscaping that enhances natural beauty.

Sonoma Foothills
The Sonoma Foothills are identiﬁed as a crucial scenic resource. These rolling hills provide a picturesque backdrop to Santa Rosa, signiﬁcantly contributing to the City's natural beauty and visual character. The General Plan includes policies to protect the scenic quality of the Sonoma Foothills by:
• Managing Development: Ensuring that any
new construction respects the natural contours
and minimizes visual impact on the landscape.
• Conserving Natural Features: Preserving
open spaces, native vegetation, and wildlife
habitats to maintain the area's ecological
integrity.
• Enhancing Public Enjoyment: Supporting
the creation of trails and viewpoints for
residents and visitors to experience and
Taylor Mountain Provides a Backdrop in the East appreciate the foothills.

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Environmental Justice
The CalEnviroScreen tool is used to assess the health risks posed by environmental contaminants in California communities. It utilizes census tracts to deﬁne geographical regions to compare the health risks in diﬀerent communities. A majority of the Plan Area is within census tract 6097151402 which ranks in the 74 th percentile of environmental burden among California communities. One of the greatest threats throughout the Plan Area is the quality of drinking water. The presence of industrial uses along Santa Rosa Avenue and the volume of traﬃc along Highway 101 and Santa Rosa Avenue cause contaminants to run oﬀ into water supplies and ground water recharge, creating unsafe groundwater and drinking water in the area. Given the disproportionate pres ence of communities of color and low -income communities in the Plan Area, the threat to groundwater is an environmental justice issue.

Hazardous Materials and Sites
There is one active Cleanup Site in the Plan Area located at 3017 & 3019 Santa Rosa Avenue. This site was formerly occupied by Golden Technology, a facility that manufactured circuit boards from 1969 to 1975 and discharged waste onsite, aﬀecting the soil and groundwater. The Department of Toxic Substances Control (DTSC) oversees the remediation eﬀorts. The site is currently developed as a warehouse and land use restrictions limit what can be developed onsite.

The Plan Area west of Highway 101 falls within census tract 6097153200 which is designated as a Disadvantaged Community under California Senate Bill 535 (SB 535). Enacted in 2012, SB 535 mandates that a portion of the proceeds from the state's Cap-and-Trade Program be invested in projects that beneﬁt disadvantaged communities. These communities are identiﬁed using environmental, health, and socioeconomic criteria through the CalEnviroScreen tool developed by the California Environmental Protection Agency (CalEPA).

By being designated under SB 535, this region is eligible for funding aimed at reducing pollution, improving public health, and promoting environmental equity. Investments may include environmental cleanup projects, air quality improvements, sustainable transportation initiatives, and other programs that enhance the quality of life for residents. This designation provides an opportunity to address the environmental challenges in the area, such as the remediation of contaminated sites like the former Golden Technology facility.

Historic Resources
Although there are no Historic Preservation Districts in the Plan Area, there are six parcels within the Plan Area that are individual properties potentially eligible for local designation according to a windshield survey performed by Santa Rosa Department of Community Development in 2004.

REGULATORY FRAMEWORK

Multifamily Residential and Retail Uses within the Plan Area EXISTING CONDITIONS REPORT | REGULATORY FRAMEWORK
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Policy Framework
The South Santa Rosa Speciﬁc Plan project area encompasses approximately 1,900 acres, including about 1,400 acres of unincorporated County land. The City lands are currently governed by the Santa Rosa General Plan 2035, with General Plan 2050 planned for adoption in Spring 2025.

Sonoma County General Plan 2020 is the governing document for the unincorporated County lands. Key policies from relevant plans that guide development and improvements in the Speciﬁc Plan Area include the following:

Table 20: Policy Framework

Name Regulatory Framework

Santa Rosa
General Plan
2050
LUL-E-2: As part of planning and development review activities, ensure that projects, subdivisions, and neighborhoods are designed to foster livability. Utilize the City’s Design Guidelines as a reference when evaluating the following neighborhood components:
• Streets. Street design, traﬃc calming, and landscaping can make great contributions to the creation of successful neighborhoods. Neighborhood streets should be quiet, safe, and accommodate pedestrians and bicyclists.
• Connections. Neighborhoods should be well connected to local shops and services, public plazas and gathering places, park lands, downtown, schools, and recreation by adequate and safe streets, bike lanes, public pathways, trails, general infrastructure (e.g., sidewalks and crosswalks), and transit.
• Neighborhood Character. Each neighborhood should maintain a distinct identity, such as the historic preservation districts featuring Victorian cottages and California bungalows. • Diversity and Choice. Neighborhoods should provide choices for residents with diﬀerent values.

Diﬀerent housing types and locations within the City accommodate a diverse range of needs.

GM-A-1: Contain urban development in the Santa Rosa area within the City’s Urban Growth Boundary.

H-D-11: Encourage the development of aﬀordable housing for the elderly, particularly for those in need of assisted and skilled nursing care. Continue to provide funding and oﬀer incentives such as density bonuses, reduced parking requirements, design ﬂexibility, and deferred development fees.

Santa Rosa
Municipal
Code
The Santa Rosa Municipal Code contains relevant policies and regulations for planning and building such as the zoning code, the building code, noise regulations, and other such policies.

The City of Santa Rosa’s zoning ordinance carries out the policies of the City’s General Plan by classifying and regulating the uses of land and structures within the City. The City’s zoning ordinance applies to all land uses, subdivisions, and development within the city. The purposes of the City's zoning ordinance are to:
• Provide standards for the orderly growth and development of the City, and guide and control the use of land to provide a safe, harmonious, attractive, and sustainable community; • Implement the uses of land designated by the Santa Rosa General Plan and avoid conﬂicts between land uses;
• Maintain and protect the value of property;
• Conserve and protect the open space, scenic beauty, and other natural resources of the City; • Protect the character, and social and economic stability of residential, commercial, and industrial areas;
• Assist in maintaining a high quality of life without causing unduly high public or private costs for development or unduly restricting private enterprise, initiative, or innovation in design; and • Provide for appropriate citizen participation in the decisions made in compliance with this Zoning Code.

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City Zoning Districts within the Plan Area are outlined below:

Residential Zoning Districts
• Rural Residential (RR)
• Single-Family Residential (R-1)
• Medium Density Multi-Family Residential (R-2)
• Multi-Family Residential (R-3)
• Mobile Home Park (MH)
Commercial Zoning Districts
• Oﬃce Commercial (CO)
• Neighborhood Commercial (CN)
• General Commercial (CG)
• Motor Vehicle Sales (CV)
• Community Shopping Center (CSC)
Industrial Zoning Districts
• Light Industrial (IL)
• General Industrial (IG)
Special Purpose Zoning Districts
• Open Space-Recreation (OSR)
• Open Space-Conservation (OSC)
• Public and Institutional (PI)
• Planned Development (PD)
Combining Districts
• Gateway (-G)
• Senior Housing (-SH)
• Rural Heritage (-RH)
County of
Sonoma
Zoning Code
The County of Sonoma’s Zoning Code contains relevant development standards and regulations for development activities in those portions of the Plan Area that lie within the unincorporated County. Zoning Districts within the Plan Area are outlined below:

Residential Zoning Districts
• Rural Residential (RR)
• Low Density Residential (R-1)
• Medium Density Residential (R-2)
• High Density Residential (R3)
Commercial Zoning Districts
• Neighborhood Commercial District (C1)
• Retail Business and Service District (C2)
• General Commercial District (C3)
• Limited Commercial District (LC)
• Commercial Rural District (CR)
Industrial Zoning Districts
• Industrial Park (MP)
• Limited Urban Industrial (M1)
• Heavy Industrial (M2)
Special Purpose Zoning Districts
• Planned Community (PC)
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• Public Facilities (PF)
Combining Districts
• Aﬀordable Housing (-AH)
• Workforce Housing (-WH)
South Santa
Rosa Area Plan
(County)
The South Santa Rosa Area Plan was developed to implement the County’s 1978 General Plan. Adopted by t h e C o u n t y i n M a y 1 9 8 2 , t h e P l a n f o c u s e s o n m i t i g a t i n g i m p a c t s o f h i g h e r-density development on infrastructure and agricultural operations, and also emphasizes preserving the area’s natural features. Full public improvements to meet the City’s General Plan standards are required for the urban development of County lands within the City of Santa Rosa’s Sphere of Inﬂuence and Urban Growth Boundary.

SCTA Active
Transportation
Plan
The Countywide Bicycle & Pedestrian Master Plan process assists in deﬁning priorities for bicycle and pedestrian improvements, identifying strategies for the implementation of associated projects and programs, and supporting countywide bicycle and pedestrian coordination. This Plan places all participating jurisdictions in an improved position to qualify for, and leverage, funding.

Sonoma
County
General Plan
The following policies from the County’s General Plan 2020 are applicable to the unincorporated lands within the Plan Area:

Policy LU-2c: Encourage the retention and production of diverse types of housing within Urban Service Areas in order to provide adequate housing choices for current and future residents.

Policy LU-2d: Inventory, conserve and increase the amount and type of housing that accommodates those with special housing needs. Populations needing special types of housing include farm employees, the terminally ill, mentally disabled, handicapped people, abused spouses and children, and the homeless.

Policy LU-6i: Provide expanded opportunities for a mix of residential and commercial or industrial use in Urban Service Areas.

Policy LU-10a: Establish maximum densities and/or siting standards for development in designated Community Separators, Scenic Landscape Units, Scenic Corridors, Biotic Habitat Areas, Habitat Connectivity Corridors, and Riparian Corridors.

Policy LU-16b: Consider requiring joint city/county design review for projects within the Santa Rosa Urban Service Boundary.

Policy LU-20c: Establish procedures for joint city/county review of major projects within the City Spheres of Inﬂuence.

Policy OSRC-2a: Avoid amendments to increase residential density in Scenic Landscape Units in excess of one unit per ten acres. The land use plan may designate a lower density or larger minimum lot size.

Policy OSRC-3e: In conjunction with Section 2.5 “Policy for Urban Design,” incorporate design criteria for Scenic Corridors in urban areas.

Policy OSRC -5a: Develop Urban Design Guidelines appropriate for each Urban Service Area in unincorporated Sonoma County that reﬂect the character of the community.

Policy WR-1c: Prioritize stormwater management measures in coordination with RWQCB direction, focusing on urbanizing watershed areas and watersheds with impaired water bodies.

Policy PF -2x: Utilize development fees to require that new development pays for its share of needed infrastructure as identiﬁed in Capital Improvement Plans.

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Santa Rosa
Bike and
Pedestrian
Master Plan
Policy 1: Integrate bicycle and pedestrian network and facility needs into all city planning documents and capital improvement projects.

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

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

Policy 5: Design accessible, comfortable, and continuous oﬀ-street paths that contribute to the framework of Santa Rosa’s active transportation network.

Policy 6: Develop an easy to read, uniﬁed, and comprehensive wayﬁnding system for bicyclists, pedestrians, and trail users.

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

Policy 12: Maintain bicycle parking.

Policy 14: Encourage Santa Rosa Public Schools to participate in the Safe Routes to School program.

Santa Rosa
City-wide
Creek Master
Plan
The City -w i d e C r e e k M a s t e r P l an , a d o p t e d i n 2 0 0 7 a n d u p d a t e d i n 2 0 1 3 , o u t l i n e s a s e t o f creek-related policies and recommendations for site-speciﬁc improvements to the nearly one hundred miles of creeks that ﬂow through Santa Rosa. These guidelines provide recommendations for development and to educate the public about the connection between storm drains and local creek health. Policies that are most relevant within the Plan Area are listed below:

Policy OS -1-1. Provide an open space network that is linked by pedestrian and bicycle paths, and that preserves and enhances Santa Rosa’s signiﬁcant visual and natural resources.

Policy OS -1-2. Encourage the Sonoma County Agricultural Preservation and Open Space District to appropriate funds for the acquisition of open space within and surrounding Santa Rosa. Priorities for acquisition would include lands adjacent to creeks, such a s the Santa Rosa Creek Greenway corridor and Colgan Creek.

Policy OS-1-3. Coordinate with public and private entities to link open spaces with a network of paths and trails, including Sonoma County Water Agency access roads, Sonoma County Regional Parks Department trails, the Sonoma Marin Area Rail Transit (SMART) trail, and the Bay Area Ridge Trail.

Policy RT-3-2. Develop public plazas and gathering places along creeks. These small open spaces along creeks serve as rest areas for trail users and gathering places for local residents.

Policy RT-6. Prioritize creek restoration projects on City-owned lands such as public parks.

Policy WQ-3-1. Ensure that construction and other activities adjacent to creek channels are sensitive to the natural environment. Avoidance of work adjacent to creek channels is always preferred but if necessary, impacts to the natural environment shall be minimized or mitigated. Ensure that these activities do not disrupt or pollute the waterway.

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Table 21: Regulations for City of Santa Rosa Zoning Districts in the Plan Area

Zoning Designation Max Density
(du/acre)
Max Height Max Coverage Setbacks (min allowed)
Front And Corner
Side Lot
Side Interior Side Corner Rear
Residential (R) See chapter 20-22.040 and 22.050 of the Zoning Ordinance Rural Residential (RR-40 &
RR-20)
2 35’ – primary
structures
16’ – accessory
structures
40% - residential
75% - meeting
facility (per CUP
approval)
20’ 5’ 20’- RR-40 15’ – RR-
20 20’
Single-Family Residential (R-
1-6, R-1-7.5, R-1-9, R-1-15)
2 35’ – primary
structures
16’ – accessory
structures
40% - residential
75% - meeting
facility (per CUP
approval)
15’ – R-1-6
20’ – all other R-1’s
5’ for 1-story and
10’ for 2-story parts
of structures – R-1-6
& R-1.7.5
10’ – R-1-9 & R-1-15
15’ 15’ – R-1-6
20’ – all other R-1’s
Medium Density Multi-Family
Residential (R-2)
1 unit per 3,000 sf
8-18 DU/AC
35’ – primary
structures
16’ – accessory
structures
50% 10’ (1-story portion
can project 6’ and
req’d stairs can
project 10’)
5’ – unless abutting
an R-3, then 0’
10’ – with 1-story
portion (6’) and
req’d stairs can
project 10’)
15’
Multi-Family Residential (R-3-
10, R-3-15, R-3-18, R-3-30 &
R-3-HD)
Medium High Density
1 unit per 3,000 sf
to 1 unit per 1,450
sf or determined
by
CUP
18-30 DU/AC
35’ -40’ – primary
structures
16’ – accessory
structures
55%-75% 10’ 0-5’ for floor 1 and
10’ for floor 2
10’ 15’
Mobile Home Park (MH) 4 to 18 35’ _ 20’ 5-10’ 5-10’ 20’ Transit Village-Residential
(TV-R)
25 to 40 3-4 stories
depending on
adjacent uses
100% None, except as
required by the
review authority
None, except as
required by the
review authority
None, except as
required by the
review authority
None, except as
required by the
review authority
Neighborhood Mixed Use
(NMU)
No maximum. See
FAR Section 20-

23.060.A.

No maximum. See
FAR Section 20-

23.060.A
100% 0-10’
5-12’
0-10’ 0-10’ 0’
Office Commercial (CO) 30 35’ 65% 15’ 5’ 15’ 1- story building—5’ 2- story building—
10’;
15’ adjacent to R
zone
3 or more stories—
15’ 25’ adjacent to R
zone
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Zoning Designation Max Density
(du/acre)
Max Height Max Coverage Setbacks (min allowed)
Front And Corner
Side Lot
Side Interior Side Corner Rear
Neighborhood Commercial
(CN)
1 unit req’d per
4,000 sf of non-
residential use, to a
max. 30 du/ac
45’ 85% for
retail/service uses
other than lodging;
65% for recreation,
education, public
assembly, lodging,
public buildings and
utilities

7.5’ adjacent
to residential zone
or use, or more as
required by Design
Review; 0’ elsewhere
5’ adjacent
to residential zone
or use, or more as
required by Design
Review; 0’
elsewhere
5’ adjacent
to residential zone
or use, or more as
required by Design
Review; 0’
elsewhere
10’ adjacent
to residential zone
or use, or more as
required by Design
Review; 0’
elsewhere
General Commercial (CG) 30 55’ 100% 7.5’ adjacent
to residential zone
or use, or more as
required by Design
Review; 0’ elsewhere
5’ adjacent
to residential zone
or use, or more as
required by Design
Review; 0’
elsewhere
5’ adjacent
to residential zone
or use, or more as
required by Design
Review; 0’
elsewhere
10’ adjacent
to residential zone
or use, or more as
required by Design
Review; 0’
elsewhere
Motor Vehicle Sales (CV) Residential not
allowed
55’ 85% 20’ 5’ adjacent to
residential zone or
use; 0’ elsewhere.
5’ adjacent to
residential zone or
use; 0’ elsewhere.
20’
Community Shopping Center
(CSC)
1 unit required per
4,000 sf of
nonresidential floor
area up to
30 DU/AC
55’ 100% 7.5’ adjacent to
residential zone or
use; 0’ elsewhere.
5’ adjacent to
residential zone or
use; 0’ elsewhere.
5’ adjacent to
residential zone or
use; 0’ elsewhere.
5’ adjacent to
residential zone or
use; 0’ elsewhere
Light Industrial (IL) Determined by
Review Authority
55’ Determined by CUP 7.5’ adjacent to
residential zone or
use; set by CUP
approval elsewhere
5’ adjacent to
residential zone or
use; set by CUP
approval elsewhere
5’ adjacent to
residential zone or
use; set by CUP
approval elsewhere
10’ adjacent to
residential zone or
use; 0’ elsewhere
General Industrial (IG) Determined by
Review Authority
55’ 85% 7.5’ adjacent to
residential zone or
use; set by CUP
approval elsewhere
5’ adjacent to
residential zone or
use; set by CUP
approval elsewhere
5’ adjacent to
residential zone or
use; set by CUP
approval elsewhere
10’ adjacent to
residential zone or
use; 0’ elsewhere
Open Space—Recreation
(OSR)
1 DU/ 40 AC; or 1
DU/ legal lot < 40
AC
35’ 1% or 6,000 sf,
whichever is greater
Determined by CUP Determined by CUP Determined by CUP Determined by CUP Open Space—Conservation
(OSC)
1 DU/ 40 AC; or 1
DU/ legal lot < 40
AC
35’ 1% or 6,000 sf,
whichever is greater
Determined by CUP Determined by CUP Determined by CUP Determined by CUP Public and Institutional (PI) Determined by CUP
for student housing
35’ 65% 15’ 15’ 15’ 15’
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Table 22: Regulations for County of Sonoma Zoning Districts in the Plan Area

Zoning Designation Max Density
(du/acre)
Max Height Max Coverage Setbacks (min allowed)
Front And Corner
Side Lot
Side Interior Side Corner Rear
Rural Residential (RR) N/A
Determined by
parcel-specific GP
LU Map or zoning,
whichever is more
restrictive
35’ 35% 20’ 5’ 20’ 20’
Low Density Residential (R-1) 1-6 35’ 40% 20’ 5’ 20’ 20’ Medium Density Residential
(R-2)
6-12 35’ 50% 20’ 5’ 20’ 20’
High Density Residential
(R3)
12-20 † 60% 15’ 5’ 15’ 10’
Neighborhood Commercial
District (C1)
N/A 35’ 50% No min. No min. No min. No min.

Retail Business and Service
District (C2)
N/A 35’ 50% No min. No min. No min. No min.

General Commercial District
(C3)
Mixed Use
Developments not
permitted
35’ 50% No min. No min. No min. No min.

Limited Commercial District
(LC)
N/A 35’ 50% No min. No min. No min. No min.

Commercial Rural District
(CR)
N/A 35’ 50% No min. No min. No min. No min.

Industrial Park (MP) N/A 65’ 50% As established by
precise development
plan or specific plan
As established by
precise
development plan
or specific plan
As established by
precise
development plan
or specific plan
10 ft.

Limited Urban Industrial
(M1)
N/A 65’ 50% No min. No min. No min. No min.

Heavy Industrial (M2) N/A 65’ 50% No min. No min. No min. No min.

Planned Community (PC) N/A 35’ 50% 20’ 5’ 20’ 20’
Public Facilities (PF) N/A 35’ N/A 20’ 5’ 20’ 20’
Affordable Housing
Combining District (-AH)
Same design and
development

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Zoning Designation Max Density
(du/acre)
Max Height Max Coverage Setbacks (min allowed)
Front And Corner
Side Lot
Side Interior Side Corner Rear
criteria as R3 - High
Density Residential

Workforce Housing (-WH)

CONCLUSION

Mural within the Plan Area
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EXISTING CONDITIONS REPORT | CONCLUSION

The Plan Area faces a range of challenges and opportunities across various sectors, reﬂecting the complexity of urban development within the region. As this area continues to grow, careful attention to environmental, social, and economic dimensions is essential to create a more sustainable and equitable community.

Challenges
The Plan Area encounters signiﬁcant obstacles, including the need to improve water resource management, enhance transportation connectivity, and address climate resilience. Long -term eﬀorts, such as constructing new wells and protecting groundwater recharge areas, are essential to sustain the region’s water supply and ensure resilience against climate-induced stressors.

In addition, environmental justice issues are particularly prominent, as certain neighborhoods are disproportionately aﬀected by pollution and limited access to vital resources. The existing infrastructure, especially in underserved areas, requires upgrades to support public safety, accessibility, and resilience in the face of natural hazards like s eismic events and ﬂooding.

Furthermore, achieving balance in land use amidst growing demands for residential and commercial spaces poses additional planning challenges.

Opportunities
There are multiple avenues for improvement and sustainable development within the Plan Area.

Enhancing public transportation options and promoting active transportation networks (such as pedestrian and cycling infrastructure) can foster greater connectivity, reduce emissions, and improve quality of life. Investments in aﬀordable housing are also critical, as these can alleviate housing pressures and support a diverse, economically inclusive community. Additional ly, promoting economic development within local commercial zones can strengthen the area’s job market, supporting both current residents and new populations anticipated in the future.

APPENDIX A
FEHR & PEERS – EXISTING CONDITIONS REPORT

Admin Draft
South Santa Rosa Specific Plan
Existing Conditions Report

Prepared for:
4LEAF, INC.

April 2024

WC24-4054

Table of Contents

1. Introduction ........................................................................................................................................... 4

1.1 Plan Area .........................................................................................................................................................4

1.2 Overview ..........................................................................................................................................................6

1.3 Report Organization ....................................................................................................................................... 6

1.4 Finding, Issues, and Opportunities ............................................................................................................... 6

2. Local Regulatory Framework ............................................................................................................. 8

2.1 Existing Planning Efforts ................................................................................................................................8

3. Approach Methodology .................................................................................................................... 10

3.1 Level of Service Analysis Methods and Thresholds ................................................................................. 10

3.1.1 Signalized Intersections Level of Service ........................................................................................ 10

3.1.2 Unsignalized Intersections Level of Service ................................................................................... 12

3.2 Intersection Substantial Adverse Effect Criteria ....................................................................................... 12

3.2.1 City of Santa Rosa Substantial Adverse Effect Criteria .................................................................. 12

3.2.2 Sonoma County Substantial Adverse Effect Criteria ..................................................................... 13

4. Circulation ........................................................................................................................................... 15

4.1 Existing Street Network .............................................................................................................................. 15

4.1.1 Currently Planned Roadway Improvements ................................................................................... 16

4.1.2 Study Intersections ............................................................................................................................ 17

4.2 Existing Bicycle and Pedestrian Network .................................................................................................. 17

4.2.1 Pedestrian Facilities ........................................................................................................................... 17

4.2.2 Bicycle Facilities ................................................................................................................................. 18

4.3 Existing Transit Service................................................................................................................................ 22

4.3.1 Passenger Rail Service ...................................................................................................................... 22

4.3.2 Public Bus Service .............................................................................................................................. 22

4.4 Vehicle Miles Traveled ................................................................................................................................ 25

4.5 Safety Considerations ................................................................................................................................. 26

4.6 Evacuation Considerations ......................................................................................................................... 26

4.7 Existing Intersection Levels of Service ....................................................................................................... 28

4.7.1 Intersection Levels of Service ........................................................................................................... 28

4.7.2 Existing Conditions Signal Warrant Analysis .................................................................................. 29

Appendices

Appendix A: Intersection Turning Movement Counts
Appendix B: Intersection LOS Worksheets
Appendix C: Peak Hour Signal Warrant Worksheets

List of Figures
Figure 1-1: Study Area and Existing Roadway Network ......................................................................................... 5 Figure 4-1: Existing Pedestrian Facilities ................................................................................................................ 20 Figure 4-2: Existing Bicycle Facilities ....................................................................................................................... 21 Figure 4-3: Existing Transit Service ......................................................................................................................... 24 List of Tables
Table 3-1: Signalized Intersection Level of Service Definitions ........................................................................... 11 Table 3-2: Unsignalized Intersection Level of Service Definitions ....................................................................... 12 Table 4-1: Study Intersections ................................................................................................................................. 17 Table 4-2: Existing Transit Service ........................................................................................................................... 22 Table 4-3: Existing Conditions Intersection Level of Service ............................................................................... 28

1. Introduction

1.1 Plan Area
The South Santa Rosa Specific Plan (SSRSP) area, located in the southern part of the City of Santa Rosa, includes the Santa Rosa Corridor Priority Development Area and the County of Sonoma’s South Santa Rosa Avenue Priority Development Area as well as adjacent neighborhoods that are relevant for the area.

The area encompasses approximately 1,900 acres, including approximately 1,400 acres of unincorporated County land, including the area south of State Route (SR) 12 and east of US Highway 101 (US 101), extending to Petaluma Hill Road in the east, and south to the Urban Growth Boundary incorporating both sides of US 101 as shown in Figure 1-1.

The Specific Plan area has been identified as an “Area of Change” in the City’s current General Plan Update process and contains a variety of housing types and non-residential uses. A portion of the Specific Plan area along Todd Creek, also known as the “2010 Area” in the City’s current General Plan 2035, has been identified as an area in need of a detailed land use plan to identify provision of services, circulation, parks and open space, and the impact of potential development on Downtown Santa Rosa.

4 #
Corby Ave

101 12

SANT A ROSA

12 R oseland 1
2 4
3 Hearn Ave
Kawana Springs Rd 5
6 7
8 Yolanda Ave Taylor Mountain
Regional Park

Bellevue Ave

9 10

101

11 E Robles Ave

Todd Rd
13 14
12 Mountain View Ave

Millbrae Ave

Wilfred Ave

ROHNER T
P ARK
Golf Course Dr

Specific Plan Area Study Intersection

City Limits

WC24-4054_1-1_StudyArea
Figure 1-1
Study Area
Snyder Ln
Santa Rosa Ave Santa Rosa Ave
Moo rla nd Ave
Todd Channel
Stony Point Rd

6 1.2 Overview
This Existing Conditions report is a comprehensive document analyzing the current state of the Specific Plan area. The report includes detailed information on the existing land use, zoning regulations, transportation infrastructure, demographics, and other relevant factors. The report presents the existing conditions, challenges, and opportunities in the project area and is crucial for making informed decisions during the planning process.

1.3 Report Organization
This report is divided into two additional chapters as described below:
• Chapter 2 – Local Regulatory Framework analyzes the local regulations that guide land use decisions.
• Chapter 3 – Circulation describes the existing circulation network within the project area, including the existing street, bicycle, pedestrian, and transit network.

1.4 Finding, Issues, and Opportunities
• Existing Land Uses. The City of Santa Rosa follows a typical suburban pattern, with distinct areas of residential, commercial, and retail areas. Residential units are typically single -family, detached units, with some areas of multifamily housing. Commercial and industrial uses are generally situated along the Sonoma-Marin Area Rail Transit (SMART) rail line in the west and the Santa Rosa Avenue corridor in east.
• Complete Streets and the Safe System Approach. The transportation network in the Specific Plan area is mainly catered towards driving as trips contained within the City of Santa Rosa account for 44 percent of all vehicle trips in the County (Sonoma County Vision Zero Action Plan, 2022, page 47). Most key intersections currently operate within the Level of Service (LOS) D standard adopted by the City of Santa Rosa and the County of Sonoma. The two intersections that operate below the City and County’s standard are the Hearn Avenue/Santa Rosa Avenue intersection in the evening peak hour, and the Santa Rosa Avenue/Bellevue Avenue intersection in both the morning and evening peak hours. The roadway system is complemented by a partially complete bicycle and pedestrian network. Reconfiguring the street system to align with the Safe Systems elements and Safe System roadway Design Hierarchy creates safer streets and connectivity for those using active transportation modes to travel within the city and to nearby cities such as Rohnert Park and Cotati. • Vehicle Miles Traveled and Transit Usage. The City of Santa Rosa is served by multiple local and regional bus routes that operate at 60-minute intervals during the weekday, and 60 to 150-minute intervals during the weekends. Increasing the use of public transit by increasing frequencies would help address the high drive-alone mode share for the city, which may help it qualify for additional transportation funding dollars in the future.
• Opportunities for Infill Development and Expansion of Housing and Jobs. Through the Specific Plan, there are multiple opportunities for infill development and urban intensification as noted in the Missing Middle Housing Initiative (2021, page 39). This Specific Plan also complements other planning efforts in Santa Rosa, such as the Todd Creek/2010 Area Project. 7 • Expansion of Housing and Jobs in surrounding lands. There are multiple opportunities for new development and expansion opportunities. The Santa Rosa General Plan 2035 LUL-H identifies the Santa Rosa Avenue Corridor with the need for fostering the development between Bellevue Avenue and Todd Road. Development should improve the appearance and function of the existing commercial strip corridor with a mix of retail and residential uses that serves bicyclists and pedestrians. SCTA’s Priority Development Area Investment & Growth Strategy notes the potential for Santa Rosa Avenue to be a North/South Rapid Bus Corridor with transit-oriented development and commercial infill. As such development occurs, the goal is for residents and employees to utilize the bus transit system and increase walking and bicycling as means of transport. 8 2. Local Regulatory Framework
The regulatory framework discussion describes local regulations that guide land use decisions. Adopted and upcoming plans that pertain to the city are also described.

2.1 Existing Planning Efforts
City of Santa Rosa General Plan 2035 (2009)

The City of Santa Rosa General Plan 2035 was adopted in 2009 and provides the policy framework for regulation and development of the circulation system in the City of Santa Rosa. The Transportation Chapter of the General Plan includes the framework to provide a safe and sustainable transportation network for the City.

Bicycle and Pedestrian Master Plan Update (2018)

The Bicycle and Pedestrian Master Plan (BPMP) establishes a long-term vision for improving active transportation modes in the city. The plan identifies network improvements along with implementation of the improvements through a prioritization and phasing process.

Santa Rosa LRSP (2022)

The Santa Rosa Local Road Safety Plan (LRSP) supplements the Bicycle and Pedestrian Master Plan and studies eight corridors for bicycle and pedestrian needs, collision analysis, and community feedback.

Engineering strategies and countermeasures were then identified for these hot spot corridors.

Sonoma County Vision Zero (2022)

The Sonoma Couty Transportation Authority (SCTA) and the Sonoma Couty Department of Health Services prepared a countywide Vision Zero Action Plan (VZAP) with the goal to eliminate traffic fatalities and severe injuries by 2030. The plan identifies Dutton Avenue, Kawana Springs Road, and Santa Rosa Avenue as High-Injury Network (HIN) corridors in the city. The Action Plan highlights a set of six major goals that focus on the key factors behind previous collisions and the systemic changes required to make the County’s roads safer for all users.

Moving Forward 2050 (2021)

The Sonoma County Comprehensive Transportation Plan (CTP) identifies the need to shift transportation modes from single occupant vehicles. The plan notes success if positive trends are shown through improved transit service coverage and ridership, expanded active transportation connectivity, shorter trip lengths, lower household travel costs, and a downwards trend in vehicle miles traveled and GHG emissions on a per capita basis.
9 Priority Development Area Investment and Growth Strategy Update (2017)

The One Bay Area Grant Program (OBAG 2) supports Plan Bay Area’s Sustainable Communities Strategy.

The purpose of this plan is to ensure that agencies, like SCTA, have a transportation project priority - setting process that encourages development in the City’s priority development areas (PDA). The Mendocino/Santa Rosa Avenue PDA is noted as having potential to be a North/South Rapid Bus Corridor and to be in alignment with the Santa Rosa Avenue Corridor Plan (2011).

Countywide Bicycle and Pedestrian Plan (2010)

The Countywide Bicycle and Pedestrian Plan includes projects, programs, and policies that aim to provide safer and more efficient transportation infrastructure for active transportation users. This plan is currently being updated to the Countywide Active Transportation Plan and will be focused on increasing access to active modes of transportation through planning for infrastructure, position well to qualify and leverage funding, and identify programs to support active transportation. 10 3. Approach Methodology

3.1 Level of Service Analysis Methods and Thresholds
CEQA Guidelines §15064.3(a) notes that “a [land use] project’s effect on automobile delay shall not constitute a significant environmental impact. Thus, the effect of the project on automobile congestion (as measured by metrics such as Level of Service) are less-than-significant by statute. However, an informational (i.e., not performed for CEQA purposes) intersection analysis has been performed to aid in understanding if off-site transportation improvements may be beneficial in promoting efficient vehicular circulation in the vicinity of the project site after implementation of the project. The intersection analysis parameters are discussed in the following subsections.

3.1.1 Signalized Intersections Level of Service
The operations of roadway facilities are described with the term level of service (LOS), a qualitative description of vehicular traffic flow based on factors such as speed, travel time, delay, and freedom to maneuver. Six levels are defined from LOS A, which reflects free-flow conditions where there is very little interaction between vehicles, to LOS F, where the vehicle demand exceeds the capacity and high levels of vehicle delay result. LOS E represents “at-capacity” operations. When traffic volumes exceed the capacity at a signalized intersection, vehicles may wait through multiple signal cycles before traveling through the intersection; these operations are designated as LOS F. Generally, the City of Santa Rosa’s LOS standard (per the General Plan) is LOS D or better along all major corridors (such as Santa Rosa Avenue).

The method described in Chapter 19 of the Transportation Research Board’s Highway Capacity Manual, 6 th
Edition (HCM 6th Edition) was used to conduct the level of service calculations for the signalized study intersections. This method is used to estimate the control delay experienced by motorists at an intersection. Control delay includes the initial deceleration delay, queue move-up time, stopped delay, and final acceleration delay. The average control delay for signalized intersections was calculated using the Synchro traffic analysis software and correlated to a LOS designation as shown in Table 3-1. 11 Table 3-1: Signalized Intersection Level of Service Definitions

Level of
Service Description Average Control Delay
per Vehicle (seconds)
A Operations with very low delay occurring with favorable progression and/or short cycle lengths. ≤ 10.0
B Operations with low delay occurring with good progression and/or short cycle lengths. > 10.0 to 20.0
C Operations with average delays resulting from fair progression and / or longer cycle lengths. Individual cycle failures begin to appear. > 20.0 to 35.0

D
Operations with longer delays due to a combination of unfavorable progression, long cycle lengths, and high volume-to-capacity (V / C) ratios.

Many vehicles stop and individual cycle failures are noticeable.

> 35.0 to 55.0
E Operations with high delay values indicating poor progression, long cycle lengths, and high V / C ratios. Individual cycle failures are frequent occurrences. > 55.0 to 80.0 F Operations with delays unacceptable to most drivers occurring due to over- saturation, poor progression, or very long cycle lengths. > 80.0 Source: Highway Capacity Manual, 6th Edition.
12 3.1.2 Unsignalized Intersections Level of Service
Operations at unsignalized intersections were evaluated using the methods from the HCM 6 th Edition.

With this method, operations are defined by the average control delay per vehicle (measured in seconds) for each movement that must yield the right-of-way. At two-way or side street stop-controlled intersections, the control delay (and LOS) is calculated for each controlled movement, the left -turn movement from the major street, and the entire intersection. For controlled approaches composed of a single lane, the control delay is computed as the average of all movements in that lane. The delays for the entire intersection and for the movement or approach with the highest delay are reported. Table 3-2 summarizes the relationship between delay and LOS for unsignalized intersections.

Table 3-2: Unsignalized Intersection Level of Service Definitions Level of Service Description Average Delay per
Vehicle (seconds)
A Little or no delay. ≤ 10.0
B Short traffic delays. > 10.0 to 15.0
C Average traffic delays. > 15.0 to 25.0
D Long traffic delays. > 25.0 to 35.0
E Very long traffic delays. > 35.0 to 50.0
F Extreme traffic delays with intersection capacity exceeded. > 50.0 Source: Highway Capacity Manual, 6th Edition.

3.2 Intersection Substantial Adverse Effect Criteria
The determination of whether the project results in a substantial adverse effect at a study location is based on applicable policies, regulations, goals, and guidelines defined by the City of Santa Rosa’s General Plan 2035 and Guidance for the Preparation of Traffic Operational Analysis (2019) and Sonoma County’s General Plan 2020 and Guidelines for Traffic Impact Studies (2016). The detailed intersection operations substantial adverse effect criteria for this study are presented below. If the project results in a substantial adverse effect, improvement measures are recommended.

3.2.1 City of Santa Rosa Substantial Adverse Effect Criteria The proposed project would have substantial adverse effects on signalized intersection operations if:
• For intersections operating acceptably (LOS A, B, C or D) prior to the implementation of the project: the project would cause intersection operations to degrade to LOS E or LOS F • For intersections operating unacceptably (LOS E or LOS F) prior to the implementation of the project: the project would result in an increase of greater than 5.0 seconds in the average delay at the intersection and the number of project trips added to the intersection results in an increase in volume-to-capacity ratio of more than 0.02.
13 The City of Santa Rosa does not maintain specific criteria for use in the evaluation of unsignalized intersection operations, nor would the City’s LOS D policy directly apply because, typically, the stop- controlled movements at side-street stop-controlled intersections are not major corridors.

However, while the relationship between unsignalized study intersections operations and the City’s LOS D policy may be somewhat unclear, this exemption does not relieve the need for the determination of potential effects on circulations system operations at the unsignalized study intersections. Given this context, the following criteria were developed based on local state of the practice and applicable goals and policies in the City’s General Plan.

