Revised Draft Port Master Plan Update 10 2020

Port Master Plan
SAN DIEGO UNIFIED PORT DISTRICT
REVISED DRAFT | October 2020

PORT MASTER PLAN
Port Master Plan

SAN DIEGO UNIFIED PORT DISTRICT
REVISED DRAFT | OCTOBER 2020
Revised Draft | October 2020 iii

PORT MASTER PLAN
2020 Board of
Port Commissioners
Ann Moore Michael Zucchet Dan Malcolm
Chair Vice-Chair Secretary
Chula Vista San Diego Imperial Beach
Garry J. Bonelli Rafael Castellanos Marshall Merrifield Robert “Dukie”

Commissioner Commissioner Commissioner Valderrama
Coronado San Diego San Diego Commissioner
National City
PREPARED IN COLLABORATION WITH:
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PORT MASTER PLAN
Amendments
The 1980 Port Master Plan was certified by vote of the California Coastal Commission (CCC) on
January 21, 1981. Subsequent amendments, all of which have been incorporated into this copy, are
listed below.
AMENDMENT TITLE BPC RES. NO. CCC CERT. DATE
Coronado Tidelands 83-133 12 Apr 1984
Convention Center and Option Site Hotel 84-290 14 Mar 1985
Bay Mooring and Anchorage Management Plan 84-304 25 Apr 1985
Chula Vista Bayside Park Extension 84-379 27 Aug 1985
Crosby Street Site 86-365 27 Feb 1987
Shelter Island Roadstead 88-212 15 Nov 1988
Coronado Boatyard/The Wharf 89-383 11 Apr 1990
East Harbor Island Hotel 90-170 14 Sep 1990
Seaport Village Street Relocation 92-74 11 Jun 1992
NASSCO Ways Modification 92-118 11 Jun 1992
Solar Turbines Incorporated 92-190 13 Oct 1992
Lindbergh Field Immediate Action Program 92-406 13 Apr 1993
Driscoll Boatyard Expansion 93-033 14 May 1993
National City Marina 94-152 11 Aug 1994
Design Refinements to IAP 95-223 15 Dec 1995
San Diego Convention Center Expansion 95-389 12 Jan 1996
A-9 Cruiser Anchorage 95-266 11 Apr 1996
Convair Lagoon 96-135 12 Nov 1996
Imperial Beach Oceanfront 97-187 10 Dec 1997
Chula Vista Industrial Business Park Expansion 97-227 10 Mar 1998
South Embarcadero Redevelopment Program I 98-136 15 Oct 1998
North Embarcadero Alliance Visionary Plan 2000-83 14 Mar 2001
Former Naval Training Center Land Transfer 2000-166 12 Jun 2001
D Street Fill Mitigation Site 2001-86 11 Sep 2001
South Embarcadero Redevelopment Program 2 2001-72 12 Dec 2001
National Distribution Center, National City 2001-99 12 Dec 2001
South Bay Boat Yard, Chula Vista 2001-190 12 Dec 2001
Glorietta Bay Redevelopment 2001-65 05 Feb 2003
America’s Cup Harbor 2002-120 12 Jun 2003
Fifth Avenue Landing Spinnaker Hotel 2004-66 12 Aug 2004
Old Police Headquarters 2006-29 10 Aug 2006
National City Aquatic Center 2006-162 15 Feb 2007
Broadway Pier Cruise Ship Terminal 2009-37 03 Feb 2009
Chula Vista Bayfront Master Plan 2010-79 09 Aug 2012
San Diego Marriott Marquis & Marina Facilities Improvement 2011-179 15 Nov 2012
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PORT MASTER PLAN
AMENDMENT TITLE BPC RES. NO. CCC CERT. DATE

San Diego Convention Center Phase III Expansion & Expansion Hotel 2012-136 10 Oct 2013
Glorietta Bay Marina/Boat Launch Facility Improvements 2015-116 14 Jan 2016
Shelter Island Boat Launch Facility Improvements 2016-08 08 Jun 2016
National City Street Closures 2016-141 09 Aug 2017
Bayside Performance Park Enhancements 2018-020 09 Nov 2018
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PORT MASTER PLAN
Contents
Chapter 1 - Introduction........................................................................................................................................................ 1
1.1 About the Port Master Plan.......................................................................................................................................1
1.1.1 Plan Organization............................................................................................................................................................................. 1
1.2 Background.....................................................................................................................................................................3
1.2.1 History of the District’s Port Master Plan............................................................................................................................. 3
1.3 Legislative Framework............................................................................................................................................... 4
1.3.1 California Coastal Act (California Public Resources Code Section 30000 et seq.)...........................................4
1.3.2 Public Trust Doctrine..................................................................................................................................................................... 7
1.3.3 San Diego Unified Port District Act (Appendix I of the California Harbors and Navigation Code)............. 7
1.4 Port Master Plan Update........................................................................................................................................... 8
1.4.1 Integrated Planning........................................................................................................................................................................ 8
1.4.2 Visioning Process............................................................................................................................................................................9
1.4.3 Public Engagement...................................................................................................................................................................... 10
1.4.4 Transformative and Holistic Planning.....................................................................................................................................11
Chapter 2 - User Guide.......................................................................................................................................................15
2.1 Plan Organization........................................................................................................................................................ 15
2.2 Planning Districts not included in this Plan.......................................................................................................18
2.3 Considerations for Plan interpretation................................................................................................................18
2.3.1 Planning Districts and Subdistricts........................................................................................................................................18
2.3.2 Data Accuracy.................................................................................................................................................................................18
2.3.3 Defining the Line Between Land and Water......................................................................................................................19
Chapter 3 - Elements..........................................................................................................................................................23
Chapter 3.1 - Water and Land Use Element.................................................................................................................27
3.1.1 Purpose ......................................................................................................................................................................... 27
3.1.2 Background..................................................................................................................................................................28
3.1.2(A) Legislative Framework................................................................................................................................................................28
3.1.3 Goals, Objectives, and Policies.............................................................................................................................29
3.1.4 Water and Land Use Designations .....................................................................................................................48
3.1.4(A) Water and Land Use Designations: Map and Acreages.............................................................................................. 48
3.1.4(B) Piers and Platforms..................................................................................................................................................................... 48
3.1.5 Allowable Use Regulations..................................................................................................................................... 52
3.1.6 Description of Water and Land Use Designations........................................................................................ 52
3.1.7 Additional Requirements........................................................................................................................................ 57
3.1.8 Secondary Use Calculations..................................................................................................................................67
3.1.8(A) Development: Landside and Waterside..............................................................................................................................67
3.1.8(B) Development: Landside............................................................................................................................................................ 68
3.1.8(C) Development: Waterside.......................................................................................................................................................... 68
Chapter 3.2 - Mobility Element.......................................................................................................................................69
3.2.1 Purpose .........................................................................................................................................................................69
3.2.2 Background..................................................................................................................................................................70
3.2.2(A) Legislative Framework............................................................................................................................................................... 70
3.2.3 Mobility Modes.............................................................................................................................................................71
3.2.3(A) Regional Accessways and Connection Points...................................................................................................................71
3.2.3(B) Tidelands Accessways and Connection Points.................................................................................................................71
3.2.3(C) Movement of People....................................................................................................................................................................76
3.2.3(D) Movement of Goods....................................................................................................................................................................78
3.2.3(E) Movement of U.S. Military Forces .........................................................................................................................................79
3.2.4 Goals, Objectives, and Policies............................................................................................................................ 80
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Chapter 3.3 - Ecology Element........................................................................................................................................91

3.3.1 Purpose ..........................................................................................................................................................................91
3.3.2 Background .................................................................................................................................................................92
3.3.2(A) Current District Environmental Programs and Initiatives............................................................................................93
3.3.2(B) San Diego Bay Integrated Natural Resources Management Plan............................................................................93
3.3.2(C) Climate Action Plan .................................................................................................................................................................... 94
3.3.2(D) Jurisdictional Runoff Management Plan ........................................................................................................................... 94
3.3.2(E) Regional Harbor Monitoring Program ............................................................................................................................... 94
3.3.2(F) Copper Reduction Program.................................................................................................................................................... 94
Chapter 3.4 - Safety and Resiliency Element........................................................................................................... 107
3.4.1 Purpose........................................................................................................................................................................ 107
3.4.2 Background................................................................................................................................................................108
3.4.2(A) Public Safety and Security..................................................................................................................................................... 108
3.4.2(B) Emergency Preparedness and Recovery..........................................................................................................................110
3.4.2(C) Climate Resiliency........................................................................................................................................................................ 113
Chapter 3.5 - Environmental Justice Element........................................................................................................... 131
3.5.1 Purpose .........................................................................................................................................................................131
3.5.2 Background.................................................................................................................................................................132
3.5.2(A) Coastal Access............................................................................................................................................................................. 133
3.5.2(B) Outreach and Public Participation....................................................................................................................................... 133
3.5.2(C) Healthy Environment.................................................................................................................................................................134
3.5.3 Goals, Objectives, and Policies............................................................................................................................135
Chapter 3.6 - Economics Element................................................................................................................................ 139
3.6.1 Purpose ....................................................................................................................................................................... 139
3.6.2 Background ............................................................................................................................................................... 139
3.6.2(A) Financial Sustainability............................................................................................................................................................ 140
3.6.2(B) Thriving Businesses................................................................................................................................................................... 140
3.6.2(C) A Growing and Diverse Blue Economy Portfolio........................................................................................................... 141
3.6.3 Goals, Objectives, and Policies........................................................................................................................... 142
Chapter 4 - Baywide Development Standards......................................................................................................... 153
4.1 Mobility Hub Standards......................................................................................................................................... 154
4.1.1 Standards for Regional Mobility Hubs ..............................................................................................................................154
4.1.2 Standards for Local Gateway Mobility Hubs ..................................................................................................................158
4.1.3 Standards for Connector Mobility Hubs ......................................................................................................................... 160
4.2 Recreation Open Space and Activating Features Standards................................................................. 162
4.2.1 Standards for Recreation Open Space .............................................................................................................................162
4.2.2 Standards for Rooftop Recreation Open Space ...........................................................................................................162
4.2.3 Standards for Activating Features, including Pavilions..............................................................................................163
4.3 Pathway Standards.................................................................................................................................................. 165
4.3.1 Standards for Waterside Promenades...............................................................................................................................165
4.3.2 Standards for Amenity Zones ..............................................................................................................................................166
4.3.3 Standards for Walkways .........................................................................................................................................................168
4.4 View Standards......................................................................................................................................................... 170
4.4.1 Standards for Scenic Vista Areas.........................................................................................................................................170
4.4.2 Standards for View Corridor Extensions...........................................................................................................................170
4.4.3 Standards for View Protection .............................................................................................................................................170
4.5 Structure Height, Setback, and Stepback Standards.................................................................................173
4.5.1 Standards for Structure Height............................................................................................................................................. 173
4.5.2 Standards for Setbacks and Stepbacks............................................................................................................................. 173
4.6 Wayfinding Signage Standards...........................................................................................................................175
Chapter 5 - Planning Districts........................................................................................................................................ 179
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Chapter 5.1 - Planning District 1: Shelter Island........................................................................................................ 183

5.1.1 Existing Setting......................................................................................................................................................... 184
5.1.1(A) Water and Land Use Designations......................................................................................................................................184
5.1.1(B) Coastal Access Maps ................................................................................................................................................................184
5.1.2 West Shelter Island Subdistrict........................................................................................................................... 193
5.1.2(A) Vision................................................................................................................................................................................................193
5.1.2(B) Special Allowances.....................................................................................................................................................................194
5.1.2(C) Planned Improvements ...........................................................................................................................................................195
5.1.2(D) Development Standards........................................................................................................................................................ 200
5.1.3 East Shelter Island Subdistrict........................................................................................................................... 203
5.1.3(A) Vision...............................................................................................................................................................................................203
5.1.3(B) Special Allowances....................................................................................................................................................................203
5.1.3(C) Planned Improvements.......................................................................................................................................................... 204
5.1.3(D) Development Standards........................................................................................................................................................ 206
Chapter 5.2 - Planning District 2: Harbor Island.....................................................................................................209
5.2.1 Existing Setting......................................................................................................................................................... 210
5.2.2 West Harbor Island Subdistrict........................................................................................................................... 219
5.2.2(A) Vision................................................................................................................................................................................................219
5.2.2(C) Planned Improvements...........................................................................................................................................................220
5.2.2(D) Development Standards.........................................................................................................................................................226
5.2.3 East Harbor Island Subdistrict........................................................................................................................... 229
5.2.3(A) Vision...............................................................................................................................................................................................229
5.2.4 Spanish Landing Subdistrict............................................................................................................................... 239
5.2.4(A) Vision...............................................................................................................................................................................................239
5.2.4(B) Special Allowances ...................................................................................................................................................................240
5.2.4(D) Development Standards.......................................................................................................................................................... 241
5.2.5 Pacific Highway Corridor Subdistrict.............................................................................................................. 243
5.2.5(A) Vision............................................................................................................................................................................................... 243
5.2.5(B) Special Allowances ................................................................................................................................................................... 243
5.2.5(C) Planned Improvements........................................................................................................................................................... 243
Chapter 5.3 - Planning District 3: Embarcadero..................................................................................................... 245
5.3.1 Existing Setting........................................................................................................................................................ 246
5.3.1(A) Water and Land Use Designations.....................................................................................................................................246
5.3.1(B) Coastal Access Maps................................................................................................................................................................ 247
5.3.2 North Embarcadero Subdistrict........................................................................................................................ 255
5.3.2(A) Vision............................................................................................................................................................................................... 255
5.3.2(D) Development Standards..........................................................................................................................................................261
5.3.3 Central Embarcadero Subdistrict..................................................................................................................... 266
5.3.3(A) Vision...............................................................................................................................................................................................266
5.3.4 South Embarcadero Subdistrict........................................................................................................................ 270
5.3.4(A) Vision...............................................................................................................................................................................................270
5.3.4(B) Special Allowances..................................................................................................................................................................... 271
5.3.4(D) Development Standards......................................................................................................................................................... 275
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Chapter 5.4 - Planning District 4: Working Waterfront.........................................................................................277

5.4.1 Existing Setting.........................................................................................................................................................278
5.4.1(A) Water and Land Use Designations..................................................................................................................................... 278
5.4.2 Tenth Avenue Marine Terminal Subdistrict....................................................................................................287
5.4.2(A) Vision............................................................................................................................................................................................... 287
5.4.2(B) Special Allowances.................................................................................................................................................................... 287
5.4.3 Cesar Chavez Park Subdistrict...........................................................................................................................290
5.4.3(A) Vision.............................................................................................................................................................................................. 290
5.4.3(B) Special Allowances.....................................................................................................................................................................291
5.4.3(C) Planned Improvements............................................................................................................................................................291
5.4.4 Harbor Drive Industrial Subdistrict.................................................................................................................. 293
5.4.4(A) Vision...............................................................................................................................................................................................293
Chapter 5.5 - Planning District 5: National City Bayfront.................................................................................... 295
5.5.1 National City Bayfront........................................................................................................................................... 297
Chapter 5.6 - Planning District 6: Chula Vista Bayfront....................................................................................... 299
5.6.1 Chula Vista Bayfront............................................................................................................................................... 301
Chapter 5.7 - Planning District 7: South Bay............................................................................................................ 303
5.7.1 Existing Setting........................................................................................................................................................304
5.7.1(A) Vision.............................................................................................................................................................................................. 304
5.7.1(B) Water and Land Use Designations.................................................................................................................................... 304
Chapter 5.8 - Planning District 8: Imperial Beach Oceanfront...........................................................................309
5.8.1(C) Vision................................................................................................................................................................................................310
5.8.1(D) Special Allowances.....................................................................................................................................................................319
5.8.1(E) Planned Improvements............................................................................................................................................................319
5.8.1(F) Development Standards.......................................................................................................................................................... 321
Chapter 5.9 - Planning District 9: Silver Strand....................................................................................................... 323
5.9.1(A) Water and Land Use Designations..................................................................................................................................... 324
5.9.2 State Park Basin Subdistrict................................................................................................................................ 333
5.9.2(A) Vision...............................................................................................................................................................................................333
5.9.3 Crown Isle Subdistrict ........................................................................................................................................... 334
5.9.3(A) Vision...............................................................................................................................................................................................334
5.9.4 Grand Caribe Isle and South Cays Subdistrict..............................................................................................337
5.9.4(A) Vision............................................................................................................................................................................................... 337
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Chapter 5.10 - Planning District 10: Coronado Bayfront........................................................................................ 341

5.10.1 Existing Setting........................................................................................................................................................ 342
5.10.1(A) Water and Land Use Designations.....................................................................................................................................342
5.10.1(B) Coastal Access Maps................................................................................................................................................................342
5.10.2 North Coronado Subdistrict..................................................................................................................................351
5.10.2(A) Vision................................................................................................................................................................................................ 351
5.10.2(B) Special Allowances.................................................................................................................................................................... 352
5.10.3 South Coronado Subdistrict............................................................................................................................... 356
5.10.3(A) Vision...............................................................................................................................................................................................356
Chapter 6 - Plan Implementation and Development Conformance................................................................... 361
6.1 Overview...................................................................................................................................................................... 361
6.2 Plan Implementation............................................................................................................................................... 361
6.2.1 Appealable Projects..................................................................................................................................................................362
6.2.2 Port Master Plan Amendments............................................................................................................................................363
6.2.3 Regional Water and Land Use Compatibility ................................................................................................................364
6.2.4 Public Participation and Hearings.......................................................................................................................................365
6.3 Development Conformance ............................................................................................................................... 366
6.3.1 Map Interpretation.....................................................................................................................................................................366
6.3.2 Conformance with the Elements.........................................................................................................................................367
6.3.3 Conformance with Use Designations ...............................................................................................................................367
6.3.4 Conformance with Baywide Development Standards and Planning Districts................................................368
6.3.5 Nonconforming Uses and Nonconforming Developments ....................................................................................368
6.3.6 Coastal Act Approval Applications: Findings of Conformity.................................................................................. 372
Glossary................................................................................................................................................................................375
Appendices
Appendix A: Embarcadero Planning District (PD3) Water and Land Use Map Options............................A-1
Appendix B: Excerpts from the Previously Certified Port Master Plan
for the National City Bayfront and Chula Vista Bayfront Planning Districts...................................................B-1
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Figures
Figure 1.1 Legislative Framework.......................................................................................................................................5
Figure 1.2 San Diego Region Map from 1975 Coastal Plan...................................................................................... 6
Figure 3.1.1 Baywide Water and Land Use Designation............................................................................................49
Figure 3.2.1 Regional Mobility.............................................................................................................................................. 72
Figure 3.2.2 Accessways Hierarchy.................................................................................................................................... 73
Figure 3.2.3 Accessways Typology..................................................................................................................................... 74
Figure 3.2.4 Bayfront Circulator........................................................................................................................................... 77
Figure 3.2.5 Planned Connection Points..........................................................................................................................85
Figure 3.4.1 Adaptive Management Framework.......................................................................................................... 114
Figure 3.4.2 Adaptive Management Framework..........................................................................................................122
Figure 4.1 Regional Mobility Hub Example.................................................................................................................157
Figure 4.2 Local Gateway Mobility Hub Example.................................................................................................... 159
Figure 4.3 Connector Mobility Hub Example............................................................................................................. 161
Figure 4.4 Example of Promenade Aligned Away from Waterfront............................................................... 167
Figure 4.5 Example of Promenade Aligned Away from Waterfront to Create a Walkway.................... 167
Figure 4.6 Cross-Section of a Walkway....................................................................................................................... 169
Figure 4.7 Components of Height Measurement.....................................................................................................174
Figure PD1.1 Shelter Island Planning District Location and Context.................................................................... 185
Figure PD1.2 Shelter Island Planning District: Water and Land Uses....................................................................187
Figure PD1.3 Shelter Island Planning District - Coastal Access: Mobility............................................................ 189
Figure PD1.4 Shelter Island Planning District - Coastal Access: Views and Pathways................................... 191
Figure PD1.5 Major Components of a Pier....................................................................................................................... 194
Figure PD1.6 Illustrative Diagram of Shelter Island Drive Reconfiguration........................................................ 196
Figure PD1.7 Cross-Section of West Shelter Island Waterside Promenade in Recreation Open Space.201
Figure PD1.8 Cross-Section of West Shelter Island Waterside Promenade....................................................... 201
Figure PD1.9 Cross-Section of East Shelter Island Waterside Promenade....................................................... 207
Figure PD2.1 Harbor Island Planning District Location and Context......................................................................211
Figure PD2.2 Harbor Island Planning District: Water and Land Uses....................................................................213
Figure PD2.3 Harbor Island Planning District - Coastal Access: Mobility.............................................................215
Figure PD2.4 Harbor Island Planning District - Coastal Access: Views and Pathways...................................217
Figure PD2.5 Cross-Section of Harbor Island Drive (Entry Segment) Sidewalk and Parkway ................. 222
Figure PD2.6 Illustrative of Harbor Island Drive Reconfiguration.......................................................................... 224
Figure PD2.7 Cross-Section of West Harbor Island Waterside Promenade and Setback............................227
Figure PD2.8 Cross-Section of Liberator Way Pedestrian Realm.......................................................................... 233
Figure PD2.9 Cross-Section of East Harbor Island Waterside Promenade and Setback............................. 236
Figure PD2.10 Conceptual Diagram of East Harbor Island Structure Height and Setbacks......................... 238
Figure PD2.11 Cross-Section of Spanish Landing Waterside Promenade............................................................242
Figure PD3.1 Embarcadero Planning District Location and Context................................................................... 248
Figure PD3.2 Embarcadero Planning District: Water and Land Uses.................................................................. 249
Figure PD3.3 Embarcadero Planning District - Coastal Access: Mobility.............................................................251
Figure PD3.4 Embarcadero Planning District - Coastal Access: Views and Pathways................................. 253
Figure PD3.5 Cross-Section of North Embarcadero Recreation Open Space.................................................. 259
Figure PD3.6 Cross-Section of North Embarcadero Waterside Promenade ................................................... 262
Figure PD3.7 Cross-Section of North Embarcadero Sidewalk and Parkway ................................................... 262
Figure PD3.8 Conceptual Diagram of Structure Height and Setbacks................................................................ 265
Figure PD3.9 Cross-Section of Existing Central Embarcadero Waterside Promenade................................ 268
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PORT MASTER PLAN
Figure PD3.10 Cross-Section of South Embarcadero Waterside Promenade.....................................................275

Figure PD4.1 Working Waterfront Planning District Location and Context.......................................................279
Figure PD4.2 Working Waterfront Planning District: Water and Land Uses...................................................... 281
Figure PD4.3 Working Waterfront Planning District - Coastal Access: Mobility............................................. 283
Figure PD4.4 Working Waterfront Planning District - Coastal Access: Views and Pathways.................... 285
Figure PD7.1 South Bay Planning District Location and Context..........................................................................305
Figure PD7.2 South Bay Planning District: Water and Land Uses......................................................................... 307
Figure PD8.1 Imperial Beach Oceanfront Planning District Location and Context...........................................311
Figure PD8.2 Imperial Beach Oceanfront Planning District: Water and Land Uses........................................ 313
Figure PD8.3 Imperial Beach Oceanfront Planning District - Coastal Access: Mobility................................. 315
Figure PD8.4 Imperial Beach Oceanfront Planning District - Coastal Access: Views and Pathways........317
Figure PD9.1 Silver Strand Planning District Location and Context......................................................................325
Figure PD9.2 Silver Strand Planning District: Water and Land Uses.....................................................................327
Figure PD9.3 Silver Strand Planning District - Coastal Access: Mobility............................................................. 329
Figure PD9.4 Silver Strand Planning District - Coastal Access: Views and Pathways.................................... 331
Figure PD9.5 Cross-Section of Crown Isle Waterside Promenade........................................................................ 336
Figure PD9.6 Grand Caribe Isle Waterside Promenade/Nature Trail
North of Grand Caribe Causeway........................................................................................................... 339
Figure PD9.7 Grand Caribe Isle Waterside Promenade/Nature Trail
South of Grand Caribe Causeway........................................................................................................... 339
Figure PD10.1 Coronado Bayfront Planning District Location and Context....................................................... 343
Figure PD10.2 Coronado Bayfront Planning District: Water and Land Uses....................................................... 345
Figure PD10.3 Coronado Bayfront Planning District - Coastal Access: Mobility............................................... 347
Figure PD10.4 Coronado Bayfront Planning District - Coastal Access: Views and Pathways...................... 349
Figure PD10.5 Cross-Section of North Coronado Waterside Promenade............................................................ 354
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Tables
Table 3.1 Relationship of Port Master Plan Elements............................................................................................25
Table 3.1.1 Baywide Water and Land Use Acreages..................................................................................................51
Table 3.1.2 Allowable Use Types for Water Use Designations...............................................................................53
Table 3.1.3 Allowable Use Types for Land Use Designations.................................................................................55
Table 3.1.4 Description of Water and Land Use Designations...............................................................................58
Table 3.1.5 Description of Allowable Use Types......................................................................................................... 60
Table 3.4.1 SLR Policy Crosswalk.....................................................................................................................................123
Table 4.1 Mobility Hub: Accessibility Requirements and Amenities...............................................................155
Table PD1.1 Shelter Island Planning District Water and Land Use Acreages.................................................. 186
Table PD2.1 Harbor Island Planning District Water and Land Use Acreages...................................................212
Table PD3.1 Embarcadero Planning District Water and Land Use Acreages..................................................247
Table PD3.2 Planning Area (PA-1) Land Use Acreages.............................................................................................247
Table PD4.1 Working Waterfront Planning District Water and Land Use Acreages...................................280
Table PD7.1 South Bay Planning District Water and Land Use Acreages........................................................306
Table PD8.1 Imperial Beach Oceanfront Planning District Water and Land Use Acreages........................312
Table PD9.1 Silver Strand Planning District Water and Land Use Acreages................................................... 326
Table PD10.1 Coronado Bayfront Planning District Water and Land Use Acreages.....................................344
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PORT MASTER PLAN
One Bay,
Rich Diversity
THE DISTRICT’S MISSION
The Port of San Diego will protect the Tidelands Trust resources
by providing economic vitality and community benefit through a
balanced approach to the maritime industry, tourism, water and
land recreation, environmental stewardship, and public safety.
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1 Introduction
CHAPTER 1
Introduction
1.1 About the Port Master Plan

This Port Master Plan (Plan) sets a comprehensive vision for the San Diego Unified Port District
(District). As trustee for these public lands, the Board of Port Commissioners (BPC) and Port
staff manage a diverse array of activities within a dynamic city and region. Port maritime and
water-dependent uses stretch along the entire water’s edge, highlighting San Diego’s cherished
waterfront character. This Plan governs the use, design, and improvement of these public trust
lands. Since its original adoption in 1964, the Plan has demonstrated continued progress towards
the District’s mission to protect and promote coastal-dependent uses, protect the environment,
and provide and ensure coastal access around San Diego Bay (Bay). The Plan establishes specific
goals, objectives, policies, and standards to direct future development, facilitate a diverse range of
uses and activities, and provide a broad range of proposed public improvements. The development
of the Plan has reinforced existing partnerships and fostered new partnerships with adjacent
jurisdictions and regional, State, and federal agencies through a cooperative planning approach.
1.1.1 Plan Organization
This Plan is organized in the following chapters:
• Chapter 1, Introduction, provides a discussion regarding the history of the District, legislative
framework, and the Integrated Planning Process.
• Chapter 2, Users Guide, provides a reader-friendly roadmap to help District staff, developers,
tenants, stakeholders, and the public follow and better understand implementation.
• Chapter 3, Elements, addresses six key topic areas—Water and Land Use, Mobility, Ecology,
Safety and Resiliency, Environmental Justice, and Economics—and sets the policy direction
for future development, protection of the environment, and a broad range of proposed public
improvements.
• Chapter 4, Baywide Development Standards, establishes requirements for the physical
development of property.
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Chapter 1 - Introduction
• Chapter 5, Planning Districts, directs the pattern of development through specific policies and
standards for geographically delineated districts.
• Chapter 6, Plan Implementation and Development Conformance, provides guidance for the
District to prioritize policies and programs in the Plan and informs review of development and
uses that may not be in conformance with the Plan.
A standardized format is used throughout the elements chapter. Each element contains introductory
text describing the purpose of and need for the element and the background regarding the element
topic. The elements chapter identifies Baywide goals, along with related objectives and policies.
A goal is a broad statement that guides action, an objective is a statement of a desired end, and a
policy is a rule or course of action that indicates how an objective will be achieved.
Chapter 5, Planning Districts includes a description of the existing setting, as well as maps to
illustrate water and land use designations, mobility modes, coastal access linkages, view
corridors, and walkways. It also includes a description of subdistricts and location-specific special
allowances, planned improvements, and development standards and identifies developments that
are appealable to the California Coastal Commission (CCC).
Section 30711 of the California Coastal Act (Coastal Act) establishes the required contents
of a Port Master Plan as follows:
• Description of the proposed uses of land and water areas, where known;
• Description of the projected design and location of port land areas, water areas, berthing,
and navigation ways and systems intended to serve commercial traffic in the area of
jurisdiction of the port governing body;
• An estimate of the effect of development on habitat areas and the marine environment; a
review of existing water quality, habitat areas, and quantitative and qualitative biological
inventories; and proposals to minimize and mitigate any substantial adverse impact;
• Discussion of proposed projects listed as appealable in Section 30715 and described in
detail sufficient to allow a determination of their consistency with the policies of Chapter
3 of the Coastal Act (commencing with Section 30200); and
• Description of provisions for adequate public hearings and public participation in port
planning and development decisions.
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1.2 Background
The District was created in 1962 by the California
State Legislature to manage and hold in trust certain
tidelands and submerged lands within and around San Diego Unified Port District
the Bay. When this statutory grant took effect, Member Cities:
State lands within the Bay that had been previously
granted to the Cities of Chula Vista, Coronado, • City of Chula Vista
National City, and San Diego were transferred to the • City of Coronado
District. By subsequent action in 1990, tidelands and • City of Imperial Beach
submerged lands along the Pacific Ocean previously • City of National City
granted to the City of Imperial Beach were also • City of San Diego
transferred to the District. The lands granted to
the District are commonly referred to as Tidelands
because they are located below the historic mean high tide line. Over time, the District has also
acquired additional upland parcels and has been granted other land through exchanges. These
properties are also part of the District’s jurisdiction and considered to be a part of Tidelands.
The District is governed by the seven-member BPC, which comprises appointees by the city
councils of the District’s adjacent jurisdictions. These are the cities that conveyed the San Diego
Bay granted lands to the District, and each city appoints one commissioner, except for the City of
San Diego, which appoints three commissioners.
The District oversees a unique mix of water and land uses, including industrial uses and public
safety, commercial recreation and visitor-serving uses, and recreational and natural resource areas.
The District is also responsible for issuing leases for tenant businesses and for managing a diverse
portfolio to generate revenues that support its various public amenities and coastal access around
San Diego Bay.
1.2.1 History of the District’s Port Master Plan

The District’s first Port Master Plan was adopted by the Board of Port Commissioners (BPC)
in January 1964. An extensive master plan revision program was completed in 1972. Additional
updates of the Port Master Plan occurred in 1975 and 1976. When the California Legislature passed
and Governor Edmund (Jerry) Brown signed the Coastal Act, further opportunity was provided
to amend the Port Master Plan to bring it into conformance with the appropriate provisions of the
Coastal Act.
In 1981, CCC certified the District’s Port Master Plan and found that the Plan conformed to the
policies of Chapters 3 and 8 of the Coastal Act. Since then, multiple Port Master Plan Amendments
(PMPA) have also been approved and certified to modify or amend written policies, maps, and
acreage tables to update the Plan for those specific areas. This document represents the first
comprehensive update to the originally adopted Port Master Plan. It incorporates previously
approved amendments and presents a new vision for the future.

PORT MASTER PLAN
1.3 Legislative Framework
This Plan’s goals, objectives, policies, and standards were developed in accordance with the
Coastal Act, Public Trust Doctrine, and San Diego Unified Port District Act (Port Act), which are
the foundation of the Plan’s legislative framework (refer to Figure 1.1, Legislative Framework). These
three important laws provide the authority for the goals, objectives, and policies contained in the
elements, as well as the specific standards and proposed improvements contained in the planning
districts.
1.3.1 California Coastal Act (California Public Resources Code

Section 30000 et seq.)
In 1976, the California Legislature passed and Governor Brown signed the Coastal Act, establishing
the California coastal zone, which generally encompasses the land and water area of the State
of California extending seaward to the State’s outer limit of jurisdiction and extending inland
generally 1,000 yards from the mean high tide line (Coastal Act, Section 30103, paraphrased), and
establishing policies for its access, protection, and development. Chapter 8 (titled “Ports”) of the
Coastal Act specifically applies to certain California ports, including the District, and was codified
in recognition of the fact that activities and development related to ports may have adverse effects
on coastal resources or coastal access but are necessary for the continued economic prosperity
of the State.
Chapter 8 of the Coastal Act specifies that applicable California ports, including the District,
must prepare and adopt a port master plan and, subsequently, submit it to CCC for review and
certification as to conformance with the Coastal Act. After such certification by CCC, either in
its entirety or in part, coastal development permit (CDP) or Coastal Act exclusion authority for
development occurring within the District’s jurisdiction resides with the District. Furthermore,
for portions of the District’s jurisdiction delineated in this Plan, BPC is authorized to grant CDPs
consistent with Chapter 8 of the Coastal Act, and the District staff is authorized to issue Coastal
Act exclusions consistent with the District’s CDP Regulations (adopted July 1, 1980, by Resolution
No. 80-193 and subsequent amendments). The granting of a Coastal Act Approval (i.e., CDP or
Coastal Act exclusion) ensures that the development is consistent with the adopted and certified
Plan, as required by the Coastal Act and detailed in the District’s CDP Regulations.
There are four categories of development on Tidelands in the coastal zone: appealable, non-
appealable, excluded, and emergency. The types of development listed in Section 30715 of
Chapter 8 of the Coastal Act are considered appealable development and are subject to Chapter 3
(titled “Coastal Resources Planning and Management Policies”) of the Coastal Act. For appealable
development, a port master plan must include policies that ensure consistency with both
Chapters 3 and 8 of the Coastal Act. In addition, development located on wetlands, estuaries, or
“existing recreation areas,” as delineated in the original 1975 Coastal Plan (Coastal Plan–delineated
development), must also comply with Chapter 3 even if the proposed development is not the type
listed in Section 30715 (see Section 1.3.1(A), Coastal Initiative - Proposition 20). All other types
of development that do not qualify for an exclusion from a CDP or an emergency CDP are non-
appealable, and a port master plan must include policies that ensure that such developments are
consistent with Chapter 8.
For appealable development, BPC issues an appealable CDP, which may be appealed to CCC by
the applicant, an interested party, or two CCC commissioners. All development and associated
Coastal Act Approvals, whether appealable or non-appealable, must be consistent with the
certified port master plan. Adjacent jurisdictions must, for informational purposes, incorporate the
certified port master plan into their own local coastal programs.

PORT MASTER PLAN
Coastal Initiative Public Trust

Coastal Act Port Act
(Prop 20) Doctrine
(1976) (1962)
(1972) (Common Law)
PORT MASTER PLAN
Elements Planning Districts
• Water and Land Use • PD1: Shelter Island

• Mobility • PD2: Harbor Island
• Environment • PD3: Embarcadero
• Safety and Resiliency • PD4: Working Waterfront
• Environmental Justice • PD5: National City Bayfront*
• Economics • PD6: Chula Vista Bayfront*
• PD7: South Bay*
• PD8: Imperial Beach Oceanfront
• PD9: Silver Strand
• PD10: Coronado Bayfront
*PD5, PD6, and the Pond 20 portion of PD7 are not part of this updated Plan.
Figure 1.1 Legislative Framework

For illustrative purposes only.
1.3.1(A) Coastal Initiative (Proposition 20) and the 1975 Coastal Plan

In 1972, the State of California adopted a Coastal Initiative (Proposition 20) that established
temporary regional coastal commissions and one statewide commission. These commissions were
tasked with preparing a coastal plan with coastal policy and planning recommendations for the
State. The Coastal Plan was certified in 1975, and many of these recommendations were brought
forward into the Coastal Act, including the establishment of CCC. Part IV of the 1975 Coastal
Plan provided specific policy recommendations to each region, with accompanying maps (refer
to Figure 1.2, San Diego Region Map from 1975 Coastal Plan) that identify various landmarks and
coastal resources. Chapter 8 (titled “Ports”) of the Coastal Act describes these maps as a resource
for identifying wetland, estuary, and recreation areas in the coastal zone. The San Diego region
map is still used in coastal development permitting today for the District
because all development proposed in the identified wetlands, estuary, and recreation areas on
Figure 1.2 must comply with policies in Chapters 3 and 8 of the Coastal Act.

Figure 1.2 San Diego Region Map from 1975 Coastal Plan

PORT MASTER PLAN
1.3.2 Public Trust Doctrine

The Public Trust Doctrine dates to Roman law and has evolved into a common-law principle whereby
a sovereign entity owns all its navigable waterways and the lands lying beneath them as trustee for
the benefit of the people. Traditionally, the Public Trust Doctrine specified that Public Trust lands
were to be used for commerce, fisheries, and navigation. However, the Public Trust Doctrine is not
static and evolves as public perceptions and needs evolve. Consequently, Public Trust uses have
expanded to include natural habitat protection and recreation. When the Public Trust Doctrine is
administered, all categories of modern Public Trust uses—commerce, environmental stewardship,
fisheries, navigation, and recreation–have equal footing. One use is not favored over another.
The State of California acquired title as trustee to Public Trust lands and waterways upon its
admission into the Union. Since then, the State of California has, through legislative grants and
other legislative means, delegated administration of certain Public Trust lands and waterways
to special districts and municipalities. The terms, conditions, and allowable uses of Public Trust
land grants vary and are governed by the specific grants and statutes, as well as the Public Trust
Doctrine. In addition, the Legislature delegated the State’s residual and review authority for granted
lands to the California State Lands Commission (SLC). Ultimately, the State Legislature and courts,
however, are the final arbitrator over Public Trust lands and waterways.
The District is a grantee of certain tidelands and submerged lands (Tidelands) of San Diego Bay.
This Plan balances consideration of the Public Trust Doctrine categories through a framework that
will help guide future protection and development on Tidelands.
1.3.3 San Diego Unified Port District Act (Appendix I of the California

Harbors and Navigation Code)
Before the District was formed, the Cities of Chula Vista, Coronado, Imperial Beach, National City,
and San Diego each managed segments of San Diego Bay. In 1962, the California Legislature,
finding that only a specially created unified district could effectively develop and operate the
harbors and ports of the Bay, codified the Port Act. The Port Act created the District to develop
and manage the waters and tidelands of San Diego Bay, in public trust, “for multiple purpose use
for the benefit of the people” (Port Act Section 2). Specifically, the District was established by the
Legislature for the acquisition, construction, maintenance, operation, development and regulation
of harbor works and improvements, including rail and water, for the development, operation,
maintenance, control, regulation, and management of the harbor of San Diego upon the tidelands
and lands lying under the inland navigable waters of San Diego Bay, and for the promotion of
commerce, navigation, fisheries, and recreation (Port Act Section 4). In accordance with Section 4
of the Port Act, the District may also use its authority to protect, preserve, and enhance:
• Physical access to the Bay;
• Natural resources of the Bay; and
• Water quality in the Bay.
Section 19 of the Port Act requires the District to adopt a Port Master Plan for harbor and port
improvement and for the use of all Tidelands. Section 87 of the Port Act enumerates the Public
Trust uses allowed within the District’s jurisdiction, such as harbors, commercial and industrial
uses, airport and aviation facilities, transportation and utility facilities, public facilities, restaurants,
visitor-serving retail, lodging, open space, habitat restoration, and ecological preservation. Section
19 of the Port Act requires that the District adopt a port master plan for improvements and the use
of the Public Trust lands. Accordingly, under the Port Act, the port master plan is the mechanism
that dictates where such allowable uses are to be located and how they shall be improved.

PORT MASTER PLAN
1.4 Port Master Plan Update

Beginning in 2013, the District embarked on a multifaceted and integrated approach to begin the
first comprehensive update to its Port Master Plan. This approach is known as the “Integrated
Planning Process.” This updated Plan is based on a set of long-range planning principles that form
a framework for future planning on Tidelands. The principles and framework were all identified and
developed as a part of the Integrated Planning Process, which also included robust and extensive
public outreach and stakeholder engagement.
1.4.1 Integrated Planning
Through the Integrated Planning Process, the District aimed to modernize methods for water and
land planning and provide a guide for future users and development on Tidelands. The District
identified objectives for the Integrated Planning Process that included streamlining the permit
process, balancing demands for development with protection of natural resources, maintaining
and enhancing coastal access, and promoting fiscal sustainability.
The Integrated Planning Process was built on the importance of transparency and inclusivity. With
these key principles in mind, the process resulted in comprehensive and balanced engagement
by BPC, stakeholders, and the public. Each phase of the five-stage process to update this Plan
included public workshops, presentations, and physical documents that served as milestones:
• Vision Process – Vision Statement, Guiding Principles, and Assessment Report: A high-level
assessment of Baywide assets and extensive public engagement resulted in a foundational
Vision Statement and Guiding Principles for the Integrated Planning Process.
• Vision Process – Framework Report: The Guiding Principles informed the development of
a core set of comprehensive ideas and concepts, memorialized in a Framework Report, that
provided structure for the development of this Plan.
• Update to Port Master Plan: BPC directed staff to draft this Plan document. As a part of this
phase, a Discussion Draft of this updated Plan and a Revised Draft Port Master Plan Update
were circulated for public review.
• California Environmental Quality Act (CEQA) Environmental Review: A Program Environmental
Impact Report was prepared for this updated Plan. [Details to be included when BPC considers
the Program EIR.]
• California Coastal Commission Certification: [Details to be included when CCC considers and
certifies the updated Port Master Plan.]

PORT MASTER PLAN
1.4.2 Visioning Process
On August 14, 2015, the District celebrated an important milestone in the District’s visioning
process when BPC accepted the Integrated Planning Vision Statement, Guiding Principles, and
Assessment Report.
On November 17, 2015, BPC accepted the Framework Report, which represented the culmination
and completion of an extensive outreach and visioning effort. The Framework Report includes
guidance for the following key areas: land use, water use, mobility, public access and recreation,
natural resources, safety and resilience, environmental justice, and economic development. The
Framework Report served as a guiding document for the comprehensive update to this Plan.
Collectively, the Vision Statement, Guiding Principles, Assessment Report, and Framework Report
are referred to as the Integrated Planning Vision.
August 2014: Beginning of the Integrated Planning - Initial Vision Statement

Promote the Bay as a central environmental, economic, and recreational resource for all people
of California. At the same time reinforce the differences in character and culture between
each of the constituent cities and equitably balance available resources between maritime
and commerce, job growth, recreation, the military and the need to protect and restore
natural resources and the protection of public health along with man-made investments.
The Port of San Diego strives to be regarded as a 21st Century, state-of-the-art facility and
institution.

PORT MASTER PLAN
1.4.3 Public Engagement
Consistent with the Integrated Planning Process and as a part of this update, the District undertook
a multiyear, award-winning comprehensive public outreach and stakeholder engagement process
to keep BPC, stakeholders, and interested members of the public informed of the process. The
Integrated Planning Process’s five phases (outlined above) included a variety of engagement
opportunities and methods that helped reach a wider audience and promoted increased
participation.
The importance of public outreach and stakeholder engagement has consistently been emphasized
as an essential component of the Integrated Planning effort to ensure that this Plan reflects
the needs and desires of tenants across Tidelands, visitors to the waterfront, the surrounding
communities, and other stakeholders. This engagement approach provided multiple opportunities,
including focused stakeholder meetings, public meetings and workshops, open house events,
public and interagency tours of Tidelands, online surveys, and announcements through news and
media outlets, for the public to provide input and remain informed on the process.
2015 photo of public meeting for the update of the Port Master Plan.

PORT MASTER PLAN
1.4.4 Transformative and Holistic Planning

The District’s Port Master Plan was last comprehensively updated in 1981. Since then, growth both
across Tidelands and in the region has placed new demands on coastal access, water and land
uses, the ecosystem of the Bay, and District infrastructure on Tidelands. This Plan was prepared
to address these concerns and balance the desires of the District, stakeholders, and tenants both
now and in the future.
The Integrated Planning Process built on existing District past planning efforts and resulted in
a new shared vision for the future with holistic planning principles and standards to guide the
implementation of that vision. This Plan represents a shared vision for Tidelands and promotes
transformational planning principles for the benefit of future generations.
As part of the District’s visioning process, new and creative ideas were developed using the
Integrated Planning Assessment, public input, and direction provided by BPC. The result of
this effort included a series of preliminary development concepts that explored how to best
use the water, streets, pathways, parks, open space areas, and view corridors in a holistic and
comprehensive manner. Many of these preliminary planning concepts addressed more than one
topical category and supported multiple goals and objectives. These concepts incorporated one
or more cross-connecting themes:
• Healthy Bay and Healthy Communities (e.g., natural resource protection strategy, environmental
justice directives, climate change resiliency, pollution reduction strategies);
• Improved Mobility and Coastal Access (e.g., specific mobility strategies with a strong focus
on multimodal systems and land use integration; ways that regional infrastructure needs can
be planned, funded, and built in partnership with other public agencies to ensure efficient
development and operation of District lands; optimization of coastal access to the Bay); and
• Regional Economic Engine (e.g., public-private partnerships, regional public-public agency
initiatives, capital improvements, innovative funding mechanisms).
The discovery and application of these cross-connecting themes helped create a bridge between
the District’s overall vision and the specific strategies and actions that are identified here in this
Plan. The goals, objectives, and policies in this Plan integrate these cross-connecting themes, as
well as a holistic approach to guide future planning decisions and collaboration with our agency,
business, and public partners.

PORT MASTER PLAN
This page is intentionally left blank.

2 User Guide
CHAPTER 2
User Guide
This User Guide provides an overview of the types of content within this Plan,
how to navigate the document, and provides guidance for use of supporting
technical data.
• Section 2.1 describes this Plan’s organization with brief descriptions of content.
• Section 2.2 discusses Planning Districts excluded from this Plan.
• Section 2.3 discusses considerations for Plan interpretation.
2.1 Plan Organization
This document is organized into six chapters, a glossary, and appendices, as follows:
• Chapter 1: Introduction
• Chapter 2: User Guide
• Chapter 3: Elements
• Chapter 4: Baywide Development Standards
• Chapter 5: Planning Districts
• Chapter 6: Plan Implementation and Development Conformance
• Glossary
• Appendices
The sections are described in more detail below.

PORT MASTER PLAN
Chapter 2 - User Guide: Port Master Plan
Chapter 1: Introduction
The Introduction provides an overview of the District’s mission, the legislative background on the
formation and governance of the District, the characteristics and boundaries of the Tidelands,
and the legislative framework of the Coastal Act, the Public Trust Doctrine, and the Port Act. The
chapter includes the Vision and Guiding Principles for this Plan, as well as background related
to the Integrated Planning Process and public engagement. Finally, Chapter 1 summarizes the
transformational ideas, resulting from the Integrated Planning Process that guided formation of
the goals, objectives, policies, and standards in this Plan.
Chapter 2: User Guide

This User Guide provides an overview of the content within this Plan, how to navigate the document,
and provides guidance for use of supporting technical data.
Chapter 3: Elements
The elements in this Plan contain goals, objectives, and policies that apply throughout Tidelands.
The elements also provide the policy foundation and direction for the future development and
planned improvements that are contemplated in each planning district. Each element includes
a set of goals that are broad statements guiding action, and subsequent objectives and policies
to support each goal in achieving that vision into the future. The Plan includes six elements and
the order of the elements in this document does not reflect a prioritization of one element, goal,
objective, or policy over another. All elements have equal standing. The six elements are listed
below:
• Chapter 3.1: Water and Land Use
• Chapter 3.2: Mobility
• Chapter 3.3: Ecology
• Chapter 3.4: Safety and Resiliency
• Chapter 3.5: Environmental Justice
• Chapter 3.6: Economics
A standardized format and hierarchy are used throughout this Plan, where each element contains
overall goal(s), followed by objective(s), and policies:
• A goal is a broad statement that guides action, in accordance with the District’s vision for the
Tidelands;
• An objective is a statement of a desired end; and
• A policy is a rule or course of action that indicates how an objective will be achieved. The
element policies are intended to help achieve the District’s objectives of this Plan, by prescribing
guidance for development that aligns with the District’s mission and obligations under the
Public Trust Doctrine, Port Act, and the Coastal Act. There are a range of policy types included
in each of the six elements, with varying levels of specificity.
Chapter 4: Baywide Development Standards

The Baywide Development Standards establish requirements for the physical development
of a site. They address details of how development may occur on individual development sites
and provide standards for quality design that enliven and enrich the Tidelands experience for
businesses, workers, and visitors.

PORT MASTER PLAN
Chapter 5: Planning Districts

The District’s jurisdiction is divided into ten planning districts that group the Tidelands into
identifiable and functional units. Planning district boundaries conform closely to established
municipal boundaries, following logically grouped geographic areas.
The Planning Districts provide the basis for the specific improvements identified for each of the
planning districts. Each planning district section includes the following:
• An overview of the planning district’s setting and subdistricts, if applicable. Each subdistrict
section includes the District’s vision for that area. The profile and vision are included for the
overall planning district when that planning district does not have any subdistricts;
• Special allowances for unique topical or site-specific situations;
• Improvements to enhance mobility, land-based public access, and coastal access, including
the identification of projects falling under the appealable category pursuant to Coastal Act
Section 30715;
• Standards that provide subdistrict-specific requirements for uses, activation, management,
and development to supplement the Baywide element policies.
• A table summarizing water and land use acreages;
• A water and land use map, or maps, that identify designated water uses and land uses;
• Mobility and coastal access maps identifying the general location of mobility hubs and water
access points; and
• Views and walkways maps identifying the general location of Scenic Vista Areas, View Corridor
Extensions, and walkways.
Chapter 6: Plan Implementation and Development Conformance

Chapter 6 provides guidance for plan implementation and interpretation, including requirements
related to development consistency with this Plan, nonconforming uses and developments,
variances from Baywide and Planning District Development Standards, and initiation of a Port
Master Plan Amendment (PMPA). As required by the Coastal Act, this Plan also includes a
description of the District’s public hearing process, which may be applicable to various stages of
the development process.
Glossary
The Glossary included provides a list of terms with associated definitions specific to this Plan.
Appendices
The Appendices include:
Appendix A: Embarcadero Planning District (PD3) Water and Land Use Map Options
Embarcadero Planning District (PD3) Water and Land Use map options prepared pursuant
to past commitments the District has with the CCC, the San Diego Navy Broadway Complex
Coalition, and Lane Field San Diego Developers. These commitments obligate the District
to study specific land use configurations as part of this Plan’s Program EIR.
Appendix B: Excerpts from the Previously Certified Port Master Plan
for the National City Bayfront and Chula Vista Bayfront Planning Districts
Excerpts from the previously certified Port Master Plan for Planning District 5: National City
Bayfront, Planning District 6: Chula Vista Bayfront, and the corresponding section on Plan
Interpretation.

PORT MASTER PLAN
2.2 Planning Districts not included in this Plan

Two planning districts, the National City Bayfront Planning District (PD5) and the Chula Vista
Bayfront Planning District (PD6), and associated use designations have not been included and are
not a part of this master plan update. PD5 and PD6 are contained in Appendix B. These existing
planning districts and associated use designations were not revised or readopted as part of the
Port Master Plan Update.
At the time of publication of this Draft Plan, the National City Bayfront Planning District, the project
often referred to as the “National City Balanced Plan,” is in the environmental review process.
Notice of Preparation for an Environmental Impact Report (EIR) that covers an area near the
southern end of this planning district has been issued. That EIR’s timeline assumes a certified
EIR prior to the completion of the Port Master Plan Update Program EIR. As such, the National
City Bayfront Planning District will be addressed in a separate Port Master Plan Amendment. The
previously certified Port Master Plan National City Bayfront Planning District (formerly PD5) text
and Precise Plan is included as Appendix B, for reference.
The Chula Vista Bayfront Planning District (currently PD7 but proposed to be PD6 in the updated
Port Master Plan) has already undergone an extensive update and planning process, known as the
Chula Vista Bayfront Master Plan (CVBMP). The EIR and PMPA for CVBMP were approved by the
District in 2010 and certified by the CCC in 2012. The previously certified Port Master Plan Chula
Vista Bayfront Planning District (formerly PD7) text and Precise Plan are included as Appendix B
for reference.
2.3 Considerations for Plan interpretation

2.3.1 Planning Districts and Subdistricts
For planning districts not containing subdistricts, reference to subdistrict visions, policies, and
standards shall apply to the entire planning district.
2.3.2 Data Accuracy
Baywide and planning district maps are based on the best available Geographic Information
Systems mapping at the time of this Plan’s adoption and certification. The maps are not based
on site-specific surveys and therefore should not be relied upon for survey purposes or civil
engineering level analysis for proposed or existing development and activities.
Maps shall only apply within the District’s jurisdiction. While geographic data may be represented
outside of District boundaries, the District takes no responsibility for the accuracy or management
of the data.

PORT MASTER PLAN
2.3.3 Defining the Line Between Land and Water

For mapping purposes in this Plan, the District defines the line between land and water areas
using either “Top of Bank” or the “Tidal Zone”, as further described below:
2.3.3(A) Top of Bank
The District uses Top of Bank to define the water and land area division for developed and hardened
areas (e.g. rip-rap, promenades, etc.) and the first major change in the slope of the incline from the
mean high-water line of a waterbody or watercourse. A major change is a change of ten degrees
or more from the mean high-water line of a waterbody or watercourse. If there is no major change
within 50 feet from the mean high-water line, then the top of bank will be the elevation two feet
above the mean high-water line. There is an established Top of Bank boundary for all District
property.
2.3.3(B) Tidal Zone
The District uses Tidal Zone to define the water and land area division for undeveloped/natural
areas (e.g. beaches and mudflats). This area is bounded by the Mean Higher High Water (MHHW)
line and the Mean Lower Low Water (MLLW) line. The MHHW line is the 19-year average height
of higher high tides, and the MLLW line is the 19-year average height of lower low tides. These
averages are calculated using the National Tidal Datum Epoch from 1983-2001 (or the most
current National Tidal Datum Epoch that the District incorporates into their mapping efforts) and
measured by the geographically closest tide station.
The Tidal Zone represents the area that is intermittently submerged and exposed due to tidal
flows. Tide levels change daily and seasonally due to the gravitational pull of the moon and to a
lesser extent the sun. High tide and higher high tides represent the tidal elevations where the Tidal
Zone would be most submerged, and low tide or lower low tides represent the tidal elevations
where the Tidal Zone would be least submerged. The boundary points for
the Tidal Zone are the MLLW and MHHW; however, it is important to note that with changes
to mean sea level or increased storm surge intensity, it is possible that an observed high tide
elevation or low tide elevation may occur beyond the tidal zone boundaries. There will likely be
multiple National Tidal Datum Epoch updates during the life of this Plan.

PORT MASTER PLAN

3 Elements
CHAPTER 3
Elements
The elements set baywide goals, objectives, and policies that provide the
foundation and direction for the development and improvements contemplated
in each planning district.
The element policies are intended to help achieve the goals and the objectives of this Plan by
prescribing guidance for development that aligns with the District’s mission and obligations under
the Coastal Act, Public Trust Doctrine, and Port Act. A standardized format is used throughout this
Plan, as follows.
• Each element contains an overall goal(s), followed by an objective and policies, where:
• The goal is a broad statement that guides action, in accordance with the District’s vision
for Tidelands.
• The objective is a statement of a desired end.
• A policy is a rule or course of action that indicates how the District’s objective will be
achieved. A range of policies are included in each of the six elements, with varying levels
of specificity.

PORT MASTER PLAN
Chapter 3 - Elements
Plan Elements
The following list is a general summary of the focus for each of the six elements:
Water and Land Use Element
WLU Guides growth and development throughout Tidelands by establishing water and land
use designations and a diverse range of corresponding allowable uses, emphasizing the
importance of coastal access.
M
Mobility Element
Enhances the network of waterside and landside mobility connections for the movement
of goods and the movement of people across Tidelands.
Ecology Element
ECO
Establishes policies to enhance, protect, conserve, and restore natural resources and
healthy environments on Tidelands.
Safety and Resiliency Element

SR
Guides the protection and sustainability on Tidelands through public safety and security,
emergency preparedness, and resilience to climate change.
Environmental Justice Element

EJ
Establishes policies to provide disadvantaged communities with equitable opportunities
to access and enjoy Tidelands and to participate in District outreach and decision making.
Economics Element
ECON
Supports the economic vitality of the region through financial sustainability, thriving
businesses, and a growing and diverse economic portfolio.

PORT MASTER PLAN
Relationship with Other Port Master Plan Elements

The objectives and policies in each element are related to the objectives and policies in other
elements throughout this Plan. No one element stands alone, and various topics, such as improved
public access and improved environmental quality, may be referenced in multiple elements. Text
boxes are also included in each element to identify policies that are cross-referenced with others
to provide context to the reader. In general, several principal topics can be referenced across
multiple elements, as depicted in the following table:
Furthermore, the policies in all the elements are intended to be balanced with each other and
with the District’s management responsibilities under the Coastal Act, Public Trust Doctrine, and
Port Act. As an example, many of the policies contained in this document support and promote
coastal-dependent uses while also integrating public coastal access.
Together the elements promote the District’s long-term vision, provide direction for physical
development and the protection of resources, and guide decisions regarding the District’s future.
Table 3.1 Relationship of Port Master Plan Elements

ELEMENTS
TOPIC Water and Safety and Environmental
Mobility Ecology Economics
Land Use Resiliency Justice
Providing and protecting √ √ √ √ √ √
physical public access
Promoting inclusive √ √
- - - -
public participation
Fostering a healthy
environment and √ √ √ √ √ √
addressing climate
change
Promoting and
providing lower cost √ √ √
- - -
visitor and recreational
facilities
Providing and improving √ √ √ √
- -
mobility connections
Protecting and
celebrating commercial √ √ √
- - -
fishing and recreational
fishing
Coordinating with
Department of Defense
and leveraging the √ √ - √ - √
District’s Strategic Port
Designation
Identifying financing √ √ √ √
- -
mechanisms
Providing environmental √ √
- - - -
education

PORT MASTER PLAN

Chapter 3.1
Water and Land Use Element
WLU
3.1.1 Purpose
The purpose of the Water and Land Use Element is to guide future water and land uses and
development on Tidelands. Specifically, this element establishes a balanced range of complementary
uses that are intended to support the District’s role as a steward of Tidelands. The Water and Land
Use Element has been developed in conformance with the Coastal Act, the Public Trust Doctrine,
and the Port Act and was created to meet the District’s goal of protecting priority uses, which
have been established in part based on their functional dependency to the water. The Water and
Land Use Element establishes water and land use designations and corresponding allowable uses
in each designation. The goals, objectives, and policies included in this element support:
• Honoring the unique relationship between the diverse character of Tidelands and the water;
• Balancing the requirements of the Port Act and Coastal Act; and
• Improving the public’s access to, and experience on, Tidelands.
The goals, objectives, and policies contained in this

element provide a framework for the District to:
• Provide a diversity of water and land uses; The Water and Land Use Element
• Enhance coastal access throughout Tidelands; plays a critical role in implementing
the Plan’s vision of “One Bay, Rich
• Retain and expand priority coastal uses; Diversity.” This vision is reinforced
• Provide coastal and landside improvements; through baywide and planning
and district goals, objectives, and
policies.
• Encourage coordination with agency
stakeholders.
These concepts are reflected in the Water and
Land Use Element’s eight goals, with objectives and
policies to support each goal.
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ELEMENTS // Chapter 3.1 - Water and Land Use Element
3.1.2 Background
The District’s authority extends over Tideland areas within five adjacent jurisdictions: Chula Vista,
Coronado, Imperial Beach, National City, and San Diego. The District’s property includes a wide
range of land uses, including maritime, visitor-serving commercial, industrial, and public recreation.
The District’s jurisdiction is predominately urban in character with the remaining areas generally
consisting of open space and/or conservation areas. The urbanized areas include a range of
development from high-density commercial uses to undeveloped recreation open space areas.
Additionally, much of the urbanized area is leased to developers and operators and was developed
through the issuance of CDPs.
3.1.2(A) Legislative Framework
The Coastal Act, the Public Trust Doctrine, and the Port Act guide the District in carrying out its core
mission. Section 4, Establishment of the Port District, of the Port Act states that the District was
formed “for the acquisition, construction, maintenance, operation, development, and regulation
of harbor works and improvement…and the promotion of commerce, navigation, fisheries and
recreation.”
Section 87 of the Port Act identifies uses that are allowed within the District’s jurisdiction and that
were promulgated specifically for a Statewide purpose. Those uses, include, but are not limited
to, the establishment and improvements of harbors, marinas, wharves, docks, piers, slips, quays,
hotels, restaurants, parking, commercial and industrial uses, recreational opportunities, and all
other works for the promotion of commerce and navigation. Under the Port Act and the Public
Trust Doctrine, it is the District’s mission to develop a balance of such uses.
Under the Coastal Act, coastal-dependent uses are prioritized above coastal-related uses on or
near the shoreline. Further, the Coastal Act prioritizes coastal-dependent and coastal-related
uses over other uses, such as coastal-enhancing uses. Coastal-enhancing uses, while not a formal
Coastal Act category, are a use type that has been carried forward in the Plan since it was originally
certified by CCC in 1981.
Refer to Section 1.3, Legislative Framework (Chapter 1, Introduction) for more information
regarding the District’s mandates and the foundational relationship of the Coastal Act, the
Public Trust Doctrine, and the Port Act to the Water and Land Use Element.
The use of District funds is often subject to the BPC’s or the District’s Executive Director’s
discretion. Policies in this element that require the use of funds to allow, support, or promote
development, projects, partnerships, or programs are subject to this discretion.
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3.1.3 Goals, Objectives, and Policies
WLU Goal 1
Balance the District’s responsibilities under the Port Act with Coastal Act
responsibilities and priorities
WLU Objective 1.1

Provide a diversity of water and land uses that are consistent with the Port Act
The type and range of water and land uses in this Plan are primarily derived and must be
consistent with the authority granted to the District through the Port Act and its origins with
the Public Trust Doctrine. Refer to Section 1.3, Legislative Framework (Chapter 1, Introduction)
for more detail.
WLU Policy 1.1.1 The District shall provide water and land use maps that illustrate
the general pattern and relationship of various water and land use
designations consistent with the Port Act. Refer to:
• Figure 3.1.1, Baywide Water and Land Use Designations;
• Table 3.1.2, Allowable Use Types for Water Use Designations; and
• Table 3.1.3, Allowable Use Types for Land Use Designations.
WLU Policy 1.1.2 Water and land uses shall be developed in accordance with:
• Figure 3.1.1, Baywide Water and Land Use Designations;
• Table 3.1.2, Allowable Use Types for Water Use Designations; and
• Table 3.1.3, Allowable Use Types for Land Use Designations.
Uses not specified in Table 3.1.2, Allowable Use Types for Water
Use Designations and Table 3.1.3, Allowable Use Types for Land Use
Designations, shall not be permitted unless otherwise allowed pursuant to
Section 6.3, Development Conformance (Chapter 6, Plan Implementation
and Development Conformance).
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WLU Policy 1.1.3 Secondary uses shall be allowed only limited development potential to
provide protection for primary uses under the following conditions:
a. Secondary uses are permitted in water and on land only as identified
in Table 3.1.2, Allowable Use Types for Water Use Designations and
Table 3.1.3, Allowable Use Types for Land Use Designations.
b. Development of specific secondary uses shall comply with applicable
regulations (refer to Section 3.1.8, Secondary Use Calculations).
c. Secondary uses must be consistent with the standards included in
Chapter 4, Baywide Development Standards, and Chapter 5, Planning
Districts, including any development standards within the applicable
planning district or subdistrict.
WLU Policy 1.1.4 All development shall be in accordance with the applicable standards
included in Chapter 4, Baywide Development Standards and Chapter
5, Planning Districts, including any development standards within the
applicable planning district or subdistrict.
WLU Policy 1.1.5 Unique conditions within a planning district or subdistrict, are specified
within the applicable “Special Allowances” subsection for that planning
district (refer special allowances sections included in Chapters 5.1 through
5.10).
Special allowances provide specific detail on allowable uses, conditions, or operations in

specific locations on Tidelands. They are intended to address unique situations in either a
planning district or a subdistrict.
WLU Policy 1.1.6 Allowable water and land uses within the District shall be in accordance
with one of six Public Trust–related categories (refer to Table 3.1.2,
Allowable Use Types for Water Use Designations and Table 3.1.3, Allowable
Use Types for Land Use Designations):
a. Commerce
b. Environmental Stewardship
c. Fisheries
d. Navigation
e. Recreation
f. Government Facilities
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WLU Objective 1.2

Identify each water and land use’s functional dependency to the water
WLU Policy 1.2.1 Allowable water and land uses listed in Table 3.1.2, Allowable Use Types
for Water Use Designations and Table 3.1.3, Allowable Use Types for
Land Use Designations, shall be categorized based on their locational
and functional dependency to the water, consistent with the Coastal Act
priorities, as follows:
a. Coastal-dependent: Any development or use that requires a site on
or adjacent to marine or coastal waters to be able to function.
b. Coastal-related: Any development or use that is dependent on a
coastal-dependent development or use.
c. Coastal-enhancing: Any development or use that does not require a
location directly near marine or coastal waters to be able to function
but that provides visitor-serving functions and contributions that
enhance the Public Trust responsibilities of the District.
Any additional water and land uses added to the Table 3.1.2, Allowable
Use Types for Water Use Designations and Table 3.1.3, Allowable Use
Types for Land Use Designations, under a future amendment to the Plan
shall be categorized accordingly.
These categories have origins and historical application on Tidelands dating back to 1981,
when the first Coastal Act–compliant Port Master Plan was certified by CCC. For more
detailed information, refer to Section 1.3, Legislative Framework (Chapter 1, Background).
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WLU Objective 1.3

Prioritize the importance of coastal-dependent and coastal-related uses
Pursuant to Section 30255 of the Coastal Act, coastal-dependent uses are prioritized over
coastal-related uses on or near the shoreline. Further, Section 30001.5 of the Coastal Act
prioritizes coastal-dependent and coastal-related uses over other uses, such as coastal-
enhancing uses. Coastal-enhancing uses are a coastal use category that has been carried
forward in the Port Master Plan since it was originally certified by CCC in 1981.
WLU Policy 1.3.1 The District shall prioritize allowable uses based on their location and
functional dependency to the coast. The priority is as follows:
a. Coastal-dependent
b. Coastal-related
c. Coastal-enhancing
These categories will be used to identify the type and extent of planned
improvements or contributions that will be required of development,
based on a development’s mix of coastal-dependent, coastal-related,
and coastal-enhancing uses (refer to WLU Goal 7). These planned
improvements facilitate public health and safety and the public welfare
and provide public coastal access.
WLU Goal 2
Celebrate the diverse character of the Tidelands
WLU Objective 2.1

Delineate planning district areas organized around their unique character and physical,
recognizable location
This Plan divides the District’s jurisdiction into 10 delineated planning districts that have been
defined in a manner that aggregates areas into physically recognizable units that conform
closely to established municipal boundaries. The planning districts reflect the unique character
and diversity of different areas and provide location-specific requirements for improvements
and standards. The vision, special allowances, planned improvements, and development
standards for each planning district are described in Chapter 5, Planning Districts.
Water and land use acreage tables have been provided for each planning district, along with
maps identifying land use designations, mobility options, and requirements for views and
pathways.
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WLU Policy 2.1.1 The planning districts shall be established based on their physical,
recognizable location and consideration of established municipal
boundaries and shall be organized in the following manner (refer to
Figure 3.1.1, Baywide Water and Land Use Designations):
• Planning District 1: Shelter Island
• Planning District 2: Harbor Island
• Planning District 3: Embarcadero
• Planning District 4: Working Waterfront
• Planning District 5: National City Bayfront – not a part of this Plan
• Planning District 6: Chula Vista Bayfront – not a part of this Plan
• Planning District 7: South Bay – Pond 20 portion not a part of this
Plan
• Planning District 8: Imperial Beach Oceanfront
• Planning District 9: Silver Strand
• Planning District 10: Coronado Bayfront
WLU Policy 2.1.2 Planning districts shall be organized by subdistricts, as necessary, to
differentiate their distinct character. For planning districts not containing
subdistricts, reference to subdistrict visions, policies, and standards shall
apply to the entire planning district.
WLU Objective 2.2

Implement new development in a manner that blends with and enhances the surrounding
character and qualities
WLU Policy 2.2.1 The District and its permittees shall implement planned improvements
and special allowances to facilitate public health, safety, and welfare and
provide public coastal access and enjoyment of the waterfront (refer to
Chapter 5, Planning Districts, Planned Improvements).
WLU Policy 2.2.2 To maintain a planning district’s distinct character, all development shall
be in accordance with the associated subdistrict vision (refer to Chapter
5, Planning Districts, Subdistrict Vision) or planning district vision (refer
to Chapter 5, Planning Districts, Vision), where applicable.
Planning districts have specific development standards that address building standards (e.g.,
height, orientation, stepbacks, and setbacks) and public realm standards (e.g., promenade
width and walkway dimensions). These standards are intended to implement the unique
vision of each individual planning district.
WLU Policy 2.2.3 Phased development shall be coordinated in a manner to ensure that
landside and water access improvements are integrated in a cohesive
and complementary fashion (refer to Chapter 5, Planning Districts,
Planned Improvements).
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WLU Objective 2.3

Honor the maritime and cultural history of Tidelands
WLU Policy 2.3.1 The District and its permittees shall support opportunities for strategic
placement of interpretive informational signage and commemorative
artifacts that convey Tideland’s maritime and cultural history.
WLU Policy 2.3.2 The District and its permittees shall share the history of Tidelands by
engaging in strategic engagement activities with the public.
WLU Goal 3
Enhance access to the public realm
As established in Section 30001.5 of the Coastal Act, the goals of the State are to enhance
the coastal zone environment, increase public access to and along the coast, and maximize
public recreational opportunities, in addition to encouraging coordinated planning and
development with regional and State initiatives.
Consistent with the Coastal Act, this element, together with Chapter 4, Baywide Development
Standards, establishes public realm standards that are intended to be applied Baywide,
whereas more site-specific standards are established in Chapter 5, Planning Districts.
WLU Objective 3.1

Protect and provide physical access in the public realm
WLU Policy 3.1.1 A network of pathways and water-based transfer points shall connect
the comprehensive waterfront open space network and public realm
areas on Tidelands.
WLU Policy 3.1.2 The District—independently, assigned through partnerships with the
District, or through CDPs issued by the District—shall plan, design, and
implement a comprehensive waterfront open space network that provides
access to and throughout the public realm on Tidelands and enhances
proximate connections to the water for the public and priority coastal
uses. These improvements shall be developed in accordance with:
a. Chapter 4, Baywide Development Standards; and
b. Chapter 5, Planning Districts, including any development standards
within the applicable planning district or subdistrict.
WLU Policy 3.1.3 The District and its permittees shall maintain, protect, and enhance
existing public coastal-dependent recreational facilities, such as boat
ramps and piers that provide coastal access.
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WLU Policy 3.1.4 Permittees of coastal-enhancing development shall provide direct access
to the water’s edge and increase physical accessibility to the water by
providing overlooks, step-down areas, or similar opportunities for users
to access the water.
WLU Policy 3.1.5 Protect and, where feasible, expand waterside amenities, such as water-
based transfer points, overnight transient docking, free or lower cost
short-term public docking, anchorages, launch areas for nonmotorized
watercraft, and boat launch facilities.
WLU Policy 3.1.6 A waterside promenade shall be provided as part of development that
abuts the waterfront, in accordance with:
WLU Policy 3.1.7 Nonwaterside development with obstructed public access shall provide
physical connections (e.g., walkways) to the water, in accordance with:
WLU Policy 3.1.8 Development adjacent to Recreation Open Space shall comply with,
height limit, setback, and stepback requirements in accordance with:
WLU Objective 3.2

Protect and provide visual access to the water
WLU Policy 3.2.1 Visual access locations (scenic vista areas, view corridor extensions,
Window to the Bay, and walkways) shall be maintained and protected,
as shown on the Chapter 5, Planning Districts: Coastal Access Views and
Pathways Maps.
WLU Policy 3.2.2 Permittees of development shall preserve visual access through scenic
vista areas, view corridor extensions, and walkways, in accordance with:
a. Chapter 4, Baywide Development Standards;
within the applicable planning district or subdistrict; and
c. Chapter 5, Planning Districts applicable Coastal Access Views and
Pathways Maps.
WLU Policy 3.2.3 Coastal-enhancing development should provide opportunities for the
public to view maritime operations when located nearby from vantage
points that are physically accessible.
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WLU Policy 3.2.4 Development, when located adjacent to commercial fishing operations,
shall provide opportunities for public viewing of commercial fishing
activities, such as fresh fish offloading, net mending, and fresh fish
markets, to reinforce the working waterfront identity.
WLU Policy 3.2.5 Development shall be set back from the water’s edge and recreation
open space to avoid creating a walling-off effect.
WLU Goal 4
Preserve and enliven the public realm
WLU Objective 4.1

Preserve the public realm
WLU Policy 4.1.1 There shall be no net loss of acreage designated as Recreation Open
Space in a subdistrict or in a planning district if no subdistrict exists.
WLU Policy 4.1.2 Recreation Open Space should be designated along the water’s edge.
WLU Policy 4.1.3 Recreation Open Space areas shall be publicly accessible to a diverse
user group with the intent of providing a variety of water-oriented
experiences.
WLU Policy 4.1.4 Public accessways and recreation facilities provided as part of
development shall be maintained for public use over the anticipated life
of the development with which they are associated.
WLU Policy 4.1.5 The design and location of Recreation Open Space shall be in accordance
with Section 4.2, Recreation Open Space and Activating Features
Standards (Chapter 4, Baywide Development Standards).
WLU Policy 4.1.6 The District shall require, where feasible, the integration of non-privatized,
physically accessible public realm areas and amenities into development
such as parks, courtyards, water features, gardens, passageways, paseos,
and plazas.
WLU Policy 4.1.7 The District shall require permittees of coastal-enhancing development
to allow, maintain, and promote free, public access to the public realm on
their development site.
WLU Policy 4.1.8 No new private or quasi-private piers, gangways, or docks associated or
connected to residential uses shall be permitted on Tidelands.
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WLU Objective 4.2

Provide opportunities for the public to explore and participate in a diverse mix of activities
on Tidelands
WLU Policy 4.2.1 The District shall require permittees of coastal-enhancing development
to provide a wide array of uses for the public that:
a. Offer a variety of recreational uses;
b. Complement adjacent waterfront uses and activities; and
c. Maximize attributes of each location to offer a range of experiences
to the user and appeal to a variety of visitors.
WLU Policy 4.2.2 The District shall encourage establishment of activating features that
support existing amenities and introduce new activities in recreation areas.
Permittees, of development containing Recreation Open Space within the
leasehold, shall plan, design, and implement activating features, which are:
a. Commensurate with the intensity of land uses within the permittee’s
development site;
b. Consistent with an Activation Plan developed by the permittee and
approved by the District;
c. In accordance with Chapter 4, Baywide Development Standards; and
d. In accordance with Chapter 5, Planning Districts, including any
development standards within the applicable planning district or
subdistrict.
WLU Policy 4.2.3 Attractions are encouraged within the Commercial Recreation land use
designation and shall be:
a. Sited to increase the use of, and be integrated with, the waterfront
experience;
b. Located in areas supported by mobility hubs, curbside management,
and pedestrian amenities to support multimodal access throughout
Tidelands; and
c. Complementary to other visitor-serving attractions.
WLU Policy 4.2.4 Development-related signage shall not impede or detract from public
views of the coast. Signage shall be consistent with Chapter 4, Baywide
Development Standards, and other District signage guidelines.
WLU Policy 4.2.5 Development shall include wayfinding signage to inform the public of
nearby waterside promenades, scenic vista areas, and key public areas
and amenities such as docks, piers, and beaches.
WLU Policy 4.2.6 All areas designated as Recreation Open Space, including those areas
within development leaseholds, shall be open to the general public during
park hours for at least 85 percent of the year. Access to the general public
in these areas shall be limited for permitted temporary special events
and programmed uses no more than 15 percent of the year.
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WLU Objective 4.3

Expand and enhance waterside recreational facilities
The District shall preserve the public’s right to fish on and from public lands of the State and in
the water consistent with the Port Act and State of California Constitution, Article 1, Section 25.
WLU Policy 4.3.1 The District shall encourage boating and pier access for recreational and
subsistence fishing throughout Tidelands, where feasible, by requiring
permittees of applicable development to provide public fishing or
viewing piers and boating access. Maintenance may be provided by third
parties.
WLU Policy 4.3.2 The District shall retain, where feasible, temporary anchorages for
transient recreational vessels.
WLU Policy 4.3.3 Designated anchorage areas shall be located:
a. To minimize interference with navigation; and
b. Where support facilities are available.
WLU Policy 4.3.4 Permittees of recreational marina development shall incorporate low-
cost transient docking slips in their recreational marina.
WLU Policy 4.3.5 Proposed recreational boating facilities in Tidelands shall, to the extent
feasible, be designed and located in such a fashion so as not to interfere
with the needs of the commercial fishing industry.
WLU Goal 5
Honor the water through a well-planned District
WLU Objective 5.1

