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HomeMy WebLinkAbout00-013 DublinTrnstCntr10-22-2002AGENDA STATEMENT PLANNING COMMISSION MEETING DATE: OCTOBER 22, 2002 SUBJECT: PUBLIC HEARING PA 00-013 known as the Dublin Transit Village Center Planning Area submitted by the Alameda County Surplus Property Authority (ACSPA) to consider an Amendment to the General Plan; Amendment to the Eastern Dublin Specific Plan; Planned Development (PD} Rezone/Stage I Development Plan for the Dublin Transit Village Center Planning Area; Tentative Parcel Map No. 7892; and Environmental Impact Report (EIR) (Report prepared by: Michael Porto, Project Planner) ATTACHMENTS• ~ `~ 1 Resolution Recommending City Council Certification of the Final ~a Sz. h~,~. ~t7~ ~ '' Environmental Impact Report (EIR} and Adoption of a Mitigation y Monitoring & Reporting Program /~ 2 Resolution Recommending City Council Approval of Amendments to the General Plan and to the Eastern Dublin Specific Plan ,~ 8 3. Resolution Recommending City Council Approval of the Planned Development Rezone/Stage I Development Plan 3 3 4. Resolution Approving Tentative Parcel Map No. 7892 r~S 5. Dublin Transit Center -spiral-bound report dated October 2002 prepared by the Alameda County Surplus Property Authority for the City of Dublin /~l 6. Draft EIR dated July 2001 and Final EIR dated September 2002 for the Dublin Transit Center (sent previously under separate cover ~/~- 7. EPS Study/Omni Means Traffic Study RECOMMENDATION: 1. Open public hearing and hear Staff presentation. 2. Take testimony from the Applicant and the public. 3. Question Staff, Applicant, and the public. 4. Close public hearing and deliberate. Adopt the following resolutions: a. Resolution recommending City Council certification of the Final EIR (SCH No. 20001120395) and adoption of a Mitigation Monitoring & Reporting Program b. Resolution recommending City Council approval of Amendments to the General Plan and to the Eastern Dublin Specific Plan c. Resolution recommending City Council approval of the Planned Development Rezone/Stage I Development Plan d. Resolution approving Tentative Parcel Map No. 7892 COPIES TO: Applicant Property Owner PA File Project Manager ~, ITEM NO. BACKGROUND: The subject property of this Application is referred to as the Transit Village Center Planning Area. The Applicant is the Alameda County Surplus Property Authority (ACSPA), as the primary property owner, in cooperation with the Bay Area Rapid Transit District (BART). Until several years ago, the area was owned by the U. S. Army as part of the Camp Parks Reserve Forces Training Area (Parks RFTA), but came under ownership of the ACSPA as a result of several land exchanges. Total azea within the Transit Village Center boundaries is approximately 91 acres (actual 90.65 acres) with ownership divided as follows: a) ACSPA =approximately 61.5 acres, b) BART = 15 acres, c) public roads and right-of--way = approximately 14 acres. This 90.65-acre azea generally is bounded on the north by Dublin Boulevard and the southerly portion of the Pazks RFTA complex, on the south by I-580 and existing BART station, on the east by Arnold Road, and on the west by the Iron Horse Trail which is a recreational greenbelt along an abandoned railroad right-of--way. Other than the existing public streets, transit-related improvements, and associated pazking lots, the area currently is undeveloped with a flat topography that gently slopes to the south and west. The Dublin Transit Village Center is not located within any of the City's Specific Plan azeas, but is situated immediately to the west of the 3,300-acre Eastern Dublin Specific Plan area and east of the City's "Primary Planning Area." Due to its history as part of Pazks RFTA, the area retains a General Plan Land Use designation as Public Lands. Portions of the area also are designated Business Pazk/Industrial and Business Pazk: Low Coverage. Aside from the transit related uses, the area currently is zoned for Agriculture. A planning study was conducted by ACSPA and concluded in September 2001. According to the Applicant, no other BART station has as much adjacent vacant land under one ownership with major streets and utilities in place. The proposed plan reflects the results of that study with consideration given to opportunities for planning and developing amixed-use project from the ground up which provides convenient access to mass transit use as a primary means of transportation. PROJECT DESCRIPTION: General: The Dublin Transit Village Center Planning Area is proposed as a new neighborhood of mixed uses arranged around a village green, a series of open space corridors, and plazas connecting to the entrance of the East Dublin/Pleasanton Bay Area Rapid Transit (BART) Station. The project is anticipated to include approximately 1,500 high-density residential units and approximately 2 million square feet of campus office ranging in height from 8 to 10 stories. Ground floors of both the residential and campus office developments aze proposed to include ancillary retail for providing convenient goods and services to residents, workers, and rail commuters. Approximately 490,000 sf or up to 24% of this campus office space is "flex" space meaning that it may be replaced with up to 300 additional residential units or a combination of housing and hotel uses depending upon the mazket and developer interest. A key element of the proposed plan is the BART station and reconfiguration of the parking, which serves that station. The existing BART facility, which opened in 1995, is located in the median of the I-580 freeway on the south side and just outside of the Dublin Transit Village Center project area. Transit- related improvements on site include a traction station/awess platform, a utility substation that supplies power to the BART station, a bus transfer station, and surface parking lot of approximately 1,326 spaces. Parking and access to this station also is provided in surface lots south I-580 within the City of Pleasanton. The most significant change in the current operation of the existing improvements resulting from the 2 requested approvals would be the construction of an above-grade parking structure of approximately 1,700+ spaces to replace the existing surface parking. The structure is proposed to be designed to allow for increased capacity in response to future needs. Subterranean parking has been determined to be infeasible due to the high-level of the groundwater table beneath the site. The over all objective of the Transit Village Center is to provide apedestrian-friendly environment with access to multi-modal transportation options in order to encourage mass transit ridership and allow for reduced dependence automobile use. Also important to the layout of this Planning Area aze the proposed street and circulation improvements and recreational components to include a new neighborhood pazk and access to the Iron Horse Trail greenbelt which has been improved with pedestrian and bicycle corridors. Requested/Required Actions: The Property Owner/Applicant has applied to the City for a number of planning actions and approvals necessary for marketing and developing the property within the Transit Village Center azea. These actions collectively comprise PA 00-013 and include: • Certification of a Final Environmental Impact Report (EIR) prepared, circulated, and reviewed for the Transit Village Center along with a Mitigation Monitoring & Reporting Program • An Amendment to the General Plan reflecting the proposed land uses • An Amendment to the Eastern Dublin Specific Plan that would annex or incorporate the 91-acre Transit Village Center as a subazea of this Specific Plan • A Planned Development Rezone/Stage I Development Plan to establish zoning uses and development standards • Tentative Pazcel Map No. 7892 establishing a circulation system and block layout which is consistent with the proposed land uses Proposed Development: The Dublin Transit Village Center Planning Area is proposed to have nine development sites and public right-of--way serving as the circulation system for the area. As a subarea of the Eastern Dublin Specific Plan, development standards pertaining to density are applied to gross area or acreage. The gross azea of each Development Site within the boundaries of the Dublin Transit Village Center includes property that has been or will be dedicated for public space including rights-of--way or common public space. Sites designated specifically for public use (such as parks, public parking, transit improvements, or utilities) also are described on a gross area basis and assigned a shaze of the abutting right-of--way. TRANSIT VILLAGE CENTER PLANNING AREA Summary of Uses -based on gross acreage Development Gross Cam us Office Retail Residential Park Public/Semi- Options~'~ Acreage acres sf acres du acres Public EXAMPLE 1 90.65 ac 38.3 1,977,500 sf 70,000 sf 31.5 1,500 12.2 8.65 EXAMPLE 2 90.65 ac 28.52 1,510,000 sf 70,000 sf 41.28 ~ 1,800 12.2 8.65 Maximum~Z~ 90.65 ac 2,000,000 sf 70,000 sf 'i ) 1,800 12.2 8.65 ..~~.,....,, ..r.,....., ..~~.........,~ ,. .... ......... ~s~ This figure represents the maximum. Resulting amount may be less depending upon combination of uses. "~ Included within the total figure. 3 Analysis of Non-Residential and Residential Density -based on gross acreage by Site Use Development Area ross Site Area FAR Total Residential Sites office retail (gross) (gross) Units Density ross EXAMPLE 1 High Density Residential A, B &C 40,000 sf 31.5 ac 1,500 48 du/ac Campus Office D-1, D-2, E-1 & E-2 1 977 500 sf 22,500 sf 38.3 ac 1.20: 1 Sub-Total 1,977,500 sf 62,500 sf 69.8 ac 1,500 EXAMPLE2 High Density Residential A, B RC 40,000 sf 31.5 ac 1,500 48 dulac optional Units D-1 & E-1 0 22,500 9.78 ac 300 45 du/ac Campus Office D-2 & E-2 1,510,000 sf 0 28.52 aC 1.22: 1 Sub-Total 1,510,000 sf 62,500 sf 69.8 ac 1,800 43 du/ac Transit Related PubliGSemi- Public 7,500 Sf 8.65 ac Neighborhood Park F 12.2 ac Public rights-of-way 28% of Area NIA "t Ancillary Retail included in the campus office space listed above for the purpose of calculating gross FAR. t'~ Non-Residential Area, only, but includes ground floor ancillary retail and service uses c2> Includes Retail, but excludes Residential "~ Ancillary Ground Floor retail and service uses, except those within the transit facility, are included within the maximum sf allowed. '0' Up to 300 units may be developed on Sites D-1 and E-1 combined in place of the maximum amount of campus office space on these 2 sites as long as the total amount of optional units does not exceed 300. ts> Hotel or mixed use office/hotel also is a development option for this site in place of campus office or high- density residential use. tst Maximum square footage of Campus Office may be exceeded on aparcel-by-parcel basis provided that maximum square footage of Campus Office use (minus any replacement uses) is not exceeded, and provided that overall Campus Office FAR does not exceed 1.2. I'I Incidental retail included within the transit station site and in excess of the ancillary retail and service uses on the other development sites. PLANNED AND PROPOSED DEVELOPMENT - by Development Site DEVELOPMENT SITES -comparison of net v. gross acreage Proposed development for each development site within the Dublin Transit Village Center is described as follows: Sites A, B & C: These three sites, located west of Iron Horse Parkway, are designated for High-Density Residential use with ground floor ancillary commercial use. Sites A and B are immediately south of Dublin Boulevard. Sites B & C aze east of DeMazcus Boulevard sepazate from Site A. The maximum number of units proposed for these three development sites is 1,500 units at a gross density of 48 units per acre (averaging 68 units per net acre). Residential units are anticipated to be developed as apartments, lofts, or condominiums of approximately five stories in height. Townhomes potentially could be incorporated. Pazking would be located in levels beneath the residential floors or as multi-level gazages wrapped by the units. • Site A is a triangularly shaped site and is located the furthest west on the south side of Dublin Boulevard. The interirn/overflow pazking lot for the BART station currently is located on Site A. The interim pazking lot will be closed when the parking structure adjacent to the I-580 freeway is completed. • Site B, when developed, would face onto a 1-acre Village Green across from Site C. Site C, owned by BART, currently is used as the surface pazking lot for the BART station. These spaces would be replaced by the proposed pazking structure. Development of Site C would be located neazest the to the BART station on the south. The northerly boundary of Site C would face the proposed Village Green. A north-south pedestrian corridor through Site C is intended to visually connect the Village Green with the BART station and directly provide pedestrian access. Sites D and E: The area between Arnold Road and Iron Horse Parkway currently is one lazge pazcel of approximately 38.3 acres. However, it is proposed to be subdivided through Tentative Parcel Map No. 7892. This subdivision will result in creating development sites D-1, D-2, E-l, E-2, Lot A (for the future BART parking structure), and the associated public right-of--way. Digital Drive would be extended westwazd between Arnold Road and Iron Horse Parkway. Development Site D would be located south of Digital Drive, and Site E would be the azea on the north side of Digital Drive, south of Dublin Boulevard. Sites D and E would be further divided by a new street, Campus Drive, running north-south between Dublin Boulevard and Altamirano Road which serves as access to the transit station. • Site D-1 and E-1: These two, sites located west of Campus Drive with frontage on Iron Horse NOTE: Right-of-way attributed to the gross size of each development parcel represents 28°/u of the gross area of the Dublin Transit Village Center Planning Area. Parkway, are proposed as optional or "flex" uses. These two sites may be developed with approximately 490,000 sf of campus office space with ancillary retail and service (commercial) on the ground floor frontage of Iron Horse Parkway. Alternatively, depending upon market conditions or developer interest, Sites D-1 and E-1 may be developed together or separately with a combined total of up to 300 residential units (including ground floor commercial) in place of the allowable campus office space. Another option would allow Site D-I nearest the transit station to develop as a hotel and Site E-1 to develop as shown in the table above either as campus office or high-density residential. • Site D-2 and E-2: These two sites, located west of Campus Drive, would be oriented towards Digital Drive and Arnold Road and developed with approximately 1.51 million square feet of campus office space Site F: This triangularly-shaped site, located on the north side of Dublin Boulevadd west of Arnold Road, is proposed to be developed as a neighborhood park. The site is separated from the south portion of the Camp Parks facility by the right-of--way from the abandoned Dublin Boulevard to be incorporated into the pazk. This park site will be acquired from the ACSPA either through dedication or another arrangement typically negotiated under a Development Agreement. The timing of this acquisition and responsibilities, including a schedule for improvement, also would be addressed typically by the Development Agreement or as a condition of approval of the Stage 2 Development Plans and Site Development Review. Public/Semi-Public: These uses primarily aze comprised of the transit-related improvements including surface parking, structured parking, bus transfer station, utilities, and access platform. The Transit Center is currently outside of the Eastern Dublin Specific Plan area and because of this, the Transit Center is not included in the Traffic Impact Fee Program for Eastern Dublin (City Council Resolution 1-95). Alameda County Surplus Property Authority (ACSPA), the owner of the Transit Center property and the applicant for the General Plan Amendment/Specific Plan Amendment, Stage I Planned Development Zoning and Tentative Parcel Map, has requested that this project be annexed into the EDSP and the Traffic Impact Fee Program. An extensive Fiscal Analysis backed by a very specific traffic study to determine impact from Eastern Dublin was conducted and is included herein as Attachment 7. The basic conclusion in Attachment 7 states that as eastern Dublin has developed and continues to develop, the impact for parking stalls at the eastern Dublin/Pleasanton BART Station, currently exists and will continue to grow thereby making the correlation to development and the need for parking. Proposed uses within this azea also would allow approximately 7,500 sf of ancillary retail and service uses in keeping with the mixed-use concept. These uses most likely would be incorporated at the ground level of, or adjacent to, the pazking structure. Ancillary retail as an allowed activity within the Public/Semi- Public land use designation is addressed in the proposed amendments to the General Plan and Eastern Dublin Specific Plan and the permitted uses under the proposed PD Rezone. Ancillary Retail: The proposed plan would allow for ancillary retail and service uses located on the ground floors along Iron Horse Parkway frontage. Ancillary uses are allowed by the Campus Office designation as a convenience to businesses and employees of the area. The proposed General Plan amendment discussed below would expand the definitions for High-Density Residential and Public/Semi- Public designations also to include incidental or ancillary uses to serve residents, workers, or business in the area. The proposed PD Rezone/Stage I Development would establish the uses allowed and limitations on ancillary uses within these land use designations. In any case, the 70,000 sf maximum of ancillary uses represent less than 5% of the area proposed for non-residential use. Streets/Right-of-Way/Public Realm: Approval of the proposed Dublin Transit Village Center would include conceptual design or the vehicular and pedestrian circulation system within this Planning Area, such as street widths, right-of--way improvements, lighting, and landscaping. The plan submitted by the 6 ACSPA provides a detailed discussion of the proposed improvements for the areas within the public realm. The design concept statement discusses the principles, goals, and objectives for the streetscape, open space, and landscaping. As a multi-modal transportation hub, functional improvements and aesthetic appeal are essential to the operation and success of this project. In addition to creating atransit-oriented development in a village-like neighborhood, the plan has been designed to provide a comprehensive open space system, maximize pedestrian circulation, and create distinctive and attractive streetscapes. In addition to the over all concept, the Plan also establishes specific guidelines and criteria for non-auto circulation, lighting, and landscaping. The "Circulation Diagram (Non-Auto) identifies the pedestrian circulation routes to transit connections and multi-use trails, along with the walking radii shown in minutes and (portions of) miles. To achieve these objectives, the plan provides specific design standards for each street and intersection within the project area appropriate to the type of circulation needs anticipated. Plazas and open space designed for residents, workers, and commuters also have been integrated