The proposed project would have substantial adverse effects (requiring improvements) on unsignalized intersection operations if:
• For intersections operating acceptably (LOS A, B, C or D) prior to the implementation of the project: the project would be required to install improvements if both of the following criteria are met:
o It would cause intersection operations to degrade to LOS E or LOS F o The intersection meets California MUTCD Signal Warrant 3A or Warrant 3B (commonly known as the “Peak Hour Signal Warrant”)
• For intersections operating unacceptably (LOS E or LOS F) prior to the implementation of the project: the project would be required to install improvements if both of the following criteria are met:
o The project would result in an increase of greater than 5.0 seconds in the worst approach or worst movement delay at the intersection
o The intersection meets California MUTCD Signal Warrant 3A or Warrant 3B (commonly known as the “Peak Hour Signal Warrant”)
All unsignalized intersections are within the City of Santa Rosa.

3.2.2 Sonoma County Substantial Adverse Effect Criteria The County level of service standard for County intersection operations is to maintain a Level of Service D or better pursuant to General Plan Policy CT-4.2. The project would have substantial adverse effects (requiring improvements) on signalized intersection operations if:

A substantial adverse effect would occur if:
• For intersections operating acceptably before the addition of program-generated traffic (LOS D or better): The addition of program-generated traffic results in operations degrading from LOS A, B, C, or D to LOS E or F.
14 • For intersections operating unacceptably before the addition of program-generated traffic (LOS E or LOS F): The addition of program-generated traffic results in an increase in average delay of 5.0 seconds or more.
15 4. Circulation

4.1 Existing Street Network
The SSRSP area is oriented along the US 101 within the southern portion of the City of Santa Rosa and is served by the following roadways.

Regional
US 101 is a six lane north-south freeway that connects the project site to destinations throughout central Sonoma, Marin, and Mendocino Counties, with further connections to San Francisco, Los Angeles, and California’s North Coast region. In the vicinity of the project site, US 101 includes high-occupancy vehicle lanes, which require a vehicle occupancy of two or more persons. The on-ramps are subject to ramp metering during the morning and afternoon commute periods.

Minor Arterials
Santa Rosa Avenue is a five-lane arterial with a center turn lane. The street runs in a north-south direction from 3rd Street in the north to the North Rohnert Park Trail in the south, where the roadway becomes Roberts Lake Road. Class II bicycle lanes are installed on both sides of the street. The posted speed limit in the Specific Plan Area is 40 miles per hour.

Collectors
Bellevue Avenue is a two-lane arterial road west of US 101 that extends from Stony Point Road in the west and transitions to Corby Avenue in the east. Sidewalk gaps are present along the roadway and the posted speed limit is 35 miles per hour. East of US 101, Bellevue Avenue is a two -lane road that terminates at an industrial shop in the west and vacant land in the east. Class II facilities are present east of Terrimay Lane. The posted speed limit is 25 miles per hour.

Colgan Avenue is a two-lane collector roadway that extends from US 101 ramps in the west and Petaluma Hill Road in the east. Sidewalk gaps are present along the roadway and the posted speed limit is 35 miles per hour.

Dutton Avenue/Standish Avenue is a two-to-five-lane with center turn lane arterial street that serves residential and commercial uses along the corridor. The north-south roadway connects Guerneville Road in the north and Hearn Avenue in the south. Dutton Avenue is discontinuous between [STATE ROADWAYS]. Standish Avenue extends to Todd Road in the south. The posted speed limit in the vicinity of the project is 35 to 40 miles per hour.

East Robles Avenue is a two-lane collector that extends from Robles Avenue Extension in the west to Brooks Avenue in the east. The road mainly serves residential uses (single family, apartments, and mobile 16 homes), and has a posted speed of 25 miles per hour. East Robles Avenue also provides access to the Todd Creek trail.

Kawana Springs Road is a three-lane arterial roadway between Santa Rosa Avenue in the west and Petaluma Hill Road in the east with a posted speed limit of 35 miles per hour. The portion of the roadway serves large retail uses such as Target and Costco, as well as residential uses. Between Petaluma Hill Road and Farmers Lane, Kawana Springs Road is a two-lane roadway with a posted speed limit of 25 miles per hour. This portion of the roadway serves residential and institutional uses, with Sonoma Academy located at the intersection of Kawana Springs Road and Farmers Lane. The roadway includes Class II bike lanes and on-street parking, however there are gaps in the bicycle network along the corridor.

Petaluma Hill Road is a two -to-three lane arterial that extends to Santa Rosa Avenue in the north and extends to Old Redwood Highway in the Sonoma County jurisdiction of Penngrove. Within the Specific Plan area, the posted speed limit is 35 miles per hour between Santa Rosa Avenue and Colgan Avenue, and Class II bike lanes are present between Barham Avenue-Pressley Street and Colgan Avenue.

Todd Road is a two-lane, east-west arterial located within Sonoma County jurisdiction. Todd Road extends west past Llano Road and changes to East Todd Road at Santa Rosa Avenue in the east. West of US 101, Todd Road has a posted speed of 35 miles per hour.

Yolanda Avenue is a two -lane arterial roadway that extends from US 101 northbound ramps in the west to Petaluma Hill Road in the east. There are missing sidewalk gaps along Yolanda Avenue with on -street parking allowed along a portion of the north side of the roadway. The posted speed limit is 35 miles per hour.

4.1.1 Currently Planned Roadway Improvements
Hearn Avenue Interchange Reconstruction plans to demolish and reconstruct the Hearn Avenue interchange overcrossing to increase vertical clearance over US 101 and widen the overcrossing to provide two vehicle lanes in each direction, a median, six-foot sidewalks, Class II bike lanes on the north side of the street, and a two-way Class IV bikeway on the south side of the street that will extend from Corby Avenue and Santa Rosa Avenue. The project will also widen US 101 southbound off- ramp and reconfigure the intersections of Hearn Avenue/Corby Avenue and Hearn Avenue/Santa Rosa Avenue to include protected intersections and upgraded pedestrian facilities.

Bellevue Avenue Improvements at US 101 is an effort with Sonoma County Transit Authority to expand bicycle, pedestrian, transit, and vehicle improvements to the SSRSP area. The full improvements for this project will not be included until the next update of the regional Comprehensive Transportation Plan (CTP). The General Plan currently identified a full interchange at Bellevue Avenue, but this may be non - compliant with Caltrans standards due to proximity to the Hearn Avenue interchange. 17 4.1.2 Study Intersections
The study area includes intersections along the access routes to the nearest regional facility (e.g., freeway, expressway, or major arterial). A summary of the informational, non-CEQA analysis study intersection are included on Table 4-1 below and illustrated on Figure 1-1.

Table 4-1: Study Intersection

Intersection Jurisdiction Existing Traffic Control1
1 Santa Rosa Avenue/Petaluma Hill Road City of Santa Rosa Signalized 2 Santa Rosa Avenue/Baker Avenue City of Santa Rosa Signalized 3 Santa Rosa Avenue/Colgan Avenue-US 101
Northbound Ramp Caltrans Signalized
4 Petaluma Hill Road/Colgan Avenue City of Santa Rosa Signalized 5 Petaluma Hill Road/Kawana Springs Road City of Santa Rosa Signalized 6 Hearn Avenue/Corby Avenue City of Santa Rosa Signalized 7 Hearn Avenue/Santa Rosa Avenue City of Santa Rosa Signalized 8 Santa Rosa Avenue/Yolanda Avenue-US 101
Northbound Ramp City of Santa Rosa Signalized
9 Bellevue Avenue/Moorland Avenue City of Santa Rosa All-Way Stop Controlled 10 Santa Rosa Avenue/Bellevue Avenue City of Santa Rosa Side-Street Stop-Controlled 11 Santa Rosa Avenue/East Robles Avenue Sonoma County Signalized 12 Todd Road/US 101 Southbound Ramp Caltrans Signalized 13 Todd Road/US 101 Northbound Ramp Caltrans Signalized 14 Santa Rosa Avenue/Todd Road Sonoma County Signalized Source: Fehr & Peers, 2024.

4.2 Existing Bicycle and Pedestrian Network

4.2.1 Pedestrian Facilities
Pedestrian facilities consist of sidewalks, crosswalks, and pedestrian signals at signalized intersections. The pedestrian environment was evaluated within the plan, as well as the connections to transit stops and/or nearby destinations in the greater study area.

Pedestrian connectivity is discontinuous within the SSRSP area due to gaps in the pedestrian network. The City of Santa Rosa’s General Plan 2035 has a goal to develop a safe, convenient, and continuous network of pedestrian sidewalks and pathways that link neighborhoods with schools, parks, shopping areas, and employment centers. The County of Sonoma’s General Plan 2020 includes a strategy to ensuring that land development projects are required to provide adequate pedestrian and bicycle facilities that will eliminate gaps, improve safety conditions in the pedestrian network, and facilitate safer connections to the 18 alternative mode networks from trip generators. The current mix of land uses, and ongoing development creates the need for connected and safer pedestrian facilities. Class I paths are presented on Figure 4-1 from the Bicycle and Pedestrian Master Plan Update and detailed further in Section 3.4.2.

4.2.2 Bicycle Facilities
Chapter 1000 of the Caltrans Highway Design Manual identifies the following four bikeway classifications:

• Class I Bikeway (Bicycle Path) provides a completely separate right-of-way and is designated for the exclusive use of bicycles and pedestrians with vehicle and pedestrian cross-flow minimized.

• Class II Bikeway (Bicycle Lane) provides a restricted right -of-way and is designated for the use of bicycles with a striped lane on a street or highway. Bicycle lanes are generally four to six feet wide.

Adjacent vehicle parking and vehicle/pedestrian cross-flow are permitted.

• Class III Bikeway (Bicycle Route) provides for a right -of-way designated by signs or pavement markings (sharrows) for shared use with pedestrians or motor vehicles. Sharrows are a type of pavement marking (bike and arrow stencil) placed to guide bicyclists to the best place to ride on the road, avoid car doors, and remind drivers to share the road with cyclists. 19 • Class IV Bikeway, also known as “cycle tracks” or “protected bike lanes,” provide a right-of-way designated exclusively for bicycle travel within a roadway and which are protected from other vehicle traffic with devices, including, but not limited to, grade separation, flexible posts, inflexible physical barriers, or parked cars.

The Bicycle and Pedestrian Master Plan Update identifies existing bikeways as shown in Figure 4 -2. Within the study area, existing Class I facilities are present along the Colgan Creek between Colgan Avenue and Petaluma Hill Road and along the Hunter Creek Trail between Scenic Avenue and Moorland Avenue and between Santa Rosa Avenue and the Plan boundary. Class II facilities are present along Santa Rosa Avenue between SR 12 and Todd Road and Kawana Springs Road between Santa Rosa Avenue and Petaluma Hill Road.

WC24-4054_4-1_PedFac
Corby Ave

101 12

SANT A ROSA

12 R oseland 1
2 4
3 Hearn Ave
Kawana Springs Rd 5
6 7
8 Yolanda Ave Taylor Mountain
Regional Park

Bellevue Ave

9 10

101

11 E Robles Ave

Todd Rd
13 14
12 Mountain View Ave

Millbrae Ave

Wilfred Ave

ROHNER T
P ARK
Golf Course Dr

Specific Plan Area Existing Proposed
Class 1 Shared-Use Path
City Limits

Class 1 Shared-Use Path
Sidewalk
Pedestrian Study

Figure 4-1
Existing and Proposed Pedestrian Facilities
Snyder Ln
Santa Rosa Ave Santa Rosa Ave
Moo rla nd Ave
Todd Channel
Stony Point Rd

WC24-4054_4-2_BikeFac
Corby Ave

101 12

SANT A ROSA

12 R oseland 1
2 4
3 Hearn Ave
Kawana Springs Rd 5
6 7
8 Yolanda Ave Taylor Mountain
Regional Park

Bellevue Ave

9 10

101

11 E Robles Ave

Todd Rd
13 14
12 Mountain View Ave

Millbrae Ave

Wilfred Ave

ROHNER T
P ARK
Golf Course Dr

Specific Plan Area Existing Proposed

City Limits

Class 1 Bike Path
Class 2 Bike Lane
Class 3 Bike Route
Class 4 Separated Bikeway

Figure 4-2
Existing and Proposed Bicycle Facilities
Snyder Ln
Santa Rosa Ave Santa Rosa Ave
Moo rla nd Ave
Todd Channel
Stony Point Rd

22 4.3 Existing Transit Service
Significant deficiencies to transit service would occur if the Project or any part of the Project conflicts with a plan, ordinance, or policy addressing the circulation system, including transit paths.

4.3.1 Passenger Rail Service
Passenger rail service and connections for the Sonoma County/Marin County region are provided by SMART. The SMART passenger rail service connects the Sonoma County Airport station in the north to the Larkspur Ferry Terminal in the south, which provide service to scheduled passenger air travel and scheduled ferry transit connections to San Francisco, respectively.

Although the SMART trail runs through the west side of the Plan Area, the two stations in the City are located north of the Plan Area.

4.3.2 Public Bus Service
Bus service in the City of Santa Rosa is operated by Santa Rosa CityBus, and bus service in Sonoma County is operated by Sonoma County Transit (SCT).
• Santa Rosa CityBus (CityBus): Santa Rosa CityBus provides local bus service throughout the City of Santa Rosa. Various CityBus routes serve the plan area. Routes 3 and 5 have 60-minute headways on weekdays and weekends. All routes provide connections to other CityBus and regional transit services, as well as a connection to the North Santa Rosa and Downtown Santa Rosa SMART Stations.
• Sonoma County Transit (SCT): Sonoma County Transit provides regional bus service in the City of Santa Rosa, with connections to other communities throughout Sonoma County. Four Sonoma County Transit routes (42, 44, and 48) serve the plan area via transfer service at the Coddingtown and Santa Rosa Transit Hubs.

Table 4-2 summarizes the existing transit services within the SSRSP area. The bus routes and bus stops are illustrated in Figure 4-3.

Table 4-2: Existing Transit Service

Route1

From

To
Weekdays Saturdays Sundays
Operating
Hours
Peak
Headway2
(minutes)
Operating
Hours
Headway2
(minutes)
Operating
Hours
Headway2
(minutes)
Santa Rosa City Bus
3 Santa Rosa Elsa Drive 6:00 AM – 60 6:15 AM – 60 10:30 AM – 60 Transit Mall 7:25 PM 7:40 PM 4:55 PM 5 Santa Rosa Yolanda 6:30 AM –
60 6:40 AM –
60 10:00 AM –
60 Transit Mall Avenue 7:55 PM 8:05 PM 4:25 PM
23 Sonoma County Transit
42 Santa Rosa
Transit Mall
West Robles
Avenue
7:30 AM –
5:40 PM 60 - - - -
44 Coddingtown Petaluma
Transit Mall
8:30 AM –
10:15 PM
4 60 7:00 AM –
9:05 PM 150 7:00 AM –
9:05 PM 150
48 Coddingtown Petaluma
Transit Mall
6:20 AM –
10:45 PM
4 60 8:30 AM –
10:15 PM 150 8:30 AM –
10:15 PM 150
Notes:

1. Weekday and weekend service as of April 2024.

2. Headways are defined as the time between transit vehicles on the same route.

3. Operating hours have been rounded to the nearest tenth minute.

4. Headways are provided for the peak hour, off-peak headways vary.

Sources: Santa Rosa City Bus and Sonoma County Transit, 2024.

44 101 48
12 12

R oseland

SANT A ROSA
48 42
3 15

5 2 4
3 Hearn Ave 6
Kawana Springs Rd 5
42 73 44
8 Yolanda Ave 5

Taylor Mountain
Regional Park

Bellevue Ave 9 10
42 101

48 11 E Robles Ave

Todd Rd

44 42
13 14
12 Mountain View Ave

48 Millbrae Ave 44
Wilfred Ave

ROHNER T
P ARK
44 48 Golf Course Dr

Specific Plan Area Sonoma-Marin Area
Rail Transit (SMART)
City Limits
SC Transit
SC Transit Stop
Santa Rosa City Bus
Santa Rosa City Bus Stop

WC24-4054_4-3_Transit
Figure 4-3
Existing Transit Service
Snyder Ln
Santa Rosa Ave Santa Rosa Ave
Corby Ave Moorla nd Ave
Todd Channel
Stony Point Rd

25 4.4 Vehicle Miles Traveled
A common metric used to quantify the amount of motor vehicle use is Vehicle Miles Traveled (VMT). One VMT is a single motor vehicle being driven one mile. Many factors affect VMT, including the average distance residents commute to work, school, and shopping, as well as the amount of non- automobile travel. Areas that have a diverse land use mix and ample facilities for non-automobile modes, including transit, tend to generate lower VMT than auto-oriented rural and suburban areas where residents live at a distance from work, school, and other amenities.

An important CEQA consideration related to transportation is that Senate Bill (SB) 743 has changed the metric used to identify potential significant transportation impacts in CEQA analysis. SB 743 directed the California Governor’s Office of Planning and Research (OPR) to identify a new metric and to recommend analysis methodology and thresholds. OPR selected VMT as the preferred metric and has finalized guidance material that went into effect in 2020. However, SB 743 does not prevent a city or county from continuing to analyze delay or LOS as part of other plans (i.e., the general plan), studies, or on -going network monitoring. However, LOS metrics may no longer constitute the sole basis for CEQA impacts. SB 743 did not change the discretion that lead agencies have to select methodology or define their own significance thresholds, but the guidance being developed by OPR should be carefully considered by lead agencies when they ultimately finalize their own recommended practices. A key factor should be how the lead agency / community values VMT reduction, especially with regards to its influence on reducing greenhouse gases, promoting active transportation, and encouraging infill development, all of which, are identified as objectives in the legislative intent of SB 743. Absent a locally established VMT threshold, the current OPR threshold guidance as contained in Technical Advisory on Evaluating Transportation Impacts in CEQA, OPR, December 2018, should be used. OPR recommends that for land use projects, VMT thresholds are set at fifteen percent (15%) below baseline VMT/capita for the city or region in suburban areas. The City of Santa Rosa has adopted guidelines related to VMT, but Sonoma County has not yet adopted guidelines related to VMT; Sonoma County Transportation Authority has created a vehicle miles traveled reduction calculator for member agencies.

Traffic counts were used to adjust the base year of the SCTA travel demand model to better account for the volumes in the study area and traffic congestion on US 101 to be more in alignment with the validation targets in the California Regional Transportation Plan guidelines. Year 2024 VMT information for the Specific Plan TAZs, the City of Santa Rosa, and Sonoma County are presented below. • SSRSP area TAZs Total VMT per Service Population: 34.4 Total VMT per Service Population • City of Santa Rosa Total VMT per Service Population: 23.8 Total VMT per Service Population • Sonoma County Total VMT per Service Population: 30.0 Total VMT per Service Population 26 4.5 Safety Considerations
The City of Santa Rosa has adopted several safety plans in recent years as noted in Chapter 2. The Bicycle and Pedestrian Master Plan (BPMP) provides the City with a long-term vision for improving active transportation and providing policies and actions to support in decision-making processes for investments in bicycle and pedestrian facilities. Within the SSRSP area, Santa Rosa Avenue between Petaluma Hill Road and Colgan Avenue was highlighted as a part of the bicycle High Injury Network (HIN) and Santa Rosa Avenue between El Portal Way and Bellevue Avenue was highlighted as part of the pedestrian HIN. The BPMP proposed various bikeway and pedestrian projects within the SSRSP area to improve safety citywide.

The City’s Local Road safety Plan (LRSP) built on the BPMP by focusing on the HIN and updating collision data to evaluate how and whether collision frequency and severity has improved in years since the BPMP was adopted. The LRSP aimed to identify additional safety countermeasures to reduce fatal and severe injuries throughout the City. The LRSP did not identify additional focus areas within the Specific Plan area; however, the LRSP includes additional countermeasures and strategies that should be considered for this effort.

In 2022, Santa Rosa City Council adopted the Sonoma County Vision Zero Action Plan (VZAP) that set a target goal of zero traffic deaths and severe injuries on roadways within the city by 2030. The VZAP identified a handful of corridors and intersections as part of the High Injury Network. The corridors include Dutton Avenue, Hearn Avenue, Kawana Springs Road, Santa Rosa Avenue, and Petaluma Hill Road.

The High Injury Intersections within our study area include the Baker Avenue/Santa Rosa Avenue/Colgan Avenue intersection, the Bellevue/Dutton Avenue intersection, the Bellevue Avenue/Santa Rosa Avenue intersection, the Corby Avenue/Hearn Avenue intersection, the Kawana Springs Road/Petaluma Hill Road intersection, the Santa Rosa Avenue/driveway between Colgan Avenue & Milicent Way intersection, the Santa Rosa Avenue/Plaza Drive intersection, and the Santa Rosa Avenue/Court Street intersection. The VZAP includes goals and actions for the City of Santa Rosa and Sonoma County to consider for future improvements within the Specific Plan area.

4.6 Evacuation Considerations
After Action Reports (AAR) were prepared by the City of Santa Rosa and Sonoma County for the October 2017 Complex Wildfires. The City’s AAR titled Coming Together in Crisis: The Santa Rosa Story (2019) and the County’s was titled the Emergency Operations Center After Action Report & Improvement Plan (2018) highlights the story of the wildfires, limitations on City and County staff during the time of the wildfires, and improvements for wildfire response in the event of a future fire.

On October 8, 2017, a Red Flag Warning was issued by the National Weather Service for above -normal wind speeds in Santa Rosa and the surrounding areas. The Tubbs Fire ignited near SR -128 and Bennett Lane in Calistoga, and due to the high winds, the fire quickly spread towards Sonoma County and Santa Rosa. At 12:21 AM on October 9th, the City’s Emergency Operations Center was activated, and a Unified Command Post was established. By 1:10 AM the fire had reached the Fountaingrove neighborhood and 27 jumped US 101 and 2:01 AM. At 2:06 AM, US 101 was reported closed at Mark West Spring Road. The City of Santa Rosa opened three emergency shelters– Finley Community Center, Cook Middle School, and Elsie Allen High School. Sonoma County opened shelters at the Fairgrounds Pavilion and the Veteran’s Memorial Building. Although the 2017 Complex Fires did not affect the Specific Plan area, those that were notified to evacuated due to the fires, evacuated south. The City and County’s AARs highlight improvements needed towards existing infrastructure including the communication systems, to alert the community to the need to evacuate if a similar scenario were to occur. 28 4.7 Existing Intersection Levels of Service
Existing intersection lane configurations, traffic controls, and peak hour traffic counts, as shown on Figure 4-4 were used to calculate level of service and vehicle queuing at the study intersections during the morning and evening peak hours. The Existing Conditions intersection analysis results are shown in Table 4-3.

4.7.1 Intersection Levels of Service
Existing intersection lane configurations, signal timings, and peak hour turning movement volumes were used to calculate level of service at the study intersections during the morning and evening peak hours.

Traffic counts for the study intersections were collected in April 2024 and are presented in Appendix A.

The results of the LOS analysis for Existing Conditions are presented in Table 4-3. The technical calculations are shown in Appendix B.

Table 4-3: Existing Conditions Intersection Level of Service

Intersection

Control Type1

Peak Hour2
Existing Conditions
Delay (sec)3 LOS4

1 Santa Rosa Avenue/Petaluma Hill
Road

Signalized
AM 7.6 A
PM 9.1 A

2 Santa Rosa Avenue/Baker Avenue

Signalized
AM 20.8 C
PM 26.7 C

3 Santa Rosa Avenue/Colgan
Avenue/US 101 Northbound Ramp

Signalized
AM 37.2 D
PM 23.6 C

4 Petaluma Hill Road/Colgan Avenue

Signalized
AM 11.2 B
PM 15.6 B

5 Petaluma Hill Road/Kawana Springs
Road

Signalized
AM 17.7 B
PM 19 B

6 Hearn Avenue/Corby Avenue

Signalized
AM 39.6 D
PM 45.3 D

7 Hearn Avenue/Santa Rosa Avenue

Signalized
AM 39.8 D
PM 60.7 E

8 Santa Rosa Avenue/Yolanda
Avenue/ US 101 Northbound Ramp

Signalized
AM 33.4 C
PM 30.7 C

9 Bellevue Avenue/Moorland Avenue

AWSC
AM 19.8 C
PM 16.4 C

10 Santa Rosa Avenue/Bellevue
Avenue

SSSC
AM 28.3 (>120) D (F)
PM 3.0 (43.3) A (E)
29 Intersection

Control Type1

Peak Hour2
Existing Conditions
Delay (sec)3 LOS4

11 Santa Rosa Avenue/East Robles
Avenue

Signalized
AM 7.7 A
PM 7.6 A

12 Todd Road/ US 101 Southbound
Ramp

Signalized
AM 14.5 B
PM 14.5 B

13 Todd Road/ US 101 Northbound
Ramp

Signalized
AM 8.1 A
PM 8.1 A

14 Santa Rosa Avenue/Todd Road

Signalized
AM 16.5 B
PM 19.9 B
Notes:

1. Signalized = Traffic Signal Control, AWSC = All-Way Stop-Controlled Intersection, SSSC = Side-Street Stop-Controlled Intersection.

2. AM = morning peak hour, PM = evening peak hour.

3. Whole intersection average delay reported for signalized intersections and all-way stop-controlled intersections. Side-street stop-controlled delay presented as Whole Intersection Average Delay (Worst Movement Delay). Delay calculated per HCM 6th Edition methodologies.

4. LOS = Level of Service designation per HCM 6th Edition.

Bold indicates unacceptable operations.

Source: Fehr & Peers, 2024.

4.7.2 Existing Conditions Signal Warrant Analysis
The peak-hour signal warrants (Warrant 3A and Warrant 3B) from the Manual on Uniform Traffic Control Devices (MUTCD) were used to evaluate unsignalized intersections that operate unacceptably under Existing Conditions to determine if a traffic signal is warranted (see Appendix C). The following unsignalized intersection operating unacceptably under Existing Conditions meet either Warrant 3A or Warrant 3B in the indicated peak hour(s):
• Intersection 10: Santa Rosa Avenue/Bellevue Avenue - weekday morning peak hour and weekday evening peak hour
This analysis is intended to examine the general correlation between the current level of development in the region and the need to install new traffic signals. It estimates current traffic compared against a sub - set of the standard traffic signal warrants recommended in the Federal Highway Administration Manual on Uniform Traffic Control Devices and associated California MUTCD guidelines. This analysis should not serve as the only basis for deciding whether and when to install a signal. To reach such a decision, the full set of warrants should be investigated by an experienced engineer based on field-analysis and a thorough study of traffic and roadway conditions. Furthermore, the decision to install a signal should not be based solely upon the warrants, since the installation of signals can lead to certain types of collisions. The City of Santa Rosa should undertake regular monitoring of actual traffic conditions and accident data, and timely re-evaluation of the full set of warrants to prioritize and program intersections for signalization.

#

XX (YY) AM (PM) Peak Hour Traffic Volumes Signalized Intersection Stop Sign

Specific Plan Area City Limits Study Intersection

Figure 4-4
Existing Conditions Peak Hour Intersection Traffic
Volumes, Lane Configurations and Traffic Controls
WC24-4054_X_Volumes

Colgan Ave

Colgan Ave
Kawana Springs Rd

8. Santa Rosa Ave/Yolanda Ave/US-101 NB Off

9. Moorland Ave/Bellevue Ave

US-101 NB Off-Ramp

Bellevue Ave

Bellevue Ave

US-101 NB Off-Ramp

1 2
3 4

6 9
10 13 14
12 AAE ACF D BF

ABFF ACF AACF D ABF

BF ABF D CCF STOP
Snyder Ln
Santa Rosa Ave Santa Rosa Ave
Corby Ave Moorland Ave
Todd Channel
Stony Point Rd

3 (0)
401 (627)
167 (85)
366 (417)
286 (682)
4 (6)
126 (128)
327 (637)
10 (13)
572 (876)
165 (328)
Todd Rd Overpass Santa Rosa Ave Santa Rosa Ave Petaluma Hill Rd Santa Rosa Ave ABC BF D D CFF 3 (5)
650 (1,030)
129 (56)
STOP
448 (540)
583 (751)
0 (2)
293 (154)
570 (526)
6 (4)
1 (1)
525 (782)
16 (30)
176 (208)
461 (630)
236 (252)
289 (349)
11 (13)
6 (9)
433 (512)
26 (45)
273 (265)
530 (950)
209 (249)
129 (201)
297 (433)
19 (33)
297 (368)
375 (702)
1 (3)
Santa Rosa Ave Santa Rosa Ave Santa Rosa Ave Petaluma Hill Rd Santa Rosa Ave AE ACF AE AE D 305 (330)
425 (760)
13 (24)
1 (16)
512 (915)
10 (40)
402 (337)
644 (726)
126 (144)
62 (116)
542 (466)
148 (185)
102 (211)
471 (702)
6 (2)
0 (0)
0 (0)
0 (0)
3 (10)
0 (6)
4 (18)
101 (125)
96 (89)
61 (99)
190 (224)
602 (1,086)
82 (96)
Santa Rosa Ave S Moorland Ave Moorland Ave Corby Ave
AC D ACE AE 483 (472)
0 (0)
61 (76)
191 (105)
10 (1)
180 (116)
STOP
84 (100)
112 (185)
552 (651)
348 (633)
447 (755)
49 (92)

Appendix A:

Intersection Turning Movement Counts

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Project Manager: (415) 310-6469 [email protected]

7 6
Santa Rosa Ave
Petaluma Hill Rd

N Peak Hour Co

0 1
0 TEV:

PHF:
0 0

1,695

0.93 Petaluma Hill Rd

416 0
0 416 0 0
0 0 0
181 0 0
0 0

Driveway

Two-Hour Count Summaries
Driveway Interval

Petaluma Hill Rd

Santa Rosa Ave

Santa Rosa Ave

15-min

Rolling
Start Eastbound Westbound Northbound Southbound Total One Hour

Peak
Hour

Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Interval

Heavy Vehicle Totals

Bicycles

Pedestrians (Crossing Leg)
Start EB WB NB SB Total EB WB NB SB Total East West North South Total 7:00 AM 0 4 6 2 12 0 0 0 0 0 0 3 0 0 3
7:15 AM 0 1 5 2 8 0 0 1 0 1 0 1 0 0 1
7:30 AM 0 2 1 4 7 0 0 2 1 3 1 1 0 1 3
7:45 AM 0 6 3 2 11 0 0 0 0 0 1 1 0 0 2
8:00 AM 0 1 3 8 12 0 0 1 0 1 1 2 0 0 3
8:15 AM 0 1 1 1 3 0 0 0 0 0 4 2 0 0 6
8:30 AM 0 0 5 4 9 0 0 0 0 0 0 2 0 0 2
8:45 AM 0 4 3 5 12 0 1 0 0 1 0 1 0 0 1
Count Total 0 19 27 28 74 0 1 4 1 6 7 13 0 1 21
Peak Hour 0 8 12 15 35 0 0 1 0 1 6 7 0 0 13
Santa Rosa Ave
0 0
572 737 572 1
165 525 542 941
0 16
Santa Rosa Ave
0 0
0 0
1 0
0 Date: 04/02/2024
unt Period: 7:00 AM to 9:00 AM
Peak Hour: 7:45 AM to 8:45 AM

HV %: PHF
EB - -
WB 1.9% 0.81
NB 2.2% 0.94
SB 2.0% 0.86
TOTAL 2.1% 0.93

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
7:00 AM 0 0 0 0 0 0 0 42 0 0 40 0 0 22 42 0 146 0
7:15 AM 0 0 0 0 0 0 0 48 0 0 59 2 0 25 54 0 188 0
7:30 AM 0 0 0 0 0 0 0 85 0 0 71 3 0 37 87 0 283 0
7:45 AM 0 0 0 0 0 0 0 128 0 0 123 5 0 25 118 0 399 1,016 8:00 AM 0 0 0 0 0 0 0 96 0 0 127 5 0 44 136 0 408 1,278 8:15 AM 0 0 0 0 0 0 0 89 0 0 140 4 0 41 158 0 432 1,522 8:30 AM 0 0 0 0 0 0 0 103 0 1 135 2 0 55 160 0 456 1,695 8:45 AM 0 0 0 0 0 0 0 100 0 1 123 1 0 40 102 0 367 1,663 Count Total 0 0 0 0 0 0 0 691 0 2 818 22 0 289 857 0 2,679 0 All 0 0 0 0 0 0 0 416 0 1 525 16 0 165 572 0 1,695 0
HV 0 0 0 0 0 0 0 8 0 0 12 0 0 4 11 0 35 0
HV% - - - - - - - 2% - 0% 2% 0% - 2% 2% - 2% 0

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Two-Hour Count Summaries - Heavy Vehicles
Interval
Start
Driveway Petaluma Hill Rd Santa Rosa Ave Santa Rosa Ave 15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
7:00 AM 0 0 0 0 0 0 0 4 0 0 6 0 0 0 2 0 12 0
7:15 AM 0 0 0 0 0 0 0 1 0 0 5 0 0 1 1 0 8 0
7:30 AM 0 0 0 0 0 0 0 2 0 0 1 0 0 1 3 0 7 0
7:45 AM 0 0 0 0 0 0 0 6 0 0 3 0 0 1 1 0 11 38
8:00 AM 0 0 0 0 0 0 0 1 0 0 3 0 0 1 7 0 12 38
8:15 AM 0 0 0 0 0 0 0 1 0 0 1 0 0 0 1 0 3 33
8:30 AM 0 0 0 0 0 0 0 0 0 0 5 0 0 2 2 0 9 35
8:45 AM 0 0 0 0 0 0 0 4 0 0 3 0 0 1 4 0 12 36
Count Total 0 0 0 0 0 0 0 19 0 0 27 0 0 7 21 0 74 0
Peak Hour 0 0 0 0 0 0 0 8 0 0 12 0 0 4 11 0 35 0

Two-Hour Count Summaries - Bikes
Interval
Start
Driveway Petaluma Hill Rd Santa Rosa Ave Santa Rosa Ave 15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

LT TH RT LT TH RT LT TH RT LT TH RT
7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:15 AM 0 0 0 0 0 0 0 1 0 0 0 0 1 0
7:30 AM 0 0 0 0 0 0 0 2 0 0 1 0 3 0
7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 4
8:00 AM 0 0 0 0 0 0 0 1 0 0 0 0 1 5
8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 4
8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1
8:45 AM 0 0 0 0 0 1 0 0 0 0 0 0 1 2
Count Total 0 0 0 0 0 1 0 4 0 0 1 0 6 0
Peak Hour 0 0 0 0 0 0 0 1 0 0 0 0 1 0
Note: U-Turn volumes for bikes are included in Left-Turn, if any. www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

3 5
Santa Rosa Ave
Petaluma Hill Rd

N Peak Hour Co

0 0
0 TEV:

PHF:
1 1

2,350

0.96 Petaluma Hill Rd

332 0
0 332 0 0
0 0 0
357 0 0
0 0

Driveway

Two-Hour Count Summaries
Driveway Interval

Petaluma Hill Rd

Santa Rosa Ave

Santa Rosa Ave

15-min

Rolling
Start Eastbound Westbound Northbound Southbound Total One Hour

Peak
Hour

Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Interval

Heavy Vehicle Totals

Bicycles

Pedestrians (Crossing Leg)
Start EB WB NB SB Total EB WB NB SB Total East West North South Total 4:00 PM 0 1 1 5 7 0 0 0 2 2 3 1 0 0 4
4:15 PM 0 1 1 4 6 0 0 0 0 0 4 0 0 0 4
4:30 PM 0 3 3 4 10 0 0 2 0 2 0 0 0 0 0
4:45 PM 0 2 3 4 9 0 0 1 2 3 0 0 0 0 0
5:00 PM 0 0 1 3 4 0 0 0 1 1 1 3 0 0 4
5:15 PM 0 0 3 1 4 0 0 2 2 4 2 2 0 0 4
5:30 PM 0 0 2 2 4 0 0 0 0 0 3 0 0 0 3
5:45 PM 0 0 2 5 7 0 0 0 0 0 0 1 0 0 1
Count Total 0 7 16 28 51 0 0 5 7 12 13 7 0 0 20
Peak Hour 0 6 8 15 29 0 0 3 3 6 5 3 0 0 8
Santa Rosa Ave
0 1
878 1,204 876 0
327 782 813 1,115
1 30
Santa Rosa Ave
0 1
2 0
3 0
0 Date: 04/02/2024
unt Period: 4:00 PM to 6:00 PM
Peak Hour: 4:15 PM to 5:15 PM

HV %: PHF
EB 0.0% 0.25
WB 1.8% 0.91
NB 1.0% 0.92
SB 1.2% 0.98
TOTAL 1.2% 0.96

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
4:00 PM 0 0 0 0 0 0 0 82 0 0 197 9 0 88 218 0 594 0
4:15 PM 0 0 0 0 0 0 0 71 0 0 173 8 0 89 219 0 560 0
4:30 PM 0 0 0 1 0 0 0 91 1 0 214 5 0 81 220 0 613 0
4:45 PM 0 0 0 0 0 0 0 85 0 0 186 4 0 82 219 0 576 2,343 5:00 PM 0 0 0 0 0 0 0 85 0 0 209 13 1 75 218 0 601 2,350 5:15 PM 0 0 0 1 0 0 0 66 0 0 187 8 0 88 200 0 550 2,340 5:30 PM 0 0 0 0 0 0 0 67 0 0 156 5 1 105 196 0 530 2,257 5:45 PM 0 0 0 0 0 0 0 66 0 0 168 7 0 70 159 0 470 2,151 Count Total 0 0 0 2 0 0 0 613 1 0 1,490 59 2 678 1,649 0 4,494 0 All 0 0 0 1 0 0 0 332 1 0 782 30 1 327 876 0 2,350 0
HV 0 0 0 0 0 0 0 6 0 0 8 0 0 6 9 0 29 0
HV% - - - 0% - - - 2% 0% - 1% 0% 0% 2% 1% - 1% 0

