As an island state importing most goods it uses and with limited storage, Hawaii challenges companies to keep shipments moving just in time. Here’s how logistics providers shore up supply chains and keep disruptions at bay.

The Aloha State is known for its stunning beaches, mild temperatures, and lush greenery. It regularly tops the lists of places people would most like to visit.

Getting there, however, can be challenging, whether the move involves people or products. “Hawaii is smack-dab in the middle of the Pacific and surrounded by water,” says Troy Pagaduan, director of operations for Logistics Plus Hawaii.

“As an island state, Hawaii is the most isolated population center on earth,” says George Pasha, IV, president and chief executive officer with Pasha Hawaii, a leading domestic ocean shipping company. “The closest landmass is California, which is about 2,400 miles away.”

As a result of its distance from other population centers, about 85% of goods used in Hawaii are imported, and 91% of the imports come through the state’s commercial harbor system. “It takes a tremendous amount of planning and expertise to sustain Hawaii’s supply chain without disruptions,” Pasha says.

Adding to the challenges, storage capacity on the islands is limited, so most shipping needs to be done on a just-in-time basis. An effective just-in-time approach requires constant communication between shippers, carriers, and others involved in logistics.

Shipping to Hawaii: Cost and Transit Time

Most shipments to the Aloha State travel by ocean, because it’s more economical than air transit. Overnight shipments are doable, but costly.

Ocean transit time from the West Coast is about four days, says Phil Hinkle, general manager with SeaWide Express, a supply chain solutions provider. Of course, some shipments first need to get to the West Coast. For those originating in eastern United States, shippers typically need to add four or five days of travel time.

Another fact to keep in mind is that the ocean carriers sail to Hawaii from the West Coast twice a week. Miss a sailing date, and you need to wait for the next one. “This puts transit time from origin to destination at about 10 to 14 days for most goods,” Hinkle says.

Floating Inventory

Some higher-volume shippers use what they refer to as “floating inventory,” says Chris Palmer, director of the Hawaii trade lane with Lynden, a logistics solutions provider.

Given the lack of warehouse space, businesses ordering goods to fulfill inventory needs typically factor in 8 to 10 days transit time from their source to their facility. Disruptions, whether from weather or mechanical problems, can easily upset this scheduling, Palmer says.

Along with the U.S. Postal Service, major integrators support Hawaii, including UPS, FedEx, and DHL, for both mainland and international packages. U.S. passenger carriers fly most of the air cargo to Hawaii.

Once shipments arrive in Honolulu, which is where most shipments from the mainland United States arrive, some need to go to the other islands. Most travel by barge, says James P. Beidleman, president and chief executive officer with Honolulu Freight Service. This adds another day or two of travel time.

Hawaii’s unique location offers a logistical upside. “Vessels have been calling on Hawaii for 100 years,” Palmer says. “Shipping is always a challenge, but shipping to Hawaii is now a specific science.”

Island Regulations: What You Need to Know

While getting goods to Hawaii takes time, the documentation required is generally no different than for shipping goods to any other state. However, shippers of fish, wildlife, agricultural products, and hazardous materials typically must comply with more stringent requirements, says Randy Tutor, vice president of strategic accounts with Approved Freight Forwarders.

The Jones Act also impacts shipments to Hawaii. Also known as the Merchant Marine Act of 1920, the Jones Act requires, among other provisions, that U.S.-flag ships conduct shipping between U.S. ports. To qualify, a vessel must meet several requirements, including that it was built in the United States, and owned by a company with 75% U.S. ownership.

Hawaii’s Foreign Trade Zone No. 9 (FTZ9) can offer shippers savings through duty deferral and avoidance, and the ability to avoid some state and local taxes, among other benefits. Since 1966, FTZ9 has handled nearly $60 billion of goods.

Despite its isolation, Hawaii hasn’t been immune to the challenges that have impacted supply chains in other parts of the country. Labor is one. “Hawaii has one of the lowest unemployment rates in the nation, and labor remains a big challenge,” says Kane McEwen, president, DHX-Dependable Hawaiian Express.

Hawaii’s topography, while stunning, can also present logistical challenges. Most trailers on the island measure 40 feet long, rather than 53 feet. The reason? Narrow streets and a lack of loading and unloading docks, as well as forklifts. “Many locations are tight,” McEwen says.

Packaging Shipments

Because most freight to Hawaii moves over the ocean, proper packaging is critical. “It’s not a smooth ride,” Hinkle says. Machinery and equipment that might travel easily over the mainland with little protective packaging likely will need to adhere to International Packaging Guidelines for ocean travel.

The packaging that might suffice for, say, a grocery pallet traveling 50 miles from a distribution center to a store might not hold up for a trip of several thousand miles and multiple handlings.

“You need to make sure it’s packed properly,” Beidleman says.

“It’s important that products are packaged to withstand transit, and not just from the mainland origin to the outbound port,” McEwen says. “They must also be packaged strong enough for the roughly 2,600 miles over the water to Hawaii. There is considerable movement inside the containers while on the ocean vessel.”

At the same time, because shipping rates to Hawaii are typically calculated based on cubic feet rather than by weight, shippers will want to minimize unneeded packaging.

Given that shipping is done just-in-time and with limited storage capacity on the islands, shippers should reserve their bookings as early as possible, Pasha says. Making the reservation helps activate the primary and ancillary logistics required for seamless deliveries.

The state of shipping to Hawaii continues to evolve. For example, the Kapalama Container Terminal project, a new container terminal scheduled for completion in January 2024, features an 84-acre cargo yard and 1,800 linear feet of new berthing space.

Technology also is evolving. “Ocean carriers and logistics providers are upgrading their systems to offer more automation and visibility,” says Mike Kraft, vice president, Pacific, with Honolulu Freight Service.

As the U.S. government looks to the Pacific to counter China’s dominance, shipments to Hawaii may increase, Palmer says. It’s likely material and equipment will travel through the state to locations in Guam, the Kwajalein Atoll, and the Philippines, among other locations.

Several leading service providers can help shippers move freight in and out of Hawaii with ease.

Approved Freight Forwarders: Local Experts with Global Knowledge

Approved Freight Forwarders brings 30 years of experience serving the Hawaii market. Among other services, it provides ocean freight consolidations, air freight, and over-the-road transport of goods and commodities, as well as project management, white-glove delivery, assembly and installation, drayage, pickup and delivery, consolidation and deconsolidation, and inventory management.

“We offer a great deal of knowledge of this market and have many experienced employees on our team,” says Randy Tutor, vice president, strategic accounts.

In working with clients, Tutor and his colleagues first engage and identify their pain points. “We use this information, complemented by our experience, to work together to come to the best choices and drive improvements,” he adds.

Through its daily dedicated air freight service to Hawaii, Approved Freight Forwarders operates as an indirect air carrier, using passenger flights to move cargo. This approach offers more flexibility than is typically the case when using an asset-based carrier, given the large number of passenger flights that take off to and from Hawaii each day.

From its consolidation center in southern California, Approved Freight Forwarders moves all types of goods in approximately 300 to 400 shipments per day to Hawaii. Its warehouses span more than 300,000 square feet and can accommodate a diverse set of logistics needs. Employees load freight with extra caution, keeping the company’s damage and claims rate to one of the lowest in the industry, Tutor says.

Leveraging its Local Footprint

To handle freight once it arrives in Hawaii, Approved Freight Forwarders operates its own terminals and trucks on Oahu, Maui, and Kuai and in Hilo and Kona on The Big Island.

Approved is the only freight forwarder in Hawaii with five terminals on four islands. The company offers drayage and inter-island shipping, as an example, moving daily merchandise from Honolulu to Maui. “The process works like a hub and spoke system and is done via a set barge schedule,” Tutor says.

Because Approved Freight Forwarders has its own fleet of trucks and workforce on the islands, it has less need to engage third parties. This gives it more control over service and costs, Tutor says.

Approved Freight Forwarders uses Wise Tech Global, a robust system for managing the many steps in its freight forwarding operations, including receiving, cross docking, loading, tendering, and delivering. “All the steps are managed in our system at a high level of efficiency,” Tutor says. Shippers can access all shipment data through the company’s online portal.

Clients engaging in major construction projects and complex distribution models can turn to Approved Freight Forwarders to help them manage the transport and delivery of materials and equipment, including those that are over-sized.

“Managing projects and replenishing goods twice per week is part of the expertise we offer,” Tutor says. “We can provide the right product in the right place at the right time.”

Each Approved Freight Forwarders client is matched with an employee who is dedicated to their account. “We call it the Customer Experience department,” Tutor says. “Rather than trying to connect with various departments to find an answer, customers can call one person.

“We work hard to understand our clients’ business, and to become trusted advisors and identify ways where we can add value,” he adds.

DHX-Dependable Hawaiian Express: The Dependable Difference

DHX-Dependable Hawaiian Express has operated in the Hawaii logistics sector for nearly 43 years, giving it one of the longest tenures among freight forwarders in Hawaii, says Kane McEwen, president.

Among other services, DHX can book full container loads (FCL) and less-than-container loads (LCL). They can coordinate their customers’ shipments to travel throughout the continental United States, to and from Hawaii, and to and from Guam.

Along with shipping from four West Coast ports—Long Beach and Oakland, California; Portland, Oregon; and Seattle, Washington—DHX offers flexible sailing cut-off times and consistent transit times tailored to customers’ expectations and particular shipping requirements.

Seamless Coverage

With their asset-based operations on Oahu, Maui, and the Island of Hawaii, as well as their partnerships with delivery agents in Hilo and the island of Kauai, DHX can provide customers with seamless coverage to all major points throughout Hawaii.

“We load containers directly to all ports, reducing handling and transit time,” McEwen says. DHX is committed to delivering within 48 hours of container availability.

On the islands, DHX has supported many construction companies that operate in confined areas and lack the space to hold materials for any length of time. DHX provides warehousing at all its Hawaiian Island terminals, Guam, and in Southern California.

“When timelines are critical, DHX excels in providing solutions,” McEwen says. “The value of being fully asset-based provides our customers transparency and visibility of their product from origin to destination.”

DHX also provides specialized logistics services, like frozen or chilled transport, as well as project cargo management support. “We provide detailed solutions based on the customer’s needs,” McEwen says.

The average tenure of DHX employees is 22 years. To retain this level of expertise, DHX aims to lead the industry in pay, and offers competitive retirement savings and healthcare benefits.

