2.
Response
to
Comments
2.9
Individual
Responses
to
Comments
from
Organizations
Assuming
60-foot
articulated
motor
coaches
(which
have
a
seated
plus
standing
capacity
of
94
persons),
the
capacity
of
the
Geneva
BRT
during
the
peak
hour
would
be
1,128
persons
per
direction
per
hour.
The
largest
maximum
load
in
the
PM
peak
hour
would
be
in
the
outbound
direction
toward
the
Balboa
Park
BART
Station.
This
load
would
be
608
persons
per
hour,
which
is
a
capacity
utilization
of
54%,
and
well
below
the
85%
capacity
threshold
of
significance.
Note
that
if
40-foot
motor
coaches
were
to
be
assumed
that
this
threshold
would
nearly
be
reached.
Due
to
the
enhancement
of
transit
service
on
Geneva
Avenue
due
to
the
implementation
of
BRT,
the
part
of
the
Alliance
Shuttle,
which
operates
between
the
Brisbane
Intermodal
Station
and
Balboa
Park
BART
Station,
would
be
discontinued.
Impact
on
SamTrans
Service
Even
with
the
increased
ridership
provided
by
enhancing
transit,
Project
Site
development
would
have
a
less-than-significant
impact
on
available
transit
capacity
on
SamTrans
service,
which
is
the
same
conclusion
as
for
the
DSP
scenario.
As
noted
in
Table
UPC
1-3.5
,
11
percent
of
Baylands
Project
Site
transit
riders
are
anticipated
to
use
SamTrans
service.
This
would
result
in
around
250
trips
during
the
PM
peak
hour
under
enhanced
transit
conditions.
Otherwise,
Baylands
Project
Site
transit
riders
would
be
accommodated
on
the
BART,
Caltrain,
and
Muni
systems.
Given
the
projected
low
ridership
on
SamTrans,
no
significant
impacts
would
result
from
Project
Site
development
under
enhanced
transit
conditions.
Conclusion:
Transit
ridership
under
enhanced
transit
conditions
would
contribute
to
cumulatively
less-than-significant
impact
on
Muni
operations
at
San
Francisco
transit
screenline
locations,
the
Geneva
Avenue
corridor,
T-Line
corridor,
San
Bruno
Avenue
corridor,
Caltrain,
and
SamTrans.
_________________________
Transit
Impact:
Transit
Operations
Due
to
transit
service
improvements,
enhanced
transit
conditions
would
result
in
a
less-than-significant
impact,
as
compared
to
the
significant
and
unavoidable
impact
found
in
the
Draft
EIR
under
the
DSP
scenario
for
Impact
4.N-8
(“Would
the
Project
cause
an
increase
in
delays
or
operating
costs
resulting
in
substantial
adverse
effects
on
transit
service
levels
[i.e.,
additional
buses
or
trains
could
be
required
due
to
Project
transit
trips]?)”
As
described
above
(Impact
4.N-6),
enhancing
transit
conditions
would
not
cause
transit
ridership
volume
to
exceed
100
percent
of
seated
capacity
on
Caltrain,
and
although
the
scenario
would
contribute
to
cumulative
ridership
exceeding
Brisbane
Baylands
Final
EIR
2.9.15-31
May
2015