Planning Commission Agenda Packet 102225 (1)

Pleasanton BART Existing Physical Site Conditions Opportunities and Constraints Evaluation Oct 16, 2025 22 6. Key Takeaways a. Determining project density and affordability While the ranges of allowable residential density for this site vary between jurisdictions, the actual density and number of units will be determined by market conditions, feasibility, and the building code. The number of affordable units and their level of affordability will need to be determined carefully (by any future developer selected for this site) to meet BART minimums (which are higher than the City’s requirements and BART's goals. b. Determining development and BART rider parking requirements Applicable state laws such as AB 2097 effectively eliminate minimum parking requirements for developments within 0.5mi of a major transit stop (such as a BART station). AB 2923 and MTC policy set a maximum residential parking ratio of 1:1. Based on estimated demand for BART rider parking spaces, there appear to be more BART parking spaces available on the Dublin side of the station than the demand on the Pleasanton side (not including the County garage on the Dublin side). Other data also reveal that only ~35% of the spaces on the Pleasanton side are used by riders driving from Pleasanton/ areas to the south2, while most of the spaces are used by riders from areas further east (such as Livermore/Tracy). Notably, driving to the parking facilities on the Dublin side of the station versus the Pleasanton side of the station is virtually the same in terms of time and distance. Therefore it is reasonable to assume that parking on the Dublin side is equally convenient. To ensure project feasibility and success, it will be critical to analyze and determine the appropriate parking need for both the new development and BART riders on the Pleasanton side. A station access planning and parking management study will be conducted prior to BART releasing its developer Request for Proposals. That study is slated to begin soon, and will include parking analysis to determine the maximum level of on-site BART rider parking to be provided in future development on the site. It is also important that proposed parking numbers are amenable to all stakeholders and ratified to provide certainty to future developers. c. Site Circulation It is crucial to maintain access to the various existing and proposed transit infrastructure as well as the other infrastructure and utilities that are accessed from the project site during construction and once the TOD is built. This will impact any proposed circulation and the extent of developable area on the site. It is also important for any circulation and drop-offs to adhere to BART’s MADG where possible. Also, it is important to maintain accessible drop-offs as close to the station entry as needed, while closely adhering to PROWAG. Opportunities to increase and improve pedestrian and bike circulation throughout the site will also need to be studied. Any interfaces between vehicular and pedestrian circulation (including those with the IHT at Owens Dr) will need to be well managed for a safe and comfortable user experience. 2 Refer to section 7.b of this memo for more information regarding BART rider parking demand/occupancy. DRA F T