In providing all modes of services, DHX has maintained a focus on long-term sustainability. DHX has been a certified member of GreenWay Miles for more than a decade. During this time, they have reduced facility emissions by more than 75%. The company’s facilities in Hawaii, Guam, and Los Angeles are completely solar-powered, and management is evaluating the use of electric vehicles.

By leveraging its expertise, dedicated employee base, transportation assets, and use of technology, DHX has helped numerous companies open locations in the Hawaiian Islands.

“We walk through the process with our customers and draw up a timeline to address their specific needs for moving construction material and other goods,” McEwen says. “We focus on dependability and execution that exceeds our customers’ expectations.”

Honolulu Freight Service: A Tradition of Superior Service and Cost-Effective Solutions

During the nearly 90 years Honolulu Freight Service (HFS), a multimodal freight forwarder, has been in business, managing shipments to Hawaii has advanced tremendously, says James P. Beidleman, president and CEO.

The company started when his grandfather, Paul Beidleman, resurrected a trucking company, Yuma Merchants Express, moving loads between Yuma, Arizona, and Los Angeles.

When some truckers didn’t want to deliver cargo headed for Hawaii to the docks in southern California, Beidleman started a new company, United Drayage, to handle the work. This occurred more than 20 years before Hawaii became a state.

Today, HFS, a successor company, provides partial and full container load services and offers short-term warehousing. Through its carrier agreements, including for less-than-truckload, truckload, and rail, HFS can pick up and deliver dry freight from across the United States, and to and from Hawaii.

HFS also offers refrigerated pickup and delivery from three West Coast mainland ports to Hawaii, and can handle chilled and frozen shipments to all the islands. If a shipment needs to be rushed to the islands, the company also provides air service for customers.

“We’ve built decades of trust and enjoy many long relationships,” Beidleman says.

Because it operates its own Oahu and Maui trucking services with more than 100 power units along with Oahu warehousing services, HFS can ensure optimal transit and delivery times. It also brings decades of experience in handling over-sized, over-height, and over-wide cargo.

Honolulu Freight Service Honolulu, the company’s terminal, is located less than two miles from major steamship lines and carriers. The 60,000-square-foot facility offers 14 dock-high doors, ramp access, and quick access to the freeway. The operations department runs 24/7, and customer service is located on-site.

HFS has the volume to direct load shipments that are traveling from the mainland to Honolulu and then to the outer islands. Shipments stay in their containers and aren’t handled again until they get to their destination island. Direct loading reduces touch points and adds only one or two days of travel time.

As a privately held company, HFS has “the flexibility to invest to meet customers’ expectations, without being beholden to shareholders or private equity investors,” Beidleman says.

Expanding Capabilities

In particular, the company is focusing on technology and infrastructure. It’s upgrading its technology to offer more capabilities, focusing on customer-centric visibility into their supply chain as well as gaining operational efficiencies across the entire company. Customers can be confident they will continue to receive the highest quality service they expect from HFS.

With its purchase of the former headquarters of Love’s Bakery, HFS gains approximately 100,000 square feet of space, including 25,000 square feet of chilled and freezer space.

“This will allow us to consolidate all our Oahu operations and offer all logistics services from a single building,” Beidleman says.

Along with its technology and facilities, HFS’ people remain key. “You can have the greatest software and infrastructure, but it comes down to people,” Beidleman says.

The list of employees who have been with the firm for several decades continues to grow. “We are very blessed in that we continue to create an environment where we get great people,” he adds.

Logistics Plus, Inc.: A 21st Century Logistics Company

A leading provider of transportation, warehousing, fulfillment, global logistics, business intelligence, technology, and supply chain solutions, Logistics Plus can call on 1,000-plus employees in more than 45 countries around the globe. The company has traveled quite far since Jim Berlin founded it in 1996, with three employees, one customer, and a $120,000 purchase order.

In August 2022, Logistics Plus announced the opening of an office located in Honolulu, Hawaii, specializing in the movement of project cargo, international freight, warehousing, furniture, fixtures, and equipment, and other supply chain-related projects. It is the 16th state in the United States with a Logistics Plus office or warehouse.

Troy Pagaduan, a 20-year veteran in the transportation industry, manages the Hawaii office. “We offer 3PL, 4PL, and project management services,” he says. “We’re a solutions provider, and we figure out what steps need to happen to move shipments to Hawaii or elsewhere in the United States or the world.”

Among other capabilities, Logistics Plus can handle project work, freight, and over-dimensional shipments, including those coming from foreign countries.

Addressing Customer Needs

“When meeting with a client, we try to strategize,” Pagaduan says. Along with handling typical shipments, Logistics Plus also manages shipments of larger items, like furniture and fixtures for hotel renovations, the equipment needed for solar projects—a growing focus in the state—and massive transformers.

It also handles consolidations of products from the West Coast, along with air freight forwarding.

Logistics Plus has long focused on reducing its environmental footprint. It joined the U.S. Environmental Protection Agency SmartWay Initiative in 2010 and has since received SmartWay approval for 13 consecutive years.

Through its partnership with Ocean Integrity, an organization dedicated to making the oceans safe for all life above and below the water for generations to come, Logistics Plus assists with multiple aspects of supply chain management. This includes the transportation of collected plastic debris, assistance with international regulations, cross-border trading, and navigation of customs and global trade compliance.

To date, through the financing and logistical support it has provided, Logistics Plus has helped remove more than 3.5 million kilos of ocean plastic waste, or the equivalent of about 175 million plastic water bottles.

“Handling logistics in Hawaii is unique, but it’s possible to identify and then choose from multiple options to find the best solutions,” Pagaduan says. “We have a great team with a lot of experience. We can look at all angles of a challenge and figure out a solution.”

In the Hawaiian language, “Ohana” means family and taking care of each other. “All of us at Logistics Plus believe in and practice these traits,” Pagaduan says.

Lynden: Innovative Transportation Solutions to Hawaii

For nearly four decades, Lynden has offered transportation services in the Hawaii market. “We’re stalwart and we’ve been there a long time,” says Chris Palmer, director, the Hawaii trade lane with Lynden.

Lynden offers both air and ocean freight forwarding services, as well as regularly scheduled barge service. Given Lynden’s multimodal capabilities, customers can optimize their time and money by shipping via air, land, ocean, or some combination.

“You pay for the speed you need,” Palmer adds.

Through its partnerships with two major steamship lines, Lynden offers four ocean shipment options each week from the West Coast. Sailing time is typically five days, port-to-port. Shipments can be full container loads or less than container loads.

Aloha Marine Lines, also part of the Lynden family, operates barge service from Seattle. The barge sails several times per month. It takes longer but costs less than many other options, and provides a great advantage for shippers who can plan their projects or inventory replenishments with longer lead times.

Lynden also handles daily air freight shipments, with direct flights from all West Coast cities, as well as from the Midwest and East Coast.

Offering a Range of Options

“Through our multiple transit options, Lynden offers the equivalent of priority, standard, and economy options,” Palmer says. “Whether you need it there next-day or have more time, we can do it.”

Lynden can move shipments to Hawaii from just about any place in the United States or around the globe. It serves all main islands in Hawaii, offering door-to-door service.

Shippers can mix transport modes to gain the right blend of cost and service. Say a shipper has 10 pallets of cargo, and three need to get to Honolulu the next day, while seven can arrive over the next few weeks.

Lynden can work with the company to arrange for the three pallets to fly, and for the other seven to travel over the ocean by ship or barge, so they don’t need to spend a long time in a warehouse. This is key, as the biggest driver of logistics cost in Hawaii—even more than freight—often is property or land for warehousing.

When its shipments travel from Long Beach to Hawaii, Lynden uses its own containers. “We’re the only known operator to use shipper-owned containers (SOC) in Hawaii,” Palmer says.

Within their containers, Lynden uses the Kaptive Beam decking system. “The system helps mitigate damage and allows us to use more space within each container, which keeps costs down,” Palmer says.

The Kaptive Beam system also enables Lynden to more easily mix different commodities. “You can put two heavier pieces of freight on top of each other, and still know they’re both protected,” Palmer says.

Lynden was working with a construction supply company that moves construction materials, appliances, and other products. During the pandemic, when purchases of appliances spiked, the company began to run out of warehouse space in Hawaii.

“We worked with them to bring in appliances through ocean less-than-container load shipments and provided warehouse space to help with their space constraints,” Palmer says.

Through its “One Lynden” approach, clients can make one call, and Lynden will assemble the various departments and capabilities needed to address any challenges.

If a shipper needs to move oversized equipment from, for instance, Texas to Hawaii, Lynden will use its fleet of trucks to move the equipment to the West Coast and then transfer it to an ocean vessel. Once it arrives in Hawaii, the process reverses. “Our One Lynden strategy means one call can solve it all,” Palmer says.

Pasha Hawaii: Family Culture and a Hands-on Approach

As a world leader in integrated transportation and logistics services, Pasha Hawaii offers specialized container, vehicle, and oversized cargo ocean transport, making it easier to ship all types of cargo between the mainland United States and Hawaii.

Pasha also provides total logistics management from origin to destination, utilizing time-tested systems and leading-edge technology.

“Our personalized customer service differentiates us,” says George Pasha, IV, president and chief executive officer.

Pasha Hawaii, an independent operating subsidiary of The Pasha Group, is one of the nation’s leading domestic ocean shipping companies serving Hawaii from the continental United States, and a trusted partner for many leading retailers, manufacturers, and U.S. government agencies. The company operates a fleet of Jones Act-qualified vessels and operates out of multiple port terminals. It provides reliable containerized and roll-on/roll-off cargo services that leverage its ocean transportation and inland distribution capabilities to deliver vital goods.

The company’s link to Hawaii started during World War II, when a Pasha operation in San Francisco began to offer storage and truck-away services to troops as they were deployed to Hawaii. In early 1999, the company recognized the need to provide a new and competitive service to move rolling stock between the Pacific Coast and Hawaii.

This sparked the creation of Pasha Hawaii and the construction of its first vessel, the M/V Jean Anne, the first and only modern pure car/truck carrier (PCTC) in this trade lane, and the only PCTC vessel built in the United States.

Primary Solution Provider

Pasha Hawaii has evolved into a primary transportation solution for a diverse group of clients. “The company’s ongoing investments in infrastructure, including our terminals and vessels to support Hawaii’s growth, help set us apart,” says George Pasha, IV.

Pasha Hawaii is expecting the second of its two new Ohana Class container ship vessels to be delivered in 2023. The first arrived in 2022, operating on liquified natural gas (LNG) from day one—the first LNG-powered vessel to fuel on the West Coast and serve Hawaii.

