3. Transportation and Circulation
This chapter describes the existing conditions of Downtown Redding related to transportation and traffic
concerning Downtown to date, and summarizes the goals from the recently completed Downtown
Redding Transportation Plan (DRTP). It also describes potential opportunities and constraints in the
Downtown Redding Specific Plan area related to vehicular and pedestrian circulation, and parking for
further study.
3.1
EXISTING CONDITIONS
VEHICULAR CIRCULATION
The Specific Plan area boundary is generally defined as the area from Riverside Drive/ Sacramento
River to the North, Court Street to the West, Continental Street to the East, and Lincoln Street to the
South. The study area has a grid-like network of streets that provide circulation around the area,
to/from the state highways and connections to other local streets. Figure 1-1 shows the Downtown
Redding Specific Plan area boundary and major roadways in the area.
The state highway system includes State Route (SR) 44, SR 273, and SR 299. These state routes provide
regional access and enter the Downtown area as surface streets with at-grade intersections with several
local streets in the area. Upon entering Downtown, SR 44 and SR 273 become one-way streets, the state
highway system in the Downtown area is configured as follows:

SR 44 is an east-west arterial commencing in Downtown at the one-way couplet and extending
easterly to Lassen County. Within Downtown, Tehama Street provides three one-way eastbound lanes.
Shasta Street has four one-way westbound lanes. East of Liberty Street, SR 44 transitions to a four-lane
freeway.

Approximately one mile south of Downtown, SR 273 at Wyndham Lane is a north- south, four-lane
divided expressway. Proceeding north from Wyndham Lane to West Cypress Avenue, SR 273, as Market
Street in the City, is a four-lane divided arterial providing access to collector and local streets. At West
Cypress Avenue, SR 273 forms a couplet with Pine Street going northbound to Market Street/Eureka
Way and with Market, Tehama, and California Streets going southbound from Market Street/Tehama
Street and then on Market Street from Gold Street. SR 273 joins with SR 44 at Shasta Street, at Eureka
Way, and at Market Street between Eureka Way and Tehama Street. The one-way couplet has three
northbound lanes and two southbound lanes with SR 273 joins with SR 299 between Eureka
Way/Market Street and Lake Boulevard to the north. North of Lake Boulevard, SR 273 terminates
when it merges onto I-5 as an on-ramp.

SR 299 is a major arterial within Downtown that provides regional access to the east and west. At the
western city limit, SR 299 is a two-lane rural highway that transitions to a four-lane arterial near
PLACEWORKS
3-1
DOWNTOWN REDDING SPECIFIC PLAN UPDATE
OPPORTUNITIES AND CONSTRAINTS MEM O
TRANSPORTATION AND CIRCULATION
Buenaventura Boulevard and continues as a four-lane arterial to Market Street in Downtown. At
Market Street, SR 299 turns north, joining with SR 273, and continues north out of Downtown. At Lake
Boulevard, approximately 1.5 miles northeast of Downtown, SR 299 turns east eventually becoming a
freeway to the eastern city limit.
The City’s General Plan’s Transportation Element includes roadway functional classifications according to
the level of mobility and access they are to provide. The following is a functional classification of streets:

Arterial (Major Thoroughfare) – These streets connect regional and interregional activity centers and
should continue to place importance on vehicular efficiency while also improving safety and access for
other modes of travel. Slower vehicles and business activities in non-motorized areas in the public
right-of-way should be a priority when maintaining vehicular efficiency.

Minor Arterial – These streets provide an important linkage between regional, neighborhood, and
commercial areas. Vehicular efficiency should continue as a priority while providing increased
opportunities for businesses, parking, and business activities in non-motorized spaces in the public
right-of-way. Slower vehicle speeds and travel lanes will improve the balance with pedestrian and
bicycle safety.

Collector – These streets provide for traffic movement between major arterials and local streets and
direct access to abutting property.

