Return to Novato General Plan MenuGovernment Code § 65302[b] requires that every General Plan include a circulation element that consists of "the general location and extent of existing and proposed thoroughfares, transportation routes, terminals, and other local public utilities and facilities, all correlated with the land use element of the General Plan." This Chapter conforms with the requirements of the Government Code.
The Transportation Chapter discusses transportation issues for the Novato area. It briefly describes the existing circulation system and travel characteristics, projects future traffic based on the buildout of the land uses described in the Land Use Chapter, and identifies the resulting anticipated roadway conditions (20). In addition, this Chapter takes into account the traffic impact of anticipated regional development and the roadway improvements adopted in the Marin County Congestion Management Plan. Policies and implementation programs in this Chapter provide a guide for decisions regarding transportation system improvements to accommodate Novato's anticipated growth.
The Transportation Chapter is based on several underlying themes and findings. They are:
The objectives, policies and programs of the Transportation Chapter are based largely on the following goal in the Vision and Goals statement adopted by the City Council in 1992:
Goal Coordinate transportation, economic and land use planning to help provide effective transit services which reduce dependence on the single-occupant automobile.
What is "Level of Service"?
The Level of Service (LOS) for roadways is a scale that compares the amount of traffic on a roadway or at an intersection to the capacity of that location. Level of Service is expressed using letters A through F, with A representing best and F representing worst conditions. TR Table 1 below explains in more detail the Level of Service concept.
| TR Table 1: Level of Service Definitions | |
| Level of Service | Description |
| Free Flowing LOS A | Relatively free-flow. No restrictions to vehicle maneuverability or speed. Very slight delay. |
| Minimal Delays LOS B | Stable Flow. Some slight reduction in maneuverability and speed. Vehicle platoons form. Slight delay. |
| Acceptable Delays LOS C | Stable flow operation. Higher volumes. More restrictions on maneuverability and speed. Acceptable delay. |
| Tolerable Delays LOS D | Approaching unstable flow operation. Queues develop. Little freedom to maneuver. Tolerable delays for short periods. |
| Significant Delays LOS E | Unstable flow or operation. Low operating speed; momentary stoppages. This condition is not uncommon in peak hours. Congestion and lengthy delays. |
| Excessive Delays LOS F | Forced flow or operation. There are many stoppages. The highway acts as a vehicle storage area. Jammed. Gridlock. |
LOS is normally used to describe peak-hour conditions, which occur during the early morning or late afternoon when traffic is the heaviest.
Traffic engineers and planners use Level of Service to evaluate the relative congestion of roads and highways. It is used to design where and what type of roadway improvements are required, such as the location and timing of traffic signals, the configuration of intersections, and the number of lanes for new streets. LOS is intended to provide an approximate measurement of roadway operations similar to the driver's perceptions of traffic conditions.
Coordinating Regional Transportation Planning
The growth in traffic is a regional problem closely related to the pattern of land use, an increasing population, and a reliance on the single-occupant vehicle that has evolved in the San Francisco Bay Area. Land use decisions made by surrounding cities and counties have a significant impact on transportation in the Novato area. Coordinating transportation planning with other agencies is essential, but alone will not solve transportation problems. The City is working with regional agencies and jurisdictions described below:
The Marin County CMP establishes LOS standards and reflects multi-agency capital improvement programs. Non-freeway routes on the designated system must maintain a Level of Service (LOS) D or better on the CMP network, while the US 101 freeway is subject to a LOS E. Road segments which were operating below those stipulated levels at the time the Marin CMP was first adopted were grandfathered at their lower service levels. If any roadway falls below a currently adequate standard, the City must go through a procedure to prepare a "deficiency plan" or risk losing a portion of the gasoline taxes it receives for road purposes from the state.
