2 SITE ANALYSIS AND DESIGN CRITERIA

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1 2 SITE ANALYSIS AND DESIGN CRITERIA PRELIMINARY DEVELOPMENT CRITERIA 12 URBAN CONTEXT 13 VIEW 14 SITE GRADING 16 EXISTING STRUCTURES 16 STRUCTURAL AND SEISMIC CONSTRAINTS 18 CRUISE INDUSTRY AND ACTIVITY OUTLOOKS 19 CRUISE TERMINAL TRAFFIC DATA 21 CRUISE TERMINAL FACILITY 24 OPEN SPACE 26 Conceptual Site Planning Study 11

2 PRELIMINARY DEVELOPMENT CRITERIA A new cruise terminal with an efficient vehicular circulation area is the highest priority for the project. The Northeast Wharf Plaza will be accommodated and designed to maximize use by visitors and residents, provided that it does not interfere with cruise line operations. This cruise terminal project must meet current industry operational standards for one primary berth for home port cruise terminal. The cruise terminal building must efficiently accommodate peak users. Pier 27 shed should be renovated to a world-class home port cruise terminal, while not triggering a seismic retrofit of the pier substructure. While recreation facilities are needed in the area, they are subordinate to the cruise terminal and open space requirements. Recreation uses may be accommodated in the Pier 29 shed (although shed columns may restrict a full range of recreational activities). There may be available space for recreational uses within Pier 27 and the valley area, provided that they do not interfere with cruise functions and security requirements. Pier 27 facilities should accommodate shared use to generate revenue and provide a community benefit, provided that these uses do not interfere with cruise functions and security requirements. 12 Pier 27 Cruise Terminal

3 URBAN CONTEXT The Embarcadero is a continuous 3-mile waterfront promenade, stretching from Pier 40 at the south to Pier 45 at the north. It links the AT&T Ballpark baseball stadium, Ferry Building at Market Street, and Fisherman s Wharf at Pier 39, along with several other nodes of activities, making it an important open space network for the city of San Francisco. Currently, Pier 27 sits in the middle of a long stretch of the waterfront promenade between two nodes. The site therefore presents a great opportunity to create a new focus of activity that would better connect nodes along The Embarcadero. 2 mile 30 min 1.5 mile 25 min mini 1.25 plaza mile min 1 mile deck park 41 promenade park 15 min mile 10 min 35 5 min 0.5 mile 33 5 min 31 site 10 min 0.25 mile mile plaza w/ temp 15 min sculpture 20 min mile mile 1 mile 1.25 mile Bay Bridge As a new node of activity, Pier 27 will need to provide space for visitors, residents and cruise ship guests. It will also need to consider how to reduce the impact of vehicular traffic on the pedestrian experience along The Embarcadero. OPEN SPACES ALONG THE EMBARCADERO amphitheater native grasspark pier water front park plaza / market place lawn pier lawn park w/ sculpture kids area restaurant terrace 1.5 mile min festival site mile EXISTING OPEN SPACE TYPES 30 min mile park w/ sculpture marina embarcadero park deck ball park entry + marina waterfront promenade marina plaza pier Conceptual Site Planning Study 13

4 VIEWS Historically, views to the bay were blocked by the pier head buildings along The Embarcadero because of the maritime nature of the waterfront. Occasional views exists between pier buildings. The south end of pier 27 shed is proposed to be partially removed to create the open space providing opportunity to open and frame the view to the bay. Views along the Embarcadero occur occasionally, allowed by gaps between Pier buildings. These view opportunities - to the Bay and to maritime activitiesare critical to creating a strong sense of place along the waterfront. New public access and open spaces should include views to the Bay, maritime activities, and if feasible, the city. They should also include contact with a pier edge, seawall edge, or other waterfront edge wherever feasible site Bay Bridge Pier 27 has outstanding visual access potential. From the edge of the pier, one has a unique 180 degree view of the Bay, including Alcatraz Island, Angel Island, Yerba Buena Island, Treasure Island, and the Bay Bridge. Towards the city, one can view Coit Tower and the pyramidal Transamerica building, two major San Francisco landmarks, and potentially an open view of the downtown skyline EXTENDED VIEW CORRIDORS BERKELEY WATER VIEW CORRIDORS ALONG EMBARCADERO ANGEL ISLAND ALCATRAZ COIT TOWER PIER 27 TREASURE ISLAND TRANSAMERICA PYRAMID YERBA BUENA BAY BRIDGE 14 Pier 27 Cruise Terminal

