11 2 SITE ANALYSIS AND DESIGN CRITERIA
Conceptual Site Planning Study12131416161819212426PRELIMINARY DEVELOPMENT CRITERIAURBAN CONTEXTVIEWSITE GRADINGEXISTING STRUCTURESSTRUCTURAL AND SEISMIC CONSTRAINTSCRUISE INDUSTRY AND ACTIVITY OUTLOOKSCRUISE TERMINAL TRAFFIC DATACRUISE TERMINAL FACILITYOPEN SPACE112 SITE ANALYSIS AND DESIGN CRITERIA
The Northeast Wharf Plaza will beaccommodated and designed to maximize useby visitors and residents, provided that it doesnot interfere with cruise line operations.This cruise terminal project must meet currentindustry operational standards for one primaryberth for home port cruise terminal.The cruise terminal building must efficientlyaccommodate peak users.Pier 27 shed should be renovated to a world-classhome port cruise terminal, while not triggeringa seismic retrofit of the pier substructure. 12A new cruise terminal with an efficient vehicularcirculation area is the highest priority for theproject. While recreation facilities are needed in thearea, they are subordinate to the cruise terminaland open space requirements. Recreation usesmay be accommodated in the Pier 29 shed(although shed columns may restrict a fullrange of recreational activities). There may beavailable space for recreational uses within Pier27 and the valley area, provided that they donot interfere with cruise functions and securityrequirements.Pier 27 facilities should accommodate shareduse to generate revenue and provide acommunity benefit, provided that these uses donot interfere with cruise functions and securityrequirements. PRELIMINARY DEVELOPMENT CRITERIA2 site characteristics & constraintsP i e r 2 7 C r u i s e Te r m i n a l
marinawaterfrontpromenadeConceptual Site Planning StudyparkembarcaderoEXISTING OPEN SPACE TYPESAs a new node of activity, Pier 27 will need toprovide space for visitors, residents and cruise shipguests. It will also need to consider how to reducethe impact of vehicular traffic on the pedestrianexperience along The Embarcadero.Currently, Pier 27 sits in the middle of a long stretchof the waterfront promenade between two nodes.The site therefore presents a great opportunity tocreate a new focus of activity that would betterconnect nodes along The Embarcadero.The Embarcadero is a continuous 3-mile waterfrontpromenade, stretching from Pier 40 at the southto Pier 45 at the north. It links the AT&T Ballparkbaseball stadium, Ferry Building at Market Street,and Fisherman’s Wharf at Pier 39, along with severalother nodes of activities, making it an importantopen space network for the city of San Francisco.URBAN CONTEXT2 mile30 min25 minamphitheaternative grasspark1.5 mileplaza15 mindeckpark41promenade park1 miledeck20 min1.25plazamilemini45OPEN SPACES ALONG THE EMBARCADERO0.75 mile10 min395 min335park310.5 milepier0.75 mile361 mile1.25 mile403830282 mile1.75 mile1.5 mileball park entry marinamarinapark w/ sculpturefestival siterestaurant terrace30 min25 min20 minlawn park w/ sculpturekids arealawn15 minsculptureplaza w/ temppier10 min2300.25 mile1917159pierwater front27290.25 milesite331plaza / market place5 min330.5 mile132 site characteristics & constraintsBayBridge
14ALCATRAZANGEL ISLANDEXTENDED VIEW CORRIDORSCOIT TOWERPIER 274139YERBABUENABAYBRIDGETRANSAMERICA PYRAMIDTREASUREISLAND45WATER VIEW CORRIDORS ALONG EMBARCADEROBERKELEYPier 27 has outstanding visual access potential. Fromthe edge of the pier, one has a unique 180 degreeview of the Bay, including Alcatraz Island, AngelIsland, Yerba Buena Island, Treasure Island, andthe Bay Bridge. Towards the city, one can view CoitTower and the pyramidal Transamerica building,two major San Francisco landmarks, and potentiallyan open view of the downtown skylineViews along the Embarcadero occur occasionally,allowed by gaps between Pier buildings. These viewopportunities - to the Bay and to maritime activitiesare critical to creating a strong sense of place alongthe waterfront. New public access and open spacesshould include views to the Bay, maritime activities,and if feasible, the city. They should also includecontact with a pier edge, seawall edge, or otherwaterfront edge wherever feasible.Historically, views to the bay were blocked by thepier head buildings along The Embarcadero becauseof the maritime nature of the waterfront. Occasionalviews exists between pier buildings. The south endof pier 27 shed is proposed to be partially removedto create the open space providing opportunity toopen and frame the view to the bay.VIEWS2 site characteristics & constraints3533site331272931364038303028P i e r 2 7 C r u i s e Te r m i n a l2319117159BayBridge
