The Port of San Francisco is not just another port. It is where the City of San Francisco began, and, in reality, where California was born.
The Port of San Francisco is not just another port. It is where the City of San Francisco began, and, in reality, where California was born. In the year 1776, the very same year that the British colonies on the East Coast proclaimed their independence from England, a Spanish expedition established a military presence at the Presidio, near what the Spanish called la boca (the mouth). At the same time, in a more sheltered area, the expedition established a church dedicated to Saint Francis (and now known as Mission Dolores). Located between the military and the clergy was a cove called “Yerba Buena,” which grew into a small port, initially to provide provisions for the Spanish settlements. Little changed at Yerba Buena cove until the 1820s when California came under the control of an independent Mexico and the port began receiving trading ships and exchanging merchandise from the East Coast for local hides and tallow. The year 1846 was marked by the arrival of the U.S. Navy’s sloop-of-war Portsmouth at Yerba Buena Cove and the raising of the American flag. Before long, the name of the small port was changed to San Francisco, and la boca became the Golden Gate. The discovery of gold in 1848 dramatically changed the City and the port. A year later, more than 500 sailing ships carrying 40,000 passengers passed through the Golden Gate. The Bay became filled with sailing ships at anchor and piers were extended into the Bay, filling the original cove. Since the founding of the State of California, one year later in 1849, and for many years thereafter, San Francisco was California’s only commercial port and the state’s gateway to the outside world. Because of the port’s economic importance, the California Legislature took over, and, in 1863 established a Board of Harbor Commissioners to manage the port. By 1914, the board had spent more than $120 million on harbor improvements, including the construction of a seawall and finger piers into the Bay. The result is largely what we know today as the San Francisco Embarcadero. But, it was 1969 before the City of San Francisco regained control of its waterfront and established the Port of San Francisco as an integral part of the City and County of San Francisco. Today, Monique Moyer serves as San Francisco’s port director. “Our mission is maritime, public access, and environmental stewardship of the shoreline,” Moyer said. “Our vision is to maintain San Francisco’s fantastic piers on the Embarcadero, which served as the birthplace of the city. I really take pleasure in watching native San Franciscans and visitors enjoy the waterfront, which is a very precious gift that we all enjoy.” Moyer paused and added, “I am totally enamored by the port, in case you can’t tell!” As for the ferries, there are about 3.5 million passengers per year who ride the ferries from the six berths at the Ferry Building. The port derives user fees and lease income from these ferry operations, which basically cover operating costs. “But,” Moyer pointed out, “for the most part, ferry operations are something that the port subsidizes.” Parks & Development Projects “There is a lot going on at the port,” said Moyer, “especially with the recent passage of the $33.5 million bond measure for park improvements, which includes several parks on the port.” She pointed to the proposed Pier 43 Promenade at Fisherman’s Wharf and the Brannan Street Wharf Park at Pier 36, among parks and open-space projects stretching the entire length of the San Francisco waterfront. A second bond measure is expected to be put on the ballot to expand the program. Moyer also pointed to several major development projects underway at the port, including the relocation of the Exploratorium to Pier 15-17, which “is going to be a great place, not only for the science museum, currently located at the old Palace of Fine Arts in the Marina, but also for the port.” Earlier, the pier housed various shipping companies, and even served as a Port of Embarkation during World War II. Unfortunately, the piers are not in “super condition” and will require a substantial part of the estimated $175 million project cost for upgrading, according to Jonathan Stern, the port’s Deputy Director for Planning & Development. In addition to the Exploratorium, Seawall Lot 337 is a major redevelopment project on a 25-acre parcel of land located across the China Basin Channel from AT&T Park. This valuable site is owned by the port and leased to the Giants as a parking lot until 2009. It has been slated for redevelopment, with requests for qualifications sent to developers earlier this year. Two experienced teams—one organized by the Giants and one including the developers involved in the restoration of the Ferry Building—have been pre-qualified, and the development team will be selected by the port by the end of the year. Stern noted, “We are glad that we have two mixed-use proposals that include housing, office space, parking, retail, and more.” Cruise Ship Terminal Plans Cruise ship operations are an important segment of business for the port as well as the City of San Francisco. Gery Roybal, who manages the port’s cruise