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Two-Hour Count Summaries - Heavy Vehicles
Interval
Start
Driveway Petaluma Hill Rd Santa Rosa Ave Santa Rosa Ave 15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
4:00 PM 0 0 0 0 0 0 0 1 0 0 1 0 0 0 5 0 7 0
4:15 PM 0 0 0 0 0 0 0 1 0 0 1 0 0 4 0 0 6 0
4:30 PM 0 0 0 0 0 0 0 3 0 0 3 0 0 1 3 0 10 0
4:45 PM 0 0 0 0 0 0 0 2 0 0 3 0 0 0 4 0 9 32
5:00 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 1 2 0 4 29
5:15 PM 0 0 0 0 0 0 0 0 0 0 3 0 0 0 1 0 4 27
5:30 PM 0 0 0 0 0 0 0 0 0 0 2 0 0 2 0 0 4 21
5:45 PM 0 0 0 0 0 0 0 0 0 0 2 0 0 0 5 0 7 19
Count Total 0 0 0 0 0 0 0 7 0 0 16 0 0 8 20 0 51 0
Peak Hour 0 0 0 0 0 0 0 6 0 0 8 0 0 6 9 0 29 0

Two-Hour Count Summaries - Bikes
Interval
Start
Driveway Petaluma Hill Rd Santa Rosa Ave Santa Rosa Ave 15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

LT TH RT LT TH RT LT TH RT LT TH RT
4:00 PM 0 0 0 0 0 0 0 0 0 0 2 0 2 0
4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:30 PM 0 0 0 0 0 0 0 2 0 0 0 0 2 0
4:45 PM 0 0 0 0 0 0 0 1 0 1 1 0 3 7
5:00 PM 0 0 0 0 0 0 0 0 0 1 0 0 1 6
5:15 PM 0 0 0 0 0 0 0 2 0 0 2 0 4 10
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 8
5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 5
Count Total 0 0 0 0 0 0 0 5 0 2 5 0 12 0
Peak Hour 0 0 0 0 0 0 0 3 0 2 1 0 6 0
Note: U-Turn volumes for bikes are included in Left-Turn, if any. www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

2 0
Santa Rosa Ave
Baker Ave

N Peak Hour Co

400

716

0 265
7 444

TEV:

PHF:

1,972

0.99 Driveway

1 1
1 4 0 0
2 0 0
14 0 0
0 0

Baker Ave

Two-Hour Count Summaries
Baker Ave Interval

Driveway

Santa Rosa Ave

Santa Rosa Ave

15-min

Rolling
Start Eastbound Westbound Northbound Southbound Total One Hour

Peak
Hour

Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Interval

Heavy Vehicle Totals

Bicycles

Pedestrians (Crossing Leg)
Start EB WB NB SB Total EB WB NB SB Total East West North South Total 7:00 AM 2 0 3 8 13 0 0 1 0 1 0 1 0 0 1
7:15 AM 3 2 13 7 25 0 0 0 0 0 0 0 0 0 0
7:30 AM 2 0 4 11 17 0 0 2 0 2 0 1 1 0 2
7:45 AM 4 0 4 3 11 0 0 1 1 2 0 2 0 0 2
8:00 AM 1 0 5 7 13 0 0 2 0 2 0 0 0 0 0
8:15 AM 2 0 5 2 9 0 0 1 0 1 0 0 0 0 0
8:30 AM 2 0 6 5 13 0 0 0 0 0 0 0 1 0 1
8:45 AM 4 0 6 3 13 0 0 0 0 0 0 0 0 0 0
Count Total 20 2 46 46 114 0 0 7 1 8 0 4 2 0 6
Peak Hour 9 0 20 17 46 0 0 4 1 5 0 2 1 0 3
Santa Rosa Ave
297 0
821 673 375 102
1 471 579 737
0 6
Santa Rosa Ave
0 1
0 0
4 0
Date: 04/02/2024
unt Period: 7:00 AM to 9:00 AM
Peak Hour: 7:45 AM to 8:45 AM

HV %: PHF
EB 1.3% 0.86
WB 0.0% 0.33
NB 3.5% 0.93
SB 2.5% 0.89
TOTAL 2.3% 0.99

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
7:00 AM 0 31 0 47 0 1 0 0 0 12 47 1 0 0 47 29 215 0
7:15 AM 0 27 0 70 0 3 0 0 0 31 59 1 1 0 51 36 279 0
7:30 AM 0 32 0 82 0 0 0 0 0 31 73 0 0 0 60 65 343 0
7:45 AM 0 89 3 115 0 0 0 0 0 31 106 2 0 0 75 72 493 1,330 8:00 AM 0 71 2 108 0 0 0 0 0 30 108 0 0 0 93 76 488 1,603 8:15 AM 0 56 1 109 0 0 1 0 0 19 135 2 0 0 97 72 492 1,816 8:30 AM 0 49 1 112 0 2 0 1 0 22 122 2 0 1 110 77 499 1,972 8:45 AM 0 52 0 145 0 0 2 1 0 21 106 0 0 0 97 42 466 1,945 Count Total 0 407 7 788 0 6 3 2 0 197 756 8 1 1 630 469 3,275 0 All 0 265 7 444 0 2 1 1 0 102 471 6 0 1 375 297 1,972 0 HV 0 4 0 5 0 0 0 0 0 3 17 0 0 0 12 5 46 0
HV% - 2% 0% 1% - 0% 0% 0% - 3% 4% 0% - 0% 3% 2% 2% 0

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Two-Hour Count Summaries - Heavy Vehicles
Interval
Start
Baker Ave Driveway Santa Rosa Ave Santa Rosa Ave
15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
7:00 AM 0 1 0 1 0 0 0 0 0 0 3 0 0 0 4 4 13 0
7:15 AM 0 2 0 1 0 2 0 0 0 7 5 1 0 0 6 1 25 0
7:30 AM 0 1 0 1 0 0 0 0 0 2 2 0 0 0 8 3 17 0
7:45 AM 0 1 0 3 0 0 0 0 0 0 4 0 0 0 3 0 11 66
8:00 AM 0 1 0 0 0 0 0 0 0 2 3 0 0 0 6 1 13 66
8:15 AM 0 0 0 2 0 0 0 0 0 1 4 0 0 0 0 2 9 50
8:30 AM 0 2 0 0 0 0 0 0 0 0 6 0 0 0 3 2 13 46
8:45 AM 0 2 0 2 0 0 0 0 0 2 4 0 0 0 3 0 13 48
Count Total 0 10 0 10 0 2 0 0 0 14 31 1 0 0 33 13 114 0 Peak Hour 0 4 0 5 0 0 0 0 0 3 17 0 0 0 12 5 46 0

Two-Hour Count Summaries - Bikes
Interval
Start
Baker Ave Driveway Santa Rosa Ave Santa Rosa Ave
15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

LT TH RT LT TH RT LT TH RT LT TH RT
7:00 AM 0 0 0 0 0 0 0 1 0 0 0 0 1 0
7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:30 AM 0 0 0 0 0 0 0 2 0 0 0 0 2 0
7:45 AM 0 0 0 0 0 0 0 1 0 0 1 0 2 5
8:00 AM 0 0 0 0 0 0 0 2 0 0 0 0 2 6
8:15 AM 0 0 0 0 0 0 0 1 0 0 0 0 1 7
8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 5
8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 3
Count Total 0 0 0 0 0 0 0 7 0 0 1 0 8 0
Peak Hour 0 0 0 0 0 0 0 4 0 0 1 0 5 0
Note: U-Turn volumes for bikes are included in Left-Turn, if any. www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

6 0
Santa Rosa Ave
Baker Ave

N Peak Hour Co

580

951

0 236
0 715

TEV:

PHF:

2,949

0.98 Driveway

7 5
1 10 0 0
2 0 0
5 0 0
0 0

Baker Ave

Two-Hour Count Summaries
Baker Ave Interval

Driveway

Santa Rosa Ave

Santa Rosa Ave

15-min

Rolling
Start Eastbound Westbound Northbound Southbound Total One Hour

Peak
Hour

Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Interval

Heavy Vehicle Totals

Bicycles

Pedestrians (Crossing Leg)
Start EB WB NB SB Total EB WB NB SB Total East West North South Total 4:00 PM 4 0 2 5 11 0 0 2 1 3 0 4 1 0 5
4:15 PM 3 0 5 0 8 0 0 2 0 2 0 0 4 0 4
4:30 PM 2 0 3 2 7 0 0 1 1 2 0 1 0 0 1
4:45 PM 3 0 2 4 9 0 0 0 1 1 0 1 0 0 1
5:00 PM 2 0 3 2 7 0 0 0 0 0 0 0 2 0 2
5:15 PM 3 0 3 2 8 0 0 1 0 1 0 2 0 0 2
5:30 PM 1 0 4 1 6 0 0 1 1 2 0 4 1 0 5
5:45 PM 2 0 3 3 8 0 0 2 0 2 0 0 5 0 5
Count Total 20 0 25 19 64 0 0 9 4 13 0 12 13 0 25
Peak Hour 12 0 12 11 35 0 0 5 3 8 0 6 5 0 11
Santa Rosa Ave
368 0
1,419 1,073 702 211
3 702 915 945
0 2
Santa Rosa Ave
0 3
0 0
5 0
Date: 04/02/2024
unt Period: 4:00 PM to 6:00 PM
Peak Hour: 4:00 PM to 5:00 PM

HV %: PHF
EB 1.3% 0.94
WB 0.0% 0.63
NB 1.3% 0.93
SB 1.0% 0.93
TOTAL 1.2% 0.98

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
4:00 PM 0 52 0 192 0 0 0 1 0 69 172 0 0 0 185 84 755 0
4:15 PM 0 51 0 181 0 1 1 2 0 38 157 1 0 3 174 92 701 0
4:30 PM 0 68 0 185 0 0 0 1 0 49 198 0 0 0 151 95 747 0
4:45 PM 0 65 0 157 0 1 0 3 0 55 175 1 0 0 192 97 746 2,949 5:00 PM 0 57 0 181 0 0 0 0 0 56 171 0 0 0 154 93 712 2,906 5:15 PM 0 43 1 178 0 3 0 4 0 57 159 3 0 0 183 85 716 2,921 5:30 PM 0 55 0 193 0 2 1 0 0 56 163 1 0 0 165 90 726 2,900 5:45 PM 0 39 0 173 0 0 0 5 0 53 147 1 0 1 132 56 607 2,761 Count Total 0 430 1 1,440 0 7 2 16 0 433 1,342 7 0 4 1,336 692 5,710 0 All 0 236 0 715 0 2 1 7 0 211 702 2 0 3 702 368 2,949 0 HV 0 5 0 7 0 0 0 0 0 4 8 0 0 0 6 5 35 0
HV% - 2% - 1% - 0% 0% 0% - 2% 1% 0% - 0% 1% 1% 1% 0

www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

Two-Hour Count Summaries - Heavy Vehicles
Interval
Start
Baker Ave Driveway Santa Rosa Ave Santa Rosa Ave
15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
4:00 PM 0 1 0 3 0 0 0 0 0 2 0 0 0 0 4 1 11 0
4:15 PM 0 1 0 2 0 0 0 0 0 1 4 0 0 0 0 0 8 0
4:30 PM 0 1 0 1 0 0 0 0 0 1 2 0 0 0 0 2 7 0
4:45 PM 0 2 0 1 0 0 0 0 0 0 2 0 0 0 2 2 9 35
5:00 PM 0 0 0 2 0 0 0 0 0 1 2 0 0 0 1 1 7 31
5:15 PM 0 0 0 3 0 0 0 0 0 2 1 0 0 0 1 1 8 31
5:30 PM 0 0 0 1 0 0 0 0 0 0 4 0 0 0 0 1 6 30
5:45 PM 0 1 0 1 0 0 0 0 0 1 2 0 0 0 3 0 8 29
Count Total 0 6 0 14 0 0 0 0 0 8 17 0 0 0 11 8 64 0
Peak Hour 0 5 0 7 0 0 0 0 0 4 8 0 0 0 6 5 35 0

Two-Hour Count Summaries - Bikes
Interval
Start
Baker Ave Driveway Santa Rosa Ave Santa Rosa Ave
15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

LT TH RT LT TH RT LT TH RT LT TH RT
4:00 PM 0 0 0 0 0 0 0 2 0 0 1 0 3 0
4:15 PM 0 0 0 0 0 0 0 2 0 0 0 0 2 0
4:30 PM 0 0 0 0 0 0 0 1 0 0 1 0 2 0
4:45 PM 0 0 0 0 0 0 0 0 0 0 1 0 1 8
5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 5
5:15 PM 0 0 0 0 0 0 0 1 0 0 0 0 1 4
5:30 PM 0 0 0 0 0 0 0 1 0 0 1 0 2 4
5:45 PM 0 0 0 0 0 0 0 2 0 0 0 0 2 5
Count Total 0 0 0 0 0 0 0 9 0 0 4 0 13 0
Peak Hour 0 0 0 0 0 0 0 5 0 0 3 0 8 0
Note: U-Turn volumes for bikes are included in Left-Turn, if any. www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

1 6
Santa Rosa Ave
Colgan Ave

N Peak Hour Co

0 824
53 89 21
15 TEV:

PHF:

2,228

0.97 Colgan Ave

65 286
70 0

1 421 0 0
0 0
152 0 0
0 US 101 NB
Ramps

Two-Hour Count Summaries
US 101 NB Ramps Interval

Colgan Ave

Santa Rosa Ave

Santa Rosa Ave

15-min

Rolling
Start Eastbound Westbound Northbound Southbound Total One Hour

Peak
Hour

Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Interval

Heavy Vehicle Totals

Bicycles

Pedestrians (Crossing Leg)
Start EB WB NB SB Total EB WB NB SB Total East West North South Total 7:00 AM 1 4 2 4 11 0 0 0 0 0 0 1 0 0 1
7:15 AM 4 9 6 6 25 0 0 0 0 0 0 0 0 0 0
7:30 AM 1 9 3 8 21 0 0 2 0 2 2 1 1 0 4
7:45 AM 0 2 6 6 14 0 0 0 2 2 0 1 0 0 1
8:00 AM 3 4 3 7 17 0 0 0 0 0 2 0 0 0 2
8:15 AM 1 3 5 3 12 0 0 0 0 0 2 0 1 0 3
8:30 AM 3 2 7 3 15 0 0 0 0 0 2 0 0 0 2
8:45 AM 1 1 9 4 15 0 0 0 0 0 0 1 0 0 1
Count Total 14 34 41 41 130 0 0 2 2 4 8 4 2 0 14
Peak Hour 8 10 24 17 59 0 0 0 0 0 6 1 1 0 8
Santa Rosa Ave
190 0
687 874 602 348
82 447 844 565
0 49
Santa Rosa Ave
0 0
0 0
0 0
Date: 04/02/2024
unt Period: 7:00 AM to 9:00 AM
Peak Hour: 8:00 AM to 9:00 AM

HV %: PHF
EB 9.0% 0.82
WB 2.4% 0.75
NB 2.8% 0.97
SB 1.9% 0.83
TOTAL 2.6% 0.97

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
7:00 AM 0 12 9 2 0 9 43 6 0 47 39 6 0 6 49 31 259 0
7:15 AM 0 18 8 4 0 8 48 13 0 40 59 8 0 11 45 48 310 0
7:30 AM 0 16 4 7 0 9 77 21 0 69 65 4 0 23 74 61 430 0
7:45 AM 0 19 6 2 0 12 97 16 0 103 98 12 0 22 95 55 537 1,536 8:00 AM 0 14 5 1 0 22 97 22 0 102 99 17 0 24 124 46 573 1,850 8:15 AM 0 11 6 2 0 17 72 18 0 83 122 9 0 18 137 46 541 2,081 8:30 AM 0 15 5 7 0 15 66 13 0 89 119 9 0 20 150 45 553 2,204 8:45 AM 0 13 5 5 0 16 51 12 0 74 107 14 0 20 191 53 561 2,228 Count Total 0 118 48 30 0 108 551 121 0 607 708 79 0 144 865 385 3,764 0 All 0 53 21 15 0 70 286 65 0 348 447 49 0 82 602 190 2,228 0 HV 0 6 1 1 0 2 6 2 0 7 14 3 0 2 11 4 59 0
HV% - 11% 5% 7% - 3% 2% 3% - 2% 3% 6% - 2% 2% 2% 3% 0

www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

Two-Hour Count Summaries - Heavy Vehicles
Interval
Start
US 101 NB Ramps Colgan Ave Santa Rosa Ave Santa Rosa Ave 15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
7:00 AM 0 1 0 0 0 0 3 1 0 0 2 0 0 0 1 3 11 0
7:15 AM 0 2 2 0 0 1 3 5 0 0 4 2 0 0 1 5 25 0
7:30 AM 0 1 0 0 0 3 4 2 0 2 1 0 0 1 2 5 21 0
7:45 AM 0 0 0 0 0 1 1 0 0 3 3 0 0 1 3 2 14 71
8:00 AM 0 2 1 0 0 1 2 1 0 1 2 0 0 0 7 0 17 77
8:15 AM 0 1 0 0 0 1 1 1 0 0 4 1 0 1 1 1 12 64
8:30 AM 0 2 0 1 0 0 2 0 0 1 4 2 0 0 1 2 15 58
8:45 AM 0 1 0 0 0 0 1 0 0 5 4 0 0 1 2 1 15 59
Count Total 0 10 3 1 0 7 17 10 0 12 24 5 0 4 18 19 130 0 Peak Hour 0 6 1 1 0 2 6 2 0 7 14 3 0 2 11 4 59 0

Two-Hour Count Summaries - Bikes
Interval
Start
US 101 NB Ramps Colgan Ave Santa Rosa Ave Santa Rosa Ave 15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

LT TH RT LT TH RT LT TH RT LT TH RT
7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:30 AM 0 0 0 0 0 0 0 1 1 0 0 0 2 0
7:45 AM 0 0 0 0 0 0 0 0 0 0 1 1 2 4
8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 4
8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 4
8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 2
8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Count Total 0 0 0 0 0 0 0 1 1 0 1 1 4 0
Peak Hour 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Note: U-Turn volumes for bikes are included in Left-Turn, if any. www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

4 8
Santa Rosa Ave
Colgan Ave

N Peak Hour Co

0 1,035
96 164 32
36 TEV:

PHF:

3,384

0.98 Colgan Ave

62 178
94 0

1 334 0 0
0 0
220 1 0
0 US 101 NB
Ramps

Two-Hour Count Summaries
US 101 NB Ramps Interval

Colgan Ave

Santa Rosa Ave

Santa Rosa Ave

15-min

Rolling
Start Eastbound Westbound Northbound Southbound Total One Hour

Peak
Hour

Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Interval

Heavy Vehicle Totals

Bicycles

Pedestrians (Crossing Leg)
Start EB WB NB SB Total EB WB NB SB Total East West North South Total 4:00 PM 1 2 3 6 12 0 0 1 2 3 5 3 1 0 9
4:15 PM 2 0 6 2 10 0 0 1 0 1 2 1 0 0 3
4:30 PM 0 2 5 1 8 0 0 1 0 1 1 0 0 0 1
4:45 PM 1 0 2 4 7 1 0 0 0 1 0 0 0 0 0
5:00 PM 2 0 2 1 5 0 0 0 0 0 1 0 1 0 2
5:15 PM 2 0 2 6 10 0 0 2 0 2 1 3 1 0 5
5:30 PM 2 0 4 1 7 0 0 0 0 0 1 6 2 0 9
5:45 PM 1 0 2 4 7 0 0 1 0 1 7 0 1 0 8
Count Total 11 4 26 25 66 1 0 6 2 9 18 13 6 0 37
Peak Hour 4 4 16 13 37 1 0 3 2 6 8 4 1 0 13
Santa Rosa Ave
224 0
1,216 1,406 1,086 633
96 755 1,480 913
0 92
Santa Rosa Ave
0 2
0 0
2 1
Date: 04/02/2024
unt Period: 4:00 PM to 6:00 PM
Peak Hour: 4:00 PM to 5:00 PM

HV %: PHF
EB 2.4% 0.91
WB 1.2% 0.93
NB 1.1% 0.93
SB 0.9% 0.92
TOTAL 1.1% 0.98

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
4:00 PM 0 25 7 11 0 18 45 17 0 164 190 23 0 19 269 57 845 0 4:15 PM 0 24 13 8 0 28 45 12 0 153 173 20 0 26 294 63 859 0 4:30 PM 0 22 5 4 0 25 42 12 0 168 204 25 0 26 239 56 828 0 4:45 PM 0 25 7 13 0 23 46 21 0 148 188 24 0 25 284 48 852 3,384 5:00 PM 0 32 8 19 0 14 35 20 0 151 179 26 0 18 246 58 806 3,345 5:15 PM 0 44 17 15 0 17 27 11 0 138 152 19 0 33 297 59 829 3,315 5:30 PM 0 41 13 4 0 12 39 21 0 164 160 19 0 22 250 57 802 3,289 5:45 PM 0 31 11 6 0 15 53 19 0 117 128 19 0 24 268 44 735 3,172 Count Total 0 244 81 80 0 152 332 133 0 1,203 1,374 175 0 193 2,147 442 6,556 0 All 0 96 32 36 0 94 178 62 0 633 755 92 0 96 1,086 224 3,384 0 HV 0 3 1 0 0 0 3 1 0 5 9 2 0 2 8 3 37 0
HV% - 3% 3% 0% - 0% 2% 2% - 1% 1% 2% - 2% 1% 1% 1% 0

www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

Two-Hour Count Summaries - Heavy Vehicles
Interval
Start
US 101 NB Ramps Colgan Ave Santa Rosa Ave Santa Rosa Ave 15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
4:00 PM 0 1 0 0 0 0 2 0 0 2 1 0 0 0 4 2 12 0
4:15 PM 0 2 0 0 0 0 0 0 0 1 3 2 0 1 1 0 10 0
4:30 PM 0 0 0 0 0 0 1 1 0 2 3 0 0 1 0 0 8 0
4:45 PM 0 0 1 0 0 0 0 0 0 0 2 0 0 0 3 1 7 37
5:00 PM 0 0 1 1 0 0 0 0 0 0 2 0 0 0 1 0 5 30
5:15 PM 0 1 1 0 0 0 0 0 0 0 2 0 0 2 2 2 10 30
5:30 PM 0 2 0 0 0 0 0 0 0 1 3 0 0 0 1 0 7 29
5:45 PM 0 1 0 0 0 0 0 0 0 0 2 0 0 1 3 0 7 29
Count Total 0 7 3 1 0 0 3 1 0 6 18 2 0 5 15 5 66 0
Peak Hour 0 3 1 0 0 0 3 1 0 5 9 2 0 2 8 3 37 0

Two-Hour Count Summaries - Bikes
Interval
Start
US 101 NB Ramps Colgan Ave Santa Rosa Ave Santa Rosa Ave 15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

LT TH RT LT TH RT LT TH RT LT TH RT
4:00 PM 0 0 0 0 0 0 0 0 1 0 2 0 3 0
4:15 PM 0 0 0 0 0 0 0 1 0 0 0 0 1 0
4:30 PM 0 0 0 0 0 0 0 1 0 0 0 0 1 0
4:45 PM 0 0 1 0 0 0 0 0 0 0 0 0 1 6
5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 3
5:15 PM 0 0 0 0 0 0 0 1 1 0 0 0 2 4
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 3
5:45 PM 0 0 0 0 0 0 0 0 1 0 0 0 1 3
Count Total 0 0 1 0 0 0 0 3 3 0 2 0 9 0
Peak Hour 0 0 1 0 0 0 0 2 1 0 2 0 6 0
Note: U-Turn volumes for bikes are included in Left-Turn, if any. www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

1 11
Petaluma Hill Rd
Colgan Ave

N Peak Hour Co

0 424
53 131 7
71 TEV:

PHF:

1,478

0.95 Driveway

7 0
5 15 0 0
3 0 0
23 0 0
0 4

Colgan Ave

Two-Hour Count Summaries
Colgan Ave Interval

Driveway

Petaluma Hill Rd

Petaluma Hill Rd

15-min

Rolling
Start Eastbound Westbound Northbound Southbound Total One Hour

Peak
Hour

Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Interval

Heavy Vehicle Totals

Bicycles

Pedestrians (Crossing Leg)
Start EB WB NB SB Total EB WB NB SB Total East West North South Total 7:00 AM 1 1 2 3 7 0 0 1 0 1 1 0 0 0 1
7:15 AM 4 1 6 10 21 0 0 0 0 0 1 1 0 0 2
7:30 AM 2 1 7 9 19 1 0 0 1 2 1 1 0 1 3
7:45 AM 1 1 1 5 8 0 0 0 0 0 1 0 0 1 2
8:00 AM 1 0 4 6 11 0 0 0 0 0 5 0 0 1 6
8:15 AM 2 1 5 2 10 0 0 0 0 0 1 0 0 0 1
8:30 AM 2 0 3 3 8 0 0 0 0 0 4 1 0 2 7
8:45 AM 1 0 4 4 9 0 0 0 0 0 1 0 0 0 1
Count Total 14 5 32 42 93 1 0 1 1 3 15 3 0 5 23
Peak Hour 6 2 13 16 37 0 0 0 0 0 11 1 0 4 16
Petaluma Hill Rd
126 0
401 463 327 293
10 570 869 630
0 6
Petaluma Hill Rd
0 0
0 0
0 0
Date: 04/02/2024
unt Period: 7:00 AM to 9:00 AM
Peak Hour: 7:45 AM to 8:45 AM

HV %: PHF
EB 4.6% 0.73
WB 13.3% 0.54
NB 1.5% 0.93
SB 3.5% 0.93
TOTAL 2.5% 0.95

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
7:00 AM 0 5 3 9 0 0 1 0 0 3 48 0 0 0 33 21 123 0
7:15 AM 0 9 3 8 0 0 2 1 0 37 75 1 0 0 68 24 228 0
7:30 AM 0 15 0 16 0 1 1 1 0 65 102 0 0 0 61 31 293 0
7:45 AM 0 8 0 27 0 0 1 2 0 83 148 1 0 0 85 34 389 1,033 8:00 AM 0 19 4 22 0 0 1 0 0 83 148 3 0 2 70 37 389 1,299 8:15 AM 0 12 3 11 0 2 1 4 0 71 118 0 0 1 80 30 333 1,404 8:30 AM 0 14 0 11 0 1 2 1 0 56 156 2 0 7 92 25 367 1,478 8:45 AM 0 12 1 22 0 1 0 3 0 43 130 2 0 1 84 30 329 1,418 Count Total 0 94 14 126 0 5 9 12 0 441 925 9 0 11 573 232 2,451 0 All 0 53 7 71 0 3 5 7 0 293 570 6 0 10 327 126 1,478 0
HV 0 2 1 3 0 0 0 2 0 5 8 0 0 0 10 6 37 0
HV% - 4% 14% 4% - 0% 0% 29% - 2% 1% 0% - 0% 3% 5% 3% 0

www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

Two-Hour Count Summaries - Heavy Vehicles
Interval
Start
Colgan Ave Driveway Petaluma Hill Rd Petaluma Hill Rd
15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
7:00 AM 0 0 1 0 0 0 1 0 0 0 2 0 0 0 1 2 7 0
7:15 AM 0 3 1 0 0 0 1 0 0 2 4 0 0 0 4 6 21 0
7:30 AM 0 1 0 1 0 0 1 0 0 3 4 0 0 0 4 5 19 0
7:45 AM 0 0 0 1 0 0 0 1 0 0 1 0 0 0 3 2 8 55
8:00 AM 0 0 1 0 0 0 0 0 0 1 3 0 0 0 3 3 11 59
8:15 AM 0 1 0 1 0 0 0 1 0 2 3 0 0 0 1 1 10 48
8:30 AM 0 1 0 1 0 0 0 0 0 2 1 0 0 0 3 0 8 37
8:45 AM 0 0 0 1 0 0 0 0 0 0 4 0 0 0 3 1 9 38
Count Total 0 6 3 5 0 0 3 2 0 10 22 0 0 0 22 20 93 0
Peak Hour 0 2 1 3 0 0 0 2 0 5 8 0 0 0 10 6 37 0

Two-Hour Count Summaries - Bikes
Interval
Start
Colgan Ave Driveway Petaluma Hill Rd Petaluma Hill Rd
15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

LT TH RT LT TH RT LT TH RT LT TH RT
7:00 AM 0 0 0 0 0 0 0 1 0 0 0 0 1 0
7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:30 AM 1 0 0 0 0 0 0 0 0 0 0 1 2 0
7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 3
8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 2
8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 2
8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Count Total 1 0 0 0 0 0 0 1 0 0 0 1 3 0
Peak Hour 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Note: U-Turn volumes for bikes are included in Left-Turn, if any. www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

9 5
Petaluma Hill Rd
Colgan Ave

N Peak Hour Co

0 298
98 198 9
91 TEV:

PHF:

1,689

0.96 Driveway

6 0
16 29 1 0
7 0 0
26 0 0
0 4

Colgan Ave

Two-Hour Count Summaries
Colgan Ave Interval

Driveway

Petaluma Hill Rd

Petaluma Hill Rd

15-min

Rolling
Start Eastbound Westbound Northbound Southbound Total One Hour

Peak
Hour

Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Interval

Heavy Vehicle Totals

Bicycles

Pedestrians (Crossing Leg)
Start EB WB NB SB Total EB WB NB SB Total East West North South Total 4:00 PM 0 0 2 2 4 1 0 1 0 2 2 4 0 0 6
4:15 PM 2 0 1 6 9 0 0 1 1 2 1 0 0 1 2
4:30 PM 0 0 2 4 6 0 0 0 0 0 0 4 0 3 7
4:45 PM 1 0 2 2 5 0 0 0 1 1 2 1 0 0 3
5:00 PM 1 0 0 2 3 0 0 1 0 1 3 1 0 5 9
5:15 PM 0 0 1 1 2 0 0 2 1 3 0 0 0 5 5
5:30 PM 0 0 0 2 2 0 0 0 0 0 6 0 0 3 9
5:45 PM 0 0 1 0 1 1 0 0 1 2 2 0 0 2 4
Count Total 4 0 9 19 32 2 0 5 4 11 16 10 0 19 45
Peak Hour 3 0 7 14 24 1 0 2 2 5 5 9 0 4 18
Petaluma Hill Rd
128 0
735 778 637 154
13 526 684 630
0 4
Petaluma Hill Rd
1 1
0 0
2 0
Date: 04/02/2024
unt Period: 4:00 PM to 6:00 PM
Peak Hour: 4:00 PM to 5:00 PM

HV %: PHF
EB 1.5% 0.93
WB 0.0% 0.81
NB 1.0% 0.92
SB 1.8% 0.90
TOTAL 1.4% 0.96

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
4:00 PM 0 28 4 21 0 1 4 1 0 34 126 0 0 3 173 39 434 0
4:15 PM 0 24 3 20 0 2 5 2 0 40 113 4 0 1 158 34 406 0
4:30 PM 0 19 1 27 0 3 5 1 0 36 150 0 0 4 161 31 438 0
4:45 PM 0 27 1 23 0 1 2 2 0 44 137 0 0 5 145 24 411 1,689 5:00 PM 0 27 6 20 0 5 1 5 0 30 149 0 0 2 151 22 418 1,673 5:15 PM 0 27 5 24 0 1 3 2 0 34 105 3 0 1 180 28 413 1,680 5:30 PM 0 26 4 22 0 1 0 2 0 39 119 2 0 1 169 31 416 1,658 5:45 PM 0 22 4 20 0 1 0 5 0 47 101 6 0 5 143 27 381 1,628 Count Total 0 200 28 177 0 15 20 20 0 304 1,000 15 0 22 1,280 236 3,317 0 All 0 98 9 91 0 7 16 6 0 154 526 4 0 13 637 128 1,689 0 HV 0 3 0 0 0 0 0 0 0 3 4 0 0 0 11 3 24 0
HV% - 3% 0% 0% - 0% 0% 0% - 2% 1% 0% - 0% 2% 2% 1% 0

www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

Two-Hour Count Summaries - Heavy Vehicles
Interval
Start
Colgan Ave Driveway Petaluma Hill Rd Petaluma Hill Rd
15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
4:00 PM 0 0 0 0 0 0 0 0 0 2 0 0 0 0 1 1 4 0
4:15 PM 0 2 0 0 0 0 0 0 0 0 1 0 0 0 5 1 9 0
4:30 PM 0 0 0 0 0 0 0 0 0 1 1 0 0 0 4 0 6 0
4:45 PM 0 1 0 0 0 0 0 0 0 0 2 0 0 0 1 1 5 24
5:00 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 0 2 0 3 23
5:15 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 2 16
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 2 12
5:45 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 8
Count Total 0 4 0 0 0 0 0 0 0 3 6 0 0 0 15 4 32 0
Peak Hour 0 3 0 0 0 0 0 0 0 3 4 0 0 0 11 3 24 0

Two-Hour Count Summaries - Bikes
Interval
Start
Colgan Ave Driveway Petaluma Hill Rd Petaluma Hill Rd
15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

LT TH RT LT TH RT LT TH RT LT TH RT
4:00 PM 1 0 0 0 0 0 0 1 0 0 0 0 2 0
4:15 PM 0 0 0 0 0 0 0 1 0 0 0 1 2 0
4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:45 PM 0 0 0 0 0 0 0 0 0 0 1 0 1 5
5:00 PM 0 0 0 0 0 0 0 1 0 0 0 0 1 4
5:15 PM 0 0 0 0 0 0 0 2 0 0 1 0 3 5
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 5
5:45 PM 1 0 0 0 0 0 0 0 0 0 1 0 2 6
Count Total 2 0 0 0 0 0 0 5 0 0 3 1 11 0
Peak Hour 1 0 0 0 0 0 0 2 0 0 1 1 5 0
Note: U-Turn volumes for bikes are included in Left-Turn, if any. www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

2 0
Petaluma Hill Rd
Kawana Springs Rd

N Peak Hour Co

375

257

0 121
104
32 TEV:

PHF:

1,838

0.93 Kawana Springs
Rd

67 3
184 384 0 0
133 0 0
271 0 1
0 1

Kawana Springs
Rd

Two-Hour Count Summaries
Kawana Springs Rd Interval

Kawana Springs Rd

Petaluma Hill Rd

Petaluma Hill Rd

15-min

Rolling
Start Eastbound Westbound Northbound Southbound Total One Hour

Peak
Hour

Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Interval

Heavy Vehicle Totals

Bicycles

Pedestrians (Crossing Leg)
Start EB WB NB SB Total EB WB NB SB Total East West North South Total 7:00 AM 4 1 2 1 8 0 1 0 0 1 1 0 0 1 2
7:15 AM 3 1 4 3 11 0 1 0 0 1 1 0 0 0 1
7:30 AM 4 2 3 5 14 0 0 0 0 0 0 0 0 0 0
7:45 AM 3 0 2 8 13 0 0 0 0 0 0 0 1 0 1
8:00 AM 3 1 4 1 9 0 0 0 0 0 0 0 1 0 1
8:15 AM 4 3 2 4 13 0 1 0 0 1 0 0 1 0 1
8:30 AM 0 3 2 3 8 0 0 0 0 0 0 2 0 1 3
8:45 AM 2 1 4 3 10 0 0 0 0 0 1 0 0 0 1
Count Total 23 12 23 28 86 0 3 0 0 3 3 2 3 2 10
Peak Hour 10 7 10 16 43 0 1 0 0 1 0 2 3 1 6
Petaluma Hill Rd
129 0
462 445 297 62
19 542 752 730
0 148
Petaluma Hill Rd
0 0
0 0
0 0
Date: 04/02/2024
unt Period: 7:00 AM to 9:00 AM
Peak Hour: 7:45 AM to 8:45 AM

HV %: PHF
EB 3.9% 0.85
WB 1.8% 0.91
NB 1.3% 0.89
SB 3.6% 0.96
TOTAL 2.3% 0.93

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
7:00 AM 0 9 7 3 0 16 35 9 0 11 41 16 0 0 36 21 204 0
7:15 AM 0 15 7 6 0 23 22 7 0 10 66 16 0 1 56 18 247 0
7:30 AM 0 25 9 7 0 30 39 11 0 21 106 30 0 1 77 26 382 0 7:45 AM 0 35 19 8 0 42 47 16 0 24 156 31 0 1 81 34 494 1,327 8:00 AM 0 36 32 4 0 34 45 19 0 12 131 50 0 5 70 34 472 1,595 8:15 AM 0 27 40 9 0 30 49 20 0 8 111 41 0 9 70 32 446 1,794 8:30 AM 0 23 13 11 0 27 43 12 0 18 144 26 0 4 76 29 426 1,838 8:45 AM 0 27 9 6 0 28 37 10 0 15 114 20 0 9 58 28 361 1,705 Count Total 0 197 136 54 0 230 317 104 0 119 869 230 0 30 524 222 3,032 0 All 0 121 104 32 0 133 184 67 0 62 542 148 0 19 297 129 1,838 0 HV 0 8 1 1 0 1 5 1 0 2 8 0 0 3 6 7 43 0
HV% - 7% 1% 3% - 1% 3% 1% - 3% 1% 0% - 16% 2% 5% 2% 0

www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

Two-Hour Count Summaries - Heavy Vehicles
Interval
Start
Kawana Springs Rd Kawana Springs Rd Petaluma Hill Rd Petaluma Hill Rd 15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
7:00 AM 0 3 1 0 0 0 1 0 0 1 1 0 0 0 1 0 8 0
7:15 AM 0 2 0 1 0 0 1 0 0 0 3 1 0 0 3 0 11 0
7:30 AM 0 4 0 0 0 0 2 0 0 1 1 1 0 0 5 0 14 0
7:45 AM 0 3 0 0 0 0 0 0 0 2 0 0 0 0 4 4 13 46
8:00 AM 0 3 0 0 0 0 1 0 0 0 4 0 0 1 0 0 9 47
8:15 AM 0 2 1 1 0 0 2 1 0 0 2 0 0 1 1 2 13 49
8:30 AM 0 0 0 0 0 1 2 0 0 0 2 0 0 1 1 1 8 43
8:45 AM 0 2 0 0 0 1 0 0 0 0 3 1 0 1 1 1 10 40
Count Total 0 19 2 2 0 2 9 1 0 4 16 3 0 4 16 8 86 0
Peak Hour 0 8 1 1 0 1 5 1 0 2 8 0 0 3 6 7 43 0

Two-Hour Count Summaries - Bikes
Interval
Start
Kawana Springs Rd Kawana Springs Rd Petaluma Hill Rd Petaluma Hill Rd 15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