2. BACKGROUND
Streets and Roads
The street system has shaped land use in Novato and continues to be the principal element of the City's transportation system. Streets and highways are classified according to their function. TR Map 1 shows the classification of Novato's existing and planned circulation system. TR Table 2 describes the street classification system. TR Map 1 does not show local streets. New local streets are not required to be shown on the map but must conform to all relevant City regulations. This table is for descriptive purposes and is not intended to precisely define street improvement standards, future improvement projects, or other decisions which would be subject to specific engineering and policy analysis.
| TR Table 2: Street Classification System | |
| Freeway | A high-speed, limited-access roadway used primarily for long trips. California State Department of Transportation (CalTrans) controls the design, operation and maintenance of freeways. |
| Arterial | A medium-speed, medium capacity roadway typically averaging 10,000 to 35,000 trips daily that provides travel and access within the City and access to expressways and highways. Direct access to land fronting an arterial is usually prohibited. |
| Collector | A relatively low-speed, relatively low-volume street typically averaging 5,000 to 10,000 trips daily that provides access within and between neighborhoods. Collectors usually serve short trips and are intended for collecting trips from local streets and distributing them to arterial streets. Collector streets may have restricted access under certain circumstances, for safety reasons. |
| Local Street | A low-speed, low-volume street that provides access to adjacent properties. Local streets are designed for trips within neighborhoods and to collector and arterial streets, and not to serve through-traffic. |
| Rural Road | A relatively low-speed, low-volume roadway that provides access to adjacent land. Rural roads are designed for trips within low density areas where there is relatively little locally-generated traffic. The City has adopted special standards for rural roads. |
1995 Levels of Service
During the non-commute hours of the day, traffic generally moves well, experiencing little delay. Most intersections are operating at a LOS of A to C, indicating that the street system is relatively uncongested.
Traffic congestion occurs, however, during the peak commute hours. Most of Highway 101 is currently operating at LOS F in the Novato area. During the morning commute hours backups occur from the Alameda del Prado or Miller Creek interchanges to as far north as Atherton Avenue interchange, causing significant diversion of traffic onto City streets.
Local streets and roads generally remain at acceptable levels of service during the peak hours. The exceptions include Bel Marin Keys Boulevard and the Redwood Boulevard/Olive Avenue intersection. The latter operates at LOS E during the morning peak period.
Traffic congestion will continue to worsen as more development occurs in Marin and Sonoma Counties. In response, Novato is working to adopt innovative measures to reduce impacts of Highway 101 traffic on City streets, implement growth management programs, and emphasize alternatives to the single-occupant vehicle.
Coordinating Land Use and Transportation
Land use and transportation must be coordinated, so that the capacity of the transportation system accommodates the traffic generated by the development of the community. In order to understand the relationship between land use and transportation, a traffic forecasting model was used in preparing this General Plan (21A). The model predicted the amount of traffic that will occur when all of the land covered by the General Plan is built out. With these traffic projections it is possible to estimate how much traffic will be generated by new development, what traffic problems will occur, and what roadway improvements, if any, could relieve traffic congestion.
Public transit is mainly provided by the Golden Gate/Marin County system. The routes and stops use the local street and freeway system, and so are not delineated in this Plan as a separate system. Bus routes are shown in the Existing Conditions Report.
The traffic projections showed that the highways and roads in the Novato area in 1995 cannot accommodate all of the development projected to the year 2015, even with the roadway improvements that are under construction or funded (see TR Table 3). The projections confirm that there is currently no reserve capacity on Highway 101. The General Plan includes a list of additional projects in Novato that, when implemented, will accommodate traffic generated by development consistent with the Plan. TR Map 3 shows projected traffic volumes for key intersections and roadways. TR Table 3 lists projects that would provide additional roadway capacity for vehicles or bicycles in the Novato Area of Interest that are already committed.
| TR Table 3: Committed Roadway Improvements | ||
| Project Name | Capacity Improvements | Status As of 3/96 |
| South Novato Boulevard improvements between Rowland Boulevard and Diablo Avenue | One additional lane in each direction, increased storage capacity at intersections, traffic signal coordination. Class II bike lanes. | Under construction |
| Park-and-Ride lot at Rowland Boulevard Interchange. | Parking for 250 vehicles. | Design in progress by CalTrans |
| Atherton Avenue improvements from Olive Avenue to Highway 37 | Turn lanes, Class II bike lanes. | Design in progress |
| Downtown traffic signal and intersection improvements | Coordination of the traffic signals on De Long Avenue from U.S. 101 to Diablo Avenue and coordination of the traffic signals on Redwood Boulevard from Lamont Avenue to Grant Avenue. | Design not yet started; fund allocation has been delayed |
| South Novato Boulevard improvements from Rowland Boulevard to U. S. 101 | Class II bike lanes, underground existing overhead utilities. | Design in progress |
| Tamalpais/Hill/Bradley pavement and Drainage improvements | Sidewalk on one side of Tamalpais Avenue between Center Road and Hill Road and on Hill Road between Tamalpais Avenue and Diablo Avenue. | Reconstruct pavement, improve drainage, provide Class III bikeway |
| Highway 101 | Auxiliary Lane improvements in San Rafael, none in the Novato Area of Interest. | Approved and partially funded by CalTrans |
Following are the principal intersections which will experience severe traffic congestion at buildout if improvements listed in TR Table 4 are not constructed when travel demand increases.
