as an example. the central corridor of the promenade is restricted in some areas with light pole signs, litter recent ackles and public art. port tenants and developer partners vie for public space with proposals to add benches, outdoor cafes, and waterfront visitors request greater public amenities. it provides direction for the future alteration for improvement of the promenade to minimize these conflicts. so address needs, the criteria promote the following objectives. one, clean up the promenade so that it functions and appears its best. that means determining what furniture and improvements are appropriate and where they should be located. second, organize the public and private improvements. and third, define specific design criteria for furnishes and other improvements that support public enjoyment.

the study has been in the background for several years. it was first presented to the port commission on january 10, 2006. the promenade criteria were then expanded and refined based on understanding and analysis of existing conditions, functions, comments from the commission and the public. the promenade criteria were again presenteded to the port commission on february 24, 2009 and have undergone public meetings held by the waterfront advisory committee, the bay conservation and development commission, and port citizen advisory meetings. the promenade criteria also are under review by the california state office of public preservation. port staff is coordinating with the san francisco planning department to craft promenade criteria consistent with a

better streets plan recently approved by the planning commission, which provides recommendation for a broad range of street and sidewalk improvements. the roadway is considered a ceremonial street with the promenade criteria taking the lead in its recommendations. the content of the document before you organizes the promenade into three zones, the curb area, the circulation corridor in the center and the building edge zone and provides direction for character and types of furnishings in each stobe. the criteria require that the central circulation corridor be maintained as a 16-foot width. to accomplish this, the section of art ribbon with glass block in its center that has raised sections and flush with the promenade, would have some of the raised sections made flush to achieve width. there would be a number of

other improvements done to maintain the circulation corridor. in addition to the description of the zones, criteria include guy ands in several other categories. promenade furnishings are standard side furnishes. they are standard to the embarcadero used throughout. they are benches, litter containers and signs and would state where they would be placed. for tenant furnishes to allow tenants to have individual i'd if i -- identification would be there. ferry building cafe criteria. this applies to the 30-foot width zone on the city side of the ferry building. the two cafes have their zones and the market uses take place.

it provides direction for how overhell railings and conversation may be used. also for covered outdoor dining areas adjacent to bulk head buildings partially encloseded so that cafe diners can extend the season and time of day of use of those while being outside of the primary dining structures. there were five sites designated within that along the waterfront where those structures a could bed added adjacent to bulk head buildings, an example being a structure adjacent to pier 5. it also addresses how entry canopies, awnings and signage would be addressed. having this information would speed up the processes time and design time when applicants come forward and look for direction on these issues. as for next steps, within the come months, port staff will

present this revised and expanded version of the criteria to the port advisory committees and various other stakeholders. well continue to work ith about the state office for historic preservation. after that, a final draft of the promenade cite tear ya to the waterfront access elements of the land use plan, which is the document that contains policies for urban design, policy reviews and criteria, design decisions along the waterfront will be considered for possible adoption by june of 2011 along with the applicable environmental findings. thank you for your time. i am available to answer any questions you may have associated with this. >> thank you. >> we do have a speaker card. corinne woods?

>> corinne woods, wearing my hat. we are about to move into the next phase of the design guidelines for the blue green way project. i'm not saying we echo the same wayfinding elements, or signage or bike racks, but it would be nice if the embarcadero promenade guidelines at least related to what we are planning to do on the blue green way to get an identity all the way along the port's waterfront. the signage, for example, along the embarcadero isn't great. it is not easy to read for way-finding. i think because we are going to have a consultant hired for the blue green way project, we may be able to take advantage of some kind of more creative ideas. we also want to be sure that we are talking to the bike coalition about the type of bike racks we use. they don't like the ones we are using on the port property now, and they have some ideas for

improvements. as we move forward, i also hope that we can look at the west side of the embarcadero. the planning department spent a lot of time looking at the embarcadero on the other side, and i hope we can echo some of the ideas for the promenade on the other side of the embarcadero. thank you. >> thank you. is there any other public comment? thank you, dan. that was very informative, and we look forward to the final outcome next year. >> item 8-3, request authorization to advertise a request for proposals for soliciting service for the pier 70 crane coffee park planning

