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Commission and Council so that when the property owners come forward, there would be a range of options they could pick and choose from to arrive at character connections. He presented a plan of the existing business park with a sample TOD pedestrian and bicyclist framework and guidelines specific to the three parcels. Core settlement PUD regulations and non -core PUD regulations which identify setbacks, densities, usable open space, height, parking requirements, and permitted uses. A big issue in the City is striking a balance with high quality landscaping, open space and pedestrian qualities. For projects up to 35 units to the acre in using the current multi - family standard, the Task Force looked for ways of people getting credit for providing both group open space and public open space. The Task Force lowered the standard to 250 square feet per unit for projects that provided some sort of public plaza on Gibralta Drive which would count toward providing the private open space. For those more dense projects, the per -unit amount of open space would be reduced down to 200 square feet per dwelling unit. And, if specific patios or balconies were provided, this could be deducted from the group open space. The Task Force used the same formulas the City currently has in its zoning code provisions. In terms of open space issues, the most important point is that in a TOD, residents have something that works for them. Not every single unit will have its own particular open space, there would be group areas, and there is the notion of the public having access to a plaza or small park. The next issue was parking. The Task Force found that individuals who live within ''A mile of a transit station typically do not own the same number of cars or do not use cars as is typical in a suburban setting. Some of the more recent numbers seen nationally is that usage is half of what the typical engineering manual states it will be. Therefore, the Task Force recommended a 25% reduction which is conservative for a TOD project % mile within transit. The Task Force is at 1.5 cars per unit and 2 spaces per unit for live /work units. Visitor parking is 1 space per every 10 units, and 3 spaces per 1,000 for non - residential retail. The Task Force also included that in the event that someone would demonstrate a further reduction is warranted, the burden would be on them to prove this. Regarding retail and live /work, TOD and retail typically have an odd relationship and over time, as the area gets built out, there might be 20,000 to 40,000 square feet in the larger overall TOD which could support quite a bit of retail. But in starting out, this is a very dangerous assumption to hold. The Task Force recommends a minimum amount and to identify where it should be located. He thinks there are certain key corners brought up by the task force and consultants, such as at the corner of Willow and Owens on the northwestern side of parcel one, and opposite BART and next to the Iron Horse Trail on the northeast corner of parcel one. The other two corners were Hacienda at Gibralta on either side of parcel two or parcel three. The 10,000 square feet applied across all three parcels and would be a good starting point as a minimum amount of support retail to serve as an amenity to residents. When the BART site ultimately develops, it should feel like a village TOD. The future developer could build live /work units and first floors could be used by those with services. These would count as residential units. Over time the units could be converted into a retail space and slowly add more retail, as the market supports it. Mayor Hosterman questioned if this could go in the other direction if retail did not take off. Mr. Fleissig said in theory, this is something to be discussed with the City Attorney; if someone built Joint Workshop Minutes Page 2 of 13 December 16, 2010