PB Terminal Design Guide

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WTA TEAM INTERNAL WORKING DRAFT

Draft Working Paper

Terminal Architecture and Engineering

Terminal Design Guidelines

Prepared by

Parsons Brinckerhoff

July 2002

Prepared for

Internal review by Haskell on 7/31/02

Designated WTA Team Reviewer: _______________Requested Review Deadline: ______/___/_____

The information contained in this working paper represents work in progress. TheWTAs final recommendations of ferry service expansion will reflect study in anumber of different technicalareas. Therefore, information in this report may

change depending on the results of the interrelated technical studies.

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Parsons Brinckerhoff

Water Transit Authority

Terminal Architectureand Engineering

Terminal Design Guidelines

Table of Contents

S.1/Design Guidelines SummaryGeneral .................................... 1A.1/Passenger WaitingType 1 ..................................................... 3A.2/Passenger WaitingType 2 ..................................................... 4B.1/Passenger OverflowType 1................................................... 5B.2/Passenger OverflowType 2................................................... 6C.1/Passenger ServicesTicket Vending Machines...................... 7C.2/Passenger SeriesNewspaper Vending Machines................. 8C.3/Passenger ServicesChange Machines ................................. 9C.4/Passenger ServicesATM Machines .................................... 10

D.1/Concession/ VendorGeneral ............................................... 11E.1/Staff FacilitiesStaff/ Security Office ..................................... 12E.2/Staff FacilitiesGeneral Storage ........................................... 13F.1/Restrooms with Janitors ClosetGeneral ............................. 14G.1/Maintenance/ OperationsStorage Room ............................ 15G.2/Maintenance/ OperationsMechanical/ Electrical Room ...... 16G.3/Maintenance/ OperationsTrash/ Recycling Room .............. 17G.4/Maintenance/ OperationsEmergency Generator ................ 18H.1/Information KioskKiosk Booth ............................................. 19I.1/Docking Float ModuleGeneral Description ........................... 20I.2/Docking Float ModuleDesign................................................ 22

I.3/Docking Float ModuleFloat Mooring System........................ 29I.4/Docking Float ModuleFendering........................................... 32I.5/Docking Float ModuleBrow Ramps ...................................... 35I.6/Docking Float ModuleFloat Operations ................................ 38J.1/Passenger Circulation & AccessBoarding Route................. 41J.2/Passenger Circulation & AccessDeparture Route ............... 43J.3/Passenger Circulation & AccessTransfer Span................... 44J.4/Passenger Circulation & AccessBus Platform ..................... 48J.5/Passenger Circulation and AccessPassenger Drop-off ....... 49J.7/Passenger Circulation and AccessVendor/Staff Parking ..... 51J.8/Passenger Circulation and AccessBicycle Storage ............. 52

K.1/Shoreline AccessPedestrian/ Bicycle Route ....................... 53K.2/Shoreline AccessViewpoints ............................................... 54L.1/UtilitiesGeneral.................................................................... 55M.1/Architectural CharacterGeneral .......................................... 56

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Terminal Architecture and Engineering Water Transit AuthorityGeneric Terminal Design Prototype

page 1

Activity/modulespace/component date

S.1/Design Guidelines SummaryGeneral July 2002

Introduction:

Design Guidelines: The scope of this document is to define the criteria andparameters for the elements in the Terminal Design Prototype. The documentfollows the sequence of the Terminal Design Prototype, and notes detailedand specific requirements for individual spaces and facilities, as well as otherinformation.

Objectives:

Organization: The purpose of the Terminal is the movement of people.Terminals should be planned with clarity of organization for the individualpassenger spaces. The sequence of spaces and the architectural treatment ofspaces should be designed with a simplicity that reinforces the recognition ofpathways, destinations, and functions in the terminals.

Character: Architectural factors such as volume, hierarchy, proportion,sequence, color, materials, lighting, and contrast should all be used in theTerminal designs. The designs will not be considered sufficient if they do notuse such factors to create a special environment. The WTA seeks specialdesign treatment for certain terminals.

Planning of Space: There are eight main aims in the planning of space in theTerminals:

Avoidance of congestion Resilience to surges in demand or ferry disruption Capacity for evacuation Links to transit transfer points Clarity of pathway and destination Architectural statement of civic purpose Hierarchy of function in spatial relationships Ability to accommodate future increases in passengers and facilities

Planning for Safety and Security:

The design of the terminal exit capacities and times for evacuation shall be inaccordance with NFPA 130 in those cases where there are conflicts betweenthe fire separations required by State and local Building Codes. Theseanalyses shall be complementary and used to form practical and suitablesafety policies with Building Officials.

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S.1/Design Guidelines SummaryGeneral July 2002

The Terminals shall comply with the Building Codes of the jurisdictions inwhich the stations are located. They shall also comply with the California

Building Code. All Terminal entrances must be lockable from inside and outside.

Passenger Circulation:

The objective of the circulation system is to provide the capacity to clear thefloat before the arrival of the next vessel, during normal peak operations.

A pedestrian flow diagram based on normal peak conditions shall bedeveloped to confirm directional flows and capacities of all circulationelements. The diagram shall be adequate to accommodate the peakconditions without waiting time at any circulation element. Since the diagramis directed toward normal operations, not emergency egress, a distribution

factor does not have to be applied to the ridership forecasts during the peakhour.

Benches and floor-mounted signs shall be kept clear of primary circulationroutes.

Backtracking shall be avoided and pedestrian cross flow throughout theterminal shall be maintained in a simple circulation pattern that minimizes thedistance between terminal elements. Signage, visual, and tactile cues shallbe incorporated.

Surge spaces are required where passengers change from one mode ofcirculation to another, or pass through obstacles, such as gates or doors.

An information and guidance system shall be provided with an emphasis onclarity for the needs of first time users and passengers with special needs.

Accessibility:

All facilities to be designed to meet American Disabilities Act (ADA) and theAccessibility Standards of the State of California.

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A.1/Passenger WaitingType 1 July 2002

Guidelines:

Finishes: Floors: High durability; non- slip; low maintenance;ceramic tile; clay tile.

Walls: Enclosed with full transparency; glass.

Ceilings: Suitable for semi-enclosed space; lowmaintenance.

Dimensions: 60 x 61; 3656 sq. ft.; length and width may vary. Height: Minimum ceiling height: 12 0. Enclosure Enclosed with natural ventilation, supplemented with

mechanical ventilation; full transparency for observationfor safety.

Lighting: Natural light where possible; 30 fc minimum. Special Equipment: Passenger turnstiles; bicycle turnstiles. HVAC: Provide natural ventilation. Air conditioning not

required provide for future a/c; radiant heating.Discussion:

Purpose: The purpose of the Type 1 Passenger Waiting Area is to accommodateone boatload with a capacity of 350 persons.