The second vessel will also operate on LNG and offer weekly California-Hawaii express service, with additional capacity for weekly volumes in the high-demand 45-foot dry and 40-foot refrigerated markets.

The completion of the Kapalama Container Terminal (KCT) on Oahu will significantly improve cargo handling productivity and capabilities and serve as the future home for Pasha Hawaii’s sister company, Hawaii Stevedores.

The $600-million public/private collaboration between the state of Hawaii, Hawaii Stevedores, and The Pasha Group (the parent company for Pasha Hawaii and Hawaii Stevedores) represents the single largest capital investment the harbor system has made.

KCT will serve as one of the state’s most efficient operating terminals, with an environmentally focused design incorporating state-of-the-art technologies, such as an electrified ship-to-shore crane, regenerative energy storage, and microgrid battery energy storage systems.

“KCT represents our commitment to continuously enhance customer satisfaction and experience by offering efficient, expedited service, while at the same time, being good environmental stewards,” George Pasha, IV, says.

“As a third-generation, family-owned company, our corporate culture encourages us to treat each other and our customers as an extension of our ‘Ohana’ or family,” he adds.

SeaWide Express: Service in Every Shipment

Launched in 2016, with the opening of operations offices in Commerce, California, and Fife, Washington, to support service to Hawaii/Guam and Alaska respectively, SeaWide Express is part of AJC Group, a $2.2-billion global food and logistics provider with more than 50 years of experience, including 30 in Hawaii.

“We saw a need in the Hawaiian and Alaskan markets for great customer service,” says Phil Hinkle, general manager. SeaWide Express prides itself on consistently returning quotes within one hour, with a goal of whittling that down to 20 minutes.

Hinkle and his colleagues started SeaWide Express from scratch. “We had no license, and no customers,” he recalls.
Over the past eight years, they’ve built the company into one of the strongest service providers to Hawaii. SeaWide is committed to the Hawaii market, and is aggressively looking to expand and grow, Hinkle adds.

Along with its employee base in Hawaii, SeaWide’s employees are located across the mainland United States. “A shipper on the East Coast can call us and they will get an answer, even if it’s the middle of the night in Hawaii,” Hinkle says.

SeaWide Express takes pride in its low claims ratio, Hinkle says. This is the result of both educating customers on how best to package their shipments, and the care the SeaWide team takes in handling its clients’ products.

“With each shipment we are given the opportunity to handle, we do our best to find the most economical and efficient way to transport it,” Hinkle says.

He and his colleagues will consider over-the-road, rail, air and ocean—or some combination of these modes—to identify the solution that meets the customer’s goals of timeliness and cost.

Recently, SeaWide Express, which operates a consolidation center in La Habra, California, opened a second Hawaii gateway, in its consolidation center in Fife, Washington.

Why Washington? SeaWide’s extensive analysis showed that for many shipments, inland transportation to the Pacific Northwest is less expensive than to southern California.

“With our system, we can plug in the origin and destination ZIP codes, and immediately review rates and inland transit times to both gateways,” Hinkle says. “Customers can choose the option that’s best for them.”

SeaWide’s information system provides shipment updates automatically. Customers can choose when to be notified—say, when a shipment is picked up, on the ocean, and/or delivered.

A New Dimension

Over the past year, SeaWide invested in automated dimensioning equipment. The equipment completes a three-dimensional scan of packages for consolidation. It documents the size, dimensions, and weight of each package, while built-in cameras record information such as barcodes, package condition, and placement within containers.

This data is saved and can be shared for review by customers, shippers, and carriers, helping to minimize claim issues. The equipment also “is a huge time saver,” Hinkle says.

SeaWide, via AJC Cares, their global charitable organization, is involved with Feed the Children, a nonprofit that delivers food and household essentials, offers clean water programs, and assists in times of disaster, among other services.
“We provide food, financial assistance, and logistical help,” Hinkle says.

Over the past eight years, Hinkle has often asked SeaWide’s clients what they like best about the company. “Their answer always is the customer service,” he says. “When clients call, someone answers; when they send an email, they get a response.”

Hawaii By the Numbers

Hawaii consists of seven inhabited islands—Hawaii, Maui, Lanai, Molokai, Oahu, Kauai, and Niihau. It also includes about 130 uninhabited islands.

Nine ports on six islands make up Hawaii’s commercial harbor system. Cargo originating from foreign and domestic ports first enters a cargo-handling terminal at Honolulu Harbor. Cargo destined for a neighboring island is transshipped through Honolulu Harbor and then to its final destination.

In fiscal year 2022, the commercial harbor system processed 1.7 million twenty-foot equivalent containers. Also during 2022, the system processed 4.9 million short tons of liquid bulk cargo, or the equivalent of about 36 million barrels of petroleum and chemical products, and nearly 3.4 million short tons of general merchandise and dry bulk cargo.

How a Multimodal Partner Keeps Supply Chains Afloat

By Kevin Kelly
President, Freight Forwarding Division
Odyssey Logistics

In an isolated shipping environment like Hawaii, experienced, local freight forwarding partners can be the difference between on-time deliveries and late shipments.

For years, many businesses operating on the islands have relied on a handful of providers to cover their needs across ocean, trucking, and rail modes. In recent years, however, the inefficiencies associated with stitched-together supply chain strategies have led to service disruptions.

Utilizing a multimodal partner with boots-on-the-ground experience lets customers leverage a much larger footprint. Consolidated shipping networks represent the key to addressing challenges in Hawaii. As businesses seek to future-proof their shipping strategies, aligning with a multimodal service provider will increase access to the end-to-end visibility and the capacity they need to move cargo on time and on budget.

Today, supply chain visibility and provider reliability matter more than ever. Odyssey can deliver the capacity and flexibility shippers need to succeed. Odyssey provides custom, end-to-end shipping solutions that grow with the customer—adapting to changing demands. From FCL, LCL, temperature-controlled, dry cargo, storage, ocean transport services to truck capacity, Odyssey’s complete multimodal service portfolio maximizes supply chain efficiency.

And Odyssey’s extensive network—including intermodal, truck, freight forwarding, consulting, warehousing, and distribution services—still sweats the details for each and every customer. That’s why we invested in local providers who have built their footprints on the islands and who bring the personalized service and one-on-one support our customers need to tackle supply chain challenges.

With the largest logistics network in Hawaii, it’s a win-win for customers who can capitalize on Odyssey’s footprint, without losing the powerful intangibles that come with working alongside local partners.

Hawaii RFP

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It was raining and chilly that Saturday morning and it was so tempting to stay under the covers. But the long-awaited bike link from the Oakland Bay Bridge to Treasure Island was due to have a ribbon cut, so the old bike was pulled out and a good breakfast inhaled.

We knew that the ribbon cutting was really about the new on and off ramps from the highway to the island, and we had no illusions that we would find a Bike Eden. Finally, in recent years, the bike connection to the island has been cut off at weekends to allow the cumbersome ramps for cars to be built, and not because a bike connection would be complicated or expensive.

The rain subsided, forming a mist in the background, and it proved to be a perfect day for driving up the long, slow incline of the bridge. It was very quiet this morning; So far, only a few riders or hikers have been on the road – they probably stayed under the covers. Still, it was a surprise to see from a distance that there were no waiting media vans, no cameras, and no dignitaries assembled at the designated location. Was everyone afraid of getting wet?

We did not expect that one of the dignitaries would arrive by bicycle. This project is entirely within the city of San Francisco, but there is still no way to cycle from San Francisco to the islands. The current route benefits day riders from Oakland, Emeryville and Berkeley, Treasure Island and Yerba Buena Island, as well as people who bring their bikes in transit from San Francisco.

A cyclist stopped at the designated spot for the ribbon cutting and looked at his phone. Another driver stopped by because he was checking out the rest of the route. We all traveled from the East Bay to witness the ribbon cutting: a city planner, a longtime cyclist and advocate, and myself.

We joked that a little rain sent the dignitaries inside, but after waiting a few more minutes we realized it wasn’t a joke – they might have settled elsewhere. So we made our way along the designated bike route to the Treasure Island administration building, where we found a couple of fancy shuttle buses waiting to carry people.

We arrived at this fabulous Art Deco building—which would offer stunning views of San Francisco if it weren’t for the cars parked in front of it—just in time to hear SFCTA Director Tilly Chang address the thanks to supporters of Bike East Bay and the San Francisco Bicycle Coalition for their contribution to the bike path. Those advocates weren’t in attendance — some of them have taken on other jobs after years of meetings with the agency. But we were there! Two of us made it, we stood in the back with our bikes.

We missed most of the speeches and missed even more when a member of staff offered us coffee and snacks. As a working journalist on a small salary, I appreciate a good Costco croissant, but believe it or not, that wasn’t what fascinated me on a cold, wet Saturday. I wanted to celebrate the opening of the cycle path seven days a week and see the route.

On the way there we had raced over the small mountain of Yerba Buena Island. The Bay Bridge Freeway cuts through a tunnel in the heart of the hill, but the bike route — and the ascents and descents — winds uphill and over the mountain before dropping to the flat sea level of Treasure Island. We were distracted by the stunning views of San Francisco and the rush to find the event.

But on the way back there were no distractions. The steep hill rose high before us. At the bottom, beautiful new landscaping helped make a short set of switchbacks more enjoyable than the rest of the ride, which was merely a steep uphill tarmac track alongside the road. I had to walk; My cycling colleague was able to stay on the pedals, but we rode at the same speed.

People: It’s steep. I came back a few days later to check out the route to town (by ferry). My first impression – that this isn’t a hill for someone not quite sure if their brakes are working properly – was confirmed when I encountered a cyclist standing to one side, contemplating the way down. Ahead, Macalla Road turned so steeply that it disappeared from sight. The driver was equipped with cycling gear; she had a high quality racing bike; she looked prepared. But when I pulled up next to her, she said everything that had been on my mind since that first Saturday ride.

A camera just can’t capture the steepness here. Photo: Melanie Curry/Streetsblog

“I’m terrified,” she said. “How did that come about? What were they thinking? San Francisco needs one or two employees who actually ride bikes to realize they need to build something better than that.” In the end, she turned around and refused to walk down the hill, even though the ferry to San Francisco was right there .

