At the April 19, 2021City Council meeting Council agreed to extend the Al Fresco Sonoma program thru October 31, 2022.
On Wednesday March 16, 2022, the City Council established a Parklet Ad Hoc SubCommittee, comprised of Vice Mayor Barnett and Councilmember Felder. The SubCommittee was charged with analyzing issues and providing recommendations for the possible extension of the program, design standards, consideration of impacts, costs, and duration.
The Parklet Ad Hoc Committee met several times to discuss possible recommendations on the Parklet program. On May 4, 2022, Staff presented the following information and recommendations to City Council regarding the parklet program:
• Staff would immediately begin working with Code Enforcement to implement a number of interim improvements for parklets to address health and safety concerns, improve ADA access, as well as enhance the overall aesthetics around the historic Sonoma Plaza.
• Additionally, the Sub-Committee recommended the development of comprehensive parklet design standards for consideration and adoption should the City Council approve the extension of the Al Fresco Program beyond October 31, 2022.
City staff is currently working with restaurants who are participating in the program to address some aesthetic clean up issues as well as correct any issues with ADA and Code requirements. Several of the restaurants would like to make additional investments in their parklets but not if the program is going to expire on October 31, 2022.
The Parklet Ad Hoc Committee met again on May 25, 2022 and is asking Council to consider and provide direction on the following two options:
a) The City extend the Sonoma Al Fresco Program for a duration of time (to be decided at the meeting); and direct staff to develop comprehensive parklet design standards.
OR
b) The City end the Sonoma Al Fresco program on October 31, 2022 and have all the restaurants remove their parklets by November 18, 2022.
If City Council directs staff to develop comprehensive parklet design standards the Design Review and Historic Preservation Commission and/ or Planning Commission will need to review and approve the standards. Staff will need to have a well vetted set of design standards to City Council for consideration by October 19, 2022, so that the restaurants who are currently participating in the Sonoma Al Fresco program can bring their parklets up to the new design standards. Restaurants would not be able to continue to utilize their parklets after October 31, 2022, until the parklets comply with the new standards.
Public safety has provided a recommendation to the City Manager on the 1st Street East street closure and has given the City Manager the authority to extend the use of the two parklets (Maya and Pangloss) that make up the First Street East Street Closure until October 31, 2022, but the street will need to reopen no later than November 30, 2022.
Recommended Council Action
Agenda Item #6.3:
Discuss, consider, and provide direction to either:
a.) extend the Sonoma Al Fresco Program for a duration of time (to be decided at the meeting); and direct staff to develop comprehensive parklet design standards; b.) or end the Sonoma Al Fresco program on October 31, 2022 and have all the restaurants remove their parklets by November 18, 2022.
Alternative Actions
Council discretion.
Financial Impact
A large percentage of the City’s sales tax revenue is supplied by the City’s restaurants, with a significant percentage coming from the restaurants around the City’s plaza. If the parklets are not allowed to continue, the City could potentially see a reduction in the amount of sales tax revenue that is provided by the extra seating capacity of the parklets. In addition, any potential future COVID-19 health restrictions or mandates related to indoor dining could result in sales tax revenue loss if the parklet program is ended.