Controlled Access: As passengers enter the Waiting Area, they are counted by

an automatic turnstile. When the capacity of one boatload is attained, the gatesprevent further entry. After boarding, a deckhand adjusts the controls at the gatesto accommodate another boatload.

Security: A closed-circuit television system is required, since the stations are notstaffed at all times.

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A.2/Passenger WaitingType 2 July 2002

Guidelines:

Finishes: tile; claytile

Floors: High durability; non- slip; low maintenance;

ceramic.

Walls: Enclosed with full transparency; glass


Dimensions: 38-6 x 40-0; 1539 sq. ft.; length and width may vary. Height: Minimum ceiling height: 12 0. Enclosure: Enclosed with natural ventilation, supplemented with

mechanical ventilation; full transparency for observation

for safety. Lighting: Natural light where possible; 30 fc minimum. Special Equipment: Passenger turnstiles; bicycle turnstiles. HVAC: Air conditioning not required provide for future a/c;

radiant heating.Discussion:

Purpose: The purpose of the Type 2 Passenger Waiting Area is toaccommodate one boatload with a capacity of 149 persons.

Controlled Access: As passengers enter the Waiting Area, they are countedby an automatic turnstile. When the capacity of one boatload is attained, thegates prevent further entry. After boarding, a deckhand adjusts the controls atthe gates to accommodate another boatload.

Security: A closed-circuit television system is required, since the stations arenot staffed at all times.

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B.1/Passenger OverflowType 1 July 2002

Guidelines:


Walls: In locations where walls are required: Highdurability; low maintenance; ceramic tile; vitreouspanels; metal panels.

Ceilings: Exposed structural system, or suspendedpainted metal panels; low maintenance; eliminate ledgesin order to discourage roosting birds.

Dimensions: 1516 sq. ft. Height: Minimum ceiling height: 12 0. Enclosure Open at sides; rain protection of required area with a 45

rain angle; queuing from other items in the terminalshould not encroach on the required area; clear fields ofvision for observation for safety.

Lighting: Natural light where possible; 30 fc minimum. Special Equipment: None. HVAC: None; facilitate natural ventilation.

Discussion:

Purpose: The purpose of the Type 2 Passenger Overflow Area is toaccommodate one half of a 350 person boatload (175 persons).

Controlled Access: Direct entry from intermodal transfers, parking, andpedestrians.


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B.2/Passenger OverflowType 2 July 2002

Guidelines:


Walls: In locations where walls are required: Highdurability; low maintenance; ceramic tile; vitreouspanels; metal panels.

Ceilings: Exposed structural system, or suspendedpainted metal panels; low maintenance; eliminateledges in order to discourage roosting birds.

Dimensions: 732 sq. ft. Height: Minimum ceiling height: 12 0. Enclosure Open at sides; rain protection of required area with a

45 rain angle; queuing from other items in the terminal

should not encroach on the required area; clear fieldsof vision for observation for safety.

Lighting: Natural light where possible; 30 fc minimum. Special Equipment: None. HVAC: None; facilitate natural ventilation.

Discussion:

Purpose: The purpose of the Type 2 Passenger Overflow Area is toaccommodate one half of a 149 person boatload (75 persons).

Controlled Access: Direct entry from intermodal transfers, parking, andpedestrians.


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C.1/Passenger ServicesTicket Vending Machines July 2002

Guidelines:

Finishes: TVM: Stainless steel; painted metal. Dimensions: See sketch. Height: The head heights of the TVMs, Change Machines, and

Automatic Teller Machines shall be the same.

Enclosure: On Main Access and/ or Passenger Overflow; secureaccess to TVM for collection of money.

Lighting: 40 fc at TVM. Special Equipment: Three Ticket Vending Machines. HVAC: Same as Passenger Overflow.

Discussion:

All passenger services facilities shall be coordinated and clustered in a singlearea upon entry of passenger overflow area.

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C.2/Passenger SeriesNewspaper Vending Machines July 2002

Guidelines:

Finishes: Machines: Stainless steel; painted metal. Dimensions: See graphic above. Height: The head heights of the TVMs, Change Machines, and


Enclosure: On Main Access and/ or Passenger Overflow; secureaccess to TVM for collection of money.

Lighting: 40 fc at newspaper vending machines. Special Equipment: Two newspaper vending machines. HVAC: Same as Passenger Overflow.

Discussion:

Newspaper vending machines shall be identical and by one manufacturer andbuilt-in, not free standing.


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C.3/Passenger ServicesChange Machines July 2002

Guidelines:

Finishes: Change Machines: Stainless steel; painted metal. Dimensions: See sketch. Height: The head heights of the TVMs, Change Machines, and


Enclosure: On Main Access and/ or Passenger Overflow; secureaccess to Change Machine for collection of money.

Lighting: 40 fc at Change Machines. Special Equipment: Two Change Machines. HVAC: Same as Passenger Overflow.

Discussion:All passenger services facilities shall be coordinated and clustered in a singlearea upon entry of passenger overflow area.

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C.4/Passenger ServicesATM Machines July 2002

Guidelines:

Finishes: ATM: Stainless steel; painted metal. Dimensions: See sketch. Height: The head heights of the TVMs, Change Machines, and


Enclosure: On Main Access and/ or Passenger Overflow; secureaccess to ATM for collection of money.

Lighting: 40 fc at ATM. Special Equipment: One Automatic Teller Machine. HVAC: Same as Passenger Overflow.

Discussion:


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D.1/Concession/ VendorGeneral July 2002

Guidelines:


Walls: Adjacent to Public Areas: High durability; lowmaintenance; ceramic tile; vitreous panels; metalpanels.

Interior Walls: Gypsum Board with vinyl wall covering.

Ceilings: Suspended painted metal panels; low

maintenance; eliminate ledges in order to discourageroosting birds.

Dimensions: 150 sq. ft.; 10-0 x 15-0; dimensions may vary. Height: Minimum ceiling height: 9 0. Enclosure Separated from Passenger Waiting Area by a lockable

rolling overhead door with stainless steel finish.

Lighting: 40 fc minimum. Special Equipment: Utilities for cold water; separate electric panel; serving

counter, sewer connection. HVAC: Mechanical ventilation; radiant heat.

Discussion:

Provisions for grill-type cooking are not included. Such provisions, if desired byvendors, must meet local code requirements.

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E.1/Staff FacilitiesStaff/ Security Office July 2002

Guidelines:

Finishes: Floors: High durability; non- slip; low maintenance; vinylcomposition tile, or carpet.

Walls: Walls facing Public Areas: High durability; lowmaintenance; ceramic tile; vitreous panels; metal

panels.