Conceptual Site Planning Studytransamerica pyramidKEY VIEWS FROM THE SITEVIEWS FROM THE SITE45coit tower413933site3131Alcatraz 91alcatraz3Treasure IslandYerba Buena3028152 site characteristics & constraintsBayBridge
Pier 29 Beltline Office Annex, originally built in 1903next to Pier 3, was moved to its present location onThe Embarcadero between Pier 27 and Pier 29 in1918. This building is also designated as an historicresource and shall be retained on-site or possiblyrelocated to another location within the HistoricDistrict.The non-historic Pier 27 Annex building will likelybe demolished to allow for terminal operations andas required under the BCDC Special Area Plan.Likewise, temporary structures, such as TeatroZinzanni, will be relocated to allow for terminaloperations.Existing platforms at these two different elevationswere originally constructed in a way so that theywere directly tied to the pier substructure. Throughthe assessments of the existing substructure, it wasdetermined that it is not economically feasible tolower the elevations of these platforms withouttriggering a significant seismic upgrades.In order to resolve access and circulation problemsbetween these two elevations, transitional slopesand stairs shall be constructed on top of the lowerplatform. When a portion of Pier 27 is demolishedfor the Northeast Wharf Plaza, an open space designmust accommodate two different platform levels.16GRADE CHANGE ON SITEPier 29 maritime shed, built in 1915-18, is acontributing historic resource in the NationalRegister of Historic Places, therefore, modificationsto the structure must be minimized to maintain itshistorical value and integrity.The original construction of Pier 27 included aloading dock running along the western portion ofthe maritime shed creating a vertical difference ofapproximately 3.5 feet between the Pier 27 shed andthe valley area.SITE SECTION (PIER 27 AND THE “VALLEY” STRUCTURE)EXISTING STRUCTURESSITE GRADING2 site characteristics & constraintsPIER 29 INTERIORP i e r 2 7 C r u i s e Te r m i n a lPIER 29 HISTORIC PIER HEAD BUILDING
Conceptual Site Planning Study 2 58 27 2RAMP 0 15PIER 27ANNEXPIER 29 BELTLINEOFFICE ANNEXTEATRO ZINANNISITE GRADES AND EXISTING STRUCTURES 0 48MPRA 1 75WALL3.5 4 08 TOP OFGntioDEelevaAR ’CENGhiftAH s 0 42 1 75ESOPSL ADEM ROR GTF TOAPL WNDOPIER 27 4 08PIER 29RAMP 22 338817 1 1 7552 site characteristics & constraints
18The pier substructure decks will require additionalseismic upgrades if there is a change of use orsignificant new construction either on Pier 27 or Pier29, as per the 2008 Port Building code. Accordingly,the site planning team assumed renovation ofmost of the Pier 27 shed, with the addition of amezzanine space, and demolition of a portion ofThe Embarcadero end of the shed, to allow forthe Northeast Wharf Plaza. By carefully avoidingsignificant new construction and change of use onboth Pier 27 and 29, no seismic upgrade would betriggered, thereby reducing the overall project cost.All deck improvements must also comply withseismic and other requirements of the 2008 PortBuilding Code.Pier 27 substructure is in generally good condition,and no major repairs will be necessary. Pier 27 andPier 29 are structurally integrated and were built in1967, constructed with pile-stressed concrete pileswith concrete slab and aprons. Approximately 2.5 million of seismic upgrades for substructuredecks of Piers 27 and 29 were completed in 1995.The fender system at Pier 27 will need upgradeswithin the next five years. Pier 29 substructure deckrequires considerable amount of repair. The cost,roughly estimated by Winsler & Kelly to be about 7 million, needs to be determined after a moredetailed structural assessment.EXISTING STRUCTURE SECTIONSUBSTRUCTURE AND SEISMIC CONSTRAINTS2 site characteristics & constraintsP i e r 2 7 C r u i s e Te r m i n a l
