draft weta redwood city ferry site assessment report 2012

WETA

Redwood City Ferry Terminal –

Site Feasibility Report July 9, 2012 | DRAFT Report

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Water Emergency Transportation Authority Redwood City Ferry Terminal - Site Feasibility Report

Redwood City Ferry Terminal - Site

Feasibility Report July 9, 2012 | DRAFT Report

Prepared for:

Water Emergency Transportation Authority (WETA)

Prepared by:

KPFF Consulting Engineers

Subconsultants: Coast & Harbor Engineering FMG Architects

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Water Emergency Transportation Authority Page 1 Redwood City Ferry Terminal - Site Feasibility Report

INTRODUCTION

This Site Feasibility Report document sets forth preliminary assessment of existing site conditions in support of Planning Level Concept Design and Alternative Selection for a potential ferry terminal facility for the San Francisco Bay Area Water Emergency Transportation Authority (WETA) in Redwood City, California.

The Preliminary Concept Design to date has focused on Site Assessment and Coastal Engineering. Many of the typical project costs are similar for different WETA terminal sites, but dredging and coastal conditions can result in significant costs that vary considerably between individual sites. Since these coastal conditions are critical to consider for project viability at the proposed site, initial design work and site investigation has focused on bathymetric survey and preliminary coastal analysis. The other major focus for preliminary design included coordination with project stakeholders and establishment of site definition, including preliminary understanding of landside/waterside boundary constraints for use in concept design. Stakeholders that participated in meetings with WETA and the design team included the Port of Redwood City, San Francisco Bay Conservation and Development Commission (BCDC), City of Redwood City and the San Francisco Bay Trail.

General site design assumptions for the proposed Redwood City terminal are as follows:

� The site could serve as a ferry terminal for a passenger ferry route to downtown San Francisco or East-Bay (Oakland/Alameda).

� The terminal design would include waterside improvements similar to those implemented at the recently completed South San Francisco terminal. Major marine infrastructure would include pilings, floats, fendering, and gangways. Upland components would include landscape and trail/public access; a landside canopy for waiting passengers; and other upland site improvements including utilities, fencing, gates, kiosks, and parking.

� The upland terminal would be unmanned, with no public restroom. However, as an origin terminal, a small on-site building/shed containing a supply/storage room, crew room with lockers, and a room for network systems (Clipper/Next Bus) would be required.

� The Redwood City terminal would be an origin terminal and would likely feature overnight berthing due to the route distance. As an origin facility, on-site fueling facilities would be required. No existing fuel lines are currently in the vicinity, so the site would need diesel fuel tanks similar to those at the proposed Central Bay Operations and Maintenance Facility in Alameda.

This Site Feasibility Report document was prepared following completion of a bathymetric survey, preliminary site-specific coastal analysis, and initial meetings with project stakeholders. The intent is to identify and describe significant engineering constraints and challenges associated with the site prior to studying more site-specific upland design and terminal layout.

PREFERRED TERMINAL SITE LOCATION AND BOUNDARIES

Previous Sites ConsideredPrevious Sites ConsideredPrevious Sites ConsideredPrevious Sites Considered Prior to this Report Prior to this Report Prior to this Report Prior to this Report

Intermodal and Terminal Access Study Scoping Reports prepared for WETA by ARUP in June 2002 identified potential terminal locations that would support expansion of ferry services in the Bay Area. This report identified possible future ferry terminals at many new cities, including Redwood City. It discussed potential sites; future development potential; existing/future traffic conditions; and access for parking, transit, and pedestrians/bicycles.

The Draft Working Paper Scoping Study showed three potential locations for a terminal in Redwood City. One of these sites was located on Westpoint Slough and is the preferred location discussed in this Site Feasibility Report.

The second and third locations were located further to the south along Redwood Creek, and were referred to as F dock and Wharf 5. These locations are not preferred due to the additional time required (more than 5 minutes) to travel down Redwood Creek (which is a no-wake zone) and were not considered further in this Site Feasibility Report.

Project SiteProject SiteProject SiteProject Site ---- Existing ConditionsExisting ConditionsExisting ConditionsExisting Conditions, Adjacent Uses, Adjacent Uses, Adjacent Uses, Adjacent Uses,,,, and Propertyand Propertyand Propertyand Property Ownership Ownership Ownership Ownership

The following is a summary of important general issues associated with the site and the surrounding area:

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� The Port of Redwood City contains Redwood Creek, a federally maintained navigation channel. Several significant sloughs drain into the Creek; the largest of these is Westpoint Slough where the preferred terminal site is located. The coastal conditions created by this location are further described later in this memorandum.