LT TH RT LT TH RT LT TH RT LT TH RT
7:00 AM 0 0 0 0 0 1 0 0 0 0 0 0 1 0
7:15 AM 0 0 0 0 1 0 0 0 0 0 0 0 1 0
7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 2
8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1
8:15 AM 0 0 0 1 0 0 0 0 0 0 0 0 1 1
8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1
8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1
Count Total 0 0 0 1 1 1 0 0 0 0 0 0 3 0
Peak Hour 0 0 0 1 0 0 0 0 0 0 0 0 1 0
Note: U-Turn volumes for bikes are included in Left-Turn, if any. www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

10 0
Petaluma Hill Rd
Kawana Springs Rd

N Peak Hour Co

459

447

0 165
174
108

TEV:

PHF:

2,181

0.94 Kawana Springs
Rd

36 7
142 300 0 0
122 0 0
392 0 0
0 3

Kawana Springs
Rd

Two-Hour Count Summaries
Kawana Springs Rd Interval

Kawana Springs Rd

Petaluma Hill Rd

Petaluma Hill Rd

15-min

Rolling
Start Eastbound Westbound Northbound Southbound Total One Hour

Peak
Hour

Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Interval

Heavy Vehicle Totals

Bicycles

Pedestrians (Crossing Leg)
Start EB WB NB SB Total EB WB NB SB Total East West North South Total 4:00 PM 0 2 4 2 8 1 0 0 0 1 0 0 6 1 7
4:15 PM 1 2 3 7 13 0 0 0 0 0 1 0 4 0 5
4:30 PM 0 1 2 5 8 0 0 0 1 1 0 0 1 3 4
4:45 PM 1 1 1 2 5 0 0 0 0 0 0 7 1 0 8
5:00 PM 0 0 0 2 2 0 0 0 0 0 0 1 4 0 5
5:15 PM 0 0 0 1 1 0 0 0 0 0 0 2 1 0 3
5:30 PM 0 0 0 1 1 0 0 0 0 0 0 0 5 0 5
5:45 PM 0 0 1 2 3 0 0 0 0 0 0 3 4 3 10
Count Total 2 6 11 22 41 1 0 0 1 2 1 13 26 7 47
Peak Hour 1 2 3 10 16 0 0 0 1 1 0 10 7 3 20
Petaluma Hill Rd
201 0
663 667 433 116
33 466 767 667
0 185
Petaluma Hill Rd
0 1
0 0
0 0
Date: 04/02/2024
unt Period: 4:00 PM to 6:00 PM
Peak Hour: 4:30 PM to 5:30 PM

HV %: PHF
EB 0.2% 0.96
WB 0.7% 0.93
NB 0.4% 0.90
SB 1.5% 0.95
TOTAL 0.7% 0.94

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
4:00 PM 0 42 40 24 0 31 38 12 0 22 105 33 0 8 105 56 516 0 4:15 PM 0 30 40 27 0 23 39 7 0 26 116 33 0 9 116 52 518 0 4:30 PM 0 50 39 28 0 34 29 9 0 37 112 42 0 12 107 42 541 0 4:45 PM 0 41 40 18 0 28 35 8 0 17 135 49 0 7 109 49 536 2,111 5:00 PM 0 44 43 30 0 31 42 8 0 28 131 55 0 6 112 47 577 2,172 5:15 PM 0 30 52 32 0 29 36 11 0 34 88 39 0 8 105 63 527 2,181 5:30 PM 0 39 39 31 0 34 43 19 0 28 96 31 0 5 100 59 524 2,164 5:45 PM 0 35 43 40 0 28 34 11 0 27 74 35 0 6 115 55 503 2,131 Count Total 0 311 336 230 0 238 296 85 0 219 857 317 0 61 869 423 4,242 0 All 0 165 174 108 0 122 142 36 0 116 466 185 0 33 433 201 2,181 0 HV 0 1 0 0 0 0 2 0 0 0 2 1 0 0 8 2 16 0
HV% - 1% 0% 0% - 0% 1% 0% - 0% 0% 1% - 0% 2% 1% 1% 0

www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

Two-Hour Count Summaries - Heavy Vehicles
Interval
Start
Kawana Springs Rd Kawana Springs Rd Petaluma Hill Rd Petaluma Hill Rd 15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
4:00 PM 0 0 0 0 0 2 0 0 0 2 2 0 0 0 1 1 8 0
4:15 PM 0 0 0 1 0 0 2 0 0 0 1 2 0 0 5 2 13 0
4:30 PM 0 0 0 0 0 0 1 0 0 0 1 1 0 0 4 1 8 0
4:45 PM 0 1 0 0 0 0 1 0 0 0 1 0 0 0 1 1 5 34
5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 2 28
5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 16
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 9
5:45 PM 0 0 0 0 0 0 0 0 0 0 0 1 0 1 1 0 3 7
Count Total 0 1 0 1 0 2 4 0 0 2 5 4 0 1 16 5 41 0
Peak Hour 0 1 0 0 0 0 2 0 0 0 2 1 0 0 8 2 16 0

Two-Hour Count Summaries - Bikes
Interval
Start
Kawana Springs Rd Kawana Springs Rd Petaluma Hill Rd Petaluma Hill Rd 15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

LT TH RT LT TH RT LT TH RT LT TH RT
4:00 PM 1 0 0 0 0 0 0 0 0 0 0 0 1 0
4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:30 PM 0 0 0 0 0 0 0 0 0 0 1 0 1 0
4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 2
5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1
5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Count Total 1 0 0 0 0 0 0 0 0 0 1 0 2 0
Peak Hour 0 0 0 0 0 0 0 0 0 0 1 0 1 0
Note: U-Turn volumes for bikes are included in Left-Turn, if any. www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

10 0
Corby Ave
Hearn Ave

N Peak Hour Co

659

987

0 67
485
435

TEV:

PHF:

2,789

0.94 Hearn Ave

56 474
284
0 0
814 0 0
0 0
1,080 0 0
6 Hearn Ave

Two-Hour Count Summaries
Hearn Ave Interval

Hearn Ave

Corby Ave

Corby Ave

15-min

Rolling
Start Eastbound Westbound Northbound Southbound Total One Hour

Peak
Hour

Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Interval

Heavy Vehicle Totals

Bicycles

Pedestrians (Crossing Leg)
Start EB WB NB SB Total EB WB NB SB Total East West North South Total 7:00 AM 5 7 5 1 18 0 0 0 0 0 0 1 0 1 2
7:15 AM 6 6 6 5 23 0 0 0 0 0 0 0 0 0 0
7:30 AM 9 5 7 2 23 0 0 0 0 0 0 2 0 2 4
7:45 AM 4 4 7 1 16 0 0 0 1 1 0 2 0 1 3
8:00 AM 8 8 5 1 22 0 0 0 0 0 0 0 0 0 0
8:15 AM 6 9 1 1 17 0 0 0 0 0 0 2 0 1 3
8:30 AM 4 10 14 1 29 0 0 0 0 0 0 6 0 4 10
8:45 AM 5 7 6 5 23 0 0 0 0 0 0 4 0 2 6
Count Total 47 56 51 17 171 0 0 0 1 1 0 17 0 11 28
Peak Hour 22 31 27 4 84 0 0 0 1 1 0 10 0 6 16
Corby Ave
101 0
815 254 96 84
57 112 734 235
0 538
Corby Ave
0 1
0 0
0 0
Date: 04/02/2024
unt Period: 7:00 AM to 9:00 AM
Peak Hour: 7:45 AM to 8:45 AM

HV %: PHF
EB 2.2% 0.85
WB 3.8% 0.86
NB 3.7% 0.93
SB 1.6% 0.93
TOTAL 3.0% 0.94

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
7:00 AM 0 4 70 49 0 62 58 5 0 13 7 88 0 9 8 8 381 0
7:15 AM 0 8 91 70 0 71 71 14 0 21 9 97 0 7 11 9 479 0
7:30 AM 0 14 118 73 0 74 86 6 0 26 17 121 0 6 18 19 578 0 7:45 AM 0 18 117 67 0 71 148 17 0 21 31 129 0 8 24 23 674 2,112 8:00 AM 0 14 139 139 0 64 127 11 0 17 34 131 0 12 23 31 742 2,473 8:15 AM 0 17 121 121 0 84 116 14 0 23 26 148 0 16 28 24 738 2,732 8:30 AM 0 18 108 108 0 65 83 14 0 23 21 130 0 21 21 23 635 2,789 8:45 AM 0 9 112 112 0 57 68 13 0 28 27 142 0 16 23 17 624 2,739 Count Total 0 102 876 739 0 548 757 94 0 172 172 986 0 95 156 154 4,851 0 All 0 67 485 435 0 284 474 56 0 84 112 538 0 57 96 101 2,789 0 HV 0 0 12 10 0 21 9 1 0 7 1 19 0 0 2 2 84 0
HV% - 0% 2% 2% - 7% 2% 2% - 8% 1% 4% - 0% 2% 2% 3% 0

www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

Two-Hour Count Summaries - Heavy Vehicles
Interval
Start
Hearn Ave Hearn Ave Corby Ave Corby Ave
15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
7:00 AM 0 0 2 3 0 3 4 0 0 0 0 5 0 0 0 1 18 0
7:15 AM 0 1 2 3 0 3 1 2 0 1 0 5 0 1 2 2 23 0
7:30 AM 0 1 6 2 0 5 0 0 0 2 0 5 0 0 0 2 23 0
7:45 AM 0 0 3 1 0 3 1 0 0 2 0 5 0 0 0 1 16 80
8:00 AM 0 0 4 4 0 4 3 1 0 2 0 3 0 0 1 0 22 84
8:15 AM 0 0 3 3 0 7 2 0 0 0 0 1 0 0 0 1 17 78
8:30 AM 0 0 2 2 0 7 3 0 0 3 1 10 0 0 1 0 29 84
8:45 AM 0 1 2 2 0 3 2 2 0 2 0 4 0 2 1 2 23 91
Count Total 0 3 24 20 0 35 16 5 0 12 1 38 0 3 5 9 171 0 Peak Hour 0 0 12 10 0 21 9 1 0 7 1 19 0 0 2 2 84 0

Two-Hour Count Summaries - Bikes
Interval
Start
Hearn Ave Hearn Ave Corby Ave Corby Ave
15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

LT TH RT LT TH RT LT TH RT LT TH RT
7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:45 AM 0 0 0 0 0 0 0 0 0 0 1 0 1 1
8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1
8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1
8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1
8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Count Total 0 0 0 0 0 0 0 0 0 0 1 0 1 0
Peak Hour 0 0 0 0 0 0 0 0 0 0 1 0 1 0
Note: U-Turn volumes for bikes are included in Left-Turn, if any. www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

7 0
Corby Ave
Hearn Ave

N Peak Hour Co

848

735

0 56
468
211

TEV:

PHF:

2,941

0.98 Hearn Ave

103
623
236
0 0
962 0 0
0 1
1,213 0 0
17 Hearn Ave

Two-Hour Count Summaries
Hearn Ave Interval

Hearn Ave

Corby Ave

Corby Ave

15-min

Rolling
Start Eastbound Westbound Northbound Southbound Total One Hour

All 0 56 468 211 0 236 623 103 0 100 185 647 0 98 89 125 2,941 0 Peak HV Hour 0 0 2 2 0 9 4 0 0 1 0 6 0 0 1 3 28 0
HV% - 0% 0% 1% - 4% 1% 0% - 1% 0% 1% - 0% 1% 2% 1% 0
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Interval

Heavy Vehicle Totals

Bicycles

Pedestrians (Crossing Leg)
Start EB WB NB SB Total EB WB NB SB Total East West North South Total 4:00 PM 2 5 1 2 10 0 1 0 0 1 0 0 0 1 1
4:15 PM 2 3 2 1 8 0 1 0 0 1 0 2 0 4 6
4:30 PM 1 5 2 1 9 0 1 0 0 1 0 1 0 5 6
4:45 PM 1 4 2 2 9 0 0 0 0 0 0 5 0 4 9
5:00 PM 1 2 2 0 5 0 0 0 0 0 0 0 0 4 4
5:15 PM 1 2 1 1 5 0 0 0 0 0 0 1 0 4 5
5:30 PM 2 0 1 0 3 0 0 0 0 0 0 1 0 3 4
5:45 PM 0 0 1 0 1 0 0 0 0 0 0 2 2 2 6
Count Total 10 21 12 7 50 0 3 0 0 3 0 12 2 27 41
Peak Hour 4 13 7 4 28 0 1 0 0 1 0 7 0 17 24
Corby Ave
125 0
536 312 89 100
98 185 932 344
0 647
Corby Ave
0 0
0 0
0 0
Date: 04/02/2024
unt Period: 4:00 PM to 6:00 PM
Peak Hour: 4:30 PM to 5:30 PM

HV %: PHF
EB 0.5% 0.95
WB 1.4% 0.95
NB 0.8% 0.92
SB 1.3% 0.94
TOTAL 1.0% 0.98

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
4:00 PM 0 8 114 41 0 60 125 35 0 26 53 161 0 18 23 30 694 0 4:15 PM 0 18 91 40 0 66 150 29 0 24 61 163 0 26 22 33 723 0 4:30 PM 0 14 117 50 0 59 154 32 0 25 62 165 0 26 23 27 754 0 4:45 PM 0 13 123 57 0 54 142 28 0 21 34 153 0 25 22 35 707 2,878 5:00 PM 0 11 115 44 0 59 168 14 0 28 51 167 0 28 26 29 740 2,924 5:15 PM 0 18 113 60 0 64 159 29 0 26 38 162 0 19 18 34 740 2,941 5:30 PM 0 7 112 36 0 60 148 19 0 20 42 175 0 18 20 35 692 2,879 5:45 PM 0 8 119 42 0 57 136 12 0 20 28 158 0 31 16 30 657 2,829 Count Total 0 97 904 370 0 479 1,182 198 0 190 369 1,304 0 191 170 253 5,707 0

www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

Two-Hour Count Summaries - Heavy Vehicles
Interval
Start
Hearn Ave Hearn Ave Corby Ave Corby Ave
15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
4:00 PM 0 0 1 1 0 2 3 0 0 0 0 1 0 0 0 2 10 0
4:15 PM 0 0 1 1 0 2 1 0 0 0 0 2 0 1 0 0 8 0
4:30 PM 0 0 1 0 0 3 2 0 0 0 0 2 0 0 0 1 9 0
4:45 PM 0 0 0 1 0 4 0 0 0 0 0 2 0 0 1 1 9 36
5:00 PM 0 0 0 1 0 1 1 0 0 1 0 1 0 0 0 0 5 31
5:15 PM 0 0 1 0 0 1 1 0 0 0 0 1 0 0 0 1 5 28
5:30 PM 0 0 2 0 0 0 0 0 0 0 0 1 0 0 0 0 3 22
5:45 PM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 14
Count Total 0 0 6 4 0 13 8 0 0 1 0 11 0 1 1 5 50 0
Peak Hour 0 0 2 2 0 9 4 0 0 1 0 6 0 0 1 3 28 0

Two-Hour Count Summaries - Bikes
Interval
Start
Hearn Ave Hearn Ave Corby Ave Corby Ave
15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

LT TH RT LT TH RT LT TH RT LT TH RT
4:00 PM 0 0 0 0 1 0 0 0 0 0 0 0 1 0
4:15 PM 0 0 0 0 1 0 0 0 0 0 0 0 1 0
4:30 PM 0 0 0 0 1 0 0 0 0 0 0 0 1 0
4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 3
5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 2
5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Count Total 0 0 0 0 3 0 0 0 0 0 0 0 3 0
Peak Hour 0 0 0 0 1 0 0 0 0 0 0 0 1 0
Note: U-Turn volumes for bikes are included in Left-Turn, if any. www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

1 1
Santa Rosa Ave
Hearn Ave

N Peak Hour Co

710

1,096

0 356
1 739

TEV:

PHF:

2,685

0.96 Driveway

5 0
0 6 0 0
1 0 0
3 0 0
0 3

Hearn Ave

Two-Hour Count Summaries
Hearn Ave Interval

Driveway

Santa Rosa Ave

Santa Rosa Ave

15-min

Rolling
Start Eastbound Westbound Northbound Southbound Total One Hour

Peak
Hour

Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Interval

Heavy Vehicle Totals

Bicycles

Pedestrians (Crossing Leg)
Start EB WB NB SB Total EB WB NB SB Total East West North South Total 7:00 AM 7 0 8 10 25 0 0 1 1 2 0 0 0 1 1
7:15 AM 4 0 13 6 23 0 0 0 0 0 0 0 0 1 1
7:30 AM 12 0 12 6 30 0 0 0 0 0 0 0 0 0 0
7:45 AM 9 0 11 2 22 0 0 0 0 0 1 1 0 1 3
8:00 AM 9 0 14 8 31 0 0 2 0 2 2 1 0 0 3
8:15 AM 9 0 7 3 19 0 0 0 0 0 4 1 0 6 11
8:30 AM 11 0 6 7 24 0 0 0 0 0 4 1 0 2 7
8:45 AM 8 0 3 4 15 0 0 0 1 1 2 1 0 1 4
Count Total 69 0 74 46 189 0 0 3 2 5 13 5 0 12 30
Peak Hour 32 0 44 24 100 0 0 1 1 2 1 1 0 3 5
Santa Rosa Ave
314 0
1,026 604 286 396
2 583 979 946
2 0
Santa Rosa Ave
0 1
0 0
1 0
Date: 04/02/2024
unt Period: 7:00 AM to 9:00 AM
Peak Hour: 7:00 AM to 8:00 AM

HV %: PHF
EB 2.9% 0.94
WB 0.0% 0.50
NB 4.5% 0.93
SB 4.0% 0.94
TOTAL 3.7% 0.96

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
7:00 AM 0 88 0 188 0 0 0 0 0 122 140 0 0 1 63 97 699 0
7:15 AM 0 91 1 200 0 0 0 3 0 109 141 0 0 0 69 85 699 0
7:30 AM 0 82 0 182 0 1 0 1 0 95 146 0 0 0 86 70 663 0
7:45 AM 0 95 0 169 0 0 0 1 0 70 156 0 2 1 68 62 624 2,685 8:00 AM 0 82 0 189 0 1 0 0 0 75 94 0 1 0 76 64 582 2,568 8:15 AM 0 102 0 161 0 0 0 3 1 72 87 1 0 1 79 63 570 2,439 8:30 AM 0 107 1 172 0 0 0 1 0 84 92 0 2 2 79 71 611 2,387 8:45 AM 0 76 0 183 0 0 0 5 0 68 109 1 0 1 67 86 596 2,359 Count Total 0 723 2 1,444 0 2 0 14 1 695 965 2 5 6 587 598 5,044 0 All 0 356 1 739 0 1 0 5 0 396 583 0 2 2 286 314 2,685 0 HV 0 9 0 23 0 0 0 0 0 23 21 0 0 0 14 10 100 0
HV% - 3% 0% 3% - 0% - 0% - 6% 4% - 0% 0% 5% 3% 4% 0

www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

Two-Hour Count Summaries - Heavy Vehicles
Interval
Start
Hearn Ave Driveway Santa Rosa Ave Santa Rosa Ave
15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
7:00 AM 0 3 0 4 0 0 0 0 0 7 1 0 0 0 7 3 25 0
7:15 AM 0 2 0 2 0 0 0 0 0 5 8 0 0 0 4 2 23 0
7:30 AM 0 1 0 11 0 0 0 0 0 6 6 0 0 0 1 5 30 0
7:45 AM 0 3 0 6 0 0 0 0 0 5 6 0 0 0 2 0 22 100
8:00 AM 0 2 0 7 0 0 0 0 0 7 7 0 0 0 4 4 31 106
8:15 AM 0 1 0 8 0 0 0 0 0 3 4 0 0 0 2 1 19 102
8:30 AM 0 4 0 7 0 0 0 0 0 3 3 0 0 0 5 2 24 96
8:45 AM 0 1 0 7 0 0 0 0 0 2 1 0 0 0 3 1 15 89
Count Total 0 17 0 52 0 0 0 0 0 38 36 0 0 0 28 18 189 0 Peak Hour 0 9 0 23 0 0 0 0 0 23 21 0 0 0 14 10 100 0

Two-Hour Count Summaries - Bikes
Interval
Start
Hearn Ave Driveway Santa Rosa Ave Santa Rosa Ave
15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

LT TH RT LT TH RT LT TH RT LT TH RT
7:00 AM 0 0 0 0 0 0 0 1 0 0 1 0 2 0
7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 2
8:00 AM 0 0 0 0 0 0 0 2 0 0 0 0 2 2
8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 2
8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 2
8:45 AM 0 0 0 0 0 0 0 0 0 0 1 0 1 3
Count Total 0 0 0 0 0 0 0 3 0 0 2 0 5 0
Peak Hour 0 0 0 0 0 0 0 1 0 0 1 0 2 0
Note: U-Turn volumes for bikes are included in Left-Turn, if any. www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

12 24
Santa Rosa Ave
Hearn Ave

N Peak Hour Co

920

1,221

0 420
5 796

TEV:

PHF:

3,599

0.97 Driveway

12 0
3 20 3 0
5 0 0
12 0 0
0 11

Hearn Ave

Two-Hour Count Summaries
Hearn Ave Interval

Driveway

Santa Rosa Ave

Santa Rosa Ave

15-min

Rolling
Start Eastbound Westbound Northbound Southbound Total One Hour

Peak
Hour

Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Interval

Heavy Vehicle Totals

Bicycles

Pedestrians (Crossing Leg)
Start EB WB NB SB Total EB WB NB SB Total East West North South Total 4:00 PM 1 0 1 3 5 0 0 1 0 1 3 2 0 6 11
4:15 PM 2 0 4 1 7 1 0 1 0 2 1 2 0 2 5
4:30 PM 3 0 2 0 5 2 0 0 1 3 6 4 0 3 13
4:45 PM 1 0 2 1 4 0 0 0 0 0 14 4 0 0 18
5:00 PM 1 0 3 4 8 0 0 0 0 0 3 4 0 0 7
5:15 PM 2 0 2 5 9 0 0 2 0 2 0 1 0 0 1
5:30 PM 0 0 2 1 3 0 0 0 0 0 2 1 0 0 3
5:45 PM 0 0 1 0 1 0 0 1 0 1 1 0 0 1 2
Count Total 10 0 17 15 42 3 0 5 1 9 30 18 0 12 60
Peak Hour 7 0 9 5 21 3 0 2 1 6 24 12 0 11 47
Santa Rosa Ave
400 0
1,483 1,088 682 517
5 751 1,270 1,184
1 2
Santa Rosa Ave
0 1
0 0
2 0
Date: 04/02/2024
unt Period: 4:00 PM to 6:00 PM
Peak Hour: 4:00 PM to 5:00 PM

HV %: PHF
EB 0.6% 0.97
WB 0.0% 0.83
NB 0.7% 0.89
SB 0.5% 0.90
TOTAL 0.6% 0.97

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
4:00 PM 0 102 2 212 0 0 2 3 0 144 212 1 1 4 155 91 929 0 4:15 PM 0 102 1 184 0 2 0 4 0 147 182 0 0 1 195 107 925 0 4:30 PM 0 108 1 196 0 2 0 4 0 115 189 1 0 0 170 107 893 0 4:45 PM 0 108 1 204 0 1 1 1 0 111 168 0 0 0 162 95 852 3,599 5:00 PM 0 125 1 196 0 0 0 6 0 118 149 0 0 4 145 90 834 3,504 5:15 PM 0 113 0 190 0 2 3 5 0 96 136 0 1 1 125 91 763 3,342 5:30 PM 0 87 0 170 0 1 2 3 0 94 141 0 0 0 80 93 671 3,120 5:45 PM 0 94 1 193 0 1 0 1 0 100 140 1 0 1 111 97 740 3,008 Count Total 0 839 7 1,545 0 9 8 27 0 925 1,317 3 2 11 1,143 771 6,607 0 All 0 420 5 796 0 5 3 12 0 517 751 2 1 5 682 400 3,599 0 HV 0 3 0 4 0 0 0 0 0 2 7 0 0 0 3 2 21 0
HV% - 1% 0% 1% - 0% 0% 0% - 0% 1% 0% 0% 0% 0% 1% 1% 0

www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

Two-Hour Count Summaries - Heavy Vehicles
Interval
Start
Hearn Ave Driveway Santa Rosa Ave Santa Rosa Ave
15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
4:00 PM 0 0 0 1 0 0 0 0 0 0 1 0 0 0 1 2 5 0
4:15 PM 0 1 0 1 0 0 0 0 0 2 2 0 0 0 1 0 7 0
4:30 PM 0 2 0 1 0 0 0 0 0 0 2 0 0 0 0 0 5 0
4:45 PM 0 0 0 1 0 0 0 0 0 0 2 0 0 0 1 0 4 21
5:00 PM 0 1 0 0 0 0 0 0 0 1 2 0 0 0 3 1 8 24
5:15 PM 0 0 0 2 0 0 0 0 0 1 1 0 0 0 4 1 9 26
5:30 PM 0 0 0 0 0 0 0 0 0 0 2 0 0 0 1 0 3 24
5:45 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 21
Count Total 0 4 0 6 0 0 0 0 0 4 13 0 0 0 11 4 42 0
Peak Hour 0 3 0 4 0 0 0 0 0 2 7 0 0 0 3 2 21 0

Two-Hour Count Summaries - Bikes
Interval
Start
Hearn Ave Driveway Santa Rosa Ave Santa Rosa Ave
15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

LT TH RT LT TH RT LT TH RT LT TH RT
4:00 PM 0 0 0 0 0 0 0 1 0 0 0 0 1 0
4:15 PM 1 0 0 0 0 0 0 1 0 0 0 0 2 0
4:30 PM 2 0 0 0 0 0 0 0 0 0 1 0 3 0
4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 6
5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 5
5:15 PM 0 0 0 0 0 0 0 2 0 0 0 0 2 5
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 2
5:45 PM 0 0 0 0 0 0 0 1 0 0 0 0 1 3
Count Total 3 0 0 0 0 0 0 5 0 0 1 0 9 0
Peak Hour 3 0 0 0 0 0 0 2 0 0 1 0 6 0
Note: U-Turn volumes for bikes are included in Left-Turn, if any. www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

4 0
Moorland Ave
Bellevue Ave

N Peak Hour Co

524

246

1 6
179
60 TEV:

PHF:

1,019

0.88 Bellevue Ave

0 329
56 0

1 385 0 0
0 0
363 0 0
0 Bellevue Ave

Two-Hour Count Summaries
Bellevue Ave Interval

Bellevue Ave

Moorland Ave

Driveway

15-min

Rolling
Start Eastbound Westbound Northbound Southbound Total One Hour

Peak
Hour

Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Interval

Heavy Vehicle Totals

Bicycles

Pedestrians (Crossing Leg)
Start EB WB NB SB Total EB WB NB SB Total East West North South Total 7:00 AM 3 1 1 0 5 0 0 0 0 0 0 0 0 0 0
7:15 AM 8 0 1 0 9 0 0 0 0 0 0 0 0 0 0
7:30 AM 6 4 3 0 13 0 0 2 0 2 0 2 0 0 2
7:45 AM 7 2 4 2 15 0 0 1 0 1 0 2 0 0 2
8:00 AM 4 3 0 0 7 0 0 0 0 0 0 0 1 0 1
8:15 AM 2 2 2 0 6 0 0 0 0 0 0 0 0 0 0
8:30 AM 8 7 2 0 17 0 0 0 0 0 0 0 0 0 0
8:45 AM 5 7 1 0 13 1 0 0 0 1 0 0 0 0 0
Count Total 43 26 14 2 85 1 0 3 0 4 0 4 1 0 5
Peak Hour 19 11 9 2 41 0 0 3 0 3 0 4 1 0 5
Driveway
3 0
116 7 0 191
4 10 381 16
0 180
Moorland Ave
0 0
0 3
0 0
Date: 04/02/2024
unt Period: 7:00 AM to 9:00 AM
Peak Hour: 7:30 AM to 8:30 AM

HV %: PHF
EB 7.7% 0.80
WB 2.9% 0.88
NB 2.4% 0.90
SB 28.6% 0.58
TOTAL 4.0% 0.88

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
7:00 AM 0 4 20 2 0 13 39 0 0 19 1 27 0 0 0 0 125 0
7:15 AM 0 3 35 9 0 7 55 0 0 18 2 25 0 0 0 2 156 0
7:30 AM 0 3 28 13 0 13 59 0 0 37 3 53 0 0 0 0 209 0
7:45 AM 0 2 64 11 0 13 90 0 0 54 5 47 0 3 0 0 289 779
8:00 AM 0 1 37 13 0 13 97 0 0 52 2 41 0 0 0 1 257 911
8:15 AM 1 0 50 23 0 17 83 0 0 48 0 39 0 1 0 2 264 1,019 8:30 AM 0 1 52 22 0 11 54 0 0 30 4 25 0 0 1 0 200 1,010 8:45 AM 0 0 48 17 0 18 83 1 0 20 2 31 0 0 0 1 221 942
Count Total 1 14 334 110 0 105 560 1 0 278 19 288 0 4 1 6 1,721 0 All 1 6 179 60 0 56 329 0 0 191 10 180 0 4 0 3 1,019 0
HV 0 0 15 4 0 2 9 0 0 7 0 2 0 2 0 0 41 0
HV% 0% 0% 8% 7% - 4% 3% - - 4% 0% 1% - 50% - 0% 4% 0

www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

Two-Hour Count Summaries - Heavy Vehicles
Interval
Start
Bellevue Ave Bellevue Ave Moorland Ave Driveway
15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
7:00 AM 0 0 3 0 0 0 1 0 0 0 0 1 0 0 0 0 5 0
7:15 AM 0 0 5 3 0 0 0 0 0 0 0 1 0 0 0 0 9 0
7:30 AM 0 0 6 0 0 2 2 0 0 1 0 2 0 0 0 0 13 0
7:45 AM 0 0 5 2 0 0 2 0 0 4 0 0 0 2 0 0 15 42
8:00 AM 0 0 2 2 0 0 3 0 0 0 0 0 0 0 0 0 7 44
8:15 AM 0 0 2 0 0 0 2 0 0 2 0 0 0 0 0 0 6 41
8:30 AM 0 0 8 0 0 0 7 0 0 1 0 1 0 0 0 0 17 45
8:45 AM 0 0 5 0 0 0 7 0 0 0 0 1 0 0 0 0 13 43
Count Total 0 0 36 7 0 2 24 0 0 8 0 6 0 2 0 0 85 0
Peak Hour 0 0 15 4 0 2 9 0 0 7 0 2 0 2 0 0 41 0

Two-Hour Count Summaries - Bikes
Interval
Start
Bellevue Ave Bellevue Ave Moorland Ave Driveway
15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

LT TH RT LT TH RT LT TH RT LT TH RT
7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:30 AM 0 0 0 0 0 0 2 0 0 0 0 0 2 0
7:45 AM 0 0 0 0 0 0 1 0 0 0 0 0 1 3
8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 3
8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 3
8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1
8:45 AM 0 0 1 0 0 0 0 0 0 0 0 0 1 1
Count Total 0 0 1 0 0 0 3 0 0 0 0 0 4 0
Peak Hour 0 0 0 0 0 0 3 0 0 0 0 0 3 0
Note: U-Turn volumes for bikes are included in Left-Turn, if any. www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

5 1
Moorland Ave
Bellevue Ave

N Peak Hour Co

310

389

0 2
255
132

TEV:

PHF:

1,039

0.92 Bellevue Ave

3 195
195
1 4
394 0 0
1 0
390 2 0
0 Bellevue Ave

Two-Hour Count Summaries
Bellevue Ave Interval

Bellevue Ave

Moorland Ave

Driveway

15-min

Rolling
Start Eastbound Westbound Northbound Southbound Total One Hour

Peak
Hour

Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Interval

Heavy Vehicle Totals

Bicycles

Pedestrians (Crossing Leg)
Start EB WB NB SB Total EB WB NB SB Total East West North South Total 4:00 PM 4 4 2 0 10 0 0 0 0 0 0 0 0 0 0
4:15 PM 0 7 1 0 8 0 0 0 0 0 1 1 0 0 2
4:30 PM 1 3 0 0 4 0 0 0 0 0 0 3 2 0 5
4:45 PM 2 3 0 0 5 0 0 0 0 0 0 1 2 0 3
5:00 PM 0 4 0 0 4 3 0 0 0 3 0 0 0 0 0
5:15 PM 1 2 1 0 4 0 0 0 0 0 1 2 1 0 4
5:30 PM 0 1 1 0 2 1 0 0 0 1 0 0 0 0 0
5:45 PM 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0
Count Total 8 24 5 0 37 5 0 0 0 5 2 7 5 0 14
Peak Hour 3 17 1 0 21 3 0 0 0 3 1 5 4 0 10
Driveway
10 0
333 34 6 105
18 1 222 6
0 116
Moorland Ave
0 0
0 0
0 0
Date: 04/02/2024
unt Period: 4:00 PM to 6:00 PM
Peak Hour: 4:15 PM to 5:15 PM

HV %: PHF
EB 0.8% 0.91
WB 4.3% 0.93
NB 0.5% 0.96
SB 0.0% 0.61
TOTAL 2.0% 0.92

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
4:00 PM 0 0 80 18 0 24 53 0 0 22 1 27 0 7 2 3 237 0
4:15 PM 0 1 61 39 0 41 57 1 0 26 0 29 0 2 2 2 261 0
4:30 PM 0 0 64 34 0 51 41 0 0 22 0 30 0 9 1 4 256 0
4:45 PM 0 0 57 26 1 42 53 1 0 30 0 28 0 3 0 0 241 995
5:00 PM 0 1 73 33 0 61 44 1 0 27 1 29 0 4 3 4 281 1,039 5:15 PM 0 0 45 27 0 39 36 0 0 32 0 24 0 2 1 3 209 987
5:30 PM 0 0 47 27 0 33 38 0 0 24 0 30 0 3 0 3 205 936
5:45 PM 0 0 40 29 0 30 32 0 0 18 0 30 0 0 0 0 179 874
Count Total 0 2 467 233 1 321 354 3 0 201 2 227 0 30 9 19 1,869 0 All 0 2 255 132 1 195 195 3 0 105 1 116 0 18 6 10 1,039 0 HV 0 0 3 0 0 2 14 1 0 1 0 0 0 0 0 0 21 0
HV% - 0% 1% 0% 0% 1% 7% 33% - 1% 0% 0% - 0% 0% 0% 2% 0

www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

Two-Hour Count Summaries - Heavy Vehicles
Interval
Start
Bellevue Ave Bellevue Ave Moorland Ave Driveway
15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
4:00 PM 0 0 4 0 0 2 2 0 0 1 1 0 0 0 0 0 10 0
4:15 PM 0 0 0 0 0 1 5 1 0 1 0 0 0 0 0 0 8 0
4:30 PM 0 0 1 0 0 0 3 0 0 0 0 0 0 0 0 0 4 0
4:45 PM 0 0 2 0 0 0 3 0 0 0 0 0 0 0 0 0 5 27
5:00 PM 0 0 0 0 0 1 3 0 0 0 0 0 0 0 0 0 4 21
5:15 PM 0 0 1 0 0 0 2 0 0 1 0 0 0 0 0 0 4 17
5:30 PM 0 0 0 0 0 0 1 0 0 0 0 1 0 0 0 0 2 15
5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10
Count Total 0 0 8 0 0 4 19 1 0 3 1 1 0 0 0 0 37 0
Peak Hour 0 0 3 0 0 2 14 1 0 1 0 0 0 0 0 0 21 0

Two-Hour Count Summaries - Bikes
Interval
Start
Bellevue Ave Bellevue Ave Moorland Ave Driveway
15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

LT TH RT LT TH RT LT TH RT LT TH RT
4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:00 PM 0 1 2 0 0 0 0 0 0 0 0 0 3 3
5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 3
5:30 PM 0 0 1 0 0 0 0 0 0 0 0 0 1 4
5:45 PM 0 0 1 0 0 0 0 0 0 0 0 0 1 5
Count Total 0 1 4 0 0 0 0 0 0 0 0 0 5 0
Peak Hour 0 1 2 0 0 0 0 0 0 0 0 0 3 0
Note: U-Turn volumes for bikes are included in Left-Turn, if any. www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

4 7
Santa Rosa Ave
Yolanda Ave

N Peak Hour Co

980

197

0 151
31 15

TEV:

PHF:

2,924

0.98 Yolanda Ave

142
305
96 0

0 543 0 0
0 0
350 0 0
0 US 101 NB
Ramps

Two-Hour Count Summaries
US 101 NB Ramps Interval

Yolanda Ave

Santa Rosa Ave

Santa Rosa Ave

15-min

Rolling
Start Eastbound Westbound Northbound Southbound Total One Hour

Peak
Hour

Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Interval

Heavy Vehicle Totals

Bicycles

Pedestrians (Crossing Leg)
Start EB WB NB SB Total EB WB NB SB Total East West North South Total 7:00 AM 2 7 10 12 31 0 0 1 1 2 1 0 0 0 1
7:15 AM 6 12 10 7 35 0 0 0 0 0 2 1 0 0 3
7:30 AM 3 10 19 12 44 0 0 1 0 1 2 2 0 0 4
7:45 AM 4 6 14 10 34 0 0 0 0 0 2 1 0 0 3
8:00 AM 6 5 13 13 37 0 0 3 0 3 2 1 0 0 3
8:15 AM 3 5 11 11 30 0 0 0 0 0 2 0 0 0 2
8:30 AM 4 9 4 8 25 0 0 0 0 0 5 1 0 0 6
8:45 AM 8 1 3 8 20 0 0 1 0 1 1 1 0 0 2
Count Total 36 55 84 81 256 0 0 6 1 7 17 7 0 0 24
Peak Hour 15 35 53 41 144 0 0 2 1 3 7 4 0 0 11
Santa Rosa Ave
273 0
641 1,012 530 402
193 644 1,172 953
16 126
Santa Rosa Ave
0 1
0 0
1 1
Date: 04/02/2024
unt Period: 7:00 AM to 9:00 AM
Peak Hour: 7:00 AM to 8:00 AM