ship operations, points out that the port is holding steady on its cruise business, with about 60 ship calls per year. These ships carry a total of 180,000 inbound and outbound passengers who spend an estimated $60 million in the city’s hotels, restaurants, and shops. The present cruise ship terminal has long been inadequate for the modern cruise industry, a terminal capable of handling the largest ships afloat is vitally needed. That problem was highlighted early this year, when the Port of San Francisco was faced with docking the Queen Mary 2, the largest ship ever to sail into San Francisco Bay. The port’s Pier 35 cruise ship terminal was not long enough and had insufficient water depth to berth the ship. Nearby Pier 27, a newer finger pier that had been used by the U.S. Maritime Administration, was more suitable but needed some dredging. The choice was obvious, and the port quickly put a dredge to work. It’s clear that Pier 27, with its vast 120,000 square-foot shed, centrally located on the Embarcadero, would be ideal for San Francisco’s future cruise ship terminal. Several years ago, because of the importance of the cruise ship business, the port had grandiose plans for a large cruise ship terminal south of the Ferry Building at Piers 30-32. Included in the project were condominiums on the shore side of the Embarcadero that would provide funding for the project. The condos were built and sold, but—apparently because of rising costs for the conversion of Piers 30-32—the cruise ship terminal was never built. However, the port was left with funds from the sale of the land and the condos, and now those funds are expected to become available for developing Pier 27 into San Francisco’s new Cruise ship terminal. At the same time, it is expected that the port will continue using the present Pier 35 terminal for smaller cruise ships, because there are frequently two cruise ships in port. Expanding the Drydock Cruise ships, like all other ships, require periodic dry-docking. For some years, the Port of San Francisco has boasted the largest floating drydock on the West Coast of both Americas. But, as cruise ships have continued to increase in size, even that drydock is no longer capable of handling these so-called “post Panamax ships”—ships that are too wide and too long to pass through the present Panama Canal. In order for these ships to provide cruises to Alaska and Mexico, they absolutely must have a drydock on the coast that can service them. Thus, Princes Cruises joined with BAE, the operator of the shipyard, in a $5 million program to enlarge San Francisco’s floating drydock so that it can lift heavier and taller ships out of the water for maintenance work. That work is currently underway, and the first two cruise ships to use the expanded drydock are booked for this month. Large oil tankers carrying crude from Alaska will also make use of the expanded facility. Port director Moyer commented that the drydock expansion program “is the most important project that we have done for the maritime industry in a long time. We are really excited about the ability to continue to attract some of the largest ships afloat to our port.” Maritime Cargos And yes, in addition to all of the diverse activities going on at the Port of San Francisco, there are also maritime cargo operations taking place, largely on what is called the “Southern Waterfront.” This is where, at one time, containers were off-loaded. Some of the old container cranes still remain, but they haven’t moved a container in years. The problem then, as now, is the restrictive height of the railroad tunnels leading from the port southward along the Peninsula. But, according to Moyer, “While Richmond moves autos, Redwood City moves aggregates and bulk, and Oakland moves containers, we move a variety of bulk, break-bulk, and cargos that are vital to the construction trades.” The port’s new Maritime Marketing Manager, Jim Maloney, explained that Piers 92 and 94 are devoted to building materials, with two operating concrete batch plants, as well as facilities for handling imported aggregates from British Columbia amounting to 1.4 million metric tons in 2007. Some 450,000 tons of sand dredged from the Bay is also handled at these piers. This year, the new Illinois Street railroad bridge across Islais Creek will become operational, making it possible to provide direct on-dock rail service to Pier 80. Maloney stressed that “Our first priority is bringing in a new terminal operator at Pier 80,” and it appears that an operator is about to come on-board. According to Maloney, “The first big opportunity will be cargos that require direct discharge onto railroad cars,” including big project cargo such as wind turbines and brewery tanks, and so-called “break-bulk” cargos such as structural steel, coils, rebar, and steel plate. “We believe that there is a promising future for these niche cargos as well as some export cargos. We are targeting 200,000 tons in 2008.” There is a lot going on at the highly diversified Port of San Francisco. As Moyer pointed out, “The City started out with the Port, with the first commerce and the first houses on the piers. This is a city that is constantly able to reinvent itself and stay attractive, and we are very pleased to be a part of it.”