� The terminal site is approximately three miles north of Redwood City’s downtown business district at the end of Seaport Blvd., just west of the Pacific Shores Center Office Complex at the confluence of Westpoint Slough and Redwood Creek as shown in FFFFigure igure igure igure 2.2.2.2. A regional map of greater Redwood City is shown in Figure 1Figure 1Figure 1Figure 1.

Figure 1Figure 1Figure 1Figure 1 – Redwood City Regional Map

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Figure Figure Figure Figure 2222 – Vicinity Map and Site Access

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� The upland portion of the terminal site would be within a 9.2-acre parcel (San Mateo County Assessor’s parcel #0543-00-380) owned by the Port of Redwood City. The site is zoned General Industrial (GI) and its Redwood City General Plan Land Use designation is Mixed Use – Marina, with a notation about the potential future ferry terminal. The ownership of this parcel and surrounding adjacent parcels is shown in Figure Figure Figure Figure 3333, with green designating parcel areas under Port of Redwood City ownership/control.

Figure Figure Figure Figure 3333 – Parcel Ownership Map

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� This 9.2-acre parcel is owned by the Port of Redwood City and is currently leased by RMC Pacific Materials (CEMEX). We understand that the Port has, or will be, negotiating a new lease with CEMEX for the preferred site, and the new lease will contain similar provisions to the existing lease. These provisions would allow the Port to reclaim a portion of the property for the future ferry terminal.

� The terminal would not require use of the entire Port-owned parcel. The terminal site would include the northernmost area of this parcel along the waterfront with Westpoint Slough, with a portion of the remaining site area expected to be utilized for parking and circulation for automobile and bus traffic. The remaining area to the south of the parking facility would not be used for the terminal and could continue to be utilized by CEMEX or other similar Port tenants for materials stockpiling and handling, similar to the existing current use.

� The upland site survey obtained from the Port of Redwood City is believed to be in NGVD ’29 +100’ vertical datum (based on the City of Redwood City Attachment J – Comparison of Datum figure), while the new bathymetry is in MLLW datum. The elevations from the upland port survey can be converted to MLLW by subtracting 100’ to convert from the port datum to NGVD ‘29 and then adding 4.13’ to convert from NGVD ’29 to MLLW. Revising/converting upland contours or providing a new upland survey was deemed unnecessary for this level of conceptual site feasibility design.

� The upland site is generally flat, level land, between elevation +10 and +14 feet MLLW datum, with material stockpiles up to 34 feet MLLW across the site as shown in Figure Figure Figure Figure 4444. High tide (MHHW) in this area is approximately 8.22 feet MLLW as described later in this report. The stockpiles would be removed from the site prior to terminal construction.

� Waterside, an existing concrete pier (and steel ship hatch covers that span between the pier and shore) would be demolished. See FigureFigureFigureFigures s s s 4444 and and and and 5555 for existing conditions. Refer to the discussion later in this document of potential new and existing overwater coverage.

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FigureFigureFigureFigure 4444 – Existing Conditions

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Figure Figure Figure Figure 5555 – Existing Conditions Photos (see Figure Figure Figure Figure 4444 for Photo Orientation)

Adjacent Properties and Adjacent Properties and Adjacent Properties and Adjacent Properties and SurrouSurrouSurrouSurrounding nding nding nding UsesUsesUsesUses

� Port Terminals/CEMEXPort Terminals/CEMEXPort Terminals/CEMEXPort Terminals/CEMEX: : : : CEMEX currently operates a cement port terminal located on the preferred site parcel and the adjacent parcel to the south.

o The preferred site is currently used for stockpiling materials, with associated equipment stored onsite as shown in Figure 4Figure 4Figure 4Figure 4. This operation would be partially relocated/reconfigured to accommodate the future terminal. This does not appear to be a major constraint because of the limited onsite infrastructure. Dust and noise abatement would likely need to be addressed for the existing recycling operations and screening may be required. A rail line (discussed later) located to the east of the property would be maintained. It is understood that its use is limited and would not be likely to impact the proposed terminal access.

o The parcel to the south of the preferred site includes most of the CEMEX operations infrastructure as well as an unpaved access road and rail lines as shown in Figures 3 and 4Figures 3 and 4Figures 3 and 4Figures 3 and 4. Further to the south, the Port of Redwood City owns an additional parcel along Redwood Creek currently leased to several industrial tenants including Sims Metal, Pabco Gypsum, and International Materials.

o The preferred automobile and bus route accessing the terminal would be via the private road on the Pacific Shores property shown in Figure 3Figure 3Figure 3Figure 3, because it would minimize interference with heavy industrial traffic and have limited impact on the traffic and operations of other port terminals.

