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"overparked" based on the project's anticipated employee density, proximity to BART which would reduce employees driving cars, and the ultimate mix of land uses at full campus master plan buildout. Since the work session, the applicant has reached agreement with Stoneridge Mall owners to allow for an overall parking ratio of approximately 3.3 spaces per 1,000 square feet for the entire campus master plan development at buildout. The proposed project would continue to utilize all existing driveways described above, with most of the vehicular access focused off Springdale Avenue, which would provide the main ingress and egress to/from parking areas. Building 1 would have entry and drop-off access from the existing driveway off Stoneridge Mall Road (the ring road around the mall). Building l's service entry would be screened and integrated into the building design with access from both the existing driveways off Springdale Avenue and off Stoneridge Mall Road (ring road). Buildings 2 and 3 would also have an entry and drop-off point access from the existing driveway off Stoneridge Mall Road at the existing McWilliams Lane signalized intersection. Buildings 2 and 3 would have a single service entry screened and integrated into the building design with access from the existing driveway off of Springdale Avenue. All parking (Phase 1 surface parking, and Phase 2/3 structured and surface parking) would be situated along the west side of the subject site and accessed primarily from the existing driveway off Springdale Avenue. Pedestrian and bicycle facilities would be provided, proposed as a walkway and bicycle lane along the eastern side of the property, and a shared pedestrian and bicycle path along the north side of the property, and sidewalks along the west and south sides.' The project includes a landscape and planting plan (Figure 5) that integrates new perimeter and interior landscaping. Several the existing 159 trees on site are located within parking lots proposed to be removed, necessitating removal of trees during various phases of the project. Despite redevelopment of the site, there would still be significant existing tree preservation in Phase 1 (98 of 159 existing trees would be preserved); at buildout only 64 of 159 of the existing trees would be preserved, although in both phases tree removal would be mitigated with replanting elsewhere on site. The landscaping approach would allow portions of the site around the perimeter, which would not be developed in future phases, to have upgraded landscaping in the near term. As noted, in Phase 1, the interior of the site, on portions not used for parking, would be fenced (type TBD) and seeded with native grasses, anticipating development of these areas in the future. The Traffic Study recommended a Class IV bicycle facility on the north side of the property, in the form of a two- way"cycle-track,"however,the applicant has indicated concerns about the feasibility of installing this facility due to the location of a utilities joint trench along a portion of this frontage,and thus proposed the shared path indicated on the plans. Although the Class IV facility is preferred by the City Traffic Engineer,the proposed facility is deemed an to be acceptable alternative;thus, a 15-foot-wide easement along the north property frontage would be provided to facilitate the future construction of this facility, if desired by the City. 5