Introduction. Project Setting. Chapter 2 Project Description

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1 Chapter 2 Introduction WETA proposes to construct a Central Bay (proposed project) to serve as the central San Francisco Bay base for WETA s ferry fleet, Operations Control Center (OCC), and Emergency Operations Center (EOC). The proposed project would provide maintenance services such as fueling, engine oil changes, concession supply, and light repair work for WETA ferry boats operating in the central San Francisco Bay. In addition, the proposed project would be the location for operational activities of WETA, including day-to-day management and oversight of services, crew, and facilities. In the event of a regional disaster, the facility would also function as an emergency operations center, serving passengers and sustaining water transit service for emergency response and recovery. Project Setting The project site is located southeast of the intersection of West Hornet Avenue and Ferry Point Road near Pier 3 in the City of Alameda (Figure 2-1). The project site is within the Alameda Naval Air Station (NAS) Base Realignment and Closure (BRAC) area, now known as Alameda Point. The former Alameda NAS, which was closed in 1997, occupied roughly 1,700 acres of land and roughly 1,000 acres of water. The project site is owned by the City of Alameda and was leased to the United States Navy as part of the NAS. The proposed project site includes approximately 15,500 square feet (0.36 acre) of landside space and approximately one acre of waterside space in San Francisco Bay. The project site is designated as Mixed Use Planned Development District (MX) and is zoned General Industrial District (M-2) by the City of Alameda. A small-boat floating marina with a landside building for maintenance and a snack-bar was constructed on the site by the Navy in the mid-1950s. The facility was used to house and maintain small recreational boats for base residents. It was in operation until the base was closed and the small building was demolished a few years later. Portions of the marina are still in place. The landside portion of the project site is nearly flat, asphalt-paved, and crossed by a nonfunctioning railroad spur line. Elevation is approximately 6 to 10 feet above mean sea level (msl). The project site is bounded on the east by the San Francisco Bay Trail (Bay Trail) and an undeveloped park, and on the north by a paved open area and West Hornet Avenue (presently not a public right of way), which is defined by curbs and pavement stripes. Pier 3 lies to the west of the site along with the USS Hornet, a functioning museum and designated national historic landmark. The U.S Department of Transportation Maritime Administration (MARAD) leases the property west and north of the site, including a landside building and several piers from the Alameda Reuse and Redevelopment Authority (ARRA). A concrete seawall delineates the southern edge of the landside portion; the seawall is tilted and cracked, and riprap and broken concrete span the area between the seawall and the water. 2-1

2 San Francisco Bay Area Water Emergency Transportation Authority Chapter 2 The overwater coverage of the existing structures at the site is approximately 20,220 square feet. There are approximately 35 existing concrete piles in the water surrounded by debris and the deteriorated remains of the earlier floating marina mentioned above, all of which would be removed for the proposed construction. Project Components The proposed facilities, including construction limits are presented in Figure 2-2. Refer to Figures 2-3a through 2-3c for the layout and design of the proposed project. Figure 2-4 provides a conceptual rendering of the proposed project. The following sections provide a more detailed description of the proposed landside and waterside structures, and construction activities associated with the proposed project. Landside Facility The proposed landside building would be a four-story, approximately 25,000-square-foot structure designed to Essential Facilities Standards 1 (EFS) in accordance with the California Building Code (CBC). The landside building dimensions would be approximately 35 feet by 165 feet and would be about 75 feet tall (refer to Figure 2-5). The building would provide maintenance functions and storage for vessel spare parts, office and meeting space for WETA s OCC, EOC, crew facilities, and concession support. Figure 2-3b presents the layout of the landside maintenance and operations facility. WETA is exploring the use of sustainable building features such as energy-efficient lighting, bicycle parking, water-efficient plumbing and irrigation, a green roof for stormwater management, photovoltaics to generate solar energy, and the use of recycled and local materials. At a minimum, WETA will obtain Leadership in Energy and Environmental Design (LEED) certification at the minimum of Silver level. Gold or Platinum certification could be sought if further analysis proves these higher LEED certification levels feasible and economically viable for the project. An existing unimproved (on street) portion of the Bay Trail runs along the undeveloped park east of the project site and stops at West Hornet Avenue; the designated off-street portion of the Bay Trail connects directly north of the project site on Main Street (San Francisco Bay Trail 2010). In consultation with the San Francisco Bay Conservation and Development Commission (BCDC) and the City of Alameda, the project proposes to implement one, or a combination thereof, of the following three Bay Trail access improvement options to improve public access and recreational opportunities in and around Alameda Point: 1. Contribute funding to provide signage, striping, and plastic bollards to connect the existing Bay Trail to an interim trail around the secure MARAD facilities. 2. Establish a new Bay Trail overlook area that would include benches, a decorative fence, and landscaping at the southeast portion of the existing park. 3. Widen sidewalks on West Hornet Avenue (with landscaping) and provide an additional bike lane leading towards the current location of the USS Hornet. 1 The Uniform Building Code outlines specific building standards for facilities that provide emergency response services and must remain operational after a fire, flood, earthquake, hurricane or other disaster. 2-2