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� Pacific ShoresPacific ShoresPacific ShoresPacific Shores:::: Pacific Shores Center is a commercial office complex located on an approximately 116-acre site adjacent to the east side of the preferred site. The Pacific Shores Center maintains a private access roadway throughout the site (see Figure Figure Figure Figure 3333), including emergency and city service access easements. It is anticipated that the ring road on the Pacific Shores property would need to be used to access the ferry site. Irrigation and fire line service are located on the Pacific Shores property (see Figure Figure Figure Figure 4444) and are the closest existing water utilities to the ferry terminal site. Tapping into these lines may be possible to provide fire protection and irrigation to the ferry terminal. Other options are discussed later in this report.

� Westpoint Marina: Westpoint Marina: Westpoint Marina: Westpoint Marina: Westpoint Marina is located further down Westpoint Slough to the east of both the terminal site and Pacific Shores as shown in Figure Figure Figure Figure 2222. Vessels entering and exiting the marina would pass the ferry berth.

� Salt WorksSalt WorksSalt WorksSalt Works:::: Cargill Salt Works operates to the southeast of the site as shown in FigureFigureFigureFigures 1 ands 1 ands 1 ands 1 and 2222 and contains approximately 1,400 acres of Salt Harvesting/Processing Ponds and facilities. The proposed Redwood City Saltworks development was not considered for the purposes of this report.

� Redwood City Redwood City Redwood City Redwood City General Plan: General Plan: General Plan: General Plan: The New General Plan is a 20-year plan that assigns land use policy and associated densities and intensities within the City of Redwood City. The General Plan identifies the future ferry terminal in the preferred location and zones the property as Mixed-Use Marina. The plan mentions potential future links with other transportation networks, including bike pathways and a possible future streetcar route connecting to downtown utilizing existing rail.

� Greco Island and Bair Island Ecological Preserve:Greco Island and Bair Island Ecological Preserve:Greco Island and Bair Island Ecological Preserve:Greco Island and Bair Island Ecological Preserve: These islands are located across both Westpoint Slough and Redwood Creek from the preferred project site, and are adjacent to the ferry approach route from San Francisco Bay (see FigureFigureFigureFigure 2 2 2 2). Both islands are sensitive habitat areas as discussed later in this report.

Bair Island Dredge DisposalBair Island Dredge DisposalBair Island Dredge DisposalBair Island Dredge Disposal: : : : Areas of Bair Island have been used as a dredge disposal site since the 1930’s, and recently Inner Bair Island has been used for dredge disposal from Redwood Creek. Inner Bair Island is approximately two miles SW of the site along Smith Slough, and disposed dredge is being used to raise the grade and create tidal wetlands in the area. It is anticipated that the Bair Island Wetland Restoration has capacity for dredge disposal for 5 to 10 years and could be a potential dredge disposal location from this ferry terminal project.

BCDC DesignationBCDC DesignationBCDC DesignationBCDC Designation

The San Francisco Bay Conservation and Development Commission (BCDC) Bay Plan designation of the preferred site is Port Priority Use, as shown on Figure Figure Figure Figure 6666. Preliminary discussions with BCDC during a meeting on June 21, 2011 concluded that the ferry terminal project could require an amendment to the Seaport Plan based on the existing Port priority use designation. However, BCDC seaport policies allow for passenger ferry service in port-priority areas provided the planning is careful and the usage does not interfere with existing or potential port-related uses. The terminal parking lots and passenger waiting canopy would be partially within the BCDC 100-foot shoreline band from MHHW as shown on FigureFigureFigureFigure 6666. The site is in close proximity to adjacent sensitive habitat areas (Greco Island and the Bair Island Ecological Reserve) that carry BCDC Priority Use designation as Tidal Marsh/Wildlife Refuge. BCDC review would consider impacts to biological resources (wetlands, adjacent sensitive habitat, and sensitive species), water quality/dredging, noise and air quality, lighting, coastal protection, sea level rise, and public access.

