to three additional trains per hour in both directions, although the Baby Bullet trains do not currently serve the Bayshore Station. Assuming the inclusion of Limited and Baby Bullet service for purposes of performing the screenline analysis, the Bayshore Station would have
fora total of four to five trains per hour in the peak commute directions. Following electrification, which is scheduled for completion in 2019, Caltrain would operate six trains per peak hour per direction. Service at the Bayshore Station without Project Site development is expected to remain the same as today, although no schedules have been finalized.
[See page 5-354 for the original comment] The statement that the majority of transit trips would be in the reverse peak direction is correct. Table 4.N-17 does not contradict the statement, as the distribution table shows the external trip end, not the direction of the trip (i.e., inbound or outbound to the Baylands site). Tables 4.N-14 and 4.N-15 illustrate the direction of trips, which shows for all development scenarios a much larger portion of trips heading inbound to the Baylands site during the AM peak period and heading outbound from the Baylands site during the PM peak period. This trip pattern is used regardless of mode, and therefore confirms that the majority of transit commute trips would be in the reverse peak direction.
[See page 5-354 for the original comment] The term “improvement” is used to describe the change between pedestrian facilities under existing conditions and under Plus Project conditions. Because pedestrian facilities under existing conditions are either minimal or non-existent, Project Site development would improve them.
[See page 5-354 for the original comment] According to the state law (AB 471, AB 1791, AB 1963, AB 2419 and SB 45), every urban county in the state is required to adopt and maintain a Congestion Management Plan (CMP) to alleviate or control anticipated increases in roadway congestion and to ensure that “ federal, state, and local agencies join with transit districts, business, private and environmental interests to develop and implement comprehensive strategies needed to develop appropriate responses to transportation needs.” The City/County Association of Governments (C/CAG), as the Congestion Management Agency for San Mateo County, is required to prepare and adopt a Congestion CMP on a biennial basis to identify strategies to respond to future transportation needs, develop procedures to alleviate and control congestion, and promote countywide solutions.
This comment appears to address transportation demand management programs, rather than the countywide CMP. The CMP includes C/CAG programs and policies regarding transportation demand management (TDM), which address efforts to encourage utilization of alternative modes of transportation. The