Port of Richmond
Report on Operations, Facilities, Finances, and
Economic Opportunities
Richmond, California
FACILITIES ANALYSIS
Robert Stevens, PE, TE
Contract Port Engineer
210 Washington Avenue
Richmond, CA 94802
FINANCIAL ANALYSIS
Bill Lee
Senior Partner
388 Market Street #1300
San Francisco, CA 94111
OPERATIONS ANALYSIS
Lizeht Zepeda
Lizeht Zepeda
Sr. Business Assistance Officer
1322 Canal Boulevard
Richmond, CA 94802
Port of Richmond
1 CONTENTS
INTRODUCTION .................................................................................................................................................................................................... 2 PORT OF RICHMOND OPERATIONS ............................................................................................................................................................ 4 RECENT PORT DEVELOPMENT ........................................................................................................................................................................ 5 POINT POTRERO MARINE TERMINAL EXISTING CONDITIONS ......................................................................................................... 7 POINT POTRERO MARINE TERMINAL RECOMMENDATIONS .......................................................................................................... 16 TERMINAL 3 EXISTING CONDITIONS ......................................................................................................................................................... 19 TERMINAL 2 EXISTING CONDITIONS ......................................................................................................................................................... 20 TERMINAL 2 RECOMMENDATIONS ............................................................................................................................................................ 23 TERMINAL 4 EXISTING CONDITIONS AND RECOMMENDATIONS ................................................................................................ 23 SEAPORT PLAN UPDATE .................................................................................................................................................................................. 25 PORT FINANCES .................................................................................................................................................................................................. 26 ECONOMIC OPPORTUNITIES AND THREATS .......................................................................................................................................... 29 RICHMOND GREEN-BLUE NEW DEAL ........................................................................................................................................................ 29 OFFSHORE WIND AND ENERGY OPPORTUNITIES ................................................................................................................................ 30 STAFFING ............................................................................................................................................................................................................... 30 PORT AUDIT .......................................................................................................................................................................................................... 31 CONCLUSION ....................................................................................................................................................................................................... 32
FIGURES
Figure 1 – Point Potrero Marine Terminal
Figure 2 – Terminals 2 and 3
Figure 3 – Terminal 4
EXHIBITS
Exhibit 1 – Port Tenant Lease Information
Exhibit 2 – Environmental Information
Exhibit 3 – Overview of Port of Richmond FY 21/22 Financial Condition and Outlook Exhibit 4 – Overview of Port of Richmond FY 22/23 Financial Condition and Outlook
The cover photograph is the Point Potrero Marine Terminal taken from the Shipyard 3 overlook constructed in 2014. This photograph was taken by Robert Stevens in November 2020. Photographs included in this report were provided by various parties and are acknowledged in parenthesis.
Port of Richmond
2 INTRODUCTION
The Port of Richmond is a division within the Economic
Development Department that operates dry bulk, break
bulk, and automobile processing facilities on the City’s southern waterfront. The Port’s property includ es the Point Potrero Marine Terminal ( PPMT), as well as
Terminals 2, 3, and 4. Terminal 1 is not included in this report.
A brief description of each terminal is below:
Terminal 2 – 8 acres leased of land and two
warehouses totaling 140,000 square feet.
Terminal 3 – 20 acres of land and a warehouse
of 80,000 square feet.
Terminal 4 – 37 acres of land and a warehouse
of 12,000 square feet.
Point Potrero Marine Terminal – 130 acres of
land, a main wharf, five graving basins, two
finger piers and two warehouses totaling
170,000 square feet , and various smaller
buildings.
The land use of Richmond’s southern waterfront ,
specifically along the Harbor Channel and Santa Fe
Channel, are regulated by the Metropolitan
Transportation Commission (MTC) and the Bay
Conservation and Development Commission (BCDC) per
the San Francisco Bay Area Seaport Plan as Amended
January 2012. BCDC reserves these areas for Port Priority Use.
The future Point Potrero Marine Terminal and Terminal 3 as seen in a 1928 aerial photograph. (Unknown)
The Port of Richmond as described in the BCDC Sea Port
Plan. (BCDC)
Port of Richmond
3 Areas with Port Priority Use have excellent access to deep navigable water and strong connectivity to both rail and highways. For the Port of Richmond, in 1996, Congress authorized deepening of the Harbor and Santa Fe channels from (-)35 to (-)38 feet at Mean Lower Low Water allowing for large vessels to enter . Furthermore, the facilities are accessible by both Union Pacific (UP) and the Burlington Northern Santa Fe (BNSF) Railroads.
As described i n the BCDC Seaport Plan, Richmond has public and private terminals that have Port Priority Use. The public terminals that are managed by the Port include the Point Potrero Marine Terminal , as well as Terminals 2 and 3. Terminals 1 and 4 are not included in the Seaport Plan. There are nine other privately- owned facilities along the Santa Fe Channel. These terminals are not managed by the Port of Richmond.
The history of maritime commerce within Richmond dates to the Gold Rush era of 1849 when Captain Ge orge Ellis set up a wharf and warehouse at Ellis Landing located along present-day Esplanade Drive near the Inner Harbor Basin. This wharf served a thriving business transporting hay and grain across the Bay. A great resource that describes this history is a 1980 report entitled “Port of Richmond 1901 to 1980” prepared by the League of Women Voters. In addition, we recently found another type written report entitled “History and Status of the Port of Richmond, California” that describes the Port’s development. The author and date of this report are unknown, and there are discrepancies between the two previously mentioned documents.
During the 1980’s, 1990’s, and early 2000’s there were many reports prepared regarding how the City should use its Port. Many of the recommendations have been to privatize the asset. This report is intended to provide a general summary of the of Port’s operations and facilities, including the following:
Overview of material handling and operations.
Description of facilities and their current conditions. Recommendations to maintain and rehabilitate the facility. Financial status as well as economic Green-Blue opportunities and threats. Current staffing and recommendations for the future.
We have derived this information from previous studies and our observations of the facilities over the last decade.
Shipyard Number 3 in 1945. (Unknown)
Port of Richmond
4 PORT OF RICHMOND OPERATIONS
The Port of Richmond’s Point Potrero Marine Terminal (PPMT), as well as Terminals 2 and 3 are commercially viable for modern operations including:
Liquid bulk: This is liquid that is held within the ship such as vegetable oil imported at Terminal 2. Dry bulk: This is a bulk product such as iron ore that is exported at Levin-Richmond, a private terminal. Break-bulk: This is material contained in bags, drums, or boxes. Neo-bulk cargo: This is material that is pre -packaged such as bundles of lumber, paper rolls, steel, and vehicles.
