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�.A-15 access to downtown. Providing accessibility to transit is therefore a critical component of the MSV Precise Plan, given the intensity of the development and its potential traffic impacts. The Precise Plan provides that transit options be developed for the site, including a shuttle service to and from downtown, and enhanced accessibility for regional transit (pgs. 70 -71). (1) Shuttle — A shuttle service befinreen various points on the site, the downtown CalTrain station, and other locations is required by the Precise Plan, and is a key element of the Plan's Transportation and Circulation policies. The Plan requires that the shuttle be in service as early as possible in development phasing, but not later than after occupancy of 500 units. While there may not be strong initial demand for the shuttle, the City believes that its early availability will provide an alternative to the single-occupancy vehicle and that its use and frequency will increase as the project builds out. Any elimination or substitution of the shuttle would have to be first reviewed and approved by the Planning Commission and City Council (per project condition #37, pg. 94). The applicant and the project's subsequent homeowner and commercial associations will be responsible for assuring funding of the shuttle, unless other funding sources are available (the applicant expects SamTrans to provide 50% of the funding initially). (2) Transit Accessibilitv — In addition to the shuttle, the Precise Plan calls for bus turnarounds, shelters, and pullouts along Bair Island Road to be constructed with the project, to facilitate the future use of SamTrans buses through the area. c. Transportation Demand Manaaement (TDM). Another key element of the traffic and transportation program for MSV is a required Transportation Demand Management (TDM) program, intended to reduce the need to use single-occupancy vehicles for trips to, from, and within the site, particularly during peak traffic hours. TDM may be implemented through a variety of programs, from providing transit passes to bicycle parking facilities to carpooling and vanpooling efforts. The MSV Precise Plan and the EIR requi�e that a TDM program be established, with a requirement that the developer achieve a 15% reduction below baseline traffic estimates Monitoring of trip generation is stipulated at and after the initial 500 units of housing are occupied, and later phases of the project may not proceed until the 15% reduction is demonstrated, the level of development is reciuced, or additional aggressive measures are implemented to achieve the TDM target. The City may withhold Building Permits until this is achieved (Condition #34, pg. 94). The Precise Plan and the conditions of approval do not specify what TDM measures must be 2 This number derived from the Bayfront Study which estimated that an effective TDM measures can reduce peak hour traffic by 15% or more, and listed a number of possible program components 4