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Port staff, WETA launch joint planning for downtown ferry-terminal expansion
Summary
Port staff and WETA staff described sketch concepts and a stakeholder outreach plan to expand the downtown ferry terminal area (Pier 1 to Pier 14), address Pier 1.5 structural issues and the Ag Building's flooding, and plan additional passenger gates to serve future services including Treasure Island; consultants Roma Design Group and URS were hired to lead design and environmental review.
Port staff, working under a memorandum of understanding with the Water Emergency Transportation Authority (WETA), presented preliminary planning concepts for an expansion of the downtown ferry-terminal area that extends from Pier 1 to the Pier 14 breakwater. James Hurley introduced the project background and Jonathan Stern laid out sketch concepts aimed at improving passenger circulation, weather protection, and connections to future services including Treasure Island and potential North- and South-Bay routes.
Stern said staff had hired Roma Design Group for design work and URS Corporation for environmental review and that stakeholder outreach would begin immediately with leaseholders, tenants, regulatory agencies and neighborhood groups. He described three focal areas: Ferry Plaza south of the Ferry Building (activation and pedestrian flow), options for Pier 1.5 (including demolition, retention or partial removal because of red-tagging and load restrictions), and the Agriculture (Ag) Building (options to raise or reposition the structure to address flooding). "We want to engage both the Port Commission, the WETA Board, and the public about these things," Stern said.
Stern illustrated a phased approach: near-term coordination and stakeholder outreach, public workshops (planned for early 2011 in the presentation), and a CEQA/NEPA environmental-review process leading to design and negotiated construction arrangements. On funding, staff said WETA will supply some funds for ferry berths and that possible sources include regional transportation funds and Prop. 1C allocations; other land-side improvements will require negotiation with leaseholders and public-private partnerships.
A commissioner asked who would pay for the work; Stern said WETA and regional funds would cover berth improvements while demolition and land-side upgrades may require public-private partnerships and leaseholder negotiations. Staff expects a multi-year process with public workshops and environmental review before returning to the Commission with preferred options.