Each of these terminals is allowed to be dredged to a depth of ( -)35 feet at Mean Lower Low Water (MLLW) in accordance with the National Vertical Datum of 1988. Since the elevation of MLLW in Richmond is about 0 feet, the depth to the Bay’s floor is approximately 35 feet. This is an important value as it pertains to the size of a vessel that the facility can accommodate. A vessel’s draft is the measurement between the waterline and bottom of the hull.
The actual draft is a function of the load on the vessel; the lighter the load, the less the draft.
A typical reference of vessel size is the Panamax
class. These vessels are the maximum size that can
travel through the Panama Canal. The general
characteristics of a vessel of this size are:
Tonnage: 52,500 Deadweight Tonnage
(DWT)
Length: 950 Feet
Beam (Width): 106 feet
Height: 190 feet
Draft: 39.5 feet
Capacity: 5,000 Twenty Foot Equivalent Unit (TEU)
In general, the Point Potrero Marine Terminal and Terminal 3 can handle a vessel of this size. See the individual terminal description for specific information. PPMT has served vehicle import, and Terminal 2 has served liquid bulk. In recent years, Terminal 3 has served lay berthing. A lay berth is used by vessels for short -term waiting until a loading or discharging berth is available.
The Sagamore at Terminal 3 for lay berth. Lay berths
represent a good revenue source for the Port. (Stevens) RO-RO vessel dock at PPMT. Note the ramp which is
used to unload automobiles. (Stevens)
Port of Richmond
5 RECENT PORT DEVELOPM ENT
Much of the PPMT , as well as Terminals 2 and 3 are older facilities. PPMT was constructed during World War II, Terminal 3 in the late 1970’s, and much of Terminal 2 in the 1950’s. Since 2010, the Port has secured grant funding and collaborated with public private partnership to renovate its facilities. One of the largest and most successful updated facilities was the Honda Port of Entry project which funded the reconstruction of PPMT.
This project transformed the former Shipyard Number 3 into a state-of-the-art roll on/off automobile processing facility.
After the completion of the Honda Port of E ntry, the Port has secured Federal and State grants totaling $20 million dollars , to invest back into Port infrastructure. The Port has completed the following projects:
A 12-mile fiber optic network operating at 10 Gb/s
serving the City of Richmond , in 2012 invested $5
million dollars.
A high-mast lighting project improving security at
PPMT, as well as rehabilitating much of the
electrical infrastructure, in 2014 invested $4 million
dollars.
An extension of the S an Francisco Bay Trail into
PPMT, including two overlooks and a hillside
pathway, in 2011 invested $2 million dollars.
Renovation of the Riggers Loft into the Port
Administration and Operations Office and Security
Center, as well as space for lease to the Riggers Loft
Wine Company for event space and wine production, in 2014 invested $5 million dollars. Removal and disposal of electrical equipment containing polychlorinated biphenyls, improving the quality of water in the SF Bay, in 2015 invested $1.5 million dollars. Electrification of the Terminal 3 berth, in 2016 invested $100k dollars. Removal of outdated container cranes at Terminal 3, in 2019 invested $500k dollars. Rehabilitation of the former gear storage warehouse at Terminal 3, in 2018 invested $1.5 million dollars. Debris removal and repairs to the Graving Basins, in 2015 invested $100k dollars. Maintenance dredging of Terminals 2, berths 7, 8, and the Marina Bay Entrance Channel, in 2019 invested $100k dollars.
Disposal of ships abandoned at the Graving Basins, in 2013 invested $500k dollars.
The Port completed an extension of the SF Bay Trail into the PPMT in 2014. (Stevens)
The Honda Port of Entry project completed in
2010 transformed PPMT, making it an
economically viable marine terminal. (Stevens)
Port of Richmond
6 In addition to commercial operations, the Port hosts
nonprofits, including the SS Red Oak Victory Ship, and the Sea Scouts’ vessel , the Northland. These groups
occupy areas within the Graving Basins at no cost ,
allowing them to continue their missions of education.
One of the mo st rewarding events that has occurred in
the last decade has been the reduction in vacancies at
the Port of Richmond. Effectively , all the leasable areas within the PPMT , and terminals except for the Cafeteria Building, Basin 1, and the General warehouse have long- term tenants. There are opportunities with AWC who is
working with Subaru to expand their operations and
construct a new processing building at the PPMT.
Terminal 3 has a long-term tenant who manages the facility. Moxion Power, an energy innovation firm that designs and builds clean energy electric generators established and headquartered at the Ford Assembly Plant plans to build a 200,000 square foot advance manufacturing at Terminal 3. This project will create 1,100 new blue-green jobs in Richmond, train and recruit local talent in partnership with the City’s Employment and Training department and build a green manufacturing building at Terminal 3.
The Port completes regular maintenance dredging of its
facilities. Here, the Port’s contractor completed dredging of the Marina Bay Yacht Entrance Channel in 2017.
(Stevens)
The Port completed removal of outdated
container cranes in PPMT in 2019. (Stevens)
The Port started renovating the WW II era Riggers Loft in 2012. The project was completed in 2015. (Stevens)
Port of Richmond
7 POINT POTRERO MARINE TERMINAL
EXISTING CONDITIONS
Point Potrero Marine Terminal (PPMT) is the former
Historic Shipyard Number 3 , developed to construct
Liberty and Victory Ships during World War II. The
facility is located at the end of Canal Boulevard as shown in Figure 1 (see map). PPMT’s layout matches its World War II condition as the graving basins, wharf, and several buildings still exist. PPMT has several tenants with most of the site is occupied by Auto Warehousing Company
(AWC).
AWC imports automobiles from Japan and China. Based
upon data from AWC, they received the following total
number of vessels over the last five years:
Year AWC Total Number of
Vessels
2016 71
2017 88
2018 100
2019 92
2020 68
2021 52
2022 54
Typical vessel that calls on PPMT about 1 to 2 times each week. Pictured here is the Dionne Leader, which is almost 700 feet in length. It is docked partially in Terminals 7 and
8. (Stevens)
Port of Richmond
8 FIGURE 1
Port of Richmond
9 AWC averages about 70,000 vehicles per year, which is the maximum capacity of the facility. While the typical vessel that transports vehicles for AWC can carry up to 6,000 units, the current vessels that call to PPMT carries between 300 to 2,000 vehicles. AWC cannot predict the number of vessels and vehicles delivered to PPMT in the future , as it is entirely driven by market demand. Other tenants of the PPMT are marine industry construction and ocean towing, and do not export or import any cargo.
