CITY COUNCIL MEETING AGENDA PACKET

Page 8 of 10 • Circulation Options: Two circulation approaches, a turnaround (cul-de-sac) option and a loop option, are considered for the western portion of the site, between Site 1 and Site 2. The cul-de-sac option provides one entry and exit point and reduces potential conflicts between vehicular traffic and pedestrians/cyclists. It also allows for more space along the Iron Horse Trail for sidewalks and landscaping. However, it has a smaller drop-off area and no commercial loading for businesses adjacent to the plaza. The loop option does have an on-site drop-off area and loading space for commercial and customer loading, but results in more paved area on the site (thereby reducing developable area), and a second driveway near the Iron Horse Trail could result in conflicts between motor vehicles and other modes of transit. • Owens Drive Bicycle Lane Configurations: An off-street bicycle lane (located between the sidewalk and drop-off areas, adjacent to building frontages) or an on-street bicycle lane (located between vehicular traffic lanes and passenger drop-off zones) along Owens Drive is also considered. While the on-street bicycle lane would provide separation between bicyclists and pedestrians on the sidewalk, it would not provide separation between the bicycle lane and through traffic on Owens Drive. In contrast, an off-street bicycle lane would provide a separate space for bicyclists, offering fewer opportunities for conflicts with vehicular traffic, while also sharing the space with pedestrians and cyclists. • Plaza: A new plaza, running parallel to the Iron Horse Trail would provide landscaping and open space for seating and gathering. The plaza is situated over easements that are not buildable due to utility lines that run through this area. Active uses would ideally be located in close proximity to the plaza to help increase pedestrian presence and encourage vitality. • BART Rider Parking: As noted in this report, based on data collected in Spring 2025, approximately 51 percent of the 1,352 vehicular parking spaces on the Pleasanton side of the station are occupied on a regular basis. Using driver origin data, of the occupied spaces, about 250 spaces are taken by Pleasanton residents (approximately 18.5 percent of the total parking spaces). The Dublin side of the station also offers opportunities for vehicular parking, including dedicated BART surface and garage spaces, as well as additional spaces in a recently constructed (2024) Alameda County parking garage. Given the density of residential development and the space required on the site to accommodate parking for the housing units and any non-residential uses, BART rider parking will be reduced from the existing 1,352 surface spaces. BART policy also encourages and prioritizes non-vehicular modes of travel, including pedestrian, bicycle, transit/shuttle, paratransit, and rider pick-up and drop-off. Further evaluation and strategies to offset the loss of BART rider parking at the station are expected to be forthcoming as part of a focused analysis on parking management and station area access. BART, as the property owner and transit agency, will ultimately determine the appropriate amount of replacement parking to serve its riders, balancing consideration of the agency’s TOD policies and development objectives for the site. With respect to parking, the reuse scenarios all assume some amount of BART rider parking on-site, but do not assign a target or total parking supply number. Instead, the scenarios include some flexibility through building design and phasing to accommodate Page 114 of 399