It cannot be overstated that this descent to Treasure Island is not for the faint of heart; It is not suitable for cargo bikes, children or families. It’s definitely not for e-bikes with potential braking issues. If you’re a confident mountain climber, you’ll have fun, but definitely don’t skip the ABC quick check (air, brakes, crank and chain, quick release, fast ride) before you head out.

Take this warning seriously.

The view back down the Strait from the Treasure Island Ferry. I still can’t really describe how steep it is. Photo: Melanie Curry/Streetsblog

On Saturday, both of us, who had cycled all the way there, raced back to the viewpoint on the shuttle buses (slowly up the hill). The ribbon had already been ceremoniously torn with scissors several times in the administration building, but there were more speeches and a “photo opportunity” in the park with a view of the bridge.

Again we waited in vain. Obviously this reinforced my belief that bikes are better as we got there well before the buses.

But when they finally arrived, the shuttle drivers dropped them off at a spot far above us – and completely unreachable from the bike path. To get to where the event was to take place, the dignitaries would have had to cross a high-speed ramp and walk around the outside curve for a few hundred yards. how much fun How dangerous! Welcome to my world!

At least you can see us in the background of their photos. There we are, way down in the background, behind a fence. It looks like we photographed the event.

Happy to be photo bombarding this motor vehicle centric event with bikes together with @currymel.@prinzrob pic.twitter.com/i7zfoLEtIl

— gregm123456 (@gregm123456) May 7, 2023

That was absolutely the perfect metaphor for the day. Bikes were never the focus of this project. The bike route is attached to an existing vehicle route and while parts of it are great, like the switchbacks at the bottom of the hill, much of it is impossible.

It’s also obviously not finished yet, so hope shouldn’t be given up. On my follow-up ride I could see that at a point where cyclists are supposed to switch places on a sharp bend and cyclists are going in the opposite direction – it’s painted green but very confusing – another cycle link is being built across the underpass.

It’s just not open.

It’s well marked but if a few more cyclists come out here there will be chaos. To the right, on the incline, the two directions switch places. Photo: Melanie Curry/Streetsblog

And this is an “intermediate project”. These on and off ramps were built to allow the other, more gently sloping road on the other side of Yerba Buena Island to be closed and its bridges rebuilt. The SFCTA says cyclists will one day have the choice of either safely navigating a gentler climb or choosing an improved two-way bike route over this steep trail.

Also, one day there will be a bike path on the west side of the bridge.

At least that’s the current plan. Proponents who have been working on it for years, including Bike East Bay’s Dave Campbell — who is among those who have turned to other ventures — describe plans changing constantly as the actual building of a busy road up this steep incline has met unexpected obstacles . Yes, as Caltrans director Tony Tavares said when I asked him about it, there were certainly “space constraints” when planning this transition route. This is in the nature of the building infrastructure.

However.

Access to these islands by car is already very easy. Housing is expanding on both Yerba Buena Island and Treasure Island, and San Francisco has made it possible for people to hop on and off with private vehicles (even if they discuss congestion pricing, which is fair, since the only way to do this is by car). to reach or leave the island is a boat or a bridge). ).

But as usual, bike access was not taken seriously. The restriction of 24-hour access for the cycle path – but not for the car path next to it – is condescending and dismissive. It’s ridiculous to pretend that a 17 percent gradient is a reasonable compromise for any bike route. The assumption that nobody wants to ride a bike becomes a self-fulfilling prophecy when bike routes end like this.

This is the only warning sign of what lies ahead. That’s Alcatraz Island out there in the bay. Photo: Melanie Curry/Streetsblog

But people drive it. We met two young men who were floating down the bridge on e-bikes on the “wrong” route – the south side of Yerba Buena Island, which is “closed” to bikes and will soon be closed to all vehicles for several years. They knew exactly what they were doing. They grew up on Treasure Island, and one of them still lives there, mulling over the $3,000 her family was offered to move out of their affordable rental home.

According to too many traffic planners, people like her don’t really exist. At least they don’t matter, especially compared to people who travel by car.

The new driveways are really nice. This is the bridge in the background (looking east here) Photo: Melanie Curry/Streetsblog

The post Bike Path to San Francisco By way of Treasure Island Is Just for the Sturdy and Assured – Streetsblog San Francisco appeared first on DAILY SAN FRANCISCO BAY NEWS.

This is not a cheap endeavor. The development group’s director, Bob Beck, did not return multiple emails and phone calls regarding costs for this work. A 2011 report by the city of San Francisco, which includes Treasure Island, estimated that “geotechnical stabilization” measures would cost $137 million. Storm drains, soil grading and landscape and open-space improvements would add about $120 million.

Dilip Trivedi, the site’s project manager with international engineering firm Moffatt and Nichol, has been touting the consortium’s efforts for more than a decade. He said in a recent interview that the most built-up parts of the island should be safe from sea rise through at least 2070. Fifty years or so is a reasonable planning horizon for new developments, he added, and additional phased seawall construction can help future generations stay a step ahead of ever-higher tides.

“When you put together significant infrastructure, you don’t want to have to maintain it for about that time,” Trivedi said. “It is what we call project life.”

After years of planning, construction has started on residential towers with sweeping views of San Francisco and the Bay Area. At least 20,000 residents are expected to live on the island by 2035. (Yesica Prado/San Francisco Public Press)

Climate scientists, however, commonly try to predict sea rise out at least to the year 2100, a time when some current schoolchildren could be octogenarian residents of the island.

Every contemporary climate model predicts that, even with deep carbon reductions starting this decade, several feet of sea rise are locked in. The debates for climate adaptation strategy are how many feet and how far down the road we should consider.

With ever more sophisticated climate predictions, the outlook for sea level rise has continued to darken, indicating that current trends will likely accelerate through the end of the century. In one pessimistic scenario — which researchers say is among the possibilities in a “business as usual” global greenhouse gas emissions future — much of the island could find itself underwater frequently, and some of the most developed areas could occasionally be threatened with flooding.

To home in on Treasure Island’s future, the San Francisco Public Press asked researchers at the United States Geological Survey’s Pacific Coastal and Marine Science Center, based in Santa Cruz, to create a highly localized model of sea rise conditions under various climate scenarios. They found that bay waters could surge higher than the developers have long been saying publicly.

In that model, by 2100 there is a small but not insignificant chance of 4 feet, 11 inches of sea level rise — slightly more than what the island’s engineers have accounted for. Adding in the effects of tides, weather and other transient events, such as in the kind of extreme storm seen once in a century, that total could be 2 feet, 11 inches higher.

The resulting surge would, at least temporarily, send waves 1 foot, 2 inches higher than the lowest ground floors of some planned housing complexes.

While the project’s engineers never address this possibility in their public narratives, documents they have prepared show they have known about similar scenarios for years.

Their own maps, which superimpose flood conditions on existing land elevations, line up fairly closely to the Geological Survey’s findings. Yet the engineers have chosen to downplay the likelihood of these outcomes as they pursued permits to build, arguing that novel construction technologies could make the development invulnerable to flooding under any reasonable course of events.

In a 2016 sea rise adaptation filing with a regional watershed agency, Moffatt and Nichol included six maps showing potential flood conditions in each construction phase, side by side with maps showing how the planned short- and long-term sea level rise protections would prevent inundation.

One map shows 4 feet of sea rise. Before any land improvements, nearly the entire island would have been inundated — up to 8 feet in places — during flooding calculated by FEMA to have a 1% chance of occurring per year. Another part of that document showed a graph that indicated a 4-foot rise was possible by around 2093. The Geological Survey’s extreme scenario model for 2100 puts sea rise closer to 5 feet.

But Trivedi said that the raising of the land under many of the buildings, plus additional shoreline improvements, would protect key infrastructure. Beside that map, the engineers showed how the existing 3.5-mile perimeter wall could be raised by 1 to 3 feet, depending on location, which they said would keep much of the island dry, although a note appended to the diagram said: “Does not show intentional flooding from managed retreat on northern and eastern shorelines — TBD.”

Within the last year, regulators have started questioning whether the steps developers are taking are sufficient to guarantee that the island remains dry in the long term.

“This is a community that will be around a while,” said Ethan Lavine, chief of permits for shoreline development for the Bay Conservation and Development Commission. “At a certain point in time, they will need levee protection.” Lavine’s office is pressing Trivedi and his colleagues to use a more cautious view of climate change when assessing whether Treasure Island’s flood prevention techniques can handle what nature might throw at them.

When evaluating permit applications, government agencies require developers to reference the “best available science” to assess threats from climate change. In October 2021, the engineers issued an update to the 2016 filing. In it, Trivedi compared his firm’s sea level rise expectations against studies by several scientific bodies, including California’s Ocean Protection Council and the U.S. Army Corps of Engineers. His preferred predictions minimized the effect of the worst-case scenarios. The only needed change, he argued, would be to move up the time frame for planning adaptations by as much as five years.

Yet climate policy experts point out that with significant scientific papers being released each year, guidance for builders has become a moving target. Because they admit a great deal of uncertainty in their predictions, scientists always publish their results in charts that consider an array of environmental assumptions.

That gives developers leeway to choose which predictions to focus on when describing the risks to their capital investments. Treasure Island could be the most expensive local project in the region’s history to take advantage of this ambiguity.

Projecting optimism

All of Trivedi’s recent public statements conclude that the likelihood of the gloomiest climate scenarios is remote, and that the level of risk to property and lives is insignificant given the proposed engineering fixes. But a close examination of the 2021 adaptation plan offers a few reasons for concern:

• It dismisses high-end forecasts, in which global warming accelerates due to uncontrolled carbon emissions.
• It selectively cites climate models that make planned infrastructure appear sufficient to virtually eliminate future flood risk.
• It focuses on relatively short time frames, such as 20 or 50 years, while offering little specificity about expected conditions at the end of the century, which falls within the lifetimes of some children alive today.

Trivedi said in an interview that for planning purposes, he is focused on one recent predicted milestone: 3 feet of sea rise by 2080. In that circumstance, the ground floors of most buildings, to be built upon a now-elevated development pad, would still have a buffer of nearly 4 feet above the average highest tide of today.

He also asserted that the Intergovernmental Panel on Climate Change, a scientific committee organized by the United Nations, recently reported sea rise could be less severe than previously forecasted, based on the track record of recent years. “What has been observed is that sea level rise is not tracking” to the most pessimistic scenarios, he said. But there are reasons to question his conclusion.

