2.
Response
to
Comments
2.6
Individual
Responses
to
Comments
from
Regional
Agencies
the
projected
net
increase
in
ridership
from
the
updated
screenline
analysis
contained
in
the
Transit
Center
District
Plan
–
Transit
Network
Analysis
added
to
the
February
2011
ridership,
which
results
in
higher
project
ridership
in
2030
than
in
the
updated
screenline
analysis,
which
provides
a
conservative
basis
for
estimating
impacts.
Comment
is
correct
that
the
Draft
EIR
does
not
assume
an
increase
in
service
at
the
Bayshore
Caltrain
Station
as
part
of
Project
Site
development.
The
expected
ridership
demand
at
the
Bayshore
Caltrain
Station
generated
by
Project
Site
development
and
adjacent
developments
would
require
changes
to
Caltrain
operations
in
order
to
serve
demand
that
would
be
created
by
Project
Site
development.
The
transit
impact
analysis
focused
on
determining
whether
Project
Site
development
would
cause
a
substantial
increase
in
transit
demand
that
could
not
be
accommodated
by
adjacent
transit
capacity,
resulting
in
unacceptable
levels
of
transit
service;
or
cause
a
substantial
increase
in
delays
or
operating
costs
such
that
significant
adverse
impacts
in
transit
service
levels
could
result
(e.g.,
require
additional
buses
or
trains
due
to
Project
Site
development
transit
trips).
Based
on
this
criterion,
the
operational
changes
required
to
serve
the
demand
at
the
Bayshore
Caltrain
Station
would
be
commensurate
with
the
level
of
service
provided
to
other,
high-ridership
stations,
as
Caltrain
would
be
expected
to
modify
its
stop
pattern
to
meet
new
and
or
increased
demand
for
its
service.
Service
adjustments
are
part
of
ongoing
planning
processes
performed
by
transit
providers
to
better
meet
the
needs
of
their
customers.
This
finding
does
not
require
an
increase
in
the
total
number
of
trains
operated
by
Caltrain,
which
is
projected
to
be
six
trains
per
hour
per
direction
in
the
peak
period
and
two
trains
per
hour
per
direction
in
the
off-peak
period
following
electrification
planned
for
2021.
Prior
to
electrification,
service
will
remain
at
its
current
level
of
five
trains
per
hour
in
the
peak
period
and
one
train
per
hour
per
direction
in
the
off-peak
period.
Caltrain
capacity
would
not
need
to
be
changed
to
accommodate
this
demand
nor
would
substantial
increase
in
delays
or
operating
costs
result
from
schedule
adjustments
to
increase
service
at
the
Bayshore
Caltrain
Station.
If
all,
or
most,
trains
would
stop
at
Bayshore
Caltrain
Station,
this
would
result
in
an
operational
impact
to
Caltrain
because
it
would
no
longer
be
able
to
utilize
the
four-
track
segment
as
a
strategic
“passing
zone”
for
B
aby
Bullet
service.
However,
service
following
electrification
is
expected
to
follow
a
skip-stop
pattern
and
would
not
require
passing
tracks
under
its
future
service
structure,
which
was
the
basis
for
the
finding
of
a
less
than
significant
impact.
The
fourth
full
paragraph
on
page
4.N-134
of
the
Draft
EIR
is
revised
to
read
as
follows:
Brisbane
Baylands
Final
EIR
2.6.2-4
May
2015