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8.B. - Page 18 of 70 Redwood City Transit Center Redesign Study Summary Report limited service levels. Most routes provide service every 30 to 60 minutes, but two routes (ECR and 296) offer 15 -minute weekday service and one route (ECR Rapid) offers 20 -minute weekday service. In total, some 328 bus trips passed through the center on an average weekday, while 163 trips served the center on Saturdays, and 139 trips on Sundays. Parking There are three parking areas which provide a total of 533 spaces for Transit Center users at a cost of $5.00 per day. While the main station lot typically fills up each weekday, the other two facilities, the Perry Street lot and the underground parking in the Sequoia Station garage, do not fill up and on average 59% is the peak weekday occupancy of the parking. Transit Center Amenities The Transit Center is lacking in passenger amenities and overall urban design, visual quality, and adequate pedestrian and bicycle access. The bus station was designed without much consideration of architectural integration with the Caltrain Station. It is an uninviting environment especially for pedestrians. All the buildings adjacent to the Transit Center with the exception of the new Box office building, show their undecorated back or side walls to those using the Center. Nearby creekside green space along James Avenue and the public space on Broadway are not integrated into the Transit Center site. Signage and wayfinding are inconsistent, and the Transit Center is not well identified from El Camino Real. The 2017 Caltrain Bike Parking Management Plan Smith indicated that the Transit Center lacks sufficient secure bicycle storage. Bike lockers are located north of Broadway in the Perry Street parking lot, somewhat removed from the station. Pedestrian circulation is difficult along the Winslow Street frontage of the Transit Center, as a railing limits access to the Caltrain platform. Many people walk through this area to reach Broadway, conflicting with passengers waiting to board trains on the narrow platform. There is a key pedestrian crossing of the tracks in this area that is also the linkage between the Downtown and the bus station and Sequoia Station which are both on the opposite side of the tracks. The design of the bus station allows pedestrians to cross bus bays in a random pattern which poses safety issues, and SamTrans reported that there had been a recent pedestrian fatality at the station. Land Use and Zoning The area directly surrounding the Transit Center is for the most part dedicated to streets and parking, and thus to automobiles. Commercial uses surround the Transit Center study area, and while Broadway provides a pedestrian - oriented destination, Sequoia Station does not. However, the applicable development regulations lay the foundation for a more transit -supportive built environment surrounding the Transit Center if and when properties redevelop in the future. The proposed redevelopment of the Sequoia Station commercial property represents a significant opportunity to Page 6 561