The localized scenario for 2100 examined by the Geological Survey — the one resulting in water levels 1 foot, 2 inches above some developed areas — relies on a climate change prediction assessed to have a probability of 0.5%, that is, a 1-in-200 statistical chance of occurring. That prediction was published by the California Ocean Protection Council, a body of experts organized by the state government, in recent guidelines for community planning.

Trivedi said the international group’s current report indicates there’s “low confidence in that scenario happening.” When asked for a citation to back up this claim, Trivedi referenced a “localized model” of the findings from NASA, the National Oceanic and Atmospheric Administration and five other federal agencies.

A report these agencies jointly issued in February 2022 in fact gave a more nuanced view. In a section titled “Future Mean Sea Level,” the authors did exclude one scenario used by the Ocean Protection Council that had been labeled “extreme” and not given a numerical probability. But that is not the scenario Trivedi said the group ruled out. This same report indicates that the West Coast is likely to see 4 to 8 inches of rise over 30 years, accelerating later in the century.

Regardless of the pace of the increase, Treasure Island developers say they have contingency plans relying on future residents or taxpayers to fund the construction of progressively higher walls around the urban zone — several feet every few decades. In its latest update, Moffatt and Nichol said sea level rise of 1 foot by 2043 would trigger the plan to elevate the perimeter.

A strategy reliant on levees might seem risky in light of Hurricane Katrina in 2005, when faulty engineering of levees led to catastrophic flooding of parts of New Orleans that sit below the level of the Mississippi River and the Gulf of Mexico. In light of this recent history, Bay Area regulators are starting to ask whether the Treasure Island plan is entirely watertight.

A March 2022 letter from the Bay Conservation and Development Commission, the agency that issued the island’s 2016 permit for waterfront areas, called the update too optimistic and tolerant of long-term flooding potential.

“Public access along a shoreline and a big mixed-use development require using a medium-to-high-risk projection for sea level rise,” said the commission’s planning manager, Erik Buehmann.

Reengineering shaky ground

On an island built by the government generations ago out of rocks, soil and dredged sand, preparing high-and-dry land would be difficult even if it were not in an earthquake and tsunami zone.

In numerous reports and public presentations, Trivedi has said construction workers have elevated land on the 100-acre development pad to 3 feet, 6 inches above the “base flood elevation” — a height calculated by Federal Emergency Management Agency representing a 1% chance of flooding each year. The homes, hotels and businesses there will be set back from the shoreline by 200 to 300 feet on most sides and as much as 1,000 feet from the northern shore because that area is more prone to flooding. Building is planned to roll out in phases through 2035.

Workers have spent years using cranes to repeatedly drop heavy weights to compact the soil. They have driven vibrating probes into the earth, filling the holes with concrete for stabilization. They then piled 1 million cubic yards of soil atop the compacted layer. These measures are intended to prevent the kind of ground liquefaction seen in the Marina District and elsewhere during the devastating 1989 Loma Prieta earthquake. Other geological improvements include inserting vertical wick drains, akin to long drinking straws, to help remove water from the soil as it compresses. These techniques have been used by civil engineers around the world for more than 30 years to develop areas without easy access to bedrock.

Developers have trucked in and compacted 1 million cubic yards of soil to raise the land underneath new buildings in one strategy to mitigate flood risk. (Yesica Prado/San Francisco Public Press)

Trivedi said these measures, together with a jagged, rocky seawall raised to allow for just over 1 foot of sea rise, would help take energy out of large waves, and the setback would use the landscape to dissipate any possible overtopping before it reaches valuable structures.

At the same time, the engineers have recognized that much of the island — particularly the low-lying northern end — are indefensible. Areas that have flooded in the past will eventually be sacrificed to rising waters. That strategy has immediate, concrete consequences: Dozens of existing structures, including homes of about 3,000 people currently living there, are set to be demolished to create open space. Over time these areas could be turned into tidal marshland to protect the newly developed areas from storms.

Regulators balk at a sunny assessment

The Bay Conservation and Development Commission, the agency most empowered to weigh in on new waterfront building, is hamstrung by a legal mandate to regulate only what happens 100 feet inland, regardless of elevation — an artifact of legislation dating from before climate change was a dominant concern.

The 2016 permit the agency issued for improvements on Treasure Island’s margins, including a ferry terminal, required adaptation updates every five years. Moffatt and Nichol’s 2021 update concluded that the original adaptation plans needed few changes, except for possibly needing to accelerate, by five years, the planning process for building higher perimeter levees.

Regulators balked at the assessment. In a March 2022 letter, the commission advised Moffatt and Nichol to plan more conservatively. The agency demanded consideration of a 1-in-200 chance sea rise scenario, in which seas rise 6 feet, 11 inches by 2100. Adding in a 100-year storm surge, waves could plausibly overtop portions of the sea wall along the southeastern side by about 1 to 2 feet, and along the northern end by about 1 foot. That is an even worse outcome than that predicted by Geological Survey’s localized flooding model.

The commission said Moffatt and Nichol seemed too dismissive of chances that things could go wrong.

“The permittees decided to design the project considering very low risk of sea level rise related impacts” the letter said, noting also that engineers seemed too focused on the short time horizon of 2080.

Trivedi counters that the Treasure Island development was never built upon projections of a certain sea level happening by a certain date, because seawalls can, for all practical purposes, be built arbitrarily high, on whatever schedule is needed.

“We adopted an approach where we decided on an allowance we are building into the project,” he said in the interview. “As future projections come out, we will adjust the date of the adaptation.”

Commission staff met with planners from Moffatt and Nichol last summer to work out the requested additions to the 2021 adaptation strategy. Buehmann, who worked on the original permit, said follow-up discussions were to be expected because the Treasure Island permit was the first since the commission began requiring builders to submit sea rise assessments. “We didn’t expect it to be perfect the first time,” he said.

Whatever comes of this process which Trivedi referred to as merely “an internal thing” that was required for the filing — the adaptation plan is unlikely to change significantly, because the development pad is already in place and huge construction cranes are sprouting up on Treasure Island’s skyline. What is left in the playbook is raising future seawalls, ceding the northern open space and the installation of pumps.

Government officials have long acknowledged the inevitability of Treasure Island’s relying on artificial barriers. In 2015, Brad McCrea, regulatory program director at the commission, told the Public Press: “At the end of the day, this will be a levee-protected community — there’s no getting around that.” Since then, agency staff have not changed their view.

Rapidly outdated climate science

To determine how high to raise the building pad, Treasure Island builders consulted several climate studies published as early as 1987 and as recently as 2007. At that point, scientists were predicting that by 2100, oceans could rise as much as 4 feet, 7 inches.

This forecast was echoed by a state panel of scientists and policy experts in 2009, when then-Gov. Arnold Schwarzenegger visited Treasure Island to announce its findings and call for better sea level rise mitigation.

When finished, Treasure Island could be a spectacular locale for commuters to San Francisco to settle. But residents will face similar flooding challenges to those in waterfront communities throughout the Bay Area. (Yesica Prado/San Francisco Public Press)

Moffatt and Nichol then relied on these studies to anticipate that the oceans would rise 3 feet by 2075. So the company proposed raising the development pad to 3 feet, 6 inches above the predicted levels for a once-in-a-hundred-year flood.

Moffatt and Nichol did not spell out a rationale for setting the height of the development pad, as the Public Press reported in 2010. The firm did argue that raising it higher could create other problems, such as jeopardizing the island’s stability under the weight of packed soil and adding expense. “At some point it doesn’t become cost-effective — it’s a matter of acceptable levels of risk over your planning horizon,” Trivedi said in an interview then.

To be sure, when Treasure Island plans were drawn up, scientific modeling showed wide uncertainty about how much global temperatures could increase. In 2009, scientists around the world were saying that oceans could rise anywhere from a minimum of 3 feet, 3 inches to a maximum of 4 feet, 11 inches by 2100. At that time, the effects of ice melt from land via glaciers, snowpacks and ice caps were little understood.

Today, European and U.S. scientists using satellite imagery to measure the shape of Greenland’s ice sheets say melting is outstripping gains from snowfall. In a paper published last August, they found that no matter how much countries curb emissions, seas will rise by a minimum of 11 inches from this effect alone.

Focusing locally

The U.S. Geological Survey developed the Coastal Storm Modeling System to help protect waterfront communities. It simulates the forces behind wave and wind data and translates them into local flood projections that include tides, storm surges, waves and seasonal events such as El Niño.

The Public Press requested that the agency simulate a small section of San Francisco Bay, in the vicinity of Treasure Island, relying on probability scenarios for global sea levels in 2100 developed by the California Ocean Protection Council in a 2018 guidance paper (PDF). This report offered up sea rise projections of likelihoods as high as 50% and as low as 0.5%.

The Ocean Protection Council’s examination of a wide array of probabilities heavily influenced the Bay Conservation and Development Commission’s critique of the Treasure Island adaptation update. The commission’s biggest concern was that change might happen faster than the engineers were anticipating.

Explore sea level rise scenarios using Climate Central’s interactive tool. Here we show floodwaters at 7.8 feet above the present-day high tide line.

But Trivedi said the Ocean Protection Council’s past predictions had already failed. “If you look at the year 2022 projections, follow the OPC formulas,” Trivedi said. “We should have seen about 8 inches of sea level rise since 2000. In reality, it has been about 2 inches or less.”

Most forecasts predict increased global temperatures due to persistent carbon pollution. But the emissions projections are still hotly contested.

The Ocean Protection Council examined two emissions scenarios. One assumed that carbon dioxide output doubles through 2050. The other imagined more aggressive greenhouse gas reductions — 70% by 2050 and “net zero” emissions by 2080.

For the purposes of seeing how bad things could plausibly get, the U.S. Geological Survey used a midlevel emissions scenario. This decision was based on detailed simulations into the next century of swell and waves along the Pacific Ocean. What the researchers found was that paradoxically, milder greenhouse gas levels generated worse storms for California’s coast than do extreme ones.

“What’s really changed in the research community is that worst-case scenarios have become more common,” said Patrick Barnard, a research geologist with the agency. “The state is asking communities to prepare for these.”

This approach helps waterfront areas learn to be more risk-averse to protect property and lives.

Avoiding mistakes of the past

Foster City is paying a high price for waterfront sprawl. Like Treasure Island, the mid-Peninsula community 25 miles to the south was built entirely on landfill, not unusual in the Bay Area, where efforts to accommodate population growth stretching back to the Gold Rush consumed most of the wetlands and tidal marshes.

Foster City did have worries about flooding decades ago. It is shot through with artificial waterways, including two sloughs, several small canals and an artificial lagoon. Barely above sea level before being developed, it would not exist if not for its levees and seawalls.