The San Francisco Bay Trail runs along Seaport Blvd and across the Pacific Shores property before ending at Westpoint Slough as shown in Figure Figure Figure Figure 6666. The Bay Trail Plan does not identify existing or planned Bay Trail facilities near the preferred site. It is anticipated that waterfront public access would likely be extended to the site to mitigate for impacts from new terminal construction. Figure Figure Figure Figure 8888 shows a potential new pedestrian trail segment along Westpoint Slough from the existing trail on the Pacific Shores property. An existing dirt road crossing over the existing drainage ditch (see Figure 4Figure 4Figure 4Figure 4) would be utilized to connect the new trail segment to the terminal. The new trail segment would be designed according to Bay Trail standards and would be designed to accommodate both ferry passenger and trail user needs. DRAFT

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Figure Figure Figure Figure 6666 – BCDC Bay Plan Priority Use Designations

Site AccessSite AccessSite AccessSite Access

Access to the site is gained by travelling approximately three miles from downtown Redwood City, crossing Bayshore Freeway, and then travelling down Seaport Blvd (see Figure 1Figure 1Figure 1Figure 1). As Seaport Blvd. approaches the port terminals, which are located on the west side of the road, an access road (City ROW) splits off to the west. This access road is used primarily for the port’s heavy industrial traffic. The east portion of the road continues to Pacific Shores and is used primarily by passenger vehicles. Access to the Pacific Shores properties is provided by a private loop road. The northwest corner of the loop contains an access point to the potential terminal property. The preferred access to the site would likely be provided via the Pacific Shores loop road. See FFFFigures 2igures 2igures 2igures 2 and and and and 3333 for reference.

� The most significant design constraint is the requirement to obtain appropriate access agreements to allow use of the private road on the Pacific Shores property. Discussions with Starwood (owner of Pacific Shores) should be initiated in later phases of site design to understand right of use issues/easements and confirm the feasibility of using this road.

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� Another constraint of the terminal location is the distance to downtown Redwood City and existing residential and commercial uses that would be supportive of a new ferry service. In addition, the existing Caltrain station located in downtown Redwood City (see Figure 1Figure 1Figure 1Figure 1) provides a competitive service to and from San Francisco. However, the City of Redwood City General Plan mentions expanding shuttle service and building a possible future streetcar link from downtown to the ferry terminal.

� A narrow stretch of land owned by RMC/Pacific Materials (CEMEX) is located east of the terminal site and existing drainage ditch as shown in Figures 3 and 4Figures 3 and 4Figures 3 and 4Figures 3 and 4. A rail line runs through the property, but it is understood trains would rarely block access to the terminal location during anticipated times of ferry service. This rail line is part of a spur line serving the port, and according to the Port of Redwood City 2001 Mitigated Negative Declaration Report for RMC Pacific Materials, the line historically runs only one train per day between the hours of 1:00 AM and 6:00 AM.

Inventory of Existing UtilitiesInventory of Existing UtilitiesInventory of Existing UtilitiesInventory of Existing Utilities for Fu for Fu for Fu for Future Serviceture Serviceture Serviceture Service

Based on review of documentation associated with adjacent properties and City of Redwood City GIS records, the following information was determined about the existing utilities (see Figure 4Figure 4Figure 4Figure 4) that would serve the terminal (purveyor shown in parentheses):

� Water (Redwood City) – The terminal is not anticipated to include a public restroom. Irrigation for landscaping on the site may be required. A 6” irrigation line is located on the adjacent Pacific Shores property and may be a possible connection for the terminal site. It is also understood that the adjacent CEMEX property utilizes a recycled water system.

� Fire Protection (Redwood City) – The Pacific Shores property adjacent to the site is served by a 12” water line with hydrants throughout the site. One option for serving the future terminal would be to obtain an easement to tap into the existing 12” City water line. This would require approximately 900 LF of new pipe. Hydrant tests obtained from hydrants located on the Pacific Shores property show a static pressure of 47 psi and approximately 2000 gpm of flow at a residual pressure of 35 psi. Without more detailed analysis, we cannot conclude that there is adequate pressure to serve the site. As a possible alternative, saltwater from the adjacent waterway may be pumped upland for fire protection via a dry hydrant and in-water intake. The water could be drawn using a booster pump or pumper trucks connected to the dry hydrant. The feasibility of these options for providing fire protection to the ferry terminal would require further study in subsequent design.