Local Streets – All streets not specifically highlighted on the map will place higher priority on nonmotorized transportation and activating outdoor public spaces. The public right-of-way along these
streets should be designed to encourage infill development, walking, biking, and outdoor activities.
The Transportation Element establishes Level of Service (LOS) D as the standard for traffic planning and
development review for streets and intersections in the Downtown area. Intersection LOS was calculated
for several intersections in the Downtown area in the Downtown Redding Transportation Plan, providing a
preliminary operational level evaluation of traffic operating conditions.
Table 3-1 provides a summary of the existing peak hour intersection delay and intersection Levels of
Service. As shown in Table 3-1, all intersections currently operate at acceptable LOS.
BICYCLE AND PEDESTRIAN CIRCULATION
Non-motorized transportation is a critical component of Downtown viability. According to the DRTP, the
Downtown area, and in particular the Market Street Promenade, has good connections for all citizens to
the surrounding street system and good links are provided to transit stops and to the RABA Downtown
Transit Center.
Downtown streets are characterized by a mixed condition of sidewalks and pedestrian street crossings.
Transportation projects such as the widening of Eureka Way included high visibility crosswalks at the
intersection of Market Street/Tehama Street; the bike lanes and pedestrian improvements on East Street
also identified high-visibility crosswalks improvements needed at East Street/Yuba Street. Streets such as
California and Pine Streets have wide commercial-width sidewalks along commercial frontages with
parallel street parking and street trees to buffer pedestrians from vehicular traffic. Streets such as Butte
3-2
JANUARY 2017
DOWNTOWN REDDING SPECIFIC PLAN UPDATE
OPPORTUNITIES AND CONSTRAINTS MEM O
TRANSPORTATION AND CIRCULATION
TABLE 3-1
EXISTING CONDITIONS
AM Peak Hour
#
Intersection
PM Peak Hour
Control
a
Type
Target
b
LOS
Delay
LOS
Warrant
c
Met?
Delay
LOS
Warrant
c
Met?
1
California Street & Placer Street
Signal
D
13.6
B
-
11.4
B
-
2
Market Street & Placer Street
AWSC
D
11.8
B
No
13.5
B
No
3
Pine Street & Placer Street
Signal
D
17.1
B
-
18.6
B
-
4
California Street & Tehama Street
Signal
D
20.5
C
-
24.9
C
-
5
Market Street & Tehama Street
Signal
D
5.1
A
-
10.6
B
-
6
Pine Street & Tehama Street
Signal
D
15.1
B
-
22.7
C
-
7
Market Street & Shasta Street
Signal
D
17.8
B
-
16.7
B
-
a. AWSC = All Way Stop Control.
b. LOS = Delay based on average of all approaches for AWSC and Signal.
c. Signal Warrant = Based on California MUTCD Warrant 3.
Source: DRTP, Omni-Means 2016.
and Yuba Streets have a narrower sidewalk width and mix of parallel and angled parking. The scale of the
Downtown Core is comfortable to walk; however, the walkability of Downtown is affected by comfort and
aesthetic issues. Pedestrian travel in the area is generally accommodated rather than prioritized.
Downtown commercial areas lack sufficient trees and Downtown lighting is minimal and insufficient for
most non-motorized traffic to feel safe.
The Parks, Trails, and Open Space Master Plan identifies the Downtown as a major destination with
linkages to the Sacramento River Trail, Dana to Downtown Trail, and the Palisades Trail. The hub of the
City’s trail system is the Sacramento River Trail (see Figure 3-1). The Sacramento River Trail is a 16-mile
network of paved and dirt paths along the banks of the Sacramento River through Redding. The eight-foot
wide trail is designed for pedestrian and bicycle traffic only. The Sacramento River Trail extends from
Shasta Dam to Hilltop Drive, passing north of the Downtown area. The Dana to Downtown Trail was a part
of a larger widening and reconstruction project of SR 44 between Downtown and I-5 completed in 2010.
The Dana to Downtown Trail provides a one-mile long dedicated bicycle and pedestrian path across the
Sacramento River that is completely separated from the SR 44 vehicular traffic.
The City’s developing bikeway system consists of multi-use Class 1 paths and trails, Class 2 bike lanes on
arterial and collector streets, and signed Class 3 bike routes on connecting and neighborhood streets.
Caltrans and the City have begun implementing buffered Class 2 bike lanes. Buffered lanes incorporate
additional pavement delineation to provide additional separation between the vehicular travel lane and
the bike lane. California passed the Protected Bikeway Act of 2014, creating a new category of bike lanes:
Protected Bike Lanes (Class 4). Class 4 bike lanes use a vertical element as the buffer between the
vehicular lane and the bike lane.
PLACEWORKS
3-3
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DOWNTOWN REDDING SPECIFIC PLAN UPDATE
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DOWNTOWN REDDING SPECIFIC PLAN UPDATE