HV %: PHF
EB 7.6% 0.83
WB 6.4% 0.85
NB 4.5% 0.87
SB 4.1% 0.94
TOTAL 4.9% 0.98

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
7:00 AM 0 45 12 2 0 17 66 25 0 119 184 33 5 45 111 74 738 0 7:15 AM 0 38 7 6 0 35 76 48 0 77 162 28 3 53 143 70 746 0 7:30 AM 0 37 4 3 0 27 89 36 0 107 146 37 5 39 145 67 742 0 7:45 AM 0 31 8 4 0 17 74 33 0 99 152 28 3 56 131 62 698 2,924 8:00 AM 0 61 16 7 0 29 54 15 0 56 91 20 5 34 149 68 605 2,791 8:15 AM 0 53 15 2 0 21 39 17 0 74 79 19 4 44 123 65 555 2,600 8:30 AM 0 54 10 12 0 21 70 25 0 80 94 22 1 38 128 65 620 2,478 8:45 AM 0 56 15 6 0 26 37 23 0 62 90 23 3 29 148 82 600 2,380 Count Total 0 375 87 42 0 193 505 222 0 674 998 210 29 338 1,078 553 5,304 0 All 0 151 31 15 0 96 305 142 0 402 644 126 16 193 530 273 2,924 0 HV 0 11 3 1 0 4 17 14 0 19 28 6 0 9 12 20 144 0
HV% - 7% 10% 7% - 4% 6% 10% - 5% 4% 5% 0% 5% 2% 7% 5% 0

www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

Two-Hour Count Summaries - Heavy Vehicles
Interval
Start
US 101 NB Ramps Yolanda Ave Santa Rosa Ave Santa Rosa Ave 15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
7:00 AM 0 2 0 0 0 2 2 3 0 4 5 1 0 3 3 6 31 0
7:15 AM 0 4 1 1 0 2 6 4 0 2 7 1 0 2 3 2 35 0
7:30 AM 0 3 0 0 0 0 5 5 0 10 7 2 0 1 2 9 44 0
7:45 AM 0 2 2 0 0 0 4 2 0 3 9 2 0 3 4 3 34 144
8:00 AM 0 4 2 0 0 0 5 0 0 4 8 1 0 2 4 7 37 150
8:15 AM 0 0 3 0 0 0 3 2 0 6 4 1 0 2 4 5 30 145
8:30 AM 0 3 0 1 0 0 7 2 0 2 1 1 0 0 3 5 25 126
8:45 AM 0 4 3 1 0 0 1 0 0 1 2 0 0 1 4 3 20 112
Count Total 0 22 11 3 0 4 33 18 0 32 43 9 0 14 27 40 256 0 Peak Hour 0 11 3 1 0 4 17 14 0 19 28 6 0 9 12 20 144 0

Two-Hour Count Summaries - Bikes
Interval
Start
US 101 NB Ramps Yolanda Ave Santa Rosa Ave Santa Rosa Ave 15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

LT TH RT LT TH RT LT TH RT LT TH RT
7:00 AM 0 0 0 0 0 0 0 1 0 0 1 0 2 0
7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:30 AM 0 0 0 0 0 0 0 0 1 0 0 0 1 0
7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 3
8:00 AM 0 0 0 0 0 0 0 3 0 0 0 0 3 4
8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 4
8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 3
8:45 AM 0 0 0 0 0 0 0 1 0 0 0 0 1 4
Count Total 0 0 0 0 0 0 0 5 1 0 1 0 7 0
Peak Hour 0 0 0 0 0 0 0 1 1 0 1 0 3 0
Note: U-Turn volumes for bikes are included in Left-Turn, if any. www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

11 21
Santa Rosa Ave
Yolanda Ave

N Peak Hour Co

874

390

1 312
45 32

TEV:

PHF:

3,576

0.94 Yolanda Ave

153
271
91 0

0 515 0 0
0 0
382 0 0
0 US 101 NB
Ramps

Two-Hour Count Summaries
US 101 NB Ramps Interval

Yolanda Ave

Santa Rosa Ave

Santa Rosa Ave

15-min

Rolling
Start Eastbound Westbound Northbound Southbound Total One Hour

Peak
Hour

Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Interval

Heavy Vehicle Totals

Bicycles

Pedestrians (Crossing Leg)
Start EB WB NB SB Total EB WB NB SB Total East West North South Total 4:00 PM 1 0 2 2 5 0 0 1 0 1 2 6 0 0 8
4:15 PM 2 2 3 2 9 0 0 1 0 1 1 1 0 0 2
4:30 PM 0 4 3 1 8 0 0 0 0 0 8 3 0 0 11
4:45 PM 2 2 3 2 9 0 0 0 0 0 10 1 0 0 11
5:00 PM 3 0 0 3 6 0 0 1 0 1 2 3 0 0 5
5:15 PM 1 0 4 6 11 0 0 0 0 0 3 3 0 0 6
5:30 PM 0 2 1 1 4 0 0 0 0 0 2 2 0 0 4
5:45 PM 2 2 0 0 4 0 0 2 0 2 11 2 0 0 13
Count Total 11 12 16 17 56 0 0 5 0 5 39 21 0 0 60
Peak Hour 5 8 11 7 31 0 0 2 0 2 21 11 0 0 32
Santa Rosa Ave
265 0
1,073 1,464 950 337
193 726 1,207 1,247
56 144
Santa Rosa Ave
0 0
0 0
2 0
Date: 04/02/2024
unt Period: 4:00 PM to 6:00 PM
Peak Hour: 4:00 PM to 5:00 PM

HV %: PHF
EB 1.3% 0.86
WB 1.6% 0.86
NB 0.9% 0.90
SB 0.5% 0.96
TOTAL 0.9% 0.94

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
4:00 PM 0 74 10 6 0 18 76 49 0 78 217 42 17 52 240 73 952 0 4:15 PM 0 87 9 4 0 30 78 42 0 87 165 32 11 43 233 66 887 0 4:30 PM 1 69 10 6 0 24 58 29 0 82 182 37 18 47 244 61 868 0 4:45 PM 0 82 16 16 0 19 59 33 0 90 162 33 10 51 233 65 869 3,576 5:00 PM 1 82 18 15 0 30 48 26 0 64 126 34 17 46 228 51 786 3,410 5:15 PM 0 64 14 15 0 26 41 22 0 89 127 26 21 53 187 62 747 3,270 5:30 PM 1 73 22 12 0 14 36 28 0 70 116 20 9 33 148 50 632 3,034 5:45 PM 0 65 14 8 0 13 36 22 0 80 125 18 18 31 197 56 683 2,848 Count Total 3 596 113 82 0 174 432 251 0 640 1,220 242 121 356 1,710 484 6,424 0 All 1 312 45 32 0 91 271 153 0 337 726 144 56 193 950 265 3,576 0 HV 0 3 1 1 0 1 6 1 0 4 6 1 0 1 4 2 31 0
HV% 0% 1% 2% 3% - 1% 2% 1% - 1% 1% 1% 0% 1% 0% 1% 1% 0

www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

Two-Hour Count Summaries - Heavy Vehicles
Interval
Start
US 101 NB Ramps Yolanda Ave Santa Rosa Ave Santa Rosa Ave 15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
4:00 PM 0 0 0 1 0 0 0 0 0 1 1 0 0 1 1 0 5 0
4:15 PM 0 2 0 0 0 1 1 0 0 1 2 0 0 0 1 1 9 0
4:30 PM 0 0 0 0 0 0 3 1 0 1 2 0 0 0 0 1 8 0
4:45 PM 0 1 1 0 0 0 2 0 0 1 1 1 0 0 2 0 9 31
5:00 PM 0 3 0 0 0 0 0 0 0 0 0 0 0 1 2 0 6 32
5:15 PM 0 1 0 0 0 0 0 0 0 3 1 0 0 2 3 1 11 34
5:30 PM 0 0 0 0 0 0 1 1 0 0 1 0 0 0 1 0 4 30
5:45 PM 0 1 1 0 0 0 2 0 0 0 0 0 0 0 0 0 4 25
Count Total 0 8 2 1 0 1 9 2 0 7 8 1 0 4 10 3 56 0
Peak Hour 0 3 1 1 0 1 6 1 0 4 6 1 0 1 4 2 31 0

Two-Hour Count Summaries - Bikes
Interval
Start
US 101 NB Ramps Yolanda Ave Santa Rosa Ave Santa Rosa Ave 15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

LT TH RT LT TH RT LT TH RT LT TH RT
4:00 PM 0 0 0 0 0 0 0 1 0 0 0 0 1 0
4:15 PM 0 0 0 0 0 0 0 1 0 0 0 0 1 0
4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 2
5:00 PM 0 0 0 0 0 0 0 0 1 0 0 0 1 2
5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1
5:45 PM 0 0 0 0 0 0 0 1 1 0 0 0 2 3
Count Total 0 0 0 0 0 0 0 3 2 0 0 0 5 0
Peak Hour 0 0 0 0 0 0 0 2 0 0 0 0 2 0
Note: U-Turn volumes for bikes are included in Left-Turn, if any. www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

5 6
Santa Rosa Ave
Bellevue Ave

N Peak Hour Co

0 5
0 TEV:

PHF:
2 2

1,638

0.74 Bellevue Ave

223
0 60
0 0
283 0 0
0 0
295 0 0
0 Bellevue Ave

Two-Hour Count Summaries
Bellevue Ave Interval

Bellevue Ave

Santa Rosa Ave

Santa Rosa Ave

15-min

Rolling
Start Eastbound Westbound Northbound Southbound Total One Hour

Peak
Hour

Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Interval

Heavy Vehicle Totals

Bicycles

Pedestrians (Crossing Leg)
Start EB WB NB SB Total EB WB NB SB Total East West North South Total 7:00 AM 0 1 6 3 10 0 0 0 0 0 2 2 2 0 6
7:15 AM 0 0 9 2 11 0 0 0 1 1 2 2 0 0 4
7:30 AM 0 3 6 8 17 0 0 1 0 1 2 1 0 0 3
7:45 AM 1 0 5 3 9 0 0 1 1 2 1 1 0 0 2
8:00 AM 0 0 8 7 15 0 0 2 1 3 0 2 0 0 2
8:15 AM 0 0 13 4 17 0 0 0 0 0 3 1 0 0 4
8:30 AM 1 0 12 5 18 0 0 0 0 0 6 1 0 0 7
8:45 AM 1 0 4 5 10 0 0 1 1 2 1 0 0 0 1
Count Total 3 4 63 37 107 0 0 5 4 9 17 10 2 0 29
Peak Hour 1 3 32 22 58 0 0 4 2 6 6 5 0 0 11
Santa Rosa Ave
3 1
464 571 401 2
166 650 782 874
1 129
Santa Rosa Ave
0 2
0 0
4 0
0 Date: 04/02/2024
unt Period: 7:00 AM to 9:00 AM
Peak Hour: 7:30 AM to 8:30 AM

HV %: PHF
EB 50.0% 0.50
WB 1.1% 0.69
NB 4.1% 0.70
SB 3.9% 0.75
TOTAL 3.5% 0.74

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
7:00 AM 0 0 0 0 0 3 0 10 0 0 65 7 0 8 68 0 161 0
7:15 AM 0 0 0 1 1 13 0 15 0 0 92 11 0 18 61 0 212 0
7:30 AM 0 0 0 1 0 14 0 53 0 1 112 30 0 55 82 2 350 0
7:45 AM 0 0 0 1 0 10 0 73 0 0 201 78 0 76 115 0 554 1,277 8:00 AM 0 0 0 0 0 25 0 78 1 0 157 12 0 23 98 0 394 1,510 8:15 AM 0 0 0 0 0 11 0 19 0 1 180 9 1 12 106 1 340 1,638 8:30 AM 0 1 0 1 0 3 0 12 0 2 188 8 0 11 87 0 313 1,601
8:45 AM 0 1 0 1 0 6 0 17 0 1 193 8 0 11 96 1 335 1,382
Count Total 0 2 0 5 1 85 0 277 1 5 1,188 163 1 214 713 4 2,659 0 All 0 0 0 2 0 60 0 223 1 2 650 129 1 166 401 3 1,638 0
HV 0 0 0 1 0 3 0 0 0 1 30 1 0 0 22 0 58 0
HV% - - - 50% - 5% - 0% 0% 50% 5% 1% 0% 0% 5% 0% 4% 0

www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

Two-Hour Count Summaries - Heavy Vehicles
Interval
Start
Bellevue Ave Bellevue Ave Santa Rosa Ave Santa Rosa Ave 15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
7:00 AM 0 0 0 0 0 0 0 1 0 0 5 1 0 0 3 0 10 0
7:15 AM 0 0 0 0 0 0 0 0 0 0 8 1 0 1 1 0 11 0
7:30 AM 0 0 0 0 0 3 0 0 0 1 4 1 0 0 8 0 17 0
7:45 AM 0 0 0 1 0 0 0 0 0 0 5 0 0 0 3 0 9 47
8:00 AM 0 0 0 0 0 0 0 0 0 0 8 0 0 0 7 0 15 52
8:15 AM 0 0 0 0 0 0 0 0 0 0 13 0 0 0 4 0 17 58
8:30 AM 0 1 0 0 0 0 0 0 0 2 10 0 0 0 5 0 18 59
8:45 AM 0 1 0 0 0 0 0 0 0 0 4 0 0 0 5 0 10 60
Count Total 0 2 0 1 0 3 0 1 0 3 57 3 0 1 36 0 107 0
Peak Hour 0 0 0 1 0 3 0 0 0 1 30 1 0 0 22 0 58 0

Two-Hour Count Summaries - Bikes
Interval
Start
Bellevue Ave Bellevue Ave Santa Rosa Ave Santa Rosa Ave 15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

LT TH RT LT TH RT LT TH RT LT TH RT
7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:15 AM 0 0 0 0 0 0 0 0 0 0 1 0 1 0
7:30 AM 0 0 0 0 0 0 0 1 0 0 0 0 1 0
7:45 AM 0 0 0 0 0 0 0 1 0 0 1 0 2 4
8:00 AM 0 0 0 0 0 0 0 2 0 0 1 0 3 7
8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 6
8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 5
8:45 AM 0 0 0 0 0 0 1 0 0 0 1 0 2 5
Count Total 0 0 0 0 0 0 1 4 0 0 4 0 9 0
Peak Hour 0 0 0 0 0 0 0 4 0 0 2 0 6 0
Note: U-Turn volumes for bikes are included in Left-Turn, if any. www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

7 12
Santa Rosa Ave
Bellevue Ave

N Peak Hour Co

0 5
2 TEV:

PHF:
4 2

1,915

0.98 Bellevue Ave

76 0
32 0

2 108 0 0
0 0
141 0 0
0 Bellevue Ave

Two-Hour Count Summaries
Bellevue Ave Interval

Bellevue Ave

Santa Rosa Ave

Santa Rosa Ave

15-min

Rolling
Start Eastbound Westbound Northbound Southbound Total One Hour

Peak
Hour

Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Interval

Heavy Vehicle Totals

Bicycles

Pedestrians (Crossing Leg)
Start EB WB NB SB Total EB WB NB SB Total East West North South Total 4:00 PM 0 1 7 3 11 0 0 3 2 5 2 2 1 0 5
4:15 PM 0 1 2 2 5 0 0 2 1 3 2 0 0 0 2
4:30 PM 0 0 1 1 2 0 0 1 1 2 6 2 1 0 9
4:45 PM 0 0 2 5 7 0 0 1 0 1 2 3 0 0 5
5:00 PM 0 0 3 2 5 0 0 1 0 1 17 4 2 0 23
5:15 PM 0 0 1 5 6 0 0 4 0 4 5 2 1 0 8
5:30 PM 0 0 2 2 4 0 0 0 0 0 2 0 1 0 3
5:45 PM 0 0 2 1 3 0 0 1 0 1 6 1 0 0 7
Count Total 0 2 20 21 43 0 0 13 4 17 42 14 6 0 62
Peak Hour 0 2 12 11 25 0 0 7 4 11 12 7 2 0 21
Santa Rosa Ave
0 0
661 712 627 5
85 1,030 1,091 1,108
0 56
Santa Rosa Ave
0 4
0 0
6 1
0 Date: 04/02/2024
unt Period: 4:00 PM to 6:00 PM
Peak Hour: 4:00 PM to 5:00 PM

HV %: PHF
EB 0.0% 0.50
WB 1.9% 0.82
NB 1.1% 0.94
SB 1.5% 0.96
TOTAL 1.3% 0.98

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
4:00 PM 0 0 0 1 0 5 0 18 0 1 272 16 0 23 144 0 480 0
4:15 PM 0 1 0 1 0 9 0 24 0 1 258 16 0 22 158 0 490 0
4:30 PM 0 0 0 0 0 6 0 19 0 3 254 14 0 18 167 0 481 0
4:45 PM 0 1 0 0 0 12 0 15 0 0 246 10 0 22 158 0 464 1,915 5:00 PM 0 0 0 1 0 8 0 16 0 1 246 22 0 16 149 0 459 1,894 5:15 PM 0 0 0 0 0 6 0 23 0 0 232 12 0 29 172 0 474 1,878 5:30 PM 0 0 0 1 0 13 0 21 0 0 212 12 0 18 160 0 437 1,834 5:45 PM 0 0 0 0 0 7 0 13 0 2 173 9 0 17 146 0 367 1,737 Count Total 0 2 0 4 0 66 0 149 0 8 1,893 111 0 165 1,254 0 3,652 0 All 0 2 0 2 0 32 0 76 0 5 1,030 56 0 85 627 0 1,915 0
HV 0 0 0 0 0 1 0 1 0 1 9 2 0 1 10 0 25 0
HV% - 0% - 0% - 3% - 1% - 20% 1% 4% - 1% 2% - 1% 0

www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

Two-Hour Count Summaries - Heavy Vehicles
Interval
Start
Bellevue Ave Bellevue Ave Santa Rosa Ave Santa Rosa Ave 15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
4:00 PM 0 0 0 0 0 0 0 1 0 1 4 2 0 0 3 0 11 0
4:15 PM 0 0 0 0 0 1 0 0 0 0 2 0 0 1 1 0 5 0
4:30 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 2 0
4:45 PM 0 0 0 0 0 0 0 0 0 0 2 0 0 0 5 0 7 25
5:00 PM 0 0 0 0 0 0 0 0 0 0 3 0 0 0 2 0 5 19
5:15 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 5 0 6 20
5:30 PM 0 0 0 0 0 0 0 0 0 0 2 0 0 0 2 0 4 22
5:45 PM 0 0 0 0 0 0 0 0 0 1 1 0 0 0 1 0 3 18
Count Total 0 0 0 0 0 1 0 1 0 2 16 2 0 1 20 0 43 0
Peak Hour 0 0 0 0 0 1 0 1 0 1 9 2 0 1 10 0 25 0

Two-Hour Count Summaries - Bikes
Interval
Start
Bellevue Ave Bellevue Ave Santa Rosa Ave Santa Rosa Ave 15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

LT TH RT LT TH RT LT TH RT LT TH RT
4:00 PM 0 0 0 0 0 0 0 3 0 0 2 0 5 0
4:15 PM 0 0 0 0 0 0 0 1 1 0 1 0 3 0
4:30 PM 0 0 0 0 0 0 0 1 0 0 1 0 2 0
4:45 PM 0 0 0 0 0 0 0 1 0 0 0 0 1 11
5:00 PM 0 0 0 0 0 0 0 1 0 0 0 0 1 7
5:15 PM 0 0 0 0 0 0 0 3 1 0 0 0 4 8
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 6
5:45 PM 0 0 0 0 0 0 0 1 0 0 0 0 1 6
Count Total 0 0 0 0 0 0 0 11 2 0 4 0 17 0
Peak Hour 0 0 0 0 0 0 0 6 1 0 4 0 11 0
Note: U-Turn volumes for bikes are included in Left-Turn, if any. www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

18 6
Santa Rosa Ave
Robles Ave

N Peak Hour Co

0 7
16 21 0
5 TEV:

PHF:

1,150

0.81 Robles Ave

90 0
51 0

1 141 1 0
0 0
36 0 0
5 Robles Ave

Two-Hour Count Summaries
Robles Ave Interval

Robles Ave

Santa Rosa Ave

Santa Rosa Ave

15-min

Rolling
Start Eastbound Westbound Northbound Southbound Total One Hour

Peak
Hour

Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Interval

Heavy Vehicle Totals

Bicycles

Pedestrians (Crossing Leg)
Start EB WB NB SB Total EB WB NB SB Total East West North South Total 7:00 AM 0 4 6 10 20 0 0 0 0 0 4 1 0 6 11
7:15 AM 2 3 10 4 19 0 0 0 1 1 3 0 0 2 5
7:30 AM 0 1 6 9 16 0 0 0 0 0 0 2 0 1 3
7:45 AM 0 0 8 3 11 0 0 0 1 1 1 7 0 1 9
8:00 AM 0 1 8 13 22 1 0 0 2 3 3 4 0 3 10
8:15 AM 0 0 5 8 13 0 0 0 1 1 2 5 1 0 8
8:30 AM 0 0 11 6 17 0 0 0 0 0 4 3 3 1 11
8:45 AM 1 1 8 4 14 0 0 1 0 1 1 6 0 6 13
Count Total 3 10 62 57 132 1 0 1 5 7 18 28 4 20 70
Peak Hour 0 2 27 33 62 1 0 0 4 5 6 18 1 5 30
Santa Rosa Ave
6 0
489 465 433 1
26 512 523 618
0 10
Santa Rosa Ave
0 4
0 0
0 0
Date: 04/09/2024
unt Period: 7:00 AM to 9:00 AM
Peak Hour: 7:30 AM to 8:30 AM

HV %: PHF
EB 0.0% 0.48
WB 1.4% 0.69
NB 5.2% 0.74
SB 7.1% 0.91
TOTAL 5.4% 0.81

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
7:00 AM 0 2 0 3 0 11 0 14 0 1 55 4 0 2 72 1 165 0
7:15 AM 0 2 0 2 0 6 0 10 0 1 58 3 0 5 77 0 164 0
7:30 AM 0 3 0 1 0 15 0 29 0 0 97 3 0 9 101 0 258 0
7:45 AM 0 9 0 2 0 18 0 33 0 0 174 2 0 6 109 3 356 943
8:00 AM 0 2 0 1 0 9 0 17 0 0 89 1 0 7 120 1 247 1,025
8:15 AM 0 2 0 1 0 9 0 11 0 1 152 4 0 4 103 2 289 1,150
8:30 AM 0 2 1 1 0 11 1 4 0 0 122 4 0 10 90 5 251 1,143
8:45 AM 0 1 0 1 0 6 1 7 0 2 131 4 0 3 77 6 239 1,026
Count Total 0 23 1 12 0 85 2 125 0 5 878 25 0 46 749 18 1,969 0 All 0 16 0 5 0 51 0 90 0 1 512 10 0 26 433 6 1,150 0
HV 0 0 0 0 0 2 0 0 0 0 26 1 0 1 32 0 62 0
HV% - 0% - 0% - 4% - 0% - 0% 5% 10% - 4% 7% 0% 5% 0

www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

Two-Hour Count Summaries - Heavy Vehicles
Interval
Start
Robles Ave Robles Ave Santa Rosa Ave Santa Rosa Ave
15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
7:00 AM 0 0 0 0 0 1 0 3 0 0 5 1 0 0 10 0 20 0
7:15 AM 0 0 0 2 0 0 0 3 0 0 10 0 0 0 4 0 19 0
7:30 AM 0 0 0 0 0 1 0 0 0 0 6 0 0 0 9 0 16 0
7:45 AM 0 0 0 0 0 0 0 0 0 0 8 0 0 1 2 0 11 66
8:00 AM 0 0 0 0 0 1 0 0 0 0 8 0 0 0 13 0 22 68
8:15 AM 0 0 0 0 0 0 0 0 0 0 4 1 0 0 8 0 13 62
8:30 AM 0 0 0 0 0 0 0 0 0 0 10 1 0 0 6 0 17 63
8:45 AM 0 0 0 1 0 0 0 1 0 0 7 1 0 0 4 0 14 66
Count Total 0 0 0 3 0 3 0 7 0 0 58 4 0 1 56 0 132 0
Peak Hour 0 0 0 0 0 2 0 0 0 0 26 1 0 1 32 0 62 0

Two-Hour Count Summaries - Bikes
Interval
Start
Robles Ave Robles Ave Santa Rosa Ave Santa Rosa Ave
15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

LT TH RT LT TH RT LT TH RT LT TH RT
7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:15 AM 0 0 0 0 0 0 0 0 0 1 0 0 1 0
7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:45 AM 0 0 0 0 0 0 0 0 0 0 1 0 1 2
8:00 AM 1 0 0 0 0 0 0 0 0 0 2 0 3 5
8:15 AM 0 0 0 0 0 0 0 0 0 0 1 0 1 5
8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 5
8:45 AM 0 0 0 0 0 0 0 1 0 0 0 0 1 5
Count Total 1 0 0 0 0 0 0 1 0 1 4 0 7 0
Peak Hour 1 0 0 0 0 0 0 0 0 0 4 0 5 0
Note: U-Turn volumes for bikes are included in Left-Turn, if any. www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

17 3
Santa Rosa Ave
Robles Ave

N Peak Hour Co

0 27
12 34 2
20 TEV:

PHF:

1,658

0.93 Robles Ave

56 0
2 87 1 0
29 1 0
87 0 0
0 5

Robles Ave

Two-Hour Count Summaries
Robles Ave Interval

Robles Ave

Santa Rosa Ave

Santa Rosa Ave

15-min

Rolling
Start Eastbound Westbound Northbound Southbound Total One Hour

Peak
Hour

Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Interval

Heavy Vehicle Totals

Bicycles

Pedestrians (Crossing Leg)
Start EB WB NB SB Total EB WB NB SB Total East West North South Total 4:00 PM 0 1 6 3 10 1 0 2 3 6 1 7 0 1 9
4:15 PM 0 1 5 4 10 0 0 0 2 2 1 0 0 0 1
4:30 PM 0 0 9 2 11 1 0 3 1 5 0 4 0 1 5
4:45 PM 0 0 3 3 6 0 0 2 1 3 1 6 0 3 10
5:00 PM 0 1 4 2 7 0 1 0 0 1 1 3 0 1 5
5:15 PM 0 0 0 7 7 0 0 1 0 1 1 2 0 3 6
5:30 PM 0 0 3 0 3 0 0 2 0 2 3 7 0 2 12
5:45 PM 0 0 1 1 2 0 0 0 2 2 1 10 0 4 15
Count Total 0 3 31 22 56 2 1 10 9 22 9 39 0 15 63
Peak Hour 0 2 23 12 37 2 0 7 7 16 3 17 0 5 25
Santa Rosa Ave
9 0
561 566 512 16
45 915 971 983
0 40
Santa Rosa Ave
1 4
2 0
6 1
Date: 04/09/2024
unt Period: 4:00 PM to 6:00 PM
Peak Hour: 4:00 PM to 5:00 PM

HV %: PHF
EB 0.0% 0.77
WB 2.3% 0.87
NB 2.4% 0.89
SB 2.1% 0.92
TOTAL 2.2% 0.93

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
4:00 PM 0 3 0 4 0 10 1 14 0 3 259 10 0 12 129 0 445 0
4:15 PM 0 5 1 5 0 2 0 19 0 3 240 7 0 16 133 4 435 0
4:30 PM 0 3 1 4 0 6 0 12 0 6 210 9 0 6 125 5 387 0
4:45 PM 0 1 0 7 0 11 1 11 0 4 206 14 0 11 125 0 391 1,658 5:00 PM 0 6 0 3 0 6 0 12 0 3 231 11 0 10 129 2 413 1,626 5:15 PM 0 7 0 1 0 3 0 14 0 5 207 12 0 17 135 6 407 1,598 5:30 PM 0 5 0 3 0 7 0 11 0 1 164 8 0 16 116 2 333 1,544 5:45 PM 0 1 0 3 0 8 0 13 1 3 152 14 0 12 105 1 313 1,466 Count Total 0 31 2 30 0 53 2 106 1 28 1,669 85 0 100 997 20 3,124 0 All 0 12 2 20 0 29 2 56 0 16 915 40 0 45 512 9 1,658 0
HV 0 0 0 0 0 1 0 1 0 1 22 0 0 1 11 0 37 0
HV% - 0% 0% 0% - 3% 0% 2% - 6% 2% 0% - 2% 2% 0% 2% 0

www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

Two-Hour Count Summaries - Heavy Vehicles
Interval
Start
Robles Ave Robles Ave Santa Rosa Ave Santa Rosa Ave
15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
4:00 PM 0 0 0 0 0 1 0 0 0 0 6 0 0 1 2 0 10 0
4:15 PM 0 0 0 0 0 0 0 1 0 0 5 0 0 0 4 0 10 0
4:30 PM 0 0 0 0 0 0 0 0 0 1 8 0 0 0 2 0 11 0
4:45 PM 0 0 0 0 0 0 0 0 0 0 3 0 0 0 3 0 6 37
5:00 PM 0 0 0 0 0 1 0 0 0 1 3 0 0 0 2 0 7 34
5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7 0 7 31
5:30 PM 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0 3 23
5:45 PM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 2 19
Count Total 0 0 0 0 0 2 0 1 0 3 28 0 0 1 21 0 56 0
Peak Hour 0 0 0 0 0 1 0 1 0 1 22 0 0 1 11 0 37 0

Two-Hour Count Summaries - Bikes
Interval
Start
Robles Ave Robles Ave Santa Rosa Ave Santa Rosa Ave
15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

LT TH RT LT TH RT LT TH RT LT TH RT
4:00 PM 1 0 0 0 0 0 0 2 0 2 1 0 6 0
4:15 PM 0 0 0 0 0 0 0 0 0 0 1 1 2 0
4:30 PM 0 1 0 0 0 0 0 2 1 0 1 0 5 0
4:45 PM 0 0 0 0 0 0 0 2 0 0 1 0 3 16
5:00 PM 0 0 0 0 0 1 0 0 0 0 0 0 1 11
5:15 PM 0 0 0 0 0 0 0 1 0 0 0 0 1 10
5:30 PM 0 0 0 0 0 0 0 2 0 0 0 0 2 7
5:45 PM 0 0 0 0 0 0 0 0 0 0 2 0 2 6
Count Total 1 1 0 0 0 1 0 9 1 2 6 1 22 0
Peak Hour 1 1 0 0 0 0 0 6 1 2 4 1 16 0
Note: U-Turn volumes for bikes are included in Left-Turn, if any. www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

0 0
S Moorland Ave
Todd Rd

N Peak Hour C

710

634

0 286
348

TEV:

PHF:

1,669

0.97 Todd Rd

227
264
0 0
491 0
0 0
347 0
0 Todd Rd

HV %: PHF
EB 12.5% 0.85
WB 7.5% 0.91
NB 8.1% 0.92
SB - -
TOTAL 9.6% 0.97

Two-Hour Count Summaries
Todd Rd Interval

Todd Rd

S Moorland Ave

N/A

15-min

Rolling
Start Eastbound Westbound Northbound Southbound Total One Hour

Peak
Hour

Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Interval Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 7:00 AM 30 4 7 0 41 0 0 0 0 0 0 0 0 0 0
7:15 AM 31 11 11 0 53 0 0 0 0 0 0 0 0 0 0
7:30 AM 18 16 16 0 50 0 0 0 0 0 0 0 0 0 0
7:45 AM 25 9 10 0 44 0 0 0 0 0 0 0 0 0 0
8:00 AM 23 5 6 0 34 0 0 0 0 0 0 0 0 0 0
8:15 AM 13 7 12 0 32 0 0 0 0 0 0 0 0 0 0
8:30 AM 14 9 8 0 31 0 0 1 0 1 0 0 0 0 0
8:45 AM 16 12 14 0 42 0 0 0 0 0 0 0 0 0 0
Count Total 170 73 84 0 327 0 0 1 0 1 0 0 0 0 0
Peak Hr 79 37 44 0 160 0 0 0 0 0 0 0 0 0 0

612
0 483 544
61 S Moorland Ave
0 0
Date: 04/02/2024
ount Period: 7:00 AM to 9:00 AM
Peak Hour: 7:30 AM to 8:30 AM

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
7:00 AM 0 0 58 61 0 73 40 0 0 84 0 27 0 0 0 0 343 0
7:15 AM 0 0 57 70 0 63 57 0 0 102 0 22 0 0 0 0 371 0
7:30 AM 0 0 72 74 0 76 59 0 0 110 0 23 0 0 0 0 414 0
7:45 AM 0 0 74 113 0 52 54 0 0 125 0 11 0 0 0 0 429 1,557 8:00 AM 0 0 76 77 0 76 53 0 0 117 0 10 0 0 0 0 409 1,623 8:15 AM 0 0 64 84 0 60 61 0 0 131 0 17 0 0 0 0 417 1,669 8:30 AM 0 0 68 89 0 56 31 0 0 102 0 7 0 0 0 0 353 1,608 8:45 AM 0 0 49 79 0 58 36 0 0 97 0 15 0 0 0 0 334 1,513 Count Total 0 0 518 647 0 514 391 0 0 868 0 132 0 0 0 0 3,070 0 All 0 0 286 348 0 264 227 0 0 483 0 61 0 0 0 0 1,669 0
HV 0 0 30 49 0 13 24 0 0 40 0 4 0 0 0 0 160 0
HV% - - 10% 14% - 5% 11% - - 8% - 7% - - - - 10% 0

www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

Two-Hour Count Summaries - Heavy Vehicles
Interval
Start
Todd Rd Todd Rd S Moorland Ave N/A
15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
7:00 AM 0 0 15 15 0 3 1 0 0 7 0 0 0 0 0 0 41 0
7:15 AM 0 0 8 23 0 5 6 0 0 8 0 3 0 0 0 0 53 0
7:30 AM 0 0 9 9 0 10 6 0 0 14 0 2 0 0 0 0 50 0
7:45 AM 0 0 5 20 0 1 8 0 0 10 0 0 0 0 0 0 44 188
8:00 AM 0 0 13 10 0 2 3 0 0 5 0 1 0 0 0 0 34 181
8:15 AM 0 0 3 10 0 0 7 0 0 11 0 1 0 0 0 0 32 160
8:30 AM 0 0 6 8 0 4 5 0 0 8 0 0 0 0 0 0 31 141
8:45 AM 0 0 5 11 0 5 7 0 0 13 0 1 0 0 0 0 42 139
Count Total 0 0 64 106 0 30 43 0 0 76 0 8 0 0 0 0 327 0 Peak Hour 0 0 30 49 0 13 24 0 0 40 0 4 0 0 0 0 160 0

Two-Hour Count Summaries - Bikes
Interval
Start
Todd Rd Todd Rd S Moorland Ave N/A
15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

LT TH RT LT TH RT LT TH RT LT TH RT
7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:30 AM 0 0 0 0 0 0 1 0 0 0 0 0 1 1
8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1
Count Total 0 0 0 0 0 0 1 0 0 0 0 0 1 0
Peak Hour 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Note: U-Turn volumes for bikes are included in Left-Turn, if any. www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

0 0
S Moorland Ave
Todd Rd

N Peak Hour C

625

740

0 272
468

TEV:

PHF:

1,755

0.97 Todd Rd

153
314
0 0
467 0
0 0
348 1
0 Todd Rd

HV %: PHF
EB 5.0% 0.92
WB 10.5% 0.88
NB 8.8% 0.94
SB - -
TOTAL 7.6% 0.97

Two-Hour Count Summaries
Todd Rd Interval

Todd Rd

S Moorland Ave

N/A

15-min

Rolling
Start Eastbound Westbound Northbound Southbound Total One Hour

Peak
Hour

Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Interval Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 4:00 PM 13 12 11 0 36 0 0 0 0 0 0 0 0 0 0
4:15 PM 11 12 16 0 39 0 0 0 0 0 0 0 0 0 0
4:30 PM 6 12 10 0 28 0 0 0 0 0 0 0 0 0 0
4:45 PM 7 13 11 0 31 1 0 0 0 1 0 0 0 0 0
5:00 PM 7 12 6 0 25 0 0 0 0 0 0 0 0 0 0
5:15 PM 5 4 17 0 26 0 0 0 0 0 0 0 0 0 0
5:30 PM 3 12 5 0 20 1 0 0 0 1 0 2 2 0 4
5:45 PM 3 10 3 0 16 0 0 0 0 0 0 0 0 0 0
Count Total 55 87 79 0 221 2 0 0 0 2 0 2 2 0 4
Peak Hr 37 49 48 0 134 1 0 0 0 1 0 0 0 0 0

782
0 472 548
76 S Moorland Ave
0 0
Date: 04/02/2024
ount Period: 4:00 PM to 6:00 PM
Peak Hour: 4:00 PM to 5:00 PM

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
4:00 PM 0 0 70 132 0 70 36 0 0 120 0 25 0 0 0 0 453 0
4:15 PM 0 0 67 111 0 89 44 0 0 120 0 18 0 0 0 0 449 0
4:30 PM 0 0 66 115 0 80 34 0 0 114 0 14 0 0 0 0 423 0
4:45 PM 0 0 69 110 0 75 39 0 0 118 0 19 0 0 0 0 430 1,755 5:00 PM 0 0 69 134 0 76 36 0 0 105 0 29 0 0 0 0 449 1,751 5:15 PM 0 0 64 123 0 56 24 0 0 120 0 21 0 0 0 0 408 1,710 5:30 PM 0 0 65 88 0 79 47 0 0 96 0 25 0 0 0 0 400 1,687 5:45 PM 0 0 69 80 0 56 28 0 0 101 0 24 0 0 0 0 358 1,615 Count Total 0 0 539 893 0 581 288 0 0 894 0 175 0 0 0 0 3,370 0 All 0 0 272 468 0 314 153 0 0 472 0 76 0 0 0 0 1,755 0
HV 0 0 17 20 0 15 34 0 0 48 0 0 0 0 0 0 134 0
HV% - - 6% 4% - 5% 22% - - 10% - 0% - - - - 8% 0

www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

Two-Hour Count Summaries - Heavy Vehicles
Interval
Start
Todd Rd Todd Rd S Moorland Ave N/A
15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
4:00 PM 0 0 4 9 0 5 7 0 0 11 0 0 0 0 0 0 36 0
4:15 PM 0 0 5 6 0 4 8 0 0 16 0 0 0 0 0 0 39 0
4:30 PM 0 0 5 1 0 4 8 0 0 10 0 0 0 0 0 0 28 0
4:45 PM 0 0 3 4 0 2 11 0 0 11 0 0 0 0 0 0 31 134
5:00 PM 0 0 3 4 0 5 7 0 0 6 0 0 0 0 0 0 25 123
5:15 PM 0 0 2 3 0 1 3 0 0 14 0 3 0 0 0 0 26 110
5:30 PM 0 0 2 1 0 3 9 0 0 5 0 0 0 0 0 0 20 102
5:45 PM 0 0 2 1 0 5 5 0 0 1 0 2 0 0 0 0 16 87
Count Total 0 0 26 29 0 29 58 0 0 74 0 5 0 0 0 0 221 0
Peak Hour 0 0 17 20 0 15 34 0 0 48 0 0 0 0 0 0 134 0