PPMT was constructed largely by placing fill within the tidal marshlands; the soil used was excavated from the adjacent hillside. Thus, there is between 1 to 20+ feet of fill placed atop young Bay Mud. The Bay mud is highly compressible, which results in differential settlement within the facility. Improvements occurred in the 1980s and early 2000s to transform the facility into an automobile import facility. The current site configuration resulted from a major renovation completed in 2010 to support the import of Honda automobiles.
Westerly of Graving Basin Number 1 is known as Operating Unit Number 1 (OU -1). This is cleanup of soil contamination under an enforceable operation and maintenance agreement administered by the Department of Toxic Substances Control (DTSC), which occurred in the early 2000’s.
Essentially, it is a cap of asphalt and soil encapsulating contaminated material.
Operating Unit Number 2 (OU-2) is a submerged cap located adjacent to Finger Pier Number 2. Implementation of a nnual inspections of the cap and groundwater are required by DTSC , photographic documentation and repairing any damage to the current asphalt is the responsibility of the port .
DTSC requires a tri -annual inspection of the submerged cap of OU -2. As the Port of Richmond is the responsible party , it has completed the inspections as required by the DTSC. The areas have restricted use of property, provisions apply per DTSC for activities for drilling, development, disturbance of soil, and cap alterations.
Previous observations of the pavement in the westerly segment of PPMT within OU-1 ha ve shown a white precipitate that forms on the asphalt. This often occurs as the tide ebbs. We believe that groundwater that is “perched” below the cap within the zone of contaminated soil is pushed through the asphalt during high tide. As the tide gets low, the water rece des, and as the surface dries, residue remains on the surface. Groundwater monitoring has indicated that potentially contaminated groundwater is moving under the cap.
Bathymetric surveys (surveys that map the depth and shape of underwater terrain) of OU-2 have shown that the floor of the Bay has been disturbed , creating a hole within the submerged cap. We theorize that a vessel’s prop wash disturbed the sediment. If natural sediment settles within the hole, this could correct the condition. Otherwise, it will need to be filled.
The Port maintains several 12 Kv
electrical distribution panels. These
require regular maintenance to
prevent faults. (Stevens)
Port of Richmond
10 The following summarize basic infrastructure at PPMT:
1. Pavement. PPMT has approximately 65 acres of asphalt pavement that requires regular maintenance to prevent deterioration. Maintenance includes spot repairs, slurry seals, asphalt overlays, and re-striping. In areas that receive heavy truck traffic, the deterioration occurs rapidly, requiring more maintenance. Most of the paved area i s within the AWC secured perimeter. Outside of this area is Canal Boulevard, which serves other tenants of the Port and is an alternate access pathway to Point Richmond neighborhoods, most notably Waterline by Shea Homes to the west.
2. Utility Systems. PPMT has potable and fire water, sanitary sewer, storm drainage, telecommunications, municipal fiber, and electrical service.
a. Potable and Fire Water. PPMT ’s water system is private with the connection to the East Bay Municipal Utility District located near the entrance
to the facility at the gateway sign. The water
system extends to the First Aid building (#9 pg. 17)
with two 12-inch in diameter polyvinyl chloride
mains constructed in 2010 . At the First Aid
building, the systems split to a westerly segment
constructed of a high -density polyethylene pipe
(HDPE) and the easterly segment that extend s to
the Riggers Loft and along the dock ’s face. These
segments were constructed in 1995. The easterly
segment has lower flows and pressures than th e
westerly segment. We have attempted to open valves to correct the condition but have been unsuccessful. Both HDPE segments have had leaks repaired over the last five years. b. Sanitary sewer. The sanitary sewer system is a combination of plastic and concrete pipelines that generally flow to a pump station near the First Aid building. Downstream of this location, the pipelines were repaired in the 2010 project. Upstream of this location there are two pump stations.
One is at the dock, and another within the graving basins. The dock pump is maintained by Veolia and is in good condition. The pump within the graving basins has failed, resulting in no wastewater service within the graving basins. Should wastewater service be required by a tenant in the graving basins, they would be required to repair the pump and related appurtenances. c. Storm Drainage. The storm drainage system is a combination of concrete, plastic , and corrugated metal pipe. The corrugated metal pipe dates to the construction of the terminal in the 1940’s. The metal pipe is corroding, and results in the formation of sinkholes, the most recent sinkhole occurred in 2015.
d. Electrical System. PG&E serves the PPMT by a 12KV feeder system to five substations within the site. The western link that serves the finger piers and substation number 9 has only one of the three conductors functional. PG&E was planning to repair the system, but because it is located within OU-1, they have refused to proceed with the project. The failure is likely due to fill placed atop the existing pipeline to construct the cap, which caused settlement that crushed the conductors. If the last conductor fails, power will be lost within the western segment of PPMT.
Storm drain collapse creating a sinkhole in PPMT
in 2015. (Stevens)
Port of Richmond
11 e. Natural Gas. PG&E deactivated the natural gas system in 2020 due to old infrastructure. The Port’s tenants have converted to electrical power.
f. Telecommunications. AT&T provides data service within PPMT. In addition, in 2011, the Port installed the City’s municipal fiber optic network within the terminal. The 144 fiber strands terminated within the Riggers Loft.
3. Docks. There are several docks located at PPMT that were constructed in the 1940’s including:
a. Terminal Numbers 7 and 8. These are the two primary berths located along the east side of the facility that occupy a total length of about 15 60 feet; Terminal 7 is south, and Terminal 8 is north . This is the facility used by AWC’s vessels to offload automobiles. The dock has
two segments including an outer (waterside) and inner
(landside) wharf which are separated by a sheet pile wall.
An inspection completed in 2009 by Collins Engineers,
Inc. found that Terminals 7 and 8 were in serious to poor condition. In 2012, the Port completed repairs of the
piles, deck, and beams within Terminals 7 and 8 in
support of the Honda Port of Entry project. Each
terminal can receive a standard roll -on/off (RO -RO)
vessel, but there are segments of the dock that are in poor condition , which require the Port to specifically designate areas that are rated for vehicle loading using a HS20 -44 standards. The following are known concerns of the wharf:
i. The slope of the shoreline is too steep and causes sinkholes to form at the interface between the land and wharf under the rear marginal beam. ii. The expansion joints are widening , creating a trip hazard for work ers. In previous years, the Port had installed steel plates covering these gaps. iii. The deck, piles, pipe capitals, sheet pile wall, and beams require general repair. b. Southerly Berth. This area is located to the south of the Riggers Loft building and is kno wn as Terminals 5 and 6. Based upon work completed to rehabilitate the Riggers Loft, there are significant voids in soil landside of the berth. The condition of the dock in this location is unknown. c. Graving Basins. These are the dry docks which were used to construct Liberty and Victory Ships during World War II. Currently basins are leased to marine contractors , including Dutra, National Response Corporation (NRC), and Alcatraz Tours. Additionally, the graving basins host two non - profit tenants, including the SS Red Oak Victory and the Sea Scouts.
During the relocation of the SS Red Oak Victory into Basin Number 5, we encountered debris and sediment within the bottom of the basin. We would expect this to exist within the other basins, which can create a challenge for a large draft vessel. The structure of the basins is concrete that is severely deteriorated. In addition, there is limited fall protection. In coordination with an oil spill The Northland is a vessel operated by the
Sea Scouts. It relocated to Graving Basin
Number 5 to allow for expansion of
Alcatraz Tours’ lease area. (Stevens)
Port of Richmond
12 cleanup in 2015, the Port removed debris from the galley ways of the basins, but more remains to do. Finally, there remains potential risk for water line leaks. d. Whirley Crane. Along Basin Number 5, there is a Whirley Crane. These cranes were part of the original shipyard and used to construct vessels. This crane was placed at this location at some point in the 1990’s. It is not anchored to the rails , and the boom overhangs a publi c overlook. The condition of the cables supporting the boom and the crane structure is unknown. e. SS Red Oak Victory. In March 2016, the Port of Richmond relocated the SS Red Oak Victory from Terminal 5 to Graving Basin Number 5. This work included removing debris from the basin, strengthening the mooring bitts, paving, installing fencing, and connecting electrical, potable water, sewer, and fire water service. The Port completed all of the work except for finalizing the fire water connection described in 2a above. In addition, the SS Red Oak Victory needs water and electrical meters.
The SS Red Oak Victory is owned by the Richmond Museum of History. Volunteers are working to repair the vessel and make i t seaworthy. Currently, it cannot travel under its own power from the Graving Basin. The Port has worked with the crew of the SS Red Oak Victory to ensure it complies with City requirements. Currently, the Port has requested the SS Red Oak Victory disco nnect its toilets from the fire water supply, as this is not allowed by EBMUD. The Port pays a fine for this use.
The Port also notes that the SS Red Oak Victory represents a potential future liability should it fall into disrepair. The cost to dispose of a vessel is significant. For example, the Lion and Tiger, which were WW II-era Naval tugs, were disposed in 2014 at a cost of almost $500,000 each. The SS Red The Port successfully relocated the SS Red Oak Victory from Terminal 5 to Graving Basin Number 5 in March 2016. (Stevens)
Port of Richmond
13 Oak Victory is significantly
larger than the tugs. We
recommend developing a
long-term plan to finance the
maintenance of the vessel.
f. Finger Piers. The finger piers
are located on the westerly
side of PPMT and serve
Marine Spill Response and
Foss Marine. These tenants
regularly upgrade the wharfs.
4. Berth. In accordance with the lease
with AWC, the berth is to be dredged
to 35 feet below Mean Low Lower
Water. The Port last completed
dredging of the ber th in August of
2017. Based upon our review of
bathymetry, a dredge of two to three feet will need to occur every 8 to 10 years.
5. Buildings. Within PPMT there are several structures, many dating to the construction of the original shipyard.
a. Riggers Loft (Building Number 6). The Riggers Loft is currently the Port’s main office and is a regional operations and security center. The southerly and easterly segment of the building are leased to the Riggers Loft Winery Company. The Port completed a major renovation of the building in 2015. The City maintains the building, and due to the proximity to the Bay , it requires regular painting to prevent corrosion.
b. General Warehouse (Building Number 24). This building is vacant and is in poor physical condition. c. Machine Shop (Building Number 4). This building is leased to AWC for vehicle processing and has received minimal maintenance. There is significant water intrusion that creates complications for AWC workers. In addition, single pane broken glass from the windows near the roof presents a hazard should it fall on the workers below. AWC has presented the Port with concerns regarding several maintenance issues of the building. These items include the following:
i. Fluorescent light bulbs within the processing facility are imploding and damaging vehicles.
AWC would like to understand why this is happening.
ii. AWC has requested that the Port convert all electrical fixtures to light-emitting diode. iii. Remove the plastic sheeting that has partially disconnected from the processing building and repair the windows.
iv. The external doors are severely corroded and no longer close. v. Animal issues such as racoons, pigeons, and deer.
vi. HVAC system replacement.
d. Forge Shop (Building Number 5). This building is leased to AWC for vehicle inspection.
The Riggers Loft is a metal sided building that requires regular maintenance to prevent corrosion. The dock area is Terminal 5. (Stevens)
Port of Richmond
14 e. First Aid Building. This building is leased to AWC as a lounge for rail workers. It was renovated in 2011. The heater is not efficient, creating excessive electrical charges. Also, the external doors are corroding and will not close.
f. Cafeteria Building (Building Number 23). This building is vacant and in poor condition. g. Subaru Processing Building. This building is leased to AWC for processing of Subaru automobiles.
It was constructed in 2011. There is a small water leak in the overhead electrical weather head. h. Subaru Parts Building. This building is leased to AWC to store parts. It was renovated in 2014. i. Dutra Building. This building is leased to Dutra as an office and workspace. It was r enovated in 2018.
j. Longshore Portable. This is a portable building located along the wharf and is leased to AWC. It serves as a break room for longshore workers. This portable building was replaced in 2019.
6. Fencing. Although designed for use in a marine environment, the fencing that surrounds the AWC facility is subject to corrosion. When the fence corrodes, wet particles of rust are carried by the wind and land on Honda and Subaru vehicles, destroying the paint. In 2015, the Port coated a segment of the westerly fence to seize the corrosion. The fence requires an annual inspection. We recommend coating or replacing the fence fabric along at least 50% of its length within the next decade.
7. Northerly Lot. The larg e parking area north of the Cafeteria Building has significant vegetation along Sea Cliff Drive. Tree limbs have fallen, damaging the fence. In March 2023 three PG&E wooden electrical poles broke due to forced winds, these were repaired. Additionally, vegetation is growing into the fence, reducing security. We recommend removing the large Eucalyptus tree and trimming the vegetation.
Port of Richmond
15 Illustration of dock structure of PPMT. Note the steep slope of the shoreline. This slope has slid causing sinkholes to form at the interface between the dock and the land. A potential solution is installing a sheet-pile wall. (Unknown)
Port of Richmond
16 POINT POTRERO MARINE TERMINAL RECOMMENDATIONS
Based upon our assessment of conditions at PPMT we recommend the following:
1. Complete a regular pavement rehabilitation
program that includes application of slurry seals of
the parking areas every seven years. We
recommend completing 25% of the facility at a time.
About 25% of the facility was completed in 2017, we
suggest completing the remaining segments in
FY23/24, and FY24/25 as needed. We recommend
budgeting $160,000 each fiscal year.
2. Conduct inspections of the electrical systems every
three years , including cleaning o f the substations
and weatherization of all electrical cabinets. As this was last completed in 2012, it needs to occur soon.
We recommend budgeting $50,000 for this work.
3. Complete a video inspection of all the storm
drainage lines within the PPMT to iden tify
deterioration. Potentially, this work could be
completed by Veolia under its agreement with the
City. If not possible, an outside inspection firm
could be retained. We recommend budgeting
$20,000 to complete this task.
4. Based upon the results of the video inspection
program, co mmence slip lin ing of the corrugated
metal pipelines prioritizing the worst condition. This could occur over a five-year period, allowing $65,000 per year.
5. Complete the annual inspection of the OU -1 cap. Allow $50,000 per year. The OU-2 cap must be inspected every three years at an additional cost of $30,000.
6. Complete annual weed abatement of the OU -1 cap. This work can be completed by City crews. If not possible, an outside firm could be retained . We recommend budgeting $25,000 to complete this task.
7. Conduct a bathymetric survey of the berth (s) every three years. This occurred in FY 2022. When 50% of the berth is less than 36 feet below MLLW, commence the permitting
process. Allow $25,000 per survey.
8. Complete an inspection of Terminal 7 ’s and 8 ’s dock, specifically related to the cutoff wall between land and Whirley Crane boom at Graving Basin Number 5.
(Stevens)
Existing water main within the Graving Basins.
(Stevens)
Port of Richmond
17 shoreside. Provide recommendations to stabilize the dock. Allow $150,000 for the investigation.
9. Install electrical and water meters for all tenants at the Port. Allow $60,000 to complete this work.
10. We recommend the following for the Graving Basins:
a. Close the public overlook under the Whirley Crane , the boom’s condition is a risk. City crews to install barricades and signs.
b. Retain a crane consultant to complete an inspection of the Whirley Crane and provide recommendations to stabilize it. Allow $50,000 for the inspection. c. Investigate the condition of the exi sting 12-inch potable water line. Deactivate all potable water lateral pipelines (4-inch in diameter and smaller ) within the graving basins. Allow $ 25,000 to complete the task. This will require coordination with tenants. d. Install a 10-inch fire water pipeline linking the west and east water mains, creating a loop in the fire water system to balance flows and pressure. Allow $120,000 to complete the task.
11. Complete the following for the buildings:
a. Cafeteria Building. To preserve the cafeteria building, it must be weatherized. Allow $100,000 to assess historic stabilization . Other items to include maybe testing, removal, and replacement of rotted wood, carcinogenic material, or mold abatement.
b. Riggers Loft. The Riggers Loft will need roof painting and rust corrosion prevention. This should occur every eight years. Allow $150,000 to complete the task. c. Machine Shop. Assess, plan, and stabilize broken window panels. Allow $100,000 for the first part of this task and $300,000 + for execution . Retain a consultant to evaluate options to weatherize the building. Allow $45,000 to complete this task. Allow further funding once an assessment is completed.
12. Coordinate with PG&E to repair the westerly 12 Kv circuits. This will require executive -level support to influence PG&E.
13. Clear the vegetation from fence line of the northerly parking lot as discussed in item 7.
14. Providing vessels with electrical power when docked will be a requirement of the State of California in 2025.
Fortunately, there are many grant opportunities to support installing this infrastructure. The Port secured one million dollars in funding from the Bay Area Air Quality Management District in 2022 to provide shore power at PPMT. The Port budgeted this into its current CIP budget. The International Electrotechnical Commission (IEC) has adopted a high -voltage shore connection system standard, which requires 6MVA at 11kV and 60 Hz. Providing 6MVA will require major upgrades to PG&E service ; potentially require more than $4 million dollars. Thus, the Port is proposing to provide equipment necessary to support 6MVA, but only draw 3MVA, which is the maximum demand for vessels at PPMT.
Based upon our knowledge of the site, we recommend prioritizing the following:
1. Research all marine grant programs to fund infrastructure improvements especially related to zero emissions – This would be completed by Port staff and consultant.
2. Repair broken window panels - consultant
3. Conduct video inspection of the storm drain system using Veolia – No cost except for Port staff and consultant time in reviewing the data.
4. Complete weed abatement of the OU-1 cap – consultant.
Port of Richmond
18 5. Complete pavement rehabilitation of Canal Boulevard within PPMT – Internal City cost
6. Close access to the overlook at Graving Basin Number 5. – Internal City cost
7. Coordinate with PG&E to repair the westerly 12 Kv circuits – No cost except for Port staff and consultant time in reviewing the data.
8. Make repairs to the Machine Shop per item 11 above.
9. Implement water and electrical meters per item 9 above.
10. Conduct maintenance of the electrical system per item 2 above.
11. Complete pavement rehabilitation per item 1 above.
12. Complete the inspection of OU-1 per item 5 above.
13. Complete the inspection of Terminals 7 and 8 per item 8 above.
14. Finalize the fire water line and deactivate potable water lines in the Graving Basins .
Existing buildings within the PPMT. (WJE)
Port of Richmond
19 TERMINAL 3 EXISTING CONDITIONS
Terminal 3 is generally shown in Figure 2 and includes
portions of assessor parcel numbers 560 -270-059-2 and
560-270-060-0. The total area is approximately 15 acres.
Within the Terminal, there are three buildings , including an operations building, large warehouse, and small
warehouse. There is an existing concrete wharf that was designed to serve a uniform live load of 1,000 pounds per square foot. All infrastructure within the Terminal was designed to the Uniform Building Code 1976 edition.
General infrastructure within the Terminal includes:
1. Operations building. The operations building is a three-story structure with truck scale located on the south side of the Terminal. The building was heavily vandalized in 2019. There is no elevator within the building.
2. Large warehouse. The large warehouse is located on the east side of the site and is 100 feet wide by 800 feet long. A previous tenant removed the north end of the structure, and the Port does not have possession of the materials that were removed. In addition, there is
approximately 21,000 cubic yards of soil within the
structure. The soil includes trash and other debris. Th e soil is contaminated but not hazardous. It cannot be used as fill for residential land use. The master tenant is responsible for removing this debris.