OPPORTUNITIES AND CONSTRAINTS MEM O
TRANSPORTATION AND CIRCULATION
Currently the Downtown area lacks an adequate bikeway system. Class 2 bicycle lanes in Downtown exist
along California and Pine Streets. Bicycle connections to Turtle Bay and the Sacramento River Trail are key
challenges. More and more bicycle racks are being installed in Downtown through a cooperative
agreement between Healthy Shasta, Viva Downtown, and the City. The racks, designed by Viva
Downtown’s Design Committee, are fabricated locally by Gerlinger Steel Company, and installed by the
City. The cost is shared by Healthy Shasta and Viva Downtown. To date, over 25 bike racks have been
installed.
TRANSIT
The Redding Area Bus Authority (RABA) provides public transportation services within the greater Redding
area. The Downtown Transit Center is a well-designed facility providing service to RABA, Greyhound,
Amtrak, Trinity Transit, Sage Stage, and other bus operators. The RABA Downtown Transit Center functions
as a multimodal transfer station with 12 gates that provide access to all transit vehicles. The transit center
provides riders with conveniences such as public restrooms, vending machines, bike racks, and canopied
waiting areas with benches. Figure 3-2 shows the existing local bus routes in the Downtown area. Seven
local bus routes depart from the RABA Downtown Transit Center. In most cases, these routes complete a
loop in the span of one hour. The local routes operate 12 or 13 service hours per day, Monday through
Friday, starting at 6:20, 6:50, or 7:20 a.m. Saturday service commences three hours later than the
weekday start time, but ends at the same time as weekday services. There is no Sunday service. Amtrak
has two daily train departures on its Coast Starlight line, one towards Los Angeles, and one towards
Seattle.
PARKING
In the Downtown Core area, on-street parking consists of parallel and diagonal curbside parking. Onstreet public parking is both metered and unmetered. According to the Downtown Redding Transportation
Plan, a total of 1,181 on-street public parking spaces serve the Downtown Core area. Within the
Downtown Core area, off-street parking is located in both public and private parking lots. There are
approximately 938 off-street parking spaces available to the public in City- and County-owned parking lots
in the Downtown Core area. Parking lots include the California Street parking structures, the parking
garage beneath the former Dicker’s Department Store (145 spaces) and another 98 spaces in two surface
lots along Pine Street. The City-owned two-story California Street parking structure is located immediately
west of the Market Street Promenade fronting California Street, between Shasta and Tehama Streets. The
north structure was constructed in 1972 and the south structure in 1977. There are 650 spaces total in
both structures.
In addition, there are 45 metered spaces in the County-owned parking structure at the County
Administration Center at the corner of West Street and Butte Street.
There are several private parking lots serving the public and the adjoining businesses distributed
throughout the Downtown Core area. According to the Downtown Redding Transportation Plan there are
approximately 1,598 off-street spaces in private parking lots.
PLACEWORKS
3-5
DOWNTOWN REDDING SPECIFIC PLAN UPDATE
CITY OF REDDING
OPPORTUNITIES AND CONSTRAINTS MEMO
GOALS, GUIDING PRINCIPLES & ACTION PLANS
Source: Downtown Redding Transportation Plan, 2016.
FIGURE 3-2
Existing RABA Downtown Map
DOWNTOWN REDDING SPECIFIC PLAN UPDATE
OPPORTUNITIES AND CONSTRAINTS MEM O
TRANSPORTATION AND CIRCULATION
Parking meters, time limits, and parking permits are used by the City as part of its overall parking
management strategy. There are many areas in Downtown where time limit signs are used in lieu of
parking meters. The City issues parking permits in, and adjacent to, Downtown on a first-come, firstserved basis. In addition, the City issues free Residential Parking Permits allowing residents in
neighborhoods adjacent to Downtown to park on specific streets, adjacent to their residence, 24 hours
per day.
An inventory of existing parking and occupancy counts was conducted in the Downtown Core area in
2010. Figure 3-3 shows the existing total parking supply and use separated into six sections. The data
shows that the study area provides sufficient parking to support the land uses in the area. Perceived
parking shortages are likely due to lack of spaces in close proximity to destinations.
3.3
DRTP GOALS AND ACTION PLANS
DRTP GOALS
The following Goals and guiding principles are identified in the Downtown Redding Transportation Plan:
GOAL 1: Provide a safe and efficient transportation system that meets the needs for
local, regional, and interregional travel for all modes of travel and encourages a vibrant
Downtown.
Guiding Principles

