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~ ì Chapter III - Circulation, Transportation & Capital Improvements I I destrian "outer esplanade" pathway along Redwood Creek and and access locations, and connections to a future ferry ter- ì Smith Slough, and a pedestrian-focused "inner esplanade" along minal. ¡ inner marina areas. The Plan contains design recommendations for both conditions that encourage public use. I II. Transportation Policies ¡ I D. Pedestrian and Bicycle Linkages to Adjacent Areas. Pedestrian and bicycle connections to and within the Bayfront should be Two basic land use and transportation approaches are recommended I improved, including the Whipple Avenue, Woodside Road, and to promote both community development and congestion manage- I Maple Street freeway overcrossings. The feasibility and design ment objectives. One is reducing the need for trips by creating at- I of these improvements should be reviewed with Caltrans. tractive, pedestrian-oriented mixed-use areas, consistent with the o -J I City's place making goals. The other is expanding the system capac- 1. US 101 Undercrossing - A US 101 pedestrian and bicycle ity of transit facilities and the efficiency of existing roadways. The I undercrossing should be constructed to link the Precise Plan policies listed below are intended to integrate these approaches. Area with downtown along Redwood Creek. New Precise I Plan development shall fund a proportional share of the de- A. Trip Reduction - Reducing single occupancy vehicle (SOY) trips I sign and construction cost. The concept diagram on page 41 to and from the Precise Plan Area is an important policy objec- I illustrates the possible cross section and US 101 bridge clear- tive. An aggressive approach combining land use programming, ance; as shown, the trail would be contained within a U- limited on-site parking, transit/shuttle service and other means shaped channel to prevent it from being submerged during can result in SOY trip reductions of 20% or more. There are two I high tide. potential benefits: a) congestion can be significantly reduced from levels that would occur without such efforts, and/or b) I 2. Seaport Center Link - A pedestrian/bicycle link should be significantly more development could be possible within the I considered across Redwood Creek to connect the Precise constraints of the existing roadway system. Plan Area directly to Seaport Center and Seaport Boulevard. I This link would increase the vitality of the areas on both New development proposals should combine land use, TOM, sides of the Creek, creating synergy between residential, and transit to achieve a minimum SOY reduction of 15% from I commercial, and workplace areas. Options include a pedes- typical ITE trip generation levels. If such a reduction is not ..., trian/bicycle bridge, small ferry concession, and/or water taxi achieved, permitted development will be reduced; see Chapter service. New development should fund a study to evaluate rv, Implementation, for monitoring requirements. The transit- J potential locations and clearance requirements to determine and TDM-related policies listed below are recommended as part feasibility of a pedestrian/bicycle bridge over Redwood of a "tool box" of trip reduction efforts. The City will consider I Creek. amendments to the Precise Plan to accommodate alternative I trip reduction efforts that are determined by the City to be as or I 3. Water Taxi Service - The potential for future water taxi ser- more effective. ¡ vice should be studied - e.g., models from other locations, funding approaches, likely hours of operation, possible dock J - 69 - Final Plan - June 2004 I