5 VIEWS FROM THE SITE Alcatraz Island Yerba Buena Coit Tower site Treasure Island 3 1 Bay Bridge Transamerica Pyramid KEY VIEWS FROM THE SITE transamerica pyramid coit tower alcatraz Conceptual Site Planning Study 15

6 SITE GRADING EXISTING STRUCTURES The original construction of Pier 27 included a loading dock running along the western portion of the maritime shed creating a vertical difference of approximately 3.5 feet between the Pier 27 shed and the valley area. Pier 29 maritime shed, built in , is a contributing historic resource in the National Register of Historic Places, therefore, modifications to the structure must be minimized to maintain its historical value and integrity. PIER 29 HISTORIC PIER HEAD BUILDING Existing platforms at these two different elevations were originally constructed in a way so that they were directly tied to the pier substructure. Through the assessments of the existing substructure, it was determined that it is not economically feasible to lower the elevations of these platforms without triggering a significant seismic upgrades. Pier 29 Beltline Office Annex, originally built in 1903 next to Pier 3, was moved to its present location on The Embarcadero between Pier 27 and Pier 29 in This building is also designated as an historic resource and shall be retained on-site or possibly relocated to another location within the Historic District. In order to resolve access and circulation problems between these two elevations, transitional slopes and stairs shall be constructed on top of the lower platform. When a portion of Pier 27 is demolished for the Northeast Wharf Plaza, an open space design must accommodate two different platform levels. The non-historic Pier 27 Annex building will likely be demolished to allow for terminal operations and as required under the BCDC Special Area Plan. Likewise, temporary structures, such as Teatro Zinzanni, will be relocated to allow for terminal operations. PIER 29 INTERIOR SITE SECTION (PIER 27 AND THE VALLEY STRUCTURE) GRADE CHANGE ON SITE 16 Pier 27 Cruise Terminal

7 Conceptual Site Planning Study PIER PLATFORM SLOPES DOWN TO GRADE PIER elevation shift GRADE CHANGE TEATRO ZINANNI PIER 29 BELTLINE OFFICE ANNEX PIER 27 ANNEX TOP OF WALL RAMP RAMP SITE GRADES AND EXISTING STRUCTURES 2 site characteristics & constraints RAMP

8 SUBSTRUCTURE AND SEISMIC CONSTRAINTS Pier 27 substructure is in generally good condition, and no major repairs will be necessary. Pier 27 and Pier 29 are structurally integrated and were built in 1967, constructed with pile-stressed concrete piles with concrete slab and aprons. Approximately $2.5 million of seismic upgrades for substructure decks of Piers 27 and 29 were completed in The fender system at Pier 27 will need upgrades within the next five years. Pier 29 substructure deck requires considerable amount of repair. The cost, roughly estimated by Winsler & Kelly to be about $7 million, needs to be determined after a more detailed structural assessment. EXISTING STRUCTURE SECTION The pier substructure decks will require additional seismic upgrades if there is a change of use or significant new construction either on Pier 27 or Pier 29, as per the 2008 Port Building code. Accordingly, the site planning team assumed renovation of most of the Pier 27 shed, with the addition of a mezzanine space, and demolition of a portion of The Embarcadero end of the shed, to allow for the Northeast Wharf Plaza. By carefully avoiding significant new construction and change of use on both Pier 27 and 29, no seismic upgrade would be triggered, thereby reducing the overall project cost. All deck improvements must also comply with seismic and other requirements of the 2008 Port Building Code. 18 Pier 27 Cruise Terminal