Manage select streets as Arterials (Major Thoroughfare) with high priority given to vehicular traffic.
Balance vehicular operations with actions that slow vehicular speeds, improve the pedestrian and
bicycle environments, and encourage business activities in the public right-of-way.

Manage select streets as Minor Arterials with a stronger balance between vehicular efficiency and
pedestrian, bicycle, and business needs.

Manage all other streets as Local Streets with high priority given to non-motorized activities, lower
traffic volumes, and slower vehicle speeds.

Implement road diets on portions of South Street and Tehama Street.

Re-introduce Market, Butte, and Yuba Streets through the Market Street Promenade.

Encourage diverse use of the public right-of-way. Activities include, but are not limited to café seating,
canopies, parklets, signing, lighting, bicycle parking, and public art.

Revise the coordinated traffic signal timing on California Street and Pine Street, from approximately 30
MPH to no more than 25 MPH.

Encourage the California-Market Alley and the Market-Pine Alley to develop into shared space alleys
that serve as the "front door" to small businesses and residences.

Provide traffic calming features at every intersection.
PLACEWORKS
3-7
DOWNTOWN REDDING SPECIFIC PLAN UPDATE
CITY OF REDDING
OPPORTUNITIES AND CONSTRAINTS MEMO
Figure A2 – Existing Parking Supply and Use
FIGURE 3-3
Existing Parking Supply and Use
EXISTING TRANSPORTATION CONDITIONS
Source: Downtown Redding Transportation Plan, 2016.
DOWNTOWN REDDING SPECIFIC PLAN UPDATE
OPPORTUNITIES AND CONSTRAINTS MEM O
TRANSPORTATION AND CIRCULATION

Perform additional studies to determine the potential for converting portions of the one-way northsouth Pine Street/California Street couplet to two-way streets.

Perform additional studies to determine the potential for reconstruction of the Market/Pine/Cypress
intersection as a modern roundabout.
GOAL 2: Restore streets through the Market Street Promenade.
Guiding Principles

Re-introduce Market, Butte, and Yuba Streets through the Market Street Promenade.

Provide facilities to promote the highest level of pedestrian use.

Encourage business activities in the public right-of-way, including café seating, canopies, parklets,
signing, lighting, bicycle parking, and public art.

Provide flexible-use spaces to encourage business use of the right-of-way, changes as businesses turn
over, and pedestrian/bicycle only events.

Provide on-street parking.

Provide wayfinding signage.

Phase improvements based on available funding and private redevelopment.
GOAL 3: Meet the needs for vehicular parking Downtown in support of business,
recreational, and residential development.
Guiding Principles

Maintain and consolidate the current public parking supply to accommodate future Downtown
development.

Replace the current California Street parking structures with new, taller structures sited on a smaller
land area footprint. As an alternative to the current locations, a northerly structure should be
considered on the existing RABA parcels between Tehama and Shasta Streets.

Retain, to the maximum degree feasible, the current parking structure under the former Dicker's
building. Also, allow flexible use through development agreements.

Add a multi-story parking structure on the City's Pine Street parking lot. Also, allow flexible use
through development agreements.

Charge for on-street parking on a block-by-block basis to achieve an approximate 85% occupancy rate.
At locations that do not reach 85% occupancy, do not charge for parking.