� Sewer (Redwood City) – Sewer lines are recorded in the GIS data obtained for the surrounding area. The closest known sewer lines are located on the Pacific Shores property or along the northern edge of the parcel to the south of the CEMEX property. The capacity, sizes, and elevations of the lines are undetermined, and due to the distance from the site it is presumed that a force main and booster pump would be required to connect to either of these existing lines. If the terminal requires a sanitary sewer connection, this would require significant piping (approximately 1,000 to 2,000 LF depending on connection location) and the added cost of pumping infrastructure. Further study would be required to determine the feasibility of providing a new sewer connection to the site.

� Gas and Electric (PG&E) – The Port of Redwood City recently constructed electric, lighting and fiber optic extensions to the preferred site for security purposes, which provided minimal electrical service to the site, but would likely not be adequate for a new ferry terminal service. It is unknown if any gas service to the site exists.

� Drainage – The site has little or no drainage infrastructure. There is an existing drainage ditch along the eastern boundary of the property; however, its designation is unknown. Runoff into the ditch is believed to be from Seaport Blvd. and adjacent Port properties.

Other site utilities that require further consideration include stormwater quality/conveyance and lighting.

Flood StatusFlood StatusFlood StatusFlood Status

A review of FEMA flood maps revealed that the subject property is shown within a corporate limits area and has not been designated. A review of surrounding properties showed that a Letter of Map Revision (LOMR) based on fill was filed for lots 1 – 11 on the Pacific Shores property. The LOMR determined that these lots were outside of the 100-year flood plain. In addition, FEMA flood plain maps show that a majority of the port property to the south is within the 100-year flood plain area. Given these varying designations, it is difficult to draw any conclusions about the subject property based on the surrounding properties.

According to the Pacific Shores LOMR, the FEMA 100-year flood plain elevation is at 7’ NGVD ’29 (approximately 11.13’ MLLW). A portion of the subject property is at or below this elevation and may be considered to fall within the 100-year flood plain. However, since the terminal would not include any significant structures (only a canopy and maintenance/computer closets), the potential flooding is not anticipated to be a significant site development constraint.

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Fill could be imported to raise grades of the terminal and parking areas above the flood plain elevation if required. This would be considered further in conjunction with the effects of sea level rise during later phases of terminal design.

GeotechnicalGeotechnicalGeotechnicalGeotechnical

No geotechnical reports were found for the specific site area. The soil conditions in the area are generally anticipated to be finer sediments over Bay Mud (with stiff clays and dense sands below at greater depths). Pile to hold the float and support the fixed pier will likely be longer and heavier than normal due to these weak soils. Future geotechnical explorations would be required to perform more detailed site geotechnical design required for marine structures and dredging.

EXISTING BATHYMETRY

Limited bathymetry was available for Westpoint Slough prior to this study. Bathymetric survey of this area was critical both to start more detailed coastal engineering analysis and to determine planning level dredge volumes, which accounts for one of the most significant and variable capital construction costs for these terminal projects.

A bathymetric survey of this area was performed by Lee Incorporated in spring 2011, under direction from KPFF. The bathymetric survey shows that Westpoint Slough is much shallower than Redwood Creek with maximum depths reaching to approximately -8’ to -14’ MLLW in a naturally occurring channel, but is particularly shallow where the two waterways meet as shown in Figure Figure Figure Figure 7777. Survey data shows bottom elevations as shallow as -1’ MLLW along the sides of Westpoint Slough. Redwood Creek is a federally maintained shipping channel that is dredged approximately every three years. The bathymetric survey shows the typical depth of Redwood Creek to be approximately -30’ MLLW.

Figure Figure Figure Figure 7777 – Existing Bathymetry

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PRELIMINARY COASTAL EVALUATION

Critical coastal engineering concerns for typical ferry terminal sites include wind/wave conditions and potential dredge requirements due to existing bathymetry/sedimentation issues. Coast & Harbor Engineering (CHE) performed a preliminary site-specific coastal analysis for the terminal berth located along Westpoint Slough under direction from KPFF. See attached Draft Coastal Memorandum dated Draft Coastal Memorandum dated Draft Coastal Memorandum dated Draft Coastal Memorandum dated 12/29/201112/29/201112/29/201112/29/2011 for further details of the existing coastal conditions for the terminal site. This memorandum includes a summary wave model of the project area, evaluation of wave heights at the terminal based on long-term wind data, preliminary evaluations of sedimentation rates, and shoreline protection and dredging requirements.

