2.
Response
to
Comment
2.4
Master
Responses
to
Comments
Table
4.K-9,
the
Bi-County
PDA
is
projected
to
increase
by
17,898
households
and
10,530
jobs
by
2040.
The
larger
number
of
projected
households
than
jobs
in
the
Bi-County
PDA
must
be
viewed
in
the
larger
context
of
development
within
San
Francisco,
which
is
projected
to
have
an
increase
of
191,509
jobs
by
2040,
compared
to
101,435
households.
The
Brisbane/San
Francisco/Daly
City/South
San
Francisco
area
as
a
whole
is
projected
to
see
an
increase
of
209,697
jobs
compared
to
only
114,179
households.
Thus,
adding
more
than
16,000
jobs
in
the
CPP/CPP-V
scenarios
would
add
to
a
deficit
of
area
housing
needed
to
provide
workers,
resulting
in
longer
home-to-work
trip
lengths.
By
comparison,
the
DSP/DSP-V
scenarios
would
provide
both
additional
housing
and
employment
opportunities,
thereby
resulting
in
lower
average
home-
to-work
trip
lengths,
even
with
the
assumption
noted
above
that
only
5
percent
of
the
home-to-
work
trips
generated
by
the
DSP/DSP-V
scenarios
would
be
internal
to
the
Baylands.
2.4.26
Master
Response
26,
Traffic
and
Circulation:
Closely
Spaced
Intersections
--
Consideration
of
Queue
Spillback
from
Other
Road
Facilities
at
Study
Intersections
Comments
Several
comments
claimed
that
intersections
adjacent
to
poorly
performing
intersections,
the
Project
Site,
or
the
congested
freeway
mainline
would
perform
worse
(i.e.,
have
worse
Levels
of
Service)
than
what
is
reported
in
the
Draft
EIR
due
to
traffic
backing
up
from
one
intersection
to
another
since
the
analyses
undertaken
in
the
Draft
EIR
analyze
intersections
separately
and
do
not
account
for
interactions
between
intersections.
Response
It
is
reasonable
to
believe
that
queue
spillback
from
other
road
facilities
could
affect
operations
at
a
study
intersection.
However,
in
order
to
provide
a
consistent
comparison
of
performance
between
intersections
and
between
Project
Site
development
scenarios,
isolated
intersection
operations
analysis
was
used.
Isolated
intersection
analysis
does
not
account
for
queue
spillback
from
other
road
facilities
and
provides
an
objective
measure
of
performance
and
delay.
Instead,
isolated
intersection
analysis
uses
the
Level
of
Service
(LOS)
metric
to
indicate
the
performance
at
an
intersection.
The
LOS
metric
calculates
the
average
delay
per
vehicle
based
on
parameters
such
as
demand
volume,
intersection
geometry,
and
signal
timing.
This
metric
is
widely
used
to
evaluate
intersection
performance
and
was
chosen
for
use
in
this
analysis
by
the
City
of
Brisbane.
The
existence
of
closely
spaced
intersections
where
interaction
between
intersections
could
degrade
roadway
performance
was
identified
in
the
Draft
EIR
as
part
of
Impact
4.N-1.
The
Draft
EIR
concluded
that
a
significant
impact
would
result
along
the
proposed
Geneva
Avenue
extension.
In
response,
Mitigation
Measure
4.G-1g
was
established
to
ensure
that
the
interactions
of
green
and
red
signal
timing
at
any
one
intersection
along
the
Geneva
Avenue
extension
would
not
affect
operations
at
any
other
intersection
along
the
extension,
by
backing
traffic
waiting
for
a
green
signal
at
one
intersection
along
the
Geneva
Avenue
extension
into
another
intersection
Brisbane
Baylands
Final
EIR
2.4-74
May
2015