9 CRUISE INDUSTRY AND ACTIVITY OUTLOOKS Key Points San Francisco is a popular destination for both CRUISE ACTIVITY PROJECTIONS FOR ALL SF PORTS domestic and international travelers. As cruise vacations become more popular, especially after 9/11, more cruise ships are coming to San Francisco ,300 visitors ,000 visitors and 81 calls Expected 180,000 visitors, 62 calls HISTORICAL TREND (Number of Calls) Dry dock facilities at Pier 70 also make San Francisco a popular port where the ships can go thru repair while in the city. San Francisco currently functions as different type of ports through out the year, (home, PROJECTIONS transit, and turnaround). Primary cruise destinations, originating from San Francisco, are Alaska and Mexico. The port also hosts numerous transit calls that do not originate or end in San Francisco. Peak months are May, September, and October. There is no distinction between weekday and weekend levels of activity. Various types of cruises visit San Francisco, and hence the terminal requires flexibility: Home Port 47% Transit Port 35% Turnaround 18% Conceptual Site Planning Study 2 site characteristics & constraints 19

10 CRUISE INDUSTRY AND ACTIVITY OUTLOOKS CRUISE ACTIVITY PROJECTIONS FOR PRIMARY PORT (PIER 27) PROJECTIONS LOW GROWTH PROJECTION MONTHLY TREND NUMBER OF DAYS WITH SHIP IN BERTH HIGH GROWTH PROJECTION WEEKLY TREND 20 Pier 27 Cruise Terminal

11 CRUISE TERMINAL TRAFFIC DATA Traffic circulation into, out of, and within the site will be crucial to the efficient functioning of the cruise terminal. Pier 27 has a potentially large circulation area in the valley to accommodate arriving and departing privately-owned vehicles (POVs), taxis, buses and provisioning trucks. Program requirements for trucks, buses, taxies, and passenger vehicles were estimated based on the data presented in the table below for a 4,400 passenger cruise ship. The requirements were presented during Workshop Two, and the group concurred with the requirements. At any given hour during the debark period, a vehicle circulation area must be reserved and capable of handling 8 to 12 semi-tractor trailers (it is noted that the City and County of San Francisco has restrictions for trucks longer than 65 feet in length in the city), and 6-9 delivery trucks during a cruise call, assuming the average loading duration would be 60 minutes. If the average duration is two hours, then the number of truck loading spaces would double. There should also be an area to accommodate 5-8 bus parking spaces, assuming the average loading duration is 30 minutes, and 3-5 taxi loading and unloading spaces, assuming an average 1.5 minute loading time. Demand is reduced during the embark period. During the hours of debark and embark occurring simultaneously, there would be up to 680 POV s circulating the valley. This would require 17 POV queuing spaces, with an approximately 1.5 minute turnover rate. Using the valley area for these vehicles would improve the efficiency of passenger embarkation and disembarkation, and reduce the level of traffic congestion on The Embarcadero when a cruise ship is in berth. A primary cruise terminal operation will require a significant amount of space to be used for the HOURLY VEHICLE VOLUMES FOR 4,400 PASSENGER CRUISE SHIP (Statistics provided by Lorenzo Looper and John Oldefendt from Metro Cruise Services) circulation of privately owned vehicles ( POVs ), buses, taxis and provisioning supply trucks as well as a dedicated queuing staging area for cruise ship provisioning. For example, up to 500 pallets of provisions may be off-loaded and placed in a staging area before being loaded on to the cruise ship. The planning team acknowledged that the site planning effort must accommodate each of these vehicular types, their respective circulation flows, and the timing of their respective arrivals and departures. For example, for a cruise ship debarkation, most supply trucks may arrive from 5:00 a.m. to 10:00 am, while buses, taxis and POVs arrive approximately between 8:00 a.m. to 11:00 am. During the hours of debarkation and embarkation of a 4,400 passenger mega-cruise ship, there may be as many as 680 POVs circulating the valley. Avoiding conflict of these flows is one of the most important circulation issues to be considered in the site planning process. OFF-STREET PARKING INVENTORY Conceptual Site Planning Study 21