and citizen, funded through proposition a. >> i'm not going to try to balance this. i am david with planning and development. i want to recognize norman nelson, who has been assisting, steve, the engineering project manager as well as the rest of the pier 70 team. prior to going into the context of the request for approval to issue an r.f.p. for the design and planning of crane coffee park, i thought it would be worthwhile to put it in the context of a couple of other projects, including the blue green way planning, the clean and safe general obligation bond and the planning to date on pier 70. as you know, in 2008 san francisco residents and voters passed proposition a, the clean and safe obligation bond, $33.5

million to the port, of which $22.5 million was specifically identified for the blue green way planning process. i'm sorry, the blue green way projects. the blue green way is a city project to complete the bay water trail and a network of open spaces along the southern waterfront between mission creek and candlestick state point. this is one of the sites along the blue green way for crane coffee park. to help frame and allow the public to better understand what the blue green way components are, i have broken it down into five components, including the individual open spaces such as crane coffee park, linking and connecting streets, which are the treats that connect the open space network. so illinois street, cargo way, hunter's point boulevard,

signage and interpretation, furnishing, which dan and i discussed. we are addressing some of the concerns that corinne just mentioned, and then two other components are the planning and prioritization, which we are in the process of, and establishing and continuing the interagency coordination among the various city and state agencies that have jurisdiction over the blue green way. the 2008 clean and safe general obligation bond identified specific projects along the blue green way that could be funded with the bond money. several projects were identified for early implementation, including the blue green way planning and design guidelines, way finding and interpretation along the port's portion of the blue green way. improvements to the park

entrance, and improvements to the pay front park shoreline within the mission bay area. in addition, other projects are identified for potential funding, and we determined that through the planning process we would prioritize which projects get funding and at what levels. what this also illustrates is the distribution of fundings as it is today, which is about $7.6 million for the projects that were identify for early implementation, with a remaining $14.8 million that can be distributed between three parks. there is also -- just to make a point of it, there is also a constraint on when the funds need to be spent. we need to spend most of the funds within three years of the time of the sale, and right now we have scheduleded four sales for the bond funds.

crane coffee park is probably the most complex, as was demonstrated through the pier 70 process, and i will cover that in a little bit as well. now providing a little bit of context of where crane coffee park is located. it is within the city's central waterfront within the port southern waterfront generallyly between mariposa and 19th street. it is in the pier 70 area, which is a 69-acre site where we recently completed a three-year communicate planning process to complete the pier 70 preferred master plan. in the master plan we identified a seven-acre site on the northern shoreline portions of pier 70. this is the plan that was created through the pier 70 planning process. can you see crane coffee park is on the northern shoreline. directly ajavenlt to it is the ship repair facility. the red, pink and

salmon-colored buildings are the historic buildings. illinois street is on the west. you can notice there is some future development sites directly west of the crane coffee park area. this is just an aerial photograph looking at the future crane c omp ve park site . the ship repair area is to the left of the screen. illinois street and third street to the right. the park would be generally an extension of 19th street generally to the norton to mariposa street. >> as i mentioned before, a significant amount of planning has occurred. in looking at crane cove park, it was looked at as a part of the port's land use plan. it was identified in the

central waterfront plan. it was prioritized as a part of the 2008 general bond obligation planning. it was also identified in the pier 70 master plan. as a part of all that planning, we have begun the blue green way planning process, which has identified a number of considerations to be thoughts of in the development of the plan for crane cove park. building on the work that has been done, here is a list of design considerations. some of them include a mix of rec eaglesal -- recreational uses, including a human powered bone launch, shoreline clean up and repair, while also addressing sea level rising, developing a plan compatible with ship repair and infill development and uses that activate the site, just to name a few.