3. Small warehouse. The small warehouse on the north side of the site was rehabilitated by Sauce Brothers. They
maintain a lease of the building and surrounding area.
This building has electric service from PG&E.
4. The existing berth area for Terminal 3 is 1000 feet long and 125 feet wide. The Port is currently responsible for
dredging the Terminal 3 berth area to 35 feet below mean lower low water (MLLW). The Port has not dredged the
berth in more than 10 years , and the depth is likely less than 35 feet. The Army Corps of Engineers currently
dredges the Santa Fe Channel.
5. The Terminal has potable and fire water, as well as sanitary sewer service. The water line along the dock leaked and was deactivated.
6. The Terminal’s 12 Kv electrical system failed in 2011. Currently there is a temporary power provided by PG&E at 480 volt/400 ampere three -phase service. This serves the operations building. There was a feed that provided shore power, but that was vandalized in 2020.
Terminal 3 looking to the north. (Stevens)
Terminal 3 had 480V/400A shore power
available for docked vessels. This was
vandalized in 2019. (Stevens)
Port of Richmond
20 In 2020 the Port released a Request for Proposals (RFP) and finalized a lease with Terminal 3 Partners; they assume responsibility of Terminal 3 facilities in addition to the wharf management. In 2023 the master lease was assigned to IV1 1411 Harbour Way S Owner LLC who is the developer for the proposed project, with Brookfield as an equity partner and CA Ventures as the developer and project manager to construct a 200,000 square foot advance manufacturing building for Moxion Power.
TERMINAL 2 EXISTING CONDITIONS
Terminal 2 is generally shown in Figure 2 and is located to the north of Terminal 3. The Port has leased this Terminal to AAK (formerly California Oils) since the 1990’s. The key infrastructure is the berth that allows vessels to discharge liquid bulk cargo.
In the case of AAK, this is vegetable oil ; they discharge their liquid bulk cargo about once per month. In 2017, the Port commenced a dredging episode to achieve a depth of 35 feet below MLLW. However, during the work, the contractor
encountered sloughing of the slope at the south end of the berth. The Port halted dredging and there remained a segment of the berth that was less than 35 feet below MLLW.
In general, one vessel per month calls Terminal 2 home and stays at the Terminal for a period of about one day.
The following is a summary of vessels arriving at the Terminal over the last several years.
Year Total Number of
Vessels
Quantity
Metric Tons
2018 12 84,437
2019 11 66,196
2020 12 80,220
2021 12 81,236
2022 16 88,800
Typical vegetable oil vessel (Azalea Galaxy) that calls Terminal 2 home. The vessel has a carrying capacity of
19,998 deadweight metric tons. This photograph is from September 2011. (Stevens)
A Terminal 2 dock collapsed, and has subsurface debris that was removed in 2022. (Google and Etrak) Port of Richmond
21 FIGURE 2
Port of Richmond
22 In 2013, a wooden dock collapsed along Terminal 2. This dock was not removed. We recommend completing permitting and construction to remove the surface and subsurface dock remnants. The approximate cost for this work is $300,000.
A portion of Termi nal 2 is formally the Union Carbide Corporation Richmond Terminal Facility, which is now The Dow Chemical Company. This is contaminated and is under order to monitor groundwater. As the responsible party, Dow prepares annual inspections and reports to DTSC. The large parking area to the east of the berth is a cap over the contaminated soil. Terminal 3 partners is now responsible for managing this cap.
There are several buildings, pipelines, tanks, and appurtenances within Terminal 2. We have not investigated the condition of these facilities, but based on casual observation, they are in poor condition.
In 2020, AAK notified the Port that the berth did not meet the minimum required depth of 32 feet below MLLW.
The Port commenced permitting and an evaluation of slope stability to achieve additional depth at the berth. The Port completed dredging in 2021. The berth is not uniformly 32 feet deep, but adequately serves AAK’s vessels.
Terminal 2 dredging in late 2021, and removal of dock debris. (Stevens) Port of Richmond
23 TERMINAL 2 RECOMMEND ATIONS
Based upon our knowledge of the site, we recommend prioritizing the following:
1. Complete the collapsed dock project by removing remnants on slope. We recommend budgeting $300,000.
2. Install shore power for vessels at berth. We recommend budgeting $2 million to complete this effort. The Port is working on securing grants.
TERMINAL 4 EXISTING CONDITIONS AND RECOMMENDATIONS
Terminal 4 is generally shown in Figure 3 and is located north of Point Molate . The Port has leased this facility to master tenant Nematode Holdings. The tenant has worked to remove refuse from the area since occupying. The City and the State Coastal Conservancy (SCC) have partnered for the Wharf Removal Project at Terminal Four . The project includes the removal of creosote-treated piles, deteriorated wharf decking, and various structures . SCC has provided funding, led the early design and environmental review phases, and awarded the City a $6.9 million grant to complete the project . Demolition began in June 2023, and contractors are working to finish within the current construction season. If all the pilings aren't removed from the bay floor, the project may extend into the 2024 season.
Terminal 4: 100-year-old wooden dock pilings and warehouse. (State of California Coastal Conservancy)
Port of Richmond
24 FIGURE 3
Port of Richmond
25 SEAPORT PLAN UPDATE
In 2019, BCDC began a public process to update the Seaport Plan, which expired in 2020. For the Port of Richmond, the preliminary recommendations to take to BCDC include the following elements:
Remove historical structure and graving docks from Port priority, as they are part of Rosie the Riveter World War II Home Front National Historical Park.
Revise policies on the plan calling for a container terminal at Point Potrero Marine Terminal. Change terminal designations from container to dry bulk and/or neo bulk. This is more consistent with the use of roll-on/off ships.
In 2020 the BCDC commission prioritized a process a decision on the Oakland Waterfront Ballpark District at Howard Terminal. The Seaport Plan update was deferred for all Bay Area ports during this time. In 2023, BCDC resumed 2020 revisions and put the necessary items together for an updated draft. The draft Seaport Plan is scheduled for July 2023 to be heard by the Seaport Planning Advisory Committee (SPAC). The meeting will consider comments on the revisions to the draft plan and an environmental assessment that will evaluate environmental impacts of the project. Both will be considered for approval. Once approved, the draft plan will go to BCDC’s Commission .
The revised public hearing date for the draft Seaport Plan is scheduled for November 2023 during the Commission’s regularly scheduled meeting.
Proposed Port of Richmond Priority Use Areas in the new 2020 Seaport Plan. (BCDC) Port of Richmond
26 PORT FINANCES
Charts below demonstrate the Port’s finances for FY 21/22 and estimated finances for FY 22/23. Exhibits 3 and 4 of this report includes a memo from the Land Econ Group and details the Port’s financial condition and outlook.