Maximize benefits to and minimize conflicts with coastal-dependent uses
WLU Policy 5.1.1 The District shall continue to maintain, expand, and enhance District
facilities consistent with the Port Act and in support of the District’s
mission. For more detail, refer to Chapter 1, Introduction.
WLU Policy 5.1.2 Intertidal and Conservation Open Space use designations shall be
enhanced and protected as further described in ECO Goal 1 (Chapter 3.3,
Ecology Element).
WLU Policy 5.1.3 All development shall be located, designed, and constructed to:
a. Give highest priority to the use of existing land space in harbors
for coastal-dependent port purposes, including, but not limited to,
navigational facilities, shipping industries, and necessary support
and access facilities.
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b. Provide for other benefits consistent with the Public Trust, including,
but not limited to: improved recreational opportunities in the public
realm, including Recreation Open Space that is adjacent to the
water’s edge, or the conservation of adjacent wildlife habitat areas,
to the extent feasible.
Commerce and Navigation Uses
WLU Objective 5.2

Maximize opportunities to retain and expand maritime operations
WLU Policy 5.2.1 The District shall encourage new development or rehabilitation of District
assets, including improvements to maritime berthing facilities.
WLU Policy 5.2.2 Areas for deep-water berthing shall be preserved for uses and activities
that depend on deep water, such as commercial fishing facilities,
research vessels, cruise ships, cargo ships, and visiting military vessels.
Deep-water berthing areas may be maintained by third parties through
partnerships or leases with the District.
WLU Policy 5.2.3 Conversion of land use designations directly adjacent to deep-water
berthing to an alternative designation that may be in conflict with or that
may restrict access to the deep-water berthing operations or activities
is discouraged.
WLU Policy 5.2.4 The District shall support maintenance and development of maritime
berthing and related facilities to sustain the continued operations of
maritime facilities.
WLU Policy 5.2.5 Maritime operations are inherently coastal-dependent or coastal-related
uses and are important to the District and the region. Therefore, maritime
operations may be allowed to limit waterside access opportunities in
and around active operations, but alternative access shall be provided to
promote coastal access to the maximum extent feasible.
Fisheries Uses
WLU Objective 5.3

Retain and enhance facilities for fisheries operations
WLU Policy 5.3.1 The District shall protect commercial fishing water and land use areas.
WLU Policy 5.3.2 Permittees of development shall prioritize and ensure the functionality of
commercial fishing operations by locating landside support uses, such as
parking, loading and offloading, and processing, immediately adjacent
to associated berthing areas.
WLU Policy 5.3.3 The District shall support commercial fishing operations by facilitating
improvements to piers and to storage, loading and offloading, and
processing areas at existing commercial fishing facilities.
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WLU Policy 5.3.4 The District shall promote the redevelopment of existing commercial
fishing facilities.
WLU Policy 5.3.5 The District shall allow the redevelopment of sportfishing operations
that do not interfere with commercial fishing operations.
WLU Goal 6
Expand the collection of lower cost visitor and recreational facilities
Lower cost visitor and recreational facilities offer valuable opportunities for coastal access to the
public. These recreational places are located throughout Tidelands and include facilities such
as parks and waterside amenities such as public fishing piers, launch areas for motorized and
nonmotorized watercraft, and overnight accommodations.
Coastal Act Section 30213, states:

Lower cost visitor and recreational facilities shall be protected, encouraged, and, where
feasible, provided. Developments providing public recreational opportunities are preferred.
The commission shall not: (1) require that overnight room rentals be fixed at an amount
certain for any privately owned and operated hotel, motel, or other similar visitor-serving
facility located on either public or private lands; or (2) establish or approve any method
for the identification of low or moderate income persons for the purpose of determining
eligibility for overnight room rentals in any such facilities.
Consistent with the Coastal Act, the District supports the provision of lower cost visitor-serving
and recreational facilities by encouraging the expansion of existing facilities, as well as protecting
the current inventory on Tidelands. (As of the certification date of this Plan, Month ##, ####).
WLU Objective 6.1

Encourage the development of opportunities for a variety of visitors to access, recreate,
and stay overnight on Tidelands
WLU Policy 6.1.1 Permittees of development is encouraged to provide a variety of lower
cost visitor and recreational facilities to improve coastal access.
WLU Policy 6.1.2 Recreation Open Space areas shall support programming and a variety
of recreational activities, with a wide range of affordability and price
points to ensure all visitors are able and encouraged to experience the
waterfront.
WLU Policy 6.1.3 To offer flexibility to permittees, the District may offer a range of
geographic options or a District-established in-lieu fee program for the
development of new, or replacement, lower cost visitor and recreational
facilities.
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WLU Policy 6.1.4 The District may elect to establish an in-lieu fee program that permittees
may participate in to satisfy the requirement for provision of lower cost
visitor and recreational facilities, with the following conditions:
a. The in-lieu fee program shall apply only where the provision of lower
cost visitor and recreational facilities is not feasible either on the
exiting development site or elsewhere on Tidelands.
b. Any collected in-lieu fees shall be used on Tidelands for the provision
of lower cost visitor and recreational facilities.
c. For lower cost overnight accommodations only, the following
exceptions apply:
1. In assessing the feasibility for on-Tidelands lower cost
accommodations, the District may consider whether the required
amount of new or replaced lower cost overnight accommodations
can be accomplished in one development.
2. Collected in-lieu fees shall be used to develop only lower cost
overnight accommodations (in order of priority):
i. On Tidelands, or
ii. In the San Diego County Coastal Zone, if on Tidelands is not
feasible.
For purposes of this Port Master Plan, visitor overnight accommodations shall be defined as
lower, moderate, or higher cost as follows:
1. Lower cost: For hotels or motels, the average daily room rate of all economy hotels and motels
in the San Diego County Coastal Zone that have room rates that are 25 percent below
the Statewide average daily room rate or lower. Economy hotels and motels are AAA-
rated one- or two-diamond hotels, or equivalent. Lower cost overnight accommodations
shall also include campgrounds, hostels, and recreational vehicle parks because these
overnight accommodations are inherently lower cost.
2. Moderate cost: The average daily hotel or motel room rate in the San Diego County Coastal
Zone that is between the lower cost and the higher cost.
3. Higher cost: The average daily hotel or motel room rate in the San Diego County Coastal
Zone that is 25 percent higher than the Statewide average daily room rate or greater.
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WLU Objective 6.2

Protect the Tidelands’ portfolio of lower cost visitor and recreational facilities
WLU Policy 6.2.1 Lower cost visitor and recreational facilities shall be protected in the
aggregate on Tidelands. Protection of existing facilities allows for
preventive maintenance, major maintenance, or facility upgrades even
if temporary closure or limited public access to the facility occurs during
these activities and times.
WLU Policy 6.2.2 Replacement of lower cost overnight accommodations shall be provided
(in order of priority) based on feasibility:
a. On the existing development site;
b. Elsewhere on Tidelands; or
c. Through contribution to a District-established in-lieu fee program, if
created, and the in-lieu fees are contributed before commencement
of construction of new higher cost overnight accommodations and
displacement of any lower cost overnight accommodations.
WLU Policy 6.2.3 Replacement of lower cost overnight accommodations occurring
elsewhere on Tidelands (refer to WLU Policy 6.2.2[b]) shall apply one of
the following conditions:
a. Must be in place before the removal of the displaced lower cost
overnight accommodations; or
b. Must compensate for the temporary loss (i.e., a lower cost overnight
accommodation[s] is removed before replacement lower cost
overnight accommodations are approved for use or occupancy). This
may be addressed through a District-established in-lieu fee program
(refer to WLU Policy 6.1.3).
WLU Policy 6.2.4 Lower cost overnight accommodations displaced through new
development, redevelopment, demolition, or closure shall be replaced
with lower cost overnight accommodations at a ratio to be determined
by a lower cost overnight accommodation offset program.
WLU Policy 6.2.5 Displaced lower cost visitor and recreational facilities, excluding overnight
accommodations, shall be replaced with comparable facilities that may
be of a similar or different type if specific conditions are demonstrated
through a comparative demand study (refer to WLU Policy 6.2.6 and
WLU Policy 6.2.7). The comparative demand study must be submitted
and approved by the District before the project application is submitted
to the District.
WLU Policy 6.2.6 For replacement of displaced lower cost visitor and recreational facilities,
excluding overnight accommodations, with a facility (or facilities) of a
similar type(s) (refer to WLU Policy 6.2.5), the comparative demand
study must demonstrate:
a. The new facility will likely result in an equal or increased amount of
public use when compared to the facility being replaced; and
b. When implemented, the new facility will be of a scale and size
comparable to those of other, similar facilities in a coastal setting.
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WLU Policy 6.2.7 For replacement of displaced lower cost visitor and recreational facilities
with a facility (or facilities) of different type(s) (refer to WLU Policy 6.2.5),
the comparative demand study must demonstrate:
a. The new lower cost visitor and recreational facility will likely provide
greater opportunities for a variety of visitors to access and recreate
on Tidelands than the facility being replaced; and
b. There is an increase in demand for the replacement lower cost visitor
and recreational facility compared with the existing facility.
WLU Objective 6.3

Increase the District’s inventory of lower cost overnight accommodations
WLU Policy 6.3.1 Development containing higher cost overnight accommodations is
required to provide lower cost overnight accommodations. The provision
of lower cost overnight accommodations may be provided through:
a. Construction of new facilities,
b. Conversion of existing overnight accommodations to lower cost
overnight accommodations, or
c. Contribution to a District-established in-lieu fee program (refer to
WLU Policy 6.1.3).
WLU Policy 6.3.2 Development that includes new higher cost overnight accommodations
shall provide lower cost overnight accommodations units at an amount
equivalent to 25 percent of the total number of the proposed higher cost
overnight accommodation units.
WLU Policy 6.3.3 Lower cost overnight accommodations required because of development
of higher cost overnight accommodations shall be provided on the
existing development site. If it is proven that development of lower cost
overnight accommodations is infeasible on-site, at the discretion of the
District, the requirement for lower cost overnight accommodations may
then be satisfied elsewhere on Tidelands, or lastly through a contribution
to a District-established in-lieu fee program.
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PORT MASTER PLAN
WLU Goal 7
Provide coastal and public improvements through reinvestment
and partnerships
With a few exceptions, all development on Tidelands occurs on Public Trust lands. Based
on fiduciary responsibilities outlined in the Port Act, revenues generated from development
on Tidelands, typically accomplished through public-private or public-public partnerships
between the District and third parties and with limited exceptions, are reinvested on Tidelands.
Furthermore, there is an expectation that open space and public realm improvements will
be coordinated, planned, and provided through these partnerships. As a result, value can be
added to Tidelands through partnerships with a shared purpose.
WLU Objective 7.1

Identify and require implementation of a variety of planned improvements to enhance
each planning district and further the Public Trust
Planned improvements provide enhanced coastal access to Tidelands, on land and between
the water-land interface, or define the thresholds for development for appealable projects
consistent with the Coastal Act.
Planned improvements are essential for public health and safety and for the public welfare
and therefore must provide safe and efficient mobility, parking, and access to, from, and
through developments and must provide a benefit to developments by unlocking value in
development sites and providing coastal access and recreation, as required by the Coastal
Act.
WLU Policy 7.1.1 Permittees of development derives benefits from its location on Tidelands
and, accordingly, shall provide or contribute to planned improvements
that facilitate public health and safety and the public welfare and provide
public coastal access and enjoyment of the waterfront.
WLU Policy 7.1.2 Except as set forth under WLU Policy 7.3.3, permittees of all major
development shall be required to provide or contribute toward planned
improvements identified for a planning district in Chapter 5, Planning
Districts, Planned Improvements. The three primary categories of
planned improvements are defined below:
a. Landside access: Improvements to transportation and mobility
infrastructure that enhance the public’s ability to access and explore
the public realm and perform commerce on Tidelands. Landside
access may include mobility hubs, improvements to a variety of
accessways, and implementation of the bayfront circulator.
WLU
PORT MASTER PLAN
b. Coastal access: Physical features designed to provide new or

enhance existing water access. Examples include pier improvements,
overnight transient docking and mooring, public water access, and
short-term public docking.
c. Visitor-serving commercial uses: Visitor-serving commercial uses
provide opportunities for the public to access and enjoy Tidelands,
including the use of non-water-oriented retail and overnight
accommodations.
Permittees of minor development may be required to provide or
contribute toward planned improvements as identified for a planning
district in Chapter 5, Planning Districts, Planned Improvements and as
supported by a subsequent program created by the District.
WLU Objective 7.2

Determine development contributions relative to their location and functional dependency
from the water
Coastal Act Section 30255 sets forth the priority of coastal-dependent developments, stating
“coastal-dependent developments shall have priority over other developments on or near the
shoreline. Except as provided elsewhere in this division, coastal-dependent developments
shall not be sited in a wetland. When appropriate, coastal-related developments should be
accommodated within reasonable proximity to the coastal-dependent uses they support.”
The following policies are based on the coastal use categories specified in WLU Goal 1, including
coastal-dependent, coastal-related, and coastal-enhancing uses.
WLU Policy 7.2.1 The level of required contribution to planned improvements for
permittees of major development shall be based on their assigned
category, as described below and as identified in each corresponding
planning district or subdistrict:
a. Coastal-dependent: Development of coastal-dependent uses shall
provide or contribute to mobility hub planned improvements to
ensure the efficient movement of goods and people to, from, and
around Tidelands and for public health and safety and for the public
welfare.
b. Coastal-related: Development of coastal-related uses shall provide
or contribute to enhancement of transportation and mobility
infrastructure and shall enhance the public’s ability to access and
explore the public realm and perform commerce on Tidelands.
In addition, development of coastal-related uses shall provide or
contribute to landside public access planned improvements. These
features further public health and safety and the public welfare by
providing safe and efficient access to the Bay.
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PORT MASTER PLAN
c. Coastal-enhancing: Development of coastal-enhancing uses shall

be required to provide or contribute to landside public access and
coastal access features as a part of such development. These features
further public health and safety and the public welfare by providing
safe and efficient access to the Bay.
Permittees of development may be required to provide similar
contributions or less of a contribution toward planned improvements
subject to the discretion of the District.
A list of planned improvements for development is set forth for each
subdistrict (or planning district, where applicable). All requirements shall
be provided concurrent with the proposed development consistent with
the applicable Chapter 4, Baywide Development Standards, and Chapter
5, Planning Districts (including any development standards within the
applicable planning district or subdistrict), to further public health and
safety and the public welfare, the Coastal Act, the Port Act, and Port
Master Plan goals.
WLU Objective 7.3

Ensure development contributes appropriately to the building or funding of planned
improvements
WLU Policy 7.3.1 The District shall establish a program for the implementation of planned
improvement, including how contributions may be made by development.
In this program, the District may establish a financing mechanism as an
alternative measure to satisfy the planned improvement requirements.
WLU Policy 7.3.2 Two or more new permittees of development may partner to contribute to
the implementation and funding of one or more planned improvements.
WLU Policy 7.3.3 All developments shall provide or contribute to planned improvements in
a planning district or subdistrict. However, certain types of developments
are excluded from this requirement. The following developments are
excluded from providing or contributing to planned improvements:
a. District-administered projects;
b. Government agency facilities responsible for safety, security, and
customs;
c. Commercial fishing facilities;
d. Lower cost visitor-serving overnight accommodations; and
e. Any planned improvement (as listed in the subdistrict) developed
independently or as part of a major development.
WLU Policy 7.3.4 Development implemented in phases shall submit to the District a
project phasing plan that addresses how the development of proposed
improvements will align with the phasing, financing, and construction of
the proposed development. This phasing plan shall be submitted to the
District for its approval before issuance of the first Coastal Act Approval
for the development other than those needed for due diligence efforts.
WLU
PORT MASTER PLAN
WLU Policy 7.3.5 Locations of planned improvements shall be prioritized as follows:

a. On-site;
b. In the same subdistrict as the proposed development;
c. In the same planning district as the proposed development activity; or
d. Elsewhere on Tidelands in the Coastal Zone.
Further detail regarding planned improvements is specified in Chapter 5,
Planning Districts, Planned Improvements.
WLU Goal 8
Collaborative Baywide planning
WLU Objective 8.1

Coordinate on Baywide planning efforts
WLU Policy 8.1.1 The District shall require, in coordination with permittees of development,
the planning, designing, and implementation of a comprehensive,
nondigital wayfinding signage system to guide.
WLU Policy 8.1.2 The District shall build on existing agency partnerships to strengthen
communications, develop new methods to share information, and
coordinate initiatives to improve the District’s waterfront.
WLU Policy 8.1.3 The District shall provide opportunities for the public to learn about
the District’s mission and projects through community engagement,
participation, and communication.
WLU Policy 8.1.4 The District shall continue to provide opportunities for interested
and affected parties (including but not limited to tenants, agencies,
stakeholders, and the general public) to engage in early, active, and
ongoing participation in public decision-making processes.
Pursuant to Section 30255 of the Coastal Act, coastal-dependent uses are prioritized over
coastal-related uses on or near the shoreline. Further, Section 30001.5 of the Coastal Act
prioritizes coastal-dependent and coastal-related uses over other uses, such as coastal-
enhancing uses. Coastal-enhancing uses are a coastal use category that has been carried
forward in the Port Master Plan since it was originally certified by CCC in 1981.
WLU
PORT MASTER PLAN
3.1.4 Water and Land Use Designations

3.1.4(A) Water and Land Use Designations: Map and Acreages
This Plan establishes 19 water and land use designations to ensure that a wide variety of uses
are properly located throughout Tidelands and that appropriate space is provided for each use.
The Plan also ensures that each use is appropriately sited based on character and compatibility
with other adjacent uses. Each water and land use designation includes a number of allowable
use types which are permitted within each designation. The Plan also provides a greater level
of detail about these uses in Chapter 5, Planning Districts, particularly relating to more specific
development requirements at the planning district level of review.
Baywide and Planning District maps are based on the best available Geographic Information
Systems (GIS) mapping at the time of this Plan’s adoption and certification. They are not
based on site-specific surveys and therefore should not be relied upon for survey purposes
or civil engineering level analysis for proposed or existing development and activities.
Maps shall only apply within the District’s jurisdiction. While geographic data may be
represented outside of District boundaries, the District takes no responsibility for the
accuracy or management of the data.
3.1.4(B) Piers and Platforms

Across Tidelands, there are structures in the water that connect to land, such as piers, platforms,
docks, and slips. These structures have been classified with either a water or a land use designation
based on the size of the structure, as follows:
• Piers that are more than one-quarter acre in size are assigned a land use designation on the
water and land use maps. Piers that have historically been assigned land use designations
in the previously certified Port Master Plan (Month ##, ####) shall also be assigned a land
use designation in the current Plan (as certified Month ##, ####);
• Platforms are assigned a land use designation on the water and land use maps; and
• Docks and slips are included in their surrounding water use designation on the water and
land use maps.
WLU
Baywide Water and Land Use Map
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j j j j j j Industrial and Deep-Water Berthing ààààààààààààà
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¨¨¨Navigation Corridor ¨¨¨¨

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¨¨¨¨
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" " " " " "
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" " " " " " ¨¨¨¨
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¨¨¨¨ Beach Imperial Beach
Not Within District Permitting Authority
¨¨¨¨
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¨¨¨¨
¨¨¨¨
¨¨¨¨
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¨¨¨¨
Planning Districts Not Included ¨¨¨¨
¨¨¨¨
± ¨¨¨¨
0 1.5 3 Miles
FIGURE 3.1.1 BAYWIDE WATER AND LAND USE DESIGNATIONS 49

PORT MASTER PLAN
WLU
PORT MASTER PLAN
Table 3.1.1 Baywide Water and Land Use Acreages
WATER USES ACRES

Anchorage 52.00
Commercial Fishing Berthing 29.78
Conservation/Intertidal 229.30
Industrial and Deep-Water Berthing 150.52
Marine Services Berthing 15.46
Navigation Corridor 112.06
Open Bay / Water 704.82
Recreational Berthing 331.89
Sportfishing Berthing 11.11
Subtotal - Water Uses 1,636.94
LAND USES ACRES
Commercial Fishing 7.23
Commercial Recreation 303.80
Institutional / Roadway 132.28
Marine Sales and Services 8.68
Marine Terminal 105.61
Maritime Services and Industrial 156.12
Planning Area (PA-1) 1 16.15
Recreation Open Space 267.65
Sportfishing 4.56
Visitor-Serving Marine Terminal 12.11
Subtotal - Land Uses 1,014.19
SUBTOTAL - WATER AND LAND USES 2,651.13
AREAS NOT INCLUDED ACRES
Planning District 5: National City Bayfront 477.27
Planning District 6: Chula Vista Bayfront 1,905.28
Pond 20 (Portion of Planning District 7: South Bay) 95.16
SUBTOTAL - AREAS NOT INCLUDED 2,477.71
TOTAL 5,128.84
1.
Listed acreage does not include above-grade Recreation Open Space areas. See PD3.46 for a description of the
total at-grade and above-grade Recreation Open Space acreages related to PA-1.
WLU
PORT MASTER PLAN
3.1.5 Allowable Use Regulations

Table 3.1.2, Allowable Use Types for Water Use Designations and Table 3.1.3, Allowable Use Types
for Land Use Designations identify the use types allowed across Tidelands according to the water
or land use designations. The allowable use types (both water and land) are organized into Public
Trust categories (i.e., commerce, environmental stewardship fisheries, navigation, recreation, and
government facilities) in accordance with WLU Policy 1.1.6.
Refer to Table 3.1.4, Description of Water and Land Use Designations for a description of the
designation’s character. Table 3.1.5, Description of Allowable Use Types provide further detail about
specific uses (e.g., facilities, structures, or operations) that are allowed within the corresponding
water and land use designations. The glossary contains additional definitions for specific terms
referenced in Table 3.1.5, Description of Allowable Use Types, and should be consulted for further
interpretation.
To allow flexibility for development, and concurrently provide greater certainty to the prioritization
and protection of certain uses, the Allowable Use Types (both water and land) are identified as
primary uses, secondary uses, or not permitted uses (Table 3.1.2, Allowable Use Types for Water
Use Designations and Table 3.1.3, Allowable Use Types for Land Use Designations). The intent is
that primary uses take precedent over secondary uses consistent with WLU Policy 1.1.3, as further
described below:
1. Primary Use: The preferred and dominant use in a water or land use designation. The primary
use(s) (“P”) for which land or a building is or may be intended, occupied, maintained, arranged,
or designed.
2. Secondary Use: Secondary uses (“S”) complement primary uses identified in a water and land
use designation but are not the preferred use and should not dominate any development site
or impede, interfere, or create conflicts with the functionality of the priority primary use. The
following conditions apply to secondary uses:
a. Secondary uses are limited to 25 percent of the total development area on a development site;
b. A secondary use may be developed only after, or concurrently with, development of a primary
use unless a plan for different phasing of all the primary and secondary uses in a cohesive
development is approved by the District; and
c. Secondary uses shall be sited in a manner that reserves 75 percent of functional ground floor
water/shoreline frontage for primary uses.
3. Refer also to Section 3.1.8, Secondary Use Calculations for standards and protocols for assessing
secondary uses.
4. Not Permitted Use: Uses (“-“) that are not allowed in a water or land use designation.
3.1.6 Description of Water and Land Use Designations

Descriptions of water and land use designations that define the character of the designations but
are not intended to identify all the allowed uses. Refer to Table 3.1.4, Description of Water and Land
Use Designations for a description of the designation’s character.
WLU
PORT MASTER PLAN
Table 3.1.2 Allowable Use Types for Water Use Designations

WATER USE DESIGNATIONS
Industrial and Deep-Water Berthing

1
Commercial Fishing Berthing
√ = Coastal Dependency

Conservation / Intertidal
COASTAL DEPENDENT
COASTAL ENHANCING
P = Permitted Primary Use
Sportfishing Berthing
COASTAL RELATED
Navigation Corridor
S = Permitted Secondary Use
Open Bay / Water

“ - ” = Not Permitted
Anchorage
ALLOWABLE USE TYPES
COMMERCE
Boat / Watercraft Brokerage and Sales Berthing √ - - - - P - - S S
Fueling Facilities √ - P - P P - - P P
Industrial and Deep-Water Berthing √ - - - P - - - - -
Marine Services Berthing and Mooring √ - - - P P - - - S
Marine Technology √ - - S S - - P S S
Marine Towing Services Berthing and Mooring √ - S - P P - - - S
Navigational Hazard and Marine Debris Storage √ - - - P - - - - -
Pumpout and Disposal Facility √ - P - P P - - P P
Restaurant (full service) √ - - - - - - - P -
Restaurant (limited service) √ - - - - - - - P -
Spill Response Services Berthing and Mooring √ - S - P P - - S S
FISHERIES
Aquaculture Operations √ - S P S S - P S S
Commercial Fishing Berthing and Mooring √ - P - P - - - S S
Six-Pack Sportfishing Berthing and Mooring √ - - - - - - - P P
Sportfishing Berthing and Mooring √ - - - - - - - P P
RECREATION
Anchorage Areas √ P - - - - - - - -
Boat and Watercraft Launch Ramp √ - - - - - P P P -
Boat and Watercraft Rental √ P
- - - - S - S S
Berthing and Mooring
Commercially Operated Passenger Vessels √ P P
- - - - - - -
Berthing and Mooring
Museums √ - - - P - - - P -
Public Art √ - - - - - - S S -
Recreational Berthing and Mooring √ P - - - - - - P -
Short-Term Public Docking √ - - - - S - P P S
Transient Docking and Mooring √ P - - S - - P S -
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PORT MASTER PLAN
Table 3.1.2 Allowable Use Types for Water Use Designations

Industrial and Deep-Water Berthing

1
Commercial Fishing Berthing

Conservation / Intertidal
COASTAL DEPENDENT
COASTAL ENHANCING
Sportfishing Berthing
COASTAL RELATED
Navigation Corridor
Open Bay / Water

Anchorage
ALLOWABLE USE TYPES
ENVIRONMENTAL STEWARDSHIP
Environmental Education √ - - - - - - S - S
Environmental Remediation √ P P P P P P P P P
Habitat Management and Wildlife Conservation √ - - P - - - P - -
Marine-Related Industry Training √ - - S - S - - S -
Mitigation Bank √ - - P - - - P - -
Salt Pond √ - - P - - - - - -
Scientific and Environmental Research √ P - P P P P P P P
NAVIGATION
Water-Based Transfer Point 2 √ - - - P P P P P P
GOVERNMENT FACILITIES
District Administration Facilities √ P P P P P P P P P
Government Agency √ - - - P P P P P P
Berthing and Mooring (Non-District) 3
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PORT MASTER PLAN
Table 3.1.3 Allowable Use Types for Land Use Designations

LAND USE DESIGNATIONS
Maritime Services and Industrial
Visitor-Serving Marine Terminal

Conservation Open Space
Marine Sales and Services

Institutional / Roadways
Recreation Open Space

COASTAL DEPENDENT
COASTAL ENHANCING
Commercial Recreation
COASTAL RELATED
Commercial Fishing
Marine Terminal
Sportfishing
ALLOWABLE USE TYPES
COMMERCE
Activating Features, Commercial √ - P - - - - - P - P
Boat / Watercraft Brokerage √ P
- - - - - - S S -
and Sales Facilities and Operations
Commercially Caught √ P P - - - - - - - -
Fish Market Operations
Convention Center √ - P - - - - - - - -
Cruise Terminal Facilities and Operations √ - - - - - - - - - P
Derelict Vessel Storage √ - - - - - - P - - -
Dry Boat Storage √ - P - - - - - - S -
Dry Dock Service Facilities and Operations √ - - - - P S P - - -
Fishing Tackle Rental and Sales √ - P - - - - - S P -
Fueling Facilities and Operations √ - P - P - P P - - -
Manufacturing and Turbine Sales √ - - - - - - P - - -
Marine Technology √ - S - - S S P - S S
Marine Terminal Facilities and Operations √ - - - - - P - - - -
Marine-Related Professional Services √ - P - - P - S - S S
Maritime Services and √ P
- - - - - - - - -
Industrial Facilities and Operations
Overnight Accommodations √ - P - - - - - - - S
Pumpout and Disposal Facility √ P S - - S - - - S -
Restaurant (Full-service) √ - P - - - - - - P P
Restaurant (Limited-service) √ - P - - S - - S P P
Retail √ - P - - S - - - - -
Ship Chandlery √ P P - - P - - - P S
Vessel Building and √ P P
- - - - S - - -
Repair Facilities and Operations
FISHERIES
Aquaculture Facilities and Operations √ √ - S - - S S P - - -
Commercial Fishing Facilities and Operations √ P - - - S S S - S -
Six-Pack Sportfishing Facilities and Operations √ - P - - - - - - P -
Sportfishing Facilities and Operations √ - - - - - - - - P -
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PORT MASTER PLAN
Table 3.1.3 Allowable Use Types for Land Use Designations

Visitor-Serving Marine Terminal

Conservation Open Space
Marine Sales and Services

Institutional / Roadways

COASTAL DEPENDENT
COASTAL ENHANCING
COASTAL RELATED
Commercial Fishing
Marine Terminal
Sportfishing
ALLOWABLE USE TYPES
RECREATION
Activating Features, Noncommercial √ - P - - - - - P - P
Aquatic Center √ - P - - - - - S - -
Attractions √ - P - - - - - S - -
Boat and Watercraft Launch Ramp √ - - - - - - - P - -
Boat and Watercraft Rental Facilities √ P
- - - S - - S S -
and Operations
Boating and Sailing School √ - P - - P - - S S -
Golf Course √ - - - - - - - P - -
Museums √ - P - - - - - - - -
Park or Plaza √ - P - P P - - P P P
Performance Venue 4 √ - P - - - - - P - -
Public Art √ S S S S S S S S S S
Public Beaches √ - P - - - - - P - -
Recreational Marina Facilities and Operations √ - P - - - - - - - -
Recreational Vehicle and Camping Area √ - P - - - - - - - -
Yacht Club √ - P - - - - - - - -
Environmental Education √ - S - S - - - S - -
Environmental Remediation √ √ √ P P P P P P P P P P
Habitat Management and Wildlife Conservation √ √ √ - - P - - - - - - -
Marine-Related Industry Training √ - S - - S - - S S S
Mitigation Bank √ - - P - - - - - - -
Scientific and Environmental Research √ √ √ P P P P P P P P P P
NAVIGATION
Ferry Craft Landing √ - P - - - - - P - P
Parking Areas and Mobility Hubs √ √ √ P P - P P P P P P P
Water-Based Transfer Point 2 √ - P - - - - P P P P
District Administration Facilities √ √ √ P P P P P P P P P P
Government Agency Facilities √ √ √ - - - P - P P - - P
and Operations (Non-District) 3
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PORT MASTER PLAN
3.1.7 Additional Requirements
In addition to the policies in the Water and Land Use Element and the allowances stipulated in
Table 3.1.2, Allowable Use Types for Water Use Designations and Table 3.1.3, Allowable Use Types
for Land Use Designations, the water and land use designations and allowable use types have the
following additional requirements:
1. Commercial Fishing Berthing Water Use Designation: Allowed secondary uses in the
Commercial Fishing Berthing designation are limited to the following (listed in order of priority
ranking): spill response services; marine towing services; aquaculture; and other coastal-
dependent commercial uses that do not interfere, conflict, or are not incompatible with
commercial fishing operations. Allowed secondary uses are subject to the defined limitations
for secondary uses, and the following provisions:
a. In addition, a termination provision shall be specified in all applicable Coastal Development
Permits, California Coastal Act exclusions and/or Commercial Berthing Permits issued
pursuant to the Port of San Diego Tariff. The termination provision shall state: “In the event
berthing, off-loading or turn-around is required for a bona fide commercial fishing vessel,
documentation of the request for termination shall be submitted to Maritime Operations, or
the successor department, so that Commercial Fishing berthing and associated activities
shall be accommodated on an interim and long-term basis.”
b. An administrative process consistent with these requirements, and established in
consultation with the San Diego Fishermen’s Working Group, its successor, or functional
equivalent in order to ensure the maximum benefit to the Commercial Fishing industry, will
be created and administered by District Maritime Operations, or the successor department,
in order to set forth the details of managing and monitoring the aforementioned requests
and terminations. The management process will abide by a prioritized “first-in/first-
out” ranking of secondary uses that has been established based on compatibility with
Commercial Fishing operations (secondary uses listed above in this ranked order). The
process will also establish a conflict resolution process for addressing unanticipated
issues with incompatible operations or conflicts, as well as a formal monitoring system to
track the number of commercial fishing vessels seeking berthing and/or the frequency of
occurrences that termination provisions for use of non-commercial fishing berthing are
exercised in order to manage the issuance of Commercial Berthing Permits for secondary
use berthing space; this tracking will be presented in an annual reporting of berthing
activities and will be made available for public review.
2. Commercially Operated Passenger Vessels: All Commercially Operated Passenger Vessels,
except for sportfishing vessels that can accommodate more than six passengers, may use
available water-based transfer point for passenger loading and unloading. Sportfishing vessels
that can accommodate more than six passengers are restricted to operation in only the
Sportfishing Water and Land Use Designations.
3. Government Facilities: Government facilities are allowed in all water and land use designations
if they are necessary for public safety, national security, or contribute to the District’s missions
under the Port Act.
4. Performance Venue: Performance Venue allowed as a primary use in Recreation Open Space if
open to the general public 85 percent of the year.
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PORT MASTER PLAN
Table 3.1.4 Description of Water and Land Use Designations

WATER USE DESIGNATIONS DESCRIPTION
Water areas primarily used to moor small and large private recreational
and commercial watercraft. This designation includes the management and
Anchorage regulation of short- to long-term anchorages subject to permit requirements.
Anchorage areas include access areas, surrounding navigable waters, and
areas appropriate for the natural movement of moored vessels.
Water areas primarily used for commercial fishing berthing. This designation
allows collocation with other supporting primary and secondary water uses or
Commercial Fishing Berthing facilities and usually is located adjacent to shoreside facilities designated for
the promotion and protection of commercial fishing - a coastal priority use.
This designation is supportive of the Commercial Fishing land use designation.
Water areas primarily reserved for the management of habitat, wildlife
conservation, and environmental protection. This designation allows scientific
research, education and other uses that support environmental protection
Conservation / Intertidal and restoration. This designation is complementary to land use designations
of Conservation Open Space, Open Bay/Water, and Recreational Open Space,
which may involve public access points or piers where appropriate.
Water areas primarily dedicated to ship berthing directly adjacent to berths.
This designation supports the Marine Terminal, Visitor-Serving Marine
Industrial and Terminal, and Maritime Services and Industrial land use designations, with
Deep-Water Berthing functional dependencies on direct access to, or association with, deep-water
berthing and allows other supporting primary and secondary water uses or
facilities.
Water areas primarily reserved for boat sales, vessel building and repair
Marine Services Berthing facilities, and marine services berthing. This designation allows other
supporting primary and secondary water uses or facilities.
Navigation Corridor Water areas primarily devoted to the maneuvering of vessels.
Water areas adjoining shoreline recreation areas, boat and nonmotorized
launch facilities, transient docking, water-based transfer points, public access
Open Bay / Water points, public fishing piers, public vista areas, and other public recreational
facilities. Multiple uses of Open Bay/Water areas for recreation and for natural
habitat purposes are possible under this designation.
Water areas primarily associated with the mooring, docking, and operations of
Recreational Berthing recreational vessels.  This designation allows numerous, other primary water
uses or facilities.
Water areas primarily serving sportfishing vessels and associated waterside
facilities. This designation allows collocation with other supporting primary
Sportfishing Berthing and secondary water uses or facilities and usually is located adjacent to
shoreside facilities designated to support sportfishing.
WLU
PORT MASTER PLAN
Table 3.1.4 Description of Water and Land Use Designations

LAND USE DESIGNATIONS DESCRIPTION
Commercial fishing land and water use areas are designated for the promotion
and protection of these priority coastal-dependent uses. Facilities and
operations, including 24-hour, 365-day truck access and parking, related and
Commercial Fishing complementary to commercial fishing. This designation allows collocation
with other supporting primary and secondary land uses or shoreside facilities
designated for the promotion and protection of commercial fishing - a coastal
priority use. Cannery facilities and operations are prohibited in this use type.
Land areas primarily for visitor-serving facilities and accommodations
providing shoreside public access to coastal areas. This designation supports
Commercial Recreation the Recreational Berthing and Open Bay/Water use designations. This
designation includes a wide range of allowable uses, and all uses in the
Commercial Recreation land use designation are considered activating.
Land and open space primarily reserved for the management of habitat and
wildlife conservation and environmental protection. This designation supports
Conservation Open Space the Conservation/Intertidal and Open Bay/Water use designations. This
designation allows scientific research, education, and other uses that support
environmental protection and restoration.
Land areas primarily reserved for uses and facilities operated by nonmunicipal
Institutional / Roadways government agencies, including land areas and roads devoted to public safety
and District regulatory activities.
Land areas primarily reserved for coastal-dependent marine industry,
including boat sales and vessel building and repair services. This designation
Marine Sales and Services supports the Marine Services Berthing water use designation. This designation
allows other supporting primary and secondary land uses or facilities.
Land areas primarily for coastal-dependent marine terminal facilities and
uses necessary to operate, support, or maintain terminal operations, goods
Marine Terminal movement, goods- and cargo-handling, and other coastal-, marine-, and
shipping-dependent activities. This designation has functional dependencies
on direct access to, or association with, deep-water berthing.
Land areas primarily reserved for heavy industrial activities and facilities with
functional dependencies on direct access to, or association with, deep-water
Maritime Services and Industrial berthing or other waterfront berthing, large-scale energy generation, or
industrial and manufacturing-related activities. This designation allows other
supporting primary and secondary land uses or facilities.
Land areas primarily for visitor-serving, public open spaces that provide
public access, public views, activating features, or access to coastal areas. This
Recreation Open Space designation includes golf courses and associated facilities. This designation
is complementary to the Recreational Berthing, Conservation/Intertidal, and
Open Bay/Water use designations.
Areas dedicated to the operations necessary to accommodate sportfishing
and containing the facilities necessary to support this use. This designation
Sportfishing allows colocation with other supporting primary and secondary land uses or
shoreside facilities.
Land areas primarily for facilities and uses to accommodate cruise ships,
including operation, support, and maintenance of terminal operations;
cargo handling; and other coastal-dependent activities. This designation
Visitor-Serving Marine Terminal has functional dependencies on direct access to, or association with, deep-
water berthing. Cruise terminal uses are the priority allowable use type in this
designation; other listed uses are allowed only if they do not interfere with
cruise terminal operations.
WLU
PORT MASTER PLAN
Table 3.1.5 Description of Allowable Use Types

Uses considered a water use type occur above, on, or under the surface of
WATER USE TYPES the marine water on Tidelands or require use of the water to function.
COMMERCE
Uses and facilities for boat / watercraft brokerage and sales operations, such
Boat / Watercraft Brokerage and as berthing and mooring for yachts and boats and other watercraft (motorized
and nonmotorized); storage and sale of boat/watercraft, boat parts and/or
Sales Berthing boat equipment; and landing areas for loading and unloading of passengers or
equipment.
Uses and facilities including stationary fueling docks and facilities that provide
Fueling Facilities fueling services to vessels while in water.
Uses and facilities for the berthing and mooring for large vessels that require
Industrial and deep water to berth, such as cruise ships and maritime cargo ships; waterside
Deep-Water Berthing operations for dry dock service; and fueling docks.
Uses and facilities for the berthing and mooring for operations that service the
Marine Services maritime industry, such as berthing and mooring of mobile pumpout vessels,
Berthing and Mooring patent slips, marine railways and roadways, waterside operations for dry dock
services, and fueling docks.
Uses and facilities that include the research and deployment of any marine
technology, system, or platform or research dedicated to the study and
understanding of marine environments, resources, and ecosystems as they
Marine Technology pertain to the research, testing, and deployment of innovative marine-
related technology, such as monitoring, environmental quality sampling, and
installation of temporary structures.
Uses and facilities for berthing and mooring for marine towing service
Marine Towing Services operations, including berthing and mooring of marine towing vessels,
Berthing and Mooring pumpout and disposal facilities (including mobile pumpout), loading and
unloading of equipment, and fueling docks.
Uses and facilities for temporary storage of navigational hazards and
Navigational Hazard and marine debris storage that complies with California Division of Boating and
Marine Debris Storage Waterways regulations.
Uses and facilities including plumbing, pumps, storage tanks, and piping that
Pumpout and Disposal Facility facilitate the proper disposal of sewage from a vessel.
Uses and facilities that provide food service uses, such as restaurants. Full-
service establishments are primarily engaged in providing food services to
Restaurant (full service) patrons who order and are served while seated (i.e., waiter/waitress service)
and who pay after eating.
Uses and facilities that provide food service uses. Limited-service
Restaurant (limited service) establishments are primarily engaged in providing food services to patrons
who generally order or select items and pay before eating.
Uses and facilities for spill response service operations, including vessel
Spill Response Services berthing and mooring for spill response service operations, pumpout and
Berthing and Mooring disposal facilities (including mobile pumpout), loading and unloading of
equipment, and fueling docks.
WLU
PORT MASTER PLAN

FISHERIES
Uses and facilities for the propagation, cultivation, maintenance, handling,
Aquaculture Operations harvest, offloading, and transshipment of marine species.
Uses and facilities for commercial fishing operations, including berthing and
Commercial Fishing mooring of commercial fishing vessels, fish offloading and transshipment
Berthing and Mooring areas, fueling docks, pumpout disposal and facilities (including mobile
pumpout), and landing areas to load/unload equipment.
Uses and facilities for sportfishing charter operations and vessels that service
no more than six passengers at one time, such as for berthing and mooring
of sportfishing vessels, fish offloading and transshipment pumpout disposal
Six-Pack Sportfishing and facilities (including mobile pumpout), and landing areas to load/unload
Berthing and Mooring passengers and equipment. Licenses for six-pack sportfishing charters are
regulated by the U.S. Coast Guard Operator of Uninspected Passenger Vessels
License.
Uses and facilities for sportfishing operations and vessels that can service
more than six passengers at one time, including berthing and mooring of
Sportfishing
Berthing and Mooring sportfishing vessels, fish offloading and transshipment, pumpout disposal
and facilities (including mobile pumpout), and landing areas to load/unload
passengers and equipment.
RECREATION
Uses and facilities for the temporary anchoring of recreational vessels.
Anchorage regulations, such as those related to the days of the week available
Anchorage Areas for anchoring and the amount of time allowed per vessel, are established at
each anchorage area and may differ between anchorage areas.
Uses and facilities for the launching of boats and watercraft (motorized or
Boat and Watercraft nonmotorized) into the water or landing of boats and watercraft (motorized
Launch Ramp and nonmotorized) from the waters.
Uses and facilities for boat or watercraft rental services-motorized and
Boat and Watercraft Rental nonmotorized- and watercraft and/or boating equipment, including the
Berthing and Mooring berthing and mooring of rental boats and watercraft, and landing areas to
load/unload passengers.
Uses and facilities for commercially operated passenger operations, such as
berthing and mooring of commercially operated passenger vessels (includes
Commercially Operated ocean/bay tour vessels, ferry crafts, and sportfishing charter vessels), landing
Passenger Vessels areas to load/unload passengers and equipment, pumpout and disposal
Berthing and Mooring facilities (including mobile pumpout), and fueling docks. For the purposes of
this Plan, cruise ships are not considered commercially operated passenger
vessels.
Museums Uses and facilities for on-water museum exhibitions and operations.
Uses and facilities for permanent and temporary public art installations on the
Public Art water.
Uses and facilities for recreational boating services, such as berthing and
Recreational mooring of recreational vessels; landing areas to load/unload passengers and
Berthing and Mooring equipment; and fueling docks.
Uses and facilities for short-term (not overnight) public docking at mobility
hubs, water-based transfer points, or stand-alone short-term public
docking facilities, such as docking vessels, water access to dock-and-
Short-Term Public Docking dine establishment, and landing areas to load/unload passengers. Short-
term public docking areas are available to the public. Leaseholders have
nonexclusive use of the docking areas.
WLU
PORT MASTER PLAN

Uses and facilities for temporary overnight docking and mooring of
recreational vessels and landing areas to load/unload passengers and
equipment from the vessels that are temporarily docked or moored, such as
private vessels or other facilities that provide overnight accommodations or
Transient Docking and Mooring lower cost overnight accommodations for rent. Transient docking and mooring
regulations, such as those related to the days of the week available for docking
and mooring and the amount of time allowed per vessel, are established at
each transient docking and mooring area and may differ between areas.
Uses and facilities for environmental education programs that teach small
Environmental Education and large groups of people about the terrestrial and marine environment on
Tidelands, such as ecotours.
Uses and facilities for monitoring, sampling, and the use of remediation
Environmental Remediation equipment.
Habitat Management and Uses and facilities for habitat replacement, enhancement, and restoration.
Wildlife Conservation
Marine-Related Uses and facilities for marine-related industry training programs focused on
marine-related industries. The uses in this category are not associated with
Industry Training municipal schools or districts or other municipalities.
Uses and facilities for wetland, stream, or other aquatic resource area that
has been or will be created, restored, enhanced, or (in certain circumstances)
Mitigation Bank preserved for providing compensation for unavoidable impacts on marine
and coastal resources permitted under Section 404 of the Clean Water Act or
similar State or local wetland regulation.
Uses and facilities for salt pond operations, such as salt mining or conservation
Salt Pond for naturalized habitat.
Uses and facilities for scientific analysis and research of the marine and
Scientific and coastal environments, resources, and ecosystems around Tidelands, such as
Environmental Research monitoring and sampling.
NAVIGATION
Uses and facilities that operate as part of a mobility hub or on their own,
including landing areas to load/unload passengers from commercially
operated passenger vessels and sportfishing vessels that can hold no
Water-Based Transfer Point more than six passengers. Sportfishing vessels that can hold more than six
passengers must load and unload passengers in areas with the sportfishing
water and land use designations. Water-based transfer points are available to
the public. Leaseholders have nonexclusive use of these areas.
Uses and facilities for District water operations, such as berthing and support
District Administration Facilities equipment storage.
Uses and facilities for government agency operations and services, such as
Government Agency Berthing the berthing and mooring of government agency vessels and the loading and
and Mooring unloading of passengers, equipment, and cargo.
WLU
PORT MASTER PLAN

Uses that are considered under a land use type occur on the land, and may
LAND USE TYPES or may not need to located adjacent to the water to function.
COMMERCE
Uses and facilities for the activation of an area with small-scale commercial
Activating Features, Commercial enterprises or amenities that serve visitors and the community. These uses or
facilities may be permanent or temporary, such as carts, kiosks, stands, and
pavilions for food service.
Boat / Watercraft Brokerage and Uses and facilities for boat / watercraft brokerage and sales operations
(including the sale of boat parts and/or boat equipment) for both motorized
Sales Facilities and Operations and nonmotorized boats and watercraft, such as office space and storage.
Uses and facilities for fish market operations that sell commercially caught
fish (fresh or frozen), such as wholesale trade between fishermen and fish
Commercially Caught Fish merchants, sale of seafood to individual consumers, limited-service food
Market Operations services for commercial caught fish, loading and offloading of equipment and
product, and storage.
Uses and facilities for convention center operations that can host large,
Convention Center regional conventions and conferences, such as multiple conference halls,
associated retail and restaurant facilities, lobby areas, and exhibition space.
Uses and facilities for cruise industry operations, such as passenger boarding
Cruise Terminal Facilities and and handling, logistics and supply chain services, and shore-powering
Operations infrastructure to accommodate cruise ships.
Derelict Vessel Storage Uses and facilities for the temporary storage of derelict vessel storage on land.
Uses and facilities for the long-term storage of vessels on land. This does not
Dry Boat Storage include repair services for vessels.
Uses and facilities for dry service operations that occur out of the water, such
Dry Dock Service Facilities and as such as vessel building, inspection, and repair services and maintenance of
Operations dockside facilities.
Fishing Tackle Rental and Sales Uses and facilities that sell or rent gear and other equipment used for fishing.
Fueling Facilities and Operations Uses and facilities for the sale of fuel and engine lubricant for motorized
vehicles on land.
Manufacturing and Turbine Sales Uses and facilities for the design, manufacturing, testing, and sale of engines,
parts, motors, machines, turbines, and metal articles.
Marine-Related Professional Uses and facilities for marine-related operations that service the maritime
Services industry, such as administrative offices and law offices.
Uses and facilities for research and deployment of any marine technology,
system, or platform or research dedicated to the study and understanding
of marine environments, resources, and ecosystems as they pertain to the
research, testing, and deployment of innovative marine-related technology,
such as monitoring, environmental quality sampling, and installation of
temporary structures. Coastal-related marine technology facilities are facilities
Marine Technology that do not necessarily have to occur on or adjacent to the water for the
research and deployment of any marine technology, system, or platform, or
research dedicated to the study and understanding of marine environmental,
resources, and ecosystems as they pertain to the research, testing, and
deployment of innovative marine-related technology, such as laboratory
facilities and office space.
Uses and facilities for industrial marine terminal operations, such as loading
Marine Terminal and unloading of cargo and equipment, logistics and supply chain services,
Facilities and Operations maritime cargo storage and maintenance of marine machinery and
equipment, railroad tracks and switch, and marine terminal office space.
WLU
PORT MASTER PLAN

Uses and facilities for marine services and operations, such as construction
and maintenance of the harbor, dry dock service, loading and unloading of
Marine-Related cargo equipment, marine cargo storage and equipment storage, canneries,
Professional Services vessel building and repair operations, office space for the maritime services
provided on Tidelands (such as marine towing and spill response), and logistics
and supply chain services.
Uses and facilities for maritime services and industrial operations, such as
construction and maintenance of the harbor, dry dock service, loading and
Maritime Services and Industrial unloading of cargo equipment, maritime cargo storage and equipment
Facilities and Operations storage, canneries, vessel building and repair operations, office space for the
maritime services provided on Tidelands (such as marine towing and spill
response), and logistics and supply chain services.
Uses and facilities for overnight accommodation operations, such as hotels,
Overnight Accommodations hostels, and lower cost visitor facilities.
Uses and facilities, such as plumbing, pumps, storage tanks, and piping, that
Pumpout and Disposal Facility facilitate the proper disposal of sewage from a vessel.
Uses and facilities that provide food services, such as restaurants. Full-service
establishments are primarily engaged in providing food services to patrons
Restaurant (full service) who order and are served while seated (i.e., waiter/waitress service) and who
pay after eating.
Uses and facilities that provide food services, such as restaurants. Limited-
Restaurant (limited service) service establishments are primarily engaged in providing food services to
patrons who generally order or select items and pay before eating.
Retail Uses and facilities for retail businesses that sell products or rent equipment.
Uses and facilities for retail businesses specializing in supplies and/or
Ship Chandlery equipment for ships.
Uses and landside facilities for vessel building and repair operations, such
Vessel Building and Repair as loading and unloading of cargo and equipment and the storage and
Facilities and Operations maintenance of marine machinery and equipment.
FISHERIES
Uses and facilities for the propagation, cultivation, maintenance, and harvest
of aquatic plants and animals, such as species offloading and transshipment.
Aquaculture Facilities and Coastal-related aquaculture facilities and operations are facilities for
Operations aquaculture operations that do not necessarily have to be adjacent to the
water, such as closed-system recirculating water systems (seawater or
freshwater) and office space for aquaculture operations.
Uses and facilities for, and that are related and complementary to, commercial
fishing activities involving landside support, such as 24-hour and 365-day
truck access and parking that is located adjacent to commercial fishing
Commercial Fishing Facilities berthing areas, fish offloading and transshipment areas, commercial fishing
and Operations processing facilities and operations, fish-related cold storage, ice production
and storage, commercial fishing direct-to-consumer fresh fish sales and
storage, pumpout and disposal facilities, and office space for commercial
fishing associations and organizations.
Uses and facilities for sportfishing charter operations and vessels that can
Six-Pack Sportfishing Facilities service no more than six passengers at one time, such as fish offloading and
and Operations transshipment, landing areas to load/unload equipment and passengers,
pumpout and disposal facilities, fishing tackle rental and sales, and storage.
Uses and facilities for sportfishing operations and vessels that can
service more than six passengers at one time, such as fish offloading
Sportfishing Facilities and and transshipment, loading and unloading of equipment, landing areas
Operations for passenger loading/offloading, sportfishing processing facilities and
operations, pumpout and disposal facilities, fishing tackle rental and sales, and
storage.
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PORT MASTER PLAN

RECREATION
Uses and facilities that do not require monetary transactions for the public
Activating Features, to participate in or enjoy. These features may be permanent or temporary,
Noncommercial such as shade structures, interactive activities, performances or other
entertainment, education, games or play, exercise, or art.
Uses and facilities for aquatic center operations, such as environmental
Aquatic Center education, community events, and aquatic sports equipment rental.
Uses and facilities for permanent free or admission-based events that
celebrate culture, arts, or history and/or provide educational opportunities
Attractions and amusement or entertainment. Activating features and major attractions
are both considered a type of attraction.
Boat and Watercraft Launch Uses and facilities for the launching of vessels into the water or landing of
Ramp vessels on Tidelands from the water.
Boat and Watercraft Rental Uses and facilities for rental services for boat and watercraft-motorized or
Facilities and Operations nonmotorized- and/or equipment rental, including office space and storage.
Uses and facilities for boating education or sailing school operations, such as
Boating and Sailing School office and classroom space, equipment storage, boat and watercraft rental,
and loading and unloading of passengers.
Uses and facilities such as golf course and administrative golf course office
Golf Course space.
Uses and facilities for museum exhibitions and operations, such as office
Museum space.
Uses and facilities for the enjoyment of the park and/or plaza, such as
Park or Plaza equipment storage and shade structure installation.
Uses and facilities, including special events, equipment storage, loading and
Performance Venue unloading, and office space.
Public Art Uses and facilities for the permanent or temporary public art installation.
Public Beach Sandy beach areas that are available to the public.
Uses and facilities for recreational boating support services, landing areas to
Recreational Marina Facilities load/unload passengers, pumpout and disposal facilities, and marina office
and Operations space. This does not include vessel repair services.
Recreational Vehicle and Uses and facilities for temporary overnight accommodations, such as the
Camping Area parking of recreational vehicles and the placement of tents.
Uses and facilities for yacht club operations, such as office space and
Yacht Club equipment storage.
WLU
PORT MASTER PLAN

Uses, activities, and facilities supporting environmental education programs
that teach small and large groups of people about the terrestrial and marine
Environmental Education environment on Tidelands, such as indoor and outdoor classroom space and
educational structures.
Uses and activities such as monitoring, sampling, and the use of remediation
Environmental Remediation equipment.
Habitat Management and Uses and activities such as habitat replacement, enhancement, and
Wildlife Conservation restoration.
Uses and facilities that support marine-related industry training programs
Marine-Related Industry Training focused on marine-related industries. The uses in this category are not
associated with municipal schools or districts or other municipalities.
Uses including wetland, stream, or other aquatic resource area that has been
or will be created, restored, enhanced, or (in certain circumstances) preserved
Mitigation Bank for providing compensation for unavoidable impacts on marine and coastal
resources permitted under Section 404 of the Clean Water Act or similar State
or local wetland regulation.
Scientific analysis and research uses and activities of the marine and coastal
Scientific and Environmental environments, resources, and ecosystems around Tidelands, such as
Research monitoring and sampling.
NAVIGATION
Ferry craft landings that operate as part of a mobility hub or on their own,
such as landing areas for passenger loading/offloading. Ferry craft landings
Ferry Craft Landing are dedicated to the exclusive use of ferry crafts, not other commercially
operated passenger vessels.
Uses or facilities where visitors and workers are provided the opportunity to
change from one mode of travel to another to reach their destination. Mobility
hubs link landside modes, such as personal auto, transit, rideshare, biking,
walking, and micromobility options, such as bicycles, scooters, and e-bicycles,
Parking Area and Mobility Hub as well as waterside infrastructure features, such as transient docking and
water-based transfer points that are designed to support a water-based
transit network, such as water taxis and ferries. Parking areas may be included
in mobility hubs or are standalone facilities.
Uses or facilities that operate as part of a mobility hub or on their own,
including landing areas to load/unload passengers from commercially
operated passenger vessels and sportfishing vessels that can hold no
Water-Based Transfer Point more than six passengers. Sportfishing vessels that can hold more than six
passengers must load and unload passengers in areas with the sportfishing
water and land use designations. Water-based transfer points are available to
the public. Leaseholders have nonexclusive use of these areas.
Uses and facilities supporting District operations, such as office space and
District Administration Facilities storage.
Government Agency Facilities Uses and facilities supporting non-District government agency operations,
and Operations (non-District) such as office space and storage.
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PORT MASTER PLAN
3.1.8 Secondary Use Calculations

The following requirements apply to secondary use developments, identified as allowable
in a specified water or land use designation in Table 3.1.2, Allowable Use Types for Water Use
Designations and Table 3.1.3, Allowable Use Types for Land Use Designations.
3.1.8(A) Development: Landside and Waterside

1. For a development that has a landside component and a waterside component, whether it is
located on one or more parcels, the percentage of allowable secondary use shall be calculated
separately for the landside and then for the waterside.
2. Secondary uses shall not impede, interfere, or create conflicts with the functionality of an existing
or proposed primary use.
3. Secondary uses shall comply with all other applicable development requirements (refer to
Chapter 4, Baywide Development Standards, and Chapter 5, Planning Districts, including any
development standards within the applicable planning district or subdistrict).
4. A secondary use may be developed only after, or concurrently with, development of a primary
use unless a plan for different phasing of all the primary and secondary uses in a cohesive
development is approved by the District. Any landside or waterside development plan shall:
a. Include a conceptual site plan indicating the location of all proposed development, including
buildings, streets, driveways, parking, landscaping, landform alteration, physical alterations
or modifications, existing and proposed public facilities, and public realm features, such as
promenades and walkways;
b. Indicate the proposed location of all primary and secondary uses;
c. Indicate where specific sites or buildings may be developed as part of subsequent phases of
development; and
d. Require that any subsequent development be evaluated for accordance with the Chapter
4, Baywide Development Standards, and Chapter 5, Planning Districts, including any
development standards within the applicable planning district or subdistrict, before CDP
approval by the District.
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PORT MASTER PLAN
3.1.8(B) Development: Landside
1. Up to 25 percent of the area, measured as either the total surface area or total gross building area
in a development, whichever is greater, may include secondary uses.
a. The total surface area includes the entirety of the land area of a development, including any
existing or proposed buildings or development within the same parcel boundary, as defined
by the District.
b. The total gross building area includes the sum of all existing and proposed buildings within the
same parcel boundary, as defined by the District. The total gross building area includes all
existing and proposed floors, within the horizontal area, delineated by the exterior surface
of the surrounding walls of the building.
2. At least 75 percent of the linear waterfront frontage within a development shall be composed of
primary uses.
3.1.8(C) Development: Waterside
Piers, Gangways, and Docks
1. Up to 25 percent of the area, measured as either the total surface area or total gross building
area in a development, whichever is greater, may include secondary uses.
a. The total surface area includes the entirety of the physically constructed area of a
development, including any existing or proposed piers, docks, or gangways within the same
development site, as defined by the District. Existing or proposed development occurring
underneath or hanging from a physical structure in or on the water (e.g., a pier, dock, or
gangway) shall be included in the total surface area.
b. The total gross building area includes the sum of all existing and proposed building(s) within the
same development site, as defined by the District. The total gross building area includes all
existing and proposed floors, within the horizontal area, delineated by the exterior surface
of the surrounding walls of the building.
Slips and Berthings

1. Up to 25 percent of the total number of available slips and berthings in a water area (e.g., marina)
may be allocated for secondary uses.
2. For the Commercial Fishing Berthing water use designation, secondary uses must be in accordance
with the WLU provision on Commercial Fishing land use designation regarding allowance of
secondary uses. Refer to Table 3.1.2, Allowable Use Types for Water Use Designations and Table
3.1.3, Allowable Use Types for Land Use Designations.
WLU
Chapter 3.2
Mobility Element
3.2.1 Purpose
The purpose of the Mobility Element is to provide direction for the maintenance, enhancement,
and integration of the travel options to, from, and throughout Tidelands. This element reinforces
the District’s vision of providing an interconnected mobility network that supports a range of
travel modes while also being flexible and adaptable to the future demands of transportation,
transit, parking, cargo, freight, and the U.S. military. Specifically, the focus of this element is to:
• Encourage the improvement and expansion of existing mobility networks to provide users
with diverse travel options, including transit, on both water and land;
• Provide efficient cargo transfer points to maintain a sustainable freight network; and
• Continue coordination with the Department of Defense to support and maintain the
Strategic Port designation that facilitates U.S. military operations on Tidelands.
These three concepts are reflected in the Mobility Element’s goals, objectives, and policies. The
policies complement those in other elements of this Plan, particularly those relating to protecting
and providing physical access throughout Tidelands. Section 3.2.2, Background, provides additional
information and context regarding the District’s commitment to enhanced circulation and mobility
throughout Tidelands.
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ELEMENTS // Chapter 3.2 - Mobility Element
3.2.2 Background
3.2.2(A) Legislative Framework
Under the Coastal Act, the District is entrusted with the responsibility to ensure coastal access
to, along, and on the water. Specifically, Section 30001.5 of the Coastal Act states that one of
the basic goals of the State for the Coastal Zone is to “maximize public access to and along the
coast, and maximize public recreational opportunities in the coastal zone consistent with sound
resource conservation principles and constitutionally protected rights of private property owners.”
In addition, Chapter 3, Article 2 of the Coastal Act supports the provision of access in development
and protects the public’s access to the water.
Coastal Act Section 30252 also describes a permittee’s responsibility for maintenance and
enhancement of public access on Tidelands, specifically related to the extension of transit service,
nonautomobile circulation, and the provision of adequate parking. These responsibilities are
reinforced through several sections of the Port Act that allow the District to protect, preserve, and
enhance physical access to the water, as well as manage and maintain water and transportation
facilities. The Port Act specifically describes the District’s authority to manage and maintain water
and land transportation facilities through Section 57 of the Port Act, which states:
The [BPC] may acquire, construct, erect, maintain or operate within the district, all
improvements, utilities, appliances or facilities which are necessary or convenient
for the promotion and accommodation of commerce, navigation, fisheries and
recreation, or their use in connection therewith upon the lands and water under the
control and management of the board, and it may acquire, maintain and operate
facilities of all kinds within the district.
Section 87 of the Port Act allows Tidelands to be used for the purpose of “construction,
reconstruction, repair, and maintenance of highways, streets, roadways, bridges, belt line railroads,
parking facilities, power, telephone, telegraph or cable lines or landings, water and gas pipelines,
and all other transportation and utility facilities,” and the “establishment, improvement, and
conduct of small boat harbors, marinas, aquatic playgrounds, and similar recreational facilities….”
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3.2.3 Mobility Modes
Mobility modes throughout Tidelands facilitate three key types of movement: the movement of
people, goods, and U.S. military forces. These types of movement use both water and land. The
District collaborates with adjacent jurisdictions, the airport, and the regional, State, and federal
planning agencies for the planning of accessways that provide access to and from Tidelands. The
District also serves an important role as a Strategic Port and, when needed, is responsible for
movement of military assets.
3.2.3(A) Regional Accessways and Connection Points

Tideland areas are integrated into a broader transportation network connecting to national and
international markets and destinations (refer to Figure 3.2.1, Regional Mobility). The water network
includes shipping for trade, passengers, and military actions both within the region and abroad.
The roadways provide the primary access between Tidelands, adjacent jurisdictions, and the
regional and the interstate highway system. The major connecting roadways to Tidelands are Harbor
Drive, Pacific Highway, and State Route 75, which is a California Department of Transportation
facility. Interstate 5 also provides regional access and connectivity to Tidelands. The BNSF Railway
line and the light rail system also provide rail movement for both goods and people to and from
Tidelands.
Water-to-land facilities on Tidelands also connect national and international water and land
networks to key transport areas. These connection points include the cruise ship terminal, which
offers berthing for recreation-focused visitors to embark. The District also provides and maintains
two marine terminals, the Tenth Avenue Marine Terminal and National City Marine Terminal, that
are connection points for the import and export of maritime cargo to the western United States
and that serve as Strategic Port locations for the movement and access of military assets.
3.2.3(B) Tidelands Accessways and Connection Points

The Tideland’s circulation system is composed of a network of water and land accessways and
connection points (refer to Figure 3.2.2, Accessways Hierarchy and Figure 3.2.3, Accessways
Typology). Water connection points throughout the Bay allow for visitors to recreate and for
coastal-dependent industries to function. Connection points, such as water-based transfer
points, can facilitate the transition from one mobility mode to another, and between water and
land mobility modes. The water accessway network encourages visitors to travel by boat or ferry
to various Tidelands destination points, and it supports the movement of ocean-going vessels.
The land accessway network is shared by automobiles, transit, bicycles, and pedestrians for the
movement of people and by trucks and rail for the movement of goods.
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PORT MASTER PLAN
Figure 3.2.1 Regional Mobility

MFor
FIGURE
illustrative3.2.1 - Regional
purposes only. Mobility
HARBOR ISLAND
PLANNING DISTRICT
SHELTER ISLAND
T
PLANNING DISTRICT
EMBARCADERO
PLANNING DISTRICT
10th Avenue
Marine Terminal
WORKING WATERFRONT
PLANNING DISTRICT
CORONADO BAYFRONT
PLANNING DISTRICT
San Diego
Bay
PACIFIC
OCEAN
National City
Marine Terminal NATIONAL CITY
BAYFRONT
PLANNING DISTRICT
CHULA VISTA
BAYFRONT
PLANNING DISTRICT
SILVER STRAND
PLANNING DISTRICT
SOUTH BAY
PLANNING DISTRICT
Legend
Planning Subdistricts
Open Space
National/International
Trade Routes
State Route/Interstate
Passenger/Freight Rail
T Cruise Ship Terminal IMPERIAL BEACH OCEANFRONT
PLANNING DISTRICT
0 0.5 1.0
Santa Fe Depot
N Miles
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PORT MASTER PLAN
Figure 3.2.2 Accessways Hierarchy

Navigation Corridor
Accessways Open Bay

on Water
Water-Based Transit
Passenger
Rail
Freight
General Travel Lane

Roadway View Corridor Extension
Dedicated Transit Lane
Bike Lane
Accessways
Bikeway
on Land Cycle Track
Multi-Use Path
Waterside Promenade
Walkway (Non-Waterside)
View Corridor Extension
Sidewalk (Non-Waterside)
Pathway
Nature Trail
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PORT MASTER PLAN
Figure 3.2.3 Accessways Typology

Accessways on Water
A navigable body of water.
Navigation Corridor Water-Based Transit

Water areas primarily Transportation services
devoted for the available to the public
maneuvering of vessels. (operated publicly or
privately) picking up and
offloading passengers
at water-based transfer
points.
Open Bay
Water areas adjoining shoreline
recreation areas, boat launching
ramps, water-based transfer
points, public fishing piers,
public vista areas, and other
public recreational facilities.
Accessways on Land
A route by land that provides access to or through a destination. Examples of accessways include,
but are not limited to, pathways, roadways, and bikeways.
Roadways
A type of accessway that allows and is intended to serve vehicular traffic. Examples of roadways
include, but are not limited to, general lanes and dedicated lanes for transit or other mobility modes.
General Travel Lanes Dedicated Transit Lane

General traffic lanes Travel lanes or right-of-
available for use by way within the roadway
vehicular traffic without that are solely dedicated
any restrictions or tolls. for a specific mode. For
example, a dedicated
transit lane would be solely
dedicated for the use of
public transit vehicles,
including, but not limited
to, buses, street cars and
trolleys.
Rail
A type of accessway that is designed to transport passengers and goods on rails.
Passenger Freight
Rail available for the Rail available for the
transport of people along transport of cargo of
a fixed route with stops various types.
at designated stations.
Passenger trains serve as
the backbone of the public
transportation system and
include regional, commuter,
and local service.
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PORT MASTER PLAN
Bikeways
Right-of-way and/or a transportation facility that is solely dedicated to bicycles.
Cycle Track Bike Lane

A cycle track is a bikeway A type of dedicated bike
for the exclusive use of facility, bike lanes are one-
bicycles, along a roadway way facilities located on
that provides vertical and either side of a roadway.
horizontal separation from They provide a striped
vehicular traffic. Cycle lane designated for the
tracks have different forms exclusive or semi-exclusive
but all share common elements—they provide space use of bicycles. These are
that is intended to be exclusively or primarily used for commonly referred to as
bicycles, and are separated from vehicular travel lanes. Class II Bike Lanes.
In situations where on-street parking is allowed cycle
tracks are located to the curb-side of the parking (in Multi-Use Path
contrast to bike lanes). An accessway intended or
suitable for more than one
mode (e.g., pedestrians
and bicycles), such as
walking, jogging, cycling,
and wheelchair use.
Pathways
An accessway intended or suitable for more than one mode (e.g., pedestrians and bicycles), such as
walking, jogging, cycling, and wheelchair use.
Waterside Promenade Walkway (Non-waterside)

A pathway along the A nonwaterside pathway
waterfront designed that provides access
to enhance access and from the waterfront to
enjoyment of District the nearest public road
Tidelands. Waterside perpendicular to the
Promenades are primarily waterfront, also known as
for pedestrians (non- vertical access or a vertical
exclusive use) and may connection. Walkways are
also function as a multi-use primarily for pedestrians
pathway and/or include (non-exclusive use) and
a designated multi-use may also function as a
pathway. multi-use pathway and/or
include a designated multi-
use pathway.
Sidewalk (Non-waterside) Nature Trail Walkway

A non-waterside pathway (Non-waterside)
that provides a dedicated A non-waterside pathway
area for pedestrians that provides a dedicated
adjacent and parallel to a area for pedestrians
roadway. adjacent and parallel to a
roadway.
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PORT MASTER PLAN
3.2.3(C) Movement of People
To facilitate mobility on water, the District offers a broad range of opportunities to access the
water throughout Tidelands. Water-based accessways include navigation corridors, open bay
areas, and water-based transit. Boat launch ramps, piers, docks, water-based transfer points,
short-term public docking, and beaches provide connection points for the public to access the
water. Tidelands contain numerous recreational boat slips for the use and storage of personal
watercraft, while marinas and harbors offer facilities for commercial fishing and sportfishing.
Personal watercraft storage and access areas in the form of recreational marinas, boat storage
facilities, boat launch facilities, and dock and pier locations are located throughout Tidelands to
provide key waterside connection points.
Landside mobility occurs on Tidelands through a series of accessways that include roadways, rail,
pathways, and bikeways (refer to Figure 3.2.2, Accessways Hierarchy and Figure 3.2.3, Accessways
Typology). The roadways on Tidelands are connected to the larger regional network and allow for
the free movement of visitors to access Tidelands through general use travel lanes or dedicated
transit lanes. Rail accessways take the form of passenger or freight lines. The District and its
tenants, along with other agencies, maintain a series of pathways and bikeways that provide
enhanced pedestrian and bicycle movement throughout Tidelands. Pathways take the form of
nature trails, sidewalks, walkways, and larger waterside promenades with supporting amenities.
Bikeways take the form of dedicated cycle tracks and bike lanes along with multi-use paths that
are shared with pedestrians.
3.2.3(C)-I Transit Services
A range of waterside connection points for people to access the water for mobility purposes are
provided throughout Tidelands. Ferry and water taxi services are available for accessing multiple
destinations around the Bay, including Fifth Avenue Landing, the B Street Pier, Broadway Pier,
Point Loma, and Coronado Ferry Landing.
With participation from its tenants, the District operates the Big Bay Shuttle, an on-Tidelands-only
shuttle service, along Harbor Drive during the summer months. The District does not operate
a year-round, land-based public transit service; rather, it collaborates with the regional transit
authority to provide transit service throughout Tidelands. In the future, it is anticipated that the
shuttle will be upgraded to provide year-round service (aka bayfront circulator) and operate along
Harbor Drive, establishing connections between Shelter Island and the Convention Center. The
route for the bayfront circulator may involve the use of dedicated transit lanes where feasible, and
stops are intended to be coordinated with the placement of future mobility hubs (refer to Figure
3.2.4, Bayfront Circulator).
Transit services that serve Tidelands include local and express buses, as well as light rail in the form
of a trolley. Heavy passenger rail and commuter rail are also accessible via Santa Fe Depot, located
near Tidelands, and provide additional coastal access for the public up and down the California
coastline. The District also collaborates with key agencies and entities on planning for transit and
mobility options in the region with the goal of providing increased transit to Tidelands.
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PORT MASTER PLAN
M FIGURE 3.2.4 - Accessway Classifications ELEMENTS // Chapter 3.2 - Mobility Element
San Diego
International Airport
Point Loma
HARBOR ISLAND PLANNING DISTRICT
San Diego Bay

SHELTER ISLAND Downtown
PLANNING DISTRICT EMBARCADERO
PLANNING DISTRICT
San Diego
Legend
Naval Air Station
Bayfront Circulator
North Island
Regional
WORKING
Mobility Hub
WATERFRONT
Local Gateway CORONADO BAYFRONT
Mobility Hub PLANNING
Connector PLANNING DISTRICT
Mobility Hub 0 0.25 0.5 DISTRICT
N Miles
Figure 3.2.4 Bayfront Circulator

PORT MASTER PLAN | Draft Work Product - For Discussion Only - Attorney-Client Privilege | October 19, 2020 M
PORT MASTER PLAN
3.2.3(D) Movement of Goods
Tidelands are a critical entry point and connector for the movement of goods for the western
region of the United States. In addition to ensuring coastal access to and on the water, protecting
coastal-dependent uses, such as the transport of maritime cargo and cruise ship operations, is a
key responsibility entrusted to the District through the Port Act. For more information, refer to
Sections 30 and 87 of the Port Act, related to the movement of goods.
The Tenth Avenue Marine Terminal and the National City Marine Terminal serve as the major and
strategic cargo hubs for the District, in which maritime cargo is transferred to or from oceangoing
vessels to or from land-based freight connections, including trucks, rail, and pipelines.
Like the network for the movement of people, a diverse mobility network for goods movement
exists on Tidelands. This network includes roadways that provide connections to the interstate
system and border crossings for regional trucking access, rail facilities in association with the BNSF
Railway (which ultimately connects to the regional rail corridor), and pipelines for the delivery of
liquid commodities in the region.
Port Act Regulations

Section 30 Part (b)(2)(a) establishes that the powers and services of the District include:
acquire, purchase, take over, construct, maintain, operate, develop, and regulate
grain elevators, bunkering facilities, belt or other railroads, floating plants,
lighterage, stowage facilities, and any and all other facilities, aids, equipment,
or property necessary for or incident to the development and operation of a
harbor or for the accommodation and promotion of commerce, navigation,
fisheries, or recreation in the district.
Section 87 Part (a)(1) states that use of Tidelands may include:
establishment, improvement, and conduct of a harbor, and…the construction,
reconstruction, repair, maintenance, and operation of wharves, docks, piers,
slips, quays, and all other works, buildings, facilities, utilities, structures,
and appliances incidental, necessary, or convenient, for the promotion and
accommodation of commerce and navigation.
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PORT MASTER PLAN
3.2.3(E) Movement of U.S. Military Forces

In addition to the responsibilities assigned through the Coastal Act and Port Act for the movement
of people and goods, the District is designated as a Strategic Port which applies to the Tenth
Avenue Marine Terminal and the National City Marine Terminal (refer to M Goal 3 and ECON Goal
2 [Chapter 3.6, Economics Element]).
This designation comes with additional responsibilities to ensure that the key strategic facilities in
Tidelands are connected to the Strategic Highway Network (STRAHNET), a network of highways
that are important to the United States’ strategic defense policy and that provide defense access,
continuity, and emergency capabilities for defense purposes.
The Intermodal Surface Transportation Efficiency Act of 1991 and the National Highway System
Designation Act of 1995 provided for inclusion of STRAHNET and important STRAHNET
Connectors in the 160,955-mile National Highway System (NHS). The primary connector routes
for priority installations and ports are included in the NHS. With the Department of Defense’s
emphasis on continental U.S.-based military units, the NHS plays an increasingly important role in
new deployment scenarios.
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PORT MASTER PLAN
M Goal 1
An integrated and diverse network that facilitates the movement of people
M Objective 1.1
Maintain, enhance, and expand the modes of travel available to people on the water and
land
Water Movement
M Policy 1.1.1 The District shall coordinate with agencies that have transportation
authority and adjacent jurisdictions to develop comprehensive Baywide
water-based transit services, including the development of new water-
based transfer points and routes to connect key destination points.
M Policy 1.1.2 Permittees of development with waterside access shall create new,
or improve access to, publicly accessible piers, docks, slips, moorings,
anchorages, floats, and platforms.
M Policy 1.1.3 The District—independently, assigned through partnerships with the
District, or through CDPs issued by the District—shall increase the number
of boat slips and berthing opportunities in the Bay, where feasible, in
accordance with Chapter 5, Planning Districts, including any planned
improvements within the applicable planning district or subdistrict.
M Policy 1.1.4 The District shall require lower cost or free public transient docking as
part of coastal-enhancing development.
M Policy 1.1.5 The District shall maintain cruise ship access to the federal channel and
deep-water berthing.
M Policy 1.1.6 The District shall continue to maintain cruise ship access and operations
as a means for supporting coastal access and use of Tidelands.
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PORT MASTER PLAN
Land Movement
authority and adjacent jurisdictions to plan, operate, maintain, and
improve the regional mobility infrastructure for the movement of
people and goods. Specific transit improvements included in this Plan
are outlined in Chapter 5, Planning Districts, including any planned
For policies related to enhanced multimodal connections and transit improvements adjacent
to disadvantaged communities, refer to EJ Goal 1 (Chapter 3.5, Environmental Justice
Element).
authority to explore opportunities to expand accessible transit service to
Tidelands. Specific transit improvements included in this Plan are outlined
in Chapter 5, Planning Districts, including any planned improvements
M Policy 1.1.9 The District shall provide areas for transit stops and transit lanes for
expanded transit opportunities on Tidelands and explore a means
for financing expanded transit opportunities with agencies that have
transportation authority. Specific transit improvements included in this
Plan are outlined in Chapter 5, Planning Districts, including any planned
M Policy 1.1.10 The District shall develop Transportation Demand Management (TDM)
guidelines and require development to comply with such guidelines,
with the intent to reduce dependence on single-occupancy vehicles and
reduce vehicle miles traveled to, from, and within Tidelands. All proposed
development shall also be required to provide a project-specific TDM
program in accordance with the District’s guidelines.
Transportation Demand Management (TDM) refers to programs and strategies that manage
and reduce traffic congestion and parking by encouraging the use of transportation
alternatives and discouraging single-occupancy-vehicle trips. TDM strategies may include
programs that incentivize commuters or other patrons to carpool, vanpool, take transit,
bike, walk, and telework. Such incentives could include the use of preferred parking, high-
occupancy-vehicle lanes, transit subsidies, parking cash-out programs, enhanced facilities,
and employee recognition.
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PORT MASTER PLAN
M Policy 1.1.11 The District—independently, assigned through partnerships with the