Interior Walls: Gypsum Board with vinyl wall covering. Ceilings: Suspended gypsum board, painted. Dimensions: 150 sq. ft.; 10-0 x 15-0; dimensions may vary. Height: Minimum ceiling height: 9 0. Enclosure Door with full height 1-0 side light. Lighting: 40 fc minimum.

Special Equipment: Furnishings under a separate contract. HVAC: Mechanical ventilation; provisions for air conditioning in

the future; radiant heat.

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E.2/Staff FacilitiesGeneral Storage July 2002

Guidelines:

Finishes: Floors: Concrete, with hardener.Walls: Walls facing Public Areas: High durability; lowmaintenance; ceramic tile; vitreous panels; metal

panels.

Interior Walls: Gypsum board, painted.

Ceilings: Suspended gypsum board, painted.

Dimensions: 150 sq. ft.; 10-0 x 15-0; dimensions may vary. Height: Minimum ceiling height: 9 0. Enclosure Full secure enclosure. Lighting: 40 fc minimum. Special Equipment: Prefabricated metal shelving; 6 shelves x 28 linear feet. HVAC: Mechanical ventilation.

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F.1/Restrooms with Janitors ClosetGeneral July 2002

Guidelines:

Finishes: Floors: Ceramic tile.Walls: Walls facing Public Areas: High durability; lowmaintenance; ceramic tile; vitreous panels; metalpanels.

Interior Walls: Toilet Rooms: Ceramic tile; Janitors

Closet: Gypsum board, painted.

Ceilings: Toilet Rooms: Suspended metal panels;Janitors Closet: Gypsum board, painted.

Dimensions: 2 @ 561 sq. ft.; 22 x 25. Height: Minimum ceiling height: 9 0. Enclosure Doors to Public Areas. Lighting: 40 fc minimum. Special Equipment: Porcelain enamel toilet stalls, porcelain enamel urinal

screens, automatic cold water at lavs, mirrors, papertowels, waste receptacles, baby changing shelf,sanitary vending, sanitary disposal each wom. stall,toilet paper holders, toilet seat covers, hooks at all stalldoors, floor sink in Janitors Closet.

HVAC: Mechanical ventilation; radiant heat.

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G.1/Maintenance/ OperationsStorage Room July 2002

Guidelines:

Finishes: Floors: Concrete, with hardener. Walls: Adjacent to Public Areas: High durability; low

maintenance; ceramic tile; vitreous panels; metalpanels.

Interior Walls: Gypsum, painted. Ceilings: Suspended Gypsum Board, painted. Dimensions: 144 sq. ft.; 12 x 12. Height: Minimum ceiling height: 9 0. Enclosure Rolling overhead door at exterior service access. Lighting: 40 fc minimum. Special Equipment: Prefabricated metal shelving; 6 shelves x 28 linear feet. HVAC: Mechanical ventilation.

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Activity/modulespace/component Date

G.2/Maintenance/ OperationsMechanical/ Electrical Room July 2002

Guidelines:

Finishes: Floors: Concrete, with hardener.Walls: Walls facing Public Areas: High durability; lowmaintenance; ceramic tile; vitreous panels; metal

panels.

Interior Walls: Gypsum board, painted.

Ceilings: Suspended gypsum board, painted.

Dimensions: 144 sq. ft.; 12 x 12. Height: Minimum ceiling height: 9 0. Enclosure Rolling overhead door at exterior service access. Lighting: 40 fc minimum. Special Equipment: Mechanical and Electrical equipment for terminal. HVAC: Mechanical ventilation.

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G.3/Maintenance/ OperationsTrash/ Recycling Room July 2002

Guidelines:

Finishes: Floors: Concrete, with hardener.Walls: Walls facing Public Areas: High durability; low

maintenance; ceramic tile; vitreous panels; metalpanels.

Interior Walls: Gypsum, painted.

Ceilings: Suspended Gypsum Board, painted.

Dimensions: 144 sq. ft.; 12 x 12. Height: Minimum ceiling height: 9 0. Enclosure Rolling overhead door at exterior service access. Lighting: 40 fc minimum. Special Equipment: Utilities for cold water. HVAC: None.

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G.4/Maintenance/ OperationsEmergency Generator July 2002

Guidelines:

Finishes: Floors: Concrete, with hardener.Walls: Adjacent to Public Areas: High durability; lowmaintenance; ceramic tile; vitreous panels; metalpanels.

Interior Walls: Gypsum, painted.

Ceilings: Suspended Gypsum Board, painted.

Dimensions: 144 sq. ft.; 12 x 12. Height: Minimum ceiling height: 9 0. Enclosure Rolling overhead door at exterior service access. Lighting: 40 fc minimum. Special Equipment: Emergency generator with silencer to serve terminal. HVAC: Mechanical ventilation.

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H.1/Information KioskKiosk Booth July 2002

Guidelines:

Finishes: Floors: Same as Main Access and/ or PassengerOverflow.

Walls: None.

Ceilings: Same as Main Access and/ or PassengerOverflow.

Dimensions: 100 sq. ft.; 10 x 10 clear around kiosk. Height: Minimum ceiling height: 9 0; Same as Main Access

and/ or Passenger Overflow.

Enclosure None. Lighting: 40 fc minimum. Special Equipment: Four wall panels with bulletin boards behind glass,

painted steel frames; provision for variable messagesigns all four sides in the future.

HVAC: None.

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I.1/Docking Float ModuleGeneral Description July 2002

Guidelines:

Consider the system goal of loading and unloading a single bow-loadingvessel in 5 minutes.

Design storm conditions; storms of large magnitude and with infrequentoccurrence intervals, during which ferry service would not operate.

Operational conditions; including storm events that occur with greaterfrequency, and under which ferry service would continue to operate.

Locate where environmental damage will be avoided or minimized. Maintain shoreline access as much as is practical. Meet current and anticipated future safety requirements. Provide an emergency link for trans bay movement in the event of an

earthquake.

Meet current and anticipated future security requirements. Accommodate 149 and 350 passenger vessels. Provide a level platform that is ADA compliant in the public areas.

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I.1/Docking Float ModuleGeneral Description July 2002

Have both bow-loading and side-loading capabilities. Be able to interface with the vessels standardized (7 to 8) freeboard. Include provisions for sewage pump-out, potable water, shore power, float

lighting, security cameras, communications, power with an emergencygenerator, trash removal, and stores loading.

Discussion:

This module summarizes the design parameters and elements of the float. Themajor appurtenances of the float, including the fendering, bow ramp, and for andaft side loading ramps are also discussed.