This General Plan coordinates land use and transportation by permitting a level of potential development that can be served by the existing and planned transportation system. The Growth Management Section of the Land Use Chapter contains policies and programs to phase new development so that it does not exceed the capacity of the roadway system and other public services. (Refer to Land Use Chapter 1 and programs following LU Objective 2.) Highway 101 is excluded from service level standards because it is already over capacity and will continue to worsen regardless of any action taken by the City of Novato. The County CMP has "grandfathered" traffic service levels on Highway 101.
In addition, the plan includes land use policies and designations that reduce the need to travel for work, recreation and shopping. The mixed use designations downtown and in neighborhood commercial centers, combined with the higher density residential development near public transportation, will permit more Novato residents to live closer to their jobs and will encourage public transit use.
3. OBJECTIVES, POLICIES, AND PROGRAMS
| TR Objective 1 | Help reduce regional traffic growth. |
TR Policy 1 Regional Transportation Efforts. Participate in regional transportation planning efforts.
Marin County's Congestion Management Plan (CMP) employs growth management techniques, including traffic Level of Service requirements, standards for public transit, trip reduction programs and capital improvement programming for the purpose of controlling and reducing the cumulative regional traffic impacts of development.
TR Program 1.1: Continue to provide City Council and staff representation to the Congestion Management Agency and other regional transportation planning agencies.Responsibility: Central Administration
TR Program 1.2: Work with the Marin Countywide Planning Agency to carry out the Congestion Management Plan.
TR Program 1.3: Continue to work with regional agencies to attain the objectives of the Marin Congestion Management Plan related to Highway 101. Do not adopt City standards for Highway 101, recognizing its regional function and State ownership and control.
TR Program 1.4: Support the extension of an HOV lane on Highway 101 in both directions within the City limits.
TR Policy 2 Regional Alternatives to the Single-Occupant Vehicle. Support regional transportation policies and programs that increase the use of public transit, carpools, bicycles and other alternative modes of transportation and limit the growth of single-occupant vehicle traffic.
TR Program 2.1: Continue to provide staff resources to review, analyze, and monitor the effects of regional transportation plans on the use of alternative transportation modes.Responsibility: Central Administration
| TR Objective 2 | Improve and manage the City's roadway system to accommodate future growth and maintain acceptable levels of service. |
TR Policy 3 Land Use and Transportation Coordination. Manage community growth and infrastructure projects so development can be adequately served by transportation facilities.
There are several measures that can be used to balance transportation with land use in addition to financing and building additional roadway improvements. Transportation Demand Management programs such as flexible hours, employer-financed shuttle buses, and growth management programs can reduce transportation impacts.
TR Program 3.1: Develop and maintain a Citywide traffic model to evaluate the balance between development and transportation.TR Program 3.2: Continue to assess the cumulative traffic impacts of development proposals on the City's transportation system.
TR Policy 4 Level of Service Standards. Establish traffic Level of Service (LOS) standards for use in (1) evaluating the impacts of proposed development projects so the project can be redesigned or effective mitigation measures can be implemented, (2) making improvements to the roadway system, and (3) determining appropriate traffic impact fees.
TR Program 4.1: Establish traffic Level of Service standards as follows:
- At intersections with signals or four-way stop signs: operation at LOS D
- At intersections with stop signs on side streets only: operation at LOS E.
Mitigation measures which reduce side street delay, such as traffic signals, all-way stops and/or center two-way left turn lanes will be considered when LOS F conditions are projected for side street traffic. The volume of traffic should also be considered when evaluating the severity of side street traffic operations.
