Ferry service in the Bay Area is provided between San Francisco and Alameda, Oakland,

Harbor Bay Isle, Larkspur, Sausalito, Tiburon, and Vallejo (See Figure 1). The six existing commuter water transit services are managed by five operators utilizing nine ferry terminals (the above eight plus Pier 39 at Fisherman's Wharf). Other recreational water transit services are provided to Angel Island and Alcatraz from various ferry terminals within the Bay Area. Service is planned to begin between Richmond and San Francisco in June 1999.

Twelve ferries are used on the routes, of which seven are high-speed catamarans. The commuter routes carry in total between 10,500 and 11,500 passengers each weekday for an annual total of over 3 million commuter passengers. Overall, Bay Area ferries carried 3.5 million passengers in the last fiscal year ending June 30, 1998 and are projected to transport 3.8 million passengers in 1999.

The 1998-1999 Regional Ferry Plan Update, prepared for the Metropolitan Transportation Commission (MTC) by Pacific Transit Management Corporation, contains descriptions of the existing Bay Area ferry systems. The following systems descriptions include selected material from the MTC report with supplemented information provided by operator interviews and field observations. The systems are presented in alphabetical order:

The City of Alameda and Port of Oakland provide service through a contract with an operator between two terminals (Jack London Square in Oakland and Main Street in Alameda) and San Francisco. The distances from San Francisco to Alameda and to Oakland are 6 and 7 nautical miles respectively. The service has been operated by the Blue and Gold Fleet. A bid process is currently in progress to determine the operator in the future.

Service is provided from Oakland and Alameda to San Francisco from 6 AM to 9 PM weekdays, with 28 trips daily, including five trips in the morning peak period and four trips in the afternoon peak. Weekday ridership averages 1,300 to 1,400 passengers, with 540 passenger commuting during the PM peak, 95 percent towards Oakland and Alameda. Annual patronage in 1998 was about 510,000.

Fares are $4.50 for one way trips, $60 for 20 tickets, or $115 for a monthly pass. Fares cover 60 to 70 percent of the operating cost. The operating subsidy is provided from sources including state bridge tolls, the City of Alameda ½ cent sales tax and the Port of Oakland. In 1998 a $521,000 subsidy was provided.

The Oakland Ferry Terminal is located at the foot of Clay Street near Jack London Square, a major entertainment and shopping destination. The terminal has one berth and provides only limited passenger amenities. The ferry terminal is somewhat isolated from downtown Oakland and major residential neighborhoods by I-880 and the Union Pacific railroad tracks. Four AC Transit lines, operating at 10 to 30 minute headways, stop within two blocks of the terminal.

The Washington Street garage, located across the railroad tracks from Jack London Square, has 1,000 car spaces and offers validated parking for ferry passengers. The facility often operates at capacity, particularly in the evenings and on weekends. Approximately 80 percent of riders arrive by automobile.

The Alameda Gateway Ferry Terminal at the end of Main Street in Alameda contains limited shelter, restrooms, bicycle lockers and uncovered benches. The walkway leading to the loading platform is covered. Two AC Transit bus routes stop at the terminal but do no provide late night or weekend service. A dedicated bus-only lane in the parking lot provides direct access to the front of the terminal. Free parking is provided for approximately 350 cars in paved and gravel-covered spaces. The car parking lot typically operates at 80 percent of capacity.

Service is provided by the rebuilt Encinal, a 400-passenger, 25-knot catamaran vessel, purchased from Blue and Gold Fleet for $2.6 million through Measure B funds (a STIP exchange) and PVEA funds. The Encinal replaced the Bay Breeze, a 250-seat, 25 knot passenger vessel purchased in 1994 for $3.6 million. The smaller and slower Ohlone Spirit, a 20-knot, 200 passenger catamaran owned by Blue and Gold, is used for two trips during the morning commute and one trip during the evening commute. The Ohlone Spirit provides back-up when the Encinal is being maintained.

