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Discussion: The connector streets, with on-street bike lanes, are too wide to have traffic "calmed." These streets would need to be two feet wider to meet State standards for on-street bike lanes. Traffic calming on these streets must come from traffic circles, round-abouts, and other measures. The two-foot widening is relatively inconsequential. The residential collector streets are typical City subdivision streets (not collectors). Our experience shows traffic will not be "calmed" at this width. To calm the traffic via street-width narrowing, a 30-foot or narrower width is required, generally coupled with continuously-used on-street parking. Bay Area experience shows that fairly heavily-trafficked collector streets, if narrow, cause other impacts (parking partially on parkway strip/sidewalk) and need other traffic-calming devices (speed bumps, traffic circles, etc.) to slow traffic. Staff suggests that Pleasanton learn from these experiences and, when traffic volumes would reach 2,000+ ADT, use 36-foot wide streets coupled with other traffic-calming devices. Streets with lesser volumes can effectively have traffic "calmed" by using 30-foot- to 32-foot-wide streets, so long as vehicles are parked on-street. Other project design elements (street tree bulb-outs, traffic circles, curvilinear streets) will be available to achieve the aesthetic goals of street-narrowing. Staff believes round-abouts to be a satisfactory traffic solution at the intersections shown. However, staff would suggest using a traffic signal at Junipero Drive-Case Avenue due to the likely high pedestrian volumes, likely traffic crossing guard utilization, and accent on safe vehicle/bike/ pedestrian movements which can be accomplished with traffic signals; volumes are not projected to be sufficient to need the capacity advantage a round-about could achieve given the two-lane approach streets. The reduced section courts proposed are short (limit six units) and of typical "street" character. Larger courts would be the same design as neighborhood streets. Staff believes they would be useful in some parts of the project due to the undulating fairway edges. The short courts could be made even more "traditional" by requiring standard court section requirements. The risk of future LOS E conditions if projections are not accurate is one of the key issues created by the structure of the initial approvals coupled with the Development Agreement. A performance condition similar to the above last two "bulleted" versions best addresses this issue. The proposed project does not contain such a condition due to San Francisco's agreement to fund the Bemal Avenue-I-680 interchange improvements and make all other Bemal Avenue capacity enhancements projected to be needed. As the Bemal Property is the last significant project along the Bernal corridor, staff had a fairly high level of confidence that the projections (based on conservative assumptions) would not turn out to be worse. Staff Substantive Issues/Alternatives Page 16 June 9, 1999