Existing Conditions

Bikeways are classified as Class I, II, III or Bicycle Boulevards.

Class I Bikeways are also known as multi-use paths. Class I bikeways provide bicycle travel on an all-weather surface within a right-of-way that is for exclusive use by pedestrians, bicyclists and other non-motorized modes. Class I bikeway surface must be compliant with provisions of the Americans with Disabilities Act (ADA).These bikeways are intended to provide superior safety, connectivity, and recreational opportunities as compared to facilities that share right-of-way with motor vehicles.

Class II Bikeways are often referred to as “bike lanes” and provide a striped and stenciled lane for one-way travel on either side of a street or highway. Unlike Class III bikeways (below), Class II bikeways have specific width and geometric standards.

Class III Bikeways are intended to provide continuity to the County bicycle network. Bike routes are established along through routes not served by Class I or II bikeways or to connect discontinuous segments of Class I or Class II bikeways.

Class III Bikeways are facilities shared with motor vehicles that provide connection to Class I and II bikeways through signage, and design, creating advantages for bicyclists not available on other streets. By law, bicycles are allowed on all roadways in California except on freeways when a suitable alternate route exists. However, Class III bikeways serve to identify roads that are more suitable for bicycles.

If an on-street bikeway is not feasible, Class III facilities can also be shared with pedestrians on a sidewalk, although it is strongly discouraged due to the high potential for bicycle / pedestrian conflicts. There are no recommended minimum widths for Class III facilities, but, when encouraging bicyclists to travel along selected routes, traffic speed and volume, parking, traffic control devices, and surface quality should be acceptable for bicycle travel.

Bicycle Boulevards are streets where the following conditions are created in order to enhance bicycle safety and optimize travel for bicycles rather than automobiles:

• Reduced traffic speed and volume.
• Use of diverters and roundabouts to discourage through and non-local motor vehicle traffic.
• Improving travel for bikes by assigning the right-of-way to the bicycle boulevard at intersections with other roads wherever possible.
• Traffic controls that help bicycles cross major arterial roads.
• Signage and street design that encourages use by bicyclists and informs motorists that the roadway is a priority route for bicyclists.

Bicycle boulevards use a variety of traffic calming elements to achieve a safe environment. For instance, diverters with bicycle cut-outs allow cyclists to continue to the next block, but discourage through traffic by motor vehicles. Typically, these modifications will also calm traffic and improve pedestrian safety as well as encourage bicycling.

Bicycle Boulevards provide connectivity and route flexibility that is important to commuters and experienced cyclists, with the safety and security of Class I Bikeways needed to encourage beginners and inexperienced cyclists. For less experienced cyclists, Bicycle Boulevards can serve to help them develop the confidence and experience to use a bicycle on public roads for everyday transportation as well as recreation.

The California Complete Streets Act of 2008 was signed into law on September 30, 2008. This law requires cities and counties to include General Plan policies roadway improvements to consider the needs of all users, including bicyclists, pedestrians, transit riders, children, seniors, and persons with disabilities, as well as motorists. The bikeways network proposed by the Bikeways Plan, in conjunction with goals, objectives and policies related to bicycle and pedestrian improvements will facilitate Sonoma County’s compliance with the provisions of the Complete Streets Act.

A range of users must be considered in building the bikeways network. Whereas an experienced rider or bicycle commuter might prefer the shortest and fastest on-road route regardless of traffic, a young or inexperienced rider will likely prefer a Class I, separated bicycle facility. Bicycle riders of all ages and abilities, and those who are riding for both recreation and transportation to destinations like work and school, must be considered in system improvement and implementation.

While a number of new facilities have been completed since the 1997 Bikeways Plan, the Sonoma County bicycle network is far from complete. Significant gaps exist between City and County facilities, and the Joe Rodota trail provides the only direct Class I connection between cities. The following table provides a summary of development of the Sonoma County Bicycle Network: 

Appendix A contains a complete list of new facilities proposed by the Bikeways Plan. It should be noted that in addition to these facilities, there are also unpaved recreational trails not included in the bikeways network, but nonetheless serve to facilitate pedestrian and bicycle travel.

Class 1 Bikeways

It is fortunate that many opportunities exist in Sonoma County to establish Class I Bikeways along existing rights of way such as flood control channels, sewer and water transmission easements, existing and abandoned railroads. Examples include the Santa Rosa Creek Trail along a Sonoma County Water Agency flood control levee, the Joe Rodota Trail along the abandoned Petaluma and Santa Rosa Railway right of way, and the proposed SMART Trail, which follows the Sonoma Marin Area Rail Transit commuter rail line.

The major existing Class I facility in the County is the Joe Rodota Trail, connecting Santa Rosa to Sebastopol. A short on-road connection through downtown Sebastopol provides bicyclist and pedestrians with a connection to Forestville and Graton via the West County Trail. At the eastern terminus, the Joe Rodota Trail connects to the proposed SMART Trail near the Highway 101/12 interchange and the Prince Memorial Greenway via a bridge over Santa Rosa Creek.

