Alameda Point’s harbor seal population fluctuates between single digits and 50 during most of the year on the specially-built harbor seal float. But when the Pacific herring arrive in the winter to lay their eggs, many more seals arrive to feast on the herring, causing a sudden spike. Last winter, a spike in seal numbers to a record 70 came on January 5, 2017, in the midst of the herring run. This winter, the herring arrived sooner, in December, and so did more harbor seals, causing a spike to a new record of 73 on Christmas Eve and Christmas Day.
In the brief time span since the new harbor seal float was set in place, local monitors have assumed that it was simply the colder water temperatures that enticed greater numbers of seals to use the float in the winter. But in fact, they discovered it’s not the full story.
It turns out that dropping water temperature indeed has an effect, but the effect is on the herring. Ideal water temperature for herring spawning is between 50 and 53.6 degrees Fahrenheit. The water temperature at Alameda Point dropped below 54 degrees the afternoon of December 16 and continued dropping another 2.3 degrees, according to data collected by the National Oceanic and Atmospheric Administration. This brought on the herring run and, in turn, the voracious seals.
~More bike space, faster boarding, quieter ride, lower emissions
Ferry riders at the Alameda Main Street Terminal will soon be boarding the MV Hydrus, the cleanest running 400 passenger ferry in the world. The state-of-the-art ferry is designed for quicker on-boarding and off-boarding, faster speeds, low noise and vibration, and low emissions. The bicycle storage capacity will be more than doubled to 50 from the current capacity of 20 on the MV Encinal, which it will replace.
Captain Al Lewis and the Hydrus crew were running through training exercises in the Oakland Estuary on March 28. They stopped at the Main Street Terminal just after the Encinal departed with passengers. The Encinal was built in 1985 and was owned by the City of Alameda during the period when the city operated the ferry service to San Francisco. At 27 meters in length, the Encinal looked small by comparison to the 41-foot-long Hydrus.
The Metropolitan Transportation Commission (MTC) issued a new regional planning document on August 30, 2016, suggesting the amount of housing needed in Alameda to meet state goals. MTC is requesting input from local jurisdictions.
Alameda City Planner Andrew Thomas slammed the commission’s recommendations as being woefully out of touch with Alameda’s existing land uses and its limited regional transit connections.
MTC’s forecast calls for adding roughly 10,000 new homes in Alameda by 2040, with the majority to be added in existing neighborhoods, outside of so-called Priority Development Areas (PDAs) like Alameda Point and the Northern Waterfront. This could only be accomplished if a host of improbable and unrealistic events were to occur, according to Thomas.Continue reading “Transportation agency calls for more housing in Alameda”
A new concrete float for harbor seals was delivered to Alameda Point on June 22. It is the first-of-its-kind on the West Coast. With seals starting to use the new platform, a milestone has been reached culminating two-and-a-half years of citizen advocacy to maintain a resting site for harbor seals at Alameda Point. A ferry maintenance facility is slated to begin construction this summer where the seals have been finding solitude for over a decade. The new float will be anchored 300 yards away to the east.
In an effort to acclimate the seals to their new float and surroundings, the float is being moved in stages to its permanent location. It will be anchored a hundred yards offshore from the Bay Trail near the soccer field on West Hornet Avenue.Continue reading “Harbor seals adapting to new float”
The new residential and commercial developer at Alameda Point has set aside $10 million toward the construction of a passenger ferry terminal at the Seaplane Lagoon. The Bay Area’s ferry agency – the Water Emergency Transportation Authority (WETA) – however, has made it clear there is currently no funding to operate a ferry there.
WETA “will entirely exhaust its available operating subsidies on an annual basis, relying upon projected increases in ridership and fares to cover increasing operating costs for existing services,” stated a draft 10-year Short Range Transit Plan that WETA issued in January for public comment. “WETA’s ability to increase service levels and meet future demand for ferry service will be restricted until new regional or local sources of operating subsidy are secured,” the draft stated.
