Richmond City Council
October 21, 2025

1322 Canal Blvd, Richmond, CA 94804
Telephone: (510) 215-4600 Fax: (510) 233-3105 www.ci.richmond.ca.us

PORT OF RICHMOND
To: Mayor and Members of the City Council
From: Charles Gerard
Port Director, Port of Richmond CA
Subject: Long-Term Maintenance, Condition Assessment Findings, and Funding Strategy for the Port of Richmond
I
ntroduction
T
he Port of Richmond is a critical economic, transportation, and community asset for our City. As one of California’s few deep-water public ports in the San Francisco Bay Area, it plays a unique role in supporting jobs, generating tax revenues, facilitating trade, and enabling strategic industrial, maritime, and community-serving uses.

L
ike many working ports across the nation, the Port’s infrastructure—docks, wharves, warehouses, utilities, roadways, and environmental systems—requires ongoing and long- term maintenance to remain safe, compliant, and competitive. While the Port is already making strides in some areas, it must continually focus on addressing repair and remediation needs. The Port must plan and ensure sustainable reinvestment in critical assets.

T
he 2025 comprehensive facilities condition assessments of the Point Potrero Marine Terminal (PPMT)—conducted by Moffatt & Nichol with support by Liftech Consultants, Inc; ENGEO,Inc; and Power Engineering Construction—confirm that while the Port is structurally sound in many areas, it faces significant near- and long-term maintenance needs. This study provides a prioritized list of projects, with associated cost ranges, enabling the Port to strategically plan infrastructure investments over the next decade.

Aerial Photograph (1939), Current Site Boundary Piers, Basins, Berths – constructed ~1940s

This letter summarizes the Port’s approach to long-term stewardship including why sustained maintenance is essential, how the recent engineering assessment will inform our five- to ten-year planning, and the funding pathways that will allow us to carry out these critical upgrades without placing an undue burden on the Port.

1. Why Ongoing and Long-Term Maintenance is Essential

The Port’s infrastructure, much of which was originally constructed decades ago, faces wear and tear from daily operations, saltwater corrosion, environmental exposure, and changing regulatory requirements. Without timely maintenance, assets can deteriorate to the point of requiring costly emergency repairs, disrupting operations and eroding revenue potential.

Key drivers for long-term maintenance investment:

1. Safety & Compliance – Meeting structural safety standards and environmental regulations such as CARB’s At-Berth Rule.

2. Operational Continuity – Ensuring that maritime, industrial, and tenant operations remain uninterrupted by costly infrastructure failures.

3. Economic Competitiveness – Maintaining the Port’s ability to attract and retain tenants, shipping lines, and investment partners in an increasingly competitive West Coast port market.

4. Environmental Stewardship – Implementing repairs and upgrades that protect the Bay’s water quality, reduce emissions, and support sustainability initiatives.

5. Asset Value Preservation – Protecting City-owned maritime and industrial capital assets for future generations.

2. Findings from the Condition Assessment

In recent years, the Port has identified several areas requiring substantial investment:

• Wharf and Pier Structural Repairs – Addressing piling corrosion, deck surface damage, and load-bearing capacity concerns.
• Stormwater and Drainage Systems – Modernizing to meet new environmental standards and prevent runoff contamination.

• Electrical and Utility Upgrades – Enhancing systems to support shore power and other low-emission technologies.
• Pavement and Roadway Rehabilitation – Ensuring safe access for cargo handling and tenant operations.
• Building and Warehouse Modernization – Improving facilities for industrial use, maritime services, and public-private development opportunities.

The Facilities Condition Assessment consolidates the findings of a major engineering review focused on the Port’s marine structures, waterfront facilities, site civil infrastructure with an emphasis on load-bearing capacity and safety standards.

Key outcomes of the assessment include:

• A prioritized list of maintenance and capital improvement projects ranked by urgency, operational impact, and cost efficiency.
• Immediate needs focused on structural repairs to wharf piles, decking, and fendering systems including reinforcement required for certain load-bearing beams and limited seismic resistance.
• Medium-term projects addressing stormwater drainage upgrades, pavement rehabilitation, and infrastructure improvements to support electrical/utility improvements as well as other wharf and fendering system upgrades. • Long-term priorities including facilities modernization, seismic upgrades, and developing a consistent cadence of maintenance and repair inspections and corrective actions.

The engineering teams provided cost estimates for each priority category, enabling the Port to align repair work with anticipated funding cycles. While the aggregate investment need is significant, the report underscores that a phased approach—beginning with the most urgent repairs—will both stabilize the Port’s infrastructure and allow for manageable capital planning.