At this time, the existing Class I network does not provide north / south connectivity along the Highway 101 corridor. Completion of the 70 mile SMART Trail between Cloverdale and Petaluma will provide this badly needed bicycle and pedestrian connectivity between the major job and population centers of Sonoma County.

The Bikeways Plan identifies a new alignment for the San Francisco Bay Trail, which is a 500 mile regional trail network connecting the nine Bay Area counties. This new alignment replaces the 1997 Bikeways Plan Class II and Class III segment running near the City of Sonoma with a Class I and multi-use trail network close to San Pablo Bay. This new alignment is consistent with the Bay Trail alignment identified by the 2005 Bay Trail Corridor Plan.

In addition to the facilities utilizing public rights-of-way, others have been, or will be, constructed as part of public or private developments. For example, Cloverdale has several trails in residential areas that were developed as part of subdivision master planning. 

Class II and III Bikeways

The County’s roadway system presents many barriers and safety concerns for bicyclists. Many roads are narrow and/or have insufficient shoulder widths; and freeways, high-speed and multiple-lane arterials present challenges for the on-the-road bicyclist.

Incrementally jurisdictions are addressing the inadequacy of almost all of the older roadways, and setting priorities for their improvement. Many roadways still provide insufficient width to safely accommodate bicyclists. There are many examples in rural areas where shoulder widths are sub-standard and along some roadways virtually non-existent.

Under the California Complete Streets Act of 2008, Cities and the County are now in a position of needing to retrofit roadways for the use of bicyclists and pedestrians. Roads may need to be widened to include room for bicyclists or the number of travel lanes reduced to create environments friendlier to bicyclists.

Gaps in connectivity are also common, generally occurring where physical constraints are present, such as bridges, where topography constrains road geometry and width, or where insufficient right of way exists. Gap closures, particularly those along routes with high demand or that provide regional connectivity should be given the highest priority. 

Bicycle Parking and End of Trip Facilities

Bicycle parking, storage, and end of trip facilities such as shower and changing facilities must not be overlooked when planning and implementing a bikeway system. Bicycle parking includes bicycle racks, bicycle lockers, bicycle-specific covered parking, and indoor parking. Effective parking requires properly designed racks, lockers, and shelters, which are sited appropriately for ease of use and convenience. End of trip amenities at workplaces should provide bicyclists with facilities that allow them to change clothes, shower, and securely store their bicycling gear. Inadequate end-of-trip facilities and concerns over bicycle theft are major deterrents to bicycle commuting, and the lack of safe and convenient parking creates a significant barrier to entry for prospective bicycle commuters throughout the County.  

Many destinations throughout Sonoma County provide bicycle parking in the form of bicycle racks. In general, bicycle parking is provided at government facilities, transit hubs, bus stops, park and ride lots, public parking garages, schools and colleges, local and regional parks, and in most new commercial development and office parks. However, long-term bicycle parking in the form of bicycle lockers is provided at only a handful of locations throughout the County. 

Many of the unincorporated communities within the County are developed at relatively high residential densities creating a potential for pedestrian access to a variety of destinations. However, automobile-oriented road design, poor pedestrian connectivity, and lack of adequate sidewalks create a relatively unfriendly environment for pedestrians in these areas. Pedestrian gaps are frequently found in locations between the older development and areas that were developed during the 1950s to 1980s when road design was focused on the automobile.

Additionally, past practice often did not require commercial development near residential areas to provide pedestrian facilities. Examples of this pattern can be found along what were once principal interregional routes, such as Old Redwood Highway, Santa Rosa Avenue, Sebastopol Road, and Cloverdale Boulevard. This pattern has also been prevalent in the County’s unincorporated communities.

Major barriers to safe pedestrian travel are the Highway 101 and 12 freeways, and high speed arterial roads designed to prioritize automobile speed and capacity. Crossing on-ramps and off-ramps, traveling under or over freeways, and traversing principal arterials are challenges many pedestrians find difficult. The current re-construction of Highway 101 may create an opportunity to upgrade pedestrian facilities.

Often existing pedestrian facilities are not designed with personal safety in mind. Where good sight lines are obscured by fencing or buildings, fewer eyes on the street create reduced security for pedestrians. In urbanized communities, buildings should be located close to and facing the street. Building design should give residents a sense of control over spaces immediately around their homes, which encourages people to maintain their own portion of the sidewalk and street.

The pedestrian network is not limited to sidewalks, and includes pathways, recreational trails, Class I multi-use trails, and roadway shoulders in areas with very low traffic volumes. Discontinuity in any of these can create a facility gap that makes travel difficult, unsafe or impossible, and discourages people from walking. Pedestrian connections to public transit are critical in order to develop an integrated transportation system that is likely to be used by large numbers of people on a regular basis.