3 980 Port of Oakland 880 Oakland 580 Alameda Naval Complex Project Location Alameda San Francisco Bay 61 Graphics (8-10) tm Base map: Figure 2-1 Project Location

4 Ferry Point PROPOSED STAGING AREA W Hornet Ave. LIMITS OF MARINE CONSTRUCTION ALAMEDA POINT PIER DREDGE AREA TO -12 (MLLW) APPROXIMATE DREDGE LIMIT Graphics (3-8-11) tm Source: KPFF, Aerial image: Google Inc Google Earth Pro, Version 5.2. Mountain View, CA. Accessed: September 24, Feet Figure 2-2 Project Site

5 Graphics (8-10) Source: KPFF, Figure 2-3a Site Plan

6 Graphics (8-10) Source: KPFF, Figure 2-3b Upland Site Plan

7 Graphics (8-10) Source: KPFF, Figure 2-3c Float Utility Plan

8 Graphics (3-8-11) Sources: KPFF Consulting Engineers and ROMA Design Group, Oct Figure 2-4 WETA Alameda Maintenance Facility Rendering

9 Graphics\Projects\ IS MND (3-2011)JD Source: KPFF Consulting Engineers; ROMA Architecure and Urban Design. Figure 2.5 Building Cross Section

10 San Francisco Bay Area Water Emergency Transportation Authority Chapter 2 Marine Facility The proposed marine facility would have an overwater coverage of approximately 20,000 square feet (0.46 acre) and would provide berthing slips for up to 11 vessels, with limited berthing capacity for vessels in transit. The marine facility would include a fixed pier capable of servicing vessels (slip 10 in Figure 2-3a). The pier would be fitted with a crane capable of removing and replacing vessel engines. All the berthing slips would be supplied by fresh water, wash water, sanitary sewer, electricity, diesel fuel, fluids, waste pump-out, and fire suppression, in addition to supporting the loading and off-loading of supplies, sundries, and waste. Although no regular passenger loading is anticipated at this site, berths would be capable of loading and unloading passengers in the event of an emergency. The marine facility would also provide diver platforms for underwater inspections and an on-shore davit 2 with a 6,500-pound capacity. The davit hoist would require a 5- to 10- horsepower electric motor and would be intended for transfer of equipment between shore and water, movement of spill response equipment, and transfer of small boats to the water in an emergency. The vessel types held at the facility would include small crew boats, and ferries with propeller propulsion and 1,000- to 1,750-gallon fuel tanks on each side. The facility would typically operate from 5 a.m. to 11 p.m., with 80% utilization (i.e., 80% of the time, the vessels would be moored for servicing and layover). Berthing Floats The berthing facility would include a system of ramps and platforms to facilitate access between the gangway and the vessel doors and to allow access to the floating dock for line handling and servicing the vessel. The facility-wide deck elevation would be at a level that would allow direct access to the optimum number for boats serviced at the facility. To accommodate other boats that do not align with the deck elevation, adjustable portable platforms would be provided to allow access between shore and boat, and would be suitable for relocation as needed. The berthing floats would consist of compartmented concrete pontoons of approximately 125 feet by 8 feet. The float length was determined to be the minimum necessary for access to both the forward and aft loading doors, and for efficient service of the vessels. The berthing floats would include vertical strake 3 fenders and appropriate mooring fittings for safe docking and holding of the vessels. The floats would be outfitted with fire protection and life safety devices as required by the City of Alameda. All floats would have approximately 2 feet of freeboard and an elevated steel walkway at approximately 7 feet above waterline with a utility chase below the walkway. The head walk and finger floats would be approximately 8 feet wide. All systems would be modular and compatible with other WETA facilities (i.e., finger float connections, utility layout, material, sizes, etc.). Gangways The gangways connecting the fixed pier and shore to the berthing floats would be aluminum structures approximately 90 feet long by 8 feet wide, with a nonskid walking surface. Each gangway 2 A davit is a crane-like device used to suspend or lower equipment (e.g., workboats). 3 A strake is a single continuous line of planking or metal plating extending on a vessel s hull from stem to stern. 2-3