Two-Hour Count Summaries - Bikes
Interval
Start
Todd Rd Todd Rd S Moorland Ave N/A
15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

LT TH RT LT TH RT LT TH RT LT TH RT
4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:45 PM 0 0 1 0 0 0 0 0 0 0 0 0 1 1
5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1
5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1
5:30 PM 0 0 1 0 0 0 0 0 0 0 0 0 1 2
5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1
Count Total 0 0 2 0 0 0 0 0 0 0 0 0 2 0
Peak Hour 0 0 1 0 0 0 0 0 0 0 0 0 1 0
Note: U-Turn volumes for bikes are included in Left-Turn, if any. www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

0 0
Todd Rd Overpass
Todd Rd

N Peak Hour C

457

348

0 80
268

TEV:

PHF:

1,545

0.93 Todd Rd

281
278
1 2
560 0
0 0
542 0
0 Todd Rd

HV %: PHF
EB 8.0% 0.92
WB 12.0% 0.90
NB 8.2% 0.95
SB - -
TOTAL 9.5% 0.93

Two-Hour Count Summaries
Todd Rd Interval

Todd Rd

Todd Rd Overpass

N/A

15-min

Rolling
Start Eastbound Westbound Northbound Southbound Total One Hour

Peak
Hour

Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Interval Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 7:00 AM 8 12 21 0 41 0 0 0 0 0 0 0 0 0 0
7:15 AM 9 11 27 0 47 0 0 0 0 0 0 0 0 0 0
7:30 AM 8 24 16 0 48 0 0 0 0 0 0 0 2 0 2
7:45 AM 10 19 16 0 45 0 0 0 0 0 0 0 0 0 0
8:00 AM 3 15 10 0 28 0 0 0 0 0 0 0 0 0 0
8:15 AM 7 9 10 0 26 0 0 0 0 0 0 0 0 0 0
8:30 AM 5 8 10 0 23 1 1 0 0 2 0 0 1 0 1
8:45 AM 10 15 8 0 33 0 0 1 0 1 0 0 1 0 1
Count Total 60 113 118 0 291 1 1 1 0 3 0 0 4 0 4
Peak Hr 28 67 52 0 147 0 0 0 0 0 0 0 2 0 2

546
0 176 637
461
Todd Rd
Overpass
0 0
Date: 04/02/2024
ount Period: 7:00 AM to 9:00 AM
Peak Hour: 7:30 AM to 8:30 AM

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
7:00 AM 0 0 24 65 0 55 61 0 0 39 0 93 0 0 0 0 337 0
7:15 AM 0 0 22 57 0 63 60 0 0 52 0 87 0 0 0 0 341 0
7:30 AM 0 0 10 74 0 79 76 0 0 52 0 104 0 0 0 0 395 0
7:45 AM 0 0 26 69 0 76 77 0 0 53 0 114 0 0 0 0 415 1,488 8:00 AM 0 0 23 60 0 65 73 0 0 37 0 129 0 0 0 0 387 1,538 8:15 AM 0 0 21 65 1 58 55 0 0 34 0 114 0 0 0 0 348 1,545 8:30 AM 0 0 22 47 0 52 60 0 0 41 0 114 0 0 0 0 336 1,486 8:45 AM 0 0 19 70 0 61 47 0 0 30 0 100 0 0 0 0 327 1,398 Count Total 0 0 167 507 1 509 509 0 0 338 0 855 0 0 0 0 2,886 0 All 0 0 80 268 1 278 281 0 0 176 0 461 0 0 0 0 1,545 0
HV 0 0 6 22 0 19 48 0 0 19 0 33 0 0 0 0 147 0
HV% - - 8% 8% 0% 7% 17% - - 11% - 7% - - - - 10% 0

www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

Two-Hour Count Summaries - Heavy Vehicles
Interval
Start
Todd Rd Todd Rd Todd Rd Overpass N/A
15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
7:00 AM 0 0 1 7 0 2 10 0 0 17 0 4 0 0 0 0 41 0
7:15 AM 0 0 2 7 0 2 9 0 0 14 0 13 0 0 0 0 47 0
7:30 AM 0 0 1 7 0 11 13 0 0 4 0 12 0 0 0 0 48 0
7:45 AM 0 0 5 5 0 1 18 0 0 9 0 7 0 0 0 0 45 181
8:00 AM 0 0 0 3 0 4 11 0 0 4 0 6 0 0 0 0 28 168
8:15 AM 0 0 0 7 0 3 6 0 0 2 0 8 0 0 0 0 26 147
8:30 AM 0 0 0 5 0 2 6 0 0 5 0 5 0 0 0 0 23 122
8:45 AM 0 0 1 9 0 6 9 0 0 1 0 7 0 0 0 0 33 110
Count Total 0 0 10 50 0 31 82 0 0 56 0 62 0 0 0 0 291 0 Peak Hour 0 0 6 22 0 19 48 0 0 19 0 33 0 0 0 0 147 0

Two-Hour Count Summaries - Bikes
Interval
Start
Todd Rd Todd Rd Todd Rd Overpass N/A
15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

LT TH RT LT TH RT LT TH RT LT TH RT
7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:30 AM 0 0 1 1 0 0 0 0 0 0 0 0 2 2
8:45 AM 0 0 0 0 0 0 0 0 1 0 0 0 1 3
Count Total 0 0 1 1 0 0 0 0 1 0 0 0 3 0
Peak Hour 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Note: U-Turn volumes for bikes are included in Left-Turn, if any. www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

0 0
Todd Rd Overpass
Todd Rd

N Peak Hour C

530

268

0 91
177

TEV:

PHF:

1,742

0.96 Todd Rd

322
314
0 3
636 0
0 0
721 0
0 Todd Rd

HV %: PHF
EB 4.5% 0.92
WB 5.2% 0.93
NB 2.7% 0.90
SB - -
TOTAL 3.9% 0.96

Two-Hour Count Summaries
Todd Rd Interval

Todd Rd

Todd Rd Overpass

N/A

15-min

Rolling
Start Eastbound Westbound Northbound Southbound Total One Hour

Peak
Hour

Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Interval Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 4:00 PM 7 6 7 0 20 0 0 0 0 0 0 0 0 0 0
4:15 PM 4 11 7 0 22 0 0 1 0 1 0 0 2 0 2
4:30 PM 2 6 3 0 11 0 0 0 0 0 0 0 1 0 1
4:45 PM 1 6 4 0 11 0 0 0 0 0 0 0 0 0 0
5:00 PM 5 10 9 0 24 0 0 0 0 0 0 0 0 0 0
5:15 PM 6 12 7 0 25 0 0 0 0 0 0 0 0 0 0
5:30 PM 2 2 2 0 6 0 0 1 0 1 0 0 0 0 0
5:45 PM 3 3 7 0 13 0 0 0 0 0 0 0 0 0 0
Count Total 30 56 46 0 132 0 0 2 0 2 0 0 3 0 3
Peak Hr 12 33 23 0 68 0 0 1 0 1 0 0 3 0 3

491
0 208 838
630
Todd Rd
Overpass
0 1
Date: 04/02/2024
ount Period: 4:00 PM to 6:00 PM
Peak Hour: 4:15 PM to 5:15 PM

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
4:00 PM 0 0 30 58 0 78 55 0 0 57 0 145 0 0 0 0 423 0
4:15 PM 0 0 16 45 0 83 76 0 0 45 0 169 0 0 0 0 434 0
4:30 PM 0 0 23 50 0 78 93 0 0 47 0 161 0 0 0 0 452 0
4:45 PM 0 0 23 46 0 71 79 0 0 52 0 132 0 0 0 0 403 1,712 5:00 PM 0 0 29 36 0 82 74 0 0 64 0 168 0 0 0 0 453 1,742 5:15 PM 0 0 23 47 0 76 59 0 0 50 0 137 0 0 0 0 392 1,700 5:30 PM 0 0 26 55 0 58 60 0 0 48 0 116 0 0 0 0 363 1,611 5:45 PM 0 0 32 45 0 79 33 0 0 32 0 110 0 0 0 0 331 1,539 Count Total 0 0 202 382 0 605 529 0 0 395 0 1,138 0 0 0 0 3,251 0 All 0 0 91 177 0 314 322 0 0 208 0 630 0 0 0 0 1,742 0
HV 0 0 2 10 0 23 10 0 0 8 0 15 0 0 0 0 68 0
HV% - - 2% 6% - 7% 3% - - 4% - 2% - - - - 4% 0

www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

Two-Hour Count Summaries - Heavy Vehicles
Interval
Start
Todd Rd Todd Rd Todd Rd Overpass N/A
15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
4:00 PM 0 0 1 6 0 5 1 0 0 2 0 5 0 0 0 0 20 0
4:15 PM 0 0 0 4 0 8 3 0 0 1 0 6 0 0 0 0 22 0
4:30 PM 0 0 0 2 0 5 1 0 0 0 0 3 0 0 0 0 11 0
4:45 PM 0 0 0 1 0 4 2 0 0 2 0 2 0 0 0 0 11 64
5:00 PM 0 0 2 3 0 6 4 0 0 5 0 4 0 0 0 0 24 68
5:15 PM 0 0 1 5 0 8 4 0 0 3 0 4 0 0 0 0 25 71
5:30 PM 0 0 2 0 0 1 1 0 0 2 0 0 0 0 0 0 6 66
5:45 PM 0 0 2 1 0 2 1 0 0 3 0 4 0 0 0 0 13 68
Count Total 0 0 8 22 0 39 17 0 0 18 0 28 0 0 0 0 132 0
Peak Hour 0 0 2 10 0 23 10 0 0 8 0 15 0 0 0 0 68 0

Two-Hour Count Summaries - Bikes
Interval
Start
Todd Rd Todd Rd Todd Rd Overpass N/A
15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

LT TH RT LT TH RT LT TH RT LT TH RT
4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:15 PM 0 0 0 0 0 0 0 0 1 0 0 0 1 0
4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1
5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1
5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:30 PM 0 0 0 0 0 0 0 0 1 0 0 0 1 1
5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1
Count Total 0 0 0 0 0 0 0 0 2 0 0 0 2 0
Peak Hour 0 0 0 0 0 0 0 0 1 0 0 0 1 0
Note: U-Turn volumes for bikes are included in Left-Turn, if any. www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

3 0
Santa Rosa Ave
Todd Rd

N Peak Hour Co

505

525

0 258
32 235

TEV:

PHF:

1,787

0.93 Todd Rd

7 0
19 38 0 0
12 0 0
56 0 0
0 1

Todd Rd

Two-Hour Count Summaries
Todd Rd Interval

Todd Rd

Santa Rosa Ave

Santa Rosa Ave

15-min

Rolling
Start Eastbound Westbound Northbound Southbound Total One Hour

Peak
Hour

Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Interval

Heavy Vehicle Totals

Bicycles

Pedestrians (Crossing Leg)
Start EB WB NB SB Total EB WB NB SB Total East West North South Total 7:00 AM 5 1 13 4 23 0 0 0 0 0 0 1 0 0 1
7:15 AM 13 0 14 7 34 0 0 0 1 1 0 2 0 1 3
7:30 AM 12 1 18 13 44 0 0 0 0 0 1 0 0 0 1
7:45 AM 11 4 13 11 39 0 0 0 1 1 0 1 0 0 1
8:00 AM 6 1 18 9 34 0 0 0 0 0 0 0 0 0 0
8:15 AM 9 1 13 11 34 0 0 0 0 0 0 0 0 1 1
8:30 AM 7 2 12 6 27 0 0 0 0 0 0 2 0 0 2
8:45 AM 8 0 24 7 39 0 0 0 0 0 2 0 0 1 3
Count Total 71 10 125 68 274 0 0 0 2 2 3 6 0 3 12
Peak Hour 33 8 56 37 134 0 0 0 1 1 0 3 0 1 4
Santa Rosa Ave
211 0
536 511 289 275
11 425 713 690
0 13
Santa Rosa Ave
0 1
0 0
0 0
Date: 04/02/2024
unt Period: 7:00 AM to 9:00 AM
Peak Hour: 7:45 AM to 8:45 AM

HV %: PHF
EB 6.3% 0.91
WB 21.1% 0.95
NB 7.9% 0.85
SB 7.2% 0.77
TOTAL 7.5% 0.93

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
7:00 AM 0 54 8 46 0 4 5 0 0 51 42 5 0 2 37 44 298 0
7:15 AM 0 32 8 53 0 4 7 1 0 56 35 8 0 0 52 62 318 0
7:30 AM 0 44 8 58 0 4 4 1 0 73 52 5 0 5 61 61 376 0
7:45 AM 0 59 10 59 0 2 8 0 0 79 97 2 0 5 90 71 482 1,474 8:00 AM 0 72 11 62 0 4 3 2 0 70 81 2 0 1 77 56 441 1,617 8:15 AM 0 60 7 54 0 2 5 3 0 62 105 6 0 5 69 44 422 1,721 8:30 AM 0 67 4 60 0 4 3 2 0 64 142 3 0 0 53 40 442 1,787 8:45 AM 0 52 5 52 0 4 3 4 0 70 123 2 0 3 64 33 415 1,720 Count Total 0 440 61 444 0 28 38 13 0 525 677 33 0 21 503 411 3,194 0 All 0 258 32 235 0 12 19 7 0 275 425 13 0 11 289 211 1,787 0 HV 0 9 1 23 0 4 4 0 0 32 24 0 0 1 21 15 134 0
HV% - 3% 3% 10% - 33% 21% 0% - 12% 6% 0% - 9% 7% 7% 7% 0

www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

Two-Hour Count Summaries - Heavy Vehicles
Interval
Start
Todd Rd Todd Rd Santa Rosa Ave Santa Rosa Ave
15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
7:00 AM 0 4 0 1 0 0 1 0 0 11 2 0 0 0 4 0 23 0
7:15 AM 0 2 1 10 0 0 0 0 0 10 4 0 0 0 4 3 34 0
7:30 AM 0 4 1 7 0 1 0 0 0 15 2 1 0 1 4 8 44 0
7:45 AM 0 3 0 8 0 0 4 0 0 12 1 0 0 0 6 5 39 140
8:00 AM 0 2 0 4 0 1 0 0 0 11 7 0 0 0 4 5 34 151
8:15 AM 0 2 0 7 0 1 0 0 0 5 8 0 0 1 6 4 34 151
8:30 AM 0 2 1 4 0 2 0 0 0 4 8 0 0 0 5 1 27 134
8:45 AM 0 3 0 5 0 0 0 0 0 15 8 1 0 0 4 3 39 134
Count Total 0 22 3 46 0 5 5 0 0 83 40 2 0 2 37 29 274 0 Peak Hour 0 9 1 23 0 4 4 0 0 32 24 0 0 1 21 15 134 0

Two-Hour Count Summaries - Bikes
Interval
Start
Todd Rd Todd Rd Santa Rosa Ave Santa Rosa Ave
15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

LT TH RT LT TH RT LT TH RT LT TH RT
7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:15 AM 0 0 0 0 0 0 0 0 0 0 1 0 1 0
7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:45 AM 0 0 0 0 0 0 0 0 0 0 1 0 1 2
8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 2
8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1
8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1
8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Count Total 0 0 0 0 0 0 0 0 0 0 2 0 2 0
Peak Hour 0 0 0 0 0 0 0 0 0 0 1 0 1 0
Note: U-Turn volumes for bikes are included in Left-Turn, if any. www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

4 6
Santa Rosa Ave
Todd Rd

N Peak Hour Co

618

693

0 390
29 274

TEV:

PHF:

2,528

0.96 Todd Rd

31 52
40 0

0 123 0 0
0 0
66 1 0
4 Todd Rd

Two-Hour Count Summaries
Todd Rd Interval

Todd Rd

Santa Rosa Ave

Santa Rosa Ave

15-min

Rolling
Start Eastbound Westbound Northbound Southbound Total One Hour

Peak
Hour

Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Interval

Heavy Vehicle Totals

Bicycles

Pedestrians (Crossing Leg)
Start EB WB NB SB Total EB WB NB SB Total East West North South Total 4:00 PM 8 1 10 2 21 0 0 0 0 0 0 0 0 0 0
4:15 PM 9 0 10 4 23 0 0 0 2 2 2 2 0 0 4
4:30 PM 3 1 8 2 14 0 0 0 0 0 0 0 0 0 0
4:45 PM 2 1 11 4 18 0 0 0 2 2 1 1 0 0 2
5:00 PM 5 2 6 2 15 1 0 0 1 2 3 1 0 4 8
5:15 PM 2 0 10 4 16 0 0 0 0 0 5 3 0 4 12
5:30 PM 4 1 4 1 10 1 0 0 0 1 1 1 0 1 3
5:45 PM 2 0 2 3 7 0 0 1 0 1 0 0 0 0 0
Count Total 35 6 61 22 124 2 0 1 5 8 12 8 0 9 29
Peak Hour 19 4 35 12 70 1 0 0 5 6 6 4 0 4 14
Santa Rosa Ave
246 0
663 608 349 320
13 760 1,104 1,181
0 24
Santa Rosa Ave
0 5
0 0
0 0
Date: 04/02/2024
unt Period: 4:00 PM to 6:00 PM
Peak Hour: 4:15 PM to 5:15 PM

HV %: PHF
EB 2.7% 0.93
WB 3.3% 0.81
NB 3.2% 0.91
SB 2.0% 0.85
TOTAL 2.8% 0.96

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
4:00 PM 0 105 8 61 0 9 12 4 0 67 188 7 0 4 99 52 616 0
4:15 PM 0 102 11 66 0 10 13 4 0 85 211 8 0 2 89 57 658 0 4:30 PM 0 88 5 88 0 11 15 6 0 75 179 6 0 4 99 76 652 0
4:45 PM 0 87 9 50 0 5 9 12 0 87 194 7 0 2 83 54 599 2,525 5:00 PM 0 113 4 70 0 14 15 9 0 73 176 3 0 5 78 59 619 2,528 5:15 PM 0 77 3 65 0 9 5 2 0 70 170 9 0 4 100 58 572 2,442 5:30 PM 0 88 5 46 0 10 6 3 0 52 133 4 0 1 86 52 486 2,276 5:45 PM 0 73 6 49 0 4 6 2 0 50 86 0 0 3 106 53 438 2,115 Count Total 0 733 51 495 0 72 81 42 0 559 1,337 44 0 25 740 461 4,640 0 All 0 390 29 274 0 40 52 31 0 320 760 24 0 13 349 246 2,528 0 HV 0 6 1 12 0 0 2 2 0 23 9 3 0 1 3 8 70 0
HV% - 2% 3% 4% - 0% 4% 6% - 7% 1% 13% - 8% 1% 3% 3% 0

www.idaxdata.com
Project Manager: (415) 310-6469 [email protected]

Two-Hour Count Summaries - Heavy Vehicles
Interval
Start
Todd Rd Todd Rd Santa Rosa Ave Santa Rosa Ave
15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
4:00 PM 0 5 0 3 0 1 0 0 0 5 5 0 0 0 1 1 21 0
4:15 PM 0 3 1 5 0 0 0 0 0 6 4 0 0 0 0 4 23 0
4:30 PM 0 1 0 2 0 0 1 0 0 5 3 0 0 1 0 1 14 0
4:45 PM 0 0 0 2 0 0 0 1 0 6 2 3 0 0 3 1 18 76
5:00 PM 0 2 0 3 0 0 1 1 0 6 0 0 0 0 0 2 15 70
5:15 PM 0 1 0 1 0 0 0 0 0 9 1 0 0 0 2 2 16 63
5:30 PM 0 4 0 0 0 1 0 0 0 1 1 2 0 0 0 1 10 59
5:45 PM 0 1 0 1 0 0 0 0 0 1 1 0 0 0 2 1 7 48
Count Total 0 17 1 17 0 2 2 2 0 39 17 5 0 1 8 13 124 0
Peak Hour 0 6 1 12 0 0 2 2 0 23 9 3 0 1 3 8 70 0

Two-Hour Count Summaries - Bikes
Interval
Start
Todd Rd Todd Rd Santa Rosa Ave Santa Rosa Ave
15-min
Total
Rolling
One Hour
Eastbound Westbound Northbound Southbound

LT TH RT LT TH RT LT TH RT LT TH RT
4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:15 PM 0 0 0 0 0 0 0 0 0 0 2 0 2 0
4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:45 PM 0 0 0 0 0 0 0 0 0 0 2 0 2 4
5:00 PM 0 0 1 0 0 0 0 0 0 0 1 0 2 6
5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 4
5:30 PM 0 0 1 0 0 0 0 0 0 0 0 0 1 5
5:45 PM 0 0 0 0 0 0 0 1 0 0 0 0 1 4
Count Total 0 0 2 0 0 0 0 1 0 0 5 0 8 0
Peak Hour 0 0 1 0 0 0 0 0 0 0 5 0 6 0
Note: U-Turn volumes for bikes are included in Left-Turn, if any.

Appendix B:

Intersection LOS Worksheets

HCM 6th Signalized Intersection Summary
1: Santa Rosa Ave & Petaluma Hill Rd
South Santa Rosa Specific Plan
Existing AM
Fehr & Peers Synchro 11 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 0 0 0 0 0 416 1 525 16 165 572 0 Future Volume (veh/h) 0 0 0 0 0 416 1 525 16 165 572 0
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.98 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 0 1870 1870 1870 1870 1870 1870 1870 0 Adj Flow Rate, veh/h 0 0 447 1 565 16 177 615 0
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 0 2 2 2 2 2 2 2 0
Cap, veh/h 0 0 0 700 2729 77 217 3368 0
Arrive On Green 0.00 0.00 0.00 0.77 0.77 0.77 0.12 0.95 0.00 Sat Flow, veh/h 0 806 3526 100 1781 3647 0
Grp Volume(v), veh/h 0.0 1 284 297 177 615 0
Grp Sat Flow(s),veh/h/ln 806 1777 1849 1781 1777 0 Q Serve(g_s), s 0.0 4.1 4.1 9.1 1.0 0.0
Cycle Q Clear(g_c), s 0.0 4.1 4.1 9.1 1.0 0.0
Prop In Lane 1.00 0.05 1.00 0.00
Lane Grp Cap(c), veh/h 700 1375 1431 217 3368 0
V/C Ratio(X) 0.00 0.21 0.21 0.81 0.18 0.00
Avail Cap(c_a), veh/h 700 1375 1431 701 3368 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.98 0.98 0.98 1.00 1.00 0.00
Uniform Delay (d), s/veh 2.4 2.9 2.9 40.2 0.2 0.0 Incr Delay (d2), s/veh 0.0 0.3 0.3 7.2 0.1 0.0
Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 1.1 1.1 4.3 0.1 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 2.4 3.2 3.2 47.5 0.3 0.0
LnGrp LOS A A A D A
Approach Vol, veh/h 582 792
Approach Delay, s/veh 3.2 10.8
Approach LOS A B
Timer - Assigned Phs 4 7 8
Phs Duration (G+Y+Rc), s 94.0 16.4 77.6

Green Ext Time (p_c), s 4.7 0.5 3.7
Intersection Summary
HCM 6th Ctrl Delay, s/veh 7.6
HCM 6th LOS A
Change Period (Y+Rc), s 4.9 4.9 4.9
Max Green Setting (Gmax), s 85.1 37.0 43.2
Max Q Clear Time (g_c+I1), s 3.0 11.1 6.1

HCM 6th Signalized Intersection Summary
2: Santa Rosa Ave & Baker Overcrossing
South Santa Rosa Specific Plan
Existing AM
Fehr & Peers Synchro 11 Report

User approved volume balancing among the lanes for turning movement.

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 265 7 444 2 1 1 102 471 6 1 375 297 Future Volume (veh/h) 265 7 444 2 1 1 102 471 6 1 375 297 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.98 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 273 0 90 2 1 0 103 476 6 1 379 0
Peak Hour Factor 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 365 0 575 8 4 0 141 2460 31 2 3101
Arrive On Green 0.10 0.00 0.10 0.01 0.01 0.00 0.11 0.91 0.91 0.00 0.61 0.00 Sat Flow, veh/h 3563 0 3161 1207 603 0 1781 3593 45 1781 5274 0 Grp Volume(v), veh/h 273 0 90 3 0 0 103 235 247 1 379 0 Grp Sat Flow(s),veh/h/ln1781 0 1580 1810 0 0 1781 1777 1861 1781 1702 0 Q Serve(g_s), s 6.7 0.0 0.0 0.1 0.0 0.0 5.0 1.3 1.3 0.1 2.8 0.0 Cycle Q Clear(g_c), s 6.7 0.0 0.0 0.1 0.0 0.0 5.0 1.3 1.3 0.1 2.8 0.0 Prop In Lane 1.00 1.00 0.67 0.00 1.00 0.02 1.00 0.00 Lane Grp Cap(c), veh/h 365 0 575 12 0 0 141 1217 1274 2 3101 V/C Ratio(X) 0.75 0.00 0.16 0.25 0.00 0.00 0.73 0.19 0.19 0.41 0.12 Avail Cap(c_a), veh/h 689 0 862 396 0 0 299 1217 1274 146 3101 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.33 1.33 1.33 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 0.00 0.94 0.94 0.94 0.99 0.99 0.00 Uniform Delay (d), s/veh 39.2 0.0 31.0 44.5 0.0 0.0 39.3 1.3 1.3 44.9 7.5 0.0 Incr Delay (d2), s/veh 1.2 0.0 0.0 3.8 0.0 0.0 2.6 0.3 0.3 35.7 0.1 0.0 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln3.0 0.0 0.8 0.1 0.0 0.0 2.2 0.4 0.5 0.0 0.9 0.0 Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 40.4 0.0 31.1 48.3 0.0 0.0 41.9 1.7 1.6 80.6 7.6 0.0 LnGrp LOS D C D D A A F A
Approach Vol, veh/h 363 3 585 380
Approach Delay, s/veh 38.1 48.3 8.7 7.8
Approach LOS D D A A
Timer - Assigned Phs 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 13.8 12.0 59.6 4.6 5.0 66.5

Green Ext Time (p_c), s 0.5 0.1 2.1 0.0 0.0 2.8
Intersection Summary
HCM 6th Ctrl Delay, s/veh 16.6
HCM 6th LOS B
Notes
User approved pedestrian interval to be less than phase max green.

Unsignalized Delay for [SBR] is excluded from calculations of the approach delay and intersection delay.

Change Period (Y+Rc), s 4.6 4.9 4.9 4.0 4.9 4.9
Max Green Setting (Gmax), s 17.4 15.1 19.4 19.7 7.4 27.1 Max Q Clear Time (g_c+I1), s 8.7 7.0 4.8 2.1 2.1 3.3

HCM 6th Signalized Intersection Summary
3: Santa Rosa Ave & Colgan Ave
South Santa Rosa Specific Plan
Existing AM
Fehr & Peers Synchro 11 Report

Max Green Setting (Gma2x2),.4s 11.1 20.1 16.4 11.1 22.4 7.4 29.1

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 53 21 15 70 286 65 348 447 49 82 602 190 Future Volume (veh/h) 53 21 15 70 286 65 348 447 49 82 602 190 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 Adj Flow Rate, veh/h 55 22 0 72 295 67 359 461 30 85 621 196 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, % 3 3 3 3 3 3 3 3 3 3 3 3
Cap, veh/h 142 44 0 429 329 75 464 1511 98 109 1441 446 Arrive On Green 0.04 0.02 0.00 0.24 0.22 0.22 0.04 0.15 0.15 0.02 0.12 0.12 Sat Flow, veh/h 3428 1856 0 1767 1463 332 3428 3359 218 1767 3829 1184 Grp Volume(v), veh/h 55 22 0 72 0 362 359 241 250 85 546 271 Grp Sat Flow(s),veh/h/ln1714 1856 0 1767 0 1795 1714 1763 1815 1767 1689 1636 Q Serve(g_s), s 1.4 1.1 0.0 2.9 0.0 17.6 9.3 11.0 11.0 4.3 13.5 13.8 Cycle Q Clear(g_c), s 1.4 1.1 0.0 2.9 0.0 17.6 9.3 11.0 11.0 4.3 13.5 13.8 Prop In Lane 1.00 0.00 1.00 0.19 1.00 0.12 1.00 0.72 Lane Grp Cap(c), veh/h 142 44 0 429 0 403 464 793 816 109 1271 616 V/C Ratio(X) 0.39 0.50 0.00 0.17 0.00 0.90 0.77 0.30 0.31 0.78 0.43 0.44 Avail Cap(c_a), veh/h 423 229 0 440 0 447 766 793 816 145 1271 616 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 0.33 0.33 0.33 0.33 0.33 0.33 Upstream Filter(I) 1.00 1.00 0.00 0.96 0.00 0.96 0.97 0.97 0.97 0.96 0.96 0.96 Uniform Delay (d), s/veh 42.0 43.4 0.0 26.9 0.0 33.9 41.6 25.8 25.8 43.5 30.5 30.6 Incr Delay (d2), s/veh 2.4 8.7 0.0 0.2 0.0 18.8 2.7 1.0 0.9 16.5 0.2 0.5 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.6 0.6 0.0 1.2 0.0 9.5 4.3 5.3 5.4 2.4 6.1 6.1 Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 44.4 52.2 0.0 27.1 0.0 52.7 44.3 26.7 26.7 60.0 30.7 31.1 LnGrp LOS D D C D D C C E C C
Approach Vol, veh/h 77 434 850 902
Approach Delay, s/veh 46.7 48.4 34.2 33.6
Approach LOS D D C C
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), 2s6.4 6.7 17.1 39.8 8.3 24.8 11.5 45.4 Change Period (Y+Rc), s 4.6 4.6 4.9 5.9 4.6 4.6 5.9 4.9 Max Q Clear Time (g_c+I14),.9s 3.1 11.3 15.8 3.4 19.6 6.3 13.0 Green Ext Time (p_c), s 0.1 0.0 0.9 0.3 0.1 0.6 0.0 2.5 Intersection Summary
HCM 6th Ctrl Delay, s/veh 37.1
HCM 6th LOS D
Notes
User approved pedestrian interval to be less than phase max green.

HCM 6th Signalized Intersection Summary
4: Petaluma Hill Rd & Colgan Ave
South Santa Rosa Specific Plan
Existing AM
Fehr & Peers Synchro 11 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 53 7 71 3 5 7 293 570 6 10 327 126 Future Volume (veh/h) 53 7 71 3 5 7 293 570 6 10 327 126 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.97 1.00 1.00 1.00 0.99 1.00 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 Adj Flow Rate, veh/h 56 7 17 3 5 0 308 600 6 11 344 86
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 3 3 3 3 3 3 3 3 3 3 3 3
Cap, veh/h 96 12 204 8 13 0 763 1347 13 576 1256 1151
Arrive On Green 0.06 0.06 0.06 0.01 0.01 0.00 0.07 0.73 0.73 0.01 0.68 0.68 Sat Flow, veh/h 1579 197 1521 683 1138 0 1767 1834 18 1767 1856 1560 Grp Volume(v), veh/h 63 0 17 8 0 0 308 0 606 11 344 86
Grp Sat Flow(s),veh/h/ln1777 0 1521 1821 0 0 1767 0 1852 1767 1856 1560 Q Serve(g_s), s 3.8 0.0 1.1 0.5 0.0 0.0 5.4 0.0 14.2 0.2 8.1 1.7 Cycle Q Clear(g_c), s 3.8 0.0 1.1 0.5 0.0 0.0 5.4 0.0 14.2 0.2 8.1 1.7 Prop In Lane 0.89 1.00 0.37 0.00 1.00 0.01 1.00 1.00 Lane Grp Cap(c), veh/h 108 0 204 22 0 0 763 0 1361 576 1256 1151 V/C Ratio(X) 0.59 0.00 0.08 0.37 0.00 0.00 0.40 0.00 0.45 0.02 0.27 0.07 Avail Cap(c_a), veh/h 394 0 449 106 0 0 825 0 1361 645 1256 1151 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.90 0.00 0.90 1.00 0.00 0.00 0.79 0.00 0.79 1.00 1.00 1.00 Uniform Delay (d), s/veh 50.3 0.0 42.0 53.9 0.0 0.0 4.3 0.0 5.8 5.6 7.1 4.0 Incr Delay (d2), s/veh 4.5 0.0 0.2 10.3 0.0 0.0 0.3 0.0 0.8 0.0 0.5 0.1 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln1.8 0.0 0.4 0.3 0.0 0.0 1.5 0.0 4.6 0.1 3.0 0.7 Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 54.8 0.0 42.1 64.2 0.0 0.0 4.6 0.0 6.6 5.6 7.6 4.1 LnGrp LOS D D E A A A A A
Approach Vol, veh/h 80 8 914 441
Approach Delay, s/veh 52.1 64.2 5.9 6.9
Approach LOS D E A A
Timer - Assigned Phs 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 11.3 13.1 79.7 5.9 6.7 86.1

Green Ext Time (p_c), s 0.3 0.4 2.4 0.0 0.0 4.2
Intersection Summary
HCM 6th Ctrl Delay, s/veh 9.1
HCM 6th LOS A
Change Period (Y+Rc), s 4.6 5.3 5.3 4.6 5.3 5.3
Max Green Setting (Gmax), s 24.4 11.7 47.7 6.4 5.7 53.7 Max Q Clear Time (g_c+I1), s 5.8 7.4 10.1 2.5 2.2 16.2

HCM 6th Signalized Intersection Summary
5: Petaluma Hill Rd & Kawana Springs Rd
South Santa Rosa Specific Plan
Existing AM
Fehr & Peers Synchro 11 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 121 104 32 133 184 67 62 542 148 19 297 129 Future Volume (veh/h) 121 104 32 133 184 67 62 542 148 19 297 129 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.99 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 130 112 7 143 198 63 67 583 136 20 319 38 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 371 348 294 498 279 89 348 800 186 256 433 365 Arrive On Green 0.08 0.19 0.19 0.10 0.21 0.21 0.07 0.28 0.28 0.02 0.23 0.23 Sat Flow, veh/h 1781 1870 1577 1781 1357 432 1781 2859 665 1781 1870 1578 Grp Volume(v), veh/h 130 112 7 143 0 261 67 362 357 20 319 38 Grp Sat Flow(s),veh/h/ln1781 1870 1577 1781 0 1789 1781 1777 1748 1781 1870 1578 Q Serve(g_s), s 2.9 2.6 0.2 3.1 0.0 6.8 1.4 9.2 9.3 0.4 7.9 1.0 Cycle Q Clear(g_c), s 2.9 2.6 0.2 3.1 0.0 6.8 1.4 9.2 9.3 0.4 7.9 1.0 Prop In Lane 1.00 1.00 1.00 0.24 1.00 0.38 1.00 1.00 Lane Grp Cap(c), veh/h 371 348 294 498 0 368 348 497 489 256 433 365 V/C Ratio(X) 0.35 0.32 0.02 0.29 0.00 0.71 0.19 0.73 0.73 0.08 0.74 0.10 Avail Cap(c_a), veh/h 931 932 786 846 0 713 751 1770 1741 745 1863 1572 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 14.8 17.7 16.7 13.9 0.0 18.5 13.3 16.3 16.4 14.5 17.9 15.2 Incr Delay (d2), s/veh 0.2 0.5 0.0 0.1 0.0 2.5 0.1 0.8 0.8 0.0 0.9 0.0 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln1.0 1.0 0.1 1.1 0.0 2.8 0.4 3.0 3.0 0.1 2.9 0.3 Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 15.0 18.2 16.7 14.0 0.0 21.1 13.4 17.1 17.2 14.6 18.8 15.2 LnGrp LOS B B B B C B B B B B B
Approach Vol, veh/h 249 404 786 377
Approach Delay, s/veh 16.5 18.5 16.8 18.2
Approach LOS B B B B
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), 1s0.1 14.2 8.9 16.9 9.1 15.2 6.5 19.3

Green Ext Time (p_c), s 0.1 0.5 0.0 1.2 0.1 1.1 0.0 2.6 Intersection Summary
HCM 6th Ctrl Delay, s/veh 17.4
HCM 6th LOS B
Notes
User approved pedestrian interval to be less than phase max green.