Refer also to LU Program 7.2 which describes the different actions the City may take if analysis of a proposed development project indicates that it would be likely to result in a violation of LOS standards.
TR Policy 5 Roadway Improvements Adopt a list of improvements that accommodates future growth consistent with the General Plan, enabling the roadway system to operate safely and efficiently.
TR Program 5.1: Prioritize construction of roadway improvements based on consideration of the following factors: periodic analysis of traffic service levels, the location of new development, and safety considerations.TR Program 5.2: Construct the improvements listed in TR Table 4. New local streets are not shown on TR Table 4 and will be subject to review during the development review process.
| TR Table 4: Major Roadway Improvements | |
| Novato Boulevard/ Seventh Street/ Tamalpais Avenue | Add an additional through lane on the northbound and southbound approaches on Novato Boulevard |
| Redwood Boulevard/ Diablo Avenue/ DeLong Avenue |
Change the southbound Redwood Boulevard approach to include two left-turn lanes and a shared through/right-turn lane. Change the eastbound Diablo Avenue approach to include two left-turn lanes, two through lanes, and a right-turn lane. (21B) |
| U.S. 101 North Ramp/ Nave Drive/ Bel Marin Keys Boulevard | Change the eastbound Bel Marin Keys Boulevard approach to include a through lane, a shared through/right-turn lane. |
| South Novato Boulevard/ Sunset Parkway | Install a traffic signal. |
| Redwood Boulevard/ Olive Avenue | Install a traffic signal. |
| Atherton Avenue/ Bugeia Lane | Install a traffic signal. |
| Bel Marin Keys/ Highway 37 | Construct a connector. |
| Rowland Boulevard | Construct an extension to Highway 37. The extension may be limited to an emergency access way. |
| Redwood/San Marin Intersection and 101 South Ramps | Add turn lanes. |
The City's Capital Improvement Program supported by specific project mitigation improvements will provide for roadway and intersection improvements as determined necessary to meet traffic service and safety requirements and comply with all of the other goals and policies of the General Plan. Annual review of consistency of the City's Capital Improvement Program with the General Plan is required by State law. The timing and need for construction of projects listed in TR Table 4 will depend on the rate and location of new development and on trends in travel behavior.
TR Policy 6 Funding. Ensure that development contributes to funding and/or implementing traffic mitigation measures.
TR Program 6.1: Prepare, adopt and implement a Citywide Traffic Impact Fee ordinance.TR Program 6.2: Include in conditions of project approval measures other than roadway improvements, such as Traffic Demand Management requirements, to reduce traffic impacts.
See also LU Policy 8, which pertains to impact fees for infrastructure improvements and public services.
| TR Objective 3 | Ensure that the transportation system contributes to the quality of life of the community. |
TR Policy 7 Public Participation and Education in Transportation Decisions. Actively seek public participation in the preparation and review of regional and local transportation plans.
TR Program 7.1: Continue to hold public meetings on proposed transportation plans and improvements.
TR Policy 8 Impacts of Transportation Improvements. When transportation improvements are expected to have negative impacts, seek to reduce them through design changes or mitigation.
TR Program 8.1: Review proposed transportation improvements to ensure that adequate measures will be implemented to reduce any anticipated air quality, noise, visual, or other impacts.Some proposed transportation improvements require Environmental Impact Reports, while other, smaller projects do not. This program requires that proposed transportation improvements in the City be reviewed for potential negative impacts and that appropriate measures be included to make these less severe.
Refer to the Safety and Noise Chapter for policies and programs to reduce transportation noise.
TR Policy 9 Resource Protection: Design transportation facilities so that irreplaceable resources such as important open space lands, environmental resources, recreational facilities and neighborhood integrity are protected.
TR Program 9.1: Review proposed transportation improvements so that measures will be implemented to protect important open space lands, environmental resources, recreational facilities, and neighborhood integrity.
TR Policy 10 Through Traffic on Local Streets: Reduce through traffic on local streets to preserve the peace and quiet of residential areas.