Dry dock facilities at Pier 70 also make SanFrancisco a popular port where the ships can gothru repair while in the city.San Francisco currently functions as differenttype of ports through out the year, (home,transit, and turnaround). Primary cruisedestinations, originating from San Francisco,are Alaska and Mexico. The port also hostsnumerous transit calls that do not originate orend in San Francisco.Peak months are May, September, and October.There is no distinction between weekday andweekend levels of activity.Various types of cruises visit San Francisco, andhence the terminal requires flexibility:Home Port47%Transit Port35%Turnaround18% Conceptual Site Planning StudyAs cruise vacations become more popular,especially after 9/11, more cruise ships arecoming to San Francisco.1985 - 3,300 visitors2005 - 225,000 visitors and 81 calls2008 - Expected 180,000 visitors, 62 calls Key Points San Francisco is a popular destination for bothdomestic and international travelers.PROJECTIONSHISTORICAL TREND (Number of Calls)CRUISE ACTIVITY PROJECTIONS FOR ALL SF PORTSCRUISE INDUSTRY AND ACTIVITY OUTLOOKS192 site characteristics & constraints
HIGH GROWTH PROJECTIONNUMBER OF DAYS WITH SHIP IN BERTH20LOW GROWTH PROJECTIONPROJECTIONSCRUISE ACTIVITY PROJECTIONS FOR PRIMARY PORT (PIER 27)CRUISE INDUSTRY AND ACTIVITY OUTLOOKS2 site characteristics & constraintsWEEKLY TRENDMONTHLY TRENDP i e r 2 7 C r u i s e Te r m i n a l
Conceptual Site Planning StudyA primary cruise terminal operation will requirea significant amount of space to be used for theTraffic circulation into, out of, and within the sitewill be crucial to the efficient functioning of thecruise terminal. Pier 27 has a potentially largecirculation area in the valley to accommodatearriving and departing privately-owned vehicles(POVs), taxis, buses and provisioning trucks.Program requirements for trucks, buses, taxies,and passenger vehicles were estimated based onthe data presented in the table below for a 4,400passenger cruise ship. The requirements werepresented during Workshop Two, and the groupconcurred with the requirements. At any givenhour during the debark period, a vehicle circulationarea must be reserved and capable of handling 8 to12 semi-tractor trailers (it is noted that the City andCounty of San Francisco has restrictions for truckslonger than 65 feet in length in the city), and 6-9delivery trucks during a cruise call, assuming theaverage loading duration would be 60 minutes. Ifthe average duration is two hours, then the numberof truck loading spaces would double. There shouldalso be an area to accommodate 5-8 bus parkingspaces, assuming the average loading durationis 30 minutes, and 3-5 taxi loading and unloadingspaces, assuming an average 1.5 minute loadingtime. Demand is reduced during the embarkperiod. During the hours of debark and embarkoccurring simultaneously, there would be up to 680POV’s circulating the valley. This would require 17POV queuing spaces, with an approximately 1.5minute turnover rate. Using the valley area for thesevehicles would improve the efficiency of passengerembarkation and disembarkation, and reduce thelevel of traffic congestion on The Embarcaderowhen a cruise ship is in berth.circulation of privately owned vehicles (“POVs”),buses, taxis and provisioning supply trucks as wellas a dedicated queuing staging area for cruise shipprovisioning. For example, up to 500 pallets ofprovisions may be off-loaded and placed in a stagingarea before being loaded on to the cruise ship. Theplanning team acknowledged that the site planningeffort must accommodate each of these vehiculartypes, their respective circulation flows, and thetiming of their respective arrivals and departures.For example, for a cruise ship debarkation, mostsupply trucks may arrive from 5:00 a.m. to 10:00 am,while buses, taxis and POVs arrive approximatelybetween 8:00 a.m. to 11:00 am. During the hours ofdebarkation and embarkation of a 4,400 passengermega-cruise ship, there may be as many as 680 POVscirculating the valley. Avoiding conflict of theseflows is one of the most important circulation issuesto be considered in the site planning process.(Statistics provided by Lorenzo Looper and John Oldefendt from Metro Cruise Services)OFF-STREET PARKING INVENTORYHOURLY VEHICLE VOLUMES FOR 4,400 PASSENGER CRUISE SHIPCRUISE TERMINAL TRAFFIC DATA212 site characteristics & constraints