District, or through coastal development permits issued by the District—
shall plan, design, and implement improvements to the mobility network
that provide opportunities for a variety of users to access the public
realm. These improvements shall be developed in accordance with:
M Policy 1.1.12 Shared or personal motorized mobility devices, except for those required
for Americans with Disabilities Act purposes, shall not be permitted on
facilities on which pedestrians are intended to travel, such as sidewalks,
promenades, multi-use pathways (without a dedicated bicycle area),
nature trails, and walkways.
For policies related to providing safe and secure access to and throughout Tidelands, refer
to WLU Goal 3 (Chapter 3.1, Water and Land Use Element) and SR Goal 1 (Chapter 3.4, Safety
and Resiliency Element).
authority to enhance coastal connectivity and access throughout
Tidelands, particularly at mobility hub locations.
M Policy 1.1.14 The District may expand the summer shuttle service that operates along
Harbor Drive, establishing year-round connections between Shelter Island
and the Convention Center (refer to Figure 3.2.4, Bayfront Circulator).
M Policy 1.1.15 Development, adjacent to the bayfront circulator route as shown in
Figure 3.2.4, Bayfront Circulator, shall provide hubs or stops to support
operation of the shuttle service.
M Policy 1.1.16 The District shall prepare a curbside management program that will
provide strategies and guidelines for the use of curb space along
corridors fronted by predominantly commercial uses.
M Policy 1.1.17 Development shall implement curbside management strategies in
accordance with the District’s curbside management program, once
established.
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PORT MASTER PLAN
Curbside management programs and strategies are intended to reduce conflicts and better
organize the use of curb space in highly active areas, such as the waterfront. A curbside
management program evaluates the various users and needs of the identified curb space
and optimizes the space by using signage and pavement markings to allow flexibility with
prioritizing certain users of the space at different peak-use times throughout the day or on
different days of the week. Curbside uses outlined in the program may include:
• Public transit;
• Passenger loading pickup and drop-off (rideshare, taxi, or valet);
• Short-term parking;
• Commercial loading;
• Tour bus staging; and
• Event space (e.g., farmers markets, food trucks, event staging).
M Objective 1.2
Implement a series of interconnecting mobility hubs throughout Tidelands
M Policy 1.2.1 The District shall require the planning, designing, and implementation of
a network of mobility hubs (Regional, Local Gateway, and Connector)
that provide the opportunity for users to change from one mode of
travel to another (refer to Chapter 5, Planning Districts, Coastal Access
Mobility maps, for mobility hub locations and specifications and Chapter
4, Baywide Development Standards, for the associated criteria of the
development for each type of mobility hub). This requirement shall apply
to all subdistricts and commensurate with development intensity in
accordance with WLU Goal 7 (Chapter 3.1, Water and Land Use Element)
and M Policy 1.2.2).
M Policy 1.2.2 Permittees of development shall contribute to the creation of mobility
hubs through funding or construction, as shown in Chapter 5, Planning
Districts, coastal access mobility maps.
M Policy 1.2.3 Mobility hubs shall connect to water-based access points throughout the
Bay, where feasible.
M Policy 1.2.4 The District shall encourage the development of mobility hubs rather
than surface parking to provide proximate connections to the water and
Tidelands, where feasible.
M Policy 1.2.5 The District shall coordinate with adjacent jurisdictions to add wayfinding
signage that identifies coastal access opportunities on Tidelands,
including public walkways, docks and piers, beaches, and other public
areas and amenities.
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M Policy 1.2.6 Development shall provide and maintain legible wayfinding signage
located in easily viewable areas in accordance with Chapter 4, Baywide
Development Standards, and Chapter 5, Planning Districts, including
any development standards within the applicable planning district or
subdistrict.
Mobility Hubs (Connection Points for Movement of People)

Further descriptions of each type of mobility hub, including the associated criteria for their
development, are provided in Chapter 4, Baywide Development Standards. Refer to Chapter
5, Planning Districts, Coastal Access Mobility maps for specific maps and standards related to
planned mobility hubs, including the specific location, size, and service area for each planned
mobility hub.
To enhance circulation and promote coastal access throughout Tidelands, consistent with
the Coastal Act, a network of mobility hubs is planned, as shown in Figure 3.2.5, Planned
Connection Points. Mobility hubs will serve as connection points where visitors and workers
accessing Tidelands are provided the opportunity to change from one mode of travel to
another to reach their destination. Mobility hubs will link landside modes, such as personal
auto, transit, rideshare, biking, walking, and micromobility options, such as bicycles, scooters,
and e-bicycles, as well as waterside infrastructure features, such as transient docking and
water-based transfer points that are designed to support a water-based transit network,
such as water taxis and ferries. Mobility hubs will also connect to safe, convenient, and well-
delineated pedestrian and bicycle paths to nearby uses and activities on Tidelands.
Wayfinding Signage
Wayfinding signage should provide direction and guidance between destinations throughout
Tidelands, including information regarding how a traveler can connect to the different
destinations through the various modes of transportation that are available. It should be
provided via branded signs located at three different types of locations along the path of
travel between the mobility hub and the surrounding destinations:
• Decision points: Locations where travelers will need to make a turn or change
directions en route to their destination;
• Confirmation points: Locations after the decision points where follow-up signs
confirm to travelers that they made the correct decision; and
• Intersections: Major intersections, where signs will let travelers know what
destinations can be reached when heading in each direction.
Wayfinding signs should be used only for informational purposes and shall not be used for
marketing or advertising in any way.
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Figure 3.2.5 Planned Connection Points

MForFIGURE 3.2.5 - only.
illustrative purposes Planned Connection Points
Figure 3.2.6
HARBOR ISLAND
PLANNING DISTRICT Santa Fe
SHELTER ISLAND Depot
PLANNING DISTRICT EMBARCADERO
PLANNING DISTRICT
WORKING WATERFRONT
PLANNING DISTRICT
CORONADO BAYFRONT
PLANNING DISTRICT
San Diego Bay
PACIFIC
OCEAN
NATIONAL CITY
PLANNING DISTRICT
CHULA VISTA
PLANNING DISTRICT
SILVER STRAND
Jurisdictional Boundaries PLANNING DISTRICT
Open Space
Landside Access SOUTH BAY

Regional PLANNING DISTRICT
Mobility Hub
Local Gateway
Mobility Hub
Connector
Mobility Hub
Water Access
Water-Based Transfer Points
Existing Potential
Short-Term Public Docking IMPERIAL BEACH OCEANFRONT

Existing Potential
PLANNING DISTRICT
0 0.5 1.0
N Miles
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M Objective 1.3
Provide public parking to meet evolving demands
Water Areas
M Policy 1.3.1 Permittees of waterside development shall provide transient docking
with short-term (hourly) free or paid vessel docking, where feasible.
M Policy 1.3.2 The District —independently, assigned through partnerships with
the District, or through CDPs issued by the District— shall require the
planning, designing, and implementation of transient docking locations
to accommodate and allow for access of onwater transit services.
M Policy 1.3.3 The District shall allow for slip modifications and in-kind replacements of
existing recreational marina facilities to support waterside facilities and
boating needs, provided there are no increases in unmitigated shading
or fill.
Land Areas
M Policy 1.3.4 Permittees of development shall identify and secure, as appropriate,
vehicular parking sufficient to serve that development’s specific use.
Parking shall be provided through one or more of the following means:
a. On-site parking.
b. Shared agreements with adjoining development.
c. Agreements with off-site parking facilities:
1. Facilities may be located on or off Tidelands, within a quarter-mile
walking distance from the uses they serve. A greater distance
may be acceptable if a mobility plan, showing how patrons would
connect to and from the parking, is provided and accepted by the
District.
d. Participation in the establishment of planned mobility improvements,
such as mobility hubs or shared parking facilities as specified in the
associated subdistrict and supported by WLU Goal 3 and WLU Goal 7
(Chapter 3.1, Water and Land Use Element) and ECON Goal 1 (Chapter
3.6, Economics Element).
M Policy 1.3.5 The District shall periodically monitor the public parking demand on
Tidelands to ensure that public spaces are being efficiently managed
and used and to review and update the District’s parking guidelines, as
necessary.
M Policy 1.3.6 The District’s parking guidelines shall provide standards and direction
for the requirements and process related to providing and accounting
for established parking (supportive of associated specific uses), short-
term parking (such as for construction vehicles), curbside management
strategies, and event parking.
M Policy 1.3.7 The District shall reallocate or combine parking, where feasible, into
mobility hubs or other consolidated parking facilities to allow for
additional public open space, development, transit opportunities, and
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bicycle facilities. This policy applies both to parking allocated for specific
developments and public parking. If parking is displaced as part of
development, the following steps shall be taken:
a. Conduct a study to determine the parking demand for the spaces
that will be displaced;
b. Identify a location to accommodate parking demand if the results
of the study confirm the need for parking. Spaces should ideally be
situated within a quarter-mile walking distance from the uses they
serve, on or off Tidelands. A greater distance may be acceptable if a
mobility plan showing how patrons would connect to and from the
parking is provided and accepted by the District;
c. Provide evidence that the new parking location has the capacity to
accommodate the demand for the displaced parking spaces and that
needed parking spaces have been secured.
M Policy 1.3.8 New structured parking should be designed for vehicle use in the short
term and then for repurpose to a nonvehicle use if parking demand
decreases.
M Goal 2
An integrated and diverse network that facilitates the movement of goods
M Objective 2.1
Provide efficient transfer points for goods movement between water and land
M Policy 2.1.1 The District shall prioritize the use of existing land on terminals for
maritime uses and operations, such as navigational facilities, shipping
industries, and accessory maritime facilities.
M Policy 2.1.2 The District shall encourage the development of versatile infrastructure
that can adapt to future needs and support multiple modes of travel for
the transfer of freight between waterside and landside uses.
Infrastructure and transportation engineering improvements can facilitate more efficient,

adaptive, and expedient movement of goods to and from Tidelands both from water and
land. Examples of improvements include, but are not limited to:
• Truck queueing management to improve efficiency;
• Off-peak dedicated lanes that segregate trucks from other vehicles to increase safety;
• Separated dedicated truck lanes that can also be used for transit and military vehicles;
• Freight Signal Priority to prioritize movement of freight vehicles;
• Gate Operating System to manage the flow through the terminals’ gates; and
• Geofencing that tracks the location and path of freight vehicles and can incentivize
trucks to follow designated or alternative freight routes.
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M Policy 2.1.3 The District shall strive to maintain a diverse cargo mix, such as containers,
dry bulk, liquid bulk, refrigerated cargo, multipurpose cargo, roll-on/roll-
off cargo, and ocean-towed cargo.
M Policy 2.1.4 The District shall seek investment and grant opportunities for
infrastructure, equipment, and technologies that enable the District’s
marine terminals to efficiently transfer goods between waterside and
landside.
For policies related to greenhouse gas emission reduction measures for stationary sources,
refer to SR Goal 3 (Chapter 3.4, Safety and Resiliency Element, and EJ Goal 3 (Chapter 3.5,
Environmental Justice Element).
M Policy 2.1.5 The District shall collaborate with public and private entities to invest
in terminal infrastructure that supports the optimization of cargo
movement, cargo laydown areas, and gate operations directly related to
maritime cargo.
M Objective 2.2
Provide a sustainable cargo network
M Policy 2.2.1 The District shall engage with stakeholders, such as railway companies,
trucking companies, cargo and freight shipping lines, and service
providers, to identify and implement feasible sustainable freight
strategies in accordance with the District’s environmental and operational
regulations and plans and the State’s sustainability objectives.
M Policy 2.2.2 The District shall engage with railroad operators and agencies that
have transportation authority to maintain, enhance, and expand access
between the cargo terminals and the regional freight infrastructure.
M Policy 2.2.3 The District, in coordination with permittees of development, tenants,
and adjacent jurisdictions, shall maintain and develop improvements to
linkages between the marine terminals and landside networks, including
but not limited to roadways, rail, and pipelines, to enable efficient
movement of goods along those networks and to support the working
waterfront.
M Policy 2.2.4 The District and permittees shall optimize off-terminal land-based freight
networks to maintain, enhance, and expand the vitality of the working
waterfront.
M Policy 2.2.5 In coordination with operators and stakeholders, the District shall plan
for improvements to railroad corridors, such as spurs, rail storage
facilities, switching facilities, and suitable rail trackage within the working
waterfront, both on dock and near dock, to better interface the movement
of cargo between ship and land carriers.
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M Policy 2.2.6 The District shall require, where feasible, efficient dockside operations
for oceangoing vessels and freight-related harbor craft.
M Policy 2.2.7 The District shall coordinate with its tenants and the cities of National
City or San Diego to enhance access and connectivity between
the Tenth Avenue and National City marine terminals, on both the
waterside and landside, to allow for the convenient transfer of goods.
Specific improvements to enhance the connectivity between terminals
are outlined in Chapter 5, Planning Districts, including any planned
M Policy 2.2.8 The District shall engage with regional, State, and federal agencies with
transportation authority to preserve and enhance deep-water channels,
waterways, berths, and navigation corridors within the Bay.
M Goal 3
A circulation system that maintains and enables the Strategic Highway Network
and other military needs
M Objective 3.1
Support and maintain transportation facilities that enable the operation of the Strategic Highway
Network
M Policy 3.1.1 The District shall engage with the U.S. military, local, regional, and State
agencies with transportation authority to:
a. Identify and document the transportation facilities located on
Tidelands that either are part of the STRAHNET or provide a critical
connection to strategic facilities located on or adjacent to Tidelands;
b. Ensure that the critical components of the District’s transportation
network are available and maintained to meet the goals and standards
of the STRAHNET; and
c. Ensure that the identified critical transportation facilities located on
Tidelands are clear of permanent obstructions that would prohibit or
slow the movement of military use when needed for Department of
Defense activities.
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The STRAHNET, created under the Intermodal Surface Transportation Efficiency Act of 1991
and the National Highway System Designation Act of 1995, is critical to military readiness and
operations. This system of roads is necessary for emergency mobilization and the peacetime
movement of goods to support the military. The STRAHNET is a designation given to roads
that provide “defense access, continuity, and emergency capabilities for movements of
personnel and equipment in both peace and war.” It includes routes (for long-distance travel)
and connectors (to connect individual installations to the routes).
The District is one of 17 ports throughout the country that have the Strategic Port designation,
which permits U.S. military operations to use port assets (such as the two marine terminals)
in the event of a mobilization during a national emergency.
For policies related to providing safety and security features to strategic District assets for
military needs, refer to SR Goal 1 (Chapter 3.4, Safety and Resiliency Element) and ECON
Goal 2 (Chapter 3.6, Economics Element).
M Objective 3.2
Support and maintain access to strategic assets located on Tidelands
M Policy 3.2.1 The District shall engage with the U.S. military to identify and ensure the
effectiveness of critical assets for military use, such as marine terminals,
rail facilities, and docks and piers, that may be needed in times of
emergency while allowing day-to-day access to strategic assets.
M Policy 3.2.2 The District shall plan and maintain its transportation network so that it
has the capacity to evacuate operations located on terminals in a manner
and timeframe consistent with the U.S. military’s needs.
M
Chapter 3.3
Ecology Element
ECO
3.3.1 Purpose
As a trustee of public lands, the District is responsible for safeguarding its natural resources and the
public’s access to nature. The purpose of this element is to identify goals, objectives, and policies
that serve to enhance, conserve, and restore natural resources and foster a healthy environment.
The balance between the natural environment and the built environment is a key consideration in
protecting the ecological health and natural resources of the Bay and on Tidelands. This element
furthers the District’s commitment in the protection of natural resources and ecological health of
Tidelands by building on applicable environmental laws and existing District policies and programs
to guide future planning and development. This focuses on:
• Healthy ecosystems;
• A clean environment; and,
• Collaborative stewardship.
The goals, objectives, and policies presented in this element demonstrate the District’s commitment
as a steward of the environment and its role in supporting a healthy and sustainable ecosystem
through:
• Requirements for future development adjacent to or otherwise near environmentally
sensitive areas;
• Protection, enhancement, and conservation of biologically diverse resources;
• Pollution prevention and improving the quality of the land, water, and air; and
• Enhanced collaboration with local partners on shared priorities.
These important concepts are reflected in this element, as well as throughout the past efforts of
the District, as described further below.
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ELEMENTS // Chapter 3.3 - Ecology Element
3.3.2 Background
Together, the Bay and the Tidelands compose an interconnected marine, estuarine, and coastal
ecosystem that includes important natural open space areas and sensitive coastal habitat areas.
As an environmental steward, the District is responsible for successfully managing Tidelands’
ecological resources for the benefit of present and future generations. Successful management
of these resources will result in sustainable and resilient Tidelands with enhanced air, water, and
natural resources and increased opportunities for recreation and education.
Numerous environmental laws and regulations were in effect before the Port Master Plan was
certified in 1981, and since then, several additional laws have been enacted to further protect
natural resource areas. The Coastal Act and the Port Act provide key legislative guidance for
the District in carrying out its core mission. The Coastal Act is also a critical reference in guiding
development within the District and the protection of sensitive areas. Under the Port Act, the
District is specifically entrusted with the authority to protect, preserve, and enhance physical
access to, natural resources in, and water quality of the Bay. These laws serve as the foundation
for many of the District’s environmental programs, and for the goals, objectives, and policies
presented in this element.
The District maintains strong working relationships and partnerships with the agencies that share
the goal of protecting Tidelands and the Bay environment. The District collaborates and coordinates
with many local, State, and federal agencies, as well as environmental organizations, on specific
projects, policies, and initiatives. Through collective efforts and collaborative stewardship, the
District is well-positioned to protect natural resources on Tidelands. Collaborative stewardship is
the concept that recognizes that although all agencies have varied interests and responsibilities, the
coast and ocean are dynamic and interrelated environments that require a coordinated approach
to management.
Coastal Regulations
Chapter 8 of the Coastal Act is the standard that governs many District-related developments.
It specifies that port-related developments shall be located, designed, and constructed to
minimize substantial adverse environmental impacts pursuant to Section 30708(a) of the
Coastal Act. Chapter 3 of the Coastal Act, in addition to Chapter 8, is the standard of review for
appealable developments and projects located in an estuary, wetland, or recreation area, as
identified in the 1975 Coastal Plan. Refer to Section 1.3.1(A) (Chapter 1, Introduction) for more
information on the 1975 Coastal Plan. Refer to Section 6.2.1 (Chapter 6, Plan Implementation
and Development Conformance) for more information on appealable projects.
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Notable District Environmental Initiatives

The District has been involved in several notable environmental initiatives. The following list
identifies select representative programs, policies, or pertinent initiatives:
• Climate Action Plan
• Copper Reduction Program
• Environmental Fund (BPC Policy 730)
• Environmental Mitigation Land (BPC Policy 735)
• Green Business Network
• Green Port Policy (BPC Policy 736)
• Green Marine Certification to Advance Environmental Excellence
• Integrated Natural Resources Management Plan
• Integrated Pest Management Policy (BPC Policy 737)
• Jurisdictional Runoff Management Program
• Maritime Clean Air Strategy
• Regional Harbor Monitoring Program
• Sea Level Rise Vulnerability Assessment and Coastal Resiliency Report
• Transboundary Pollution Resolution 2019-0461
• Transition Zone Policy (BPC Policy 725)
• Water Conservation Policy (BPC Policy 715)
3.3.2(A) Current District Environmental Programs and Initiatives

During its history, the District has taken the lead on a variety of initiatives to enhance the
environmental quality of Tidelands. These initiatives include wildlife and natural resources
management, stormwater runoff programs, integrated pest management, environmental
education programs, and environmental partnerships with public and private entities. A brief
discussion of key notable District environmental initiatives is provided below.
3.3.2(B) San Diego Bay Integrated Natural Resources Management Plan

This Integrated Natural Resources Management Plan (INRMP) is a long-term, collaborative strategy
for managing the Bay’s natural resources, and the primary means by which the U.S. Navy and
District jointly plan natural resources management in the Bay. This document demonstrates the
District’s and U.S. Navy’s commitment to the protection of resources and is notable because it is
the only joint INRMP in the United States.
The Bay is viewed as a dynamic ecosystem that requires management to maintain sustainable
native populations and natural biodiversity. The INRMP is intended to provide a framework for
natural resources stewardship and a foundation for strong interagency partnership with the U.S.
Navy. It identifies a progression toward a Bay that supports shorelines and waters that are rich
and abundant in native life. The INRMP also describes a future Bay that, although used for thriving
urban, commercial, and military needs, has greater opportunities for coastal access, recreation,
education, and a thriving and healthy ecosystem.
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3.3.2(C) Climate Action Plan

In 2013, following State guidance and targets established by Assembly Bill 32, the District adopted
the first Climate Action Plan (CAP) adopted by a California port. The CAP, which set greenhouse
gas (GHG) reduction goals through 2035, contains a palette of potential GHG reduction policies
and measures for Tidelands. The reduction measures identified in the CAP include a range of
actions related to transportation and land use, energy conservation and efficiency, alternative
energy generation, clean transportation, water conservation, and waste reduction.
3.3.2(D) Jurisdictional Runoff Management Plan

The District’s Jurisdictional Runoff Management Plan (JRMP) is a comprehensive and proactive
program to help the District address stormwater regulations in a manner that supports the
environment and commercial, industrial, maritime, and recreational uses of tidelands. The JRMP’s
objectives are to improve water quality in the Bay and adjacent receiving waters, minimize the
urban runoff discharges from the Tidelands, and improve program management efforts related
to urban runoff. Within this program, the District conducts several activities to reduce or eliminate
pollutants in stormwater runoff to comply with the requirements of the municipal stormwater
permit and to meet the District’s objectives. These activities, separately or in combination include,
employee training, tenant and public education/outreach, source identification, water quality
monitoring, development and implementation of best management practices, inspections, code
enforcement, and coordination with adjacent cities.
3.3.2(E) Regional Harbor Monitoring Program

The Regional Harbor Monitoring Program (RHMP) is a comprehensive effort to survey water and
sediment quality and the condition of marine life in order to determine whether beneficial uses
are being protected. It is coordinated with the cities of Oceanside and San Diego and the County
of Orange. The RHMP evaluates the long-term trends of chemical, biological, and toxicological
conditions of the waters, sediments, and marine life to assess contributions and distributions
of pollutants and whether the bays and harbors continue to support a healthy biota, as well as
recreation and fishing uses.
3.3.2(F) Copper Reduction Program

The District has developed a comprehensive copper reduction program that strategically looks at
reducing copper levels in the Bay. The program focuses on the largest source contributions and
identifies a strategic approach for implementing projects in a manner that achieves regulatory
compliance while also balancing economic and public interests. The District’s Copper Reduction
Program addresses several topic areas: (1) testing and research, (2) hull paint transition, (3) policy
development/legislation, (4) education and outreach, and (5) monitoring and data assessment
Although these initiatives represent only a limited selection of the District’s environmental efforts,
they provide valuable information and recommendations that will help inform and support
implementation of this Plan. Many of these plans have been adopted by the District and contain
several actions, strategies, and monitoring activities that are being implemented. Implementation
of specific measures contained in each document will vary based on the types of programs and
implementation measures. The District is committed to its role as an environmental steward and
will work to protect the natural resources of Tidelands and implement these important initiatives
in concert with the goals, objectives, and policies of this element.
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ECO Goal 1
Tidelands that support vibrant and healthy ecosystems
ECO Objective 1.1

Enhance, conserve, restore, and maintain the biodiversity in Tideland areas
ECO Policy 1.1.1 The District shall prioritize and pursue opportunities for the protection,
conservation, restoration, and enhancement of sensitive habitats and
State or federally listed coastal species.
ECO Policy 1.1.2 Future development adjacent to conservation areas and other sensitive
habitats shall:
a. Be coordinated, sited, and designed to avoid impacts where feasible
or where legally required; if avoiding impacts is not feasible, or
avoidance is not legally required, mitigate impacts in the following
order of preference:
1. On-site;
2. In a mitigation bank;
3. In the same ecoregion with the Bay;
4. Elsewhere in the Bay; or
5. In the same watershed of the Coastal Zone;
b. Require biological monitoring as determined by the District and/or
the wildlife agencies; and
c. When affecting disturbed sensitive habitat areas, restoration or
enhancement must occur to the greatest extent feasible.
Environmentally sensitive areas – Coastal Act Sections 30233 and 30240

Although development may be allowed adjacent to natural open space areas or sensitive
coastal habitats with sufficient ecological buffers, only resource-dependent uses are allowed
within environmentally sensitive habitat areas pursuant to Section 30240. In addition, the
diking, filling, or dredging of open coastal waters, wetlands, estuaries, and lakes shall be
permitted in accordance with other applicable provisions of the Coastal Act (refer to Section
30233) only where there is no feasible less environmentally damaging alternative and where
feasible mitigation measures have been provided to minimize adverse environmental effects.
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ECO Policy 1.1.3 Development shall establish and maintain ecological buffers of a
minimum of 50 feet adjacent to wetland and nearshore sensitive habitats
to preserve and protect these environmentally sensitive areas. The
precise width of the buffer is to be based on the location, type of habitat,
and quality of habitat, except as follows:
a. A smaller buffer or a reduced buffer may be allowed for current habitat
that is degraded, nonfunctioning, and of poor quality; developed; or
located immediately adjacent to existing development; or
b. An ecological buffer shall not be required for wetland areas in an
urbanized area if such buffer would cause displacement or removal
of existing development.
Sensitive Species and Buffers - Endangered Species Act

Ecological buffers for areas occupied by threatened or endangered species shall be
determined in compliance with the federal and California Endangered Species Acts and shall
be implemented to protect the health and survival of the species.
ECO Policy 1.1.4 Development shall integrate drought-tolerant species native to the
California coastal zone as a part of landscaped areas.
ECO Policy 1.1.5 Planting of invasive plant species shall be prohibited in landscaped areas.
Development that contains landscaped areas with existing invasive
species shall not continue to maintain these invasive species.
ECO Policy 1.1.6 Development above the water or adjacent to sensitive habitat areas
should use ecologically sensitive lighting that is shielded and directed
away from the water or sensitive habitat areas, sensor activated, and
of the lowest possible color temperature that also meets public safety
requirements.
ECO Policy 1.1.7 The District shall encourage the use of biologically engineered
stormwater solutions to prevent degradation of coastal wetlands and
marine ecosystems, and to reduce stormwater pollution to the Bay.
ECO Policy 1.1.8 Science-based management practices shall be used on Tidelands to
guide water, sediment, and natural resource decisions.
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Science-based management
Science-based management includes a suite of programs, conditions, or criteria to protect
and enhance ecosystems. Examples include:
• Researching opportunities to enhance and expand the extent of eelgrass and
wetlands;
• Restoring and creating wetlands;
• Establishing new mitigation banks for eelgrass, wetlands, or other sensitive habitat
types;
• Conducting biological surveys;
• Evaluating the health of marine ecosystems and marine life;
• Guiding water and sediment studies;
• Implementing restorative aquaculture; and
• Enhancing fisheries.
ECO Policy 1.1.9 The District shall identify locations throughout the Bay that could support
habitat enhancement, restoration, and protection to benefit sensitive
habitats and State and federally listed species. After specific locations
are identified, the District shall:
a. Explore opportunities for specific restoration, enhancement, and
mitigation banking projects in these areas;
b. Coordinate with resource agencies and regulatory agencies to permit
projects that provide multiple benefits to Tideland areas; and
c. Strive to achieve a net increase of wetland habitat acreage from
baseline conditions throughout the Bay.
Baseline conditions for wetland areas shall be derived from the date that the Notice of
Preparation was filed for this Plan’s Environmental Impact Report on March 30, 2017.
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ECO Policy 1.1.10 The District shall identify locations throughout the Bay that would
support shallow subtidal habitat restoration and enhancement in
combination with living shorelines, particularly along shorelines that are
armored under baseline conditions.
Wetland Enhancement Opportunities

Identified wetland and subtidal areas may be used for future opportunities for enhancement,
restoration projects, mitigation banking, and nature-based solutions to address sea level rise
impacts or compatible restorative aquaculture uses.
• Example priority areas for wetland enhancement include:
• disturbed and vacant areas;
• former industrial areas (e.g., salt ponds); and
• areas that provide opportunities to restore ecological function back to Tideland areas
and create vibrant and healthy ecosystems
ECO Policy 1.1.11 The District shall provide information to the public about the water quality
risks associated with invasive species and about measures to avoid and
reduce the spread of invasive species.
Invasive Species
Marine invasive species disrupt the balance of natural ecosystems by consuming or
competing with native plants and animals, altering biogeochemical cycles, and reducing
native biodiversity. They also threaten commercial, industrial, recreational, and agricultural
activities. The following invasive species may appear in the Bay:
Plants Animals
• Cajeput tree, Melaleuca quinqunervia • African clawed frog, Xenopus laevis
• Oriental cattail, Typhus orientalis • Green crab, Carcinus maenus
• Cordgrass, Spartina densiflora, S. • Chinese mitten crab, Eriocheir sinensis
anglica, and S. alterniflora • Asian clam, Potamocorbula amurensis
• Japanese eelgrass, Zostera japonica • Copepod, Pseudodiaptomus marinus
• Caulerpa, Caulerpa taxifolia • Calanoid copepod, Tortanus
dextrolibotus
• Mysid shrimp, Acanthomysis sp.
Source: INRMP September 2013
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ECO Policy 1.1.12 The District shall encourage the use of nature-based solutions that
increase shoreline biodiversity and coastal resiliency, where feasible.
Refer to SR Goal 3 (Chapter 3.4, Safety and Resiliency Element) for additional policies related
to coastal hazards, including sea level rise and adaptation strategies.
ECO Policy 1.1.13 Adaptation strategies or other natural resource management practices
shall be implemented to protect coastal habitats and ecosystem function
under a range of future sea level rise and climate change scenarios.
ECO Policy 1.1.14 Support creative and innovative solutions to improve the resiliency of the
Bay’s marine ecosystems and the biodiversity within Tidelands.
Coastal Habitat Adaptation Strategies

The District recognizes the importance of new conservation adaptation strategies that
conserve unique coastal habitats and the high biodiversity they support. The following
adaptation strategies may be implemented:
• Living shorelines;
• Beneficial reuse of sediment and sand replenishment;
• Use eco-friendly building materials such as bio-enhancing concreate or other nature-
based solutions; and
• Maintenance and expansion of coastal habitats with resilient habitat types.
Use of these strategies can also informed by science-based management practices as
described earlier in this element.
ECO Policy 1.1.15 The District shall maximize habitat connectivity for marine habitats within
the Bay particularly for those areas that provide habitat and nursery
areas for estuarine and marine species.
ECO Policy 1.1.16 The District shall strive to conserve and enhance marine habitat areas
that remain in the Bay in an effort to reduce fragmentation, help improve
habitat functionality and to create a connected network of marine habitat
areas throughout Tidelands.
ECO Policy 1.1.17 The District shall pursue opportunities to preserve, enhance or restore
marine habitats in areas that have historically been impacted by
development.
Eelgrass resources in the Bay comprise approximately 50 percent of all eelgrass found in
Southern California (U.S. Navy 2009). Eelgrass habitat provides important physical and
biological functions, including enhanced water clarity, increased sediment stabilization, and
important nursery habitat for juvenile fish
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ECO Objective 1.2

Create biodiverse ecosystems
ECO Policy 1.2.1 In cooperation with regional, State, and federal resource agencies, the
District shall develop a mitigation credit program, subject to agency
approval, to improve habitat quality and compensate for unavoidable
wetland losses through the protection, restoration, creation, and
enhancement of wetland habitats as follows:
a. The mitigation credit program may consist of the creation of, or use
of mitigation banks, in-lieu fee programs, eelgrass mitigation areas or
other mitigation offset measures on Tidelands. With respect to future
and existing mitigation credits, use of credits shall be given priority in
the order listed below for the following types of development:
1. District led and initiated development on Tidelands;
2. Coastal-dependent development on Tidelands by a third-party
applicant;
3. Coastal development on Tidelands that provides a public benefit;
or
4. Other development.
Credits derived from restoring or enhancing tidally influenced habitat
shall first be used to mitigate impacts on tidally influenced waters or
wetlands, whenever feasible.
b. As part of the application process to use such credits, third-party
applicants must demonstrate that they have used good-faith efforts
to minimize development impacts, and, to the extent feasible,
mitigate within the same development site. After demonstration
of a mitigation need, applicants shall pay a fee for use of credits as
established by the District. District approval is required for the right
to use any of the credits.
Mitigation banks
A mitigation bank can be used to protect, restore, create, and enhance wetland and shallow
subtidal habitats. Credits would be established to compensate for unavoidable wetland
losses, with a long-term goal of increasing the quality and abundance of wetland and shallow
subtidal habitat. Purchase of mitigation bank credits must occur in advance of development,
when the compensation cannot be achieved at the development site or would not be as
ecologically beneficial. Mitigation banking assists in the consolidation of small, fragmented
wetland mitigation projects into large, contiguous habitat with much higher wildlife habitat
values. Mitigation banks are generally approved by the California Department of Fish and
Wildlife, U.S. Fish and Wildlife Service, U.S. Army Corps of Engineers, and U.S. Environmental
Protection Agency, and should be coordinated with State Water Resources Control Board
wetlands permitting procedures adopted in 2019.
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Mitigation ratios and approach

The determination of what constitutes appropriate mitigation is determined on a case-by-case
basis depending on the values and functions of the resource that will be affected. Mitigation
ratios for impacts on sensitive coastal habitats and species generally are determined based
on the type of habitat, location, and quality of habitat being affected. Required mitigation
ratios are also based on site-specific survey data and the best available science at that the
time the impact is assessed and evaluated.
As an example, mitigation ratios may be based on factors related to (1) the time necessary for
a mitigation site to reach functional value and (2) the need to offset any productivity losses
during the establishment period. Exceptions to standard ratios may be allowed when the
impact is temporary. Historically, mitigation ratios for loss of Waters of the U.S. and Waters
of the State are typically mitigated at a minimum one-to-one ratio. Mitigation ratios may also
fluctuate based on seasonal influences and the abundance and diversity of habitat at the
time of the impact.
ECO Goal 2
Clean, healthy waters and landside areas
ECO Objective 2.1

Protect and enhance water quality to support swimmable, fishable, and farmable waters
ECO Policy 2.1.1 The District shall prioritize and pursue opportunities for the protection
and enhancement of water quality.
ECO Policy 2.1.2 Waste management strategies shall be implemented throughout
Tidelands, including as part of development, with a focus on reducing
trash entering waterways.
ECO Policy 2.1.3 Aquaculture is encouraged in Tidelands areas using species and
sustainable practices that are approved by the California Department of
Fish and Wildlife and that do not degrade surrounding natural resources.
For more information about aquaculture and marine technology, refer to ECON Goal 3
(Chapter 3.6, Economics Element).
ECO Policy 2.1.4 The District shall continue to conduct, or shall require permittees and
tenants to conduct, long-term monitoring of water, sediment, eelgrass,
birds, and marine life in the Bay.
ECO Policy 2.1.5 The District shall implement initiatives to reduce copper loads from
recreational vessels to protect marine life in and around the Bay.
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ECO Policy 2.1.6 The District shall encourage the use of alternative, non-copper-based
antifouling paints.
ECO Policy 2.1.7 In-water hull cleaning of copper-based antifouling paints shall be
conducted in a manner that does not cause or contribute to a condition
of nuisance or water quality impairment.
ECO Policy 2.1.8 Sewerage pump out facilities shall be accessible and available for use by
the public either in fixed locations or through a mobile pump out service.
ECO Objective 2.2

Improve fill, soil, and sediment quality
ECO Policy 2.2.1 The District shall prioritize and pursue opportunities for the protection
and enhancement of sediment quality.
ECO Policy 2.2.2 Remediation and restoration efforts shall be implemented in a manner
that maximizes ecological benefits, including water quality, environmental
ecosystems, and the public use of Tidelands in a manner that will result in
holistic, meaningful improvement.
ECO Policy 2.2.3 Development shall not result in degradation beyond regulatory or legal
limits for fill, soil, and sediment quality and shall minimize exposure of
adjacent communities to fill, soil, and sediment-based environmental
contamination. Also, refer to ECO Policy 2.3.3.
ECO Policy 2.2.4 The District shall, to the extent feasible and as allowed by regulations,
promote beneficial reuse of dredged sediments.
Clean sediment extracted from dredging may be applied to Tideland beaches or wetland
areas, where needed and with required regulatory agency approval, as a sea level rise
adaptation strategy or natural resource management practice.
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ECO Objective 2.3

Prevent pollution from entering the Bay
ECO Policy 2.3.1 Owners and operators of stormwater conveyances on Tidelands shall
comply with the municipal stormwater permit (MS4) and other legal
requirements to minimize pollution impacts in the Bay.
ECO Policy 2.3.2 Educational information shall be provided to the public and tenants
regarding natural resources protection and pollution prevention
measures to minimize or reduce impacts on water and sediment quality.
ECO Policy 2.3.3 Where development disrupts shoreline fill or Bay sediment, it shall
remove contaminated fill or appropriately contain and remediate the fill
from the Bay and shoreline subject to the Regional Water Quality Control
Board’s process, particularly where such fill (e.g., shoreline debris not
engineered) degrades habitat or water quality.
ECO Policy 2.3.4 Permittees shall implement measures to prevent pollution impacts from
all in-water development and maintenance activities.
ECO Policy 2.3.5 Development projects located in areas identified as impaired under
Section 303(d) of the Clean Water Act shall implement measures to
protect and improve water quality.
Clean Water Act: Impaired Waters

The EPA provides regulatory direction regarding impaired waters as follows:
The goal of the Clean Water Act (CWA) is “to restore and maintain the chemical,
physical, and biological integrity of the Nation’s waters” (33 U.S. Code Section
§1251[a]). Under Section 303(d) of the CWA, states, territories and authorized
tribes, collectively referred to in the act as ‘states,’ are required to develop lists
of impaired waters. These are waters for which technology-based regulations
and other required controls are not stringent enough to meet the water quality
standards set by states. The law requires that states establish priority rankings
for waters on the lists and develop Total Maximum Daily Loads (TMDLs) for these
waters. A TMDL includes a calculation of the maximum amount of a pollutant that
can be present in a waterbody and still meet water quality standards.
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ECO Goal 3
Clean air for a healthy environment
ECO Objective 3.1

Reduce levels of toxic air contaminants and criteria pollutants
ECO Policy 3.1.1 Permittees shall implement programs and activities that reduce exposure
to toxic air contaminants and criteria air pollutants in and adjacent to
Tidelands.
Refer to EJ Goal 3 (Chapter 3.5, Environmental Justice Element) for additional policies related
to clean air programs with respect to disadvantaged communities.
ECO Policy 3.1.2 Permittees shall implement clean air action measures, which may include:
a. Efficient buildings design features;
b. Vehicles, vessels, and advanced technologies powered by alternative
fuels or electric powered;
c. Parking management programs;
d. Alternative transportation programs;
e. Energy efficient lighting; and
f. Native tree planting and landscaping.
ECO Policy 3.1.3 In cooperation with regional, state, and federal agencies, the District shall
create a clean air action plan or other air quality improvement program
to help improve the local air quality.
ECO Policy 3.1.4 Permittees shall implement infrastructure and clean vessel technologies,
such as advancing alternative fuels and expansion of marine terminal
electrification, when applicable.
ECO Policy 3.1.5 The District shall explore financing programs in coordination with regional
and State partners to implement recommended clean air measures.
For Baywide policies related to GHG reductions, refer to SR Goal 3 (Chapter 3.4, Safety and
Resiliency Element).
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ECO Goal 4
Collaborative stewardship for the ecological health of San Diego Bay
ECO Objective 4.1

Partner with regional agencies on shared priorities
ECO Policy 4.1.1 The District shall continue partnerships and collaboration with key
agencies and stakeholders, including the U.S. Navy and U.S. Fish and
Wildlife Service refuges, to enhance conservation, protection, and
restoration of natural resources in and around the Bay and Tidelands.
These partnerships may include combining resources and identifying
complementary programming and policies to be implemented to
improve the ecology of the Bay.
ECO Policy 4.1.2 The District shall coordinate watershed planning, pollution prevention,
and stormwater program implementation with other partner agencies
and jurisdictions.
ECO Policy 4.1.3 The District shall pursue partnerships with regulatory agencies, research
institutions, private parties, and nongovernmental organizations (NGOs)
to improve water quality in the Bay and promote public awareness and
understanding of water quality issues.
ECO Policy 4.1.4 The District shall engage with regulatory agencies on coastal resiliency
measures to address potential future environmental stressors, such as
seawater intrusion, habitat conversion, and ocean acidification.
ECO Objective 4.2

Increase awareness about the ecology of Tidelands
ECO Policy 4.2.1 The District shall continue environmental education programs to increase
public understanding and appreciation of Tidelands’ and the Bay’s natural
resources and how to protect them.
For additional policies in support of environmental education, refer to EJ Goal 2 (Chapter 3.5,
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ECO
Chapter 3.4
Safety and Resiliency Element
SR
3.4.1 Purpose
The Safety and Resiliency Element establishes goals, objectives, and policies to ensure that the
District is prepared to respond to natural and human-caused hazards and fulfill its responsibilities
to protect and maintain critical infrastructure, public assets, and coastal access. The focus of
this element is public safety and security, emergency preparedness and recovery, and climate
resiliency. This element highlights the District’s commitment to safety and resiliency throughout
Tidelands by:
• Promoting safe access to and within Tidelands and the Bay;
• Enhancing safety and security features through design and use of the public realm and
development;
• Collaborating with adjacent jurisdictions and other partners within the region to effectively
mitigate, prepare for, respond to, and recover from emergencies; and
• Applying an adaptive management approach to mitigate, prepare for, respond to, and
recover from human-caused and natural hazards through an iterative cycle of planning,
monitoring, evaluating, and adapting.
These concepts are reflected in the Safety and Resiliency Element’s three goals and the objectives
and the policies. This element also supports key actions contained in the District’s and regional
emergency management plans and the State of California disaster plans.
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ELEMENTS // Chapter 3.4 - Safety and Resiliency Element
3.4.2 Background
Tidelands are potentially exposed to a range of hazards that may affect safety, damage or destroy
public and private property, harm ecosystems, or disrupt operations. These potential hazards
can be categorized into two broad categories: natural hazards and human-caused hazards.
Both hazards can cause impacts on people, infrastructure, and the environment. The goals and
objectives in this element draw from regulations contained in the Coastal Act and the Port Act and
the District’s role as a steward of public lands.
The Coastal Act (Section 30001.5) includes policies to “protect, maintain, and where feasible,
enhance and restore the overall quality of the coastal zone environment and its natural and
artificial resources,” as well as “maximize public access to and along the coast and maximize
public recreational opportunities in the coastal zone consistent with sound resources conservation
principles and constitutionally protected rights of private property owners.” The Coastal Act also
states that “to promote the public safety, health, and welfare, and to protect public and private
property, wildlife, marine fisheries, and other ocean resources, and the natural environment, it is
necessary to protect the ecological balance of the coastal zone and prevent its deterioration and
destruction” (Section 30001). Section 4 of the Port Act also states that the District may use the
powers and authority granted through the statute to “protect, preserve, and enhance physical
access to the water and the natural resources of the [San Diego] Bay, including plant and animal
life.”
3.4.2(A) Public Safety and Security

The policies in this element support the goal of “Safe and Secure Tidelands” to bolster safe access
and use of Tidelands, enhance security, and promote a “whole-port” community approach. Public
safety and security are a key focus of this element given the importance of keeping the people
who visit and work within Tidelands safe and protected from potentially hazardous conditions.
The Whole Port Approach

Promoting partnerships and regional collaboration through a “whole-port approach”
is essential to advancing safe and resilient Tidelands. To better prepare the region for an
emergency, the District coordinates with adjacent jurisdictions, regional, State, federal
agencies and private industry partners on emergency preparedness and response, public
safety, and hazard resiliency. The District advances and supports this “whole-port” approach
which establishes a unified method for communication, planning, and responding to
emergency situations.
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3.4.2(A)-I Public Safety and Security Services on Tidelands

The District’s Harbor Police Department (HPD) provides public safety services throughout
Tidelands. The District is also subject to State and federal agencies and statutes that regulate the
safety of the maritime industry and navigable waters. Through its Strategic Port designation, the
District coordinates with the U.S. Department of Defense to ensure that critical port infrastructure
can service military vessels if they are mobilized during a national emergency.
For more information on the District’s Strategic Port designation, refer to ECON Goal 2
(Chapter 3.6, Economics Element).
Harbor Police Department

The District implements public safety measures through HPD and HPD’s vision and mission. Its
vision is to be the global leader in maritime and aviation public safety, and its mission is to provide
the highest quality public service through crime prevention, homeland security, and quality of life
for its communities.
Section 55 of the Port Act authorizes the District to establish and maintain a harbor police and
harbor fire protection system throughout Tidelands. It specifies the authority of the District with
respect to the harbor police system, including making and enforcing rules and regulations for
the use of navigable waters and all Tidelands throughout the District’s jurisdiction; regulating the
anchoring, mooring, towing, and docking of all vessels; and employing necessary peace officers.
HPD’s services include maritime firefighting, both on and over water, and patrol operations on the
Tidelands. HPD is also the contracted public safety agency at the San Diego International Airport.
HPD preserves the safety of the community and resources by collaborating with adjacent
jurisdictions (Chula Vista, Coronado, Imperial Beach, National City, and San Diego). Pursuant to
Section 55 and Section 60 of the Port Act, the District may contract with adjacent jurisdictions
to provide harbor police and fire protection services and may adopt any police, fire, and sanitary
regulations of these jurisdictions in the absence of its own equivalent regulations. Moreover, the
District has a practice of participating in standing Mutual Service Agreements with the five adjacent
jurisdictions. These agreements memorialize commitments for the District and HPD to provide
law enforcement, fire services, emergency medical services, and other emergency services on
Tidelands and within the boundaries of each adjacent jurisdiction if an emergency occurs.
Homeland Security
The District’s jurisdiction includes significant critical infrastructure that is paramount to the region’s
economy. The District works in close collaboration with regional, State, and federal government
partners, in addition to private sector stakeholders, to protect Tidelands from potential human-
based threats. It has developed, as well as coordinates, directs, implements, and leads, an integrated
Homeland Security Program, in partnership with organizational and regional stakeholders. The
District’s Homeland Security Program emphasizes prevention, readiness, response, recovery, and
business continuity. Through this program and these efforts, the District enhances the overall
safety and security of Tidelands and critical infrastructure.
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Port/Security Regional Security Strategy

On July 15, 2003, the BPC adopted the Port/Security Regional Security Strategy whereby
agencies within San Diego County would take the lead within their respective jurisdictions
and spheres of influence to secure their infrastructure. The Port/Security Regional Security
Strategy states that all regional security efforts are to be implemented in a coordinated
manner. To accomplish this, agencies work together to identify security threats, risks,
and preparedness shortfalls and jointly develop potential solutions to mitigate them. This
coordinated approach places strategic leadership at both the District and regional levels and
allows for the leveraging of critical regional assets, resources, and partnerships in integrated
response and recovery efforts.
3.4.2(B) Emergency Preparedness and Recovery

Tidelands are subject to natural and human-caused hazards and disasters; therefore, planning
and preparing for these hazards is a priority for the District. The natural disasters and hazards
the District may face, such as an earthquake or sizable fire, will most likely occur without notice.
Human-caused hazards and disasters can be the result of human action or inaction, such as an
accident, error, or intentional event, and may also occur with or without notice.
The District already has prepared plans, in coordination with regional partners, to assure adequate
emergency response and recovery in the event of a natural or human-caused disaster, as described
below:
The District has implemented an Emergency Operations Plan (EOP) that
addresses the District’s responsibility during a sizable emergency to include
key decision makers, an emergency organizational structure, and the
Emergency Operations Center activation. The EOP also outlines regional
collaboration expectations and responsibilities throughout the District.
The EOP also provides an overview of hazards and risks that may occur on
Tidelands.
The 2016 Port of San Diego Maritime Emergency Restoration Plan lays out the
process to coordinate with government and commercial entities to efficiently
re-open the District following its official closure or partial closure by the U.S.
Coast Guard Port Captain due to an imminent or credible threat, sustained
threat, or disaster.
The policies that support this objective are focused on establishing, maintaining, and updating
emergency response and recovery plans to assure that the District is adequately prepared to
respond to and recover from a disaster.
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3.4.2(B)-I Potential Hazards
Natural hazards that can impact Tidelands include fire, sea level rise (SLR) and flooding, and
seismic hazards. Flooding is a significant threat and can result from onshore precipitation and
offshore events from high tides, storm surge, wave run-up and overtopping, tsunami, or projected
increases in sea level. The District may also be susceptible to seismic events, such as earthquake
fault ruptures, seismic shaking, liquefaction, and subsidence. Although increased fire risk and SLR
have been attributed to increased GHG emissions and climate change, this element classifies them
as natural hazards.
Human-caused hazards are events that directly occur as the result of human action or inaction.
Some of these hazards occur as a result of incidental human activity, error, or accident, whereas
others may result from planned events.
Fire Hazards
California is at high risk for wildland fires due to higher temperatures, seasonal dry winds, and
ecological changes; however, because of their waterfront location and the urban character
throughout the District, Tidelands are not at a particularly high fire risk. Although wildfires are not
likely to occur directly on Tidelands, significant ash accumulation has occurred from historical and
sizable fires in San Diego County, notably in 2003 and 2007.
Sea Level Rise and Flooding Hazards
Coastal access, Tideland facilities, critical infrastructure, and natural resources throughout Tidelands
are potentially vulnerable to damage due to flooding and other SLR impacts. A flood occurs when
excess precipitation or storm surge accumulates on and/or overflows onto the shoreline. Several
factors determine the severity of floods, including precipitation levels, tides, wave run-up, and the
intensity and duration of storm events, especially during peak high tides. Locally, storm-related
flooding can be intensified when coupled with dynamic atmospheric rivers that can transport water
vapor vast distances across the Pacific Ocean and then release it as precipitation on Tidelands.
Projected increases in SLR may also increase the intensity and duration of coastal flooding events.
Other coastal impacts resulting from SLR may include shoreline erosion, groundwater rise, and
saltwater intrusion.
Seismic and Geological Hazards
The Rose Canyon Fault Zone, designated by the California State Geologist, passes through
Tidelands in a general north to south manner on the eastern edge of Planning District 2 and in
a northeast to southwest manner through Planning Districts 3, 4, and 10. Although this fault has
been relatively inactive in the recent past, it is predicted to be capable of generating a magnitude
6.5 or greater earthquake. The Alquist-Priolo Earthquake Fault Zoning Act was passed in 1972
to mitigate the hazard of surface faulting to structures built for human occupancy by regulating
most development projects within earthquake fault zones. Additionally, the California Building
Standards Code identifies restrictions for new buildings (including placement) and improvements
that may be impacted by seismic or geologic hazards. All development is required to meet related
State of California seismic and geologic requirements.
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Updated every three years since 1989, the California Building Standards Code outlines
the rules related to construction for new and existing properties in the State of California.
All occupancies in California are subject to codes adopted into Title 24, in addition to
amendments adopted by other State agencies and ordinances implemented by local
jurisdictions’ governing bodies
The District is also included in the Southern California Catastrophic Earthquake Response Plan and
the 2019 Update to the San Diego-Tijuana Earthquake Planning Study. The study is a collaborative
effort by the Earthquake Engineering Research Institute; Structural Engineers Association of San
Diego; University of California, San Diego; and Centro de Investigación Cientifica y de Educación
Superior de Ensenada. It assessed potential regional socioeconomic consequences of an
earthquake scenario originating from the Rose Canyon Fault.
Technological Incidents and Other Human-Caused Disasters
A technological incident or disaster is an event caused by a malfunction of a technological structure
and/or human error in controlling or handling technology. Examples may include a disabling
incident (purposeful or unintentional) on the District’s information technology systems.
In addition to technological incidents, other hazards or disasters that could be caused by human
action or inaction include, but are not limited to, maritime hazards, such as boating accidents
vessel fires, or release of hazardous materials; transportation hazards, such as vehicular or train
accidents; or civil disturbances.
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3.4.2(C) Climate Resiliency
Climate resiliency is a key focus of this element as the District must continue to address
changing climate conditions and protect assets such as critical infrastructure, coastal-dependent
development, coastal access, and natural resources. Avoiding or reducing the impacts of climate
change and adapting to evolving conditions are necessary to protect existing operations and
future development on Tidelands.
3.4.2(C)-I Reducing Greenhouse Gas Emissions

Increased GHG emissions and energy consumption are known contributors to the accelerating
rate of climate change. Thus, to mitigate or lessen the overall impacts of climate change
throughout Tidelands, the District has advanced GHG reduction programs and policies, as well
as implemented sustainable development, renewable energy deployment, energy conservation,
water conservation, waste management, and other responsible business practices.
In 2013, following State guidance and targets established by Assembly Bill 32, the District became
the first port in California to adopt a Climate Action Plan (CAP). The CAP identifies initial GHG
reduction goals through 2035 and a palette of potential GHG reduction policies and measures,
which were selected to reduce GHG emissions generated from Tidelands’ activities. The GHG
reduction measures identified in the CAP include a range of actions related to transportation and
land use, energy conservation and efficiency, alternative energy generation, clean transportation,
water conservation, and waste reduction.
3.4.2(C)-II Adapting to Sea Level Rise

Much of Tidelands is within the coastal zone, and the impacts from SLR, including, but not limited
to flooding, storm surge, shoreline erosion may affect the District and its tenant’s operations. At
the State level, various resource management agencies have made coastal resiliency and SLR
adaptation a priority across California. The Office of Emergency Services and the Ocean Protection
Council have released science and guidance documents that describe best available science for
modeling projected impacts from SLR and how to respond and adapt to these impacts. The
CCC has also published SLR guidance, based on the State’s best available science, for coastal
jurisdictions to consider when addressing SLR in coastal zone planning and regulatory actions,
such as Local Coastal Programs, port master plans, and coastal development permits. The CCC
guidance is not a regulatory code; however, it is used to assist agencies with jurisdiction in the
coastal zone, including the District, when updating their coastal plans.
In 2013, the California Legislature passed Assembly Bill 691 (codified as California Public Resources
Code, Section 6311.5), which required local trustees of Public Trust lands to prepare and submit to
the State Lands Commission an assessment of how the local trustee proposed to address projected
SLR. The legislation also states that addressing the impacts of SLR for legislatively granted Public
Trust lands shall be among the management priorities of a local trustee. The District’s assessment,
submitted on June 26, 2019, includes an analysis of projected SLR on Tidelands, maps showing
areas affected under various SLR scenarios, and strategies the District could use to protect and
preserve existing and proposed natural resources and the built environment. Importantly, the
District’s assessment also established an adaptive management framework whereby the District
will address SLR and other climate change impacts through an iterative cycle of informing,
monitoring, evaluating, and implementing.
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3.4.2(C)-III Adaptive Management Framework

The District proposes an adaptive management approach to address projected SLR, defined
as “a process of iteratively planning, implementing, and modifying strategies for managing
resources in the face of uncertainty and change” (Fifth Assessment Report of the United Nations
Intergovernmental Panel on Climate Change, 2014). Adaptive management is not a new scientific
concept and the District already utilizes it for many of its environmental management programs.
Extending the adaptive management approach to coastal resiliency will allow the District to
form strategies that help to reduce the risks associated with projected coastal hazards that
may occur due to SLR, temporary coastal flooding, and increased frequency of storm events,
as new information regarding climate science and/or techniques emerge. The District’s Adaptive
Management Framework (refer to Figure 3.4.1, Adaptive Management Framework) is composed
of three stages: (1) A Vulnerability Assessment; (2) Adaptation Planning; and (3) Strategy
Implementation. This framework promotes an iterative, cyclical process whereby each stage can
be continually improved as new information is collected and integrated.
3.4.2(C)-IV Adaptation Strategies
The term “adaptation” is commonly used when planning for projected SLR because of the inherent
uncertainty of predicting future sea level changes. Adaptation strategies are used to reduce risks
of projected SLR inundation and coastal flooding from storm events and need to be proactively
planned and require flexibility in their implementation to adjust to changing conditions. These
strategies are used for various water or land uses, assets, development, coastal habitat areas, and
other sites to help those areas adapt, and adaptation strategies can be planned for and applied
over time as coastal conditions change.
Vulnerability
Assessment
E I
NF
AT
OR
LU
E VA
Strategy Adaptation
Implementation Planning
M O N I TO R
Figure 3.4.1 Adaptive Management Framework

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SR Goal 1
Safe and secure Tidelands
SR Objective 1.1
Promote safe access to, from, and throughout Tidelands
SR Policy 1.1.1 The District shall require the planning, designing, and implementation of
safe physical access to publicly accessible areas on development sites.
SR Policy 1.1.2 The District and tenants within industrial facilities, including but not
limited to, marine terminals and shipbuilding and repair facilities shall
continue to plan, design, and implement suitable public safety measures
for military movements and homeland security operations, which may
limit public access.
SR Policy 1.1.3 The District shall coordinate with regional transportation agencies to
design shared infrastructure that meets emergency needs, including
evacuation.
SR Policy 1.1.4 The District shall provide for navigation throughout waterways on
Tidelands. Waterways on Tidelands may be maintained in coordination
with the U.S. Army Corps of Engineers, or by other third parties, subject
to the discretion of the BPC.
For sediment management and water quality policies, refer to ECO Goal 2 (Chapter 3.3,
Ecology Element).
SR Policy 1.1.5 The District shall coordinate with adjacent jurisdictions and State agencies
to identify and address safety improvements at rail crossings.
For more information and policies related to the District’s mobility system on water and land,
refer to M Goal 1 and M Goal 2 (Chapter 3.2, Mobility Element).
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SR Policy 1.1.6 Permittees of development that lies within, or partially within, a

designated Earthquake Fault Zone shall:
a. Comply with the seismic safety standards of all applicable seismic
provisions and criteria in the most recent version of California State
and applicable municipal codes; and
b. Incorporate siting and design techniques to address any such
geologic hazards.
SR Policy 1.1.7 Development within an Airport Land Use Compatibility Plan (ALUCP)
defined safety compatibility zone shall be sited and designed to minimize
the risk of personal injury to people and damage to property in the air
and on the ground, consistent with ALUCP requirements.
SR Policy 1.1.8 The District shall:
a. Restrict development of potentially hazardous obstructions or other
hazards to flight located within airport approach and departure areas
or known flight patterns within the applicable Airport Influence Area
(AIA), and
b. Restrict future uses that may impact airport operations or not meet
State or federal aviation standards.
For more information on the applicability of an Airport Land Use Compatibility Plan
(ALUCP) and the Airport Land Use Commission (ALUC), refer to Section 6.3 (Chapter 6, Plan
Implementation and Development Conformance).
SR Policy 1.1.9 Permittees shall coordinate as appropriate, with the Federal Aviation
Administration on proposed developments (structures and temporary
equipment) that meet the notification criteria as defined by Code of
Federal Regulations Title 14, Part 77.
SR Objective 1.2
Enhance physical security capabilities
SR Policy 1.2.1 To remain compliant with the Strategic Port designation, the District
shall require permittees on the marine terminals to coordinate with the
appropriate federal agencies, having security oversight, to incorporate
the required advance security features.
For more information and policies related to the District’s Strategic Port Designation, refer
to M Goal 3 (Chapter 3.2, Mobility Element) and ECON Goal 1 and ECON Goal 2 (Chapter 3.6,
Economics Element).
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SR Policy 1.2.2 Development shall incorporate project design features, including, but
not limited to crime prevention through enhanced security measures
that create a safe environment on the development site.
SR Objective 1.3
Maintain adequate public safety through law enforcement, fire safety, and emergency
medical services
SR Policy 1.3.1 The District shall provide public safety facilities on water and on land for
the HPD to maintain public safety capabilities in alignment with the Port
Act.
SR Objective 1.4
Enhance District Homeland Security capabilities
SR Policy 1.4.1 The District shall maintain and expand Homeland Security initiatives
and resources through strategic partnerships with regional, State, and
federal agencies, and the private sector.
SR Policy 1.4.2 The District shall participate in information sharing and coordinate
interagency operations to secure Tidelands against identified risks,
threats, and vulnerabilities, subject to applicable regulations.
SR Goal 2
Prepare for, respond to, and recover from emergencies
SR Objective 2.1
Provide for the preparation and carrying out of plans for the protection of persons and
property on Tidelands in the event of an emergency
SR Policy 2.1.1 The District and its tenants shall maintain emergency disaster mitigation,
preparation, response, and recovery capabilities.
SR Policy 2.1.2 The District shall maintain emergency response and recovery processes
and plans and periodically update these processes and plans, as
appropriate, in preparation for future hazard conditions.
SR Policy 2.1.3 The District shall coordinate with regional, State, and federal partners to
create, maintain, and update the District’s emergency operations plan,
as needed.
SR Policy 2.1.4 The District shall maintain a hazard mitigation plan to help identify and
respond to risks associated with natural and human-caused hazards.
Such a plan may be a District-wide plan, a series of site-specific plans, or
part of a regional plan.
SR Policy 2.1.5 The District shall periodically update the Tidelands’ hazard mitigation
plan with best available science-guided information.
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SR Policy 2.1.6 The District shall engage with adjacent jurisdictions, regional, State,
federal partners, and private businesses during emergencies and
catastrophic events for effective response and recovery.
SR Policy 2.1.7 The District shall coordinate with federal agencies and marine terminal
tenants to establish readiness for terminal facility sharing to support
strategic Department of Defense needs and requirements.
For more information and policies related to the District’s coordination with the Department
of Defense to support strategic assets, refer to M Goal 3 (Chapter 3.2, Mobility Element) and
ECON Goal 1 and ECON Goal 2 (Chapter 3.6, Economics Element).
The Federal Disaster Mitigation Act of 2000 requires all local governments to create a disaster
plan to qualify for hazard mitigation funding and grants. Although the District does not have
a Hazard Mitigation Plan approved by the Federal Emergency Management Agency, the
County of San Diego’s Multi-Jurisdiction Hazard Mitigation Plan does identify priority hazards
in the adjacent jurisdictions. The 2023 Update of the County of San Diego’s Multi-Jurisdiction
Hazard Mitigation Plan will include specific identified hazards within Tidelands.
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SR Goal 3
Climate and coastal resilient Tidelands
SR Objective 3.1
Reduce GHG emissions and support pathways toward carbon neutrality throughout
Tidelands
The District recognizes that efforts to reduce GHG emissions have the co-benefit of
also reducing localized air pollutants and global sea level rise. As new opportunities and
technologies become available in the areas of renewable energy, battery storage, and
electrification of mobile sources, the District actively seeks to advance programs and projects
that reduce emissions in partnership with its tenants and other stakeholder agencies. For
policies specific to air quality, please refer to ECO Goal 3 (Chapter 3.3, Ecology Element).
There are various pathways toward achieving carbon neutrality and reducing GHG emissions,
such as plans and strategies, carbon offsets, sustainable business, and emission reductions
at stationary sources. Each of these pathways is discussed below.
Plans and Strategies

SR Policy 3.1.1 The District may periodically update the District’s CAP to align with State
goals.
SR Policy 3.1.2 The District shall encourage, support, and plan to deploy net zero carbon
emission projects and technologies on Tidelands.
For policies supporting sustainable freight strategies and clean vessel technologies, refer to
M Goal 2 (Chapter 3.2, Mobility Element).
Carbon Offsets
SR Policy 3.1.3 Permittees of development shall deploy renewable energy technology
to improve energy reliability and economic resilience, where feasible.
SR Policy 3.1.4 The District shall explore innovative carbon sequestration potential with
partner agencies within the region to offset GHG emissions.
Sustainable Business
SR Policy 3.1.5 The District shall continue to coordinate with Tidelands’ tenants and
adjacent local businesses to reduce resource consumption and promote
sustainable operations.
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The District has managed the Green Business Network, a voluntary sustainability program
available to all District tenants and subtenants that provides free education and resources
to waterfront businesses committed to reducing the collective Tidelands carbon footprint.
The District collaborates with Green Business Network members on training opportunities
and supplies resources to improve operational efficiency and implement sustainable
business practices. For policies specific to energy efficiency for industrial working waterfront
operations, refer to EJ Goal 3 (Chapter 3.5, Environmental Justice Element).
Emission Reductions at Stationary Sources

SR Policy 3.1.6 The District shall promote the innovative use of “green” design for new
or retrofitted Tidelands buildings, structures, and facilities.
SR Policy 3.1.7 Development shall include water conservation strategies to save water
and energy on-site, where feasible.
For policies related to reducing GHG emissions from mobile sources, such as passenger
vehicles and ocean-going vessels, refer to M Goal 1 and M Goal 2 (Chapter 3.2, Mobility
Element).
SR Objective 3.2
Effective planning, monitoring, and research to improve coastal resiliency
SR Policy 3.2.1 The District shall participate in research that supplements its knowledge
of projected coastal climate impacts and potential strategies to adapt to
these impacts.
SR Policy 3.2.2 The District shall encourage pilot and demonstration projects that
provide effective and innovative SLR adaptation and coastal resiliency
approaches.
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SR Policy 3.2.3 The District shall create and periodically update an SLR adaptation plan
that:
a. Considers best available science and applicable regional, State, and
federal adaptation planning guidance;
b. Builds upon previous analyses of coastal hazards that are caused or
exacerbated by projected SLR;
c. Provides recommendations for adapting existing structures and
facilities, coastal access, recreational areas, coastal-dependent
development, contaminated sites, and other infrastructure and
coastal resources to projected SLR conditions,
d. Explores the potential for nature-based SLR adaptation strategies;
e. Identifies alternative opportunities or plans for replacing in-kind
public recreation areas, accessways, and other Public Trust resources
that could be lost due to inundation or damage associated with SLR;
f. Establishes a monitoring protocol and requirements for evaluating
SLR impacts on all Tidelands uses over time; and
g. Establishes a schedule for performing future Tideland’s SLR
vulnerability assessments.
SR Objective 3.3
Apply adaptive management to reduce the risk of marine and coastal climate impacts
3.4.3(C)-I An SLR Policy Framework

The policies under this objective (SR Objective 3.3) are organized into four groups that consider the
location and appealability of the development as illustrated in Figure 3.4.2: SLR Policy Framework.
Section 30715 in Chapter 8 of the Coastal Act provides a list of categories of development that may
be appealed by the CCC. Refer to Section 6.2.1 (Chapter 6, Plan Implementation and Development
Conformance) for more information. The following are descriptions of the policy sections as they
apply to Figure 3.4.2, SLR Policy Framework (note SLR Policy Group 1 applies to SLR Policy Groups
2, 3, and 4):
• SLR Policy Group 1: Policies that apply to all types of development (appealable and non-
appealable);
• SLR Policy Group 2: Policies that apply only to appealable development that is not within a
wetland, estuary, or existing recreation area as identified in the 1975 Coastal Plan and that is
subject to both Chapter 3 and Chapter 8 of the Coastal Act;
• SLR Policy Group 3: Policies that apply to all development that occurs within a wetland,
estuary, or existing recreation area (as identified in the 1975 Coastal Plan) and that is
subject to Chapter 3 of the Coastal Act; and
• SLR Policy Group 4: Policies that apply only to non-appealable development that is not
within a wetland, estuary, or existing recreation area and that is subject to Chapter 8 only.
Refer to Table 3.4.1: SLR Policy Crosswalk that shows which of the SR Policies 3.3.1 through 3.3.15
are included in the four SLR Policy Groups according to the aforementioned criteria.
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SLR Policy Group 1: All development on Tidelands
Is the development located in a wetland,

estuary, or existing recreation area as
delineated in the 1975 Coastal Plan?
(Coastal Act Section 30700)
Yes No
Is the development considered an appealable

category of development?
(Coastal Act Section 30715)
Yes No
SLR Policy Group 3: SLR Policy Group 2: SLR Policy Group 4:

Must be consistent Must be consistent Must be consistent
with Coastal Act with Coastal Act with Coastal Act
Chapter 3 Chapter 3 & 8 Chapter 8
Figure 3.4.2 Adaptive Management Framework

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Table 3.4.1 SLR Policy Crosswalk

SLR POLICY GROUP
SR Policy
1 2 3 4
SR Policy 3.3.1 √ √ √ √
SR Policy 3.3.2 √ √ √ √
SR Policy 3.3.3 √ √ √ √
SR Policy 3.3.4 √ √ √ √
SR Policy 3.3.5 √ √ √ √
SR Policy 3.3.6 √ √ √ √
SR Policy 3.3.7 √ √ √ √
SR Policy 3.3.8 √ √ √ √
SR Policy 3.3.9 - √ √ -
SR Policy 3.3.10 - √ √ -
SR Policy 3.3.11 - √ √ -
SR Policy 3.3.12 - √ √ -
SR Policy 3.3.13 - √ √ -
SR Policy 3.3.14 - - √ -
SR Policy 3.3.15 - - - √
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SLR Policy Group 1:

Coastal Hazard Adaptation Strategies for All Development on Tidelands
The following policies (SR Policy 3.3.1 through SR Policy 3.3.8) apply to all development on Tidelands:
SR Policy 3.3.1 Permittees shall submit a site-specific hazard report to the District using
best available science and considers best practices as provided by
federal, State, or regional guidance on coastal resiliency.
At a minimum, the site-specific hazard report shall address anticipated
coastal hazards over the anticipated life of the development, including,
but not limited to inundation; flooding associated with storms of various
return periods, including a 100-year storm; wave runup and overtopping;
shoreline erosion; groundwater rise; saltwater intrusion; and changes to
these hazards over time due to projected SLR at the site. The following
requirements apply to the site-specific hazard analysis for the report:
a. The analysis shall be conducted by a licensed engineer with
experience in coastal processes and shall be submitted to the District
for its review and approval.
b. Using best available science and applicable regional, State, or
federal adaptation planning guidance documents, the analysis shall
consider multiple SLR scenarios and projections associated with the
anticipated life of the development and, when applicable, identify
potential future impacts on on-site natural resources.
c. For development that does not meet the requirements that allow
shoreline protective devices subject to SR Policy 3.3.3, SR Policy 3.3.6,
or SR Policy 3.3.9, the hazard analysis shall be performed assuming
no reliance upon future shoreline protective devices.
d. If applicable, the report shall identify the coastal hazards that
could trigger implementation of SLR adaptation strategies. If the
development cannot fully minimize or avoid the impacts of coastal
hazards for the anticipated life of the development, the report shall
discuss possible adaptation responses to the hazards to reduce risk
as feasible and mitigate impacts on coastal resources.
e. As part of Coastal Act approval, the District shall review the report and
require the development to implement the recommendations in the
report and/or any other siting and design adaptation measures that
the District determines are necessary to find that the development is
consistent with the requirements of this Plan.
The anticipated life of the development:

• Commercial structures = 75 years.
• Industrial structures = 100 years.
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SR Policy 3.3.2 The District shall require permittees to site and design development to
avoid impacts from coastal hazards from projected SLR considering the
anticipated life of the development, where feasible.
a. If coastal hazards cannot be completely avoided, the District shall
require planning, designing, and implementation of adaptation
strategies, that:
1. Address the anticipated life of the development;
2. Protect coastal resources, public access, and recreational facilities,
and
3. Minimize risks to life and property to the maximum extent feasible.
SR Policy 3.3.3 Permittees of coastal-dependent port structures and supportive coastal-
related development that are essential to maritime functions, public
safety, and security may implement shoreline protective devices or
other adaptation strategies for the protection from, or accommodation
of, coastal hazards.
Pursuant to the Coastal Act, Section 30101, a use that is coastal-dependent is “any
development or use which requires a site on, or adjacent to, the sea to be able to function at
all.” Pursuant to Section 30101.3 of the Coastal Act, a use that is coastal-related is “any use
that is dependent on a coastal-dependent development or use.” For more information about
coastal-dependent and coastal-related development, refer to WLU Goal 1 (Chapter 3.1, Water
and Land Use Element).
SR Policy 3.3.4 The District and permittees shall prioritize implementation of nature-
based adaptation strategies for coastal resiliency as an alternative to the
placement of shoreline protective devices, where feasible and applicable.
SR Policy 3.3.5 The District shall require new landside accessways and recreational
facilities be sited and designed to the avoid impacts from coastal hazards
and minimize environmental impacts while maximizing coastal access.
SR Policy 3.3.6 The District and permittees may implement shoreline protective devices
or other adaptation strategies for protection from, or accommodation
of, coastal hazards for existing landside accessways and recreational
facilities where no adjacent in-kind alternative landside accessway or
recreational facility exists on Tidelands.
SR Policy 3.3.7 If an existing landside accessway or recreational facility is deemed
unsafe by the District because it has become permanently degraded by
coastal hazards, the landside accessway or recreational facility shall be
retrofitted or relocated by the District or permittee to the extent feasible,
such that safe continuous coastal access will be maintained.
SR Policy 3.3.8 To improve coastal access, the District encourages incorporation of
step-down areas into an existing shoreline protective device that abuts
a sandy beach.
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SLR Policy Group 2:

Coastal Hazard Adaptation Strategies for Development on Tidelands That Is Subject
to Chapters 3 and 8 of the Coastal Act
In addition to policies SR Policy 3.3.1 through SR Policy 3.3.8 and SR Policy 3.3.15, the following
policies (SR Policy 3.3.9 through SR Policy 3.3.13) apply to appealable development that is located
on Tidelands (if appealable or non-appealable development is located within a wetland, estuary,
or existing recreation area (as identified in the 1975 Coastal Plan, then SR Policy 3.3.14 applies too).
Refer to Section 1.3.1.(A) (Chapter 1, Introduction) for more information on the 1975 Coastal Plan.
SR Policy 3.3.9 Appealable development that is considered coastal-dependent, an
existing structure, or a public beach vulnerable to erosion shall be allowed
to construct, reconstruct, expand, repair and maintain, and/or replace a
shoreline protective device.
SR Policy 3.3.10 When constructing, reconstructing, expanding, or replacing a shoreline
protective device (per SR Policy 3.3.3, SR Policy 3.3.6, and SR Policy
3.3.9), the District shall require it be designed to:
a. Minimize adverse impacts on local shoreline sand supply;
b. Minimize impacts on recreation, habitat, scenic views, beach width,
and other coastal resources;
c. Encourage inland expansion of protective devices rather than further
fill of coastal waters to minimize resource impacts; and
d. Not substantially impair coastal access or other Public Trust uses.
Section 30235 in Chapter 3 of the Coastal Act states, “Revetments, breakwaters, groins,
harbor channels, seawalls, cliff retaining walls, and other such construction that alters natural
shoreline processes shall be permitted when required to serve coastal dependent uses or
to protect existing structures or public beaches in danger from erosion, and when designed
to eliminate or mitigate adverse impacts on local shoreline sand supply.” Upland adaptation
strategies and nature-based adaptation strategies, such as living shorelines, do not constitute
as shoreline protective devices.
SR Policy 3.3.11 Appealable development that does not qualify for protection per SR
Policy 3.3.3, SR Policy 3.3.6, and SR Policy 3.3.9, shall avoid the need for
shoreline protective devices to avoid coastal hazards over the anticipated
life of the development that may result from projected SLR.
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SR Policy 3.3.12 The District shall allow the repair and maintenance of existing, legally
established shoreline protective devices that protect uses that do not
qualify for protection (per policies SR Policy 3.3.3, SR Policy 3.3.6, and
SR Policy 3.3.9) provided that:
a. Unless destroyed by natural disaster, replacement of a shoreline
protection device that meets the definition of major development
shall not be considered repair and maintenance;
b. Repair and maintenance do not lead to an expansion of the shoreline
protective device; and
c. Applications for repair and maintenance of an existing, legally
established shoreline protective device shall include a reassessment
of the need for the device, the need for the repair and maintenance
of the device, and the potential for the device’s removal based on
projected coastal hazards that may result from SLR.
SR Policy 3.3.13 Appealable development shall be removed and the affected area restored
to its previous or natural condition, or that appealable development shall
apply additional coastal hazard adaptation strategies (such as those
identified through the site-specific hazard report developed for SR
Policy 3.3.1, if a report was developed for that site), if the development
becomes subject to coastal hazards to the point that:
a. The District has ordered that the structures are no longer allowed to
be occupied due to coastal hazards;
b. The District has identified that critical services to the site (e.g., utilities,
roads) can no longer be maintained; or
c. The development requires new and/or augmented shoreline
protective devices that are not in accordance with policies SR Policy
3.3.4, SR Policy 3.3.6, and SR Policy 3.3.9.
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SLR Policy Group 3:

to Chapter 3 of the Coastal Act
In addition to the policies above in this subsection (SR Policy 3.3.9 through SR Policy 3.3.13) and
policies SR Policy 3.3.1 through SR Policy 3.3.8, the following policy (SR Policy 3.3.14) applies to
all development located on Tidelands within a wetland, estuary, or existing recreation area, as
identified in the 1975 Coastal Plan. Refer to Section 1.3.1.(A) (Chapter 1, Introduction) for more
information on the 1975 Coastal Plan.
SR Policy 3.3.14 The District and permittees may use fill of coastal waters to facilitate SLR
adaptation of coastal habitats in San Diego Bay, subject to requirements
in Section 30233 of the Coastal Act.
Coastal Act requirements for fill of coastal waters that are within a wetland, estuary, or
existing recreation area are described in Section 30233. Some of the acceptable types of fill
development listed in this section include:
• New or expanded port, energy, and coastal-dependent industrial facilities, including
commercial fishing facilities;
• Maintaining existing, or restoring previously dredged, depths in existing navigational
channels, turning basins, vessel berthing and mooring areas, and boat launching
ramps;
• In open coastal waters, other than wetlands, including streams, estuaries, and lakes,
new or expanded boating facilities and the placement of structural pilings for public
recreational piers that provide coastal access and recreational opportunities;
• Incidental public service purposes, including, but not limited to, burying of cables and
pipes, inspection of piers, and maintenance of existing intake and outfall lines;
• Restoration purposes;
• Nature study, aquaculture, or similar resource dependent activities.
• Please refer to the Coastal Act, Section 30233 for the full policy and provisions.
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SLR Policy Group 4:

to Chapter 8 of the Coastal Act
In addition to policies SR Policy 3.3.1 through SR Policy 3.3.8, the following policy (SR Policy 3.3.15)
applies to non-appealable development that is not within a wetland, estuary, or existing recreation
area (as identified in the 1975 Coastal Plan). Refer to Section 1.3.1(A) (Chapter 1, Introduction) for
more information on the 1975 Coastal Plan.
Section 30715 in Chapter 8 of the Coastal Act provides a list of categories of development that
may be appealed by the CCC. Development that is considered within one of these category
types is referred to as “appealable,” and development that is not considered within one of
these category types is referred to as “non-appealable.” Refer to WLU Goal 1 (Chapter 3.1,
Water and Land Use Element) for more information on development types and categories.
SR Policy 3.3.15 When considering coastal hazard adaptation strategies, non-appealable

development shall be located, designed, and constructed so as to
minimize substantial adverse environmental impacts and provide for
other uses consistent with the Public Trust.
Section 30708 in Chapter 8 of the Coastal Act provides a list of criteria for the location,
design, and construction of port-related (or non-appealable) development.
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SR
Chapter 3.5
Environmental Justice
Element
EJ
3.5.1 Purpose
The Environmental Justice Element is centered on coastal access, outreach and public participation,
and a healthy environment. It establishes goals, objectives, and policies to ensure that disadvantaged
communities are afforded equitable opportunity to access and enjoy Tidelands and participate
in District outreach and decision-making. The policies in this element emphasize the District’s
commitment to coastal access, public participation, and a healthy environment through:
• Improved mobility and transit linkages from adjacent disadvantaged communities
throughout Tidelands and additional free and lower cost recreational opportunities;
• Greater opportunities to participate in the District’s planning and decision-making
processes;
• Reduced pollution, which may disproportionately affect disadvantaged communities; and
• Enhanced collaboration locally and regionally, as well as deepening relationships with
indigenous communities, so that all communities are cleaner and thriving places to work,
live, and play.
These concepts are reflected in this element’s three goals and the objectives and policies that
support them.
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ELEMENTS // Chapter 3.5 - Environmental Justice Element
3.5.2 Background
Many State and federal agencies, such as the U.S. Environmental Protection Agency, define
“environmental justice” as “the fair treatment and meaningful involvement of all people regardless
of race, color, national origin, or income, with respect to development, adoption implementation,
and enforcement of environmental laws, regulations, and policies.” Generally, environmental
justice issues are viewed through the lens of disadvantaged communities and relate to how
environmental impacts, such as pollution- or climate-related stressors, may disproportionately
affect these communities.
Pursuant to Senate Bill (SB) 1000 (Leyva, 2016), “disadvantaged communities” is defined as:
[a]n area identified by the California Environmental Protection Agency
pursuant to Section 39711 of the Health and Safety Code or an area that
is a low-income area that is disproportionately affected by environmental
pollution and other hazards that can lead to negative health effects, exposure,
or environmental degradation.
This definition is used for the development of General Plan Environmental Justice Elements
throughout California. Although SB 1000 is not a law that applies to the District, referring
to this definition as guidance for this Plan establishes consistency between the District and
other local jurisdictions across the State.
Historically, areas identified as disadvantaged communities near Tidelands have been

disproportionately impacted by environmental pollution.
In 2018 and 2019, respectively, the SLC and the CCC adopted policies to advance environmental
justice through their decision-making. In its final environmental justice policy, the SLC expanded
its definition of “disadvantaged communities” so that it encompasses:
not only the definitions contemplated by SB 1000, but also…other low-income
and minority populations that are disproportionately burdened by or less able
to prevent, respond, and recover from adverse environmental impacts.
The CCC included a similar definition in its environmental justice policy. For the purposes of this Plan,
the District is applying the SLC’s and CCC’s expanded definition for areas surrounding Tidelands to
identify disadvantaged communities that are negatively impacted by not only poor air quality but
also poor water quality, climate-related impacts, and/or lack of access to recreational or natural
resource areas.
For more information about the Integrated Planning process, refer to Section 1.4.1 (Chapter
1, Introduction).
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One of the values and standards that the District embraces through this Plan is: “Promote clean air,
healthy communities, and environmental justice.” The District is committed to work on reducing the
cumulative health burdens on neighboring communities and ensure fair treatment of people of all
races, cultures, and incomes in developing, adopting, implementing, and enforcing environmental
laws, regulations, and policies. To date, the District’s environmental justice efforts have focused on
the following communities:
• Barrio Logan, Logan Heights, and Sherman Heights within the City of San Diego, as
well as West National City. These communities, which are located adjacent to or near
industrialized areas and Interstate 5, have carried a greater environmental burden than
other communities. The District collectively refers to these communities as the Portside
Environmental Justice Communities or Portside Communities;
• Imperial Beach near the Tijuana River Estuary. Through no fault of the District, these
communities suffer from transboundary environmental pollution, which is conveyed
through the Tijuana River Valley and then through the National Estuarine Research Reserve
before it ultimately impacts the coastline and Imperial Beach. The District refers to these
areas as Tidelands Border Communities; and
• Other San Diego regional communities that tend to have limited access to outdoor
recreational opportunities.
The District will continue to focus its environmental justice efforts on these communities and other
communities that may be burdened by environmental impacts in the future, to strive for enhanced
coastal access, improved outreach and public participation, and a healthy environment.
3.5.2(A) Coastal Access
Coastal access is a key focus in all the elements of this Plan because it is a cross-connecting theme
of the District’s priorities and management responsibilities. Section 30001.5 of the Coastal Act
states that one of the basic goals of the CCC for the coastal zone is to “maximize public [coastal]
access to and along the coast and maximize public recreational opportunities in the coastal zone
consistent with sound resources conservation principles and constitutionally protected rights of
private property owners.” Section 4 of the Port Act also stipulates that the District may use the
powers and authority granted through the statute to “protect, preserve, and enhance physical
access to the water.” The District expends funds (e.g. Maritime Industrial Impact Fund) to support
access to Tidelands for all communities, particularly those that are disadvantaged.
The coastal access component of this element highlights the need and opportunity for those who
work or live in disadvantaged communities to equitably access and enjoy the recreational and
natural benefits that Tidelands has to offer.
3.5.2(B) Outreach and Public Participation

As a grantee of Tidelands and an entity with Coastal Act approval authority, the District manages
its jurisdiction for the benefit of the people of the State of California. Public participation in the
District’s planning and development decisions is a requirement for CCC certification of a port
master plan, as established in Section 30711 of the Coastal Act.
Both environmental justice policies adopted by the CCC and the SLC emphasize public engagement
and participation as a primary goal to ensure that disadvantaged communities, as well as indigenous
communities, can meaningfully participate in environmental and land use decisions. The CCC
environmental justice policy also urges local governments to address and consider environmental
justice in local coastal programs, port master plans, and other long-range development plans. This
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element emphasizes outreach and public participation because it identifies opportunities for the
District to improve its public participation process regarding planning and development decisions
by proactively engaging with disadvantaged communities more inclusively.
3.5.2(C) Healthy Environment
The District serves as an environmental steward of Tidelands and as such, is committed to improving
the quality of Tidelands’ and its surrounding environment. The policies contained in this element
recognize the importance of improving the environmental health of disadvantaged communities
and those that have been disproportionately burdened by air or water quality impacts or other
forms of environmental pollution.
Basic goals of the CCC, as established in Section 30001.5 of the Coastal Act, also include
“protect, maintain, and where feasible, enhance and restore the overall quality of the coastal zone
environment and its natural and artificial resources.” Section 4 of the Port Act also states that the
District may use its powers and authority granted through the State to “protect, preserve, and
enhance the natural resources of the bay, which includes plant and animal life.”
In reference to environmental justice issues, the State has prioritized air quality improvement
in disadvantaged communities. For example, pursuant to Assembly Bill (AB) 617 (Garcia, 2017),
the State tasked the California Air Resources Board (CARB) with establishing a community-
focused framework to improve air quality and reduce exposure to criteria pollutants and toxic air
contaminants in communities most impacted by air pollution. In 2018, as part of AB 617, the CARB
selected the Portside Communities for additional air quality monitoring by acknowledging that
“communities near ports, railyards, warehouses, and freeways, for example, experience a higher
concentration of air pollution than other areas due to emissions from mobile sources such as cars,
trucks, locomotives and ships.” In December 2019, the CARB selected the Portside Communities
for development and implementation of a community emissions reduction program that would be
informed by the results of the additional air quality monitoring.
In 2008, the District established its transition zone policy to balance the needs of the industrial
businesses on the waterfront and historical, adjacent residential areas. Through this policy, the
District commits to work with the adjacent jurisdictions and community stakeholders to develop
long-term planning guidelines and/or community-specific plans that create transition zones
between the District’s industrial properties and residential neighborhoods.
Tidelands are also subject to the standards and environmental quality measures established
under the California and federal Clean Air Acts, federal Clean Water Act, and Porter-Cologne
Water Quality Control Act, as well as other pollution prevention and environmental protection
programs and statutes, as regulated by State and federal agencies. For more information about
these regulations, refer to Chapter 3.3, Ecology Element.
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EJ Goal 1
Ensure Tidelands are accessible
EJ Objective 1.1
Promote a diverse range of mobility options for accessing Tidelands
EJ Policy 1.1.1 The District shall coordinate with adjacent jurisdictions to:
a. Identify multimodal improvements that would enhance connections
between adjacent disadvantaged communities and Tidelands; and
b. Prioritize the implementation of the identified multimodal
improvements to enhance connections between adjacent
disadvantaged communities and Tidelands.
Because of limitations associated with geography and the limited amount of jurisdictional
lands, most of these improvements would not occur on Tidelands. For more information on
transit and mobility policies, refer to M Goal 1 (Chapter 3.2, Mobility Element).
EJ Policy 1.1.2 The District shall coordinate with regional agencies with transit authority,
as well as adjacent jurisdictions, to explore and expand public transit
points and provide a range of affordable transit options for people from
adjacent disadvantaged communities to access Tidelands.
EJ Policy 1.1.3 Permittees of development, especially adjacent to disadvantaged
communities, shall implement, where feasible, commuter programs to
encourage their current or future employees to use alternative transit
options.
EJ Objective 1.2
Provide recreational opportunities that are safe and accessible
EJ Policy 1.2.1 All appealable development shall provide a range of free and lower
cost recreational facilities throughout Tidelands that are accessible to
disadvantaged communities, where feasible.
Refer to WLU Goal 6 (Chapter 3.1, Water and Land Use) for more information about the lower
cost visitor-serving and recreational facility policies.
EJ
PORT MASTER PLAN
EJ Objective 1.3
Protect existing coastal access and recreational opportunities near disadvantaged
communities
EJ Policy 1.3.1 Avoid a net loss of recreational open space acreage adjacent to
disadvantaged communities, measured in both the size and the quality
of the resource, due to development.
EJ Policy 1.3.2 The District —independently, assigned through partnerships with the
District, or through CDPs issued by the District— maintain and, where
feasible, expand free and lower cost recreational facilities, such as
recreational fishing, parks, or viewing piers, on Tidelands adjacent to
Portside and Tidelands Border Communities.
Refer to SR Goal 3 (Chapter 3.4, Safety and Resiliency Element) for baywide policies on
shoreline protection, including adaptation strategies for coastal access and recreational
facilities.
EJ Goal 2
Promote inclusive public participation
EJ Objective 2.1
Increase awareness about the District and Tidelands
EJ Policy 2.1.1 Continue to promote and expand the various programs and activities for
the people of disadvantaged communities to explore Tidelands.
EJ Policy 2.1.2 Continue to support environmental education opportunities for
communities and schools in Portside and Tidelands Border Communities
and other disadvantaged communities in the region.
The District’s Environmental Education Program (EEP) was developed to educate students,
teachers, and the general public about pollution prevention, environmental stewardship,
healthy ecosystems, and natural resources connected with San Diego Bay. The EEP, which
supports local organizations that provide innovative environmental education curriculum
to schools and communities within the San Diego Bay watershed, has regularly targeted
underserved audiences by reaching students attending Title I schools. Organizations
supported under the EEP have provided a diverse range of educational content through field
activities, classroom exercises, laboratory experiments, informative field trips, and engaging
online curriculum. Through participation in the EEP, students and the general public have
learned about the value and diversity of natural resources connected to their watersheds
and how to be environmental stewards moving forward. For more information about the
District’s support for environmental education refer to ECO Goal 2 and Eco Goal 4 (Chapter
3.3, Ecology Element).
EJ
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EJ Objective 2.2
Provide meaningful engagement opportunities for disadvantaged and indigenous
communities to participate in the District’s decision-making processes
EJ Policy 2.2.1 Ensure that the expressed concerns of people from disadvantaged and
indigenous communities are acknowledged and considered as part of
the District’s planning and development decisions.
EJ Policy 2.2.2 Proactively engage people from disadvantaged communities that may
be impacted by upcoming activities or development on Tidelands to
encourage participation in the District’s planning and development
decisions.
EJ Policy 2.2.3 Engage with people from disadvantaged communities to spread the
awareness of potential impacts of development on their communities so
that they have an opportunity to meaningfully participate in discussions
to identify mitigation options for projects that may impact them.
EJ Goal 3
Healthy, thriving communities in and around Tidelands
EJ Objective 3.1
Minimize land use conflicts between industrial, working waterfront uses and historical,
adjacent residential uses
EJ Policy 3.1.1 The District shall work to reduce the cumulative health burdens on
neighboring communities and ensure fair treatment of people of all
races, cultures, and incomes in developing, adopting, implementing, and
enforcing environmental laws, regulations, and policies.
EJ Policy 3.1.2 The District shall collaborate with adjacent jurisdictions, occupants,
tenants, permittees, and community stakeholders to provide transition
zone areas between maritime industrial uses and residential and other
sensitive receptors in Portside Communities.
A transition zone is a sequence of graduated land uses that serve to insulate and protect
the integrity and environmental health of residential areas while preserving nearby maritime
industrial jobs.
EJ
PORT MASTER PLAN
EJ Objective 3.2
Advance clean air and water programs and strategies
EJ Policy 3.2.1 The District and its tenants shall participate in community air quality
monitoring and develop maritime clean air strategies to reduce criteria
pollutant emissions from industrial and maritime sources, especially near
the Portside communities.
EJ Policy 3.2.2 Maritime development shall transition to clean, modern, and operationally
efficient marine terminal facilities and working waterfront businesses
based on feasibility and best available science.
EJ Policy 3.2.3 The District —independently, assigned through partnerships with the
District, or through CDPs issued by the District— pursue electrification of
marine terminal and working waterfront operations, including drayage
trucks, prioritizing the facilities adjacent to Portside Communities, to
reduce reliance on fossil fuels from mobile and portable sources, in
alignment with State goals.
EJ Policy 3.2.4 Support actions and measures taken by tenants and occupants on
Tidelands that improve environmental conditions and advance long-
term sustainability.
• For more policies related to improving air quality throughout Tidelands, refer to ECO
Goal 2 (Chapter 3.3, Ecology Element).
• Refer to ECO Goal 2 (Chapter 3.3, Ecology Element) for policies related to water
quality.
• For policies related to carbon neutrality and reducing greenhouse gas emissions, refer
to SR Goal 3 (Chapter 3.4, Safety and Resiliency Element).
EJ
Chapter 3.6
Economics Element
ECON
3.6.1 Purpose
The Economics Element is centered on financial sustainability, thriving businesses, and a growing
and diverse economic portfolio. It establishes goals, objectives, and policies to ensure that the
District supports the economic vitality of the District and the region, with an emphasis on promoting
the Tidelands economy. The policies in this element emphasize the District’s commitment to
financial sustainability, thriving businesses, and a growing and diverse economic portfolio through:
• Continued strengthening of public and private partnerships;
• Exploration of innovative financing mechanisms; and
• Provision of infrastructure to support businesses on Tidelands.
These concepts are reflected in the element’s three goals and the objectives and policies that
support them.
3.6.2 Background
The District plays an important strategic role in the regional economy given the economic and
environmental diversity of Tidelands and the available recreational opportunities. As described in
the Port Act, the District was established for the acquisition, construction, maintenance, operation,
development, and regulation of harbor works and improvements, including rail and water; for the
development, operation, maintenance, control, regulation, and management of the harbor of San
Diego upon Tidelands and lands lying under the inland navigable waters of San Diego Bay; and
for the promotion of commerce, fisheries, navigation, and recreation thereon. Further, the mission
of the California Coastal Commission is “protecting and enhancing California’s coast and ocean
for present and future generations,” which is reinforced throughout the policies in the Coastal Act
related to coastal resource protection and in Section 30320 of the Coastal Act, which states that
“the people of California find and declare that the duties, responsibilities, and quasi-judicial actions
of the commission are sensitive and extremely important for the well-being of current and future
ECON
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ELEMENTS // Chapter 3.6 - Economics Element
generations.” The goals, objectives, and policies in this Element establish economic and financial
priorities and programs to help the District achieve these responsibilities put forth in the Port Act
and Coastal Act at present and for future generations.
Although the Port Act gives the District the authority to levy taxes, the District is primarily
self-funded. Instead, it reinvests the revenues from businesses on Tidelands into financing
and maintaining public amenities, such as roads, sidewalks, parks, promenades, public piers,
and public art. Specifically, the District’s ground lease revenues from businesses on Tidelands
are used to provide public benefits, like lower cost visitor and recreational facilities. Finally, the
District participates in public-public and public-private partnerships to bring funding and potential
reinvestment to Tidelands for the benefit of present and future generations.
The District supports more than 44,300 jobs, many of which are high paying, and generates
close to $5.6 billion in economic output that continues to grow annually.
Source: 2017 Port of San Diego Economic Impact Report
Revenues generated on Tidelands have helped to create and maintain a wide variety of public
amenities, such as parks, fishing piers, public viewing piers and platforms, boat launch ramps,
free mooring and docking, and numerous public art displays, all of which are free to the public.
In addition, the revenues are used to provide public infrastructure, such as streets, sidewalks,
public restrooms, and landscaping, as well as to fund environmental projects. For a list of notable
environmental projects, refer to Section 3.3.2 (Chapter 3.3, Ecology Element). Finally, revenues
generated by Tidelands businesses also help fund the Harbor Police Department, which patrols
Tidelands and the San Diego International Airport.
3.6.2(A) Financial Sustainability
Financial sustainability is a key component of ensuring the longevity of the District’s operations
and its ability to fulfill its legislative responsibilities, including providing public benefits to the
people of the State of California. The State Legislature, as outlined in Section 30001(d) of the
Coastal Act, finds and declares “that existing developed uses and future developments that are
carefully planned are essential to the economic and social well-being of the people of this state.”
In addition, Section 30001.5 of the Coastal Act states that “basic goals of the state are to assure
orderly, balanced utilization and conservation of coastal zone resources considering the social and
economic needs of the people of the state.” Further, through Section 4 of the Port Act, the District
is responsible for the development, operation, maintenance, control, regulation, and management
of Tidelands and for the promotion of commerce, environmental stewardship, fisheries, navigation,
and recreation. Without financial sustainability, the District would not be able to accomplish these
mandates.
3.6.2(B) Thriving Businesses
Promoting thriving businesses throughout Tidelands supports financial sustainability, and the
District’s dynamic waterfront and the diversity of its visitor-serving uses are characteristics that
make it unique and provide the assurance of a steady revenue stream. As stated in Section 87(b)
of the Port Act, although the District may not grant or convey its lands to any individual, firm, or
corporation, it may lease its lands for purposes consistent with the Public Trust Doctrine and the
requirements of commerce and navigation, and collect and retain rents and other revenues from
those leases, franchises, and privileges.
ECON
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3.6.2(C) A Growing and Diverse Blue Economy Portfolio

The District has always promoted ocean-related enterprises, now referred to in aggregate as the
blue economy. Shipbuilding and repair, commercial and recreational fishing, and environmental
stewardship for coastal and marine resources are just a few examples of the District’s blue economy
sector involvement. The infrastructure at the District, along with the region’s burgeoning scientific
community and growing technology economy, has contributed to a growing blue economy and
unique marine technology cluster.
The strength of the marine technology cluster is rooted in San Diego’s history as one of the most
technologically advanced military and naval communities, as well as home to one of the top-rated
oceanographic institutions in the world, the University of California, San Diego, Scripps Institution
of Oceanography, which is also home to the U.S. Coast Guard’s Blue Technology Center of
Expertise. These institutions have made San Diego a birthplace of multiple maritime technologies
and disciplines and a leader in emerging blue economy activities, which has created momentum
for further growth and innovation in the blue economy.
As this sector and technology have evolved, so has the role of the District. The District has created
programs to assist in the creation, development, and scaling of new business ventures on Tidelands,
including sustainable and restorative aquaculture, environmental remediation technology, and
marine spatial planning. The District will continue to invest in infrastructure and new enterprises
that help to grow and diversify the blue economy portfolio on Tidelands and implement innovation
solutions that drive the blue economy.
The use of District funds is often subject to the BPC’s or the District’s Executive Director’s
discretion. Policies in this element that require the use of funds to allow, support, or promote
development, projects, partnerships, or programs, are subject to this discretion.
ECON
PORT MASTER PLAN
ECON Goal 1
A financially secure and sustainable District
ECON Objective 1.1

ECON Policy 1.1.1 The District shall support and nurture long-term development
partnerships that further Public Trust objectives
ECON Policy 1.1.2 The District shall leverage public and private partnerships to invest in
Tidelands’ infrastructure and facilities that support the District’s mission
and fiduciary responsibilities.
ECON Policy 1.1.3 The District shall continue to implement existing, and explore new, joint
programs with academic institutions, private industry, public agencies,
and nongovernmental organizations to advance shared economic, social,
and environmental goals that lead to a prosperous planet, people, and
portfolio.
ECON Policy 1.1.4 The District shall continue to pursue strategic partnerships with the
military and military-focused industry to support U.S. Department of
Defense Mission Readiness.
The United States military prides itself on always being ready to respond. The requirements
of what goes into “Mission Readiness” are determined by the senior leaders of each military
service based on global commitments and priorities and are validated by U.S. Department of
Defense policymakers. These requirements ensure that military personnel receive necessary
training, and that equipment is well maintained.
ECON Objective 1.2

Explore a diverse suite of self-sustaining revenue sources for reinvestment in the District’s
Public Trust obligations
ECON Policy 1.2.1 The District shall explore revenue sources for adequate funding of capital
improvements to develop new, and maintain existing, District-operated
infrastructure and facilities.
ECON Policy 1.2.2 The District shall continue to reinvest lease revenues to support financing
and maintenance of public improvements in alignment with Coastal Act
obligations, including lower cost visitor serving and recreational facilities
such as parks, promenades, public piers, and public art.
ECON
PORT MASTER PLAN
Sections 81 and 83 of the Port Act specify the types of expenses, including those related
to the acquisition and maintenance of improvements, works, and facilities, that should be
funded with money from the District’s Revenue Fund (as established by Section 80).
ECON Policy 1.2.3 The District shall research and pursue appropriate grant funding from
regional, State, and federal sources to advance the District’s mission.
ECON Policy 1.2.4 The District shall explore the creation of, and allow for the use of, different
financing mechanisms to help fund the building of new infrastructure
or improvement to existing infrastructure, including multimodal
transportation facilities, water and stormwater systems, information and
communication systems, and public space.
ECON Policy 1.2.5 The District shall explore the creation of parking districts to help fund
and manage the changing parking needs in Tidelands. (Refer also to M
Goal 1 [Chapter 3.2, Mobility Element])
ECON Policy 1.2.6 The District shall create an impact fee program to help fund needed public
infrastructure and public amenities whereby permittees of development
shall contribute its fair share to the cost of public infrastructure and
access improvements.
For policies related to planned improvements, refer to WLU Goal 7, (Chapter 3.1, Water
and Land Use), as well as Chapter 5, Planning Districts that guide and implement these
improvements.
ECON Goal 2
A thriving business base and regional economy
ECON Objective 2.1

Provide infrastructure to support existing and future industry needs, as well as the
environment
Infrastructure is the general term for the basic physical systems of a business, region, or
nation—for instance, transportation systems, communication networks, sewage, water,
and electric systems are all examples of infrastructure. Projects related to infrastructure
improvements may be funded publicly, privately, or through public-private partnerships. In
economic terms infrastructure often involves the production of public goods or production
processes.
ECON
PORT MASTER PLAN
ECON Policy 2.1.1 The District shall maintain a mix of water and land uses that meet the
need of established Tidelands industries and provide opportunities
for emerging Public Trust–consistent uses. Existing commercial fishing
and recreational boating harbor space shall not be reduced unless the
demand for those facilities no longer exists or adequate substitute space
has been provided.
ECON Policy 2.1.2 The District shall coordinate with permittees to provide infrastructure
that supports a mix of water and land uses, including the needs of
established Tidelands industries and emerging Public Trust–consistent
businesses, while also providing environmental benefit.
ECON Objective 2.2

Ensure the District maintains its Strategic Port designation
For policies related to maintenance of transportation facilities for the Strategic Highway
Network and for access to strategic assets on Tidelands, refer to M Goal 3 (Chapter 3.2,
Mobility Element).
ECON Policy 2.2.1 Maintain the District’s marine terminals to the standards of the National
Port Readiness Network and the Commercial Strategic Seaports Program,
which are administered by the U.S. Department of Transportation’s
Maritime Administration. The Strategic Port designation commits the
District to providing cargo and vessel operations in support of national
defense efforts on short notice.
For policies related to the Strategic Port designation, refer to M Goal 3 (Chapter 3.2, Mobility).
ECON Policy 2.2.2 The District shall coordinate with federal, State, regional, and local
agencies, and utilities to develop and implement strategies for public
improvements that provide the necessary services to support the
District’s Strategic Port responsibilities.
The District is one of only 17 commercial Strategic Ports designated to support cargo and
vessel operations for the U.S. Department of Defense’s Surface Deployment and Distribution
Command per the Port Planning Order.
ECON
PORT MASTER PLAN
ECON Policy 2.2.3 The District shall engage with National Port Readiness Network partners
in the Port Readiness Committee, which provides the means to coordinate
efficient port operations during peacetime and actual national defense
emergencies.
ECON Objective 2.3

Retain and encourage a diverse mix of coastal-dependent and supporting coastal-related
industries and businesses
Maritime Uses
ECON Policy 2.3.1 The District shall invest in opportunities to protect and preserve the
functionality and accessibility of marine and maritime industrial areas
and deep-water berthing piers for maritime and marine uses.
The deep-water channels and berthing in the Bay are a combination of both natural and
engineered deepening. These channels and berths have supported national defense needs,
including those of the U.S. Navy, since the early twentieth century. Subsequently, the District
used those deep-water dredged channels and berths to support a variety of maritime
operations, including goods transport, shipbuilding and repair, recreational uses, and cruise
ship operations.
ECON Policy 2.3.2 The District and permittees shall coordinate the investment in
improvements to marine terminal and maritime industrial operations that
improve functionality and efficiency through modernization of terminal
infrastructure and equipment, including electrification that supports
optimization of cargo movement and reduces emissions.
The District, in coordination with Tidelands tenants, has implemented the following
improvements to maritime and marine industrial areas:
• Shore power was integrated at the B Street Cruise Ship Terminal and Tenth Avenue
Marine Terminal to reduce emissions. Seventy percent of the passenger vessel and
refrigerated cargo fleets that visit the Port of San Diego use much cleaner electricity
instead of running their diesel engines while at berth (2020).
• Photovoltaic solar panels and a ground-mounted battery system were installed to
provide renewable energy at Tenth Avenue Marine Terminal to reduce greenhouse gas
emissions (2018).
For more information and policies on electrification and greenhouse gas emission reduction,
refer to SR Goal 3 (Chapter 3.4, Safety and Resiliency Element) and EJ Goal 3 (Chapter 3.5,
ECON
PORT MASTER PLAN
ECON Policy 2.3.3 The District shall provide maritime and marine infrastructure for operation
and maintenance of commercial and recreational vessels. Maritime and
marine infrastructure may be provided by third parties, including District
tenants through public-private partnerships and leases with the District.
ECON Policy 2.3.4 The District shall provide coastal-dependent and coastal-related
industrial leasing opportunities to support the maritime and marine
industry on Tidelands.
Marine Terminals
ECON Policy 2.3.5 The District shall strive to maintain a diverse mix of cargo and marine
terminal activities for long-term economic resiliency.
Maritime Industrial
ECON Policy 2.3.6 The District shall promote and designate areas for the shipbuilding,
repair, and maintenance industry to support the U.S. military, research
organizations, and other important commercial fleets (e.g., tugs or
ferries) that are home-ported in Tidelands or other West Coast ports
and harbors.
Cruise Industry
ECON Policy 2.3.7 The District shall coordinate with the cruise industry to identify
infrastructure and marketing opportunities that improve the industry’s
economic viability and increase the contribution to the regional economy.
ECON Policy 2.3.8 The District shall coordinate with the cruise ship industry to implement
modifications to relevant Tidelands support facilities to accommodate
increases in cruise demand, both in terms of type and volume, such as
landside transportation services for passengers, passenger processing,
and baggage handling.
Recreational Boating
ECON Policy 2.3.9 The District and applicable permittees shall support existing recreational
boating on Tidelands through maintenance of marina-related facilities,
including docks, piers, slips, and boat launch ramps.
ECON Policy 2.3.10 The District and applicable permittees shall promote opportunities for
the public to learn, share, and enjoy recreational boating through boating
education programs, organizations, and clubs.
ECON
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The yacht clubs on Tidelands remain active in their communities by organizing public
events and promoting recreational boating, particularly through youth-oriented programs
and events that are accessible to people with disabilities. Examples include junior sailing
programs that distill nautical knowledge and appreciation for boating and the environment,
and events like “Day on the Bay.”
In addition, the yacht clubs host events that are open to nonmembers, make their facilities
open for other organizations to host events at low cost or no cost, and organize charitable
events that give back to the community through donations.
Fisheries (All Fishing Uses)

ECON Policy 2.3.11 The District shall coordinate with commercial fishing, recreational
fishing, and sportfishing operations to identify and prioritize facility
improvements that benefit the fishing business community.
ECON Policy 2.3.12 The District shall explore innovative financing mechanisms and
partnerships to increase the economic prosperity and environmental
sustainability of the fishing communities on Tidelands.
ECON Policy 2.3.13 The District shall support the promotion of fishing-related events and
complementary visitor-serving opportunities in fishing areas to provide
economic prosperity of fishing in the region.
The District and its partners promote awareness of fishing through activities and events like
the Tuna Harbor “Dockside Market” a weekly open-air seafood market, and the “Day at the
Docks” an annual District-funded sportfishing festival.
Commercial Fishing
Coastal Act Section 30703: Protection of commercial fishing harbor space

The California commercial fishing industry is important to the State of California; therefore,
ports shall not eliminate or reduce existing commercial fishing harbor space, unless the
demand for commercial fishing facilities no longer exists or adequate alternative space has
been provided. Proposed recreational boating facilities within port areas shall, to the extent
it is feasible to do so, be designed and located in such a fashion as not to interfere with the
needs of the commercial fishing industry.
ECON
PORT MASTER PLAN
ECON Policy 2.3.14 The District shall promote and support the commercial fishing industry
and its longevity as a priority coastal-dependent use and economic
contributor to Tidelands, the region, and California through such efforts
as joint public-private marketing, fishing-related festivals, and other
fishing events and activities.
ECON Policy 2.3.15 The District shall support commercial fishing on Tidelands and its
enhancement by maintaining and improving existing commercial fishing–
related infrastructure, such as docks, piers, and slips.
Recreational Fishing and Sportfishing

ECON Policy 2.3.16 The District shall promote and support sportfishing charter industry as
a priority coastal-dependent use and valuable economic contributor
through such efforts as joint public-private marketing, fishing-related
festivals, and other fishing events and activities.
ECON Policy 2.3.17 The District shall promote and support recreational fishing on Tidelands by
providing informational signage about recreational fishing opportunities
at public locations, such as fishing piers and boat launches, and
promoting recreational fishing through joint public-private marketing,
fishing-related festivals, and other fishing events and activities.
ECON Objective 2.4

Encourage recreational activities and coastal-enhancing industries that help create a
vibrant waterfront
ECON Policy 2.4.1 The District encourages the provision of a variety of active and passive
recreational opportunities to attract a diverse mix of visitors to Tidelands.
For policies related to recreational opportunities, refer to WLU Goal 4 (Chapter 3.1, Water and
Land Use Element).
ECON Policy 2.4.2 The District shall promote the creation of diverse activating features in
areas designated with a Recreation Open Space land use to provide a
variety of opportunities for visitors to explore and enjoy Tidelands.
Recreation open space and natural resource areas enhance the value and attractiveness
of the District’s leasable water and land. When viewed as a value-added component, the
District may integrate these open spaces with development to increase the overall value
from a financial and usability perspective.
ECON
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ECON Policy 2.4.3 The District shall promote and support implementation of visitor-serving
development and amenities that celebrate the San Diego region’s
binational setting, natural resources, history, culture, and arts.
ECON Policy 2.4.4 The District shall promote and support the existing diversified hotel
portfolio and corresponding elements of the hospitality industry and
encourage their expansion.
For policies related to a well-planned and balanced composition of land uses, refer to WLU
Goal 5 (Chapter 3.1, Water and Land Use Element).
ECON Objective 2.5

Create and maintain programs and services that address the needs of the District’s
business community
ECON Policy 2.5.1 The District shall promote established and emerging coastal-dependent
commercial and industrial sectors throughout Tidelands and may choose
to promote through joint marketing campaigns and participation in
conferences or other business development programs.
ECON Policy 2.5.2 The District shall periodically assess the water and land use needs of the
recreational, commercial, and industrial sectors on Tidelands to assist in
planning for and facilitating economic growth through surveys of existing
occupants, tenants, and permittees and analysis of economic forecasts.
ECON
PORT MASTER PLAN
ECON Goal 3
A growing and diverse economic portfolio of coastal-dependent industries
ECON Objective 3.1

Attract and support innovative and emerging industries
ECON Policy 3.1.1 The District shall examine the redevelopment of underused commercial
and industrial water and land areas for established and emerging coastal
industries.
ECON Policy 3.1.2 The District shall encourage innovative coastal-dependent endeavors
through an assortment of programs and partnerships.
ECON Policy 3.1.3 The District shall explore and promote the creation of habitat mitigation
banks on Tidelands in cooperation with regional, State, and federal
resource agencies to offset potential future development impacts and
provide compensatory mitigation opportunities.
For policies related to mitigation banks, refer to ECO Goal 1 (Chapter 3.3, Ecology Element).
ECON Policy 3.1.4 The District shall support ecotourism through coordination with other
public agencies, academic institutions, nonprofits, or private industry to
promote conservation awareness and enjoyment of the Bay.
ECON
4 Baywide
Development
Standards
CHAPTER 4
Baywide Development
Standards
Introduction
The element policies are intended to help achieve the goals and objectives
of this Plan by prescribing baywide guidance for development that aligns
with the District’s mission and obligations under the Coastal Act, Public Trust
Doctrine, and Port Act.
The Baywide Development Standards establish requirements for the physical development of
property. They provide standards for design that enlivens and enriches the Tidelands experience
for visitors, businesses, and workers, and will be used to implement new development in a manner
that is consistent with the surrounding pattern and character of development. The Baywide
Development Standards specifically address the following topic areas:
• Mobility Hub Standards
• Recreation Open Space and Activating Features Standards
• Pathway Standards
• View Standards
• Structure Height Standards
• Wayfinding Signage Standards
Baywide Development Standards shall be applied consistently baywide, to development in
all planning districts, except where specifically noted in a subdistrict development standard. In
addition to compliance with the Baywide Development Standards, all development shall conform
to the subdistrict development standards described in Chapter 5, Planning Districts.

PORT MASTER PLAN
Chapter 4 - Baywide Development Standards
4.1 Mobility Hub Standards

There are three types of mobility hubs planned: Regional Mobility Hubs, Local Gateway Mobility
Hubs, and Connector Mobility Hubs. The goal of each mobility hub is to connect to the overall
system through land-based transit (the District’s bayfront circulator and other transit options) and
water-based transit (ferries and water taxis). Mobility hub requirements, by type of mobility hub,
are summarized in Table 4.1, Mobility Hub: Accessibility Requirements and Amenities. Amenities
associated with each type of mobility hub shall be based on the location the mobility hub is
planned to serve, the distance from other mobility hubs, and the intensity of the development
in the area. Amenties should be appropriate for each site, and selected in coordination with the
District. For additional information, refer to WLU Goal 7 (Chapter 3.1, Water and Land Use Element),
and subdistrict planned improvements.
4.1.1 Standards for Regional Mobility Hubs

A Regional Mobility Hub is intended to serve visitors and employees as they access and travel
throughout Tidelands. They are intended to be used to consolidate public parking in the area, which
will allow for existing on-street and/or surface parking to be repurposed as Recreation Open Space,
such as esplanades, promenades, and plazas, and to connect to multimodal facilities, dedicated
transit lanes, bicycle facilities (Class II Bike Lanes, Class IV Cycle Tracks, or Class I Multi-use Paths),
and other waterfront uses. An illustrative example of a Regional Mobility Hub is shown in Figure
4.1. Regional Mobility Hubs will help to reduce the amount of vehicle miles traveled throughout
Tidelands and potentially in areas adjacent to Tidelands. The following standards apply:
4.1.1(A) Land Use and Siting

1. Mix of uses. Regional Mobility Hubs may be combined with, or incorporate, other land uses
in either a vertical or a horizontal mix of uses. Additional uses, such as hotel, commercial, or
other uses, may be incorporated to activate the area and promote public-private partnerships
in implementing mobility improvements.
2. Parking. Regional Mobility Hubs shall be used to consolidate parking for public destinations
primarily located on-site and within one-quarter mile of the hub or up to one-half mile for public
destinations served by transit. Parking may be provided through either above- or below-grade
structured parking or a combination thereof.
4.1.1(B) Access
1. Transit. Regional Mobility Hubs shall provide:
a. A direct connection to a regional transit stop, such as a trolley stop or bus stop; and
b. A bayfront circulator stop.
2. Roadway. Regional Mobility Hubs shall be located along, and accessed from, major roadways
that provide a direct connection to the regional highway system.
3. Walking and Biking. Regional Mobility Hubs shall provide connections to the following bicycle
and pedestrian facilities and amenities:
a. Pedestrian connections to adjacent visitor attractions and uses that are located within one-
quarter mile;
b. On-site or adjacent regional bicycle facility, such as a Class I Multi-use Path or a Class IV
Cycle Track;
c. Bicycle parking; and
d. Wayfinding signage to key destinations.
4. Waterside. Regional Mobility Hubs shall provide connections to one or more waterside facilities,
such as water-based transfer points, that accommodate access to a water taxi service or other
on-water transit services, and/or transient vessel docking, within 500 feet.

PORT MASTER PLAN
Table 4.1 Mobility Hub: Accessibility Requirements and Amenities

ACCESSIBILITY REQUIREMENTS AMENITIES
# of
Amenities
Roadway Walking Biking Parking Curbside Micromobility Required
Transit Waterside Information Commercial
Management
Direct connection Takes access from 75 percent of Provides a direct Provides a Consolidates 220 feet Coordination with Signage and/or Small-scale visitor- 4
to a regional transit a major roadway the attractions bicycle connection connection to one parking for public (10 car lengths) micromobility kiosks providing serving uses, such
stop (Trolley or bus that provides a within one-half- (LTS 2 2 or better) or more waterside destinations (open of dedicated linear providers to ensure information on as restaurants,
stop) direct connection mile radius are to the regional facilities (transient space, recreation, curb length consistent service the available coffee shops, and
to the regional accessible through bicycle network vessel docking public art) within and supply transportation /or visitor-serving
REGIONAL
Incorporation of a highway system a quality walk 1 and/or waterside the catchment area modes, retail
bayfront circulator Provides bike transit service) (0.5 mile) 3 Include prices, nearby
stop (PDs 1-3) Provides parking micromobility destinations,
wayfinding signage Off-site parking center with multimodal trip
to key destinations for leasehold charging facilities mapping , ticket
destinations and dedicated vending, and wait
(retail, restaurants, staging area time information
hotels) can also
be consolidated in
mobility hub 3
Access to a local Takes access from 75 percent of the Provides a direct Provides Within 500 feet of 110 feet Coordination with Signage and/or On-site or adjacent 3
transit stop a public roadway attractions within bicycle connection connections to off-street public (5 car lengths) micromobility kiosks providing small-scale visitor-
one-quarter- (LTS 2 2 or better) waterside facilities parking of dedicated linear providers to ensure information on serving uses, such
Incorporation of a mile radius are to the regional (transient vessel curb length consistent service the available as restaurants,
bayfront circulator accessible through bicycle network docking and/or May consolidate and supply transportation coffee shops, and/
LOCAL GATEWAY
stop (PDs 1-3) a quality walk 1 waterside transit parking for public modes, nearby or visitor-serving
Provides bike service) if available destinations (open Dedicated destinations, and retail or kiosks
Provides parking space, recreation, staging area from trip mapping 4
wayfinding signage public art) within micromobility
to key destinations the catchment related vehicles
area 3
Off-site parking
for leasehold
destinations
(retail, restaurants,
hotels) may also
be consolidated in
mobility hub 3
Access to a local Takes access from Provides a direct Provides bike Provides Not required, but 66 feet Coordination with Signage or No commercial 2
transit stop a public roadway connection, parking connections allowed (3 car lengths) micromobility kiosks providing requirements
CONNECTOR
through a quality to waterside of dedicated linear providers to ensure information

Incorporation of a walk 1 , for all facilities (transient curb length service and supply on available
bayfront circulator destinations within vessel docking or transportation
stop (PDs 1-3) the immediate area waterside transit modes, nearby
service) if available destinations, and
Provides trip mapping 4
wayfinding signage
to key destinations
Notes:
1) Quality walk: Contiguous, noncircuitous walking route with a Pedestrian Environment Quality Evaluation (PEQE) score of fair or good. PEQE score is based on the physical characteristics of the pedestrian facility, including safety, lighting, and separation
from roadway. Source: Active Travel Assessments Integrating Bicycle and Pedestrian Evaluation in Long Range Planning, City of San Diego, December 2015.
2) Level of Traffic Stress (LTS)
3) Parking demand study would be required to determine the number of spaces that need to be included in the hub.
4) Trip mapping services provide information on the various transportation modes that users can use to reach their destination and the locations where they can change their modes if desired (e.g., Google Maps).

PORT MASTER PLAN

PORT MASTER PLAN
To Fre
eway
LEGEND
Bayfront
Bayfront Circulator Stop
Circulator Stop Curbside Management Retail
Retail
Curbside Management
Waterside
WaterfrontPromenade
Promenade Water Transportation
Water-Based Transfer Point Signage/Wayfinding
Signage/Wayfi nding
BikeLanes
Bike lanes Parking Lot
Parking Lot
Bike
BikeShare
Share// Micromobility
Micromobility ParkingGarage
Parking Garage
Figure 4.1 Regional Mobility Hub Example

4.1.1(C) Amenities
1. Regional Mobility Hubs shall provide the following amenities:
a. Curbside Management. At least 220 feet (10 car lengths) of dedicated linear curb length
for curbside management;
b. Micromobility. Inclusion of a micromobility center to:
i. Provide one or more dedicated areas to stage, park, and charge micromobility vehicles,
scooters, carts, and/or bikes; and
ii. Provide space to facilitate coordination with micromobility providers to ensure
management, consistent service, and supply;
c. Information. Signage and/or kiosks providing information on the available transportation
modes, prices, nearby destinations, multimodal trip mapping, ticket vending, and wait time
information; or
d. Commercial Uses. Small-scale visitor-serving uses, such as restaurants, coffee shops, and/
or visitor-serving retail.

PORT MASTER PLAN
4.1.2 Standards for Local Gateway Mobility Hubs

A Local Gateway Mobility Hub connects visitors to a group of attractions and other uses in a small
and specific area. An illustrative example of a Local Gateway Mobility Hub is shown in Figure 4.2.
Local Gateway Mobility Hubs are intended to both draw visitors to Tidelands and act as a connection
point for visitors who are already traversing Tidelands using other modes of transportation. The
following standards apply:

1. Mix of uses/Siting. Local Gateway Mobility Hubs should be generally developed in high-use
areas around public open space and/or plazas to help link various transportation connections
and amenities.
2. Parking. Local Gateway Mobility Hubs should be within 500 feet of off-street public parking.
4.1.2(B) Access
1. Transit. Local Gateway Mobility Hubs shall provide:
a. Access to a local transit stop; and
b. A bayfront circulator stop if within the bayfront circulator service area.
2. Roadway. Local Gateway Mobility Hubs shall be located along, and accessed from, a public
roadway.
3. Walking and Biking. Local Gateway Mobility Hubs shall provide connections to the following
bicycle and pedestrian facilities and amenities:
a. Pedestrian connections to adjacent visitor attractions and uses that are located within one-
quarter mile;
b. A regional bicycle facility, such as a Class I Multi-use Path or a Class IV Cycle-Track;
c. Bicycle parking; and
4. Waterside. Local Gateway Mobility Hubs should be sited to provide a connection to waterside
facilities, such as water-based transfer points, that accommodate access to a water taxi service
or other on-water transit services, and/or transient vessel docking, within 500 feet if available.
4.1.2(C) Amenities
1. Local Gateway Mobility Hubs shall provide at least three amenities from the following list:
a. Curbside Management. At least 110 feet (five car lengths) of dedicated linear curb length
b. Micromobility: Inclusion of a micromobility center to:
ii. Facilitate coordination with micromobility providers to ensure consistent service and
supply;
modes, nearby destinations, and trip mapping; or
d. Commercial Uses. On-site or adjacent small-scale visitor-serving uses, such as restaurants,
coffee shops, and/or visitor-serving retail or kiosks.

PORT MASTER PLAN
LEGEND
LOCAL GATEWAY MOBILITY HUB
LEGEND
Bayfront
Circulator Stop Curbside Management Retail
Retail
Curbside Management
Waterside
WaterfrontPromenade
Water-Based Transfer Point Signage/Wayfinding
Signage/Wayfi nding
Waterfront Promenade
BikeLanes
Bike lanes Parking Lot
Parking Lot Open Space Connection
Open Connection
Bike lanes
Bike
BikeShare
Micromobility ParkingGarage
Parking Garage
Bike Share / Micromobility
Figure 4.2 Local Gateway Mobility Hub Example Curbside Management

Water Transportation
Parking Lot
Retail
Signage/Wayfinding

PORT MASTER PLAN
4.1.3 Standards for Connector Mobility Hubs

A Connector Mobility Hub connects visitors to a specific attraction or use. Connector Mobility Hubs
are generally smaller than the other types of hubs and do not typically include vehicular parking
or need to be linked to any parking facilities. An illustrative example of a Connector Mobility Hub
is shown in Figure 4.3. They should generally be designed to organize converging transportation
facilities through wayfinding signage, bicycle, and pedestrian improvements and the provision of
transportation amenities. The following standards apply:

1. Mix of Uses/Siting. Connector Mobility Hubs are intended to have a minimal footprint and
should be generally developed around public open space and/or plazas to help link various
transportation connections and amenities. Connector Mobility Hubs may also be sited to fill
in gaps between Regional Mobility Hubs, between Local Gateway Mobility Hubs, or within the
general mobility network.
2. Parking. Connector Mobility Hubs are not required to incorporate or be adjacent to parking;
however, parking may be allowed.
4.1.3(B) Access
1. Transit. Connector Mobility Hubs shall provide:
a. Access to a local transit stop; and
b. A bayfront circulator stop if within the bayfront circulator service area.
2. Roadway. Connector Mobility Hubs should be accessed from a public roadway.
3. Walking and Biking. Connector Mobility Hubs shall provide the following bicycle and pedestrian
facilities and amenities:
a. Placement along a public way, multi-use path, promenade, or other connection;
b. Bicycle parking;
c. Direct and convenient pedestrian connections to adjacent visitor attractions and uses; and
4. Waterside. Connector Mobility Hubs should provide a connection to waterside facilities, such
as water-based transfer points, that accommodate access to a water taxi service or other on-
water transit services, and/or transient vessel docking, within 500 feet if available.
4.1.3(C) Amenities
1. Connector Mobility Hubs shall provide at least two amenities from the following list:
a. Curbside Management. At least 66 feet (three car lengths) of dedicated linear curb length
b. Micromobility: Inclusion of a micromobility center to:
ii. Facilitate coordination with micromobility providers to ensure consistent service and
supply; or
modes, nearby destinations, and trip mapping.

PORT MASTER PLAN
LEGEND
CONNECTOR MOBILITY HUB
LEGEND
Bayfront
Circulator Stop Curbside Management
Curbside Management Bayfront Circulator Stop
Waterside
WaterfrontPromenade
Water-Based Transfer Point
Waterfront Promenade
BikeLanes
Bike lanes Signage/Wayfi nding
Signage/Wayfinding
Bike lanes
Bike
BikeShare
Micromobility
Bike Share / Micromobility
Figure 4.3 Connector Mobility Hub Example Curbside Management

Water Transportation
Signage/Wayfinding

PORT MASTER PLAN
4.2 Recreation Open Space and Activating Features

Standards
Recreation Open Space, a component of the public realm, supports or facilitates social interaction
and is used for active and passive activities. Refer to WLU Goal 3 (Chapter 3.1, Water and Land Use
Element) for additional guidance related to Recreation Open Space. The following standards apply
to all Recreation Open Space in Tidelands.
4.2.1 Standards for Recreation Open Space

The following requirements apply to areas designated as Recreation Open Space:
1. Shall be located directly adjacent to the waterfront, i.e. between development and the water’s
edge;
2. Should be designed with landscaping or native vegetation;
3. Should include activating uses, such as kiosks, retail, or amenities, or passive recreation
activities; See Section 4.2.3 Standards for Activating Features, including Pavilions for additional
requirements; and
4. Should include fixed or movable seating.
5. When calculating areas for purposes of satisfying minimum acreage requirements, the
following do not qualify as designated Recreation Open Space:
a. Cantilevered areas beyond the Mean Higher High Water line;
b. Access roads or parking areas that primarily serve commercial development;
c. Outdoor dining areas reserved exclusively for nearby commercial development;
d. Required building setbacks;
e. Areas that are less than 30 feet in width, that extend between commercial uses and that
are surrounded on two or more sides by commercial development—for example, plazas,
pathways, and amenity zones; and
f. Rooftop park space shall be permitted but shall not be used to satisfy minimum acreage
requirements.
4.2.2 Standards for Rooftop Recreation Open Space

Rooftop Recreation Open Space, where allowed, shall be visually and physically accessible, with
the intent of providing users with a new and unique experience of the Bay, subject to the following
requirements.
1. Rooftop open space shall be visually accessible from grade from a variety of vantage points so
that the park space is obvious to the public.
2. Multiple access points offering different methods of accessibility sufficient for high visitation
volumes to the rooftop space shall be provided.
3. Public access shall be available without charge.
4. Public access, including access that complies with the Americans with Disabilities Act, shall be
provided from the public right-of-way, as well as within interior spaces of buildings, and access
shall be provided consistent with District regulations for park operating hours.

PORT MASTER PLAN
5. To ensure that public access is clear, obvious, and encouraged, directional signage shall be
provided at all access points, including the following locations:
a. Public rights-of-way adjacent or connected to the structure supporting the elevated park
space;
b. Building entrance, where public access is provided to the building;
c. Building lobby;
d. At the elevator connecting to the rooftop open space;
e. Space directly outside the elevator exit at the level where the open space is located; and
f. Any hallways connected to the above locations.
6. Directional signage shall include the following:
a. Coastal Access logo;
b. The description “Rooftop Recreation Open Space” or similar;
c. Text identifying it as “Open to the Public”;
d. How to access the open space—for example, “Access via elevators at the end of this
hallway”; and
e. Directional arrow.
4.2.3 Standards for Activating Features, including Pavilions

Activating features attract visitors to, and extend users’ stay on, Tidelands. They may be
commercial or noncommercial and are intended to offer a range of recreational experiences to the
user and appeal to a variety of visitors. Activating features should complement adjacent or nearby
waterfront uses and activities.
4.2.3(A) Activating Features
Activating features may include:
1. A variety of recreational uses, such as fitness activities and play structures;
2. Moveable kiosks or carts;
3. Pavilions, subject to standards in Section 4.2.3(B), Pavilions, below; and
4. The following standards apply to all activating features, including Pavilions:
a. Frequency/Intensity. Location-specific criteria, including the maximum number of
activating features and pavilions in a subdistrict, is specified within the applicable subdistrict
development standards.
b. If no guidance is provided for the number of activating features within the subdistrict
development standards, the number of activating features shall be commensurate with
the intensity of the development in that subdistrict, and the associated Activation Plan.
Activating features may be grouped or distributed throughout the subdistrict.
c. If no guidance is provided for the number of pavilions within the subdistrict development
standards, the number of pavilions shall be commensurate with the intensity of the
development in that subdistrict, and the associated Activation Plan.

PORT MASTER PLAN
4.2.3(B) Pavilions
Pavilions, a type of activating feature, serve as activating commercial features that host small-scale
commercial enterprises and serve visitors and the community. They are permanent structures for
food service; retail; or other small-scale commercial, leisure, or hospitality activities. The following
requirements apply to all pavilions baywide:
1. Sizing, Area Coverage, and Spacing
a. Maximum allowable square footage. The maximum enclosed space shall be 1,200 square
feet per pavilion. Walk-up areas and outdoor seating areas shall not apply toward this
square footage calculation.
b. Area coverage. The aggregate of enclosed structures, canopies, or roof structures shall
cover no more than 10 percent of the Recreation Open Space area; coverage shall be
calculated on a subdistrict basis.
c. Frequency/Intensity. The maximum number of pavilions in a subdistrict is regulated within
the applicable subdistrict development standards.
d. Space between pavilions. There shall be a minimum of 60 feet of clear space between
individual pavilion structures unless they are temporarily erected for a special event.
e. Placement. Pavilions may be sited as single buildings or in pairs, and should be spread
out along the waterfront in accordance with location-specific standards identified in the
subdistrict.
2. Location Restrictions and View Obstruction
a. Pavilions shall not obstruct pedestrian circulation in promenades, and shall be located
landside of the circulation path.
b. Pavilions shall not obstruct designated view corridors.
c. Pavilions shall not obstruct designated scenic vista areas or related access.
d. Pavilions shall not be located on the Window to the Bay pier.
3. Format of Pavilion Structures
a. Pavilions shall be walk-up style.
b. Associated outdoor seating shall be available to the public, including noncustomers.
c. For pavilions that function as restaurants, seating shall be primarily outdoors and may
include limited indoor seating.
4. Transparency of Pavilions
a. Pavilions are encouraged to have a high degree of transparency, with transparent glass,
operable windows, or other features; a minimum of 65 percent of the perimeter walls shall
be transparent glass.
5. Parking for Pavilions
a. Pavilions shall not require new parking or dedicated parking. Users may use existing or
proximate parking located in the mobility hub network or travel to the pavilions using the
regional mobility network.

PORT MASTER PLAN
4.3 Pathway Standards
4.3.1 Standards for Waterside Promenades
Waterside promenades provide coastal access to the waterfront. Promenades are identified in
each planning district’s coastal access views and pathways map. Additional location-specific
requirements are identified in the development standards for each subdistrict. The following
requirements apply baywide:
1. A waterside promenade shall be provided as part of any development that abuts the waterfront
and is not a coastal-dependent use, in accordance with WLU Goal 3 (Chapter 3.1, Water and
Land Use Element) and as defined in Table 3.1.3, Allowable Use Types for Land Use Designations,
and in accordance with the following requirements:
a. Waterside promenades shall be provided in the locations specified in each planning
district’s Coastal Access Views and Pathways Map;
b. Minimum widths for waterside promenades are specified in the subdistrict’s public realm
standards; however, development is encouraged to exceed the minimum dimension;
c. Waterside promenades shall connect to other existing or planned adjacent waterside
promenades; and
d. Waterside promenades shall connect to other pathways to, and through, upland developed
areas.
2. Waterside promenades shall be part of a comprehensive design, in accordance with the
following standards:
a. Where increases in intensity are proposed beyond that described in this Port Master Plan,
the associated promenade width shall be increased accordingly to accommodate the
increase in use, not congest pedestrian flow, and maintain coastal access;
b. Promenade design may vary in consideration of geographic context, topography,
and location in Tidelands but generally shall be consistent and contiguous in the same
subdistrict, and between adjacent subdistricts;
c. Where changes occur between segments, leaseholds, and/or widths, promenades shall be
designed to carefully transition and avoid abrupt changes in width; and
d. Promenades shall be designed with a consistent and/or complementary approach to
paving, material finish, handrail design, and scale.
3. Waterside promenades are not required, but are encouraged, for coastal-dependent maritime
uses, as defined in Table 3.1.3, Allowable Use Types for Land Use Designations for safety and
security concerns.
4. Waterside promenades are not required on existing golf courses for public safety concerns.
5. Alternatives to a waterside promenade may be allowed if BPC makes one of the following
findings:
a. A waterside promenade is determined to be infeasible;
b. A waterside promenade would interfere with or prohibit operation in any coastal-dependent
water or land use, or the interface thereof; or
c. Development of the waterside promenade would require demolition and setback of a
building that is currently occupied or fit for occupancy and the applicant is not proposing
demolition of any part of said structure.

PORT MASTER PLAN
6. If a segment of a waterside promenade cannot be provided consistent with WLU Policy 3.1.6
(Chapter 3.1, Water and Land Use Element), a nonwaterfront alternative alignment shall be
provided, subject to the following requirements:
a. Any promenade with an alternative alignment shall have a minimum width of 8 feet unless
otherwise specified in the subdistrict standards;
b. Any promenade with an alternative alignment shall provide pathways to existing or planned
adjacent promenades;
c. Wayfinding signage shall be provided as part of any promenade with an alternative
alignment, to identify the connections to existing or planned adjacent promenades; and
d. Alternative alignments shall adhere to the general design provisions shown in
Figure 4.4 and Figure 4.5.
7. If the BPC finds that a promenade with an alternative alignment is infeasible, an alternate public
realm improvement may be made, in accordance with the provisions of WLU Goal 7 (Chapter
3.1, Water and Land Use Element) and the following requirements:
a. The improvement shall provide a physical and/or visual connection to the water.
b. The improvement shall be made within the same subdistrict, as close as feasible to the
location of the required promenade. If the improvement cannot be made in the same
subdistrict, it may be made as close as feasible in the same planning district.
c. The improvement shall be open and accessible to the public, consistent with promenade
access requirements, as specified in WLU Objective 3.1 (Chapter 3.1, Water and Land Use
Element).
4.3.2 Standards for Amenity Zones

Requirements for amenity zones are identified in the subdistrict development standards. Where
provided, amenity zones enhance public access by providing pedestrian amenities along the
waterside promenades. The following requirements apply baywide:
1. Amenity zones shall be located on the landside of the waterside promenade;
2. Amenity zones may include fixed or movable seating, shade structures, site furnishings, trash
receptacles, signage, and other visitor-serving amenities;
3. Amenity zones shall measure at least 6 feet in width; and
4. Amenity zones shall not impede public access or detract from the visual character.

PORT MASTER PLAN
Coastal-dependent use
Waterside Promenade
Walkway
Inland Aligned Promenade
Wayfinding Signage
Figure 4.4 Example of Promenade Aligned Away from Waterfront

For illustrative purposes only
• Ecologically sensitive area

• Hazardous area
• Coastal-dependent use (e.g. boat launch)
Waterside Promenade
Inland Aligned Promenade
Wayfinding Signage
Figure 4.5 Example of Promenade Aligned Away from Waterfront to Create a Walkway


PORT MASTER PLAN
4.3.3 Standards for Walkways

To create a pedestrian sense of scale along the waterfront and avoid a walling-off effect,
development shall be designed to integrate public access through the siting of walkways.
Walkways are a type of pathway and in some locations may serve as a view corridor extension.
Walkways begin at the point of public access farthest from the water and extend through major
development, to an intersection with a waterside promenade, or directly to the water’s edge if no
waterside promenade exists. The following requirements apply baywide.
4.3.3(A) Location and Access

1. Walkways shall provide unobstructed physical access perpendicular to the waterfront, between
the promenade and the public right-of-way.
2. Mapped walkways are identified in each planning district’s Coastal Access Views and Pathways
Map.
3. Walkways shall be spaced in a manner that maximizes the frequency of connections from the
first public roadway landward of the waterfront. In addition to the mapped locations described
above, walkways are required as part of all major development that meets all the following
criteria:
a. The development site is located in an area with a Commercial Recreation land use
designation;
b. The development site is located between the waterfront and the first public roadway from
the waterfront;
c. The development site has a frontage that is greater than one-quarter mile along the first
public roadway from the waterfront; and
d. An existing walkway is greater than one-quarter mile from the farthest point along the
development’s frontage.
4. Walkways shall have a minimum width of 30 feet unless otherwise specified in the development
standards for each subdistrict.
5. Walkways shall be clearly visible for public use.
6. Walkways shall adhere to the general design requirements shown in Figure 4.6.
7. Walkways shall be subject to Section 4.4, View Standards.
8. Additional supplementary requirements, for both mapped and unmapped walkways, are
identified in the development standards for each subdistrict.
9. Walkways in areas with a Recreation Open Space land use designation shall be subject to
WLU Policy 4.2.6 (Chapter 3.1, Water and Land Use Element) to ensure accessibility to the
general public.

PORT MASTER PLAN
1
8’
2
4
3’
Setback/Landscaped Area Sidewalk Setback/Landscaped Area
Walkway
30’ min.
1 Trees Limbed Up to a Min of 8’ Above Grade 3 Max Height of Planting (3’)
2 Planting Area Clear Zone 4 Building Entries along View Corridor Extension
Figure 4.6 Cross-Section of a Walkway


PORT MASTER PLAN
4.4 View Standards
4.4.1 Standards for Scenic Vista Areas
Scenic vista areas preserve physical access to the scenic views and visual qualities of the Bay
from publicly accessible points on Tidelands. They are identified in each planning district’s Coastal
Access Views and Pathways Map and are specifically identified in the development standards for
each subdistrict. The “Window to the Bay” identified in the Embarcadero Planning District (PD3)
is a form of a scenic vista area. The following requirements apply baywide:
1. A scenic view in a designated scenic vista area may be framed, wide angle, or panoramic,
and may include constructed and/or natural features, including maritime operations and other
characteristics that are both within and outside Tidelands.
2. Development that includes a scenic vista area(s) shall:
a. Not obstruct the designated scenic vista area(s);
b. Preserve or enhance physical access to scenic vista area(s); and
c. Not directly obscure the physical access to, and views from, a scenic vista area.
3. Scenic vista areas may be associated with physical features or public spaces, such as plazas,
promenades, overlooks, or other public spaces.
4. Scenic vista areas may include directional or interpretive signage indicating the presence of a
designated scenic vista area.
4.4.2 Standards for View Corridor Extensions

View corridor extensions preserve view corridors that begin at the District’s boundary farthest
from the waterfront, or the nearest terminus of an existing public right-of-way that is on Tidelands,
and end at the waterfront or the end of a pier or land mass that extends over the water. View
corridor extensions are identified in each planning district’s Coastal Access Views and Pathways
Map and are specifically described in the development standards for each subdistrict. Walkways
are a form of view corridor extension. The following requirements apply baywide:
1. The width of view corridor extensions shall be equal to the public right-of-way from which they
extend.
2. View corridor extensions shall be subject to Section 4.4.3, Standards for View Protection.
4.4.3 Standards for View Protection

Protection of views and physical access shall be maintained within view corridor extensions, scenic
vista areas, and walkways. The following requirements apply baywide:
1. The following features may be located within scenic vista areas, view corridor extensions, and
walkways:
a. Directional and wayfinding signage;
b. Business signs serving a waterfront or water use;
c. Public art (permanent or temporary);
d. Educational and interpretive signage and displays;
e. Bicycle and pedestrian facilities, including bike racks and bike sharing;
f. Scooter and shared micromobility device return areas and corrals;
g. Street lighting, street furniture, and fixed or movable seating;

PORT MASTER PLAN
h. Guardrails or bollards for safety or security purposes only;

i. Any other improvements, facilities, or uses that enhance and activate the public realm and
do not directly or permanently prohibit public access or obstruct views; and
j. Docked vessels or vessels associated with marinas.
2. New development adjacent to view corridor extensions and walkways shall be sited and
designed to minimize adverse impacts on visual access at view corridor extensions or walkways
through specific measures, including but not limited to the following:
a. No building, associated architectural features, design component, structure, roof projection
(e.g., eave, cornice, and eyebrow projections), openly supported architectural projections
(e.g., trellis and awnings), bay windows, projecting signs, structural cantilevers, or any
other associated architectural encroachments or projections shall be permitted within view
corridor extensions or walkways;
b. No mechanical equipment, such as air conditioner units, gas meters, electrical fuse boxes,
trash enclosures or dumpsters, utility boxes, or other similar building systems, shall be
permitted within view corridor extensions or walkways;
c. The placement and design of signs shall be visually compatible and shall not obscure public
views; and
d. Exterior lighting, where required for security, to serve development, or to provide lighting on
a public path, shall be designed with low-intensity fixtures that are shielded and concealed
so that light sources are not directly visible from public viewing areas and in accordance
with ECO Goal 1 (Chapter 3.3, Ecology Element).
3. Fences or site walls, where located within view corridor extensions and walkways, should be
transparent or permeable:
a. In locations where solid fences or site walls are used, they shall be no greater than 3 feet in
height; and
b. Walls and fences shall not limit public access to a view corridor extension or walkway (i.e.,
shall not include locked gates).
4. The following requirements apply to parking:
a. On-Street parking may be permitted within view corridor extensions and walkways; and
b. Underground parking may be located within view corridor extensions and walkways
provided it is entirely below grade; no parking ramps shall be permitted in a view corridor
extension.
5. Landscape improvements and trees may be provided and should be selected, sited, and
designed through the following techniques:
a. Landscaping and trees shall be maintained to minimize view blockage;
b. Where new trees are planted or existing trees maintained, the mature tree canopy should
begin at a minimum of 8 feet above ground; and
c. New plantings, including any associated planter height, shall be 3 feet or less at full maturity
except that landscaping used for screening along a leasehold fence may be allowed to grow
to a mature height of 5 feet to screen the adjacent property while enhancing the character
of the view corridor and in accordance with ECO Goal 1 (Chapter 3.3, Ecology Element).
6. Solar facilities shall not obstruct or impact views from scenic vista areas or view corridor
extensions, or obstruct access to, or along, a pathway.

PORT MASTER PLAN
7. Telecommunication facilities shall be located and designed to not obstruct or adversely impact
views from scenic vista areas or view corridor extensions, or obstruct access to, or along, a
pathway.
A variety of design and placement strategies may be used to minimize visual impacts from
communication facilities in the Coastal Zone. Some typical examples to minimize impacts
may include:
• Siting facilities along nonwaterfront inland roadways or on rooftops. When located on
rooftops, place facilities back from the structure’s edge, so they are not visible from the
pedestrian way.
• Encouraging facilities be mounted on streetlight poles.
• Integrate façade-mounted antennas into the architecture in such a manner that no
change to the architecture is apparent and no part of the communication facility can be
seen from public view.

PORT MASTER PLAN
4.5 Structure Height, Setback, and Stepback Standards

4.5.1 Standards for Structure Height
The following height standards are applicable to all development:
1. Height Measurement. The following requirements apply to the measurement of height:
a. Structure height. Structure height shall be measured vertically from the average finished
grade plane of the structure to the highest point of the roof, parapet wall, or uppermost
part of the structure.
2. Height Measurement, Communication Facilities.
a. Small cell wireless facilities and other communication facilities, including but not limited
to antennas, associated equipment, and supporting structures used for furnishing
communication services, shall comply with the maximum height limits of the applicable
subdistrict.
3. Regional Airport Land Use Consistency and Height Restrictions. See WLU Goal 8 (Chapter
3.1, Water and Land Use Element) and SR Goal 1 (Chapter 3.4, Safety and Resiliency Element),
regarding requirements related to Regional Airport Land Use Compatibility and Federal
Aviation Administration notification.
4. Height Exceptions. No structure or part of a structure shall exceed the maximum structure
height except as specified below:
a. Chimneys and other ornamental architectural features may extend 10 feet above the roof’s
highest point.
b. Roof-mounted mechanical equipment, including but not limited to utility boxes,
telecommunication devices, cables, conduits, vents, chillers, and fans, may extend up
to 10 feet above the roof’s highest point. In such cases, the roof-mounted equipment is
subject to approval. See Chapter 6, Plan Implementation and Development Conformance
for additional details.
c. Equipment that is determined necessary to support coastal-dependent uses, including but
not limited to lifts, cranes, ramps, conveyors, loading arms, and other similar equipment.
4.5.2 Standards for Setbacks and Stepbacks

The following setback and stepback standards are applicable to all development:
1. Building setbacks: Buildings adjacent to roadways shall be set back from the curb to allow
for implementation of a parkway and sidewalk. Additionally, where building setbacks are
identified in the subdistrict development standards, setbacks shall be provided and improved
with landscaping adjacent to the building, to establish continuity between adjacent open space
areas and public realm spaces.
2. Building stepbacks: Where adjacent to roadways, pathways, open spaces, or public realm
areas, buildings over 40 feet should incorporate building stepbacks to provide a pedestrian
scale.

PORT MASTER PLAN
See Exceptions Highest Highest

Point Point
Building
Height
Street
Street
Average Finished
Grade Surface
Highest
Point
Building
Height
Average Finished
Grade Surface
Figure 4.7 Components of Height Measurement

Average finished grade plane. Average finished grade plane is the average level of the
highest and lowest points of the finished grade, measured from where the finished grade
adjoins the building at its exterior walls.
Finished grade. Finished grade is the ground elevation after the completion of any grading
or other site preparation related to, or to be incorporated into, a proposed development or
alteration of an existing development.
Existing grade. Existing grade is the ground elevation before any grading or other site
preparation related to, or to be incorporated into, a proposed development or alteration of
an existing development.

PORT MASTER PLAN
4.6 Wayfinding Signage Standards

Wayfinding signage provides visual cues to manage public circulation and may include components
such as maps, directional signage, and associated graphics and symbols to help guide people to
their destination and provide information regarding their surroundings:
1. Sign types may include but are not limited to the following, subject to design approval by the
District:
a. Operational signs (hours for public access, use limitations);
b. Directional signs;
c. Interpretive signage;
d. Educational signage;
e. District Tidelands flags or banners;
f. Mileage markers;
g. Monument signs; and
h. Safety signs.
2. The following requirements apply baywide:
a. Wayfinding signage shall be located in obvious and visible locations;
b. Wayfinding signage shall be designed and placed to minimize visual impacts;
c. Wayfinding signs should be used only for informational purposes and shall not be used for
marketing or advertising in any way; and
d. Other than existing billboards, billboards and larger scale dynamic or flashing digital signs
shall be prohibited.

PORT MASTER PLAN

5 Planning Districts
CHAPTER 5
Planning Districts
Introduction
The District’s jurisdiction is divided into 10 planning districts, and the
boundaries of these identifiable and functional units conform closely to
municipal boundaries. Together, these 10 planning districts represent
Tidelands.
This chapter includes a section devoted to each planning district, and each of the sections includes
introductory information on the following items:
1. Existing Setting provides an overview of the planning district as it existed when the BPC
approved the Port Master Plan.
2. Location and Context Map identifies the planning district, subdistrict boundaries, and the
surrounding context.
3. Water and Land Use Acreages are presented in a table that acreage for each water and land
use the planning district.
4. Water and Land Use Map identifies the water and land uses designations for the planning
district.
5. Coastal Access: Mobility Map identifies the general locations of mobility hubs, bayfront
circulator routes, water-based transfer points, short-term public docking, and hand-launched
non-motorized watercraft launch areas in the planning district.
6. Coastal Access: Views and Pathways Map identifies the general locations of views, which
include view corridor extensions, scenic vista areas, and the Window to the Bay (Chapter
5.3 - Planning District 3: Embarcadero only), as well as pathways, including multi-use paths,
waterside promenades, sidewalks, walkways, and nature trails in the planning district.

PORT MASTER PLAN
Chapter 5 - Planning Districts
Most planning districts are further divided into subdistricts to provide descriptions and standards
applicable to smaller and distinct geographic areas. Discussions of subdistricts are organized as
follows:
1. Vision describes the long-term vision and character for the subdistrict.
2. Special Allowances consistent with WLU Goal 2 (Chapter 3.1, Water and Land Use Element),
addresses unique situations for the subdistrict.
3. Planned Improvements appealable and non-appealable development (as defined by Section
30715 of the Coastal Act) or improvements are identified for each subdistrict. Planned
improvements are organized under the following subheadings as appropriate: landside access,
coastal access, visitor-serving commercial uses, and commercial fishing facilities.
a. Landside access and coastal access planned improvements are intrinsically tied to
individual developments that are required to contribute to these specific improvements and
are needed for public health and safety and for the public welfare, as well as conformance
with the Coastal Act.
b. As required by the Coastal Act, each subdistrict identifies appealable projects. Appealable
projects are grouped under the subheadings described above and are identified by an
“AP” icon ( ). Appealable projects should be considered in combination with required
element policies and subdistrict standards. The description of each appealable project is
sufficiently detailed to allow determination of the appealable project’s consistency with
Chapter 3 of the Coastal Act. Refer to Chapter 2, User Guide, for more information on non-
appealable and appealable development.
Maintenance to existing structures and facilities are allowed unless it constitutes Major
Development (see the Glossary for the definition of the term) and does not require issuance
of a coastal development permit.

PORT MASTER PLAN
4. Development Standards provide requirements for development, including the size, location,
siting, and orientation of required public realm features, buildings, and structures:
a. Public Realm Standards provide requirements for pathways, including promenades,
sidewalks, walkways, and nature trails, and views, including view corridor extensions, scenic
vista areas, and the Window to the Bay (in Chapter 5.3 - Planning District 3: Embarcadero
only).
b. Building Standards address requirements for structure height, building character, building
orientation, building setbacks, and parking.
c. Goods Movement Standards address requirements specific to truck routes, shipyards,
freight movement and shipping, goods conveyance, and parking. Goods movement
standards are addressed in Chapter 5.4 - Planning District 4: Working Waterfront only.
d. All development in each subdistrict shall comply with the subdistrict’s Development
Standards, as well as the standards identified in Chapter 4, Baywide Development
Standards. The subdistrict development standards may be an extension of, or a supplement
to, a specific baywide element policy, or a standard identified in Chapter 4, Baywide
Development Standards. Accordingly, subdistrict development standards may refer to,
and therefore receive guidance from, a specific element policy, or standard in Chapter 4,
Baywide Development Standards. Where an exception to a standard identified in Chapter
4, Baywide Development Standards is applicable to a specific location, it is noted in the
relevant subdistrict standard.

