PB Terminal DesignGuide PDF

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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
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. The
WTAs final recommendations of ferry service expansion will reflect study in a
number of different technical areas. Therefore, information in this report may
change depending on the results of the interrelated technical studies.
Prepared for:
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Parsons Brinckerhoff
Water Transit Authority
Terminal Architecture
and Engineering
Terminal Design Guidelines
Table of Contents
S.1/Design Guidelines SummaryGeneral.................................... 1
A.1/Passenger WaitingType 1 ..................................................... 3
A.2/Passenger WaitingType 2 ..................................................... 4
B.1/Passenger OverflowType 1................................................... 5
B.2/Passenger OverflowType 2................................................... 6
C.1/Passenger ServicesTicket Vending Machines ...................... 7
C.2/Passenger SeriesNewspaper Vending Machines ................. 8
C.3/Passenger ServicesChange Machines ................................. 9
C.4/Passenger ServicesATM Machines .................................... 10
D.1/Concession/ VendorGeneral............................................... 11
E.1/Staff FacilitiesStaff/ Security Office ..................................... 12
E.2/Staff FacilitiesGeneral Storage ........................................... 13
F.1/Restrooms with Janitors ClosetGeneral ............................. 14
G.1/Maintenance/ OperationsStorage Room ............................ 15
G.2/Maintenance/ OperationsMechanical/ Electrical Room ...... 16
G.3/Maintenance/ OperationsTrash/ Recycling Room .............. 17
G.4/Maintenance/ OperationsEmergency Generator ................ 18
H.1/Information KioskKiosk Booth ............................................. 19
I.1/Docking Float ModuleGeneral Description ........................... 20
I.2/Docking Float ModuleDesign................................................ 22
I.3/Docking Float ModuleFloat Mooring System ........................ 29
I.4/Docking Float ModuleFendering........................................... 32
I.5/Docking Float ModuleBrow Ramps ...................................... 35
I.6/Docking Float ModuleFloat Operations ................................ 38
J.1/Passenger Circulation & AccessBoarding Route................. 41
J.2/Passenger Circulation & AccessDeparture Route ............... 43
J.3/Passenger Circulation & AccessTransfer Span ................... 44
J.4/Passenger Circulation & AccessBus Platform ..................... 48
J.5/Passenger Circulation and AccessPassenger Drop-off ....... 49
J.7/Passenger Circulation and AccessVendor/Staff Parking ..... 51
J.8/Passenger Circulation and AccessBicycle Storage ............. 52
K.1/Shoreline AccessPedestrian/ Bicycle Route ....................... 53
K.2/Shoreline AccessViewpoints ............................................... 54
L.1/UtilitiesGeneral .................................................................... 55
M.1/Architectural CharacterGeneral .......................................... 56
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Generic Terminal Design Prototype
Activity/modulespace/component
S.1/Design Guidelines SummaryGeneral

date
July 2002
Introduction:
Design Guidelines: The scope of this document is to define the criteria and
parameters for the elements in the Terminal Design Prototype. The document
follows the sequence of the Terminal Design Prototype, and notes detailed
and specific requirements for individual spaces and facilities, as well as other
information.
Objectives:
Organization: The purpose of the Terminal is the movement of people.
Terminals should be planned with clarity of organization for the individual
passenger spaces. The sequence of spaces and the architectural treatment of
spaces should be designed with a simplicity that reinforces the recognition of
pathways, 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 the
Terminal designs. The designs will not be considered sufficient if they do not
use such factors to create a special environment. The WTA seeks special
design treatment for certain terminals.
Planning of Space: There are eight main aims in the planning of space in the
Terminals:
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 in
accordance with NFPA 130 in those cases where there are conflicts between
the fire separations required by State and local Building Codes. These
analyses shall be complementary and used to form practical and suitable
safety policies with Building Officials.
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date
S.1/Design Guidelines SummaryGeneral
July 2002
The Terminals shall comply with the Building Codes of the jurisdictions in
which 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 the
float before the arrival of the next vessel, during normal peak operations.
A pedestrian flow diagram based on normal peak conditions shall be

developed to confirm directional flows and capacities of all circulation
elements. The diagram shall be adequate to accommodate the peak
conditions without waiting time at any circulation element. Since the diagram
is directed toward normal operations, not emergency egress, a distribution
factor does not have to be applied to the ridership forecasts during the peak
hour.
Benches and floor-mounted signs shall be kept clear of primary circulation

