2.
Response
to
Comments
2.6
Individual
Responses
to
Comments
from
Regional
Agencies
See
Responses
and
Comment
expresses
concurrence
with
the
inclusion
of
a
TDM
program
for
the
Baylands
and
does
not
raise
any
significant
environmental
issues
regarding
the
adequacy
of
the
Draft
EIR
or
its
analyses
and
conclusions.
[See
page
for
the
original
comment]
See
Responses
Caltrain-
10,
and
The
“Transit
Capacity
Utilization”
methodology
used
in
the
Draft
EIR,
as
well
as
the
basis
for
the
existing
and
cumulative
transit
numbers
used
in
the
analysis,
was
based
first
on
review
of
San
Francisco
screenlines.
Screenline
analysis
to
determine
transit
impacts
is
included
in
San
Francisco
’s
October
2002
Transportation
Impact
Analysis
Guidelines
.
The
Guidelines’
cumulative
analysis
has
been
recently
updated
to
2030
conditions
as
part
of
the
analysis
of
the
San
Francisco
Planning
Department’s
downtown
Transit
District
Center
project.
Screenline
methodology
is
described
on
page
F-1
of
the
Guidelines,
as
follows:
Screenline
analysis
assumes
that
there
are
identifiable
corridors
or
directions
of
travel
that
are
served
by
a
grouping
of
transit
lines.
It
is
assumed
that
someone
traveling
on
transit
in
that
direction
will
choose
one
of
the
transit
lines
that
collectively
serve
the
corridor
or
that
direction
of
travel.
It
also
assumes
that
if
one
line
is
overloaded,
the
transit
user
will
shift
to
another
line
headed
in
the
same
general
direction.
A
screenline
is
selected
that
intercepts
a
group
of
transit
lines
at
or
near
their
maximum
load
point.
The
capacity
of
a
transit
line
is
determined
by
the
type
of
vehicles
used
and
the
frequency
of
service.
The
capacity
of
the
transit
system
for
a
particular
direction
of
travel
is,
therefore,
assumed
to
be
the
sum
of
the
capacity
for
all
the
transit
lines
identified
with
a
particular
screenline.
Likewise,
the
loading
of
the
transit
system
for
a
particular
screenline
is
assumed
to
be
the
sum
of
the
passengers
on
all
the
transit
lines
associated
with
a
screenline.
The
screenline
analysis
is
most
suitable
for
use
in
the
greater
downtown
area,
which
is
a
focal
point
for
transit
service,
especially
for
peak
hour
work
trips.
The
updated
screenline
network
analysis,
which
projected
future
screenline
ridership
for
Muni,
BART,
Caltrain,
SamTrans,
AC
Transit,
and
Ferries,
is
documented
in
the
February
2,
2009
memorandum
Transit
Center
District
Plan
–
Transit
Network
Analysis
by
AECOM.
Existing
Caltrain
screenline
ridership
is
based
on
February
2011
Caltrain
Annual
Passenger
Counts
(http://www.caltrain.com/Assets/Stats+and+Reports/Ridership/2011+Caltrain+Ri
dership+Counts+FINAL.pdf).
Cumulative
2030
Caltrain
screenline
ridership
is
Brisbane
Baylands
Final
EIR
2.6.2-3
May
2015