For Fiscal Year 21/22, the Port’s revenue total is $11.2 million. The following illustrates the Port’s share of revenue.
Source: City of Richmond Annual Comprehensive Financial Report (ACFR)
For Fiscal Year 21/22, the Port’s expenses total $4.4 million. The following illustrates the share of the Port’s expenses.
Source: City of Richmond Annual Comprehensive Financial Report (ACFR) Salaries and Benefits,
($1,015,124)
General &
Administrative,
$1,622,021
Maintenance,
$541,167
Depreciation,
$3,529,821
Interest Expense,
$168,873
Other, ($83,201)
FY2021-2022 PORT OF RICHMOND EXPENSES, $4.4M
Rental, $6,932,845
Service Charges,
$626,982
Lease Income,
$2,920,787
Interest Income,
$663,112
Other, $50,039
FY2021-2022 PORT OF RICHMOND REVENUES, $11.2M
Port of Richmond
27 Preliminary Fiscal Year 22/23, revenue forecast is at $11.7 million.
*Please note FY 22/23 numbers are not final. There are year-end entries that haven't taken place such as, depreciation expenses which trend at about $3.5 million in prior years.
Preliminary Fiscal Year 22/23, expenses forecast is at $2.1 million.
*Please note FY 22/23 numbers are not final. There are year-end entries that haven't taken place such as, depreciation expenses which trend at about $3.5 million in prior years.
Service Charges,
$2,988,808
Lease Income,
$7,889,683
Interest Income,
$353,960
Other, $496,250
FY2022-2023 PORT OF RICHMOND REVENUES, $11.7M
Rental Service Charges Lease Income Interest Income Other Salaries and Benefits,
$308,873
General &
Administrative,
$1,670,791
Maintenance, $124,349
Interest Expense,
($4,787) Other, $5,903
FY2022-2023 PORT OF RICHMOND EXPENSES, $2.1M
Salaries and Benefits General & Administrative Maintenance Depreciation Interest Expense Other Port of Richmond
28 The Port anticipates continuing similar revenue with increases due to tenant leases, fulfill vacancies, and more revenue opportunities aligned with State and Federal efforts . Looking forward, the Port anticipates improving financial returns as following:
Reduction in staff expenses
Reimbursement of utility costs from tenants
Market rate rent
Shared rent revenue
Acquisition of grants to fund capital improvement projects Pursuit of lay berth and other revenue opportunities
Tariff renewals
In 1977, the City provided the Port financing for construction of Terminal 3. On May 17, 2006, the Port and the City entered into an agreement and promissory note for payment of the loan, which was finalized on May 24, 2007. On October 15, 2013, City Council amended the loan agreement. In 2013, the Port owed the City about $17 million.
The amendment to the loan provides the following:
Commencing in 2014, the Port will pay the City $150,000 annually until 2067. The Port can pre-pay the loan with no prepayment penalty. The Port will receive an annual credit for the berthing of the SS Red Oak Victory at PPMT. The value for this berthing in 2014 was about $127,000.
The sale of any Port property, including Terminals 1 and/or 4, will offset and reduce the loan’s balance. The Port will pay zero percent interest moving forward.
As of June 30, 2023, the Port has made payments to the City and owes the City $12.4 million.
An independent assessment of the Port’s finances over the last 8 years as well as the outlook can be found in Exhibit 3 and 4 prepared by Bill Lee of the Land Econ Group.
Port of Richmond
29 ECONOMIC OPPORTUN ITIES AND THREATS
As previously discussed, renovations of PPMT into a state-of-the-art RO-RO facility provided an important economic asset for the Port of Richmond. Revenue generated from the automotive terminal will represent about 75% of the Port’s $10.7 million in revenue. Originally developed for Honda, the introduction of Subaru in 2015 adds almost $2.5 million in revenue to the City.
While Auto Warehousing Company (AWC) has stated that the facility is nearly at capacity, based upon our observations, we believe there could be additional vehicles managed and processed through PPMT. A small boutique manufacturer such as a Mazda or BMW that imports about 50,000 units could potentially be accommodated at PPMT, as well as heavy construction equipment, adding additional revenue.
The Port of Richmond and A WC are in competition to win the auto import busin ess. The Bay Area is a strategic location for importation due to its proximity to Japan, strong local market, and connection to major rail infrastructure to move commerce . The Port of Richmond faces competition from other Ports within the Bay Area such a s Port Benicia, which is owned and operated by AMPORTS. The site in Benicia features 645 acres, 140,000 square foot processing building, 2,400-foot-long deep-water berth, and rail access, which is ideal for auto processing. AMPORTS is leasing large acreage along the San Joaquin river to expand its operations along the wate rfront in both Antioch and Pittsburg.
The Port of Richmond offers many benefits over Benicia, Antioch, and Pittsburg with the principal being that the distance to the open ocean is less representing a decrease in both travel and Bar Pilot time. In addition, the depth of the Carquinez Strait is limited, which can require specific vessels to anchor until high tide. We estimate the added travel time can be up to one day, which represents a significant transportation cost.
To ensure PPMT remains competitive in the auto logistics market, we suggest the City actively engage with marine marketing opportunities and logistic consultants to receive feedback related to automobile shipping.
RICHMOND GREEN -BLUE NEW DEAL
The Richmond City Council adopted Resolution 88-21 to support the process of developing a Richmond Green-Blue New Deal (R -GBND) with the intention to support Just Transition to 21st Century jobs. The goal is to ensure that Richmond Communities are provided workforce opportunities that are environmentally sustainable on land (green economy) and sea (blue economy) while transitioning away from jobs dependent on fossil fuels. The City retained Appraccel, LLC to provide professional services to assist in the development and implementation of a community - driven workforce development plan using a R-GBND and Just Transition Framework. The Port can play a pivotal role incorporating key sectors of the blue economy as all -electric efforts become industry standard nationwide.
Renewable energy generation and electrification have the potential to provide career opportunities with high paying salaries and benefits.
Appracel, LLC, led by Justine Burt, has completed extensive community outreach including workgroups and presentations to local community organizations. Presentations were conducted for the following governing groups:
Economic Development Commission
Workforce Development Board
Richmond Neighborhood Coordinating Council
Richmond Bicycle and Pedestrian Commission.
Port of Richmond
30 To ensure that community is actively engaged and informed, staff tabled at community events and hosted three (3) Green-Blue Champions meetings, two (2) community workshops, three (3) workshops at Safe Return. A community survey was released to solicit feedback from the community and over 400 surv ey responses were submitted.