11 San Francisco Bay Area Water Emergency Transportation Authority Chapter 2 would have a maximum one vertical to eight horizontal (1V: 8H) slope over the majority of the tidal range in order to satisfy American Disability Act (ADA) rules for gangways. The pier apron would be supported on driven steel piles. The apron deck and substructure would be a combination of cast-in-place and precast concrete. Each gangway landing would be supported at the shoreline on pile. The gangway and the apron would be protected from accidental ferry impact by steel fender pile with protective wrapping (high density polyethylene [HDPE] or ultra high molecular weight [UHMW]) or plastic pipe pile approximately inches in diameter Fueling Facility The fuel storage facility would be contained below grade in vaults, approximately 5 18 feet from the shoreline. The facility would consist of up to four vaulted underground storage tanks (12,000 gallon tanks) with a combined capacity of up to 48,000 gallons. Multiple vaults and tanks are used to provide system redundancy and layout efficiency. The fuel tanks would be National Fire Protection Association (NFPA) approved and installed in buried concrete vaults that would be equipped with vapor and liquid detection systems as well as a fire suppression system. Systems would be provided to recover liquid from the vault. Utilities Water, sanitary sewer, and electrical public utility connections are available on West Hornet Avenue adjacent to the project site. Buried utility lines would pass underground through the site and would be suspended beneath the fixed concrete pier. Berthing floats would connect with shoreside utilities by flexible lines attached to the gangway. A pump on the float system would discharge sanitary sewer effluent from the floating system into the landside system. Stormwater Drainage An existing 12-inch concrete storm drain line crosses the east end of the site (running north to south) with an outfall in the rock slope at the south side of the site. This pipe collects stormwater from areas north of the site. A system of new onsite catch basins and pipes would collect site runoff and be connected to the existing 12-inch storm drain line. Site runoff would be treated by oil-water separators and treatment vaults (if needed) in accordance with applicable stormwater regulations before discharge from the site. Site Access WETA access to the project site would be provided by West Hornet Avenue. MARAD s long-term lease with ARRA indicates that MARAD has the option to build a warehouse on or adjacent to the Pier 3 property. Doing so could restrict access to the proposed project by eliminating the majority of West Hornet Avenue on the northern boundary of the site. However, the City of Alameda has indicated that it would obtain modifications to MARAD s fence lines and boundaries to allow WETA access to West Hornet Avenue along the full length of the northern boundary. Public access would be restricted; the site would be fully fenced (an 10-foot-tall chain link fence topped with two-strand barbed wire) with exception of a concrete wall on the west side of the site. The proposed fencing/concrete wall would be in compliance with U.S. Coast Guard (per the Vessel Security Plan required by Marine Transportation Security Act of 2002; 33 CFR 104) and WETA requirements. The 2-4

12 San Francisco Bay Area Water Emergency Transportation Authority Chapter 2 Vessel Security Plan requires security measures for employee access and for delivery of vessel stores and bunkers for facilities with boats certified for more than 150 passengers. During both construction and operation of the proposed project, all vessels would travel the same channel used by the MARAD fleet to access Alameda Point. The channel begins just west of the proposed WETA facility and proceeds approximately 1 mile northwest to San Francisco Bay. Project Construction Construction of the proposed project would require 50 to 100 workers for the duration of the project. At any given time, roughly 30 to 50 workers would be on the site. Parking for construction workers could be made available by the City on the adjacent parking lot northeast of the site. Landside Facility The major landside construction activities include site preparation, demolition, ground improvement, bulkhead construction, building construction, and utility installation. Construction equipment would include backhoes, excavators, haul trucks, track-mounted drilling rigs, concrete and gravel delivery trucks, a wheeled hydraulic crane, and delivery and support trucks. All equipment would be powered by diesel or gasoline. Excavation would be required to install the underground vaults and utilities. For the utilities, the landside excavation would range from 2,500 to 7,500 cubic yards (cy). Because of the historical uses of the site, a soil sampling program would be developed prior to construction. An appropriate disposal site for the excavated materials would be determined following the results of the soil sampling program. The southern edge of the landside area is bounded by a deteriorated concrete seawall, which would be replaced. Removal of the seawall would require a land-based backhoe with pneumatic hammer, and would generate approximately cy of concrete rubble. Removal would occur over 2 to 5 days and demolished concrete would require roughly truck loads to be hauled off for processing as recycled aggregate material. A concrete secant-pile wall would be constructed in place of the removed seawall. Details of the replacement wall would be determined after geotechnical explorations and analysis. The existing abandoned segment of railroad line that crosses the length of the site would also be removed during site development. The building, including all ramps and platforms, would be designed to conform to ADA standards. The proposed facility would be in compliance with WETA s own security requirements as well as security requirements established by the U.S. Coast Guard (CFR 33 Parts ) regarding vessel and terminal security regulations and guidance. Marine Facility The major waterside construction activities include dredging (refer to discussion below), marine pile installation, marine float installation, fixed pier construction, and marine utility and outfitting. The marine pile installation would require the use of a support and material barge, a barge-mounted pile driver, a support boat, and an occasional tug. The marine float installation would require work 2-5