routes.
Backtracking shall be avoided and pedestrian cross flow throughout the

terminal shall be maintained in a simple circulation pattern that minimizes the
distance between terminal elements. Signage, visual, and tactile cues shall
be incorporated.
Surge spaces are required where passengers change from one mode of
circulation to another, or pass through obstacles, such as gates or doors.
An information and guidance system shall be provided with an emphasis on

clarity 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 the
Accessibility Standards of the State of California.
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A.1/Passenger WaitingType 1
date
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; low
maintenance.
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 observation
for 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 accommodate
one 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 gates
prevent further entry. After boarding, a deckhand adjusts the controls at the gates
to accommodate another boatload.
Security: A closed-circuit television system is required, since the stations are not
staffed at all times.
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A.2/Passenger WaitingType 2
date
July 2002
Guidelines:
Finishes: tile; clay

tile

ceramic.
Walls: Enclosed with full transparency; glass
maintenance.
Dimensions:
38-6 x 40-0; 1539 sq. ft.; length and width may vary.
Height:
Enclosure:
Enclosed with natural ventilation, supplemented with

mechanical ventilation; full transparency for observation
for safety.
Lighting:
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 to
accommodate one boatload with a capacity of 149 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
gates prevent further entry. After boarding, a deckhand adjusts the controls at
the gates to accommodate another boatload.
Security: A closed-circuit television system is required, since the stations are

not staffed at all times.
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B.1/Passenger OverflowType 1

date
July 2002
Guidelines:
Finishes:

Walls: In locations where walls are required: High
durability; low maintenance; ceramic tile; vitreous
panels; metal panels.
Ceilings: Exposed structural system, or suspended
painted metal panels; low maintenance; eliminate ledges
in order to discourage roosting birds.
Dimensions:
1516 sq. ft.
Height:
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 fields of
vision for observation for safety.
Lighting:
Special Equipment:
None.
HVAC:
None; facilitate natural ventilation.
Discussion:
Purpose: The purpose of the Type 2 Passenger Overflow Area is to
accommodate one half of a 350 person boatload (175 persons).
Controlled Access: Direct entry from intermodal transfers, parking, and

pedestrians.

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B.2/Passenger OverflowType 2

date
July 2002
Guidelines:
Finishes:

Walls: In locations where walls are required: High
durability; low maintenance; ceramic tile; vitreous
panels; metal panels.
Ceilings: Exposed structural system, or suspended
painted metal panels; low maintenance; eliminate
ledges in order to discourage roosting birds.
Dimensions:
732 sq. ft.
Height:
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 fields
of vision for observation for safety.
Lighting:
Special Equipment:
None.
HVAC:
None; facilitate natural ventilation.
Discussion:
Purpose: The purpose of the Type 2 Passenger Overflow Area is to
accommodate one half of a 149 person boatload (75 persons).
Controlled Access: Direct entry from intermodal transfers, parking, and

pedestrians.

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C.1/Passenger ServicesTicket Vending Machines
date
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; secure

access 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 single
area upon entry of passenger overflow area.
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C.2/Passenger SeriesNewspaper Vending Machines
date
July 2002
Guidelines:
Finishes:
Machines: Stainless steel; painted metal.
Dimensions:
See graphic above.
Height:

Enclosure:

access to TVM for collection of money.
Lighting:
40 fc at newspaper vending machines.
Special Equipment:
Two newspaper vending machines.
HVAC:
Discussion:
Newspaper vending machines shall be identical and by one manufacturer and
built-in, not free standing.
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C.3/Passenger ServicesChange Machines

date
July 2002
Guidelines:
Finishes:
Change Machines: Stainless steel; painted metal.
Dimensions:
See sketch.
Height:

Enclosure:

access to Change Machine for collection of money.
Lighting:
40 fc at Change Machines.
Special Equipment:
Two Change Machines.
HVAC:
Discussion:
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C.4/Passenger ServicesATM Machines
date
July 2002
Guidelines:
Finishes:
ATM: Stainless steel; painted metal.
Dimensions:
See sketch.
Height:

Enclosure:

access to ATM for collection of money.
Lighting:
40 fc at ATM.
Special Equipment:
One Automatic Teller Machine.
HVAC:
Discussion:
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D.1/Concession/ VendorGeneral
date
July 2002
Guidelines:
Finishes:

Walls: Adjacent to Public Areas: High durability; low
maintenance; ceramic tile; vitreous panels; metal
panels.
Interior Walls: Gypsum Board with vinyl wall covering.
Ceilings: Suspended painted metal panels; low
maintenance; eliminate ledges in order to discourage
roosting birds.
Dimensions:
150 sq. ft.; 10-0 x 15-0; dimensions may vary.
Height:
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 by
vendors, must meet local code requirements.
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E.1/Staff FacilitiesStaff/ Security Office
date
July 2002
Guidelines:
Finishes:
Floors: High durability; non- slip; low maintenance; vinyl

composition tile, or carpet.
Walls: Walls facing Public Areas: High durability; low

panels.
Interior Walls: Gypsum Board with vinyl wall covering.
Ceilings: Suspended gypsum board, painted.
Dimensions:
Height:
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
date
July 2002
Guidelines:
Finishes:
Floors: Concrete, with hardener.

panels.
Interior Walls: Gypsum board, painted.
Dimensions:
Height:
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
date
July 2002
Guidelines:
Finishes:
Floors: Ceramic tile.

panels.
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:
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, paper
towels, waste receptacles, baby changing shelf,
sanitary vending, sanitary disposal each wom. stall,
toilet paper holders, toilet seat covers, hooks at all stall
doors, floor sink in Janitors Closet.
HVAC:
Mechanical ventilation; radiant heat.

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G.1/Maintenance/ OperationsStorage Room

date
July 2002
Guidelines:
Finishes:

panels.
Interior Walls: Gypsum, painted.
Ceilings: Suspended Gypsum Board, painted.
Dimensions:
144 sq. ft.; 12 x 12.
Height:
Enclosure
Rolling overhead door at exterior service access.
Lighting:
40 fc minimum.
Special Equipment:
Prefabricated metal shelving; 6 shelves x 28 linear feet.
HVAC:
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G.2/Maintenance/ OperationsMechanical/ Electrical Room
Date
July 2002
Guidelines:
Finishes:

panels.
Interior Walls: Gypsum board, painted.
Dimensions:
144 sq. ft.; 12 x 12.
Height:
Enclosure
Lighting:
40 fc minimum.
Special Equipment:
Mechanical and Electrical equipment for terminal.
HVAC:
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G.3/Maintenance/ OperationsTrash/ Recycling Room

date
July 2002
Guidelines:
Finishes:

panels.
Dimensions:
144 sq. ft.; 12 x 12.
Height:
Enclosure
Lighting:
40 fc minimum.
Special Equipment:
Utilities for cold water.
HVAC:
None.
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G.4/Maintenance/ OperationsEmergency Generator

date
July 2002
Guidelines:
Finishes:

panels.
Dimensions:
144 sq. ft.; 12 x 12.
Height:
Enclosure
Lighting:
40 fc minimum.
Special Equipment:
Emergency generator with silencer to serve terminal.
HVAC:
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H.1/Information KioskKiosk Booth
date
July 2002
Guidelines:
Finishes:
Floors: Same as Main Access and/ or Passenger

Overflow.
Walls: None.
Ceilings: Same as Main Access and/ or Passenger
Overflow.
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 message
signs all four sides in the future.
HVAC:
None.
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I.1/Docking Float ModuleGeneral Description
date
July 2002
Guidelines:
Consider the system goal of loading and unloading a single bow-loading
vessel in 5 minutes.
Design storm conditions; storms of large magnitude and with infrequent

occurrence intervals, during which ferry service would not operate.
Operational conditions; including storm events that occur with greater

frequency, 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 emergency
generator, trash removal, and stores loading.
Discussion:
This module summarizes the design parameters and elements of the float. The
major appurtenances of the float, including the fendering, bow ramp, and for and
aft side loading ramps are also discussed.
The terminals will consist of vessel mooring facilities that float. This T-shaped
floating structure provides for loading/unloading of 149 and 350 passenger
vessels of either size on either side. The primary method of loading will be across
the bows of the new fast ferries. However, the T-shape allows for side loading and
thus the accommodation of a number of the currently in-service high speed
catamarans. (A list of currently operating vessels and their freeboards is
available.)
The docking float shall be covered and lighted and designed to protect
passengers 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 in
the guidelines.
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I.2/Docking Float ModuleDesign