22In addition to critical programmatic criteria, theterminal has the important opportunity to createa positive response by those who use it and areimpacted by it. A cruise terminal is, by its nature,Additionally, the terminal building and site mustcomply with various security requirements. Thebuilding itself must comply with CBP regulations.The site would need to absorb the impacts of theCBP regulations, as well as adhering to standard Portand Coast Guard security measures. The waterfrontwould be subject to Coast Guard and vessel-relatedsecurity. All security measures would need to bescalable, relating not only to the facility and its site,but also to the local area. Security plans would alsoneed to respond to heightened or decreased threatlevels, while maintaining terminal operations.The terminal would have approximately 120,000square feet of first floor area, and an additional20 percent as a new mezzanine area for overheadembarkation/disembarkation, via at least one newpassenger gangway system. A baggage area needsto be at least 45,000 square feet, to allow for largevessels on longer itineraries to effectively scheduleguests’ debarkation. As a note, a larger baggagearea of up to 70,000 square feet has been discussedand could be accommodated, if required. Baggagecarousels are not preferred due to their size, cost, andmaintenance needs, and the terminal can operatewith greater flexibility and efficiency without them.Separate disembarkation and embarkation zonesare necessary and need to be arranged to minimizethe potential for mixing passengers, which wouldreduce effectiveness and potentially heightensecurity concerns. There should be sufficient spacefor up to 50 check-in counters in the embarkationarea.Arrangement of both the embarkation anddisembarkation spaces within the terminal canbe made in three basic ways. The first is thatthe embarkation spaces can organize primarilytoward the Embarcadero end of the building,closest to the pedestrian and vehicular entry tothe site. This promotes a clear sense of entryfrom the Embarcadero but does not necessarilycoordinate with vehicle drop-off and flow. Thea transient building and, as such, passengers willmake quick judgments about the quality of theirexperience as they move through the building.These judgments have the important value ofinfluencing passengers’ decision to return in thefuture, thus the long term viability of the terminal.The terminal has offers great view and connectionpotential, to both the City of San Francisco and itsremarkable waterfront. Cruise days and non-cruisedays have unique characteristics, with differentopportunities to promote those connections. Theterminal also has important relationships withthe site’s operational, vehicular, and open spaces.Each of these relationships is an opportunity for apositive long-term impact. The terminal programmust include all necessary program elementsconsistent with a full-service home port facility, fora design vessel with a capacity of approximately4500 passengers. This includes all embarkation,disembarkation, security, cruise line, crew andterminal operational spaces. To effectively servicethis size of vessel, the terminal must be designedfor pleasant, efficient, safe and secure movementof passengers and their belongings. At the sametime, the terminal must be arranged to maximizethe efficient and secure flow of goods and baggageto and from the vessel, and provide other vesselsupport services as required.TERMINAL BUILDING REQUIREMENTS2 site characteristics & constraintsP i e r 2 7 C r u i s e Te r m i n a lsecond way is for embarkation to be in the middle,with disembarkation spaces surrounding it. Thisachieves another recognizable building formwith a dominating embarkation entry, but createsinefficiencies with the layout of critical programspaces such as baggage lay-down. The third way isfor the embarkation spaces to be organized towardthe water-side of the site. This puts embarkationfurther from views from The Embarcadero, butcreates the potential for dramatic interior spaces,given the views out to the harbor.
EDEDConceptual Site Planning StudyEDDTERMINAL EMBARKATION / DISEMBARKATIONLAYOUT tyPort PoliceCrew SpaceStorageProvisionsM/W T.Bldg SystemsSub Total9900CBP PrimaryCruise Line Offices9000Embark Qeue450003150Embark/Debark PassageBaggage lay-down33750Embark W aiting/Check-in45001400Entry ScreeningCBP Secondary2250Total PAX4500Pre-Screen LobbyProgram 009900300003375140022501st 0045009900900031503375014002250add check60309030206505940049550Group Sum20106000101300000006000315030375002nd LevelSpace AllocationsGeneral Program Guidelines - 4500 PAXBerth 27Port of San Francisco2 site characteristics & constraints
24STORAGE(OB)PROVISIONS STORAGE(OA)CBP PRIMARY(DB)BAGGAGE LAY DOWN(DA)TERMINAL BUILDING PROGRAM ADJACENCIES: 1ST FLOORADJACENCY STUDIES2 site characteristics & constraintsCBP GBLDGOTHERDEBARKEMBARKP i e r 2 7 C r u i s e Te r m i n a lENTRYPRE-SCREENLOBBY(ED)WAITING / CHECK IN(EA)QEUE(EB)(OD)CREW SPACE(EE)(OF)PORT POLICE ENTRYSECURITY(OE)M / W T.(BB)BUILDING SYSTEMS(BA)TOMEZZANINELEVEL
Conceptual Site Planning StudyTO 1ST FLOOR(ON DEBARK)(BA)(BB)QEUE(EB)TO SHIPBUILDING SYSTEMSFROM SHIPTERMINAL BUILDING PROGRAM ADJACENCIES: MEZZANINEM / W T.ADJACENCY STUDIES(OB)STORAGEWAITING / CHECK IN(EA)PASSAGE(EC)FROM1ST FLOORBLDGOTHERDEBARKEMBARK252 site characteristics & constraints
26Since the program assumptions have changed, thesite planning team has evaluated (and will continueto) the Plan’s outline of the space, while respectingthe size and intent of the Northeast Wharf Plaza.The study looks at whether the configuration andorientation of an open space area should remain asshown in the Special Area Plan, or whether it shouldbe re-configured to accommodate the vehicularflows for cruise terminal operations and allow moreexpansive views of the Bay.The Special Area Plan specifically notes that“maritime activities and San Francisco’s historicpiers are intrinsically interesting, and providemuch of the character of the waterfront.” Further,the Plan argues that “public access, view sites, andrecreation areas are desirable additions to maritimedistricts, provided that they do not interfere withmaritime functions.”A new open space at Pier 27 was first envisionedby the Port Waterfront Land Use Plan, and the BayConservation and Development Commission’s(BCDC) Special Area Plan. The BCDC Plan calls fora new Northeast Wharf Plaza, an approximatelytwo-acre plaza that would function as a majorattraction for visitors and residents. To create thisplaza, the Plan calls for removal of approximately56,000 square feet of the Pier 27 shed and the Pier27 Annex building, while retaining or relocating thehistoric Pier 29 Beltline Office Annex. At the timethe Special Area Plan was adopted, BCDC and thePort anticipated construction of a major mixeduse, r
0.5 mile 0.25 mile 0.25 mile 0.5 mile 0.75 mile 1 mile 1.25 mile 1.5 mile 2 mile 1 mile 1.25 mile 1.5 mile 1.75 mile 2 mile 5 min 5 min 10 min 1 0 m in 1 5 m in 1 5 min 2 0 m i n 20 mi n 30 mi n 30 m in 2 5 min 2 5 min 29 313 33 353 39 4 1 45 27 si t e 23 0 19 17 15 9 3 1 30 28 36 38 4 . TRANSAMERICA PYRAMID PIER 27. 15 Conceptual Site .
Site analysis is a sub-system within the design process, and the major factors in the design process also form the essence of site analysis and selection. Consequently, this research suggests that site analysis can be broken down into several interactive categories. The site analysis framework starts with the idea that a site analysis process .
5 County Complex Court. City . State . VA . ZIP Code : 22192-9200 . Site Telephone ( Site Fax ( ) Site Contact . . VA : ZIP Code . 22191-4256 : State . Site Telephone . 703-792-4900 . Site Fax ( ) Site Contact . . Prince William County Health District Woodbridge Clinic . Site Address . 40
Site name BelovED Community Charter School (Elementary School) Year site opened SY12-13 Grade level(s) served at this site in 2020-2021 K-8 Grade level(s) to be served at this site in 2021-2022 K-8 Site street address 508 (aka 530) Grand Street Site city Jersey City, NJ Site zip 07302 Site phone number 201-630-4700
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AT&T ADI and PNT site preparation guide -all offers Site Survey Site contact responsibilities Site contact responsibilities If in a multi-tenant building AT&T will reach out to your local site contact to schedule a site survey, if applicable Please provide the local customer site contact information: Name / Title Phone number / Email
agreement between the practicum site and the counseling program at the University of Arkansas. c) Site Profile (Appendix C). The site manager, or the practicum student working in conjunction with the site manager or site supervisor, must complete the Site Profile, which describes the types of counseling services offered at the site.
From Seismic Hazard Maps (MCE R) Site Effects Amplification Factors Function of Site Class Site Effects -General Procedure. 3/6/2018 10 Site Effects -Site Coefficients F a& F v From: International Building Code 2015 IBC 2015 Site Effects -Site Coefficients Hazard Maps give
Table 23 Site-specific values for the performance of remediation techniques appropriate to the Drigg site. 34 Table 24 Site-specific values for the costs of remediation techniques appropriate to the Drigg site. 35 Table 25 Site-specific values for the exposure times (restoration workers) of remediation techniques appropriate to the Drigg site. 36