Environmental Review Status
Environmental Impact Report
Negative Declaration
Exempt
Not Applicable
Approved/Certified
No Action Required
Action Requested
Attachments
Al Fresco Program Resolution
Agenda Item #6.3:
City of Sonoma
RESOLUTION # _____ - 2022
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF SONOMA APPROVING THE
CONTINUANCE OF THE SONOMA AL FRESCO PROGRAM AND DIRECTING STAFF TO
DEVELOP COMPREHENSIVE PARKLET DESIGN STANDARDS
WHEREAS, on Monday, May 18, 2020, Sonoma City Council adopted a resolution authorizing the City Manager to create and implement new COVID-19 Pandemic related re-opening and recovery measures through the issuance of Temporary Use Permits, Encroachment Permits, and/or Licensing Procedures to allow the City’s businesses to expand their operating space; and
WHEREAS, to mitigate the impact of COVID-19 on Sonoma businesses, the City of Sonoma has been assisting in temporarily adding or expanding their outside service options to accommodate COVID-19 related health standards, known as the Sonoma Al Fresco program; and
WHEREAS, the Sonoma Al Fresco program includes the opportunity to provide new or expanded service facilities on sidewalks or public on-street parking spaces (parklets) in front of the business, in outdoor patios, nearby alleys, courtyards, alcoves, or neighboring property (with neighbor agreement), and in the Sonoma Plaza park seating area; and WHEREAS, with the decrease in COVID-19 cases and reduction of impacts from the pandemic, the City of Sonoma wishes to consider the future of the temporary programs that allowed for the issuance of temporary permits under the City’s Al Fresco program; and WHEREAS, an ad hoc subcommittee was created to analyze issues regarding the future of the Al Fresco program, including design standards, consideration of impacts, costs, and duration, and, when needed, would made recommendations to the full City Council; and WHEREAS, the Sonoma Al Fresco Program is scheduled to terminate on October 31, 2022 and it is City Council’s desire to continue the program for those entities who are currently participating; and
WHEREAS, City staff is directed to develop comprehensive parklet design standards working in conjunction with the Design Review and Historic Preservation Commission and/or Planning Commission, that take into consideration the overall aesthetics around the historic Sonoma Plaza; and
WHEREAS, City staff will bring the new parklet design standards to City Council for consideration and adoption on or before October 19, 2022; and WHEREAS, current participants in the Al Fresco Program will be provided an adequate period of time to bring their parklets up to the new standards after October 31, 2022; and WHEREAS, Current Parklet owners will not be allowed to utilize their parklets after October 31, 2022 until the new design standards for their parklets are met; and WHEREAS, those entities involved with the First Street East Street Closure will be able to utilize their parklets until October 31, 2022, but must modify or remove their parklets, so that First Street East is open to two-way traffic by no later than November 30, 2022.
Agenda Item #6.3:
NOW, THEREFORE, BE IT RESOLVED by the City Council of the City of Sonoma that:
1. The Sonoma Al Fresco Program has been extended until ____________.
2. City staff is directed to create comprehensive parklet design standards that take into consideration the aesthetics of the historic Sonoma Plaza, working in conjunction with the Design Review and Historic Preservation Commission and/or the Planning Commission.
3. City staff will bring the design standards to City Council for final approval on or before October 19, 2022.
4. Current participants of the City’s Al Fresco Program will be given an adequate amount of time to bring their existing parklets up to the new standards.
5. Current Parklet owners will not be allowed to utilize their parklets after October 31, 2022 until the new design standards for their parklets are met.
6. First Street East between Napa Road and Patten will open back to thru traffic no later than November 30, 2022.
PASSED, APPROVED, AND ADOPTED this 1st day of June 2022, by the following roll call vote:
AYES:
NOES:
ABSENT:
ABSTAIN:
_____________________________
Jack Ding, Mayor
_____________________________
Rebekah Barr, MMC, City Clerk
Agenda Item #6.3:
City of Sonoma
Agenda Item Summary
Meeting: City Council - 01 Jun 2022
Department
Public Works
Staff Contact
Michael Berger, Public Works Director/City
Engineer
Agenda Item Title
Discussion, Consideration, and Possible Action to Implement a Residential Permit Parking Program (RPPP) in the residential neighborhood of Broadway and Clay Street. The proposed RPPP is Exempt from Further Environmental Review Under the General Rule in California Environmental Quality Act (CEQA) Guidelines Section 15061(b)(3) That CEQA Only Applies to Projects that have the Potential for Causing a Significant Effect on the Environment.
Summary
At the May 18, 2022, City Council Meeting, staff was directed to evaluate and begin implementation of a RPPP in the Clay Street neighborhood as recommended by the City’s Traffic Safety Committee.
Staff has evaluated several methods to address the current parking issues in the Clay Street neighborhood and recommends the following implementation strategy:
1. Within the next few weeks, install 45-minute maximum daytime (9am to 5pm) parking signs along the north and south sides of Clay Street from Broadway to Bragg Street.