date
July 2002
Guidelines:
Survive a 50 year storm event, in an exposed marine environment with no
damage 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 wave
climate.
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 the

vessel.
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date
July 2002
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 similar
plates embedded on the passenger deck (top of the float) on the head float to
mount 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 of
the two.
Development of constructible details in order to give the contractors maximum

flexibility in selection of his construction means and methods.
Floats to meet a performance specification and are to be designed under a

design build specification. Relevant codes will apply to the specific type of
float considers.
The authorities listed below produce documents which are applicable for the
prestressed concrete and/or a steel alternate float. Relevant publications are
to be cited as applicable in design and specifications generation:
American Concrete Institute (ACI)
American Society For Testing And Materials (ASTM)
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date
July 2002
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 fixed
ramps and moveable brow ramps, fenders, cleats and bitts, guide pile yokes,
lighting, hydraulic systems, stairs and ladders, ring buoys, coating, fire
extinguishers, guardrails, handrails, utilities and other appurtenances as will be
specified.
Wind and Wave Energy
Many of the proposed ferry terminal sites are exposed to significant wind and
wave energy. The floating structures will need to respond to and/or resist these
energies. The wave energy levels need to be addressed under two operational
conditions; design storm condition during which ferry service would not operate
and operational conditions under which ferry service would continue to operate.
Thus, the generic float design must be checked for site specific conditions. An
analysis to determine the response of the float to a range of weather conditions
will be required. This will demonstrate the floats ability to survive the design
storm and respond to common storms in a manner which will permit continued
operation of the ferry service.
Relative Vessel and Boat Dynamic Response
The relative dynamic motion between the float and the ferry vessels has not and
can not be fully determined. This is due to the fact that 1) the exact float and boat
designs are currently unknown and, 2) the lack of real information on the wave
climate throughout the San Francisco Bay. Further, it is not possible to design the
float and the vessels so that their response is synchronized. Thus, the relative
response of the vessels at the float will be a matter for operational observation,
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date
July 2002
and will ultimately require decision making by the vessel Master.

Wave Climate
Specific terminal sites are not known and thus the appropriate local wind and
wave data are not available. However, once specific sites are established, a
direct evaluation of the wave climate will be possible. Available and new data
records at or near the selected sites will need to be analyzed and correlated. The
datasets should be filtered for continuous wind events of a three to four hour
duration, which is approximately the time necessary to generate fetch limited
waves in the bay. The resulting datasets of wind events should then be sorted to
determine the maximum annual event and a statistical analysis performed to
generate mean recurrence interval (MRI) of wind events.
Float Design Criteria
The design waves for the sites are to be derived from San Francisco Bay Area
wind data and estimated for the 50-year storm. This approach is consistent with
the UBC wind design criteria. The design should be based on the average height
of the top ten percent of waves in a sea state, as recommended in the Corps of
Engineers Shore Protection Manual.
Float Hulls
The float hulls currently used in the San Francisco Bay Area are all made from
steel. 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 produced
Surveys have been undertaken to determine the service performance of concrete

hulls, both nationally and internationally. In general, experience with concrete hulls
is positive. Leakage problems were rare and none were reported for prestressed
hulls. Most of the problems reported were with mooring systems or fendering
hardware - 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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date
July 2002
Much less maintenance required
Better corrosion performance
Based on the propensity of favorable advantages, the concrete hull has been
deemed as the WTA preferred but not mandated standard. This type of hull is
therefore further emphasized herein.
Precast Concrete T-Floats
The T -Float concept was developed as a hybrid combining the geometry of the
rectangular floats - now in service - and the 'T' head - which was added when bow
loading was incorporated into the program. A separate raised deck is added to
accommodate both loading/unloading requirements of bow loading and side
loading 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 facilitate
repetition in both precast and cast-in-place construction. The head and finger
floats are to be optionally connected at their intersection to allow for construction
in smaller facilities.
General Arrangement
The general arrangement of the proposed T-Float configuration is shown in the
figure above. The T-Float design has to be coordinated with the terminal design to
meet the operational and facilities requirements. The configuration shown
presumes that passenger wait in the terminal and not on the transfer span or on
the 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/float
interface because they serve the same vessels. The existing facilities are
designed 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 fully
loaded and running light and empty). The passenger deck is set at an 8 foot
freeboard.
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 interior
voids formed with polystyrene (or lost formwork can be used) leaving voids under
the deck. Man-ways and manholes will provide access to the interior spaces. A
continuous steel plate will be embedded along the edges on the finger float to
provide a base for mounting cleats in any location required. Similar plates are to
be embedded on the main deck (top of the float) on the head float to mount cleats
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date
July 2002
and fendering hardware.

Float Analyses
Hydrostatic and hydrodynamic analysis needs to be performed during float
design. Both intact and damage stability and seakeeping properties need to be
evaluated for both the 50-year storm wave and the annual operating condition
storm wave. Response to the operating wave must be satisfactory and show
minimal response in pitch and roll.
Seakeeping
The seakeeping characteristics of the floats needs to be evaluated based on initial
analysis results of the operating storm wave criteria. This includes both
acceptable 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 design
vessels, will be much more stable in a given sea state than the vessel berthed
alongside. Thus, if the vessel motion is acceptable for passengers, the float
motion will be less severe. Thus, the vessels, not the float, will determine when
service will need to be suspended due to weather.
Wave Spray
Spray patterns are difficult to predict analytically. However, the design float
freeboard 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 the
instances of actual overtopping. However, windblown spray could become a
problem. Typically, a vessel would be in the windward berth while passengers
are loading. This will tend to shield passengers on the float superstructure and
bow ramp. Should spray become a problem it is possible to retrofit the specific
areas affected by the attachment of baffles bolted to the hull, spray shields added
to the rails, or a combination of the two.
Construction Considerations
There are limited dry-dock facilities currently operational in the San Francisco Bay
and 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 alternate
of steel - at the contractors' option. They should also be specified to be designed
with an optional construction joint between the head and finger floats.
Development of constructible details should be focused on in order to allow the
contractors the maximum flexibility in selection of his construction means and
methods. This will help to attract competitive bids.
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date
July 2002
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 not
withstanding, the overall schedule, including site installation, is estimated at 10
months.
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I.3/Docking Float ModuleFloat Mooring System

date
July 2002
Guidelines:
Mooring system is driven vertical piles which allow the float to translate upand-down with the tide.
Piles attached to the float through the pile collars which are integral with the
structure.
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 piles
including anti-corrosion coating and cathodic protection systems and cone
hats.
Design shall comply with the latest edition of the applicable publications from
the following agencies:
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date
July 2002
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 shapes
and indicate all methods of connection, including shop welding
procedures.
Field Splice Details: Show rollers, blocks, shims, etc. required to align pile
sections when working flat. Show field weld preparation and alignment
tolerances 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 vertical
piles. 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 pile
collars which are integral with the structure.
Vertical piles allow the float to translate up-and-down with the tide. In order to
resist the berthing and seismic forces, the piles must be relatively large in
diameter and driven into the underlying dense sand. The preferred pile is a steel
pipe made from rolled welded plate. However, the piles can be made of steel or
precast concrete subject to subsequent analysis and performance specification
compliance.
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date
July 2002
The performance specification will be written based on preliminary engineering

results. The amount of allowable movement of the float will be a function of the
interface (transfer span) and the comfort of the passengers on the float.
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I.4/Docking Float ModuleFendering
date
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 system

wide fendering system.
Specific vessel and operational information is required for fender design.

