Assembled some observations on the City of Oakland staff report on Howard Terminal’s progress:
On the cost of infrastructure:
Q: What is the cost of public infrastructure (for the Howard Terminal project) and does SB 293 define that cost or provide a procedure for defining what that cost is before commitments are made to fund the infrastructure? Will an IFD commit all property tax revenue within the district boundary?
A: Costs of infrastructure for the Howard Terminal project are not yet fully known. In order to form an IFD for Howard Terminal or any other district, the City Council would be required to create and approve an Infrastructure Financing Plan before funding any infrastructure.
There’s a chicken-and-egg story here. Think about it this way: Do you know what happened to the gondola? Well, it gets one paragraph in this 123-page report.
A gondola connecting Jack London Square to approximately Washington and 10th Streets is being studied as a variant in the EIR. The gondola would carry 6,000 passengers per hour. As the gondola is a variant, and not a part of the Project, staff efforts are focused on ensuring that the transportation plan operates with or without the gondola.
A “variant” isn’t much of a selling point for a big project. Instead most of the focus is on shuttle buses, ride sharing (TNC), and walking. But it’s not all bad.
In addition to transit-only lanes, staff is currently working with the Oakland A’s to locate and scope a transit hub to serve the Project and the greater Jack London Square community. The hub is envisioned as an attractive experience where game day crowds and daily commuters may easily and comfortably wait for buses, access bike share, valet bike parking, scooters, and other types of mobility.
One of the potential locations being considered for this transit hub is a two-block stretch under the Nimitz. Which would be a good way to utilize that area instead of simply turning it into regular parking lot.
Pricing: In order to effectively shift Project patrons from driving and TNCs (primarily Uber and Lyft) to transit, it may be necessary to make transit more economical. Both AC Transit and BART have expressed interest in working with the City and the Oakland A’s to establish a game day transit fare, similar to the arrangement currently being piloted by the San Francisco Municipal Transportation Agency at Chase Center.
If you recall, I ran some numbers on the gondola (capital + operations) and figured it would cost $12 per rider round trip if it were unsubsidized. The gondola would cost $123 million to build. For reference, the project to lengthen the Mission Bay Muni platform is more than $51 million. And that’s peanuts compared to new Transbay Terminal.
In the rail industry, grade separation is considered the “gold standard” for safety. Used in combination with other strategies to accommodate rail crossings as safely as possible, new grade-separated crossings would aid in mitigating the following existing conditions in the Project vicinity:
- The Jack London Square segment experiences some of the highest collision rates in Amtrak’s Capitol Corridor network
- Proximity to the Port results in occasional very long train dwell times (15-20 minutes) as freight trains maneuver on tracks
The Project sponsor has also studied vehicular grade-separated crossings (overpass and underpass) at Market Street and deemed these grade separations infeasible. City staff are still reviewing this study and have reached no conclusions with regard to feasibility and potential design exceptions. Generally speaking, an underpass would be preferred as an urban form. In the absence of a grade-separated vehicular crossing, emergency vehicle access and site flushing in the event of an emergency are of particular concern, and options for emergency ingress and egress are being evaluated in conjunction with the development of an emergency management plan for the ballpark.
I find this downright inexcusable. The A’s, at the project sponsor, don’t have the final say on what’s feasible at Howard Terminal. An alphabet soup of regional, state, and federal agencies will. Look, I’ve talked about this enough in the past. In the future, I’ll just refer to this snippet of the report if anyone has questions about how serious the rail safety problem is. Jeez.
6) Financial Issues:
The Oakland A’s have indicated that they wish to enter into a Development Agreement with the City governing development of the proposed Project. Development Agreement negotiations and supporting financial analysis have not yet begun. The City and Port are working through
jurisdictional City Charter issues and the City and Port are aligned in applying the zoning code to the project site and delegating that authority to the City; however, the legal mechanism for accomplishing such an approach is pending. While Development Agreement negotiations have not begun, the Oakland A’s have committed to the City and in a variety of forums that the ballpark itself will be privately financed. In addition, the Oakland A’s have also indicated that they are looking for a public private partnership on infrastructure. Staff understands and shares the City Council’s concern that the City consider the full project – costs and benefits – before making any financial commitments of any nature to this Project.
In other words: We’re working out the details. They’ll have until the end of September to wrap up many of those details in a pretty little bow.