i also just wanted to provide a context of how crane cove park fits in the open space network of the entire pier 70 area. we have plans to connect it as a part of the blue green way trail, and the bay trail. so working with all of that in mind and recognizing that there is a time line ticking on the expenditure of funds, we have identified a four-phase planning and design process to come up with a concept for crane cove park. the first phase is to create a concept for the entire seven-acre project, which is illustrated in green with the addition of the pink slip way in the area. as a part of that we would develop cost estimates for the entire project. throughout the pier 70 planning process, we identified all of crane cove park as being a $30 million project, recognizing we only have about $15 million.

we recognize we don't have enough left to complete the park in one phase. so developing a plan for the entire park that we can phase improvements on in the coming years is his critical. all important is identifying chunks of the project we can phase based on the available funds we have to spend on crane cove. then the last part of the first phase will be to identify initial phase based on funding. second phase is design developments and cost estimates for what the initial phase is. and then the third phase is to do the detailed design work, specifications and bid documents. then the final phase is construction support as a part of the process. again, based on the complexity of the site, we feel it is going to need a cohesive team of specialists, led by a

landscape architect, since they are typically do park planning and open space tanning april work. because of the historic resources, we know we need an architect. because of the contamination issues, we need environmental engineers. because of the structures on-site and the potential need for roadways and side walks, we need coastal engineers, mechanical, electrical and a cost estimator. and lastly, working with the human rights commission, we identified that the subcontracting goal is 19% participation by certified l.b.e. firms. for the selection of the team we are going to have a panel of port and non-port staff in project-related profession disprince. it will be overseen by the port contract administrator and monitored for 14-b compliance.

we will be apaiding the submitals. 55% written. those that rise to the top will be invited for interviews. and then we will have 45% waiting on the interview process. and then the top teams scoring on the written again will be invited to interview. the highest ranked team successfully negotiated with fees that can meet and address the needs of the scope will be recommended for approval by the port commission. the schedule that we are looking at is if we receive approval today issuing the r.f.p. in early january, having it due in mid february, having preproposal meetings, and ideally coming back to the commission in late march for authorizations. >> thank you. so moved. >> second. >> is there any public comment on this item.

wow, you did a great job, david. you have answered everyone's questions. thank you. all in favor. >> aye. >> resolution 109 has been approved. >> item 8-cr, request approval of a preferred concept design for the james r. herman cruise terminal located along the embarcadero at pier 27. >> good afternoon, i am john from the planning development staff. welcome, commissioner crowley. port staff is asking for approve to initiate schematic design only for work on scheme b-2 of the cruise terminal project. this is an option that would create a new 96,000 square foot terminal building at pier 27. if approved, the design team would commence design early next month. for the last two decades, i

think both of you know, the port has attempted to build a cruise terminal for the last two decades. because of various public-private partnerships primarily at pier 32, those efforts have failed. we are now trying to build a new cruise terminal and build it as a public works project so that we would finance and be the masters of our own destiny. in 2007 the mayor's blue-ribbon cruise terminal advisory panel recommended that new cruise terminal be at pier 27. since then, last july we presented to the port commission two design options. a scheme a, which involves renovation of the existing pier shed. and then scheme b, to demolish and build a new facility.

both schemes, a and b, assumed a facility of 80,000 square feet, and port staff assumed that the renovation scheme, scheme a, would be significantly cheaper, but it wasn't. after the port commission hearing in july, port staff presented schemes a and b to various schoirled groups. as a result, a third concept emerged, what we are now calling scheme b-2. the genesis is that both schemes included a minimally sized baggage area. that was a design compromise to reduce the overall construction cost despite it's adverse impact on operational efficiencies. for this minimally-sized baggage area to function adequately, the lay-down process would have to be divided into various cycles,