Implement smart parking meters where warranted to manage when parking exceeds the 85%
occupancy rate goal.

Provide dynamic parking availability information and guidance systems for public parking structures.

Provide electric vehicle charging stations in public and private parking lots/structures.
PLACEWORKS
3-9
DOWNTOWN REDDING SPECIFIC PLAN UPDATE
OPPORTUNITIES AND CONSTRAINTS MEM O
TRANSPORTATION AND CIRCULATION

Implement a priority parking program for car-share, low-emission, and electric vehicles.
GOAL 4: Encourage transit ridership by providing safe and effective service and realtime information.
Guiding Principles

Implement real-time passenger information systems.

Improve Americans with Disabilities Act (ADA) access, lighting, and shelters.

Add a new fixed route that provides service in and around Downtown, and to Turtle Bay.
GOAL 5: Improve the pedestrian environment to encourage walking as the primary
mode of travel in the Downtown Core.
Guiding Principles

Calm appropriate roadway intersections with curb extensions and high-visibility crosswalks, as also
identified in Goal 1.

Encourage the California-Market Alley and the Market-Pine Alley to develop into shared space alleys
that serve as the "front door" to small businesses and residences as also identified in Goal 1.

Provide pedestrian-scale wayfinding signage.

Promote comfort with shade, landscaping, public art, seating, and refuse receptacles.

Provide nighttime safety with improved lighting.

Continuously improve traffic signal control and coordination to prioritize pedestrian safety and
minimize pedestrian delay.
GOAL 6: Provide a transportation environment that encourages bicycle use.
Guiding Principles

Provide protected (Class 4) bikeways to connect the Diestelhorst Bridge Trailhead with Downtown and
Downtown to Turtle Bay.

Provide protected (Class 4) bicycle lanes on California and Pine Streets.

Provide modern pavement delineation and signing for all bikeways.

Update the City’s bikeway system plan map.

Continuously improve traffic signal control and coordination to ensure bicycle safety and minimize
bicycle delay.

Provide wayfinding signage.

Add bicycle parking facilities.

Establish a Downtown Bicycle/Pedestrian "Trailhead" in the vicinity of the RABA Downtown Transit
Center.
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
Add green color bicycle lane pavement delineation at key traffic conflict areas.

Perform additional studies for extending the proposed California Street two-way protected bicycle
lane, south of Placer Street.
GOAL 7: Implement low impact development practices to environmentally "Green"
Downtown.
Guiding Principles

Improve stormwater quality utilizing Green infrastructure design features.

Provide an environment rich with amenities that encourages pedestrian, bicycle, business, and
outdoor activity areas.
DRTP ACTION PLANS
Several action plans have been identified in the DRTP to identify the recommendations necessary to bring
the Downtown Transportation Plan vision and goals to fruition. The following provides a brief synopsis of
each Action Plan:
VEHICULAR ACTION PLAN
The Vehicular Action Plan advances recommendations for balancing the needs of vehicles, bicycles, and
pedestrians in creating safe and comfortable streets. Key street recommendations include road diets for
South and Shasta Streets, slowed vehicular speeds along major thoroughfares through signal timing, and
implementation of traffic calming to increase pedestrian and bicycle safety. The Action Plan calls for
streets through the Market Street Promenade, including segments of Market, Butte, and Yuba Streets, to
be reopened to vehicular traffic to improve and increase local street connectivity and circulation.
Figure 3-4 shows the proposed street designations and road diets. The “road diet candidate” streets are
identified as good candidates to reduce the lanes from four lanes to two-lane or three-lane. The reduction
of the number of vehicular lanes will slow traffic and allow for implementation of improved bike and
pedestrian spaces.
THE MARKET STREET PROMENADE ACTION PLAN
The Market Street Promenade Action Plan closely examines streetscape design elements for reintroducing
streets to vehicle use that enhance the attractiveness and activity of Downtown. The Action Plan calls for
Market Street to be one-way with on-street parking from Tehama Street to Butte Street and two-way with
on-street parking from Butte Street to Placer Street. Both Butte and Yuba Streets will be two-way streets
with parking. Raised pedestrian table intersections will prioritize pedestrian traffic and slow through
vehicular traffic along Market Street. Additional streetscape elements proposed include alleys to increase
activity, connectivity, and visibility between buildings; parklets to provide additional open urban spaces for
casual gathering; and street parks, public art, overhead lighting, shade trees, and flexible use spaces. All of
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APPENDIX H
Source: Downtown Redding Transportation Plan, 2016.
Figure H5 – Proposed Street Designations and Road Diets
i
i
The Market Street Promenade Streets - The central core of Downtown will reintroduce streets to
prioritize business access, outdoor sidewalk activity, and pedestrian safety.
FIGURE 3-4
Signal Timing - Signal timing control for Pine
and California
Streets
has been set for
approximately
30
Proposed
Street
Designations
and
Road Diets
MPH since the 1970's. With the construction of the Downtown Mall, the one-way state highway couplet
was created and Caltrans established the 30 MPH plan, placing the highest priority on moving
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these streetscape design elements are intended to help create a safe, comfortable, and attractive
pedestrian environment that people from throughout the community will come to and enjoy. Progress
Update: The City of Redding was awarded a $20 million SGA grant to redevelop the Dicker’s building into a
mixed-use development located on the Market Street Promenade. Dicker’s building will dedicate its entire
frontage on three sides back to City as part of grant project. Re-opening of Butte Street and Yuba Street
will also be funded by this grant.
PARKING ACTION PLAN
The Parking Action Plan presents alternatives to promote a Downtown-wide parking strategy with no net
loss of spaces, as well as recommendations for parking systems and management programs that can begin
to create a revenue structure for funding future parking improvements. The California Street parking
structure is nearing the end of its life expectancy and a plan for the future must be explored. Four parking
garages are identified and strategies proposed to meet the current and potential future demand for
Downtown parking. Progress Update: Parking strategy will be studied further in the Specific Plan Update.
TRANSIT ACTION PLAN
The Transit Action Plan identifies key components to increase efficiency and ease of access to transit
information and availability. Coordination to increase connectivity between public transit, vehicular travel,
bicycling, and walking, in various combinations will increase mobility options for access and connectivity
between Downtown and the surrounding community. Progress Update: RABA has implemented the
Crosstown Express to serve Turtle Bay directly.
PEDESTRIAN ACTION PLAN
The Pedestrian Action Plan provides recommendations for creating a comfortable, walkable Downtown
Core that will help promote business growth and outdoor activities. Strategies to prioritize walking include
safe and visible crosswalks at pedestrian-scaled intersections. All streets should become Complete
Streets 1 with controlled travel speeds, pedestrian buffers, comfortable walking spaces, shade, and good
lighting. Progress Update: The Dicker’s project will implement much of these objectives.
BICYCLE ACTION PLAN
The Bicycle Action Plan recognizes bicycles as a growing form of transportation in not only Redding, but on
a regional and national scale. Key to the success of bicycle infrastructure is to clearly identify the bicycle
zone to minimize conflicts within shared roadway space. The City has implemented innovative bicycle
infrastructure improvements over the last several years and will continue to do so on a citywide scale.
Figure 3-5 shows the existing and proposed Downtown Bikeway System Plan.
1
Complete Streets are streets that are designed to accommodate safe mobility for all users, including bicyclists, pedestrians,
transit vehicles and single-occupancy vehicles.
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Figure 7 –Redding
Existing
and Proposed
Downtown Bikeway System Plan
Source: Downtown
Transportation
Plan, 2016.
14
FIGURE 3-5
Existing and Proposed Downtown Bikeway System Plan
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Recommendations include extending the Dana to Downtown mixed-use trail to connect Turtle Bay to
Downtown. A mixed-use path is proposed between the Diestelhorst Bridge Trailhead along the
Sacramento River and Riverside Drive. A protected two-way bicycle path is proposed along portions of
Riverside Drive, Center Street, Trinity Street, and Continental Street to complete the connection between
the Dana to Downtown Trail and the Diestelhorst Bridge Trailhead. In addition, green painted bicycle lanes
should be incorporated in locations where vehicular-bicycle weaving occurs. Progress Update: Bike lanes
on California and Pine Streets from Eureka Way south to Cypress Avenue were installed in 2014. The K2
project is slated to turn the lanes into separated bike ways from Division Street to Yuba Street.
GREEN STREETS ACTION PLAN
The Green Streets Action Plan identifies general guidelines for streetscape infrastructure, landscaping, and
streetscape amenities that are safe, aesthetically pleasing, and inviting as well as promoting environment
sustainability. Green infrastructure design elements are identified that reduce and treat stormwater at its
source while delivering environmental, social, and economic benefits. Streetscapes with appropriate
landscaping design provide aesthetic softening of the built environment and environmental benefits that
reduce carbon and heat islands while increasing human comfort through shading and cooling. The
combination of green infrastructure, landscaping, and streetscape amenities can enhance an area’s overall
pedestrian environment and viability. The streetscape elements can identify an area as a special and
distinct place for employees, shoppers, visitors, and residents. Progress Update: All development activities
must comply with the applicable stormwater treatment requirements of the State of California
Construction General Permit, Industrial General Permit, and Municipal Separate Storm Sewer System
(MS4) Phase II General Permit.
3.4
OPPORTUNITIES AND CONSTRAINTS
After review of the DRTP, the following opportunities and constraints for circulation in Downtown were
highlighted to incorporate into the planning process for the Specific Plan Update. Opportunities and
constraints were listed for each travel mode, as follows:
VEHICULAR CIRCULATION
OPPORTUNITIES

