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existing bifurcated system, the remaining developable square footage within Hacienda amounts to approximately 1,122,527 square feet. Of this amount, development on the post-1993 parcels was based on traffic trips produced, converted into a square footage equivalent. Under the new system, the remaining square footage would be decreased by approximately 3.8% to a total of 740,682 square feet. This reduction is due to previously approved projects on post-1993 parcels that had uses that had lower trip generation rates (mostly warehouse type uses) than typical office uses, resulting in a smaller "draw down" from the cap than would have been calculated based solely on the total square footage of the development (see example below). Since, under the new proposal, all draw-down (including pre- and post- 1993 development) is based on square footage irrespective of use, approved development is now a greater proportion of the total cap, reducing the amount of remaining developable square footage. An example of such calculation would be as follows: Table 5: Capacity Draw Down Comparison Current Trip Based System Proposed Square footage Draw Down Based System Draw Down 10,000 square foot 7,000 square feet of office 10,000 square feet Warehouse equivalent. Based on traffic trips produced, converted into a square footage equivalent In addition, under the existing system, development would be limited under each sub- cap, potentially limiting development based on which area the site is in instead of what is the best overall location for development. Removal of the sub-caps would allow greater flexibility for development to be distributed anywhere in the park (provided it was consistent with allowable uses and other development standards, such as height, setbacks and FAR). When developing the single method for calculating development capacity, staff analyzed existing policies and procedures for reviewing new projects. In this review, staff found some shifts over time in the city's approach to traffic modeling; most importantly, the city now generally requires projects in Hacienda to perform individual traffic studies and analysis as part of development applications, regardless of whether the project site is located on a Pre- or Post-1993 methodology site. This change has made the traffic trip-based model for the Post-1993 properties less relevant and useful as a way to meter or track development against the overall PUD cap. The current review process and approach requires that each project that requires discretionary review (whether new construction or a change in use or tenancy) with the potential to create non-standard traffic impacts, be assessed against current baseline traffic information. The analysis allows the City to determine whether the project's traffic impacts are in line with those anticipated by the buildout of Pleasanton's General Plan and the buildout road network. It also clearly identifies whether a project would create Page 8 of 12