12 TERMINAL BUILDING REQUIREMENTS The terminal would have approximately 120,000 square feet of first floor area, and an additional 20 percent as a new mezzanine area for overhead embarkation/disembarkation, via at least one new passenger gangway system. A baggage area needs to be at least 45,000 square feet, to allow for large vessels on longer itineraries to effectively schedule guests debarkation. As a note, a larger baggage area of up to 70,000 square feet has been discussed and could be accommodated, if required. Baggage carousels are not preferred due to their size, cost, and maintenance needs, and the terminal can operate with greater flexibility and efficiency without them. Separate disembarkation and embarkation zones are necessary and need to be arranged to minimize the potential for mixing passengers, which would reduce effectiveness and potentially heighten security concerns. There should be sufficient space for up to 50 check-in counters in the embarkation area. Additionally, the terminal building and site must comply with various security requirements. The building itself must comply with CBP regulations. The site would need to absorb the impacts of the CBP regulations, as well as adhering to standard Port and Coast Guard security measures. The waterfront would be subject to Coast Guard and vessel-related security. All security measures would need to be scalable, relating not only to the facility and its site, but also to the local area. Security plans would also need to respond to heightened or decreased threat levels, while maintaining terminal operations. In addition to critical programmatic criteria, the terminal has the important opportunity to create a positive response by those who use it and are impacted by it. A cruise terminal is, by its nature, a transient building and, as such, passengers will make quick judgments about the quality of their experience as they move through the building. These judgments have the important value of influencing passengers decision to return in the future, thus the long term viability of the terminal. The terminal has offers great view and connection potential, to both the City of San Francisco and its remarkable waterfront. Cruise days and non-cruise days have unique characteristics, with different opportunities to promote those connections. The terminal also has important relationships with the site s operational, vehicular, and open spaces. Each of these relationships is an opportunity for a positive long-term impact. The terminal program must include all necessary program elements consistent with a full-service home port facility, for a design vessel with a capacity of approximately 4500 passengers. This includes all embarkation, disembarkation, security, cruise line, crew and terminal operational spaces. To effectively service this size of vessel, the terminal must be designed for pleasant, efficient, safe and secure movement of passengers and their belongings. At the same time, the terminal must be arranged to maximize the efficient and secure flow of goods and baggage to and from the vessel, and provide other vessel support services as required. Arrangement of both the embarkation and disembarkation spaces within the terminal can be made in three basic ways. The first is that the embarkation spaces can organize primarily toward the Embarcadero end of the building, closest to the pedestrian and vehicular entry to the site. This promotes a clear sense of entry from the Embarcadero but does not necessarily coordinate with vehicle drop-off and flow. The second way is for embarkation to be in the middle, with disembarkation spaces surrounding it. This achieves another recognizable building form with a dominating embarkation entry, but creates inefficiencies with the layout of critical program spaces such as baggage lay-down. The third way is for the embarkation spaces to be organized toward the water-side of the site. This puts embarkation further from views from The Embarcadero, but creates the potential for dramatic interior spaces, given the views out to the harbor. 22 Pier 27 Cruise Terminal

13 TERMINAL EMBARKATION / DISEMBARKATION LAYOUT OPTIONS D E D E D E D Conceptual Site Planning Study 2 site characteristics & constraints Port of San Francisco Berth 27 General Program Guidelines PAX Space Allocations Program Element 4500 Total PAX 1st Level 2nd Level Group Sum add check Pre-Screen Lobby Entry Screening Embark Waiting/Check-in Embark/Debark Passage Embark Qeue CBP Primary CBP Secondary Baggage lay-down Cruise Line Offices Security Port Police Crew Space Storage Provisions M/W T Bldg Systems Sub Total