Some of this information is listed in the Vessel Design Guidelines (for 350passenger and 149-passenger vessels). The information need is summarized
below.
Type (catamaran).
Weight
Gross tonnage (max/min)
Deadweight tonnage (max/min)
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date
July 2002
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
measured along the face of the pier
center
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 types
of fenders to be used. Possible types are described below but actual systems will
be 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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date
July 2002
provides a low deceleration rate for normal service and design landings. The
fenders will support a steel framed contact panel faced with timber and low
friction ultra-high molecular weight (UHMW) plastic. A steel backing structure to
link the shear and buckling columns into a coordinated unit will also provide a
mechanism for mounting to the float. A system of chains will be needed to
supports the steel framing and to resist vertical and horizontal friction forces
induced by the vessel.
Each fender system is to be designed for 100 percent of the maximum impact
energy including hydrodynamic mass. A 10 percent energy reduction is applied
due to cushioning effects of water captured between the vessel and the float, but
has no reduction due to vessel rotation.
Corner Fenders
Shear fenders were selected for the comer fendering system. The shear fenders
provide sufficient softness for service and normal landings, and have sufficient
energy absorbing capacity for the maximum design energy. Fender panel contact
surfaces are faced with UHMW plastic.
Side Fenders
A V type fender system will be used for side fendering. The system requires
facing with UHMW plastic similar to the bow fendering systems. The cellular
fender system has a higher deceleration rate than a shear fender system, but the
rate is still within reasonable limits.
Edge Protective Fenders
A continuous square rubber fender will be mounted on the edge of the float. The
top edge of this fender will have a non-skid surface.-The purpose of the square
fender is to protect the vessel from accidental direct contact on the edge of the
float and to fill in the space between the edge of the float and the side fender
panels.
Corner Protective Fenders
A foam filled floating donut fender supported on a monopole will be used for the
corner protective fendering system. The system is simple, relatively low cost, has
the ability to guide the vessel around the corner hazard, and has reasonable
energy absorbing ability. Typically the monopile will not be impacted directly by
the vessel and therefore provides the necessary means to deflect the vessel. If the
monopile is directly impacted, the cantilevered pile will yield dramatically without
seriously damaging the vessel. The significant deflection of the pile provides a
large margin of error in the fender design while minimizing the danger of
catastrophic damage to the vessel.
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I.5/Docking Float ModuleBrow Ramps
date
July 2002
Guidelines:
The following summarizes the design guidelines which will be used to develop
the design criteria. Therefore this information is subject to change as the
design 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 verified
pending 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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date
July 2002
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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date
July 2002
Provide means of lifting the ramp in case of power failure or failure of the
prime 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 be

based on AASHTO Standard Specifications for Movable Bridges and will be
supplemented by NFPA 70 National Electric Code, NFPA 79 Industrial
Machinery Code, and ANSI C-2 National Electrical Safety Code.
Operator Control Interface: The Operator Control Station shall be able to be

operated by personnel on the deck of the ferry vessel. Push buttons will be
used to activate all functions.
Discussion:
Bow Ramp
The Bow ramp is hydraulically raised and lowered and controlled by the
personnel on the vessel. It is hinged on the float and lowered to the deck of
the vessel. It is designed such that the hydraulic mechanism does not impede
the 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 side
of 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 for
loading/unloading of existing boats (that fall into the access range). The aft
stern ramp is to be used for bicycle loading. These ramps will be hydraulically
operated and will have similar guidelines as the bow ramps. They will be
designed such that the hydraulic mechanisms do not impede the pitch of the
vessel relative to the float.
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I.6/Docking Float ModuleFloat Operations

date
July 2002
Discussion:
General
This Section illustrates several options for passenger movements on the float and the
transfer span. The configuration of these elements both bow and side loading
vessels. Diversion gates on the float direct passengers to efficient movements to and
from the vessels.
Single Boat, Bow Loading
This configuration allows loading and disembarking from the bow. Passengers flow
from 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 the
other 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. The
direction of traffic at the vessel entries can be reversed, allowing a shorter travel path
to whichever passenger movement is greater.
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date
July 2002
Single Boat, Bow and Side Loading

This configuration provides orderly passenger flow to and form both the bow and
sides of the vessel. Diversion gates direct traffic to the correct side of the Float.
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date
July 2002
Two Boats, Simultaneous Loading

When two vessel must use the Float simultaneously, passengers utilize only one side
of the Transfer Span and Float. Using this option in its most efficient manner requires
that passengers disembark completely before passengers flow to the vessel from the
Passenger Waiting Area.
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J.1/Passenger Circulation & AccessBoarding Route

Guidelines:
Finishes:

date
July 2002
Floors: Exterior flooring non-slip texture coatings.

Interior flooring is noted in other Sections.
Walls: Open at sides; stainless steel rails; structural
elements painted.
maintenance.
Dimensions:
Width of Transfer Span 18 0; length is dependent

on site and tide specific criteria. Widths of pedestrian
paths through other areas shall accommodate Fruin
Level of Service C.
Height:
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; other

Terminal areas on the Boarding Route have HVAC
requirements noted in their Design Criteria.
Discussion:
Security
Once passengers enter the controlled sections of the boarding route, they
should be conducted as directly and quickly as possible to the Transfer Spans
and Docking Float. This route should be secure so that it provides the level of
control required by the Coast Guard in limiting the numbers of passengers on
vessels.
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 to
proved a secure route for passengers to vessels, and at the same time restrict
those 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 vessels
will 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 covered
depending on local conditions and budgets.
page 42
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J.2/Passenger Circulation & AccessDeparture Route

