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Retail Mixed Use Market Study Update 1 January 6, 2010 In Hacienda, this type of development would be located on the BART and W.P. Carey sites. One half of the retail would be located on the BART site, with the station exit leading directly into the retail component. The other half of the retail would be located on the W.P. Carey site, forming a double -sided retail configuration with the opposing development. The development on the W.P. Carey site would include a vertical, horizontal or hybrid mixed -use residential component. It is likely that a mixed use development at Hacienda will be built on land owned by several different owners. Therefore, every effort should be made to unify the design and construction of the project under a master architect and developer. This will help to provide a higher degree of certainty for retail tenants and future residents, and ensure that development on different properties is designed, managed and tenanted as a single entity. If the project cannot be unified under a master developer given the different ownerships, the City should employ design guidelines to ensure that retail on either side Owens Drive is coordinated and works together, and the developers /owners strongly encouraged to work together on a cooperative tenanting concept for both projects. While this is a challenge from a development and management perspective, both projects would strongly benefit from a cooperative, rather than competitive, approach; hopefully, the developer /owners will understand that this is where their self - interest lies. RECOMMENDED RIETAIL DESIGN It is key to this project that transit -user pedestrian traffic be routed through the retail plaza, in order to activate the public space and boost the customer base for shops and services. One way to accomplish this would be to locate some commuter parking on an opportunity site on the far side of the retail plaza, or on an outer portion of the W.P. Carey site. A safe and clearly directed path should lead between the parking and the Dublin/Pleasanton BART station, guiding commuters past shops and cafes on their way to and from the train. In addition to providing a customer base for retail tenants, the presence of commuters will automatically "activate" the space, creating a more vibrant street scene regardless of retail spending. In order to achieve the desired effect, it is not necessary to move all parking off of the BART site, but at least one major parking component should be relocated as described. Other critical design factors include: • The delineation of retail stores and visual distinction from other uses: variations in the use of facades, awnings and setbacks should be used to ensure that each retail space is unique and easily identifiable as retail. • Frontage of retail onto the street: design of the retail space should maximize the street frontage of individual shops and restaurants, to improve both the pedestrian experience and retail visibility. • Highly visible signage and wayfinding: signage and wayfinding can also be used to improve access and visibility. • Two -sided retail streets: retail space should be located on both sides of Owens drive, in order to create a sense of enclosure and encourage shoppers to wander between businesses more easily. • Safe and visible pedestrian crossing of Owens Drive: Care should be taken to establish strong and safe pedestrian connections between retail on either side of Owens Drive, which widens to 10 lanes around the BART station. Design improvements at the Owens /Willow crosswalk might include bulb -outs, raised or patterned crosswalks, a wider median or other techniques to narrow the street at this crossing. In addition, a new mid -block crossing at Iron Horse Trail would provide further connectivity and capitalize 60