[See page 5-329 for the original comment] As discussed in Section 4.N, Traffic and Circulation, a Transportation Demand Management (TDM) program would be developed and implemented under each scenario to reduce use of single-occupant vehicles and to increase the use of rideshare, transit, bicycle and walk modes for trips to and from, as well as within, the Baylands Project Site as required by the San Mateo County Congestion Management Plan. Because of the difficulty of precisely quantifying the trip reductions associated with implementing TDM strategies without knowing the specific businesses that will occupy the Project site, the travel demand analysis used as a basis for calculating vehicle emissions does not assume additional trip reduction due to specific TDM strategies beyond those associated with internal, pass-by, and diverted linked trips.
[See page 5-330 for the original comment] Residents of the DSP and DSP-V scenarios were not assumed in the GHG analysis to work in the Baylands site. Transportation-related GHG emission were calculated assuming an average residential commute trip distance of 12.4 miles, a residential shopping trip distance of 4.3 miles and a default trip distance of 5.4 miles for other trips. Trip lengths in CalEEMod model are supplied by the BAAQMD as a region-wide average. See Master Response 25 for a discussion of the relationship between jobs and housing and its effect on internal capture of traffic within the Baylands.
[See page 5-330 for the original comment] See Master Response 25 for discussion of internal capture reductions for proposed development within the Baylands. See also Response OSEC-181.
[See page 5-330 for the original comment] The Final EIR includes an updated estimation of Project Site development-related GHG emissions based on the latest version of the CalEEMod model, which was released in October of 2013 subsequent to the release of the Draft EIR. Table 4.F-2 has been prepared to reflect the recalculations. These updated calculations indicate that the CPP and CPP-V scenarios would not have a significant impact with regard to GHG emissions (See Response OSEC-192). Consequently, Mitigation Measure 4.F-1 is no longer required based on these updated emission estimates.
Mitigation Measure 4.F-1: All new development within the Project Site shall be required to develop and implement a Greenhouse Gases Emissions Reduction Plan (GHG Plan) containing strategies to increase energy efficiency and reduce GHG emissions to the greatest extent feasible with a minimum performance standard of five percent (as reflected in Table 4.F-3). The GHG Plan shall be submitted to the City for approval as part of the initial application process for building permits so that the measures will be verified as present in building specifications. The GHG Plan, as implemented, shall include strategies that exceed those already identified in the project description or required by law. The GHG Plan shall include strategies designed to reduce emissions generated by motor vehicles, as well as strategies to reduce stationary source emissions from energy