By Wes Starratt, PE
Published: August, 2008
In the year 1776, the very same year that the British colonies on the East Coast proclaimed their independence from England, a Spanish expedition established a military presence at the Presidio, near what the Spanish called la boca (the mouth). At the same time, in a more sheltered area, the expedition established a church dedicated to Saint Francis (and now known as Mission Dolores). Located between the military and the clergy was a cove called Yerba Buena, which grew into a small port, initially to provide provisions for the Spanish settlements.
Little changed at Yerba Buena cove until the 1820s when California came under the control of an independent Mexico and the port began receiving trading ships and exchanging merchandise from the East Coast for local hides and tallow. The year 1846 was marked by the arrival of the U.S. Navy’s sloop-of-war Portsmouth at Yerba Buena Cove and the raising of the American flag. Before long, the name of the small port was changed to San Francisco, and la boca became the Golden Gate.
The discovery of gold in 1848 dramatically changed the City and the port. A year later, more than 500 sailing ships carrying 40,000 passengers passed through the Golden Gate. The Bay became filled with sailing ships at anchor and piers were extended into the Bay, filling the original cove.
Since the founding of the State of California, one year later in 1849, and for many years thereafter, San Francisco was California’s only commercial port and the state’s gateway to the outside world. Because of the port’s economic importance, the California Legislature took over, and, in 1863 established a Board of Harbor Commissioners to manage the port. By 1914, the board had spent more than $120 million on harbor improvements, including the construction of a seawall and finger piers into the Bay. The result is largely what we know today as the San Francisco Embarcadero. But, it was 1969 before the City of San Francisco regained control of its waterfront and established the Port of San Francisco as an integral part of the City and County of San Francisco.
Today, Monique Moyer serves as San Francisco’s port director. Our mission is maritime, public access, and environmental stewardship of the shoreline, Moyer said. Our vision is to maintain San Francisco’s fantastic piers on the Embarcadero, which served as the birthplace of the city. I really take pleasure in watching native San Franciscans and visitors enjoy the waterfront, which is a very precious gift that we all enjoy. Moyer paused and added, I am totally enamored by the port, in case you can’t tell!
As for the ferries, there are about 3.5 million passengers per year who ride the ferries from the six berths at the Ferry Building. The port derives user fees and lease income from these ferry operations, which basically cover operating costs. But, Moyer pointed out, for the most part, ferry operations are something that the port subsidizes.
Parks & Development Projects
There is a lot going on at the port, said Moyer, especially with the recent passage of the $33.5 million bond measure for park improvements, which includes several parks on the port. She pointed to the proposed Pier 43 Promenade at Fisherman’s Wharf and the Brannan Street Wharf Park at Pier 36, among parks and open-space projects stretching the entire length of the San Francisco waterfront. A second bond measure is expected to be put on the ballot to expand the program.
Moyer also pointed to several major development projects underway at the port, including the relocation of the Exploratorium to Pier 15-17, which is going to be a great place, not only for the science museum, currently located at the old Palace of Fine Arts in the Marina, but also for the port. Earlier, the pier housed various shipping companies, and even served as a Port of Embarkation during World War II. Unfortunately, the piers are not in super condition and will require a substantial part of the estimated $175 million project cost for upgrading, according to Jonathan Stern, the port’s Deputy Director for Planning & Development.
In addition to the Exploratorium, Seawall Lot 337 is a major redevelopment project on a 25-acre parcel of land located across the China Basin Channel from AT&T Park. This valuable site is owned by the port and leased to the Giants as a parking lot until 2009. It has been slated for redevelopment, with requests for qualifications sent to developers earlier this year. Two experienced teams—one organized by the Giants and one including the developers involved in the restoration of the Ferry Building—have been pre-qualified, and the development team will be selected by the port by the end of the year. Stern noted, We are glad that we have two mixed-use proposals that include housing, office space, parking, retail, and more.
Cruise Ship Terminal Plans
Cruise ship operations are an important segment of business for the port as well as the City of San Francisco. Gery Roybal, who manages the port’s cruise ship operations, points out that the port is holding steady on its cruise business, with about 60 ship calls per year. These ships carry a total of 180,000 inbound and outbound passengers who spend an estimated $60 million in the city’s hotels, restaurants, and shops.