PORT MASTER PLAN

Chapter 5.1
Planning
District
1
San Diego
Bay
Shelter Island
Total Planning District: 322.79 acres
Total Water Area: 206.29 acres
Total Land Area: 116.50 acres
Number of Subdistricts: 2
Planning District 1
District Tidelands
0 1.25mi
PORT MASTER PLAN
PLANNING DISTRICTS // Chapter 5.1 - Planning District 1: Shelter Island
5.1.1 Existing Setting
The Shelter Island Planning District is located on the southeastern side of the Point Loma Peninsula,
at the entrance to the Bay, near vibrant upland communities, military installations, and the Cabrillo
National Monument. Defined by the unique shape of the land, this planning district includes
over 5 miles of waterfront and has two subdistricts: West Shelter Island and East Shelter Island.
Figure PD1.1 shows the subdistricts that make up the Shelter Island Planning District. Access to
the planning district is provided via Shelter Island Drive (Entry Segment), which terminates at the
Shelter Island roundabout. Access along Shelter Island is provided via Shelter Island Drive (Island
Segment).
The West Shelter Island Subdistrict (West Shelter Island) is a unique waterfront community at
the western portion of Shelter Island, with strong ties to boating and fishing communities in the
region. This area’s identity is drawn from its diversity of water-oriented development and activities,
including marinas, transient docking, resort hotels, restaurants, boatyards, and commercial fishing
and sportfishing facilities. Its recreational areas include Shelter Island Shoreline Park, the Yokohama
Friendship Bell, Shelter Island Pier, Shelter Island Boat Launch, and coastal pathways, including the
La Playa Trail and Kellogg Beach—all of which have a strong relationship with the surrounding
community. West Shelter Island’s yacht clubs and marinas collectively provide berthing and
mooring for hundreds of boats and watercraft within the Shelter Island Yacht Basin.
The East Shelter Island Subdistrict (East Shelter Island) wraps around America’s Cup Harbor at
the eastern portion of Shelter Island. The subdistrict includes coastal-dependent marine services
and fishing industries that provide for long-term economic viability and growth in the region.
The predominant uses in this area consist of commercial recreation, marine sales and services,
commercial fishing, and sportfishing. East Shelter Island also provides an opportunity for visitors
to experience and interact with the marine and maritime community, with views of the water and
coastal-dependent maritime activities within the marinas.
5.1.1(A) Water and Land Use Designations

The water and land use designations for the Shelter Island Planning District are shown in
Figure PD1.2. The acreage of each water and land use designation is summarized in Table PD1.1.
5.1.1(B) Coastal Access Maps

Figure PD1.3 and Figure PD1.4 provide additional information to illustrate the planned improvements
and public realm standards related to coastal access, including mobility, views, and pathways in
the planning district.
PD 1
Figure PD1.1 Shelter Island Planning District Location and Context
For illustrative purposes only. Not to scale.
ROSEVILLE
Point Loma
Marina Park
US Navy
EAST SHELTER
ISLAND
SUBDISTRICT
Shelter Island
LA PLAYA Drive Entry
AMERICA’S
CUP
HARBOR
Shelter Island
La Playa Trail Roundabout
WEST SHELTER
Kellogg ISLAND
Beach SUBDISTRICT
Shelter Island
La Playa Boat Launch
Yacht Club
Pier
SHELTER ISLAND
YACHT BASIN
Shelter Island Shoreline Park
Shelter Island Pier
Kellogg
Beach Yokohama Friendship Bell
SAN DIEGO BAY
0 0.125 0.25
N Miles
PD1
PD 1
PORT MASTER PLAN
Table PD1.1 Shelter Island Planning District Water and Land Use Acreages
WATER USES ACRES

Anchorage 10.90
Marine Services Berthing 15.46
Sportfishing Berthing 11.11
Subtotal - Water Uses 206.29
LAND USES ACRES
Marine Sales and Services 8.68
Sportfishing 4.56
Subtotal - Land Uses 116.50
TOTAL - WATER AND LAND USES 322.79
PD 1
Figure PD1
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JURISDICTIONAL BOUNDARIES LAND USE DESIGNATIONS WATER USE DESIGNATIONS

Î Î Î Î Î
Planning Subdistricts Commercial Fishing Î Î Î Î Î
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REV 08/24/2020
FIGURE PD1.2 SHELTER ISLAND PLANNING DISTRICT: WATER AND LAND USES 187
PORT MASTER PLAN
PD 1
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Figure PD1.3 Shelter Island Planning District - Coastal Access: Mobility
M
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October 19, 2020

Jurisdictional Boundaries Landside Access Water Access
Planning Subdistricts Local Gateway Water-Based Transfer Point
Mobility Hub
Connector Existing Potential
Coastal Zone
Mobility Hub
Not Within District Short-Term Public Docking
Potential Bayfront
Permitting Authority Circulator Route Existing Potential
Other
Recreation Hand-Launched Non-Motorized Watercraft Launch Area
Open Space
Existing Potential
Anchorage
FIGURE PD1.3 SHELTER ISLAND PLANNING DISTRICT - COASTAL ACCESS: MOBILITY 189
PORT MASTER PLAN
PD 1
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Figure PD1.4 Shelter Island Planning District - Coastal Access: Views and Pathways
TO (Entry Segment)
AN
N
SA
KO N
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Shelter Island
La Playa Roundabout
Trail A-1 A-1c
PR IV WEST SHELTER ISLAND
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SH
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0 0.125 0.25
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October 19, 2020

Jurisdictional Boundaries Views Pathways
Planning Subdistricts View Corridor Multi-Use Path Walkway (Non-Waterside)
Extension An accessway intended or suitable for more than one mode (e.g., A non-waterside pathway that provides access from the waterfront to the
pedestrians and bicycles), such as walking, jogging, cycling, and wheelchair nearest public road perpendicular to the waterfront, also known as vertical
Coastal Zone Scenic Vista use. access or a vertical connection. Walkways are primarily for pedestrians
Area (non-exclusive use) and may also function as a multi-use pathway and/or
Waterside Promenade include a designated multi-use pathway.
Not Within District A pathway along the waterfront designed to enhance access and
Permitting Authority enjoyment of District Tidelands. Waterside Promenades are primarily for
pedestrians (non-exclusive use) and may also function as a multi-use Nature Trail
Other pathway and/or include a designated multi-use pathway. An unpaved pathway.
Recreation
Open Space Sidewalk Non-District Pathway
A non-waterside pathway that provides a dedicated area for pedestrians Not Within District Permitting Authority
Anchorage adjacent and parallel to a roadway.
FIGURE PD1.4 SHELTER ISLAND PLANNING DISTRICT - COASTAL ACCESS: VIEWS AND PATHWAYS 191
PORT MASTER PLAN
PD 1
PORT MASTER PLAN
5.1.2 West Shelter Island Subdistrict

5.1.2(A) Vision
Celebrate West Shelter Island’s maritime and coastal character, and honor of
its connection with the water.
The vision for West Shelter Island is to preserve its unique mix of coastal uses, activities, and
access, with an emphasis on maintaining thriving maritime and recreational opportunities. The
intensity of commercial development is not planned to change over the life of this Plan. Future
development and planned improvements are intended to further enhance and enliven the area,
consistent with this subdistrict’s character and scale of development.
Planned improvements will enhance coastal access and circulation in this subdistrict, including new
or enhanced water-based transfer points and recreational and commercial fishing marina facilities.
Additional improvements will create more efficient circulation, provide safer public access, and
address shoreline erosion for the La Playa Trail, Kellogg Beach, and Shelter Island Shoreline Park.
The West Shelter Island Subdistrict planned improvements provide requirements for the
improvements and development envisioned for this area. In addition to Chapter 4, Baywide
Development Standards, development standards provide subdistrict-specific criteria related
to building design and public realm design. This subdistrict also includes standards to address
special allowances for unique situations in this area.
PD 1
PORT MASTER PLAN
5.1.2(B) Special Allowances
The following special allowances, consistent with WLU Goal 2 (Chapter 4.1, Water and Land Use
Element), address unique situations in the West Shelter Island Subdistrict.
La Playa Piers
PD1.1 Four existing piers shall be maintained and coverage not expanded, subject to the
following requirements:
a. Piers shall be accessible to the public daily from sunrise to sunset, and may have
security gates to control access outside of required time frames for accessibility.
b. Signs indicating availability for public use shall be clearly posted on the landward
portion of the pier for all piers retained.
c. Gangways and docks on these four piers may remain closed to the public. See
Figure PD1.5, Major Components of a Pier.
PD1.2 The pier at the La Playa Yacht Club may remain as its current use, in the location
shown in Figure PD1.1, and is exempt from the requirements of PD1.1.
PD1.3 No new quasi-private/quasi-public piers associated with residential properties, or
for residential
FIGURE PD1.5 use, shall
- Major be allowed.of a Pier
Components
Pier
Gangway
Dock
Figure PD1.5 Major Components of a Pier

PD 1
PORT MASTER PLAN
5.1.2(C) Planned Improvements
This section describes the extent of planned improvements for landside access, coastal access,
and visitor-serving commercial uses.
5.1.2(C)-I Landside Access
Mobility Hubs
PD1.4 Develop a Connector Mobility Hub on the
western portion of Shelter Island Drive, near
the Shelter Island Pier, as generally depicted See Section 4.1 (Chapter 4,
in Figure PD1.3. The mobility hub shall: Baywide Development Standards)
a. Meet the criteria for Connector Mobility for more information about
mobility hubs.
Hub, or larger hub, in accordance with
the requirements of Chapter 4, Baywide
Development Standards; and
b. Provide wayfinding and pathway connections to connect to the existing water-
based transfer point located on the Shelter Island Pier.
PD1.5 Develop a Local Gateway Mobility Hub at the Shelter Island Yacht Basin, near
the intersection of Anchorage Lane and Shelter Island Drive (Entry Segment), as
generally depicted in Figure PD1.3. The mobility hub shall:
a. Meet the criteria for Connector Mobility Hubs, or larger hub, in accordance with
the requirements of Chapter 4, Baywide Development Standards; and
b. Provide wayfinding and pathway connections the potential water-based transfer
point in the West Basin, when established.
Bayfront Circulator
PD1.6 Develop and operate a bayfront circulator, as
generally depicted in Figure PD1.3, to provide
connections between the Shelter Island, See Section 3.2.3(C) (Chapter
Harbor Island, and Embarcadero Planning 3.2, Mobility Element) for more
Districts. The bayfront circulator may be information about the bayfront
phased so that it starts during the summer circulator.
months and, if demand warrants, is then
expanded during other times of the year.
PD 1
PORT MASTER PLAN
Roadway Improvements
PD1.7 Enhance the public realm along Shelter Island Drive (Entry Segment), between the
District’s boundary and the Shelter Island roundabout, as the gateway to Shelter
Island, linking Shelter Island and the adjacent City of San Diego jurisdiction. This
may include the following improvements; however, no improvements to on-street
parking or drive lanes are planned:
a. Updating gateway signage at the entrance to Shelter Island Drive;
b. Improving wayfinding signage; and
c. Creating wider sidewalks.
PD1.8 Reconfigure Shelter Island Drive (Island Segment) between the Shelter Island
roundabout and the Yokohama Friendship Bell roundabout, as generally depicted
in Figure PD1.6:
a. Narrowing to two general travel lanes;
b. Reconfiguring existing off-street parking into diagonal on-street parking;
c. Creating a multi-use path between the waterside promenade and the street,
along the south side of Shelter Island Drive; and
d. Upon reconfiguration, expanding and activating Recreation Open Space on the
bayside of Shelter Island Drive, as described in PD1.9.
FIGURE PD1.6 - Illustrative of Shelter Island Drive Reconfiguration
LEGEND
1 2 General Travel Lanes
2 On-Street Diagonal Parking

1 2 3 4 5 Note: Additional parking may
be provided in a mobility hub.
SHELTER ISLAND DRIVE
SHELTER ISLAND DRIVE
3 Multi-Use Path
SAN DIEGO BAY
SAN DIEGO BAY

PARKING LOT
4 Expanded Recreation
Open Space
5 Expanded Waterside Promenade
Existing Conceptual
Figure PD1.6 Illustrative Diagram of Shelter Island Drive Reconfiguration

PD 1
PORT MASTER PLAN

PD1.9 Upon reconfiguration of Shelter Island Drive, as described in PD1.8 and generally
depicted in Figure PD1.6, expand and activate the Recreation Open Space with the
following improvements:
a. An expanded waterside promenade, as described in PD1.31;
b. A series of garden spaces;
c. An amenity zone, landside of the waterside promenade; and
d. Up to five activating features, three of which may be pavilions, in accordance
with the requirements of Chapter 4, Baywide Development Standards.
Anchorage Lane Activation
PD1.10 Develop an activating feature, in accordance with the requirements of Chapter 4,
Baywide Development Standards, at the intersection of Anchorage Lane and Shelter
Island Drive, which may include public art and/or interpretive signage, designed to
celebrate the maritime heritage of Shelter Island and create a welcoming entrance
to the planning district.
Pedestrian Crossings
PD1.11 Develop enhanced pedestrian crossing facilities at intersections and midblock
crossings, such as bulb-outs or curb extensions, in conjunction with controlled
crossings or high-visibility crosswalks, to facilitate pedestrian access, shorten
crossing distance, and slow traffic at pedestrian crossing facilities.
PD1.12 Modify pedestrian access to and from the Yokohama Friendship Bell, with the
following improvements:
a. Sidewalks, and curbs and gutters, surrounding the roundabout;
b. Improved pedestrian crossings, with bulb-outs, high-visibility crossings, and/or
speed tables with decorative paving;
c. An additional pedestrian trail, or sidewalk, in the Yokohama Friendship Bell
roundabout area, to link it to adjacent sidewalks and/or nearby promenades or
walkways; and
d. Safety improvements, such as flashing stop signs and caution signs (or similar),
to slow down traffic.
La Playa Trail
PD1.13 Maintain and improve the La Playa Trail for the benefit of public coastal access and
natural resources, as a nature trail, subject to all of the following:
a. The trail shall be used for walking only;
b. The trail surface shall be unpaved and composed of natural materials;
c. The usable trail area shall remain as is, including a variable width and shall not
be expanded; and
d. Safety barriers of minimal design, such as post-rope, split-rail, or similar design,
may be included where necessary along the edges of the trail.
PD 1
PORT MASTER PLAN
PD1.14 If ongoing erosion makes any segment(s) of the La Playa Trail unsuitable for public
use by creating health and safety risks, or if it creates the need to protect natural
resources, the following requirements shall apply:
a. Maintain and restore the trail in place, and then, if necessary, relocate the trail
away from the water toward the District’s landward jurisdictional boundary;
b. If shoreline restoration is necessary and it would be feasible to preserve continuous
use of the trail, incorporate natural materials or nature-based shoreline adaptation
strategies into the restoration and other improvements; and
c. If the trail is relocated, ensure that it adheres to the standards set forth under PD1.13.
PD1.15 Preserve the La Playa Trail trailhead cultural marker, located at Talbot Street.
PD1.16 Enhance the La Playa Trail trailhead at Talbot Street, with minimal activating features,
including additional seating, public art, informational and interpretive signage, and
bollards made from natural materials, to control access.
PD1.17 Prohibit restrooms from the La Playa Trail trailhead.
PD1.18 Preserve the La Playa Trail trailhead as a Scenic Vista Area, as described in PD1.33.
5.1.2(C)-II Coastal Access
Water-Based Transfer Points and Short-Term Public Docking
PD1.19 Modify, or replace in-kind, the existing water-based transfer point at the Shelter
Island Pier, as generally depicted in Figure PD1.3.
PD1.20 Allow development of up to four water-based transfer points in the following
locations, as generally depicted in Figure PD1.3:
a. Near the intersection of Anchorage Lane and Shelter Island Drive (Entry
Segment);
b. Northeast of the opening of the Shelter Island Yacht Basin;
c. At the opening of the Shelter Island Yacht Basin; and
d. In between the Shelter Island Boat Launch and Shelter Island Pier. This water-
based transfer point should be developed for small recreational water-craft,
such as dinghies.
PD1.21 Modify, or replace in-kind, existing short-term public docking in the following
a. Northeast of the opening of the Shelter Island Yacht Basin;
b. Opening of Shelter Island Yacht Basin; and
c. Southeast corner of the Shelter Island Yacht Basin.
PD1.22 Develop up to four additional short-term public docking slips in association with
recreational marina-related facilities, provided there is no net increase in slips within
the subdistrict.
Recreational Marina Facilities
PD1.23 Modify, or replace in-kind, existing recreational marina-related facilities in the Shelter
Island Yacht Basin, provided there is no unmitigated increase in shading or fill.
PD 1
PORT MASTER PLAN
Hand-Launched Nonmotorized Watercraft

PD1.24 Maintain existing launch areas for hand-launched nonmotorized watercraft in the
following locations, as generally depicted in Figure PD1.3:
a. Along the Shelter Island Drive (Island Segment), west of the Shelter Island Boat
Launch; and
b. Kellogg Beach.
PD1.25 Develop one launch area for hand-launched nonmotorized watercraft, near the
intersection of Anchorage Lane and Shelter Island Drive (Entry Segment), as
generally depicted in Figure PD1.3.
Shelter Island Boat Launch
PD1.26 Maintain the Shelter Island Boat Launch, to provide a facility for watercraft landing
and facilitate public access.
Anchorages
PD1.27 Modify, or replace in-kind, the Shelter Island Anchorages, including the A-1, A-1a,
A-1b, and A-1c anchorage areas.
PD1.28 Allow for modifications to moorings to accommodate a cumulative increase of up
to 10 moored vessels at existing Shelter Island Anchorages, including the A-1, A-1a,
A-1b, and A-1c anchorage areas, provided the boundaries of each of the anchorages
does not change, and there is no unmitigated increase in shading or fill.
5.1.2(C)-III Visitor-Serving Commercial Uses

Overnight Accommodations
PD1.29 Modify, or replace in-kind, existing hotel rooms, including associated retail, restaurant
and/or meeting space to the same or lesser size and in the same general footprint
along Shelter Island Drive (Island Segment).
PD1.30 No new hotel rooms are planned or allowed.
PD 1
PORT MASTER PLAN
5.1.2(D) Development Standards
In addition to Chapter 4, Baywide Development Standards, the following standards apply to
development in the West Shelter Island Subdistrict. The standards provide requirements for
development, as well as the size, location, siting, and orientation of required public realm features
or buildings and structures.
5.1.2(D)-I Public Realm Standards

Pathways
PD1.31 Provide a continuous waterside promenade, to offer public coastal access along the
waterfront, in accordance with the requirements in Chapter 4, Baywide Development
Standards:
a. Waterside promenades shall be required as part of all development that abuts
the waterfront and that is not a coastal-dependent use, and in any other location
where a waterside promenade is generally depicted in Figure PD1.4.
b. Where adjacent to Recreation Open Space in the West Shelter Island Subdistrict,
waterside promenades shall have a minimum width of 20 feet, in accordance
with the requirements of PD1.9, as generally depicted in Figure PD1.7.
c. In all other areas in the West Shelter Island Subdistrict, waterside promenades
shall have a minimum width of 12 feet, as generally depicted in Figure PD1.8.
The La Playa Trail is classified as a nature trail, not a waterside promenade, and the
applicable planned improvements are described in PD1.13 through PD1.18 for the La Playa
Trail.
PD1.32 Provide walkways to offer physical access perpendicular to the waterfront, in the
mapped locations generally depicted in Figure PD1.4, and in accordance with the
requirements in Chapter 4, Baywide Development Standards.
PD 1
FIGURE PD1.7 - Cross-Section of West Shelter Island Waterside Promenade in Recreation Open Space
Progress Draft: Not intended to depict actual tree or furniture selection.
PORT MASTER PLAN
Welcome Welcome
Welcome Welcome Welcome Welcome
Amenity Zone Welcome Welcome
Water Waterside Recreation

Promenade Open Space
FIGURE PD1.8 - Cross-Section of20’
West
min. Shelter Island Waterside Promenade
Figure PD1.7 Cross-Section of West Shelter Island Waterside Promenade in Recreation Open Space
For illustrative purposes only
. pd2.5
8 pd1.7 Harbor Drive sidewalk
Welcome Welcome
lcome Welcome
Water
Waterside
Promenade
12’ min.
PORT MASTER PLAN | Draft Work Product - For Discussion Only - Attorney-Client Privilege | October 19, 2020
Figure PD1.8 Cross-Section of West Shelter Island Waterside Promenade

For illustrative purposes only. pd2.
and East Harbor pd1.8 pd1.7 Harbor
PD 1
PORT MASTER PLAN
Views
PD1.33 Preserve scenic vista areas in accordance with the requirements of Chapter 4,
Baywide Development Standards, in the following locations as generally depicted
in Figure PD1.4:
a. View of the Bay, from Kellogg Beach;
b. View of the La Playa waterfront from the Southwestern Yacht Club leasehold;
c. View of the Shelter Island Yacht Basin from the La Playa trailhead;
d. View of the Shelter Island Yacht Basin from the water’s edge near Shelter Island
Drive at Anchorage Lane;
e. View of the Bay from Shelter Island Shoreline Park, north of Anchorage A-1c;
f. View of the Bay from Shelter Island Park near Shelter Island Pier; and
g. View of the Bay and Pacific Ocean from Shelter Island Point.
PD1.34 Preserve view corridor extensions to protect views from public rights-of-way in
accordance with the requirements of Chapter 4, Baywide Development Standards,
in the following locations as generally depicted in Figure PD1.4:
a. Bessemer Street;
b. Nichols Street; and
c. McCall Street.
5.1.2(D)-II Building Standards
Structure Height
PD1.35 Structures shall not exceed 30 feet in height.
Parking
PD1.36 Provide parking for the general public as follows:
a. The location and configuration of existing parking areas may be modified if an
equivalent amount of public parking is provided through a mobility hub, on-
street parking, or a combination, subject to the requirements of the Mobility
Element.
b. The parking lot directly adjacent to the Shelter Island Boat Launch should
provide convenient parking for boat trailers and others using the launch as an
access point into the Bay.
c. Diagonal on-street parking is not allowed where its location creates a conflict
with ingress to/egress from the Shelter Island Boat Launch.
PD 1
PORT MASTER PLAN
5.1.3 East Shelter Island Subdistrict

5.1.3(A) Vision
Continue East Shelter Island’s strong support for the area’s boating and fishing
communities, integrated with visitor-serving uses.
The vision for East Shelter Island includes improved public access through enhanced mobility
and pedestrian connections, to allow workers and visitors to safely work and explore the area.
The Plan enables the development of new opportunities that will complement the commercial
fishing and sportfishing industries, and promote recreational boating. The intensity of commercial
development is not planned to substantially increase. Future development and planned
improvements are intended primarily to further enhance and enliven the area, consistent with the
subdistrict’s character and scale of development.
Planned improvements in East Shelter Island will enhance water and land mobility through new
or improved water-based transfer points, recreational marina facilities, public docking, roadway
reconfigurations, a mobility hub, and the integration of a bayfront circulator. Modifications to
the existing commercial fishing marina will modernize the facility and increase capacity. Planned
improvements associated with visitor-serving commercial amenities, such as hotels, retail, and
restaurant uses will improve the amenities and provide safe public access between the water and
land. Planned public access improvements focus on the pedestrian experience by enhancing the
walkability of existing pathways and creating a continuous waterside promenade that integrates
a variety of scenic view areas.
The East Harbor Island Subdistrict planned improvements provide requirements for the
to building design and public realm design. There are no special allowances identified in this
subdistrict.
No special allowances are included for the East Shelter Island Subdistrict.
PD 1
PORT MASTER PLAN
Mobility Hubs
PD1.37 Develop a Connector Mobility Hub south of
North Harbor Drive, as generally depicted in
Figure PD1.3. The mobility hub shall: See Section 4.1 (Chapter 4,
a. Meet the criteria for Connector Mobility Baywide Development Standards)
Hub, or larger hub, in accordance with for more information about
mobility hubs.
b. Provide wayfinding and pathway
connections to connect to the existing water-based transfer point and existing
short-term public docking south of the North Harbor Drive and adjacent to Point
Loma Marina Park.
Bayfront Circulator
PD1.39 Modify North Harbor Drive to accommodate vehicular traffic, pathways, and
bikeways.
PD1.40 Modify Nimitz Boulevard to accommodate vehicular traffic, pathways, and bikeways.
Pedestrian Crossings
PD1.41 Provide enhanced pedestrian crossing facilities at intersections and midblock
crossings, such as bulb-outs or curb extensions, in conjunction with controlled
crossings or high-visibility crosswalks, to facilitate pedestrian access, shorten
walking distance, and slow traffic at the pedestrian crossing facilities.
Multi-use Path
PD1.42 Develop a multi-use path to connect Shelter Island to Spanish Landing Park, located
in the Harbor Island Planning District, in coordination with the adjacent jurisdictions
and appropriate agencies.
PD 1
PORT MASTER PLAN
PD1.43 Modify, or replace in-kind, the existing water-based transfer points and the existing
short-term public docking in the following locations, as generally depicted in Figure
PD1.3:
a. Adjacent to Point Loma Marina Park, including the existing dinghy dock;
b. Opening of America’s Cup Harbor; and
c. At America’s Cup Harbor, near the intersection of Anchorage Lane and Shelter
Island Drive.
PD1.44 Develop a water-based transfer point at the southern end of Shelter Island Drive
(Entry Segment), in America’s Cup Harbor, as generally depicted in Figure PD1.3.
This water-based transfer point should be developed for small recreational water-
craft, such as dinghies.
PD1.45 Allow development of up to two additional short-term public docking slips, in
association with recreational marina-related facilities.
PD1.46 Modify, or replace in-kind, existing recreational marina-related facilities in America’s
Cup Harbor, provided there is no unmitigated increase in shading or fill.
PD1.47 Allow for development up to 35 additional recreational boat berthing vessel slips
and associated recreational marina-related facilities in this subdistrict, to allow for
the accommodation of various-sized vessels.
Anchorages
PD1.48 Modify, or replace in-kind, the moorings in America’s Cup Harbor Anchorage (A-2).
PD1.49 Allow for modifications to moorings to allow for an increase of up to 20 moored
vessels at America’s Cup Harbor Anchorage (A-2) provided the boundaries of the
anchorage do not change and there is no unmitigated increase in shading or fill.

Retail and Restaurant
PD1.50 Modify, or replace in-kind, existing retail and/or restaurant space, to the same or
lesser size, and in the same general footprint.
and/or meeting space, to the same or lesser size, and in the same general footprint
along Shelter Island Drive.
PD 1
PORT MASTER PLAN
5.1.3(C)-IV Commercial Fishing Facilities

PD1.53 Modify, or replace in-kind, existing commercial fishing marina facilities in this
subdistrict, provided there is no unmitigated increase in shading or fill.
PD1.54 Allow development of up to 15 additional commercial fishing berthing vessel slips
and associated commercial fishing marina-related facilities in this subdistrict, to
accommodate of various-sized vessels.
development in the East Shelter Island Subdistrict. The standards provide requirements for

Pathways
waterfront in accordance with the requirements in Chapter 4, Baywide Development
Standards:
b. Waterside promenades shall have a minimum width of 12 feet in the East Shelter
Island Subdistrict, as generally depicted in Figure PD1.9.
PD1.56 Provide walkways to offer physical access perpendicular to the waterfront, in the
mapped locations generally depicted in Figure PD1.4, and in accordance with the
requirements in Chapter 4, Baywide Development Standards.
Views
in Figure PD1.4:
a. View of America’s Cup Harbor and the Bay from Point Loma Marina Park; and
b. View of America’s Cup Harbor from the point of East Shelter Island.
a. Garrison Street; and
b. Dickens Street.
PD 1
PORT MASTER PLAN
Welcome Welcome
Welcome
Water Waterside
Promenade
12’ min.
Figure PD1.9 Cross-Section of East Shelter Island Waterside Promenade

For illustrative purposes only. pd2.5
d East Harbor pd1.8 pd1.7 Harbor D
Structure Height
Building Orientation
PD1.60 All non-water-oriented uses located along Shelter Island Drive, between Anchorage
Lane and the Shelter Island Roundabout, shall orient the building’s primary frontage
along Shelter Island Drive.
Fishing Visibility
PD1.61 Orient buildings in a manner that promotes the public visibility of waterside
sportfishing and commercial fishing activities.
PD 1
PORT MASTER PLAN
PD 1
Chapter 5.2
Planning
District
2
San Diego
Bay
Harbor Island
Planning District 2
District Tidelands
0 1.25mi
PORT MASTER PLAN
PLANNING DISTRICTS // Chapter 5.2 - Planning District 2: Harbor Island
The Harbor Island Planning District is a gateway to San Diego and the Downtown, welcoming
visitors to San Diego as a high-quality destination to explore. With nearly 5 miles of waterfront,
the Harbor Island Planning District offers views of the Bay that can be enjoyed from the shoreline
parks, shoreline path and play areas, and restaurants located on the water’s edge of the western
and eastern tips of the island. The Harbor Island Planning District consists of four subdistricts:
West Harbor Island, East Harbor Island, Spanish Landing, and Pacific Highway Corridor.
Figure PD2.1 shows the location and context of the subdistricts that make up the Harbor Island
Planning District.
The West Harbor Island Subdistrict (West Harbor Island) is primarily a visitor-serving, recreational
area with a focus on hospitality and recreation, both on land and in the water. The visitor-serving
focus is illustrated by the availability of a variety of recreational spaces and activities, including
marinas for recreational boaters and Harbor Island Park, with its walking paths and recreational
open spaces. The activities and areas are supported by hotels and restaurants that provide
opportunities for visitors to stay, eat, and explore the area. Located adjacent to the San Diego
International Airport and with views of Naval Air Station North Island, this subdistrict provides
easy physical access for visitors. All visitors have access to expansive views of the water across the
Bay to Downtown San Diego.
The East Harbor Island Subdistrict (East Harbor Island) includes a mix of visitor-serving uses.
Waterside facilities include an established recreational boating marina, as well as restaurants
along the island segment of Harbor Island Drive. The remainder of this subdistrict is composed of
surface parking lots, former off-airport rental car facilities, and the San Diego Harbor Police facility.
Located adjacent to the San Diego International Airport and with views of Naval Air Station North
Island and downtown San Diego, this subdistrict has numerous opportunities for coastal access.
The Spanish Landing Subdistrict (Spanish Landing) includes a linear park formed by Spanish
Landing Park West, Spanish Landing Park East, and Cancer Survivor Park, located along
Harbor Drive adjacent to West Harbor Island. An existing path through these parks serves as
a link connecting these park spaces with pedestrian and bicycle pathways along the District’s
comprehensive open space network. Amenities include a play structure, public art, and surface
parking, as well as a beach area that allows visitors to interact with the water and launch small,
nonmotorized watercraft.
The Pacific Highway Corridor Subdistrict (Pacific Highway) includes the District Administration
Building and associated surface parking, the former rental car services and off-airport parking,
and surface parking lots associated with industrial maritime businesses.

The water and land use designations for the Harbor Island Planning District are shown in

Figure PD2.3 and Figure PD2.4 provide additional information to illustrate the planned
improvements and public realm standards related to coastal access, including mobility, views, and
pathways in the planning district.
PD 2
Figure PD2.1 Harbor Island Planning District Location and Context
WEST HARBOR
ISLAND
SUBDISTRICT
SPANISH
LANDING
SUBDISTRICT
Harbor
Island
Park
WEST
BASIN
San Diego
EAST International
BASIN Airport
EAST HARBOR
ISLAND
SUBDISTRICT
US
SAN DIEGO BAY Coast
Guard
PACIFIC
HIGHWAY
CORRIDOR
SUBDISTRICT
0 0.125 0.25
N
Miles
PD2
PD 2
PORT MASTER PLAN
Table PD2.1 Harbor Island Planning District Water and Land Use Acreages
WATER USES ACRES

Anchorage 9.08
LAND USES ACRES
PD 2
213
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PORT MASTER PLAN
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October 19, 2020

Planning Subdistricts Regional Water-Based Transfer Point
Mobility Hub
Local Gateway Existing Potential
Coastal Zone
Mobility Hub
Potential Bayfront
Permitting Authority Circulator Route Existing Potential
Other
Open Space
Existing Potential
Anchorage
FIGURE PD2.3 HARBOR ISLAND PLANNING DISTRICT - COASTAL ACCESS: MOBILITY 215
PORT MASTER PLAN
PD 2
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October 19, 2020

Planning Subdistricts Scenic Vista Multi-Use Path Sidewalk
Area An accessway intended or suitable for more than one mode (e.g., A non-waterside pathway that provides a dedicated area for pedestrians
pedestrians and bicycles), such as walking, jogging, cycling, and wheelchair adjacent and parallel to a roadway.
Coastal Zone use.
Waterside Promenade Walkway (Non-Waterside)
Not Within District A pathway along the waterfront designed to enhance access and A non-waterside pathway that provides access from the waterfront to the
enjoyment of District Tidelands. Waterside Promenades are primarily for nearest public road perpendicular to the waterfront, also known as vertical
Permitting Authority access or a vertical connection. Walkways are primarily for pedestrians
pedestrians (non-exclusive use) and may also function as a multi-use
Other pathway and/or include a designated multi-use pathway. (non-exclusive use) and may also function as a multi-use pathway and/or
include a designated multi-use pathway.
Recreation
Open Space
Non-District Pathway
Anchorage Not Within District Permitting Authority
FIGURE PD2.4 HARBOR ISLAND PLANNING DISTRICT - COASTAL ACCESS: VIEWS AND PATHWAYS 217
PORT MASTER PLAN
PD 2
PORT MASTER PLAN
5.2.2 West Harbor Island Subdistrict

5.2.2(A) Vision
Create a premier, visitor-serving destination welcoming visitors to San Diego.
The District envisions increased intensity of commercial development with new hotel rooms, retail
and restaurant space, and attractions in West Harbor Island, providing greater opportunities for
visitors to explore and enjoy the area. Future mobility improvements will enhance connections to,
from, and through the subdistrict with dedicated bikeways, a mobility hub, and integration of the
bayfront circulator.
Other planned improvements for West Harbor Island include the reconfiguration of Harbor Island
Drive, creating new areas for recreation areas. Activation of newly formed recreation areas will add
both passive and active amenities to enhance the visitor’s experience in this subdistrict. Waterside
improvements will add or enhance existing water-based transfer points, public docking areas, and
recreational marinas. Finally, the visitor experience will be expanded with a continuous promenade
that provides uninterrupted coastal access that preserves scenic views from the shoreline.
The West Harbor Island Subdistrict planned improvements provide requirements for the
subdistrict.
PD 2
PORT MASTER PLAN
No special allowances are included for the West Harbor Island Subdistrict.
Mobility Hubs
PD2.1 Develop a Local Gateway Mobility Hub on
the western portion of Harbor Island Drive,
as generally depicted in Figure PD2.3. The See Section 4.1 (Chapter 4,
mobility hub shall: Baywide Development Standards)
a. Meet the criteria for Local Gateway for more information about
mobility hubs.
Mobility Hubs, in accordance with the
requirements of Chapter 4, Baywide
based transfer point near the western portion of Harbor Island Drive, on the
basinside of the subdistrict.
Bayfront Circulator
PD2.3 In conjunction with PD2.28, develop an entry gateway on or adjacent to Harbor
Island Drive (Entry Segment) at the entrance to West Harbor Island, welcoming
visitors and highlighting the unique visitor-serving, public access, and recreational
opportunities available on Harbor Island.
PD 2
PORT MASTER PLAN
PD2.4 In conjunction with PD2.29, modify North Harbor Drive, in coordination with other
agencies, by:
a. Narrowing North Harbor Drive to four general travel lanes to accommodate
vehicular traffic;
b. Providing a dedicated transit lane along the south side of North Harbor Drive,
east of Harbor Island Drive, to support a bayfront circulator or other transit
options. The dedicated transit lane is planned to ultimately provide a connection
between the San Diego International Airport and the San Diego Convention
Center; and
c. Developing a multi-use path along the south side of North Harbor Drive, as
generally depicted in Figure PD2.4, adjacent to the dedicated transit lane, to
ultimately connect to the Shelter Island and Embarcadero Planning Districts.
PD2.5 In conjunction with PD2.30, modify Harbor Island Drive (Entry Segment) to
accommodate vehicular traffic, pathways, bikeways, and other improvements,
including:
a. New signage welcoming visitors to San Diego and Harbor Island;
b. An arrival gateway at the intersection of Harbor Drive and Harbor Island Drive;
c. Pedestrian connections between North Harbor Drive and Harbor Island Drive
(Entry Segment), through improvements such as high-visibility crosswalks,
controlled crossings, and curb extensions or safety islands to reduce crossing
distances;
d. Pedestrian and landscape improvements along both the west and east sides of
Harbor Island Drive, as generally depicted in Figure PD2.5, including:
1. Street furniture, seating, and pedestrian lighting;
2. A parkway with landscaping and street trees:
i. The parkway shall be located between the street (roadway) and the
sidewalk;
ii. The parkway shall measure a minimum of 8 feet in width; and
iii. The parkway shall include native and drought-tolerant landscaping; and
3. A multi-use path measuring a minimum width of 12 feet along the west side
of the street; and
4. A sidewalk measuring 8 feet in width along the east side of the street.
e. Safety islands integrated into the design of street crossings to shorten pedestrian
crossing distances where needed; and
f. Where they exist, medians improved in coordination with the design of the
above improvements, which may include a combination of signage, lighting,
landscaping, and/or public art.
PD 2
PORT MASTER PLAN
me
Welcome Welcome
Welcome Welcome
Multi-Use Path Parkway Roadway

(West Side)
12’ min. 8’ min.
Sidewalk
(East Side)
8’ min.
pd2.5
7 Harbor Drive sidewalk
Figure PD2.5 Cross-Section of Harbor Island Drive (Entry Segment) Sidewalk and Parkway
PD 2
PORT MASTER PLAN
PD2.6 Modify the east-west portion of Harbor Island Drive (Island Segment). An illustrative
concept of the improvements is shown in Figure PD2.6. The improvements may
include:
a. Narrowing Harbor Island Drive to two or three general travel lanes to
accommodate vehicular traffic;
b. Reconfiguring off-street public parking as diagonal parking, to increase on-
street parking supply and avoid loss of existing public parking unless parking is
provided in the Local Gateway Mobility Hub as described in PD2.1;
c. Incorporating high-visibility crosswalks in alignment with walkways and at
intersections, including controlled crossings and curb extensions to reduce
crossing distances; and
d. Upon reconfiguration of Harbor Island Drive, expanding and activating
Recreation Open Space as described in PD2.7.
PD2.7 Upon reconfiguration of Harbor Island Drive, as described in PD2.6 and illustrated in
Figure PD2.6, expand and improve the Recreation Open Space, which may include
the following improvements. The improvements should be planned together but
may be implemented in phases:
c. An amenity zone landside of the waterside promenade; and
PD 2
PORT MASTER PLAN
FIGURE PD2.7 - Illustrative of Harbor Drive Reconfiguration
LEGEND
1 2-3 General Travel Lanes
2 On-Street Parking
Note: Additional parking may
be provided in a Mobility Hub.
HARBOR ISLAND DRIVE
HARBOR ISLAND DRIVE

SAN DIEGO BAY
SAN DIEGO BAY

3 Expanded Waterside Promenade
4 Expanded Recreation
Open Space
1 2 3
Existing Conceptual
HARBOR ISLAND DRIVE
HARBOR ISLAND DRIVE

SAN DIEGO BAY
SAN DIEGO BAY

1 2 3
PARKING LOT
Existing (at Recreation Open Space) Conceptual (at Recreation Open Space)
Figure PD2.6 Illustrative of Harbor Island Drive Reconfiguration

PD 2
PORT MASTER PLAN
PD2.8 Modify, or replace in-kind, the existing water-based transfer point at the western
portion of Harbor Island Drive, on the basinside of the subdistrict, as generally
depicted in Figure PD2.3.
PD2.9 Develop up to four short-term public docking slips in association with recreational
marina-related facilities in the West Basin of Harbor Island.
PD2.10 Modify, or replace in-kind, existing recreational marina-related facilities in the West
Basin of Harbor Island provided there is no unmitigated increase in shading or fill.
PD2.11 Develop up to 165 additional recreational boat berthing vessel slips and associated
recreational marina-related facilities in this subdistrict to allow for the accommodation
of various-sized vessels.
Step-Down Areas
PD2.12 Provide step-down areas to offer direct, physical access to the water, and enable
the public to touch the water, as described below:
a. Upon reconfiguration of Harbor Island Drive (see PD2.6 and PD2.7), step-down
areas may be integrated into the area between the Scenic Vista Areas depicted
in Figure PD2.4.
PD2.13 Where provided, integrate step-down areas into the design of adjacent Recreation
Open Space areas.

PD2.14 In the Commercial Recreation-designated area along Harbor Island Drive (Entry
Segment and Island Segments), develop up to 25,000 additional square feet of:
a. Retail and/or retail with restaurant space; or
b. Restaurant space.
PD2.15 Develop up to 1,700 hotel rooms, with up to 32,000 square feet of associated retail
and restaurant, and/or up to 37,000 square feet of meeting space along Harbor
Island Drive (Island Segment).
PD 2
PORT MASTER PLAN
development in the West Harbor Island Subdistrict. The standards provide requirements for

Pathways
waterfront in accordance with the requirements of Chapter 4, Baywide Development
Standards:
b. Waterside promenades shall have a minimum width of 15 feet in the West Harbor
Island Subdistrict, as generally depicted in Figure PD2.7, and aligned with the
guidance in PD2.7.
PD2.17 Provide walkways to offer physical access perpendicular to the waterfront, in
accordance with the requirements of Chapter 4, Baywide Development Standards.
Views
Baywide Development Standards, in the following locations, as generally depicted
in Figure PD2.4:
a. Bayside of Harbor Island Drive near the west point of Harbor Island;
b. Harbor Island Park on the bayside of Harbor Island Drive; and
c. Bayside of Harbor Island Drive (Island Segment) near the intersection of the
Entry and Island Segments of Harbor Island Drive.
PD 2
FIGURE PD2.9 - Cross-Section of West Harbor Island Waterside Promenade andPORT
Setback
MASTER PLAN
Welcome Welcome
Welcome Welcome
Water Waterside Building

Promenade Setback
15’ min. 10’ - 15’ min.
Figure PD2.7 Cross-Section of West Harbor Island Waterside Promenade and Setback

For illustrative purposes only. Harbor Island West Harbor Harbor Island East Harbor
Same for Spanish Landing
PD 2
PORT MASTER PLAN
Structure Height and Setback
PD2.20 Provide a 10- to 15-foot-wide building setback, as generally depicted in Figure PD2.7,
between all waterside promenades and all landside development. The setback area
shall include landscaping and bicycle and pedestrian facilities, such as bike racks,
fixed or movable seating, and/or other possible improvements.
Building Orientation
PD2.21 Buildings located on Tidelands at the intersection of Harbor Drive and Harbor Island
Drive shall be oriented to the corner to create a welcoming entry:
a. Roof forms and other architectural features, such as doors, windows, and
canopies, shall be oriented toward the corner and Harbor Island Drive.
b. Open space, patios, plazas, and/or landscaping may be located at this
intersection; however, they must be accessible and scaled for pedestrian use.
c. Surface parking or structured parking is not allowed to front this intersection
and shall not be oriented toward Harbor Island Drive. Parking should be located
internal to the block, or oriented toward Harbor Drive.
PD2.22 Buildings located on Tidelands along the Harbor Island Drive (Entry Segment)
shall be oriented to front the street and open onto Harbor Island Drive, to create a
pedestrian-oriented “main street” environment.
Parking
PD2.23 The location and configuration of existing
public parking areas may be modified if
an equivalent amount of public parking is
provided through a mobility hub, on-street See Chapter 4.3, Mobility
parking, or a combination, subject to the Element, for additional detail
requirements of the Mobility Element. related to the provision of shared
parking.
PD2.24 When a development site is located between
the waterfront (Bay or Basin) and Harbor
Island Drive, parking shall be located toward
the most interior, roadside portion of the
development site. Parking may be located
partially underground or in a structure but
shall not directly abut the water’s edge.
PD 2
PORT MASTER PLAN
5.2.3 East Harbor Island Subdistrict

5.2.3(A) Vision
Create a regional destination that is welcoming to visitors with improved
mobility, increased recreation, and enhanced coastal access.
The intensity of commercial development in East Harbor Island is planned to increase with new
hotel rooms, retail and restaurant space, and attractions. Mobility improvements will expand
access to and through the area, with the integration of bayfront circulator routes connecting
directly to the San Diego Airport, the Convention Center, and dedicated bikeways. A new mobility
hub, together with water-based transfer points, will provide options for workers and visitors to
transfer between modes of transportation and reduce reliance on single-occupancy vehicles. The
reconfiguration of Harbor Island Drive will allow for safer cycling, while providing new areas for
recreation open space.
New recreation open space areas, created through road reconfiguration and the reuse of off-
airport surface parking and rental car services, will be enhanced with new amenities, such as
active and passive spaces, water step-down areas, and activating features. Planned coastal access
improvements will enhance visitor activity on land and expand access to the water. Pedestrian
connections will be expanded in the subdistrict, with a continuous shoreline promenade that also
preserves scenic views. Waterside facility improvements may enable the consolidation of the San
Diego Harbor Police facility, while providing greater opportunity for visitors to interact with the
water through enhancements to public docking areas, a recreational marina, and a launching area
for nonmotorized watercraft.
The East Harbor Island Subdistrict planned improvements provide requirements for the
The following special allowance, consistent with WLU Goal 2 (Chapter 4.1, Water and Land Use
Element), address unique situations in the East Harbor Island Subdistrict.
Consolidated Harbor Police Facilities

PD2.25 The future consolidation of all of the District’s Harbor Police water and land facilities
may potentially be located within the East Harbor Island Subdistrict. Such a facility
would include development of up to a 15,000-square-foot dock for mooring of patrol
watercraft and include a nearby land area of approximately 3 acres for construction
of a new headquarters building and supporting service areas.
PD 2
PORT MASTER PLAN
Mobility Hubs
PD2.26 Develop a Regional Mobility Hub near the
northwestern portion of the East Basin of
Harbor Island, as generally depicted in Figure See Section 4.1 (Chapter 4,
PD2.3. Baywide Development Standards)
a. The mobility hub shall: for more information about
mobility hubs.
1. Meet the criteria of a Regional
Mobility Hub, in accordance with the
requirements of Chapter 4, Baywide
2. Provide wayfinding and pathway connections to connect to the nearby
water-based transfer points on the northwestern portion of the East Basin
of Harbor Island.
b. Coordinate with agencies that have transportation authority on the location of
an automated people mover station, or another transit connection on Tidelands,
between Shelter Island and the Convention Center.
Bayfront Circulator
PD2.28 In conjunction with PD2.3, develop an entry gateway on or adjacent to Harbor Island
Drive (Entry Segment) at the entrance to East Harbor Island, welcoming visitors and
highlighting the unique visitor-serving, public access, and recreational opportunities
available on Harbor Island.
PD 2
PORT MASTER PLAN
PD2.29 In conjunction with PD2.4, modify North Harbor Drive, in coordination with other
agencies, by:
a. Narrowing North Harbor Drive to four general travel lanes to accommodate
vehicular traffic;
b. Providing a dedicated transit lane along the south side of North Harbor Drive,
east of Harbor Island Drive, to support a bayfront circulator or other transit
options. The dedicated transit lane is planned to ultimately provide a connection
between the San Diego International Airport and the San Diego Convention
Center; and
c. Developing a multi-use path along the south side of North Harbor Drive, as
ultimately connect to the Shelter Island and Embarcadero Planning Districts.
PD2.30 In conjunction with PD2.5, modify Harbor Island Drive (Entry Segment) to
accommodate vehicular traffic, pathways, bikeways, and other improvements,
including:
a. New signage welcoming visitors to San Diego and Harbor Island;
b. An arrival gateway at the intersection of Harbor Drive and Harbor Island Drive;
c. Pedestrian connections between North Harbor Drive and Harbor Island Drive
(Entry Segment), through improvements such as high-visibility crosswalks,
controlled crossings, and curb extensions or safety islands to reduce crossing
distances; and
d. Pedestrian and landscape improvements along both the west and east sides of
Harbor Island Drive, as generally depicted in Figure PD2.5, including:
2. A parkway with landscaping and street trees:
sidewalk;
iii. Landscaping shall include native and drought-tolerant landscaping.
3. A multi-use path measuring a minimum width of 12 feet along the west side
of the street; and
4. A sidewalk measuring 8 feet in width along the east side of the street.
e. Where they exist, medians improved in coordination with the design of the
above improvements, which may include a combination of signage, lighting,
enhanced landscaping, and/or public art.
PD 2
PORT MASTER PLAN
PD2.31 Modify the east-west portion of Harbor Island Drive (Island Segment), which may
include the following improvements:
a. Narrowing to two or three general travel lanes, to accommodate vehicular traffic;
b. Reconfiguring off-street public parking as diagonal parking, to increase on-
street parking supply and avoid loss of existing public parking unless parking is
provided in the Regional Mobility Hub as described in PD2.26;
c. Incorporate high-visibility crosswalks in alignment with walkways and at
intersections, including controlled crossings and curb extensions to reduce
crossing distances; and
d. Upon reconfiguration of Harbor Island Drive, expanding and activating
Recreation Open Space as described in PD2.33.
PD 2
PORT MASTER PLAN
PD2.32 Modify Liberator Way, which may include the following improvements:
a. Narrowing to two general travel lanes to accommodate vehicular traffic;
b. On-street parking;
c. Crosswalks at Liberator Way and Harbor Island Drive; and
d. Pedestrian and landscape improvements along both sides of Liberator Way, as
generally depicted in Figure PD2.8, including:
2. A parkway with enhanced landscaping and street trees:
sidewalk;
iii. The parkway shall include native and drought-tolerant landscaping; and
3. Sidewalks
FIGURE shall measureof
PD2.10 - Cross-Section a Liberator
minimumWay width of 8 feet along each side of the
street.
Welcome Welcome
Welcome Welcome
Development
Setback Sidewalk Parkway Roadway
9’ min. 8’ min. 9’ min.
Figure PD2.8 Cross-Section of Liberator Way Pedestrian Realm

pd2.9
pd2.13
PD 2
PORT MASTER PLAN

PD2.33 Upon reconfiguration of Harbor Island Drive, as described in PD2.31, expand and
include activating features in the Recreation Open Space, which may provide the
following improvements as generally depicted in Figure PD2.6:
c. An amenity zone landside of the waterside promenade; and
PD2.34 Develop water-based transfer points in the following locations, as generally depicted
in Figure PD2.3:
a. The northwest side of the East Basin of Harbor Island; and
b. The northeast side of the East Basin of Harbor Island. This water-based transfer
point should also be developed to allow for small recreational watercraft, such
as dinghies.
PD2.35 Maintain existing short-term public docking in the East Basin of Harbor Island.
PD2.36 Develop one short-term public docking slip in the northwest side of the East Basin
of Harbor Island.
PD2.37 Modify, or replace in-kind, existing recreational marina-related facilities in the East
Basin of Harbor Island provided there is no unmitigated increase in shading or fill.
PD2.38 Develop up to 60 additional recreational boat berthing vessel slips and
associated recreational marina-related facilities in this subdistrict, to allow for the
accommodation of various-sized vessels.
PD2.39 Develop a launch area for hand-launched nonmotorized watercraft on the northeast
side of the East Basin, as generally depicted in Figure PD2.3.
Anchorages
PD2.40 Modify, or replace in-kind, the moorings in the Harbor Island Anchorage (A-9).
PD2.41 Allow for modifications to moorings to allow for an increase of up to five moored
vessels at existing Harbor Island Anchorage (A-9), provided the boundaries of the
PD 2
PORT MASTER PLAN
Step-Down Areas
PD2.42 Provide step-down areas to offer direct, physical access to the water, and enable
the public to touch the water, as generally described below:
a. At the west end of the basin;
b. At the northeastern edge of the basin, in the vicinity of the Scenic Vista Area;
and
c. Upon reconfiguration of Harbor Island Drive, in Recreation Open Space.
PD2.43 Where provided, step-down areas should be integrated into the design of adjacent
Recreation Open Space areas.

Retail, Restaurant and Overnight Accommodations
PD2.44 In the Commercial Recreation-designated area north of the basin, develop retail,
restaurant and/or overnight accommodations, as described below:
a. Overnight accommodations of up to 1,360 hotel rooms with up to 40,000
square feet of meeting space; and/or
b. 92,500 square feet of associated retail and/or retail with restaurant; or
c. 92,500 square feet of restaurant.
PD2.45 In the Commercial Recreation-designated area north of the basin, develop a site
that has been reserved for the provision of lower cost overnight accommodations
with up to 400 beds (or equivalent rooms) and may be constructed as a component
of the Regional Mobility Hub in this subdistrict. This may also include associated
visitor-serving retail, restaurant, and/or meeting space.
PD2.46 As approved under the previously certified Port Master Plan (in 1991), develop up to
500 hotel rooms. This may also include associated visitor-serving retail, restaurant,
and/or meeting space, including piers, and ancillary uses, along Harbor Island Drive,
near the intersection of the Entry Segment and Island Segment of Harbor Island
Drive.
PD 2
PORT MASTER PLAN
development in the East Harbor Island Subdistrict. The standards provide requirements for

Pathways
Standards, and Figure PD2.9:
b. Where adjacent to Recreation Open Space in the East Harbor Island Subdistrict,
waterside promenades shall have a minimum width of 20 feet.
c. In all other areas in the East Harbor Island Subdistrict, waterside promenades
shall have a minimum width of 15 feet.
FIGURE PD2.11Provide
PD2.48 - Cross-Section
walkways oftoEast
offerHarbor Island
physical Waterside
access Promenade
perpendicular andwaterfront:
to the Setback
a. In the mapped locations generally depicted in Figure PD2.4 and in accordance
with the requirements of Chapter 4, Baywide Development Standards; and
b. Walkways in the locations depicted in Figure PD2.4, which link the basin with
North Harbor Drive, shall measure a minimum of 60 feet in width.
.
Welcome Welcome
Welcome Welcome
Welcome Welcome
Water
Waterside Setback
Promenade
Recreation Open Space - 20’ min 10’ - 15’ min.

Other Areas - 15’ min
Figure PD2.9 Cross-Section of East Harbor Island Waterside Promenade and Setback
bor Island West Harbor Harbor Island East Harbor pd1.8
e for Spanish Landing
PD 2
PORT MASTER PLAN
Views
in Figure PD2.4:
a. View of the Bay from the northeast side of the East Basin of Harbor Island; and
b. View of the Bay from the eastern point of Harbor Island.
Building Setbacks
PD2.50 Buildings shall be set back a minimum of 26 feet from the Liberator Way curb.
PD2.51 Buildings shall be set back a minimum of 20 feet from the North Harbor Drive right-
of-way.
PD2.52 For all other areas in this subdistrict, a 10- to 15-foot-wide development setback
between all waterside promenades and all landside development shall be provided:
a. The development setback may include landscaping, public access, and activating
features, as well as bicycle and pedestrian facilities, such as bike racks and fixed
or movable seating.
b. Parking is not permitted within the development setback.
Structure Height
PD2.54 Upper story stepbacks shall be provided, limiting structure height to a maximum of
two stories and a height of 40 feet in the following locations, as generally depicted
in Figure PD2.10:
a. Between 26 feet and 51 feet from Liberator Way;
b. Between 20 feet and 45 feet from North Harbor Drive; and
c. Within the 25 feet adjacent to any walkways.
Parking
PD2.55 The location and configuration of existing
public parking areas may be modified if
an equivalent amount of public parking is
provided through a mobility hub, on-street See Chapter 4.3, Mobility
parking, or a combination, subject to the Element, for additional detail
requirements of the Mobility Element. related to the provision of shared
parking.
PD2.56 When a parcel is located between the
waterfront (Bay or basin) and Harbor Island
Drive, parking shall be located toward the
most interior, roadside portion of the parcel. Parking may be located partially
underground or in a structure but shall not directly abut the water’s edge.
PD 2
d Driv
r Islan
Harbo
PORT MASTER PLAN
N Ha
rbor
Driv
L ib e
e
rato
r Wa
y
Plan diagram of East Harbor Island between Liberator Way and N. Harbor Drive.
160’
40’
15’ Liberator 26’ 25’ 25’ 20’ North Harbor

1 Way Drive
55’ - 137’
North-South cross-section.
Recreation Open Space Required Upper Story Stepback
Required Setback along Liberator Way Walkway (Minimum Width of 60 feet)
Required Setback along North Harbor Drive 1 Waterside Promenade
Maximum Structure Height
Figure PD2.10 Conceptual Diagram of East Harbor Island Structure Height and Setbacks
PD 2
PORT MASTER PLAN
5.2.4 Spanish Landing Subdistrict

5.2.4(A) Vision
Preserve Spanish Landing’s recreation and pedestrian-focused character while
enhancing bicycling and transit access and expanding commercial amenities.
The intensity of commercial development is expected to increase in Spanish Landing, with the
addition of new retail and restaurant space. Future waterside development will promote public
access throughout the area and activate the shoreline with a continuous waterfront promenade.
Planned improvements will enhance mobility opportunities, increase recreation activity, and
enhance coastal access. Visitors and workers will have more opportunities to move around Spanish
Landing with integration of the bayfront circulator, dedicated bikeways, and enhancements to
waterside facilities, such as a new transient dock and water-based transfer point. New commercial,
retail, and restaurant space will provide the opportunity to explore and enjoy the landside of Spanish
Landing, while maintaining an existing launch area for nonmotorized watercraft will continue to
encourage use of the water. Planned coastal access improvements will improve the pedestrian
experience, with a continuous promenade that offers scenic views from the shoreline, parks, and
water step-down areas.
The Spanish Landing Subdistrict planned improvements provide requirements for the
to building design and public realm design. There are no special allowance standards
identified in this subdistrict.
PD 2
PORT MASTER PLAN
No special allowances are included for the Spanish Landing Subdistrict.
Bayfront Circulator
PD2.58 Modify North Harbor Drive in coordination with other agencies by:
a. Narrowing to four general travel lanes to accommodate vehicular traffic; and
b. Developing a multi-use path along the south side of North Harbor Drive as
ultimately connect the Shelter Island, Harbor Island, and Embarcadero Planning
Districts.
Spanish Landing Park Access Improvements
PD2.59 Develop a multi-use path to connect Spanish Landing Park to Shelter Island in
coordination with the adjacent jurisdictions and appropriate agencies.
PD2.60 Develop a water-based transfer point at the northwest side of the West Basin of
Harbor Island along Spanish Landing Park, as generally depicted in Figure PD2.3.
PD2.61 Maintain the existing launch area for hand-launched nonmotorized watercraft on the
southside of Spanish Landing Park in the West Basin of Harbor Island, as generally
PD 2
PORT MASTER PLAN

PD2.62 In the Commercial Recreation-designated area along Spanish Landing, develop up
to 90,000 additional square feet of:
development in the Spanish Landing Subdistrict. The standards provide requirements for

Pathways
PD2.63 Provide a continuous waterside promenade to offer public coastal access along the
Standards, and Figure PD2.11:
b. Waterside promenades shall have a minimum width of 15 feet in the Spanish
Landing Subdistrict.
PD2.64 Provide walkways to offer physical access perpendicular to the waterfront, in
Views
in Figure PD2.4:
a. View of the Bay from the western edge of Spanish Landing Park;
b. View of the West Basin of Harbor Island and Bay from the middle of Spanish
Landing Park; and
c. View of the West Basin of Harbor Island from the eastern edge of the Spanish
Landing Subdistrict.
PD 2
PORT MASTER PLAN
FIGURE PD2.14 - Cross-Section of Spanish Landing Waterside Promenade
Welcome Welcome
Water
Waterside
Promenade Setback
15’ min. 10’ min.
Figure PD2.11 Cross-Section of Spanish Landing Waterside Promenade

pd2.13
Structure Height
Development Setback
PD2.67 Provide a 10-foot-wide development setback between all waterside promenades
and all landside development, as generally depicted in Figure PD2.11:
a. The development setback shall include landscaping, public access, and
waterfront activation, as well as bicycle and pedestrian facilities, such as bike
racks and fixed or movable seating.
b. Parking is not permitted within the development setback.
Parking
PD2.68 Modifications may be made to the location and configuration of existing public
parking areas if an equivalent amount of public parking is maintained.
PD 2
PORT MASTER PLAN
5.2.5 Pacific Highway Corridor Subdistrict

5.2.5(A) Vision
Improve multimodal access in the Pacific Highway Corridor while providing
opportunities for limited commercial development and lower cost overnight
accommodations.
The District envisions the existing roadway, administrative, and parking uses will be preserved
throughout the area, while also providing limited commercial development and lower cost
opportunities for visitors to stay on Tidelands. Planned improvements proposed for this subdistrict
include enhanced mobility connections that offer enhanced access for vehicular traffic, pedestrians,
and bicyclists, as well as supporting regional mobility.
The Pacific Highway Subdistrict planned improvements provide requirements for the
subdistrict.
No special allowances are included for the Pacific Highway Corridor Subdistrict.
This section describes the extent of planned improvements for landside access and visitor-serving
commercial uses.
Road Improvements
PD2.69 Modify Pacific Highway to accommodate vehicular traffic, pathways, and bikeways.
5.2.5(C)-II Visitor-Serving Commercial Uses

PD2.70 In the Commercial Recreation-designated area along Pacific Highway, develop a site
that has been reserved for the provision of lower cost overnight accommodations
with up to 1,000 beds (or equivalent in rooms). This may also include associated
visitor-serving retail, restaurant, and/or meeting space.
PD 2
PORT MASTER PLAN
development in the Pacific Highway Corridor Subdistrict. The standards provide requirements for
structure height.
Structure Height
PD 2
Chapter 5.3
Planning
District
3
San Diego
Bay
Embarcadero
Planning District 3
District Tidelands
0 1.25mi
PORT MASTER PLAN
PLANNING DISTRICTS // Chapter 5.3 - Planning District 3: Embarcadero
The Embarcadero Planning District is home to more than 4 miles of waterfront lined with an
assortment of commercial, visitor-serving, recreational, and industrial uses. The planning district
is conveniently located south of the San Diego International Airport; adjacent to Downtown San
Diego and three of its communities, which include residential populations (Little Italy, Columbia
District, and Marina District); and close to regional roadways, freeways, and transit providing
multiple opportunities for local and distant visitors to access the Bay. The Embarcadero Planning
District is vibrant, with broad regional recreation opportunities, bayfront coastal access, tourism,
and economic value. This waterfront area combines visitor- and marine-serving uses with waterside
maritime activities that showcase and celebrate the history of San Diego’s waterfront, including
commercial fishing, maritime museums, military history, recreational boating, and recreation
areas, all of which contribute to the area’s dynamic urban setting and enliven the waterfront
user experience. The Embarcadero Planning District consists of three distinct subdistricts: North
Embarcadero, Central Embarcadero, and South Embarcadero. Figure PD3.1 shows the location
and context of the subdistricts that compose the Embarcadero Planning District.
The North Embarcadero Subdistrict is considered the “front door” to San Diego for travelers arriving
by sea, land, or air because it offers a vibrant mix of visitor-serving commercial and recreational
activities and internationally recognized attractions that showcase and celebrate the history of
San Diego’s waterfront. The subdistrict provides a diverse waterside experience with commercial
fishing, water-based transit vessel berthing, recreational vessel berthing, and cultural facilities in
the form of historic ship berthing and water-based museums. The cruise ship operations are the
core of the subdistrict with facilities on B Street Pier and Broadway Pier connecting visitors to
Tidelands and downtown San Diego. A waterside promenade providing continuous waterside
access extends the entire subdistrict with public art features and plaza areas for visitors to rest
and explore Tidelands.
The Central Embarcadero Subdistrict provides a mix of recreational, visitor-serving commercial,
and commercial fishing uses. Waterfront open spaces, such as Tuna Harbor Park, Ruocco Park,
and Embarcadero Marina Park North, provide recreational opportunities and expansive views of
the water. Tuna Harbor Basin, home to San Diego’s well-established historic commercial fishing
industry, allows visitors to see activities such as net mending and fish offloading firsthand, as well
as visit the commercial fishermen’s Dockside Market. In 1998, Old Police Headquarters was added
to the National Register of Historic Places, and has since then, it has been rehabilitated into a
vibrant shopping, dining, and entertainment destination. Old Police Headquarters, together with
Seaport Village’s small-scale commercial development located along the waterfront, provides
visitors with a mix of restaurants and specialty retail.
The South Embarcadero Subdistrict provides a mix of commercial and recreational uses, including
the San Diego Convention Center, hotels, and park space. Waterside experiences include recreational
boat berthing and fishing opportunities. Embarcadero Marina Park South includes a permanent
performance venue that is publicly accessible. Visitors have views of maritime operations, the
Coronado Bridge, and the Coronado Bayfront. An existing ferry service is located west of the
convention center, providing service to and from Coronado.

The water and land use designations for the Embarcadero Planning District are shown in Figure
PD3.2. The acreage of each water and land use designation is summarized in Table PD3.1 and Table
PD3.2.
PD 3
PORT MASTER PLAN

Table PD3.1 Embarcadero Planning District Water and Land Use Acreages
WATER USES ACRES
Anchorage 23.19
Industrial and Deep Water Berthing 36.03
LAND USES ACRES
Planning Area (PA-1) 1 16.15
Visitor-Serving Marine Terminal 12.11
Listed acreage does not include above-grade Recreation Open Space areas. See PD3.46 for a description of the total at-grade and above-
1.
grade Recreation Open Space acreages related to PA-1.
Table PD3.2 Planning Area (PA-1) Land Use Acreages

Redevelopment of the Hotel San Diego Convention
LAND USES and Marina Site Option Center Expansion Option
Commercial Recreation 7.35 acres 8.78 acres
Institutional / Roadway 3.50 acres 2.57 acres
Recreation Open Space At Grade - 5.30 acres At Grade - 4.80 acres
Subtotal - At Grade 16.15 acres 16.15 acres
Recreation Open Space Above Grade - 2.20 acres Above Grade - 6.30 acres
TOTAL 18.35 ACRES 22.45 ACRES
PD 3
Figure PD3.1 Embarcadero Planning District Location and Context
NORTH
EMBARCADERO et
SUBDISTRICT Stre
rape
WG
Z
¡5
Grape Street
Piers
Cedar Street
Beech Street
Maritime Museum
Pier
Ash Street
N Harbor Drive
A Street
Columbia Street
B Street
B Street Pier
C Street
Broadway Pier Broadway

Kettner Blvd
Union Street
State Blvd
Navy Pier
Pacific Highway
W G Street
G Street Mole TUNA W Market St

HARBOR
OLD POLICE
HEADQUARTERS
CENTRAL
EMBARCADERO
SUBDISTRICT
ML
K
Pr
om
MARRIOT en
ad
MARINA e
CONVENTION
Embarcadero CENTER
Marina Park North
Embarcadero
Marina Park South SOUTH
EMBARCADERO
SUBDISTRICT
South Embarcadero
Public Access Mole SAN DIEGO BAY
Pier
0 0.125 0.25
N Miles
PD3
PD 3
Figure PD3
EMBARCADERO PLANNING DISTRICT - WATER AND LAND USE MAP
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j j j j j j j j j j j j j j j
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Figure PD3.2 Embarcadero Planning District: Water and Land Uses
07TH AV
INDIA ST
j j j
j j j j j j j j j j j j j j j W B ST
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j j j j j
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" " " " " "
FIGURE PD3.2 EMBARCADERO PLANNING DISTRICT: WATER AND LAND USES 249
PORT MASTER PLAN
PD 3
I- 5
d W JUNIPER ST
NB
Is la n
rb or
t2 - Ha
FRO NT ST
is tri c
nn in g D IVY ST
Pla
KE T
ST
TN E
01ST AV
VY
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RB
L
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I- 5
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ST
O
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R
A
T
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ELM ST I-5 NB OFF RA
Street
Piers I- 5
NB
STAT E
O
FF
ST
RA
B
I- 5 S RA
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SB
01ST AV
I- 5
UNIO N ST
Within
COLUMBIA ST
CEDAR ST
Tidelands
Window to the Bay Pier
03RD AV
BEECH ST
N HARBOR DR
Maritime Museum Pier
01ST AV
UNIO N ST

09TH AV
NORTH
03RD AV
EMBARCADERO A ST
SUBDISTRICT
07TH AV
INDIA ST
Figure PD3.3 Embarcadero Planning District - Coastal Access: Mobility
W B ST
S
B Street Pier
03RD AV
W C ST W C ST C ST C ST
a
02ND AV
n
FRO NT ST
KETTNER BL
Broadway Pier BROADWAY

07TH AV
01ST AV
E ST
D
Navy Pier
i
Midway Museum
e
PACIFIC HWY
W G ST G ST
g
o
05TH AV
G Street Mole
Tuna W MARKET ST
W
HA
Harbor RB
OR
DR
B
ISLAND AV
ST
NT
CENTRAL
a
FRO
EMBARCADERO
05TH AV
SUBDISTRICT
y Market Pier
Em
Pa bar
rk ca
No der
rth o M
a rin
a
E
HA
RB
OR
DR
Em Planning
Pa bar Area (PA1)
rk ca
So der
SOUTH uth o
Ma
EMBARCADERO rin
a
SUBDISTRICT
02 N
DS
T
Pla n
n in g
Dis tr South Embarcadero
ron t
ict 1 g W at erf
0-C Public Access Mole Pier rk in
o ron - Wo
ad o
B ict 4
a yf ro Dis tr
nt n in g
Pla n
0 0.125 0.25
N Miles
October 19, 2020

Planning Subdistricts Regional Water-Based Transfer Point Hand-Launched Non-Motorized
Mobility Hub Watercraft Launch Area
Local Gateway Existing Potential
Planning Area Potential
Mobility Hub
Short-Term Public Docking
Planning Subdistricts Potential Bayfront
Circulator Route Existing Potential
Coastal Zone
Other
Not Within District Recreation
Permitting Authority Anchorage
Open Space
FIGURE PD3.3 EMBARCADERO PLANNING DISTRICT - COASTAL ACCESS: MOBILITY 251

PORT MASTER PLAN
PD 3
I- 5
d W JUNIPER ST
NB
Is la n
rb or
t2 - Ha
FRO NT ST
is tri c
nn in g D IVY ST
Pla
KE T
ST
TN E
01ST AV
VY
WI
RB
L
HAWTHO RN ST
I- 5
SB
ST
O
A-3 PE
RA
FF
WG
R
A
T
IR S
WF
Grape
ELM ST I-5 NB OFF RA
Street
Piers I- 5
NB
STAT E
O
FF
ST
RA
B
I- 5 S RA
Not ON
SB
01ST AV
I- 5
UNIO N ST
Window to Within
COLUMBIA ST
CEDAR ST
the Bay Tidelands
Window to the Bay Pier
03RD AV
BEECH ST
N HARBOR DR
Maritime Museum Pier
01ST AV
UNIO N ST

09TH AV
NORTH
03RD AV
EMBARCADERO A ST
SUBDISTRICT
07TH AV
INDIA ST
W B ST
S
B Street Pier
03RD AV
W C ST W C ST C ST C ST
a
02ND AV
n
FRO NT ST
Figure PD3.4 Embarcadero Planning District - Coastal Access: Views and Pathways
KETTNER BL
Broadway Pier BROADWAY

07TH AV
01ST AV
E ST
D
Navy Pier
i
Midway Museum
e
PACIFIC HWY
W G ST G ST
g
o
05TH AV
G Street Mole
Tuna W MARKET ST
W
HA
Harbor RB
OR
DR
B
ISLAND AV
ST
NT
CENTRAL
a
FRO
EMBARCADERO
05TH AV
SUBDISTRICT
y Market Pier
Em
Pa bar
rk ca
No der
rth o M
a rin
a
E
HA
RB
OR
DR
Em Planning
Pa bar Area (PA1)
rk ca
So der
SOUTH uth o
Ma
EMBARCADERO rin
a
SUBDISTRICT
02 N
DS
T
Pla n
n in g
Dis tr South Embarcadero
ron t
ict 1 g W at erf
0-C Public Access Mole Pier rk in
o ron - Wo
ad o
B ict 4
a yf ro Dis tr
nt n in g
Pla n
0 0.125 0.25
N Miles
October 19, 2020

Planning Subdistricts View Corridor Multi-Use Path Walkway (Non-Waterside)
Planning Area Scenic Vista use. access or a vertical connection. Walkways are primarily for pedestrians
Area Waterside Promenade (non-exclusive use) and may also function as a multi-use pathway and/or
include a designated multi-use pathway.
A pathway along the waterfront designed to enhance access and
Planning Subdistricts Window to enjoyment of District Tidelands. Waterside Promenades are primarily for
the Bay pedestrians (non-exclusive use) and may also function as a multi-use Non-District Pathway
pathway and/or include a designated multi-use pathway. Not Within District Permitting Authority
Coastal Zone
Other
Not Within District Recreation
Permitting Authority Anchorage
Open Space
FIGURE PD3.4 EMBARCADERO PLANNING DISTRICT - COASTAL ACCESS: VIEWS AND PATHWAYS 253
PORT MASTER PLAN
PD 3
PORT MASTER PLAN
5.3.2 North Embarcadero Subdistrict

5.3.2(A) Vision
Create a premier visitor destination on Tidelands, with recreational and
commercial activating uses that encourage interaction with the waterfront.
The vision for this subdistrict is that of a premier visitor destination on Tidelands, with recreational
and commercial activating uses that encourage interaction with the waterfront. In addition to
new attractions and enhancements to existing water-based museum attractions in the area, the
intensity of commercial development is expected to increase to accommodate new hotel rooms
and retail and restaurant space. Future waterside development will contribute to a continuous
waterside promenade to promote public access throughout the area. In addition to new
development, enhancements to existing uses and activation of new uses should increase coastal
access opportunities. New and enhanced recreational space is a primary component of this area’s
vision, where proposed reconfiguration of roadways and reallocation of parking areas will expand
open space to add both passive and active amenities that enhance the visitor experience. Finally,
the numerous piers in this subdistrict are a focal point for this area, and the District envisions a
subdistrict in which these piers will provide expansive views of the Bay and unique waterfront
recreational space with activating features, continue to serve as a welcoming entry point for cruise
passengers, and provide additional commercial fishing space to enhance the industry’s operations.
Planned improvements proposed in the North Embarcadero Subdistrict center on an enhanced
mobility network for ease of access throughout the subdistrict for public transit, vehicular
traffic, pedestrians, and bicyclists. These enhancements include the addition of mobility hubs
to consolidate existing parking, street connections, and accommodation of a bayfront circulator
to connect this subdistrict with adjacent planning districts on Tidelands. In addition, planned
improvements are proposed to enhance the water mobility system through the addition of water-
based transfer points, as well as enhance short-term public docking and anchorage areas. Coastal
access improvements will enhance pathways throughout the area with a continuous waterside
promenade, while preserving scenic views from the shoreline and water step-down areas.
The North Embarcadero Subdistrict planned improvements provide requirements for the
PD 3
PORT MASTER PLAN
Element), address unique situations in the North Embarcadero Subdistrict.
B Street Cruise Operations Staging

PD3.1 The temporary closure of the completed B Street connection as described in PD3.7,
between Pacific Highway and North Harbor Drive, may occur when needed for
truck and other staging uses associated with cruise operations.
Broadway Pier
PD3.2 The following shall apply to the use of Broadway Pier:
a. Wayfinding signage shall be provided to communicate that public access is
permitted on the pier during days with no cruise ship calls;
b. During cruise ship calls at Broadway Pier, Broadway Plaza (the area landward
of the Broadway Pier) shall facilitate vehicle access to Broadway Pier for cruise
operations and allow public access along the promenade consistent with
security regulations; and
c. Up to 12 public meetings and 40 nonprofit events per year may occur, as long as
they do not disrupt maritime operations.
Navy Pier
PD3.3 Designate the entire Navy Pier with the Recreation Open Space land use designation
on the Embarcadero Planning District Water and Land Use Map (Figure PD3.2).*
*The amount of parking will be determined and included in the draft Port Master Plan at a
future date. Development on the Navy Pier will be required to comply with Recreation Open
Space regulations and subdistrict development standards.
PD 3
PORT MASTER PLAN
visitor-serving commercial uses, and commercial fishing facilities.
Mobility Hubs
PD3.4 Develop a Regional Mobility Hub on the block
bounded by Grape Street, North Harbor
Drive, Hawthorn Street, and Pacific Highway, See Section 4.1 (Chapter 4,
as generally depicted in Figure PD3.3. The Baywide Development Standards)
mobility hub shall: for more information about
mobility hubs.
a. Meet the criteria for Regional Mobility
Hubs, in accordance with Chapter 4,
Baywide Development Standards;
b. Provide wayfinding and pathway connections to connect to the potential water-
based transfer point and short-term public docking at the Window to the Bay Pier;
c. Accommodate existing parking, if the mobility hub is located on a parcel(s)
with existing public and/or private parking, in addition to any relocated or new
parking anticipated to be required by development in the vicinity;
d. Include a mix of commercial uses that are integrated to help visually screen
structured parking; and
e. Receive vehicular access from Hawthorn Avenue and Pacific Highway.
PD3.5 Develop a Local Gateway Mobility Hub between Ash and B Streets, in the area
generally depicted in Figure PD3.3. The mobility hub shall:
a. Meet the criteria of a Local Gateway Mobility Hub, or larger, in accordance with
Chapter 4, Baywide Development Standards; and
based transfer point and short-term public docking at the restaurant at the foot
of Ash Street, as well as the potential water-based transfer point at Navy Pier.
Bayfront Circulator
PD3.6 Develop and operate a bayfront circulator
to provide connections between the Shelter
Island, Harbor Island, and Embarcadero See Section 3.2.3(C) (Chapter
Planning Districts. The District may expand 3.2, Mobility Element) for more
the summer shuttle service that operates information about the bayfront
along Harbor Drive to establish year-round circulator.
connections.
PD 3
PORT MASTER PLAN
Roadway Reconnections
PD3.7 The following roadway reconnections shall be made in the area bounded by Ash
Street, B Street, Pacific Highway, and North Harbor Drive, including portions of the
block south of B Street, as generally depicted in Figure PD3.4:
a. Extend A Street to North Harbor Drive to provide a link between North Harbor
Drive and Pacific Highway for pedestrian, bicycle, and vehicle use. The minimum
width of this connection shall be 60 feet.
b. Reconnect B Street between Pacific Highway and North Harbor Drive for
pedestrian, bicycle, and vehicle use, in addition to temporary truck and other
staging associated with cruise ship operations, as described in PD3.1. The
minimum width of this connection shall be 60 feet.
PD3.8 Reconfigure North Harbor Drive to more efficiently accommodate vehicular traffic
while allowing for:
a. Four general travel lanes, north of Grape Street;
b. Two general travel lanes, one lane in each direction, between Grape Street and
F Street;
c. Bayfront circulator stops, including a potential dedicated transit lane;
d. Intermittent curbside management areas, including:
1. Dedicated short-term parking and longer term Americans with Disabilities
Act accessible parking;
2. Passenger, taxi, and ride-share loading areas; and
3. Tenant servicing on the west side of North Harbor Drive.
e. A multi-use path along the west side of the street as part of the Recreation
Open Space; and
f. Upon reconfiguration, expanding and activating Recreation Open Space on the
bayside of North Harbor Drive, as described in PD3.10.
PD3.9 Existing on-street parking shall first be
consolidated into mobility hubs, as described
in PD3.4 and PD3.5, to then enable the See M Policies 1.3.4 through 1.3.8
reconfiguration of North Harbor Drive (see (Chapter 3.4, Mobility Element),
PD3.8). which provide additional
guidance on parking.
PD 3
PORT MASTER PLAN