TR Program 10.1: Adopt and enforce a truck route plan for Novato that limits trucks to selected arterial and collector streets, specifies weight limitations and fines for noncompliance. Install route signs as required.TR Program 10.2: Develop measures to limit through traffic on residential streets when traffic studies confirm that traffic volumes on such streets exceed the Levels of Service established by the City. (Draft EIR, page 135, Impact 4.5B)
| TR Objective 4 | Develop a circulation system that is safe and efficient. |
TR Policy 11 Traffic Safety. Improve the safety of the roadway system.
TR Program 11.1: Periodically analyze the locations of traffic accidents to identify problems and use this information to set priorities for improvements as a part of the City's Capital Improvement Program.Responsibility: Police and Community Development Departments
TR Policy 12 Continuation of Streets. Facilitate the continuation of streets and bicycle and pedestrian paths through developments wherever reasonable and feasible.
TR Program 12.1: Review site plans of developments to facilitate the continuation of streets, bicycle paths, and pedestrian paths to improve local circulation. Continuation of existing streets shall be considered with the development of parcels located between streets where this will not generate adverse impacts for traffic movement, public safety and the character of the neighborhood. Priority shall be given to providing pedestrian and bicycle routes to connect streets wherever reasonable and feasible.
Alternatives to the Automobile
Traffic congestion will continue to worsen significantly despite the roadway improvements recommended in this Plan. Building more roads is not the only solution. Providing effective alternatives to the single-occupant vehicle (SOV) and taking advantage of improvements in technology must become an essential component of transportation planning. This includes increased use of public transit, carpools, staggered and flexible work hours, and bicycling combined with land use patterns and measures to reduce travel demand. In addition, alternatives to the automobile contribute to energy conservation, reduce pollution and the immense cost of building and maintaining additional highways and roads.
| TR Objective 5 | Reduce dependence on the automobile. |
TR Policy 13 Higher Density Land Uses Adjacent to Public Transit. Encourage higher intensity land uses such as mixed use, multiple family residences, public services and commercial retail centers near transit routes and facilities to reduce vehicle trips.
TR Policy 14 Alternatives to the Single-Occupant Vehicle. Encourage alternatives to the use of the single-occupant vehicles (SOVs).
TR Program 14.1: Work with organizations promoting the use of alternatives to single-occupant vehicles.
TR Policy 15 Transit. Encourage use of public transit.
TR Program 15.1: Continue to support service by the Golden Gate Bridge District and Marin County Transit District.TR Program 15.2: Continue to require the provision of bus stops, bus shelters, benches, turnouts, and related facilities in all major new commercial, industrial, residential, and institutional developments that might be served by transit.
TR Program 15.3: Work with public transit providers to obtain changes to schedules and routes as needed to serve the community.
TR Program 15.4: Explore feasibility of establishing an intracity transit system.
TR Program 15.5: Explore development of a multimodal facility(ies) along the Railroad Corridor.
TR Program 15.6: Investigate the feasibility of ferry service both via the Golden Gate Bridge, Highway and Transit District and in Sonoma County or in other appropriate locations.
TR Program 15.7: Help alleviate congestion on major thoroughfares such as Highway 101 and Highway 37 by encouraging use of public transit in other locations and ways, including but not limited to park and ride lots, van pooling, bus shelters, convenient schedules and reasonable fares.
TR Policy 16 Reducing Travel Demand: Promote measures to reduce travel demand.
TR Program 16.1: Develop programs for trip reduction and implement as permitted by law.Measures to reduce travel demand (called Transportation Demand Management, or TDM programs) are directed at reducing the number of single-occupant vehicles during the peak hour commute periods.
TR Policy 17 Railroad Right-of-Way. Support the acquisition of the Northwestern Pacific Railroad right-of-way for future transit and possible bike route use, with the mode of transit to be subject to further study.
TR Program 17.1: Support the acquisition of and coordinated planning for the use of the NWP Railroad right-of-way.
TR Policy 18 Support construction of park and ride facilities to increase transit ridership and carpooling.
TR Program 18.1: Identify additional sites for park-and-ride commuter lots that are directly accessible to major arterials and Marin County transit lines and/or freeway interchanges.TR Program 18.2: Identify mechanisms to provide for and seek developer participation in construction of park and ride facilities by requiring land to be set aside for park-and-ride lots where possible, or including the cost of park and ride facilities into the City's traffic impact fee ordinance, to the extent that new development increases demand for such facilities.
CalTrans operates three park-and-ride lots in Novato: at the Highway 37/Atherton Avenue interchange, at the Highway 101/Atherton Avenue interchange, and at the Highway 101/Alameda del Prado interchange. A fourth lot is planned at the Highway 101/Rowland Boulevard interchange. These facilities are at or over their capacity.
TR Policy 19 Bus Shelters and Benches. Encourage attractive, well-lighted and comfortable bus shelters or benches placed in convenient locations that are compatible with surrounding neighborhoods.
TR Program 19.1: Identify appropriate locations for bus stops, benches and shelters as part of development plans in City Capital Improvement Projects.TR Program 19.2: Review bus shelter and bench designs and plans. Provide additional facilities or features for bus shelters and benches in key areas serving a large ridership, as necessary.
Although Golden Gate Transit and Marin Transit have specifications for bus shelters, the City should participate in the location of new bus stops.
Bicycle and Pedestrian Facilities
Bicycling and walking can become a more significant part of the transportation system with better facilities, Novato has many opportunities to promote cycling and walking: most of the City is reasonably flat; the weather is mild; and there are relatively short distances between residential areas, parks, schools and commercial centers. General Plan policies that increase residential density downtown, establish mixed uses, and favor infill development rather than urban sprawl also promote cycling and walking for local trips.
The California Street and Highways Code has established three categories of bicycle routes based on needs and the physical conditions of the right-of-way.
| "Bikeway" means all facilities that provide primarily for bicycle travel.
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| TR Objective 6 | Make it easier and safer for people to travel by bicycle and on foot. |
TR Policy 20 Comprehensive Bicycle Path System. Establish a comprehensive and safe system of bicycle routes that connects all parts of the City.
TR Program 20.1: Work towards completing the bicycle route system in the Citywide Bikeways PlanTR Program 20.2: Incorporate bicycle facilities into the design and construction of roadway improvements.
TR Program 20.3: Continue to participate in the Marin Countywide Bicycle Advisory Committee.
TR Program 20.4: Utilize grant funding, and other means, as appropriate, to acquire rights-of-way needed for a comprehensive bike route system, and to provide bike racks and other bicycle-related facilities.
TR Program 20.5: Distribute maps of Novato's bicycle routes at public buildings, the library, schools and other public places.
TR Program 20.6: Construct bike routes according to the standards established by CalTrans' Planning Development and Design Criteria for Bikeways. Alternative designs may be required in environmentally sensitive areas.
TR Program 20.7: Consider adoption of a Citywide Bikeways Plan based on the recommendations of the City's Bicycle and Pedestrian Advisory Committee.
This plan would specify in more detail and perhaps enlarge upon the bicycle routes indicated in TR Map 4. CalTrans and MTC have adopted criteria for bicycle plans. Adoption of a bicycle routes plan conforming to these criteria makes the City eligible for California Bicycle Lane Act funding grants.
TR Program 20.8: Require employers to provide appropriate facilities to encourage bicycling.
TR Program 20.9: Continue the bicycle safety programs offered by the Police Department.
Responsibility: Police Department
The Police Department provides an innovative bicycle safety education program in the elementary schools.
TR Policy 21 Bicycle Parking. Promote and provide adequate bicycle parking at public transit facilities, park-and-ride lots, schools, the library, parks, city offices, and commercial areas, as feasible.
TR Program 21.1: Consider requiring new development, including remodeling and use changes, to provide adequate bicycle parking, as feasible.Revisions to the parking standards in the Zoning Ordinance are required to implement this program. The Zoning Ordinance should specify the number of bicycle parking spaces required as a ratio of building floor area and the type of bicycle racks and locker designs which should be used. The specifications for bicycle racks should reflect the type of use. Long-term parking at bus stops and workplaces would require locker-type storage for bicycle, whereas short term parking at stores would require the simpler locking bicycle racks.
TR Program 21.2: Work with public transit providers to place bicycle parking at bus stops and to increase the number of buses able to take bicycles.
TR Policy 22 Pedestrian Facilities. Promote, provide, and maintain a safe and convenient pedestrian system.
TR Program 22.1: Require a sidewalk, path, or shoulder on all streets.TR Program 22.2: Continue to provide traffic controls in areas with high volumes of pedestrian movement.
