2.
Response
to
Comments
2.9
Individual
Responses
to
Comments
from
Organizations
The
mix
of
residential,
office,
and
commercial
land
uses
in
the
DSP
scenarios
causes
a
greater
reduction
of
external
trips
because
there
is
more
likelihood
that
trips
might
be
internalized.
Because
of
this,
the
DSP/DSP-V
scenarios
have
a
substantially
lower
amount
of
external
trip
generation
compared
to
the
CPP/CPP-
V
scenarios.
The
actual
transit
service
and
infrastructure
is
the
same
between
the
two
scenario
types,
so
as
a
conservative
estimate,
the
mode
share
was
assumed
to
be
identical
between
them.
Transit
mode
share
for
Candlestick
Point-Hunters
Point
Shipyard
analysis
was
approximately
20%,
compared
to
the
15%
used
in
the
Baylands
Draft
EIR.
The
transit
service
at
the
Candlestick
Point/Hunters
Point
site
is
more
robust,
with
two
downtown
express
buses,
downtown
ferry
service,
five
regular
service
buses,
and
a
light-rail
line.
Although
the
Brisbane
Baylands
site
is
served
by
a
BRT
line
and
Caltrain,
neither
of
these
lines
provides
direct
service
to
large
employment
centers
such
as
downtown
San
Francisco.
UPC
In
response
to
Comment
UPC
additional
analysis
was
prepared
to
clarify
what
potential
transit
improvements
for
the
Brisbane
Baylands,
if
implemented,
would
increase
the
transit
mode
share
of
the
DSP
and
DSP-V
scenarios
and
achieve
a
transit
mode
share
in
line
with
the
Candlestick
Point-Hunters
Point
Shipyard
project.
The
additional
analysis
assumes
a
theoretical
enhanced
transit
network
beyond
that
which
is
currently
proposed
for
the
DSP
scenario,
and
applies
this
scenario
to
the
DSP
scenario
to
determine
whether
enhanced
transit
improvements
for
the
Baylands
could
achieve
a
transit
mode
split
as
high
as
that
achieved
by
the
Candlestick
Point-Hunters
Point
Shipyard
project
in
San
Francisco.
The
combination
of
such
enhanced
transit
and
the
DSP
scenario
is
referred
to
in
the
tables
below
as
“Enhanced
Transit”
or
“ET.”
Because
the
enhanced
transit
analysis
envisions
a
transportation
network
beyond
what
has
been
committed
to
by
local
and
regional
transportation
agencies
and
cities,
it
was
not
addressed
in
the
Draft
EIR
impact
analyses
or
as
a
potentially
feasible
alternative,
and
is
presented
in
Response
UPC
for
informational
purposes
only.
Increasing
transit
usage,
and
thereby
the
transit
mode
share,
would
rely
upon
a
number
of
transit
improvements
being
implemented
by
regional
transit
agencies
that
would
enhance
existing
and
proposed
transit
services
operating
within,
or
adjacent
to,
the
Baylands
Project
Site.
However,
such
an
increase
would
also
rely
upon
specific
modifications
to
those
transit
improvements
to
maximize
mobility
and
accessibility
for
the
entire
Baylands
Project
Site,
add
new
regional
transit
routes,
and
add
new
internal
shuttles
that
would
enhance
connectivity
to
regional
transit
facilities.
Brisbane
Baylands
Final
EIR
2.9.15-2
May
2015