The Oakland terminal is being improved through provision of a passenger shelter and upgraded signage. The success of the Jack London Square commercial district is placing pressure on parking supply and additional parking is planned. Parking improvements are also needed at the Alameda terminal, particularly for the temporary gravel parking area.

Service is provided weekdays, peak periods only, over the eight-mile route to and from San Francisco. Daily ridership averages 350 to 380 passengers equating to an annual ridership of approximately 100,000 persons.

Fares are $4.50 one way, $60 for 20 tickets, or $99 for a monthly pass. Fares cover about 30 percent of the operating costs. The operating subsidy is provided from sources including state bridge tolls, the City of Alameda ½ cent sales tax and business park association dues.

A simple but functional terminal is located adjacent to the Harbor Bay Business Park and residential development consisting of a glass shelter and an accessible floating dock. There area currently 15,000 residents in Harbor Bay Isle and 5,000 employees working at Harbor Bay Business Park. The Business Park is expected to eventually accommodate up to 20,000 employees. Free parking is provided for approximately 250 vehicles. Approximately 80 percent of riders arrive by automobile. Two roadways provide access to the terminal at which two AC Transit routes make frequent stops. There is limited pedestrian access from local residential neighborhoods.

Service is provided by the 250-passenger, 25-knot Bay Breeze, a catamaran which formerly provided service on the Alameda/Oakland run. Until recently, there was no back-up vessel for this route which required that service was suspended when maintenance on the Bay Breeze was required. Harbor Bay Maritime now leases a back-up vessel from Blue and Gold Fleet on an

as-needed basis.

There is excess capacity on the route during peak hours. Residential development near the terminal and improved access via the cross airport roadway should enhance ridership.

The Golden Gate Bridge, Highway and Transportation District (GGBHTD) operates service over the 11-mile Larskpur to San Francisco route, using four ferries. This commuter service is the best-patronized ferry operation in the Bay Area. Since the introduction in 1998 of the new catamaran, the Del Norte, overall patronage has increased from approximately 3,800 to between 4,200 and 4,400 passengers daily with 1,800 traveling during the PM peak (over 90% towards Larkspur). Projected annual ridership is well over one million passengers. Over the past three years, ridership on the route increased at greater than 7% per year.

The response to the introduction of the Del Norte (and the high-speed Vallejo vessels) is indicative of the potential demand for high-speed ferry service. The Del Norte has reduced the Larkspur to San Francisco travel time from 45 minutes to 30 minutes, making ferry transit to San Francisco faster than that possible by vehicle on Highway 101. Peak-period trips for the Del Norte are usually full (325 passengers), indicating a substantial market for a waterborne service operating at much higher speeds than conventional ferries, and effectively competing with highway travel times. The three 20-year old Spaulding-class ferries that seat 725 provide the remainder of the service. GGBHTD plans to eventually replace all the vessels with high-speed catamarans, which should substantially increase patronage. The 1992 Regional Ferry Plan estimated that patronage would jump by about 40 percent with faster service, bringing all day patronage totals to about 5,500. GGBHTD currently schedules 40 weekday trips.

The fare is $2.75 one way or $44 for a 20 ticket booklet. The current Larkspur service covers about 25 percent of its operating cost from the fares with the subsidy provided by tolls from Golden Gate Bridge operations (also managed by GGBHTD). GGBHTD has awarded a seven-year contract to provide food and beverage concessions on the Larkspur and Sausalito ferries. According to the concessionaires, their service is profitable.

GGBHTD also provides a network of free feeder buses to ferry passengers. Ironically, the introduction of the high-speed ferry has resulted in fewer commuters using the buses to meet the high-speed trips as commuters try to arrive earlier in order to get a seat on the ferry. Rescheduled feeder service could alleviate this problem. Approximately 85 percent of passengers arrive by automobile. Bicyclists and pedestrians account for 5 to 10 percent of ferry passengers.

