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to do traffic impact analysis. We don't want to try and estimate the number of employees that are going to be sitting in a building. Our preferred methodology is to use our zoning code and use ITE. This is valuable data because what it lets us do is check the circumstances that Workday thinks they will have for this building, but the reality is, Workday could build that building and never occupy it. So what we try and do is build for the ITE standard and what's interesting about this site is, they are projecting a lot of employees coming this way. We think that their transportation demand management program really needs to be stronger than it is. What I would imagine us doing as we get the TDM a little more formal is that we would see some of these trips come out of this pile. But again, I wouldn't want to be looking at employee estimates to generate trip rates and calculate traffic impact fees because just like they have estimated a big number, someone might come to us and give us a small number and then we're still coming back to ITE. That's our standard. The infrastructure that we anticipated in the General Plan uses those numbers as well based on the different office categories, and that's how we calculate our traffic impact fees so we look at where General Plan buildout will take us, and those improvements then go into a bucket, a big list. We tally it up and then assess a fee based on that and the Council has the ability to adjust that before they adopt it. So we're in the process of updating our fees at this point in time and we have a long list of traffic improvements we know need to be paid for and we're looking at them with a pretty consistent methodology not one by one. I don't have the number for you. There is a development agreement though for this project and that's not being opened up with this. Because it's a Major Modification but it's actually less square footage, I believe the traffic impact fees are actually locked in based on the prior development. This is an interesting circumstance because it's considered a Major Modification but there are a number of other agreements already in place for this project. Commissioner O'Connor: Gerry, correct me if I'm wrong too, but the analysis here on trips really doesn't take into account their proximity to BART, does it? I mean, our code is by building size and it doesn't matter if it's next to BART or if it's someplace else. Beaudin: That's right and we typically try and adjust for that with our analysis, but for traffic impact fee calculation purposes and things like that, we're using our standard methodology. Commissioner Nagler: As I understand the number of parking spaces that are being planned there are almost one-to-one as one form of relationship between the number of employees that Workday anticipates in these buildings and the number of parking spaces being created, right? So in other words, the plan doesn't anticipate people using public transportation and bicycling and walking and carpooling and whatever else, right? Otto: The parking for the site is using our normal code as the guide which is based on square footage and not employees, which is 1 per 300, so that is what the project is providing. It provides 304 square feet, but when proposing that, we did factor in the proximity to the BART station, the bus stop, and all the traffic demand program measures that the applicant is going to implement and we were comfortable with the parking ratio of 1:304. DRAFT EXCERPT: PLANNING COMMISSION MINUTES, April 13, 2016 Page 2 of 9