PD3.10 Upon reconfiguration of Harbor Drive as described in PD3.8, expand and activate
the Recreation Open Space, as generally depicted in Figure PD3.5, and as follows:
a. Create Recreation Open Space along the west side of North Harbor Drive, including
a series of garden spaces that are linked through pathways, with the intent of
creating a cohesive waterfront experience that also protects maritime operations.
b. Incorporate a multi-use path on the landside of the Recreation Open Space.
c. New Recreation Open Space areas (excluding waterside promenades) shall
include a minimum of 40 percent of the surface area as soft surfaces to provide
users with visual and physical relief from paved surfaces. Soft surfaces may
include planting ground cover and other materials, such as mulch and turf.
d. Design the Recreation Open Space between Grape Street and Ash Street as a
waterfront destination park with active uses.
PD3.11 Introduce up to 16 activating features, nine of which may be pavilions, in Recreation
Open Space areas and along the waterside promenade in accordance with the
FIGURE PD3.7 - requirements
Cross-Sectionof ofChapter 4, Baywide Development,
North Embarcadero and
Recreation Open the following standards:
Space
a. Activating
Progress Draft: Not intended features
to depict actual shall be
tree or furniture dispersed throughout the Recreation Open Space.
selection.
b. Pavilions may be sited as single buildings or in pairs.
PD3.12 As new Recreation Open Space areas are designed and constructed, consideration
shall be given for service loading for all existing and future Tideland amenities and
tenants.
Water
Multi-Use
Waterside Path
Promenade
Figure PD3.5 Cross-Section of North Embarcadero Recreation Open Space

PD 3
PORT MASTER PLAN
PD3.13 Modify, or replace in-kind, the existing water-based transfer point in the following
a. The foot of Ash Street; and
b. At the crescent near the Embarcadero Anchorage (A-3), including the existing
dinghy dock.
PD3.14 Develop up to three water-based transfer points, as generally depicted in Figure
PD3.3 and as described below:
a. South of the Grape Street Piers in association with the Window to the Bay Pier;
b. At the foot of Beech Street in association with the Maritime Museum; and
c. At the west end of Navy Pier.
PD3.15 Modify, or replace-in-kind, the existing short-term public docking at the restaurant
at the foot of Ash Street, as generally depicted in Figure PD3.3.
PD3.16 Develop a new 12,000-square-foot transient dock with up to 20 vessel slips
associated with the Window to the Bay Pier, as shown in Figure PD3.3.
Piers
PD3.17 Modify, or replace-in-kind, the southernmost existing Grape Street Pier, used for
commercially operated passenger vessels, to allow for the continuation of this
water-dependent, visitor-serving use in the subdistrict.
PD3.18 Develop a 30,000-square-foot public pier, referred to as the Window to the Bay Pier,
south of the existing Grape Street Piers and north of Ash Street, with a designation
of Recreation Open Space.
Hand-Launched Non-motorized Watercraft
PD3.19 Develop a launch area for hand-launched non-motorized watercraft at the
northwestern corner of the subdistrict, adjacent to Laurel Street and North Harbor
Drive, as generally depicted in Figure PD3.3.
Anchorages
PD3.20 Modify, or replace in-kind, the moorings in the Embarcadero Anchorage (A-3).
PD3.21 Allow for modifications to moorings to allow for an increase of up to 20 moored
vessels at the Embarcadero Anchorage (A-3), provided the boundaries of the
Step-Down Areas
PD3.22 Provide step-down areas to offer direct, physical access to the water and enable the
public to touch the water in the following locations:
a. The Window to the Bay Pier; and
b. The Recreation Open Space areas on the west side of North Harbor Drive.
PD 3
PORT MASTER PLAN

PD3.23 In the Commercial Recreation-designated area located on the block bounded by
Grape Street, North Harbor Drive, Hawthorn Street, and Pacific Highway, develop
retail, restaurant and/or lower cost overnight accommodations at the Regional
Mobility Hub, as described below:
a. Lower cost overnight accommodations with up to 500 beds (or equivalent
rooms); and/or
b. Up to 25,000 additional square feet of retail and/or retail with restaurant space;
or
c. Up to 25,000 additional square feet of restaurant space.
PD3.24 In the Commercial Recreation-designated area between Ash Street and Broadway,
develop up to 950 hotel rooms, with 30,000 square feet of associated retail and
restaurant, and/or 30,000 square feet of meeting space.
Attractions
PD3.25 Modify and/or expand the existing water-based museum attraction, as described
below:
a. Up to 20,000 square feet of museum space, with associated retail and/or retail
with restaurant space, to be constructed within two stories on an overwater
platform of up to 15,000 square feet; and
b. Up to 110,000 square feet of berthing area for historic vessels and barges, along
with a water-based transfer point.
5.3.2(C)-IV Commercial Fishing Facilities

Commercial Fishing
PD3.26 Modify and/or expand the two northernmost existing Grape Street Piers, which are
used for commercial fishing operations, by up to 0.2 net new acre. Allow for support
of on- and off-loading needs, such as a truck loading area at the foot of the piers.
development in the North Embarcadero Subdistrict. The standards provide requirements for

Pathways
PD3.27 Provide a continuous waterside promenade to offer public coastal access along the
Standards, and as follows:
PD 3
PORT MASTER PLAN
b. Waterside promenades shall have a minimum width of 30 feet, as generally

c. If minimum width is not physically possible because of existing features, such as
roadways, the waterside promenade shall not be less than 16 feet wide in such
areas.
d. Where provided, amenity zones shall be located on the landside of the waterside
promenade.
PD3.28 All development along North Harbor Drive shall provide a sidewalk and parkway, as
generally depicted in Figure PD3.7, and described as follows:
a. Sidewalks shall be provided along both the east and west sides of North Harbor
Drive.
b. Sidewalks shall extend through the entire subdistrict.
c. Sidewalks shall be continuous along the length of the street.
GURE PD3.5 - North Embarcadero Waterside Promenade FIGURE PD3.6 -with Cross-Section of North Embarcadero Sidewalk and Park
ogress Draft: Not intended to depictd. Sidewalks
actual should
tree or furniture be noncontiguous
selection. the curb, incorporating a parkway
between the sidewalk and roadway.
PD3.29 In the area bounded by Ash Street, B Street, Pacific Highway, and North Harbor
Drive, including portions of the block south of B Street, as generally depicted in
Figure 3.8, a midblock, north-south pedestrian link may be incorporated as an
option.
Welcome Welcome
Welcome Welcome
Welcome Welcome
Welcome Welcome
Water
Amenity
Zone
Waterside 6’ Sidewalk Parkway Roadway
Promenade
12’ min. 8’ min.
30’ min.
Figure PD3.6 Cross-Section of North Figure PD3.7 Cross-Section of North

Embarcadero Waterside Promenade Embarcadero Sidewalk and Parkway
For illustrative purposes only. pd2.5 For illustrative purposes only.
pd1.7 Harbor Drive sidewalk
PD 3
PORT MASTER PLAN
Views
in Figure PD3.4:
a. Area near Laurel Street and North Harbor Drive;
b. The Crescent along North Harbor Drive;
c. The Window to the Bay Pier;
d. The waterside promenade around the restaurant at the foot of Ash Street;
e. The public viewing platform north of Broadway Pier;
f. West end of Broadway Pier;
g. West end of Navy Pier; and
h. The public viewing deck on the Midway Museum.
PD3.31 The Window to the Bay Pier shall preserve physical access to the scenic views
from public spaces along the North Embarcadero Subdistrict, between Date Street
and Beech Street, in accordance with the requirements of Chapter 4, Baywide
Development Standards, and as depicted in Figure PD3.4.
a. Hawthorn Street;
b. Grape Street;
c. Ash Street;
d. A Street;
e. B Street;
f. C Street;
g. West Broadway;
h. E Street; and
i. F Street.
PD 3
PORT MASTER PLAN
Structure Height and Scale
PD3.33 On the block bounded by Grape Street, North Harbor Drive, Hawthorn Street, and
Pacific Highway, the following standards apply:
a. Structures shall not exceed 80 feet in height.
b. Consistent with the City of San Diego’s Downtown Community Plan and Centre
City Planned District Ordinance, upper story setbacks shall be provided, limiting
the base building height to 30 feet, for a minimum depth of 15 feet, at the
following locations:
1. Hawthorn Street; and
2. Grape Street.
PD3.34 In the area bounded by Ash Street, North Harbor Drive, B Street, and Pacific
Highway, including portions of the block south of B Street, as generally depicted in
Figure 3.8, the following standards apply:
a. Structures shall not exceed 200 feet in height, in the following area:
1. North of B Street, and within the east half of the block, adjacent to Pacific Highway.
b. Structures shall not exceed 160 feet in height in the following areas:
1. South of the B Street reconnection; and
2. North of the B Street reconnection, along the west half of the block, adjacent
to Harbor Drive.
c. The following setbacks shall apply:
1. A building setback of 25 feet from the curb shall be maintained along Pacific
Highway, to allow for the implementation of a parkway and sidewalk, as well
as landscaping adjacent to the building.
2. A minimum building setback of 65 feet from the curb shall be maintained
along North Harbor Drive north of the B Street reconnection, to allow for
the implementation of public realm space that establishes continuity and
connections to adjacent open space areas.
3. A building setback of 150 feet from the curb shall be maintained along
North Harbor Drive south of the B Street reconnection, to allow for the
implementation of Recreation Open Space.
d. Upper story stepbacks shall be provided, limiting structure height to a maximum
of 40 feet, for a minimum depth of 25 feet, at the following locations:
1. Along Ash Street;
2. Along the A Street reconnection;
3. Along the north side of the B Street reconnection;
4. Adjacent to Harbor Drive setback areas;
5. Along Pacific Highway; and
6. Adjacent to the optional north-south connection.
e. Upper story stepback shall be provided, limiting structure height to a maximum
of 45 feet, for a minimum depth of 25 feet, along the south side of the B Street
reconnection.
PD 3
PORT MASTER PLAN
W. Ash Street
Optional North-South
Connection linking Ash
Street to B Street
A Street New East-West
Pacific Highway
Connection linking
N. Harbor Drive
North Harbor Drive to
Pacific Highway
B Street
Plan diagram of area bounded by Ash Street, North Harbor Drive, B Street, and Pacific Highway,
including portions of the block south of B Street.
200’
160’
25’
40’
North 65’ min. 25’ Pacific

Harbor Drive Optional North-South Highway
Connection linking Ash
East-West cross-section, north of B Street. Street to B Street
Required Setback along North Harbor Maximum Structure Height (160 Feet)
Drive, North of B Street
Maximum Structure Height (200 Feet)
Required Setback (Recreation Open
Space) along North Harbor Drive, South Required Upper Story Stepback
of B Street
Required Setback along Pacific
Highway
Figure PD3.8 Conceptual Diagram of Structure Height and Setbacks

PD 3
PORT MASTER PLAN
Building Frontages and Orientation

PD3.35 Require building frontages to incorporate activating uses and features as follows:
a. Locate coastal-dependent primary uses and visitor-serving uses on the ground
floor facing the promenade, recreation areas, and Recreation Open Space areas,
and streets;
b. For multilevel structures, secondary uses are not allowed at ground floor;
c. Provide direct access between development and the waterside promenade;
d. Provide direct access between development and recreation open space; and
e. Provide a high degree of building transparency along the promenade, recreation
areas, Recreation Open Space areas, and ground floor building frontages.
5.3.3 Central Embarcadero Subdistrict

5.3.3(A) Vision
Create a premier Tidelands destination that provides continuous coastal access and dining and
shopping attractions while honoring the area’s long-standing maritime and commercial fishing
legacy.
The Central Embarcadero provides a mix of recreational, commercial, and commercial fishing uses.
It is an important link along a 6-mile-long waterside promenade, providing continuous coastal
access with connections north to Spanish Landing Park, south toward the Working Waterfront,
and a waterside promenade loop around the G Street Mole. Waterfront open spaces, such as Tuna
Harbor Park, Ruocco Park, and Embarcadero Marina Park North, provide recreational opportunities
and expansive views of the water.
The visitor-serving commercial uses will serve as an anchor for the Embarcadero, providing dining
and shopping attractions. Pedestrian linkages from the upland areas will continue to provide
access to the waterfront, making this a lively activity center for residents and visitors alike.
The existing commercial fishing uses at Tuna Harbor Basin, including the fish processing facility,
the marina, and the piers, will honor the long-standing maritime and commercial fishing legacy
of this area and allowing opportunities for visitors to witness the commercial fishing activities
firsthand. Commercial fishing uses will continue to use and maintain the existing fish unloading
dock, with direct, unrestricted access to joint use of the pier/dockside facilities.
No special allowances are included for the Central Embarcadero Subdistrict.
PD 3
PORT MASTER PLAN
visitor-serving commercial uses, and commercial fishing facilities.
PD3.36 Reconfigure the North Harbor Drive/West Harbor Drive right-of-way to
accommodate vehicular traffic while allowing for:
a. Two general travel lanes north of Market Street;
b. Four general travel lanes south of Market Street;
c. Bayfront circulator stops, including potential dedicated transit lane;
d. Multi-use path north of Market Street;
e. Landscaping; and
f. Curbside management program, including:
1. Dedicated short-term parking, and longer term Americans with Disabilities
Act accessible parking;
2. Passenger, taxi, and ride-share loading areas; and
3. Tenant servicing on the west side of Harbor Drive.
PD3.37 Improve the efficiency and safety of the intersection at G Street and North Harbor
Drive by consolidating the two existing crosswalks into a single crossing, with
vehicular traffic to be signalized at that intersection.
G Street Mole
PD3.38 On the G Street Mole, maintain the existing waterside promenade.
5.3.3(C)-II Visitor-Serving Commercial Uses

PD3.39 The District may allow for the redevelopment of visitor-serving commercial uses
existing on the effective date of the Port Master Plan Update, including the existing
restaurant on the G Street Mole.
5.3.3(C)-III Commercial Fishing Facilities

Commercial Fishing
PD3.40 The District shall allow permittees of development to modify, or replace in-
kind, existing commercial fishing facilities in this subdistrict provided there is no
unmitigated increase in shading or fill.
PD 3
PORT MASTER PLAN
The following standards apply to development in the Central Embarcadero Subdistrict. The
standards are intended to reflect existing conditions and provide requirements for development,
as well as the size, location, siting, and orientation of required public realm features or buildings
and structures.

FIGURE PD3.13 - Cross-Section of Existing Conditions at the Central Embarcadero Corner
Pathways
PD3.41 The existing waterside promenade of 20 feet, as generally depicted in Figure PD3.9,
is reflective of the intensity of adjacent land uses existing on the effective date of
the Port Master Plan Update.
Promenade
20’
Figure PD3.9 Cross-Section of Existing Central Embarcadero Waterside Promenade

PD 3
PORT MASTER PLAN
Views
PD3.42 Preserve scenic vista areas in the following locations as generally depicted in Figure
PD3.4:
a. Bayside of G Street Mole;
b. View of Tuna Harbor;
c. Along the waterfront south of Ruocco Park and north of Market Pier; and
d. Embarcadero Marina Park North.
PD3.43 Preserve View Corridor Extensions to protect views from public rights-of-way in the
following locations as generally depicted in Figure PD3.4:
a. G Street;
b. Extending along the east-west–oriented portion of Harbor Drive, on the north
side of the Old Police Headquarters and Ruocco Park;
c. Harbor Drive, toward Tuna Harbor;
d. Pacific Highway; and
e. Kettner Boulevard.
Structure Height and Scale
PD3.44 Structures shall be limited to 45 feet in height.
2020 photo of Seaport Village.
PD 3
PORT MASTER PLAN
5.3.4 South Embarcadero Subdistrict

5.3.4(A) Vision
Provide a mix of convention center support services, coastal recreation areas,
activating features, and programmed activities so that visitors have multiple
opportunities to access and enjoy the area.
The vision for this subdistrict is an easily accessible area that provides a mix of convention
center uses and support services, coastal recreation areas, activating features, and programmed
activities so that visitors have multiple opportunities to access and enjoy the area. The intensity
of commercial development is expected to increase to accommodate new hotel rooms and retail
space, and recreational enhancements are planned to offer coastal access and enhance the visitor
experience in the subdistrict’s recreation open spaces. In addition, the performance venue in
Embarcadero Marina Park South is a unique feature of this subdistrict, and low-cost visitor-serving
opportunities will continue to be a part of the venue’s programming to encourage visitors to stay
and enjoy this area.
Planned improvements proposed in the subdistrict focus on water and land mobility connections,
such as improved transit through integration of the bayfront circulator route and road
improvements and reconfigurations to accommodate vehicular traffic and increase bicycle and
pedestrian connectivity. Enhancements to the water mobility system through improvements to
the existing water-based transfer points, a new water-based transfer point, and short-term public
docking will improve waterside access to and from the subdistrict. Additional recreational boat
berthing will increase capacity for recreational vessels in the marina. Proposed public access
improvements include accessibility enhancements at the South Embarcadero public access mole
pier, a continuous waterside promenade throughout the subdistrict, and preserving scenic views
from the shoreline.
The South Embarcadero Subdistrict planned improvements provide requirements for the
PD 3
PORT MASTER PLAN
Element), address unique situations in the South Embarcadero Subdistrict.
Embarcadero Marina Park South Programming

PD3.45 The permanent performance venue located in Embarcadero Marina Park South
shall remain open to the public 85 percent of the year, except for the performance
stage, back-of-house facilities, pavilions, and box office, which will be unavailable to
the public at all times. No physical or visual barriers to public access shall be present
during the 85 percent of the year when the permanent venue is open to the public.
As part of the annual operation of the permanent performance venue, low-cost
visitor-serving opportunities shall include some combination of reduced admission
pricing, free rehearsals, community events, and public educational programming
offered free of charge to the general public.
Planning Area PA-1
PD3.46 Development in Planning Area PA-1 may be planned to accommodate either the
Redevelopment of the Hotel and Marina Site Option or the San Diego Convention
Center Expansion Option; the two development options have differing acreages
of Recreation Open Space, Institutional/Roadway, and Commercial Recreation, as
noted below.
Note that BPC has not considered the proposed redevelopment of the existing Fifth
Avenue Landing site, but such a consideration will likely occur before consideration of
the Program Environmental Impact Report for the PMPU; therefore, the description
of this planning area will likely be modified.
The planning area encompasses 16.15 acres at grade and shall be allocated as
follows, depending on the development option.
a. Redevelopment of the Hotel and Marina Site Option
1. Recreation Open Space at a minimum of 7.50 acres, composed of the
following at-grade and above-grade areas:
i. Approximately 5.30 acres at grade; and
ii. Approximately 2.20 acres above grade.
2. Commercial Recreation at approximately 7.35 acres; and
3. Institutional/Roadway at approximately 3.5 acres.
b. San Diego Convention Center Expansion Option
1. Recreation Open Space at a minimum of 11.10 acres, composed of the
following at-grade and above-grade areas:
i. Approximately 4.80 acres at grade; and
ii. Approximately 6.30 acres above grade.
2. Commercial Recreation at approximately 8.78 acres; and
3. Institutional/Roadway at approximately 2.57 acres.
PD 3
PORT MASTER PLAN
c. In the event of an expanded Convention Center, the following shall be included:

1. Exhibit area, meeting rooms, ballrooms, support spaces, infrastructure
upgrades, landscape improvements, and a small amount of visitor-serving
uses, such as retail;
2. An approximately 5-acre park on the rooftop of the expansion as follows:
i. At least six access points from the ground level;
ii. At least five scenic vista areas, which shall face the Bay; and
iii. A rooftop park that shall be completed before issuance of a final
certificate of occupancy for the San Diego Convention Center expansion;
3. Rooftop park space shall be publicly accessible approximately 85 percent of
the year.
4. Rooftop park space shall be accessible from elevators as well as an
approximately 1.3-acre inclined walkway from the ground level to the rooftop.
Mobility Hubs
PD3.47 Modify, or replace in-kind, the existing Local
Gateway Mobility Hub near the Convention
Center, as generally depicted in Figure PD3.3. See Section 4.1 (Chapter 4,
The mobility hub shall: Baywide Development Standards)
a. Meet the criteria for a Local Gateway for more information about
mobility hubs.
Mobility Hub, in accordance with Chapter
4, Baywide Development Standards; and
b. Connect to nearby water-based transfer
points by providing wayfinding and
pathway connections.
Bayfront Circulator
PD3.48 Develop and operate a bayfront circulator
to provide connections between the Shelter
Island, Harbor Island, and Embarcadero See Section 3.2.3(C) (Chapter
Planning Districts. The District may expand 3.2, Mobility Element) for more
the summer shuttle service that operates information about the bayfront
along Harbor Drive to establish year-round circulator.
connections.
PD 3
PORT MASTER PLAN
PD3.49 Support Market Street closure between West Harbor Drive and Columbia Street,
and provide a pedestrian scramble or roundabout at the West Harbor Drive/Market
Street intersection, if determined feasible following coordination with the adjacent
jurisdiction.
PD3.50 Reconfigure West Harbor Drive/East Harbor Drive between the Harbor Drive/
Market Street intersection and Park Boulevard to more efficiently accommodate
vehicular traffic while allowing for:
a. Four general travel lanes between Market Street and Park Boulevard;
b. A dedicated transit lane, including bayfront circulator stops; and
c. A multi-use path connecting to Martin Luther King Jr. Promenade.
PD3.51 In Planning Area PA-1, enhance Park Boulevard bayward of Harbor Drive to facilitate
access to the water.
PD3.52 In Planning Area PA-1 for the San Diego Convention Center Expansion Option,
reconfigure the Convention Way geometry to enable the consolidation of
development parcel(s).
PD3.53 See PD3.45 and PD3.46 for Recreation Open Space requirements in Planning Area
PA-1.
PD3.54 Introduce up to six activating features, two of which may be pavilions, in Embarcadero
Marina Park South and along the waterside promenade, in accordance with the
requirements of Chapter 4, Baywide Development Standards:
a. At least one activating feature should be sited to face the promenade in Planning
Area PA-1.
b. Activating features shall be dispersed throughout the Recreation Open Space.
c. Pavilions may be sited as single buildings or in pairs.
Convention Center Public Access
PD3.55 In Planning Area PA-1, for the Redevelopment of the Hotel and Marina Site Option,
a public access bridge over Convention Way may connect the elevated areas of the
Convention Center to the waterside promenade.
PD 3
PORT MASTER PLAN
PD3.56 Modify, or replace-in-kind, existing water-based transfer points in the locations
generally depicted in Figure PD3.3 and as described below:
a. At the northwest end of the basin south of Embarcadero Marina Park South; and
b. At the northeast end of the basin south of Embarcadero Marina Park South.
PD3.57 Develop water-based transfer points in the locations generally depicted in Figure
PD3.3 and as described below:
a. At the northeast corner of the Marriott Marina; and
b. At the South Embarcadero public access mole pier.
PD3.58 Develop up to two short-term public docking slips in association with recreational
marina-related facilities, as generally depicted in Figure PD3.3.
Piers
PD3.59 Enhance the South Embarcadero public access mole pier by adding perimeter
railings and seating and other improvements required to make the pier publicly
accessible.
PD3.60 Modify, or replace in-kind, existing recreational marina-related facilities in the
PD3.61 Develop a new marina with up to 30 recreational boat berthing vessel slips and
associated recreational marina-related facilities, southeast of the South Embarcadero
public access mole pier, to accommodate various-sized vessels.
recreational marina-related facilities in the subdistrict, to accommodate various-
sized vessels.
Convention Center
PD3.63 In Planning Area PA-1 for the San Diego Convention Center Expansion Option,
develop a third phase of the regional convention center to provide contiguous
expansion, including up to 400,000 square feet of additional exhibit area, meeting
rooms, and ballrooms; 560,000 square feet of support spaces; and approximately
15,000 square feet of visitor-serving uses.
PD3.64 Develop up to 600 hotel rooms (100 net new rooms above the previously certified
Hilton Expansion in 2013), with 2,500 square feet of associated retail and restaurant,
and/or 55,000 square feet of meeting space along Harbor Drive.
PD3.65 In Planning Area PA-1 for the Redevelopment of the Hotel and Marina Site Option,
develop overnight accommodations with associated uses, as described below:
a. Up to 843 additional hotel rooms, with 7,749 square feet of associated retail,
restaurant and/or 69,100 square feet of meeting space; and
b. Lower cost overnight accommodations with up to 220 rooms.
PD 3
PORT MASTER PLAN
development within the South Embarcadero Subdistrict. The standards provide requirements for
development, as well as the size, location, siting, and orientation of required public realm features.

Pathways
PD3.66 Provide a continuous waterside promenade, as generally depicted in Figure
PD3.10, to offer public coastal access along the waterfront in accordance with the
requirements in Chapter 4, Baywide Development Standards, and the following
FIGURE PD3.14 - South Embarcadero Waterside Promenade
standards:
a. Waterside promenades shall have a minimum width of 30 feet.
b. If minimum width is not physically possible because of existing features, such
as roadways, the promenade shall be not less than 24 feet wide in such areas.
c. The waterside promenade shall incorporate a multi-use path, which should be
located on the landside side of the promenade.
d. Where provided, amenity zones shall be located on the waterside of the
waterside promenade.
Water Water
Amenity Multi-Use Multi-Use

Zone Path Path
Waterside Promenade Waterside Promenade

30’ min. 30’ min.
Figure PD3.10 Cross-Section of South Embarcadero Waterside Promenade

PD 3
PORT MASTER PLAN
Views
in Figure PD3.4:
a. View of the Marriott Marina from the waterside promenade, west of the
Convention Center;
b. View of the Bay, from the fishing pier at Embarcadero Marina Park South; and
c. View of the Bay, from the South Embarcadero public access mole pier.
PD3.68 In Planning Area PA-1, provide at least two rooftop scenic vista areas facing the Bay.
PD3.69 Preserve the Park Boulevard View Corridor Extension, as generally depicted in
Figure PD3.4, to protect views from public rights-of-way in accordance with the
requirements of Chapter 4, Baywide Development Standards.
There are no building standards specified in the South Embarcadero Subdistrict.
PD 3
Chapter 5.4
Planning
District
4
San Diego
Bay
Working Waterfront
Planning District 4
District Tidelands
0 1.25mi
PORT MASTER PLAN
PLANNING DISTRICTS // Chapter 5.4 - Planning District 4: Working Waterfront
Located south of downtown San Diego, the Working Waterfront Planning District largely serves
as a strategic regional, State, and federal port of entry. It is a highly productive consolidation of
marine terminal and maritime services and industrial land uses, facilitating maritime trade and
providing large-scale coastal-dependent industrial activities with direct access to heavy rail service
and deep-water berthing. This planning district includes water and land uses supporting a range
of coastal-dependent maritime trade operations and water-based commerce with a competitive
and sustainable freight movement system. It provides high-quality jobs in goods movement and
in shipbuilding and ship repair for maritime and national defense interests. This planning district
is divided into three subdistricts: Tenth Avenue Marine Terminal, Cesar Chavez Park, and Harbor
Drive Industrial. Figure PD4.1 shows the subdistricts that make up the Working Waterfront Planning
District.
The Tenth Avenue Marine Terminal Subdistrict includes eight deep-water berths that can
accommodate four large ships and facilitate a variety of cargo. The Tenth Avenue Marine Terminal
is connected to the regional rail and roadway network, which provides critical connections and
allows the transportation of cargo. Historically, the terminal has focused on the following cargo
types: dry bulk, liquid bulk, refrigerated and nonrefrigerated containers, and multipurpose/break
bulk.
The Cesar Chavez Park Subdistrict, nestled between the Tenth Avenue Marine Terminal and
maritime services and industrial uses, was developed in collaboration with the City of San Diego’s
adjacent Barrio Logan community. Cesar Chavez Park and the adjacent Cesar Chavez Pedestrian
Pier provide valuable public access to the Bay and visitor-serving amenities along the District’s
comprehensive open space network. The park and pier provide views of the working waterfront
maritime activities, the San Diego-Coronado Bridge (also known as State Route 75), and the Bay.
The Harbor Drive Industrial Subdistrict is located along Harbor Drive, south of the Tenth Avenue
Marine Terminal, and includes maritime services and industrial uses that support regional commerce
and the U.S. Navy, such as shipbuilding and ship repair.

The water and land use designations for the Working Waterfront Planning District are shown in

PD 4
Figure PD4.1 Working Waterfront Planning District Location and Context
TENTH AVENUE
MARINE TERMINAL
SUBDISTRICT
CESAR
CHAVEZ PARK
SUBDISTRICT
Cesar Chavez
Pedestrian Pier
SAN DIEGO BAY
HARBOR DRIVE
INDUSTRIAL
SUBDISTRICT
0 0.125 0.25
N Miles
PD4
PD 4
PORT MASTER PLAN
Table PD4.1 Working Waterfront Planning District Water and Land Use Acreages
WATER USES ACRES

Industrial and Deep-Water Berthing 114.49
LAND USES ACRES
Marine Terminal 105.61
PD 4
Figure PD4
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FIGURE PD4.2 WORKING WATERFRONT PLANNING DISTRICT: WATER AND LAND USES 281
PORT MASTER PLAN
PD 4
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October 19, 2020

Jurisdictional Boundaries Water Access
Planning Subdistricts Water-Based Transfer Point
Potential
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Other
Recreation
Open Space
FIGURE PD4.3 WORKING WATERFRONT PLANNING DISTRICT - COASTAL ACCESS: MOBILITY 283
PORT MASTER PLAN
PD 4
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October 19, 2020

Planning Subdistricts Scenic Vista Multi-Use Pathway Walkway (Non-Waterside)
Area An accessway intended or suitable for more than one mode (e.g., A non-waterside pathway that provides access from the waterfront to the
Coastal Zone use. access or a vertical connection. Walkways are primarily for pedestrians
(non-exclusive use) and may also function as a multi-use pathway and/or
Other A pathway along the waterfront designed to enhance access and
enjoyment of District Tidelands. Waterside Promenades are primarily for
Recreation pedestrians (non-exclusive use) and may also function as a multi-use Non-District Pathway
Open Space pathway and/or include a designated multi-use pathway. Not Within District Permitting Authority
Sidewalk
A non-waterside pathway that provides a dedicated area for pedestrians
adjacent and parallel to a roadway.
FIGURE PD4.4 WORKING WATERFRONT PLANNING DISTRICT - COASTAL ACCESS: VIEWS AND PATHWAYS 285
PORT MASTER PLAN
PD 4
PORT MASTER PLAN
5.4.2 Tenth Avenue Marine Terminal Subdistrict

5.4.2(A) Vision
A modern marine terminal that serves as a vital, global gateway for imports and
exports supported by safe, efficient, and environmentally sensitive operations
and technology.
The vision for this subdistrict is a modern marine terminal that serves as a vital global gateway
for imports and exports, with dedicated mobility connections to access the terminal, enhanced
infrastructure that provides convenient and safe access to jobs, and safe public access for
pedestrians and bicyclists. Modifications to modernize the marine terminal will help to optimize
sustainable terminal operations while ensuring that it remains flexible and responsive to future
market conditions and the environment. The modifications will include upgraded facilities and a
competitive and sustainable freight movement system that handles cargo in an efficient, safe, and
environmentally responsible way.
Planned improvements in the Tenth Avenue Marine Terminal Subdistrict will add new or enhance
existing mobility connections to allow for safe public access for pedestrians and bicyclists, as
well as roadway reconfigurations and improvements, often through interagency coordination, for
improved efficiency for truck and goods movement.
The Tenth Avenue Marine Terminal Subdistrict planned improvements provide requirements
for the improvements and development envisioned for this area. In addition to Chapter
4, Baywide Development Standards, development standards provide subdistrict-specific
criteria related to building design and public realm design. There are no special allowances
No special allowances are included for the Tenth Avenue Marine Terminal Subdistrict.
PD 4
PORT MASTER PLAN
PD4.1 Modify the entire segment of northbound and southbound Harbor Drive within the
District’s jurisdiction by:
a. Providing a multi-use pathway; and
b. Including one “flexible” lane in each direction that is dedicated for trucks,
transit buses, and/or shuttles with an information technology system (or similar
technology) and signalization improvements that can be modified or adjusted
during peak and nonpeak hours between the Tenth Avenue Marine Terminal’s
back gate and Cesar Chavez Parkway.
PD4.2 Coordinate with transportation agencies and adjacent jurisdictions to reconfigure
portions of Harbor Drive outside the District’s jurisdiction to implement roadway
improvements consistent with the improvements described in PD4.1 supporting
improved efficiency and safety for vehicular traffic, goods movement, and
pedestrian and bicycle facilities.
PD4.3 Coordinate with adjacent jurisdictions to provide appropriate signage to identify
designated truck routes.
PD4.4 Coordinate with the City of San Diego to ensure that truck route requirements and
truck parking prohibitions in adjacent neighborhoods are followed.
development in the Tenth Avenue Marine Terminal Subdistrict. The standards provide requirements
for development and required public realm features, as well as the movement of goods to, from,
and through Tidelands.

Views
PD4.5 To ensure that the scenic vista areas identified for the Cesar Chavez Park Subdistrict
in standards PD4.17 and PD4.18 are preserved, and visual quality is protected,
permanent devices and/or dry docks intended to lift vessels from the water for
service or repair at the Crosby Street Pier shall be limited in size, bulk, and scale to
ensure that there are no adverse impacts on these designated vista areas.
5.4.2(D)-II Goods Movement Standards

Freight Movement
PD4.6 Occupants, tenants, and permittees at the Tenth Avenue Marine Terminal shall use
designated truck routes for goods movement to, from, and through the planning
district.
PD 4
PORT MASTER PLAN
Sustainable Freight and Shipping Methods

PD4.7 Development, including operations, shall implement the emissions reductions
goals of the California Sustainable Freight Action Plan or similar, future plans by
implementing the measures below. Such improvements may be planned, designed,
and implemented by third parties through partnerships or leases with the District,
subject to the discretion of BPC:
a. Continue to implement a vessel speed
reduction program for operations,
occupants, tenants, and permittees at the Refer to ECO Goal 2 and ECO
Tenth Avenue Marine Terminal; and Goal 3 (Chapter 3.3, Ecology
b. Require development on the terminal Element) and EJ Goal 3 (Chapter
to implement electrification or other 3.5, Environmental Justice
improvements to reduce the reliance on Element) for more information
fossil fuels, reduce criteria air pollutants about baywide pollution
reduction measures.
and greenhouse gas emissions, and
demonstrate consistency with State goals
and requirements, which may include:
1. Developing a compilation of improvements, such as installation of electric
infrastructure to support on-terminal cargo-handling equipment and shore
power;
2. Developing on-site renewable energy production and battery storage
consistent with State goals and requirements and preferably ahead of
schedule, where feasible;
3. Developing infrastructure for zero-emission vehicles and trucks consistent
with State goals and requirements and preferably ahead of schedule, where
feasible;
4. Developing a program that phases in the use of zero-emission vehicles and
trucks, including drayage trucks and specialized heavy trucks by District
occupants, tenants, and permittees at the Tenth Avenue Marine Terminal
consistent with State goals and requirements and preferably ahead of
schedule, where feasible; and
5. Supporting implementation of pilot programs or demonstration projects
that advance deployment of zero-emission equipment, vehicles, and trucks.
PD4.8 Expand shore power capabilities at the Tenth Avenue Marine Terminal as adjacent
utility upgrades occur.
Vessel Speed Reduction Program

Several District programs focus on decreasing emissions from freight transportation,
including by reducing the speed of ocean-going vessels traveling off the coast of San
Diego. For policies supporting sustainable freight strategies and clean vessel technologies,
refer to M Goal 2 (Chapter 3.2, Mobility Element).
PD 4
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Dry Bulk Goods Conveyance

PD4.9 Implement best available control and retrofit technologies for conveyor systems
and bulk discharge unloaders, for future dry bulk operations associated with the
Tenth Avenue Marine Terminal, in accordance with regional air pollution control
district requirements.
Parking
PD4.10 District occupants, tenants, and permittees at the Tenth Avenue Marine Terminal
shall collectively, or individually, establish an off-site parking strategy to ensure that
workers at the Terminal do not adversely affect adjacent areas, including public
parking at Cesar Chavez Park.
5.4.3 Cesar Chavez Park Subdistrict

5.4.3(A) Vision
Protect and enhance recreation and public access opportunities at Cesar
Chavez Park.
The vision for the Cesar Chavez Park Subdistrict is to preserve the existing recreational character
of the area, while providing better accessibility to the public, through enhanced water and land
mobility connections and infrastructure improvements that provide physical and visual public
access opportunities at Cesar Chavez Park.
Planned improvements in this subdistrict will maintain and expand existing mobility connections to
allow for safe public access for pedestrians, bicyclists, and vehicular traffic, including the addition of
a water-based transfer point. Public access improvements will also consist of measures to enhance
the visitor experience at Cesar Chavez Park and Cesar Chavez Parkway, such as wayfinding and
walkability improvements.
The Cesar Chavez Park Subdistrict planned improvements provide requirements for the
subdistrict.
PD 4
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No special allowances are included for the Cesar Chavez Park Subdistrict.
This section describes the extent of planned improvements for landside access and coastal access.
PD4.11 Modify Cesar Chavez Parkway to accommodate vehicular traffic while allowing
for pedestrian, bicycle, and mobility enhancements. This includes partnering
with adjacent jurisdictions to support urban greening efforts, such as walkability
improvements, enhanced tree canopy, and stormwater treatment opportunities,
consistent with the City of San Diego’s planned Bay to Park link along Cesar Chavez
Parkway between 25th Street and Cesar Chavez Park.
Public Access
PD4.12 Modify, or replace in-kind, pathways to Cesar Chavez Park and the Cesar Chavez
Pedestrian Pier, and expand public access by providing a connection to the Bayshore
Bikeway.
PD4.13 Collaborate with adjacent jurisdictions to improve rail and road crossings for
pedestrians and bicycles, including to and from Barrio Logan Trolley Station and to
and from Cesar Chavez Park, to increase safety and prioritize active transportation
users through the provision of high-visibility crosswalks and designated controlled
crossings.
PD4.14 Incorporate interpretive signage and wayfinding in the scenic vista area on the
Cesar Chavez Pedestrian Pier to guide safe public viewing of the waterfront.
PD4.15 Develop a water-based transfer point at the Cesar Chavez Pedestrian Pier, as
Step-Down Areas
PD4.16 Provide direct, physical access from Cesar Chavez Park to the water via step-down
areas, to enable the public to touch the water. As part of the effort, barriers shall
be installed to ensure public safety by prohibiting interference with the deep-water
berthing and navigation channel.
PD 4
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development in the Cesar Chavez Park Subdistrict. The standards provide requirements for
development and required public realm features.

Views
in Figure PD4.4:
a. View of the Bay from the promenade along Cesar Chavez Park, north of the
Cesar Chavez Pedestrian Pier; and
b. View of the Bay from the western end of the Cesar Chavez Pedestrian Pier.
PD4.18 Permanent above water vessel repair shall not affect views from designated scenic
vista areas.
PD 4
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5.4.4 Harbor Drive Industrial Subdistrict

5.4.4(A) Vision
A premier and high-performing center for shipbuilding and ship repair for the
defense and maritime industries.
The vision for this subdistrict is a premier and high-performing center for shipbuilding and ship
repair for the defense and maritime industries, with dedicated mobility connections to access this
center and enhanced infrastructure that provides convenient and safe access to jobs. This includes
upgraded facilities and a competitive and sustainable freight movement system that handles cargo
in an efficient, safe, and environmentally responsible way.
Planned improvements in this subdistrict will add new or enhance existing mobility connections
to allow for safe public access for pedestrians and bicyclists, as well as roadway improvements for
improved efficiency for truck and transit movement.
The Harbor Drive Industrial Subdistrict planned improvements provide requirements for the
subdistrict.
No special allowances are included for the Harbor Drive Industrial Subdistrict.
This section describes the extent of planned improvements for landside access.
PD4.19 Modify the entire segment of northbound and southbound Harbor Drive within the
District’s jurisdiction by:
a. Providing a multi-use pathway;
b. Modifying northbound and southbound Harbor Drive to include one “flexible”
lane in each direction, that is dedicated for trucks, transit buses, and/or shuttles,
with an information technology system (or similar technology) and signalization
improvements that can be modified and/or adjusted during peak and nonpeak
hours between Schley Street and 32nd Street; and
c. Developing additional bus/truck loading, parking, and queueing areas to
facilitate better drop-off movements at Belt Street and Sampson Street.
PD 4
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development in the Harbor Drive Industrial Subdistrict. The standards provide requirements for
development, as well as the movement of goods to, from, and through the Tidelands.
5.4.4(D)-I Goods Movement Standards

Sustainable Shipyards
PD4.20 Development shall be required to invest in electrification or other improvements
on-site to reduce the reliance on fossil fuels, reduce criteria air pollutants and
greenhouse gas emissions, and demonstrate consistency with State goals and
requirements, which may include investment in a compilation of improvements,
such as installation of electric infrastructure to
support equipment and operations on-site.
Truck Routes
Refer to ECO Goal 2 and ECO
PD4.21 District occupants, tenants, and permittees Goal 3 (Chapter 3.3, Ecology
shall use designated truck routes to, from, and Element) and EJ Goal 3 (Chapter
through the planning district. 3.5, Environmental Justice) for
more information about baywide
PD4.22 Coordinate with the City of San Diego pollution reduction measures.
to ensure that truck route requirements
and truck parking prohibitions in adjacent
neighborhoods are followed.
Parking
PD4.23 Implement parking solutions, which may include a multiphased approach, including
the following:
a. District occupants, tenants, and permittees at the Harbor Drive Industrial
Subdistrict shall collectively or individually establish an off-site parking strategy
to ensure that workers do not adversely affect adjacent areas.
b. Coordinate with the City of San Diego and other regional partners to address
workforce parking, including implementing a shared parking facility or other
parking solutions, for public off-street parking.
PD 4
Chapter 5.5
Planning
District
5
San Diego
Bay
National City
Bayfront
Planning District 5
District Tidelands
0 1.25mi
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PLANNING DISTRICTS // Chapter 5.5 - Planning District 5: National City Bayfront
PD 5
PORT MASTER PLAN
5.5.1 National City Bayfront

The National City Bayfront Planning District (PD5) and associated use designations have not
been included and are not a part of this master plan update. These existing planning districts and
associated use designations were not revised or readopted as part of the Port Master Plan Update.
Excerpts from the current Port Master Plan pertaining to National City Bayfront are included as
part of Appendix B for informational purposes only.
At the time of publication of this Draft, the National City Bayfront Planning District, the project
often referred to as the “National City Balanced Plan”, is in the environmental compliance process.
Notice of Preparation for an Environmental Impact Report (EIR) that covers an area near the
southern end of this planning district has been issued. That EIR’s timeline assumes a certified EIR
prior to the completion of the Port Master Plan Update Program EIR. As such, the National City
Bayfront Planning District will be addressed in a PMPA, later.
PD 5
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PD 5
Chapter 5.6
Planning
District
6
San Diego
Bay
Chula Vista
Bayfront
Planning District 6
District Tidelands
0 1.25mi
PORT MASTER PLAN
PLANNING DISTRICTS // Chapter 5.6 - Planning District 6: Chula Vista Bayfront
PD 6
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5.6.1 Chula Vista Bayfront

The Chula Vista Bayfront Planning District (PD6) and associated use designations have not been
included and are not a part of this master plan update. These existing planning districts and
associated use designations were not revised or readopted as part of the Port Master Plan Update.
Excerpts from the current Port Master Plan pertaining to Chula Vista Bayfront are included as part
of Appendix B for informational purposes only.
The bayfront area of the Chula Vista Bayfront Planning District (currently PD7 but proposed to be
PD6 in the updated Port Master Plan) has already undergone an extensive update and planning
process, known as the Chula Vista Bayfront Master Plan (CVBMP). The Environmental Impact
Report and the Port Master Plan Amendment for CVBMP were approved by the District in 2010
and certified by the California Coastal Commission in 2012.
PD 6
PORT MASTER PLAN
PD 6
Chapter 5.7
Planning
District
7
San Diego
Bay
South Bay
Planning District 7
District Tidelands
0 1.25mi
PORT MASTER PLAN
PLANNING DISTRICTS // Chapter 5.7 - Planning District 7: South Bay
The South Bay Planning District includes both water and land areas at the southern end of San
Diego Bay. Located adjacent to the San Diego Bay National Wildlife Refuge, the planning district
offers a diverse range of natural resources and ecosystems. A portion of the Bayshore Bikeway
near the planning district offers both physical and visual access to the Bay. The location and
context of the South Bay Planning District is shown in Figure PD7.1.
5.7.1(A) Vision
Preserve the existing coastal and intertidal habitats and natural resources in the
South Bay, through complementary restoration and enhancement activities,
while improving public access and view opportunities.
The vision for the South Bay Planning District is to preserve the existing coastal and intertidal
habitats and natural resources in this area, through habitat restoration and enhancement activities.
Maintaining the connection between the Bayshore Bikeway and Tidelands is also a part of the
vision, along with improving public access opportunities through views and linkages for the
enjoyment of the Bay’s natural beauty.
Given the natural character of this planning district, no special allowances, coastal access
requirements, or development standards are identified for the district. See the Water and Land Use
Element, as well as the Ecology Element, for specific policies related to conservation, preservation,
and mitigation.
5.7.1(B) Water and Land Use Designations

The water and land use designations for the South Bay Planning District are shown in Figure PD7.2.
The acreage of each water and land use designation is summarized in Table PD7.1.
PD 7
Figure PD7.1 South Bay Planning District Location and Context
0 0.125 0.25
N Miles
PD 7
Table PD7.1 South Bay Planning District Water and Land Use Acreages
WATER USES ACRES

Conservation / Intertidal 210.54
LAND USES ACRES
PD 7
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àààààààà
Institutional / Roadway àààààààà
Planning District ààààààààConservation / Intertidal
àààààààà
àààààààà
Coastal Zone
FIGURE PD7.2 SOUTH BAY PLANNING DISTRICT: WATER AND LAND USES 307
PORT MASTER PLAN
PLANNING DISTRICTS // Chapter 5.7 - Planning District 7: South Bay
PD 7
Chapter 5.8
Planning
District
8
San Diego
Bay
Imperial Beach
Oceanfront
Total Land Area: 2.14 acres Planning District 8
District Tidelands
0 1.25mi
PORT MASTER PLAN
PLANNING DISTRICTS // Chapter 5.8 - Planning District 8: Imperial Beach Oceanfront
The Imperial Beach Oceanfront Planning District includes retail, restaurant, and open space uses.
Beach- and water-based recreational activities, community beach festivals, and special events are
among the public access opportunities available along the shoreline. The sandy ocean beach is a
prominent public amenity and natural physical asset, and the Imperial Beach Pier provides visitors
with fishing opportunities, expansive views, and commercial recreation facilities. The location and
context of the Imperial Beach Oceanfront Planning District are shown in Figure PD8.1. There are no
subdistricts in this planning district.

The water and land use designations for the Imperial Beach Oceanfront Planning District are shown
in Figure PD8.2. The acreage of each water and land use designation is summarized in Table PD8.1.

5.8.1(C) Vision
A prominent public destination with safe coastal access and opportunities for
visitors to explore the area and enjoy spectacular ocean views.
The intensity of development in this planning district is planned to increase to accommodate
additional visitor-serving uses. Safe public access will continue to be integrated into new
development to enhance physical and visual access and recreation opportunities, as well as
provide improved pedestrian features for visitors.
Planned improvements for the Imperial Beach Oceanfront Planning District are intended to add
new or enhance existing amenities, such as retail, restaurant, and activating features that serve
beach visitors, as well as expand Imperial Beach Pier to provide additional public and shoreside
open space. Public access improvements will include additional bicycle parking, recreational
opportunities, and installation of pedestrian and overwater lighting at the Imperial Beach Pier and
Pier Plaza.
The Imperial Beach Oceanfront Planning District planned improvements provide requirements
for the improvements and development envisioned for this area. In addition to Chapter
4, Baywide Development Standards, development standards provide subdistrict-specific
criteria related to building design and public realm design. There are no special allowances
PD 8
Figure PD8.1 Imperial Beach Oceanfront Planning District Location and Context
Dunes Park
Imperial Beach Pier

Imperial Beach Pier Plaza
Dempsey Holder Safety

Center
IMPERIAL BEACH
OCEANFRONT
PLANNING
DISTRICT
SAN DIEGO BAY
0 0.125 0.25
N Miles
PD8
PD 8
Table PD8.1 Imperial Beach Oceanfront Planning District Water and Land Use Acreages
WATER USES ACRES

LAND USES ACRES
PD 8
Figure PD8
IMPERIAL BEACH OCEANFRONT PLANNING DISTRICT - WATER AND LAND USE MAP
R D
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0
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¨¨¨
¨¨¨
Planning District Commercial Recreation ¨¨¨
¨¨¨
Institutional / Roadway
FIGURE PD8.2 IMPERIAL BEACH OCEANFRONT PLANNING DISTRICT: WATER AND LAND USES 313
PORT MASTER PLAN
PD 8
RD
AT E
PR IV
PRIVATE RD
CARNATION AV
SILVE R STRA CALLA AV
ND BL
CALLA AV
CITRUS AV
OCE AN LN
ALABAMA ST
PALM (SB) AV
DAHLIA AV
ALLEY
DONAX AV
Dunes Park
DAISY AV
ALLEY
02ND ST
Imperial Beach
SEACOAST DR
DATE AV
Pier
ALLEY
ELM AV
OCEAN LN
ALLEY
03RD ST
EVERGREEN AV
ALLEY
ELDER AV
P
ALLEY
ELKWOOD AV
a
OCEAN LN
Imperial Beach Pier Plaza ALLEY
c
Dempsey Holder EBO NY AV
Safety Center ALLEY
i
IMPERIAL BEACH BL
f
Figure PD8.3 Imperial Beach Oceanfront Planning District - Coastal Access: Mobility
i
IMPERIAL BEACH CASPIAN WY
OCEANFRONT
c
PLANNING
DISTRICT
BEACH AV
O
c
e
CORTEZ AV
an
DESC ANSO AV
ENCANTO AV
EL CE
N TR
O ST
0 0.125 0.25
N Miles
October 19, 2020

Jurisdictional Boundaries Landside Access
Planning District Connector
Mobility Hub
Other
Recreation
Open Space
FIGURE PD8.3 IMPERIAL BEACH OCEANFRONT PLANNING DISTRICT - COASTAL ACCESS: MOBILITY 315
PORT MASTER PLAN
PD 8
RD
AT E
PR IV
PRIVATE RD
CARNATION AV
SILVE R STRA CALLA AV
ND BL
CALLA AV
CITRUS AV
OCE AN LN
ALABAMA ST
PALM (SB) AV
DAHLIA AV
ALLEY
DONAX AV
Dunes Park
DAISY AV
ALLEY
02ND ST
Imperial Beach
SEACOAST DR
DATE AV
Pier
ALLEY
ELM AV
OCEAN LN
ALLEY
03RD ST
EVERGREEN AV
ALLEY
ELDER AV
P
ALLEY
ELKWOOD AV
a
OCEAN LN
Imperial Beach Pier Plaza ALLEY
c
Dempsey Holder EBO NY AV
Safety Center ALLEY
i
IMPERIAL BEACH BL
f
i
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c
PLANNING
Figure PD8.4 Imperial Beach Oceanfront Planning District - Coastal Access: Views and Pathways
DISTRICT
BEACH AV
O
c
e
CORTEZ AV
an
DESC ANSO AV
ENCANTO AV
EL CE
N TR
O ST
0 0.125 0.25
N Miles
October 19, 2020

Planning District Scenic Vista Waterside Promenade
Area A pathway along the waterfront designed to enhance access and
Other enjoyment of District Tidelands. Waterside Promenades are primarily for
pedestrians (non-exclusive use) and may also function as a multi-use
Recreation pathway and/or include a designated multi-use pathway.
Open Space
Non-District Pathway
FIGURE PD8.4 IMPERIAL BEACH OCEANFRONT PLANNING DISTRICT - COASTAL ACCESS: VIEWS AND PATHWAYS317
PORT MASTER PLAN
PD 8
PORT MASTER PLAN
5.8.1(D) Special Allowances
No special allowances are included for the Imperial Beach Oceanfront Planning District.
5.8.1(E) Planned Improvements
5.8.1(E)-I Landside Access
Mobility Hubs
PD8.1 Develop a Connector Mobility Hub in the
vicinity of Seacoast Drive and Elkwood
Avenue, as generally depicted in Figure See Section 4.1 (Chapter 4,
PD8.3. Baywide Development Standards)
a. The mobility hub shall meet the criteria for more information about
mobility hubs.
for Connector Mobility Hub, or larger
hub, in accordance with the requirements
of Chapter 4, Baywide Development
Standards.
Imperial Beach Pier and Pier Plaza
PD8.2 Modify public access to the shoreline, oceanfront, and Imperial Beach Pier to include
wayfinding signage and pedestrian lighting.
PD8.3 Develop bicycle parking at the Imperial Beach Pier Plaza.
Public Services Building
PD8.4 Allow the public services facility (Dempsey Holder Safety Center), south of Pier
Plaza, to remain.
PD8.5 Maintain existing public amenities at Dunes Park at Daisy Avenue.
PD8.6 Develop up to three activating features in Dunes Park, one of which may be a
pavilion, in accordance with the requirements of Chapter 4, Baywide Development
Standards.
PD 8
PORT MASTER PLAN
5.8.1(E)-II Coastal Access
Imperial Beach Pier and Pier Plaza
PD8.7 Maintain contiguous coastal access along the perimeter of the pier.
PD8.8 Provide a 150-foot-wide pier safety zone in the ocean, from both sides of the
pier, to separate swimmers, surfers, and watercraft from the potential hazards of
submerged obstructions, collisions with pier pilings, and entanglement with fishing
hooks and lines.
PD8.9 Modify the Imperial Beach Pier and Pier Plaza, and associated visitor-serving uses,
as a public destination and prominent viewing area. Modifications include, but are
not limited to, the following improvements:
a. Provide development that serves beach visitors, such as seasonal activating
features and recreational equipment rental, along the length of the pier;
b. Install overwater lighting on the pier, which shall be designed to promote
environmental sensitivity (e.g., minimum necessary, shielded, directed
downward, and on a sensor); and/or
c. Expand the pier, as needed and as feasible, to provide additional public and
shoreside open space in the area.
5.8.1(E)-III Visitor-Serving Commercial Uses

PD8.10 Modify, or replace in-kind, the existing visitor-serving commercial uses in the Pier
Plaza building.
PD8.11 Modify the existing pier building, with a potential increase of up to 3,000 additional
square feet of retail and/or retail with restaurant space, to improve visual and
physical access at the western end of the pier.
PD8.12 On the Palm Avenue and Elkwood Avenue sites designated Commercial Recreation,
develop up to 15,000 additional square feet of:
PD 8
PORT MASTER PLAN
5.8.1(F) Development Standards
In addition to Chapter 4, Baywide Development Standards, the following standards apply
to development in the Imperial Beach Oceanfront Planning District. The standards provide
requirements for development, as well as the size, location, siting, and orientation of required
public realm features or buildings and structures.
5.8.1(F)-I Public Realm Standards

Views
Baywide Development Standards, in the following locations, as generally depicted
in Figure PD8.4:
a. View of the ocean to the north, from the north side of the Imperial Beach Pier;
b. View of the ocean to the south, from the south side of the Imperial Beach Pier;
and
c. View of the ocean to the west, from the west end of the Imperial Beach Pier.
5.8.1(F)-II Building Standards
Structure Height
PD8.14 The following standards for structure height apply:
a. Structures, other than those on the Imperial Beach Pier, shall not exceed 30 feet,
and structures shall not have more than three stories; and
b. On the Imperial Beach Pier, structures shall not exceed 26 feet from the deck of
the pier, and structures shall have no more than one story.
Parking
PD8.15 Collaborate with the City of Imperial Beach to implement parking solutions related
to public off-street parking.
PD 8
PORT MASTER PLAN
PD 8
Chapter 5.9
Planning
District
9
San Diego
Bay
Silver Strand
Planning District 9
District Tidelands
0 1.25mi
PORT MASTER PLAN
PLANNING DISTRICTS // Chapter 5.9 - Planning District 9: Silver Strand
There are three subdistricts in the Silver Strand Planning District: State Park Basin, Crown Isle, and
Grand Caribe Isle and South Cays. Figure PD9.1 shows the location and context of the subdistricts
that make up this planning district.
The State Park Basin Subdistrict (State Park Basin) primarily consists of the water areas in Crown
Cove, on the bayside of the Silver Strand, directly east of the Pacific Ocean side of Silver Strand
State Beach. A variety of recreational activities are provided on the shore of the cove, including
walking along nature trails, enjoying expansive views of the Bay, and bird watching. Natural wildlife
habitat partially composed of native plants is one of the highlights that visitors can enjoy along the
water’s edge. The Crown Cove Aquatic Center, which offers recreational activities, such as paddling,
sailing, kayaking, surfing, and safe boating education, is located on the shore. Southwestern
College operates the aquatic center at Silver Strand State Beach through a collaboration with the
California Department of Parks and Recreation and California Division of Boating and Waterways.
The Crown Cove Anchorage (A7) also provides transient docking and mooring for boaters.
The Crown Isle Subdistrict (Crown Isle) includes the small land mass on the east side of the
Silver Strand that is connected by Coronado Bay Road. This subdistrict features visitor-serving
commercial amenities, including hotels and restaurants, as well as recreational boat berthing
marinas. It is surrounded by water and features expansive views of San Diego Bay. Piers and docks
extend into the subdistrict from private residences located off Tidelands, connecting directly to
the residences with no ability to provide public access due to physical constraints.
The Grand Caribe Isle and South Cays Subdistrict (Grand Caribe Isle and South Cays) includes the
small land mass east of the Coronado Cays that is connected to the Silver Strand by Grande Caribe
Causeway. Piers and docks with no associated public access extend into the subdistrict from off-
Tidelands private residences. A portion of Tidelands in the cove south of the residential community
is included in the subdistrict. The northern portion of Grand Caribe Isle includes commercial
recreation, marinas, and boat storage. The southern portion of the subdistrict includes Grand
Caribe Shoreline Park, which was created as a native plant garden and natural habitat restoration
area.

The water and land use designations for the Silver Strand Planning District are shown in Figure
PD9.2. The acreage of each water and land use designation is summarized in Table PD9.1.

PD 9
Figure PD9.1 Silver Strand Planning District Location and Context
STATE PARK BASIN

SUBDISTRICT
CROWN
COVE
Silver Strand State
Beach
Crown Cove Aquatic
Center
CROWN ISLE
SUBDISTRICT
SAN DIEGO BAY
Grand Caribe
Shoreline Park
GRAND CARIBE
AND SOUTH CAYS
SUBDISTRICT
PACIFIC OCEAN
0 0.125 0 .25
N Miles
PD9 PD 9
Table PD9.1 Silver Strand Planning District Water and Land Use Acreages
WATER USES ACRES

Anchorage 3.90
Conservation/Inter-tidal 18.76
LAND USES ACRES
PD 9
Figure PD9
SILVER STRAND PLANNING DISTRICT - WATER AND LAND USE MAP
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Planning Subdistricts Commercial Recreation Î Î Î Î Î Î
ààààààà
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Institutional / Roadway àààààààConservation / Intertidal
Not Within District Permitting Authority ààààààà
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Recreation Open Space ¨¨¨Navigation Corridor
¨¨¨
¨¨¨
A parcel consisting of approximately 2.83 acres on the northern portion of Grand Caribe Isle in ¨¨Öpen Bay / Water
the Grand Caribe Isle and South Cays Subdistrict of Planning District 9 is subject to an existing Recreational Berthing
lease which expires in 2034 (District Document No. 17678). Under the Port Master Plan
Update, the Commercial Recreation land use designation has been changed to Recreational Open
Space (ROS). Notwithstanding the ROS designation, nothing in the Port Master Plan Update shall
impair or infringe upon any rights or obligations existing under the lease.
FIGURE PD9.2 SILVER STRAND PLANNING DISTRICT: WATER AND LAND USES 327
PORT MASTER PLAN
PD 9
A-7
S
a
n
P R I VA
STATE PARK BASIN
TE
R
D SUBDISTRICT
D
Crown
Cove
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i
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Silver Strand Crown Cove
e
State Beach Aquatic Center CROWN ISLE

RD SUBDISTRICT
Y
g
BA
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AD
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B
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THE POINT
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h
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la
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y
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Figure PD9.3 Silver Strand Planning District - Coastal Access: Mobility
ADMIRALTY CROSS
P
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Planning Subdistricts Connector Water-Based Transfer Point
Mobility Hub
Not Within District Existing Potential
Permitting Authority
Other Short-Term Public Docking
Recreation Existing Potential
Open Space
Anchorage
FIGURE PD9.3 SILVER STRAND PLANNING DISTRICT - COASTAL ACCESS: MOBILITY 329
PORT MASTER PLAN
PD 9
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Planning Subdistricts View Corridor Waterside Promenade
Extension A pathway along the waterfront designed to enhance access and
enjoyment of District Tidelands. Waterside Promenades are primarily for
Coastal Zone Scenic Vista pedestrians (non-exclusive use) and may also function as a multi-use
Area pathway and/or include a designated multi-use pathway.
Not Within District
Permitting Authority Waterside Promenade or Nature Trail
Other A paved or unpaved pathway along the waterfront .
Recreation Nature Trail

Open Space An unpaved pathway.
Anchorage
FIGURE PD9.4 SILVER STRAND PLANNING DISTRICT - COASTAL ACCESS: VIEWS AND PATHWAYS 331
PORT MASTER PLAN
PD 9
PORT MASTER PLAN
5.9.2 State Park Basin Subdistrict

5.9.2(A) Vision
Preserve the existing character of the State Park Basin, and honor the
connection to the water.
The vision for this subdistrict is to preserve the existing character of the area, protect natural
resources through environmental restoration and habitat enhancement, and honor its connection
to the water, by maintaining and enhancing its recreational marinas and scenic views of San Diego
Bay and its wildlife.
The State Park Basin Subdistrict planned improvements provide requirements for the
subdistrict.
No special allowances are included for the State Park Basin Subdistrict.
There are no landside access improvements planned for the State Park Basin Subdistrict.
PD9.1 Maintain existing recreational marina-related facilities at the Crown Cove Aquatic
Center.
Anchorages
PD9.2 Modify, or replace in-kind, the moorings in the Crown Cove Anchorage (A7).
PD9.3 Allow for modifications to moorings to allow for an increase of five moored vessels
at the Crown Cove Anchorage (A-7), provided the boundaries of the anchorage do
not change, and there is no unmitigated increase in shading or fill.
PD 9
PORT MASTER PLAN
to development in the State Park Basin Subdistrict. The standards provide requirements for

Views
PD9.4 The designated Crown Cove Scenic Vista Area, looking east from the shore in front
of the Crown Cove Aquatic Center, as generally depicted in Figure PD9.4, shall be
preserved in accordance with the requirements of Chapter 4, Baywide Development
Standards.
No building standards are included for the State Park Basin Subdistrict.
5.9.3 Crown Isle Subdistrict

5.9.3(A) Vision
Honor Crown Isle’s connection to the water, and protect the subdistrict’s
natural resources while preserving its unique mix of recreational boat berthing
marinas and visitor-serving commercial amenities.
The intensity of commercial development is to remain generally unchanged in the Crown Isle
Subdistrict because modifications to the commercial areas are planned to occur within the
existing footprint of the development. Modest modifications or upgrades are planned for the hotel,
which includes the associated retail and restaurant areas. Any future development or planned
improvements in the Crown Isle Subdistrict are intended to further enhance the area while being
consistent with the subdistrict’s character.
Planned improvements in the Crown Isle Subdistrict are intended to enhance both water and
land access and mobility connections, such as recreational marinas and public docking areas, and
include the addition of a mobility hub integrated with the water mobility system. Environmental
restoration and habitat enhancement will continue to protect the subdistrict’s natural resources.
The Crown Isle Subdistrict planned improvements provide requirements for the improvements
and development envisioned for this area. In addition to Chapter 4, Baywide Development
Standards, development standards provide subdistrict-specific criteria related to building
design and public realm design. This subdistrict also includes standards to address special
allowances for unique situations in this area.
PD 9
PORT MASTER PLAN
Element), address unique situations in the Crown Isle Subdistrict.
Coronado Cays Residential Piers and Docks

PD9.5 Residential piers and docks adjacent to off-Tidelands residences in the Coronado
Cays may be repaired or replaced in-kind provided changes in configuration have
no net increase in square footage of occupied surface area coverage of San Diego
Bay water and/or fill in the Bay floor.
Mobility Hubs
PD9.6 Develop a Connector Mobility Hub, or
larger hub, south of the existing hotel along
Coronado Bay Road, as generally depicted in See Section 4.1 (Chapter 4,
Figure PD9.3. The mobility hub shall: Baywide Development Standards)
a. Meet the criteria for Connector Mobility for more information about
mobility hubs.
Hubs, or larger hub, in accordance with
b. Provide wayfinding and pathway connections to connect with the existing
water-based transfer point and short-term public docking.
PD9.7 Modify, or replace in kind, the existing water-based transfer point south of the
existing hotel, as generally depicted in Figure PD9.3.
PD9.8 Modify, or replace in-kind, existing short-term public docking that is located south
of the existing hotel, as generally depicted in Figure PD9.3.
PD9.9 Modify, or replace in-kind, existing recreational marina-related facilities located
south of the existing hotel, as generally depicted in Figure PD9.3, provided there is
no unmitigated increase in shading or fill.
recreational marina-related facilities in the subdistrict.
PD 9
PORT MASTER PLAN

and/or meeting space, to the same or lesser square footage and room count and in
the same general footprint along Coronado Bay Road.
development in the Crown Isle Subdistrict. The standards provide requirements for development,
as well as the size, location, siting, and orientation of required public realm features or buildings
and structures.
FIGURE PD9.5 - Cross-Section
5.9.3(D)-I Public of Crowne
Realm Isle Waterside Promenade
Standards
Pathways
Standards:
b. Waterside promenades shall have a minimum width of 12 feet in the Crown Isle
Subdistrict, as generally depicted in Figure PD9.5.
Welcome Welcome
Water
Waterside
Promenade
12’
Figure PD9.5 Cross-Section of Crown Isle Waterside Promenade

PD 9
PORT MASTER PLAN
Structure Height
Building Orientation and Character
PD9.14 Modify, or replace in-kind, of existing visitor-serving commercial uses in the Crown
Isle Subdistrict, consistent with the following standards:
a. Building design shall be compatible with the character of the surrounding
community; and
b. A minimum of 15 percent of the total site area shall be landscaped. Required
parking spaces shall not be considered as a portion of the required landscaping.
5.9.4 Grand Caribe Isle and South Cays Subdistrict

5.9.4(A) Vision
Continue to honor Grand Caribe Isle and South Cays’ connection to the
water with small-scale amenities and access improvements, environmental
restoration, and habitat enhancement.
The intensity of development is not planned to significantly increase, because modifications are
intended to enhance the recreational and public access aspects of the area. Planned improvements
in the Grand Caribe Isle and South Cays Subdistrict are intended to add new or enhance existing
amenities that support the area’s ties to the recreational boating community, such as public
docking and marina areas and the addition of a water-based transfer point. Planned public
access improvements will enhance physical and visual access through new public pathways and
recreational areas that provide opportunities to enjoy views of the Bay and the neighboring natural
open space, as well as enhance the area’s connection to the region through the Bayshore Bikeway.
Environmental restoration and habitat enhancement will continue to protect the subdistrict’s
natural resources.
The Grand Caribe Isle and South Cays Subdistrict planned improvements provide
requirements for the improvements and development envisioned for this area. In addition
to Chapter 4, Baywide Development Standards, development standards provide subdistrict-
specific criteria related to building design and public realm design. This subdistrict also
includes standards to address special allowances for unique situations in this area.
PD 9
PORT MASTER PLAN
The following policy addresses special allowances specific to the Grand Caribe Isle and South Cays
Subdistrict.
Coronado Cays Residential Piers and Docks
PD9.15 Residential piers and docks adjacent to off-Tidelands residences in the Coronado
Cays may be repaired or replaced in-kind provided changes in configuration have
no net increase in square footage of occupied surface area coverage of San Diego
Bay water and/or fill in the Bay floor.
PD9.16 The passive, nonprogrammed Grand Caribe Shoreline Park will be expanded north
of Grand Caribe Causeway, as depicted in Figure PD9.4, subject to the following
requirements:
a. The expansion shall be designed and developed in a manner that is
complementary to adjacent natural open space and sensitive coastal resource
areas and conducted as part of a public process; and
b. Adjacent development in Commercial Recreation areas shall include amenities,
such as restroom facilities, to serve the public visiting Grand Caribe Shoreline
Park.
Bayshore Bikeway
PD9.17 Coordinate with adjacent jurisdictions to maintain connections between the
Bayshore Bikeway and Tidelands.
PD9.18 Develop a water-based transfer point at the northeast portion of Grand Caribe, as
PD9.19 Develop short-term public docking slips at the northeast portion of Grand Caribe
in association with recreational marina-related facilities, as generally depicted in
Figure PD9.3.
PD9.20 Modify, or replace in-kind, existing recreational marina-related facilities on Grand
Caribe Isle, provided there is no unmitigated increase in shading or fill.
recreational marina-related facilities in the subdistrict. Landside facilities shall be
small-scale water-oriented or marina-related development that is in character with
the scale and size of the surrounding development.
PD 9
PORT MASTER PLAN
to development in the Grand Caribe Isle and South Cays Subdistrict. The standards provide
requirements for development, as well as the size, location, siting, and orientation of required
public realm features or buildings and structures.

Pathways
PD9.22 Provide a continuous waterside promenade or nature trail, or a combination of the
two, to offer public coastal access along the waterfront as follows:
FIGUREa. PD9.6Waterside
- Grandpromenades shall be Promenade/Nature
Caribe Isle Waterside required
FIGURE PD9.7as part- Grand
of all development
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to depictand that
actual is furniture
tree or not a coastal-dependent
selection. use, as well as in any other
location where a waterside promenade is generally depicted in Figure PD9.4.
b. North of Grand Caribe Causeway, extending to the west side of Grand Caribe
Isle along the basin, looping around the north side of Grande Caribe Isle, the
nature trail or waterside promenade shall have a minimum width of 6 feet, as
c. South of Grand Caribe Causeway, on the east side/bayside of Grand Caribe Isle,
in the areas with a Recreation Open Space land use designation and extending
to the southern point of Grand Caribe Isle, the existing, continuous nature trail
shall be maintained and shall not exceed 6 feet in width, as generally depicted
in Figure PD9.7.
Welcome Welcome
Water
Waterside Nature
Promenade Trail
6’ 6’
Figure PD9.6 Grand Caribe Isle Waterside Figure PD9.7 Grand Caribe Isle Waterside
Promenade/Nature Trail North of Grand Promenade/Nature Trail South of Grand
Caribe Causeway Caribe Causeway
For illustrative purposes only. For illustrative purposes only. pd2.9 pd2.9
pd2.7 pd9.7 pd9.7
PD 9
PORT MASTER PLAN
Views
PD9.23 Preserve the scenic vista area from Grand Caribe Shoreline Park, as generally
depicted in Figure PD9.4, in accordance with the requirements of Chapter 4,
Baywide Development Standards.
PD9.24 Preserve the Grand Caribe Causeway View Corridor Extension, as generally depicted
in Figure PD9.4, to protect view from the public rights-of-way in accordance with
the requirements of Chapter 4, Baywide Development Standards.
Structure Height
PD9.26 Development shall be designed consistent with the following standards:
a. Building design shall be water-oriented and context-sensitive to the Coronado
Cays community character, surrounding Commercial Recreation development
west of Caribe Cay North Boulevard, and views of the Bay; and
b. A minimum of 15 percent of the development site shall be landscaped. Required
PD 9
Chapter 5.10
Planning
District
10
San Diego
Bay
Coronado Bayfront
Planning District 10
District Tidelands
0 1.25mi
PORT MASTER PLAN
PLANNING DISTRICTS // Chapter 5.10 - Planning District 10: Coronado Bayfront
The Coronado Bayfront Planning District is characterized by recreation and shopping areas that have
a strong relationship with the surrounding Coronado neighborhoods in the City of Coronado. It is a
recreational jewel on the Bay, providing strong public access to the shoreline, coastal-dependent
activities, and passive and active open space, as well as other recreational opportunities and
diverse opportunities for east-facing views of the Bay and the San Diego skyline and waterfront.
There are two subdistricts in the Coronado Bayfront Planning District: North Coronado and South
Coronado. The two subdistricts are separated by the San Diego-Coronado Bridge, also known as
State Route 75. Figure PD10.1 shows the location and context of the subdistricts that make up the
Coronado Bayfront Planning District.
The North Coronado Subdistrict (North Coronado) is a visitor-focused recreation area with a variety
of coastal access opportunities. Waterside promenades and pathways provide easy coastal access
and connections to the water throughout this subdistrict, while the Coronado Ferry Landing offers
public water-based transit to and from downtown San Diego. Tidelands Park provides a variety of
land-based recreational opportunities, including play fields, a public beach, and a skate park.
The South Coronado Subdistrict (South Coronado) includes a marina and a yacht club in Glorietta
Bay, as well as the Coronado Municipal Golf Course, which is operated by the City of Coronado and
provides expansive views of the water. Waterside promenades and pathways around the various
commercial establishments and recreation areas provide public access and connections to the
water throughout this subdistrict.