Yet, in 2014 FEMA informed Foster City officials that new studies showed (PDF) the levee system was neither strong nor tall enough to withstand a major storm and the large waves that would result. Update the seawalls and levees, or the entire city would be designated a floodplain, the agency said.

Sixty years ago, developers there hauled in tons of sand to raise the land several feet to construct thousands of homes in what became a 33,000-resident community. That was a time when climate change was not a part of city planning vernacular. Today workers are busy widening and raising levees and adding interlocking steel plates as a bulwark against the storms federal regulators warned of, as well as rising seas.

But Treasure Island, which is slated to add 8,000 units of housing to accommodate more than 20,000 residents, is still more than a decade away from build-out. What the engineers put in place there in the next few years could avoid Foster City’s mistakes — or compound them.

To be sure, some cities are starting to alter blueprints on pace with the evolving science. In October, the Port of San Francisco announced it was collaborating with the Army Corps of Engineers to study how to shore up the city’s seawall along its eastern waterfront (PDF), from Fisherman’s Wharf to the Hunters Point Shipyard, to combat both sea rise and earthquake risk. This area includes attractions like the Chase Center sports arena, a project green-lighted before a city-commissioned study surfaced that predicted flooding from sea level rise in the new Mission Bay neighborhood, as the Public Press reported in 2017.

Port officials now say they anticipate 7 feet of sea level rise by the end of the century. That is 2 feet, 5 inches higher than the level Treasure Island’s developers are planning for in their adaptation strategy.

The Port’s yearlong effort will consider elevating barriers along the Embarcadero, installing a system of locks at Mission Creek and buying back and cleaning up privately owned landfill areas around Islais Creek to return them to the tidal zone.

Not easy to abandon a home

In the grips of a housing affordability crisis, San Francisco needs new construction. But is a flood zone the wisest place to build? That could depend on how long we expect buildings to last.

Barnard, of the U.S. Geological Survey, has traveled to many communities, including Okracoke Island, part of North Carolina’s Outer Banks, to assess how to protect people from storms. In September 2019, Hurricane Dorian shut the island down to visitors. For residents, it was hard to consider leaving a place they have inhabited for seven or eight generations. “You can’t detach people from their place, or their heart,” Barnard said. “They’ll stay until water is up to their nose.”

Before the developers moved in, Treasure Island had roughly 3,000 residents, according to the 2020 Census, many living in homes built for the U.S. Navy in the mid-20th century when it was a military base. Nearly half have a household income less than $50,000, and many do not speak English.

Now these residents are on tenterhooks. Under an agreement with the developer, people who lived on Treasure Island before 2011 are guaranteed new affordable and rent-controlled units. But the wait times and other inconveniences have been tough. Everyone is living in a construction site with an unreliable electrical grid that browns and blacks out frequently.

Most of the existing low-lying homes on the island, built decades ago, will be razed to make room for new condos, as well as open space that developers say could be abandoned to bay waters as seas rise. (Yesica Prado/San Francisco Public Press)

The new units are supposed to be comparable to what they had, but longtime islander Christoph Opperman said they have been offered “interim” units that, for example, might not have enough space for a family, or lack laundry facilities.

“They’re picking us off one neighborhood at a time by making us do two moves,” Opperman said. “We’re not entitled to just anything on the island, but we are entitled to fair treatment.”

Treasure Island’s planners are essentially acknowledging that they must sacrifice part of the island to the bay, even while pursuing a more built-up urban environment just several hundred feet away. This combination of advance and retreat is all part of the plan, the engineers say.

Asked whether he would move to Treasure Island, Trivedi did not hesitate to say yes, observing that no part of the Bay Area was completely free of danger.

“I don’t see why not,” he said. “I mean, should people be moving to San Francisco, because of the seismic risk? Buildings are being designed to codes. And flooding is the same way.”

This reporting is supported by grants from the Solutions Journalism Network’s Business and Sustainability Initiative and by the Fund for Investigative Journalism.

The post Promising to Stop Floods at Treasure Island, Builders Downplay Danger of Sea Rise appeared first on DAILY SAN FRANCISCO BAY NEWS.

• Two custodians for a historic lighthouse and hotel in San Francisco Bay are being recruited.
• The two-year posting starts in April, pays $140,000 a year – but two people must apply jointly.
• The successful applicants’ duties will include being a boat captain, chef, and gift shop attendant.

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Tech giants might be shedding thousands of staff, but there’s one job in northern California still up for grabs — as long as you have a partner or friend to apply with.

The East Brother Light Station is looking for two people to become lighthouse keepers for two years on the tiny island just off Point San Pablo in Richmond.

The joint role pays $140,000 a year and starts in April – but yes, there are just a few catches.

The buildings were constructed in 1873.

Liz Hafalia/Getty Images

One applicant must have a valid captain’s license issued by the US Coast Guard. Oh, and if you smoke, have kids or pets then don’t bother applying.

The successful applicants face working hard for their money. Lighthouse keepers need to be a jack of all trades on the island that hosts both day trippers and overnight guests with rooms costing up to $525 a night.

You could regularly find yourself switching between coast guard, lighthouse operator, cleaner, maid, gift shop attendant, boat captain, and chef. “High-quality culinary experience” is required to be in with a chance, The Mercury News reported.

Meanwhile, you’ll also have to cope with no Wifi, patchy cellular reception, and dodgy plumbing.

Tiffany Danse and Tyler Waterson, two former innkeepers, estimate they worked about 80 to 90 hours a week maintaining the island between 2019 and 2021, they told the San Francisco Chronicle.

Former innkeepers Tiffany Danse (left) and Tyler Waterson (right).

Liz Hafalia/Getty Images

Their average Saturday morning to-do list included: “Brew coffee. Bake fresh blueberry muffins. Cook and serve hot breakfast for 10. Give historical tour and foghorn demonstration. Clean up breakfast dishes and kitchen. Reset dining room. Clean the inn. Start prepping four-course dinner for 10 more people. Run boat service to the mainland. Make beds. Run boat service to the mainland again,” the Chronicle wrote.

Despite the grueling workload, Danse enjoyed her two years on East Brother.

“You can feel the space more out here. When you’re in the middle of the city, everything feels a bit tighter and more constricted, but out here it feels more spacious, which is ironic because you’re on a three-quarter acre rock,” she told the Chronicle.

Any “high-quality” chefs and aspiring hoteliers who also know someone with a captain’s license and have a couple of years to spare can apply here.

The post Two Lighthouse Keepers for Tiny Island in San Francisco Bay appeared first on DAILY SAN FRANCISCO BAY NEWS.

Forty-three years after a Long Island girl was killed while visiting her long lost sister in San Francisco, cops say they’ve finally arrested the man who strangled the teen and left her body in a park.

Mark Stanley Personette, 76, of Conifer, Colo., was arrested Thursday and charged with homicide in the death of 15-year-old Marissa Rolf Harvey, whose body was found in Sutro Heights Park on March 28, 1978. Authorities are now eyeing him as a suspect in other unsolved homicides.

This image provided by the San Francisco Police Department shows the Jefferson County, Colo., Sheriff’s Department booking photo of Mark Stanley Personette. On Thursday, Dec. 16, 2021, Personette was arrested in Colorado on suspicion of killing a teenage girl in San Francisco more than four decades earlier and detectives who cracked the case say he may be a suspect in other unsolved homicides. (AP)

The investigation had remained dormant for decades until October 2020, when the San Francisco Police Department’s cold-case unit reexamined the killing. The department said it had relied on “advanced investigative methods,” without going into detail.

San Francisco law enforcement shared few details about Personette, who lived 1,200 miles from The City by the Bay. Online records show he’s also charged with being a fugitive from justice.

“For more than four decades, Marissa Harvey’s family members have been relentless advocates to bring her killer to justice,” said San Francisco Police Chief Bill Scott, “We hope this development in the case begins to bring a measure of healing and closure they’ ve been too long denied.”

The victim’s mother, Marguerite Schultz, 86, declined to comment on the breakthrough. She said detectives told her to stay silent about the case because the investigation is still active.

Mark Stanley Personette, 76, of Conifer, Colorado, was arrested Thursday and charged with homicide in the death of 15-year-old Marissa Rolf Harvey (pictured), whose body was found in Sutro Heights park on March 28, 1978.

Months before her death on the West Coast trip, Marissa and her family learned that the adopted girl had a biological sister in California.

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According to reports, Marissa begged her parents in Port Washington, LI to go. They finally relented in March to let the girl fly alone to San Francisco during her Easter break for a weekend visit.

Among the items on Marissa’s to-do list was horseback riding at the Golden Gate Park Stables, where her sister’s friend dropped her off, unaware that the stables were closed.

When Marissa failed to return, her sister reported her missing. A day later, just before sunset, a man saw a pair of small feet sticking out of a park bush.

This Nov. 5, 1979, image provided by the San Francisco Police Department shows the Hopewell Township, NJ, Police Department booking photos of Mark Stanley Personette. On Thursday, Dec. 16, 2021, Personette was arrested in Colorado on suspicion of killing a teenage girl in San Francisco more than four decades earlier and detectives who cracked the case say he may be a suspect in other unsolved homicides. (AP)

Authorities determined Marissa had been sexually assaulted and strangled.

Investigators quickly hit a dead end — until recently. The police chief thanked forensic scientists and “other unsung heroes” for helping crack the case.

Cops shared information about Personette with other departments to determine if he’s linked to other cold-case assaults and murders.

Police released several booking photos of Personette taken over decades, showing that he had been arrested multiple times, including in New Jersey.

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SAN FRANCISCO (BCN) – San Francisco city officials on Tuesday celebrated the launch of new ferry service to Treasure Island.

The new service marks a major milestone in the development of the island, with a new affordable housing project set to bring some new 8,000 homes in the coming years.

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The new service will shuttle riders on a 48-passenger boat between the new Treasure Island Ferry Terminal and the San Francisco Ferry Building’s Gate B. The ferry will operate 16 hours daily, seven days a week and will be operated by the company Prop SF.

One-way tickets will cost $5, although children under 4 years old can ride for free. Additionally, monthly passes will be available for $150.

“Today marks a significant step forward in realizing the transportation vision for Treasure Island,” Mayor London Breed said in a statement. “This new ferry service will not only increase transit options for existing residents, but it will allow all San Franciscans and visitors of our city an opportunity to experience the current and future amenities that Treasure Island has to offer.”

“Treasure Island has long needed this vital connection to the rest of the city and I’m excited to see this finally happening,” District 6 Supervisor Matt Haney said. “Increasing public transit options and making their use easy and convenient for our riders is paramount to our city’s efforts to build a more equitable transportation system.”

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The cost of operating the new ferry service is being subsidized by Treasure Island Community Development, the master developer of the housing project.

“We felt it was critical to jumpstart the ferry service to expand transportation options for new and existing residents, workers, and visitors,” said Chris Meany, co-manager of TCID’s redevelopment effort. “It’s a leap forward in integrating Treasure Island with the rest of San Francisco.”

Under the redevelopment project, 229 units of housing are expected to be completed sometime this year. Then, an additional 1,000 units of housing are expected to be completed by the end of 2024. Once the project is completed, 8,000 new homes in total will be built, as well as 300 acres of parks, as well as new restaurants, shops, art installations, and more.

In addition, city officials are planning to add an additional bus line to the island, complimenting the San Francisco Municipal Transportation Agency’s 25-Treasure Island bus line, which is currently the only Muni bus line with service between the island and the city.

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Mayor Breed and city officials traveled across the Bay by ferry on what will be new regular service between the San Francisco Ferry Building and Treasure Island come January.

The two decades in the making project on Treasure Island and Yerba Buena Island has seen massive strides recently in housing, transportation and infrastructure development.

“It’s amazing to see what this place is going to become for people and how this place is really going to begin to come alive again,” said Mayor Breed.

RELATED: New neighborhood breaks ground on Treasure Island

The Treasure Island Ferry Terminal was just completed this summer.

Other infrastructure improvements include new roads and pathways, water and power facilities and public parks.

Parts of Treasure Island are raised three feet for sea level protection. Geotechnical work has strengthened its foundation and ensured its seismic resiliency.

Eventually, there will be 8,000 new homes with more than 2,000 designated for affordable housing.

The first new homes to be build on Treasure Island are a 105-unit, 100-percent affordable housing complex for formerly and currently homeless veterans.

RELATED: DRONEVIEW7: Treasure Island offers unparalleled views

“This is a former military base and so to have the first project honor those who have served means a lot,” said Sherry Williams, One Treasure Island Executive Director.

“We’re so pleased that shows the city’s commitment to making this a place for everyone,” said Chris Meany, Treasure Island Community Development.

At build-out, Treasure Island and Yerba Buena Island will boast stores, restaurants, offices and 300 acres of new parks.

The approximately $6 billion dollar project is expected to create 2,000 union construction jobs and 3,000 permanent jobs.

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SAN FRANCISCO (KPIX 5) – It took a quarter of a century of planning, but a new treasure island is taking shape in San Francisco Bay.

On Wednesday, the Mayor of London Breed received a tour of the massive expansion of the city’s housing stock and the Bay’s ferry fleet.

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“We can’t stop here,” said Breed. “This is a project that has been in the works for over 20 years. And it shouldn’t be long before we’re building apartments in San Francisco. “

Breed toured what could be called a housing estate. You could also call it the comprehensive transformation of two San Francisco Islands, from the new water tanks on Yerba Buena to the massive redistribution of the earth on Treasure Island.

The focus on Wednesday, however, was on the two buildings nearing completion, one with 124 mostly market-line condominiums visible from Bay Bridge, as well as a 105-unit building for homeless veterans.

“Eight thousand units are planned for Treasure Island,” said Sherry Williams of One Treasure Island. “And over 2,000 of them will be affordable units.”

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The two buildings thus mark the beginning of a massive expansion to hundreds of millions of dollars in infrastructure improvements. And that includes the means of transport that the mayor took over for the tour on Wednesday, the new Treasure Island Ferry, which is scheduled to go into operation on January 1st.

“As long as it’s a reasonable price, I’ll probably take more than the bus,” said Treasure Island resident Gregg Dockins.

Dockins says he and other residents have known their old apartment briefly and would like to believe it is in the new TI. there will be a place for them

“I’m not entirely sure how Treasure Island management will approach these things in the future,” Dockins said. “Whether those of us who have lived here for a long time or who are given priority in these new units, or whether we have to apply like everyone else.”

These questions can take a long time to be answered. The project, pursued by security concerns, has so far advanced slowly. The timeframe for completion is long.

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“Well, it will probably be 15 years before it is fully expanded by 2035, 2036,” said Robert Beck of the Treasure Island Development Authority. “The transformation that you will experience in the next 2 1/2, three years will be remarkable.”

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BETHESDA, Md.–(GESCHÄFTSDRAHT)–Pebblebrook Hotel Trust (NYSE: PEB) (das „Unternehmen“) gab heute den Erwerb des Jekyll Island Club Resort für 94,0 Millionen US-Dollar bekannt. Das 200-Zimmer-Resort ist im National Register of Historic Places aufgeführt und liegt im Herzen von Jekyll Island, einer der renommierten Golden Isles vor der Küste von Georgia. Das Unternehmen hat Noble House Hotels & Resorts („Noble House“) mit der Verwaltung des Resorts beauftragt.

Das Jekyll Island Club Resort umfasst den Jekyll Island Club am East River, der 159 Gästezimmer und Suiten bietet, die vom Charme und Dekor des späten 19. Jahrhunderts in vier denkmalgeschützten Gebäuden inspiriert sind, jedes mit einem individuellen Design und Layout, darunter drei einzigartige viktorianische Stile private Villen. Das Resort verfügt auch über den Jekyll Ocean Club, eine 2017 eröffnete Oase am Meer mit 41 Zimmern, darunter 40 geräumige Suiten, mit atemberaubendem Meerblick und Zugang zum Atlantischen Ozean. Das Jekyll Island Club Resort bietet über 14.000 Quadratmeter einzigartige Indoor-Meetingfläche, 5 Restaurants und Lounges, darunter den gefeierten Grand Dining Room, das äußerst beliebte Wharf Restaurant und die Eighty Ocean Kitchen und Bar im Freien, 2 Außenpools, zahlreiche Außenveranden und dramatische Veranstaltungsrasen, Zugang zu unberührten Stränden und ein typischer Krocketrasen im Stil des 19. Jahrhunderts.

„Wir freuen uns sehr, dieses ikonische Resort auf der historischen Jekyll Island zu erwerben“, sagte Jon E. Bortz, Chairman, President und Chief Executive Officer von Pebblebrook Hotel Trust. „Dieser regionale Rückzugsort ist das beliebteste Reiseziel der Insel und liegt strategisch günstig im Zentrum des historischen Jekyll Island National Landmark District. Es gibt viele Möglichkeiten im Resort, die finanzielle Leistung des Anwesens durch operative Verbesserungen und physische Verbesserungen zu steigern, einschließlich der Verbesserung des gesamten Gästeerlebnisses, der Erweiterung des Restaurant- und Barangebots, der Neugestaltung des Merchandising und der Qualität der Einzelhandelsflächen und der Schaffung vieler weiterer Einnahmen. Veranstaltungsorte zu generieren. Unsere Sanierungsexpertise in Kombination mit unseren Asset-Management-Initiativen sollte in diesem traditionsreichen Resort eine enorme Wertschöpfung generieren.“

Bei seiner Gründung im Jahr 1888 war das Jekyll Island Club Resort ein exklusiver Rückzugsort und Spielplatz für die reichsten Familien des Landes, darunter die Vanderbilts, Morgans, Pulitzers und Rockefellers, die die viktorianischen Villen des Resorts gebaut haben. Das Jekyll Island Club Resort ist seit mehr als 100 Jahren für sein elegantes Design, seine unvergleichliche Umgebung, seine Inselverantwortung und seine ökologische Nachhaltigkeit bekannt.

Jekyll Island ist Teil der Golden Isles, einer Gruppe von vier vorgelagerten Inseln vor der Küste von Georgia, zu denen St. Simons Island, Sea Island und Little St. Simons Island gehören. Jekyll Island ist ein beliebtes und dennoch intimes Urlaubsziel mit kilometerlangen Outdoor-Annehmlichkeiten, darunter ausgedehnte Rad- und Wanderwege, Naturparadiese am Meer, Kutschenfahrten und mehrere gut ausgestattete öffentliche Golfplätze. Die Insel ist stolz auf ihren Fokus auf ökologische Nachhaltigkeit. Die gesamte Entwicklung wird von der Jekyll Island Authority kontrolliert, einer selbsttragenden staatlichen Einrichtung, die für die Gesamtverwaltung, Erhaltung und Verwaltung von Jekyll Island verantwortlich ist.

Noble House wurde von Pebblebrook ausgewählt, um das Jekyll Island Club Resort zu verwalten. Nach der Übernahme des Jekyll Island Club Resort verwaltet Noble House nun sechs der Immobilien von Pebblebrook.

„Wir freuen uns, mit Noble House bei einem weiteren prestigeträchtigen Resort zusammenzuarbeiten“, fuhr Bortz fort. „Noble House verfügt über umfangreiche Erfahrung in der Transformation und dem kreativen Betrieb hochwertiger, ikonischer Resorts, darunter unser LaPlaya Beach Resort & Club in Naples, Florida, unser neu entwickeltes San Diego Mission Bay Resort und unser kürzlich renoviertes L’Auberge Del Mar in Südkalifornien. Wir freuen uns darauf, das Jekyll Island Club Resort mit Noble House in unsere wachsende Resort-Kollektion aufzunehmen.“

„Wir fühlen uns geehrt, diese einmalige Gelegenheit zu haben, dieses ikonische Resort zu verwalten und seine geschichtsträchtige Geschichte und natürliche Schönheit zu feiern“, sagte Sean Mullen, President, Acquisitions, Sales & Revenue Management bei Noble House Hotels & Resorts. „Dieses einzigartige Resort bietet den schönsten Sonnenuntergang und Meerblick der Insel, geräumige Veranden und Rasenflächen, Vordächer aus alten Eichen und atemberaubende Naturgärten. Dies macht das Jekyll Island Resort zum perfekten Ziel für Feiern und Versammlungen jeder Größe, das jedes Jahr über 100 Hochzeiten veranstaltet und gleichzeitig Familien und andere kleine Gruppen willkommen heißt, die von der Geschichte und natürlichen Schönheit von Jekyll Island angezogen werden.“

Für das Gesamtjahr 2021 wird das Jekyll Island Club Resort voraussichtlich mit einer Auslastung von 68 Prozent betrieben, mit einem durchschnittlichen Tagespreis von 268 USD („ADR“), einem Zimmerumsatz von 182 USD pro verfügbarem Zimmer („RevPAR“) und einem Gesamtumsatz von 360 USD pro verfügbarem Raum („TRevPAR“). Das Resort wird voraussichtlich einen Hotelgewinn vor Zinsen, Steuern, Abschreibungen und Amortisationen („Hotel-EBITDA“) von 7,6 Mio.

Durch die Übernahme des Jekyll Island Club Resort erhöht sich die Gesamtzahl der Immobilien im Portfolio des Unternehmens auf 52, darunter 9 unabhängige Lifestyle-Resorts, die direkt angefahren werden.

Vertrag zum Verkauf der Villa Florence San Francisco am Union Square

Das Unternehmen hat einen Vertrag über den Verkauf der Villa Florence San Francisco am Union Square für 87,5 Millionen US-Dollar an einen unabhängigen Dritten abgeschlossen. Pebblebrook erwartet, dass der Verkauf im dritten Quartal 2021 abgeschlossen wird. Der Verkauf unterliegt den normalen Abschlussbedingungen, und das Unternehmen gibt keine Zusicherungen, dass dieser Verkauf zu diesen Bedingungen oder überhaupt abgeschlossen wird.

Über Pebblebrook Hotel Trust

Pebblebrook Hotel Trust (NYSE: PEB) ist ein börsennotierter Real Estate Investment Trust („REIT“) und der größte Eigentümer von Lifestyle-Hotels in Städten und Resorts in den Vereinigten Staaten. Das Unternehmen besitzt 52 Hotels mit insgesamt etwa 12.800 Gästezimmern in 14 Stadt- und Resortmärkten mit Schwerpunkt auf den Gateway-Städten der Westküste. Für weitere Informationen besuchen Sie www.pebblebrookhotels.com und folgen Sie uns unter @PebblebrookPEB.

Über Noble House Hotels & Resorts

Basierend auf einer Philosophie, die Lage, Unterscheidung und Seele betont, widmet sich Noble House Hotels & Resorts der Schaffung und Verwaltung außergewöhnlicher Hotels, die ihre lokale Gemeinschaft feiern. Das Noble House-Portfolio hat seinen Hauptsitz in Seattle, Washington und wächst kontinuierlich. Es umfasst ein luxuriöses und gehobenes Portfolio von 18 einzigartigen und optisch faszinierenden Hotelimmobilien, über 50 Restaurants, Bars und Lounges, den Napa Valley Wine Train und eine Reihe von Spas, Yachthäfen und Privatresidenzen in den USA und Kanada. Eine Reihe von Strandresorts in Kalifornien und Florida, Luxusresorts in Jackson Hole, WY, British Columbia und Colorado sowie preisgekrönte Stadthotels in Seattle und San Francisco unterstreichen die vielfältige Kollektion. Die kuratierte Sammlung einzigartiger Hotels, Resorts und Abenteuer ist dafür bekannt, unvergessliche Reiseerlebnisse zu schaffen. Für weitere Informationen besuchen Sie www.noblehousehotels.com oder rufen Sie Noble House Hotels & Resorts unter 877.NOBLE.TRIP an.

Diese Pressemitteilung enthält bestimmte „zukunftsgerichtete Aussagen“, die gemäß den Safe-Harbor-Bestimmungen des Private Securities Reform Act von 1995 gemacht wurden “, „sollte“, „potenziell“, „beabsichtigen“, „erwarten“, „anstreben“, „vorhersehen“, „schätzen“, „ungefähr“, „glauben“, „könnten“, „projizieren“, „vorhersagen“, „Prognose“, „Weiter“, „Annahme“, „Plan“, Verweise auf „Ausblick“ oder andere ähnliche Wörter oder Ausdrücke. Zukunftsgerichtete Aussagen basieren auf bestimmten Annahmen und können zukünftige Erwartungen, zukünftige Pläne und Strategien, finanzielle und operative Prognosen und Prognosen sowie andere zukunftsgerichtete Informationen und Schätzungen beinhalten. Beispiele für zukunftsgerichtete Aussagen sind: Prognosen der Hotelbetriebsleistung; die zeitliche Schätzung des Unternehmens für den Abschluss eines Hotelverkaufs; Beschreibungen der Pläne oder Ziele des Unternehmens für zukünftige Operationen, Akquisitionen oder Dienstleistungen; und Beschreibungen von Annahmen, die dem Vorstehenden zugrunde liegen oder sich darauf beziehen, einschließlich Annahmen bezüglich des Zeitpunkts ihres Eintretens. Diese zukunftsgerichteten Aussagen unterliegen verschiedenen Risiken und Unsicherheiten, von denen viele außerhalb der Kontrolle des Unternehmens liegen und die dazu führen können, dass die tatsächlichen Ergebnisse erheblich von diesen Aussagen abweichen. Zu diesen Risiken und Ungewissheiten zählen unter anderem der Zustand der US-Wirtschaft und das Angebot an Hotelimmobilien sowie andere Faktoren, die in den Unterlagen des Unternehmens bei der Securities and Exchange Commission ausführlicher beschrieben werden, einschließlich, ohne Einschränkung, den Jahresbericht des Unternehmens auf Formular 10-K für das am 31. Dezember 2020 endende Jahr. Sofern nicht gesetzlich vorgeschrieben, lehnt das Unternehmen jede Verpflichtung ab, zukunftsgerichtete Aussagen zu aktualisieren, sei es aufgrund neuer Informationen, zukünftiger Ereignisse oder aus anderen Gründen.

Weitere Informationen zu den Geschäfts- und Finanzergebnissen des Unternehmens finden Sie in den Abschnitten „Erörterung und Analyse der Finanzlage und des Betriebsergebnisses durch das Management“ und „Risikofaktoren“ der SEC-Einreichungen des Unternehmens, einschließlich, aber nicht beschränkt auf seinen Jahresbericht auf Formular 10-K und Quartalsberichte auf Formular 10-Q, von denen Kopien im Bereich Investor Relations auf der Website des Unternehmens unter www.pebblebrookhotels.com erhältlich sind.

Alle Informationen in dieser Pressemitteilung beziehen sich auf den 22. Juli 2021. Das Unternehmen übernimmt keine Verpflichtung, die Aussagen in dieser Pressemitteilung zu aktualisieren, um die Aussagen den tatsächlichen Ergebnissen oder Änderungen der Erwartungen des Unternehmens anzupassen.

Für weitere Informationen oder um Pressemitteilungen per E-Mail zu erhalten, besuchen Sie bitte unsere Website unter www.pebblebrookhotels.com

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Aerial view of Yerba Buena Island, with San Francisco in the background

Hayes Davidson

Yerba Buena Island is a dramatic and historical part of the City by the Bay. An army camp was set up here in 1868, which in 1875 led to the construction of a still-preserved octagonal lighthouse. Over the years it has been called Sea Bird Island, Wood Island, and Goat Island, but in 1931 it was restored to its original Spanish name. The Yerba Buena Tunnel runs through its center and connects the western and eastern sections of the San Francisco-Oakland Bay Bridge.

Now, after decades of transition and struggle, the island is home to some of the most dramatic and beautiful residential areas in the world spread over 72 acres. Aptly named Hilltop Park crowns the summit of the island and was designed by landscape and public artist Walter Hood, who received the MacArthur Genius Grant in 2019. There are also five miles of wooded, winding dirt and gravel walking trails, as well as a sheltered sandy beach called Clipper Cove.

The island of Yerba Buena remained in military hands until the 20th century. The Works Progress Administration created the adjacent 403 acre Treasure Island in the 1930s. It was supposed to be the San Francisco airport and for a time served as the departure and landing area for Pan Am’s China Clipper. In 1996 the military base was shut down and both Treasure Island and Yerba Buena Island became the responsibility of the City of San Francisco.

“When Treasure Island became a naval base, officials lived on Yerba Buena Island,” said Chris Meany, partner at Wilson Meany, a San Francisco-based boutique developer who is building 266 residences on the island with the Stockbridge Capital Group .

“Treasure Island is artificially created and therefore flat like a pancake. The island of Yerba Buena, on the other hand, is a natural island with scenic beauty and steep hills. 70% of the island is restored natural habitats. From here, homeowners have some of the most beautiful views in the world in every direction. “

The Bristol, a six-story condominium building, has 124 condos on offer, ranging from a low $ 800,000 for studios to a low $ 3 million for three-bedroom units. The additional apartments include townhouses starting at $ 3 million and the apartments that offer LEED-certified single-story luxury residences starting at $ 3.9 million.

The apartments on the island of Yerba Buena, boutique buildings each with one-story residential buildings … [+] which are served by a private elevator that leads directly into the house.

Hayes Davidson

“We are very proud to officially launch sales on Yerba Buena Island at a time when ethos and lifestyle are so important,” said Mike Leipart, managing partner of Agency Development Group, who is responsible for marketing and sales for Yerba Buena Iceland monitors. “Owning a home on Yerba Buena Island is truly a once in a lifetime opportunity to step into a unique, special setting from the ground up. The residents will create the first of their kind neighbors who value connectivity, a holistic and wellness lifestyle and an appreciation for natural surroundings. The residential collections in particular are diverse – from spacious single-family row houses to luxurious condominiums with numerous amenities – so that families, couples and singles can find a home that meets their needs and wants. Yerba Buena Island is San Francisco and lives at its best. ”

It wasn’t easy to come here. In San Francisco, the tension between non-growth advocates and the need for housing is particularly high.

“In the 1990s the city of San Francisco decided it needed housing, but the anti-development mood is strong in beautiful places like this,” Meany says. “By the time we got final approval, we had held 450 public sessions and had been sued by non-growth advocates for three years.

“This process is now behind us. We installed new infrastructure on the island, including new in and out ramps to the Bay Bridge and better power that was brought underwater from the city. A year ago we started construction of the Bristol Condo Building. People will move to the island at the end of January. “

Infrastructure improvements include a new ferry service between the Ferry Building in San Francisco and Yerba Buena Island. The ferry ride takes eight minutes and is a rare bargain at $ 2.

“Yerba Buena Island was closed to the public for many years,” says Meany. “Now it’s becoming a public resource: people can bike to the island and spend the day hiking, picnicking, and gorgeous views.”

The post 20 Years And 450 Public Hearings Later, 266 Properties On San Francisco’s Yerba Buena Island Hit The Market appeared first on DAILY SAN FRANCISCO BAY NEWS.