auto routes. The main focal point of design is the oval-shaped Village Green with generous sidewalks linking this public space to Iron Horse Pazkway on the east and DeMazcus Boulevard on the west. The plan proposes specific design elements for the entry plazas and entry nodes to the Village Green to include decorative paving, special landscape treatment, and public art or water features. Amid-block pedestrian pathway links the Village Green with Iron Horse Plaza across from the entry to the BART station. Auto circulation along the Village Green would be allowed between Iron Horse Parkway and DeMarcus Boulevard in a one-way, single-lane flow on either side of the Village Green. Westbound circulation would follow the northerly side of the Village Green with eastbound autos along the southerly side. Curbside parking is proposed to be allowed on either side of both the travel lanes adjacent to the Village Green, open spaces along the Village Green also have been designed to accommodate an underlying 30- foot wide storm drain easement. The Central Plaza of the Village Green and Iron Horse Plaza are both anticipated to be areas of high-level foot-traffic. Both are proposed to be designed similazly with a grid of canopy trees over seating, trellises of flowering vines, public art or water feature, accent lighting, and decorative paving. Given its access to the BART station, Iron Horse Plaza also is proposed to provide a curbside drop-off area for commuters and right-angle crosswalks to prevent unsafe crossing neaz the intersection at the curve of the road. For vehiculaz traffic, visual focal points would include pedestrian plazas and opportunities for landmazks in the form of public art. In keeping with the agricultural-based history of the area, plantings are proposed to represent patterns found in orchazds, groves, and hedgerows. A grid of trees planted in an orchard motif is the proposed landscaping for designated corners. As traffic moves westward from the intersection of Arnold Road and Digital Drive, the street narrows which indicates that the azea is becoming more oriented towards pedestrians. Hardscape materials would identify areas distinctly for pedestrians including paving materials and patterns. Depressed corner ramps with bollards would be designed to be compatible with access standards established by the Americans with Disabilities Act (ADA). To provide a safe and functional environment, the lighting plan is proposed to employ a hierazchy of light standazd sizes to differentiate primary pedestrian-oriented streets from those intended for auto traffic. These categories include: • Signalization - 5 intersections • Pedestrian lights - 12 feet to 14 feet in height • Combination Pedestrian/Street lights (vehicular) - 12 feet and 30 feet in height • Street lights - 28 feet to 30 feet in height 7 • Accent lighting -for public spaces and plaza • Special lighting -for Village Green and pedestrian link to Iron Horse Plaza Examples are provided for specialized street furniture including benches, bollazds, trash receptacles, tree grates, and bicycle racks. Also, suggested is the palette and planting arrangement of street trees and accent trees. Staff has reviewed the proposed plant materials and associated street furniture for consistency with plant types that aze compatible with the climate and soil chazacteristics of the Dublin area. The proposed Streetscape/Public Realm concept plan provides the plan and sections for the key intersections and road segments. These details identify standards in terms of right-of--way width; traffic and pazking lanes; sidewalk widths and placement from street; medians; location of lighting fixtures; and proposed plantings, tree grates, and bulb-outs. Street design concepts are identified for the following key intersections and roads sections: A. Arnold Road/Digital Drive Eastern edge entry feature • Public art o ortuni at nw/corner Street narrows through plantings and bulb-outs B. Digital Drive/Campus Drive • Pedestrian desi n with view into the Villa a Green C. Iron Horse Parkway/Digital Drive Retail use wrapping all 4 corners on ground floor • Accommodates 30-ft storm drain easement (sw/c). D. DeMarcus BoulevardNillage Green Corner plaza/pedestrian crossing • Accommodates 30-ft storm drain easement se/c . E. Iron Horse Parkway/Dublin Boulevard Marks major entry point to Transit Village Center • Public art defined b s ecial landsca a frame A-A Iron Horse Parkway - 96-foot r/w; one travel lane in each direction with median/turn pocket lane in center; 18-foot wide sidewalks with tree grates on both sides; parking on both sides of the street; and bike lanes on alon both sides. B-B: Iron Horse Parkway (in front of BART station) - 76-foot r/w; one travel lane in each direction; no median;l4-foot sidewalk along both sides; parking lane along west side of street and 9- foot transition zone alon east side; and bike lanes alon each side. C-C: Village Green btwn Iron Horse Parkway/DeMarcus Boulevard - 181-foot distance from building to building; 6-foot wide sidewalk with 5-foot wide plantings between sidewalk and curb/4-foot planting between sidewalk and buildings; Village Green width of 95 feet; one travel lane in one direction each along both north and south sides of the Village Green; and arkin alon both sides of each travel lane; no bike lanes. D-D: DeMarcus Boulevard - 90-foot r/w; one travel lane in each direction with raised median/turn pocket lane in center; 11-foot wide sidewalks on both sides adjacent to curb on one side and separated from building or required setback by 4 feet of plantings on other side; parking lanes on both sides of the street; and bike lanes on both sides of street. E-E: Digital Drive btwn Arnold Road/Campus Drive - 116-foot rlw; two travel lanes in each direction with raised median/turn pocket lane in center; 14-foot wide sidewalks on both sides of the street with tree wells adjacent to curb; parking lanes on both sides of the street; and bike lanes on both sides. 8 F-F: Dublin Boulevard - 160- foot r/w; three travel lanes in each direction with 2 turn pockets and raised median in center; 30-foot wide regional trail along the north side; 6-foot wide sidewalk on the south side, with 6-foot wide planting along both sides of the sidewalk; no parking on either side of Dublin Boulevard, but does include an 8-foot wide transition/shoulder between curb and travel lane on both sides of the street. G-G: Campus Drive north of Digital Drive - 76-foot r/w; one travel lane in each direction with median/turn pocket lanes in center; 12-foot wide sidewalk with tree grates on both sides of the street; arkin lanes on both sides of the street; no bike lanes. H-H: Campus Drive south of Digital Drive - 76-foot r/w; one travel lane in each direction with median/turn pocket lanes in center; 12-foot wide sidewalk with tree grates on both sides of the street; arkin lanes on both sides of the street; no bike lanes. -1: Altamirano Road - 60-foot r/w; one travel lane in each direction; 12-foot wide sidewalk and arkin lane alon north side; no bike lanes. JJ: Arnold Road north of Digital Drive - 98-foot r/w; two travel lanes in each direction with a raised median/turn pocket lane in the center; 6-foot wide sidewalk with a 4-foot wide planting strip between the sidewalk and curb; bike lane on both sides of the street; no curbside arkin . K-K: Arnold Road south of Digital Drive - 76-foot wide r/w; one travel lane in each direction with a wide, raised median/turn pocket lane in the center; 6-foot wide sidewalks on bath sides of the street with a 6-foot wide planting strip separating the sidewalk and the curb; bike lanes on both sides of the street; no curbside arkin . ANALYSIS: General Plan Amendment: The proposed General Plan Amendment represents the third General Plan Amendment of 2002. State law limits General Plan amendments to four per calendaz year. • Addition to the Eastern Extended Planning Area -The 91 acres of the Dublin Transit Village Center is proposed to be added to the Eastern Extended Planning Area. This addition would increase the size of the Eastern Extended Planning Area from 4,200 acres to 4,291. The following Sections, Tables, and Figures would require amendment or revision due to this increase: a) Section 1.4, Primary Planning Area and Eastem Extended Planning Area; b) Table 2.1, Land Use Summary, Eastern Dublin General Plan Amendment Area; c) Figures: 1-1, 1-2, 2-1, and 2-2 and any other figures or tables that make reference to this azea • Land Uses -The current General Plan land uses described in the Background section above and shown on Figure 1-2B of the General Plan are proposed to be replaced by High-Density Residential, Campus Office, Public/Semi-Public, and Pazks/Public Recreation corresponding to the proposed uses shown Exhibit C of the Planning Commission Resolution recommending City Council approval of this amendment and corresponding to the proposed development plan. • Allowance of Ancillary Uses - A mixed-use area by definition includes a vaziety of uses on one site generally in a vertical configuration. Also, certain land use designations of the General Plan allow uses that are incidental or ancillary to the designated use. Of the land use designations proposed for Dublin Transit Village Center, only Campus Office allows ancillary uses, which provide services to businesses and employees in the Campus Office area. However, as a mixed- use project, the High-Density Residential and Public/Semi-Public uses also are proposed to include ancillary retail and services uses at the ground floor level. The proposed General Plan Amendment would allow the High-Density Residential and Public/Semi-Public uses to includes ancillary retail and service uses for residents, workers, and businesses when they are part of a transit village center or other mixed-use project. Such uses would be limited to ground floor space oriented towards Iron Horse Parkway. Examples of those 9 uses would be similar to those allowed in the Campus Office designation as stated in the General Plan. • Flex Uses on Sites D-1 and E-1 -The land use designation for Sites D and E is proposed as Campus Office, with ancillary retail on the ground floor of Sites D-1 and E-L. As shown in the table above approximately 490,000 sf of office space is proposed for these two sites. The plan also proposes an optional or "flex" use of these sites in place of the office space depending upon mazket conditions and developer interest. The Campus Office space designation allows a maximum of 50% of the site to be developed as residential use. The gross acreage for Sites D and E is 38.3 acres; Sites D-1 and E-1 together are 9.78 gross acres, or about 26% of the site. Additionally, the campus office space of 490,000 sf proposed for these two sites represent approximately 25% of the 2 million sf total proposed for the Dublin Transit Village Center Planning Area. Therefore, a land use amendment would not be required to allow the optional high-density residential use. The proposed plan also provides Site D-1 with a development option as a hotel. A hotel use also is an allowable use under the Campus Office land use designation and would not require a land use amendment to exercise that development option. • Structured Parking for Hieh-Density Housine -Parking for the Campus Office space and high- density housing is proposed to be accommodated in multi-level parking structures below or adjacent to these uses. Street-level frontages would be screened or wrapped by ancillary retail and service uses. However, the General Plan directs the majority ofmulti-level, non-surface parking to be provided "under-structure." As an example, it suggests ahigh-density residential development of up to 80 units per acre is possible in 4-stories if carefully designed. It has been determined that subterranean parking is infeasible due to the high water table in this azea. Therefore, the proposed PD Rezone/Stage I Development Plan discussed below indicates that residential building height would be established at a maximum of five stories above the parking levels, and campus office uses would be established at a height of eight to ten stories, inclusive of parking levels. The exteriors of buildings with above-grade parking level will need to be designed with materials and architectural elements that tie together parking levels with office or residential uses on the upper stories. Amendment to Eastern Dublin Specific Plan: The Eastern Dublin Specific Plan cunently is divided into ten subazeas, each with its own land use concept and community design guidelines. The 91-acre Dublin Transit Village Center is proposed to be incorporated or annexed into the 3,300-acre Eastern Dublin Specific Plan Area as the 11`s subarea. The Specific Plan text would be amended beginning with the addition of "Chapter 4.9.10: "Transit Village Center" under "Chapter 4: Land Uses" which would describe the location, land use concept, and subarea development potential. The addition of this subarea also would require appending "Chapter 7: Community Design" with "Chapter 7.6: Transit Village Center." This new chapter would establish the building types and form as well as the policies for open space and public facilities. The proposed text amendments are set forth in the draft resolution ordinance recommended for City Council approval. Unless otherwise stated in this Specific Plan Amendment, all provisions of the Eastern Dublin Specific Plan are applicable to this Subarea, and all figures and maps included within the Eastern Dublin Specific Plan would need to be amended to be consistent with the newly-established boundary. This new subazea of the Eastern Dublin Specific Plan generally has been designed in conformance with the standazds required for designation as a transit village plan pursuant to the Transit Village Development Planning Act of 1994 (Section 65460 of Government Code). The Applicant has requested that designation. However, at this time staff et seq. recommends that the Planning Commission and City 10 Council postpone any action to adopt the Dublin Transit Village Center as a transit village plan until conformance with the requirements can be confirmed and further analysis is conducted regarding the benefits of this designation. PD Rezone/Stage I Development Plan: At this time, the Dublin Transit Village Center Planning Area (Subazea 11 of the Eastern Dublin Specific Plan) is proposed to be rezoned from Agriculture and Public/Semi-Public to Planned Development-Transit Center PD-TC. The proposed rezone, accompanied by a Stage I Development Plan, does not include development standards but generally is limited to permitted, prohibited, and conditional uses. The uses aze consistent with the land uses proposed in the Amendments to the General Plan and to the Eastern Dublin Specific Plan. A Stage II Development Plan with development standards will need to be approved prior to project approval along with any required Site Design Reviews. A number of other requirements would be adopted as aze part of the Stage I Development Plan, as follows: • Applicability of the Eastern Dublin Specific Plan - As with the amendment to the Eastern Dublin Specific Plan, all of the standazds and requirements in that document would be applicable to the PD Rezone and Stage I Development Plan for the Dublin Transit Village Center except as otherwise stated in that Amendment. • Permitted Uses -Permitted uses within the area designated for Campus Office allow up to 300 optional residential units on Sites D-1 and E-1 in place of the 490,000 sf of Campus Office space proposed. In addition, Site D-1 may be developed as hotel in place of either Campus Office or High-Density residential use. • Affordable/Inclusionarv Housing -The City's Zoning Ordinance requires Stage I Development Plans to include an Affordable or Inclusionary Housing component. The ACSPA has stated that Transit Center housing will be more affordable by virtue of its proximity to a major multi-modal transit hub. To assist in meeting the State requirement for providing very low, low, and moderate income housing, the ACSPA is proposing that 15% of the units in the Dublin Transit Village Center be available as affordable. The ACSPA has stated in its application materials that it is willing to significantly write down the value of the underlying land and work with interested non- profit and for-profit developers to create and manage the affordable units in as efficient manner as possible. • Traffic Impact Fee Area -The uses established by the Stage I Development Plan allow planning for infrastructure improvements needed to mitigate the traffic anticipated from new development. The approved uses also are factored into the estimated financing requirements for constructing those improvements. Specific development proposals would be considered only after approval of a Stage 2 Development Plan with site specific development standazds established for evaluating new construction. Tentative Parcel Map No. 7892: As described above, the proposed tentative parcel map affects the 38.3 gross acres bounded by Dublin Boulevard on the north, Arnold Avenue on the east, I-580/Altamirano Road on the south, and Iron Horse Pazkway on the west. The Planning Commission alone may approve the requested Tentative Parcel Map with approval of the Final map by the City Council. The proposed tentative parcel map would create five development sites consistent with the proposed Specific Plan amendment and Stage I PD zoning. These sites include: D-1, D-2, E-1, E-2, and Lot A for the BART parking structure. It also would allow for the extension of Digital Drive between Arnold Road and Iron Horse Parkway and the creation of a new street, Campus Drive, between Dublin Boulevazd and I- 580/Altamirano Road. Approval of the proposed parcel map would be conditioned on approval of the pending actions to amend the General Plan, amend the Eastern Dublin Specific Plan, and approve the PD 11 zoning with the Stage I Development Plan. Eastern Dublin Traffic Impact Area: The Developer has requested that following approval of the project that the Eastern Dublin TIF be amended to include the Transit Center area and improvements pursuant to the conditions of approval, should this occur, the ApplicanUDeveloper will be required to pay associated traffic impact and community services fees or construct specific improvements as a condition of approval for any Stage 2 development plans. If approved by the Directors of Community Development and Public Works, the construction of certain improvements may satisfy the ApplicanUDeveloper's obligation or contribution towards satisfying such requirements of the Traffic Impact Fee Area. ENVIRONMENTAL REVIEW: The City prepared a Notice of Preparation dated November 13, 2000, and circulated a Draft Environmental Impact Report (EIR) on the Dublin Transit Center Project. It was assigned the State Clearinghouse number SCH 20001120395, and the 45-day review period ran from July 6, 2001 to August 21, 2001. During the course of preparing the responses to comments on the Draft EIR, additional traffic impacts were identified that had not been analyzed previously. Also, subsequent to this review period and after the preparation of the response to comments, the proposed plan was revised to designate Site F as a neighborhood park. A description of the proposed changes to the project and re-analysis of the traffic impacts were recirculated for a new 45-day review period from July 16, 2002 to August 30, 2002. The written responses to comments and the related revisions to the Draft EIR are contained in a separately bound Final EIR dated September 2002. CONCLUSION AND RECOMMENDATION: The proposed Dublin Transit Village Center project meets a number of the City's General Plan objectives by serving as a regional transportation hub and creating an environment that provides opportunities for using alternative modes of transportation and reduced dependence upon the automobile. Therefore, Staff recommends that the Planning Commission adopt the following resolutions: 1. Adopt Resolution recommending City Council certification of the Final Environmental Impact Report and adoption of a Mitigation Monitoring and Reporting Program 2. Adopt Resolution recommending City Council approval of Amendments to the General Plan and to the Eastern Dublin Specific Plan 3. Adopt Resolution recommending City Council approval of Planned Development Rezone/Stage I Development Plan 4. Adopt Resolution approving Tentative Parcel Map No. 7892 12 GENERAL INFORMATION: APPLICANT: Alameda County Surplus Property Authority 224 W. Winton Avenue, Room 110 Haywazd, CA 94544 -1215 PROPERTY OWNER: Alameda County Surplus Property Authority 224 W. Winton Avenue, Room 110 Haywazd, CA 94544 -1215 Bay Area Rapid Transit (BART) 1330 Broadway, Suite 1800 Oakland, CA 94612 LOCATION: A 90.65-acre area generally bounded by on the north by Dublin Boulevard and the southerly portion of the Parks RFTA, on the south by I-580, on the east by Arnold Road abutting the southwest boundary of the Eastern Dublin Specific Plan Area, and on the west by the Iron Horse Trail, a recreational greenbelt along an abandoned railroad right-of--way. APNs 986-0001-001-10, 11, 12, 13, 14 and 946-0015-001-OS GENERAL PLAN Proposed as mixed uses to include -High-Density Residential, DESIGNATION: Campus Office, Public/Semi-Public, and Pazks/Public Recreation SPECIFIC PLAN Proposed as Residential-High Density, Campus Office, Public/Semi Public, and Neighborhood Park DESIGNATION: EXISTING ZONING Currently zoned for Agriculture and Public/Semi-Public use. & LAND USE: Currently designated for Public Lands, Business Pazk/Industrial, and Business Pazk: Low Coverage 13 RESOLUTION NO.02- A RESOLUTION OF THE PLANNING COMMISSION OF THE CTI'Y OF DUBLIN RECOMMENDING CITY COUNCIL CERTIFICATION OF AN ENVHtONMENTAL IMPACT REPORT FOR THE DUBLIN TRANSTT CENTER PROJECT PA 00.013 WHEREAS, the Alameda County Surplus Property Authority submitted applications fora 90.65- acre high-density mixed-use pedestrian and transit-oriented development located directly north and east of the East Dublin/Pleasanton BART station. The project proposes 1500 high-density residential units, up to 2 million square feet of campus office uses, 70,000 square feet of ancillary commercial uses, an 8.73 acre (net) Neighborhood Park, and a new parking structure to replace existing permanent and temporary surface pazking azound the BART station. The development includes applications to amend the General Plan; to add the site and related development standards to the Eastern Dublin Specific Plan; to zone the site as PD-Planned Development and adopt a related Stage 1 Development Plan; and to approve a tentative parcel map; collectively known as the "Project"; and WHEREAS, the Project area boundaries include Dublin Boulevard and Parks RFTA to the north, Arnold Road to the east, I-580 to the south, and the Iron Horse Recreational Trail to the west. Existing uses on the site include the East Dublin-Pleasanton BART station, a major public bus transfer station, associated surface pazking lots and other facilities generally near I-580, and vacant land; and WHEREAS, the City determined that an Environmental Impact Report ("EIR") should be prepared and circulated a Notice of Prepazation dated November 13, 2000 to public agencies and interested parties for consultation on the scope of the EIR; and WHEREAS, the City prepared a Draft EIR dated July 2001 (SCH No. 20001120395) which reflected the independent judgment of the City as to the potential environmental effects of the Project. The Draft EIR was circulated for the required 45 day public review period, from July 6, 2001 to August 21, 2001; and WHEREAS, City staff prepared a Final EIR dated September 2002 containing written responses to all comments received during the public review period, which responses provide the City's good faith, reasoned analysis of the environmental issues raised by the comments; and WHEREAS, in the course of preparing the written responses to comments, the City identified a new significant impact related to potential traffic impacts on I-680 that had not been identified in the Draft E]R. Pursuant to CEQA Guidelines section 15088.5, the City recirculated analysis of this new impact fora 45-day public review period from July 16, 2002 to August 30, 2002. The City received two comments on the recirculated information; written responses to these comments are included in the Final EIR; and WHEREAS, based on discussions with City staff, the applicant proposed minor changes to the project description to replace the proposed Campus Office uses on Site F with an 8.73 acre (net) ATTACHMENT 1 neighborhood pazk. The Campus Office uses previously shown on Site F were redistributed onto adjacent sites within the Project azea; and WHEREAS, pursuant to CEQA Guidelines section 15088.5, City staff reviewed the project revisions and determined that they did not wnstitute significant new information and would not result in any new or more severe significant impacts than already identified and analyzed in the Draft EIR and the recirculated traffic impact, therefore no further recirculation was required; and WHEREAS, a staffreport, dated October 22, 2002 and incorporated herein by reference, described and analyzed the Draft and Final EIR and the Project for the Planning Commission; and WHEREAS, the Planning Commission reviewed the staff report, the Draft EIIt, the Final EIR (including responses to comments and the recirculated traffic impact) at a noticed public heating on October 22, 2002 at which time all interested parties had the opportunity to be heard; and WHEREAS, the Draft EIR and the Final EIR (including responses to comments and the recirculated traffic impact) reflect the City's independent judgment and analysis and constitute the Environmental Impact Report for the Dublin Transit Center Project; and WHEREAS, the Draft and Final EIRs aze sepazately bound documents, incorporated herein by reference, and aze available for review in the City planning department, file PA 00-13. NOW, THEREFORE, BE IT RESOLVED THAT: A. The foregoing recitals are true and correct and made a part of this resolution. B. The Dublin Planning Commission has reviewed and considered the Environmental Impact Report and hereby recommends that the City Council certify the Environmental Impact Report as complete, adequate and in compliance with CEQA and the City of Dublin's Environmental Guidelines, and make all required mitigation and other findings. PASSED, APPROVED, AND ADOPTED this 22"" day of October, 2002 by the following vote: AYES: NOES: ABSENT: ABSTAIN: Planning Commission Chair ATTEST: Planning Manager 207015-1 g: plaiming/pa00-013 pcresorecommendingElR certification RESOLUTION NO.02- A RESOLUTION OF THE PLANNING COMMISSION OF THE CITY OF DUBLIN RECOMMENDING THAT THE CITY COUNCIL APPROVE AMENDMENTS TO THE GENERAL PLAN AND EASTERN DUBLIN SPECIFIC PLAN FOR THE DUBLIN TRANSIT CENTER PROJECT PA 00-013 WHEREAS, the Alameda County Surplus Property Authority submitted applications fora 90.65-acre high-density mixed-use pedestrian and transit-oriented development located directly north and east of the East Dublin/Pleasanton BART station. The project proposes 1500 high-density residential units, up to 2 million square feet of campus office uses, 70,000 square feet of ancillazy commercial uses, an 8.73 acre (net) Neighborhood Pazk, and a new parking structure to replace existing permanent and temporazy surface pazking around the BART station. The development includes applications to amend the General Plan; to add the site and related development standards to the Eastern Dublin Specific Plan; to zone the site as PD-Planned Development and adopt a related Stage 1 Development Plan; and to approve a tentative pazcel map; collectively known as the "Project"; and WHEREAS, the Project area boundaries include Dublin Boulevazd and Pazks RFTA to the north, Arnold Road to the east, I-580 to the south, and the Iron Horse Recreational Trail to the west. Existing uses on the site include the East Dublin- Pleasanton BART station, a major public bus transfer station, associated surface parking lots and other facilities generally neaz I-580, and vacant land; and WHEREAS, the Project would amend General Plan land use and other maps to place the Project azea within the Eastern Extended Planning Area and to change the land use designations from Public Lands, Business Park/Industrial, and Business Pazk/Industrial: Low Coverage to High Density Residential, Campus Office, Public/Semi-Public, and Pazks/Public Recreation with a Neighborhood Park designation. The Project would amend General Plan text to provide for ancillazy retail and service uses in the High Density Residential and Public/Semi-Public land use designations, and would amend Table 2.1 to add the Project to the Eastern Dublin land use summary; and WHEREAS, the Project would amend the Eastern Dublin Specific Plan to add the Project area to the Specific Plan as its eleventh planning subazea, with related land use designations and development guidelines. The land uses and development guidelines provide for ahigh-density mixed use residential and office project most of which is within'/< mile of the existing East Dublin BART station. Ancillary retail and service uses would be provided to serve the needs of residents, employees, and transit patrons and would be located on ground floors along Iron Horse Parkway and on the ground floor in or adjacent to the proposed pazking garage. Development guidelines also provide for ATTACHMENT 2 building siting, height, type and entry treatment to enhance the pedestrian scale and focus of the Project; and WHEREAS, the City prepared and circulated a Drafr EIR analyzing the potential environmental effects of the Project. Anew significant traffic impact identified after the Draft EIR public review period was recirculated for public review. The City prepared a Final EIR comprised of written responses to all comments received on the Draft EIR and the recirculated traffic impact. The Final EIR also includes revisions to the project, including a new 8.73 acre (net) neighborhood park On October 22, 2002, the Planning Commission adopted Resolution recommending that the City Council certify the Draft and Final EIRs as the Environmental Impact Repor[ for the Project, which resolution is incorporated herein by reference; and WHEREAS, a staff report, dated October 22, 2002 and incorporated herein by reference, described and analyzed the Draft and Final EIRs and the Project, including the proposed amendments to the General Plan and Eastern Dublin Specific Plan; and WHEREAS, the Planning Commission reviewed the staff report, the Draft and Final EIRs at a noticed public hearing on October 22, 2002 at which time all interested parties had the opportunity to be heard. NOW, THEREFORE, BE IT RESOLVED that the foregoing recitals are true and correct and made a part of this resolution. BE IT FURTHER RESOLVED that the Dublin Planning Commission recommends that the City Council approve the following General Plan Amendment based on findings that the amendment is in the public interest and that the General Plan as so amended will remain internally consistent. A. Amend Section 1.4, PRIMARY PLANNING AREA AND EXTENDED PLANNING AREA, first paragraph under Eastern Extended Planning Area as follows. The eastern planning azea represents the lazgest remaining area available for future development in Dublin. The approximately 4,291-acre azea east of Parks RFTA will permit the eventual expansion of urban development in order to accommodate the healthy growth of the community B. Amend Section 1.8.1, Land Use Classification, Eastern Extended Planning Area, Residential: High Density as follows. Projects in this category are intended for downtown and urban core areas. Ancillazv retail and service uses which provide services to residents in the Hieh Density Residential area aze permitted. Projects within this density range must meet the majority of their parking requirements with under-structure parking where feasible. For example, with cazeful design, densities of us to 80 units per zo~oi~-i 2 acre can be achieved without exceeding four stories in height. Assumed household size is 2.0 persons per unit. C. Amend Section 1.8.1, Land Use Classification, Eastern Extended Planning Area, Public/Semi-Public/Open Space, Public/Semi-Public Facilities to add a second, new pazagraph as follows. Ancillazy retail and service uses which provide services to transit patrons may be permitted as a ground floor use in or adjacent to the Eastern Dublin BART station pazking gazage. D. Amend Section 2.0, LAND USE AND CIRCULATION SECTION, LAND USE ELEMENT, first two sentences under Eastern Extended Planning Area as follows. Figure 1-2B illustrates generalized land uses and circulation for the Eastern Extended Planning Area that lies east of Parks RFTA. This azea includes approximately 4,291-acres. E. Amend Table 2.1, LAND USE SUMMARY, EASTERN DUBLIN GENERAL PLAN AMENDMENT AREA to reflect the Project acreage added to the Eastern Dublin planning azea, as shown in Exhibit A attached hereto and incorporated herein by reference. F. Amend the following figures by reference to remove the Project area from the Primary Planning Area and add it to the Eastern Extended Planning Area. 1. Figure 1-1: Land Use & Circulation, Primary Planning Area 2. Figure 1-2: Extended Planning Area 3. Figure 2-1: Sites for Housing Development 4. Figure 2-2: Development Potential, Dublin Planning Area G. Amend Figure 1-2B to add the Project azea to the Eastern Extended Planning Area and identify land use designations as shown on Exhibit B attached hereto and incorporated herein by reference. BE IT FURTHER RESOLVED that the Dublin Planning Commission recommends that the City Council approve the following Eastern Dublin Specific Plan Amendment based on findings that the amendment is consistent with the Dublin General Plan and that the Specific Plan as so amended will remain internally consistent. A. Amend Chapter 4.0, Land Use, to add a new Section 4.9.10, TRANSIT VILLAGE CENTER, as follows. 4.9.10 TRANSIT VILLAGE CENTER zo~o»-~ LOCATION The Transit Village Center subazea comprises the southwestern most corner of the planning area, directly adjacent to the East Dublin/Pleasanton BART station, in the area north of I-580, west of Arnold Road, south of Camp Parks and east of the planned Iron Horse Trail alignment. LAND USE CONCEPT The Transit Village Center subarea is intended to maximize the transit opportunities presented by the BART station and the associated bus hub by creating a vibrant, pedestrian-friendly and high-density mix of office, residential and retail uses all within easy walking distance of the BART station. Densities within the subazea aze the highest planned for the vazious land areas within the Specific Plan, with residential densities averaging 50 units to the acre, and office densities over 1.0 FAR. To accommodate these densities, office buildings of up to 10 stories will be permitted, helping to make the BART station area a visual focal point for the entire Tri-Valley area. Parking will be primarily accommodated by garages, including a new BART pazking gazage to replace much of the existing surface pazking lots. Because of the area's high visibility, architectural elements within the subarea should present ahigh-profile, quality image. To encourage transit use, design standards in the subarea should encourage high levels of pedestrian use by creating short street blocks, permitting reduced parking standards, encouraging minimal building setbacks, and designing relatively narrow street sections, with wide, tree-canopied sidewalks and on-street parking. Ancillary retail and service uses that offer convenient goods and services to subarea residents, employees and commuters are encouraged as a ground-floor use for residential and office uses along Iron Horse Pazkway to add vitality to the street. TABLE 4.14 Transit Village Center Subarea Development Potential Designation Acres (gr.) Density Development Potential Campus Office 38.3 1.2 2 msf High Density Residential 31.5 48 1,500 units Neighorhood Park 12.2 - 8.73 park acres Public/Semi-Public 8.65 - - Total 90.65 zo~o»-~ B. Amend Chapter 7.0, Community Design, to add a new Section 7.6, TRANSIT VILLAGE CENTER, as follows. 7.6 TRANSIT VILLAGE CENTER The guiding design concept for the Transit Village Center subarea is to maximize use of regional transit opportunities and minimize reliance on the auto by creating a vibrant, high-density, compact, pedestrian-friendly environment that serves the daily needs of subarea residents, employees and commuters. As a regional transit hub and geographic center of the Livermore/Amador Valley, the subarea should provide a visual focal point for the surrounding area. FORM Development should be urban and compact, with a highly interconnected pattern of streets that accommodates the movement of vehicles while enhancing opportunities for pedestrian and bicycle circulation. BUILDING SITING Buildings should be located adjacent to the sidewalks, with no or minimal setbacks from the sidewalk, and should be oriented toward the street to create a well-defined, pedestrian -scaled and more intimate street space. Where possible, building massing should be broken up so that there are opportunities for pedestrian movement between larger street blocks and to create visual interest. Ancillazy retail and service uses, such as restaurants, cafes, and banks should be encouraged as a ground-floor use along and near Iron Horse Pazkway. Due to high levels of traffic noise from I-580 and, to a lesser extent, Dublin Boulevard, buildings adjacent to these roads should be sited and designed to act as noise shields for the rest of the subazea. It is especially important to shield open spaces and gathering places by placing buildings between these use areas and the freeway. • Building setbacks from the sidewalk/street right-of--way along Iron Horse Parkway are discouraged. Building setbacks from the sidewalk along Digital Drive, DeMazcus Boulevazd, Arnold Road, and Campus Drive should be minimized so that buildings relate to the adjacent street. • Landscape setbacks for parking gazages and along Arnold, Campus and Dublin Boulevard are permitted. • Public utility easements should be located within the street or sidewalk area to limit the need for building setbacks. Sideyard setbacks aze not required. zo~oi~-i Residential and commercial development may be set back from Dublin Boulevard due to the high volume of traffic on the street. BUILDING HEIGHT Buildings should be of a height to enclose the street space, giving it a more intimate scale. In general, buildings adjacent to I-580 and closer to the BART station should be higher to emphasize that the Transit Center is a major regional focal point and to maximize densities as close to the station as possible. Maximum building heights: High Density Residential: 5 stories over pazking Campus Office: 8 stories adjacent to Dublin Boulevard 10 stories adjacent to Digital Drive and I- 580 BUILDING TYPES Mixed use buildings aze strongly encouraged, especially along Iron Horse Pazkway. Both residential and office buildings along this street should accommodate ground-floor ancillary retail and service uses that provide convenient goods and services to employees, residents, and BART commuters. A hotel, or mixed-use hotel/office development on Site D-1 should be considered that would provide ground-floor service uses and could share parking facilities with the adjacent BART garage. Residential and commercial azchitecture should be varied in form and style to provide visual interest and to avoid long, monotonous facades along pedestrian- oriented streets. ENTRIES Building entries should be sited to promote sidewalk activity and to maximize pedestrian use of adjacent streets. Locate ground-floor retail and service uses so that they front on Iron Horse Pazkway and are clustered so that long stretches of "dead" street frontage aze avoided. Encourage uses, such as cafes, that can "spill out" onto the adjacent sidewalks. Design sidewalks of sufficient width to provide for outdoor seating. Site major building entries and lobbies so that they are visible and accessible from the street, not just parking azeas. zo~o»-i Design residential units with balconies and windows affording views of the street to create the security of "eyes on the street". PARKING Pazking standards should be reduced as much as possible to encourage the use of public transit. Most parking should be provided in garages and located so that street frontages are not dominated by it. • Permit 1.5 parking spaces per unit for residential uses, and 3 pazking spaces per 1,000 square feet for office uses. Recognize shared pazking with these uses and BART, as well as on-street pazking to accommodate most of the parking needed for ancillazy retail and service uses. Utilize pazking studies from othertransit- oriented developments to encourage developments with lower parking ratios. • Reduce the site azea needed for off-street parking by allowing curbside parking space around the project perimeter to count towazd the project's parking requirements. Establish a means of discouraging BART patrons from utilizing on-street and nearby residential and office pazking by enforcing on-street parking limitations and providing secure pazking garages. • Encourage the use of parking garages and minimize on-site surface parking. Locate and design garages so that they do not distract from the pedestrian experience by "wrapping" residential units azound them, fronting them with retail uses, or other means. • Encourage shazed-use of residential and office pazking facilities with ground- floorretail and service users to provide adequate pazking to encourage retail development along Iron Horse Parkway. • Encourage shazed-use of BART garage parking with hotel/conference/evening entertainment venues, as well as other public/semi-public uses. CIRCULATION The internal street system should be designed so that it accommodates the movement of vehicles, at relatively slow speeds and reasonably high levels of congestion, while enhancing the pedestrian experience. Utilize street and intersection standazds that minimize the width of streets (curb- to-curb), and the distance between intersections. Limit corner radii to reduce the distance pedestrians must travel to cross intersections. 2o~oi~-i Develop wide sidewalks along Iron Horse Pazkway to accommodate pedestrian circulation, window shopping, outdoor merchandising and cafes. Encourage the development of sidewalk cafes and indoor/outdoor restaurants as ground-floor uses that can "spill out" onto the sidewalk along this street. Provide wide sidewalks, pedestrian-scale lighting, seating and other amenities on all Transit Center streets to encourage and accommodate pedestrian circulation from the office blocks to the retail azea and to BART. Create a logical, well-marked bicycle lane system that provides access to the BART station, the Iron Horse Trail, the East-West Trail located along the north side of Dublin Boulevard, and development within the subarea. OPEN SPACE AND PUBLIC FACILITIES Because of the relatively small size of the subazea and the desire to maximize densities within the subarea to encourage transit use, large public open space azeas south of Dublin Boulevazd are discouraged. Instead, a series of public and/or private plazas, greens, and corridors should be developed south of Dublin Boulevard that provide recreational amenities and social gathering spots for residents, workers and commuters. A pedestrian and bike trail system should provide safe and convenient access to neazby parks and schools within Eastern Dublin. Provide a central "Village Green" for the residential azea that provides a common meeting and gathering place for area residents that is shielded from freeway noise and wind by intervening buildings. Connect the Village Green to the BART station via pedestrian corridors through adjacent residential development. Provide pedestrian corridors and open plazas within large office developments to break up building masses and to provide convenient walking access to all parts of the subazea and adjacent azeas. Create a small public "square", through building placement and landscaping, near the entrance to the East Dublin/Pleasanton BART station that can serve as a meeting or gathering place. Utilize water or other features to reduce the negative impact of freeway noise. Create small plazas in appropriate locations along Digital Drive and Iron Horse Parkway that provide opportunities for public art and for informal gatherings. Provide a new neighborhood pazk north of Dublin Boulevazd that maintains or enhances the overall pazk acreage-to-population ratio within the City of Dublin with the inclusion of the new Transit Center residential neighborhood. zo~oi~-i C. Amend Figure 4.1, Land Use Map, to add the Project area to the Eastern Dublin Specific Plan azea and identify Specific Plan land use designations as shown on Exhibit C attached hereto and incorporated herein by reference. D. Amend other Specific Plan figures by reference as appropriate to add the Project azea to the Specific Plan azea. PASSED, APPROVED, AND ADOPTED this 22nd day of October, 2002 by the following vote: AYES: NOES: ABSENT: ABSTAIN: Planning Commission Chair ATTEST: Planning Manager zoo t ~-t 9 Table 2.1: LAND USE SUMMARY EASTERN DUBLIN GENERAL PLAN AMENDMENT AREA Classification Acres Intensit * Units Factor Yield Residential Du's/acre Du's Persons/du Po ulation Hi h Densit 69.9 35 2,447 2.0 4,894 Medium-Hi h Density 134.0 20 2,680 2.0 5,360 Medium Density 486.3 10 4,863 2.0 9,726 Single Famil 977.0 4 3.908 3.2 12,505 Rural Reside n[i al/Agriculture 842.5 .Ol 8 3.2 25 TOTAL 2,509.7 13,906 35,510 COMMERCIAL Floor Area Ratio Gross) Square Feet (million Sq. Ft./ Em to ee Jobs General Commercial 289.3 .35/25 3.435 510 6,735 Neighborhood Commercial 69.7 .35/30 .980 490 2,000 ~, Campus Office 216.9 .75/35 3.952 260 15,200 Industrial Pazk 125.8 .25 1.370 590 2,322 ~~ TOTAL 701.7 9.737 26,257 PARKS AND PUBLIC RECREATION ~~ I Cit Park 56.3 1 ark Community Pazk 126.7 2 pazks ', Nei hborhood Park 62.2 10 parks Nei hborhood S uare 13.3 7 parks TOTAL 258.5 20 parks '' OPEN SPACE 437.7 PUBLIC/SEMI-PUBLIC Public/Semi-Public 98.6 .25 1.074 590 1,820 Schools Elementary School 74.1 7 schools** Junior High School 40.4 2 schools** High School 55.3 1 school Subtotal 169.8 10 schools TOTAL 268.4 TRANSIT CENTER 90.7 GRAND TOTAL 4,266.7 *Numbers represent amid-range considered reasonable given the permitted density range. ** Partial school sites represent sites that lie partially outside [he Specific Plan area, but within the Eastern Dublin General Plan Amendment area. 207929-t EXHIBIT A to Attchment 2 m N C' ~ W LL Yt a J ~V ? 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W G' ~, ~''„ ..~~~-_ 7w~~ O ~C~CC~]]~Z VOC.I ~~~ d~LL{C~C{I1WONW NO KKO t/I Z W~~ U Q ~ W j C V dJ$a ~~ac~a YCZ'JN~ O ~ ~Z^pp ~Nr n i ~~~~ ~~_ l ~~z VOW 1jO U' ~~VZN1 ~O Nf+J O ~K~ V~ aQ O N W d' V ~ d U ~ ~ CS O N ~ ~Otn ~ ~ CV M W Z ~o m U N Z ~I 1 ~" 1~ V ~ Z O ~ w O~1C~C~~1I1N WWU U ~+g4O r V M N ~~ m N l- , t ~ j C7 N O: ANC JIYM~liYd 3S!!OH NOdI a ~ ~ < m~~ o q ~O n 1A N ~_.. C% ~ d ~ Z }c O Z V Z O N N OmWW~ (~yy ~ D pW~ S a' ,.: 2~= Q~ W ~ Q p v O =p0^ S pp GO AA ~ I N ~ ~ ~ Z N N ~ W D µµ11 W 2~~C~< _ ~ N O ~ ~~ N Y C d V Q .~+ U F_ m 2 X w W H Z W U 'F'^- V, Z' m Q J r W LL RESOLUTION NO.02- A RESOLUTION OF THE PLANNING COMMISSION OF THE CITY OF DUBLIN RECOMMENDING THAT THE CITY COUNCIL ADOPT AN ORDINANCE ZONING THE DUBLIN TRANSIT CENTER SITE TO A PD-PLANNED DEVELOPMENT DISTRICT AND APPROVING A RELATF,D STAGE 1 DEVELOPMENT PLAN PA 00-013 WHEREAS, the Alameda County Surplus Property Authority submitted applications fora 90.65-acre high-density mixed-use pedestrian and transit-oriented development located directly north and east of the East Dublin/Pleasanton BART station. The project proposes 1500 high-density residential units, up to 2 million squaze feet of campus office uses, 70,000 square feet of ancillazy general commercial uses, an 8.73 acre (net) Neighborhood Park, and a new parking structure to replace existing permanent and temporary surface parking azound the BART station. The development includes applications to amend the General Plan; to add the site and related development standazds to the Eastern Dublin Specific Plan; to zone the site as PD-Planned Development and adopt a related Stage 1 Development Plan; and to approve a tentative parcel map; collectively known as the "Project"; and WHEREAS, the Project area boundazies include Dublin Boulevard and Parks RFTA to the north, Arnold Road to the east, I-580 to the south, and the Iron Horse Recreational Trail to the west. Existing uses on the site include the East Dublin- Pleasanton BART station, a major public bus transfer station, associated surface parking lots and other facilities generally neaz I-580, and vacant land; and WHEREAS, the City prepazed and circulated a Draft EIR analyzing the potential environmental effects of the Project. Anew significant traffic impact identified after the Draft EIR public review period was recirculated for public review. The City prepared a Final EIR comprised of written responses to all comments received on the Draft EIR and recirculated traffic impact. On October 22, 2002, the Planning Commission adopted Resolution recommending that the City Council certify the Draft and Final EIRs as the Environmental Impact Report for the Project, which resolution is incorporated herein by reference; and WHEREAS, a staff report, dated October 22, 2002 and incorporated herein by reference, described and analyzed the Draft and Final EIRs and the Project, including proposed amendments to the General Plan and Eastern Dublin Specific Plan, the proposed PD zoning/Stage 1 Development Plan, and the tentative parcel map; and WHEREAS, the Planning Commission reviewed the staff report, the Draft EIR, and the Final EIR (including responses to comments and the recirculated traffic impact) ATTACHMENT 3 at a noticed public hearing on October 22, 2002 at which time all interested parties had the opportunity to be heazd; and WHEREAS, on October 22, 2002, the Planning Commission adopted Resolution recommending that the City Council approve the proposed General Plan Amendment and Eastern Dublin Specific Plan Amendment for the Project. NOW, THEREFORE, BE IT RESOLVED that the foregoing recitals are true and correct and made a part of this resolution. BE IT FURTHER RESOLVED that the Dublin Planning Commission recommends that the City Council approve the ordinance attached as Exhibit A and incorporated herein by reference, which ordinance zones the Project site to the PD-Planned Development district and adopts a related Stage 1 Development Plan, based on findings that the PD zoning is consistent with the General Plan and Eastern Dublin Specific Plan, is consistent with the purpose and intent of the Planned Development zoning district, and that development of the Transit Center project will be harmonious and compatible with existing and future development in the surrounding area. PASSED, APPROVED, AND ADOPTED this 22nd day of October, 2002 by the following vote: AYES: NOES: ABSENT: ABSTAIN: Planning Commission Chair ATTEST: Planning Manager 207974-2 ORDINANCE NO. 02-XX AN ORDINANCE OF THE CITY OF DUBLIN AMENDING THE ZONING MAP TO REZONE PROPERTY AND APPROVING A RELATED STAGE 1 DEVELOPMENT PLAN FOR THE DUBLIN TRANSIT CENTER PROJECT PA 00-013 The Dublin City Council does ordain as follows: SECTION 1: Pursuant to Chapter 8.32, Title 8 of the City of Dublin Municipal Code the City of Dublin Zoning Map is amended to rezone the following property ("the Property") to a Planned Development Zoning District: 90.65 acres generally located with Dublin Boulevard and Parks RFTA to the north, Arnold Road to the east, I-580 to the south, and the Iron Horse Recreational Trail to the west. (APNs: 986-0001-001-010,-011,-012,-013,-014, and 946-0015-001-OS). A map of the rezoning azea is shown below: ~~ _,-,._ caMr' our 1w~srz ~ ~iu~ i oEVppnoe~xr auN - ,I N.T.S. h580 YICIt~TY MAP SECTION 2. The regulations for the use, development, improvement, and maintenance of the Property are set forth in the following Stage 1 Development Plan for the Project area which is hereby approved. Any EXHIBIT A to Attachment 3 amendments to the Stage 1 Development Plan shall be in accordance with section 8.32.080 of the Dublin Municipal Code or its successors. Stage 1 Development Plan for Dublin Transit Center This is a Stage I Development Plan pursuant to Chapter 8.32 of the Dublin Zoning Ordinance. This Development Plan meets all the requirements for a Stage 1 Development Plan and is adopted as part of the PD-Planned Development rezoning for the Transit Center project, PA 00- 013. The Stage 1 Development Plan consists of the items and plans identified below, many of which aze contained in a separately bound document titled General Plan/S ecific Plan Amendment Stage I Planned Development Rezonin¢, dated October, 2002 ("Stage 1 DP booklet") which is incorporated herein by reference. The Stage 1 DP booklet is on file in the Dublin Planning Department under file no. PA 00-013. The PD-Planned Development District and this Stage 1 Development Plan provide flexibility to encourage innovative development while ensuring that the goals, policies, and action programs of the General Plan, Eastern Dublin Specific Plan, and provisions of Chapter 8.32 of the Zoning Ordinance are satisfied. 1. Statement of Permitted Uses. Permitted, conditional, accessory and temporary uses are allowed as set forth in the Stage 1 DP booklet, Appendix 2, Dublin Transit Center PD Zoning and Uses. 2. Stage I Site Plan. See Stage 1 DP booklet, pp.l-5 3. Site Area, Proposed Densities. For site area, proposed densities, maximum permitted residential units and maximum non-residential square footages, see Stage 1 DP booklet, pp 1-1. 4. Phasing Plan. See Stage 1 DP booklet, pp.1.17. 5. Master Neighborhood Landscaping Plan. See Stage 1 DP booklet, pp 2-2 to 2.41. 6. General Plan and Specific Plan Consistency. The Dublin Transit Center project includes a General Plan amendment which modifies General Plan maps and text for the project. The project also includes an amendment to the Eastern Dublin Specific Plan to add the project site to the specific plan area, to create the project site as a new specific plan subarea, and to add development policies and standazds related to the project. Parkland planning for the project also anticipates approval of a General Plan amendment on Site 15A of the County Surplus Property Authority lands, PA 02-041. The project PD-zoning and this Stage 1 Development Plan shall not be effective until the above general plan amendments and specific plan amendment are approved and effective. 7. Inclusionary Zoning Regulations. See Stage 1 DP booklet, pp.l-10. 8. Aerial Photo. See Stage 1 DP booklet, pp.l-7. 9. Applicable Requirements of Dublin Zoning Ordinance. Except as specifically provided in this Stage 1 Development Plan, the use, development, improvement and maintenance of the Property shall be governed by the provisions of the Dublin Zoning Ordinance pursuant to section 8.32.060.C. 30455-2 2 SECTION 3. This Ordinance shall take effect and be enforced upon the effective date of the general plan amendments and specific plan amendment in PA 00-013 and PA 02-041. The City Clerk of the City of Dublin shall cause this Ordinance to be posted in at least three (3) public places in the City of Dublin in accordance with Section 36933 of the Government Code of the State of California. PASSED AND ADOPTED BY the City Council of the City of Dublin, on this th day of , 2002, by the following votes: AYES: NOES: ABSENT: ABSTAIN: ATTEST: City Clerk Mayor 30455-2 3 RESOLUTION NO. 02 - A RESOLUTION OF THE PLANNING COMMISSION OF THE CITY OF DUBLIN APPROVING TENTATIVE PARCEL MAP NO. 7892 CONCERNING PA 00-013 WHEREAS, Alameda County Surplus Property Authority (ACSPA) has requested approval of a Tentative Pazcel Map No. 7892 to divide 35.1 acres located west of Arnold Road and east of Iron Horse Pazkway between Dublin Boulevard on the north and the Interstate-580 freeway on the south within the Dublin Transit Village Center Planning Area included as part of the Eastern Dublin Specific Plan area; and WHEREAS, the State of California Subdivision Map Act and the adopted City of Dublin Subdivision Regulations require that no real property may be divided into two or more parcels for purpose of sale, lease or financing, unless a tentative map is acted upon, and a final map is approved consistent with the Subdivision Map Act and City of Dublin Subdivision Regulations; and WHEREAS, a complete application for the project is available and on file in the Dublin Planning Department; and WHEREAS, pursuant to the Califomia Environmental Quality Act (CEQA), an Environmental Impact Report (EIR) (SCH No. 20001120395) was prepared and circulated for the Dublin Transit Center project (PA 00-013) including: Amendments to the General Plan and to the Eastern Dublin Specific Plan, Planned Development (PD) Rezone/Stage I Development Plan, and Tentative Parcel Map No. 7892); and WHEREAS, the Planning Commission approved Resolution Numbers 02- and 02- '' on October 22, 2002 recommending that the City Council certify the EIR, and approved project, related amendments to the General Plan and Eastern Dublin Specific Plan; and WHEREAS, a Tentative Pazcel Map has been submitted to the City as required by section 8.32 of the Dublin Zoning Ordinance, and WHEREAS, the Planning Commission held a public hearing on said application on October 22, 2002; and WHEREAS, proper notice of said public heazing was given in all respects as required by law; and WHEREAS, a Staff Report was submitted to the Planning Commission recommending approval of the Tentative Parcel Map subject to conditions prepared by Staff; and WHEREAS, the Planning Commission did heaz and use their independent judgment and considered all said reports, recommendations, and testimony hereinabove set forth. NOW, THEREFORE, BE IT RESOLVED that the Planning Commission of the City of Dublin does hereby find that: A. Tentative Pazcel Map No. 7892 is consistent with the intent of applicable subdivision regulations and related ordinances. ATTACHMENT 4 B. The design and improvements of Tentative Parcel Map No. 7892 are consistent with the General Plan and the Eastern Dublin Specific Plan, as amended, as they relate to the subject property in that it is a subdivision for implementation of the Dublin Transit Village Center, amixed-use project, in an area designated for this type of development. C. Tentative Pazcel Map No. 7892 is consistent with the Stage 1 Development Plan approved for the Dublin Transit Village Center Planning Area (PA 00-013) and therefore is consistent with the City of Dublin Zoning Ordinance. D. The project site is located adjacent to major roads, including Dublin Boulevard, I-580, and Arnold Road on approximately 35.1 acres of land with relatively flat topography and therefore is physically suitable for the type and intensity of development proposed. E. With the incorporation of environmental mitigation measures included in the EIR for the Dublin Transit Village Center ,the design of Tentative Pazcel Map No. 7892 will not cause environmental damage or substantially injure fish or wildlife or their habitat or cause public health concerns. F. The design of the subdivision will not conflict with easements, acquired by the public at large, or access through or use of property within the proposed subdivision. The City Engineer has reviewed the map and title report and has not found any conflicting easements of this nature. NOW, THEREFORE BE IT FURTHER RESOLVED that the Planning Commission of the City of Dublin hereby conditionally approves Tentative Parcel Map No. 7892 (as part of PA 00-013) to subdivide 35.1 acres into five pazcels (parcel one: 4.0 acres, parcel two: 7.7 acres, parcel three: 2.4 acres, parcel four: 12.3 acres, and Parcel A 2.7 acres). This approval shall conform generally to Tentative Parcel Map No. 7892 prepared by Brian Kangas Foulk, dated received by the Community Development Department in October 2001, and labeled Exhibit 1 consisting of seven (7) sheet(s) stamped approved 'except as specifically modified by the Conditions of Approval contained below. CONDITIONS OF APPROVAL Unless otherwise stated all Conditions of Approval shall be complied with prior to final occupancy of any building and shall be subiect to Plannine Department review and approval. The following codes represent those departments/aeencies responsible for monitorine compliance with the Conditions of Approval: fPLI Plannine fP01 Police fPWI Public Works fBl Building fADM] administration, fFPVI Finance, fPCSI Parks and Community Services. [Fl Alameda County Fire Department, fDSRI Dublin San Ramon Services District [CO] Alameda County Flood Control and Water Conservation District Zone 7. 2 CONDITION TEXT RESP. AGENCY WHEN ' REQLiIREI) SOURCE' Priordo: GENERAL CONDITIONS 1. Standard Public Works Conditions of Approval: PW Final Map Applicant/Developer shall comply with all applicable City of Dublin Improvement Standard Public Works Conditions of Approval (Attachment A). Plans Applicable standard conditions include, but not limited to, the following: Archaeology #1, Bonds # 2-5, Drainage # 9, 13, 19, 20, 22-27, Dust # 28, NPDS # 29-4Q General Design # 66, 69-73, 75-77, 80, 81, Easements #82, Erosion #83, Final Map # 84-92, Fire # 3 93-96, Frontage Improvements # 97, 98, Grading # 99-112, Handicapped Access #115, Improvement Plans, Agreements & Securities # 116-122, Miscellaneous # 124-128, Permits # 129-132, Noise # 133-134, Streets #136, Street Lights #137, 138, Street Signs # 139-140, Traffic # 144, Utilities # 147-150 and Water # 151-155. In the event of a conflict between the Standard Public Works Conditions of Approval and these Conditions, these conditions shall revail. 2. Scope of these Conditions of Approval: These conditions pertain to PL Stage 2 PD PD the public infrastructure requirements to support the proposed General and SDR Zoning Plan Amendment, Specific Plan Amendment, Stage 1-Planned Development Rezoning and the Vesting Tentative Map as referenced in the project related booklet dated September 2002 and approved in conjunction with these Conditions of Approval. Conditions of Approval will be prepazed for the private onsite improvements with the Site Plan Review during the Stage 2-Planned Development Zoning for each azcel. 3. Clarifications and Changes to the Conditions: In the event that there PW, PL As needed needs to be clarification to these Conditions of Approval, the Directors of Community Development and Public Works have the authority to clazify the intent of these Conditions of Approval to the Applicant / Developer without going to a public heazing. The Directors of Community Development and Public Works also have the authority to make minor modifications to these conditions without going to a public hearing in order for the Applicant/Developer to fulfill needed im rovements or miti ations resultin from im acts to this ro'ect. 4. Development Agreement: A Master Development Agreement between PL, PW, Einal Map the City of Dublin and the Applicant/Developer shall be recorded prior ADM to approval for any Stage 2 Planned Development zoning on any pazcel within the area defined as the Dublin Transit Center Village. The Development Agreement shall include a detail infrastructure sequencing program that ties the improvements required in these Conditions of Approval to a specific phase of development of the Dublin Transit Center. 5. Final Map: The Final Map shall be substantially in accordance with the PW Final Map Vesting Tentative Map prepared by Brian Kangas Foulk received by the Planning Department in October 2001 unless otherwise modified by the conditions contained herein. !CONDITION TEXT RESP. AGENCY WHEN REQUIRED SQURCE: Priorto- 6. Fees: Applicant/Developer shall pay all applicable fees in effect at the PL, PW, As required time of building permit issuance including, but not limited to, Planning ADM by permit fees, Building fees, Dublin San Ramon Services District fees, Public Facilities fees, Dublin Unified School District School Impact fees, Public Works Traffic Impact fees, Alameda County Fire Services fees; Noise Mitigation fees; Inclusionary Housing In-Lieu fees; Alameda County Flood and Water Conservation District (Zone 7) Drainage and Water Connection fees; and any other fees as noted in the Development A Bement. 7. East Dublin Traffic Impact Fee District: ApplicanUDeveloper shall PL, P W, Development either be annexed into the East Dublin Traffic Impact Fee District ADM Agreement or (EDTIF) and pay all applicable fees, or fund or construct its fair share of Final Map all improvements identified in these Conditions of Approval. The City has the sole discretion as to the selection of the two options. 8. Codes and Ordinances: ApplicanUDeveloper shall comply with the PL, PW, All Permits, Subdivision Map Act, the City of Dublin Subdivision and Grading ADM Final Map, Ordinances, the City of Dublin Public Works Standards and Policies, and Plans and all building and fire codes and ordinances in effect at the time of buildin ermit. 9. Required Permits: ApplicanUDeveloper shall obtain all necessary Various As required permits required by other agencies (Alameda County Flood Control and by permit water Conservation District Zone 7, California Department of Fish and Game, Army Corps of Engineers, Regional Water Quality Control Boazd, etc.) and shall submit copies of the permits to the Department of Public Works. DEDICATIONS 10. Rights of Ways: ApplicanUDeveloper shall offer to dedicate to the City PW Final Map of Dublin with the Final Map the full rights of way for Campus Drive, Digital Drive, and Altamirano Avenue as shown on the Vesting Tentative Map, and any needed easements as specified in these conditions to the satisfaction of the Director of Public Works. I1. Easements: ApplicanUDeveloper shall dedicate a Public Service Utility PW Final Map Easements consistent with the GPA, SPA, and the Stage 1 Planned Development Rezoning documents to the satisfaction of Director of Public Warks. 12. Traffic Signal Easements: ApplicanUDeveloper shall grant to the City PW Building of Dublin easements for traffic signal detectors, boxes conduit, etc. at all Permits driveways entrances that will be signalized. 13. Abandonment of Easements and Right of Ways: PW Final Map Applicant/Developer or current landowner shall obtain abandonment from all applicable public agencies of existing easements and right of wa snot to be continued in use. SIIB MITTALS 14. Conditions of Approval. A copy of the Conditions of Approval which P W Final Map has been annotated how each condition is satisfied shall be included with Improvement the submittals to the Public Works Depaztment for the review of the Plans Final Ma and lans. 15. Non-City Agencies: ApplicanUDeveloper will be responsible for Final Map submittals and reviews to obtain the approvals of all participating non- Improvement Cit a encies. Plans 16. Geotechnical Report: Applicant/Developer shall submit a Geotechnical PW Grading and Report, which includes street pavement sections and grading Improvement recommendations. Plans :CONDITION TEXT RESP. AGENCY WHEN REQuIIZEn souRCE Prior to 17. Water Quality Investigation: A water quality investigation shall be PL, PW Grading and submitted with the Grading and/or Improvement Plans for each Improvement development. The investigation shall indicate the existing water quality Plans and the impacts that urban runoff would have. The water quality investigation should address the quantity of runoff and the effects form discharged pollutants from surface runoff into creeks and drainage facilities. ROADWAY IMPROVEMENTS 18. Vesting Tentative Parcel Map Approval: Approval of the Vesting PW Final Map and Tentative Pazcel Map is not an approval of the specific design of [mprovement drainage, sanitary sewer, water, traffic circulation, and street Plans improvements shown on the Vesting Tentative Map. 19. Campus Drive: ApplicanUDeveloper shall construct street PW Per EIR improvements including frontage curb, gutter &, sidewalk, median curbs, Development pavement, drainage, sanitary sewer, water, utilities, and street lighting on Agreement Campus Drive as shown on the Vesting Tentative Map and to the satisfaction of the Director of Public Works. 20. Altamirano Avenue: Applicant/Developer shall construct street PW Per EIR improvements including frontage curb, gutter &, sidewalk, median curbs, Development pavement, drainage, sanitary sewer, water, utilities, and street lighting on Agreement Altamirano Avenue as shown on the Vesting Tentative Map and to the satisfaction of the Director of Public Works. The sidewalk is required to be constructed only on the north side of the road. 21. Digital Drive between Arnold Road and Iron Horse Parkway: PW Per EIR ApplicanUDeveloper shall construct street improvements including Development frontage curb, gutter &, sidewalk, median curbs, pavement, drainage, Agreement sanitary sewer, water, utilities, and street lighting on Digital Drive between Arnold Road and Iron Horse Pazkway as shown on the Vesting Tentative Map and to the satisfaction of the Director of Public Works. The existing Iron Horse Parkway improvements at the new intersection with Digital Drive shall be modified to the satisfaction of the Director of Public Works. The modifications aze to permit all turning movements and align the BART pazking driveway with the intersection. These improvements may be temporary until Iron Horse Parkway is reconstructed as shown in the Stage 1 Planned Development Rezoning exhibits for the Dublin Transit Center. 22. Arnold Road: Unless previously constructed by others, the PW Per EIR Applicant/Developer shall construct the western frontage improvements Development and all travel and turning lanes and median within the existing right of Agreement way for Arnold Drive between Dublin Boulevard and Altamirano Avenue. The roadway shall be in a street and lane configuration to be approved by the Director of Public Works. A temporary four-foot wide rock shoulder may be constructed in lieu of the permanent eastern frontage curb, gutter, and sidewa]k. 23. Iron Horse Parkway between Dublin Boulevard and Digital Drive: PW Per PD Applicant /Developer shall reconstruct Iron Horse Parkway between Development Zoning Dublin Boulevard and Digital Drive as shown in the approved exhibits Agreement for the Dublin Transit Center, Stagel Planned Development Rezoning and to the satisfaction of the Director of Community Development and the Director of Public Works. !CONDITION TEXT RESP. AGENCY WHEN REQUIRED SOURCE'.' Prior to: , 24. Digital Drive between Arnold Road and Hacienda Drive: Unless PW Per EIR previously constructed by others, Applicant/Developer shall construct Development the center travel lanes and median for Digital Drive between Hacienda Agreement Drive and Amold Road within the existing right of way. The improvements shall be for two travel lanes (26-feet wide) with a 4-foot wide rock shoulder in each direction and fuming lanes at the intersections. Anew traffic signal and lane modifications shall be provided on Hacienda Drive for the new intersection with Digital Drive. The improvements shall include median curbs, drainage, striping, signing, lighting, and traffic signal to the satisfaction of the Director of Public Works. 25. Traffic Signals. Applicant/Developer shall be responsible for PW Per installation of traffic signals at the intersections of Arnold Road /Digital Development Drive, Campus Drive /Digital Drive, and other signal modifications Agreement necessary for the required street improvements. The Applicant / Developer shall install all conduits under the finished pavement for the proposed future traffic signals located at future project driveways. 26. Dougherty Road/Dublin Boulevard Intersection: PW Per EIR Applicant/Developer shall contribute their fair share of the following Development improvements to the Dougherty Road and Dublin Bou]evard Agreement intersection; • Widen the eastbound Dublin Boulevard approach to the Dougherty Road intersection to provide one lefr-turn lane, three through lanes and two right-turn lanes, Widen the westbound Dublin Boulevard approach to the Dougherty Road intersection to three left-turn lanes (min. 400' storage per lane), two through lanes and one through/right-turn lane, • Widen westbound Dublin Boulevard west of Dougherty Road For intersection alignment, • Widen the northbound Dougherty Road approach to Dublin Boulevard intersection to provide three left-turn lanes, three through lanes and two right-turn lanes, • Widen the southbound Dougherty Road approach to Dublin Boulevard intersection to provide two lanes left-turn lanes, three through lanes and one through/right-turn lane, • Widen southbound Dougherty Road from three lanes to four lanes between Dublin Boulevard and the I-580 westbound on- ramp to provide two through lanes, one combined through/right I-580 on-ramp lane, and one right only lane to the I-580 westbound on-ramp, • Modify the traffic signal to accommodate the above, • Widen and re-stripe the westbound I-580 diagonal on-ramp to accommodate two SOV lanes and other Caltrans requirements. • Rights of way acquisition for the above improvements. All improvements to be to the satisfaction of the Director of Public Works. CONDPPI©N TEXT RESP. AGENCY WHEN REQUIRED Priorto~ SOIJRGE 27. Scarlett Drive: Applicant/Developer shall contribute their fair share of PW Per EIR the following improvements for Scarlett Drive between Dougherty Road Development and Dublin Boulevard; Agreement • Construct four lanes of Scarlett Drive between Dougherty Road and Dublin Boulevazd, per the Omni-Means traffic study dated Apri127, 2001, • Widen and stripe the southbound Dougherty Road approach to the Scarlett Drive intersection to provide two left-turn lanes, two through lanes and one exclusive right-turn lane, • Reconfigure the northbound Dougherty Road approach to the Scarlett Drive intersection to provide one left-turn lane, two through lanes and one exclusive right-tum lane, • The westbound Scarlett Drive approach to the Dougherty Road intersection shall provide one shared/through left-tum lane and two right-tum lanes, • The southbound Scarlett Drive approach to the Dublin Boulevard intersection shall provide one through lane and one right-tum lane, • Reconfigure the northbound Scarlett Drive approach to the Dublin Boulevard intersection to provide one left-turn lane and one shared through/right-turn lane, • Widen and stripe the eastbound Dublin Boulevard approach to the Scarlett Drive intersection to provide one left-turn lane, three through lanes and one right-turn lane, • Widen and stripe the westbound Dublin Boulevard approach to the Scarlett Drive intersection to provide one left-turn lane, three through lanes and two right-tum lanes (min. 350' storage per lane). • Install a new storm drain culvert at the Dublin Boulevard - Scazlett Drive intersection • Modify the traffic signals at the Dougherty Road and the Dublin Boulevard intersections as needed to accommodate the above, • Rights of way acquisition for the above improvements. All improvements to be to the satisfaction of the Director of Public Works. Alameda County shall cooperate in providing County land for the rights of wa needed for the above im rovements. 28. Hacienda Drive between Gleason Drive and Central Parkway: PW Per EIR ApplicanUDeveloper shall improve and widen Hacienda Drive between Development Gleason Drive and Central Parkway from three lanes to four lanes to the Agreement satisfaction of the Director of Public Works. 'GOPIDITI(IN TEXT RESP. AGENCY WHEN REQi3IRE1) SOURCE ` Prior to: 29. Hacienda Drive/I-580 Interchange: ApplicanUDeveloper shall pay for PW Per EIR the following improvements; Development • Widen the northbound Hacienda Drive over-crossing of I-580 to Agreement provide three through lanes and one exclusive lane to the westbound I-580 loop on-ramp, • Modify the westbound I-580 loop on-ramp alignment as necessazy, • Widen I-580 westbound off-ramp at Hacienda Drive to provide for three left-turn lanes and two right-turn lanes, • Rights of way acquisition for the above improvements. All improvements to be to the satisfaction of the Director of Public Works. STORM DRAINAGE 30. Storm Drain Improvements: All storm drain improvements needed to PW Grading and serve the Vesting Tentative Map shall be constructed by the Applicant / Improvement Developer. Interim storm drain improvements shall be constructed by Plans Applicant /Developer with the phased construction of roads, mass grading or other improvements as defined by the Development A Bement and to the satisfaction of the Director of Public Works. 31. Arnold Road Drainage Channel: Applicant/Developer shall improve PW Per and construct the extension to the Arnold Road Channel per the Santa Development Rita Property Drainage Master Study and to the satisfaction of the Agreement Director of Public Works. The work to include the removal of the "sputter" along the G-1 storm line, removing and filling the existing detention basin at Arnold Road/Gleason Drive, and the improvements needed to direct all storm water flow into the Arnold Road Drainage Channel. UTILITIES 32. Public Utilities: Applicant/Developer shall construct all water, Improvement reclaimed water, gas, electric, cable TV, communication, sanitary sewer, Plans and storm drainage improvements as necessary to serve the parcels shown on the Vesting Tentative Map and future adjacent parcels as approved by the Director of Public Works and the various Public Utility a encies. 33. Public Street Lights: The Developer shall install streetlights in the PW Improvement Digital Drive, Campus Drive, Altamirano Avenue, Iron Horse Parkway Plans and Arnold Road project frontage. The upgraded streetlights approved for the Transit Center with the Stage 1-Planned Development Zoning are to be used. The Applicant/Developer shall prepare a street lighting plan that demonstrates compliance with City lighting requirements and submit the lan to the Director of Public Works fora royal. 34. Joint Utility Structures: All utility vaults, boxes, and structures shall PW Improvement be underground and placed in landscape areas embellished and Plans camouflaged from public view. All utility vaults, boxes, and structures shall be shown on landscape plans and approved by the Director of Public Works and Community Development Director prior to construction. C©NDjTIQN'I'$Y'I' ~~ RESP. AGENCY WHEN REQUIREb SOURCE Prior to: 35. Overhead Utility Line. The existing overhead utility pole line along the PW Construction north side of I-580 shall be placed underground by the Applicant / of Altamirano Developer with the constmction of Altamirano Avenue in accordance Avenue with the respective utility guidelines and requirements. LANDSCAPING 36. Campus Drive, Arnold Road, Digital Drive, Altamirano Avenue and PW Per Iron Horse Parkway: Applicant/Developer shall landscape all project Development street frontage and medians in conformance with the approved exhibits Agreement for the Dublin Transit Center Stage 1-Planned Development Rezoning and to the satisfaction of the Director of Community Development and the Director of Public Works. The Applicant /Developer shall maintain and irrigate al( landscaping, sidewalks and street furniture in the public right way fronting the project including the landscape bulbs. The maintenance shall include sweeping around the landscape bulbs. The City of Dublin will maintain and irrigate all landscaping in the street medians. The Developer shall install sepazate irrigation water meters for the landscaped medians and pazkway landscaping along the project fronta e. 37. Median along Digital Drive between Hacienda Drive and Arnold PW Per Road: ApplicantrDeveloper shall landscape the median in Digital Drive Development between Arnold Road and Hacienda Drive to the satisfaction of the Agreement Director of Public Works. 38. Landscaping Along I-580 frontage: Applicant /Developer shall PW, PL Per landscape the project frontage along the I-580 freeway from the edge of Development freeway pavement to the northerly CalVans right of way to the Agreement satisfaction of Director of Public Works and Caltrans. Applicant / Developer shall enter into an agreement with the City for maintenance for the landscaping in Caltrans right of way for 20 years. Applicant / Developer shall process and obtain the necessary approvals from Caltrans for the landsca in in the Caltrans ri ht of wa . TRAFFIC AND CIItCULATION 39. Stop Sign Intersections: Applicant/Developer shall install all-way PW Improvement STOP signs at the intersections of Digital Drive/Iron Horse Parkway, Plans Altamirano Avenue/Amold Road, and Altamirano Avenue/Campus Drive and a stop sign on Campus Drive at Dublin Boulevard. Applicant/Developer shall install interim STOP signs at intersections as determined b the Director of Public Works. 40. On Street Parking Restrictions: Applicant/Developer shall designate PW Improvement no pazking areas along Dublin Boulevazd and within 30 feet of all Plans intersections, and designate all other streets adjacent to the Transit Center for short-term parking (2 and 4 hour) or as directed by the Director of Public Works. 'CONDITION TEXT RESP. AGENCY VYHEN REQUIItED SOURCE: Prior to. 41. Bus Service: Applicant/Developer shall cooperate with the LAVTA to PW Improvement EIR provide convenient access to public transit and to enhance local and Plans regional mobility through the integration of LAVTA with other public transit systems. Applicant /Developer shall construct a bus stops and shelters at the location designated and approved by the LAVTA and the Director of Public Works. The Applicant/Developer shall pay the cost of procuring and installing the necessary improvements to meet the re uirements listed. CON STRUCTION 42. Coustruction Noise: Applicant/Developer shall submit a Construction PW, PL Grading or EIR Noise Management Plan that identifies measures to be taken to minimize Encroachment construction noise on surrounding developed properties to the Permit satisfaction of the Director of Public Works and Community Development Director. The Plan shall contain listing of hours of construction operation, use of mufflers on construction equipment, 15 mph speed limit for construction traffiq identification of haul routes and identification of noise monitor. Specific noise management measures shall be included in a ro riate contractors ecifications. 43. Construction Traffic: Applicant/Developer shall prepaze a traffic- PW Grading or handling plan for construction traffic interface with public traffic on any Encroachment existing public street. All construction traffic may be subject to specific Permit routing, as determined by the Director of Public Works, in order to minimize construction interference with regional non-project traffic movement. 44. Damage/Repairs: The Developer shall repair all damaged existing PW Building street, curb, gutter and sidewalk as a result of construction activities to Occupancy the satisfaction of the Director of Public Works. DUBLIN SAN RAMON SERVICES DISTRICT DSRSD 45. Construction by Applicant/Developer: All potable and recycled water DSRD, Improvement DSRSD and wastewater pipelines and facilities shall be constructed by the PW Plans ApplicanUDeveloper in accordance with all DSRSD master plans, standards, s ecifications, and re uirements. a. Prior to issuance of any building permit, complete improvement plans shall be Building DSRSD submitted to DSRSD that conform to the requirements of the DSRSD Code, Permits the DSRSD "Standazd Procedures, Specifications and Drawings for Design and Installation of Water and Wastewater Facilities," and all applicable DSRSD Master Plans and all DSRSD olicies. b. All mains shall be sized to provide sufficient capacity to each development Improvement DSRSD project's demand. Layout and sizing of mains shall be in conformance with Plans DSRSD unlit master tannin . c. Sewers shall be designed to operate by gravity flow to DSRSD's existing Improvement DSRSD sanitary sewer system. Pumping of sewage is discouraged and may only be Plans allowed under extreme circumstances following acase-by-case review with DSRSD staff. Any pumping station will require specific review and approval by DSRSD of preliminazy design reports, design criteria, and final plans and specification. DSRSD reserves the right to require payment of present worth 20-year maintenance costs as well as other condition within a separate a reement with the a licant for an ro'ect that re uires a um in station. 10 'CONDITICIN TEXT RESP. AGENCY WHEN ,. REQUIRED SOORGE Prior to: e. DSRSD policy requires public water and sewer lines to be located in public Improvement DSRSD streets rather than in oft=street locations to the fullest extent possible. If Plans unavoidable, then public sewer or water easements must be established over the alignment of each public sewer or water line in an off-street or private street location to rovide access for future maintenance and/or re lacement. f. Prior to the approval by the City of a grading petmit or a site development Site Plan DSRSD permit, the locations and widths of all proposed easement dedications for water Review and sewer lines shall be submitted to and approved by DSRSD. g. All easement dedications for DSRSD facilities shall be by separate instrument Final Map DSRSD irrevocabl offered to DSRSD orb offer of dedication on the Final Ma . h. Prior to approval by the City for Recordation, the Final Map shall be submitted Final Map DSRSD to and a roved b DSRSD for easement locations, widths, and restrictions. i. Prior to issuance by the City of any building permit, all utility connections fees, Building DSRSD plan check fees, inspection fees, permit fees, and fees associated with a Permits wastewater discharge permit shall be paid to DSRSD in accordance with the rates and scheduled established in the DSRSD Code. j. Prior to issuance by the City of any building permit, all improvement plans for Building DSRSD DSRSD facilities shall be signed by the District Engineer. Each drawing of Permits improvement plans shall contain a signature block for the District Engineer indicating approval of the sanitary sewer or water facilities shown. Prior to the approval by the District Engineer, the Applicant/Developer shall pay all required DSRSD fees, provide an engineer's estimate of construction costs for water and sewer systems, a performance bond, aone-year maintenance bond, and a comprehensive general liability insurance policy in the amounts and forms that are acceptable to DSRSD. The ApplicanUDevelopersholl allow at least 15 working days for final improvement drawing review by DSRSD before si ature b the District En ineer. k. No sewer or waterline construction shall be permitted unless the proper utility Construction DSRSD construction permit has been issued by DSRSD. A construction permit will Permits only be issued after all of the items in this DSRSD Condition have been satisfied. I. The Applicant/Developer shall hold DSRSD, its Boazd of Directors, On-going DSRSD commissions, employees, and agents of DSRSD harmless and indemnify and defend the same from any litigation, claims, or fines resulting from the construction and corn letion of the ro'ect. m. The project is located within the District Recycled Water Use Zone (Ord. 280), Final Map DSRSD which calls for installation of recycled water irrigation systems to allow for future use of recycled water for approved landscaped irrigation demands. Recycled water will be available in the future, as described in the DSRSD Eastern Dublin Facilities Plan Update, June 1997. Compliance with Ord. 280, as may be amended or superseded, is required. The District Engineer must approve any exemption thereto, in conformance with Ordinance 280. n. All irrigation facilities shall be subject to review by the District for compliance Landscape DSRSD with District and Dept. of Health Services requirements for recycled water Plans irrigation design. Irrigation plans shall not be approved by the City until review and approval thereof by the City is confirmed. 11 RESP WHEN 'CONDITION TEXT . AGENCY xEQuIRED sooRee PriortoP. o. The Applicant/Developer shall coordinate with the District and Alameda Improvement DSRSD County Fire Department on required fire flows. The present interim water Plans system is capable if providing a maximum of 3,500 gallons per minute of fire flow to the site. A future reservoir will be constructed which will allow for a flow of 4,500 gallons per minute. The ApplicanUDeveloper shall hold the District harmless over the use of interim waters stem for fire rotection. EFFECTIVENESS OF THIS MAP: 46. Timing of this Approval: The approval of this Tentative Parcel Map PL will not be effective until such time as the relevant approvals for the General Plan Amendment, Specific Plan Amendment, Stage 1 Planned Development zoning aze approved by the City Council. The second reading of the Zoning Ordinance and the effective date of the Ordinance must have ass in order for this arcel ma to have been a roved PASSED, APPROVED AND ADOPTED this 22"d day of October, 2002. AYES: NOES: ABSENT: Planning Commission Chair ATTEST: Planning Manager G:PA00-013Dub_(revised)PCReso TPM7892(TVC).doc 12 F~ z w x H H W H Z W u N Z C' H J Q .~ O .~ ~..r Q ~ ~ ~ •~ ~ ~ ~ ~ ~ c as ~ a ~ ~, ~ ~ a, E ~ ~ o. O .~ ~ o T ~ O ~ O I c a' ~ ~~ ~ ~~' ~ W ~+ ~ ~ L ai ~ v ;° .~ U ~ C d! > •~ V \i/ Q : a LL, ~ E d o ~ o '~ ~ ~ ~ a E c a, ' ~ 3 ~. 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Eatate Erorwmics Regional Emnom¢a Public Fi,wnre Land Nae Policy TECHNICAL MEMORANDUM To: Eddie Peabody, City of Dublin Community Development Director From: Tim Youmans and Nicole Brown Subject: Recommendations for Transit Center Financing, East Dublin FFIC Impact Fee Analysis; EPS #12038 Date: October 17, 2002 EPS has been retained to help the City determine the most appropriate method of financing to fund infrastructure improvements required in the Transit Center area, and to fairly allocate the infrastructure costs of both the Transit Center and East Dublin azeas, based on the benefits conferred to each. In addition, EPS was asked to determine whether or not costs associated with a BART parking garage could be included in the fee program according to standard nexus requirements. This Memorandum documents the findings of our analysis, and describes our recommended approach to structuring the East Dublin FFIC Impact Fee program. EAST DUBLIN FFIC IMPACT FEE The Eastern Dublin General Plan Amendment Area has been a focal point for new development in recent years and has consequently required significant capital improvements to accommodate new residents, employees, and visitors associated with this development. The City established the East Dublin FFIC Impact Fee (EDTIF) to fund improvements needed by development in the Eastern Dublin General Plan Amendment Area. At the time of its most recent revision in 1999, the EDTIF included a total of $145.5 million in project improvement costs.l 1 It should be noted that the improvement project costs, fee amounts and fee estimates shown in this Technical Memorandum and accompanying tables reflect 1999 project cost estimates. In accordance with Section 10 of Resolution No. 225-99, these amounts would be increased to 20021evels to account for inflation. BERKELEY ~, SACRAMENTO DENVER 2501 Ninlh S[., Suiro 200 Phone: 510-841-9190 Phone: 916-649-8010 Phone: 303-623-3557 Berkeley, CA 94710-2515 Fex: 510-841-9208 Fan: 916-649-2070 Pxx: 303-623-9049 www.epsys.com ATTACHf~ENT 7 Eddie Peabody October 17, 2002 City of Dublin Page 2 A summary of project costs is shown in Table 1, with background information provided in Appendix Table 1. Z As shown, improvement projects fall into one of three categories: 1. Category I improvement costs total $112.6 million. These projects are required to serve East Dublin residents and employees, so East Dublin pays the entire cost of these improvements at a rate of $361 per vehicle trip. The per vehicle trip fee rate calculations are shown in Table 2. 2. Category II improvement costs total $28.5 million. These projects are required primarily to serve East Dublin residents and employees, but the City of Dublin and Contra Costa County are also beneficiaries. Consequently, East Dublin pays only its fair share of the total improvement costs at a rate of $91 per vehicle trip. 3. Category I Residential improvement costs total $4.4 million. These projects are required to serve East Dublin residents only, so residents pay the entire cost of these improvements at a rate of $44 per residential trip. TRANSIT CENTER Immediately west of the East Dublin Specific Plan Area lies the proposed Transit Center, another area identified for new development that is owned by the Alameda County Surplus Property Authority (ACSPA). Development of the Transit Center will result in increased traffic levels beyond those associated with the East Dublin Specific Plan and General Plan Areas, and will consequently require the expansion of a number of improvement projects included in the EDTIF. The City staff estimates that $8.4 million in additional road improvement costs will be required to serve anticipated traffic increases associated with the Transit Center. Similar to other major transportation improvements, these improvement project costs can be included in the EDTIF program assuming that the proposed Transit Center development is subjected to the EDTIF. ALAMEDA COUNTY SURPLUS PROPERTY AUTHORITY The ACSPA is one of many landholders in the East Dublin Specific Plan Area, and has consequently constructed a number of transportation improvements in this area that are identified in the EDTIF. As a result, ACSPA is entitled to Category I fee credits from the EDTIF program. However, according to City Resolution #23-99, fee credits can only be applied against fees due within the same fee category (e.g., Category I) and the same fee benefit district (e.g., EDTIF). Z Total costs used to calculate the EDTIF in 1999 included individual improvement costs, as well as prior funding advances, TIF credits, anticipated revenues from fees collected at pre-1999 rates and Contra Costa County's contribution, and other adjustments. This accounting is shown in Appendix Table 1. oemm,,.w, Eddie Peabody October 17, 2002 City of Dublin Page 3 The ACSPA is also the primazy landholder in the Transit Center area. As currently proposed, the Transit Center development would include a 1,680 space parking garage to serve the BART station. The proposed parking garage, which will be constructed by ACSPA, is expected to cost approximately $20 million. In addition to the major road improvements that could be included in the EDTIF program, ACSPA has requested that the City review its Traffic Impact Fee program to determine whether there is a need for parking spaces at the BART station due to traffic from the Eastern Dublin General Plan Amendment Area. Such a finding would warrant inclusion of parking facilities as an EDTIF improvement project, thereby creating a funding source to reimburse the County for $6 million in costs associated with construction of the garage. By including this $6 million in parking garage space costs, the total Transit Center costs to be added to the EDTIF would be $14.4 million, as shown in Table 1. NEXUS FINDINGS The East Dublin Traffic Impact Fee was originally adopted by the City of Dublin in 1995 as a means for financing major transportation projects required to serve the area encompassed by the Eastern Dublin General Plan Amendment. The City Resolution (1- 95) that instituted the fee referenced the City policies and specific technical information that underpin the Fee including the East Dublin Specific Plan, the Specific Plan, and the Environmental Impact Report (EIR) prepared for the Specific Plan. These documents outlined the freeway, freeway interchanges, arterial and collector road improvements, transit improvements, pedestrian trails, and bicycle paths required to serve the East Dublin Area as it develops. City General Plan policy and the EIR also specify that development occurring in the East Dublin area would pay its proportionate share of the cost of these transportation improvements. The specific "nexus' between development in the East Dublin General Plan Amendment Area and the need for these improvements was established by several technical studies, including the Traffic Impact Fee -Eastern Dublin, Barton Aschman Associates, Inc. (1994) and the 1995 Update to the Eastern Dublin Traffic Impact Fee, TJKM (1996). As noted above, the City has determined that development of the proposed Transit Center will involve construction and/ or expansion of existing transportation facilities. The cost of these expanded facilities is estimated to be $8.4 million. The need for these improvements is directly linked to development in the proposed Transit Center; without its development, City staff has determined that the additional transportation facilities will not be necessary. Additionally, the residents and businesses of the proposed Transit Center will benefit from transportation improvements throughout East Dublin. ,~,~,m ~. Eddie Peabody October 17, 2002 City of Dublin Page 4 Regarding the parking garage spaces, the BART garage is similar to any number of other transportation projects identified as Category II improvements that have already been included in the EDTIF (see Appendix Table 2). These projects are located outside of the EDTIF boundaries but provide benefits to development in East Dublin and can therefore be included in the TIF program. Access to BART provided by the parking garage increases transit access and thus reduces off site trips (and any associated mitigation costs). In order to establish the specific relationship between Eastern Dublin development and the parking garage, the City of Dublin commissioned the firm Omni-Means to conduct a technical analysis of the current spatial derivation of East Dublin BART station patrons and, on the basis of this information, estimate how the distribution may change as East Dublin develops in the future. The Omni-Means analysis, documented in a letter to Mr. Ray Kuzbari, Traffic Engineer, City of Dublin dated October 11, 2002, concluded that as many as S60 spaces may be demanded by East Dublin residents, while a more "conservative' estimate of future demand from East Dublin would be in the range of 400 to 500 spaces. A copy of the Omni-Means letter follows this Technical Memorandum, and is identified as Attachment A. EVALUATION OF FINANCING SCENARIOS EPS evaluated a number of financing structures in order to identify a mechanism that would fund needed capital improvement projects within the proposed 'Transit Center and EDTIF areas, and adhere to AB 1600 requirements with regard to its nexus relationship. Costs for both East Dublin and the proposed Transit Center total $159.9 million, including $114.5 million in Category I, $40.9 million in Category II improvements, and $4.4 million in Category I Residential. These costs are summarized in Table 1. EPS examined the following scenarios: • Creating a single fee area for both East Dublin and the proposed 'Transit Center; • Preserving the existing boundaries of the EDTIF and creating a separate fee area for the proposed Transit Center; and • Preserving the existing boundaries of the EDTIF and charging mitigation costs to the proposed Transit Center development. Each of these scenarios was evaluated with and without the inclusion of the BART parking garage costs. EPS also worked with the City's Public Works Department to determine the most appropriate trip generation rates for the proposed Transit Center development. Upon review of the daily trip rates estimated for office and retail uses in the Transit Center EIR, the Public Works Department advised that the City's standard trip rates, ~«„mm~o, Eddie Peabody City of Dublin October 17, 2002 Page 5 established for the EDTIF, will better characterize the proposed Transit Center development. It was also recommended that a "Transit Center Residential" category be added to the City's trip rate tables to reflect an anticipated increase in transit usage among these residents, as described in the Transit Center EIR. The recommended trip generation rates are shown in Table 3. ACSPA FEE CONCEPT Each financing scenario was studied in relation to an initial fee concept identified by ACSPA in October 2001 as a starting point in studying how the Transit Center costs might be included in the EDTIF program. To illustrate how the EDTIF could be expanded to include the proposed Transit Center development, ACSPA estimated EDTIF revenues by applying the current rate of $496 per residential trip and $452 per non-residential trip to the total number of trips anticipated for both the East Dublin and the Transit Center areas. For discussion purposes, EPS has labeled this the ACSPA fee concept. As shown in Table 4, this approach would result in approximately $168.2 million in fee revenues, including aver $145.4 million from Eastern Dublin development and more than $22.8 million from development at the proposed Transit Center. In this scenario, the total fees paid would exceed total project costs by approximately $8.3 million. Although the ACSPA fee concept is a helpful illustration of the County's request, it could not be implemented in practice because the fee concept results in $8.3 million more in revenues than associated project costs, so this program would charge development with more than its fair share of costs. RECOMMENDED FEE PROGRAM As described previously, the total cost of transportation improvements needed to serve the proposed Transit Center and the East Dublin General Plan Amendment Area is $159.9 million. EPS evaluated the issues associated with expanding the EDTIF program to encompass the proposed Transit Center development and its associated improvement costs, and also reviewed trip rate assumptions and other considerations. In light of nexus requirements and the City's objectives related to both the East Dublin General Plan Amendment Area and the proposed Transit Center development, the optimal fee program would likely involve the following: 1) expand the EDTIF program to encompass transportation improvement costs of both the East Dublin and Transit Center areas; 2) include the cost of constructing 500 spaces for the proposed BART parking garage ($6 million) as a Category II project; and 3) recalculate TIF fees using the trip rates shown in Table 3. This fee structure is referred to herein as the Recommended Fee Program. Eddie Peabody October 17, 2002 City of Dublin Page 6 As shown in Table 2, the Recommended Fee Program may result in lower fee rates far both East Dublin and the proposed Transit Center of $471 per residential trip and $430 per non-residential trip. This represents a savings of approximately 5 percent from existing fee rates. Fees for each land use were calculated by multiplying the per vehicle trip rates by the appropriate trip generation rate for each use, as detailed in Table 5. The total fees paid were then estimated by multiplying the fee for each land use by the anticipated amount of development for both East Dublin and the proposed Transit Center. Under the Recommended Fee Program, the fair shaze of program costs allocated to East Dublin is estimated at $138.2 million, while the fair share of program costs allocated to the proposed Transit Center is estimated at $21.7 million, as shown in Table 5. However, it is important to note that the conditions of approval for the Transit Center may require ACSPA to construct transportation improvements at a cost that exceeds this land owner's fair share of program costs. If this occurs, ACSPA will accrue fee credits equal to the difference between the cost of constructing the necessary improvements and the fair share amount of fee program costs. The Recommended Fee Program appears to be the optimal fee structure for five key reasons, as described in the following section: 1) Creates Simple Fee Structure The improvement projects identified for the East Dublin and Transit Center areas will confer benefits to both areas that would be difficult to estimate if two sepazate fee programs were established. A single fee program will be easier and more cost effective to administer. 2) Preserves Nexus Relationship In light of the inseparable crossover benefits between the East Dublin and Transit Center areas as described above, creating a single fee benefit district to fund costs associated with both areas is justified by nexus principles. The BART parking garage provides a good illustration of the relationship between the two areas. Although this project is a component of the proposed Transit Center development, the provision of additional spaces will benefit residents and employees of both the East Dublin and Transit Center areas, as demonstrated in the Omni-Means analysis summarized previously. Similarly, development at the proposed Transit Center will benefit from improvements made to Dublin Boulevard and Dougherty Road, which are included in the existing EDTIF program. Provided that development in both East Dublin and the proposed Transit Center pay their fair share of total project costs, the nexus relationship for a single fee area is preserved. Under the Recommended Fee Program, development at the proposed Transit Center will pay its fair share of transportation facilities serving the area. As shown in Table 1, expanding the EDTIF to encompass the proposed Eddie Peabody City of Dublin October 17, 2002 Page 7 Transit Center development will add $14.4 million in project costs to the total fee program. However, as shown in Table 5, the Transit Center would pay a total of $21.7 million in TIF fees under the Recommended Fee Program. The additional $7.3 million in TIF fees paid by the Transit Center reflect the benefits that development in this area will receive from improvements already included in the original EDTIF program. Meanwhile, East Dublin s fair share of improvement costs is lowered as a result of expanding the fee program to include the Transit Center development and its required transportation projects. As shown in Table 1, the EDTIF program includes $145.5 million in total improvement project costs. Yet, development in East Dublin will only pay $138.2 million in TIF fees under the Recommended Fee Program (see Table 5). As described above, this difference accounts for benefits that development at the Transit Center will garner from other EDTIF improvements. This savings of $7.3 million in total fees paid also demonstrates the advantage of the Recommended Fee Program for development in East Dublin. 4) Funds Needed Improvements The Recommended Fee Program will provide the City with sufficient fee revenue to fund all of the capital improvements programmed for both the East Dublin and the Transit Center areas. 5) Lowers TIF Fees As described above, development in East Dublin would pay an estimated $7.3 million less in fees under the Recommended Fee Program. This translates into lower TIF fees relative to the ACSPA Fee Concept as well. In fact, the fees for development in both areas are approximately 5 percent lower with the Recommended Fee Program than under the ACSPA Fee Concept. CONCLUSION The Recommended Fee Program outlined above represents one method for financing the $159.9 million in transportation improvement costs needed to serve the Eastern Dublin General Plan Amendment Area and the proposed Transit Center development. As described earlier in this Technical Memorandum, expanding the EDTIF to encompass the proposed Transit Center development and including the cost of constructing 500 parking spaces for a BART parking garage is well within the bounds of a justifiable nexus relationship. In addition to meeting the standard nexus requirements, the Recommended Fee Program would also establish a simple fee structure that can provide sufficient funding for improvements made to bath the East Dublin and Transit Center areas. Finally, the Recommended Fee Program may result in lower TIF fees than if the EDTIF maintains its existing geographic boundaries. on,~,,,~,~, Eddie Peabody City of Dublin IMPLEMENTATION October 17, 2002 Page 8 The City of Dublin can implement the Recommended Fee Program in the process of updating the Eastern Dublin TIF, an effort that is currently underway. The fee update will reflect changes to land use projections as well as revised cost estimates for transportation improvements included in the EDTIF program. These changes will result in a revised fee that takes into account the current status of improvements that are complete, under construction, or guaranteed under a development agreement. It is important to note that the analysis presented in this Technical Memorandum does not reflect changed conditions since the TIF was last updated in 1999. Therefore, the estimates made in this study will need to be revised once the Eastern Dublin TIF update has been completed. It also bears repeating that while the fair share of program costs allocated to the proposed Transit Center under the Recommended Fee Program is estimated at $21.7 million, the conditions of approval for the Transit Center may require ACSPA to construct transportation improvements at a cost that exceeds this fair share amount. ACSPA would be entitled to fee credits if this occurs. omomm m~ y d LL d C U .y G H v C A C a W M N N A ~ V M ~a V W V N 9 T w a 7 Q N LL o F V C oa ~ ~ ~ D d E o a E y. F 4J U m O F O C Ol d d~ A ~y U d' 0 m :: A V 0 m N V E z ~ o° o n o M v o V n ~ of o of o no n o~ 1A M O M aD vi ao co V rn ~ ~ r N r IA r 1A W N O OI O N to ~31W ~ a 7 W N m rn° ° ~ o a M ~n o of rn ao 0 0 0 00 n ~o o m M a v_o v o~ OO (O (O N O N to r V ~y W 1A N ~ V M Vdl M CO OD r m o ° ° o r ~n rn rn us N ~ O r ~ W r r IA M d C d U y N H ~ c ~ ° d a i U O ~ ~ N m C ~ f" ~ 01 ~ F LL N N U t0 9 F- o U m o a c r W ~ O ~ '~ oav 7 o U W d ~ ~ + " ` m o Q ~ w LL U ` y m ~j ~ N O C C (~ C W N ~ o V U ~ ~ O U '~ c o = F' U N m N ~ - N 'O C r r m C_ N y N U O a C d E m 0 n E c O (0 C O ~ d N N m m ..~ z x .. 'p O ~ d N ~' N C O Q U C (0 "O O N w U C ~ ~_ ~ N 3 N t E N N N d ~ ~ N LL U __ ~ d y a ~ o 3 y N a 10 N H d x a 'v m H m x a :o a Q aCi (n Q U c E d N T D1 c t0 d U ~E 0 C 0 W ~_ 0 Y U U O k e 0 E 0 d a 0 a a m w 0 N x S C s S v y a E w Table 2 Calculation of Fee per Vehicle Trip City of Dublin TIF Analysis; EPS #12038 Item Fee is Applied To: Category I Residential AND Non-Residential Category II Residential AND Non-Residential Category I Residential Development ONLY Total Existing Program Existing TIF Program Costs [t] $112,589,633 $28,478,389 $4,443,645 $145,511,667 Existing TIF Program Trips [2] 311,882 311,882 102,115 311,882 Existing Fee Per Residential Trip [3] $361 $91 $44 $496 Existing Fee Per Non-Residential Trip [3] $361 $91 N/A $452 Recommended Fee Program Existing TIF Program Costs [1] $112,589,633 $28,478,389 $4,443,645 $145,511,667 Additional Transit Center Costs [1] $1 918.815 $12.460.590 ~ $14.379.405 Total Costs $114,508,148 $40,938,979 $4,443,645 $159,890,772 Existing TIF Program Trips 311,882 311,882 108,424 311,882 Adjusted Transit Center Trips 49 765 49 765 0 49 765 Adjusted Program Trips 361,647 361,647 108,424 361,647 Adjusted Fee Per Residential Trip [2] $317 $113 $41 $471 Adjusted Fee Per Non-Residential Trip [2] $317 $113 N/A $430 [1] From Table 1. [2] Fee per vehicle trip is equal to total costs divided by total trips Source: City of Dublin; Economic & Planning Systems, Inc. Economic B Planning Systems, Inc. 1 0/1 78 00 2 H:V 2038tlubMOdelslbctl7motlx/s Table 3 Description of Projects and Total Vehicle Trips at Buildout [t] City of Dublin TIF Analysis; EPS #12038 Land Use Trip Rate East Dublin TIF I7] Devel. Trips Transit Center Devel. Trips Total Devel. Total Trips Residential Units Units Units Units Single Family 10.00 3,425 34,250 - 0 3,425 34,250 Medium Density 10.00 3,984 39,840 - 0 3,984 39,840 Medium High Density 7.00 2,365 16,555 - 0 2,365 16,555 High Density Residential 6.00 1,709 10,254 - 0 1,709 10,254 Transit Center Residential 4.97 1,500 7,455 1,500 7,455 Rural 10.00 7 70 - 0 7 70 Total 11,490 100,969 1,500 7,455 12,990 108,424 Non-Residential Square Footaoe Ste. Ft• Sn• Ft• So• Ft• General Commercial 33.00 2,363,348 77,990 70,000 2,310 2,433,348 80,300 Light Industrial 8.00 0 0 - 0 0 0 Campus Once 20.00 4,225,916 84,518 2,000,000 40,000 6,225,916 124,518 General Commercial /Campus 26.50 182,952 4,848 - 0 182,952 4,848 Auto Dealership 48.00 63,300 3,038 - 0 63,300 3,038 Auto Service 20.00 12,360 247 - 0 12,360 247 Neighborhood Commercial 46.00 647,694 29,794 - 0 647,694 29,794 Restaurent 133.00 14,000 1,862 - 0 14,000 1,862 Industrial Park 8.00 883.068 7 065 - 0 883.068 7 065 Total 8,392,638 209,363 2,070,000 42,310 10,462,638 251,673 Other Uses Rooms Rooms Rooms Hotel Rooms 10.00 155 1,550 - 0 155 1,550 Total 155 1,550 0 0 ~ 155 1,550 TOTAL FOR ALL LAND USES 311,882 49,765 361,647 [1] Information provided by City of Dublin Public Works Department Source: City of Dublin; Economic & Planning Systems, Inc. Economic 8 Pknnirg Systems, Inc. 10/1 ]/1003 Table 4 Estimated Fees by Land Use Category and Fee Structure: ACSPA Fee Concept City of Dublin TIF Analysis; EPS #12038 Assumptions [1] ACSPA Fee Concept [2] Land Use Trip Fee Development Total Fees Rate Per East Transit Fee by East Trensit Trip Dublin Center Land Use Dublin Center (A) (al (C) (~) IE) _ (A) ' (BI (Fl = (Cl ' (El (Gl = (G) ' (E) Residential Development Single Family 10.00 $496 3,425 - $4,958 $16,982,113 $0 Medium Density 10.00 $496 3,984 - $4,958 $19,753,792 $0 Medium High Density 7.00 $496 2,365 - $3,471 $8,208,434 $0 High Density Residential 6.00 $496 1,709 - $2,975 $5,084,221 $0 Transit Center Residential 4.97 $496 - 1,500 $2,464 $0 $3,696,399 Rural 10.00 $496 7 - $4,958 $34,708 $0 Non•Residential Development General Commercial 33.00 $452 2,363,348 70,000 $14.92 $35,251,699 $1,044,120 Light Industrial 8.00 $452 - - $3.62 $0 $0 Campus Office 20.00 $452 4,225,916 2,000,000 $9.04 $38,202,281 $18,080,000 General Commercial /Campus 26.50 $452 182,952 - $11.98 $2,191,399 $0 Auto Dealership 48.00 $452 63,300 - $21.70 $1,373,357 $0 Auto Service 20.00 $452 12,360 - $9.04 $111,734 $0 Neighborhood Commercial 46.00 $452 647,694 - $20.79 $13,466,854 $0 Restaurant 133.00 $452 14,000 - $60.12 $841,624 $0 Industrial Park 8.00 $452 883,068 - $3.62 $3,193,174 $0 Other Uses Hotel -Per Room 10.00 $452 155 - $4,520 $700,600 $0 Total Fees Paid by Development Area $145,395,989 $22,820,519 TOTAL FEES PAID $168,21 6,507 [1] See Table 3 for detailed trip generation rates and total trips [2] See Table 2 for calculation of fees. Source: City of Dublin; Economic & Planning Systems, Inc. Table 5 Estimated Fees by Land Use Category and Fee Structure: Recommended Fee Program City of Dublin TIF Analysis; EPS #12038 Assumptions [t] Recommended Fee Program [2] ___ -- Land Use Trip Fee Development Total Fees Rate Per East Transit Fee by East Transit Trip Dublin Center Land Use Dublin Center fA) (B) (~) (D) (E) - (AJ ~ (el (F7 - (C) ~ (E) (GJ - (01 ~ (E) Resldential Development Single Family 10.00 $471 3,425 - $4,708 $16,125,412 $0 Medium Density 10.00 $471 3,984 - $4,708 $18,757,267 $0 Medium High Density 7.00 $471 2,365 - $3,296 $7,794,341 $0 High Density Residential 6.00 $471 1,709 - $2,825 $4,827,736 $0 Transit Center Residential 4.97 $471 - 1,500 $2,340 $0 $3,509,925 Rural 10.00 $471 7 - $4,708 $32,957 $0 Non-Residential Development General Commercial 33.00 $430 2,363,348 70,000 $14.18 $33,522,726 $992,910 Light Industrial 8.00 $430 - - $3.44 $0 $0 Campus Office 20.00 $430 4,225,916 2,000,000 $8.60 $36,328,592 $17,193,239 General Commercial /Campus 26.50 $430 182,952 - $11.39 $2,083,919 $0 Auto Dealership 48.00 $430 63,300 - $20.63 $1,305,998 $0 Auto Service 20.00 $430 12,360 - $8.60 $106,254 $0 Neighborhood Commercial 46.00 $430 647,694 - $19.77 $12,806,352 $0 Restaurent 133.00 $430 14,000 - $57.17 $800,345 $0 Industrial Park 8.00 $430 883,068 - $3.44 $3,036,560 $0 Other Uses Hotel -Per Room 10.00 $430 155 - $4,298 $666,238 $0 Total Fees Paid by Development Area $138,194,698 $21,696,074 TOTAL FEES PAID [3] $159.880,772 [1] See Table 3 for detailed trip generation rates and total trips [2] See Table 2 for calculation of fees. Source: City of Dublin; Economic & Planning Systems, Inc. 73canoxnic ~; Ptannin#; Sti stein Rea! Estate Emnomfv Regwnal Em~wmics Public Finanoe Land [Ise Polley APPENDIX TABLES w A ~ D O O. O) co M d ~ A N ~ U # 'aa ILF W „ p,a N ~ T H E d c aQ mkt" W ` .. ~= A ~ ~ F 5 ca v ~~`~-G ~ O N"' 7 O u O. y~_ Z. a m m ._ Q W U U N H . ~ O ~ m m 9 ~ N U ~ O D7 d A U O Ol w A U d G J ~ ~ H a0 N ~ I~ N i i i i ~ N ~ w O O ~Il O O O O ~ ~ n ~ ~ ~ ~ o a o 0o r ~ N oo v oinoo ~ cn ao rn ro ti9 0 N 01 t`7 O b LO N O N O d C] N ~ N O V ffl fA f~ V] N O ~ 0 0 O a0 aD O O ~ O l0 c+] lA ~ O O a0 h O ~ a O O ~ M N O r M t 0 rO O th~~W N ~ 6v M ~ y w N 0 0 m T C C J U W 0 Z H -~-, >m y c~ > U N ~ j w Z rn¢~~ rnv'v m C d N N j LL W E W ~ ~ > O C C o.c o 0 0. C > > E o o ~ O U U U Y c c c N ~ ~ ~ O t0 f0 (0 U m m m ~.~~M..~ Y c m E O a E LL H 0 r 0 U O F N N m c U l0 N N N ~ O o '~ ~- U O5 y _ a O. N C ~ ~ O oU ~ ~~ c o c E U o y o U ~ o m N LL y E i0 ~p O o ~ U ll O y c`6 y d y O W ~ ~ V d o ~ ~ m U o m E w - E N N d V1 W LL fn W ~ v ~ m M d lL d N d K a v d u c m C LL a H N O U d N 7 Q O Ql IO H m a L X W N N N a ~ =n w rn ~ rn ~ rn ~ U ~ U ~ O W N G d ~ A ~ ~ O ~ .~`. t0 U = Y v ~ ~ o F ° o ~ C O N C .U ~ 30 a ~ y _a ~ h N ~ x ~ N C y ~ d o S] 1 U m Q d N N ~ H N H ~~~ ti C E d T m C t0 a U .~ O C O W C 0 _T U U O g K ti 0 F 0 m w 3 a' m rv i 8 C a oEi y a c a E °c w Appendix Table 2 Transit Center Improvement Project Llst [1] City of Dublin TIF Analysis; EPS #12038 ec. Name Project Costs Allocated by Area _ East Dublin Transit TIF Center otal Cate aorv I Improvements 8 Dublin-SP row to East Ban Access $73,125 $0 $73,125 BA Dublin - Easl BART Access to Hacienda $363,792 $0 $363,792 9 Dublin - Hacienda to Tassajara $0 $0 $0 10 Dublin-Tassajara to Fallon $11,703,768 $0 $11,703,768 11 Dublin-Fallon [o Airway $17,502,214 $0 $17,502,214 8-11 Dublin Blvd. Adjustment ($973,000) $0 ($973,000) 13 Hacienda Drive, I-580 to Dublin Boulevard $130,000 $0 $130,000 14 Hacienda Ddve, Dublin to Gleason $663,636 $0 $663,636 15 Interchange at Hacienda $1,300,000 $0 $1,300,000 16 Amold -Dublin to Gleason $2,618,990 $0 $2,618,990 16A Central Parkway - Hacienda to Amold $327,538 $0 $327,538 17 Central Parkway -Hacienda to Tassajara $1,356,012 $0 $1,356,012 18 Central Parkway -Tassajara to Fallon W. $4,335,073 $0 $4,335,073 18A Central Parkway -Tassajam to Fallon E. $3,909,472 $0 $3,909,472 19 Gleason-Arnold to Hacienda $146,250 $0 $146,250 19A Gleason -Hacienda to Tassajara $0 $0 $0 20 Gleason -Tassajara to Fallon $5,665,094 $0 $5,665,094 22 Tassajam -North of Gleason to CC County $7,727,764 $0 $7,727,764 22A Tassajara -Gleason to North of Gleason $2,340,955 $0 $2,34D,955 23 Tassajam -Gleason to Dublin $604,970 $0 $604,970 24 Tassajara -Dublin to 1580 $62,400 $0 $62,400 25 Interchange at Tassajara $11,315,008 $0 $11,315,008 26 Fallon -Tassajara to Dublin (Gleason) $6,992,428 $0 $6,992,428 26A Fallon -Gleason to Dublin $5,275,973 $0 $5,275,973 27 Fallon -Dublin to North of 1580 $773,018 $0 $773,018 31 Precise Plan Line Costs $451,000 $0 $451,000 NA TIF Update $90,000 $0 $90,000 NA ROW ConOngency $1,000,000 $0 $1,000,000 NA Balance on Pnor Funding Advances $0 $0 $0 NA Balance on Credits Existing TIF $0 $0 $0 NA Hacienda Drive / I-580 Interchange 0 $1 918 815 $1 918 815 Total Category I Improvements $85,755,480 $1,918,815 $87,674,295 Cateaorv II Improvements 1 Daugherty -City Limils la AVB $3,592,629 $0 $3,592,629 2 Dougherty-AVB to Houston $3,875,217 $0 $3,875,217 3 Dougherty Road --North Leg $131,213 $446,350 $577,563 4 Dougherty Road -- South Leg $1,928,809 $3,078,490 $5,007,299 5 Dublin - E of VP to Sierra Court $0 $0 $0 6 Dublin Blvd-West Leg $1,933,334 $201,740 $2,135,074 7 Dublin Blvd -East Leg $2,366,025 $369,810 $2,735,835 12 Interchange at Airway $2,080,000 $0 $2.080,000 21 Scanett Drive--Extension $8,321,777 $2,364,200 $10,685,977 28 Interchange at Fallon $13,919,751 $0 $13,919,751 NA Balance on Prior Funding Advances 0 Total Category II Improvements 538,148,755 $6,460,590 $44,609,345 Cateaorv 1 Residential Improvements 8 Dublin - SP row to East BART Access $0 $0 $0 29 Tassajara Creek Bike Path $1,063,335 $0 $1,D63,335 30 Park and Ride Lots 884 000 ~ $884,000 Total Category I Residential (Applied to Residential 51,947,335 SO $1,947,335 Development Only) Total Program Cost 12 70 $8,379,405 $134,230,975 [1] Cost information from Eastern Dublin Traffic Impact Fee 1999 Update, Table 2: "Transit Center Mitiga0ons Cost Share Analysis". Source: City of Dublin; Economic 8 Planning Systems, Inc. Econwnk 6 Planning Syarema, Inc. 1d1 )2092 H I12g3gdublmodelsllwlbmodxls ~_ 1:~.~unomit c~ Pkrnnin ~; tirsterne Reol Ertaie Ecnwmics Regions! Eronomica Public Finance ]:and lJse Po1iq ATTACHMENT A October 11, 2002 Mr. Ray Kuzbari Page 1 October 11, 2002 Mr. Ray Kuzbari Traffic Engineer City of Dublin 100 Civic Plaza Dublin, CA 94568 From Omni-Means Subject: Analysis of East Dublin Residents Parking at the Dublin BART Station Dear Mr. Kuzbari: This letter report summarizes our analysis of resident parking characteristics at the Dublin BART station. Specifically, we have identified the residence locations for the existing BART station parkers and projected how those patterns are likely to change in the future. 1. Existing Dublin BART Parking Characteristics The existing Dublin BART station parking consists of surface parking within lots and along streets in the BART station area. In order to establish the residence locations for the current BART users, a license plate survey was conducted at the BART station.(1) This survey recorded a total of 1,440 license plates of the vehicles parked at the station. These plates were processed by the State Department of Motor Vehicles (DMV) to identify addresses for the parked vehicles. The results of the survey are listed in Table 1. As indicated, about 25% of the current BART users are Dublin residents. Of this total, 9.4% currently reside within the East Dublin area (east of Arnold Drive and north of I-580). The East Dublin area currently has about 2,570 occupied dwelling units.(2) The 135 BART users from East Dublin therefore represent about 5% of the current dwelling units. The survey results suggest that a high proportion of the BART users are from outside the City of Dublin. In particular, the combined use by San Ramon, Livermore and Central Valley residents is 53% of all the BART users. This statistic suggests that "end- of-line" stations such as Dublin are significantly affected by demand from areas beyond the City limits. October 11, 2002 Mr. Ray Kuzbari Page 2 2. Projected BART Use By East Dublin Residents From Omni-Means As noted above, 9.4% of the current BART users represent East Dublin households. However, the number of East Dublin dwelling units will increase significantly. At buildout, an additional October 11, 2002 Mr. Ray Kuzbari Page 3 From Omni-Means TABLE 1 SUMMARY OF RESIDENCE PATTERNS FOR CURRENT DUBLIN BART PARKING Residence Location Percent of BART Parking Dublin 25.0% (East Dublin 9.4%; other Dublin 15.6%) San Ramon 23.8% Central Valley 15.8% Livermore 13.4% Pleasanton 6.5% Danville 4.9% Other Locations 10.6% 100% October 11, 2002 Mr. Ray Kuzbari Page 4 From Omni-Means 12,300 units will be occupied and added to the current 2,570 unit count.(3) The eventual 14,900 East Dublin units will represent nearly six times the current housing in the area. With this very large increase in housing, it is likely that the BART ridership from East Dublin residents would also increase. It would be tenuous to assume that the very large increase in East Dublin dwelling units would result in a proportional increase in BART ridership from that area. The BART station parking spaces would continue to be available for riders on a "first come -first served" basis. Thus, a rider from outside the City of Dublin would have the same opportunity for parking at Dublin BART as an East Dublin resident. However, it is expected that with the very large increase in East Dublin residents, the proportion of BART use by those residents would increase somewhat. The potential for this increase has been assessed based on several data sources. With construction of the West Dublin BART station, it is likely that a substantial portion of West Dublin and San Ramon patrons would shift to that station. With that shift, a greater number of the existing stations users would be East Dublin residents. If one- half of the current San Ramon and West Dublin patrons shift to the new West Dublin BART station, about 283 East Dublin BART spaces would, in theory, be available for East Dublin residents. The total BART use by East Dublin residents could increase to about 418 vehicles (135 existing vehicles plus 283 vehicles). With a proportional increase to account for an increased parking supply (2,200 future spaces vs. 1,680 current spaces), the East Dublin BART usage could increase to about 550 spaces. It is, however, also recognized that the greater availability of parking at the East Dublin BART station could attract patrons from the substantial population growth of the Central Valley and Dougherty Valley areas. Based on 2000 Census survey information about 5.8% of East Dublin households use BART as their primary commute mode.(4j This ratio is measurably higher than the 3.4% factor for other Dublin residents taken from the same Year 2000 Census survey data.(5) Applying the 5.8% factor to the eventual 14,900 East Dublin dwelling units could yield a total of about 860 BART riders from the East Dublin area. Again, these residents would be competing with other BART patrons from outside the City, and the actual proportion of East Dublin BART users could be lower. Finally, we have discussed the potential for East Dublin BART usage with Mr. Robert Cervero, a Professor with the University of California Institute of Transportation Studies. Mr. Cervero indicates that in increasing numbers, people are choosing their housing location based upon its proximity to BART. Thus, it could be expected that East Dublin would attract a greater number of potential BART users. In fact, the relative BART usage by East Dublin residents (described above) appears to validate this premise. October 11, 2002 Mr. Ray Kuzbari Page 5 3. Summary and Conclusions From Omni-Means As determined from the license plate surveys, use of the existing BART station is widespread geographically with only 25% of the users representing Dublin residents. Substantial use (53% of the total) is generated by residents of San Ramon, Livermore and the Central Valley. While it is tenuous to precisely predict future BART use by Dublin residents, it is likely that a greater number of the East Dublin BART patrons would represent East Dublin residents. First, applying the current commute patterns to the East Dublin dwelling units would yield an East Dublin demand for about 860 BART parking spaces (14,900 total East Dublin dwelling units x 5.8% BART usage). In light of people choosing to live in East Dublin because of its proximity to BART, this appears to be a reasonable estimate. In addition, construction of the West Dublin BART station would be expected to attract a substantial portion of the San Ramon and West Dublin residents, resulting in more parking spaces being available at the existing East Dublin BART station. If one-half of the San Ramon and West Dublin BART users shift to the new station, about 550 East Dublin residents would have spaces available within the expanded East Dublin BART parking. However, Dublin residents would continue to compete with non-Dublin residents for parking spaces. In light of this fact, a more conservative estimate would be that 400-500 of the future East Dublin BART parking spaces would be used by East Dublin residents. I trust that this report responds to your needs. Please review our analyses and call me with any questions or comments. Sincerely, George W. Nickelson, P.E. Branch Manager Omni-Means, Ltd. cc: Nicole Brown, EPS October 11, 2002 From Omni-Means Mr. Ray Kuzbari Page 6 References: (1) Parking survey by Omni-Means, Ltd. on September 30, 2002. (2) Dwelling unit statistics provided by Mr. Eddie Peabody, Dublin Community Development Director, on September 30, 2002. (3) Mr Eddie Peabody, Ibid... (4) Year 2000 census data provided by Ms. Janet Harbin, Dublin Community Development Department, October 8, 2002. (5) Year 2000 census data, East Dublin Residents Using BART (104 workers / 1,803 total workers = 5.8%), Remaining [other] Dublin Residents (437 workers / 12,696 workers = 3.4%), Table P30, Means of Transportation to Work for Workers 16 Years and Over, Census 2000 Summary File. S®mni . ~,~~~5 E N G I N E E R S P l A N N E R S October 11, 2002 Mr. Ray Kuzbari Traffic Engineer City of Dublin 100 Civic Plaza Dublin, CA 94568 Subject: Analysis of East Dublin Residents Parking at the Dublin BART Station Dear Mr. Kuzbari: This letter report summarizes our analysis of resident parking characteristics at the Dublin BART station. Specifically, we have identified the residence locations for the existing BART station pazkers and projected how those patterns aze likely to change in the future. 1 Existine Dublin BART Parking Characteristics The existing Dublin BART station pazking consists of surface parking within lots and along streets in the BART station area. In order to establish the residence locations for the current BART users, a license plate survey was conducted at the BART station.°' This survey recorded a total of 1,440 license plates of the vehicles pazked at the station. These plates were processed by the State Department of Motor Vehicles (DMV) to identify addresses for the parked vehicles. The results of the survey aze listed in Table 1. As indicated, about 25 % of the current BART users are Dublin residents. Of this total, 9.4% currently reside within the East Dublin area (east of Arnold Drive and north of I-580). The East Dublin area currently has about 2,570 occupied dwelling units.'Z' The 135 BART users from East Dublin therefore represent about 5% of the current dwelling units. The survey results suggest that a high proportion of the BART users are from outside the City of Dublin. In particular, the combined use by San Ramon, Livermore and Central Valley residents is 53 % of all the BART users. This statistic suggests that "end-of-line" stations such as Dublin are significantly affected by demand from areas beyond the City limits. 2 Projected BART Use BkEast Dublin Residents As noted above, 9.4% of the current BART users represent East Dublin households. However, the number of East Dublin dwelling units will increase significantly. At buildout, an additional 1901 Olympic Boulevard, Suite 120 • Walnut Creek, CA 94596 • (425) 935-2230 fax: (92~ 435-2247 ROSEVILLE BEDDING VISALIA WALNUT CREEK October 11, 2002 Mr. Ray Kuzbari Page 2 TABLE i SiTM1VIARY OF RESIDENCE PATTERNS FOR CURRENT DUBLIN BART PARKIlVG Residence Location Dublin (East Dublin 9.4%; other Dublin 15.6%) San Ramon Central Valley Livermore Pleasanton Danville Other Locations Percent of BART Parkine 25.0% 23.8% 15.8 13.4% 6.5 4.9% 10.6% 100 October 11, 2002 Mr. Ray Kuzbari Page 3 12,300 units will be occupied and added to the current 2,570 unit count."' The eventual 14,900 East Dublin units will represent neazly six times the current housing in the azea. With this very large increase in housing, it is likely that the BART ridership from East Dublin residents would also increase. It would be tenuous to assume that the very large increase in East Dublin dwelling units would result in a proportional increase in BART ridership from that azea. The BART station parking spaces would continue to be available for riders on a "first come -first served" basis. Thus, a rider from outside the City of Dublin would have the same opportunity for parking at Dublin BART as an East Dublin resident. However, it is expected that with the very large increase in East Dublin residents, the proportion of BART use by those residents would increase somewhat. The potential for this increase has been assessed based on several data sources. With construction of the West Dublin BART station, it is likely that a substantial portion of West Dublin and San Ramon patrons would shift to that station. With that shift, a greater number of the existing stations users would be East Dublin residents. If one-half of the current San Ramon and West Dublin patrons shift to the new West Dublin BART station, about 283 East Dublin BART spaces would, in theory, be available for East Dublin residents. The total BART use by East Dublin residents could increase to about 418 vehicles (135 existing vehicles plus 283 vehicles). With a proportional increase to account for an increased parking supply (2,200 future spaces vs. 1,680 current spaces), the East Dublin BART usage could increase to about 550 spaces. It is, however, also recognized that the greater availability of parking at the East Dublin BART station could attract patrons from the substantial population growth of the Central Valley and Dougherty Valley areas. Based on 2000 Census survey information, about 5.8% of East Dublin households use BART as their primary commute mode.`"' This ratio is measurably higher than the 3.4% factor for other Dublin residents taken from the same Yeaz 2000 Census survey data.`5j Applying the 5.8% factor to the eventual 14,900 East Dublin dwelling units could yield a total of about 860 BART riders from the East Dublin area. Again, these residents would be competing with other BART patrons from outside the City, and the actual proportion of East Dublin BART users could be lower. Finally, we have discussed the potential for East Dublin BART usage with Mr. Robert Cervero, a Professor with the University of California Institute of Transportation Studies. Mr. Cervero indicates that in increasing numbers, people are choosing their housing location based upon its proximity to BART. Thus, it could be expected that East Dublin would attract a greater number of potential BART users. In fact, the relative BART usage by East Dublin residents (described above) appeazs to validate this premise. ~`] October 11, 2002 Mr. Ray Kuzbari Page 4 3. Summary and Conclusions As determined from the license plate surveys, use of the existing BART station is widespread geographically with only 25% of the users representing Dublin residents. Substantial use (53% of the total) is generated by residents of San Ramon, Livermore and the Central Valley. While it is tenuous to precisely predict future BART use by Dublin residents, it is likely that a greater number of the East Dublin BART patrons would represent East Dublin residents. First, applying the current commute patterns to the East Dublin dwelling units would yield an East Dublin demand for about 860 BART parking spaces (14,900 total East Dublin dwelling units x 5.8% BART usage). In light of people choosing to live in East Dublin because of its proximity to BART, this appears to be a reasonable estimate. In addition, construction of the West Dublin BART station would be expected to attract a substantial portion of the San Ramon and West Dublin residents, resulting in more parking spaces being available at the existing East Dublin BART station. If one-half of the San Ramon and West Dublin BART users shift to the new station, about 550 East Dublin residents would have spaces available within the expanded East Dublin BART parking. However, Dublin residents would continue to compete with non-Dublin residents for parking spaces. In light of this fact, a more conservative estimate would be that 400-500 of the future East Dublin BART parking spaces would be used by East Dublin residents. I trust that this report responds to your needs. Please review our analyses and call me with any questions or comments. Sin rely, (, George ickelson, P.E. Branch Manager Omni-Means, Ltd. cc: Nicole Brown, EPS S October 11, 2002 Mr. Ray Kuzbari Page 5 References: (1) Parking survey by Omni-Means, Ltd. on September 30, 2002. (2) Dwelling unit statistics provided by Mr. Eddie Peabody, Dublin Community Development Director, on September 30, 2002. (3) Mr Eddie Peabody, Ibid... (4) Year 2000 census data provided by Ms. Janet Harbin, Dublin Community Development Department, October 8, 2002. (5) Year 2000 census data, East Dublin Residents Using BART (104 workers / 1,803 total workers = 5.8%), Remaining [other] Dublin Residents (437 workers / 12,696 workers = 3.4 %), Table P30, Means of Transportation to Work for Workers 16 Years and Over, Census 2000 Summary File.