The Larkspur terminal is a large facility with parking for 1,366 vehicles, bus loading and unloading zones, a terminal building with protected waiting areas, limited vending machines, and restrooms, administrative offices and a maintenance building. Two of the four berths are used for loading and unloading passengers. Hydraulic ramps, operated by a landside personnel, provide boarding to the 2nd deck of both the 3-deck Spaulding and 2-deck catamaran vessels. The third and fourth berths are used to moor vessels when they are out of service. The berth nearest the maintenance facility is also used to moor vessels for maintenance purposes.

Vehicle access to the terminal is from East Sir Francis Drake Boulevard. During the PM peak periods the terminal exit is usually congested with delays of 5 to 10 minutes as 250 to 350 vehicles queue to leave the terminal.

The parking lot was reconfigured in 1998 to accommodate the additional cars which the high-speed ferry was expected to attract. The increase in car parking has proved to be inadequate for the increased demand created by the high-speed ferry service and the parking lot is frequently at over-capacity by mid-morning (with parking occurring on sidewalks, in the dedicated bus loading zones, and grass areas).

Three 20.5 knot, 725-seat, Spaulding-class monohulls make the Larkspur to San Francisco crossing in 45 to 55 minutes. The 325-seat Del Norte, a high-speed catamaran, takes 30 minutes to make the crossing at an average speed of 36 knots. The Del Norte was purchased for $7.8 million with funds from Proposition 116, FTA Section 3, and GGBHTD.

The Larkspur route is subject to wake restrictions in the Corte Madera Creek channel which adds five minutes to the Del Norte runs and substantially more time in the case of the older Spaulding vessels, which create a much larger wake.

GGBHTD plans to acquire a second high-speed vessel within a few years, possibly by 2000 as the transition to smaller high-speed vessel continues. Four 36-knot, 325 passenger vessels operating at 20 minute intervals would provide a capacity of 975 seats per hour. Five vessels could operate at 15 minute intervals providing a capacity of 1,300 seats per hour. The use of smaller high-speed ferries with seating less than 400 would also improve egress onto Sir Francis Drake.

A parking structure was considered as part of terminal access improvement studies and was found to be viable if outside funding sources could be identified. However, the structure would attract additional vehicles which would add to the already congested conditions at the terminal exit. Improved feeder bus service with more frequent service would attract more commuters to the feeder bus system.

The Red and White Fleet will start service by June 1999. The distance from San Francisco to Richmond is about eight nautical miles. Weekday service wil be 2 AM trips and 2 PM trips. On weekends and holidays there will be 1 AM trip and 1 PM trip. Adult fares will be $5.00 for one way trips, or $90.00 for 20 tickets; child fares will be $2.50. There will be no subsidies at this time.

The Richmond terminal is located at the foot of Harbour Way South, next to the historic Ford Plant. The termional will have two berths and there will be parking on both streeet and off street for a total of 250 spaces. AC Transit will extend their #74 bus line to the terminal so that there is adequate connecting bus service. Caltrans and the City of Richmond will install directional signs on HWY 580, 80 and on city streets. There is easy car and bus access to the Richmond Ferry Terminal straight down harbour Way South from HWY 580.

Service will be provided by Red and White Fleet’s Royal Prince. This is a 500 passenger monohull which will make the trip in about 40 minutes. There are three additional back-up vessels.

The Richmond Terminal is in a major development area with adaquate space for additional parking, improved feeder bus service and a passenger shelter and ammenities. As demand grows, it is planed that new vessels will be purchased and the routes expanded to include Tiburon, Sausalito, Angel Island, Alcatraz, Oakland and Alameda.

The Golden Gate Bridge, Highway and Transportation District (GGBHTD) operates a service between Sausalito and the San Francisco Ferry Building, a distance of six miles, which is primarily used by commuters. Blue and Gold Fleet operates a tourist service between Sausalito and Fisherman’s Wharf.

GGBHTD operates 20 weekday trips and 14 weekend trips. Patronage averages about 1,400 to 1,500 passengers daily with approximately 1/3 of the patrons on three PM peak trips. Annual ridership is about 500,000 passengers. The one-way fare is $4.70, but only $1.76 if a 20-ticket book is purchased. Fares finances about 45 percent of the operating costs. Golden Gate Bridge toll funds provide the operating subsidy.