The present cruise ship terminal has long been inadequate for the modern cruise industry, a terminal capable of handling the largest ships afloat is vitally needed. That problem was highlighted early this year, when the Port of San Francisco was faced with docking the Queen Mary 2, the largest ship ever to sail into San Francisco Bay. The port’s Pier 35 cruise ship terminal was not long enough and had insufficient water depth to berth the ship. Nearby Pier 27, a newer finger pier that had been used by the U.S. Maritime Administration, was more suitable but needed some dredging. The choice was obvious, and the port quickly put a dredge to work. It’s clear that Pier 27, with its vast 120,000 square-foot shed, centrally located on the Embarcadero, would be ideal for San Francisco’s future cruise ship terminal.
Several years ago, because of the importance of the cruise ship business, the port had grandiose plans for a large cruise ship terminal south of the Ferry Building at Piers 30-32. Included in the project were condominiums on the shore side of the Embarcadero that would provide funding for the project. The condos were built and sold, but—apparently because of rising costs for the conversion of Piers 30-32—the cruise ship terminal was never built. However, the port was left with funds from the sale of the land and the condos, and now those funds are expected to become available for developing Pier 27 into San Francisco’s new Cruise ship terminal. At the same time, it is expected that the port will continue using the present Pier 35 terminal for smaller cruise ships, because there are frequently two cruise ships in port.
Expanding the Drydock
Cruise ships, like all other ships, require periodic dry-docking. For some years, the Port of San Francisco has boasted the largest floating drydock on the West Coast of both Americas. But, as cruise ships have continued to increase in size, even that drydock is no longer capable of handling these so-called post Panamax ships—ships that are too wide and too long to pass through the present Panama Canal. In order for these ships to provide cruises to Alaska and Mexico, they absolutely must have a drydock on the coast that can service them. Thus, Princes Cruises joined with BAE, the operator of the shipyard, in a $5 million program to enlarge San Francisco’s floating drydock so that it can lift heavier and taller ships out of the water for maintenance work. That work is currently underway, and the first two cruise ships to use the expanded drydock are booked for this month. Large oil tankers carrying crude from Alaska will also make use of the expanded facility. Port director Moyer commented that the drydock expansion program is the most important project that we have done for the maritime industry in a long time. We are really excited about the ability to continue to attract some of the largest ships afloat to our port.
Maritime Cargos
And yes, in addition to all of the diverse activities going on at the Port of San Francisco, there are also maritime cargo operations taking place, largely on what is called the Southern Waterfront. This is where, at one time, containers were off-loaded. Some of the old container cranes still remain, but they haven’t moved a container in years. The problem then, as now, is the restrictive height of the railroad tunnels leading from the port southward along the Peninsula. But, according to Moyer, While Richmond moves autos, Redwood City moves aggregates and bulk, and Oakland moves containers, we move a variety of bulk, break-bulk, and cargos that are vital to the construction trades.
The port’s new Maritime Marketing Manager, Jim Maloney, explained that Piers 92 and 94 are devoted to building materials, with two operating concrete batch plants, as well as facilities for handling imported aggregates from British Columbia amounting to 1.4 million metric tons in 2007. Some 450,000 tons of sand dredged from the Bay is also handled at these piers.
This year, the new Illinois Street railroad bridge across Islais Creek will become operational, making it possible to provide direct on-dock rail service to Pier 80. Maloney stressed that Our first priority is bringing in a new terminal operator at Pier 80, and it appears that an operator is about to come on-board. According to Maloney, The first big opportunity will be cargos that require direct discharge onto railroad cars, including big project cargo such as wind turbines and brewery tanks, and so-called break-bulk cargos such as structural steel, coils, rebar, and steel plate. We believe that there is a promising future for these niche cargos as well as some export cargos. We are targeting 200,000 tons in 2008.
There is a lot going on at the highly diversified Port of San Francisco. As Moyer pointed out, The City started out with the Port, with the first commerce and the first houses on the piers. This is a city that is constantly able to reinvent itself and stay attractive, and we are very pleased to be a part of it.
Cruise ships, like all other ships, require periodic dry-docking and San Francisco is poised to lead the way on the West Coast after recent expansions. Photo by Tom Paiva