Change Period (Y+Rc), s 4.9 4.9 5.3 5.3 4.9 4.9 5.3 5.3 Max Green Setting (Gma1x5),.0s 25.0 15.0 50.0 20.0 20.0 15.0 50.0 Max Q Clear Time (g_c+I15),.1s 4.6 3.4 9.9 4.9 8.8 2.4 11.3

HCM 6th Signalized Intersection Summary
6: Corby Ave & Hearn Ave
South Santa Rosa Specific Plan
Existing AM
Fehr & Peers Synchro 11 Report

Max Green Setting (Gma2x0),.4s 33.4 9.4 28.4 9.4 44.4 9.4 28.4

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 67 493 435 284 474 56 84 112 552 61 96 101 Future Volume (veh/h) 67 493 435 284 474 56 84 112 552 61 96 101 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 1.00 0.98 1.00 0.97 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 Adj Flow Rate, veh/h 71 524 187 302 504 54 89 119 480 65 102 67 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 3 3 3 3 3 3 3 3 3 3 3 3
Cap, veh/h 91 634 533 328 1528 163 112 479 690 83 250 164 Arrive On Green 0.05 0.34 0.34 0.19 0.48 0.48 0.06 0.26 0.26 0.05 0.24 0.24 Sat Flow, veh/h 1767 1856 1559 1767 3211 343 1767 1856 1542 1767 1034 679 Grp Volume(v), veh/h 71 524 187 302 276 282 89 119 480 65 0 169 Grp Sat Flow(s),veh/h/ln1767 1856 1559 1767 1763 1791 1767 1856 1542 1767 0 1713 Q Serve(g_s), s 4.4 28.5 9.9 18.5 10.7 10.8 5.5 5.6 27.7 4.0 0.0 9.1 Cycle Q Clear(g_c), s 4.4 28.5 9.9 18.5 10.7 10.8 5.5 5.6 27.7 4.0 0.0 9.1 Prop In Lane 1.00 1.00 1.00 0.19 1.00 1.00 1.00 0.40 Lane Grp Cap(c), veh/h 91 634 533 328 839 853 112 479 690 83 0 414 V/C Ratio(X) 0.78 0.83 0.35 0.92 0.33 0.33 0.79 0.25 0.70 0.78 0.00 0.41 Avail Cap(c_a), veh/h 151 634 533 328 839 853 151 479 690 151 0 442 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 0.84 0.84 0.84 1.00 1.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 51.6 33.2 27.1 44.0 17.9 17.9 50.8 32.3 24.7 51.8 0.0 35.1 Incr Delay (d2), s/veh 5.4 11.7 1.8 26.9 0.9 0.9 13.2 0.1 2.6 5.8 0.0 0.2 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln2.1 14.6 3.9 10.5 4.5 4.6 2.8 2.5 10.3 1.9 0.0 3.9 Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 57.0 44.9 28.9 71.0 18.8 18.8 64.0 32.4 27.3 57.6 0.0 35.3 LnGrp LOS E D C E B B E C C E D
Approach Vol, veh/h 782 860 688 234
Approach Delay, s/veh 42.2 37.1 32.9 41.5
Approach LOS D D C D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), 2s5.0 42.2 11.6 31.2 10.3 57.0 9.8 33.0 Change Period (Y+Rc), s 4.6 4.6 4.6 4.6 4.6 4.6 4.6 4.6 Max Q Clear Time (g_c+I210),.5s 30.5 7.5 11.1 6.4 12.8 6.0 29.7 Green Ext Time (p_c), s 0.0 1.5 0.0 0.5 0.0 3.7 0.0 0.0 Intersection Summary
HCM 6th Ctrl Delay, s/veh 37.9
HCM 6th LOS D

HCM 6th Signalized Intersection Summary
7: Santa Rosa Ave & Hearn Ave
South Santa Rosa Specific Plan
Existing AM
Fehr & Peers Synchro 11 Report

Min green cannot be greater than Max Green.

HCM 6th Signalized Intersection Summary South Santa Rosa Specific Plan Existing AM 8: Santa Rosa Ave & Yolanda Ave / US-101 NB Off-Ramp/Yolanda Ave Fehr & Peers Synchro 11 Report

Max Green Setting (Gma1x2),.4s 16.1 12.1 34.7 14.4 * 14 16.1 30.4 * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 151 31 15 96 305 142 402 644 126 209 530 273 Future Volume (veh/h) 151 31 15 96 305 142 402 644 126 209 530 273 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.98 1.00 0.98 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1826 1826 1826 1826 1826 1826 1826 1826 1826 1826 1826 1826 Adj Flow Rate, veh/h 154 32 1 98 311 37 410 657 45 213 541 248 Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 Percent Heavy Veh, % 5 5 5 5 5 5 5 5 5 5 5 5
Cap, veh/h 231 57 48 343 286 242 454 1798 789 293 1644 827 Arrive On Green 0.07 0.03 0.03 0.20 0.16 0.16 0.13 0.52 0.52 0.17 0.95 0.95 Sat Flow, veh/h 3374 1826 1547 1739 1826 1547 3374 3469 1522 3374 3469 1521 Grp Volume(v), veh/h 154 32 1 98 311 37 410 657 45 213 541 248 Grp Sat Flow(s),veh/h/ln1687 1826 1547 1739 1826 1547 1687 1735 1522 1687 1735 1521 Q Serve(g_s), s 4.0 1.6 0.0 4.3 14.1 1.5 10.8 10.1 1.3 5.4 1.1 1.0 Cycle Q Clear(g_c), s 4.0 1.6 0.0 4.3 14.1 1.5 10.8 10.1 1.3 5.4 1.1 1.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 231 57 48 343 286 242 454 1798 789 293 1644 827 V/C Ratio(X) 0.67 0.56 0.02 0.29 1.09 0.15 0.90 0.37 0.06 0.73 0.33 0.30 Avail Cap(c_a), veh/h 540 327 277 343 286 242 454 1798 789 603 1644 827 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.64 0.64 0.64 Uniform Delay (d), s/veh 40.9 43.0 25.6 30.7 38.0 20.9 38.4 12.9 10.8 36.2 1.3 1.0 Incr Delay (d2), s/veh 3.3 8.4 0.2 0.2 78.5 0.3 21.3 0.6 0.1 2.2 0.3 0.6 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln1.7 0.8 0.0 1.8 12.3 0.7 5.7 3.8 0.4 2.1 0.4 0.3 Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 44.2 51.4 25.8 30.9 116.4 21.2 59.6 13.5 10.9 38.4 1.6 1.6 LnGrp LOS D D C C F C E B B D A A
Approach Vol, veh/h 187 446 1112 1002
Approach Delay, s/veh 45.4 89.7 30.4 9.4
Approach LOS D F C A
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), 2s1.6 6.4 15.7 46.2 10.1 18.0 11.4 50.5 Change Period (Y+Rc), s 3.9 3.6 3.6 3.6 3.9 * 3.9 3.6 3.9 Max Q Clear Time (g_c+I16),.3s 3.6 12.8 3.1 6.0 16.1 7.4 12.1 Green Ext Time (p_c), s 0.0 0.1 0.0 4.8 0.3 0.0 0.4 4.3 Intersection Summary
HCM 6th Ctrl Delay, s/veh 33.4
HCM 6th LOS C
Notes
User approved pedestrian interval to be less than phase max green.

Fehr & Peers Synchro 11 Report

HCM 6th AWSC South Santa Rosa Specific Plan
9: Moorland Ave & Bellevue Ave Existing AM

Intersection
Intersection Delay, s/veh 19.8
Intersection LOS C

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 7 179 60 56 329 0 191 10 180 4 0 3
Future Vol, veh/h 7 179 60 56 329 0 191 10 180 4 0 3
Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Heavy Vehicles, % 4 4 4 4 4 4 4 4 4 4 4 4
Mvmt Flow 8 203 68 64 374 0 217 11 205 5 0 3
Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 0
Approach EB WB NB SB
Opposing Approach WB EB SB NB
Opposing Lanes 1 1 1 1
Conflicting Approach Left SB NB EB WB
Conflicting Lanes Left 1 1 1 1
Conflicting Approach Right NB SB WB EB
Conflicting Lanes Right 1 1 1 1
HCM Control Delay, s/veh 14.1 22.1 21.3 10.2

HCM LOS B C C B

Lane NBLn1 EBLn1 WBLn1 SBLn1
Vol Left, % 50% 3% 15% 57%
Vol Thru, % 3% 73% 85% 0%
Vol Right, % 47% 24% 0% 43%
Sign Control Stop Stop Stop Stop
Traffic Vol by Lane 381 246 385 7
LT Vol 191 7 56 4
Through Vol 10 179 329 0
RT Vol 180 60 0 3
Lane Flow Rate 433 280 438 8
Geometry Grp 1 1 1 1
Degree of Util (X) 0.698 0.462 0.71 0.016
Departure Headway (Hd) 5.802 5.944 5.841 7.051
Convergence, Y/N Yes Yes Yes Yes
Cap 619 601 613 511
Service Time 3.88 4.038 3.924 5.051
HCM Lane V/C Ratio 0.7 0.466 0.715 0.016
HCM Control Delay, s/veh 21.3 14.1 22.1 10.2
HCM Lane LOS C B C B
HCM 95th-tile Q 5.6 2.4 5.8 0

HCM 6th TWSC
10: Santa Rosa Ave & Bellevue Ave
South Santa Rosa Specific Plan
Existing AM
Fehr & Peers Synchro 11 Report

Intersection
Int Delay, s/veh 28.3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 0 0 2 60 0 223 3 650 129 167 401 3
Future Vol, veh/h 0 0 2 60 0 223 3 650 129 167 401 3
Conflicting Peds, #/hr 0 0 0 0 0 0 5 0 6 6 0 5
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None
Storage Length - - - - - 60 200 - - 200 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 74 74 74 74 74 74 74 74 74 74 74 74
Heavy Vehicles, % 4 4 4 4 4 4 4 4 4 4 4 4
Mvmt Flow 0 0 3 81 0 301 4 878 174 226 542 4

Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 1448 2067 278 1702 1982 532 551 0 0 1058 0 0 Stage 1 1001 1001 - 979 979 - - - - - - -
Stage 2 447 1066 - 723 1003 - - - - - - -
Critical Hdwy 7.58 6.58 6.98 7.58 6.58 6.98 4.18 - - 4.18 - - Critical Hdwy Stg 1 6.58 5.58 - 6.58 5.58 - - - - - - - Critical Hdwy Stg 2 6.58 5.58 - 6.58 5.58 - - - - - - - Follow-up Hdwy 3.54 4.04 3.34 3.54 4.04 3.34 2.24 - - 2.24 - - Pot Cap-1 Maneuver 90 52 713 ~ 58 59 487 1001 - - 642 - - Stage 1 256 314 - 265 322 - - - - - - -
Stage 2 555 293 - 379 314 - - - - - - -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 24 33 710 ~ 42 38 484 996 - - 638 - - Mov Cap-2 Maneuver 24 33 - ~ 42 38 - - - - - - -
Stage 1 254 202 - 262 319 - - - - - - -
Stage 2 209 290 - 244 202 - - - - - - -

Approach EB WB NB SB
HCM Control Delay, s/v 10.1 155.4 0 4

HCM LOS B F

Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1WBLn2 SBL SBT SBR Capacity (veh/h) 996 - - 710 42 484 638 - -

HCM 95th %tile Q (veh) 0 - - 0 8.5 4.2 1.6 - -
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM Lane V/C Ratio 0.004 - - 0.004 1.931 0.623 0.354 - - HCM Control Delay (s/veh) 8.6 - - 10.1 $ 644 23.9 13.7 - - HCM Lane LOS A - - B F C B - -

HCM 6th Signalized Intersection Summary
11: Santa Rosa Ave & E Robles Ave
South Santa Rosa Specific Plan
Existing AM
Fehr & Peers Synchro 11 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 16 0 5 51 0 90 1 512 10 26 433 6 Future Volume (veh/h) 16 0 5 51 0 90 1 512 10 26 433 6
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 0.98 1.00 0.98 0.99 1.00 0.97 1.00 0.95 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1826 1826 1826 1826 1826 1826 1826 1826 1826 1826 1826 1826 Adj Flow Rate, veh/h 20 0 0 63 0 20 1 632 10 32 535 6
Peak Hour Factor 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 Percent Heavy Veh, % 5 5 5 5 5 5 5 5 5 5 5 5
Cap, veh/h 333 0 0 360 0 104 6 1215 19 55 1328 15
Arrive On Green 0.07 0.00 0.00 0.07 0.00 0.07 0.00 0.35 0.35 0.03 0.38 0.38 Sat Flow, veh/h 1091 0 0 1359 0 1531 1739 3494 55 1739 3512 39 Grp Volume(v), veh/h 20 0 0 63 0 20 1 314 328 32 264 277 Grp Sat Flow(s),veh/h/ln 1091 0 0 1359 0 1531 1739 1735 1814 1739 1735 1817 Q Serve(g_s), s 0.4 0.0 0.0 0.3 0.0 0.3 0.0 4.0 4.0 0.5 3.1 3.1 Cycle Q Clear(g_c), s 0.7 0.0 0.0 1.1 0.0 0.3 0.0 4.0 4.0 0.5 3.1 3.1 Prop In Lane 1.00 0.00 1.00 1.00 1.00 0.03 1.00 0.02 Lane Grp Cap(c), veh/h 333 0 0 360 0 104 6 603 631 55 656 687 V/C Ratio(X) 0.06 0.00 0.00 0.17 0.00 0.19 0.16 0.52 0.52 0.58 0.40 0.40 Avail Cap(c_a), veh/h 720 0 0 999 0 824 624 1743 1823 749 1494 1564 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 12.6 0.0 0.0 12.6 0.0 12.3 13.9 7.2 7.2 13.3 6.4 6.4 Incr Delay (d2), s/veh 0.0 0.0 0.0 0.1 0.0 0.3 4.4 0.3 0.2 3.6 0.1 0.1 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.1 0.0 0.0 0.3 0.0 0.1 0.0 0.7 0.7 0.2 0.5 0.5 Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 12.6 0.0 0.0 12.7 0.0 12.6 18.2 7.5 7.5 16.9 6.5 6.5 LnGrp LOS B B B B A A B A A
Approach Vol, veh/h 20 83 643 573
Approach Delay, s/veh 12.6 12.6 7.5 7.1
Approach LOS B B A A
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 6.3 15.1 6.5 5.4 15.9 6.5

Green Ext Time (p_c), s 0.0 1.6 0.0 0.0 1.3 0.1
Intersection Summary
HCM 6th Ctrl Delay, s/veh 7.7
HCM 6th LOS A
Notes
User approved pedestrian interval to be less than phase max green.

Change Period (Y+Rc), s 5.4 5.4 4.6 5.4 5.4 4.6
Max Green Setting (Gmax), s 12.0 28.0 10.0 10.0 24.0 15.0 Max Q Clear Time (g_c+I1), s 2.5 6.0 2.7 2.0 5.1 3.1

HCM 6th Signalized Intersection Summary South Santa Rosa Specific Plan Existing AM 12: S Moorland Ave & Todd Rd/Todd Rd / US-101 SB Off-Ramp Fehr & Peers Synchro 11 Report

User approved volume balancing among the lanes for turning movement.

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 0 286 348 264 227 0 483 0 61 0 0 0 Future Volume (veh/h) 0 286 348 264 227 0 483 0 61 0 0 0 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1752 1752 1752 1752 1752 0 1752 1752 1752 1752 1752 1752 Adj Flow Rate, veh/h 0 295 74 272 234 0 498 0 42 0 0 0
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, % 10 10 10 10 10 0 10 10 10 10 10 10 Cap, veh/h 0 374 317 349 366 0 562 0 1001 0 5 0
Arrive On Green 0.00 0.21 0.21 0.21 0.21 0.00 0.34 0.00 0.34 0.00 0.00 0.00 Sat Flow, veh/h 0 1752 1485 1668 1752 0 1668 0 2969 0 1752 0 Grp Volume(v), veh/h 0 295 74 272 234 0 498 0 42 0 0 0
Grp Sat Flow(s),veh/h/ln 0 1752 1485 1668 1752 0 1668 0 1485 0 1752 0 Q Serve(g_s), s 0.0 6.1 1.6 5.9 4.7 0.0 10.8 0.0 0.4 0.0 0.0 0.0 Cycle Q Clear(g_c), s 0.0 6.1 1.6 5.9 4.7 0.0 10.8 0.0 0.4 0.0 0.0 0.0 Prop In Lane 0.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 Lane Grp Cap(c), veh/h 0 374 317 349 366 0 562 0 1001 0 5 0 V/C Ratio(X) 0.00 0.79 0.23 0.78 0.64 0.00 0.89 0.00 0.04 0.00 0.00 0.00 Avail Cap(c_a), veh/h 0 916 776 1308 1373 0 1090 0 1940 0 366 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 1.00 1.00 1.00 0.00 1.00 0.00 1.00 0.00 0.00 0.00 Uniform Delay (d), s/veh 0.0 14.2 12.5 14.3 13.8 0.0 12.0 0.0 8.5 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 1.4 0.1 1.4 0.7 0.0 1.9 0.0 0.0 0.0 0.0 0.0 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.0 2.0 0.4 1.9 1.5 0.0 3.2 0.0 0.1 0.0 0.0 0.0 Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 0.0 15.7 12.6 15.7 14.5 0.0 13.9 0.0 8.5 0.0 0.0 0.0 LnGrp LOS B B B B B A
Approach Vol, veh/h 369 506 540 0
Approach Delay, s/veh 15.1 15.2 13.5 0.0
Approach LOS B B B
Timer - Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 0.0 11.4 15.9 11.0

Green Ext Time (p_c), s 0.0 0.2 0.1 0.1
Intersection Summary
HCM 6th Ctrl Delay, s/veh 14.5
HCM 6th LOS B
Notes
User approved pedestrian interval to be less than phase max green.

Change Period (Y+Rc), s 3.0 3.2 3.0 3.0
Max Green Setting (Gmax), s 8.0 20.0 25.0 30.0
Max Q Clear Time (g_c+I1), s 0.0 8.1 12.8 7.9

HCM 6th Signalized Intersection Summary South Santa Rosa Specific Plan Existing AM 13: Todd Rd Overpass & Todd Rd / US-101 NB Off-Ramp/Todd Rd Fehr & Peers Synchro 11 Report

Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 80 268 279 281 176 461
Future Volume (veh/h) 80 268 279 281 176 461
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1752 1752 1752 1752 1752 1752
Adj Flow Rate, veh/h 86 34 337 250 189 285
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, % 10 10 10 10 10 10
Cap, veh/h 412 184 982 1057 280 1207
Arrive On Green 0.12 0.12 0.29 0.60 0.17 0.17
Sat Flow, veh/h 3416 1485 3337 1752 1668 2613
Grp Volume(v), veh/h 86 34 337 250 189 285
Grp Sat Flow(s),veh/h/ln1664 1485 1668 1752 1668 1306
Q Serve(g_s), s 0.8 0.7 2.6 2.1 3.4 2.1
Cycle Q Clear(g_c), s 0.8 0.7 2.6 2.1 3.4 2.1
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 412 184 982 1057 280 1207
V/C Ratio(X) 0.21 0.19 0.34 0.24 0.67 0.24
Avail Cap(c_a), veh/h 2058 918 5158 1057 516 1576
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 12.8 12.7 9.0 3.0 12.6 5.3
Incr Delay (d2), s/veh 0.1 0.2 0.4 0.0 1.1 0.0
Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln0.2 0.2 0.7 0.2 1.1 0.4
Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 12.8 12.9 9.4 3.0 13.7 5.3
LnGrp LOS B B A A B A
Approach Vol, veh/h 120 587 474
Approach Delay, s/veh 12.9 6.7 8.6
Approach LOS B A A
Timer - Assigned Phs 1 2 6 8
Phs Duration (G+Y+Rc), 1s5.5 7.7 23.2 9.1
Change Period (Y+Rc), s 6.0 3.7 3.7 3.7
Max Q Clear Time (g_c+I14),.6s 2.8 4.1 5.4
Green Ext Time (p_c), s 3.1 0.1 0.2 0.1
Intersection Summary
HCM 6th Ctrl Delay, s/veh 8.1
HCM 6th LOS A
Notes
User approved volume balancing among the lanes for turning movement.

Max Green Setting (Gma5x0),.0s 20.0 15.0 10.0
HCM 6th Signalized Intersection Summary
14: Santa Rosa Ave & Todd Rd/E Todd Rd
South Santa Rosa Specific Plan
Existing AM
Fehr & Peers Synchro 11 Report

User approved volume balancing among the lanes for turning movement.

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 268 32 241 12 19 7 305 425 13 11 289 236 Future Volume (veh/h) 268 32 241 12 19 7 305 425 13 11 289 236 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.98 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1796 1796 1796 1796 1796 1796 1796 1796 1796 1796 1796 1796 Adj Flow Rate, veh/h 312 0 40 13 20 0 328 457 6 12 311 65 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 7 7 7 7 7 7 7 7 7 7 7 7
Cap, veh/h 473 0 210 51 54 0 389 1233 548 21 521 228
Arrive On Green 0.14 0.00 0.14 0.03 0.03 0.00 0.23 0.36 0.36 0.01 0.15 0.15 Sat Flow, veh/h 3421 0 1519 1711 1796 0 1711 3413 1516 1711 3413 1493 Grp Volume(v), veh/h 312 0 40 13 20 0 328 457 6 12 311 65 Grp Sat Flow(s),veh/h/ln1711 0 1519 1711 1796 0 1711 1706 1516 1711 1706 1493 Q Serve(g_s), s 4.0 0.0 1.1 0.3 0.5 0.0 8.4 4.5 0.1 0.3 3.9 1.8 Cycle Q Clear(g_c), s 4.0 0.0 1.1 0.3 0.5 0.0 8.4 4.5 0.1 0.3 3.9 1.8 Prop In Lane 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 473 0 210 51 54 0 389 1233 548 21 521 228 V/C Ratio(X) 0.66 0.00 0.19 0.25 0.37 0.00 0.84 0.37 0.01 0.57 0.60 0.29 Avail Cap(c_a), veh/h 1343 0 596 373 392 0 634 1787 794 373 1191 521 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 18.7 0.0 17.5 21.7 21.8 0.0 16.9 10.8 9.4 22.5 18.1 17.2 Incr Delay (d2), s/veh 0.6 0.0 0.2 1.0 1.6 0.0 2.7 0.1 0.0 8.6 0.4 0.3 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln1.4 0.0 0.3 0.1 0.2 0.0 3.0 1.3 0.0 0.2 1.3 0.5 Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 19.3 0.0 17.6 22.7 23.4 0.0 19.6 10.9 9.4 31.1 18.5 17.5 LnGrp LOS B B C C B B A C B B
Approach Vol, veh/h 352 33 791 388
Approach Delay, s/veh 19.1 23.1 14.5 18.7
Approach LOS B C B B
Timer - Assigned Phs 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 11.4 15.5 12.4 6.5 6.0 22.0

Green Ext Time (p_c), s 0.4 0.2 0.8 0.0 0.0 1.4
Intersection Summary
HCM 6th Ctrl Delay, s/veh 16.8
HCM 6th LOS B
Notes
User approved pedestrian interval to be less than phase max green. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.

Change Period (Y+Rc), s 5.1 5.1 5.4 5.1 5.4 * 5.4
Max Green Setting (Gmax), s 18.0 17.0 16.0 10.0 10.0 * 24 Max Q Clear Time (g_c+I1), s 6.0 10.4 5.9 2.5 2.3 6.5

HCM 6th Signalized Intersection Summary
1: Santa Rosa Ave & Petaluma Hill Rd
South Santa Rosa Specific Plan
Existing PM
Fehr & Peers Synchro 11 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 0 0 0 0 0 332 1 782 30 328 876 0 Future Volume (veh/h) 0 0 0 0 0 332 1 782 30 328 876 0
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.97 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 0 1885 1885 1885 1885 1885 1885 1885 0 Adj Flow Rate, veh/h 0 0 346 1 815 29 342 912 0
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 0 1 1 1 1 1 1 1 0
Cap, veh/h 0 0 0 495 2342 83 393 3373 0
Arrive On Green 0.00 0.00 0.00 0.66 0.66 0.66 0.22 0.94 0.00 Sat Flow, veh/h 0 616 3524 125 1795 3676 0
Grp Volume(v), veh/h 0.0 1 414 430 342 912 0
Grp Sat Flow(s),veh/h/ln 616 1791 1859 1795 1791 0 Q Serve(g_s), s 0.0 8.5 8.5 15.4 1.7 0.0
Cycle Q Clear(g_c), s 0.0 8.5 8.5 15.4 1.7 0.0
Prop In Lane 1.00 0.07 1.00 0.00
Lane Grp Cap(c), veh/h 495 1190 1235 393 3373 0
V/C Ratio(X) 0.00 0.35 0.35 0.87 0.27 0.00
Avail Cap(c_a), veh/h 495 1190 1235 748 3373 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.97 0.97 0.97 1.00 1.00 0.00
Uniform Delay (d), s/veh 4.7 6.1 6.1 31.7 0.2 0.0 Incr Delay (d2), s/veh 0.0 0.8 0.8 6.0 0.2 0.0
Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 2.8 2.9 7.1 0.1 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 4.7 6.9 6.9 37.7 0.4 0.0
LnGrp LOS A A A D A
Approach Vol, veh/h 845 1254
Approach Delay, s/veh 6.9 10.6
Approach LOS A B
Timer - Assigned Phs 4 7 8
Phs Duration (G+Y+Rc), s 84.0 23.3 60.7

Green Ext Time (p_c), s 7.9 0.9 5.5
Intersection Summary
HCM 6th Ctrl Delay, s/veh 9.1
HCM 6th LOS A
Change Period (Y+Rc), s 4.9 4.9 4.9
Max Green Setting (Gmax), s 75.1 35.0 35.2
Max Q Clear Time (g_c+I1), s 3.7 17.4 10.5

HCM 6th Signalized Intersection Summary
2: Santa Rosa Ave & Baker Overcrossing
South Santa Rosa Specific Plan
Existing PM
Fehr & Peers Synchro 11 Report

User approved volume balancing among the lanes for turning movement.

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 236 0 715 2 1 7 211 702 2 3 702 368 Future Volume (veh/h) 236 0 715 2 1 7 211 702 2 3 702 368 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 1.00 1.00 0.97 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1885 1885 1885 1885 1885 1885 1885 1885 1885 1885 1885 1885 Adj Flow Rate, veh/h 241 0 174 2 1 0 215 716 2 3 716 0
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 Percent Heavy Veh, % 1 1 1 1 1 1 1 1 1 1 1 1
Cap, veh/h 318 0 705 22 11 0 240 2697 8 7 3121
Arrive On Green 0.09 0.00 0.09 0.02 0.02 0.00 0.27 1.00 1.00 0.00 0.61 0.00 Sat Flow, veh/h 3591 0 3141 1216 608 0 1795 3664 10 1795 5316 0 Grp Volume(v), veh/h 241 0 174 3 0 0 215 350 368 3 716 0 Grp Sat Flow(s),veh/h/ln1795 0 1571 1824 0 0 1795 1791 1883 1795 1716 0 Q Serve(g_s), s 7.9 0.0 0.0 0.2 0.0 0.0 13.8 0.0 0.0 0.2 7.6 0.0 Cycle Q Clear(g_c), s 7.9 0.0 0.0 0.2 0.0 0.0 13.8 0.0 0.0 0.2 7.6 0.0 Prop In Lane 1.00 1.00 0.67 0.00 1.00 0.01 1.00 0.00 Lane Grp Cap(c), veh/h 318 0 705 33 0 0 240 1318 1386 7 3121 V/C Ratio(X) 0.76 0.00 0.25 0.09 0.00 0.00 0.90 0.27 0.27 0.42 0.23 Avail Cap(c_a), veh/h 778 0 1108 321 0 0 376 1318 1386 111 3121 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 0.00 0.86 0.86 0.86 0.97 0.97 0.00 Uniform Delay (d), s/veh 53.4 0.0 38.4 58.0 0.0 0.0 43.1 0.0 0.0 59.6 10.8 0.0 Incr Delay (d2), s/veh 1.4 0.0 0.1 0.4 0.0 0.0 9.8 0.4 0.4 13.6 0.2 0.0 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln3.6 0.0 2.1 0.1 0.0 0.0 5.9 0.2 0.2 0.1 2.8 0.0 Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 54.8 0.0 38.4 58.4 0.0 0.0 52.9 0.4 0.4 73.2 11.0 0.0 LnGrp LOS D D E D A A E B
Approach Vol, veh/h 415 3 933 719
Approach Delay, s/veh 48.0 58.4 12.5 11.2
Approach LOS D E B B
Timer - Assigned Phs 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 15.2 20.9 77.7 6.2 5.4 93.2

Green Ext Time (p_c), s 0.8 0.2 4.7 0.0 0.0 4.9
Intersection Summary
HCM 6th Ctrl Delay, s/veh 19.2
HCM 6th LOS B
Notes
User approved pedestrian interval to be less than phase max green.

Unsignalized Delay for [SBR] is excluded from calculations of the approach delay and intersection delay.

Change Period (Y+Rc), s 4.6 4.9 4.9 4.0 4.9 4.9
Max Green Setting (Gmax), s 26.0 25.1 29.4 21.1 7.4 47.1 Max Q Clear Time (g_c+I1), s 9.9 15.8 9.6 2.2 2.2 2.0

HCM 6th Signalized Intersection Summary
3: Santa Rosa Ave & Colgan Ave
South Santa Rosa Specific Plan
Existing PM
Fehr & Peers Synchro 11 Report

Max Green Setting (Gma2x5),.4s 15.1 26.1 33.4 15.1 25.4 13.4 46.1

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 96 32 36 94 178 62 633 755 92 96 1086 224 Future Volume (veh/h) 96 32 36 94 178 62 633 755 92 96 1086 224 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.97 1.00 0.98 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1885 1885 1885 1885 1885 1885 1885 1885 1885 1885 1885 1885 Adj Flow Rate, veh/h 98 33 0 96 182 63 646 770 68 98 1108 229 Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 Percent Heavy Veh, % 1 1 1 1 1 1 1 1 1 1 1 1
Cap, veh/h 156 52 0 315 212 73 697 1867 165 121 1831 378 Arrive On Green 0.04 0.03 0.00 0.06 0.05 0.05 0.40 1.00 1.00 0.14 0.86 0.86 Sat Flow, veh/h 3483 1885 0 1795 1338 463 3483 3320 293 1795 4259 880 Grp Volume(v), veh/h 98 33 0 96 0 245 646 415 423 98 893 444 Grp Sat Flow(s),veh/h/ln1742 1885 0 1795 0 1801 1742 1791 1822 1795 1716 1707 Q Serve(g_s), s 3.3 2.1 0.0 6.2 0.0 16.2 21.2 0.0 0.0 6.4 9.1 9.1 Cycle Q Clear(g_c), s 3.3 2.1 0.0 6.2 0.0 16.2 21.2 0.0 0.0 6.4 9.1 9.1 Prop In Lane 1.00 0.00 1.00 0.26 1.00 0.16 1.00 0.52 Lane Grp Cap(c), veh/h 156 52 0 315 0 286 697 1007 1025 121 1475 734 V/C Ratio(X) 0.63 0.63 0.00 0.30 0.00 0.86 0.93 0.41 0.41 0.81 0.61 0.61 Avail Cap(c_a), veh/h 438 237 0 380 0 381 758 1007 1025 200 1475 734 HCM Platoon Ratio 1.00 1.00 1.00 0.33 0.33 0.33 2.00 2.00 2.00 2.00 2.00 2.00 Upstream Filter(I) 1.00 1.00 0.00 0.98 0.00 0.98 0.95 0.95 0.95 0.90 0.90 0.90 Uniform Delay (d), s/veh 56.3 57.7 0.0 49.5 0.0 55.5 35.2 0.0 0.0 51.1 5.4 5.4 Incr Delay (d2), s/veh 5.9 11.8 0.0 0.5 0.0 13.5 16.1 1.2 1.2 10.7 0.6 1.3 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln1.6 1.2 0.0 2.9 0.0 8.9 8.6 0.3 0.3 3.0 2.0 2.1 Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 62.2 69.5 0.0 50.0 0.0 69.0 51.2 1.2 1.2 61.8 6.1 6.7 LnGrp LOS E E D E D A A E A A
Approach Vol, veh/h 131 341 1484 1435
Approach Delay, s/veh 64.0 63.7 23.0 10.1
Approach LOS E E C B
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), 2s5.7 7.9 28.9 57.5 10.0 23.6 14.0 72.4 Change Period (Y+Rc), s 4.6 4.6 4.9 5.9 4.6 4.6 5.9 4.9 Max Q Clear Time (g_c+I18),.2s 4.1 23.2 11.1 5.3 18.2 8.4 2.0 Green Ext Time (p_c), s 0.2 0.1 0.8 9.7 0.3 0.7 0.1 6.0 Intersection Summary
HCM 6th Ctrl Delay, s/veh 23.2
HCM 6th LOS C
Notes
User approved pedestrian interval to be less than phase max green.

HCM 6th Signalized Intersection Summary
4: Petaluma Hill Rd & Colgan Ave
South Santa Rosa Specific Plan
Existing PM
Fehr & Peers Synchro 11 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 98 9 91 7 16 6 154 526 4 13 637 128 Future Volume (veh/h) 98 9 91 7 16 6 154 526 4 13 637 128 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 1.00 1.00 0.97 1.00 0.97 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1885 1885 1885 1885 1885 1885 1885 1885 1885 1885 1885 1885 Adj Flow Rate, veh/h 102 9 17 7 17 0 160 548 4 14 664 96 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 1 1 1 1 1 1 1 1 1 1 1 1
Cap, veh/h 145 13 206 15 36 0 495 1317 10 589 1275 1191 Arrive On Green 0.09 0.09 0.09 0.03 0.03 0.00 0.04 0.70 0.70 0.02 0.68 0.68 Sat Flow, veh/h 1656 146 1561 542 1316 0 1795 1869 14 1795 1885 1554 Grp Volume(v), veh/h 111 0 17 24 0 0 160 0 552 14 664 96 Grp Sat Flow(s),veh/h/ln1802 0 1561 1858 0 0 1795 0 1882 1795 1885 1554 Q Serve(g_s), s 7.2 0.0 1.1 1.5 0.0 0.0 3.3 0.0 14.7 0.3 21.1 1.9 Cycle Q Clear(g_c), s 7.2 0.0 1.1 1.5 0.0 0.0 3.3 0.0 14.7 0.3 21.1 1.9 Prop In Lane 0.92 1.00 0.29 0.00 1.00 0.01 1.00 1.00 Lane Grp Cap(c), veh/h 157 0 206 51 0 0 495 0 1326 589 1275 1191 V/C Ratio(X) 0.71 0.00 0.08 0.47 0.00 0.00 0.32 0.00 0.42 0.02 0.52 0.08 Avail Cap(c_a), veh/h 366 0 388 99 0 0 501 0 1326 646 1275 1191 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.83 0.00 0.83 1.00 0.00 0.00 0.88 0.00 0.88 1.00 1.00 1.00 Uniform Delay (d), s/veh 53.3 0.0 45.8 57.5 0.0 0.0 7.5 0.0 7.4 6.3 9.7 3.6 Incr Delay (d2), s/veh 4.8 0.0 0.1 6.5 0.0 0.0 0.3 0.0 0.8 0.0 1.5 0.1 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln3.4 0.0 0.4 0.8 0.0 0.0 1.1 0.0 5.4 0.1 8.4 0.8 Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 58.0 0.0 45.9 64.0 0.0 0.0 7.9 0.0 8.3 6.3 11.2 3.7 LnGrp LOS E D E A A A B A
Approach Vol, veh/h 128 24 712 774
Approach Delay, s/veh 56.4 64.0 8.2 10.2
Approach LOS E E A B
Timer - Assigned Phs 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 15.1 10.6 86.5 7.9 7.2 89.9

Green Ext Time (p_c), s 0.5 0.0 5.5 0.0 0.0 3.8
Intersection Summary
HCM 6th Ctrl Delay, s/veh 13.7
HCM 6th LOS B
Change Period (Y+Rc), s 4.6 5.3 5.3 4.6 5.3 5.3
Max Green Setting (Gmax), s 24.4 5.7 63.7 6.4 5.7 63.7
Max Q Clear Time (g_c+I1), s 9.2 5.3 23.1 3.5 2.3 16.7

HCM 6th Signalized Intersection Summary
5: Petaluma Hill Rd & Kawana Springs Rd
South Santa Rosa Specific Plan
Existing PM
Fehr & Peers Synchro 11 Report

Max Green Setting (Gma1x5),.0s 25.0 15.0 50.0 20.0 20.0 15.0 50.0

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 165 174 108 122 142 36 116 466 185 33 433 201 Future Volume (veh/h) 165 174 108 122 142 36 116 466 185 33 433 201 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 0.99 0.99 0.99 0.98 1.00 0.99 0.99 0.96 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1885 1885 1885 1885 1885 1885 1885 1885 1885 1885 1885 1885 Adj Flow Rate, veh/h 176 185 24 130 151 31 123 496 164 35 461 112 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 1 1 1 1 1 1 1 1 1 1 1 1
Cap, veh/h 394 342 287 384 241 50 346 948 311 347 584 476 Arrive On Green 0.11 0.18 0.18 0.09 0.16 0.16 0.09 0.36 0.36 0.04 0.31 0.31 Sat Flow, veh/h 1795 1885 1579 1795 1511 310 1795 2639 867 1795 1885 1538 Grp Volume(v), veh/h 176 185 24 130 0 182 123 336 324 35 461 112 Grp Sat Flow(s),veh/h/ln1795 1885 1579 1795 0 1821 1795 1791 1715 1795 1885 1538 Q Serve(g_s), s 4.8 5.4 0.8 3.6 0.0 5.7 2.7 9.0 9.1 0.8 13.6 3.3 Cycle Q Clear(g_c), s 4.8 5.4 0.8 3.6 0.0 5.7 2.7 9.0 9.1 0.8 13.6 3.3 Prop In Lane 1.00 1.00 1.00 0.17 1.00 0.51 1.00 1.00 Lane Grp Cap(c), veh/h 394 342 287 384 0 291 346 643 616 347 584 476 V/C Ratio(X) 0.45 0.54 0.08 0.34 0.00 0.63 0.36 0.52 0.53 0.10 0.79 0.24 Avail Cap(c_a), veh/h 787 774 648 669 0 598 633 1470 1408 723 1548 1263 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 18.3 22.6 20.7 18.8 0.0 23.9 13.7 15.4 15.4 13.6 19.2 15.7 Incr Delay (d2), s/veh 0.3 1.3 0.1 0.2 0.0 2.2 0.2 0.2 0.3 0.0 0.9 0.1 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln1.8 2.3 0.3 1.4 0.0 2.5 0.9 3.1 3.0 0.3 5.2 1.0 Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 18.6 23.9 20.8 18.9 0.0 26.1 13.9 15.6 15.7 13.6 20.1 15.7 LnGrp LOS B C C B C B B B B C B
Approach Vol, veh/h 385 312 783 608
Approach Delay, s/veh 21.3 23.1 15.4 18.9
Approach LOS C C B B
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), 1s0.2 16.0 10.6 24.2 11.6 14.6 7.5 27.2 Change Period (Y+Rc), s 4.9 4.9 5.3 5.3 4.9 4.9 5.3 5.3 Max Q Clear Time (g_c+I15),.6s 7.4 4.7 15.6 6.8 7.7 2.8 11.1 Green Ext Time (p_c), s 0.1 0.9 0.1 1.9 0.2 0.7 0.0 2.4 Intersection Summary
HCM 6th Ctrl Delay, s/veh 18.7
HCM 6th LOS B
Notes
User approved pedestrian interval to be less than phase max green.