13 San Francisco Bay Area Water Emergency Transportation Authority Chapter 2 boats, an occasional tug, support barges, and barge-mounted cranes. The fixed pier construction would require work boats, a support barge, a barge-mounted crane, a wheeled crane, and support and haul trucks. Marine utility and outfitting would require a wheeled crane and support trucks. Approximately 85 new piles, consisting of fixed pier supporting piles, guide piles at the floats, fender piles, freestanding dolphins, and piles supporting the shoreline fender panel would be driven in place by a diesel impact hammer with the exception of the plastic fender pile, which would be driven in place with a vibratory hammer. Required Dredging The proposed project would require dredging to the required navigable parameters (berthing area depth of 12 feet mean lower low water [MLLW]), resulting in approximately 26,000 cy of dredged material. Dredging equipment would likely include a diesel-powered clamshell (with 10 cy bucket), scow dump barge (2,500 cy capacity), tug boats (900 horsepower), and a survey boat. Because dredging and related pier removal could result in requirements for special handling of dredged material, a soil sampling program would be implemented prior to the start of construction. Sediment samples would be collected in accordance with the requirements of the United States Army Corps of Engineers (USACE) Dredged Materials Management Office (DMMO) prior to dredging. Prior to pier removal, a management plan would be prepared to ensure management of treated wood in accordance with the Department of Toxic Substances Control (DTSC) Treated Wood Waste guidance. Dredging disposal sites would likely be at one of two locations, depending on results of environmental sampling. The first site, San Francisco Deep-Ocean Disposal site (SF-DODS) is located 50 miles offshore from San Francisco Bay. Sailing distance from the project site to SF-DODS is approximately 80 miles one way. The second site, Hamilton Airfield Wetland Restoration Site (Hamilton) is a confined disposal facility and is open 24 hours from mid-july to late November. Sailing distance from the project site to Hamilton is 30 miles one way. Of the sediment to be dredged, roughly 87% and 13% of the total volume would be clay and silt, respectively. If the sampled dredged material does not meet SF-DODS or Hamilton standards, the dredged material would be trucked to a Class 3 landfill. Project Schedule Construction of the proposed project would require approximately 16 months with no nighttime construction necessary. Generally, site preparation, and ground improvements would occur over 44 days; construction of the building and installation of utilities would require 300 days; dredging and in-water work (including removal and installation of the bulkhead) would be completed in 59 days; and the overwater work would occur over 241 days. All construction dredging and other in-water work activities (i.e., pile driving) would occur between the period from July 31 to November 30. Operation and Maintenance On any given day (weekday or weekend), a maximum of 42 to 58 employees would be on the premises, including 5 maintenance crew members, 1 supervisor, 1 WETA manager, 1 concessionaire, 2 OCC staff, 8 EOC staff (during emergency), and between 24 to 40 crew members. 2-6

