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Your memo outlines several specific street design recommendations; LSP staff responses to those recommendations follow. Minimize Impervious Areas: While final Local Street Plan recommendations on alternative street types have not yet been completed, the,direction of our recommendations are clear. Currently, the narrowest public street that can be built is a 28' street with parking on both sides. The Local _ Street Plan will propose a range of alternative street types that significantly reduce street width and impervious surface area. Reductions in alley paving widths on the order of 20 _ 40% are proposed; several new volume local street types are proposed that could result in paving width reductions between 7 and 30 %; a new residential collector standard is proposed that could reduce paving widths a minimum of 10 %. It is anticipated that the bulk of new local residential streets will be of the new "access lane" type, which will allow paving width reductions of between 7 and 30% below current standards. Travel Lanes Widths: Proposed travel lane widths have been reduced to 9' on most new street types; 10' lanes are proposed on higher volume residential collector and residential boulevard streets. On Street Parking: Options are provided for local streets with no parking and with parking on one -side only, in addition to the standard local street which provides for parking on both sides of the street. LSP staff investigated the effect of these proposals by inventorying on -street parking on 45 residential streets over a two week period. We found that on -street parking supply vastly exceeds normal demand, and routinely exceeds peak demand on most local streets. We feel that on -street parking supply reductions are possible in many areas. Streets with parking provided on both sides of the street will still be needed in areas with higher residential densities. We also found some indications that certain streets in higher income areas had higher parking demands, regardless of the density of development served by the street. The reason for this is unknown but one can speculate that higher income levels result in higher levels of vehicle ownership; some of these vehicles may be parked on the street. Certain low income housing developments also had higher on- street parking demands; in those areas we checked, we attributed that to a higher incidence bf single - vehicle carports and garages in those homes, which resulted in more vehicles being parked on the streets. Proposed LSP standards for traffic calming will encourage (and allow for) construction of parking bays on local streets. Sidewalks: Setback sidewalks are proposed for all local streets to provide planting areas for street trees, provide pedestrians with greater separation from vehicle traffic, and allow better design resolution with ADA regulations. ■ The proposed minimum sidewalk width is'still 5', although allowances are made in the proposed standards for sidewalks on one side of the street on streets with parking on one side. Allowance is made, in the draft plan, for variance from standards where topographic constraints limit design options.