Blue and Gold charges $5.50 for the Sausalito to Fisherman’s Wharf trip. Tourist ridership, mainly during non-peak hours, averages about 1,200 passengers per day. This service is not subsidized.

Landside facilities at Sausalito are limited. Dedicated parking is not available, although some patrons park at the adjacent 200-space public parking lot ($10.00 per day). Kiss-and-ride drop-offs occur at two streetside loading/unloading zones. Sausalito residents can use the parking lot for drop-offs. Golden Gate transit buses stops one block away from the terminal.

A new gangway with an ADA (Americans with Disabilities Act)-accessible float allowing two vessels to berth was installed in 1998. The new float does not have the double deck requested by GGBHTD. Planned future use of the Larkspur Spaulding-class vessels on this route will require an ADA elevator to be installed in those vessels if they do not modify the fleet. This is because the Spaulding-class vessels load in San Francisco from the second deck but will unload in Sausalito from the lower deck.

GGBHTD operates a single vessel, the Golden Gate, on the Sausalito to San Francisco run. The Golden Gate is a 575-passenger, 15-knot monohull. Larger Spaulding-class Larkspur vessels with a seating capacity of 725 are used for backup when the Golden Gate is being serviced. However, by agreement with the City of Sausalito, GGBHTD will not bring more than 575 passengers on these vessels. The Golden Gate takes 30 minutes to make the crossing.

The Blue and Gold Fleet operates the 400-passenger, 25-knot catamaran Zelinsky on the Sausalito to Fisherman’s Wharf crossing. The crossing takes less than 20 minutes.

Waterfront and terminal improvements are underway. A covered pedestrian waiting area is being considered for the new pier. The City of Sausalito is also considering expansion of the plaza adjacent to the dock. However, Sausalito does not want to lose parking spaces and residents do no want structures that might block the view of the Bay.

The greatest concern of the Sausalito City Council appears to be the potential of large crowds of people arriving for vessel arrivals or departures. Frequent service on smaller vessels might be one way to alleviate this concern.

TIBURON

The Blue and Gold Fleet operates the six-mile Tiburon to San Francisco service with three trips to and from San Francisco at the peak periods. The service is not subsidized and is operated as a totally private-sector operation. Fare is $5.50 one way or $63 for 20 tickets. Average daily ridership is 1,100 passengers with about 450 persons riding during the PM peak commute, 85 percent towards Tiburon. Approximately 400,000 passengers traveled on the service in 1997.

The terminal facilities are very limited and consist of a non-ADA-accessible floating dock and gangway. The dock is not protected from weather.

Tiburon Boulevard is the primary access route to the terminal. There is no dedicated parking at the terminal, but paid public parking is available at three nearby lots ($5 to $9 per day).

The Zelinsky, a 400-passenger, 25-knot catamaran, is the primary vessel used on the route. Service during maintenance on the Zelinsky is provided by larger, slower monohulls.

A plan for a larger accessible floating dock has been approved in concept and is in design. The facility will be owned by the Town of Tiburon and leased to Blue and Gold.

There is no sheltered waiting area. Given that residents rejected an initial plan for the terminal over concerns about view blockage, similar concerns would probably be raised regarding a shelter structure.

VALLEJO

The Vallejo to San Francisco route is the longest on the Bay, approximately 23 miles. The City of Vallejo owns the facilities and vessels, which are operated under contract by Blue and Gold Fleet. The service is called "BayLink." Vallejo to San Francisco weekday ferry trips now number between 10 and 16 seasonally, including three in each peak period. Eight weekend round trips are scheduled.

Since the introduction of two high-speed catamarans, the Mare Island and the Intintoli, Vallejo BayLink Ferry patronage has increased substantially, to more than 2,200 on many weekdays. During the month of July, 1998, about 69,000 passengers used the service compared to 50,000 the prior year. Almost 97 percent of the PM passengers travel in the peak direction towards Vallejo indicating the service is almost a pure commuter service. The 55-minute trip time is extremely competitive compared with automobile transportation on the congested Interstate 80 route. This has resulted in the service being over-subscribed with passengers being left on the dock during peak hours.