HCM 6th Signalized Intersection Summary
6: Corby Ave & Hearn Ave
South Santa Rosa Specific Plan
Existing PM
Fehr & Peers Synchro 11 Report

Max Green Setting (Gma2x1),.4s 33.4 8.4 28.4 9.4 45.4 8.4 28.4

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 56 471 211 236 623 103 100 185 651 99 89 125 Future Volume (veh/h) 56 471 211 236 623 103 100 185 651 99 89 125 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.96 1.00 0.99 1.00 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1885 1885 1885 1885 1885 1885 1885 1885 1885 1885 1885 1885 Adj Flow Rate, veh/h 57 481 80 241 636 96 102 189 584 101 91 75 Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 Percent Heavy Veh, % 1 1 1 1 1 1 1 1 1 1 1 1
Cap, veh/h 81 664 549 273 1425 215 127 487 650 126 245 202 Arrive On Green 0.04 0.35 0.35 0.15 0.46 0.46 0.07 0.26 0.26 0.07 0.26 0.26 Sat Flow, veh/h 1795 1885 1559 1795 3102 467 1795 1885 1576 1795 952 785 Grp Volume(v), veh/h 57 481 80 241 367 365 102 189 584 101 0 166 Grp Sat Flow(s),veh/h/ln1795 1885 1559 1795 1791 1779 1795 1885 1576 1795 0 1736 Q Serve(g_s), s 3.4 24.4 3.9 14.5 15.3 15.4 6.2 9.1 28.4 6.1 0.0 8.6 Cycle Q Clear(g_c), s 3.4 24.4 3.9 14.5 15.3 15.4 6.2 9.1 28.4 6.1 0.0 8.6 Prop In Lane 1.00 1.00 1.00 0.26 1.00 1.00 1.00 0.45 Lane Grp Cap(c), veh/h 81 664 549 273 823 817 127 487 650 126 0 447 V/C Ratio(X) 0.71 0.72 0.15 0.88 0.45 0.45 0.80 0.39 0.90 0.80 0.00 0.37 Avail Cap(c_a), veh/h 153 664 549 349 823 817 137 487 650 137 0 448 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 0.80 0.80 0.80 1.00 1.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 51.8 31.0 24.3 45.7 20.2 20.2 50.3 33.6 30.4 50.4 0.0 33.5 Incr Delay (d2), s/veh 4.2 6.8 0.6 15.6 1.4 1.4 23.8 0.2 15.0 23.4 0.0 0.2 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln1.6 12.2 1.5 7.6 6.6 6.6 3.6 4.2 16.7 3.6 0.0 3.7 Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 56.0 37.8 24.9 61.2 21.6 21.7 74.2 33.8 45.3 73.8 0.0 33.7 LnGrp LOS E D C E C C E C D E C
Approach Vol, veh/h 618 973 875 267
Approach Delay, s/veh 37.8 31.4 46.2 48.9
Approach LOS D C D D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), 2s1.4 43.3 12.4 32.9 9.5 55.1 12.3 33.0 Change Period (Y+Rc), s 4.6 4.6 4.6 4.6 4.6 4.6 4.6 4.6 Max Q Clear Time (g_c+I116),.5s 26.4 8.2 10.6 5.4 17.4 8.1 30.4 Green Ext Time (p_c), s 0.3 2.5 0.0 0.5 0.0 5.1 0.0 0.0 Intersection Summary
HCM 6th Ctrl Delay, s/veh 39.3
HCM 6th LOS D

HCM 6th Signalized Intersection Summary
7: Santa Rosa Ave & Hearn Ave
South Santa Rosa Specific Plan
Existing PM
Fehr & Peers Synchro 11 Report

Min green cannot be greater than Max Green.

HCM 6th Signalized Intersection Summary South Santa Rosa Specific Plan Existing PM 8: Santa Rosa Ave & Yolanda Ave / US-101 NB Off-Ramp/Yolanda Ave Fehr & Peers Synchro 11 Report

Max Green Setting (Gma1x6),.4s 20.1 16.1 52.7 16.4 * 20 16.1 52.4 * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 313 45 32 91 271 153 337 726 144 249 950 265 Future Volume (veh/h) 313 45 32 91 271 153 337 726 144 249 950 265 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.97 1.00 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1885 1885 1885 1885 1885 1885 1885 1885 1885 1885 1885 1885 Adj Flow Rate, veh/h 333 48 2 97 288 28 359 772 70 265 1011 252 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 1 1 1 1 1 1 1 1 1 1 1 1
Cap, veh/h 395 66 56 446 315 267 418 1787 777 324 1699 929 Arrive On Green 0.11 0.03 0.03 0.25 0.17 0.17 0.12 0.50 0.50 0.19 0.95 0.95 Sat Flow, veh/h 3483 1885 1598 1795 1885 1598 3483 3582 1557 3483 3582 1576 Grp Volume(v), veh/h 333 48 2 97 288 28 359 772 70 265 1011 252 Grp Sat Flow(s),veh/h/ln1742 1885 1598 1795 1885 1598 1742 1791 1557 1742 1791 1576 Q Serve(g_s), s 11.2 3.0 0.1 5.2 18.0 1.5 12.1 16.5 2.8 8.8 4.0 1.1 Cycle Q Clear(g_c), s 11.2 3.0 0.1 5.2 18.0 1.5 12.1 16.5 2.8 8.8 4.0 1.1 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 395 66 56 446 315 267 418 1787 777 324 1699 929 V/C Ratio(X) 0.84 0.73 0.04 0.22 0.91 0.10 0.86 0.43 0.09 0.82 0.59 0.27 Avail Cap(c_a), veh/h 476 316 268 446 316 268 467 1787 777 467 1699 929 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.52 0.52 0.52 Uniform Delay (d), s/veh 52.1 57.4 37.0 35.9 49.1 28.0 51.8 19.2 15.8 47.8 1.7 1.0 Incr Delay (d2), s/veh 11.1 14.4 0.3 0.1 29.8 0.2 13.7 0.8 0.2 3.9 0.8 0.4 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln5.5 1.7 0.1 2.3 11.0 0.7 6.0 6.9 1.0 3.6 0.9 0.4 Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 63.3 71.8 37.3 35.9 78.9 28.2 65.5 20.0 16.0 51.8 2.5 1.4 LnGrp LOS E E D D E C E B B D A A
Approach Vol, veh/h 383 413 1201 1528
Approach Delay, s/veh 64.2 65.4 33.3 10.9
Approach LOS E E C B
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), 3s3.7 7.8 18.0 60.5 17.5 23.9 14.8 63.8 Change Period (Y+Rc), s 3.9 3.6 3.6 3.6 3.9 * 3.9 3.6 3.9 Max Q Clear Time (g_c+I17),.2s 5.0 14.1 6.0 13.2 20.0 10.8 18.5 Green Ext Time (p_c), s 0.1 0.1 0.3 10.4 0.4 0.0 0.4 6.2 Intersection Summary
HCM 6th Ctrl Delay, s/veh 30.7
HCM 6th LOS C
Notes
User approved pedestrian interval to be less than phase max green.

HCM 6th AWSC
9: Moorland Ave & Bellevue Ave
South Santa Rosa Specific Plan
Existing PM
Fehr & Peers Synchro 11 Report

Intersection

Intersection Delay, s/veh16.4
Intersection LOS C

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 2 255 132 196 195 3 105 1 116 18 6 10 Future Vol, veh/h 2 255 132 196 195 3 105 1 116 18 6 10 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 2 277 143 213 212 3 114 1 126 20 7 11
Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 0
Approach EB WB NB SB
Opposing Approach WB EB SB NB
Opposing Lanes 1 1 1 1
Conflicting Approach Left SB NB EB WB
Conflicting Lanes Left 1 1 1 1
Conflicting Approach RightNB SB WB EB
Conflicting Lanes Right 1 1 1 1
HCM Control Delay, s/ve1h6.6 18.7 13.1 10.3

HCM LOS C C B B

Lane NBLn1 EBLn1WBLn1 SBLn1
Vol Left, % 47% 1% 50% 53%
Vol Thru, % 0% 66% 49% 18%
Vol Right, % 52% 34% 1% 29%
Sign Control Stop Stop Stop Stop
Traffic Vol by Lane 222 389 394 34
LT Vol 105 2 196 18
Through Vol 1 255 195 6
RT Vol 116 132 3 10
Lane Flow Rate 241 423 428 37
Geometry Grp 1 1 1 1
Degree of Util (X) 0.401 0.619 0.658 0.07
Departure Headway (Hd) 5.985 5.271 5.533 6.798
Convergence, Y/N Yes Yes Yes Yes
Cap 598 681 651 530
Service Time 4.057 3.333 3.594 4.798
HCM Lane V/C Ratio 0.403 0.621 0.657 0.07
HCM Control Delay, s/veh 13.1 16.6 18.7 10.3
HCM Lane LOS B C C B
HCM 95th-tile Q 1.9 4.3 4.9 0.2

HCM 6th TWSC
10: Santa Rosa Ave & Bellevue Ave
South Santa Rosa Specific Plan
Existing PM
Fehr & Peers Synchro 11 Report

Intersection
Int Delay, s/veh 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 2 0 2 32 0 76 5 1030 56 85 627 0
Future Vol, veh/h 2 0 2 32 0 76 5 1030 56 85 627 0
Conflicting Peds, #/hr 2 0 0 0 0 2 7 0 12 12 0 7
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None
Storage Length - - - - - 60 200 - - 200 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 98 98 98 98 98 98 98 98 98 98 98 98
Heavy Vehicles, % 1 1 1 1 1 1 1 1 1 1 1 1
Mvmt Flow 2 0 2 33 0 78 5 1051 57 87 640 0

Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 1359 1951 327 1596 1923 568 647 0 0 1120 0 0 Stage 1 821 821 - 1102 1102 - - - - - - -
Stage 2 538 1130 - 494 821 - - - - - - -
Critical Hdwy 7.52 6.52 6.92 7.52 6.52 6.92 4.12 - - 4.12 - - Critical Hdwy Stg 1 6.52 5.52 - 6.52 5.52 - - - - - - - Critical Hdwy Stg 2 6.52 5.52 - 6.52 5.52 - - - - - - - Follow-up Hdwy 3.51 4.01 3.31 3.51 4.01 3.31 2.21 - - 2.21 - - Pot Cap-1 Maneuver 108 64 672 72 67 469 941 - - 625 - - Stage 1 337 389 - 227 288 - - - - - - -
Stage 2 497 279 - 528 389 - - - - - - -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 79 54 668 63 56 463 935 - - 618 - -
Mov Cap-2 Maneuver 79 54 - 63 56 - - - - - - -
Stage 1 333 332 - 223 283 - - - - - - -
Stage 2 411 275 - 452 332 - - - - - - -

Approach EB WB NB SB
HCM Control Delay, s/v 31.3 43.3 0 1.4

HCM LOS D E

HCM Lane V/C Ratio 0.005 - - 0.029 0.518 0.167 0.14 - - HCM Control Delay (s/veh) 8.9 - - 31.3 112.1 14.3 11.8 - - HCM Lane LOS A - - D F B B - -
HCM 95th %tile Q (veh) 0 - - 0.1 2.1 0.6 0.5 - -

Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1WBLn2 SBL SBT SBR Capacity (veh/h) 935 - - 141 63 463 618 - -

HCM 6th Signalized Intersection Summary
11: Santa Rosa Ave & E Robles Ave
South Santa Rosa Specific Plan
Existing PM
Fehr & Peers Synchro 11 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 12 2 20 29 2 56 16 915 40 45 512 9 Future Volume (veh/h) 12 2 20 29 2 56 16 915 40 45 512 9 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 0.96 0.97 0.97 0.99 1.00 0.96 1.00 0.96 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 13 2 3 31 2 7 17 984 40 48 551 9
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 230 5 8 287 14 47 31 1491 61 78 1628 27
Arrive On Green 0.04 0.04 0.04 0.04 0.04 0.04 0.02 0.43 0.43 0.04 0.46 0.46 Sat Flow, veh/h 884 136 204 1368 361 1264 1781 3473 141 1781 3575 58 Grp Volume(v), veh/h 18 0 0 31 0 9 17 503 521 48 274 286 Grp Sat Flow(s),veh/h/ln 1224 0 0 1368 0 1625 1781 1777 1837 1781 1777 1857 Q Serve(g_s), s 0.4 0.0 0.0 0.0 0.0 0.2 0.3 7.1 7.1 0.8 3.1 3.1 Cycle Q Clear(g_c), s 0.6 0.0 0.0 0.6 0.0 0.2 0.3 7.1 7.1 0.8 3.1 3.1 Prop In Lane 0.72 0.17 1.00 0.78 1.00 0.08 1.00 0.03 Lane Grp Cap(c), veh/h 243 0 0 287 0 61 31 763 789 78 809 846 V/C Ratio(X) 0.07 0.00 0.00 0.11 0.00 0.15 0.54 0.66 0.66 0.62 0.34 0.34 Avail Cap(c_a), veh/h 643 0 0 888 0 775 566 1582 1635 680 1356 1417 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 14.9 0.0 0.0 14.8 0.0 14.7 15.3 7.1 7.1 14.8 5.5 5.5 Incr Delay (d2), s/veh 0.0 0.0 0.0 0.1 0.0 0.4 5.3 0.4 0.4 3.0 0.1 0.1 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.1 0.0 0.0 0.2 0.0 0.1 0.1 1.2 1.3 0.3 0.5 0.5 Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 15.0 0.0 0.0 14.9 0.0 15.1 20.7 7.5 7.5 17.7 5.6 5.6 LnGrp LOS B B B C A A B A A
Approach Vol, veh/h 18 40 1041 608
Approach Delay, s/veh 15.0 14.9 7.7 6.6
Approach LOS B B A A
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 6.8 18.9 5.8 6.0 19.7 5.8

Green Ext Time (p_c), s 0.0 2.9 0.0 0.0 1.4 0.0
Intersection Summary
HCM 6th Ctrl Delay, s/veh 7.6
HCM 6th LOS A
Notes
User approved pedestrian interval to be less than phase max green.

Change Period (Y+Rc), s 5.4 5.4 4.6 5.4 5.4 4.6
Max Green Setting (Gmax), s 12.0 28.0 10.0 10.0 24.0 15.0 Max Q Clear Time (g_c+I1), s 2.8 9.1 2.6 2.3 5.1 2.6

HCM 6th Signalized Intersection Summary South Santa Rosa Specific Plan Existing PM 12: S Moorland Ave & Todd Rd/Todd Rd / US-101 SB Off-Ramp Fehr & Peers Synchro 11 Report

User approved volume balancing among the lanes for turning movement.

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 0 272 468 314 153 0 472 0 76 0 0 0 Future Volume (veh/h) 0 272 468 314 153 0 472 0 76 0 0 0 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1781 1781 1781 1781 1781 0 1781 1781 1781 1781 1781 1781 Adj Flow Rate, veh/h 0 280 93 324 158 0 487 0 52 0 0 0
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, % 8 8 8 8 8 0 8 8 8 8 8 8
Cap, veh/h 0 361 306 397 417 0 553 0 984 0 5 0
Arrive On Green 0.00 0.20 0.20 0.23 0.23 0.00 0.33 0.00 0.33 0.00 0.00 0.00 Sat Flow, veh/h 0 1781 1510 1697 1781 0 1697 0 3019 0 1781 0 Grp Volume(v), veh/h 0 280 93 324 158 0 487 0 52 0 0 0
Grp Sat Flow(s),veh/h/ln 0 1781 1510 1697 1781 0 1697 0 1510 0 1781 0 Q Serve(g_s), s 0.0 5.8 2.0 7.0 2.9 0.0 10.5 0.0 0.5 0.0 0.0 0.0 Cycle Q Clear(g_c), s 0.0 5.8 2.0 7.0 2.9 0.0 10.5 0.0 0.5 0.0 0.0 0.0 Prop In Lane 0.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 Lane Grp Cap(c), veh/h 0 361 306 397 417 0 553 0 984 0 5 0 V/C Ratio(X) 0.00 0.77 0.30 0.82 0.38 0.00 0.88 0.00 0.05 0.00 0.00 0.00 Avail Cap(c_a), veh/h 0 919 779 1314 1379 0 1095 0 1948 0 368 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 1.00 1.00 1.00 0.00 1.00 0.00 1.00 0.00 0.00 0.00 Uniform Delay (d), s/veh 0.0 14.6 13.1 14.1 12.5 0.0 12.4 0.0 9.0 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 1.4 0.2 1.6 0.2 0.0 1.9 0.0 0.0 0.0 0.0 0.0 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.0 2.0 0.6 2.3 1.0 0.0 3.3 0.0 0.1 0.0 0.0 0.0 Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 0.0 16.0 13.3 15.6 12.7 0.0 14.2 0.0 9.0 0.0 0.0 0.0 LnGrp LOS B B B B B A
Approach Vol, veh/h 373 482 539 0
Approach Delay, s/veh 15.3 14.7 13.7 0.0
Approach LOS B B B
Timer - Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 0.0 11.1 15.6 12.1

Green Ext Time (p_c), s 0.0 0.2 0.1 0.1
Intersection Summary
HCM 6th Ctrl Delay, s/veh 14.5
HCM 6th LOS B
Notes
User approved pedestrian interval to be less than phase max green.

Change Period (Y+Rc), s 3.0 3.2 3.0 3.0
Max Green Setting (Gmax), s 8.0 20.0 25.0 30.0
Max Q Clear Time (g_c+I1), s 0.0 7.8 12.5 9.0

HCM 6th Signalized Intersection Summary South Santa Rosa Specific Plan Existing PM 13: Todd Rd Overpass & Todd Rd / US-101 NB Off-Ramp/Todd Rd Fehr & Peers Synchro 11 Report

Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 91 177 314 322 208 630
Future Volume (veh/h) 91 177 314 322 208 630
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1841 1841 1841 1841 1841 1841
Adj Flow Rate, veh/h 95 19 371 274 217 389
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 4 4 4 4 4 4
Cap, veh/h 425 189 1028 1099 313 1296
Arrive On Green 0.12 0.12 0.29 0.60 0.18 0.18
Sat Flow, veh/h 3589 1560 3506 1841 1753 2745
Grp Volume(v), veh/h 95 19 371 274 217 389
Grp Sat Flow(s),veh/h/ln1749 1560 1753 1841 1753 1373
Q Serve(g_s), s 0.8 0.4 2.8 2.3 3.8 2.9
Cycle Q Clear(g_c), s 0.8 0.4 2.8 2.3 3.8 2.9
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 425 189 1028 1099 313 1296
V/C Ratio(X) 0.22 0.10 0.36 0.25 0.69 0.30
Avail Cap(c_a), veh/h 2123 947 5321 1099 532 1639
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 13.1 12.9 9.2 3.1 12.7 5.4
Incr Delay (d2), s/veh 0.1 0.1 0.5 0.0 1.0 0.0
Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln0.3 0.1 0.8 0.3 1.2 0.4
Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 13.2 13.0 9.7 3.2 13.7 5.4
LnGrp LOS B B A A B A
Approach Vol, veh/h 114 645 606
Approach Delay, s/veh 13.1 6.9 8.4
Approach LOS B A A
Timer - Assigned Phs 1 2 6 8
Phs Duration (G+Y+Rc), 1s5.7 7.7 23.4 9.6

Green Ext Time (p_c), s 3.4 0.1 0.2 0.1
Intersection Summary
HCM 6th Ctrl Delay, s/veh 8.1
HCM 6th LOS A
Notes
User approved volume balancing among the lanes for turning movement.

Change Period (Y+Rc), s 6.0 3.7 3.7 3.7
Max Green Setting (Gma5x0),.0s 20.0 15.0 10.0
Max Q Clear Time (g_c+I14),.8s 2.8 4.3 5.8

HCM 6th Signalized Intersection Summary
14: Santa Rosa Ave & Todd Rd/E Todd Rd
South Santa Rosa Specific Plan
Existing PM
Fehr & Peers Synchro 11 Report

User approved volume balancing among the lanes for turning movement.

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 405 32 284 40 54 31 330 760 24 13 349 252 Future Volume (veh/h) 405 32 284 40 54 31 330 760 24 13 349 252 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.98 1.00 0.99 1.00 0.97 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 Adj Flow Rate, veh/h 446 0 54 42 56 11 344 792 13 14 364 62 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 3 3 3 3 3 3 3 3 3 3 3 3
Cap, veh/h 603 0 266 106 90 18 398 1358 601 25 632 274
Arrive On Green 0.17 0.00 0.17 0.06 0.06 0.06 0.23 0.39 0.39 0.01 0.18 0.18 Sat Flow, veh/h 3534 0 1561 1767 1501 295 1767 3526 1560 1767 3526 1529 Grp Volume(v), veh/h 446 0 54 42 0 67 344 792 13 14 364 62 Grp Sat Flow(s),veh/h/ln1767 0 1561 1767 0 1796 1767 1763 1560 1767 1763 1529 Q Serve(g_s), s 6.8 0.0 1.7 1.3 0.0 2.1 10.6 10.1 0.3 0.4 5.4 2.0 Cycle Q Clear(g_c), s 6.8 0.0 1.7 1.3 0.0 2.1 10.6 10.1 0.3 0.4 5.4 2.0 Prop In Lane 1.00 1.00 1.00 0.16 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 603 0 266 106 0 108 398 1358 601 25 632 274 V/C Ratio(X) 0.74 0.00 0.20 0.40 0.00 0.62 0.86 0.58 0.02 0.57 0.58 0.23 Avail Cap(c_a), veh/h 1246 0 551 312 0 317 654 2486 1100 312 1678 728 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 22.3 0.0 20.2 25.7 0.0 26.0 21.1 13.8 10.8 27.8 21.3 19.9 Incr Delay (d2), s/veh 0.7 0.0 0.1 0.9 0.0 2.2 3.5 0.1 0.0 7.4 0.3 0.2 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln2.7 0.0 0.6 0.5 0.0 0.9 4.2 3.3 0.1 0.2 2.0 0.6 Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 23.0 0.0 20.3 26.6 0.0 28.2 24.6 14.0 10.8 35.2 21.6 20.1 LnGrp LOS C C C C C B B D C C
Approach Vol, veh/h 500 109 1149 440
Approach Delay, s/veh 22.7 27.6 17.1 21.8
Approach LOS C C B C
Timer - Assigned Phs 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 14.8 17.9 15.6 8.5 6.2 27.3

Green Ext Time (p_c), s 0.5 0.2 1.1 0.1 0.0 2.7
Intersection Summary
HCM 6th Ctrl Delay, s/veh 19.9
HCM 6th LOS B
Notes
User approved pedestrian interval to be less than phase max green. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.

Change Period (Y+Rc), s 5.1 5.1 5.4 5.1 5.4 * 5.4
Max Green Setting (Gmax), s 20.0 21.0 27.0 10.0 10.0 * 40 Max Q Clear Time (g_c+I1), s 8.8 12.6 7.4 4.1 2.4 12.1

Appendix C:

Peak Hour Signal Warrant Worksheets

Project

x

Turn Movement Vo lumes Major Street Direction

NB SB EB WB
Left 3 167 0 60 North/South
Through 650 401 0 0 East/West
Right 129 3 2 223
Total 782 571 2 283
Intersection Geom etry
Number of Approach Lanes for Minor Street
Total Approaches
Worst Case Delay for Minor Street
Stopped Delay (seconds per vehicle)
Approach with Worst Case Delay
Total Vehicles on Approach

Warrant 3A, Peak Hour
Peak Hour Delay on
Minor Approach
(vehicle-hours)
Peak Hour Volume
on Minor Approach
(vph)
Peak Hour Entering
Volume Serviced
(vph)
Existing Conditions 12.2 283 1,638
Limiting Value 4 100 800
Condition Satisfied? Met Met Met
Warrant Met YES
Major Street Santa Rosa Avenue Scenario
Mino
r Street Bellevue Avenue Peak Hour

South Santa Rosa Specific Plan
Existing Conditions
AM

4 1
155.4
WB
283

Project

Major Street
Minor Street
Scenario
Peak Hour

Turn Movement Vol umes Major Street Direction

NB SB EB WB
Total 782 571 2 283
North/South
East/West

Major Street Minor Street Warrant Met Santa Rosa Avenue Bellevue Avenue Number of Approach Lanes 2 1
YES
Traffic Volume (VPH) * 1,353 283
* Note: Traffic Volume for Major Street is Total Volume of Both Approches.

Traffic Volume for Minor Street is the Volume of High Volume Approach.

x
Minor Street Higher Volume Approach - VPH
South Santa Rosa Specific Plan
Existing Conditions
AM

Santa Rosa Avenue
Bellevue Avenue

Left 3 167 0 60
Through 650 401 0 0
Right 129 3 2 223

Project

x

Major Street
Minor Street
Scenario
Peak Hour

Turn Movement Vo lumes Major Street Direction

NB SB EB WB
Left 5 85 2 32 North/South
Through 1,036 627 0 0 East/West
Right 56 0 2 76
Total 1,097 712 4 108
Intersection Geom etry
Number of Approach Lanes for Minor Street
Total Approaches
Worst Case Del ay for Minor Street
Stopped Delay (seconds per vehicle)
Approach with Worst Case Delay
Total Vehicles on Approach

Warrant 3A, Peak Hour
Peak Hour Delay on
Minor Approach
(vehicle-hours)
Peak Hour Volume
on Minor Approach
(vph)
Peak Hour Entering
Volume Serviced
(vph)
Existing Conditions 1.3 108 1,921
Limiting Value 4 100 800
Condition Satisfied? Not Met Met Met
Warrant Met NO
4 1
South Santa Rosa Specific Plan
Existing Conditions
PM

Santa Rosa Avenue
Bellevue Avenue

43.3 WB
108

Project

Major Street
Minor Street
Scenario
Peak Hour

Turn Movement Volu mes Major Street Direction

NB SB EB WB
Total 1,097 712 4 108
North/South
East/West

Major Street Minor Street Warrant Met Santa Rosa Avenue Bellevue Avenue Number of Approach Lanes 2 1
YES
Traffic Volume (VPH) * 1,809 108
* Note: Traffic Volume for Major Street is Total Volume of Both Approches.

Traffic Volume for Minor Street is the Volume of High Volume Approach.

Warrant 3B, Peak Hour

2 or More Lanes & 2 or More Lanes

2 or More Lanes & 1 Lane

150*
100*
1 Lane & 1 Lane

Major Street - Total of Both Approaches - Vehicle Per Hour (VPH)

* Note: 150 vph applies as the lower threshold volume for a minor-street approach with two or more lanes and 100 vph applies as the lower threshold volume for a minor-street approach with one lane.

Source: California Manual on Uniform Traffic Control Devices, Caltrans, 2014 x
Minor Street Higher Volume Approach - VPH
South Santa Rosa Specific Plan
Existing Conditions
PM

Santa Rosa Avenue
Bellevue Avenue

Left 5 85 2 32
Through 1036 627 0 0
Right 56 0 2 76

APPENDIX B

WATEARTH EXHIBITS
23-106.0
A. Wilson - April 30, 2024
Datum: NAD83, Units: US Feet
Sources: Google Earth

±

Taylor Mountain
Regional Park

0 0.75 1.5
Miles

City of Santa Rosa South Santa Rosa Specific Plan Infrastructure Plan Exhibit 1 - Site Vicinity Map

Legend
South Santa Rosa Specific Plan

)
Project
Location

23-106.0
A. Wilson - April 30, 2024
Datum: NAD83, Units: US Feet
Sources: City of Santa Rosa

±

¸#

0 0.75 1.5
Miles

City of Santa Rosa South Santa Rosa Specific Plan Infrastructure Plan

Project Area

Project
Location
23-106.0
A. Wilson - April 30, 2024
Datum: NAD83, Units: US Feet
Sources: City of Santa Rosa

±

0 0.5 1
Miles

City of Santa Rosa South Santa Rosa Specific Plan Infrastructure Plan Exhibit 3 - Water Infrastructure - Pipe Type Classification Map

Legend
Water Main Pipe Type Project Area
Unclassified
AC Santa Rosa City Limits
CAS
DIP
PVC

)
Project
Location

23-106.0
A. Wilson - April 30, 2024
Datum: NAD83, Units: US Feet
Sources: City of Santa Rosa

±

0 0.5 1
Miles

City of Santa Rosa South Santa Rosa Specific Plan Infrastructure Plan Exhibit 4 - Water Infrastructure - Pipe Diameter Map

Legend
Water Main Pipe Diameter (in) Project Area
0 - 6 Santa Rosa City Limits
8 - 12
16 - 36

)
Project
Location

23-106.0
A. Wilson - July 1, 2024
Datum: NAD83, Units: US Feet
Sources: Google Earth, City of Santa Rosa, CA State Geoportal

±

R

R
R

R

RR

R

3,472 gpm

4,860 gpm

0 2.5 5
Miles

City of Santa Rosa South Santa Rosa Specific Plan Infrastructure Plan Exhibit 5 - City of Santa Rosa Modeled Water Demand Map

Legend
Water Demand (gpm) Reservoir City of Santa Rosa
50 - 200 R 1
20 - 50 R 0
5 - 20

1.66 - 5 Pipelines
0 - 1.66 Project Area

)
Project
Location

23-106.0
A. Wilson - July 1, 2024
Datum: NAD83, Units: US Feet
Sources: Google Earth, City of Santa Rosa, CA State Geoportal

±

Junctions
ZONE
A1
A2
A3
A4
A5
A6
A8
A9
Aqueduct
Aqueduct-A2
Aqueduct-R9
R1

R1R1
R2R4 R2R2
R2R1
R2R3

R17R1
R4R1 R4R2

R4R3
R4R4
R10
R11
R12
R12R1
R13
R13R1
R14
R14R1
R15
R16
R17
R17R1
R1R1
R2
R2R1
R2R2
R2R3
R2R4
R3
R4
R4R1
R4R2
R4R3
R4R4
R5
R6
R6R1
R7
R8
R9
R9R1
R6R1
R9R1

0 R13R1
R14R1

2.5 R12R1

5 Miles

City of Santa Rosa South Santa Rosa Specific Plan Infrastructure Plan Exhibit 6 - City of Santa Rosa Modeled Pressure Zones Map

Legend
Pipelines
Project Area
City of Santa Rosa

)
Project
Location

23-106.0
A. Wilson - July 1, 2024
Datum: NAD83, Units: US Feet
Sources: Google Earth, City of Santa Rosa, CA State Geoportal

±

!R
!T

!T
!T

!R

!T!TT
!R

!T
!T
!T

!T
!RTR

!T
!T

!T

!T
!T

!T

!T
!T

!T
!T
T
!T
!T !T

City of Santa Rosa South Santa Rosa Specific Plan Infrastructure Plan Exhibit 7 - City of Santa Rosa Modeled Water Supply Map

Legend
!T Tank City of Santa Rosa
!R Reservoir
Pipelines
Project Area

)
Project
Location
0 2.5 5
Miles
●
23-106.0
A. Wilson - July 1, 2024
Datum: NAD83, Units: US Feet
Sources: Google Earth, City of Santa Rosa, CA State Geoportal

R
V
V
PT

±

R V
V V
T

PT VP T
V

VPTVT T
V V V
PT V

PR

V VP V V
V
V
V V

V VPT T

V V
V VP

V
V
V
V V

V V V V
V

V VV
T

V

VPVT V V
V

VPRPPTV
VV
V VV
P

PV
VT VVV

V
P
T
V
T
V

VP VVV

VP

T
V
P T V

PT V V

R P VV
V

V V V
V V V

VV V VT
T V T
VT T

VPVP V P
T

V

V

V

0 2.5 5
Miles

City of Santa Rosa South Santa Rosa Specific Plan Infrastructure Plan Exhibit 8 - City of Santa Rosa Modeled Assets Map

Legend
V Valve Pipelines
T Tank Project Area
R Reservoir City of Santa Rosa
P Pump

)
Project
Location
V
P
23-106.0
A. Wilson - July 1, 2024
Datum: NAD83, Units: US Feet
Sources: Google Earth, City of Santa Rosa

V
V

V

V
V V
V

T

V V

V V V
VPV

T

V

V

V

0 0.5 1
Miles

City of Santa Rosa South Santa Rosa Specific Plan Infrastructure Plan Exhibit 9 - Study Area - Modeled Water Flow Capacities Map

Legend
V Valve Maximum Flow (gpm) 200 - 500
T Tank 0 - 100 500 - 5,000
P Pump 100 - 200 5,000 - 12,666
Pipelines Project Area

)
Project
Location
±
23-106.0
A. Wilson - July 1, 2024
Datum: NAD83, Units: US Feet
Sources: Google Earth, City of Santa Rosa

V
V

V

V
V V
V

T

VV
V V

V V V T

V

V

V

0 0.5 1
Miles

City of Santa Rosa South Santa Rosa Specific Plan Infrastructure Plan Exhibit 10 - Study Area - Modeled Maximum Velocity Map

Legend
V Valve Maximum Velocity (fps) Project Area
T Tank < 2
Pipelines 2 - 5
> 5

)
Project
Location
±
23-106.0
A. Wilson - July 1, 2024
Datum: NAD83, Units: US Feet
Sources: Google Earth, City of Santa Rosa

V
V

V

V
V V
V

T

V V

V V V
VPV

T

V

V

V

0 0.5 1
Miles

City of Santa Rosa South Santa Rosa Specific Plan Infrastructure Plan Exhibit 11 - Study Area - Modeled Water Main Diameter Map

Legend
V Valve Water Main Diameter (in) 10 - 16
T Tank 4 - 6 16 - 36
P Pump 6 - 10 Project Area
Pipelines

)
Project
Location
±
23-106.0
A. Wilson - July 1, 2024
Datum: NAD83, Units: US Feet
Sources: Google Earth, City of Santa Rosa

V
V

V

V
V V
V

T

V V

V V V
VPV

T

V

V

V

0 0.5 1
Miles

City of Santa Rosa South Santa Rosa Specific Plan Infrastructure Plan Exhibit 12 - Study Area - Modeled Water Main Roughness Coefficient Map

Legend Modeled Water Main Roughness
V Valve 75 120 Project Area
T Tank 80 125
P Pump 90 130
Pipelines 95 135
110 140

)
Project
Location
±
23-106.0
A. Wilson - July 1, 2024
Datum: NAD83, Units: US Feet
Sources: Google Earth, City of Santa Rosa

V
V

V

V
V V
V

T

V V

V V V
VPV

T

V

V

V

0 0.5 1
Miles

City of Santa Rosa South Santa Rosa Specific Plan Infrastructure Plan Exhibit 13 - Study Area - Modeled Maximum Pressure Map

Legend
V Valve Maximum Pressure Pipelines
T Tank 50 - 75 psi Project Area
P Pump 75 - 100 psi
100 - 115 psi

)
Project
Location
±
23-106.0
A. Wilson - July 1, 2024
Datum: NAD83, Units: US Feet
Sources: Google Earth, City of Santa Rosa

V
V

V

V
V V
V

T

V V

V V V
VPV

T

V

V

V

0 0.5 1
Miles

City of Santa Rosa South Santa Rosa Specific Plan Infrastructure Plan Exhibit 14 - Study Area - Modeled Minimum Pressure Map

Legend
V Valve Minimum Pressure Pipelines
T Tank 50 - 75 psi Project Area
P Pump 75 - 90 psi
90 - 105 psi

)
Project
Location
±
23-106.0
A. Wilson - July 1, 2024
Datum: NAD83, Units: US Feet
Sources: City of Santa Rosa

±
Unincorporated Areas

Unincorporated Areas

0 0.75 1.5
Miles

City of Santa Rosa South Santa Rosa Specific Plan Infrastructure Plan Exhibit 15 - Wastewater Infrastructure Map

Legend
Sewer Mains
Specific Plan Project Area
Santa Rosa City Limits

)
Project
Location
Hwy 101

A
►
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>
Q

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QJ
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QJ > QJ
Mountain View Ave ....
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Horn Ave
.... > ellevue-Wilfred Cha 0 0.5 1
0 <{
Miles

City of Santa Rosa South Santa Rosa Specific Plan Infrastructure Plan Exhibit 16 - Wastewater Parcel Classification

earth
Legend

c:::J Project Area c=J Sewer Parcel
-
c:::J Santa Rosa City Limit Classification
Sewer Main Lines c=J Septic Parcel Classification
I

Santa Rosa
0 I
I
*
Ro•.·.- .
)

23-106.0
J. Guise - June 28. 2024
Datum: NAD83, Units: US Feet
Sources: City of Santa Rosa, Sonoma County, ESRI
Roseland
(
23-106.0
A. Wilson - July 1, 2024
Datum: NAD83, Units: US Feet
Sources: City of Santa Rosa

±
Unincorporated Areas

Unincorporated Areas

0 0.75 1.5
Miles

City of Santa Rosa South Santa Rosa Specific Plan Infrastructure Plan Exhibit 17 - Wastewater Infrastructure - Pipe Classification Map

Legend
Sewer Main Pipe Type DIP RCP
Unclassified FRP RPM

AC PE VCP
CP PVC Specific Plan Project Area
Santa Rosa City Limits

)
Project
Location
Hwy 101

23-106.0
A. Wilson - July 1, 2024
Datum: NAD83, Units: US Feet
Sources: City of Santa Rosa

±
Unincorporated Areas

Unincorporated Areas

0 0.75 1.5
Miles

City of Santa Rosa South Santa Rosa Specific Plan Infrastructure Plan Exhibit 18 - Wastewater Infrastructure - Pipe Diameter Classification Map

Legend
Sewer Main Pipe Diameter (in) Specific Plan Project Area 1 - 6 Santa Rosa City Limits
8 - 12
15 - 30

)
Project
Location
Hwy 101

A
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cenic Ave Scenic Ave

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unter Creek rrl-

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{.,

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0 > ellevue -Wilfred Cha 0 0.5 1
QJ QJ Miles

23-106.0
J. Guise - June 28. 2024

Datum: NAD83, Units: US Feet
Sources: City of Santa Rosa, Sonoma County, ESRI
0 <

Roseland
0 <
(
City of Santa Rosa South Santa Rosa Specific Plan Infrastructure Plan Exhibit 19 - Study Area - Modeled Maximum Wastewater Result Locations

earth
Legend
-
c:::J Project Area Velocity (fps) -
c:::J Santa Rosa City Limit Existing/Future
- Sewer Main Lines
Location
Diameter (in) -
- Flow (MGD) - Exisiting/ - Exisiting/Future
Future Location Location
I

Santa Rosa
0 I
I
*
Ro•.·.- .
)