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8.B. - Page 4 of 70 pedestrians, and create space for a central open/green area. This alternative would remove the fence along the Winslow Street side of the Caltrain platform. While this alternative would remove 50 parking spaces in the bus station's surface parking lot, these cars could be accommodated in the underground garage or in the Perry Street parking lot. • Long-term, station remains at the existing site: This alternative assumes that two sets of train tracks continue to run through downtown and that Sequoia Station is redeveloped, allowing for changes to the street grid, station access, and transit circulation. The scenario recommends enlarging the loop in the above short-term scenario to increase capacity for buses. This would create a larger central open space and improve access and circulation on James Street and to the surrounding businesses. This scenario removes the truck loading areas on James Street and the 90 parking spaces in the bus station's surface parking lot. Transit riders could use a new parking structure that is considered for the Perry Street lot or underground parking included with new development. • Long-term, station relocates to the Perry Street site: This scenario is developed with the understanding that more space is needed to accommodate future rail expansion in Redwood City (Caltrain service expansion and/or Dumbarton Rail Corridor). This alternative recommends shifting the Caltrain station and the transit center north to Perry Street. Perry Street is used for bus circulation (closed to personal vehicles) and there are changes to the street grid to improve access and circulation to the transit center. A linear bus station would improve connectivity between the Caltrain platforms and the bus loading/unloading area. This alternative has the advantage of using Arguello Street as the Transportation Network Company ('Uber/Lyft') and shuttle pick-up/drop-off location. Shifting the location would allow redevelopment of the existing transit center. Due to the four sets of railroad tracks, this alternative would require street closures and/or grade separations. The schematic drawings show Broadway being closed at the tracks and Brewster Avenue going under the tracks, but the actual design/approach will be developed in future phases. In the event of any roadway closures, undercrossings would provide connectivity across the tracks for people walking and biking. This alternative requires the removal of all 135 parking spaces at the Perry Street parking lot. Transit passengers who drive to the station would park in a new parking structure built when the existing transit center site is redeveloped. Study Outcomes and Next Steps: The study identified all three alternatives as feasible from a physical site planning and transit operations standpoint. These findings and analyses will inform the upcoming planning work for the Transit District and Central Redwood City visioning process. Those efforts would also evaluate any impacts on traffic circulation due to the proposed changes. Outreach during these planning efforts is needed to gauge the interest in, and support for, the long-term alternatives. While engaging the community about its vision for the transit center and Central Redwood City, staff recommend seeking grant funding and support from Caltrain and San Mateo County Transit District (SamTrans) to implement relatively short-term improvements. Examples include replacing the fence on the Winslow Street side of the Caltrain platform with stairs to increase the ease of accessing the train platform, adding shelters, or improving the quality and quantity of bicycle lockers at the transit center. Page 4 of 10 City of Redwood City 1017 Middlefield Road, Redwood City, CA. 94063 Tel: 650-780-7000 www.redwoodcity.org 547