Fares are $7.50 one way, $10 for a round trip, $60 for a 10 tickets, or $160 for a monthly pass. Fares cover about 55 percent of the operating costs. State bridge toll funds and Vallejo’s local transportation fund provides the annual subsidy.

Terminal facilities at Vallejo are among the best in the Bay Area. The Vallejo terminal building is a modern structure built in 1986, providing a ticket office, covered waiting area, an early-opening café serving food and beverages (Muggs Café, a tenant of City, opens at 5:00 AM), public phones and restrooms. The ticket office provides additional transit information including bus connection and feeder service to Sacramento. The Vallejo Convention and Visitor Bureau staffs a visitor information window in the terminal proving information on North Bay and San Francisco attractions.

A new 2-berth float was installed in September 1998. One berth is dedicated to the Vallejo service, the second is configured to allow boarding by both Vallejo and occasional vessels. The new float includes a wide shore gangway and accommodates two-door disembarkation from the ferries. Using only vessel-based deck hands, disembarkation rates of 300 passengers in 3 minutes are achieved. This rate of 100 passenger a minute is a desirable target for all terminals. The float provides cover from the weather but is not fully enclosed due the additional gangway width stipulations that would have been required by fire safety code. The approximately 100-yard walk from the terminal to the float is unprotected. Plans for covered walkway have been considered, but until the Vallejo Waterfront Plan is approved, the concern of view blockage remains.

The Vallejo terminal is a short walk from downtown Vallejo. Three parking lots service the terminal. The main gravel parking lot has a capacity of about 670 vehicles and is almost at capacity by mid-morning. Pedestrian access from the existing main parking lot requires crossing the busy Mare Island Way. A third 120 space lot provide short-term parking and restaurant access. Approximately 80 percent of patrons arrive by automobile.

Two 34-knot, 300 passenger high-speed catamarans, the Mare Island and the Intintoli, provide the primary service on the route. The vessels were purchased for $15.3 million using a combination of Proposition 116 and FTA Section 3 funding. They were delivered in 1997. A used vessel, the Jet Cat Express, a 368-passenger catamaran was purchased in 1994 for $3.6 million, is now used as the back-up vessel and on weekends. The Jet Cat is unable to maintain 28 knots when it is fully loaded and therefore cannot make the one-hour turn-around time required by the present schedule. The high-speed catamarans make the trip to San Francisco in 55 minutes; the Jet Cat in 60 to 65 minutes depending, on the number of passengers.

Vessels are owned by the City of Vallejo, and operated by Blue & Gold under a competitively-bid contract. As with the Larkspur ferries, the Vallejo ferries are subject to a two-mile long wake restriction in the Napa River, which adds five or more minutes to the commute time.

Relocation and improvement of the Vallejo downtown transit center to include up to 16 bus bays were recommended in a 1996 study of Vallejo terminal landside access. Better transit access would enhance ridership, as would paving of the main gravel car parking lot.

Vallejo is investigating increasing seating capacity of the high-speed ferries by 25 seats (to 325 seats) to relieve some of the over-subscription demand on the route. A third high-speed ferry with more frequent service would achieve the same goal.

The passenger demand indicated by the success of the Vallejo and Larkspur high-speed ferries clearly shows that the Bay Area has entered the era of high-speed vessels. These vessels are often over-subscribed, operating at full capacity during peak commuter times and either leaving early during the AM peak commute because they are full or leaving passengers on the dock. The combination of rapid transit time, convenience, and traffic congestion make high speed ferries very attractive to commuters. Of the 12 ferries operating on the Bay, 7 are high-speed craft. The high-speed vessels are listed below.

The existing Bay Area ferry terminals are summarized in Table D-2. The table indicates that the berthing capacity in the Bay is very limited, with 14 berths currently in use. Additional berthing capacity is essential if the system is to expand.

Intermodal connections are a key to the success of any water transit system. The transit connections available at the San Francisco Ferry Terminal and Fisherman's Wharf are limited to the following: