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Chapter III - Circulation, Transportation & Capital Improvements B. Balancing Land Use - Land uses that have complementary peak ommendations to significantly reduce traffic and congestion in trip characteristics are encouraged. Complementary land uses the area. Maximizing ridership for existin~ employer-sponsored should be configured to relate to one another to create mixed- shuttles, and expanding SamTrans bus service should be the fo- use places that encourage pedestrian circulation and discourage cus of transit-related efforts. Transit linkages between the east auto circulation. For example, hotel, office, and residential uses and west sides of Redwood Creek to Downtown and the Caltrain may be located above first floor commercial spaces; residential station are essential. and office uses may share a common street and/or public space. Workplace and residential development have opposite in/out New development in the Precise Plan Area should be required traffic peaks. Hotels and certain retail commercial businesses to provide for shuttle service to downtown Redwood City, the generate most of their traffic on evenings and weekends when Caltrain station, and other possible key locations such as BART, other uses generate less. the County Center, Kaiser, and EI Camino Real. Shuttle sched- ules should be coordinated for residents and employees to maxi- A demand analysis for commercial services and public facilities mize the efficiency of the system; i.e., the shuttle should have may be required in conjunction with proposals for new residen- short headways during peak commute periods and at other times tial and workplace development. To the maximum extent fea- operate periodically or on an on-demand basis. sible, supporting commercial facilities and public facilities should be provided within the Precise Plan Area; e.g., in-lieu payments As part of TOM efforts, businesses and homeowners associa- to provide facilities in other locations may exacerbate access tions should offer transit passes (e.g., multi-agency "Eco" -passes) problems and are generally not recommended. Development to residents and employees. agreements and/or other mechanisms should be used to ensure that supporting commercial space and public facilities are pro- R Transportation Demand Management (TOM) Plan - TDM mea- vided. sures are intended to enhance Redwood City's quality of life while accommodating growth and investment. They provide a C Supportive Street Design - The Precise Plan Area is a 5-10 minute framework for the mitigation and monitoring of traffic impacts, walk from end to end, supporting pedestrian and bicycle circu- and emphasize increasing non-automobile alternatives for cir- lation and transit use. Public and private streets should be de- culation within the greater Bayfront area. TOM measures are signed to encourage transit, pedestrian, and bicycle movement. specifically focused to reduce the need for future auto capacity- Key public and private streets should be designed to accommo- related road widenings. date the turning movements associated with shuttles and buses. Streets should be designed to encourage bicycle and pedestrian Appendix B contains a listing of TOM measures that incorporate circulation, with street trees, lighting, paved areas/routes, and those recommended by the Mari1Ul Shores Village Draft ElK These other features that make streets attractive public places in their measures are based on the EIR "project," and shall apply accord- own right. ingly to future Precise Plan Area development of the same or comparable land use type and quantity, subject to City review. O. Shuttle and Bus Service - Enhanced transit service is needed for A number of these measures are included in this Chapter's poli- the Precise Plan's land use, parking supply, and other TDM rec- cies and/or the Precise Plan's development standards. The City Final Plan - June 2004 - 70 -