The terminals will consist of vessel mooring facilities that float. This T-shapedfloating structure provides for loading/unloading of 149 and 350 passenger

vessels of either size on either side. The primary method of loading will be acrossthe bows of the new fast ferries. However, the T-shape allows for side loading andthus the accommodation of a number of the currently in-service high speedcatamarans. (A list of currently operating vessels and their freeboards isavailable.)

The docking float shall be covered and lighted and designed to protectpassengers from the elements.

The location, orientation, and design of the floats are dictated by a range of

operational, environmental, safety, and regulatory requirements as summarized inthe guidelines.

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I.2/Docking Float ModuleDesign July 2002

Guidelines:

Survive a 50 year storm event, in an exposed marine environment with nodamage to the facility (UBC wind design criteria).

Be useable during "normal" wind and wave events. Utilize the average height of the top ten percent of waves in a sea state (Corps

of Engineers Shore Protection Manual).

Float at extreme low tide. Consider the response of the proposed ferry vessels in a moored condition at

the float.

Consider the dynamic response of the floats under influence of the waveclimate.

Utilize the real wave climate in the San Francisco Bay.

Utilize the direct forces applied to the float by wave climate, ferry vessels,seismic disturbances, and wind.

Use a hydraulically moveable brows to connect the Docking Float to thevessel.

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Be moored using vertical piles founded in competent strata. Include a fendering system which allows for head-on push mooring and

cushioning to the vessel side.

Be a T shaped geometry. Accommodate both loading/unloading requirements of bow loading and side

loading vessels.

Accommodate the standardized on a freeboard height of between 7 and 8 .

Utilize a passenger deck set at an 8 foot freeboard. Be compartmentalized and able to be ballasted. Float is to be manufactured of prestressed concrete (Comply with PCI). The raised passenger deck to be built of lightweight concrete with interior

voids.

Provide man-ways and manholes for access to the interior spaces. Provide a continuous steel plate embedded along the edges on the finger float

to provide a base for mounting cleats in any location required. Provide similarplates embedded on the passenger deck (top of the float) on the head float tomount cleats and fendering hardware.

Perform hydrostatic and hydrodynamic analysis during float design. Check intact and damage stability and seakeeping properties. Provide for possible retrofitting in areas affected by spray by the attachment of

baffles bolted to the hull, spray shields added to the rails, or a combination ofthe two.

Development of constructible details in order to give the contractors maximumflexibility in selection of his construction means and methods.

Floats to meet a performance specification and are to be designed under adesign build specification. Relevant codes will apply to the specific type offloat considers.

The authorities listed below produce documents which are applicable for theprestressed concrete and/or a steel alternate float. Relevant publications areto be cited as applicable in design and specifications generation:

American Concrete Institute (ACI) American Society For Testing And Materials (ASTM)

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American Welding Society, Inc. (AWS) Precast/Prestressed Concrete Institute (PCI) American Bureau of Shipping (ABS) American Institute of Steel Construction (AISC) American Iron and Steel Institute (AISI) Steel Structures Painting Council (SSPC) Uniform Building Code (UBC) U.S. Army Corps of Engineers (ACE)

Discussion:

General

The floats shall be furnished complete with canopy, hinged transfer span, all fixedramps and moveable brow ramps, fenders, cleats and bitts, guide pile yokes,lighting, hydraulic systems, stairs and ladders, ring buoys, coating, fireextinguishers, guardrails, handrails, utilities and other appurtenances as will bespecified.

Wind and Wave Energy

Many of the proposed ferry terminal sites are exposed to significant wind andwave energy. The floating structures will need to respond to and/or resist theseenergies. The wave energy levels need to be addressed under two operationalconditions; design storm condition during which ferry service would not operateand operational conditions under which ferry service would continue to operate.

Thus, the generic float design must be checked for site specific conditions. Ananalysis to determine the response of the float to a range of weather conditionswill be required. This will demonstrate the floats ability to survive the designstorm and respond to common storms in a manner which will permit continuedoperation of the ferry service.

Relative Vessel and Boat Dynamic Response

The relative dynamic motion between the float and the ferry vessels has not andcan not be fully determined. This is due to the fact that 1) the exact float and boatdesigns are currently unknown and, 2) the lack of real information on the waveclimate throughout the San Francisco Bay. Further, it is not possible to design thefloat and the vessels so that their response is synchronized. Thus, the relativeresponse of the vessels at the float will be a matter for operational observation,

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and will ultimately require decision making by the vessel Master.

Wave Climate

Specific terminal sites are not known and thus the appropriate local wind andwave data are not available. However, once specific sites are established, adirect evaluation of the wave climate will be possible. Available and new datarecords at or near the selected sites will need to be analyzed and correlated. Thedatasets should be filtered for continuous wind events of a three to four hourduration, which is approximately the time necessary to generate fetch limitedwaves in the bay. The resulting datasets of wind events should then be sorted todetermine the maximum annual event and a statistical analysis performed togenerate mean recurrence interval (MRI) of wind events.

Float Design Criteria

The design waves for the sites are to be derived from San Francisco Bay Areawind data and estimated for the 50-year storm. This approach is consistent withthe UBC wind design criteria. The design should be based on the average heightof the top ten percent of waves in a sea state, as recommended in the Corps ofEngineers Shore Protection Manual.

Float Hulls

The float hulls currently used in the San Francisco Bay Area are all made fromsteel. Steel affords the following advantages:

Lower cost for unique or limited order quantities It is easier to modify (welding to the deck etc.) Conventional shipyard methods for construction and maintenance apply Damage to hulls easier to repair (than concrete) There is a local track record of steel unit already producedSurveys have been undertaken to determine the service performance of concretehulls, both nationally and internationally. In general, experience with concrete hullsis positive. Leakage problems were rare and none were reported for prestressedhulls. Most of the problems reported were with mooring systems or fenderinghardware - a common problem for both steel and concrete. Precast Concrete

hulls offer the following advantages: Lower unit cost of standardized float when order quantity reaches a critical

mass (approximately five or more units)

Several local precast manufacturing companies are ready and able to bid,build and launch the floats

Seakeeping behavior is enhanced

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Much less maintenance required Better corrosion performanceBased on the propensity of favorable advantages, the concrete hull has beendeemed as the WTA preferred but not mandated standard. This type of hull istherefore further emphasized herein.

Precast Concrete T-Floats

The T -Float concept was developed as a hybrid combining the geometry of therectangular floats - now in service - and the 'T' head - which was added when bowloading was incorporated into the program. A separate raised deck is added toaccommodate both loading/unloading requirements of bow loading and sideloading vessels. The main float deck is flat which allows for efficient prestressing.The float cells need to be made as uniform as possible in size to facilitaterepetition in both precast and cast-in-place construction. The head and fingerfloats are to be optionally connected at their intersection to allow for constructionin smaller facilities.