A particular berth orientation was selected for the conceptual design for this Site Feasibility Report based on the angular orientation of the naturally occurring deeper channel within Westpoint Slough. The following is a summary of preliminary results from the site-specific coastal engineering study performed by CHE.

� Planning level conceptualPlanning level conceptualPlanning level conceptualPlanning level conceptual nnnnavigation channel, turning basin and berthing areaavigation channel, turning basin and berthing areaavigation channel, turning basin and berthing areaavigation channel, turning basin and berthing area dimensions were modeled using vessel simulation. The recommended berth area has a depth of -12’ MLLW, with the main approach channel having a depth of -10’ MLLW as shown in Figure 9Figure 9Figure 9Figure 9. Preliminary conceptual recommended dredging depths for the berth and approach channels included a 1 foot advanced maintenance dredge allowance.

� Extreme Water LevelsExtreme Water LevelsExtreme Water LevelsExtreme Water Levels – MHHW is 8.22 feet MLLW based on tidal information from the Redwood City Station located approximately 1 mile south along Redwood Creek, which is the closest NOAA tidal gauge. Extreme water levels are influenced by tides, river discharge and winds, with historical extreme high water data for the adjacent area (based on data from Redwood City) recorded as +10.85 feet MLLW. Improvements needed to account for sea level rise would likely include the current projections by BCDC of 16 inches by 2050. This would need to be considered further during subsequent site design and may require additional import fill to raise the terminal above future predicted high water levels. Predicted sea level rise would also influence the elevation of the fixed pier structure located at the shoreline to support the gangway.

� Wave ProtectionWave ProtectionWave ProtectionWave Protection – A wind and wave analysis demonstrated that at the terminal site, the occurrence of wave heights greater than 0.5 feet is negligible (<0.1%). Based on this extremely low frequency of occurrence, wave protection is not recommended from an operations perspective. 50-year return period significant wave heights were less than 1 foot.

� Shoreline protectionShoreline protectionShoreline protectionShoreline protection may be required along the shoreline slope (shown in Figure 10Figure 10Figure 10Figure 10) near the terminal to protect against degradation from ferry propwash and vessel wakes. Two potential options for embankment stabilization include a bioengineered hybrid stabilization solution or a rock revetment. Development of the shore protection conceptual design should be refined in subsequent phases of design.

� Sedimentation ratesSedimentation ratesSedimentation ratesSedimentation rates along the majority of Westpoint Slough are anecdotally found to be negligible due to observations in both the Slough and at the Westpoint Marina (located approximately 0.5 miles east of the site). Historical dredging and analysis of recent sedimentation rate data from Redwood Creek show that the sedimentation rate ranges from 0.3 to 1.7 ft per year. This estimation includes the junction between Redwood Creek and Westpoint Slough, therefore it is recommended for purposes of conceptual design that a maximum of 1.0 ft per year maintenance dredging should be assumed for the ferry terminal berthing and maneuvering areas. Annual or every 2 year maintenance dredging may be required. Additional advanced maintenance dredging near the outer entry channel of Westpoint Slough may allow a longer duration between maintenance dredging cycles. Further consideration of deeper advanced maintenance dredging versus frequency of subsequent maintenance dredging should be performed as the project design progresses. Since regular interval maintenance dredging is anticipated, further site specific study of predicted sedimentation rates is recommended. DRAFT

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Figure Figure Figure Figure 8888 – Preliminary Site Concept Plan – Redwood City Terminal

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SUMMARY OF PREFERRED SITE OPPORTUNITIES & CONSTRAINTS

Based on previous discussion of site conditions, Table 1 presents a summary of the opportunities and constraints that have been identified for the terminal location at the end of Seaport Blvd along Westpoint Slough.

Table 1. Table 1. Table 1. Table 1. General Opportunities and Constraints

Opportunities (Pros) Constraints (Cons) BCDC Priority Use Designation is Port, which does not conflict with proposed use

High Sedimentation = Frequent interval maintenance dredging

Preliminary study shows no breakwater required No existing parking lot or access roadway Relatively deep existing channel in Westpoint Slough, low initial dredging

Existing upland utility infrastructure not available on site (limited utilities on adjacent properties)

Upland site is development ready. Since existing use is for stockpiling of materials, there is little to no existing infrastructure onsite to demo, relocate or maintain.