14 ADJACENCY STUDIES TERMINAL BUILDING PROGRAM ADJACENCIES: 1ST FLOOR FROM MEZZANINE LEVEL TO MEZZANINE LEVEL PROVISIONS STORAGE (OA) BAGGAGE LAY DOWN (DA) BUILDING SYSTEMS (BA) QEUE (EB) (OD) CREW SPACE M / W T. (BB) WAITING / CHECK IN (EA) STORAGE (OB) CBP PRIMARY (DB) CBP SECONDARY (DC) (OC) OFFICES SECURITY (OE) (OF) PORT POLICE (EE) ENTRY SCREENING PRE-SCREEN LOBBY (ED) ENTRY EMBARK DEBARK OTHER BLDG 24 Pier 27 Cruise Terminal

15 ADJACENCY STUDIES TERMINAL BUILDING PROGRAM ADJACENCIES: MEZZANINE FROM SHIP TO SHIP TO 1ST FLOOR (ON DEBARK) QEUE (EB) (BA) (BB) (OB) Conceptual Site Planning Study PASSAGE (EC) WAITING / CHECK IN (EA) FROM 1ST FLOOR 2 site characteristics & constraints EMBARK DEBARK OTHER BLDG 25 BUILDING SYSTEMS M / W T. STORAGE

16 OPEN SPACE A new open space at Pier 27 was first envisioned by the Port Waterfront Land Use Plan, and the Bay Conservation and Development Commission s (BCDC) Special Area Plan. The BCDC Plan calls for a new Northeast Wharf Plaza, an approximately two-acre plaza that would function as a major attraction for visitors and residents. To create this plaza, the Plan calls for removal of approximately 56,000 square feet of the Pier 27 shed and the Pier 27 Annex building, while retaining or relocating the historic Pier 29 Beltline Office Annex. At the time the Special Area Plan was adopted, BCDC and the Port anticipated construction of a major mixeduse, recreation development project on Piers 27-31, not the continued secondary cruise use, nor a new primary cruise terminal at Pier 27. The Special Area Plan specifically notes that maritime activities and San Francisco s historic piers are intrinsically interesting, and provide much of the character of the waterfront. Further, the Plan argues that public access, view sites, and recreation areas are desirable additions to maritime districts, provided that they do not interfere with maritime functions. Since the program assumptions have changed, the site planning team has evaluated (and will continue to) the Plan s outline of the space, while respecting the size and intent of the Northeast Wharf Plaza. The study looks at whether the configuration and orientation of an open space area should remain as shown in the Special Area Plan, or whether it should be re-configured to accommodate the vehicular flows for cruise terminal operations and allow more expansive views of the Bay. While recreation facilities are needed in the area, they are subordinate to the cruise terminal and open space requirements. Recreation uses may be accommodated in the Pier 29 shed, though shed columns may restrict a full range of recreational activities. There may be available space for recreational uses within Pier 27 and the valley area, provided that they do not interfere with cruise functions and security requirements. BCDC SAN FRANCISCO WATERFRONT SPECIAL AREA PLAN - NORTHEAST WHARF PLAZA BCDC SAN FRANCISCO WATERFRONT SPECIAL AREA PLAN Public access, view sites, and recreation areas are desirable additions to maritime districts, provided they do not interfere with maritime functions......create a Northeast Wharf Plaza, as a new, major, destination plaza between Piers 23 and 29 along The Embarcadero, opening up views from Lombard Street and The Embarcadero to the Bay, Yerba Buena and Treasure Islands, and the Bay Bridge. The approximately 2-acre plaza should be designed to function as a major attraction for visitors and residents. In addition, provide open space around the Beltline Railroad Office Annex building if it remains in its present location, and maintain unobstructed views from the Annex across the plaza to the Bay. The Plaza should be oriented to the Open Water Basin between Piers 27 and Pier 27 Cruise Terminal

17 Conceptual Site Planning Study 27

18 28 Pier 27 Cruise Terminal