See attached diagram. (The number and placement of the signs to be determined by the Public Works Director.)
2. Immediately begin an outreach effort to all residents along Clay Street from Bragg Street to Fryer Creek Drive and along Cooper Street from Bragg Street to Pickett Street to determine the scope of future signing placements.
At the next Council meeting on June 15th, 2022, staff can provide an update regarding the resident survey, sign installation and recommended future actions.
To address overflow parking from Train Town’s on-site parking lot, City staff has begun discussing (with both parties) overflow parking agreements/arrangements between Train Town and the Sonoma Valley Unified School District. Staff can provide an oral update at the meeting.
Recommended Council Action
It is recommended the City Council direct staff to install 45 Minute Maximum Daytime Parking signs along Clay Street from Broadway to Bragg Street, with the number and placement to be determined by the Public Works Director.
Alternative Actions
Alternatively, the Council could direct staff as they see fit to address the parking issue.
Financial Impact
Agenda Item #6.4:
Financial impact will be minimal (approximately $5,000.00) to cover the cost of materials and labor to install roughly 6 - 10 street signs.
Environmental Review Status
Environmental Impact Report
Negative Declaration
Exempt
Not Applicable
Approved/Certified
No Action Required
Action Requested
Attachments
PUBLIC COMMENT ATTACHMENT
CLAY STREET Neighborhood
Alignment with Council Goals:
Compliance with Climate Action 2020 Target Goals:
Not Applicable.
CC:
Not Applicable.
Agenda Item #6.4:
PUBLIC COMMENT TO THE CITY COUNCIL
OR ONE OF THE CITY’S COMMISSIONS
Any Public Correspondence Received by the City
Regarding an Item that Will be Considered at
a Public Meeting by the City Council or One of Its
Commissions Can be Found on the City’s
CivicWeb Portal at the Following Link.
It is Updated as New Correspondence is Received.
https://sonomacity.civicweb.net/filepro/documents
STAFF CONTACTS:
City Council City Clerk (707) 933-2216
Planning, DRHP, CSEC Planning (707) 933-2204
Agenda Item #6.4:
Clay Street Neighborhood
Agenda Item #6.4:
City of Sonoma
Agenda Item Summary
Meeting: City Council - 01 Jun 2022
Department
Public Works
Staff Contact
Michael Berger, Public Works Director/City
Engineer
Agenda Item Title
Discussion, Consideration, and Possible Action to Address Existing Traffic Conditions at the intersection of East Napa Street and Fifth Street East
Summary
At the April 06, 2022 City Council Meeting, concerned residents provided input during the public comment period requesting an all-way stop installation at E. Napa Street and Fifth Street East or consideration of traffic calming along E. Napa Street.
In response to the resident request, the City completed speed and volume data collection between Tuesday, April 26 and Friday, May 6, during various times, using the City’s covert automatic traffic data collectors at the three approaches to the intersection of E. Napa Street and Fifth Street East.
Based on California Manual on Uniform Traffic Control Devices (CA MUTCD) Multi-Way Stop Criteria, installation of an all-way stop at this intersection is not recommend. This is primarily based on low traffic volume on the minor leg (Fifth Street East) and no reported crashes within the last five years.
Speed data collected for E. Napa Street near Fifth Street East show that the critical speed in both directions is above the posted speed limit of 25 miles per hour (mph), with the westbound direction at a higher speed of 35 mph.
City traffic calming improvements completed in 2020, including edge line striping and radar speed feedback sign for the westbound direction have reduced the critical speed from 37 mph to 35 mph. However, based on the reported speeds, additional traffic calming options should be explored. It is recommended that these options be evaluated and considered in the City’s Traffic Engineering and Safety Team (TEST) and Traffic Safety Committee, where further input from emergency services and the public can be included for the final traffic calming recommendations back to the City Council.
Recommended Council Action
It is recommended the City Council defer this issue to the Traffic Engineering and Safety Committee for further analysis and recommendation.
Alternative Actions
Alternatively, the Council could direct staff as they see fit to address the speeding issue.
Financial Impact
Agenda Item #6.5:
Financial impact will be included in any recommendation from City’s Traffic Engineering and Safety Team.
Environmental Review Status
Environmental Impact Report
Negative Declaration
Exempt
Not Applicable
Approved/Certified
No Action Required
Action Requested
Attachments
PUBLIC COMMENT ATTACHMENT
2022-05-19 All Way Stop Memo
Alignment with Council Goals:
Compliance with Climate Action 2020 Target Goals:
CC:
n/a
Agenda Item #6.5:
PUBLIC COMMENT TO THE CITY COUNCIL
OR ONE OF THE CITY’S COMMISSIONS
Any Public Correspondence Received by the City
Regarding an Item that Will be Considered at
a Public Meeting by the City Council or One of Its
Commissions Can be Found on the City’s
CivicWeb Portal at the Following Link.
It is Updated as New Correspondence is Received.
https://sonomacity.civicweb.net/filepro/documents
STAFF CONTACTS:
City Council City Clerk (707) 933-2216
Planning, DRHP, CSEC Planning (707) 933-2204
Agenda Item #6.5:
Technical Memorandum
The Power of Commitment
12572314 1
May 19, 2022
To City of Sonoma Contact No. 707-540-9689
Copy to N/A Email [email protected]
[email protected]
From Frank Penry, PE, TE, PTOE and
Matt Wargula, PE, TE
Project No. 12572314
Project Name E. Napa Street and Fifth Street East Intersection Control Analysis
1. Introduction
The City of Sonoma (City) has recently received a request for an all-way stop and/or traffic calming at the approaches and/or the intersection of East Napa Street and Fifth Street East. This technical memorandum summarize the data collection and investigation of existing intersection controls – minor leg stop control of Fifth Street East and whether installing multi-way (or all-way) stop controls is warranted.
Within the limits of the intersection, the posted speed limit is 25 miles per hour (mph).
2. Traffic Data Collection
Current traffic data was collected between Tuesday, April 26 and Friday, May 6, during various times, using the City’s covert automatic traffic data collectors at the three approaches to the intersection of E. Napa Street and Fifth Street East. To the best of our knowledge, there was no introduction of any major bias in the traffic data sample, such as a nearby major construction project, major event, traffic accident or other traffic diversion. Traffic data was collected for motor vehicles only. For comparison, speed data collected in December 2019, prior to installation in 2020 of centerline, right edge line and radar speed feedback sign for the westbound direction.
A summary of the speed and volume statistics is as follows:
Speed (April-May 2022)
E. Napa St. E. Napa St. Fifth St. E.
Eastbound Westbound Northbound
85TH Percentile 31 MPH 35 MPH 27 MPH
Average Speed 27 MPH 30 MPH 23 MPH
Pace Speed 23 – 32 MPH 26 – 35 MPH 19 – 28 MPH
Speed Range 10 – 57 MPH 10 – 56 MPH 10 – 35 MPH
Total Observed 13,966 vehicles 5,160 vehicles 1,809 vehicles
Agenda Item #6.5:
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Speed (December 2019)
E. Napa St. E. Napa St.
Eastbound Westbound
85TH Percentile 29 MPH 37 MPH
Average Speed 24 MPH 32 MPH
Pace Speed 19 – 28 MPH 27 – 36 MPH
Speed Range 10 – 53 MPH 10 – 63 MPH
Total Observed 23,903 vehicles 13,218 vehicles
Motor Vehicle Total Entering Volume at the intersection of E. Napa Street and Fifth Street E.
Table 1 – E. Napa Street and Fifth Street E Motor Vehicle Entering Volume Data Location
Eastbound
(vpd)*
Westbound
(vpd)*
Northbound
(vpd)* Total
Entering
Volume
(vpd)*
April 28,
2022 May 5, 2022 May 5, 2022
E. Napa Street and
Fifth Street E. 2,680 2,727 960 6,367
Note: *vpd = vehicles per day
The total vehicular volume entering the intersection at the major approaches (eastbound and westbound) of East Napa Street exceeds 300 vehicles per hour (vph). Between 8:00 a.m. and 6:45 p.m., the 300 vph, with an a.m. maximum of 442 vehicles and a p.m. maximum of 492 vehicles.
The total vehicular volume entering the intersection at the minor approach (northbound) of Fifth Street East does not exceed 200 vph for any hour of the day and only exceeds 100 vph during the p.m. peak hour period.
3. Location Crash History
For the last five (5) years of California Statewide Integrated Traffic Records System (SWITRS) data, from the period of January 1, 2017 to December 31, 2021, there were no reported crashes in the system within or near the intersection of E. Napa Street and Fifth Street East.
4. Level of Service Analysis
4.1 Intersection Operations/Level of Service
The intersection of E. Napa Street and Fifth Street East was analyzed during the weekday p.m. peak hour, which is defined as the highest hourly volume during the weekday commute period between 3:00 p.m. and 6:00 p.m.. Intersection p.m. peak hour turning movement counts were collected as part of the effort for the City’s Systemic Safety Analysis and were originally completed in September of 2017. This analysis will calculate the “pre-pandemic” 2017 conditions p.m. peak hour level of service and then will factor these volumes based on the collected 2022 data to estimate 2022 conditions p.m. peak hour level of service.
4.2 Intersection Level of Service Methodology
The study intersection was analyzed using methodologies from the Highway Capacity Manual, Sixth Edition (HCM6). This source contains methodologies for various types of intersection control, which are related to a measurement of delay in average number of seconds per vehicle.
Agenda Item #6.5:
12572314 3
The LOS concept for unsignalized intersections is a measure of average operating conditions at intersections during a span of an hour, and is based on measurements of the average vehicular delay in seconds per vehicle. Table 2 summarizes the ranges of delay associated with the various levels of service for signalized intersections as defined by the HCM6.
Table 2 – HCM6 Unsignalized Level of service
Level of Service Average Control Delay (Seconds Per Vehicle) A < 10.0
B 10.1 to 15.0
C 15.1 to 25.0
D 25.1 to 35.0
E 35.1 to 50.0
F > 50.0
Source: Highway Capacity Manual, 6th Edition (Transportation Research Board, 2016).
4.3 Intersection Level of Service
The intersection of E. Napa Street and Fifth Street East currently operates at a LOS B during the weekday p.m. peak hour. Table 3 summarize the intersection level of service (LOS).
Table 3 – E. Napa Street and Fifth Street East Intersection Level of service No. Intersection
Weekday
2017 p.m. peak
hour
2022 p.m. peak
hour
Delay
(sec) LOS Delay (sec) LOS
1 E. Napa Street and Fifth Street East 12.2 B 12.5 B
Northbound left 12.2 B 12.5 B
Westbound left-thru 7.8 A 7.7 A
5. Multi-Way Stop Application
The decision to instal multi-way (all-way) stop control should be based on an engineering study. Multi-way stop control can be useful as a safety measure at intersections if certain traffic conditions exist, generally, multi-way stop control is used where the volume of traffic on the intersecting roads is approximately equal.
The California Manual on Uniform Traffic Control Devices (CAMUTCD), provides criteria for consideration in engineering studies for multi-way stop sign installations. The criteria from Section 2B.07 from the CAMUTCD and data summary is provided in the subsequent paragraphs.
The following criteria should be considered in the engineering study for a multi-way STOP sign installation:
A. Where traffic control signals are justified, the multi-way stop is an interim measure that can be installed quickly to control traffic while arrangements are being made for the installation of the traffic control signal.
Traffic signals are not justified, this condition is not applicable.
Agenda Item #6.5:
12572314 4
B. Five or more reported crashes in a 12-month period that are susceptible to correction by a multiway stop installation. Such crashes include right-turn and left-turn collisions as well as right-angle collisions.
Within the last five years of complete SWITRS data, there were no reported crashes. Criteria is not met.
C. Minimum volumes:
1. The vehicular volume entering the intersection from the major street approaches (total of both approaches) averages at least 300 vehicles per hour for any 8 hours of an average day; and
The vehicular volume entering the intersection exceeds 300 vph for 8 hours of an average day. Criteria is met.
2. The combined vehicular, pedestrian, and bicycle volume entering the intersection from the minor street approaches (total of both approaches) averages at least 200 units per hour for the same 8 hours, with an average delay to minor-street vehicular traffic of at least 30 seconds per vehicle during the highest hour; but
The City has only collected motor vehicle volumes, but there isn’t enough pedestrian and bicycle volume anticipated over an 8 hour period to exceed the 200 unit per hour threshold; therefore, the total volume entering the intersection does not average at least 200 units per hour for the same 8 hours and the minor street vehicular traffic delay is less than 12.5 seconds per vehicle. Criteria is not met.
3. If the 85th percentile approach speed of the major-street traffic exceeds 40 mph, the minimum vehicular volume warrants are 70 percent of the values provided in Items 1. and
2..
The 85th percentile speed on the major street approaches does not exceed 40 mph.
Criteria is not met.
D. Where no single criterion is satisfied, but where Criteria B, C.1 and C.2 are all satisfied to 80 percent minimum values. Criterion C.3 is excluded from this condition. 80 percent of Criteria C.2 is 160 units per hour. Based on the collected data and the anticipated pedestrian and bicycle volume, this criteria is not met.
Option:
Other criteria that may be considered in an engineering study include:
A. The need to control left-turn conflicts;
See description under Option C, which describes the minor leg left-turn onto the major leg.
Based on all considerations, including speed, traffic volume and crash history, the need to control left-turn conflicts has not been established.
B. The need to control vehicle/pedestrian conflicts near locations that generate high pedestrian volumes;
This location is anticipated to generate moderate pedestrian volumes, but the need to control vehicle and pedestrian conflicts has not been identified based on the speed, traffic volume and crash data examined.
C. Locations where a road user, after stopping, cannot see conflicting traffic and is not able to negotiate the intersection unless conflicting cross traffic is also required to stop; and The corner sight distance for the left-turn from Fifth Street East (minor street) to eastbound E. Napa Street (major street) is limited by tall landscaping and a utility pole. Recent edgeline striping on E. Napa Street better defines the travel way and allows for the minor leg traffic to first stop at the crosswalk and then move up to get a clear line of sight using the right edgelines on E. Napa Street as guidance. This maneuvering mitigates the corner sight distance to an acceptable level.
Agenda Item #6.5:
12572314 5
D. An intersection of two residential neighbourhood collector (through) streets of similar design and operating characteristics where multi-way stop control would improve traffic operational characteristics of the intersection.
The operating characteristics of the minor and major legs are dissimilar. The volume of traffic is much higher E. Napa Street, which services as a major east-west collector in the City.
6. Conclusion
Based on the CAMUTCD multi-way stop criteria summarized in Section 5, an all-way stop at the intersection of East Napa Street and Fifth Street East is not recommended.
However, the 85th percentile speeds in both directions along E. Napa Street is higher than the posted 25 mph speed limit. The speeds in the westbound direction remain higher after the implementation of centerline and edgeline striping along with a radar speed feedback sign in 2020. It is observed that implementation of these traffic calming measures may have contributed to the reduction in critical speed (85th percentile) from 37 mph to 35 mph, which are still higher than the speed limit for this segment of East Napa Street.
Based on the speeds, additional traffic calming measures should be investigated along this segment of E.
Napa Street. Some potential options could include a raised crosswalk at the existing pedestrian crossing or neighborhood traffic circle. Traffic calming options must be thoroughly considered and evaluated prior to implementation.
7. References
Caltrans (2021). 2014 CA MUTCD, Revision 6, State of California, Department of Transportation, Sacramento, CA . March 30, 2021.
TRB (2016). Highway Capacity Manual, 6th Edition: A guide for Multimodal Mobility Analysis, Transportation Research Board, October 2016.
8. Attachments
A. Traffic Count Data
B. Level of Service Calculations
Agenda Item #6.5: