Salem Port Expansion Preliminary Analysis - December 2008
Analysis of Existing Port Plans and
Development of Preferred Plan
FINAL DRAFT REPORT
Salem Wharf Project
December 2008
Dept. of Planning & Community Development
City of Salem
Salem, MA
Presented by:
Bourne Consulting Engineering
Franklin, MA
In Association With:
Norris & Norris Assoc. Shadley & Associates, P.C.
Cambridge, MA Lexington, MA
ConsultEcon, Inc. Portscape Cambridge, MA Lexington, MA
Analysis of Existing Port Plans and
Development of Preferred Plan
FINAL DRAFT REPORT
Salem Wharf Project
Dept. of Planning & Community Development
City of Salem
Salem, MA
December 2008
Prepared by:
Bourne Consulting Engineering
Franklin, MA
SALEM WHARF PROJECT ANALYSIS OF EXISTING PORT PLANS AND
DEVELOPMENT OF PREFERRED PLAN
TABLE OF CONTENTS PAGE 1 OF 2 BOURNE CONSULTING ENGINEERING
TABLE OF CONTENTS
1. INTRODUCTION
2. BIBLIOGRAPHY OF EXISTING INFORMATION
3. PROJECT SITE ASSESSMENT
3.1. Introduction
3.2. Review of Previous Reports and Studies
3.3. Review of Historic Market Analysis and Feasibility Findings
3.4. Watersheet Uses and Program
3.5. Landside Site Demands
3.6. Site Traffic, Circulation and Access
3.7. Site Security and Emergency Program
3.8. Building Program
4. HARBOR PLAN REVIEW
5. FINDINGS ON REVIEW OF EXISTING PROJECT PLANNING DOCUMENTS
6. PUBLIC PRESENTATIONS AND PARTICIPATION
7. RECOMMENDATIONS OF PREFERRED PLAN
8. PRELIMINARY / SCHEMATIC DESIGN
8.1. Marine Elements
8.2. Site Plan and Terminal Building Context and Design
8.3. Site Plan Development
8.4. Terminal Building
8.5. Construction Cost Estimate
8.6. Preliminary Design Drawings
9. IMPLEMENTATION PLAN
10. SUMMARY
SALEM WHARF PROJECT ANALYSIS OF EXISTING PORT PLANS AND
DEVELOPMENT OF PREFERRED PLAN
TABLE OF CONTENTS PAGE 2 OF 2 BOURNE CONSULTING ENGINEERING
APPENDIX
A-1. Evaluation of Market and Financial Analyses from Prior Salem Pier Reports,
Memorandum prepared by ConsultEcon, Inc., September 12, 2007
A-2. Interviews of Key Stakeholders
A-3. Draft Traffic Assessment for Salem Port Expansion, Nitsch Engineering, September 1,
2007
A-4. Public Meeting December 12, 2007, PowerPoint Presentation – Site Plan
Alternatives
A-5. Public Meeting October 15, 2008, PowerPoint Presentation – Preliminary Design
A-6. Salem Wharf Site Plan and Marine Terminal Building Design – Design Memorandum
by Norris & Norris Associates
A-7. Preliminary Design Construction Cost Estimate – Salem Wharf Project
A-8. Salem Wharf Project – Preliminary Design Plans
A-9. Salem Wharf Project - Project Construction Schedule
SALEM WHARF PROJECT
ANALYSIS OF EXISTING PORT EXPANSION PLANS
AND
DEVELOPMENT OF PREFERRED PLAN
1. INTRODUCTION
1.1. The City of Salem has been attempting to establish a significant municipal port facility for a
number of years. It now seeks to move out of the planning phase and into an implementation
program. The City contracted these services with a consultant team led by Bourne Consulting
Engineering to review the planning efforts that have taken place to-date; to evaluate the market
analysis associated with the previous planning efforts; to review and identify the traffic,
circulation and site access issues and to provide a summary of issues and findings that need to be
incorporated into a final plan
The challenge for the City of Salem is the ability to maximize the potential of the existing
site while providing the flexibility of a multi-use facility. A key component will be the
balancing of the watersheet utilization with the landside support limitations. The existing
upland area of the site is limited in its ability to provide both parking and development area
for supporting structures. The future ability to increase on-site parking will be a key
component for allowing future expansion and greater site utilization.
The project’s scope of work is organized into five overlapping tasks. This report focuses on
Task 1 - The Review and Analysis of Port Expansion Documents and a site inspection and
evaluation. The intention of this project planning phase is to verify, update and refine the
plans that have been prepared to date.
This phase of the port design process will ensure that the plan and port components will be
technically and financially feasible, can be readily permitted, and that the built facility will
incorporate flexibility to adapt and evolve in response to changing maritime market demands
over time.
1.2. The Project Site is located at the end of Blaney Street which is off Derby Street. A site locus map
can be seen in Exhibit 1-1.
2. BIBLIOGRAPHY OF EXISTING INFORMATION
The following reports and plans were reviewed
2.1. Salem Wharf Management and Operations Plan, City of Salem, Bourne Consulting Engineering,
November 2008.
2.2. Existing Site Plan, Salem Ferry Terminal – City of Salem, Vine Associates August 2007
2.3. Implementation of Ferry Landing:
2.3.1. Facility Installation (H-13) Salem Ferry Pier, Contract No. H-13 – City of Salem,
Massachusetts, Vine Associates, Inc., November 2005
2.3.2. Float Procurement (H-14) Salem Ferry Pier, Contract No. H-14– City of Salem, Massachusetts,
Vine Associates, Inc., November 2005
2.3.3. Gangway Procurement (H-15) Salem Ferry Pier, Contract No. 15 – City of Salem,
Massachusetts, Vine Associates, Inc., November 2005
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2.4. Final Site Development Plan, Salem City Pier – Office of Planning and Development, City of
Salem, Massachusetts, Vine Associates, Inc., December 2005
2.5. Transportation Improvement Study for Routes 1A, 114, and 107, and Other Major Roadways in
Downtown Salem; Central Transportation Planning Staff (CTPS) for the Boston Region
Metropolitan Planning Organization; November 2005.
2.6. Traffic Impact Assessment, Proposed Condominiums and Retail Center, Salem, Massachusetts;
McMahon Associates, Inc.; September 14, 2004.
2.7. Findings Report - New Salem Wharf Project, Salem, Massachusetts; Vine Associates, Inc.;
November 2001
2.8. The Salem Ferry and New Salem Wharf Project, A Phased Approach to Completion; The Salem
Partnership; October 2001
2.9. ALTA/ACSM Land Title Survey, 4-10 Blaney Street, First Mass Land Company LLC, Salem,
Massachusetts, Cullinan Engineering, January 4, 2001
2.10. Salem Harbor Management Plan, City of Salem, Massachusetts; The Cecil Group, Inc.; May
2000.
2.11. New Salem Wharf Study, Salem Harbor Plan,– City of Salem, Massachusetts, The Cecil Group,
Inc., August 14, 1998
2.12. Existing Conditions Report, Salem Port Development Project – Salem Port Development
Corporation, Salem, Massachusetts, Nucci Vine Associates, Inc., April 25, 1997
3. PROJECT SITE ASSESSMENT
3.1. Introduction
Under this task, the team reviewed the available site information, performed site visits and
investigations to understand and document the existing conditions. The following provides a
summary of the documents identified in Section 2.0.
3.2. Review of Previous Reports and Studies
3.2.1. 1997 Existing Condition Report, Salem Port Development Project
This report provides background site data for the proposed site and includes the following:
• Soil borings were taken upland and outshore. The outshore borings extend down to
various depths but did not locate the bottom of the clay layer and therefore will
have limited value in the design of the future pier. The single upland boring did
locate the rock/till layer but did not specifically determine if bedrock or till. Bottom
of boring was ended with refusal at -52.5 feet from surface or approximately Elev. -
38.8 (MLW). This upland has significant difficulty in penetrating the site fill. This
will be a concern for pile driving within the historically filled footprint of the site.
Outshore borings appear to have ended below the refusal elevation of the upland
boring.
• Testing of the offshore samples was performed to obtained general levels of
contaminants of the soils in anticipation of future dredging. The use of this
information is beyond the scope of this study and was not reviewed.
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• Hydrographic survey was performed and presented. No formal upland topographic
survey appeared to have been performed at this time.
• Although utilities were identified in the area, no information on service levels or
capacity was presented.
3.2.2. New Salem Wharf Study, Salem Harbor Plan
This report presents the initial and most comprehensive development plan for the
site. It presents three different alternatives with varying degrees of development.
The level of development of all the alternatives proposed a substantial upland
commitment to development and associated infrastructure improvements. The
preferred development included the creation of a hotel, commercial retail and
parking for 298 vehicles but identified a shortage of parking by 69-89 spaces. It
aligned the primary site egress with Webb Street to minimize impacts on Derby
Street.
This study was the foundation for the City of Salem Harbor Plan which was
developed in 2000 for this specific area of the City.
This study was scaled down in subsequent development plans to address site
constraints.
This study also provided the original market analysis that was utilized in this as
well as subsequent study updates.
3.2.3. Salem Harbor Plan, City of Salem 2000
The 2000 Salem Harbor Plan is currently being updated by the City of Salem. This
plan utilized the New Salem Wharf Study as the definitive plan for this area. This
provides little flexibility to changes and site restrictions and limitations. Because of
this rigid presentation of the plan, subsequent plan updates that have been
developed conflicted with the current harbor plan as developed.
It is currently understood that the revised Harbor Plan will provide the overall goals
and objectives for the Salem Port Expansion will allow greater latitude in site
development to achieve these goals now as well as for future growth and site
utilization. Section 4 provides comments on current harbor plan and considerations
for revisions in the updating of the plan.
3.2.3.1. ALTA/ACSM Land Title Survey – 4-10 Blaney Street
This plan provides for the detailed boundaries of the project site as well as for
Dominion (current property owner) power generating facility. At this time the City
of Salem has an agreement with Dominion for use of the use and does not yet
obtained ownership of the property which is an ultimate goal. The boundaries as
presented were incorporated onto the current project base plan.
3.2.3.2. The Salem Ferry and New Salem Wharf Project, A Phased Approach to Completion,
October 2001
This provided a phased approach to development for the 1998 New Salem Wharf
Project
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3.2.3.3. Findings Report - New Salem Wharf Project, Salem, Massachusetts; Vine
Associates, Inc.; November 2001
This report appears to provide an additional narrative to the proposed project phasing
associated with the October 2001 report.
3.2.3.4. Traffic Impact Assessment, Proposed Condominiums and Retail Center, Salem,
Massachusetts 2004
Report on traffic impacts from proposed area development projects. Findings on how
current traffic conditions will impact the proposed Salem Port Expansion Project are
presented in the Traffic Assessment Report by Nitsch Engineering which has been
included in the Appendix A-3.
3.2.3.5. Transportation Improvement Study for Routes 1A, 114, and 107, and Other Major
Roadways in Downtown Salem 2005
City-wide report on current traffic impacts for the City of Salem. Findings on how
current traffic conditions will impact the proposed Salem Port Expansion Project are
presented in the Traffic Assessment Report by Nitsch Engineering which has been
included in the Appendix A-3.
3.2.3.6. Final Site Development Plan, Salem City Pier 2005
This plan reflects an update of the 1998 plan after meetings with the Harbor Plan
Implementation Committee resulting in a reduction in the parking requirements.
The resulting plan, although scaled back, included:
• Slip and Dockage Use
o Whale Watch, Ferry, and Headboats – 1 each
o Excursion Boats / Coastal Cruise Ship – 1 each
o Transient Dockage – 20 boats
o Lobster Boats/Commercial Fishing Boats – 7 boats
• Buildings
o Fishing Support – 2,600 sf
o Terminal Building – 1,800 sf
• Parking – 231 spaces
The market analysis was updated along with project costs. A review of the market
analysis was performed and is presented in the Appendix A-1.
3.2.3.7. Implementation of Ferry Landing 2005
Series of plans and specifications that represent the construction of the current ferry
landing facility and associated structures. It is understood that these structures will
be incorporated into the final Port Expansion Plan to the maximum extent possible.
3.2.3.8. Management and Operations Plan 2008
This report was generated concurrently with the work associated with development
of the preferred plan and the preliminary/schematic design for the site. It provided
clarification on the markets to be served and the site needs and limitations to serve
those markets. It served as the predominate resource in finalization of the site
program.
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3.3. Review of Historic Market Analysis and Feasibility Findings
The historic market analysis used for the project was reviewed by ConsultEcon, Inc. as to its ability
to be used for the current facility development by updating the previous information. At the
initiation of this study, the most recent report on the project market analysis was the Final Site
Development Plan – Salem City Pier which was produced in December 2005.
A summary of ConsultEcon’s findings is presented below. A full copy of their draft report can be
found in the Appendix A-1.
• The market analysis of program uses is outdated because it is based on work completed for
the 1998 study. New information was not introduced in the 2005 study. (In general,
information presented in market analyses and feasibility studies is current for a period at
most 2 or 3 years.)
• Hence, it is recommended that a new market analysis be conducted in order to ensure that
current pier planning, which is intended to lead directly into facility construction, is
informed by up-to-date market information.
• Proposed market analysis would review the demand for other maritime uses from the earlier
reports including the cruise industry, whale watch, headboats, commercial fishing fleet,
transient marina slips, excursion ferry services, and growth of the Boston ferry ridership.
• Analysis would also review new site uses including the home port facilities for LNG supply
operations. The proposed use of the facility as a home port for an LNG operator is a new
use that has not been reviewed within a market context
• Review would also include the experience of comparable pier operations.
• It is recommended that the revenue assumptions and revenue potential be revised based on
the new market analysis, as well as the documented experience of the new ferry service.
The proposed mix and priorities of uses for the Salem pier has changed since the 2005
study, necessitating new revenue assumptions.
• A plan that estimates operating costs and net income should be prepared in order to develop
realistic estimates of the pier’s stabilized financial performance. If the City expects the
facility to be financially self-sufficient, the plan should include an accurate accounting of
personnel, maintenance, utilities, and other operating costs. Moreover, the City should not
borrow capital to support the pier’s development and construction without due diligence
that this plan would present.
• City may need to be aware of operations and revenue impacts of proposed users, such as an
LNG supply homeport, before capital improvements and lease arrangements are committed.
• If it is found that the pier does not support the cost of its operations through earned revenue,
the economic benefits of pier development should be revisited. The City (or another
source) may need to contribute revenue for operating costs.
• It is recommended that an economic impact evaluation be prepared that estimates the
amount of direct and indirect economic activity that results from the construction and
operation of the new pier in order to justify any one-time capital and ongoing operational
expenses borne by the City.
Subsequent to the review of the above, the City initiated an updated market analysis which was
included with the Salem Wharf Management and Operations Plan.
3.4. Watersheet Uses and Program
The site development proposals prepared in the previous studies anticipated significant expansion of
marine activities at the site and assumed that a much greater upland area would be available to
SALEM WHARF PROJECT DECEMBER 2008
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support the development of the site. The current available site under the current project scope has
been substantial reduced which will ultimately restrict the type and extent of maritime uses. The
current site has only approximately 2 acres of upland.
The project lies within the Designated Port Area (DPA) of the City of Salem. This provides the City
with some opportunities for commercial use of the site but also come with some restrictions unless
removed or modified by the City in an approved harbor plan.
In the 1998 development of the watersheet for maritime uses, the vessel berthing focused around the
following:
Whale Watch 3 vessels
Headboats 2
Lobster 12
Ferry 1
Cruise Ship 1
Transient – 510 lf
Water Taxi 1
In the 2005 update of the project, the vessel berthing requirements were modified to the following:
Whale Watch 1 vessels 40 vehicles
Headboats 1 30
Lobster 7 35
Ferry 1 120
Excursion/Cruise Ship 1 0
Transient 20 6
Water Taxi 0 0
In the review of the latest program for the marine facilities, the identification of a home-port for a LNG
offshore-supply vessel at the facility has become a strong possibility. This and other uses have been
identified to develop the current proposed maritime facility requirements as follows:
LNG Offshore Supply 1 vessels 10 vehicles
Ferry 1 80
Whale Watch 1 40
Excursion 1 75
Cruise Ship 1 (infrequent) 2
Water Taxi 1 0
Tall Ships / Visiting Vessels 1 (infrequent)
Commercial Fishing 20 20
In addition, a number of amenities need to be included with the pier including:
• Truck access with ability to turn around on pier – refueling, provisioning, etc.
• 10 ton crane capacity
• Electrical, water, sewage pump-out, trash dumpsters, lighting
• Ample pedestrian ways
• Floating barge berthing for offshore supply vessel, ferry, small coastal cruise ships
• Fixed pier berthing for larger coastal cruise ships, visiting vessels
Preliminary Marine Program Elements:
LNG Offshore Supply Vessel 130 ft berth at floating barge Home Port
Salem Ferry 120 ft berth at ADA barge Home Port
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Coastal Cruise Vessels 250 ft berth at ADA Barge Day Use
Small to Medium Cruise Vessels up to 400 ft at pier face Day Use
Medium Cruise Ships up to 800 ft Anchorage Day Use
Tenders to ADA barge Day Use
Visiting Vessels/Tall Ships up to 400 ft at pier face Day/Overnight
Excursion Vessels 120 ft berth at ADA Barge Live Berth
Water Taxi 50 ft berth Float at ADA Barge
Commercial Fishing 40 ft slips Inner Basin Area Home Port
Summary of facility berthing needs:
ADA Barge (existing) with functional use of 2 berths
130 feet of float barge berth reserved for LNG Offshore Supply Vessel
Min. 200 foot fixed pier berthing for various commercial/passenger vessel use
3.5. Landside Site Demands
3.5.1. Site and Pier Use Support Circulation and Infrastructure Needs.
The site and pier use support and circulation needs were derived from the site user interviews
along with general projected site public safety, service, and recreational needs. This section
addresses the specific pier use circulation and utility needs. The potential site users interviewed
(to date) include the Salem Ferry operators (WTA), the potential LNG crewboat operation
(Excelerate Energy and designated marine operators), potential whale watch and excursion ferry
operator (WTA), and the harbor pilot. The cruise vessel pier support needs have been described
in terms of research completed for comparable Massachusetts ports (Including Fall River and
Gloucester). Other users such as visiting tall ships, other visiting vessels, and other small
commercial vessels have at this time been also addressed on a comparable port basis. As
potential users not currently operating at the site, the cruise industry and other commercial
marine vessels comprise a large number of potential users too numerous to interview effectively.
3.5.1.1. Primary User Needs (from interviews):
Salem Ferry Operators (WTA – existing): The ferry operator reports the need for the following
types of pier side access. Preferences are indicated between fixed pier access and floating pier
access. Ferry support needs assume continued homeporting of the vessel at Salem Wharf.
While the operator has alternative service facilities in Salem, the ferry schedule does not allow
for easy diversion to that site without disruption of current operations. All service needs are
projected for the 4-5 month seasonal duration from May through October.
• Fuel delivery by truck; preferred tie up with truck access to one flexible use fixed pier
berth. Alternative fueling on floating pier by long hose to truck location at entrance to
floating pier (current method).
• Vessel service for dock side maintenance and repair; preferred fixed pier berth with
truck access and crane or lift for heavy items such as engine parts. Alternative would
be light repair and maintenance at floats with heavy work done at remote facility.
• Water supply at fixed or floating pier. Requires pipe connection from Derby Street to
pier.
• Electrical connection at layover berth location. Requires electrical service connection
to Derby Street, possibly through the marine terminal building.
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• Sewage pumpout from layover berth to City sewer. Requires sewer link to Derby
Street or a holding tank pumpout facility near the pier, most likely for joint use by
several vessels.
• Vehicular access across site to dockside for service, trash removal and maintenance
vehicles. Vehicular connection from ferry storage to dockside
LNG Supply Crewboat Operation (Excelerate Energy and designated marine operators –
potential site users); Supply boat needs are the same as those described for the ferry vessel,
with several additional requirements. The fixed pier side berth needs to be a minimum of
150 feet to accommodate the larger vessel.
• Supply and equipment handling. Fixed pier truck access needs to accommodate a fork
lift truck and a 10 ton mobile crane.
• Vehicular access across site to dockside for service and maintenance vehicles.
Vehicular connection from ferry storage to dockside
Whale Watch and Excursion Ferry Operator (WTA as potential operator); Site support needs
would vary for a whale watch or excursion vessel depending on whether or not the vessel
was homeported at the site. If homeported, the needs would be the same as for the Salem
Ferry. If such operations were to be port of call only, minimal site service needs could be
met with a fixed pier truck delivery berth and transfer point, to be shared with the ferry and
crewboat.
• Depending on the combined number of ferries, whale watch and excursion vessels, the
live loading berth(s) would need to be managed to coordinate docking slots for the
different ferry operations, particularly for peak demand periods such as summer
weekends.
• Similarly, limited on-site landside parking supplies will need to be apportioned to
accommodate the multiple uses with the Salem Ferry having priority.
3.5.1.2. Other User Needs (from comparable port analysis):
Cruise Vessels: For port of call cruise vessels, the site support needs would be limited to
shared facilities with the ferry and supply boat plus utilities. Most coastal cruise to mid
sized cruise vessels are self–sufficient for port of call operations. However, provision of
basic services might be helpful in attracting cruise business to Salem. Seasonal use would
be predominantly in the summer and fall. Optional port of call cruise services would include
the following shared infrastructure:
• Fuel delivery by truck; preferred tie up with truck access to one flexible use fixed pier
berth.
• Water supply at fixed or floating pier.
• Electrical connection at berth location.
• Sewage pumpout from layover berth to City sewer. Requires sewer link to Derby Street
or a holding tank pumpout facility near the pier, most likely for joint use by several
vessels.
• Vehicular access across site to dockside for supply or trash removal vehicles. Vehicular
connection from ferry storage to dockside
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Mid or larger sized cruise vessels anchored off site would not require service or support
infrastructure beyond that which could be handled by the lighters or tenders used for
bringing passengers ashore.
Home ported cruise vessels berthed at Salem Wharf were not considered as regards service
and support needs since the site is too small to accommodate other landside passenger
handling needs. Supplying and maintaining homeported cruise vessels would be likely to
conflict with the other primary marine uses being considered for the site.
Visiting Tall Ships and Other Vessels: Port of call visiting tall ships, research or other
vessels would generally benefit from the same shared support infrastructure as described for
the cruise vessels. Visits are potentially year round, with generally heavier use in the spring
summer and fall.
Other Small Commercial Vessels: Berthing of several other types of small commercial
vessel have been proposed in past plans including commercial fishing boats (primarily
lobster boats) and headboats for fishing parties. The need for lobster vessel berthing has
been identified with a specific need for year-round berthing. Needs for these uses include
dockside water and power as well as a central pumpout facility. More intensive needs
associated with loading/unloading of vessels would occur at the fixed pier used by the ferry
and supply vessels.
It should be noted that the seasonal needs for site users may vary greatly and depend on the
specific season of use.
Summary of Combined Site Support and Infrastructure Uses: Many of the support needs
can be shared or combined between different users. An infrastructure program to
accommodate the primary and secondary site users would include:
• Flexible use fixed pier berth: 1) over 200 feet berth length, 2) Truck access, 3) crane
capacity, 4) water supply, 5) commercial vessel pumpout station
• Dock side utilities for layover berths including water, and electrical
• Service and supply vehicular access across site to fixed and floating docks
3.5.2. Passenger Handling Requirements:
Each of the primary and secondary marine uses have landside passenger handling requirements
such as curbside drop-off, pedestrian connections to boarding locations, and pedestrian links to
visitor attractions or parking. For ferry, excursion and cruise vessels, a clear and safe pedestrian
circulation network is needed. For bus and trolley connections, as well as taxi and auto drop-
off, clear and efficient drop-off areas are needed with enough capacity to handle the maximum
anticipated loads. Because of site size and shape limitations, there are likely to be some
crossings of vehicular and pedestrian traffic which will need to be designed for safety and
legibility within the constrained site. Specific needs of the marine users are highlighted below.
While most users need ADA/MAAB access including landside and waterside, the facility
requirements vary somewhat depending on public use needs of the different operations.
1) Salem Ferry and Excursion/ Whale Watch: ADA/MAAB access required. Up to 149
arriving and 149 departing passengers need to be comfortably, safely and efficiently
handled for the 7 to 8 daily arrival and departure times of the Salem Ferry. Needs are similar
for possible future whalewatch or excursion vessels although the vessel size and capacity
may vary. Queuing of departing passengers needs to be kept separate from the path of
arriving passengers. Passengers are expected to arrive and depart from the terminal as
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pedestrians or in vehicles. Direct access from the curbside to the live boarding berth needs
to be maintained as well as a path through the terminal. The curbside drop-off area needs to
have a live area for drop-off and pick-up by buses, trolleys, rickshaws, taxis and autos. The
terminal area also needs to have a clearly defined pathway from terminal to Derby Street to
encourage arriving and departing passengers to walk to and from Salem destinations. A
variety of waiting areas inside and outside are needed for use in different seasons and
weather conditions. Orientation signage on site and leading to and from Salem visitor
destinations will be important for ferry passengers, particularly those on foot. Information
service in the terminal will also be useful.
2) Coastal Cruise Vessels (Berthed at Pier): ADA/MAAB access required. Passenger
handling needs for smaller port of call cruise vessels are similar to those of the ferries. The
number of passengers may vary from 100 to 250, depending on the vessel size.
3) Mid-size Cruise Vessels (anchored in outer harbor); ADA/MAAB access required. The
mid-sized cruise ship passenger handling will also be similar to the ferries, since passengers
will need to be transported by tender to Salem Wharf. Once they have arrived or depart at a
floating dock in groups of 100 to 150, they will be handled in much the same as ferry
passengers.
4) Visiting Vessels: ADA/MAAB access as responsibility of vessel, since vessel freeboards
and boarding points vary. Passenger numbers will also vary, with crews often comprising
the majority. As visitors, passenger handling would be similar to the ferries and cruise
vessels.
5) LNG Supply Boat: ADA/MAAB access as responsibility of vessel. Crew changes
would constitute the passenger loads. Since they will be going to and from work activities,
they will be handled either from curbside or the terminal building, with orientation the
responsibility of the company and crewboat operators. Since the vessels are foreign
flagged, there may be a need for customs and immigration processing along the path of
arrival and departure. It is unclear at this point whether such procedures will be on or off
site, but may necessitate availability of secure passageways to and from the supply vessel
berth to curbside.
3.5.3. Parking Demand by User
The area limitations of the site will limit the number of parking spaces available for employees
and visitors. The parking needs for each user are summarized in the table below.
1) Salem Ferry and Excursion/ Whale Watch: ADA/MAAB access required. Variable
parking demand will include Salem Ferry employees and a combination of weekday
commuters and Salem based recreational riders.
2) Coastal Cruise Vessels (Berthed at Pier): ADA/MAAB access required. As the
vessels are projected to be port-of-call and are unlikely to be homeported at the pier, a
minimal number of employee spaces will be needed. Site and nearby parking
limitations will preclude homeport operations until an increased supply of nearby or on-
site spaces are provided.
3) Mid-size Cruise Vessels (anchored in outer harbor); ADA/MAAB access required.
Mid-sized cruise vessels would also be port-of-call and not homeported. Parking needs
would be the same as for the coastal cruise ships.
4) Visiting Vessels: ADA/MAAB access as responsibility of vessel. Parking needs are
also minimal and could be shared with the cruise vessels.
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5) LNG Supply Boat: ADA/MAAB access as responsibility of vessel. Parking needs
for employees would be exclusively for crew and staff.
6) Other Small Commercial Vessels - Commercial Fishing
Table III – Onsite Parking Demand
Vessel
Operation
Passenger
Spaces
Crew/staff
Spaces
Sub -Total Notes
Salem Ferry 60-80 3-6 63-86 Seasonal demand
Excursion /
Whale Watch
75 3 78 Assume 2.5 pass/space;
Seasonal demand
LNG Supply -0- 6-8 6-8 Year round exclusive demand
Small and
Medium
Cruise Vessels
0 2-3 2-3 Limited – staff at time of
docking; seasonal and
intermittent.
Visiting
Vessels
-0- 1-2 1-2 Limited – staff at time of
docking; year round but
intermittent
Commercial
Fishing
1 10-20 May dictate having to reduce
peak season parking
TOTAL 135 - 155 15-22 160 - 197
3.5.4. Pedestrian Access:
Pedestrian access to and from the site and terminal are critical to the smooth functioning of the site and
for the safety and enjoyment of the users. Since Salem Wharf and a new marine terminal are within
walking distance of many of the major visitor attractions in Salem, the connecting pathways and
sidewalks need to be comfortably sized, easy to follow and properly connected to the Marine terminal
and docks. An improved pedestrian network on and off site will be a major benefit to Salem residents
both during ferries, cruise ship and excursions operations, as well as during the off season.
The pedestrian access needs for the various passenger operations are virtually the same and can be
grouped together as the following;
• ADA/MAAB access guidelines for all sidewalks, ramps and cross walks along the path
of travel within the site, and connecting to the offsite sidewalks and pathways.
• An improved primary perimeter walkway along the harbor and Hawthorne Cove edges
of the site. The current pathway, although picturesque, does not meet ADA or MAAB
standards.
• Direct pedestrian walkways from the curbside drop-off areas to the boarding berth
locations for the passenger and supply vessels.
• Direct walkways from Curbside through the terminal building waiting and ticketing
area to the boarding berths for the passenger vessels. Covered walkways are
recommended for areas where queuing for boarding occurs on the docks.
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• Lighting along all on site pathways for safe nighttime use. Down lights are always
recommended in a marine environment to minimize navigation impacts in the harbor.
3.6. Site Traffic, Circulation and Access
Due to the constraints of a narrow and awkwardly shaped site, circulation and access needs to be
carefully planned and managed. The main access road needs to be located for safe transit by
passenger and service vehicles across the site while at the same time allowing for adequate
circulation of buses, trucks, etc. to minimize site congestion.
Off-site traffic and circulation are also major issues in terms of a smoothly working site and
minimizing impacts on the surrounding neighborhood. Those issues are covered in the Appendix in
the traffic analysis section.
Summary of Traffic and Circulation Findings: While it appears that the primary passenger and
service circulation needs can be addressed within the current site limits, the circulation and parking
constraints clearly limit the types and intensity of commercial marine activities.
• For optimal circulation, parking and pedestrian access layouts of the current site, it may be
necessary to extend the south bulkhead and Hawthorne Cove land/water edges with a pile
supported harborwalk to allow the maximum use of the current land area for site traffic
circulation and parking.
• Future growth of existing and proposed new vessel and shore activities will be dependent
on several important off site additions, similar to those recommended in previous Salem
Wharf Plans:
1) Alternative access and egress at the northeast end of the site to Webb Street to
relieve traffic impacts on Blaney Street and Derby Street.
2) Additional nearby off site parking for at least 50 to 100 spaces to accommodate
primary uses and additional spaces to accommodate additional commercial vessels
activity.
3) Area wide traffic management measures and pedestrian improvements to handle
the added vehicular and foot traffic generated by Salem Wharf.
3.7. Site Security and Emergency Program
In review of the previous studies, no identification of security issues was made. Although security
issues were not a major factor when the project was first conceived, it now is an important factor to
consider in facilities planning. The current ferry operating at the site is limited to 149 passengers
and falls below USCG requirements for a Vessel security Plan and a landside Facility Security Plan.
As this project moves forward, a number of vessels can exceed the 149 passenger threshold
including larger ferry vessels, excursion vessels, whale watch and cruise ships. Each of these vessel
operators will be responsible for their own Vessel Security Plan. Under the original development of
the program, the project site would be required to develop a Facility Security Plan. However, the
USCG had identified certain facilities which are exempted from being required to have an
individual facility security plan. These include the following:
Public Access Facilities that are used by the public primarily for purposes such as recreation,
entertainment, retail, or tourism, and not for receiving certain passenger vessels subject to the
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regulations. Owners and operators of public access facilities will be responsible for
implementing appropriate security measures in accordance with the Area Security Plan
It is believed that the Salem Port Expansion would fall under the definition of a Public Access
Facility and would be subject to minimal requirements under these regulations.
3.8. Building Program
3.8.1. Interior User Needs from Interviews and Comparable Ports:
Current and future Salem Wharf users have expressed space needs for their operations, which could
be housed in a single or multiple buildings in close proximity to the dock area. A single multi-
purpose building could be known as the Salem Marine Terminal.
1) Primary User Needs (from interviews):
Salem to Boston Ferry: (WTA – existing operator),
The ferry is in its second year of operation since its inaugural season of 2006. The seasonal route
serves Salem commuters to Boston and visitors in both directions from May through October. The
Salem owned vessel is homeported at the current Salem Wharf. Interior building facility needs
include:
• Public waiting area; including ticketing and visitor information: The area would be
climate controlled and provide ticketing, seating, information, and other amenities.
Ideally there would be views from the waiting area to both the boarding dock and the
curbside drop-off area, contingent on the siting and layout of the terminal building.
This waiting area would be designed to accommodate existing and future growth of the
Salem Ferry, in addition to cruise vessel port of call visits, and future excursion/
whalewatch operations. Adjacent covered outdoor seating would serve as an overflow
and fair weather extension of the waiting area. Flexibility may be needed for expanding
the ticketing area for future excursion and whalewatch operators.
• Public rest rooms and vending area: Located in close proximity to the waiting area, the
restrooms would serve the ferry and other passenger vessel functions. Depending on
city policy and terminal operating hours these facilities would also be open to the
general public.
• Operator’s office space: Located adjacent to the ticketing and information area, the
offices would serve the operators’ administrative needs. Flexibility for adding work
stations may be needed for future.
• Workshop and storage: The workshop/storage could be located in a different part of the
building and accessed from the exterior. The area could also be adjacent to the LNG
workshop/storage. The WTA workshop would not need to be fully climate controlled,
since it would be used on a seasonal basis.
Whale Watch and Excursion Ferry Operator (WTA was interviewed as a potential operator),
similar passenger needs as the Salem Ferry. Potential new uses not currently operating.
Seasonal use overlapping with Salem to Boston ferry operations.
• Waiting and ticketing. Would use same space as the Salem Ferry. Might require a
separate ticketing window if either ferry is operated by a different company.
• Visitor information; Shared space with the Salem Ferry.
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LNG Supply Crewboat Operation (Interview with Excelerate Energy and designated marine
operators – potential site users), Year round building use.
• Office and Administration Space: The offices, crew waiting and other functions related
to crew and administration of the LNG landside supply center would be housed in a
separate part of the terminal building, away from the public waiting area, or possibly in
a separate building. The space could be located on grade or on an upper level
depending on the terminal building layout. While the operation will be continuous
throughout the year, the busiest periods of delivery will be during the fall and winter
months. More information is needed from Excelerate and their marine associates to
understand the breakdown of the 2500 sf space functions and needs.
• Workshop: The workshop area would be used by Excelerate for supply boat and buoy
repair needs, stores, and equipment. A portion of the space would also be devoted to
the buoy monitoring program to be administered by Excelerate. Needs to be at grade
with truck delivery access.
• Storage: An additional storage area is needed for purposes of short term storing supplies
and equipment to be delivered to the offshore LNG ships. Proximity to the departure
berth and transfer cranes is needed. Needs to be at grade with truck delivery access.
2) Other User Needs (from comparable port analysis):
Cruise Vessels: Could include either coastal cruise vessels berthed at pier, or medium cruise
vessels anchored off shore with tender connections to the landing and building. These
would be seasonal uses that overlap with ferry operations.
- Waiting and information area: Shared with Salem Ferry.
Visiting Tall Ships and Other Vessels:
- Waiting and information area: Shared with Salem Ferry
Other Small Commercial Vessels
- Needs may vary depending on the business. Proximity to the Terminal is not
necessary and separation is preferred.
3) General Utilities and Building Support:
The combined building utility needs would be connected to the City system on Derby Street and
would include water, sewer, electrical service and fire protection. The specific service
requirements will be determined when the building size and loads are identified.
Energy efficiency measures may be incorporated into the design in a variety of ways to reduce
greenhouse emissions and make use of alternative sustainable energy sources: Supplemental
solar, thermal and/or wind energy sources will be considered and may be used to reduce
building and site dependence on conventional commercial energy.
4) Summary of Building Program Interior Space Needs: The combined building needs
described are derived from Interviews with current and prospective users, representing the best
estimates at present.
• The current building program projections are considerably larger and more complex
than the building program recommended in the last study. As such the larger program
has a significant capital and operations cost increase over those assumed in the 2005
study.
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• Future expansion needs are not reflected in the quantitative summary, and may need to
be considered in the building layout and site plan configurations.
• Further discussions with the potential users are recommended to determine potential
joint use of spaces, particularly with respect to different seasonal and daily use patterns.
• Further discussions of port security requirements for different users are needed as the
building design proceeds.
• The 2005 site plan is no longer applicable for the set of uses and their respective
building and access requirements. Further plan analysis and assessment is needed for;
1) the site location and orientation of the respective building areas,
2) user access patterns for the upland approaches,
3) the pier and live berth access on the waterside.
3.8.2. Summary of Building Program Interior Space Needs:
Table III – Preliminary Terminal Building Program
Tenant/User Function Net Area Need Gross Area
Needed
Notes/
Needs/Equipment
1. Salem Ferry (subtotal) 3,370sf Seasonal space needs at
present, April through
October
Waiting/Ticketing/Info Public 1200sf
Office Private 850sf
Workshop/Storage Private 1000sf
Public Restrooms Public (2
@160sf)
320sf
Outdoor covered
waiting porch
Public 400sf*
3. Cruise Vessels -0- Seasonal use; can share
waiting and public space
with ferry
Waiting/Info Shared with
Ferry
-0-
4. Visiting Vessels -0- Can share waiting and
public space with ferry
Waiting/Info Shared with
Ferry
-0-
5. LNG Supply Center 4,700sf Year round use; heavier
activity during fall and
winter months
Office Private 2500sf
Workshop Private 1000sf
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Storage Private 1000sf
Private Restrooms Private; 2 @ 100 200sf
6. Other Shared 250sf General building needs
Utilities Common 150sf
Maintenance/Storage Common 100sf
Total Net Square Feet 8,070sf Area without
circulation, wall s etc.
Total Gross Square Feet One Storey
Building @ 1.1x
8,877sf Site limits may preclude
a 1 storey building
Total Gross Square Feet Two Storey
Building @ 1.3 x
10,491sf 2 Storey building would
require more circulation
space; footprint of
approximately 5, 250 sf
• Exterior space; Not included in net square footage
4. HARBOR PLAN REVIEW
This Harbor Plan continues to strongly support a program to develop the proposed Salem Wharf off
Blaney Street on the west side of the Harbor’s Designated Port Area (DPA). A preliminary
conceptual design for this new municipal complex was developed in the 1990s and details were
included in the City’s 2000 Municipal Harbor Plan. Since that time, there have been many changes
that now need to be considered in creating a commercial wharf facility that will meet the current
needs of marine operations and of a changing local economy. Among these new considerations are
the increased security requirements since 9/11, a growing and dynamic cruise ship industry, lessons
learned from the reestablished ferry service to Boston, and changes in local marine industries
including offshore LNG operations and other infrastructure needed for future energy production.
Recognizing the need to update the wharf design, the City has contracted with a team of waterfront
specialists to develop a revised conceptual plan for the development of the Blaney Street site.
Since the initiative is not expected to be completed until after approval of this Harbor Plan update,
the following direction is provided to guide this development.
• The site will remain a part of the DPA and thus its use will be dedicated principally to the
support of a mix of water-dependent marine industries.
• The site was used in the late 1990s for a seasonal ferry service connecting Salem and Boston.
This service was reestablished in 2006 after acquisition of a new ferry and the addition of a
new wharf and floating docks with the support of funding from the Seaport Bond Bill and a
grant from the State Executive Office of Transportation. If this service continues to be
economically viable, its operation should be accommodated as one of the principal activities
within the new wharf complex.
• In addition to ferries, the new wharf should be designed to support the needs of small to mid-
size cruise ships, water-dependent excursion/tourist businesses, and dockage for other
commercial boats, and landside development directly supporting these activities.
• The City should continue to aggressively negotiate with the current owner(s) of this Blaney
Street property to either purchase the site or obtain a long-term lease for its use in supporting
water-dependent commercial operations.
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• To realize the site’s full potential to serve the marine businesses proposed for the wharf,
some offsite improvements will most likely be needed. Most critical are improved access
and additional parking.
¾ Options for improved access include increasing the width of Derby Street from Webb
Street to India Street or possibly as far west as Blaney Street would allow for two-way
traffic between the end of Webb Street and an improved or newly created access road
onto the site. Creating a new access road off Derby Street east of Blaney Street (that is,
closer to Webb Street) would allow vehicles to move onto and off the site without
conflicting with pedestrian traffic moving safely between the wharf and downtown
Salem or having to negotiate the sharp turn at the corner or Blaney and Derby Streets.
As the site is more fully developed, more parking will likely be needed during the peak summer and
early fall tourist season than can be accommodated on the 2.2 acre Blaney Street parcel. Ideally
additional parking lot(s) or garage(s) should be created within easy walking distance of the site (3 to
4 minute walk or less than ¼ mile). If possible, this “accessory” parking should be located within
the DPA with use shared with others located in the industrial port. If this proves not to be feasible,
then a study should be completed to identify opportunities for creating satellite parking utilizing
shuttle service that would serve the DPA’s needs.
5. FINDINGS ON REVIEW OF EXISTING PROJECT PLANNING DOCUMENTS
5.1. The earlier plans were reviewed to identify their program elements and how they might be
relevant and consistent with present day conditions.
5.2. A review of the latest plan, identified as the Final Site Development Plan – Salem City Pier,
provides the following:
Does not address the current proposed use by Excelerate Energy for an LNG offshore
supply vessel including the need for substantial office and storage space.
Includes non-DPA uses including transient vessel berthing
Indicates uses that include headboats, lobster boats, and fishing boats which do not have a
defined market
Illustrates uses that require parking greater than current site can provide
The building program was based on a 1,800 sf footprint for a water transportation
terminal and 300 sf fish process building
Creation of a separate site access near Webb Street
5.3. A review of the current Salem Harbor Plan (currently under revision) found the following:
Identification of the need for coordination with the ongoing City-wide Transportation
Management Plan
The identification of numerous non-DPA uses for the project area to assist in the
economics for project justification
A program of uses that included berthing for transient vessels, maintenance and service
for transient vessels and a fuel dock - all which would serve recreational boaters
Identification of specific dockage needs for different uses that appear to be without
specific market for many of the uses.
5.4. The market analysis of the program uses is outdated because it is based on work completed for
the 1998 study. New information was not introduced in the 2005 study. (In general, information
presented in market analyses and feasibility studies is current for a period at most 2 or 3 years.)
5.5. In the area of the Derby Street/Blaney Street/Beckett Street constraints currently exist for both
pedestrians and vehicles, including emergency vehicles.
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5.6. The building program was based on a 1,800 sf footprint for a water transportation terminal and
300 sf fish process building
5.7. It provides for the creation of a separate site access near Webb Street
6. PUBLIC PRESENTATIONS AND PARTICIPATION
Public participation during the study occurred at two specific times within the project. One was
presented in December 2007 after a review of the existing information and the development of a site
program with alternatives. A copy of the PowerPoint presentation can be seen in Appendix A-4. A
second public presentation was performed in October 2008 which illustrated the preliminary design
of the project including the upland support elements, the commercial pier, berthing for commercial
fishing boats and the terminal building. A copy of the PowerPoint presentation has been included in
Appendix A-5.
For the first presentation, after initiation of the project, the study team provided a summary of the
previous port plans that had been developed for the specific project site, a review of the historic
marketing studies perform and the developed alternatives for site development. A maritime program
was defined and presented that presented anticipated vessel types and upland support requirements.
Upland design guidelines as well as building program were presented for public review and
comment. Five alternatives were presented that reflected variations of vessel berthing and building
location and included a conceptual estimate of construction cost.
Key points of discussion from the public participation included the desire to incorporate a larger site
area, the inclusion of lobster vessel berthing, the opportunity for transient vessel berthing and the
ability to handle cruise ships.
The second presentation presented the Salem Wharf Preliminary Design in October 2008. This
included the finalized site layout including parking, vehicular travel lanes, building location, public
walkways and the final positioning and size of the commercial pier and associated vessel berthing
amenities. The Preliminary design also illustrated the commercial fishing boat berthing and the
dredging limits. The building presentation was a key element of the site development as a focal
point for visitors and its function as a gateway element to the City of Salem. A construction cost
estimate was presented for the preliminary design as well as a schedule for permitting and
construction of the complete project.
Key points of discussion from the public presentation included significant support of the project and
the strong desire of some abutters to protect and preserve the garden area location at the northwest
corner of the project site. A special meeting was setup for the City to address the concerns voiced at
the public meeting in regard to the garden.
7. RECOMMENDATIONS OF PREFERRED PLAN
7.1. The Market Analysis needed to be updated to reflect current facility program including the site
utilization by the LNG offshore supply vessel. This was performed under a separate contract.
7.2. The assessment of traffic conditions at the site has identified the following needs:
Upgrade the site access, in the area of the Derby Street/Blaney Street/Beckett Street
intersection. Implement measures prohibiting parking for 200 feet along both sides of
Derby Street from the intersection.
Improved signing and pavement markings should also be considered.
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Upgrade the sidewalks on Blaney Street and connect the existing east section with a new
sidewalk section that would run the entire length of Blaney Street.
7.3. Consider that the revised Salem Harbor Plan should provide for the following:
Flexible commercial vessel utilization of the site including passenger vessel operations
and elimination of defined commercial uses and specific capacities for use
Elimination of year round recreational boat slips on the site and small boat fuel dock
Maintenance of the site as a public space with pedestrian walkways
Incorporate improvement dredging as well as maintenance dredging
7.4. Maritime Program Recommendations include:
Incorporation of existing ADA barge access facility within design
Provide for a minimum of two berths (120 ft each) that meet ADA/MAAB requirements
to be utilized by Salem Ferry and other passenger vessels
Provide for commercial berth for LNG offshore supply vessel (min 130 ft)
Provide for berthing for up to 300 foot vessels at fixed pier
Provide H-20 truck access to pier face
Provide capacity for 10 ton crane at pier face
Provide utilities at pier face include power, water, sewage pumpout
Provide for a year round berthing of up to 20 commercial fishing vessels
Allow for utilization of floats for large transient vessels (>75 feet).
Incorporate required dredging to achieve vessel access
7.5. Site Program Recommendations include:
50 foot turning radius for emergency vehicles and bus/trolley queuing
12 foot harborwalk along shoreline
Provide for bus/trolley queuing
Provide for clear truck access from the main access road to the new fixed pier
Allow for opportunity for upland storage of vessels in offseason
Reutilize existing access pier as future public fishing/viewing pier
Incorporate the existing public garden into the project development
7.6. Building Program Recommendations include:
Ferry Terminal – waiting, office, workshop and storage area
Public facilities
LNG Supply Vessel: office, workshop and storage facilities
Total building program from Interviews of prospective users needs to be refined.
Allow for flexibility and expansion of the initial structure.
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8. PRELIMINARY / SCHEMATIC DESIGN AND PLANS
8.1. Marine Elements
8.1.1. Fixed Commercial Pier: A commercial fixed pier (Exhibit 8-1) has been made a key element of
the project with 165 foot of berth face. This allows for the pier to have the capacity to berth up
to 300 ft vessels. The pier length and vessel limit is dictated by the abutting properties. The pier
projects approximately 360 feet from the shoreline to achieve a draft of 26 feet after the
proposed dredging. The pier will provide pier-side services including water, sewerage pumpout
and power. Refueling would be available from trucks which would have access on the pier. The
pier will also be designed to accommodate up to 10 ton mobile cranes.
8.1.2. Commercial Berthing and ADA Passenger Access: Along both sides of the access to the fixed
pier there will be barges to provide commercial passenger vessel berthing. The existing ferry
landing will be relocated to the west side of the pier approach along with additional barges to
provide sufficient berthing for 2 passenger vessels one of which would be the Salem Ferry
which is currently operating out of the project site. The east side of the approach would be
utilized for commercial vessels including the Excelerate offshore supply vessel which currently
has a lease agreement with the City. These locations would also be supported with pier side
services including water, sewer pumpout and power. Refueling is available for these berths
through a direct hose from a fuel truck which would have access on the pier.
8.1.3. Commercial Fishing: Commercial fishing berths (Exhibit 8-2) were identified as a critical
market and the embayment of the area was utilized to provide safe year round dockage. The
marina style floats would have power and water services as well as a pumpout for these and
other transient vessels at the entrance of the embayment. The current design (Exhibit 8-2)
provides for up to 26 berths although only about 17 slips would be usable for year round
dockage due to exposure to winter storms.
8.1.4. Public Amenities: With the construction of the marine elements, there will be incorporation of
public amenities within the project. This would include retaining the small pier to the west of
the new fixed pier which would be used for public access and fishing. A harborwalk would be
constructed along the shoreline that would link Derby Street to the waterfront. Access onto the
pier would be achieve through a dedicated walkway available to the public except at times when
need for security or cruise ship operations.
8.2. Site Plan and Terminal Building Context and Design
8.2.1. The Salem Wharf Site Plan and Marine Terminal concept design represents the culmination of a
decade long process of town planning for an expanded port facility at the Blaney Street site,
spearheaded by the City of Salem and the Salem Partnership. The building program and concept
design evolved as an integral component of the Salem Wharf Site Plan. The concept designs
were presented for multiple reviews and comments by the City of Salem, facility stakeholders,
and the Port Advisory Committee, as well as to Salem residents at two public hearings. The
final site plan and marine terminal building are also consistent with the 2008 Salem Municipal
Harbor Plan, which preceded the final concept designs.
8.2.2. Site Plan Context and Design Objectives (Exhibit 8-3): The landside components of the site
plan were developed to support and complement the waterside elements for the multi-purpose
commercial marine facility. The site plan objectives, summarized on Exhibit 8-3, provide design
principles developed to enhance the commercial marine operations for passengers and vessel
operation, as well as to meet community and neighborhood needs.
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Park-Like Setting: Providing a new commercial wharf with a park-like setting which will
serve the year round needs as a buffer and recreational amenity for the neighbors, as well
as providing an attractive gateway experience for visitors.
- Landscaping treatments of the edges and planting islands.
- Retain the current community memorial garden in its current location or an
approved new central site.
- New perimeter Harborwalk
- Fishing pier
- Wharf access path
Gateway Welcome Center: The terminal building and site combined will serve as a
Gateway for visitors arriving in Salem by ferry and cruise vessel and a departure point for
Salem residents and visitors heading for Boston and other destinations by ferry. By
creating a positive arrival and departure experience for visitors, they will be more inclined
to return to Salem on future trips. Overhead sign arches saying “Salem Wharf” will be
located at the end of the wharf and at the top of the ferry ramp.
Vibrant Working Port: The mixture of ferries, cruise vessels, visiting ships, offshore
crewboats, commercial fishing boats and general marine activities creates a new visitor
attraction at the wharf itself.
Ferry Clock Tower as Landmark: The clock tower, with faces on all four sides, is situated
for viewing from many angles on land as well as water. The tower needs to be tall
enough and the clock face large enough to be seen against the backdrop of the power
plant.
Wayfinding Signage System: Well placed signs and maps will allow visitors to easily
find their way from Salem Wharf to Derby Street to the Center of Town and other
destinations on foot, as well as to find their way back. Trolley stops and Salem Wharf will
also be marked on maps in town.
- Wayfinding map kiosks located at strategic points along the Harborwalk and on
Derby Street (marked by black boxes on Exhibit 8-3).
- Terminal waiting area information counter with brochures and internet ticketing
stations for local activities.
- Salem Wharf and trolley stops added to in-town maps.
8.3 Site Plan Development
8.3.2 The site plan design (shown in Exhibit 8-4) combines the maritime and landside elements
within the constrained Blaney Street site area and incorporates responses to the design
objectives. The limited available site surface area was effectively widened by addition of the
new 12 foot wide Harborwalk replacing the narrow dirt path along the edge of Hawthorne Cove
and covering the existing rip rap edge. The site was lengthened by the location of the terminal
building at the squared off southern most edge of the site. These two measures allow for
enough width and length to provide a reasonable and compliant two-way vehicle road and loop,
as well as increasing the amount of perpendicular parking along the edges.
Site Circulation and Parking: The road loop from Derby to Blaney Street is designed to
safely accommodate combinations of private autos, cabs, trolleys, buses, and trucks
serving the marine industries. Parking spaces are to be prioritized for in-season weekday
use by local ferry commuters and for use by general day-trippers throughout the week.
During the late afternoons and evenings, available spaces could be used by excursion and
charter ferry operations, but existing off-site parking may also be needed for peak use
periods. Handicapped spaces are located closest to the terminal building. The number of
parking spaces is estimated to be 142 including 5 handicap spaces. Due to the site’s
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current MA-DEP Activity Use Limitation (AUL) from metals within the soils, the
complete parking lot is anticipated to be paved. As part of the accommodation for buses
and trolleys, waiting areas have been incorporated within the parking layout.
Multi-purpose Harborwalk: The new 12 foot wide harborwalk will provide attractive
pedestrian access for arriving ferry and cruise passengers, while also serving as a walking,
jogging and bike path for Salem residents. Certain spots will attract fishermen, as they do
today, with the new addition of a fish pier on the south section of the walk retaining the
inboard portion of the existing fixed pier which accesses the current ferry landing.
Landscaping: The new plantings will include a line of shade trees along the eastern
property line, and several planted islands and edges in the parking area. A special planted
overlook will occupy the area along the Harborwalk at the north east corner of Hawthorne
Cove, and present an attractive entrance view for pedestrians and motorists approaching
the Wharf along Blaney Street.
Multiple Year Round Uses: Parking areas will have seasonal vehicular markings on
impervious surfaces and no curbs, to allow for changing surface uses by season. For
example, the winter fishing berths may need an area for staging activities, residents may
use site parking during snow events, and some surface boat storage may occur during off
peak periods.
Flexibility for Future Expansion: Expansion of vessel activities during peak periods will
require additional parking either on site and/or off site. Similarly, expanded marine
activities would benefit from an expanded two way access system. The site should be
capable of expansion when and if additional properties become available to the east and
towards Derby Street. The terminal building may also need to be enlarged to the east and
north if some of the land becomes available, to respond to increased marine support
demands.
Storm Water Management: The upland improvements have also included the collection
and treatment of the storm water runoff anticipated at the site. With the presence of the
AUL, the stormwater is collected from all upland impermeable surfaces as well as the
fixed pier. The stormwater is treated through an oil-water separator as well as a vortex
unit to meet the requirements of suspended solids removed prior to discharge into the
embayment area. No infiltration or recharge is proposed due to the historic subsurface
contamination.
Sustainable Design: All aspects of the site plan will incorporate best practices for a
durable and sustainable design, including appropriate uses of alternative energy, managed
storm water run-off, and use of renewable materials.
8.4 Terminal Building:
8.4.1 The concept design for the multi-purpose marine terminal was closely integrated with the site
plan for water and land elements of Salem Wharf, while also meeting the specific design
objectives and program space needs for the building. The siting of the building is shown in site
plan, Exhibit 8-4, with the building footprint located at the south eastern end of the Blaney
Street site. The Salem Wharf Marine Terminal concept design is shown in the Exhibits 8-5
through 8-8 which include plans, elevations and section of the building.
Floor Plans and Circulation: The building organization balances the public ferry and cruise
terminal uses and circulation needs with those of the commercial marine tenants. The terminal
building functions primarily as an intermodal transit terminal, connecting ferry and crewboat
passengers to landside transportation through the public waiting and
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private areas. The interior and exterior circulation paths are organized to provide direct
weather protected passage between passenger modes. Ancillary freight connections
between terminal storage areas and dockside loading are provided to allow for safe and
efficient movement via truck and lift.
.. Ground Level (Exhibit 8-5): The multi-purpose terminal building consists of an open
public waiting area on the western end of the ground level with primary entrances
located midway along the north and south facades. The waiting room is surrounded on
three sides by windows allowing clear views to the ferry and cruise landings, the
vehicular curbside dropoff area, and the harbor. A ticketing and waiting counter is
located between the two entrances. Public restrooms are located behind the ticket
counter. The 1200 square foot waiting room has an open plan with moveable benches
and seating to allow the space to be used for other civic and rental functions during off
peak and off season periods. While there is no kitchen or café provided in the terminal
plan it is assumed that passenger food service can be provided by vending machines
and push carts, while civic events can be catered by truck.
.. Also located on the ground floor is stair and elevator access to the private second level
offices and storage. In addition, a combined ground level storage and workshop area
for the LNG crewboat and Salem ferry operators is provided on the east end of the
building, accessible by freight doors at the northeast corner of the building.
.. The interior waiting area is surrounded on three sides by an outdoor porch to provide
for sheltered seating and passage from vessel landing to land transportation. The
covered bench seating also provides an amenity for neighborhood recreational use of
the terminal building.
.. Level 2 (Exhibit 8-5): The second level is accessed by means of two stairways and an
elevator from the public waiting area lobby. The corridor and lobby area connecting
the two stairways provides views to the harbor and wharf to the south and to the drop-
off circle and parking to the north. Office spaces are located at the west end of the
building and may be subdivided depending on final program needs for such
commercial marine tenants’ occupants as the Salem Ferry and the LNG crewboat
operation. Restrooms are provided across the corridor. On the east end of the building,
the second level workshop and storage area for marine tenants is served by an elevator
to allow ease of movement for stored items.
.. Level 3: The unfinished loft space under the roof area serves as the mechanical room
for the building. Access to the mechanical room is by way of the south stair connecting
from the ground and second levels.
Elevations (Exhibit 8-6 and 8-7): The traditional building materials and architectural elements
are intended to blend in with the historic neighborhood that surrounds the site without
replicating the predominantly 18th and 19th century residential styles. Cedar shingles and
glass are used as infill for the structural concrete building frame, and the clock tower. The
hipped roof and clock tower are clad with standing seam metal.
.. North Elevation (Exhibit 8-6): faces the landside Blaney Street entrance and passenger
drop-off circle. The pedestrian entryway is accentuated with an eyebrow window at
the roof line. A porch arcade with benches provides a covered outdoor waiting area
along the curbside and continues around the west end of the building to the south face
on the harbor. The clock tower provides the distinctive visual symbol for the building
from landside as well as from the harbor approaches. At the eastern end of the façade,
service doors for the storage workshop are located next to the delivery curbcut.
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.. West Elevation (Exhibit 8-6): faces Hawthorne Cove and the inner Salem Harbor. The
ramp entrance to the passenger ferry and small cruise vessel landing is just across the
harborwalk from the west elevation. A pair of entrance doors is located under the tower
for direct access for ferry and cruise passengers. As with the other entrance points, a
small eyebrow window is located above the doorway.
.. South Elevation (Exhibit 8-7): faces the harbor and the south harborwalk. The south
entry doorway is located under the third eyebrow window. Ramp access to the
crewboat and working landing is just opposite the glass enclosed waiting room across
the harborwalk. A second pair of service doors for the storage/workshop area is located
at the eastern end of the elevation. As with the other elevations, the clock tower
provides a prominent landmark as viewed from the harbor.
.. East Elevation (Exhibit 8-7): faces the power plant and is the least public face of the
terminal building. The more closed east façade includes smaller window openings for
daylighting of the storage and workshop spaces on levels 1 and 2.
.. Roof Plan and Building Section (Exhibit 8-8): The hipped roof and clock tower plans
are shown in the roof plan. The building section as cut through the waiting room and
offices shows the relationship of the building and waiting porch to the harborwalk and
floats.
8.5. Construction Cost Estimate
8.5.1. The construction cost estimate has been updated to the preliminary design level for all elements
of the project including the dredging. The revised estimate is illustrated in Exhibit 8-9 which
provides a breakdown by major construction element as well as a distribution of the
construction costs to anticipated users. A detailed unit price and quantity construction cost
estimate is provided in Appendix A-7
8.6. Preliminary Design Drawings
8.6.1. A set of Salem Wharf Project Preliminary Design Plans has been developed that illustrates the
current level of project design including the marine elements, upland site work, dredging and
the terminal building. Full size sets have been provided to the City and a reduced size set of
drawings has been included in Appendix A-8
9. IMPLEMENTATION PLAN
9.1. Based on the preferred plan and the preliminary design, the major steps for implementation of
the design and operation of the Salem Wharf Project have been developed. Within the
Implementation Plan, it has been assumed that the regulatory process would be split into to
phases with all work in Phase I except that associated with the commercial fishing berths. These
have been included within a Phase II permitting in order to remove the more difficult regulatory
approval process of intertidal dredging that will be required with this portion of the project. The
Implementation Plan elements are set out as follows:
9.1.1. Assumptions:
• Preliminary Design Completed
• Regulatory Filings made for Phase I elements
• Funding for final design approved
9.1.2. Implementation Steps:
1. Obtain ownership/control of land Nov 2008
2. Solicitation/Selection and Award to Design Consultant for Final Design Mar 2008
City to have dedicated Project Manager (DCAM requirement)
3. Confirmation on Building Program Dec 2008
Accelerate commitments
Salem Ferry use determination
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4. Submission of Regulatory Filings for Phase II Dec 2008
Identify requirements for resource impacts – Mitigation requirements
Initiate mitigation design if required
5. Review and approval of 75% of design – Marine/Site/Building
Marine Elements Feb 2009
Site Development Feb 2009
Building Mar 2009
Updated construction cost estimate
Updated schedule
6. Facility review by City Departments for incorporating City services/standards Mar 2009
7. Obtain Salem Conservation Commission approval for final site plan Mar 2009
8. Identify Salem Wharf Marine Advisory Board Structure (SWMAB) Mar 2009
Establish role and guidelines
Selection of Members
City Council Approval
9. Identify Terminal Manager: Begin advertisement/review/selection process
10. Identify Facility Manager
11. Record Regulatory Approvals May 2009
12. Seaport Council – Seek funding for Construction
Port Advisory Group – Funding Request FY 2009 Spring 2009
Seaport Council – Funding Request Spring 2009
Identify City Matching Funds
13. Identify Construction Management and Resident Engineering Jul 2009
14. Review/Approve Final Design/Contract Documents – by SWMAB and Terminal Manager
Marine Elements – Phase I & II Jul 2009
Dredging – Phase I & II: Jul 2009
Site Work: Jun 2009
Building: Feb 2010
15. Obtain Final Agreements with Building and Pier Users Sep 2009
Salem Ferry
Offshore Supply Vessel
Commercial Fishing – Lobstermen
16. Obtainment of City Approval(s) for Project Construction Aug 2009
17. Construction Award
Marine Elements Aug 2009
Dredging Sep 2009
Site Work Jul 2009
Building Mar 2010
18. Initiate Marketing Program for Salem Wharf Fall 2009
Port-of-Call Cruise Lines
Commercial Fishing
Transient Boaters – yachts - >75 feet
19. Construction Completion
Marine Elements I / II Jul 2010/Apr 2011
Dredging Mar 2011
Site Work Jul 2010
Building May 2011
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9.2. A schedule illustrating the construction phasing of the project has been included which is
consistent with the above implementation plan and is provided in Appendix A-9. The schedule
was developed under the Management and Operations Plan for the Salem Wharf Project.
10. SUMMARY
Investigation Phase:
The City of Salem, in its attempt to advance the development of the Blaney Street site for a
commercial port facility, retained a multidisciplinary consulting team led by Bourne Consulting
Engineering. The consultant team was tasked to review the existing information developed over
the last 15 years, including past marketing studies, and to bring the project to the preliminary/
conceptual design level.
The results of this investigation included the determination that the existing marketing
information was from the 1990s and was outdated and that the markets had now changed to
include a commercial maritime user to service the Northeast Gateway Project associated with the
offshore natural gas terminal. A new study of the markets was recommended. In addition, a study
of the operations and management of the facility was recommended to provide guidance on the
management structure and to identify operating and management costs. This additional effort
was undertaken during the time period of this study and the results incorporated into the facility
layout and design.
Public Participation:
During the project several opportunities were provided for presentation of the findings to the
public and to obtain and incorporate public review and comments into the design.
The first public meeting was held in December 2007 and presented the results of the
investigation and review of existing studies and design concepts for the site. The presentation
also identified the current understanding of facility needs including the maritime facility
requirements, the upland support requirements including parking, vehicle access, utilities and
services as well as office and storage needs within a terminal building. Several alternatives were
presented along with design guidelines.
The second public meeting was held in November of 2008 which presented the preliminary
design of the Salem Wharf Project and incorporated the findings of the Operation and
Maintenance Plan Report. Public comments made were generally supportive with the exception
of the impact on a public garden in the northwest corner of the parking lot by a select group of
concerned citizens. A follow up meeting between the City and the concerned citizens resulted in
the City’s agreement to limit the impact on the public garden area which results in the loss of
some parking spaces. The design of changes in this area would be developed and finalized within
the overall project’s final design phase.
Preliminary Design of Preferred Plan:
A preliminary design was developed of the preferred plan and a copy of reduced size drawings
can be found in Appendix A-8. The plan accommodates all the defined uses and provides upland
support for those uses. The current upland is limited and is anticipated to result in lack of parking
as the project develops. In the leasing of berths and berth utilization, the City, through its facility
manager, will need to establish clear limitations on users to prevent negative impacts on priority
users like the Salem Ferry and other commercial maritime users.
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The construction cost estimate for the project was updated to reflect the current level of design
with a detailed cost estimate presented in Appendix A-7. The current estimated construction cost
for all the infrastructure is $16.17 million and when dredging is included the total project
construction cost is $19.75 million. The estimates include a ten percent contingency and a five
percent inflation factor.
A project construction schedule has been developed and provided in Appendix A-9. The current
schedule indicates that designs would be completed in 2009 and that construction would be
completed by the 2011 season
In Section 9 of the report an implementation schedule was developed to assist the City with
implementing the overall project.
Based on the above development of a preferred plan, the City of Salem is now in a position to advance
the Salem Wharf project. The immediate steps need to be the application of regulatory filings in order to
obtain approvals as early as possible and to begin the process of final design for all of the elements of
the project. As there is no consultant team selected for the final design services, the City of Salem needs
to initiate and complete this process.
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APPENDICES
A-1. Evaluation of Market and Financial Analyses from Prior Salem Pier Reports,
Memorandum prepared by ConsultEcon, Inc., September 12, 2007
A-2. Interviews of Key Stakeholders
A-3. Draft Traffic Assessment for Salem Port Expansion, Nitsch Engineering,
September 1, 2007
A-4. Public Meeting December 12, 2007, PowerPoint Presentation – Site Plan
Alternatives
A-5. Public Meeting October 15, 2008, PowerPoint Presentation – Preliminary
Design
A-6. Salem Wharf Site Plan and Marine Terminal Building Design – Design
Memorandum by Norris & Norris Associates
A-7. Preliminary Design Construction Cost Estimate – Salem Wharf Project
A-8. Salem Wharf Project – Preliminary Design Plans
A-9. Salem Wharf Project - Project Construction Schedule
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APPENDIX A-1
Evaluation of Market and Financial Analyses from Prior Salem Pier Reports, Memorandum
prepared by ConsultEcon, Inc., September 12, 2007
Phone: +1 (617) 547-0100 y Fax: +1 (617) 547-0102 y 545 Concord Avenue, Suite 210, Cambridge, MA 02138 U.S.A.
www.consultecon.com y info@consultecon.com
Memorandum
To: Ron Bourne, Charles Norris
From: ConsultEcon, Inc.
Date: September 17, 2007
RE: Evaluation of Market and Financial Analyses from Prior Salem Pier Reports
This memorandum provides a review of prior studies of the Salem Pier, evaluates them from a
market and financial perspective, and provides recommendations for further market and financial
analysis.
Overview of Prior Salem Pier Reports
A number of studies have reviewed the potential for new development at the Salem Pier. The
most recent was Salem City Pier, Salem, MA: Final Site Development Plan completed by Vine
Associates, Inc. in December 2005 (“2005 study”). It built off of work of prior studies; most
notably, Salem Harbor Plan: New Salem Wharf Study by the Cecil Group dated August 14, 1998
(“1998 study”) that evaluated the site’s potential to accommodate hotel and retail uses in addition
to commercial and recreational marine uses. In the 2005 study, hotel and retail uses were
removed from the development plan. The program proposed in the 2005 study included slip and
dockage space for the following marine uses:
♦ One whale watch boat
♦ One passenger ferry
♦ One head boat
♦ Twenty transient boats
♦ Seven lobster / commercial fishing boats
♦ One cruise boat
The 2005 plan’s landside development included a 1,800 square foot building with public waiting
areas, restrooms, ticket office, small chandlery / retail space, and offices and storage. The plan
included 231 parking spaces, associated with each of the marine uses listed above. The plan also
assumed an expanded site area onto the Dominion property beyond the site area to support
included program uses.
2
Market Assumptions
The market analysis in the 2005 study stated that “demand for the program elements remains
positive as identified in the 1998 New Salem City Pier Study.”1 No information was provided in
the report as to how the demand was assessed in 2005. For the 1998 study, commercial-use and
recreational-use operators in Salem were interviewed in order to assess the market potential that
existed in both areas. In addition, the study provided a review of the cruise industry at the time.
Revenue Assumptions
Several rate assumptions from the 1998 study were carried over into the 2005 study. The rate
assumptions for whale watch vessels, headboats, commercial fishing boats, and parking spaces
remained the same in the 2005 study as in the earlier one. For transient vessels, ferry, and cruise
ships, the rate basis changed. Data in Table 1 compare revenue rate estimates between the two
reports.
Table 1
Rates and Rate Bases from Prior Reports
1998 Rate 1998 Rate Basis 2005 Rate 2005 Rate Basis
Whale Watch $0.25 per passenger/season $0.25 per passenger/season
Ferry 1/$40.00 per linear foot/year $0.25 per passenger/year
Headboats $40.00 per linear foot/season $40.00 per linear foot/season
Transient Dockage 2/$85.00 per linear foot/year $2.50 per linear foot/day
Commercial Fishing $40.00 per linear foot/year $40.00 per linear foot/year
Cruise ship 3/$3.76 per passenger/year $400.00 fee plus per passenger/year
Parking $5.00 per space/turn/day $5.00 per space/turn/day
2/ 2005 study estimates 120 days per year, which would result in an annual rate of $300 per linear foot/year.
Source: Cecil Group, Inc. et al., Salem Harbor Plan: New Salem Wharf Study, August 14, 1998 ; Vine Associates, Inc.,
Salem City Pier: Final Site Development Plan, December 2005 ; and ConsultEcon, Inc.
3/ While not explicitly stated, the 2005 rate per passenger is estimated to be $2.00 per passenger/year, based on the
estimated rate of $400, 6 days of dockage, $3,600 total revenue, and 600 total passengers.
1/ The estimated volume of passengers using a ferry service increased considerably from 12,000 per year to 108,000 per
year between the two studies. Therefore, the different rate basis may be a function of the volume of passengers. The
current ferry operator estimates that the annual number of ferry passengers was 40,000 in 2006. In 2007 and 2008, the
ferry is projected to carry 65,000 and over 80,000 passengers, repsectively.
Total revenues based on each program use vary between each report based on the amount of
space allocated to each use. Data in Table 2 provide a summary of proposed program uses and
associated gross revenues.
1 This study was requested from the City of Salem. A 1998 report titled Salem Harbor Plan: New Salem Wharf
Study was returned and taken to be the same report that is referenced in the 2005 study.
3
Table 2
Program Uses and Annual Revenue Estimates from 1998 and 2005 Studies
1998
Estimates 1/
2005
Estimates 2/
Marine Uses
Whale Watch $25,000 $7,500
Ferry $4,800 $27,000
Headboats $6,400 $2,400
Transient Dockage $43,350 $237,600
Commercial Fishing $16,800 $11,200
Cruise ship $75,012 $3,600
Fuel Service $35,000
Subtotal Marine Uses Revenue $206,362 $289,300
Operating Cost as a Percent of Revenue 30% 55%
Marine Uses Operating Cost $61,909 $159,115
Parking
Parking Revenue $84,000 $161,200
Operating Cost as a Percent of Revenue 30% 30%
Parking Operating Cost $25,200 $48,360
Other Uses 3/
Retail Revenue $252,000
Hotel Revenue $54,720
Total Gross Revenue $597,082 $450,500
Total Operating Cost $87,109 $207,475
Net Income $509,973 $243,025
1/ The 1998 study evaluated three alternatives. This program is from Alternative C, which
was closest to the preferred alternative in the report. The preferred alternative did not include
a schedule of revenue and operating costs, but recommended removing the hotel use and
replacing it with additional retail. Numbers presented here vary from original report due to
calculation errors it contained. Numbers adapted from page 83, Table 36. Alternative C
Revenue Potential.
2/ Numbers adapted from page 16, Table 3: Salem City Pier Project: Cost Revenue and
Financing Review: Revised Pro Forma.
3/ These uses do not have an associated operating cost and are presented as gross revenue
estimates.
Source: Cecil Group, Inc. et al., Salem Harbor Plan: New Salem Wharf Study, August 14,
1998 ; Vine Associates, Inc., Salem City Pier: Final Site Development Plan, December
2005 ; and ConsultEcon, Inc.
4
Overall, there is a significant reduction in the amount of net income from the 1998 report to the
2005 report due in large part to changes in the physical plan and anticipated uses. In the 1998
study, retail and hotel uses provided a significant portion of the facility’s total gross revenue
while the primary sources of revenue were transient vessels and parking in the 2005 study.
Higher revenues from transient vessels were due to higher rates charged for dockage. Higher
revenues from parking were due to an increase in the number of paid parking spots set aside (as
opposed to free parking). The increases in paid parking could only be achieved through
substantial expansion of the site along Derby Street beyond the area currently leased by the City.
In the current planning process, the program uses and priorities may change from those identified
in 2005 based on opportunities that are currently available. The opportunity for a new use as a
home port for a supply boat for an off-shore liquid natural gas (LNG) operation has arisen. A
ferry service between Salem and Boston began operations in 2006. In its first season, it carried
40,000 passengers according the ferry operator. It is now projected by the ferry operators that
the service is expected to carry 65,000 passengers in 2007, based on ridership to date, and over
80,000 passengers in 2008.
Without adequate market information, other proposed uses are speculative, including cruise
ships, whale watch trips, headboats, transient dockage, and commercial fishing dockage. There
is little evidence in prior studies that would indicate a market rationale for the viability of these
uses. While the existing tourism infrastructure (i.e. attractions, shops, and restaurants) would
indicate that Salem could be an attractive port-of-call for cruise ships, market information would
help to sort out the potential impact of cruise ships.
An important aspect of the needed market analysis for cruise ships is the type of cruise ship that
would call on Salem and the frequency and the market forces that influence those opportunities.
Cruise ships could be weekly coastal cruisers, monthly medium size cruise ships or infrequent
large cruise ships. Each would have their own needs and impacts.
In addition, the availability of additional upland area has changed due to a new understanding of
property boundaries with the adjacent Dominion property. This may dramatically reduce the size
and scale of parking on site. Since demand for parking is dictated by site uses and the mix of
uses may change, there would be a significant impact on paid parking and its potential as a
revenue source under a new program.
Operating Cost Assumptions
Both the 1998 study and the 2005 study estimate operating costs as a percentage of gross revenue
for each use identified in the program. In the 1998 study, all uses except for hotel and retail uses
used 30 percent of gross revenue as an operating cost for the pier facility. Hotel and retail uses
had no associated operating cost. In the 2005 study, all uses were assumed to have operating
costs of 55 percent of gross revenue except for parking, which has an operating costs estimate of
30 percent of gross revenue.
This method of estimating operating costs does not provide a realistic assessment of the pier’s
potential operating costs and thus, its net income potential. If the pier is expected to support
5
itself through earned revenue, the City should get a more accurate picture of its operating costs.
This becomes especially important if the City expects to service any debt incurred for pier
development from the pier’s net income.
Recommendations for Further Market and Financial Analysis
The following is a list of recommendations based on the above evaluation of prior studies and an
understanding of the current planning priorities.
♦ The market analysis of program uses is outdated because it is based on work completed
for the 1998 study. New information was not introduced in the 2005 study. (In general,
information presented in market analyses and feasibility studies is current for a period at
most 2 or 3 years.) In addition, the proposed use of the facility as a home port for an
LNG operator is a new use that has not been reviewed within a market context. Hence, it
is recommended that a new market analysis be conducted in order to ensure that current
pier planning, which is intended to lead directly into facility construction, is informed by
up-to-date market information. This proposed market analysis would review the demand
for other maritime uses from the earlier reports including the cruise industry, whale
watch, headboats, commercial fishing fleet, transient marina slips, excursion ferry
services, and growth of the Boston ferry ridership. The analysis would also review new
site uses including the home port facilities for LNG supply operations. The review would
also include the experience of comparable pier operations.
♦ It is recommended that the revenue assumptions and revenue potential be revised based
on the new market analysis, as well as the documented experience of the new ferry
service. The proposed mix and priorities of uses for the Salem pier has changed since the
2005 study, necessitating new revenue assumptions.
♦ A plan that estimates operating costs and net income should be prepared in order to
develop realistic estimates of the pier’s stabilized financial performance. If the City
expects the facility to be financially self-sufficient, the plan should include an accurate
accounting of personnel, maintenance, utilities, and other operating costs. Moreover, the
City should not borrow capital to support the pier’s development and construction
without due diligence that this plan represents. In addition the City may need to be aware
of operations and revenue impacts of proposed users, such as an LNG supply homeport,
before capital improvements and lease arrangements are committed.
♦ If it is found that the pier does not support the cost of its operations through earned
revenue, the economic benefits of pier development should be revisited. The City (or
another source) may need to contribute revenue for operating costs. It is recommended
that an economic impact evaluation be prepared that estimates the amount of direct and
indirect economic activity that results from the construction and operation of the new pier
in order to justify any one-time capital and ongoing operational expenses borne by the
City.
SALEM WHARF PROJECT ANALYSIS OF EXISTING PORT PLANS AND
DEVELOPMENT OF PREFERRED PLAN
APPENDIX A-2
Interviews of Key Stakeholders
Salem – Port Expansion Page 1 of 2 Potential User: Excerlate Support Vessel
INTERVIEW
P hone: (508) 528-8133 Fax: (508) 520-6671 E-mail: bce@bournece.com
Capt. Jeff Havlicek DATE: 7/19/07
SPT Offshore LLC
27 Congress Street, Suite 108
Salem, MA 01970
BCE# PROJECT - BCE #27677
SALEM PORT EXPANSION
Person/
Firm
Phone
617-291-5424 (m)
978-744-5970 (o) RE: City of Salem – Port Expansion
BY: Ronald R. Bourne. PE SUBJ.: Potential User Interviews
TYPE OF BUSINESS: Natural Gas Line Support
GENERAL OPERATION – General Berthing and Support for offshore supply vessels used for servicing LNG tankers
utilizing offshore discharge moorings, to include an office Operations Center and warehouse/work space.
OPERATIONS - Current
Seasonal / Year Round Startup – currently using alternative site for limited work
Oct / Nov 2007 - should begin substantial effort – ramp up through 2008.
In-Season Operational Activity:
Operation Frequency: After project ramp up - envision 2 to 4 trips weekly to support LNG vessel regas
operations and the Bio-acoustical buoy program.
Limited use other times (seek alternative uses for vessel)
Vessel Berth Needs: Commercial berth – prefer floating barge tie-up for vessel length
Length 150 feet +/-
Active Period of Time Winter Busier Dead Time None
Deck Capacity requirements Truck Access / 10 Ton Crane
Apron Needs: Truck access / provision transfers
Handling Needs Fork Truck Trucking Needs Provisions, parts, and supplies.
Special Storage Requirements Office / Warehouse / Work Space
OPERATIONS – Future No Change anticipated in future
Current
SPACE REQUIREMENTS:
Interior – Office 2500
Interior – Storage Warehouse 1000 Fork lift
Interior - Workshop Workshop 1000 Crane Storage
Year Round/Seasonal/Limited: Year Round
Salem – Port Expansion Page 1 of 2 Potential User: WTA - Ferry Operations
INTERVIEW
P hone: (508) 528-8133 Fax: (508) 520-6671 E-mail: bce@bournece.com
William Walker DATE: August 3, 2007
WTA
703 Washington Street
Quincy, MA
BCE# PROJECT - BCE #27677
SALEM PORT EXPANSION
Person/
Firm
Phone
617-797-1992 (m) RE: City of Salem – Port Expansion
BY: Ronald R. Bourne. PE SUBJ.: Potential User Interviews
TYPE OF BUSINESS: Passenger Ferry Service
GENERAL OPERATION – WTA operates a series of passengers ferry services throughout Boston area. Provides ferry
service to and from Boston to Salem on a seasonal basis. Now in its 2nd year of operation
Ridership at approx 40,000 per year 2006 – 2007 est. to be over 65,000 – est for 2008 – may be as high as 85,000
OPERATIONS - Current
Seasonal / Year Round Seasonal – May to October
In-Season Operational Activity:
Operation Frequency: One Vessel – 2 hr typ turn around
Vessel Berth Needs: 100 ft at float – needs ADA accessibity
Length 100 ft
Active Period of Time 15 min turnaround Dead Time Limited Service/Overnight Layover
Deck Capacity requirements Public Loading / access
Apron Needs: Mooring
Handling Needs Trucking Needs H-15 @ Pier
Special Storage Requirements Light Provisioning
OPERATIONS - Future
Seasonal / Year Round Always Seasonal
In-Season Operational Activity:
Operation Frequency: Larger vessel or 2nd vessel without layover
Vessel Berth Needs:
Length
Active Period of Time Dead Time
Deck Capacity requirements
Apron Needs:
Handling Needs
Trucking Needs Rail Needs
Storage Requirements
Salem – Port Expansion Page 2 of 2 Potential User: WTA - Ferry Operations
INTERVIEW
P hone: (508) 528-8133 Fax: (508) 520-6671 E-mail: bce@bournece.com
Existing 5 yrs 10 yrs 20 ??
SPACE REQUIREMENTS: Interior – Office 500 sf 600 sf
Interior – Storage Height 1 story 1,000 sf
Exterior - Storage Height Trash
Year Round/Seasonal/Limited
VESSELS:
Existing Owned by City of Salem
Vessels: Name Length Beam Draft Type Capacity
Nathaniel Bowditch 92 ft 32 ft 6 ft Catamaran 149 pass
Future
Vessels: Name length beam draft Type capacity
None at this time
Future Larger vessel possible
Vessel Services Required: refueling capability
Water 2” dia Sewer 2-3” dia Elec 100 amp Provisioning Light Prov – ramp access
Pier Side Access / Equipment Needs
Cranes: 10 ton crane @ pier Forklifts: None Other: H-15 trk access
Future Needs
PERSONNEL: Existing 5 yrs 10 yrs 20 ??
Employees: (At Pier)
Adm 3 5
Crews 3 6
Outside Support :
Parking:
On Site 3 6
Off Site 6 6
OTHER COMMENTS:
- Oil Storage / Oil disposal
- Trash – 6-8 cy dumpster – empty twice weekly
Salem – Port Expansion Page 2 of 2 Potential User: Excerlate Support Vessel
INTERVIEW
P hone: (508) 528-8133 Fax: (508) 520-6671 E-mail: bce@bournece.com
VESSELS:
Existing
Vessels: Name Length Beam Draft Type Capacity
Port Service Vessel 130 ft 25 ft +/- 10 ft min Gulf Crew Boat Crew 3
(PSV)
Future Vessels: None Anticipated
Vessel Services Required
Water: Yes – 1.5” line Sewer: 4” dia Elec. 100 amp/3ph Provisioning Yes – Truck Access
Trash: 6 yd dumpster 10,000 gal portable tank
Pier Side Access / Equipment Needs
Cranes: 10 Ton Hydraulic Forklifts: 10 Ton Other: Slope Truck
Store in Building Store in Building Removal of oils/bilge water
PERSONNEL: Existing Future Needs – no change anticipated
Employees: (At Pier)
Adm 3-5
Crews 3
Outside Support :
Parking:
On Pier 3-5
Off Pier
OTHER COMMENTS:
Building needs prioritized:
1. Shop / Parts Storage – 500 sf for Port Service Vessel (PVS)
2. Office Support Space – 2,500 sf - see attached
3. Bio-acoustical Research Program (BRP) – 500 sf Parts & Storage
4. Warehouse Space / Bonded Storage – 1,000 sf with garage storage (Crane/Forklift)
Other Issues:
• Some building uses could be combined
• Night lighting – Separate from rest of facility
• Truck access to pier
• Want floating barge to tie up to and for access with gangway 45’x5’
See attached for additional info
Salem – Port Expansion Page 1 of 2 Potential User: WTA – Excursion/Whale Watch
INTERVIEW
P hone: (508) 528-8133 Fax: (508) 520-6671 E-mail: bce@bournece.com
William Walker DATE: August 3, 2007
WTA
703 Washington Street
Quincy, MA
BCE# PROJECT - BCE #27677
SALEM PORT EXPANSION
Person/
Firm
Phone
617-797-1992 (m) RE: City of Salem – Port Expansion
BY: Ronald R. Bourne. PE SUBJ.: Potential User Interviews
TYPE OF BUSINESS: Excursion / Whale Watch
GENERAL OPERATION – WTA operates a series of excursion and passengers ferry services throughout Boston area.
Currently operates a whale watch vessel out of the Aquarium in Boston on a seasonal basis.
OPERATIONS – Current No existing operation in Salem for Whale Watch/Excursion
Seasonal / Year Round – April to October - typical
In-Season Operational Activity:
Operation Frequency: Morning / Afternoon - typ turn around
Vessel Berth Needs: 100 ft at float – needs ADA accessorily
Length 100 ft
Active Period of Time 60 min turnaround Dead Time Limited Service / Overnight Layover
Deck Capacity requirements Public Loading / access
Apron Needs: Mooring
Handling Needs Trucking Needs H-15 @ Pier
Special Storage Requirements Light Provisioning
OPERATIONS - Future
Seasonal / Year Round Always Seasonal - April to October - typical
In-Season Operational Activity:
Operation Frequency: 2 trips per day – morning / afternoon for whale watch
Dinner Cruise in Evenings
Vessel Berth Needs: Same – assuming only one vessel at dock – no overnight berthing
For additional vessels
Length
Active Period of Time Same – Apr-Oct Dead Time
Deck Capacity requirements Light Provisioning /catering
Apron Needs: H-15 truck access
Handling Needs
Storage Requirements
Existing 5 yrs 10 yrs 20 ??
Salem – Port Expansion Page 2 of 2 Potential User: WTA – Excursion/Whale Watch
INTERVIEW
P hone: (508) 528-8133 Fax: (508) 520-6671 E-mail: bce@bournece.com
SPACE REQUIREMENTS: Interior – Office 200/300 sf
Interior – Storage Height 1 story Limited
Exterior - Storage Height Trash
Year Round/Seasonal/Limited Seasonal
VESSELS:
Existing No Existing Service – May be future operation
Vessels: Name Length Beam Draft Type Capacity
None – Est Size 90 ft 28 ft 5-6 ft Mono-hull 149 pass
No vessel at this time, presumed to be a limited size vessel (149 passenger)
Future Larger vessel possible if demand develops – Salem not as accessible as alternative sites
Vessel Services Required Need refueling cabability
Water 2” dia Sewer 2-3” dia Elec 100 amp Provisioning: Light Prov – ramp access
Catering / food / Entertainment
Pier Side Access / Equipment Needs
Cranes: None for operations Forklifts: Limited Other: H-15 trk access
Future Needs
PERSONNEL: Existing 5 yrs 10 yrs 20 ??
Employees: (At Pier)
Adm 1
Crews 5
Outside Support :
Parking:
On Site 2 people/ vech
Off Site
OTHER COMMENTS:
- No vessel maintenance presumed on site – if so – similar needs as ferry
- Trash – 6-8 cy dumpster – empty twice weekly
Salem – Port Expansion Page 1 of 1 Tenant:
INTERVIEW
P hone: (508) 528-8133 Fax: (508) 520-6671 E-mail: bce@bournece.com
Robert Blair DATE: July 17, 2007
Maritime Partners BCE# PROJECT # BCE 27677
Person/
Firm
Phone (978) 884-3900 RE: City of Salem – Port Expansion
BY: Ronald R. Bourne. PE SUBJ.: Stakeholder Interviews
TYPE OF BUSINESS: Harbor Pilot – Salem & Gloucester Harbor
GENERAL DISCUSSION OF OPERATIONS:
Met with Mr. Blair to discuss issues of Salem Port Expansion Project and the project’s
impacts on harbor. Mr. Blair had also been involved in a previous project to develop the
project site.
The proposed project marine structures should not extend outshore beyond the face of the
current Dominion Power Plant site. Sees no problem in the berth being in the same line as
the power plant ship berth.
The bow of the vessels at Dominion do not extend beyond the existing dolphin closest to
the Blaney Street site and there is no anticipation for having larger vessels calling at the
power plant.
He strongly recommends that the dredging depth for the channel and turning basin be
extended to the City’s proposed project to allow greater future flexibility for deep draft
vessels calling at the new facility. He indicated that visiting tall-ships and military vessels
may have significantly greater drafts than other otherwise identified and need to
considered.
Did not see that proposed project would interfere with current harbor ship operations
SALEM WHARF PROJECT ANALYSIS OF EXISTING PORT PLANS AND
DEVELOPMENT OF PREFERRED PLAN
APPENDIX A-3
Draft Traffic Assessment for Salem Port Expansion, Nitsch Engineering, September 1, 2007
TRAFFIC ASSESSMENT
SALEM PORT EXPANSION
NITSCH ENGINEERING #6479
SEPTEMBER1 2007
INTRODUCTION
Nitsch Engineering has been retained by Bourne Consulting Engineering to assess the impacts related to the
proposed Salem Port expansion project. This proposed expansion would increase the port at Blaney Street in
Salem, Massachusetts to accommodate cruise ships and similar vessels. The site currently serves the Salem
Ferry service, which connects Salem and Boston by high-speed ferry. The site consists of a stone parking
area with access via Blaney Street, south of Derby Street. Blaney Street is approximately 21 feet wide with
sidewalks on both sides. A trailer also exists on-site, which serves as the Salem Ferry office.
The site location is shown in Figure 1 (attached).
EXISTING CONDITIONS
Nitsch Engineering attended a meeting with the City of Salem and the project team on Tuesday, June 12,
2007 to discuss key project impacts, limitations, and potential solutions. Following this meeting, Nitsch
Engineering collected various documents related to traffic, transportation, and parking in the downtown and
waterfront areas within Salem. These documents include:
• Transportation Improvement Study for Routes 1A, 114, and 107, and Other Major Roadways in
Downtown Salem; Central Transportation Planning Staff (CTPS) for the Boston Region Metropolitan
Planning Organization; November 2005.
• Salem Harbor Plan, City of Salem, Massachusetts; The Cecil Group, Inc.; May 2000.
• New Salem Wharf Project, Salem, Massachusetts; Vine Associates, Inc.; November 2001.
• The Salem Ferry and New Salem Wharf Project, A Phased Approach to Completion; The Salem
Partnership; October 2001.
• Traffic Impact Assessment, Proposed Condominiums and Retail Center, Salem, Massachusetts;
McMahon Associates, Inc.; September 14, 2004.
Research of these materials was conducted for traffic and parking data and analysis, and for any proposed
roadway improvements that are planned for the area. The Salem Planning Department indicated that the
CTPS study was the most reliable and recent document summarizing traffic impacts within the area and
should be used as the most reliable data base.
FIELD RECONNAISSANCE
Nitsch Engineering conducted a field reconnaissance on Wednesday, June 27, 2007 to observe traffic and
pedestrian activity and conditions, roadway geometry, area land uses, signing, pavement markings, any
parking restrictions and review any way-finding measures that are currently in place. The project study area
includes the following intersections:
• Derby Street/Blaney Street/Beckett Street
• Derby Street/Webb Street
• Derby Street/Hawthorne Boulevard/Congress Street
• Derby Street/Lafayette Street/New Derby Street
The study area intersections are shown in Figure 1.
Traffic Assessment – Salem Port Expansion, Salem, Massachusetts: Nitsch #6479
September 2007
Page 2 of 7
Descriptions of the study area intersections are as follows:
Derby Street/Blaney Street/Beckett Street (unsignalized)
Derby Street is 23 to 25 feet wide with one-way traffic flow in the eastbound direction. Sidewalks are present
along both sides of Derby Street and parking is permitted along the southern side. Blaney Street is
approximately 21 feet wide, approaches from the south, and serves two-way traffic. A 135-foot long sidewalk
exists along the west side of Blaney Street and a 60-foot long sidewalk exists along the east side of Blaney
Street extending from Derby Street toward the stone-covered parking area at the port. Beckett Street is
approximately 17 1/2 feet wide, approaches from the north, and serves one-way southbound traffic.
Sidewalks exist along both sides of Beckett Street. An inlaid brick and granite crosswalk exists at the western
Derby Street leg of the unsignalized intersection. There are no Stop signs to control traffic at this low volume
intersection. Land use in the area is a mix of residential, retail, commercial, and maritime uses.
Derby Street/Webb Street (unsignalized)
Derby Street serves one-way eastbound traffic flow. The roadway is approximately 27 feet wide to the west of
the unsignalized intersection and 33 feet wide east of the intersection. On-street parking is permitted along
the southern side of Derby Street, west of Webb Street. East of Webb Street, there exists an unpaved
parking area along the north side of Derby Street. Webb Street approaches from the north, has two-way
traffic flow, and is approximately 28 feet wide. The Webb Street approach operates under Stop sign control
and a ‘no right turn’ exists to enforce the one-way flow on Derby Street. The southern leg of the intersection
is a 30-foot wide gated/barricaded driveway to the Dominion Energy supplier property. Sidewalks exist along
all legs of the intersection. A granite inlaid crosswalk is located at the western leg of Derby Street. Land use
in the area consists of the power supply terminal, residential units, and park/open space.
Derby Street/Hawthorne Boulevard/Congress Street (unsignalized)
Derby Street is a two-way roadway and approaches from the east and the west. The eastbound approach
has an exclusive left-turn lane and a shared through/right-turn lane, each are 12 feet wide. The westbound
approach has a 10-foot wide exclusive right-turn lane and a 12-foot wide shared left/through lane. The Derby
Street approach and departure lanes are separated by raised islands. Congress Street is two-way and
approaches from the south with a 12-foot wide approach lane and a 12-foot wide departure lane. Hawthorne
Boulevard forms the northern leg of the intersection with a 19-foot wide exclusive right-turn lane, a 10-foot
wide shared through/left-turn lane, and a 12-foot wide departure lane. The northbound and southbound legs
of the intersection have double yellow centerlines separating travel directions. Sidewalks exist along all sides
of the intersection and crosswalks exist on all approaches. The intersection operates under all-way Stop sign
control. Land use in the immediate area includes retail, hotel, municipal, religious, and park use. On-street
parking is available along the westbound Derby Street departure and the northbound Congress Street
approach.
Derby Street/Lafayette Street/New Derby Street (signalized)
Derby Street is two-way and forms the eastern leg of this signalized intersection with an exclusive left-turn
lane and a general purpose lane. Lafayette Street approaches from the north and the south, each with
exclusive right-turn lanes and general purpose lanes. New Derby Street forms the western leg of the
intersection with an exclusive right-turn lane and a general purpose lane. Sidewalks are present along all
sides of the intersection, and crosswalks are present across each leg of the intersection. Land use in the area
consists of retail, commercial, and the Chief Brennan Fire Headquarters on the northwest corner of the
intersection. There do not appear to be provisions for emergency pre-emption at this location, although due
to the proximity of the Fire Headquarters driveway, it appears pre-emption is not necessary. On-street parking
Traffic Assessment – Salem Port Expansion, Salem, Massachusetts: Nitsch #6479
September 2007
Page 3 of 7
is available surrounding the intersection except for along the northbound Lafayette Street approach and along
the westbound New Derby Street departure lane.
EXISTING TRAFFIC CONDITIONS
Several study area intersections were included for analysis in the aforementioned documents, including the
Derby Street intersections at Lafayette Street/New Derby Street and at Hawthorne Boulevard/Congress
Street. Based on the information provided, Derby Street east of Hawthorne Boulevard/Congress Street
carries approximately 565 weekday morning peak hour vehicles, 658 afternoon peak hour vehicles, and 6,600
daily vehicles.
Level of service (LOS) analysis, as outlined in the 2000 Highway Capacity Manual3, is the method in which
traffic operations are measured and is based solely on average vehicle delay. Generally speaking, LOS A –
D are considered acceptable in urban/suburban areas, while LOS E to LOS F are considered unacceptable.
Based on the study performed by CTPS, the all-way Stop controlled intersection of Derby Street/Hawthorne
Boulevard/Congress Street operates at level of services (LOS) E and F for the eastbound and southbound
approaches during both the morning and afternoon peak hours. Our observations at this location indicated
that intersection blockage occasionally occurs. The westbound and northbound approaches operate between
LOS B and LOS D during the peak periods.
The signalized intersection of Derby Street/Lafayette Street/New Derby Street operates at overall LOS B and
C during the morning and afternoon peak hours, respectively, with no approaches operating worse than a
LOS D.
The intersection of Derby Street/Hawthorne Boulevard/Congress Street serves as a primary intersection
within the study area to access the Salem port site. Consideration should be given to evaluating this location
to determine if a traffic signal is warranted at this location to control activity. Besides a signal, other
alternatives (round-a-bout, designating one-way roads, etc.) should be explored to enhance operations. The
signalization would better accommodate pedestrians traversing this area, which is especially important due to
this intersection being located along the Salem Heritage Trail, a pedestrian path connecting sites of historical
significance within the downtown and port area of Salem. However, a creative roundabout design with
pedestrian amenities could be proposed for this location. Further in-depth analysis for either scenario is
recommended.
Observations at the additional study area intersections of Derby Street/Blaney Street/Beckett Street and
Derby Street/Webb Street during the field reconnaissance revealed adequate performance with relatively
short delays on all approaches.
WAYFINDING AND TRUCK ROUTES
Way-finding signs exist throughout the downtown Salem area, and along roadways entering the downtown
area for the Salem Ferry. All key intersections have signage labeled “Salem Ferry” with arrows directing
motorists toward the site. The route location of the way-findings signs are shown in Figure 2. This route
appears to be adequate for finding the site. With the proposed port expansion project, the City might consider
updating these signs to advertise the updated use or to use updated terminology.
The primary truck route through Salem travels along Bridge Street (Route 107) between Webb Street to the
east and Summer Street to the west. Signs are posted at these termini directing truck traffic to follow this
3 2000 Highway Capacity Manual; Transportation Research Board.
Traffic Assessment – Salem Port Expansion, Salem, Massachusetts: Nitsch #6479
September 2007
Page 4 of 7
route. By following this path, the truck traffic traveling through Salem between points north, avoid the
downtown area. The truck routing plan is shown in Figure 2.
EMERGENCY VEHICLE AND BUS ACCESS
As noted above, Derby Street has a varied width and is generally 23-25 feet wide, with parking permitted on
the south side of the roadway. With parking permitted on Derby Street in the area of the port entrance via
Blaney Street, the usable roadway width serving one-way traffic is 15-17 feet. Since there are sidewalks and
utility poles on both sides of the intersecting streets, there are some lateral constraints for tour busses and
emergency vehicles. That is, turning geometry is likely inadequate at this location without improvement
measures to serve as the primary access to the port. During our field reconnaissance, a trolley bus was
observed to be using the entire useable width of Blaney Street, allowing no room for emergency vehicles to
pass. Instituting parking restrictions within a selected distance of the Derby Street/ Blaney Street/Beckett
Street intersection and along Blaney Street will improve mobility. Thus given the land use in the area, and the
direct connection of Derby Street from the downtown area, it is recommended that Derby Street remain one-
way.
PEDESTRIAN AMENITIES
As noted in our field reconnaissance, there are sidewalks through out the study area, except along the east
section of Blaney Street, where the sidewalk terminates after 60 feet from the intersection. In the study area,
sidewalks are generally 5-7 feet wide except in the downtown area of Derby/Hawthorne/Congress Streets
where the width is greater to serve the higher pedestrian volumes. In the downtown area, the sidewalk width
is in the order of 10-15 feet. With sidewalks present throughout the City, there are numerous opportunities
for connections from the downtown area, the port area, historic sites and the waterfront. In the downtown
area, the sidewalk design has been developed for a good level of service (greater that 40-60 square feet per
person). In the site area along Derby Street, the sidewalk narrows considerably and thus large groups would
have difficultly walking unimpeded, thus forcing visitors to walk in the street. The useable sidewalk space in
the site area is likely in the order of 8-15 SF per person, an unacceptable condition.
Besides sidewalks, there appear to be adequate crosswalks in the area, with crossings at selected locations
along Derby Street and the key intersections in the study area. Most importantly at the signalized intersection
of Derby Street/Lafayette Street/New Derby Street, pedestrian push buttons, for exclusive pedestrian
crossings, are present at all corners of the intersection along with inlaid brick crosswalks to accommodate
pedestrians. At the Derby Street/Blaney Street/Beckett Street intersection, an inlaid brick and granite
crosswalk also exists at the western Derby Street leg to accommodate pedestrians. In all areas, pavement
markings are worn and would require re-painting.
Possible measures to improve the walking experience from the downtown area would be to widen the
sidewalk on the south side, but eliminate a portion of the curbside parking, by narrowing the street. This
measure should be explored with the City and be reviewed for conformance with the master plan.
EXISTING TRANSPORTATION SERVICES
The Salem Ferry, located within the project site at 10 Blaney Street, operates between late June and October
31, with up to eight trips during the summer months (June to Labor Day) and up to six trips during the fall
months (Labor Day to Halloween). The Ferry capacity accommodates 149 passengers. Access to the Salem
Ferry is available by driving and parking in the on-site parking lot at 10 Blaney Street, by way of the Salem
Trolley service, or by walking to the site from the downtown area.
Traffic Assessment – Salem Port Expansion, Salem, Massachusetts: Nitsch #6479
September 2007
Page 5 of 7
The Salem Trolley service travels throughout the downtown Salem area seven times per day, once per hour
between 10:00 AM and 4:00 PM. Although the project site is not listed as a scheduled stop along the trolley
route, during the field reconnaissance, the trolley was observed entering and exiting the site parking lot, and
awaiting a ferry arrival. The ferry route travels along Derby Street and enters the site via Blaney Street.
Despite the on-street parking adjacent to Blaney Street, the trolley is able to maneuver between Derby Street
and Blaney Street; however, busses or trolleys larger than this might experience difficulty with this operation.
The Massachusetts Bay Transit Authority (MBTA) operates commuter rail via the Newburyport/Rockport line
with one stop in Salem and bus service in and around the downtown area via Routes 450, 451, 455, 459 and
the ABC route. Pedestrian connections between the commuter rail station and various bus stops are within
one mile and one-half mile, respectively. The Salem Trolley also provides connections between these points.
SAFETY ANALYSIS
Nitsch Engineering performed accident data research for the study area intersections from data obtained from
the MassHighway database for the three most recent years (2003-2005). A summary of the accidents are
shown in Table 1 below. It can be seen of the four locations noted in Table 1, the unsignalized location of
Derby Street/Hawthorne Boulevard/Congress Street has the highest accident total, averaging over 8
accidents a year for the 3-year period summarized.
It can be seen that for Derby Street/Hawthorne Boulevard/Congress Street and the Derby Street/Lafayette
Street/New Derby Street intersections, the accident rates are higher than both the average State-wide crash
rates for 2003 of 0.87 accidents per million entering vehicles for signalized intersections and 0.66 accidents
per million entering vehicles for unsignalized intersections. It is evident that from the traffic analysis noted
earlier, these locations warrant improvement or upgrade (signalization, safety enhancements, etc.) to better
serve area traffic, particularly visitor-related traffic that enters the area for the first time.
Table 1
Accident Data Summary1
Year Total Angle Rear
End
Side
Swipe
Head
On
Single
Vehicle
Other/
Unknown
Property
Damage
Only
Injury Fatal Crash
Rate
Derby Street/Blaney Street/Beckett Street
2003 1 1 1
2004 0
2005 0
Total 1 1 1
NA
Derby Street/Webb Street
2003 1 1 1
2004 0
2005 0
Total 1 1 1
NA
Derby Street/Hawthorne Boulevard/Congress Street
2003 9 7 1 1 8 1
2004 3 2 1 1 2
2005 14 6 5 1 1 1 12 2
Total 26 15 6 2 1 2 21 5
1.382
Derby Street/Lafayette Street/New Derby Street
2003 2 1 1 2 1.602
Traffic Assessment – Salem Port Expansion, Salem, Massachusetts: Nitsch #6479
September 2007
Page 6 of 7
Table 1
Accident Data Summary1
Year Total Angle Rear
End
Side
Swipe
Head
On
Single
Vehicle
Other/
Unknown
Property
Damage
Only
Injury Fatal Crash
Rate
2004 5 2 1 1 1 3 2
2005 4 3 1 4
Total 11 4 2 1 2 2 7 4
1 Source: MassHighway; NA = not available; 2 Computed for 2003 data from CTPS report
RECOMMENDATIONS
Based on our assessment of traffic, pedestrian, and traffic conditions in the area, there are a few measures
that should be explored prior to the port being developed to mitigate traffic and accommodate pedestrians in
the area. At a minimum, the following:
• Conduct a traffic feasibility study of the Derby Street/Hawthorne Boulevard/Congress Street
intersection to determine the likely improvement that is necessary at this location. This is critical given
the nature of the Salem Port development. In 2005, the CTPS study recommended signalization with
an estimated cost of $150,000 at that time. Besides signalization, other improvement alternatives may
include geometric changes and circulation, circulation changes to minimize vehicle and pedestrian
conflicts. Consideration may also be given to constructing a round-a-bout at this location. This
measure would also help calm traffic in the area.
• Upgrade the signalized intersection of Derby Street/Lafayette Street/New Derby Street near the Chief
Brennan Fire Headquarters. Consideration may be given to signal pre-emption for emergency
vehicles, upgraded pavement markings and signing, and enhancement for pedestrian
accommodations.
• Improve the way-finding signing in the Salem downtown area by including new retro-flective signing at
strategic locations and upgrading existing signing.
• Maintain the existing truck route around the downtown area.
• Upgrade the pavement markings and signing in the study area.
• Develop a consistent plan for crosswalk design in the study area.
• To improve site access, in the area of the Derby Street/Blaney Street/Beckett Street intersection,
prohibit parking for 200 feet along Derby Street from the intersection and along both sides of Blaney
Street.
• Upgrade the sidewalks on Blaney Street and connect the existing east section with a new sidewalk
section that would run the entire length of Blaney Street.
• Widen the sidewalks in the site access area to better accommodate pedestrian flow which would also
improve turning radii for tour busses, emergency vehicles and trolleys and
• Maintain one-way traffic flow on Derby Street.
CONCLUSION
This assessment has been developed to provide an assessment of some preliminary findings for improving
pedestrian and traffic conditions in the port study area. With further study, more specific details can be
included on parking, truck routing, pedestrian pathways and flows, bus access and appropriate signing to
guide visitors in the area and provide a safe environment for all users.
Traffic Assessment – Salem Port Expansion, Salem, Massachusetts: Nitsch #6479
September 2007
Page 7 of 7
G:\Project Correspondence\NN18009.doc
SALEM WHARF PROJECT ANALYSIS OF EXISTING PORT PLANS AND
DEVELOPMENT OF PREFERRED PLAN
APPENDIX A-4
Public Meeting December 12, 2007, PowerPoint Presentation – Site Plan Alternatives
Bourne Consulting Engineering Port of Salem Expansion
Port of Salem Expansion
Planning & Engineering Services
Port of Salem Expansion
Presentation of
Site Plan Concept Alternatives
Bourne Consulting Engineering Port of Salem Expansion
PRESENTATION
•Review and Analysis of Existing Port Plans
•Site Program Requirements/Considerations
•Marine
•Upland
•Building
•Presentation of Site Plan Alternatives
•5 Alternatives
•Construction Costs
•Gateway Challenges And Opportunities
•Regulatory Process
•Next Steps
•Project Schedule
•Questions
Bourne Consulting Engineering Port of Salem Expansion
REVIEW AND ANALYSIS OF EXISTING PORT PLANS
FINAL SITE DEVELOPMENT PLAN - 2005
•Incorporated much greater upland area
•Buildings: 1,800 sf terminal and 300 sf fishing support building
•Indicated a 2nd access and parking near Webb Street
•The demands of the waterside matched the upland program
•Included non-DPA uses within DPA
•Current site not capable of supporting the same marine
elements:
•Site is now limited to original 2 acre site – insufficient upland
•Does not address current conditions
•Potential for offshore supply vessel
•Marketing analysis out dated – based on 1998 information
Bourne Consulting Engineering Port of Salem Expansion
REVIEW AND ANALYSIS OF EXISTING PORT PLANS
Salem Harbor Plan – 2000 vs. 2007 Draft
•Provided Detailed Program for Larger Site
•Based on Proposed Plan at time of Harbor Plan Development
•Incorporated Non-DPA uses to assist in the economics for project
revenue.
•Difficult site development from change approved Harbor Plan
•Some commercial uses not based on market data
•Proposed Draft 2007 Harbor Plan has incorporated changes
•Site development is to be more flexible
•Focus on DPA uses
•Allows flexibility for growth if added upland support area becomes
available
Bourne Consulting Engineering Port of Salem Expansion
Site Program Requirements/Considerations
•Marine
•Upland
•Building
Bourne Consulting Engineering Port of Salem Expansion
MARINE PROGRAM
Maritime Program
•Incorporate existing ADA facility into program
•Provide 2 berths meeting ADA accessibility
•Provide 2 berths for commercial vessels at floating docks (200 lf)
•Provide 200 foot fixed pier berth
•Dredging will be required to support use
•26-28 feet at face of fixed pier
•16-18 for 2 berths
•10-12 for ferry and embayment area
•Provide utilities for vessels at pier & floats
•Truck access to the pier face
•Capacity to handle a 10 ton crane
•Adaptable for future berth expansion
Bourne Consulting Engineering Port of Salem Expansion
MARINE PROGRAM
Preliminary Marine Program Elements
Offshore Supply Vessel 130 ft berth 12 ft at floating barge Home Port
Salem Ferry 120 ft berth 8 ft at ADA barge Home Port
Coastal Cruise Vessels 250 ft berth 10 ft at ADA Barge Day Use
Small / Med. Cruise Ships up to 400 ft 12 ft at pier face Day Use
Medium Cruise Ships up to 800 ft Tenders to Day Use
At Anchorage ADA barge
Visiting Vessels/Tall Ships up to 400 ft 18 ft at pier face Day/Overnight
Excursion Vessels 120 ft berth 8 ft at ADA Barge Live Berth
Water Taxi 50 ft berth 6 ft Float at ADA Barge
Military Vessels
- USCG Cutter 270 ft berth 16 ft at pier face Day/Overnight
- Naval Patrol 180 ft berth 12 ft at pier face Day/Overnight
- Naval Mine Sweepers 225 ft berth 17 ft at pier face Day/Overnight
- Destoryers 376 ft berth 30 ft at pier face Day/Overnight
Bourne Consulting Engineering Port of Salem Expansion
UPLAND
•Site Context
•Urban Design Guidelines
•Terminal Building Program
Bourne Consulting Engineering Port of Salem Expansion
SITE CONTEXT
•Site area limited to current City leased area of 2 acres
•Limited vehicular and pedestrian access from Derby
Street
•Irregular perimeter of rubble rip-rap
•Irregular site shape limits circulation, parking and
building location
•Future options for improved circulation and parking
•Maintain operation of Salem Ferry through
construction
Bourne Consulting Engineering Port of Salem Expansion
URBAN DESIGN GUIDELINES
•Pleasant and seamless visitor experience
•Separate pedestrian and vehicular circulation
•Commercial maritime focus within a park-like
setting with year round community uses
•Linear pier extension along Hawthorne Cove
•Gateway view corridors from Derby Street and Harbor
•Terminal building with clock tower as view corridor
Focus
•Historic Salem character and port historic interpretation
Bourne Consulting Engineering Port of Salem Expansion
TERMINAL BUILDING PROGRAM
•Multi-purpose Terminal Waiting Area
•Ferry & Excursion
•Cruise Ships
•Public Function Space
•Ferry Offices and Storage
•Commercial Maritime Office and Storage
•Public Information and Restrooms
•Outdoor Covered Seating and Viewing Areas
Bourne Consulting Engineering Port of Salem Expansion
SITE PLAN ALTERNATIVES
•Alternative A : Long “T” Pier with Diagonal
Terminal
Bourne Consulting Engineering Port of Salem Expansion
SITE PLAN ALTERNATIVES
Alternative A:
•Diagonal terminal footprint following existing shoreline
•Central clock tower on Terminal
•12 foot pile supported Harborwalk over rip-rap widens
useable site; includes head of cove
•Long pier extension to Dominion pier line
•Expandable “T” pier end
•Ferry landing on east face
•146 Parking spaces
$ 11.6 Million Construction
plus dredging
Bourne Consulting Engineering Port of Salem Expansion
SITE PLAN ALTERNATIVES
•Alternative B: Long “L” Pier, Perpendicular
Terminal with Extended Harborwalk
Bourne Consulting Engineering Port of Salem Expansion
SITE PLAN ALTERNATIVES
Alternative B:
•Long pier extension to Dominion pier line
•Fixed “L” pier end
•Ferry landing on east face
•Perpendicular terminal footprint following existing shoreline
•Clock tower at west end of terminal
•12 foot pile supported Harborwalk over rip-rap
•widens useable site;
•includes head of cove.
•146 Parking spaces
$ 13.0 Million Construction
plus dredging
Bourne Consulting Engineering Port of Salem Expansion
SITE PLAN ALTERNATIVES
•Alternative C : Long “L” Pier, Linear
Terminal with Extended Harborwalk
Bourne Consulting Engineering Port of Salem Expansion
SITE PLAN ALTERNATIVES
Alternative C:
•Long pier extension to Dominion pier line
•Fixed “L” pier end
•Ferry landing on west face
•Linear terminal footprint allowing for future expansion;
•requires extended pier platform
•Clock tower at center of terminal
•12 foot pile supported Harborwalk over rip-rap
•widens useable site - except at head of cove.
•135 Parking spaces
$ 12.7 Million Construction
plus dredging
Bourne Consulting Engineering Port of Salem Expansion
SITE PLAN ALTERNATIVES
•Alternative D: Shorter “T” Pier, Perpendicular
Terminal with Diagonal Ferry Landing
Bourne Consulting Engineering Port of Salem Expansion
SITE PLAN ALTERNATIVES
Alternative D:
•Shorter pier extension inside Dominion pier line
•Fixed “T” pier end
•Diagonal ferry landing on east face
•Perpendicular terminal footprint with clock tower at center
•12 foot pile supported Harborwalk over rip-rap
•widens useable site - excludes head of cove.
•135 Parking spaces
$ 11.8 Million Construction
plus dredging
Bourne Consulting Engineering Port of Salem Expansion
SITE PLAN ALTERNATIVES
•Alternative E: Long “T” Pier, Diagonal
Terminal with Narrow Harborwalk
Bourne Consulting Engineering Port of Salem Expansion
SITE PLAN ALTERNATIVES
Alternative E:
•Long pier extension to Dominion pier line
•Fixed “L” pier end
•Ferry landing on east face
•Diagonal terminal footprint following existing shoreline
•Clock tower at center of terminal
•8 foot wide Harborwalk inside rip-rap
•narrows useable site
•115 Parking spaces
$ 10.7 Million Construction
plus dredging
Bourne Consulting Engineering Port of Salem Expansion
Gateway Challenges: Upland Site
Limited vehicular and pedestrian
access to current site
Improved Links to Historic Salem
Limited View Corridors from Derby
Street to Site
Site Area, Capacity and Narrow
Shape Limit Land and Water Uses
Flexible Site Plan to Adapt to
Future Expansion Opportunities
Compatibility with current
residential neighborhood
Bourne Consulting Engineering Port of Salem Expansion
Gateway Challenges:
Site as Intermodal Transportation Center
Terminal Curbside to Ferry
Like an Airport
Pedestrian, Trolley/Bus
Drop-off and Stacking Priority;
Parking more remote
Kiss and Ride Auto Drop-off
Truck and bus turning circle
of 100 foot diameter
Harborwalk Link to White
Street
Blaney Street for Vehicular
Access
Derby Street improvements
needed
Bourne Consulting Engineering Port of Salem Expansion
Gateway Challenges:
Commercial Port / Park Setting
Multiple Year Round Uses of Site
and Terminal Building public spaces
Off- Peak and Off- Season
Recreational Uses of Site and
Harborwalk
Separate Perimeter Harborwalk /
Bikeway
Off- Season Neighborhood
Residential Parking Opportunity
Gateway Port Park as New
Community Asset
Bourne Consulting Engineering Port of Salem Expansion
Terminal Building as Gateway
•Compatible Building Materials
•Multipurpose public terminal
waiting and function space
•Compatible Scale and Massing
•Circulation and Wayfinding
•Public Art Options
•Distinctive Design: Clock Tower
Terminal Building Design to
Reflect Historic and New Salem
Bourne Consulting Engineering Port of Salem Expansion
REGULATORY -Environmental Approvals Required
•MEPA – Environmental Notification Form
•MA DEP – Waterways Chapter 91 License
•MA DEP – WPC – Water Quality Certificate
•USACE – Section 10 Permit
•Salem Conservation Commission
Bourne Consulting Engineering Port of Salem Expansion
NEXT STEPS - - -
•Develop Refined Concept Plan Following Public Meeting
•City to Perform Management and Operations Study
•Define Final Facility Development Program and Phasing
•Submit Environmental Notification Form (MEPA)
•Submit Remaining Regulatory Filings
•Obtain Final Design Funding from Seaport Council
Bourne Consulting Engineering Port of Salem Expansion
COMMENTS & QUESTIONS
SALEM WHARF PROJECT ANALYSIS OF EXISTING PORT PLANS AND
DEVELOPMENT OF PREFERRED PLAN
APPENDIX A-5
Public Meeting October 15, 2008, PowerPoint Presentation – Preliminary Design
City of Salem
Port of Salem Expansion
Planning & Engineering Services
Salem Wharf Project
Preliminary Design Presentation
City of Salem
•Purpose of Presentation - Project Status
•Project Presentation
•Marine Elements –
•Bourne Consulting Engineering
Ronald R. Bourne, PE
•Site Development –
•Shadley Associates
Pamela Shadley, ASLA
•Terminal Building & Gateway –
•C7A / Norris & Norris
Timothy Mansfield, AIA
Charles Norris, RA
•Construction Cost Estimate
•Schedule
•Next Steps
PRESENTATION
City of Salem
Marine Elements
•Fixed Pier / Commercial Vessel Berthing
City of Salem
Marine Elements
•Commercial Fishing Vessels
City of Salem
Marine Elements
•Dredging
City of Salem
Site Development
•Site Plan
City of Salem
Terminal Building & Gateway
•Terminal Design - Plans
City of Salem
Terminal Building & Gateway
•Terminal Design - Elevations
South Elevation East Elevation
City of Salem
Terminal Building & Gateway
•Terminal Design - Elevations
North Elevation West Elevation
City of Salem
Terminal Building & Gateway
•Comparative Designs – Bayshore Terminal (NJ)
City of Salem
Terminal Building & Gateway
•Comparative Designs - Bayshore Terminal (NJ)
City of Salem
Terminal Building & Gateway
•Comparative Designs – Forest Hills MBTA Station
City of Salem
Terminal Building & Gateway
•Comparative Designs – Forest Hills MBTA Station
City of Salem
Terminal Building & Gateway
•Comparative Designs – Robins Nature and Visitor Center
City of Salem
Terminal Building & Gateway
•Comparative Designs – Tabor Arts Center
City of Salem
Terminal Building & Gateway
•Gateway Elements Plan
City of Salem
Terminal Building & Gateway
•Gateway Elements – Clock Tower View from Derby Wharf
City of Salem
Terminal Building & Gateway
•Gateway Elements – Terminal View from Harbor
City of Salem
Terminal Building & Gateway
•Gateway Elements – Terminal Welcome Center
City of Salem
Terminal Building & Gateway
•Gateway Elements – Salem Wayfinding Signage
City of Salem
Terminal Building & Gateway
•Gateway Elements – Salem Wayfinding Signage
City of Salem
Terminal Building & Gateway
•Gateway Elements – Lively Year Round Maritime Center
City of Salem
Terminal Building & Gateway
•Gateway Elements – Park-like Setting
City of Salem
•Projected Cost Estimate
•Fixed Pier Structure $ 5.98 mil
•Commercial Berths $ 1.85
•Commercial Fishing $ 0.58
•Site Development $ 5.03
•Terminal Building $ 2.56
Subtotal $16.00 mil
Dredging 3.53
Total $19.53 mil
SALEM WHARF – Construction Cost Estimate
City of Salem
•Projected Construction Schedule
•Regulatory Approvals May 2009
•Construction Start
•Site Work July 2009
•Marine Elements August 2009
•Building March 2010
•Construction Completion
•Site Work August 2010
•Marine Elements May 2011
•Building March 2011
SALEM WHARF – Project Schedule
City of Salem
•Obtain Regulatory Approvals
•Finalize Management and Operations Report
•Submit Preliminary Design Plans
•Select Project Final Design Team(s)
•Prepare Final Design / Construction Documents
SALEM WHARF PROJECT - Next Steps
City of Salem
COMMENTS & QUESTIONS
SALEM WHARF PROJECT ANALYSIS OF EXISTING PORT PLANS AND
DEVELOPMENT OF PREFERRED PLAN
APPENDIX A-6
Salem Wharf Site Plan and Marine Terminal Building Design – Design Memorandum by
Norris & Norris Associates
Page 1 of 10
Appendix A-6
SALEM WHARF SITE PLAN AND MARINE TERMINAL BUILDING DESIGN
DESIGN MEMORANDUM
Salem Wharf Expansion Project
Norris & Norris Associates
Introduction:
The Salem Wharf Site Plan and Marine Terminal concept design represents the culmination of a
decade long process of town planning for an expanded port facility at the Blaney Street site,
spearheaded by the City of Salem and the Salem Partnership. The building program and concept
design evolved as an integral component of the Salem Wharf Site Plan. The concept designs
were presented for multiple reviews and comments by the City of Salem, facility stakeholders,
and the Port Advisory Committee, as well as to Salem residents at two public hearings. The final
site plan and marine terminal building are also consistent with the 2008 Salem Municipal Harbor
Plan, which preceded the final concept designs.
Site Plan Context and Design Objectives (Figure 8.1): The landside components of the site
plan were developed to support and compliment the waterside elements for the multi-purpose
commercial marine facility. The site plan objectives are summarized in Figure 8.1; Site Context.
These design principles were developed to enhance the commercial marine operations for
passengers and vessel operation, as well as to meet community and neighborhood needs.
Park-Like Setting: The Blaney Street site lies between the residential context of the
Derby Street neighborhood and the industrial character of the power plant. The site is
currently used as waterfront walk and fishing resource for neighbors. Providing a new
commercial wharf with a park-like setting will serve the year round needs as a buffer
and recreational amenity for the neighbors, as well as providing an attractive gateway
experience for visitors.
- Landscaping treatments of the edges and planting islands.
- Retain the current community memorial garden in its current location or an
approved new central site.
- New perimeter Harborwalk
- Fishing pier
- Wharf access path
Gateway Welcome Center: The terminal building and site combined will serve as a
Gateway for visitors arriving in Salem by ferry and cruise vessel and a departure point
for Salem residents and visitors heading for Boston and other destinations by ferry. By
creating a positive arrival and departure experience for visitors, they will be more
inclined to return to Salem on future trips.
- Clock Tower on terminal building as the primary Salem Wharf landmark
- Overhead sign arches saying “Salem Wharf” will be located at the end of the
wharf and at the top of the ferry ramp.
Page 2 of 10
Vibrant Working Port: The mixture of ferries, cruise vessels, visiting ships, offshore
crewboats, commercial fishing boats and general marine activities creates a new visitor
attraction at the wharf itself.
Ferry Clock Tower as Landmark: The clock tower, with faces on all four sides, is
situated for viewing from many angles on land as well as water. The tower needs to be
tall enough and the clock face large enough to be seen against the backdrop of the
power plant.
- From Massachusetts Bay and outer harbor approaches by ferries, coastal
cruisers, and other visiting vessels.
- From the end of the wharf for mid-sized cruise and other visiting vessels.
- From Derby and Pickering wharves, and other inner harbor locations.
- From Derby Street at Blaney and White Streets.
Wayfinding Signage System: Well placed signs and maps will allow visitors to easily
find their way from Salem Wharf to Derby Street to the Center of Town and other
destinations on foot, as well as to find their way back. Trolley stops and Salem Wharf
will also be marked on maps in town. With the ample curb frontage area for trolleys,
buses, rickshaws and cabs, there will be multiple vehicular access options.
- Wayfinding map kiosks located at strategic points along the Harborwalk and on
Derby Street (marked by black boxes on Figure 8.1).
- Terminal waiting area information counter with brochures and internet ticketing
stations for local activities.
- Salem Wharf and trolley stops added to intown maps.
Site Plan Description (Figure 8.2): The site plan design combines the maritime and landside
elements within the constrained Blaney Street site area and incorporates responses to the design
objectives. A primary challenge for the site plan was the irregular shape and narrow width of the
parking area extending from the head of the cove to the south. The limited available site surface
area was effectively widened by addition of the new 12 foot wide Harborwalk replacing the
narrow dirt path along the edge of Hawthorne Cove and covering the existing rip rap edge. The
site was lengthened by the location of the Terminal building at the squared off southern most edge
of the site. These two measures allow for enough width and length to provide a reasonable and
compliant two-way vehicle road and loop, as well as increasing the amount of perpendicular
parking along the edges.
Site Circulation and Parking: The road loop from Derby to Blaney Street is designed to
safely accommodate combinations of private autos, cabs, trolleys, buses, and trucks
serving the marine industries. Most circulation activities will not directly overlap, since
the vessel arrivals and departures are spaced during the active season, and commercial
maritime uses are likely to be more active in the off –season. Parking spaces are to be
prioritized for in-season weekday use by local ferry commuters and for use by general
day-trippers throughout the week. During the late afternoons and evenings, available
spaces could be used by excursion and charter ferry operations, but existing off-site
parking may also be needed for peak use periods. Handicapped spaces are located closest
to the terminal building.
Multi-purpose Harborwalk: The new 12 foot wide harborwalk will provide attractive
pedestrian access for arriving ferry and cruise passengers, while also serving as a
walking, jogging and bike path for Salem residents. Certain spots will attract fishermen,
Page 3 of 10
as they do today, with the new addition of a fish pier on the south section of the walk
retaining the inboard portion of the existing fixed pier which accesses the current ferry
landing.
Landscaping: The new plantings will include a line of shade trees along the eastern
property line, and several planted islands and edges in the parking area. A special planted
overlook will occupy the area along the Harborwalk at the north east corner of
Hawthorne Cove, and present an attractive entrance view for pedestrians and motorists
approaching the Wharf along Blaney Street. .
Multiple Year Round Uses: Parking areas will have seasonal vehicular markings on
pervious and impervious surfaces and no curbs, to allow for changing surface uses by
season. For example, the winter fishing berths may need a an area for staging activities,
residents may use site parking during snow events, and some surface boat storage may
occur during off peak periods.
Flexibility for Future Expansion: Expansion of vessel activities during peak periods will
require additional parking either on site and/or off site. Similarly, expanded marine
activities would benefit from an expanded two way access system. The site should be
capable of expansion when and if additional properties become available to the east and
towards Derby Street. The terminal building may also need to be enlarged to the east and
north if some of the land becomes available, to respond to increased marine support
demands.
Sustainable Design: All aspects of the site plan will incorporate best practices for a
durable and sustainable design, including appropriate uses of alternative energy, managed
storm water run-off, and use of renewable materials.
Marine Terminal Building Design Objectives:
The Marine Terminal Building is intended to meet a variety of design objectives as determined
through the project planning workshops and reviews with the City, stakeholders and residents.
• New Harbor Gateway: First and foremost the terminal would serve as a new ocean
Gateway to and from Salem for visitors and other commercial port users. At the outer
reaches of the harbor by water, but near the many historic attractions on land, the terminal
structure at Blaney Street would provide a small but distinctive new addition to the at the
edge of the harbor. The clock tower would add stature to the building and be visible from
other harbor viewpoints such as Darby Wharf as well as from Darby Street.
• Welcoming Orientation Center: In addition to the usual passenger ticketing and shelter
functions the waiting area would serve as an initial orientation experience for the many
first time visitors to Salem, by ferry or cruise vessel. The ticketing counter and
orientation maps and signage would provide visitors with all necessary information to
enjoy historic Salem. The nearby bus and trolley boarding area, combined with the
harborwalk pedestrian path leading to Darby Street, would provide immediate links to
historic and commercial attractions.
• Contextual Building Style and Materials: The terminal building needs to fit in with its
historic Salem neighborhood context by use of familiar building materials and forms.
The terminal should also provide an open, public image as it will be used as a civic space
during the off season for ferry and cruise operations.
• Views to the Harbor and Massachusetts Bay: The building site at the waters edge
provides excellent views to the active Salem Harbor and to the ocean for visitors and
Page 4 of 10
residents alike. The new perimeter harborwalk is expected to be used actively by both
Salem visitors and residents, and the indoor and outdoor benches can be used by all..
• Multi-modal Transportation Center: The building and surrounding site need to function
as an efficient transit center allowing visitors to safely and comfortably transfer from
water to land transportation modes through and around the terminal building. Similarly
for efficient and safe movement of maritime goods and services from land to water, the
site and building elements need to make good use of a limited upland site area.
• Separation of Pedestrian and Commercial Activities: Att eh same time, the building
organization and surrounding site needs to reduce conflicts between pedestrian flow to
the ferries and cruise vessels, and commercial equipment movements such as the LNG
supply operations and other periodic commercial maritime activities on the Wharf. The
building should be organized to have public activities concentrated nearest to the vessel
boarding areas and the more private commercial activities concentrated away from
pedestrian activities.
• Flexibility for Multiple Public and Private Uses: The building public and private spaces
should accommodate the primary user needs, but also be capable of flexible use during
different seasons. For example, the central waiting area will be most actively used by
ferry and cruise vessels during summer and fall months, but can serve as a civic meeting
or rental function space during the winter and spring months.
• Green and Energy Efficient Building: Every effort should be made in the siting of the
building, selection of materials and building systems to create an environmentally
friendly and energy efficient structure. The building design shall conform to all City and
State energy and sustainability guidelines.
Building Program Summary: (C.Norris revised final description (based on ENF) 111208)
The Building Program for a multi-purpose marine operations center was derived through
interviews with current and prospective Salem Wharf occupants, as well as through analysis
of comparable port facilities in the region. .Building user needs are to be housed in a single
structure in close proximity to the dock area as shown in the final concept site plan (Figure
8.2). The multi-purpose building facility is to be known as the Salem Wharf Marine
Terminal.
Primary User Needs: The primary tenants of the Salem Marine Terminal would include
current seasonal tenants such as the Salem Ferry operator, and year round tenants such as the
LNG supply boat operation which currently leases berthing space at Blaney Street from the
City.
Salem to Boston Ferry: The Salem to Boston ferry completed its third year of operation
in 2008 following its inaugural season of 2006. The ferry is operated by Water
Transportation Alternatives (WTA), a private ferry company, which provides all services
under agreement with the City of Salem. Passenger service is provided on the Nathaniel
Bowditch, a 149 passenger catamaran which is owned by the City. The seasonal route
serves Salem commuters to Boston and visitors in both directions from May through
October. The City owned vessel is homeported at the current interim Salem Wharf
during the operating season, and will continue to reside seasonally at the new pier. As
many ferry passengers are first time visitors to Salem, the new pier and terminal building
will serve as a gateway to the City. Interior building facility needs to support the ferry
operations include:
Page 5 of 10
• Public waiting area; including ticketing and visitor information: The area would
be climate controlled and provide ticketing, seating, information, and other
amenities. There would be views from the waiting area to both the boarding dock
and the curbside drop-off area, which is afforded by the siting and layout of the
terminal building. The waiting area is programmed to accommodate existing
and future ridership growth of the Salem Ferry, as well as other passenger vessel
needs such as future cruise vessel port of call visits, future excursion ferry, and
whale watch operations. Covered outdoor waiting and seating areas would serve
as an overflow and fair weather extension of the waiting room. Flexibility may
be needed for expanding the ticketing area for future excursion and whalewatch
operators.
• Public rest rooms and vending area: Located in close proximity to the waiting
area, the restrooms will serve the ferry and other passenger vessel functions.
Depending on City policy and terminal operating hours these facilities would
also be open to the general public. A small vending area would be provided for
newspapers, beverages, and snacks.
• Operator’s office space: Located adjacent to the ticketing and information area,
the offices would serve the operators’ administrative needs. Flexibility for adding
work stations may be needed for future service expansion. . A separate restroom
would be provided on the second level.
• Storage and workshop: The workshop and storage area would be located in a
different part of the building and accessed from the exterior. The WTA workshop
would not need to be fully climate controlled, since it would be used on a
seasonal basis.
Whale Watch and Excursion Ferry Operator: Public space needs would be similar to
the passenger needs as for the Salem Ferry. Such services might be operated by WTA
or by other ferry operators in the area. Excursion and whale watch ferries would also
be seasonal with schedules coordinated with the Salem to Boston ferry operations.
No additional office space needs are anticipated.
• Waiting and ticketing. Would use the same counter space as the Salem Ferry. An
additional ticketing window might be needed if either ferry is operated by a
different company.
• Restrooms, visitor information, vending area; All would be shared in the waiting
space with the Salem Ferry.
LNG Supply and Crewboat Operation: Based on interviews with Excelerate Energy
and its designated marine operator, who currently leases berthing space at the City
owned landing, a list of year round building use space needs was identified.
• Office and Administration Space: The offices, crew waiting and other functions
related to crew and administration of the LNG landside supply center would be
housed in a separate part of the terminal building, away from the public waiting
area. The space would be located on an upper level based on the terminal
building layout. While the operation will be continuous throughout the year, the
busiest periods for movement of supplies and crew are projected to be during the
fall and winter months. Two small restrooms would be included adjacent to the
office space.
Page 6 of 10
• Workshop: The workshop area would be used by Excelerate for supply boat and
buoy repair needs, stores, and equipment. A portion of the space would also be
devoted to an environmental buoy monitoring program to be administered by
Excelerate. A portion of the workshop and storage area would need to be at
grade with truck delivery access.
• Storage: An additional storage area is needed for purposes of short term storing
of supplies and equipment to be delivered to the offshore LNG ships. Proximity
to the departure berth and transfer cranes are needed. Upper level storage and
workshop would be connected to the grade level delivery dock by a freight
elevator.
Other User Needs: For the other projected wharf users including seasonal cruise vessels,
visiting small ships, and other small commercial vessels, building program needs were
derived from a comparable analysis of similar port facilities in the region.
Cruise Vessels: It is projected that seasonal cruise calls could include either coastal
cruise vessels (up to 300 feet in length) berthed at the pier, or medium sized cruise
vessels anchored off shore with tender connections to the landing and building. Both
would be seasonal uses that overlap with ferry operations. Cruise passengers would
share public waiting facilities with the ferry operations
Visiting Tall Ships and Other Vessels: Occasional visits of tall ships, research vessels
or military vessels may also occur periodically at the new Salem Pier. The vessels
would also share the public waiting facilities of the terminal building
Other Small Commercial Vessels: For such intermittent users as visiting fishing
vessels, marine construction or other small commercial vessels, needs may vary
depending on the business. While the public areas would be open to such vessel
crews, most support activity would be by truck. Proximity to the terminal building is
not necessary and separation is preferred.
General Utilities and Building Support: Specific service requirements will be determined
when the building size and loads are identified. The building utility needs would be
connected to the City system on Derby Street and would include the following,
• Water and Sewer:
• Electric;
• Communications
Energy efficiency measures will be incorporated into the design in a variety of ways to
reduce greenhouse emissions and make use of alternative sustainable, energy sources:
Supplemental solar, thermal and/or wind energy sources will be considered as to their
efficiency and appropriateness to the site, and may be used to reduce building and site
dependence on conventional commercial energy sources. Building materials will be
selected to minimize environmental impacts.
Building Program Summary Table: The Salem Marine Terminal Building program based on
the interviews and comparable analysis is shown in the table below. A comparison of the total
gross square footage required is estimated at the bottom of the table. Based on site constraints
reflected in the proposed site plan, the multi-storey building program was found to be necessary,
to provide the needed space within the building footprint of 60 by 100 feet. A total of 2 public
and three private restrooms would be provided in the building.
Page 7 of 10
Summary of Building Program Interior Space Needs:
Table – Final Terminal Building Program
Tenant/User Function Net Area
Needs
Gross Area
Needs
Notes/ Needs/Equipment
1. Salem Ferry (subtotal) 3,370sf Seasonal space needs at present, April
through October
Waiting/Ticketing/Info Public 1200sf Multi-purpose civic space in off-season
Office Private 850sf
Workshop/Storage Private 1000sf
Public Restrooms Public (2
@160sf)
320sf
Outdoor covered
waiting porch
Public 400sf*
3. Cruise Vessels -0- Seasonal use; can share waiting and
public space with ferry
Waiting/Info Shared w/ Ferry -0-
4. Visiting Vessels -0- Can share waiting and public space with
ferry
Waiting/Info Shared w/ Ferry -0-
5. LNG Supply Center 4,700sf Year round use; heavier activity during
fall and winter months
Office Private 2500sf
Workshop Private 1000sf Combined with storage space
Storage Private 1000sf Some portion on ground floor
Private Restrooms Private; 2 @
100
200sf
6. Other Shared Areas 250sf General building needs
Utilities Common 150sf
Maintenance/Storage Common 100sf
Total Net Square Feet 8,070sf Area without circulation, walls etc.
Total Gross Square
Feet
Two Storey
Building @ 1.3
x nsf
10,491sf 2 Storey building would require
circulation space; footprint of
approximately 5, 250 sf
• Exterior space; Not included in net building square footage
Page 8 of 10
Building Design Description (Appendix Figures 8.1 to 8.4):
The concept design for the multi-purpose marine terminal was closely linked to the site plan
for water and land elements of the Salem Wharf, while also meeting the design objectives and
including the program space needs. The siting of the building is shown in Figure 1.1, with the
building footprint located at the south eastern end of the land area. The Salem Wharf Marine
Terminal concept design is shown in Figures 1.2 through 1.7, which include plans, section
and elevations of the building.
Site Plan Context (Figure 8.1): The building is sited at the south end of the Blaney Street
site in close proximity to the vessel landings. The building is sited to accommodate
passenger pedestrian access needs as well as commercial vessel services and vehicle access to
the pier and landings. A pedestrian harborwalk surrounds the building on the west and south
sides, while the pedestrian curbside sidewalk skirts the north side.
For the ferry and cruise passengers, the building is oriented parallel to the new south face
harborwalk the harbor end of the site to allow for direct and safe access from the landings to
the waiting area to the curbside drop-off area. The curbside area and traffic turnaround
allows for holding and loading of buses, trolleys, taxis, rickshaws, bicycles and other
conveyances. The perimeter harborwalk provides a pleasant and direct pedestrian link to the
parking areas and to the city sidewalks along Derby Street connecting to the historic areas
and neighborhoods. Wayfinding signage and interpretive signage will be located at strategic
points to provide orientation for visitors.
The commercial vessel users of the pier including the homeported LNG crewboat and other
visiting commercial vessels using the pier and landings would share pedestrian access, but
also have a truck access lane directly from the turning circle to the fixed pier along the west
face of the building.
In addition to the wayfinding signage, visitors and residents will be able to locate Salem
Wharf easily by the prominent clock tower at the west end of the terminal building which will
provide a highly visible landmark from the land and the harbor.
Floor Plans and Circulation: The building organization balances the public ferry and cruise
terminal uses and circulation needs with those of the commercial marine tenants. The
terminal building functions primarily as an intermodal transit terminal, connecting ferry and
crewboat passengers to landside transportation through the public waiting and private areas.
The interior and exterior circulation paths are organized to provide direct weather protected
passage between passenger modes. Ancillary freight connections between terminal storage
areas and dockside loading are provided to allow for safe and efficient movement via truck
and lift.
Ground Level (Figure 8.2): The multi-purpose terminal building consists of an open public
waiting area on most of the ground level with primary entrances located midway along the
north and south facades. The waiting room is surrounded on three sides by windows allowing
clear views to the ferry and cruise landings, the vehicular curbside dropoff area, and the
harbor. A ticketing and waiting counter is located between the two entrances. Public
restrooms are located behind the ticket counter. The 1200 square foot waiting room has an
open plan with moveable benches and seating to allow the space to be used for other civic
and rental functions during off peak and off season periods. While there is no kitchen or café
provided in the terminal plan it is assumed that passenger food service can be provided by
vending machines and push carts, while civic events can be catered by truck.
Also located on the ground floor is stair and elevator access to the private second level offices
and storage. In addition, a combined ground level storage and workshop area for the LNG
Page 9 of 10
crewboat and Salem ferry operators is provided on the east end of the building, accessible by
freight doors at the northeast corner of the building.
The interior waiting area is surrounded on three sides by an outdoor porch to provide for
sheltered seating and passage from vessel landing to land transportation. The covered bench
seating also provides an amenity for neighborhood recreational use of the terminal building.
Level 2 (Figure 8.2): The second level is accessed by means of two stairways and an
elevator. The corridor and lobby area connecting the two stairways provides views to the
harbor and wharf to the south and to the drop-off circle and parking to the north. The office
spaces for marine tenants are located at the west end of the building and may be subdivided
depending on final program needs for such occupants as the Salem Ferry and the LNG
crewboat operators. Restrooms are provided across the corridor. On the east end of the
building, the second level workshop and storage area for marine tenants is served by the
combination passenger and service elevator.
Level 3: The unfinished loft space under the roof area serves as the mechanical room for the
building. Access to the mechanical room is by way of the south stair connecting from the
ground and second levels.
Elevations (Appendix Figures 8.3, 8.4): The traditional building materials and architectural
elements are intended to blend in with the historic neighborhood that surrounds the site
without replicating the predominantly 18th and 19th century residential styles. Cedar shingles
and glass are used as infill for a structural concrete building frame, and clock tower. The
hipped roof and clock tower are clad with standing seam metal.
The north elevation (Figure 8.3) faces the landside Blaney Street entrance and passenger
drop-off circle. The pedestrian entryway is accentuated with an eyebrow window at the roof
line. A porch arcade with benches provides a covered outdoor waiting area along the
curbside and continues around the west end of the building to the south face on the harbor.
The clock tower provides the distinctive visual symbol for the building from landside as well
as from the harbor approaches. At the eastern end of the façade, the service doors for the
storage workshop are located next to the delivery curbcut.
The west elevation (Figure 8.3) faces Hawthorne Cove and the inner Salem Harbor. The
ramp entrance to the passenger ferry and small cruise vessel landing is just across the
harborwalk from the west elevation. A set of entrance doors is located under the tower for
direct access for ferry and cruise passengers. As with the other entrance points, a small
eyebrow window is located above the doorway.
The south elevation (Figure 8.4) faces the harbor and the south harborwalk. The south entry
doorway is located under the third eyebrow window. Ramp access to the crewboat and
working landing is just opposite the glass enclosed waiting room across the harborwalk. A
second pair of service doors for the storage/workshop area is located at the eastern end of the
elevation. As with the other elevations the clock tower provides a prominent landmark as
viewed from the harbor.
The east elevation (Figure 8.4) faces the power plan and is the least public face of the
terminal building. The more closed façade includes smaller window openings for daylighting
of eh storage and workshop spaces on levels 1 and 2.
Page 10 of 10
Building Construction Cost Estimate:
Methodology: At the time the concept building design cost estimates were conducted
(December 2008) the construction market cost guidelines were in a state of instability, with a
trend down in a recessionary period. An average cost for the relative small but simple
construction of the two storey terminal building with a slab on grade base was calculated at
$250.00 per square foot for areas taken from the plans. It was expected that new estimates
would be needed as later design milestones were achieved.
Estimate:
Program Space Public Area, s.f. Tenant/Lease
Area, s.f.
Building
SubTotal
Estimated
Cost (unit
cost based on
sf
Level 1
- Waiting Room 1200
- Circulation 531
- Restrooms 312
- Exterior Porch (25%) 288
- Ticket Counter/Office 300
- Storage/Workshop 1500
Level 2
- Circulation 604
-Restrooms 200
- Office 2700
Storage/Workshop 1500
Level 3 – Attic
- Mechanical (25%) 300
TOTALS 3435 sf 6000 sf 9435 sf $2,358,750.00
Cost Sub-Total
Total Building Cost Estimate in $2009
Building Base Cost (without mark-ups or contingency) = $2,358,750
SALEM WHARF PROJECT ANALYSIS OF EXISTING PORT PLANS AND
DEVELOPMENT OF PREFERRED PLAN
APPENDIX A-7
Preliminary Design Construction Cost Estimate – Salem Wharf Project
SALEM WHARF PROJECT ANALYSIS OF EXISTING PORT PLANS AND
DEVELOPMENT OF PREFERRED PLAN
SALEM PORT EXPANSION
PREFERRED UPLAND / PIER LAYOUT
Construction Cost Estimate December 2, 2008
Mobilization
Mobilization 1 ls 666,642.08$ 666,642$
666,642$
Utilities
Water 1 ea 66,300.00$ 66,300$
Sewer 1 ea 75,100.00$ 75,100$
Electrical 1 ea 363,100.00$ 363,100$
504,500$
Site Work
Storm Drainage 1 ea 176,000.00$ 176,000$
Grading 1 ls 85,000.00$ 85,000$
Granite curb 2243 LF 55.00$ 123,365$
Cement concrete pavement 8406 SF 8.00$ 67,248$
Bituminous concrete pavement 52169 SF 4.00$ 208,676$
Vehicular unit pavers 1385 SF 22.00$ 30,470$
Pedestrian unit pavers 190 SF 18.00$ 3,420$
Gravel pavement 20883 SF 2.50$ 52,208$
Line striping 1 LS 4,000.00$ 4,000$
Curb ramps 7 EA 600.00$ 4,200$
Site Improvements 1 LS 68,400.00$ 68,400$
Lighting 1 LS 235,405.00$ 235,405$
Landscaping - Budget 1 LS 95,600.00$ 95,600$
1,153,992$
Harborwalk
Harborwalk 11470 sf 125.00$ 1,433,750$
1,433,750$
Shoreline Stabilization
Shoreline Stabilization 840 lf 250.00$ 210,000$
210,000$
Pier Structure
Electrical 17000 sf 3.00$ 51,000$
Water/sewer 1 ls 21,250.00$ 21,250$
Pier Structure 17000 sf 232.00$ 3,944,000$
4,016,250$
Floats w/ Mooring
Electrical 1 ls 173,300.00$ 173,300$
Water/sewer 1 ls 10,625.00$ 10,625$
Floats 11280 sf 35.00$ 394,800$
Float Mooring Piles 53 ea 2,000.00$ 106,000$
684,725$
ADA Float Relocation
ADA Float Relocation 1 ls 40,000.00$ 40,000$
40,000$
Fender System
Fender System 360 lf 500.00$ 180,000$
180,000$
Barge Floats
Electrical 1 ls 154,500.00$ 154,500$
Water/sewer 1 ls 10,625.00$ 10,625$
Barge Floats 6550 sf 165.00$ 1,080,750$
1,245,875$
Mooring Piles
Mooring Piles 24 ea 7,500.00$ 180,000$
180,000$
Gangways
Gangways 60 ft 4 ea 15,000.00$ 60,000$
60,000$
Terminal Building 9435 sf
Public Space w/electrical 3135 sf 250.00$ 783,750$
Office w/electrical 3300 sf 250.00$ 825,000$
Storage/Workshop w/electrical 3000 sf 250.00$ 750,000$
2,358,750$
Wave Barrier
Wave Barrier 300 lf 2,500.00$ 750,000$
750,000$
Dredging
Embayment Toe Wall 515 ft 1,000.00$ 515,000$
Dredging 155117 cy 20.00$ 3,102,340$
3,617,340$
Total Estimated Construction Cost 17,101,824$
Contingency - 10% 1,710,182$
Inflation - 5%940,601$
Preferred Site Plan Construction Budge 19,752,607$
Bourne Consulting Engineering
SALEM WHARF PROJECT ANALYSIS OF EXISTING PORT PLANS AND
DEVELOPMENT OF PREFERRED PLAN
APPENDIX A-8
Salem Wharf Project – Preliminary Design Plans
RDK Engineers
Seaport Center
70 Fargo Street Suite 801
Boston, MA 02210-1964
T 617-345-9885
F 617-345-4226
W www.rdkengineers.com
Andover, MA
Boston, MA
Amherst, MA
Durham, NC
Charlotte, NC
New Brunswick, NJ
RDK EngineersSeaport Center70 Fargo Street Suite 801Boston, MA 02210-1964T 617-345-9885F 617-345-4226W www.rdkengineers.comAndover, MABoston, MAAmherst, MADurham, NCCharlotte, NCNew Brunswick, NJ
BOLLARD POLE BASE DETAILTHREE PHASE 112.5 THRU 750 KVATRANSFORMER PAD DETAILSITE LIGHTING POLE BASE DETAILELECTRIC SERVICE GROUNDINGELECTRODE DETAILFRONT VIEWSIDE VIEWEQUIPMENT ROOM GROUND BUSBAR INSTALLATION DETAILTYPICAL PRECAST ELECTRIC MANHOLE DETAILBURIED CONDUIT DETAILRDK EngineersSeaport Center70 Fargo Street Suite 801Boston, MA 02210-1964T 617-345-9885F 617-345-4226W www.rdkengineers.comAndover, MABoston, MAAmherst, MADurham, NCCharlotte, NCNew Brunswick, NJ
SALEM WHARF PROJECT ANALYSIS OF EXISTING PORT PLANS AND
DEVELOPMENT OF PREFERRED PLAN
APPENDIX A-9
Salem Wharf Project - Project Construction Schedule
IDTask NameDurationStartFinishPredec12Task 1 - Permitting - Phase I116 days?Mon 9/15/08Thu 2/19/0931. NOI Salem ConCom Filing35 daysMon 9/15/08Fri 10/31/0842. DEP - Water Quality - w/ NOI35 daysMon 9/15/08Fri 10/31/0853. DEP Waterways - Chp 91 Filing112 days?Mon 9/15/08Fri 2/13/0964. CZM - Consistency93 days?Tue 10/14/08Tue 2/17/0975. USACE Section 10 Filing116 daysMon 9/15/08Thu 2/19/098Regulatory Coordination - Phase I113 daysMon 9/15/08Mon 2/16/092122 Permitting - Phase II143 daysFri 10/31/08Fri 5/15/09231. Mitigation23 daysFri 10/31/08Fri 11/28/08242. NOI Salem Filing34 daysMon 12/1/08Thu 1/15/09253. DEP - Water Quality - w/ NOI33 daysMon 12/1/08Wed 1/14/09264. DEP Waterways - Chp 91 Filing93 daysMon 12/1/08Fri 5/8/09276. CZM - Consistency85 daysMon 1/5/09Fri 5/1/09285. USACE Section 10 Filing120 daysMon 12/1/08Fri 5/15/0929Regulatory Coordination - Phase II111 daysMon 12/1/08Mon 5/4/094243Task 2 - Final Design - Marine Structures (Phases I & II)200 daysFri 10/31/08Tue 8/4/094475% Design - Marine Structures68 daysFri 10/31/08Fri 1/30/0945100% Design / Draft Constr Doc36 daysFri 2/13/09Fri 4/3/094446100% Review & Comment10 daysMon 4/6/09Fri 4/17/094547Final CDs - Marine Structures22 daysMon 4/20/09Tue 5/19/094648Bid Phase20 daysWed 5/20/09Tue 6/16/094749Contract Award - Marine Structures35 daysWed 6/17/09Tue 8/4/09485051Task 3 - Final Design - Upland Site / Mitigation190 daysFri 10/31/08Tue 7/21/095275% Design - Upland Site68 daysFri 10/31/08Fri 1/30/0953100% Design / Draft Constr Doc25 daysFri 2/13/09Thu 3/19/095254100% Review & Comment10 daysMon 3/23/09Fri 4/3/095355Final CDs - Upland Site22 daysMon 4/6/09Tue 5/5/095456Bid Phase20 daysWed 5/6/09Tue 6/2/095557Contract Award - Upland Site35 daysWed 6/3/09Tue 7/21/09565859Task 4 - Final Design - Building355 daysMon 11/3/08Thu 3/11/1060Schematic Design / Program Verification90 daysMon 11/3/08Thu 3/5/0961Review /Comment - City15 daysFri 3/6/09Thu 3/26/096062Final Design / DD90 daysFri 3/27/09Thu 7/30/096163CDs / Permitting120 daysFri 7/31/09Thu 1/14/106264Bid / Award40 daysFri 1/15/10Thu 3/11/10636566Task 5 - Final Design - Dredging (Phases I & II)157 daysMon 1/5/09Tue 8/11/096775% Design - Upland Site26 daysMon 1/5/09Mon 2/9/0968100% Design / Draft Constr Doc34 daysTue 2/10/09Fri 3/27/096769100% Review & Comment20 daysMon 3/30/09Fri 4/24/096870Final CDs - Upland Site22 daysMon 4/27/09Tue 5/26/096971Bid Phase20 daysWed 5/27/09Tue 6/23/097072Contract Award - Upland Site35 daysWed 6/24/09Tue 8/11/09717374Task 6 – Construction498 days?Mon 7/6/09Wed 6/1/1175Marine Structures240 daysMon 8/10/09Fri 7/9/104976Marine Structures - Phase II80 days?Mon 1/3/11Fri 4/22/1177Upland Site Construction / Mitigation265 daysWed 7/22/09Tue 7/27/105778Terminal Building Construction300 daysFri 3/12/10Thu 5/5/116479Dredging - Stage 184 daysMon 12/6/10Thu 3/31/118080Dredging - Stage 290 daysTue 9/29/09Mon 2/1/1081Construction Management498 daysMon 7/6/09Wed 6/1/118/108/249/79/2110/50/111/21/11/32/12/21/111/252/82/223/83/224/54/195/35/175/316/146/287/127/268/98/239/69/2010/40/111/11/11/22/12/21/101/242/72/213/73/214/44/185/25/165/306/136/277/117/258/88/229/59/1910/30/10/31/11/22/12/21/91/232/62/203/63/204/34/175/15/155/296/12SeptemberNovemberJanuaryMarchMayJulySeptemberNovemberJanuaryMarchMayJulySeptemberNovemberJanuaryMarchMayTaskSplitProgressMilestoneSummaryProject SummaryExternal TasksExternal MilestoneDeadlineAPPENDIX A-9SALEM WHARF - PROJECT CONSTRUCTION SCHEDULEFri 12/19/08Project: BCE Schd 102107Date: Fri 12/19/08