Update the policies to incorporate SB 743, which will change the way transportation impacts are
analyzed under CEQA. Vehicle Miles Traveled (VMT) will be the new measurement. CEQA will no
longer use LOS as a measurement of delay. Although VMT will be required to be analyzed under
CEQA, if the City retains LOS standards in the General Plan, both VMT and LOS will be analyzed. A shift
to VMT offers more opportunities for pedestrian and bicycle improvements in the Downtown area.

Road diets at select locations such as to South Street, from Court Street to East Street; and Shasta
Street, from Court Street to California Street would promote pedestrian travel while maintaining
adequate vehicular circulation, according to the Downtown Redding Transportation Plan.
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
The City could improve vehicular circulation without roadway expansion features. Vehicular flow
improvements could be achieved with enhancements of existing coordinated signal system/timing
plan, implementation of adaptive Signal Control Technology, modification/removal of traffic signals at
intersections with low-volume cross streets, and channelization and/or limitation of vehicle
movements at select locations.
CONSTRAINTS

Any changes to portions of SR 273, SR 44, and SR 299 would require approval with Caltrans since they
are state highways.

Because Downtown Redding’s streets and properties are already developed, existing street rights-ofway are not easily increased. This results in sidewalks, bike facilities, parking, and vehicle lanes
competing against one another for width.
PEDESTRIAN TRAVEL
OPPORTUNITIES

The scale of the Downtown Core is comfortable to walk and the backbone street network provides
good connections and accessibility.

The Downtown area provides a mix of uses that make it attractive to park once or use transit and
walk.

Most streets have characteristics of urban areas with relatively low speeds and narrow rights-of-way,
which make them suitable for pedestrian activity. Several areas have wide sidewalks with trees and
crosswalks are generally provided with high-visibility striping.

All pedestrian signals installed in Redding in the past ten years have been countdown signals, and
improved LED lighting is used on all traffic signals.

Good links are provided to transit stops and the RABA Downtown Transit Center.

On-street parking provides a buffer for pedestrians.
CONSTRAINTS

Downtown lighting can best be described as minimal and insufficient in some areas for pedestrians
and bicyclists to feel safe. Lighting is a safety measure to see hazards, to be seen, and to discourage
crime.

Providing features that improve the comfort, convenience, and safety would be largely dependent on
undertaking of street projects and land use development projects to provide the funding necessary to
implement these improvements.

Major arterial streets such as the one-way traffic segments of California Street, and Pine Street serve
higher traffic volumes and allow speeds of 30 miles per hour, creating a deterrent for pedestrians to
cross.
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
As noted in the DRTP, there is a lack of public restrooms in the Downtown area, which is an inhibitor
for pedestrian activity in a downtown walkable area.
BICYCLE TRAVEL
OPPORTUNITIES

Establish a bike share program for frequent bicyclists who prefer to ride around Downtown rather
than driving. Bike sharing is ideal for short distance point-to-point trips and the Downtown area offers
a compact environment with mostly flat topography, suitable for bicycle travel.