Great Separation/Distance (approx 3 miles) from Downtown Redwood City & Existing Transit Connections

Shared Access with Adjacent Pacific Shores Center

The opportunities and constraints listed above are discussed below in more detail. Generally, the challenges of the constraints highlighted above cannot be mitigated by different site design alternatives. FFFFigure igure igure igure 8 8 8 8 shows a preliminary site concept including potential upland infrastructure. This figure illustrates the potential parking plan along with vehicular access, a potential turn-around/drop-off location, access through the Pacific Shores property, a covered terminal waiting area and potential fuel tank facilities.

OPTIMAL TERMINAL & BERTH ALTERNATIVE

Due to property ownership limits and surrounding sensitive habitat areas, potential alternative locations for the terminal berths is limited. Based on these constraints, the KPFF team initially focused on developing a few upland site alternatives for parking and other site improvements. Three upland layout options were presented to WETA and an optimal layout was selected, which focused on utilizing the land closest to Westpoint Slough, while maximizing continued use of the southern portion of the site to maintain existing stockpiling operations. Waterside improvements shown are based on avoiding adjacent sensitive habitat onsite and more detailed design to optimize the proposed location shown in the 2007 Moffat and Nichol Conceptual Ferry Terminal Study performed for the Port of Redwood City. Another design constraint is to provide limited increases in overwater coverage. Existing waterside pier infrastructure to be demolished cover approximately 10,400 SF of overwater area, while waterside improvements (fixed pier, gangway and float) cover approximately 6,800 SF of overwater area. Therefore, the improvements would have a net decrease in overwater coverage which should be beneficial for project permitting. The optimal site alternative is discussed in further detail in this section.

DredgingDredgingDredgingDredging

Since available geotechnical information on the sediment to be dredged is currently limited, we have assumed that the dredge cut slopes would need to be 3:1 or shallower. A range of dredge quantities has been provided to reflect the uncertainty of how this material with significant fines content might stand at the cut slopes. Based on site specific Coastal Report recommendations (and other similar WETA terminal projects), the dredge depth has been assumed to be -10 feet MLLW for the approach channel and turning basin (with the immediate berth area as -12 feet MLLW). The required dredging for the berthing, channel and turning basin to connect with Redwood Creek would be approximately 19,000–26,000 CY, including a one-foot allowance for advanced maintenance dredging. No allowance for overdredge was included in these quantities, but some could be covered within the range set aside for uncertainty in cut slope geometry. Figure Figure Figure Figure 9999 shows the preliminary conceptual channel dredge design for the preferred berth location. Future sediment characterization would be required to confirm suitability for open-water dredge disposal.

We understand that the Port had preliminary discussions with USACE regarding addition of the ferry access channel in Westpoint Slough as part of the Navigation Channel Declaration for Redwood Creek. This option could be investigated further and would result in efficiencies by combining required ferry maintenance dredging with ongoing maintenance dredging of the federal channel.

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Figure Figure Figure Figure 9999 – Preliminary Conceptual Dredge Channel and Ferry Turning Movements

Berth Alignment Berth Alignment Berth Alignment Berth Alignment

The optimal terminal includes a potential berth aligned slightly diagonal from the shoreline to provide for ease in turning movements for ferries as shown in Figure 9Figure 9Figure 9Figure 9. The standard WETA concrete float is shown connected to the upland portion of the site with a 92’ gangway and fixed pier. The ferry berth would be in an area where the existing mudline is at a depth of approximately 0’ MLLW at the toe of slope beneath the existing pier to be demolished. The proposed dredge slope is shown at a 3:1 slope, providing a less steep slope than the existing slope of approximately 2.5:1 as shown in Figure Figure Figure Figure 10101010. The berth was located far enough away from the shoreline to avoid undermining the existing toe of slope. More detailed geotechnical and coastal analysis are needed to confirm this preliminary slope and berth geometry.

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Figure Figure Figure Figure 10101010 –––– Preliminary Conceptual Berth, Dredging and Shoreline Cross-Section

Sensitive Areas and Slope ProtectionSensitive Areas and Slope ProtectionSensitive Areas and Slope ProtectionSensitive Areas and Slope Protection

There are several small jurisdictional and sensitive habitat-type wetlands onsite at the NW corner of the site and along the drainage ditch at the eastern portion of the property as shown in Figure Figure Figure Figure 4444. Development of avoidance and minimization measures and possible compensatory mitigation would need to be developed if it is determined that the wetlands contain sensitive species. Surrounding Bair and Greco Islands are also considered sensitive habitat areas, so disturbance and avoidance measures would likely need to be developed.

Upland ImprovementsUpland ImprovementsUpland ImprovementsUpland Improvements

Upland improvements would include parking lot and driveway/access paving, a covered waiting area, a pedestrian trail access connecting with the existing shoreline trail, and fueling tanks/infrastructure. Since the terminal would be an origin terminal with overnight berthing, an onsite building/shed for storage and other facilities would be required. The parking lot shown has approximately 250 parking stalls and utilizes an access road from the Pacific Shores property. The required parking supplied could be phased with a smaller initial footprint. In addition, the distance from the Downtown district illustrated in FFFFigure igure igure igure 1111, dictates that a shuttle bus or other connection to Downtown would need to be considered during subsequent phases of design. A bus stop/passenger drop off area is shown for this purpose. The waiting area/terminal shelter is located proximal to the drop-off area, terminal gangway and the pedestrian access trail. From a construction cost standpoint, it is preferable to locate this covered waiting area on land as shown on Figure Figure Figure Figure 8888. A similar queuing capacity could be provided on a larger pile-supported pier if site design dictated. These queuing and canopy concepts, including circulation between the parking lot, canopy and float (over a distance of more than 200 feet), can be further considered during subsequent phases of design.

The upland improvements would add approximately 110,000 SF of new and replaced impervious surface. It is anticipated that this would trigger a NPDES permit and require stormwater improvements including stormwater treatment infrastructure. A preliminary analysis shows that utilizing biofiltration swales (between rows of parking stalls) and infiltration for treatment, underground piping for collection and a new outfall to the existing drainage ditch as a possible alternative. Additional detail and feasibility for stormwater quality infrastructure for the paving would need to be considered in future design phases.

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FUTURE RECOMMENDED ANALYSIS AND DATA GAPS

WETA recently revised its ridership model to project ferry ridership to 2035. The ridership projections for a Redwood City service were substantially less than what was projected during the early planning for the regional ferry system completed in 2002. These results present challenges related to the financial viability of the project from both capital construction and operational cost perspectives. This ridership data coupled with the relative costs associated with dredging and coastal site conditions are two critical components necessary in helping WETA evaluate the project.

Future conceptual design for a potential Redwood City terminal would include a more detailed upland site design, production of a Draft Basis of Design and additional stakeholder outreach. Planning level construction cost estimates could be provided after more detailed site layout design is performed for marine structures and upland infrastructure to identify more accurate quantities. The scope and nature of site improvements, including architectural finishes are another factor that would need to be further defined to develop a more precise construction cost estimate.

Besides more detailed upland site and marine structural design, other items that may require greater future consideration include geotechnical explorations and recommendations, upland environmental soil contamination characterization, dredge sediment characterization for disposal, specific shore protection requirements, further evaluation of required permits (including appropriate jurisdictions), initiation of property use and access road negotiations, upland survey and initiation of environmental permitting.

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REFERENCES ABAG (Association of Bay Area Governments), 2005. The San Francisco Bay Trail Project Gap Analysis Study. August 2005. ARUP, 2002. Intermodal and Terminal Access Study Conceptual Transit Plans. June 2002. Certified/Earth Metrics, 1994. Draft Environmental Impact Report for the Pacific Shores Center. September 1994. CHS Consulting Group, 2007. Port of Redwood City Ferry Terminal Location Analysis, Environmental Assessment, & Conceptual Design. September 2007. Coast & Harbor Engineering, 2011. Draft Coastal Engineering Analysis and Concept Design WETA Redwood City Ferry Terminal, Redwood City, CA. December 2011. Moffatt & Nichol, 2007. Conceptual Design for the WTA Ferry Terminal at the Port of Redwood City. August 2007. City of Redwood City, 2010. Redwood City New General Plan. October 2010. Port of Redwood City, 2001. Mitigated Negative Declaration for RMC Pacific Materials Construction Materials Park. November 2001. WRA Environmental Consulting, 2007. Biological Resources Assessment Redwood City Ferry Terminal. June 2007.

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draft weta redwood city ferry site assessment report 2012

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