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X Gradually phase in lower parking standards. Initial development in the BART area might provide 2.5 to 3.0 spaces per 1,000 SF. Over time, with implementation of shared parking and TOM measures the standards may be reduced to 2.0 spaces/1 ,000 square feet. Any excess parking in the first phases of development would become available as shared parking (TaD Parking Strategy F5). X Exempt neighborhood-, development- and BART-serving retail uses of 5,000 square feet or less in the BART area from parking requirements (TaD Parking Strategy F6). X Explore shared parking funding mechanisms. The City and/or BART may share in the cost of adding additional parking to structures constructed as part of private development (TaD Parking Strategy F7). X Manage existing on-street parking using time restrictions to improve turnover and provide a pool of short-tellll parking, especially in the core area. Wherever possible, charge motorists directly for using parking facilities (TOD Parking Strategy F9). X Provide some unrestricted on-street parking in the periphery of the downtown to accommodate long-term parking needs, and some overflow parking from the BART area (TOO Parking Strategy Fl 0). X Explore opportunities to increase on-street parking supply through the implementation of angled parking on appropriate streets (TOD Parking Strategy Fl 1). X Expansion of the Estudillo/Callan municipal parking garage is likely to be required in the long term. Monitor parking supply and demand to determine the need for expansion when occupancy of existing on and off-street supply reaches about 80-85% (TOO Parking Strategy FI2). X Adopt a maximum parking ratio of 1.0 exclusive spaces per dwelling unit for TOD residential adjacent to the BART station if the City accepts that the downtown TOD strategy will attract self-selective residents (those who intentionally live near BART because they own fewer or no vehicles) thus reducing the current vehicle ownership level (1.23 per household) to one or less per household. Excess parking demand could use the shared parking supply. Allow flexibility in the parking standards to provide unbundled "flex" parking spaces (up to 0.5 spaces/dwelling unit above the 1.0 standard). This standard may be gradually implemented until TaD is established in the BART area, beginning with a parking ratio of 1.25 spaces per unit (plus flex spaces). Alternatively, allow a maximum of 1.5 spaces per unit with 0.5 spaces per unit "unbundled" from the price or rent of the unit. These "flex" spaces may be leased for additional vehicles, used by visitors or leased to non-residents, e.g., BART commuters (TOD Parking Strategy FI4). X Allow residential development to accommodate visitors either through the shared parking supply (on and off-street) or in the unbundled flex parking supply that is permitted on-site (TOD Parking Strategy FI5). X Adopt a parking ratio averaging 1.5 spaces per unit for new residential development in the downtown area. This ratio will accommodate current levels of auto ownership and later can be converted to flex spaces unbundled from the units. In for-sale development, 0.5 spaces per unit must be unbundled initially or the spaces will remain with the unit (TaD Parking Strategy FI6). 24