which would increase the amount of time it takes to process the baggage. although the minimally sized baggage area would reduce up-front construction costs, it would result in an increase in operational costs and would have a negative -- we felt -- a negative impact on the passenger experience. for this reason, port staff asked the design team to evaluate the cost and the design impacts of providing an optimally sized baggage area, which turns out to be about 33,000 square feet. that would be consistent with cruise industry standards. b-2 has that. it would be consistent with the design team's statement, which recommended a larger baggage area, and it would be used, and it would meet the standards for the foreseeable future based on increased vessel size and

passenger volumes. table one in your staff report shows the comparative costs of each of these schemes, schemes a, b and b-2. scheme a -- again, these estimates are based on conceptual work, so they tend to be -- could be of freight variance as we provide further. scheme a was at $86 million in tomato project costs, scheme b, $91 million, and scheme b-2, almost $100 million. the cost of each of those schemes are higher than what was presented last july. funding this project under any scheme still remains an issue. while scheme b-2 represents the most expensive option, it also represents the most operationally efficient option. in july port staff had expected to present the port commission

approval of a design option last fall. but because of the funding -- or the cost associated with each of the schemes and then the emerging discussions with the america's cup team representatives, port staff deferred recommendation of an action until a potential solution could be developed to solve the budget issue. with the america's cup, as you know now, the host city agreement with the america's cup presents a possible win-win solution. the project schedule envisions completing design and obtaining entitlements by the end of 2011 and completed construction by the end of 2012 to allow america's cup racing events to occur in 2013. as you know, the board of supervisors approved the host

city bid this afternoon. and if san francisco is selected as the host venue for america's cup by the end of this year, the concept would be that the authority would contribute to a portion of the port cost to prepare the pier 27 site plan, and then we would construct a core and a shell of the new cruise terminal. the terminal building would be used as an event center for races scheduled in 2013. although countless details need to be worked out, the authority as i understand it now requires demolition of the entire pier 2 shed and possibly -- pier 27 shed and possibly a portion of the pier 29, although we have received no site plans from the authority at this point. the authority would then contribute approximately $7.5 million to this project

primarily for demolition and shore side power modifications. this potential budget solution provides two potential advantages. one, to relieve the port from financing an entire cruise terminal project in consideration for the authority's use for a preprescribed amount of time under a license. and two, to accelerate the design and construction of the core and shell of the building for the cruise terminal. again, there are many important details that need to be worked out in the coming months if the america's cup comes to san francisco. we have lots of concerns, including one to complete a detailed design and implementation plan to integrate the port's mission to build a cruise terminal with the authority's event needs. again, we have not sat down with the authority to really --

with respect to project teams, to actually figure out what they want or how they want to use the pier 27 and 29 area for the event uses. secondly, to implement a project funding program that completes the cruise terminal project for a 2014 cruise season, and eventually deliver the northeast wharf plaza. thirdly, to ensure grant obligations are fulfilled. and fourth, develop a berthing plan that allows multiple cruise calls at other pearce during 2012 and 2013. despite the concerns, the strategy to integrate the host city agreement with the port's mission to build a new cruise terminal appears to be very

promising. in order to meet the obligations set forth in the host city agreement, pier 27 design and entitlements would have to be completed this time next year. to meet this ambitious schedule, we feel it is necessary for the design team to initiate work on scheme particular -- zem particular -- schematic design early next month. time is of the essence. if san francisco does get the america's cup, we will be off and racing. and any time lost will be difficult for us. with regards to the proposed funding strategy, again it is just a proposal. we are not asking you to approve what the funding is because we don't know it completely yet. but there would be two phases to the cruise terminal project. phase one would be again to

build a core and shell to accommodate the america's cup racing event in 2013. and a very, and i emphasize very, cost estimate to build that core and shell is about $75 million. the port currently has $31 million it could contribute now, and there could be additional debt issuance of $29 million. with the 31 plus the 29 million, that gets to $60 million, which means there is already a shortsfall of about $15 million. so either we would have to do some value engineering on what is defined as the core and shell, or we would have to find additional funding sources. but we would come back to the port commission when that funding strategy -- once we know what it is. but when the racing event is