Guidelines:
Finishes:
date
July 2002
Floors: Non-slip texture coatings at float, transfer span,

any routes through the terminal, and at exterior walks and
paths.
Walls: Open at sides; stainless steel rails; structural
elements painted.
Ceilings: Described in other Sections.
Dimensions:
Width of Transfer Span 18 0; length is dependent on

site and tide specific criteria. Widths of pedestrian paths
through other areas shall accommodate Fruin Level of
Service C.
Height:
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 at

Shoreline Access so that a deckhand can easily control
both 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 the
Transfer Spans and Departure Route. This route should be secure so that it
prevents access to the Boarding Route.
Shoreline Access
At low-volume terminals the departure route will cross the Shoreline Access
paths required by BCDC. Gates operable by deckhands will be required to
proved a secure route for passengers to vessels, and at the same time restrict
those 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 vessels
will 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

date
July 2002
Guidelines:
The following summarizes the design guidelines from which the design criteria
is developed and is subject to change as the design is clarified.
Transfer Span Loading Requirements

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date
July 2002
.Maximum design transverse wind speed [129 km/h (80 mph) to be

Maximum service load (dead+live)
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)


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

Maximum slope 1:20 per ADA
General Transfer Span Structural Design: General structural design shall

conform to AASHTO "Standard Specification for Highway Bridges.
Transfer Span Loading Requirements

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date
July 2002

.Maximum design transverse wind speed [129 km/h (80 mph) to be
Maximum service load (dead+live)
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)


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

Maximum slope 1:20 per ADA
General Transfer Span Structural Design: General structural design shall

conform to AASHTO "Standard Specification for Highway Bridges.
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date
July 2002
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 should
be designed to separate the two passenger ways so that embarking and
disembarking of the vessel for the individual routes can occur simultaneously.
The transfer spans include a barrier provided lengthwise down the span to
separate movements (18-foot configuration with two 9-foot lanes).
The transfer span shall be hinged at the landside and on rollers on the float
side. It shall be covered and lighted to protect the passengers from the
elements. Should spray or blowing rain become a problem it should be
possible 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

Guidelines:
Finishes:

date
July 2002
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 and
from 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

Guidelines:
Finishes:
date
July 2002
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.
HVAC:
None.
Discussion:
Accessibility
Passengers should be conducted as directly and quickly as possible to and
from the Boarding Route and Departure Route.
Cover
Sidewalk at drop-off may be covered depending on local conditions and
budgets.
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J.6/Passenger Circulation and AccessService Access

Guidelines:
Finishes:

date
July 2002
Walks and driveways within the Terminal site shall be

concrete.
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 service

functions.
HVAC:
None.
Discussion:
Accessibility
The service route shall circumvent routes by pedestrians and vehicles in
connection with boarding and departure routes.
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J.7/Passenger Circulation and AccessVendor/Staff Parking

Guidelines:
Finishes:
date
July 2002
Walks and driveways within the Terminal site shall be

concrete.
Dimensions:
Stall dimensions: 9 x 18. One stall shall be reserved for

vendors. 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 and

vendors.
HVAC:
None.
Discussion:
Accessibility
The Vendor and staff parking areas shall be located apart from pedestrian
boarding and departure routes.
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J.8/Passenger Circulation and AccessBicycle Storage

Guidelines:
Finishes:
date
July 2002
Walks and roadways: concrete; enclosed bicycle

lockers: 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 bicycle
stands 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 the
boarding and departure routes, and directly visible to the occupants of the
Terminal. The intent of the visibility is to deter vandalism.
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K.1/Shoreline AccessPedestrian/ Bicycle Route

Guidelines:
Finishes:

date
July 2002
Walk materials shall conform to BCDC requirements

in 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 areas
and the transfer span to the docking float. Pedestrian/bicycle routes along the
shoreline must accommodate this secure connection.
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K.2/Shoreline AccessViewpoints
Guidelines:
Finishes:
date
July 2002
Viewpoint ground surface materials shall conform to

BCDC requirements for Shoreline access paths in the
locations 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, there
shall be one Viewpoint terrace adjacent to the Shoreline Access path. The
intent is to provide views of the shore, bay, and the loading/ unloading of the
ferries.
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L.1/UtilitiesGeneral

date
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 from
the transfer span with flexible connections at the landing. Conduit and pipe
will be routed through utility tunnels in the head float raised deck to the finger
float. Piping will be attached to the raised deck sidewalls to connection points
at the end of the finger float. Conduits for electrical utilities will be routed under
the 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 the
facility such that it is functional during a natural disaster. This generator may
be located in the terminal building or on the float pending local ordinances and
other considerations.
All utilities must conform to the applicable codes and standards which will be
named in the specification as the systems are identified.
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M.1/Architectural CharacterGeneral

date
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 and
an appropriate character for its site.
Objectives:
Architectural Character
The design of the Terminals shall reflect their positions as representatives of
the WTA and as civic buildings for their locale. The Terminals are part of the
enduring infrastructure of the Bay Area, and their quality embodies the values
of its people. The design of the Terminals should avoid transitory architectural
fashions. 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 the
WTA, including logos, signage, and color, and the passenger services module,
including ticket, vending and information kiosk. These elements are essential
to orient passengers and the public as they use the Terminals. Each Terminal
designer should incorporate system-wide elements into the architecture of
each Terminal in a manner to complement its architectural character.
Adaptation to Communities
Terminal designs should recognize and adapt their character to the
communities in which they are located. Communities should be invited to
provide special features that recall their heritage and history.
Graphics
The graphic designs and signage at each Terminal are an opportunity to
provide a marriage between local conditions and system-wide elements.
Standard elements shall be supported and mounted by means of materials
and colors consistent with the location and Terminal design.
Roof Shape
The roof shapes establish the presence of the Terminals in their communities
from afar, and are important in maintaining the WTA as an integral factor in the
infrastructure. At a distance the roof shapes will be markers orienting
communities to the Bay edge, and as destinations along the Shoreline Access.
Designers should provide roof shapes that are inviting and that signify shelter
and protection from weather.
page 56

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WTA TEAM INTERNAL WORKING DRAFT

Draft Working Paper

Terminal Architecture and Engineering

S.1/Design Guidelines SummaryGeneral

Water Transit Authority

Character: Architectural factors such as volume, hierarchy, proportion,

Planning for Safety and Security:

Terminal Architecture and Engineering

Water Transit Authority

S.1/Design Guidelines SummaryGeneral

All Terminal entrances must be lockable from inside and outside.

A pedestrian flow diagram based on normal peak conditions shall be

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

Backtracking shall be avoided and pedestrian cross flow throughout the

An information and guidance system shall be provided with an emphasis on

Terminal Architecture and Engineering

Water Transit Authority

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

60 x 61; 3656 sq. ft.; length and width may vary.

Minimum ceiling height: 12 0.

Enclosed with natural ventilation, supplemented with

Natural light where possible; 30 fc minimum.

Passenger turnstiles; bicycle turnstiles.

Provide natural ventilation. Air conditioning not

Terminal Architecture and Engineering

Water Transit Authority

Finishes: tile; clay

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

Minimum ceiling height: 12 0.

Enclosed with natural ventilation, supplemented with

Natural light where possible; 30 fc minimum.

Passenger turnstiles; bicycle turnstiles.

Air conditioning not required provide for future a/c;

Security: A closed-circuit television system is required, since the stations are

Terminal Architecture and Engineering

Water Transit Authority

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

1516 sq. ft.

Minimum ceiling height: 12 0.

Open at sides; rain protection of required area with a 45

Natural light where possible; 30 fc minimum.

None; facilitate natural ventilation.

Controlled Access: Direct entry from intermodal transfers, parking, and

Security: A closed-circuit television system is required, since the stations are

Terminal Architecture and Engineering

Water Transit Authority

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

732 sq. ft.

Minimum ceiling height: 12 0.

Open at sides; rain protection of required area with a

Natural light where possible; 30 fc minimum.

None; facilitate natural ventilation.

Controlled Access: Direct entry from intermodal transfers, parking, and

Security: A closed-circuit television system is required, since the stations are

Terminal Architecture and Engineering

Water Transit Authority

C.1/Passenger ServicesTicket Vending Machines

TVM: Stainless steel; painted metal.

The head heights of the TVMs, Change Machines, and

On Main Access and/ or Passenger Overflow; secure

Three Ticket Vending Machines.

Same as Passenger Overflow.