The water and land use designations for the Coronado Bayfront Planning District are shown in

PD 10
Figure PD10.1 Coronado Bayfront Planning District Location and Context
SAN DIEGO BAY
Centennial Park
NORTH
CORONADO
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Coronado
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GLORIETTA
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0 0.125 0.25
N Miles
PD10 PD 10
Table PD10.1 Coronado Bayfront Planning District Water and Land Use Acreages
WATER USES ACRES

Anchorage 4.93
LAND USES ACRES
PD 10
Figure PD10
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FIGURE PD10.2 CORONADO BAYFRONT PLANNING DISTRICT: WATER AND LAND USES 345
PORT MASTER PLAN
PD 10
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Figure PD10.3 Coronado Bayfront Planning District - Coastal Access: Mobility
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October 19, 2020

Planning Subdistricts Local Gateway Water-Based Transfer Point
Mobility Hub
Existing Potential
Coastal Zone
Permitting Authority
Existing Potential
Other
Open Space
Existing
Anchorage
FIGURE PD10.3 CORONADO BAYFRONT PLANNING DISTRICT - COASTAL ACCESS: MOBILITY 347
PORT MASTER PLAN
PD 10
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Figure PD10.4 Coronado Bayfront Planning District - Coastal Access: Views and Pathways
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Planning Subdistricts View Corridor Multi-Use Pathway Walkway (Non-Waterside)
Coastal Zone Scenic Vista use. access or a vertical connection. Walkways are primarily for pedestrians
Area (non-exclusive use) and may also function as a multi-use pathway and/or
Not Within District
A pathway along the waterfront designed to enhance access and
Permitting Authority enjoyment of District Tidelands. Waterside Promenades are primarily for
Other pedestrians (non-exclusive use) and may also function as a multi-use Non-District Pathway
pathway and/or include a designated multi-use pathway. Not Within District Permitting Authority
Recreation
Open Space Sidewalk
A non-waterside pathway that provides a dedicated area for pedestrians
Anchorage adjacent and parallel to a roadway.
FIGURE PD10.4 CORONADO BAYFRONT PLANNING DISTRICT - COASTAL ACCESS: VIEWS AND PATHWAYS 349
PORT MASTER PLAN
PD 10
PORT MASTER PLAN
5.10.2 North Coronado Subdistrict

5.10.2(A) Vision
Maintain North Coronado’s existing character and strong connections to
the water through physical and visual coastal access and coastal-focused
recreational activities.
The District’s vision includes preservation of the existing water mobility system and walkways
to ensure coastal access. North Coronado will continue to provide visitors with the opportunity
to explore Tidelands through low-intensity commercial amenities, open space recreation areas,
pathways, and access to the Bayshore Bikeway.
Planned improvements focus on enhancing the area’s water and land mobility, including
enhancements to waterside promenades and pathways, new public docking and watercraft
launching areas, and a mobility hub with a water-based transfer point. Modifications to existing
commercial amenities will further strengthen the area’s public access and connection to the water
without increasing development intensity.
The North Coronado Subdistrict planned improvements provide requirements for the
subdistrict.
PD 10
PORT MASTER PLAN
No special allowances are included for the North Coronado Subdistrict.
Mobility Hubs
PD10.1 Develop a Local Gateway Mobility Hub,
or larger hub, near the Ferry Landing, as
generally depicted in Figure PD10.3. The See Section 4.1 (Chapter 4,
mobility hub shall: Baywide Development Standards)
a. Meet the criteria for Local Gateway for more information about
mobility hubs.
Mobility Hubs, or larger hub, in accordance
with the requirements of Chapter 4,
Baywide Development Standards;
b. Provide wayfinding and pathway connections to connect to the water-based
transfer points and short-term public docking at the Ferry Landing and the
existing pier east of the Ferry Landing; and
c. Be integrated within a single parking facility that consolidates public parking
with parking that serves the commercial uses.
Bayshore Bikeway
PD10.2 Maintain continuous public coastal access to the Coronado Bayfront via the
Bayshore Bikeway.
PD10.3 Modify, or replace in-kind, the existing water-based transfer points and the existing
short-term public docking at the following locations, as generally depicted in Figure
PD10.3:
a. At the Ferry Landing; and
b. At the existing pier east of the Ferry Landing.
PD10.4 Develop a water-based transfer point at the existing pier facing northeast, as
PD10.5 Develop a water-based transfer point at the southern portion of Tidelands Park,
near the beach north of the San Diego-Coronado Bridge, as generally depicted
in Figure PD10.4. This water-based transfer point should be developed for small
recreational watercraft, such as dinghies.
PD 10
PORT MASTER PLAN
PD10.6 Develop one short-term public docking slip on the existing dock facing northeast,
as generally depicted in Figure PD10.3.
Anchorages
PD10.7 Modify, or replace in-kind, the moorings within Coronado Anchorage (A-4).
PD10.8 Allow for modifications to moorings to allow for a cumulative increase of up to 20
moored vessels at existing Coronado Anchorage (A-4), provided the boundaries of
the anchorage do not change, and there is no unmitigated increase in shading or fill.
PD10.9 Maintain existing launch areas for hand-launched nonmotorized watercraft in the
following locations, as generally depicted in Figure PD10.3:
a. At the beach south of the Ferry Landing; and
b. At Tidelands Park beach.
Step-Down Areas
PD10.10 Provide step-down areas integrated into the design of the adjacent Recreation
Open Space areas. Step-down areas should provide direct physical access to the
water to enable the public to touch the water in the following locations, as generally
depicted in Figure PD10.3:
a. As part of improvements at the beach south of the Ferry Landing; and
b. North or south of Tidelands Park beach.

PD10.11 Modify, or replace in-kind, existing retail and/or restaurant space to the same or
lesser size and in the same general footprint.
PD10.12 Modify, or replace in-kind, existing hotel rooms, including associated retail,
restaurant, and/or meeting space to the same or lesser size and in the same general
footprint east of Second Street.
PD 10
PORT MASTER PLAN
to development in the North Coronado Subdistrict. The standards provide requirements for

Pathways
Standards:
FIGURE PD10.5 - North a. Waterside
Coronadopromenades shall be required as part of all development that abuts
Waterside Promenade
the
Progress Draft: Not intended to waterfront
depict actual tree orand thatselection.
furniture is not a coastal-dependent use, as well as in any other
location where a waterside promenade is generally depicted in Figure PD10.4.
b. In the North Coronado Subdistrict, waterside promenades shall have a minimum
width of 20 feet west of the Ferry Landing, and 15 feet east of the Ferry Landing,
as generally depicted in Figure PD10.5.
Welcome Welcome
Water
Waterside Promenade Building Setback

20’ min. - West of the Ferry Landing 20’ min.
15’ min. - East of the Ferry Landing
Figure PD10.5 Cross-Section of North Coronado Waterside Promenade

PD 10
PORT MASTER PLAN
Views
in Figure PD10.4:
a. View of downtown San Diego from the sandy beach located at the foot of D
Avenue;
b. View of downtown San Diego from Centennial Park at the foot of Orange
Avenue; and
c. View of the working waterfront from Tidelands Park.
a. Orange Avenue;
b. C Avenue;
c. B Avenue;
d. Second Street; and
e. Third Street.
Structure Height and Setbacks
PD10.18 Buildings shall be set back 20 feet from the waterside promenade, as generally
depicted in Figure PD10.5. The setback area shall include landscaping, public access,
and bicycle and pedestrian facilities, such as bike racks, fixed or movable seating,
and/or other possible improvements.
PD10.19 Development shall be context-sensitive in size, scale, and design; be in character
with the adjacent community; and should result in comprehensive, integrated
development of commercial and public areas in a cohesive landscaped setting,
consistent with the following standards:
a. Buildings shall be oriented toward the waterfront along the Bay;
b. Buildings shall include active uses on the ground floor adjacent to the waterfront;
and
c. Development is encouraged to provide substantial landscaping throughout
the site. However, a minimum of 15 percent shall be required. Required parking
spaces shall not be considered as a portion of the required landscaping.
PD 10
PORT MASTER PLAN
5.10.3 South Coronado Subdistrict

5.10.3(A) Vision
Enhance South Coronado’s connection to the water by increasing recreational
boat berthing opportunities and promoting public access throughout the area.
Planned public improvements for this subdistrict are intended to increase connections to the water
mobility system through new water-based transfer points and public docking opportunities.
In addition to the Port Master Plan, Glorietta Bay, located in the South Coronado Subdistrict, is
subject to the Glorietta Bay Master Plan, which was legislatively approved through a Port Master
Plan Amendment. All public improvements contemplated in the Glorietta Bay Master Plan for this
area have been constructed.
The South Coronado Subdistrict planned improvements provide requirements for the
subdistrict.
No special allowances are included for the South Coronado Subdistrict.
Bayshore Bikeway
PD10.20 Maintain continuous public coastal access to the Coronado Bayfront via the
Bayshore Bikeway.
PD 10
PORT MASTER PLAN
PD10.21 Modify, or replace in-kind, the existing water-based transfer point at the south side
of Glorietta Bay, as generally depicted in Figure PD10.3, in coordination with the City
of Coronado.
PD10.22 Modify, or replace in-kind, the existing short-term public docking associated with
Glorietta Bay Boat Launch, as generally depicted in Figure PD10.3, in collaboration
with the City of Coronado.
PD10.23 Develop one additional short-term public docking slip within this subdistrict in
association with recreational marina-related facilities in collaboration with the City
of Coronado.
PD10.24 Modify, or replace in-kind, existing recreational marina-related facilities in this
recreational marina-related facilities in this subdistrict, in coordination with the City
of Coronado, to allow for the accommodation of various-sized vessels.
Anchorages
PD10.26 Modify, or replace in-kind, the moorings within Coronado Anchorage (A-4) and
Glorietta Bay Anchorage (A-5).
PD10.27 Allow for modifications to moorings to allow for a cumulative increase of up to 20
moored vessels at existing Coronado Anchorage (A-4), provided the boundaries of
the anchorage do not change, and there is no unmitigated increase in shading or fill.
PD10.28 Allow for modifications to moorings to allow for an increase of up to five moored
vessels at existing Glorietta Bay Anchorage (A-5), provided the boundaries of the
anchorage do not change, and there is no unmitigated increase in shading or fill.
PD 10
PORT MASTER PLAN
development in the South Coronado Subdistrict. The standards provide requirements for

Pathways
PD10.29 Maintain existing pathways to offer public coastal access through and along
Tidelands.
PD10.30 A waterside promenade is not required on the waterfront around Coronado
Municipal Golf Course for public safety concerns.
Views
PD10.31 Physical access shall be preserved to the scenic vista area overlooking Glorietta Bay
from the Coronado Bay Promenade Park, as generally depicted in Figure PD10.4, in
Structure Height
PD10.33 Development shall be context-sensitive in size, scale, and design, in character with the
adjacent community, and should result in comprehensive, integrated development
of commercial and public areas in a cohesive landscaped setting, consistent with
the following standards:
a. Buildings shall be oriented toward the waterfront along the Bay;
b. Buildings shall include active uses on the ground floor adjacent to the waterfront;
and
c. A minimum of 15 percent of the total site area shall be landscaped. Required
PD 10
6 Plan
Implementation
and Development
Conformance
CHAPTER 6
Plan Implementation and

Development Conformance
6.1 Overview
The purpose of this chapter is to describe the various aspects of how the Plan will be implemented
and the requirements in determining conformance with this Plan. Both the plan implementation and
development conformance sections described in this chapter are necessary to guide development
on Tidelands and successfully carry out the broad vision and goals and objectives presented in
this Plan.
The Plan represents the District’s long-range vision for future growth and development on
Tidelands and future programs and implementation actions must be consistent with the Plan.
This chapter explains the parameters for interpretation and potential amendments, as well as
the interplay between Chapter 3, Elements, Chapter 4, Baywide Development Standards, and
Chapter 5, Planning Districts. Together, these items provide a collective road map for determining
conformance with this plan.
6.2 Plan Implementation
The information contained in this Plan is intended to facilitate clear and consistent treatment of
proposed development, in accordance with the District’s approval authority under the Coastal Act
and the powers and authority granted to the District by the Port Act. This Plan also establishes
goals, objectives, and policies, as well as permitted uses and development standards to ensure
development and activities are consistent with applicable portions of the Coastal Act and the
allowed uses codified in the Port Act.

PORT MASTER PLAN
Chapter 6 - Plan Implementation and Development Conformance
This Plan provides a vision, and the guidance and requirements, for future development as it
occurs on Tidelands. This Plan does not commit the District to a specific development or action.
The following principles have been created to guide this Plan’s implementation:
• Long-term Implementation: The District’s intent is to meet the overall vision and goals of this
plan and implement its objectives and policies. However, it is not intended that all policies or
programs will be implemented immediately or concurrently;
• Prioritization: Since implementation can take time, the District will need to prioritize programs.
This Plan contemplates this prioritization as an ongoing process as part of the District’s policy-
making function;
• Review, Evaluate and Adjust: While this Plan identifies actions and programs, the District
recognizes they may need to be adjusted or adapted over time based on new information or
changing circumstances. The District intends to continually evaluate the effectiveness of these
actions and adjust, so long as they remain consistent with the overall intent of this Plan and do
not require an amendment to this Plan pursuant to the Coastal Act; and
• Subsequent Actions: This Plan includes policy direction and other potential future District
actions, including subsequent ordinances and resolutions, policies, and programs that may be
adopted by the District after the CCC’s certification of this Plan. While they are not required
to be part of this Plan by either the Port Act or Coastal Act, they are important for successful
execution of this Plan.
6.2.1 Appealable Projects
Projects considered appealable under Section 30715, are required to be reviewed for consistency
with the policies of Chapter 3 (Commencing with Section 30200), in accordance with Coastal Act
Sections 30711(a)(4), 30714(b). Section 30007.5 of the Coastal Act recognizes that some policies
may conflict with others within the Coastal Act and states: “The Legislature therefore declares
that in carrying out the provisions of this division such conflicts be resolved in a manner which
on balance is the most protective of significant coastal resources. In this context, the Legislature
declares that broader policies which, for example, serve to concentrate development in proximity
to urban and employment centers may be more protective, overall, than specific wildlife habitat
and other similar resource policies.” Section 30200 of the Coastal Act further reinforces this policy.

PORT MASTER PLAN
6.2.2 Port Master Plan Amendments

Once adopted by the BPC and certified by the CCC, this Plan may be amended using the same
procedure by which it was originally approved by the BPC and CCC, respectively, as set forth
under Chapter 8 of the Coastal Act and the CCC’s regulations. All amendments will be subject to
the BPC’s review and consideration. In certain circumstances, staff may also be directed by the
BPC to process, or not process, a third party initiated PMPA.
In addition to the requirements outlined in Section 6.3.1, Map Interpretation and Section 6.3.3,
Conformance with Use Designations, proposed changes that require a PMPA include, but are not
be limited to:
1. Legislative changes and updates that may be necessary to improve the efficacy of this Plan
and for the District to continue to meet its obligations pursuant to the Coastal Act, Public Trust
Doctrine, and Port Act;
2. Addition or removal of development or changes to development not included in this Plan;
3. Addition, or substantial change, to an appealable project described in the Planned Improvements
section of a subdistrict, unless an alternative mechanism is allowed by the Coastal Act or CCC
regulations;
4. A change to a water or land use designation, or to the allowable use types listed for that
designation per Table 3.1.2, Allowable Use Types for Water Use Designations and Table 3.1.3,
Allowable Use Types for Land Use Designations; or
5. Development that exceeds the maximum development intensity, setbacks or height limits
described in the Chapter 4, Baywide Development Standards, and Chapter 5, Planning Districts,
including any development standards within the applicable planning district or subdistrict.
A PMPA must be adopted by the BPC and certified by the CCC in a manner consistent with Chapter
8 of the Coastal Act and the CCC’s regulations. All sections or portions of this Plan to be changed
or affected must be included in the proposed PMPA.

PORT MASTER PLAN
6.2.3 Regional Water and Land Use Compatibility

The State of California requires that the San Diego County Regional Airport Authority Board,
acting as the Airport Land Use Commission (ALUC), prepare Airport Land Use Compatibility Plans
(ALUCP) for each public-use and military air installation in San Diego County. An ALUCP addresses
compatibility between airports and future land uses that surround them by addressing safety,
noise, airspace protection, and overflight notification concerns to minimize the public’s exposure
to excessive safety hazards and noise within the airport influence area for each airport. For military
air installations, the State also requires that the ALUC prepare ALUCPs consistent with the Air
Installation Compatible Use Zones study prepared by the military to help guide local governments
in planning efforts. District property falls within three Airport Influence Areas (AIA) including:
San Diego International Airport, Naval Air Station North Island, and Naval Outlying Landing Field
Imperial Beach.
Upon completion of the following actions, the ALUCPs will be implemented and the District will be
responsible for the consistency review of discretionary and ministerial projects located within the
AIAs listed above.
1. The District shall coordinate with the ALUC to ensure consistency with the ALUCPs as follows:
a. In the preparation of future amendments or updates to the ALUCPs to ensure the
compatibility of District water and land uses with airport operations; and
b. For submission of all future PMPAs to the ALUC for a determination of consistency with
the adopted ALUCPs. This should typically occur prior to any BPC or CCC approval of a
subject PMPA.
2. After a PMPA has been determined by the ALUC to be consistent with applicable ALUCPs, the
District shall:
a. Coordinate with the ALUC to implement the ALUCPs as required under California
Government Code §65302.3(a), (b) and (c). Legislative actions (Port Master Plan
amendments) will continue to be forwarded to the ALUC for consistency review; and
b. Use the applicable ALUCP as guidance/reference during consistency review of discretionary
and ministerial developments on Tidelands that are within an AIA. For ALUCPs that have
not been implemented, the District shall continue to submit all developments that are
within an AIA to the ALUC for review (refer to SR Policies 1.1.7 through 1.1.9 [Chapter 3.4,
Safety and Resiliency Element] regarding guidance for safe development in the AIA).

PORT MASTER PLAN
6.2.4 Public Participation and Hearings
Section 30711(a)(5) of the Coastal Act requires that a port master plan contain “[p]rovisions
for adequate public hearings and public participation in port planning and development
decisions.”
6.2.4(A) Public Participation and Outreach

The District, due to its basic purpose and organizational structure as a special district, utilizes
governmental processes and hearings, and citizen participation and involvement in a slightly
different manner than the more familiar general-purpose form of government, such as a city or
county. This difference is noteworthy in the activities related to the BPC and is generally described
below.
The BPC serves as the policy-making body of the District and gives overall direction to the District’s
operational and administrative staff recognizing the multi-faceted interests of the District and
adjacent jurisdictions. The Commissioners are appointed to a four-year term by the City Councils
of the adjacent jurisdictions included in the District - Chula Vista, Coronado, Imperial Beach,
National City, and San Diego. The Commissioners are selected in an appointive process conducted
in a public forum, involving public hearings and citizen participation. The Commissioners often
report back to their respective City Councils and, in some instances, the Commissioners’ reports
are scheduled at the public meetings of the City Councils. Commissioners, as part of their typical
activities, interact with local, regional, state and federal agencies, as well as with stakeholders and
the public.
BPC policies adopted by the District emphasize public engagement and participation as a primary
goal to ensure that communities can meaningfully participate in planning decisions. The BPC
participates in regularly scheduled public meetings to conduct District business. Agendas and
staff reports are prepared for each meeting and copies are provided to the public prior to the
meeting in accordance with Brown Act requirements (codified at California Government Code
Section 54950 et seq.). The public meetings are open to public participation. Public testimony is
accepted on specific items at the time the item is considered by the BPC.
6.2.4(B) Public Hearings
When the BPC determines a public hearing is required or a public hearing is required by law, public
notice of the meeting is distributed, in accordance with law. Minutes of the BPC meetings provide
a public record of discussions, staff reports, and District actions. Minutes are made available to the
interested public and agencies upon request.
The District has adopted CDP Regulations, which provide procedures and criteria for the issuance
of CDPs in accordance with the requirements of the Coastal Act. Pursuant to the CDP Regulations,
authorization to issue CDPs for non-appealable developments do not require a public hearing
before the BPC, while authorization to issue CDPs for appealable developments do require a
public hearing before the BPC.
The BPC’s public hearing on a CDP is conducted during a regularly scheduled or a specifically
convened meeting in a manner deemed most suitable to ensure fundamental fairness to all parties
concerned, and with a view toward securing all relevant information and material necessary to
render a decision without unnecessary delay. All dates for public hearings shall be set with a view

PORT MASTER PLAN
toward allowing adequate public dissemination of the information contained in the application
prior to the time of the hearing, and toward allowing public participation and attendance at the
hearing, while affording applicants expeditious consideration of their CDP application.
The scheduling of the public hearing, the issuances of notices for the public hearing, the contents
of the hearing notice, the District staff’s review and recommendation on the issuance of the CDP,
the public hearing, and the BPC’s decision are conducted, pursuant to Section 11 of the CDP
Regulations, as may be amended from time to time.
6.3 Development Conformance
In accordance with Section 30715.5 of the Coastal Act, all development must conform with this
Plan. A development will be deemed in conformity with this Plan when:
1. The use type is allowed within the designated water and/or land use;
2. Structure(s) and public realm areas comply with Chapter 4, Baywide Development Standards
and planning district and subdistrict development standards included in Chapter 5, Planning
Districts; and
3. Uses and activities are generally consistent with the goals, objectives, and policies of this Plan,
as applicable to a specific development site and do not obstruct the overall attainment of the
Plan’s goals, objectives, and policies.
The District may also issue further administrative procedures to address conformance with this
Plan and substantial conformance with a Coastal Act Approval granted pursuant to this Plan.
Depending on the content and nature of those procedures, an amendment to this Plan may be
required.
6.3.1 Map Interpretation
1. Planned Improvement Maps. The maps of planned improvements in this Plan’s planning districts
are for general depiction purposes of the feature location(s) only. The actual location of those
items on the map may shift slightly once development is initiated. However, such shifting of a
location shall not be interpreted to excuse the development of the planned improvements or
conformity to the development standards.
2. Illustrations, Diagrams, and Photos. Illustrations, diagrams, and photos in this Plan are for
intended for illustrative purposes only. They should be consulted in conjunction with the
applicable text. Proposing a similar design to what is depicted in an illustration, diagram, or
photo will not guarantee development acceptance or approval.

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6.3.2 Conformance with the Elements

This Plan attempts to balance a range of potentially competing interests to further the District’s
mission. In many instances, the District will need to balance the policy consequences of approval
versus the financial, environmental, and social consequences associated with a decision. The Plan
does not require a development to address every goal, objective, or policy in the elements, as
some may be inapplicable to a specific development or as described below.
When making a determination of conformance, the District may use its discretion to balance and
harmonize the elements’ policies to best achieve the Plan’s overall goals. If, when all aspects of the
development are considered, the District finds that the development will further the broad goals,
objectives and policies in the elements even if it does not address them all, it may be deemed in
conformity with the elements.
6.3.3 Conformance with Use Designations

Water and land use designations are illustrated on Figure 3.1.1, Baywide Water and Land Use
Designations in with corresponding descriptions in Table 3.1.4, Water and Land Use Designation
Descriptions (Chapter 3.1, Water and Land Use Element). Where conflict may exist between
designation on the map and the corresponding policy, standard, or designation description, the
written narratives shall prevail. All developments and use of Tidelands are to be consistent with the
corresponding use designation(s) (refer to Figure 3.1.1, Baywide Water and Land Use Designations,
and Table 3.1.2, Allowable Use Types for Water Use Designations and Table 3.1.3, Allowable Use
Types for Land Use Designations (Chapter 3.1, Water and Land Use Element). Additional water and
land use considerations include:
• Additional uses that are currently not listed as primary uses or secondary uses in any use
designation may be permitted, if compatible, similar in character, and are an allowed Public
Trust use; and
• Planning Areas allow for a unique arrangement of the use designations described by specific
standards within the planning district sections. Refer to Chapter 5, Planning Districts, including
any development standards within the applicable planning district or subdistrict.

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6.3.4 Conformance with Baywide Development Standards and

Planning Districts
Chapter 4, Baywide Development Standards includes development standards that apply for all
development on Tidelands and Chapter 5, Planning Districts includes location specific development
standards that apply to a specific planning district or subdistrict.
Conformance with Chapter 4, Baywide Development Standards and planning district development
standards are mandatory for any developments within such planning district or subdistrict, subject
to Chapter 3, Elements; Chapter 5, Planning Districts; Sections 6.2.2, Port Master Plan Amendments;
and 6.3.2, Conformance with Elements.
Lease Approval
The District, under the Port Act, has the sole and absolute discretion to enter a lease with a
potential or existing tenant. The authority to approve a lease corresponds to the duration
of lease as follows:
• The BPC may approve long-term leases of more than five years; and
• District staff, without prior BPC approval, may enter short-term leases of five years or
less.
This Plan shall not divest or in any way impede the District’s discretion to enter a lease.
Moreover, a potential or existing tenant shall not rely on this Plan to assume a lease will be
approved by the BPC or District staff.
6.3.5 Nonconforming Uses and Nonconforming Developments

Certain uses and developments on Tidelands, which may have been legally established at the
time of their commencement, may not conform with water and land use designations or goals,
objectives, policies and standards in this Plan, and are therefore, considered legal nonconforming
uses or legal nonconforming developments. The following section provides requirements that
regulate such legal nonconforming uses and legal nonconforming developments.
The following provisions establish the requirements for legal nonconforming uses and legal
nonconforming developments. Real property rights to implement development on Tidelands are
primarily granted through leases, and hundreds of leases exist at any one time within Tidelands.
The term of the leases also varies widely. The provisions below recognize the existence of leases
between the District and third parties and the rights and obligations contained therein. Subject to
being legally established, the provisions allow legal nonconforming uses and legal nonconforming
developments to continue to exist, and to be repaired and maintained, within appropriate
parameters that address potential impacts to public health, safety and welfare. The provisions
also establish findings to allow for such repair and maintenance to protect public health, safety,
welfare and the environment.

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6.3.5(A) General Requirements
1. Determination of Legal Nonconforming Status. The Occupant, Lessee or Permittee shall have
the burden of proof of establishing the legal status of any nonconforming use or nonconforming
development and submit such proof to the District for its review and approval. At a minimum,
the Occupant, Lessee or Permittee must produce the following: a legally established lease,
easement, license agreement or other legal document granting rights to the real property or
use of the real property; building permits covering each component of the development, if
applicable; certificate of occupancy for the element of the development at issue, if applicable;
and a Coastal Act Approval under the Coastal Act or evidence that no Coastal Act Approval was
required. The District may determine that additional items must be produced. Nonconforming
uses and/or nonconforming developments that were not lawfully established are prohibited
within Tidelands and may be subject to an enforcement action, and the Occupant, Lessee or
Permittee shall automatically fail the burden of proof required herein. For avoidance of doubt,
when the terms “legal nonconforming use” and “legal nonconforming development” are used
in this Section 6.3.5(A), it means the Occupant, Lessee or Permittee has met the burden of
proof in this Section 6.3.5(A) and the District has determined that the legal nonconforming use
or legal nonconforming development was legally established.
2. Permits and Required Authorization. Development performed on a legal nonconforming
development or a development accommodating a legal nonconforming use shall be conducted
pursuant to a Coastal Act Approval, a building permit, and all other required permits and
approvals and shall meet the requirements of Section 6.3.5(A) unless an exception is provided
herein. Nothing in Section 6.3.5(A) is intended to allow encroachment without necessary legal
authorization, either by a lease, easement, license agreement or other legal means. Nothing
contained in Section 6.3.5(A) shall be deemed to require any change in a legal nonconforming
use or a legal nonconforming development unless new development is proposed; provided,
however, that legal nonconforming uses and legal nonconforming development shall continue
to be subject to conformance with laws or regulations that may be enacted to protect the
public health and safety and the public welfare and are generally applicable on a Districtwide
basis or are necessary to comply with state or federal laws and regulations.
3. Exceptions. Development performed on a legal nonconforming development or a development
accommodating a legal nonconforming use solely to comply with the American with Disabilities
Act or solely to comply with federal standards for rehabilitation of historic properties shall be
excluded for the purposes of Section 6.3.5(A) except for the requirement to establish legal
status as provided above, Determination of Legal Nonconforming Status, and shall be allowed
with a Coastal Act Approval.

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6.3.5(B) Legal Nonconforming Uses

Section 6.3.5(B) applies to all legal nonconforming uses on Tidelands. It addresses the continuation
of a legal nonconforming use or development to a legal nonconforming use. For legal nonconforming
development refer to Section 6.3.5(C).
1. Continuation of Legal Nonconforming Uses and Nonconforming Rights. The lawful use of
land existing on the effective date of the Port Master Plan Update became effective may be
continued, even if the use no longer conforms to this Plan; provided, however, that intensification
of the legal nonconforming use shall be prohibited. Except as provided by expressed language
in a lease, Section 6.3.5(A), Section 6.3.5(B), or during the time modifications to a development
are being made, a legal nonconforming use that is not in use for 365 days or more out of the
past five years loses its status as a legal nonconforming use, and the use must conform to
current uses allowed by this Plan.
2. Development accommodating an existing legal nonconforming use. The following types of
modifications to a legal nonconforming uses described below (a, b, c or d) may be allowed
subject to obtaining a Coastal Act Approval, other entitlements and permits and subject to the
required findings specified in Section 6.3.5(D), below; provided, however, if the remaining term
of the lease, including all options to extend, is less than five years at the time a Coastal Act
Approval application is deemed complete by the District, the BPC may approve a buy-out of
the remaining lease term and disapprove any of the following types of development.
a. Alterations, Maintenance and Repair. Alterations, maintenance, and repair to an existing
development that accommodates a legal nonconforming use are permitted unless said
alteration, maintenance or repair expands the square footage, height or footprint of the
structure(s) or changes the location of the structure or constitutes Major Development
(refer to the Glossary for definition).
b. Reconstruction. Reconstruction of a Major Development only after a catastrophic event is
permitted as specified in Section 6.3.5(E).
c. Development to Major Structural Component(s). Development, such as, but not limited to,
replacement, modifications or alterations, to major structural component(s) are permitted
unless such development expands the square footage, height or footprint of the structure(s)
or change the location of the structure or constitute Major Development.
d. Expansion. Expansion of an existing legal nonconforming use throughout an existing
structure is permitted so long as there is no intensification of the use.
3. Development conducted by the Occupant, Lessee, or Permittee in accordance with Section
6.3.5(E) shall not count towards an additional lease term under the lease or any District or BPC
policy, and Occupant, Lessee, or Permittee shall not rely on such development in requesting a
lease term extension.
4. In any remaining portion of the Existing Development as of the effective date of the Port
Master Plan Update that is not subject to each case (a, b, c or d) above in Section 6.3.5(B)
(2) must continue to comply with the laws and regulations in effect when the structure was
established. All other development associated with a legal nonconforming use that do not
meet the criteria in Section 6.3.5(A)(1) shall be required to conform to this Plan.

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6.3.5(C) Legal Nonconforming Developments

This section applies to all legal nonconforming developments on Tidelands. This Section 6.3.5(C)
addresses legal nonconforming development even if the use is conforming to this Plan. For legal
nonconforming uses or development that supports a legal nonconforming use refer to Section
6.3.5(B).
1. Changes to Legal Nonconforming Developments. The requirements of Section 6.3.5(C) are
in addition to and do not supersede any requirements or permit approvals required for any
change, addition, alteration, or the like to an existing development as of the date of this Plan’s
original certification. The following requirements shall apply to development conducted to
a legal non-conforming development or a Development Site where legal non-conforming
development is located. All such development is subject to obtaining a Coastal Act Approval,
other entitlements and permits and subject to the required findings specified in Section
6.3.5(D), below; provided, however, if the lease term, including all options to extend, at the
time a development application is deemed complete by District is less than five years, the BPC
may approve buy-out of the remaining lease term and disapprove any of the following types
of development. Development conducted in accordance with Section 6.3.5(C) shall in no way
be relied on in claiming a right to a lease term extension.
a. Alterations, Maintenance and Repair. Alterations, maintenance, and repair to an existing
legal nonconforming development is permitted unless said alteration, maintenance or
repair expands the square footage, height or footprint of the structure(s), changes the
location of the development or constitutes Major Development.
b. Reconstruction. Reconstruction of a Major Development of a development or development
site after a catastrophic event is permitted subject to Section 6.3.5(E).
c. Development to Major Structural Component(s). Further development, such as, but not
limited to, replacement, modifications or alterations, to a major structural component(s),
to a legal nonconforming development are permitted unless such further development
expands the square footage, height or footprint of the structure(s) or change the location
of the structure or constitute Major Development.
2. In any remaining portion of an existing development, as of the effective date of the Port Master
Plan Update, that is not subject to each case above (a, b, or c) in Section 6.3.5(C)(1), must
continue to comply with the laws and regulations in effect when the structure was established.
All other modifications to a legal nonconforming development that do not meet criteria (a, b,
or c) in Section 6.3.5(C)(1) shall be required to conform to this Plan.

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6.3.5(D) Findings
In addition to any findings required by law, the following findings must be made in connection with
any Coastal Act Approval allowing any of the types of development specified in Section 6.3.5(B)
and Section 6.3.5(C):
1. That the location of the development site, the proposed development, and the conditions under
which the proposed development would be operated or maintained will not be detrimental to
the health, safety, or welfare of persons residing or working in the area or the general public,
and will not be materially injurious to properties or improvements in the vicinity; and
2. That the location of the development site, the proposed development and the conditions under
which the proposed development would be operated or maintained will be in conformance
with all applicable regulations, ordinances and laws other than this Plan; and
3. That the proposed development will not, with the incorporation of mitigation if required, result
in a new or increased permanent environmental or coastal resource impact; and
4. That the proposed development, as it may be conditioned, will complement and harmonize
with the existing and proposed adjacent land uses and will be compatible with the physical
design aspects and land and water use intensities, in the surrounding area.
6.3.5(E) Reconstruction of a Legal Nonconforming Development or

to a Development accommodating a Legal Nonconforming Use after a
Catastrophic Event
Reconstruction of a legal nonconforming development or a development that supports a legal
nonconforming use after a catastrophic event is allowed upon issuance of a Coastal Act Approval,
building permit and any other entitlements or approvals that may be required; provided, however,
the reconstructed development shall not increase the legal nonconformity of the development
which existed prior to the catastrophic event, including, without limitation to square footage, height,
footprint, and the reconstructed development shall be located in generally the same location and
within the same development envelope as the current/prior development unless development
on the same location or within the same development envelope is infeasible as a result of the
catastrophic event.
After a catastrophic event, nonconforming rights are retained for three (3) years after the event,
by which time a Coastal Act approval, building permit, or any other entitlements or approvals
must be obtained and exercised to repair or reconstruct the development. Such a three (3) year
period may be extended up to two (2) years for good cause after BPC approval.  If the lease term,
including all options to extend, at the time a catastrophic event is less than five years, the BPC
may approve buy-out of the remaining lease term and disapprove the proposed development.
Development conducted in accordance with Section 6.3.5(E) shall in no way be relied on in
claiming a right to a lease term extension.  
6.3.6 Coastal Act Approval Applications: Findings of Conformity

All decisions of the BPC or the District relating to Coastal Act Approval applications shall be
accompanied by written findings about the conformance of the proposed development to this Plan
and applicable provisions of the Coastal Act. Additionally, subject to the District’s CDP regulations,
all development authorized under this Plan by a Coastal Act Approval must be implemented in
substantial conformance with said approval.

G Glossary
Glossary
TERM DEFINITION
A use of land or building, or portion thereof, that is customarily incidental to,
related to, or clearly subordinate to a primary use or secondary use of the land
or building located on the same premises. Accessory uses are distinguished
Accessory Use from secondary uses in that an accessory use has a relationship to a primary
or secondary use, whereas a secondary use may be independent of and have
little to no relation to a primary use.
A route by water or land that provides access to or through a destination.
Examples of accessways include, but are not limited to, roadways, rail,
Accessway pathways, bikeways, and navigation corridors. Refer to Figure 3.2.2
Accessway Hierarchy in (Chapter 3.2, Mobility Element).
Accommodate To have or provide.
Accommodating Supporting or sustaining.
Achieve To carry out and meet stated policy or action.
Attract visitors to, and extend users stay on Tidelands. May involve temporary
or permanent activities and/or structures or amenities.
Activating commercial features host small-scale commercial enterprises and
serve visitors and the community. These features include, but are not limited
to, carts, kiosks, stands, and pavilions for food service, retail, or other small-
scale commercial, leisure or hospitality activities.
Activating Feature
Activating non-commercial features are structures or amenities designed
for enhancing the public’s use or enjoyment of open space. These features
include, but are not limited to, furnishings or structures that offer shade or
host interactive activities such as performance, entertainment, education,
games, play, exercise, media installations, or similar activities.
Shade structures are not considered an Activating Feature.
An activation plan provides a framework and guidance for planning and
Activation Plan programming of recreation open space for diverse human activity. The focus
of place activation is on ensuring the needs of all potential users are met.
Active Uses A use that involves participation, movement, or engagement in an activity.

PORT MASTER PLAN
Glossary
TERM DEFINITION
Adjustment in natural or human systems to a new or changing environment.
For example, adaptation to climate change refers to adjustment in natural
Adaptation or human systems in response to actual or expected climatic stimuli or their
effects, which moderates harm or exploits beneficial opportunities.
Address To direct the efforts or attention.
Adhere To act based on rules or agreements that are upheld.
Local, state, or federal agencies or municipalities whose jurisdictional
Adjacent Jurisdictions boundaries are located adjacent to the District.
Allow To give permission to have or do something.
Amenity Facilities or furnishings that provide comfort, convenience, or enjoyment.
An area intended to improve comfort, convenience, or enjoyment, by
Amenity Zone providing a variety of facilities or street furnishings, such as pedestrian seating,
trash receptacles, and signage.
Space for vessels to anchor with sufficient area for natural movement during
Anchorage Area mooring and with sufficient access to navigable waters.
Section 30715 in Chapter 8 of the Coastal Act provides a list of categories
of development that may be appealed by the CCC. Development that is
considered within one of these category types is referred to as “appealable,”
Appealable and development that is not considered one of these category types is
referred to as “non-appealable.” Refer to WLU Goal 1 (Chapter 3.1, Water
and Land Use Element) for more information on development types and
categories.
Aquaculture, also known as fish, shellfish, or algae/seaweed farming, refers
to the propagation, cultivation, maintenance, and harvesting of marine plants
and animals in all types of water environments including ponds, rivers, lakes,
the ocean and man-made “closed” systems on land. Aquaculture includes
the production of food fish, sport fish, bait fish, ornamental fish, crustaceans,
mollusks, algae, sea vegetables and other marine plant species, and fish eggs
for the aquarium trade and in a range of food, pharmaceutical, nutritional or
biotechnology products. Aquaculture is a priority coastal-dependent use, as
Aquaculture described in the Coastal Act.
Aquaculture may include the production of seafood from hatchery fish and
shellfish which are grown to market size in ponds, tanks, cages, or raceways.
Stock restoration or "enhancement" is a form of aquaculture in which hatchery
fish and shellfish are released into the wild to rebuild wild populations or the
creation of habitats to support native populations, such as oyster reefs. Fish
laboratories and testing, as well as fish offloading/ transshipment are also
important aspects of aquaculture.
Objects or items characteristic of, or resulting from, a particular human
Artifacts institution, period, trend, or individual and may be prehistoric or historic.
Assess To consider in order to make a judgement about.
Areas organized for the purpose of aiding in the development or improvement
Assessment District allowing for the collection of special assessments to finance public
improvements.
Places whose main purpose is to allow public access for entertainment,
interest, or education. May include heritage, amusement/entertainment,
Attractions recreation, or commercial. Activating features are similar to Attractions, but
with a size threshold for structures.
Avoid To act in order to prevent something from occurring.
A large, flat-bottomed boat used to carry cargo from a port to shallow-draft
Barge waterways.
The catchment area of an abiotic compartment of Earth, usually associated
Basin with the hydrosphere or atmosphere (e.g. river basin or air basin).
Bayfront An area of land adjacent to San Diego Bay.

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Glossary
TERM DEFINITION
A regional corridor for use by cyclists that is planned to extend 24 miles
around San Diego Bay, providing a physical and scenic connection to major
Bayshore Bikeway bayfront employers, as well as tourist and recreational destinations. The
SANDAG Bayshore Bikeway Plan provides guidance for the multi-agency and
multi-jurisdictional effort.
Pursuant to the Porter-Cologne Water Quality Control Act, designations
assigned to water bodies of the state that may be protected against quality
degradation. In the San Diego Region, Beneficial Water Uses, including
water quality objectives and implementation plans to protect those uses,
are established by the California Water Quality Control Board, San Diego
Region’s Water Quality Control Plan for the San Diego Basin (Basin Plan). In
the Pacific Ocean, Beneficial Water Uses include: contact water recreation;
non-contact water recreation; wildlife habitat; industrial service supply;
navigation; commercial and sportfishing; preservation of biological habitats
Beneficial Use [Water] of special significance; rare, threatened, or endangered species; marine
habitat; migration of aquatic organisms; spawning, reproduction, and/or
early development; shellfish harvesting; and aquaculture. In San Diego Bay,
Beneficial Water Uses include: contact water recreation; non-contact water
recreation; wildlife habitat; industrial service supply; navigation; commercial
and sport fishing; preservation of biological habitats of special significance;
rare, threatened, or endangered species; estuarine habitat; marine habitat;
migration of aquatic organisms; spawning, reproduction, and/or early
development; and shellfish harvesting.
The place primarily for a ship or boat when at anchor, a slip, or dock. A berth
Berth may also serve as a place for a barge, dry dock, or floating upweller system.
The informational, scientific standard followed for decision making for an
Best Available Science applicable process for a specific discipline.
A best practice is a method or technique that has been generally accepted
as superior to any alternatives, because it produces results that are superior
Best Management Practices to those achieved by other means or because it has become a standard
way of doing things, e.g., a standard way of complying with legal or ethical
requirements.
A type of dedicated bike facility. Bike lanes are one-way facilities located
Bike Lanes on either side of a roadway. They provide a striped lane designated for the
exclusive or shared of bicycles.
Right-of-way and/or a transportation facility that is dedicated to bicycles or
Bikeway nonmotorized micro-mobility vehicles.
The number and variety of species found within a specified geographic region.
Biodiversity The variability among living organisms on the earth, including the variability
within and between species and within and between ecosystems.
Application of engineering principles to analyze and design biological systems
Biologically Engineered and technologies.
The sustainable use of ocean resources for economic growth, improved
Blue Economy livelihoods, and jobs while preserving the health of the ocean.
A business representing yacht or boat sellers and/or buyers during sale or
Boat (Yacht) Brokerage purchase of the boat, parts, and/or equipment.
A developed slope between the shore and the water by which vessels or boats
Boat Launch Ramp can be moved to and from the water.
To construct, assemble, erect, convert, enlarge, reconstruct, or structurally
Build alter a building or structure.

PORT MASTER PLAN
Glossary
TERM DEFINITION
As defined in the Coastal Act, Section 30102: “Coastal plan” means the
California Coastal Zone Conservation Plan prepared and adopted by the
California Coastal Zone Conservation Commission and submitted to the
Governor and the Legislature on December 1, 1975, pursuant to the California
Coastal Zone Conservation Act of 1972 (commencing with Section 27000). For
background on this coastal plan, prior to the passage of the California Coastal
Act in 1976, the State of California adopted a Coastal Initiative (Proposition
20) in 1972 that established temporary regional coastal commissions and
one statewide commission. These commissions were tasked with preparing a
California Coastal Plan coastal plan with coastal policy and planning recommendations for the State.
The California Coastal Zone Conservation Plan was completed in 1975 and
many of these recommendations were brought forward into the California
Coastal Act, including the establishment of the California Coastal Commission.
Part IV of the 1975 Coastal Plan provided specific policy recommendations
to each region, with accompanying maps, identifying various landmarks and
coastal resources. These maps are referred to in Chapter 8 (titled “Ports”) of
the Coastal Act for identifying wetland, estuary, or existing recreation areas in
the coastal zone."
A pathway along the water’s edge designed to project over the water, allowing
Cantilevered Promenade for enhanced access and enjoyment of Tidelands.
Carbon neutrality means annual zero net anthropogenic (human caused or
Carbon Neutrality influenced) carbon dioxide emissions.
Tornadoes, hurricanes, earthquakes, tsunamis, unintentional fire, flooding,
other acts of nature, terrorism, unintentional hazardous accidents, and
other unintentional human-made incidents that severely damage or destroy
Catastrophic Event structures, infrastructure, roads, or other components of the built environment
that make such development or any portion thereof or not occupiable or
usable for its intended purpose. Economic or fiscal conditions or market
fluctuations shall not constitute a catastrophic event.
Strategies fostering improving freight efficiency, transition to zero-emission
Clean Transportation and vehicles and technologies, and increasing the competitiveness of freight
Sustainable Freight Strategies systems.
The meteorological conditions, including temperature, precipitation, and wind,
Climate that characteristically prevail in a region.
A change in the state of the climate that can be identified (e.g., by using
Climate Change statistical tests) by changes in the mean and/or the variability of its properties
and that persists for an extended period, typically decades or longer.
A CDP or Coastal Act exclusion issued by the District or alternatively issued by
Coastal Act Approval the CCC for an appealed Coastal Act approval.
Coastal-Dependent Any development or use which requires a site on, or adjacent to, the sea (or
Development or Use Bay) to be able to function at all. (Coastal Act Section 30101).
A permit for any development within the Coastal Zone that is required
Coastal Development Permit pursuant to subdivision (a) of Section 30600 of the Coastal Act and as
applicable to ports pursuant to Chapter 8 of the Coastal Act.
Any development or use that is not inherently or physically dependent on
access to the water but may benefit or be more attractive by virtue of being
in proximity to water. Uses draw from the coastal dependent and coastal
Coastal-Enhancing Development related use activities as well as from other activities. Coastal-enhancing uses,
or Use while not a formal Coastal Act category, are a use category that has been
carried forward in the Plan since it was originally certified by the CCC in 1981.
Examples include restaurants, hotels and public recreation areas providing
facilities for golf, field sports, and passive recreation.
Flooding resulting from a coastal process—such as waves, tides, storm surge,
Coastal Flooding or heavy rainfall from coastal storms.
Habitats above spring high tide limit (or above mean water level in non-tidal
Coastal Habitat waters) occupying coastal features and characterized by their proximity to the
water.

PORT MASTER PLAN
Glossary
TERM DEFINITION
Natural hazards that adversely impact the coastline, including but not limited
Coastal Hazard to coastal erosion, coastal flooding, extreme monthly tidal inundation, sea
level rise, wave run-up.
An area of special flood hazard extending from offshore to the inland limit of
Coastal Hazard Area a primary frontal dune along an open coast and any other area subject to high
velocity wave action from storms or seismic sources.
Coastal-Related Development Any development or use that is dependent on a coastal-dependent
or Use development or use (Coastal Act Section 30101.3).
Land and water area of the State of California from the Oregon border to
the border of the Republic of Mexico, specified on the maps identified and
set forth in Section 17 of that chapter of the Statutes of the 1975-76 Regular
Session enacting this division, extending seaward to the state’s outer limit
of jurisdiction, including all offshore islands, and extending inland generally
1,000 yards from the mean high tide line of the sea. In significant coastal
estuarine, habitat, and recreational areas it extends inland to the first major
Coastal Zone ridgeline paralleling the sea or five miles from the mean high tide line of the
sea, whichever is less, and in developed urban areas of the zone generally
extends inland less than 1,000 yards. The coastal zone does not include the
area of jurisdiction of the San Francisco Bay Conservation and Development
Commission, established pursuant to Title 7.2 (commencing with Section
66600 of the Government Code, nor any contiguous thereto, including any
river, stream, tributary, creek, or flood control or drainage channel flowing into
such area (Coastal Act Section 30103).
The positive effects that a policy or measure aimed at one objective might
Co-Benefit have on other objectives, thereby increasing the total benefits (for the public
or the environment).
To partner in each aspect of the decision including the development of
Collaborate alternative and the identification of a preferred solution.
Commerce Activities and procedures involved in buying and selling goods or services.
Fishing duly authorized under applicable state and federal laws or regulations,
Commercial Fishing in which fish, or other seafood, wild harvested, either in whole or in part, are
intended to enter commerce or enter commerce through sale, barter, or trade.
Commercially Operated Vessels that carry multiple paying passengers for bay- and/or ocean-related
Passenger Vessels activities.
The protection and management of natural resources that best reflect
Conservation environmental stewardship for present and future generations.
Facilitate the transition from one mobility mode to another, including between
Connection Points water and land mobility modes.
Geographic locations or extents designated or dedicated to the act of
Conservation Areas conserving.
Conserve To protect from loss, harm, and/or wastefulness.
Consider To look at carefully or to think about in order to understand or decide.
Solicitation and consideration of an agency’s comments, suggestions, or input.
Consultation (Consultation is not synonymous with “agreement” regarding an agency’s
comments or suggestions.)
Contribute To give support or money for a common purpose or fund.
More than just consultation and involves some level of cooperation. Taking
Coordination a stakeholder’s recommendations into account and incorporating (where
possible) to avoid or reduce conflicts.
Courtyard An open area of ground which is mostly surrounded by buildings or walls.
To be the cause of establishment or to cause something to come into
Create existence.

PORT MASTER PLAN
Glossary
TERM DEFINITION
Six common air pollutants regulated by the U.S. Environmental Protection
Criteria Air Pollutant Agency per the Clean Air Act: carbon monoxide, lead, nitrogen dioxide, ozone,
particulate matter, and sulfur dioxide.
Cultural History The history of a culture or cultural area.
Programming, production, presentation, and exhibition of any of the arts and
Cultural Use cultural disciplines.
Programed organization and the physical treatment of dedicated stretches
of curb lengths, designed to better manage and optimize the operations for
Curbside Management a variety of users and mobility types who all require the use of the same curb
space.
A bikeway for the exclusive use of bicycles, along a roadway that provides
vertical and horizontal separation from vehicular traffic. Cycle tracks have
different forms, but all share common elements—they provide space that is
Cycle Track intended to be exclusively or primarily used for bicycles and are separated
from vehicular travel lanes. In situations where on-street parking is allowed
cycle tracks are located to the curbside of the parking (in contrast to bike
lanes).
Right-of-way and/or a transportation facility that is solely dedicated to
Dedicated Bike Area bicycles. Dedicated bike facilities include bike lanes and cycle tracks.
Travel lanes or right-of-way within the roadway that are solely dedicated for a
specific mode. For example, a dedicated transit lane would be solely dedicated
Dedicated Transit Lanes for the use of public transit vehicles, including, but not limited to, buses, street
cars, and trolleys.
A place with sufficient depth of water for the access and usage of very large
Deep-Water Berth and heavily loaded ships to loading and unload.
Any development or use which requires a site on, or adjacent to, deep water to
Deep-Water Dependent be able to function at all.
The razing, removal, deconstruction, salvaging, or wrecking of portions or
all the exterior of a structure or building by hand, with heavy equipment,
Demolition by explosives or other means where a demolition permit or similar permit is
required.
Design To create, fashion, execute, or construct according to plan.
Destination The place toward which someone or something is going or a place of arrival.
Develop To grow or cause to become more physically active, advanced, or changed.
On land, in or under water connected to submerged lands, the placement
or erection of any solid material or structure; discharge or disposal of any
dredged material or of any gaseous, liquid, solid, or thermal waste; grading,
removing, dredging, mining, or extraction of any materials; change in the
density or intensity of use of land, and any other division of land, including lot
splits, except where the land division is brought about in connection with the
purchase of such land by a public agency for public recreational use; change in
Development the intensity of use of water, or of access thereto; construction, reconstruction,
demolition, or modification of the size of any structure, including any facility of
any private, public, or municipal utility; and the removal or harvesting of major
vegetation other than for agricultural purposes, kelp harvesting, and timber
operations which are in accordance with a timber harvesting plan submitted
pursuant to the provisions of the Z’berg-Nejedly Forest Practice Act of 1973
(commencing with Section 4511) [California Coastal Act 30106].
A setback from the landside edge of a promenade (or similar pathway) and
Development Setback the building face.
An individual lease premises or as determined by the District, collectively,
Development Site individual lease premises or portions of land and/or water that functions
collectively as one experience or development.
Specific requirements for structures, facilities, and buildings. These may
Development Standards include but is not limited to criteria such as minimum and maximum widths,
heights, square footages, and setbacks.

PORT MASTER PLAN
Glossary
TERM DEFINITION
Pursuant to SB 1000 (Levya, 2016), the definition of “disadvantaged
communities is: an area identified by the California Environmental Protection
Agency pursuant to Section 39711 of the Health and Safety Code or an area
that is a low-income area that is disproportionately affected by environmental
pollution and other hazards that can lead to negative health effects, exposure,
Disadvantaged Community or environmental degradation.
This Plan encompasses not only the definitions contemplated by SB 1000,
but also to include other low-income and minority populations, that are
disproportionately burdened by or less able to prevent, respond, and recover
from adverse environmental impacts. Refer to Section 3.5.2 (Chapter 3.5,
Environmental Justice Element) for more information.
Severe alterations in the normal functioning of a community or a society due
to hazardous physical events interacting with vulnerable social conditions,
Disaster leading to widespread adverse human, material, economic or environmental
effects that require immediate emergency response to satisfy critical human
needs and that may require external support for recovery.
Processes for designing, implementing, and evaluating strategies, policies,
and measures to improve the understanding of disaster risk, foster disaster
risk reduction and transfer, and promote continuous improvement in disaster
Disaster Mitigation preparedness, response, and recovery practices, with the explicit purpose
of increasing human security, well-being, quality of life, and sustainable
development.
Displacement To remove and move a use or structure from its place or position.
The District’s territory or jurisdiction as defined the San Diego Unified Port
District Act, Section 5: (a) The area within the district shall include all of the
corporate area of each of the cities of San Diego, Chula Vista, Coronado,
National City, and Imperial Beach which establish the district as provided
in this act, and any unincorporated territory in the County of San Diego
contiguous thereto, which is economically linked to the development and
operation of San Diego Bay, included in the district by the board of supervisors
of the county as provided in this act. The regulatory, taxing, and police power
jurisdiction of the district, as otherwise provided for in this act, shall apply to
District Tidelands or Tidelands the above-described area. (b) In addition to the powers and authority describe
in subdivision (a), the district shall exercise its land management authority
and powers over the following areas: (1) The tidelands and submerged lands
granted to the district pursuant to this act of any other act of the Legislature.
(2) Any other lands conveyed to the district by any city of the County of San
Diego or acquired by the district in furtherance of the district’s powers and
purposes as provided in Section 87 [of the San Diego Unified Port District Act].
Additionally, after acquired tidelands and exchanged lands are considered
District Tidelands.
A platform extending from a shoreside facility over water, used to secure,
Dock protect, and provide access to a boat or ship.
Temporary berthing at a dock or pier to patronize an adjacent or adjoining
Dock and Dine restaurant
Docking The act of securing a ship, boat, or barge to a dock.
The ability of a plant to live, grow, and reproduce satisfactorily with limited
Drought-tolerant water supply in the context of existing plant climate for an area/region.
A commodity type that includes, but is not limited to, minerals, fertilizing
Dry Bulk materials, sand and gravel, and cement, which is transported in large
quantities.
A narrow basin or vessel that can be flooded to allow a boat or ship to be
Dry Dock floated in, then drained to allow that boat or ship to come to rest on a dry
platform.

PORT MASTER PLAN
Glossary
TERM DEFINITION
Activity that may occur in or out of water and include, but are not limited to,
vessel building, dockside facilities maintenance, and repair services. Activities
Dry Dock Service associated with this use involve lifting vessels out of the water for inspection,
maintenance, and repair, as well as undocking after completion of work.
An easement is a real estate ownership right granted to a third-party
Easement individual or entity to make a limited use of the land of another.
An upland, wetland, and/or riparian area that protects and/or enhances
biological resource functions associated with wetlands, rivers, streams, lakes,
Ecological Buffer marine, and estuarine systems from disturbances associated with adjacent
land uses (33 Code of Federal Regulations 332.2)
The relationship between plants, animals, people, and their environment, and
Ecology the balance of these elements within the ecosystem.
Ecoregions are areas where ecosystems (and the type, quality, and quantity of
environmental resources) are generally similar. Designed to serve as a spatial
framework for the research, assessment, and monitoring of ecosystems and
Ecoregion ecosystem components, ecoregions denote areas of similarity in the mosaic
of biotic, abiotic, terrestrial, and aquatic ecosystem components with humans
being considered as part of the biota.
A unit of land or water comprising populations of organisms (including
Ecosystem humans) considered together with their physical environment and the
interacting processes between them.
Ecological processes or functions having monetary or non-monetary value to
individuals, the environment, or society at large. These are frequently classified
as (1) supporting services such as productivity or biodiversity maintenance,
Ecosystem Service (2) provisioning services such as food or fiber, (3) regulating services such as
climate regulation or carbon sequestration, and (4) cultural services such as
tourism or spiritual and aesthetic appreciation.
Travel to areas of natural or ecological interest for the purpose of observing
Eco-Tourism wildlife and learning about the environment.
To teach something over a set time period, so that knowledge and
Educate understanding is acquired by others.
As to the Port Master Plan Update, once the process codified in 14 California
Effective Date Code of Regulations 13632, subsection (e), as may be amended, is completed
A sudden, urgent, usually unexpected occurrence or occasion requiring
Emergency immediate action.
An economy structured on new technology, standards, increasing access, and
Emerging market revised regulations.
Enable To make possible or allow for something to occur.
Encourage To stimulate something/someone by approval or help.
Any obstruction or protrusion into a right of way or adjacent property,
Encroachment whether on the land or above it.
Engage To take part or participate; or to involve a person’s attention intensely.
Enhance To improve or increase in quality or value.
Ensure To make certain.
Environmental justice means the fair treatment and meaningful involvement
of all people regardless of race, color, national origin, culture, education, or
Environmental Justice income with respect to the development, implementation, and enforcement
of environmental laws, regulations, and policies. Refer to Chapter 3.5,
Environmental Justice Element for more information.
Any area in which plant or animal life or their habitats are either rare or
especially valuable because of their special nature or role in an ecosystem
Environmental Sensitive Area and which could be easily disturbed or degraded by human activities and
developments.

PORT MASTER PLAN
Glossary
TERM DEFINITION
Establish To begin or create something such as a program, activity, or use.
Partially enclosed body of water where river/fresh and ocean/salt/tidal waters
Estuary mix.
Evaluate To find or judge the quality or value of something.
Development that is present as of the date of certification of this Plan
Existing Development (amended XXXX).
A development site that is present as of the date of certification of this Plan
Existing Development Site (amended XXXX).
Buildings or facilities that are present as of the date of certification of this Plan
Existing Structure (amended XXXX).
Expand To increase in extent, size, or scope.
Explore To examine or investigate systematically.
Extreme Monthly Tidal Inundation experienced during monthly highest high tide.
Inundation
Buildings, structures, pieces of equipment, or services that collectively provide
Facility singular purpose.
Fair share (in terms of cost Equitable distribution of costs amongst entities necessitating or benefiting
sharing) from the improvements incurring those costs.
Distance established between a known fault line and where habitable
Fault Line setback structures may be built.
Capable of being accomplished in a successful manner within a reasonable
Feasible period of time, considering economic, environmental, social, and technological,
factors.
Earth or any other substance or material, including pilings placed for the
Fill purposes of erecting structures thereon, placed in a submerged area.
The final elevation and contour of the ground after cutting or filling and
Finished Grade conforming to the proposed design.
Facility containing laboratory testing equipment in support of marine research
Fish Laboratory and Testing to ensure the health of marine species.
The industry or occupation devoted to the catching, processing, or selling of
Fishery fish, shellfish, or other marine or aquatic animals.
Floating Upweller System Mechanical, water-based, floating structure that relies upon upwelling.
Goods, excluding passengers, carried by a vessel or vehicle, especially by a
Freight commercial carrier; cargo.
Major airport, seaport, or other type of intermodal facility developed to
Freight Hub exchange freight between different vessels or modes of transport.
A garden space is a non-programmed outdoor area that is primarily soft
surfaced with ample seating and extensive planted areas. Garden spaces
Garden Space are intimate, nonprogrammed spaces intended as respite from more heavily
programmed open spaces located throughout the waterfront.
[A]n entrance corridor that heralds the approach of a new landscape and
Gateway/Entry Gateway defines the arrival point as a destination.
Portion of roadway for the movement of vehicles exclusive of shoulders,
General Use Travel Lanes berms, sidewalks, and parking areas.
A goal is a broad statement that guides action, in accordance with the
Goal District’s vision for the Tidelands.
Golf Course The grounds where the game of golf is played.
Gaseous constituents of the atmosphere, both natural and anthropogenic,
that absorb and emit radiation at specific wavelengths within the spectrum of
Greenhouse Gas (GHG) terrestrial radiation emitted by the Earth’s surface, the atmosphere itself and
by clouds.

PORT MASTER PLAN
Glossary
TERM DEFINITION
The range of measures that use plant or soil systems, permeable pavement
or other permeable surfaces or substrates, stormwater harvest and reuse, or
Green Infrastructure landscaping to store, infiltrate, or evapotranspirate stormwater and reduce
flows to sewer systems or to surface waters.
The place or environment where a plant or animal naturally or normally lives
Habitat and grows.
Areas where activities are conducted within existing natural habitats to
achieve specific management objectives or provide conditions which
Habitat Enhancement previously did not exist, and which increase or improve one or more
ecosystem functions.
An approach to manipulating habitat conditions in which a habitat is
Habitat Replacement converted from one type to another in order to mimic a desirable natural
habitat present at another location.
Habitat Restoration Returning certain habitats to their former historical condition.
Watercraft that does not have or utilize a motor to travel along the water.
Hand-Launched Non-Motorized This type of watercraft does not require the use or assistance of vehicle or
Watercraft additional equipment when being launched into the water from the land.
The potential occurrence of a natural or human-induced physical event or
trend that may cause loss of life, injury, or other health impacts, as well as
Hazard damage and loss to property, infrastructure, service provision, ecosystems,
and environmental resources.
The distance from the base of something to the top, measured from the
Height ground up.
To discover, prove, or recognize as being a certain person, cause, or thing,
Identify often through an analytical process.
The effect of any direct man-made or natural actions or indirect repercussion
Impact of man-made or natural actions on existing physical, social, or economic
conditions and communities.
To carry into effect; or to enact a document of steps or a scheme of action to
Implement ensure attainment of identified planning, development, environmental quality,
or other standards within a specific time period.
Include To add as part of the whole.
Increase To make or become greater in size, degree, or frequency.
Produced, growing, living, or occurring natively or naturally in a region or
Indigenous environment.
Integrate To add or bring parts together
A multi-faceted, collaborative planning process considering economic, social,
Integrated Planning and cultural opportunities
Intensification means the development of a property, site or area at a higher
Intensification (as in increased density than currently exists, through development, redevelopment, infill and
density or intensity) expansion or conversion of existing buildings.
The area along the shore that is intermittently submerged and exposed due to
Intertidal tidal flows, which change daily and seasonally due to the gravitational pull of
the moon and the sun.
Any kind of living organism that is not native to an ecosystem and causes
Invasive Species harm.
To devote time, effort, or resources to a project, process, or initiative
Invest considered to useful or likely to succeed.
To work directly with the stakeholders throughout a process to ensure that
Involve concerns and aspirations are consistently understood and considered.
A small building or structure from which people can buy items, goods, or
Kiosk services.

PORT MASTER PLAN
Glossary
TERM DEFINITION
Landward Towards land (away from water).
A type of development or activity occurring on the land within a specified land
Land Use Type use designation.
A written agreement by and between the District and a third-party for use
of District Tidelands or other granted lands or water that complies with all
Lease applicable regulations and laws. For avoidance of doubt, leases include, but
are not limited to ground leases, leases, Tidelands Use and Occupancy Permit,
Right of Entry Permit, or any subleases requiring District consent.
Lessee The third-party or entity that has legally entered a lease with the District.
A written agreement by and between the District and a third-party that gives
the third-party permission to use Tidelands but does not grant the third-party
License Agreement any real property interest in Tidelands. A license agreement may be revocable
or irrevocable.
To utilize resources or other means of ability to influence situations or people
Leverage to accomplish some purpose
Linkage The connection of two (or more) things.
The physical transfer and storage of liquid bulk from vessels to vessels or
Liquid Bulk Handling (receipt freight to vessel through pipelines. This may also include bunkering and
and distribution) storage.
A species designated as candidate, threatened, or endangered pursuant to the
Listed Species California Endangered Species Act and/or listed as threatened or endangered
under the Federal Endangered Species Act.
Constructed features that can be incorporated into shoreline protection that
may mimic natural features of a shoreline to provide specific adaptation or
Living Shorelines ecological services, such as but not limited to, protection, dissipation of wave
energy, and biological enhancements.
Locate To designate the site of.
Logistics and Supply Chain Processing, administration, maintenance, or repair facilities supporting cruise
Support Services terminal or cargo terminal operations of transporting cargo and people.
Long-Term Leases A lease with term of five years or more in duration.
Facilities that are intrinsically lower cost or no cost, which may include, but
are not limited to: public recreational opportunities such as active and passive
parks, open space, gardens, promenades, walkways, and bikeways/bike paths;
wayfinding signage, seating, bicycle racks and other enhancements to public
access areas; free or lower-cost public events or tours; public art, museums
Lower Cost Visitor and or exhibits; public viewing areas or piers; free or lower cost transportation,
Recreational Facilities including shuttles, van pools, water taxis and bicycle racks; public fishing
piers or floating docks; low cost or free moorings or boat slips; dock and
dine piers; parking facilities/spaces that are free or lower cost; overnight
accommodations with kitchenettes, free wi-fi, free or reduced cost breakfast,
and free parking; campgrounds, yurts, or tent campsites that are intrinsically
lower cost.
To keep in functional and operating condition by regularly checking it and
Maintain repairing it when necessary.

PORT MASTER PLAN
Glossary
TERM DEFINITION
1. Cumulative modification or cumulative replacement of 50 percent or
more of a single Major Structural Component of an Existing Development;
or
2. Cumulative modification or cumulative replacement of 50 percent or
more of the sum total of all Major Structural Components of a single
Existing Development or multiple Existing Developments on an Existing
Major Development Development Site; or
3. Issuance of a term extension or cumulative term extensions, after the
effective date of the Port Master Plan Amendment, that equal to ten (10)
years or more; or
4. Granting of a new lease of more than five (5) years; or
5. Issuance of a new Coastal Development Permit for New Development.
The foundation, floor framing, exterior wall framing and roof framing of a
structure. Exterior siding, doors, window glazing, roofing materials, decks,
Major Structural Component(s) chimneys, and interior elements including but not limited to interior walls
and sheetrock, insulation, fixtures, and mechanical, electrical and plumbing
elements are not considered major structural components.
Any study, whether fundamental or applied, intended to increase knowledge
Marine Research about the marine environment, including its resources or living organisms
through scientific-based activity.
Any technology, system, or platform that:
1. is designed for use or application above, on, or below the sea surface or
that is otherwise applicable to maritime operational needs, including such
a technology, system, or platform that provides continuous or persistent
coverage; and
2. supports or facilitates:
Marine Technology a. maritime domain awareness, including:
i. surveillance and monitoring;
ii. observation, measurement, and modeling: or
iii. information technology and communications;
d. search and rescue;
e. emergency response;
f. marine inspections and investigations; or
g. protection and conservation of the marine environment.
To increase to the maximum or to raise to the highest possible amount of
Maximize degree.
United States civilian mariners and merchant vessels that engage in commerce
or goods transportation and services in and out of United States’ navigable
Merchant Marine waters. In times of war, the United States Merchant Marine can be called upon
to deliver military personnel and material for the military.
Personal transportation using any vehicles whose gross weight is less than
Micromobility 500kg.
A pedestrian roadway crossing that is not adjacent to, or aligned, with a
Mid-Block Pedestrian Crossing controlled intersection. May or may not be aligned with a walkway.
Minimize To reduce to a minimum or to decrease to the least possible amount.
All other development that is not Major Development (See Major
Minor Development Development).
A wetland, stream, or other marine or coastal resource area that has been
restored, created, enhanced, or (in certain circumstances) preserved for
providing compensation for unavoidable impacts to marine or coastal
resources permitted under Section 404 of the Clean Water Act or a similar
Mitigation Banking state or local wetland regulation. A mitigation bank may be created when
a government agency, corporation, nonprofit organization, or other entity
undertakes these activities under a formal agreement with a regulatory
agency.

PORT MASTER PLAN
Glossary
TERM DEFINITION
Fueling apparatus that can re-locate to areas of need for fueling purposes for
Mobile Fueling Systems both land vehicles and water vessels.
Water areas primarily dedicated to ship berthing directly adjacent to berths.
This designation supports the Marine Terminal, Visitor-Serving Marine
Terminal, and Maritime Services and Industrial land use designations, with
Mobility Hub functional dependencies on direct access to, or association with, deep-water
berthing and allows other supporting primary and secondary water uses or
facilities.
A connection point in which visitors and workers are provided the opportunity
to change from one mode of travel to another, as necessary, to reach their
destination. A mobility hub includes, but is not limited to, landside modes such
as personal auto; transit; rideshare; biking; walking; micro-mobility options; as
well as waterside modes such as transient docking and water-based transfer
points that support a water-based transit network, such as water taxis and/or
ferries.
1. Exterior Wall Modification or Replacement. An exterior wall is considered
to be modified 50 percent or more when any of the following occur:
a. Exterior cladding and/or framing systems are altered in a manner
that requires removal and/or replacement of 50 percent or more
of the elements of those cladding and framing systems, normally
considered as linear length of wall; or
b. Reinforcement is needed for any remaining portions of the wall to
provide structural support in excess of 50 percent of existing support
elements (e.g., addition of 50 percent or more of beams, shear walls,
or studs whether alone or alongside the existing/retained elements,
etc.).
2. Floor or Roof Structure Modification or Replacement. A floor or roof
structure is considered to be modified 50 percent or more when any of
the following occur:
Modification (or Replacement) a. The roof or floor framing is altered in a manner that requires removal
of Structural Component and/or replacement of structural elements (e.g., trusses, joists, shear
Cumulative Threshold to be components, rafters, roof/floor structural surface (e.g., plywood),
Major Development (See Major etc.) supporting 50 percent or more of the square footage of the roof
Development) or floor; or
b. The roof or floor structural framing system requires additional
reinforcement to any remaining portions of the roof or floor system
to provide structural support (e.g., addition of 50 percent or more
of beams, joists, shear components, rafters, roof/floor structural
surface (e.g., plywood), etc., whether alone or alongside existing/
retained system elements).
3. Foundation Modification or Replacement. A foundation is considered
to be modified 50 percent or more when any work is done on any of the
following:
a. 50 percent or more of the horizontal surface area of a slab foundation;
b. 50 percent or more of the floor area of a structure supported by a
pier/post and/or caisson/grade beam foundation; or
c. 50 percent or more of a perimeter foundation.
Modify To change or alter.
A place where a boat can be tied so that it cannot move away, or the object it
Mooring is tied to.
Motorized Mobility Device An electric personal assistive vehicle
Multi-Modal Characterized by several modes of activity or transportation.
Multi-Use Intended or suitable for more than one use.
An accessway intended or suitable for more than one mode (e.g., pedestrians
Multi-Use Pathway and bicycles), such as walking, jogging, cycling, and wheelchair use.
Vegetation that is local or endemic to the area and which originated or was
Native Vegetation produced naturally in the region and not introduced directly or indirectly by
humans.

PORT MASTER PLAN
Glossary
TERM DEFINITION
Land, fish, wildlife, biota, air, water, groundwater, drinking water supplies, and
other such resources belonging to, managed by, held in trust by, appertaining
Natural Resources to, or otherwise controlled by the United States, any state or local government,
any foreign government, or any indigenous tribe.
Nature Trail An unpaved walkway.
The science of locating the position and plotting the course of ships and
Navigation aircraft.
Net Zero Carbon Emissions Net zero carbon emissions is considered a synonym for carbon neutrality.
Development that does not relate to Existing Development or occur on an
New Development Existing Development Site, or comprehensive redevelopment of an Existing
Development or Existing Development Site.
A development that was lawfully established, improved or constructed prior
to the adoption of certification of this Plan (amended XXXX), but that does
Nonconforming Development not conform with goals, objectives, and policies of this Plan’s Elements and
the standards and requirements of the applicable Planning District where the
development is located.
A use of development, water, or land that was legally established and
maintained prior to the adoption and certification of this Plan (amended
Nonconforming Use XXXX) yet does not conform to the amended land and/or water use
designation.
Non-Native Species A species living outside its native distributional range.
Establishments that may operate on Tidelands but are not directly related to
Non-Port Administration Office District operations.
Non-Water Oriented Uses or actions not principally utilized for water-oriented purposes.
Nurture Encourage or help to develop (plans ideas, or people).
Objective A statement of a desired end.
Occupant The third-party or entity that legally occupies a space on Tidelands.
Offer To present for consideration.
Unobstructed, usable outdoor spaces accessible to the public for the purpose
Open Space, Active of programmed recreational activities including small and large park events.
Emphasis on the open space aspect of a park and which involves a low level of
development, including picnic areas and trails. A generally undeveloped space
Open Space, Passive not intended for programmed recreational activities or small and large park
events.
Optimize To obtain the most efficient or optimum use of
To position, align or set with reference to points of the compass or other
Orient specific directions
Oriented To be principally devoted to. (See non-water-oriented retail)
Land or water areas allowing for temporary overnight accommodation
rented to a person for less than 180 consecutive days. Examples of overnight
Overnight Accommodations accommodations include, but are not limited to, hotels, hostels, and lower cost
visitor facilities.
Parcel A District-defined piece of real estate.
Park Open space primarily for recreation and publicly accessible.
Defined geographic area within which parking fees are collected and used for
Parking District parking improvements within that area.
Within a street right-of-way, area between the curb and sidewalk, intended for
Parkway landscaping and tree planting.
Participate To take part, be or become actively involved, or share in.
Partner To join together on an effort or initiative while sharing profits and risks.

PORT MASTER PLAN
Glossary
TERM DEFINITION
Paseo A pedestrian way or plaza located between two adjacent buildings.
A long narrow space with walls or fences on both sides, that connects one
Passageway place with another.
A type of accessway solely dedicated for the use of pedestrians. Examples of
Pathway pathways include, but are not limited to, sidewalks, walkways, and nature trails.
A permanent or temporary structure providing commercial recreational
Pavilions services, retail/restaurant services, concessions, or entertainment.
Traffic signal phase that temporarily stops all vehicular traffic from entering an
Pedestrian Scramble intersection to allow for pedestrians and cyclists to cross the intersection in all
directions, including diagonally, at the same time.
Any establishment (indoors or outdoors) where entertainment, either passive
or active, is provided for the pleasure of the patrons, either independent or in
Performance Venue conjunction with any other use. Such entertainment includes but is not limited
to vocal and instrumental music, dancing, karaoke, comedy, and acting.
Any person or entity that is issued a Coastal Act Approval or has applied for a
Permittee Coastal Act Approval.
A fixed structure that extends over the water and used as a landing place for
Pier vessels. A pier can also be used for other non-landing activities such as, but
not limited to, recreation and commercial uses.
A geographically defined area intended to provide flexibility in the
arrangement of two or more different land use designations within a specific
Planning Area boundary, subject to specified development standards for that boundary as
identified in the applicable planning district.
Identifiable and functional geographic units of the District’s jurisdiction.
Planning District Planning district boundaries conform closely to the boundaries of established
municipal jurisdictions and/or census tracts.
Planned improvements provide enhanced coastal access to Tidelands, on
Planned Improvements land and between the water-land interface or define the thresholds for
development for appealable projects consistent with the Coastal Act.
A fixed structure that extends over the water and functions as an extension of
land over the water and is used exclusively for non-landing activities such as,
Platform but not limited to, recreation and commercial uses. Some platforms have built
structures or may be leased. Like a deck, but a platform is always over water
or riprap.
An open space designed for public use and defined by surrounding buildings
Plaza and/or streets.
A policy is a rule or course of action that indicates how a District objective will
Policy be achieved.
Carries out the provisions Chapter 8 of the Coastal Act. Contains the proposed
uses of land and water areas, where known; the projected design and location
Port Master Plan of port land areas, water areas, berthing, and navigation ways and systems
intended to serve commercial traffic within the area of jurisdiction of the port
governing body; and proposed projects listed as appealable.
Formal approved change to the certified Port Master Plan, such an
Port Master Plan Amendment Amendment itself requires certification by the CCC.
A Port Master Plan Amendment approved by the Board of Port
Port Master Plan Update Commissioners on (XXX), certified by the CCC on (XXX) and effective as of
(XXXX) (see 14 California Code of Regulations Section 13632).
Communities downwind from industrialized, waterfront uses and activities
and tend to have poor air quality. As of certification of this Plan (dated XXXX),
Portside Community Portside Communities included Barrio Logan, Logan Heights, Sherman
Heights in the City of San Diego, and West National City.
Preserve To maintain and protect.

PORT MASTER PLAN
Glossary
TERM DEFINITION
The preferred and dominant use within a water or land use designation. The
Primary Use primary use(s) for which land or a building is or may be intended, occupied,
maintained, arranged, or designed.
Prioritize To designate or treat (something) as more important than other things.
Prohibit To refuse to allow.
The whole of an action, which has a potential for resulting in either a direct
physical change in the environment, or a reasonably foreseeable indirect
physical change in the environment, and that is any of the following: (1) an
activity directly undertaken by any public agency including but not limited to
public works construction and related activities clearing or grading of land,
improvements to existing public structures, enactment and amendment of
zoning ordinances, and the adoption and amendment of local General Plans or
Project elements thereof pursuant to Government Code Sections 65100–65700; (2)
an activity undertaken by a person or entity which is supported in whole or in
part through public agency contacts, grants, subsidies, loans, or other forms
of assistance from one or more public agencies; or (3) an activity involving the
issuance to a person of a lease, permit, license, certificate, or other entitlement
for use by one or more public agencies (CEQA Guidelines Section 15378).
A Project is separate from the ‘Appealable Project List’ as defined by this
document; see definition of ‘Appealable’.
Promenade A public pathway adjacent to the water for leisurely strolling or bicycling.
Promote To help bring about or further the growth or establishment of; or to further the
popularity of by publicizing and advertising.
Protect To defend from trouble, harm, or loss.
Provide To make available.
Any area that is owned, leased, or otherwise operated, or funded by a
Public Facility governmental body or public entity, which may, include, but is not limited to,
buildings, property, recreation areas, and roads.
Public Open Space Unobstructed, usable outdoor spaces accessible to the public.
Public realm is defined as the exterior space around and between structures
and facilities that are publicly accessible. These areas support or facilitate
social interaction and include active and passive uses.
Public Realm While public realm areas may include designated Recreation Open Space
areas, they may also include areas within a developed site or leasehold
assigned with other use designations, such as Commercial Recreation. Public
realm also includes streets, sidewalks, and other accessways that facilitate
public access.
A system of transport, in contrast to private transport, for passengers
by group travel systems available for use by the general public, typically
Public Transit managed on a schedule, operated on established routes, and that charge a
posted fee for each trip.
Refers to a common law doctrine creating the legal right of the public to use
Public Trust Doctrine certain lands and water.
A partnership between a government agency and private entity that share the
Public-Private Partnership responsibility for a project or service delivery.
To proceed along, follow, or continue with to try to find or strive for an item or
Pursue objective.
A permanent road having a line of rails fixed to ties and laid on a roadbed and
Rail providing a track for cars or equipment drawn by locomotives or propelled by
self-contained motors.
Recognize To acknowledge or to be aware of the existence of or significance of.
The arrangement or rearrangement of parts into a different form or
Reconfiguration combination.
Recreation Activities of leisure.