The consultant is currently in the process of drafting the gap analysis which will inform the draft Green -Blue New Deal Workforce Development Plan and Implementation Strategy. For more information on the Green-Blue New Deal Workforce Development Plan visit, https://www.ci.richmond.ca.us/4138/Green-Blue-New-Deal-and-Just-Transition.
OFFSHORE WIND AND ENERGY OPPORTUNITIES
Offshore wind is a critical component to achieving California’s goal of 90% clean energy by 2035. The U.S.
Department of the Interior, Bureau of Ocean Energy Management (BOEM), has authorized a study of California ports to support offshore wind development. BOEM contracted Moffatt & Nichol, marine engineer and consulting firm to produce the California Floating Offshore Wind Regional Ports Assessment. Richmond has participated in this study.
This study addresses the near-term needs and requirements of California ports to support floating offshore wind. It will also serve to support the California Assembly Bill (AB) 525 Strategic Plan that is due June 30, 2023 (Chiu 2021).
AB 525 Strategic Plan shall identify available port space and the necessary infrastructure investments to improve waterfront facilities for the floating offshore wind industry. The Port expects to support future opportunities and further studies related to sustainable energy generation from such sources as offshore wind and tidal electricity generation. BOEM website
STAFFING
The Port has the following positions:
The Economic Development Director position was introduced at the end of 2022 and currently oversees six division including the Port.
Executive Secretary I/II position has been filled as of April 2023. Senior Business Assistance Officer position has been filled as of February 2022. The Human Resources Department fulfilled a recruitment process for a Port Director. Expected start date in October 2023.
Port Director* Economic
Development Director
Operations/Marketing
Manager
Senior Business
Assistance Officer Executive Secretary I/II
Port of Richmond
31 Port Engineer is a contracted position by consultant, Robert Stevens of CSW|ST2.
Staff Member
Position
Number Title
Port Seeks to Fill
Position?
Jessie Filbert 120000007 Executive Secretary I/II Filled Xiaofeng Lucy Zhou 238100001 Port Marketing and Operations Manager Filled Nannette Beacham 411000001 Economic Development Director Filled Lizeht Zepeda 247500001 Senior Business Assistance Officer Filled Port Director October
The Port has leased most of its assets to long-term agreements. The Port is entering a phase of tenant management and maintenance of its facilities. Management of the Port is very active . The Economic Development Director provides oversight of the Port’s operations. Staff works closely with tenants and manages any inquiries, coordinates maintenance, inspects properties, negotiates lease renewals, amendments, revises annual tariff document, and guides new projects as they come. M onthly collection of rent payments is processed with the guidance of the Finance Department team . In December 2021 and April 2023, the Economic Development Department hired an Executive Secretary I , which has been filled , and Senior Business Assistance Officer , respectively. The Port is supported by one part-time consultant , Robert Stevens of CSW|ST2 , who provides engineering and technical support like drafting Request for Proposals (RFPs) and providing engineering guidance, technical grant assistance, and innovative sustainable opportunities for the Port. Additional staff is recommended, to perform various functions.
In addition, we suggest continuing the practice of retaining outside consultant expertise to manage the Port’s infrastructure, which historically requires about 8 to 16 hours per week.
The Port of Richmond is a member of the California Association of Po rts Authorities ( CAPA). The Port is one of eleven major deepwater ports that take part in CAPA activities. CAPA is important to the Port as they advocate the interests in maritime industry and follow port relate d assembly bills from the state and federal regulations . On February 15th, 2023, the Port of Richmond went to Sacramento to participate in Ports Day 2023, an annual day of advocacy which allows an opportunity to meet our represented policymakers. California Lieutenant Governor Eleni Kounalakis, Treasurer Fiona Ma, Controller Malia Cohen, Secretary of the California State Transportation Agency Toks Omishakin and other state policymakers support the tremendous impact California Ports have on driving the economy forward in an efficient, sustainable, and resilient way . In May 2023, staff, along with the Mayor , Mayor’s staff, and Councilmember Jimenez attended the Pacific offshore Wind Summit in Sacramento. The summit agenda explored issues critical for the success of the offshore wind industry in California. Panelist discussed how to stay on track to establish a sustainable floating wind industry and supply chain that will generate jobs and economic development.
PORT AUDIT
The Finance Department produced a Request for Proposal (RFP) for auditing services for the Port of Richmond.
Finance released the RFP in January 2023, and received one proposal from GPP Analytics. The last audit was Port of Richmond
32 performed in 2011 by consultant Kevin W. Harper, CPA, and is available at the Port website HERE. This was an internal audit of Port activities and reviewed financial operations, efficiency, effectiveness, and organizational structure of the Port. The 2011 audit provided City management with recommendations for improvements. Exhibit 1 – Port Tenant Lease Information, provides a matrix showing 2011 findings and recommendations, and 2022 implementations the Port has taken to improve procedures and operations. In June 2023 the City Council approved the GPP Analytics contract and work is on the way with a kick-off meeting in July.
CONCLUSION
Over the last 20 years, the Port
of Richmond has transformed
itself from an aging World War
II era shipyard to commercially
viable terminals for maritime
industry. While the Port of
Richmond may not have the
economic might and size of the
Ports of Oakland or Long
Beach, it plays an important
role in meeting California’s
maritime needs. Furthermore,
we believe partnerships, grants,
and blue-green industry could
contribute to the future
success of the Port.
Additionally, marketing for lay
berth and specialized cargo
handling can increase revenue.
All assets require maintenance. In the last decade, the Port has completed many improvements to modernize.
However, as indicated in this report, there remains rehabilitation projects required to maintain all assets. Fortunately, there are federal grant funds available to support these improvements. We recommend pursu ing grant opportunities, especially as they pertain to shore power.
Finally, the Port represents an intangible value to the community , such as the Rosie the Riveter National Historical Park located at PPMT. The Graving Basins, which were used to construct Liberty and Victory Ships in W orld War II, are a historical asset , that if programmed properly , could be a visitor attraction similar to Dry Dock 1 at the Charleston Navy Yard Boston National Historical Park. Potentially, rehabilitating Graving Basin Number 5 that hosts the SS Red Oak Victory could draw visitors to the National Park. Proceeds received could provide partial long-term funding for the SS Red Oak Victory. Finally, hosting the Sea Scouts at PPMT provides an opportunity for the youth of Richmond and West Contra Costa County to learn maritime skills.
PPMT is part of the Rosie the Riveter National Historical Park. This could become a destination for visitors like the Boston National Historical Park if programmed properly. (Stevens)