General Arrangement

The general arrangement of the proposed T-Float configuration is shown in thefigure above. The T-Float design has to be coordinated with the terminal design tomeet the operational and facilities requirements. The configuration shownpresumes that passenger wait in the terminal and not on the transfer span or onthe float. A separate over-the-water arrangement has been proposed for sites

with constricted landside space (i.e. the Downtown Ferry Building).

All of the new terminal floats share common characteristics at the vessel/floatinterface because they serve the same vessels. The existing facilities aredesigned to accommodate a variety of vessels with varying freeboard heights.The WTA has standardized on a freeboard height of between 7 and 8 feet(the design vessel freeboard will vary up to 9 inches when fully fueled and fullyloaded and running light and empty). The passenger deck is set at an 8 footfreeboard.

The float is to be prestressed in the long directions to resist bending due to

waves. (The head float is prestressed in its long direction as is the finger float.).The raised passenger walkways will be built of lightweight concrete with interiorvoids formed with polystyrene (or lost formwork can be used) leaving voids underthe deck. Man-ways and manholes will provide access to the interior spaces. Acontinuous steel plate will be embedded along the edges on the finger float toprovide a base for mounting cleats in any location required. Similar plates are tobe embedded on the main deck (top of the float) on the head float to mount cleats

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and fendering hardware.

Float Analyses

Hydrostatic and hydrodynamic analysis needs to be performed during floatdesign. Both intact and damage stability and seakeeping properties need to beevaluated for both the 50-year storm wave and the annual operating conditionstorm wave. Response to the operating wave must be satisfactory and showminimal response in pitch and roll.

Seakeeping

The seakeeping characteristics of the floats needs to be evaluated based on initialanalysis results of the operating storm wave criteria. This includes bothacceptable passenger perception of float response and the potential for spray

soaking the passengers on the raised deck.

The concrete floats, having ten to fifteen times the displacement of the designvessels, will be much more stable in a given sea state than the vessel berthedalongside. Thus, if the vessel motion is acceptable for passengers, the floatmotion will be less severe. Thus, the vessels, not the float, will determine whenservice will need to be suspended due to weather.

Wave Spray

Spray patterns are difficult to predict analytically. However, the design floatfreeboard is greater than the operating wave height. The concrete floats will be

floating on the bay rather than driving through it. This condition will minimize theinstances of actual overtopping. However, windblown spray could become aproblem. Typically, a vessel would be in the windward berth while passengersare loading. This will tend to shield passengers on the float superstructure andbow ramp. Should spray become a problem it is possible to retrofit the specificareas affected by the attachment of baffles bolted to the hull, spray shields addedto the rails, or a combination of the two.

Construction Considerations

There are limited dry-dock facilities currently operational in the San Francisco Bayand the Delta. The float contracts are not likely to be large enough to attract

national or international contractors. In order to maximize the number of bidders,the floats could be specified as design build in precast concrete with an alternateof steel - at the contractors' option. They should also be specified to be designedwith an optional construction joint between the head and finger floats.Development of constructible details should be focused on in order to allow thecontractors the maximum flexibility in selection of his construction means andmethods. This will help to attract competitive bids.

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The schedule for construction of the floats in a dry-dock is approximately six

months. Site specific pile driving restrictions need to be considered. This notwithstanding, the overall schedule, including site installation, is estimated at 10months.

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I.3/Docking Float ModuleFloat Mooring System July 2002

Guidelines:

Mooring system is driven vertical piles which allow the float to translate up-and-down with the tide.

Piles attached to the float through the pile collars which are integral with thestructure.

The piles must be relatively large in diameter. Piles are driven into the underlying dense sand. Piles to meet a performance specification and are to be designed under a

design build specification.

The preferred pile is steel (precast concrete is optional under design build). A Steel pipe pile specification will provide for the minimum requirements for the

procurement, fabrication, installation and inspection of all steel pipe pilesincluding anti-corrosion coating and cathodic protection systems and conehats.

Design shall comply with the latest edition of the applicable publications fromthe following agencies:

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American Petroleum Institute (API) American Institute of Steel Construction (AISC) American Welding Society (AWS) American Society for Testing and Materials (ASTM) A 36/A36M, Specifications for Structural Steel Military Specification MIL-A-18001 (Zinc Anodes) National Association of Corrosion Engineers (NACE) Steel Structures Painting Council (SSPC)

Geotechnical Investigation is required at each site. Design Build Specification will require that the following be addressed:

Steel Pipe Piles: Show all locations, markings, materials, sizes, and shapesand indicate all methods of connection, including shop weldingprocedures.

Field Splice Details: Show rollers, blocks, shims, etc. required to align pilesections when working flat. Show field weld preparation and alignmenttolerances for approval by the WTA

Pile handling procedure, lifting devices and rigging Pile driving procedure and template configuration Cathodic Protection System Cone Hat

A Pile Driving Criteria must be developed for the specific system.Discussion:

The San Francisco Bay is predominately shallow water over soft bay mud.Experience has shown that the most appropriate mooring system is driven verticalpiles. A preferred method of installing the piles is to use the float as a template.Thus the contractor prepositions the float and drives the piles through the pilecollars which are integral with the structure.

Vertical piles allow the float to translate up-and-down with the tide. In order toresist the berthing and seismic forces, the piles must be relatively large indiameter and driven into the underlying dense sand. The preferred pile is a steelpipe made from rolled welded plate. However, the piles can be made of steel orprecast concrete subject to subsequent analysis and performance specificationcompliance.

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The performance specification will be written based on preliminary engineering

results. The amount of allowable movement of the float will be a function of theinterface (transfer span) and the comfort of the passengers on the float.

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I.4/Docking Float ModuleFendering July 2002

Guidelines:

Bow fenders - shear and buckling column fender system. Corner fenders - shear fender system. Side fenders - V type fender system. Edge protective fenders - continuous square rubber fender. Corner protective fenders - foam filled floating donut fender supported on a

monopole.

Fendering system determined in a future design memorandum for a systemwide fendering system.

Specific vessel and operational information is required for fender design.Some of this information is listed in the Vessel Design Guidelines (for 350-passenger and 149-passenger vessels). The information need is summarizedbelow.

Type (catamaran). Weight

Gross tonnage (max/min) Deadweight tonnage (max/min)

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Displacement tonnage (max/min) Dimensions

Length (max/min) Width (max/min) Draft of the vessel (max/min) Face pressure Distance between berthing points and the vessels gravity center

measured along the face of the pier

Location of boarding doors Berthing conditions

Berthing velocity Berthing angle (degrees) Berthing method (1/4-point, other) Effective berthing energy Allowable hull pressure

Berth information Allowable reaction force Structure (structure and strength of the berthing facilities) Water depth Tidal level (H.W.L., L.W.L.) Note: datum is MLLW Wind velocity, wind direction Direction and velocity of currents Other required conditions; (i.e. required energy and reaction of fenders)

Discussion:The fendering system to be used on the floats will be as determined in a design

memorandum for a system wide fendering system. There are five different typesof fenders to be used. Possible types are described below but actual systems willbe determined during a preliminary engineering phase.

Bow Fenders

A shear and buckling column fender system will be used at the bow. This system

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provides a low deceleration rate for normal service and design landings. Thefenders will support a steel framed contact panel faced with timber and low

friction ultra-high molecular weight (UHMW) plastic. A steel backing structure tolink the shear and buckling columns into a coordinated unit will also provide amechanism for mounting to the float. A system of chains will be needed tosupports the steel framing and to resist vertical and horizontal friction forcesinduced by the vessel.

Each fender system is to be designed for 100 percent of the maximum impactenergy including hydrodynamic mass. A 10 percent energy reduction is applieddue to cushioning effects of water captured between the vessel and the float, buthas no reduction due to vessel rotation.

Corner Fenders

Shear fenders were selected for the comer fendering system. The shear fendersprovide sufficient softness for service and normal landings, and have sufficientenergy absorbing capacity for the maximum design energy. Fender panel contactsurfaces are faced with UHMW plastic.

Side Fenders

A V type fender system will be used for side fendering. The system requiresfacing with UHMW plastic similar to the bow fendering systems. The cellularfender system has a higher deceleration rate than a shear fender system, but therate is still within reasonable limits.

Edge Protective Fenders

A continuous square rubber fender will be mounted on the edge of the float. Thetop edge of this fender will have a non-skid surface.-The purpose of the squarefender is to protect the vessel from accidental direct contact on the edge of thefloat and to fill in the space between the edge of the float and the side fenderpanels.

Corner Protective Fenders

A foam filled floating donut fender supported on a monopole will be used for thecorner protective fendering system. The system is simple, relatively low cost, has

the ability to guide the vessel around the corner hazard, and has reasonableenergy absorbing ability. Typically the monopile will not be impacted directly bythe vessel and therefore provides the necessary means to deflect the vessel. If themonopile is directly impacted, the cantilevered pile will yield dramatically withoutseriously damaging the vessel. The significant deflection of the pile provides alarge margin of error in the fender design while minimizing the danger ofcatastrophic damage to the vessel.

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I.5/Docking Float ModuleBrow Ramps July 2002

Guidelines:

The following summarizes the design guidelines which will be used to developthe design criteria. Therefore this information is subject to change as thedesign is clarified.

Ramp Loading Requirements Uniform Live Load 4788 N/m2 (100 psf) Maximum design transverse wind speed [129 km/h (80 mph) to be

verified pending site selection]

Maximum operating wind speed [64 km/h ( 40 mph) to be verifiedpending site selection]

UBC Exposure D, Importance factor 1=1.0 Allowable Deck Loading Limits

Deck live load 4788 N/m2 (100 psf) Maximum service load (dead+live) 102.2 kN/m (7 kip/ft)

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Maximum point load 133.4 kN (30 kips) General Geometry

Bow Ramp width between handrails 3,659 mm (12 ft) Forward side ramp width between handrails 1,829 mm (6 ft) Aft side ramp width between handrails 1,369 mm (4.5 ft) Nominal Ramp/Bow overlap with ramp in horizontal position

915 mm (3 ft)

Minimum clearance between boat deck and ramp in stowed position,dynamic range of vessel 610 mm (2 ft)

Design Bow and Side Deck Freeboard Elevations (above MLLW) Maximum static 2,585 mm (8.5 ft) Minimum static 2,287 mm (7.5 ft) Maximum dynamic 2,744 mm (9 ft) Minimum dynamic 2,134 mm (7 ft)

Design Float Freeboard Elevations Float Head near Bow Ramp 2, 439 mm (8 ft) Transfer Span -Landing Zone 2,439 mm (8 ft)

Ramp Slopes (if any) Within static freeboard range per ADA +/- 1 ft (305 mm) outside static range per UBC (12.5%) max. Relevant ADA Requirements for ramp Maximum slope 1:12 (8.3%) Maximum rise 760 mm for any run Maximum Cross Slope 1 :50 (2% )

Operating speeds: Total to deploy 30 sec max. Ramp's tip speed during landing on deck 90 mm/sec max.

Emergency Ramp Lift

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Provide means of lifting the ramp in case of power failure or failure of theprime mover

Emergency lifting time 3 minutes Power Restriction: No power restriction. General Ramp Structural Design: General structural design shall conform to

AASHTO "Standard Specification for Highway Bridges.

General Electrical/Controls Design: The electrical control systems will bebased on AASHTO Standard Specifications for Movable Bridges and will besupplemented by NFPA 70 National Electric Code, NFPA 79 IndustrialMachinery Code, and ANSI C-2 National Electrical Safety Code.

Operator Control Interface: The Operator Control Station shall be able to beoperated by personnel on the deck of the ferry vessel. Push buttons will beused to activate all functions.

Discussion:

Bow Ramp

The Bow ramp is hydraulically raised and lowered and controlled by thepersonnel on the vessel. It is hinged on the float and lowered to the deck ofthe vessel. It is designed such that the hydraulic mechanism does not impedethe pitch of the vessel relative to the float.

Side Forward and Stern Ramps

There are two side-loading ramps on each side of the T-Float stem. Each sideof the stem will have a stern ramp and an intermediate or second stern ramp.The ramps will function as alternate ramps for Bow loading vessels and forloading/unloading of existing boats (that fall into the access range). The aftstern ramp is to be used for bicycle loading. These ramps will be hydraulicallyoperated and will have similar guidelines as the bow ramps. They will bedesigned such that the hydraulic mechanisms do not impede the pitch of thevessel relative to the float.

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I.6/Docking Float ModuleFloat Operations July 2002

Discussion:

General

This Section illustrates several options for passenger movements on the float and thetransfer span. The configuration of these elements both bow and side loadingvessels. Diversion gates on the float direct passengers to efficient movements to andfrom the vessels.

Single Boat, Bow Loading

This configuration allows loading and disembarking from the bow. Passengers flowfrom the Terminal Waiting Area on one side of the rail of the Transfer Span.Disembarking passengers flow in the opposite direction in an orderly fashion on theother side of the Transfer Span rail. Both passenger movements mingle at the T

section of the float, but cross traffic is minimized.

Single Boat, Side Loading

This configuration allows routes for loading and disembarkation to be strictly

segregated on either side of the rail at the middle of the Transfer Span and the Float.Diversion gates direct passenger movements to the correct sides of the Float. Thedirection of traffic at the vessel entries can be reversed, allowing a shorter travel pathto whichever passenger movement is greater.

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Single Boat, Bow and Side Loading

This configuration provides orderly passenger flow to and form both the bow andsides of the vessel. Diversion gates direct traffic to the correct side of the Float.

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Two Boats, Simultaneous Loading

When two vessel must use the Float simultaneously, passengers utilize only one sideof the Transfer Span and Float. Using this option in its most efficient manner requiresthat passengers disembark completely before passengers flow to the vessel from thePassenger Waiting Area.

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J.1/Passenger Circulation & AccessBoarding Route July 2002

Guidelines:

Finishes: Floors: Exterior flooring non-slip texture coatings.Interior flooring is noted in other Sections.Walls: Open at sides; stainless steel rails; structuralelements painted.


Dimensions: Width of Transfer Span 18 0; length is dependenton site and tide specific criteria. Widths of pedestrianpaths through other areas shall accommodate FruinLevel of Service C.

Height: Minimum ceiling height: 9 0. Enclosure Varies according to the spaces through which the

Boarding Route passes.

Lighting: 10 fc minimum. Special Equipment: Gates at Shoreline Access; gates operated by

deckhand at access form Passenger Waiting Area.

HVAC: Varies: Transfer Span is open at sides; otherTerminal areas on the Boarding Route have HVACrequirements noted in their Design Criteria.

Discussion:Security

Once passengers enter the controlled sections of the boarding route, theyshould be conducted as directly and quickly as possible to the Transfer Spansand Docking Float. This route should be secure so that it provides the level ofcontrol required by the Coast Guard in limiting the numbers of passengers onvessels.

Shoreline Access

At low-volume terminals the boarding route will cross the Shoreline Access

paths required by BCDC. Gates operable by deckhands will be required toproved a secure route for passengers to vessels, and at the same time restrictthose on the Shoreline Access paths from the boarding route.

Deck Hand Control

Since the terminals will not be staffed at all times, deckhands from the vesselswill operate and control all gates that control the boarding route.

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Cover

Entire boarding route from sidewalk/bus platform to vessel may be covereddepending on local conditions and budgets.

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J.2/Passenger Circulation & AccessDeparture Route July 2002

Guidelines:

Finishes: Floors: Non-slip texture coatings at float, transfer span,any routes through the terminal, and at exterior walks andpaths.

Walls: Open at sides; stainless steel rails; structuralelements painted.

Ceilings: Described in other Sections.

Dimensions: Width of Transfer Span 18 0; length is dependent onsite and tide specific criteria. Widths of pedestrian pathsthrough other areas shall accommodate Fruin Level ofService C.

Height: Minimum ceiling height: 9 0. Enclosure Varies according to the spaces through which the

Departure Route passes.

Lighting: 10 fc minimum. Special

Equipment:

The departure route shall be coordinated with the gates atShoreline Access so that a deckhand can easily controlboth the departure and boarding route security.

HVAC: HVAC is not required at the departure route.Discussion:

Security

Passengers should be conducted as directly and quickly as possible to theTransfer Spans and Departure Route. This route should be secure so that itprevents access to the Boarding Route.

Shoreline Access

At low-volume terminals the departure route will cross the Shoreline Accesspaths required by BCDC. Gates operable by deckhands will be required toproved a secure route for passengers to vessels, and at the same time restrictthose on the Shoreline Access paths from the boarding route.

Deck Hand Control

Since the terminals will not be staffed at all times, deckhands from the vesselswill operate and control all gates that control the boarding route.

Cover

Departure route need not be covered.

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J.3/Passenger Circulation & AccessTransfer Span July 2002

Guidelines:

The following summarizes the design guidelines from which the design criteriais developed and is subject to change as the design is clarified.

Transfer Span Loading Requirements Uniform Live Load 4788 N/m2 (100 psf)

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.Maximum design transverse wind speed [129 km/h (80 mph) to beverified pending site selection]


UBC Exposure D, Importance factor 1=1.0 Maximum service load (dead+live) Maximum point load 133.4 kN (30 kips)

General Geometry Transfer Span width between handrails 5,488mm (18 ft) Nominal Transfer span/float overlap with transfer span in horizontal

position 1,220 mm (4 ft)

Design Transfer Span Freeboard Elevations at the Float (above MLLW) Maximum static 2,585 mm (8.5 ft) Minimum static 2,287 mm (7.5 ft) Maximum dynamic 2,744 mm (9 ft) Minimum dynamic 2,134 mm (7 ft)


Design Transfer Span Freeboard Elevations at the Landside will vary fromsite-to-site. The transfer span length will vary depending on this elevationand ADA compliance. Probable elevation is EL. +10 to +15 ft above MLLW.

Transfer Span Slopes Within static freeboard range per ADA Relevant ADA Requirements for ramp Maximum slope 1:20 per ADA Maximum Cross Slope 1 :50 (2% )

General Transfer Span Structural Design: General structural design shallconform to AASHTO "Standard Specification for Highway Bridges.

Transfer Span Loading Requirements

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Uniform Live Load 4788 N/m2 (100 psf) .Maximum design transverse wind speed [129 km/h (80 mph) to be

verified pending site selection]


UBC Exposure D, Importance factor 1=1.0 Maximum service load (dead+live) Maximum point load 133.4 kN (30 kips)

General Geometry Transfer Span width between handrails 5,488mm (18 ft) Nominal Transfer span/float overlap with transfer span in horizontal

position 1,220 mm (4 ft)

Design Transfer Span Freeboard Elevations at the Float (above MLLW) Maximum static 2,585 mm (8.5 ft) Minimum static 2,287 mm (7.5 ft) Maximum dynamic 2,744 mm (9 ft) Minimum dynamic 2,134 mm (7 ft)


Design Transfer Span Freeboard Elevations at the Landside will vary fromsite-to-site. The transfer span length will vary depending on this elevationand ADA compliance. Probable elevation is EL. +10 to +15 ft above MLLW.

Transfer Span Slopes Within static freeboard range per ADA Relevant ADA Requirements for ramp Maximum slope 1:20 per ADA Maximum Cross Slope 1 :50 (2% )

General Transfer Span Structural Design: General structural design shallconform to AASHTO "Standard Specification for Highway Bridges.

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Discussion:

The Transfer span will connect the fixed dock or pier to the float. A single float

may serve one or two routes. If two routes are being served by a single float(one route on each side of the float), both the float and the transfer span shouldbe designed to separate the two passenger ways so that embarking anddisembarking of the vessel for the individual routes can occur simultaneously.The transfer spans include a barrier provided lengthwise down the span toseparate movements (18-foot configuration with two 9-foot lanes).

The transfer span shall be hinged at the landside and on rollers on the floatside. It shall be covered and lighted to protect the passengers from theelements. Should spray or blowing rain become a problem it should bepossible to retrofit the specific areas affected by the attachment of spray

shields added to the rails.

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J.4/Passenger Circulation & AccessBus Platform July 2002

Guidelines:

Finishes: Walks: Non-slip texture. Dimensions: Designated bus positions 60 in length suitable for

individual access by buses.

Height: Open. Enclosure None. Lighting: 10 fc minimum. Special Equipment: Designated bus positions. Signage with bus

positions and timetables.

HVAC: None.Discussion:

Accessibility

Passengers should be conducted as directly and quickly as possible to andfrom the Boarding Route and Departure Route.

Cover

Bus platform may be covered depending on local conditions and budgets.

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J.5/Passenger Circulation and AccessPassenger Drop-off July 2002

Guidelines:

Finishes: Walks: Non-slip texture. Dimensions: Designated Passenger Drop-off positions 20 in length as

noted by site specific requirements for the Terminals.

Height: Open. Enclosure None. Lighting: 10 fc minimum. Special

Equipment:

Signage noting policies of the WTA regarding drop-off,waiting, and parking.


Accessibility

Passengers should be conducted as directly and quickly as possible to andfrom the Boarding Route and Departure Route.

Cover

Sidewalk at drop-off may be covered depending on local conditions andbudgets.

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J.6/Passenger Circulation and AccessService Access July 2002

Guidelines:

Finishes: Walks and driveways within the Terminal site shall beconcrete.

Dimensions: Roadway lanes 12; .one way traffic is acceptable. Height: Open. Enclosure None. Lighting: 4 fc minimum. Special

Equipment:

Signage noting that roadways are reserved for servicefunctions.


Accessibility

The service route shall circumvent routes by pedestrians and vehicles inconnection with boarding and departure routes.

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J.7/Passenger Circulation and AccessVendor/Staff Parking July 2002

Guidelines:

Finishes: Walks and driveways within the Terminal site shall beconcrete.

Dimensions: Stall dimensions: 9 x 18. One stall shall be reserved forvendors. The number of staff and vendor stalls will vary,and will be noted for each Terminal.

Height: Open. Enclosure None. Lighting: 4 fc minimum. Special

Equipment:

Signage noting that stalls are reserved for staff andvendors.


Accessibility

The Vendor and staff parking areas shall be located apart from pedestrianboarding and departure routes.

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J.8/Passenger Circulation and AccessBicycle Storage July 2002

Guidelines:

Finishes: Walks and roadways: concrete; enclosed bicyclelockers: painted metal or painted fiberglass.

Dimensions: Bicycle lockers: 6 l x 2 w x 3 9 h. Height: Open. Enclosure Individual bicycle lockers with removable keys;

numbers noted for each Terminal. 10 exterior bicyclestands suitable for lock and chain security.

Lighting: 4 fc minimum. Special Equipment: Signage noting bicycle locker policies.

HVAC: None.Discussion

Accessibility

The bicycle locker and external stands shall be located adjacent to theboarding and departure routes, and directly visible to the occupants of theTerminal. The intent of the visibility is to deter vandalism.

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K.1/Shoreline AccessPedestrian/ Bicycle Route July 2002

Guidelines:

Finishes: Walk materials shall conform to BCDC requirementsin the locations of each Terminal.

Dimensions: Width: 12. Height: Open. Enclosure: None. Lighting: 2 fc minimum. Special Equipment: Directional signage around secure terminal areas. HVAC: None.

Discussion:

Design

There will be a secure connection between secure passenger waiting areasand the transfer span to the docking float. Pedestrian/bicycle routes along theshoreline must accommodate this secure connection.

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K.2/Shoreline AccessViewpoints July 2002

Guidelines:

Finishes: Viewpoint ground surface materials shall conform toBCDC requirements for Shoreline access paths in thelocations of each Terminal.

Dimensions: 2 at 100 square feet each; 10 x 10. Height: Open. Enclosure: None. Lighting: 2 fc minimum. Special Equipment: None. HVAC: None.

Discussion:

Design

At the junction of the Shoreline Access path at each side of the Terminal, thereshall be one Viewpoint terrace adjacent to the Shoreline Access path. Theintent is to provide views of the shore, bay, and the loading/ unloading of theferries.

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L.1/UtilitiesGeneral July 2002

Guidelines:

Provide for:

Sewage pump-out Potable water Shore power Float lighting Security (CCTV) Communications Power with an emergency generator Trash removal Stores loading

Discussion:

Utilities on the float include potable water, sewer, shore power, float lighting,security, passenger control and communications. The utilities will extend fromthe transfer span with flexible connections at the landing. Conduit and pipewill be routed through utility tunnels in the head float raised deck to the fingerfloat. Piping will be attached to the raised deck sidewalls to connection pointsat the end of the finger float. Conduits for electrical utilities will be routed underthe raised deck down the finger float with laterals for the various fixtures,

outlets, and detectors.

Emergency power will be provided by a diesel generator sized to power-up thefacility such that it is functional during a natural disaster. This generator maybe located in the terminal building or on the float pending local ordinances andother considerations.

All utilities must conform to the applicable codes and standards which will benamed in the specification as the systems are identified.

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M.1/Architectural CharacterGeneral July 2002

Introduction:

This Section describes the intent of the architectural goals for the Terminals.

Each Terminal should have a distinctive meld of system- wide components andan appropriate character for its site.

Objectives:

Architectural Character

The design of the Terminals shall reflect their positions as representatives ofthe WTA and as civic buildings for their locale. The Terminals are part of theenduring infrastructure of the Bay Area, and their quality embodies the valuesof its people. The design of the Terminals should avoid transitory architecturalfashions. Terminal designers should strive for sincerity in form, simplicity in

articulation, and dignity in materials and colors.Identity

The Terminals shall incorporate the system-wide elements provided by theWTA, including logos, signage, and color, and the passenger services module,including ticket, vending and information kiosk. These elements are essentialto orient passengers and the public as they use the Terminals. Each Terminaldesigner should incorporate system-wide elements into the architecture ofeach Terminal in a manner to complement its architectural character.

Adaptation to Communities

Terminal designs should recognize and adapt their character to thecommunities in which they are located. Communities should be invited toprovide special features that recall their heritage and history.

Graphics

The graphic designs and signage at each Terminal are an opportunity toprovide a marriage between local conditions and system-wide elements.Standard elements shall be supported and mounted by means of materialsand colors consistent with the location and Terminal design.

Roof Shape

The roof shapes establish the presence of the Terminals in their communitiesfrom afar, and are important in maintaining the WTA as an integral factor in theinfrastructure. At a distance the roof shapes will be markers orientingcommunities to the Bay edge and as destinations along the Shoreline Access

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PB Terminal Design Guide

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