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• Would not replace any affordable residential units. Therefore, the proposed project also meets Criterion #3. Based on the screening criteria, as well as the significance criteria presented in Chapter 1 of the Traffic Study, the project's impact on VMT is expected to be less-than-significant and no mitigation is required. Holiday Traffic The traffic study noted that because the project is located near a regional shopping mall, there are periods in late November and December when traffic conditions would be different than described in the traffic study. Generally, vehicle trips increase during the PM commute hour for some traffic movements around retail centers beginning in Thanksgiving and peaking just before Christmas. However, holiday season travel patterns occur for a relatively few numbers of days each year and are considered atypical. The traffic engineering profession generally discourages data collection during atypical periods because it is uneconomical to construct physical improvements to accommodate seasonal traffic increases. For this reason, the transportation infrastructure and land use impacts of new projects are commonly analyzed during the non-holiday period, when travel conditions are more representative of the entire year. Parking For Phase I, the applicant is proposing to repurpose and utilize 483 existing surface level parking spaces on the subject site. The proposed parking ratio is approximately one space per 313 gross sq. ft (consistent with the Workday project). At buildout, if the proposed six-level parking garage and surface parking is constructed, the proposed parking ratio is approximately one space per 313 gross sq. ft (consistent with the Workday project); equivalent to 3.3 spaces per 1 ,000 square feet. Being a PUD, parking requirements are determined on a case-by-case basis. The proposed parking ratios for Phase I and buildout are slightly less than the PMC's office parking requirement (in non-PUD zones) of one space per 300 gross sq. ft (equivalent to 3.3 spaces per 1,000 square feet). Given the proximity to the West Dublin / Pleasanton BART station and two bus stops, and the various measures the applicant will implement to promote alternative commutes (e.g., installing bicycle racks/storage, designating carpool spaces, providing incentive-based programs for employees, etc.), staff believes many employees will not drive to work. Therefore, staff can support the small, 1.4 percent (18 space), reduction to the typical PMC parking requirement office uses, reflecting the sort of flexibility that is the intent of the PUD zone. To ensure parking is not an issue, staff is also recommending a condition of approval that if operation of the proposed use results in conflicts/complaints pertaining to parking and/or traffic/circulation, the applicant would be required to provide existing parking and employee counts to the City's Traffic Engineer for review. If necessary, the City's Traffic Engineer may require site and/or operational modifications to the use to mitigate any impacts. PUD-139 and P20-0973, 10x Genomics, Inc. Planning Commission 26 of 32 ion 25 of 32 ection of two or more major bus routes with a frequency of service interval of 15 minutes or less during the morning and afternoon peak commute periods. 6 A high-quality transit corridor is a corridor with fixed route bus service with service intervals no longer than 15 minutes during peak commute hours. PUD-139 and P20-0973, 10x Genomics, Inc. Planning Commission 24 of 32 Vehicular access to the subject site would be provided from three existing driveways (one on Stoneridge Mall Road (Phases 2/3), one on Stoneridge Mall Road (ring road) (Phase I), and one on Springdale Avenue (Phase I and primary)). PUD-139 and P20-0973, 10x Genomics, Inc. Planning Commission 19 of 32