3. Five- to Ten-Year Maintenance & Modernization Planning

The Port will implement a phased investment program informed by the engineering assessments:

• Near Term (Years 1–3) – Address immediate safety and compliance repairs identified by the report, including high-priority wharf structural repairs and stormwater system improvements.

• Medium Term (Years 3–6) – Undertake mid-priority projects such as pavement rehabilitation, fender replacements, and electrical upgrades to support shore power systems.
• Long Term (Years 6–10) – Execute large-scale modernization projects, seismic retrofits, and facility enhancements to position the Port for future tenant and industry needs.

This strategic sequencing ensures operational continuity while maximizing the return on every dollar invested.

4. Funding Pathways

The Port’s maintenance and capital improvement program will require diverse funding sources. Like other public ports, the Port of Richmond will seek to blend tenant lease and operational revenues, grant programs, and financing tools to ensure the Port enterprise fund remains stable and financially healthy.

1. Public-Private Partnerships (P3s) and Tenant Funded Improvements – Leveraging long-term tenant leases and development agreements to finance shared infrastructure and incentivize tenant capital investment.

2. State & Federal Grants – Pursuing programs such as the USDOT Port Infrastructure Development Program (PIDP), California Trade Corridor Enhancement Program (TCEP), and California Energy Commission (CEC) zero-emission funding. This facilities assessment will improve the Port’s positioning for grant funding.

3. Bond Funding – Evaluating the issuance of revenue bonds or other municipal financing tools tied to lease revenues for major capital improvements.

This approach mirrors the strategies used by comparable public ports, ensuring that the Port of Richmond remains financially sustainable while achieving its infrastructure goals.

See below examples of previous Tenant Funded Improvements at the Port of Richmond.

PPMT Before 2009-2011 Investment PPMT After AWC Tenant Funded Improvements

Terminal 3 Before 2022-2025 Brookfield Investment Terminal 3 After Tenant Funded Improvements

5. Strategic Benefits to Richmond and Conclusion

Investing in the Port’s maintenance and modernization program will:
• Preserve and Grow Jobs – By maintaining operational capacity, the Port safeguards direct maritime jobs and indirect employment in logistics, trucking, and manufacturing.
• Increase Revenues – Sustaining and expanding Port operations will increase lease revenues for the Port, as well as increase sales taxes, and business license revenues for the City of Richmond.

• Enhance Environmental Performance – Modernized infrastructure allows the Port to meet and exceed environmental standards, reinforcing Richmond’s commitment to sustainability.
• Maintain Regional Competitiveness – Keep the Port positioned as a viable, efficient, and sustainable maritime hub to attract first class industrial partners and investment capital.

The Port of Richmond’s recent engineering assessments led by Moffatt & Nichol will provide a clear, prioritized roadmap for maintaining and improving the Port’s infrastructure over the next decade. By following these plans, supported by diversified funding, the Port and City will preserve a valuable public asset, protect jobs, and strengthen Richmond’s position in the maritime economy.

Respectfully Submitted,

Charles J. Gerard
Charles Gerard
Port Director
Port of Richmond, CA


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MAIN DISCHARGE GATE W/
DOUBLE 20'-0" SLIDING GATE

SECONDARY DISCHARGE GATE W/
DOUBLE 20'-0" SLIDING GATE
30'-0" WIDE

TRAFFIC LANE

OUTLINE OF TRAFFIC

LOADING AREA
(E) SECURITY FENCE
NB1NB2NB3NB4NB5NB6NB7NB8NB9NB10NB11NB12NB13
NB14
B0B3B7
NF17NF21 NF15NF16 NF14 NF13 NF12 NF11 NF10 NF9 NF8 NF7 NF6 NF5 NF4 NF3 NF2 NF1NF18NF19NF20

WHARF PLAN
ALLOWABLE LIVE LOAD = 600 PSF
H20-44 WHEEL LOAD
SEE NOTE 5

WHARF ALLOWABLE LIVE LOADING LEGEND

BX (E) BOLLARD TO REMAIN

NBX (N) BOLLARD

TRAFFIC LOADING AREA

WHARF LEGEND
ϭϵϬϭ,ĂƌƌŝƐŽŶ^ƚ͕^ƵŝƚĞϭϮϬϬ
KĂŬůĂŶĚ͕ĂϵϰϲϭϮ
WŚ͗;ϱϭϬͿϴϯϮͲϱϲϬϲ
REVISON1 ##/##/## XX XX XX

PORT OF RICHMOND

POINT POTRERO MARINE TERMINAL

WHARF CONDITION ASSESSMENT
2525

APPENDIX K

WHARF DECK ALLOWABLE LIVE LOAD
SL/ALH EGS K1
1 0
EGS
7/25/25
2025

NO LOAD ALLOWED
SEE NOTE 1
ALLOWABLE LIVE LOAD = 50 PSF
VEHICLES:

TRAFFIC = GVWR<10,000 POUNDS
PARKED = NOT ALLOWED
SEE NOTE 2
ALLOWABLE LIVE LOAD = 230 PSF
VEHICLES:

TRAFFIC = HS20-44
PARKED = GVWR<10,000 POUNDS
SEE NOTE 3
ALLOWABLE LIVE LOAD = 390 PSF AT OUTER WHARF
ALLOWABLE LIVE LOAD = 200 PSF AT INNER WHARF
H20-44 WHEEL LOAD
SEE NOTE 4
NOTES:

APPENDIX K - WHARF DECK

ALLOWABLE LIVE LOAD

NFX (N) FENDER

1. DUE TO A SIGNIFICANT NUMBER OF DAMAGED AND MISSING PILES, NO LOAD IS ALLOWED UNTIL DAMAGED AND MISSING PILES ARE REPAIRED/REPLACED.

2. THIS AREA IS RECOMMENDED FOR AUTOMOBILE TRAFFIC LOADING ONLY DUE TO SPORADIC PILE DAMAGE AND MISSING PILES. LARGER LOADS MAY BE JUSTIFIED WITH FURTHER EVALUATION, E.G., LOCALIZED AREAS WHERE THERE ARE NO MISSING OR DAMAGED PILES.

3. THIS ALLOWABLE LOAD IS LIMITED TO OUTER WHARF ONLY AND ASSUMES THE UNREPAIRED CONCRETE PILES CAN SUSTAIN A DESIGN LIVE LOAD OF 250 PSF. THE 230 PSF LIVE LOAD IS TO ACCOUNT FOR THE WEIGHT OF 2" ASPHALT OVERLAY. LARGER LOADS MAY BE JUSTIFIED WITH FURTHER EVALUATION, E.G., LOCALIZED AREAS WHERE THERE ARE NO MISSING OR DAMAGED PILES, CRANE BEAMS SINCE THE BEAMS ARE SUPPORTED BY A GROUP OF PILES.

4. THE CONCRETE AND TIMBER PILES IN THESE AREAS WERE REPAIRED IN THE 2010 REPAIRS. ALLOWABLE LIVE LOADS ARE BASED ON THE STRENGTH OF THE WHARF DECK.

5. PAVEMENT OVER FILL. THE ALLOWABLE LIVE LOAD OF 600 PSF IS BASED ON THE ORIGINAL WHARF LIVE LOAD. ALLOWABLE LIVE LOADING PROBABLY LARGER.

6. LARGER LOADS MIGHT BE JUSTIFIED WITH FURTHER EVALUATION.

7. EXTENT OF AREAS SHOWN ARE APPROXIMATE BUT ADEQUATE FOR LOAD LIMITS.

8. VEHICLE SPACING FOR TRAFFIC > 15 FT, PARKED > 4 FT AND 3 FT AT SIDES.

9. THE LOADING ZONE CAN BE APPROXIMATELY IDENTIFIED BY BOLLARD OR FENDER NUMBERING IN THE LOGITUDINAL DIRECTION AND BY DIMENSIONS SHOWN IN THE WHARF CROSS SECTION SHOWN ON THE FOLLOWING SHEET.

DETAIL HS 20-44
REFERENCE NOTES:

1. REFER TO APPENDIX D, E, AND F FOR PHOTOS DOCUMENTATION OF THE PILES, BEAMS, AND SOFFIT CONDITIONS 147'-0"
228'-0"120'-0"300'-0"120'-0"206'-0"120'-0"319'-7"
46'-4"34'-0"

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Ψϰ͕ϱϬϬ͕ϬϬϬ
WƌŽũĞĐƚϵ
ŽŶĐƌĞƚĞ
ZĞƉĂŝƌƐ
ͻZĞƉĂŝƌŽĨĐŽůƵŵŶƐǁŝƚŚŵĂũŽƌĚĂŵĂŐĞ͖ƌĞŵŽǀŝŶŐ
ƐƉĂůůĞĚĐŽŶĐƌĞƚĞ͕ĐůĞĂŶŝŶŐĐŽƌƌŽĚĞĚƐƚĞĞů͕ďƵƐŚ
ŚĂŵŵĞƌŝŶŐƚŚĞƐƵƌƌŽƵŶĚŝŶŐĐŽŶĐƌĞƚĞ͕ĨŝďĞƌŐůĂƐƐ
ĨŽƌŵǁŽƌŬ;ƚŽƌĞŵĂŝŶŝŶƉůĂĐĞͿ͕ĂŶĚƉŽƵƌŝŶŐƚŚĞŶĞǁ
ĐŽŶĐƌĞƚĞ
ͻZĞĐŽŶƐƚƌƵĐƚŝŽŶŽĨĂůůĐŽůƵŵŶƐǁŝƚŚƐĞǀĞƌĞĚĂŵĂŐĞ
ͻ^ŚŽƚĐƌĞƚĞƌĞƉĂŝƌƐƚŽĂĚĚƌĞƐƐƐŽĨĨŝƚĚĂŵĂŐĞƚŚƌŽƵŐŚŽƵƚ ƐƚƌƵĐƚƵƌĞƐ
tŝƚŚŝŶ
ϲͲϭϬ
LJĞĂƌƐ
Ψϰ͕ϳϱϬ͕ϬϬϬ
  'ƌĂǀŝŶŐĂƐŝŶ^ƵďƚŽƚĂů  Ψϵ͕ϱϬϬ͕ϬϬϬ
&ŝŶŐĞƌ
WŝĞƌƐ
WƌŽũĞĐƚϭϬ
&ĞŶĚĞƌ^LJƐƚĞŵ
hƉŐƌĂĚĞƐ
ͻ/ŶƐƚĂůůŶĞǁĨĞŶĚĞƌŝŶŐŽŶďŽƚŚůŽŶŐŝƚƵĚŝŶĂůĨĂĐĞƐŽĨƚŚĞ ƉŝĞƌƐƚŽƉƌŽǀŝĚĞŶĞĂƌĂŶĚĐŽŶƚŝŶƵŽƵƐĨĞŶĚĞƌŝŶŐ͕
ĂĐĐŽŵŵŽĚĂƚŝŶŐĂǁŝĚĞƌƌĂŶŐĞŽĨǀĞƐƐĞůƐŝnjĞƐ
ͻdǁŽŽƉƚŝŽŶƐǁĞƌĞĐŽŶƐŝĚĞƌĞĚ͗;ϭͿ&ŝďĞƌͲƌĞŝŶĨŽƌĐĞĚ
ƉŽůLJŵĞƌ;&ZWͿĐŽŵƉŽƐŝƚĞƉŝůĞƐǁŝƚŚ,W
ͲƐŚĞĂƚŚĂŶĚ;ϮͿ
^ƚĞĞůƉŝƉĞƉŝůĞƐǁŝƚŚϱϬͲĨƚ&ZWĐĂŵĞůƐĂŶĚůĞŐĨĞŶĚĞƌƐĂƚ ĞǀĞƌLJƉŝůĞ
EŽƚĞ͗ŽƐƚĞƐƚŝŵĂƚĞŝƐĂǀĞƌĂŐĞŽĨďŽƚŚŽƉƚŝŽŶƐ
tŝƚŚŝŶ
ϲͲϭϬ
LJĞĂƌƐ
Ψϯ͕ϭϬϬ͕ϬϬϬ
WƌŽũĞĐƚϭϭ
ŽŶĐƌĞƚĞ
ZĞƉĂŝƌƐ
ͻĞĂŵƐŽĨĨŝƚƌĞƉĂŝƌƐ
ͻZĞƉůĂĐĞĐĞŶƚĞƌƉŝůĞĂƚƐŽƵƚŚĞŶĚŽĨĨŝŶŐĞƌƉŝĞƌ
ƐƚƌƵĐƚƵƌĞ
ͻ
ŶĚͲŽĨͲƉŝĞƌĨĞŶĚĞƌƐLJƐƚĞŵƚŽƉƌŽƚĞĐƚĂŐĂŝŶƐƚǀĞƐƐĞů
ŝŵƉĂĐƚƐ
ͻWŝůĞƌĞƉĂŝƌƐ͗ũĂĐŬĞƚĂŶĚŐƌŽƵƚƉŝůĞƐǁŝƚŚŵĂũŽƌĚĂŵĂŐĞ ;ŶŽŶͲƐƚƌƵĐƚƵƌĂůĨŝďĞƌŐůĂƐƐũĂĐŬĞƚƐƚŽƌĞŵĂŝŶŝŶƉůĂĐĞͿ tŝƚŚŝŶ
ϲͲϭϬ
LJĞĂƌƐ
ΨϭϬ͕ϮϰϬ͕ϬϬϬ
  &ŝŶŐĞƌWŝĞƌƐ^ƵďƚŽƚĂů  Ψϭϯ͕ϯϰϬ͕ϬϬϬ
  dŽƚĂůŽƐƚƐ  ΨϮϮ͕ϴϰϬ͕ϬϬϬ