2.
Response
to
Comment
2.4
Master
Responses
to
Comments
the
north
end
is
farther
from
the
shoreline
along
the
Project
Site
than
the
“Practical
Sailing
Area”
(PSA)
defined
in
Comment
Letter
CPA
2,
Figure
6:
Practical
Sailing
Area.
As
presented
in
Comment
and
shown
in
CPA
2
Figures
6
and
7,
CPA’s
described
analysis
area
includes
a
wider
area
that
reaches
to
the
shoreline
on
the
west
than
the
main
sailing
area
identified
by
the
SFBA
and
covered
by
the
measurement
grid.
It
also
includes
the
“wind
shadow”
area
noted
in
other
CPA
comments.
The
“wind
shadow”
area
between
the
grid
of
impact
points
and
the
shoreline
is
known
to
have
lower
wind
speeds
than
the
more
open
waters
to
the
east,
because
that
area
is
closer
to
the
shore,
closer
to
the
freeway,
and
closer
to
the
land
mass
of
Bayview
Hill,
the
Project
Site,
and
Candlestick
Point.
Because
the
Baylands
and
Candlestick
shorelines
border
the
“wind
shadow”
sailing
area
along
the
west
and
north
sides,
the
lowered
wind
speeds
now
occur
for
winds
from
each
of
the
four
directions
studied
in
the
Draft
EIR
(northwest,
west-northwest,
west,
and
southwest).
The
speed
reduction
at
any
given
location
in
that
area
should
be
largest
for
the
west
wind
(given
the
short
distance
to
the
Project
Site
to
the
west)
and
likely
similar
for
the
northwest
wind
(given
the
more
substantial
land
mass
to
the
northwest),
but
smaller
for
the
other
two
wind
directions.
In
addition,
the
trees
and
shrubs
that
now
exist
along
the
freeway
and
on
the
Project
Site
further
reduce
the
speed
of
west
winds
approaching
the
“wind
shadow”
area.
The
wind
speed
reduction
due
to
the
trees
will
be
more
evident
closer
to
shore
and
closer
to
the
trees.
However,
the
winds
will
recover
speed
with
increasing
distance
from
the
shore,
until
the
effects
of
the
trees
(and
of
other
land-based
wind
obstacles)
cannot
be
discerned.
Wind
effects
in
adjacent
areas
of
the
Bay
to
the
west
and
to
the
east
(both
in
the
“wind
shadow”
area
nearer
to
the
shore
and
to
the
east
farther
from
the
shoreline)
can
be
estimated
with
reasonable
accuracy
using
the
extensive
wind
test
data
in
the
Draft
EIR
(See
Appendix
J)
and
an
understanding
of
the
wind
phenomena.
To
quantify
the
differences
between
winds
in
the
grid
area
and
winds
on
the
shoreline,
it
is
helpful
to
refer
to
a
set
of
wind
tunnel
measurements
made
along
a
2,000-foot-long
east-west
transect
that
is
located
south
of
Alana
Way
and
that
crosses
into
the
“Practical
Sailing
Area.”
The
measurements
along
this
east
-west
transect,
made
for
the
existing
Project
Site
topography
(without
existing
vegetation)
and
with
a
west
wind
direction,
included
one
wind
speed
and
turbulence
measurement
over
the
water
at
the
shoreline,
five
measurements
spaced
over
a
distance
of
975
scale
feet
inland
(west)
from
the
shoreline
point,
and
three
measurements
spaced
over
a
distance
of
1,125
scale
feet
(east)
into
the
Bay
from
the
shoreline
point.
It
is
not
necessary
to
measure
at
many
points
to
accurately
characterize
the
wind
speed
and
turbulence
in
and
around
the
sailing
area.
Once
the
wind
has
been
slowed
by
passing
over
a
rough
surfac
e
such
as
the
Project’s
landforms,
buildings,
and
trees,
and
then
begins
passing
over
a
smoother
surface,
such
as
a
fetch
of
open
water,
the
wind
immediately
begins
to
recover
speed
as
it
moves
over
the
water,
until
it
reaches
a
higher
speed
that
is
determined
by
the
smoothness
of
the
water
surface.
Only
two
or
three
measurement
points
are
needed
to
characterize
this
speed
change
for
one
wind
direction.
The
nine
measured
wind
speed
ratios
(WSR)
ranged
from
0.67
to
0.63,
with
the
WSRs
over
the
inland
segment
ranging
from
0.67
to
0.65,
WSRs
of
0.63
over
the
water
at
the
shoreline
and
extending
750
feet
in
the
direction
of
the
Bay,
and
a
WSR
value
of
0.65
at
the
east
end
of
the
Brisbane
Baylands
Final
EIR
2.4-96
May
2015