14 San Francisco Bay Area Water Emergency Transportation Authority Chapter 2 Utilities Potable water use during operation is expected to range between 100,000 and 200,000 gallons per week for boat resupply, for domestic use by onsite staff and crews, and to wash boats and equipment. The facility is expected to generate 75, ,000 gallons of wastewater per week. Trash and recyclables would be stored on the site and collected weekly. Electricity would be provided by Alameda Municipal Power. The connected load for the site would be approximately kilowatts. An emergency backup generator would be maintained on the site to support mission-critical equipment and life safety requirements in the event of an outage. The generator would be operated only during emergencies and during regular servicing. Lighting Lighting would be provided to cover deck areas, ramps, and platforms for line handling and maintenance. All lighting included as part of the proposed project would be at a baseline level suitable for general overall security and operations, with higher levels at site-specific task locations (loading areas, fuel connections, work sites, etc). Light levels would be provided in accordance with the latest version of the Illuminating Engineering Society of North America (IESNA) Lighting Handbook. Fuel Storage and Dispensing Fuel would be delivered to the site by commercial fuel delivery tanker trucks using public roads. Between 30,000 and 40,000 gallons of fuel from a local provider would be delivered every 14 to 21 days. Delivery trucks would require the full width of West Hornet Avenue to make the turn to and from the site. The site layout accommodates this maneuver. The site would be configured to allow fuel to be discharged to the onsite storage tanks by gravity flow in a secure and spill-contained area. The grating system and fuel supply would be weather protected by a sloped canopy or other rainfall isolating system. Fuel would be transferred via pumps, valves and pipes to a hose reel at the refueling berths to deliver fuel from the storage tank to the vessels. A horsepower electric pump operating 6 8 hours per day would power the fuel system. Between 1,000 and 2,000 gallons of lube oil would be delivered to the site monthly along with 5,000 gallons of urea. Waste oil would be collected monthly. A Spill Prevention, Control and Countermeasures (SPCC) Plan would be prepared to include restrictions and procedures for fuel storage location, fueling activities, and equipment maintenance for operations. Training and communication protocols would be outlined to facilitate the prevention, response, containment, and cleanup of spills. The SPCC Plan would also include measures for spill control, contaminant prevention, cleanup, wastewater management, and other foreseeable hazards. The SPCC Plan would be prepared and implemented as a condition of approval for the proposed project and would comply with all applicable local, state, and federal regulations for the storage and transfer of diesel fuel and other fuels and hazardous materials used at the facility. 2-7

15 San Francisco Bay Area Water Emergency Transportation Authority Chapter 2 Parking Off-site staff parking would be accommodated within walking distance of the facility subject to a formal lease agreement with the City of Alameda. A minimum of 2 spaces would be available on the site for delivery and occasional use. No shuttling would be required to transport employees to the facility. However, should the City of Alameda initiate development plans at Alameda Point, alternative sites for parking, as identified in the lease agreement between WETA and the City of Alameda, could require shuttling. Maintenance Dredging Maintenance dredging would be required with a frequency of once every 5 to 10 years. Dredging would necessitate the use of 3 4 barges, including one equipped with a crane/clamshell working one hour day. All maintenance dredging would occur between the period from July 31 to November 30. Clean dredged material would be disposed of at SF-DODS open water disposal site located about 80 miles from the facility. If the dredged material does not meet SF-DODS standards, the dredged material would be trucked to a Class 3 landfill. Required Permits and Approvals Table 2-1 provides a list of anticipated consultations or permits and the project activities subject to regulation. 2-8

16 San Francisco Bay Area Water Emergency Transportation Authority Chapter 2 Table 2-1. Anticipated Permitting Requirements Agency Type of Permit/Authority Subject Project Activity San Francisco Bay Conservation and Development Commission Administrative or Major Permit Development within 100 feet from the Bay shoreline and placement of fill within the Bay. Regional Water Quality Control Board, San Francisco Region Clean Water Act, Sec. 402 Clean Water Act, Sec. 401 Impacts on waters of the State and stormwater discharge during construction. U.S. Army Corps of Engineers Clean Water Act, Sec. 404 Letter of Permission or Individual Permit Rivers and Harbors Act, Sec. 10 U.S. Fish and Wildlife Service Marine Mammal Protection Act Fed. Endangered Species Act, Sec. 7 Discharge of dredged or fill material into wetlands or waters of the United States. Placement of structures in navigable waters. Potential impacts on federally listed species and marine mammals. National Marine Fisheries Service Fed. Endangered Species Act, Sec. 7 Magnuson-Stevens Fishery Conservation and Management Act Potential impacts on federally listed anadromous fish or marine species and essential fish habitat. State Historic Preservation Office National Historic Preservation Act, Sec. 106 Potential impacts on listed and/or eligible cultural resources. City of Alameda Use Permit Approval for short- and longterm use of the site. Public Involvement WETA will provide a Notice of Intent (NOI) to adopt the MND pursuant to State CEQA Guidelines Section and will circulate the MND for a 30-day public and agency review pursuant to State CEQA Guidelines Section 15105(b). After the close of the review period, public and agency comments will be evaluated to determine whether they raise any issues that would require substantial revisions and recirculation of the MND. 2-9