PC 052511 - Laserfiche WebLink

illustrated previously which shows what happens on the other side of the BART property. He then displayed a slide on the proposed BART development plan, which mirrors Site 1 with a combination of commercial and retail activity. He pointed out Willow Road coming in and providing access into parking and the loop drive, the ability for kiss-and-ride in both directions, and a nice pedestrian crossing over to BART from . He noted that utilities will be underneath, which would require a wide open plaza. Mr. Williams then presented the overall detail plan of the village center which they worked with great detail with the City and BART and which the City Traffic Engineer reviewed. He indicated that this is the layout previously found to be the most preferred solution for Owens Drive, and all of this worked together to create a nice village center piece to the overall development structure. Mr. Williams referred to the Hacienda Gateway Plaza and pointed out the Iron Horse Trail, a small loop road, an option for some diagonal parking if the shuttle is moved over a bit, some retail established and a nice plaza, a portion of which can be closed off on the weekend to hold events, such as a farmers market, without impacting the commercial/retail activity, parking, and circulation of the overall site. Mr. Williams indicated that a key to this is the parking configuration, which ties in with the development potential that could be realized on the site. He indicated that they have developed three fundamental circulation strategies: 1. Most BART stations under development have a stand-alone BART parking structure, which is the first strategy. Locating the structure at the east end of the parcel provides the best access to the structure without disrupting the rest of the circulation in the area. Locating the parking structure on the other side would impact Owens Drive much more substantially because vehicles coming off the freeway and head in that direction. 2. The other strategies are multi-use parking structures, which are not quite the same as shared parking. It would be multi-use in that it would be a parking structure for BART and the other development. BART would have its designated 1,250 parking spaces, and the other development would have its designated parking as well. This can be handled in two ways: have a larger, single parking structure basically located in the same location to service the portion of the development on that side, and the rest of the development would have a stand-alone private development parking structure on the other end to service only that end of the property. Commissioner Blank stated that a big advantage of the first strategy was keeping parking away from the little village; but one of the diagrams show a private garage. He noted that the first and the second options look the same and inquired what the difference was between the two options. PLANNING COMMISSION MINUTES, May 25, 2011 Page 6 of 21