The proposed Downtown Bikeway System Plan includes several connections within the Downtown
area and with several linkages to the Sacramento River Trail, Dana to Downtown Trail, and the
Palisades Trail.
CONSTRAINTS

Downtown does not provide adequate features for bicycle parking, transit station does not have bike
lockers or supporting infrastructure.

In general there is limited road right-of-way to provide off-street or protected bike lanes.
PARKING
OPPORTUNITIES

Parking availability and turnover is critical to the success and viability of local businesses. “Park Once”
strategies would encourage more walking and increase the number of people walking past businesses

With the exception of special events, Downtown does not have a documented parking supply
problem. Overall, the study area provides sufficient parking to support the land uses in the area and
there are paved sidewalks in good condition that facilitate pedestrian activity.

The current parking conditions may present opportunities for the City to allow for additional land uses
to locate within the study area and take advantage of available surplus existing parking.

The City has the opportunity to manage and shape the use of the public and private parking supply as
part of an integrated, Downtown-wide system. The effective use of parking management strategies
such as imposing time regulations, pricing and enforcement could promote a diversity of land uses
and the success of businesses.

The public perception of a parking problem is due in large part to a lack of physical and visual
connectivity between parking areas and activity centers, including the lack of attractive connections
across the Market Street Promenade. Some parking areas are underutilized because they are
perceived to be unsafe due to a lack of surrounding activity and poor lighting The City would be able
to improve parking conditions by improving pedestrian facilities and making walking more attractive in
the Downtown area.
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
The Downtown Redding Specific Plan Update process will be reviewing these issues and developing a
Parking Strategy for Downtown.
CONSTRAINTS

The highest parking demand is at centralized locations within the Downtown Core. Based on the
consultant’s findings and strictly from a life-expectancy standpoint, the two City-owned two-story
California Street parking structures can be expected to remain safe and functional parking garages
until 2023 to 2028 provided regular maintenance is performed. A number of parking structures were
studied in the Downtown. Figure 3-6 shows the locations, stalls, and costs for options of parking
garages.

Currently parking enforcement is minimal and in most cases parking is regulated by time limit signs. A
significant number of the meters are damaged or missing. Enforcement and the use of parking meters
would require funds for implementation.

Funding for the construction and maintenance of shared-use parking facilities/structures in the
Downtown area would be mostly dependent on general funds and development of land development
projects.
TRANSIT
OPPORTUNITIES

Current ridership demand and current fixed routes effectively provide access into and out of
Downtown and the Downtown area provides a dense and a mix of land use that is suitable for transit.

Transit systems would be well integrated into a proposed strong pedestrian and bicycle network in the
Downtown area.

Increased efficiency and attractiveness to users would be promoted by bus stop improvements and
real-time passenger information in the area.
CONSTRAINTS

Transit service is provided by RABA. While the City may be able to work with RABA to improve
infrastructure in the area to improve bus stops and on-site passenger information systems, the City
does not operate the transit system and, therefore, cannot unilaterally control bus routes, service
intervals, pricing, reliability, safety, and comfort of the bus operations.

No transit service is provided on Sundays and local buses do not circulate in the evening, limiting the
ability of employees and visitors to use transit.
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account for growth over time.
A number of parking structures were studied in the Downtown. The California Street parking structure is
nearing the end of its useful life and should be replaced. Refer to Figure
H9
DOW
N T Ofor
W N the
R E D Dproposed
I N G S P E C I F I Cparking
PLAN UPDATE
CITY OF REDDING
garage structures location options.
OPPORTUNITIES AND CONSTRAINTS MEMO
Source: Downtown Redding Transportation Plan, 2016.
Figure H9 – Proposed Parking Garage Structures Location Options
N REDDING COMMUNITY BASED TRANSPORTATION PLAN
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FIGURE 3-6
Proposed Parking Garage Structures Location Options
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