Responsibility: Police and Community Development Departments
Access for the Mobility-Impaired
Providing transportation facilities accessible to persons who are mobility-impaired is essential. Approximately three percent of the population in Novato cannot use conventional public transit due to a disability. The Federal Americans with Disabilities Act approved in 1990 contains many requirements to remove barriers for those with disabilities.
Paratransit provides transportation services for persons who cannot use conventional, fixed-route public transit. The Marin County Transit District contracts with two social service agencies to provide a door-to-door ride sharing program.
There are a number of private transportation services meeting the specialized needs of the community. These include the Marin Airporter, the Santa Rosa Airporter and local taxi service.
| TR Objective 7 | Encourage access to transportation for persons who are mobility-impaired. |
TR Policy 23 Access Improvements. Support improved access to public transportation by people with disabilities.
TR Program 23.1: Continue to review all projects for disabled access and require the installation of curb cuts, ramps and other improvements facilitating access in conformance with state and federal regulations.TR Program 23.2: Continue to support organizations that provide transit service to the elderly and the mobility-impaired.
TR Policy 24 Paratransit. Encourage the continuation and expansion of paratransit services in Novato.
TR Program 24.1: Monitor paratransit service providers in Novato to identify changes in service. Work with paratransit providers to facilitate a high level of service.
TR Policy 25 Development to Pay Fair Share. Consider developing an impact fee to require developments to pay their fair share to cover the cost of implementing the City's Americans with Disabilities Act (ADA) transition plan and self evaluation of services plan to the extent allowed by law.
Transportation Funding
Transportation funding is predominantly a federal, state and regional responsibility. For many years the road system has received the largest proportion of public expenditures for transportation. Recent funding programs have recognized the increased need to support alternative modes of transportation.
| TR Objective 8 | Promote balanced funding for transportation systems. |
TR Policy 26 Balanced Transportation Funding. Actively pursue funding for all transportation objectives consistent with the General Plan.
TR Program 26.1: Work with other jurisdictions in the County and the region and with the Metropolitan Transportation Commission to lobby for increased funding for alternative transportation modes.Responsibility: Central Administration
TR Program 26.2: Obtain needed funding for transportation improvements and public transit facilities from federal, state and county governments and from Traffic Impact Fees.
See also LU Policy 8.
Air Transportation
Gnoss Field is located in the County outside of Novato's Sphere of Influence. It is a general aviation airport owned by the County and has no scheduled commercial flights. It has, however, a significant number of private aircraft operations and an air taxi service.
The County's Gnoss Field Master Plan describes the expected growth in airport operations and related development. It projects a doubling of based aircraft in the period 1986 to 2006, with an increase in operations (one landing or one take-off) from 189,000 in 1996 to 204,000 in 2006. The improvements called for in the Master Plan include facilities to maintain a fixed-based aviation operator.
Novato is represented on the County's Airport Land Use Commission (ALUC), which reviews all projects adjacent to Gnoss Field for compliance with their plan. Additional policies and programs dealing with Gnoss Field are in the Safety Chapter.
| TR Objective 9 | Encourage airport service consistent with Novato's community character. |
TR Policy 27 Gnoss Field. Encourage the maintenance of Gnoss Field as a General Aviation Airport. Oppose improvements to Gnoss Field that could lead to commercial aviation.
TR Program 27.1: Work with the County, the ALUC and the FAA to ensure that no facilities to accommodate a commercial aviation airport will be built.TR Program 27.2: Periodically review and continue to implement regulations on aviation (such as helicopter takeoffs and landings) in the City limits.
TR Policy 28 Airport Land Use Plan. Support safety provisions of the Airport Land Use Plan. (See Safety Chapter.)
TR Program 28.1: Continue to monitor the environmental effects of Gnoss Field by reviewing and responding, as appropriate, to all EIRs and related planning documents.Noise and safety related issues of Gnoss Field are discussed in the Safety Chapter. Land uses on LU Map 1 are consistent with the Airport Land Use Plan.
TR Policy 29 Non-aviation Status of Hamilton Runway. Continue to ensure that the Bay Conservation and Development Commission, the Metropolitan Transportation Commission and other appropriate agencies recognize permanent non-aviation status of the Hamilton Field runway.
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