WETA’s revenue picture is more limited than other regional transit agencies, such as BART. In WETA’s case, half of its operations funding comes from fares. Most of the other half — $15.3 million — comes from bridge tolls through Regional Measure 2, which was passed in 2005 adding a $1 bridge toll. A Harbor Bay parcel assessment funds 10 percent of the Harbor Bay service
WETA will be receiving about $1 million a year from the 2014 voter-approved Measure BB transportation sales tax. But it won’t help expand ferry service. The funds will be kept in reserve to cover inflationary operating expense increases and events that increase these expenses like the Super Bowl or a transit strike, according to Kevin Connolly, WETA’s manager of planning and development.
BART, on the other hand, receives more than 70 percent of its operating budget from fares. Revenue from close to 20,000 parking spaces at BART stations is the largest source of non-passenger fare revenue. It also receives funds from a regional sales tax and a regional property tax, both of which increase over time.
WETA does not charge for parking on the roughly 600 parking spaces that it has direct responsibility for; a parking fee charged at the Vallejo Terminal goes to the city of Vallejo, rather than to WETA. In addition, WETA receives no property tax revenue, and sales tax revenue is limited to the token amount from Measure BB.
“When WETA was formed in 2009, there wasn’t a good understanding of the cost of operations and expansion,” said Connolly. “The structural deficiency with the bridge toll funding is that it’s a set amount, and it does not escalate over time,” said Connolly. He pointed out that as the years roll on, the $15.3 million that comes from bridge tolls loses its value in terms of dollars due to inflation.
“It gets to a point where fares are covering an increasing amount, or we’re increasing fares a lot,” he said. “The ferry service could be priced out of reach of most people and only be available to people with high incomes. The solution is to either fix the existing funding to allow an escalation with inflation so it maintains real value, or find another funding source.”
New ferry service out of Richmond, scheduled to begin in 2018, is one example of bringing in a new source of revenue. Last year, the Contra Costa Transportation Authority pledged $38 million toward the operating costs of the Richmond-to-San Francisco ferry service over the next 10 years. New boats to provide the service will be purchased with the help of $12 million in bridge toll funds awarded by the Metropolitan Transportation Commission and $30 million in state grants.
Treasure Island ferry service, also scheduled to begin in 2018, will be funded by the project itself, with its 8,000 residential units, hotels and commercial space. Part of the funding will come from a vehicle toll to exit that island.
Connolly suggests that emergency response funding could help underwrite WETA’s ferry operations. WETA gets emergency response funding for facilities, such as its maintenance facility at Alameda Point. But it receives no operations funding for maintaining the ferry system’s emergency readiness. “We’re tasked to do it,” said Connolly, “but there’s no funding attached to it. So, that could be a source.” About 20 percent of operations relates to emergency preparedness, according to Connolly.
Newly available California Cap and Trade funds from greenhouse gas emissions are a potential source of funding that WETA is looking into.
The city and the current mixed-used developer are studying the costs to build the proposed Seaplane Lagoon passenger ferry terminal. “The operating expense will be about the same as Harbor Bay ferry service, a little over $3 million a year,” said Connolly. “Plus, there is the cost of a new vessel.”
WETA’s draft 10-year plan provides an overview of service and performance, along with projections of capital, operating expenses and revenues for the next decade. Preparation of the plan is a requirement of the Federal Transit Administration and is updated every two years. WETA is seeking public comments by February 19, 2016 via its website.
Jennifer Ott, chief operating officer for Alameda Point, said that the city is working on an agreement with WETA regarding the proposed Seaplane Lagoon ferry, and she could not disclose details. Ott said that she is hoping to bring the draft agreement to the city council in mid-March for approval.
Boy Scouts and Cub Scouts were helpful in getting the least tern nesting area ready for the 2015 season.
Fifteen boys from Cub Scout Pack 1015 and three boys from Boy Scout Troop 73, along with 18 parent volunteers, came out to the least tern nesting area at Alameda Point on Sunday, April 12. They joined a dozen students from UC Berkeley’s Tau Beta Pi fraternity, and five students from Oakland School for the Arts’ Club Impact and Empowerment. The volunteers put out oyster shells and tern shelters, made fence repairs, and trimmed weeds. It was the final work party before the terns arrive later in April to begin nesting.
“The older boys in our Webelos Den have been studying the least tern as part of their Naturalist Badge where they study local birds who are endangered, as well studying the local ecosystem and wetlands,” said Dorinda von Stroheim, Bear Den Leader Pack 1015. “The younger scouts are working towards their World Conservation Award where the boys are encouraged to ‘think globally’ and ‘act locally.’”
When asked what they liked most about their day of volunteering, Dash, age 9, said, “Digging up all the weeds! We did a lot of work but that part was fun!” Will, age 8, said, “I liked putting out the oyster shells the best because the little baby birds will now be protected. Also we saw a big spider!” They also saw some crickets and fence lizards.
The oyster shells are similar in color to a tern chick and make it harder for flying predators to spot them, especially if the chicks hunker down under the flanks of a larger shell. A-frame wooden shelters and terracotta drain tiles also provide shelter from predators and from the sun.
By mid-June, the 9.6-acre sand-covered site could be humming with activity with as many as 300 chicks scampering around waiting for food to arrive. The adults dive for small fish in nearby waters from Alameda Point to Crab Cove.
“The boys felt a big sense of accomplishment being part of the conservation project in April,” said von Stroheim. “It was great to see how even these young boys age 8-12 could contribute in a meaningful way to the work. The parents also enjoyed getting to be part of such an important Alameda project.” The Elks Lodge in Alameda sponsors Cub Scout Pack 1015.
The public will have an opportunity to visit the site on Saturday, June 20. The annual Return of the Terns bus tours leave from the Crab Cove Visitor Center on McKay Avenue following a presentation. Tour times are 11 am, 12:15, and 1:30.
Registration is required via the East Bay Regional Park District’s website. The cost is $11 for adults or $9 for youth (over 8 years). The tours are co-sponsored by the East Bay Regional Park District and Golden Gate Audubon Society.
On Sunday, April 19, Vice Mayor Frank Matarrese drove to the shoreline on the west side of the Seaplane Lagoon, and within minutes of arrival he was ordered to leave the area by Alameda Point security. He was not alone. Anyone visiting the area, which is designated as a future naturalized park on planning maps, was subject to the same experience.
The Navy temporarily restricted public access to the area over the last few years because of environmental cleanup, but removed its fencing in mid-March allowing the public to once again visit the waterfront.
Nanette Mocanu, the city’s Economic Development Division Manager, explained that the city immediately re-established the no public access rule because of a case of illegal dumping and evidence of car “side show” activity. “We will be installing our own fencing that will prevent car traffic to the area, except for the tenants,” said Mocanu. “There will be a pedestrian gate to allow people to walk along the waterfront area.”
An investigation of the tarmac area revealed a few tire tracks, but otherwise it was clean. Similar displays of tire tracks from “side show” activities appear prominently throughout Alameda Point. Illegal dumping has been a problem at the former Naval Air Station since its closure, concentrated mainly in abandoned housing areas, not on the tarmac.
Most visitors to the area have one destination in mind, the southern shoreline facing San Francisco Bay. They are usually there for only short periods of time. Under the city’s car restrictions, visitors arriving in cars will have to walk four tenths of a mile across a paved landscape to arrive at the Bay shoreline. Access will be limited to those with the desire and mobility to make the trek out to the shoreline vista point.
Matarrese was not pleased with the city’s plan to restrict the area. “I do think there is a better way, like opening and closing the gate at sunrise and sunset, since the guard is out there anyway,” said Matarrese. “I’d even be able to live with the stated restrictions if it meant a concerted effort, with a plan and a timeline, to build the park described in the waterfront plan adopted last year.”
The Town Center and Waterfront Precise Plan, approved by the city council in July 2014, calls for the western side of the Seaplane Lagoon to become “a park for visitors to enjoy nature and appreciate ecologically rich constructed habitat areas.” Referred to as De-Pave Park, it “combines a proactive ecological agenda with a compelling visitor experience by placing a picnic, camping and interpretive program within a large scale sustainable landscape,” states the plan. “The landscape strategy is to transform this vast paved area into a thriving ecology by removing the paving and nurturing ecological succession.”