PORT MASTER PLAN
Glossary
TERM DEFINITION
Facilities that provide services to recreational boating necessary for the
operation and maintenance of recreational boats or for the comfort of
Recreational Boat Service recreational boat users. Such facilities should be located and designed to not
Facilities interfere with commercial fishing. Facilities may include, but are not limited to,
pump outs stations, repairs, fueling, docks, restrooms, and boat launches.
Coastal water area designated and used exclusively for the mooring of
Recreational Marina recreational vessels including mooring slips and service facilities located on
mooring slip docks.
Recreational Marina – Related Ancillary and supportive uses and areas related to supporting recreational
Facilities marinas.
Areas dedicated for the parking and/or placement of tents, recreational
Recreational Vehicle & Camping vehicles (i.e. campers, motorhomes, trailers), and motor vehicles for overnight
accommodations.
Vessels used for recreational use. Recreational vessels can be motorized or
non-motorized. Motorized vessels include but are not limited to jet skis; fly
Recreational Vessel boards; boats; or similar motorized vessels for recreational use. Non-motorized
vessels include but are not limited to: kayaks; paddle boats; boards (paddle,
stand-up, surf, or similar); or similar non-motorized vessels for recreational use.
Major Development or Minor Development of Existing Development on an
Redevelopment Existing Development Site.
Regulate To control, direct, or govern according to a rule, principle, or system.
Remediation (Environmental The removal of pollution or contaminants from environmental media such as
Remediation) soil, groundwater, sediment, or surface water.
Remove To move something from place or position occupied.
Replace To provide a substitute or equivalent for what is existing.
Replace in-kind To provide a substitute or equivalent.
Require To ask or insist upon, as by right or authority.
To conduct careful, systematic, patient study and investigation in some field of
Research knowledge, undertaken to discover or establish facts or principles.
The capacity of any entity – an individual, a community, an organization, or
Resilience a natural system – to prepare for disruptions, to recover from shocks and
stresses, and to adapt and grow from a disruptive experience.
Establishments primarily engaged in providing food services to patrons who
Restaurant (full-service) order and are served while seated (i.e., waiter/waitress service) and pay after
eating.
Establishments primarily engaged in providing food services where patrons
Restaurant (limited-service) generally order or select items and pay before eating.
Retain To keep in a fixed state or condition.
To change in design, construction, or equipment of an existing facility in order
to incorporate later improvements or to bring it into compliance (or where that
Retrofit is not feasible, more nearly into compliance) with modern standards for such
facilities.
An accessway which allows and is intended to serve vehicular traffic.
Roadways Examples of roadways include, but are not limited to, general lanes and
dedicated transit lanes for transit or other mobility modes.
A human-made feature along the coastline that allows for the drying and
Salt Pond collection of salt.
Provide access to the scenic views from publicly accessible points on
Scenic Vista Area Tidelands.

PORT MASTER PLAN
Glossary
TERM DEFINITION
Sea level change, both globally and locally (relative sea level change) due to
(1) a change in ocean volume as a result of a change in the mass of water in
the ocean, (2) changes in ocean volume as a result of changes in ocean water
Sea Level Rise density, (3) changes in the shape of the ocean basins and changes in the
Earth’s gravitational and rotational fields, and (4) local subsidence or uplift of
the land.
Complement primary use(s) identified within a water and land use designation
but are not the preferred use and should not dominate any development site,
Secondary Use or impede, interfere or create conflicts with the functionality of the higher
priority primary use.
Areas that have: “sensitive resource values,” meaning those fragile or unique
natural resources, including flora and fauna, which are particularly susceptible
to degradation resulting from surrounding development, the adverse effects
of which have not been carefully evaluated, mitigated, or avoided. Examples
Sensitive Coastal Habitats include, but are not limited to, environmentally sensitive areas, as defined
in CCA Section 30107.5, areas uniquely suited for scientific or educational
purposes, and specific public recreation areas where the quality of the
recreational experience is dependent on the character of the surrounding area.
(California Coastal Act Section 30525)
Sensitive Habitat Land, water, and vegetation needed to maintain one or more sensitive species.
Areas where the occupants are more susceptible to the adverse effects
of exposure to toxic chemicals, pesticides, noise, and other pollutants. A
Sensitive Receptor sensitive receptor includes, but is not limited to, hospitals, schools, daycare
facilities, elderly housing, and convalescent facilities, but excludes overnight
accommodations.
The minimum distance required to be maintained between two structures
Setback or between a structure and a leasehold line/premises or development area
boundary.
A built or natural structure, either permanent or transient, where the intended
Shade Structure use is to provide relief from the sun.
A parking facility that serves, or is utilized by, two or more developments or
uses. An example of a shared parking facility is that shared parking spaces
Shared Parking between entities could be utilized during different peak-hour times to result in
overall reduction in the total number of required parking spaces.
Ship A large vessel used for military, cargo, or passenger needs.
Ship Chandlery A retail dealer specializing in supplies and/or equipment for ships.
Shoreline Where the land and a body of water meet.
Revetments, breakwaters, groins, harbor channels, seawalls, cliff retaining
walls, and other such construction that alters natural shoreline processes shall
be permitted when required to serve coastal dependent uses or to protect
existing structures or public beaches in danger from erosion, and when
Shoreline Protective Devices designed to eliminate or mitigate adverse impacts on local shoreline sand
supply.” Upland adaptation strategies and “soft” or natural shoreline solutions,
such as living shorelines, do not constitute shoreline protective devices.
(California Coastal Act, Section 30235)
A location, typically a dock or a pier, that is made available to the public,
by reservation and/or on a first come, first served basis, for short-term
Short-term public docking recreational boat berthing; not for the purposes of overnight berthing for
recreational boaters and/or berthing of commercial vessels. A “Dock and Dine”
facilities is the same as short-term public docking.
A dedicated non-waterside pathway, providing pedestrian connectivity
Sidewalk adjacent and parallel to a roadway.
To locate or position (verb). The place where a structure or development was,
Site is, or will be located (noun).

PORT MASTER PLAN
Glossary
TERM DEFINITION
Provide specific detail on allowable uses, conditions, or operations in specific
Special Allowances locations on Tidelands. Special allowances are intended to address unique
situations in either a planning district or subdistrict.
An establishment that provides the necessary services required to effectively
Spill Response Services respond to, contain, and clean up releases of hazardous chemicals and/or
wastes.
Fishing duly authorized under applicable state and federal laws or regulations
Sportfishing in which passengers pay to fish on a licensed sportfishing vessel.
Standards Establish requirements for the physical development of property.
Pursuant to the Submerged Lands Act of 1953, these lands include: (1) all lands
within the boundaries of each of the respective States which are covered by
nontidal waters that were navigable under the laws of the United States at
the time such State became a member of the Union, or acquired sovereignty
over such lands and waters thereafter, up to the ordinary high water mark as
heretofore or hereafter modified by accretion, erosion, and reliction; (2) all
State Tidelands and Submerged lands permanently or periodically covered by tidal waters up to but not above
Lands (or tidelands and the line of mean high tide and seaward to a line three geographical miles
submerged lands) distant from the coast line of each such State and to the boundary line of each
such State where in any case such boundary as it existed at the time such
State became a member of the Union, or as heretofore approved by Congress,
extends seaward (or into the Gulf of Mexico) beyond three geographical
miles, and (3) all filled in, made, or reclaimed lands which formerly were lands
beneath navigable waters. These lands are managed by the California State
Lands Commission or its grantees.
An upper-story setback, a step-like recession in a building wall, used to reduce
Stepback building bulk and scale, promote daylight, create pedestrian character, and/or
reduce shadow.
An ethic that embodies the responsible planning and sustainable management
Stewardship of resources.
Storage Dedicated structures or areas where materials or goods are kept until needed.
The STRAHNET is a 62,791-mile system of roads deemed necessary for
emergency mobilization and the peacetime movement of heavy armor, fuel,
ammunition, repair parts, food, and other commodities to support U.S. military
operations. Even though the U.S. Department of Defense deploys heavy
equipment primarily by rail, highways still play a critical role in times of need.
Strategic Highway Network STRAHNET Connectors (about 1,700 miles) are additional highway routes
(STRAHNET) linking more than 200 important military installations and ports to STRAHNET.
These routes typically are used when personnel and equipment are moved
during a mobilization or deployment. Generally, these routes end at the port
boundary or installation gate. Although installations may have multiple access/
egress routes, the STRAHNET Connector is generally the most direct and
highest functional class roadway.
Includes, but is not limited to, any building, road, pipe, electrical power
transmission and distribution line, communication facilities, renewable energy
Structure facilities, in-water improvements, or permanent placement or erection of any
solid material on land or in the water, including without limitation building
materials or landscaping.
Subdistrict A division of a planning district.
Support To carry or bear the weight of; To promote the interests or cause of.
Practices that meet the needs of present users without compromising the
Sustainable ability of future generations to meet their own needs, particularly with regard
to use and waste of natural resources.
Broad and inclusive networks made up of public and private entities focused
Technology Cluster on industrial research, training, and technology transfer.

PORT MASTER PLAN
Glossary
TERM DEFINITION
The District’s territory or jurisdiction as defined by the San Diego Unified Port
District Act, Section 5:
1. The area within the district shall include all of the corporate area of each
of the cities of San Diego, Chula Vista, Coronado, National City, and
Imperial Beach which establish the district as provided in this act, and any
unincorporated territory in the County of San Diego contiguous thereto,
which is economically linked to the development and operation of San
Diego Bay, included in the district by the board of supervisors of the
county as provided in this act. The regulatory, taxing, and police power
jurisdiction of the district, as otherwise provided for in this act, shall apply
Tidelands to the above-described area.
2. In addition to the powers and authority describe in subdivision (a), the
district shall exercise its land management authority and powers over the
following areas:
a. The tidelands and submerged lands granted to the district pursuant
to this act of any other act of the Legislature.
b. Any other lands conveyed to the district by any city of the County of
San Diego or acquired by the district in furtherance of the district’s
powers and purposes as provided in Section 87 [of the San Diego
Unified Port District Act]. Additionally, after acquired tidelands and
exchanged lands are considered District Tidelands.
Communities in the City of Imperial Beach, which tend to have poor water
Tidelands Border Community quality and suffer from transboundary environmental pollution in and around
the Tijuana River Valley.
An air pollutant which may cause or contribute to an increase in mortality or
Toxic Air Contaminants an increase in serious illness, or which may pose a present or potential hazard
to human health. (39655 Californian Health and Safety Code)
Short-term boat docking which allows vessels access for dock and dine and
Transient Vessel Docking passenger pick-up and loading.
Structures or location advancing public transit operations on and off the
Transit Facilities roadway system.
Transition Zone A sequence of graduated land uses.
A mobility service provider offering prearranged transportation services
Transportation Network for compensation to connect drivers using their personal vehicles with
Companies passengers.
Activities or uses that are compatible with the District’s mandate and
responsibilities to administer the Tidelands in trust. Includes administration
activities undertaken by the District and associated facilities (offices)
Trust-consistent principally to conduct such administration as well as the beneficial uses
of tidelands (commerce, environmental stewardship, fisheries, navigation,
recreation,) and support thereof.
An undeveloped or underdeveloped parcel or development site not optimized
Underutilized Land for social, environmental, and economic potential.
To bring into conformance or to improve with the current facts, methods, or
Update ideas
Upland Connecting Roadway A landside accessway connecting Tidelands to and from adjacent jurisdictions.
An oceanographic phenomenon that involves wind-driven motion of dense,
Upwelling cooler, and usually nutrient-rich water towards the ocean surface, replacing
the warmer, usually nutrient-depleted surface water.
Use Development or activity that occurs on a site or in a building or facility.
Any purpose for which a lot, building, or other structure or tract of land may
be designated, arranged, intended, maintained, or occupied; or any activity,
Use Type occupation, business, or operation carried on or intended to be carried on in a
building or structure or on a tract of land.

PORT MASTER PLAN
Glossary
TERM DEFINITION
All types of ocean-going watercraft (personal and recreational), ships (military,
Vessels cargo, and cruise), commercially operated passenger boats, and commercial
fishing and sportfishing boats.
Viability Ability to work as intended or to succeed.
A plane that extends from a defined viewpoint or points that extends towards
View Corridor a terminus.
1. Lower Cost. For hotels or motels, the average daily room rate of all
economy hotels and motels in the San Diego County Coastal Zone that
have room rates that are 25 percent below the Statewide average daily
room rate or lower. Economy hotels and motels are AAA-rated one or two
diamond hotels, or equivalent. Lower cost overnight accommodations
shall also include campgrounds, hostels, and recreational vehicle parks,
Visitor Overnight as these overnight accommodations are inherently lower cost.
Accommodations (associated 2. Moderate Cost. The average daily hotel or motel room rate in the San
cost levels) Diego County Coastal Zone that is between lower cost and higher cost.
3. Higher Cost. The average daily hotel or motel room rate in the San Diego
County Coastal Zone is 25 percent higher than the Statewide average
daily room rate or greater.
Refer to Goal 6 (Chapter 3.1, Water and Land Use Element) for more
information.
Visual Access The unhindered, ability to have continuous views of scenic resources.
Visual porosity describes the amount of unobstructed visual access or
continuous views a user has through a particular space to the waterfront.
Visual Porosity Visual obstructions that decrease visual porosity include any structures,
utilities or infrastructure, furnishings, vegetation or other permanent or
temporary features.
A non-waterside pathway, not parallel to a roadway, that provides access
from the nearest public road to the waterfront, also known as vertical access.
Walkways Walkways are primarily for pedestrians (non-exclusive use) and may also
function as a multi-use pathway and/or include a designated multi-use
pathway and may include a view corridor extension.
Water Feature A point of interest with water as the defining focus.
A type of development or activity occurring in or on the water within a
Water Use Type specified water use designation.
A place for loading and offloading passengers and/or cargo. This may include
Water-Based Transfer Point piers, docks, and slips.
Transportation services available to the public (operated publicly or privately)
Water-Based Transit picking up and offloading passengers at water-based transfer points.
Watercraft Vessels used for personal and recreational use.
A large, highly programmed recreation open space located at the water’s
edge. May include a single large flexible space that can be programmed for
Waterfront Destination Park diverse temporary uses, events, or activities or a series of smaller spaces that
can be combined into a single contiguous area for temporary uses, events, or
activities.
Shopping facilities principally devoted to the sale of commercial goods utilized
Water-Oriented Retail for water-oriented purposes.
Waterways A navigable body of water.
The maximum vertical extent of wave action on a beach or structure, above
Wave run-up the still water line.
Signage, graphic representations, or other digital or technological tools that
Wayfinding provide orientation to one’s surroundings and help one navigate from place to
place.

PORT MASTER PLAN
Glossary
TERM DEFINITION
Lands which may be covered periodically or permanently with shallow water
Wetlands and include saltwater marshes, freshwater marshes, open or closed brackish
water marshes, swamps, mudflats, and fens.
A designated stretch of waterfront, located generally between Ash Street and
Window to the Bay Date Street within the North Embarcadero Subdistrict, providing a continuous
visual access of the Bay.
Yacht Club A sport club specifically related to yachting.

A Appendix
Embarcadero Planning District (PD3)
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PD3_WLU_map_westside_setback205_MOU2_rev10052020
B Appendix
Excerpts from the Previously Certified
Port Master Plan for the National City Bayfront
and Chula Vista Bayfront Planning Districts
Excerpts from current Port Master Plan
PORT MASTER PLAN
PRINT AUGUST 2017

SECTION III
M A S T E R P L A N I N T E R P R E TAT I O N
The Port District Master Plan is unlike the typical It may be necessary to locate in the coastal zone
city or county master plan, which has two broad developments that may have significant adverse
categories of policies for guiding and coordinating effects on coastal resources in order to insure that
development; one category dealing with publicly inland as well as coastal resources are preserved
owned land and another category for privately and that orderly economic development proceeds
owned land. The Port District Master Plan deals within the State.
primarily with land, which the State Legislature has
conveyed to the Port District to act as trustee for The effective mechanism for producing improvements
administration, and upon which the Port District has on Port tidelands is felt to lie in the expenditure of public
regulatory duties and proprietary responsibilities. money by the Port District on capital improvements for
those fundamental improvements which are essential
The extent of the tidelands conveyed to the Port for balanced development of the tidelands, and which
District is indicated in Table 3. These tidelands, do not appeal to private investors. Direct Port District
totaling approximately 5,483 acres, are the area to involvement will be of the type tending to stimulate
which the Master Plan relates. A summary, in tabular the private sector into the inducement of private
form, of the proposed land and water use allocations investments on tidelands in a manner that conforms
is indicated in Table 4. to Port District plans.
Development and Dredging, Filling and

Conservation Strategy Shoreline Protection
The basic direction of development and Bay and shoreline modifications have played and
conservation efforts in the coastal zone is, where will continue to play a significant role in the utilization
feasible, to protect, maintain, enhance, and restore and maintenance of San Diego Bay. All of the State
the overall quality of the man-made and natural tidelands now under Port District trusteeship were at
coastal zone environment. Port development seeks one time submerged lands. The State of California
to minimize substantial adverse environmental has laid claim to almost all of the submerged lands in
impacts; minimize potential traffic conflicts between the State and, as a matter of planning policy for Port
vessels in the port; give highest priority to the use of District tidelands, has encouraged the development
existing land space within harbors for port purposes; of these tidelands for the purposes of commerce,
and provide for a full array of beneficial activities navigation, fisheries and recreation. The tidelands
including recreation and wildlife habitat uses. A that exist today as land or navigable waters do so as
balanced approach also takes into account the social a result of dredging and filling activities rather than as
and economic needs of the people of the State. a result of a natural process.
TABLE 3: EXISTING TIDELANDS AND SUBMERGED LANDS CONVEYED OR

GRANTED TO THE SAN DIEGO UNIFIED PORT DISTRICT
SAN NATIONAL CHULA CORONADO TOTALS
DIEGO CITY VISTA
Shoreline (in miles) ................................ 16.6 ................. 2.8.................. 4.8 ..................8.9 ............... 33.1
Tidelands * (in acres) ........................ 1,550.8 ............. 396.0.............. 209.7 ..............313.2 .......... 2,469.7
Submerged Lands (in acres) .............. 868.0 ............. 286.1........... 1,479.8 ..............379.4 .......... 3,013.3
Total (in acres) ................................ 2,418.8 ............. 682.1........... 1,689.5 ..............692.6 .......... 5,483.0
* Includes 421.3 acres of salt ponds.
Master Plan Interpretation 11

Tideland development takes place in an aquatic A comprehensive program for shoreline erosion
environment, subject to the rigors of ocean water, protection and enhancement has been integrated
wind, wave and tidal action. Although San Diego Bay into the Master Plan. The shoreline protection
is offered a degree of protection from the ocean by program's aims are to stabilize filled areas, maintain
land barriers, conditions within the bay caused by both navigable channels and berthing areas, protect and
weather and ship activity create needs for protective reestablish wildlife habitat, protect coastal facilities
boat basins and shoreline erosion controls. and property values, retain and maximize the use of
TABLE 4: PORT MASTER PLAN LAND AND WATER USE ALLOCATION SUMMARY
TOTAL % of
LAND USE ACRES WATER USE ACRES ACRES TOTAL
COMMERCIAL .......................... 457.9 COMMERCIAL ........................ 388.8 ........ 846.7 ...........15%
Marine Sales and Services ........... 9.1 Marine Services Berthing ............ 17.7
Airport Related Commercial ........ 38.0
Commercial Fishing ....................... 8.3 Commercial Fishing Berthing ...... 18.8
Commercial Recreation ........... 398.2 Recreational Boat Berthing ...... 341.2
Sportfishing.................................... 4.3 Sportfishing Berthing ....................11.1
INDUSTRIAL ........................... 1163.8 INDUSTRIAL ........................... 212.0...... 1375.8...........24%
Aviation Related Industrial ......... 152.9 Specialized Berthing ................ 164.8
Industrial Business Park ............. 69.5 Terminal Berthing ........................ 47.2
Marine Related Industrial.......... 323.7
Marine Terminal ......................... 149.6
International Airport ................... 468.1
PUBLIC RECREATION............ 407.5 PUBLIC RECREATION ........... 681.1 ...... 1088.6 ..........19%
[413.7*] [1094.8*]
Open Space................................ 66.9 Open Bay/Water ....................... 681.1
Park/Plaza ................................. 211.0
[217.2*]
Golf Course ................................. 97.8
Promenade ................................. 31.8
CONSERVATION ..................... 485.3 CONSERVATION ................... 1084.6 ...... 1569.9 ...........28%
Wetlands................................... 375.8 Estuary ................................... 1084.6
Habitat Replacement ................ 109.5
PUBLIC FACILITIES ................ 246.5 PUBLIC FACILITIES ............... 387.9........ 634.4........... 11%
Harbor Services ............................ 2.6 Harbor Services .......................... 10.5
City Pump Station .......................... 0.4 Boat Navigation Corridor .......... 274.3
Streets ...................................... 243.5 Boat Anchorage........................... 25.0
Ship Navigation Corridor ............ 53.9
Ship Anchorage........................... 24.2
MILITARY .................................... 25.9 MILITARY.................................. 125.6 ......... 151.5 .............3%
Navy Fleet School ....................... 25.9 Navy Small Craft Berthing ............. 6.2
Navy Ship Berthing ....................119.4
TOTAL LAND AREA .............. 2776.7 TOTAL WATER AREA ........... 2880.0
MASTER PLAN LAND AND WATER ACREAGE TOTAL............................................. 5656.7** ........100%
*Includes 6.3 acres of rooftop park/plaza & inclined walkway
** Does not include 6.3 acres of rooftop park/plaza & inclined walkway
12 Section III
shoreline recreational areas, and enhance options the water dependent and water linked use activities
for revenue producing activities. Modernization of as well as from other activities. Examples include
storm drains may include incidental minor dredging restaurants, hotels and public recreation areas
and filling, which will avoid or mitigate any potential providing facilities for golf, field sports and passive
adverse effects. Dredging, filling and shoreline recreation.
protection projects are discussed in the plan text and
are specifically identified in the project list for each TABLE 5: PORT DISTRICT SHORELINE BY
Planning District. ACCESS CLASSIFICATION
Planning Policies for SHORELINE LENGTH

Miles Percentage
Site Selection
Class I.........................10.22 .................. 30.88
The short supply of developable waterfront sites Class II..........................8.26 .................. 24.95
and the increasing competitive demand has served to Class III.........................8.61 .................. 26.01
stimulate the development of evaluation techniques Class IV ........................6.01 .................. 18.16
for assessing a potential user's need for a waterfront TOTAL ........................33.10 ................ 100.00
location. The determination of need is a major
criterion in arriving at a decision on site leasing. In Public Access to the Shoreline
descending order of need, the following categories
are established. The total existing shoreline around San Diego Bay,
starting and ending at the City of San Diego boundary
Water Dependent Uses require waterside sites across the harbor entrance, approximates 54.01 miles
and direct access to the water to function. For in length. The proprietary interests controlling the entire
such uses, the land activity is directly related to a bay shoreline have been identified in the Introduction
water activity and requires navigable channels and (see Table 2).
specialized facilities at the land-water interface.
Examples of these include boat and ship building The San Diego Unified Port District has been
and repair, marinas, marine terminals, fishing granted tidelands with a shoreline frontage
piers, swimming beaches, and commercial fishing approaching 33.1 miles, a length equivalent to 61.3
and sportfishing berthing and tending areas. Also percent of the total bay shoreline. This Master Plan
included in the water dependent use category are makes provision for differing degrees of physical and
conservation activities which require wildlife habitat visual access to the shoreline in a manner that is
consisting of waterside sites, wetlands, and shallow consistent with the activities being conducted on the
water that is needed to maintain the ecosystem land and water areas involved, and the proprietary
including commercially valuable and scientifically interests of the private land owners, lessees, and public
rare and endangered plant and animal species. rights and needs. Maximum access to the shoreline
is encouraged except where security or public safety
Water Linked Uses do not require a waterside factors would negate. The location and size of public
site but must be located in close proximity to the accessways are guided by considerations for the
water to capitalize on the benefits derived as a result availability of other recreational areas and support
of reduced material handling cost, reduced on-site facilities, the proximity to users, the size and physical
storage requirements, faster deliveries, a reduction characteristics of the site and the potential impact the
of industrial or other unusual types of traffic on public accessway has on the nature, intensity and ownership
roads, and special service to water dependent uses. of existing and planned uses, both on site and in
Uses of this type that might be cited as examples adjacent developments. Major visual access points
include boat sales, sailmaking, fish markets, canneries, and physical accessways to public recreational areas
fishing tackle sales, and marine hardware sales. are indicated by symbol on the plan maps. In order
to pursue the development of physical accessways,
Waterfront Enhancing Uses do not require the following access categories are established (see
waterfront sites but can, with special effort, lend Table 5).
enhancement to the waterfront. Such uses draw from
Class I applies to shoreline areas proposed for or public safety reasons although, when possible,
developed by the Port District for public recreational visual access is encouraged for viewing the more
purposes, including the provision for on-site parking. interesting aspects of industrial or transportation
Public use in this category occurs on property that is activities, which contribute to the image of a working
unleased, user fees are not involved, and planning port. Class IV areas are shown on the Precise Plan
policy maximizes direct physical access to and along maps as marine terminal, marine related industrial,
the shoreline and to public recreational areas. Class aviation-related industrial, and Navy Fleet School.
I areas usually involve those use categories shown Of the total shoreline over which the Port District
on the Land and Water Use Maps of the Precise has jurisdiction, approximately 6.01 miles or only
Plans as public park, promenade, boat launching 18.16 percent is allocated to Class IV.
ramps, fishing piers, and bicycle corridors. About
10.22 miles or 30.88 percent of the total shoreline Artwork and environmental educational materials
under the jurisdiction of the Port District is in Class I. along the accessways to the Bay shoreline are
encouraged as enhancements to the waterfront
Class II applies to undeveloped shoreline, the experience, consistent with maintaining the
property is generally unleased, and may be small, functionalities of the accessways.
scattered parcels somewhat isolated, irregular in shape
and difficult to develop. While a user fee is usually not In addition to the many miles of public access
involved, planning policy encourages limited use to to San Diego Bay, citizens of our metropolitan area
meet the restraints of the limited carrying capacity of and tourists enjoy 70 miles of public ocean beaches
the natural resource area involved. Class II applies to and 26 miles of public park shoreline in Mission Bay.
those shoreline areas shown on the Land and Water This area has public access to the shoreline which
Maps of the Precise Plans as habitat replacement, is unique in the world.
wetlands, salt ponds, and in one instance (Kellogg-La
Playa Beach) as open space. Of the total shoreline Permitted Uses
under the jurisdiction of the Port District, 8.26 miles or
24.95 percent is in Class II. Permitted uses for all Port District tidelands
are identified in terms of the land and water use
Class III involves leased, developed shoreline designations, which are defined in this Master Plan
areas upon which private or public investment has document. Although specific uses have been listed,
constructed commercial recreational facilities. The the intent is to indicate compatible use groups.
lessee promotes recreational related uses to the Specific uses that are currently not listed may be
user-fee paying public and public access is best included in a use group if similar in character and
controlled by the management of the development. compatible. The plan making process has been
On the maps of the Precise Plans, Class III applies based on a definitive sequence of studies and
to those shoreline areas shown as sportfishing, activities that consider the physical, environmental,
recreational boat berthing, specialty shopping, golf social, economic, and political determinants of land
course, and commercial recreation. The Commercial use. The proposed land and water use allocations
Recreation category includes restaurants, which draw set forth in the plan reflect a balanced distribution of
substantial numbers in all age groups involved in activities for the entire bay, evolved after considerable
dining for pleasure; hotels, marinas, and yacht clubs. consideration of many factors and issues.
Approximately 8.61 miles or 26.01 percent of the total
shoreline under the jurisdiction of the Port District is in Works of art and environmental educational
Class III. materials in permanent or temporary placements are
a permitted use in all terrestrial public and leased
Class IV applies to non-recreational areas Port District planning sub-areas excluding wetlands
developed with public or private funds to and other environmentally sensitive habitats, and
accommodate industrial activities, military bases, provided the art and educational materials are
and sea or air transportation facilities. General consistent with maintaining the functionalities of the
public access is prohibitive due to security and accessways.
14 Section III
Figure 2a
Port Master Plan 15
Figure 2b
16 Port Master Plan
Commercial
facilities. Existing and proposed commercial areas are

delineated on the Map to define the general location
of commercial areas. More definitive delineations of
the exact limits of commercial areas are provided on
Planning District maps.
The Airport Related Commercial

area delineated on the Land and Water
Use Element Map is easily accessible to
the Interstate freeway system, established
airport related firms, and to the airport terminal
complex. This category of land use is linked to
Lindbergh Field, which is discussed under the
Land Use Objectives & Criteria heading of aviation-based transportation systems,
and to aviation related industrial uses discussed on
Each commercial area on District lands should have: page 21.
· convenient access from major arterials or Part of this commercial area, located on Pacific
transportation terminals and ample on-site Highway between Sassafras and Laurel Streets, is
parking for patrons. close to but removed from the major flow of traffic to
· a unifying design theme enhancing the overall the airport terminal. Thus some traffic associated with
aesthetical qualities of the site and insuring airport related commercial uses can be routed away
compatible land and water uses benefiting from the terminal. While this use area is exposed to
the unique aspect of commercial activities at aircraft noise, the proposed land uses are dependent
bayside locations. upon the airport, and should have better tolerance of
· a minimization of the competitive hazard to this annoyance.
existing or potential business in the general
vicinity. Established airport related commercial activities
· a clustering of commercial activities enhancing in the area provide the nucleus for further clustering
cumulative attraction wherein complementary and expansion. Activities typically associated with
and similar units have high incidence of this use category include travel service; airline ticket
customer interchange and draw more business offices; airline administration; aviation service leasing,
by being together. training and sales; travel insurance; air freight; flight
food preparation; restaurants; lounges; customs
Master Plan Interpretation broker; weather information service; pilot briefing
information services; and automobile rentals.
Commercial areas, occupying approximately 360
acres of land and 415 acres of water, have been The Commercial Fishing area is
designated in the Land and Water Use Master intended to meet the needs of the bona
Plan Map in a total of seven major land and water fide commercial fishing fleet for: marinas,
use classifications. These classifications and map berthing and moorings, net mending
delineations include land area for airport oriented and the minor repair of fishing equipment; the
commercial activities; land area for commercial loading of stores and provisions; fish unloading and
fishery operations along with commercial fishing fleet transshipment; and fresh fish market operations
berthing in water areas; land based commercial- involving restaurants, retail and wholesale
recreation areas; water areas for sportfishing berthing operations, including some limited accessory fresh
and recreational marinas including boat repair fish processing activities that are not associated with
visual, odor and water pollution. Fish cannery and of the lobster and crab fleet vessels are about 18
fish reduction activities are considered as marine to 22 feet in length. Many are launched at public
oriented industrial uses and are excluded from this launching ramps during the fishing season, and in
commercial classification, although it is recognized off-season are dry stored. Statewide, over one-
that the uses are functionally linked. Other uses third of the total licensed commercial fishing fleet
associated with the commercial fishing developments ranges in length from 26 to 40 feet, and about one-
include marine management and advisory services, fifth are 41 to 65 feet in length. That portion of the
marine custom brokerage, fueling docks, fishing statewide fleet over 66 feet in length has decreased
consultants, and fishing organization offices. from nine percent in 1950 to just over four percent
in 1975. Unlike the statewide fleet, the portion of
In the San Diego region, there are approximately the San Diego fishing fleet that is in the over 66 feet
40 species of fish, crustaceans and mollusks in the length range, since 1950, made up approximately
California waters market fishery. The most significant 25 percent of the local total. This unusual grouping
proportion of San Diego landings taken from California in the longer length category is primarily due to the
waters is currently centered around Pacific bonito, purse seiner fleet.
albacore, sea urchin, rockfish, white sea bass, shark,
yellowtail and swordfish. Abalone and spiny lobster Locally, vessels licensed for commercial fishing
are also significant fisheries but have been declining include charter sportfishing and recreational craft
in annual catch. Some fishermen suggest a growth without commercial fishing equipment, as well as
potential in San Diego for wet fish processing involving commercial fishing vessels. Approximately one-third of
hake, squid, anchovy and mackerel. Fish landings the vessels licensed locally for commercial fishing and
from waters south of the state have shown significant used exclusively in commercial fishing are granted a
irregularities but steady decline year-to-year in both preferential property tax assessment rate, although this
species of fish and total catch. The long-range tuna number still includes some sportfishing and research
seiners, many of which use San Diego as homeport, vessels. It is noted that during a four year period prior
follow the worldwide migration of the fish and the fish to 1978, an annual total of under 230 locally licensed
landings are also widely scattered. None of the tuna commercial fishing vessels, exclusive of research,
catch is shipped to San Diego for processing. party sportfishing and tuna seiners, have been found to
be exclusively used in commercial fishing and granted
The number of commercially licensed fishermen a preferential tax assessment rate.
in California went through a marked decline in the
1950's; a slow, small increase in the 1960's; and an Berthing areas exclusively set aside for the
increase in the 1970's so that by 1976, the statewide market fishing boats, including baitboats, need
total had returned to the levels of the early 1950's. to be: protected from wave and wake action, be
Despite this turnaround, there are fewer commercial accessible over low rise piers or floats; located
fishermen per capita than in 1950. The licensed within convenient proximity to fuel and ice supply;
commercial fishing population in San Diego County, provided with dockside fresh water, electricity, trash
which numbered 2044 in 1978, represents less than 15 containers, gear working areas, unloading areas,
percent of the statewide commercial fishing population and hoist; supported with shoreside facilities for
and is growing at half the rate of the statewide total. marina management, restrooms, equipment storage
Unlike the statewide figure, the San Diego total has facilities, pumpout and disposal facilities for waste
not returned to the level of the early 1950's. oil, and automobile parking; and gated and lighted for
security. Transshipment areas provide space for fish
The composition of the California commercial bucket storage, weighing facilities, inspection area
fishing fleet shows several changes since the 1950's. and loading of motor transport for distant canneries.
Statewide, commercial fishing vessels under 25 feet Berthing and offloading areas for transshipment
in length have made the most dramatic increase and purposes that go beyond that currently provided
comprised about 40 percent of the statewide fleet in can be adequately accommodated at the marine
1975. These smaller vessels fall into a trailerable terminals. Berthing needs for the tuna seiners include
classification and, locally, the most sizable portion 25-foot-deep water and pier structures strong enough
18 Section III
to support fire trucks and salt delivery trucks. Net on the full range of leisure services. Tourism in the
tending areas with a minimum-size smooth surface San Diego Bay region is a significant economic base
of 50 to 175 feet located parallel to the seiner berths activity, and at the national level, it figures highly in
are considered desirable. maintaining the balance of payment.
It is the intent of this Plan to encourage the Activities associated with commercial recreation
development of the local fish market fishery. contribute to the economic base of the region with
Facilities for the commercial fishing industry are not full-time jobs, secondary employment for part-
to be reduced or eliminated unless the demand for time help, and spin-off employment opportunities
the facilities no longer exists or adequate alternative in construction, warehousing, trucking, custodial,
space has been provided. Berthing, fresh market fish and personal services. It is the intent of this Master
unloading, and net mending activities are encouraged Plan to create attractive destinations in carefully
to be exposed to public view and to be a part of the selected locations around the bay to serve the needs
working port identity. of recreationalists for lodging, food, transportation
services, and entertainment. Site amenities are to
The commercial fishing areas delineated on be enhanced and over-commercialization is to be
the Master Plan's Land and Water Use Map, and avoided by the balanced development of commercial
given more precise location and explanation in the and public recreational facilities.
Precise Plans, encourage the efficient use of coastal
waterfront space by identifying sites best suited to Commercial recreation allocations of the Land
meet the needs of the short-range market fishing and Water Use Map include approximately 400 acres
boats, the deep draft vessels of the long-range tuna of land and about 352 acres of water area, including
seiners, the preservability of fish products, and the sportfishing and recreational craft berthing. The
high cost of preserving and transporting unprocessed Commercial Recreation category includes hotels,
fresh fish. restaurants, convention center, recreational vehicle
parks, specialty shopping, pleasure craft marinas,
The commercial fishing activity is provided for water dependent educational and recreational
in the Master Plan, with an allocation of about 61 program facilities and activities, dock and dine
acres of water and 14 acres of land. Sites provided facilities (public boat docks located in proximity to a
include, in Planning District 1, the Shelter Island restaurant or other retail use where boaters may tie
Commercial Basin; in Planning District 3, berthing up and disembark for a short period of time to dine,
along the seawall in the crescent area adjacent to shop, or enjoy other recreational activities), and
Harbor Drive and around the "G" Street Mole where sportfishing, which are discussed or illustrated in the
breakwater piers provide a protected fishing boat various District Plans.
basin for 98 slips.
The Commercial Recreation Hotels and Restaurants located on San Diego

area. Land use demand forecasts Bay cater to markets involving leisure recreation,
have established a basis for anticipating tourism, business travel and specialized conference
continued demand for commercial facilities accommodating conventions, training,
recreational type facilities due to trends drawn seminars and meetings. Of growing importance are
from the convergence of numerous factors, of the attractions or amenities of the restaurant, which
which the most significant are expendable income, caters to the varied age groups dining for pleasure,
paid holidays, leisure time, population, education, and the hotel as a provider of more than just rooms.
travel habits, and new modes of transportation. All Overnight accommodations should be provided for a
of these are increasing while the average number range of incomes.
of working hours is decreasing. It seems likely that
activities associated with water-based pursuits will Hotels constitute a significant part of the local
continue to be among the most popular. The trends recreation industry and, as generators of ancillary
are almost certain to have considerable repercussions business such as restaurants and specialty shops,

have an important influence on land use. Uses and dock lockers; boat rentals, charter and sales;
typically associated with hotels, frequently in the sailing schools and membership sailing clubs; fueling
same building or on the same site, include lodging; docks; launching for transients; automobile parking;
coffee shop; cocktail lounge and restaurant; specialty dockside electricity; fresh water and telephones;
shops for gifts, sundries, cigarettes, candy, liquor, holding tank pumpout stations and disposal facilities for
clothing and sporting goods; tourist information waste oil and hazardous substances; restrooms and
and travel services; auto service station; personal showers; repairs; maintenance; off-season storage;
services such as dry cleaning, barber and beauty ice and fuel. Accessory facilities provided as part of
shop; convention, banquet and conference rooms; a full-service marina or in the commercial recreational
and recreational facilities such as swimming pools, areas and within close proximity to the marinas should
cabanas, game rooms, tennis courts, putting green, include shopping areas for groceries, medicine and
boat and bicycle rental or charter, and theatrical clothing; restaurants; shoreside living and recreational
entertainment. In addition to the man-made structures accommodations for boatmen; marine supplies;
and organized sports facilities, hotel locations on the boating equipment; navigation instruments; marine
bay feature waterfront locations with easy access to electronics; and sailmaking. Users requiring water
beaches, scuba diving and snorkeling, deep sea frontage are given preference because it is desirable
fishing, sailing, water skiing, boat rides, and “whale to maintain a dynamic waterfront in recreational areas,
watching” during the whale migration season. New which is functionally sound and capable of providing
hotel locations are allocated in Planning Districts 2, essential services to the operation of a small craft
3, 6, 7 and possibly 8. harbor. Proposed recreational boating facilities, to
the extent feasible, are to be designed and located so
as not to interfere with the needs of the commercial
Specialty Shopping involves the planned fishing industry.
assembly of stores, frequently operating within a
unified building complex, designed to give patrons Recreational Vehicle / Camping
a varied selection of retail goods, personal services, parks provide low cost, visitor serving
and entertainment facilities. Activities typically found recreational opportunities for enjoying
in specialty shopping areas include restaurants and scenic and commercial amenities on the
the retail sale of ice cream, dessert items, beverages Bay. Such parks may contain ancillary
and sandwiches; artisan activities associated with the facilities such as offices, pool/spas, snack bars,
production and sale of hand-crafted gift items, and general stores, meeting spaces, game rooms, laundry
original works of art; professional office space; retail rooms, associated parking spaces, and playground
shops handling gifts, novelties, clothing, jewelry, and equipment. Recreational Vehicle/Camping park
home furnishings; wholesale and retail fish sales, fish designated areas are found in Planning District 7.
and seafood processing, and unloading docks for
vessels and trucks. Characteristic of shopping centers, Recreational Boat Berthing. Water
the specialty shopping developments allocated on area used primarily for recreational craft
tidelands are usually managed and operated as a storage, refueling, boat brokerage storage
unit. Shopping areas will feature a major open space area, sailing school docking, water taxi,
format, separate pedestrian traffic from vehicular excursion ferry and charter craft operations, guest
movement by emphasizing pedestrian mall and plaza docking, boat launching, sewage pump out, water
developments improved with landscaping, sitting craft rental, boat navigation corridors, breakwaters
areas, fountains and sculpture. Specialty shopping for recreational craft protection, navigation facilities,
areas are allocated in Precise Plans for Planning aids to navigation, floats, docks, piers, breakwaters,
Districts 3, 6, and 7. wave attenuation structures, seawalls, shoreline
protection, and any other necessary or essential
Pleasure Craft Marinas are encouraged to provide facilities for providing water-side docking refuge to
a variety of services for boats and boat owners. Services recreational marine craft and commercial passenger
could possibly include in-season wet and dry berthing vessels.
20 Section III
Sportfishing. Deep-sea sportfishing natural history expeditions into Baja California. The
is big business in California and San longer and more specialized trips of from five to 16
Diego enjoys a major share of that activity. days are becoming increasingly important. Current
The local fleet takes a large portion of the trends, stimulated by growth in the sportfishing
State’s total sportfishing catch of the larger sport fish industry and a desire to reach better fisheries
– yellowtail, yellowfin, albacore, and giant sea bass. farther off shore, are toward larger boats, more
Sportfishing brings new revenue into the region luxurious amenities, installation of better electronic
from customers heavily drawn from the Los Angeles support equipment, and improvements in propulsion
metropolitan area, and from a small but important systems. Vessels reaching sizes in excess of 100
segment of out of state fishermen. gross tons will probably be discouraged by the U. S.
Coast Guard regulations that are more stringent in
The intensity of sportfishing activities reflects the terms of material inspection and certification, and in
cyclical nature of the sportfishing operations (half day the qualifying of skippers, than for vessels under 100
and full day), and the seasonal nature of sportfishing gross tons. Uncertainties as to possible growth and
for certain fish species that produces a winter slack even stability in the sportfishing operations have been
season. The size of the local sportfishing fleet also affected by Mexican laws governing offshore fishing
increases two to three times during the peak period grounds and by the growing interest in reserving
from April to September. Operating schedules for national fishery rights within a 200-mile limit.
most boats provide for pre-dawn departures and
return near or after sunset, which forces odd hour Marine Sales and Services include
maintenance, refueling and store replenishment activities such as ship chandleries;
times. Sportfishers must unload catch, receive major marine hardware and electronic sales;
repairs and spare parts, and on-load provisions in sailmaking and repair; boat covers;
the short turn-around time between trips. Activities marine fueling stations; marine engine repair;
linked to sportfishing include fishing tackle rental boat building and repair; boat sales and rentals;
and sales, fueling docks; bait barge facilities; catch sailing schools; temporary facilities supporting
processing and exchange; taxidermy services; transient boats and regattas; diving and limited
lodging and transportation services; restaurant, food salvage operations; marine sign carving; nautical
and beverage sales; and automobile parking. artifacts, and professional services such as marine
architecture and marine engineering. Ancillary uses,
Sportfishing boats in San Diego Bay, estimated when specifically provided for in the property lease,
at over 80 part time and full time vessels in 1978, include fish transshipment and no more than 10% of
have been centered in the Commercial Basin of the site may be used for walkup window-type food
Shelter Island. The typical sportfishing boat in San and beverage services with limited outdoor table
Diego Bay is over 65 feet in length with a beam of seating provided such uses do not materially interfere
approximately 20 feet, a draft of about six feet or with the function and operation of the primary Marine
less, and a weight of approximately 60 gross tons. Sales and Services use. Considerable linkages
Fishermen capacity averages around 30 passengers exist between commercial and recreational boating
per trip. All such vessels are inspected and certified activities and those services which supply, repair,
by the U.S. Coast Guard as to their seaworthiness outfit and provision them. Several of these activities
and their capacity. Capacity, although considering have small space needs and if clustered together,
rail space, deck area and fixed seating, is ultimately can increase their attraction for marine service
based on the stability calculations of the vessel. purchasers. Three major use categories in this
division include boat sales, boat building and repair,
The bulk of the local fleet is open party or charter and marine services berthing.
day and half-day boats, although long-range trips
are available. Marketing efforts are being made to Boat Sales and rental activities involve primarily
extend use of the boats throughout the entire year the dry storage and display of boats and yachts. The
with diving trips, local whale watching excursions, and display of boats adds significantly to the nautical

atmosphere of the planning area and should be
situated in such a manner to add to the visual
character of the area without appearing cluttered.
Boat display areas should be clearly designated as
such, and landscaped and otherwise treated with
screening and other design features to achieve a
well ordered display area. Boat display areas should
not be permitted to usurp on-site parking space, not
to encroach upon sidewalks or parking strips. Land
uses in this category include on-site parking, boat
display areas, boat loading and unloading areas,
and demonstration space. Related uses such as
insurance agencies and financing facilities may be
permitted but are encouraged to cluster with similar
services in designated marine service complexes.
Boat Building and Repair facilities normally

provide for small craft (under 65 feet) to differentiate Marine Services Berthing provides
them from heavy industrial shipyards. Boatyards slips used to temporarily berth boats being
can provide points of interest to passersby if their serviced at boat building and repair yards,
locations are evaluated with such objectives in boat sales and rentals, fueling docks, and
mind. Screening and viewing treatments of the marine accessory sales.
various boatyards should be an integral part of each
boatyard design. Acceptable land uses associated When specifically provided for in lease permits, fish
with boatyards are: boat lift and marine railroad; off-loading can occur. These berthing areas should
yacht brokerage; the construction, maintenance, be provided with navigable water to accommodate
repair, painting and mooring of boats; sale and the largest recreational and commercial vessels.
installation of marine engines, supplies, equipment, Natural flushing action, especially in the vicinity
machinery and accessories on boats; sailmaking of the boat building and repair yards, is desirable.
and canvas boat covers; assembly and repair areas; Pier structures should be built to accommodate
delivery areas and material storage areas; on-site larger vessels, and to provide sufficient access for
parking; and administrative areas. Ancillary uses delivery of parts and repair equipment. Leasing for
include marine service stations, the storage of oil the purposes of residential living afloat is prohibited
and filters, and offices for fuel sales. Special use, by the Port District Act. Marine services berthing
frequently non-exclusive to the site, may involve should be located adjacent to its associated land
fish off-loading by commercial fishing boats and use wherever possible. The location of the land and
fish sales offices when specifically provided for in water areas allocated to marine sales and services is
the property lease. Painting, sanding and grinding illustrated on Land and Water Use Element Map and
areas should be located and screened to prevent the Precise Plans for Districts 1, 6, and 7.
the airborne distribution of particles to adjacent
land and water areas. Boat repair activities are
encouraged to be limited to craft of 65 feet or under
to maintain the low profile and scale of the structures
in the area.
22 Section III
Industrial
Land Use Objectives & Criteria the industrial activity for direct access or for linkages
to waterborne products, processes, raw materials or
Industrial activities on tidelands should: large volumes of water. Prime waterfront industrial
· be located in convenient proximity to other sites are in relatively short supply and it is the intent
industrial areas and to living areas from of this Plan to reserve these sites for Marine Related
which there are interconnecting transit and Industry.
thoroughfare routes.
· provide, under single ownership, a variety of
reasonably level, well-drained sites on land
that is either vacant or on developed lands
that can be phased out economically for
redevelopment.
· provide sites that are economical to develop
and adequate for main buildings, accessory
storage, off-street loading, off-street parking,
and buffer strips.
· be designed to meet performance standards
adequate to avoid nuisances, thereby insuring
compatibility with surrounding uses.
· be limited to industrial uses which have a definite
need for the availability of utilities, direct access
to railroads and major thoroughfares, and the
proximity of either airport or water frontage.
· provide substantial benefits to both local
economic needs and to the regional
hinterland.
Master Plan Interpretation The primary users of marine related industrial

areas are dependent upon large ships, deep water
Industrial areas have been designated on the overall and specialized loading and unloading facilities,
Master Plan Land and Water Use Element Map typically associated with shipbuilding and repair,
in four classifications; land area for Marine Related processing plants and marine terminal operations.
Industry, and corresponding water areas for Specialized Industries linked to these primary industrial activities
Berthing; land areas for Aviation Related Industrial can be clustered together to capitalize on the benefits
activities; and land area for Industrial-Business Park of reduced material handling costs, reduced on-
development. Marine Terminals, as a distinct use site storage requirements, faster deliveries, and a
classification has been delineated in the Precise Plans; reduction of industrial traffic on public roads.
however, in the overall plan, terminals are grouped into
the Marine Related Industry category. The Land and Existing, established marine-oriented industrial
Water Use Element Map illustrates the allocation of areas that have been devoted to transportation,
industrial areas consisting of approximately 186 acres commerce, industry and manufacturing are
of water and 1,181 acres of land. encouraged to modernize and to construct necessary
facilities within these established areas in order to
Marine Related Industry requires minimize or eliminate the necessity for future dredging
sites within close proximity to water and filling in new areas. However, expansion into
bodies due to functional dependencies on new areas can be accommodated if existing sites

are pre-empted by other uses, alternative locations Specialized Berthing. Water area
are infeasible, and a curtailment of the project would devoted to marine commercial and
adversely affect the public welfare. industrial uses including ship building
and repair, water taxi, excursion and
Activities suitable for the marine related industrial ferry craft, commercial fishing boat berthing as a
area include, but are not limited to, marine terminals, priority use, cruise ship berthing, maritime museum
passenger terminals; railroad switching and spur exhibits and historic craft replicas, water intake and
tracks; cargo handling equipment such as bulkloader discharge, industrial and commercial launching,
and container crane; berthing facilities; warehouses, vessel loading and unloading, marine contractors,
silos, fueling facilities; bulk liquid storage tanks and rigged vessels, barges, tugs/tow boats, breakwater,
pipelines; shipping offices and custom facilities; launch ramps and lifts, seawall margin wharves, and
power generation plants; ship building, repair and any other facility supporting the marine craft engaged
conversion yards; marine rails, lifts and graving docks; in commercial and industrial uses. Specialized
steel fabrication and foundry; storage, repair and waterside structures, some of a temporary nature, are
maintenance of marine machinery and construction required to satisfy the special requirements of marine
equipment; kelp and seafood processing, canning projects and marine-related industrial processes and
and packaging; aquaculture; and marine related activities. Typical specialized berthing includes dry
support and transportation facilities. docks, graving docks, heavy lift equipment, barge
cranes, mooring dolphins, pile supported platforms,
Although commercial mariculture uses relating steel hatch decking, margin wharves, ship berths for
to seafood production are not presently established a variety of cargo, such as roll on/roll off containers,
on the bay, research and experimentation, which bulk loading, and break bulk.
has been conducted in the region as well as on the
bay, indicates that warm water stimulates the growth
rate of certain marine organisms, such shrimp
and lobster. Assuming that economic viability
of mariculture will be achieved, future sites for
mariculture activities could be located within close
proximity to the existing thermal discharge areas of
power generation plants to take advantage of the
available warm water. There seems to be some
likelihood that future aquaculture activities could be
conducted in man-made tanks located in enclosed
buildings and in converted salt ponds. Areas of
the bay designated on the Master Plan Map as
Estuary and Salt Ponds also include aquaculture
and resource-dependent uses.
Due to the fact that public access to the bay is

necessarily limited in established industrial sectors,
it is the intent of this Plan that, whenever feasible,
industrial land and water users are encouraged to
invite the public to view their operations and to share
with the public that shoreline area not actually used
for industrial purposes by permitting visual access
to the bay. The development and redevelopment Marine Terminals and the harbor
of marine related industrial areas requires careful constitute one of the State's primary
consideration involving a balancing of the peculiar economic and coastal resources, functions
needs of the development with the concurrent need as an essential element of the national
for shoreline access. maritime industry, and serves as a strategic facility
24 Section III
in the national defense system of the United States. need the land base support facilities of ports for the
This Southern California harbor is located ten miles transportation, handling, storage, and stockpiling of
northwest of the United States-Mexico border, and materials on the way to processing. Planned marine
approximately 95 and 455 nautical miles southeast terminal facilities are discussed in the Precise Plans
of Los Angeles and San Francisco, California, for Planning Districts 3, 4 and 5.
respectively. The Port's location, latitude 32°41'58"
north and longitude 117°13'22" west, positions it to be Marine terminal facilities must respond to a number
the first and the last major port of call on the Pacific of design criteria, all related to the type of cargo being
Coast for ships in the intercoastal, South and Central handled, the minimization of ship in-port time, and
America and around-the-world trade routes. the accessibility of other transportation linkages. Two
facets of maritime demand are especially pertinent
The Port is charged with the responsibility for to land and water allocation: ship's characteristics
providing the facilities for handling, marshalling and and ship's cargo. Ship's characteristics dictate the
unloading/loading cargo. Cargo storage space includes location of berthing and terminal facilities. Ship's
long and short-term dry storage, warehouses, silos, cargo governs terminal size, design and spatial
cooler and freezer space, and open public storage arrangements.
areas. Warehouses have railroad connections and
all are easily accessible to arterial highways. The Aviation Related Industry is to be
Port provides railroad hopper car unloading facilities, maintained around Lindbergh Field.
a traveling bulk shiploader with conveyor boom, and Aerospace manufacturing has been a
a 40 long-ton, electric traveling container handling leading contributor to manufacturing
crane with hinged cantilevered boom. activities in San Diego for several decades. Aviation
related industrial activities are those closely linked to
San Diego is a landlord port rather that an the airport due to the shipping of large quantities or
operating port. Port, tug and port pilot, and terminal highly specialized types of air cargo, and the servicing
and stevedore services are provided by private of aircraft. Activities include the manufacture and
companies. Diversified handling equipment is sale of aircraft, engines, parts, motors, machines,
maintained by the operators, and special services are turbines and metal articles. Ancillary uses include
provided including packing and crating, forwarding, training facilities, related meeting and class rooms,
pool car distribution, carloading, weighing, stamping, various offices, parking facilities, and storage areas.
marking and drayage. Port of San Diego operators Aviation related industrial uses are influenced by
enjoy a number of existing favorable conditions such several factors due to their proximity to the airport.
as long experience and expertise in distribution, lack of These factors include direct and efficient access
congestion, negligible pilferage, low insurance rates, to high quality, high capacity highways; flat terrain;
ample warehousing, and a climate which is ideal for existing utilities; the availability of commercial, air
year-round all weather operations. A more detailed cargo and privately owned business aircraft, and
description of the marine terminals is provided in the convenience associated with proximity to major
Planning Districts 3, 4 and 5. airport facilities. Also included in the aviation related
industrial category are those manufacturing, industrial
The continued increase in the worldwide demand and warehousing activities that buffer the airport from
for basic minerals and the potential depletion of adjacent areas and have compatibility with the airport
land based supplies could stimulate more interest in through the use of noise attenuation techniques in
ocean floor mining beyond that currently under way buildings or operational procedures. Compatibility
or that being considered for offshore oil and natural factors to consider include, but are not limited to,
gas. The development of marine mining technology noise, vibration and electrical disturbances, as well
is well under way, although questions as to economic as height limitations imposed on structures because
feasibility and national or political jurisdictions are of aircraft operations. For many industrial operations,
unresolved. The ocean floor contains substantial the average noise level in the area is such that indoor
deposits of manganese, copper, cobalt, nickel, manufacturing activities may be carried out with
precious metals, and phosphate which, if mined, will essentially no interference from aircraft noise.

Continuing efforts are needed to protect the otherwise leave the area. The industrial-business park
function of the airport by controlling obstructions into area is reserved for the types of industrial activities
the aircraft approach zones. Regulation and control associated with the manufacture, assembling,
is made more difficult since most of these areas are processing, testing, servicing, repairing, storing or
outside the Port District's jurisdiction. An additional distribution of products; wholesale sales; retail sales
thoroughfare to enhance access to the airport terminal that are incidental to permitted uses; transportation
is proposed around the northwest end of the airport and communication uses; parking; industrial,
runway. construction, government and business services; and
research and development. The Industrial-Business
The proposed aviation related industrial area Park classification will also integrate other land uses
delineated on the Land and Water Use Element Map within the industrial environment. Such integration is
occupies approximately 570 acres of land, and is prompted by recognition of the fact that the traditional
composed primarily of the existing airport and aviation industrial park, while carefully providing for efficient
related industrial activities. Sites for this industrial operation for industrial purposes, typically has ignored
use are located in Planning Districts 2 and 3. many community, employee and tenant needs.
This use group would allow industrial, commercial,
Industrial-Business Park is a land professional, business service, and recreation uses
use category that permits a wide range and facilities.
of industrial and business uses sited in
development that emphasizes clustering Hotel, restaurant, integrated meeting and
of buildings, extensive landscaping, and shared open conference space, cultural (museums and similar),
space. specialized retail store, and business-professional
office uses would be allowed in a campus setting.
Coastal dependent developments, including, but not Permitted recreational uses include, but are not limited
limited to, Marine Related Industrial or Commercial to, landscaped areas, promenades, public walkways,
uses, shall have priority over other developments on parks, picnic areas, and active sports facilities
or near the shoreline. The development of industrial- (where associated with a business park campus and
business parks can be an asset to the bay region intended for employees). A 1000-foot separation
because of the stimulating effect such developments shall be maintained between any childcare facility
usually have on the local economy by attracting new and any facility using or storing hazardous materials,
businesses as well as retaining existing firms that might whichever facility is developed first.
26 Section III
Public Recreation
specific information on public recreational areas
Land Use Objectives & Criteria is provided at the Planning District level under the
following use categories.
Parks, plazas, public accessways, vista points and
recreational activities on Port lands and tidelands Park/Plaza is a use category
should: designating landscaped urban type
• provide a variety of public access and carefully recreational developments and amenities.
selected active and passive recreational Users are generally drawn from the region
facilities suitable for all age groups including so that access to the site needs to link with regional and
families with children throughout all seasons of statewide roadways, regional bicycle ways, and regional
the year. mass transit, and provide adequate traffic facilities to
• enhance the marine, natural resource, and handle large volumes of traffic and peak use demands.
human recreational assets of San Diego Bay Parks and plazas encourage and accommodate public
and its shoreline for all members of the public. access to and along the interface zone of land and
• provide for clear and continuous multi- water. Recreational facilities frequently associated with
lingual information throughout Port lands and parks include public fishing piers, boat launching ramps,
facilities to and about public accessways and beaches, historic and environmentally interpretive
recreational areas. features, public art, cultural uses, vista areas, scenic
roads, bicycle and pedestrian ways, water dependent
Master Plan Interpretation educational and recreational program facilities and
activities, small food and beverage vending, and other
A growing population, greater discretionary park-activating uses that are ancillary to the public uses.
incomes and more leisure time all contribute Maintenance of park and other landscaped areas shall
significantly to the increasing demand for both active be provided through integrated pest management and
and passive outdoor recreational opportunities. Best Management Practices to avoid or minimize the
The public recreation opportunities developed application of chemicals to such areas.
on tidelands by the Port District along with the
commercial recreation opportunities developed by Promenade Promenade indicates
private investment provide a balanced recreation the shoreline public pedestrian
resource for San Diego Bay. When thoughtfully promenade-bicycle route system that
planned, both public recreational developments and is improved with landscaping, lighting,
commercial recreational developments benefit from directional and informational signage and other street
each other as off-site improvements, although as a fixtures, works of art, and seating. Many short trips,
matter of planning policy, commercial activities within especially recreation related, can involve walking or
public recreation areas will be limited. Recreational bicycling rather than motorized transportation. There
areas must be of the appropriate type and size to be are many assumed benefits of walking and bicycling;
efficiently developed, administered and maintained it is inexpensive, exerts no adverse impact on the
by the Port District at a reasonable cost. This Plan environment, contributes to the physical well-being of
places primary emphasis on the development of public the individual, and affords an unfettered opportunity to
facilities for marine oriented recreational activities enjoy the amenities of San Diego Bay. Where feasible,
for the purposes of fishing, boating, beach use, Class I bikeways should be provided consistent with
walking and driving for pleasure, nature observation, SANDAG’s regional Bayshore Bikeway system. A
picnicking, children’s playing, bicycling and viewing. Class I bikeway shall include a minimum paved width
of 8 feet separated from vehicular roadways.
Recreation Area/Open Space is a category
illustrated on the Land and Water Use Element Pedestrian and bicycle facilities
Map to portray a wide array of active and passive located on tidelands should: insure
recreational areas allocated around the bay. More physical access to the water’s edge unless
safety, security or compatibility reasons negate; be year for purposes of boating, fishing, regattas, and
accessible to parking and mass transit facilities; water skiing. The requirements for new or expanded
and link appropriate portions of the waterfront for launching ramps need to be carefully considered since
continuous longitudinal access. A variety of route boat access areas and parking areas for both car and
locations is encouraged to extend the pedestrian boat trailer consume large land areas. While existing
and bike environment through parks, commercial boat launching ramps are to continue operation
development and by the working port areas. Special during the planning period, alternatives other than
provision for persons with disabilities shall conform to providing new launching areas should be considered
applicable Law. due to the high land consumption involved. Dry stack
storage, which accommodates trailerable size boats,
is proposed in Planning District 6.
Open Space provides amenities
contributing to a more satisfying and Public Fishing Pier areas include the
stimulating environment. These areas pier structures, necessary land support
include landscaped traffic inter-change area adequate for parking and access,
and median strips, and isolated narrow and irregular and the surrounding water area. Boating
shoreline areas where use and development potential activities near the pier, which may interfere with fishing,
is severely limited and where publicly placed works of are discouraged. Commercial activities relating to food
art can enhance and enliven the waterfront setting. The and beverage, and bait and tackle sales and rental are
Open Space designation may also include limited use generally associated with the activity. While pier site
and/or transitional zones from biologically significant selections should be based on a number of criteria,
resources deserving protection and preservation. including fish species surveys, fish habitat or artificial
reef-like improvements are frequently desirable. Three
Public access within open space setback areas is existing piers are used by fishermen at all hours of
limited to passive uses, such as outlooks, picnic areas, the day and night currently. Three more piers are
and/or spur-trails. Such uses should include interpretive recommended in Planning Districts 2, 3 and 6. Fishing
and educational opportunities while allowing coastal piers are indicated by symbol on the Land and Water
access in a manner that will ensure the protection and Use Maps.
preservation of sensitive habitat areas.
Public Access has been
highlighted by symbol on the Plan
Golf Course is used in Planning District maps for public recreational areas.
6 to illustrate this 98-acre land allocation. The development of these physical
The continuation of this use is anticipated accessways is only one of the four access categories
for the duration of the planning period. established in this Plan and discussed in Section III of
this document.
Open Bay a category allocated
to water areas adjoining shoreline Vista Areas include points of natural
recreational areas, the boat launching visual beauty, photo vantage points, and
ramp, fishing pier, vista areas and other other panoramas. It is the intent of this Plan
public recreational facilities where the need for open to guide the arrangement of development
water is related to the proper function of the shoreside on those sites to preserve and enhance such vista
activity. Multiple use of open bay water areas for points. Major vista areas are indicated by symbol on
recreational and for natural habitat purposes is the Plan maps.
possible under this use category designation.
Boat Launching Ramp indicated by

symbols on the Planning Maps, provides
facilities for launching thousands of
trailerable pleasure craft throughout the
28 Section III
Conservation
Land Use Objectives & Criteria important natural habitat for microscopic plant and
animal life which form basic food for larger fish. They
Natural marine resource utilization activities on also provide breeding and nesting sites for migratory
tidelands should: or native birds.
• be planned and located so as to present Wetlands are to be preserved, protected and,

minimum conflicts with existing and proposed where feasible, restored. Development shall be
incompatible uses. limited to restoration, nature study or similar resource-
• promote the multiple utilization of the unique dependent activities. Dredging and spoils disposal
plant, shellfish, fish and wildlife resources of shall be planned and carried out to avoid significant
the bay. disruption to marine and wildlife habitats and water
• encourage the protection and restoration circulation. Any diking, filling or dredging occurring
of functional areas which have a high in these areas shall maintain or enhance functional
ecological value. capacity of the wetlands.
• be accessible to the public for non-appropriative
uses consistent with nature interpretive The Wetlands designation may include required
functions. wetland buffers from delineated wetland areas. Where
• enhance the open space character of San new development is proposed near an identified
Diego Bay. wetland, a buffer of at least 100 feet in width from the
upland edge of wetlands and at least 50-feet in width
Master Plan Interpretation from the upland edge of riparian wetlands habitat must
be provided. Buffers should take into account and adapt
Areas included in the conservation group are for rises in sea level by incorporating wetland migration
scheduled for little or no development. The intent is to areas or other sea level rise adaptation strategies as
preserve, maintain and enhance natural habitat areas appropriate. The CDFG and USFWS must be consulted
so that biological productivity will be sustained. in such buffer determinations and in some cases the
required buffer, especially for salt marsh wetlands, could
Areas of extraordinary biological significance are be greater than 100 feet. Development within wetland
identified and given special protection under four buffers is limited to minor passive recreational uses,
categories of use: wetlands, estuary, salt ponds and such as outlooks, and/or spur-trails, with fencing, or other
habitat replacement. Much of the shallow water areas improvements deemed necessary to protect the habitat,
located in the South Bay are considered to have great to be located in the upper (upland) half of the buffer
potential for restoration. area. Such improvements should include interpretive
and educational opportunities while allowing coastal
access in a manner that will ensure the protection and
Wetlands Wetland areas are preservation of these sensitive habitat areas.
undeveloped lands having high biological
productivity that are alternately covered This land use designation may include areas
with water and exposed to air. Wetland designated for mitigation, or areas that have been
delineations are conceptual in nature and may identified for potential wetland enhancement,
fluctuate with changing natural cycles. restoration and/or creation opportunities. Such
mitigation would be implemented in conjunction with
Wetlands may house unique forms of life, some development projects, or could be implemented and
species of which are considered rare or endangered. banked for use as mitigation for future development
In any case, they are recognized in the plan as projects.

An Estuary is the confluence of a Salt Ponds occupy the extreme
river with the ocean, especially an area southerly end of San Diego Bay (Planning
of the sea at the lower end of a river. District 9). The shallow, diked ponds are
In the Master Plan, estuaries comprise used to produce salt by solar evaporation.
the shallow, sub-merged areas of South San Diego The ponds and dikes have proved to be suitable
Bay and are valuable in much the same way as habitat for many bird species, providing nesting,
are wetlands. The warm shallow water nurtures resting and specialized feeding areas for local and
microscopic plants that are eaten by the small fish migratory aquatic birds.
inhabiting the estuary.
A continuation of salt production is proposed in the
The Otay River, historically the source of the South Bay. This activity provides for salt production,
South Bay estuary, now contributes little fresh water maintains bird habitat, and provides open space and
to the area; however, natural tidal fluctuations provide vistas, which enhance the appearance of the South
some salt-water exchange. The northerly extent of Bay. Reutilization of some salt ponds for mariculture
the estuary area occurs where development in the uses has potential for development. See Planning
form of dredging has deepened the water to a point District 9 description for further information.
where the productivity and its biological importance is
significantly reduced. Estuary designation is found in Habitat Replacement is delineated
Planning Districts 7, 8 and 9. in Planning District 7 for the creation of a
marsh island to be used to replace wildlife
Development in estuaries is limited to new or habitat removed during other development
expanded boating facilities (including entrance around the bay. Habitat replacement refers to the
channels), intake and outfall lines, restoration work, concept of recreating, as closely as possible, the
nature study, aquaculture, and resource-dependent type of environment conducive to the maintenance,
activities. Dredging and spoils disposal shall be protection and growth of wildlife species deemed
planned and carried out to avoid significant disruption important. This might include endangered species as
to marine and wildlife habitats, and water circulation. well as environmentally significant wildlife.
Diking, filling or dredging in existing estuaries shall
maintain or enhance the functional capacity of the Uses which conflict with the above objective would
wetland or estuary. be prohibited in habitat replacement areas. After
creation of the area by diking, dredging and filling,
Use of the water surface for boating, fishing the only activities which would be permitted would
and similar water oriented recreational uses is also be nature study, academic research and instruction
permitted; however, efforts should be made to reduce related to the area, and similar resource dependent
potential environmental damage. activities. It is not anticipated that public access
would be provided or allowed unless detrimental
environmental conflicts could be avoided.
30 Section III
Military
The utilization of urban land around San Diego Bay Fleet Anti-Submarine Warfare Training Center Pacific
for military activities makes a substantial contribution (FLEASWTRACENPAC), which is the Navy's west
to the function of national defense, to the associated coast center for training personnel in the operation,
economic base of the region, and in some instances maintenance and tactical use of sonar and other anti-
toward the desirable objective of maintaining open submarine weaponry.
space in the metropolitan area. There are 18 major
naval installations in the metropolitan area. The military Plans for the long term renovation of the entire Fleet
presence on San Diego Bay rates as the largest naval Anti-Submarine Warfare Training Center, including
complex in the United States in that almost one-third of tidelands, are contained in the Navy prepared ASW
the total U. S. Navy fleet is home-ported here. Most of San Diego Master Plan.
the military lands are owned by the Federal Government
and only a small amount is leased tidelands, pursuant Navy Small Craft Berthing is shown
to long-term leases. It must be recognized, however, adjacent to the land parcel. If use of this
that significant changes in the characteristics of water area were abandoned by the U.S.
metropolitan urbanization and the corresponding needs Navy, it would easily accommodate an
of the civilian sector have prompted a reevaluation of expansion of berthing facilities for the commercial
those tideland areas currently owned by or leased to fishing fleet.
the Federal Government for military purposes. The
military use on long term tidelands leases will continue Navy Ship Berthing is shown in
and is shown on the Master Plan map in the following navigable water adjacent to the land
general use categories. parcel. No additional military land use
or berthing areas on leased tidelands
The Port District's Precise Land and Water Use Map are planned.
shows only that portion of the military base located
on leased tidelands. The Circulation/Navigation Map Two military facility relocations are proposed in
indicates the location of military lands around San Diego the Master Plan, both located in Planning District
Bay and additional information is provided about military 3 and subject to negotiation with the U. S. Navy.
facilities on the bay in Section I of this document. These include 1) the Navy's Engineering Facilities
Command Office located between Harbor Drive and
Navy Fleet School is delineated for Pacific Highway, and 2) Navy Field. Redevelopment
the U. S. Navy held long-term lease area of these sites is discussed in the Precise Plan.
located in Planning District 1. The land
area provides school facilities for the

Public Facilities
Land Use Objectives & Criteria
Public facilities on tidelands should: Harbor Police stations, indicated by

· be located so as to not adversely affect symbols, are located so as to provide key
adjacent properties and be designed so that sites for rendering assistance as required
the architectural theme is in harmony with the in San Diego Bay and for monitoring
design theme of the Planning District. the bay entrances, waterborne circulation corridors,
· be provided for in advance of need. anchorages and berthing areas. Harbor Police
· provide efficient and economical locations for Officers patrol assigned harbor or portland areas by
emergency services along with up-to-date boat, vehicle and foot for: the preservation of order;
equipment and well trained personnel adequate
to provide protection of life and property.
· contribute to a coordinated system of functional
streets necessary for the safe, efficient and
economical movement of people and goods
within and through the tidelands.
Master Plan Interpretation
Public facilities are provided in response to those

community needs that are related to factors of public
health, safety and general welfare. As used in the Port
Master Plan, the public facilities category includes
both services and physical plant developments. The
legends of the two Master Plan Maps and the nine
Precise Plan Maps contain allocations of land and
water, generally indicated by symbols, to portray
numerous public facilities. enforcement of laws and ordinances; detection
and prevention of crime; fire suppression and the
Harbor Services is a use category protection of life and property; traffic control and law
of the Precise Plan Map that identifies enforcement support for airport screening procedures;
land and water areas devoted to maritime provision of information and assistance to the public;
services and harbor regulatory activities and such other duties as may be assigned. In the
of the Port District including remediation and course of these duties, the officer is empowered to
monitoring. issue citations, make arrests, and appear in court.
The existing station is to remain at the tip of Shelter
Port Administration is proposed Island, and a new Harbor Police station is proposed
to continue at the present location on to be located so as to provide an overview of the
Pacific Highway and Sassafras Street. proposed second entrance and most of the open
Additional space in the building which is water areas in the South Bay, if and when such a
in excess of Port District needs could be utilized by project is built by the Federal Government. Stations
municipal public service agencies having limited public are allocated in Planning Districts 1 and 7.
contacts, or for offices and perhaps as a computer
center for air-oriented commercial uses. Some Port Fireboat Stations, manned by Harbor
District management functions will continue at the Police, provide bases for waterborne fire
airport, the marine terminals and on Shelter Island. fighting capabilities and routine police
32 Section III
patrols centrally located to provide quick response international transportation terminals. Customs areas
travel time to the vessels and berthing areas located are allocated at the air terminal, the general aviation
in San Diego Bay. facilities, and at marine terminals for cargo inspection
and cruise ship movements. Customs services are
Station locations are illustrated by symbol on the available on call at several locations around the bay. It
Master Plan Land and Water Use Map and given is anticipated that another U.S. Custom's facility may
more detailed locations in the Precise Plans. Stations be needed in the South Bay if and when a second
are allocated in the northern, middle and southern entrance is completed.
portions of the bay.
The U. S. Coast Guard designates
Fire Stations are shown on the federal activities for three Coast Guard
maps at their existing locations on mission areas centered on the U.S.
portlands. These services are generally Government owned land at the station
administered by local government units on Harbor Drive, each of which performs different
other than the Port District. No new use allocations functions in the Port. The U.S. Coast Guard Captain
are proposed for tidelands. of the Port and the Officer-in-Charge of Marine
Inspection are co-located at the Marine Safety Office.
Maintenance Yard, an existing Port This branch of the service works closely with many
District facility located near the Tenth facets of the marine community. The Officer-in-
Avenue Marine Terminal, is seen as Charge of Inspection is charged with the duties of
adequate during the planning period. vessel inspection and certification, documentation,
casualty investigation and licensing of marine industry
Comfort Stations are allocated personnel. The Captain of the Port is responsible for
throughout the bay area, located in assuring overall safety and security in the Port and
public use areas primarily consisting promoting marine environmental quality, through
of parks, promenades and plazas. In enforcement of applicable federal laws and regulations.
total numbers, comfort stations may be the most Facilities which handle certain materials designated as
frequently built structures for public use on Port dangerous cargoes by federal regulations must meet
District tidelands. Comfort stations call for attention to strict standards enforced by the U.S. Coast Guard
location and to a design responding to heavy public and undergo periodic inspections. The U.S. Coast
use and, unfortunately, accompanying vandalism Guard is directly involved in improvement projects
problems. The structures need to be easy to identify, relating to navigable waters, particularly as regards
pleasing in appearance, reflect compatibility with aids to navigation, dredging and ocean dumping.
surrounding architectural features, safe, well lighted,
easy to maintain and keep sanitary. Many comfort The Coast Guard Group/Air Station is a separate
stations provide small storage and maintenance- command, located adjacent to the Marine Safety
related space to better accommodate ground keeping Office. This unit is primarily responsible for the
and maintenance functions. More precise locations mission areas of Search and Rescue, Enforcement
are shown on the Precise Plan Maps. of Laws and Treaties, and Aid to Navigation. The
Air Station helicopter pad is restricted to use by
The U. S. Customs and immigration government aircraft.
facilities, although not functions adminis-
tered by the Port District, are shown on In addition to the three mentioned Coast Guard
the Master Plan Circulation Navigation functions, there is also a Boating Safety Detachment
Map and on the Precise Plan Maps due to their located on land leased from the Port District in
public service nature and usual association with Planning District 1.

Circulation and Navigation System
The Circulation/Navigation Element Map Diego; and a new entrance to the airport, subject to
graphically indicates the inter-dependence of three negotiation with the U. S. Navy, linking Washington
major modes of transportation dealing with movement Street and the Lindbergh Field terminal. Expenditure
on land, on water, and in the air. The provision of of Port District monies is anticipated in the construction
adequate access to and circulation within the San of a bridge to extend Tidelands Avenue over the
Diego Bay area is a key element in the success of Sweetwater Flood Control Channel at some as yet
economic activities, of the viability of public services undetermined future time. The proposed second
and amenities, and the preservation of the area's entrance bridge is the responsibility of the State
environmental setting. The various modes of transport Highway Department and the U. S. Army Corps of
must be coordinated not only to the various land and Engineers.
water uses they support, but to each other to avoid
incompatibilities, congestion, hazardous movements Local Streets and Parking becomes
and unnecessary expenditures. a primary control of land use in the single
mode circulation system, such as in
Land-Based Transportation System the case of the automobile in Southern
California. The location, type and amount of parking has
The railroads and the regional highway system a significant effect upon the planning area. Provision
provide the land-based transportation network for must be made to accommodate nighttime storage and
the movement of people and goods in the region, and daytime space demands appropriate to the size and
to the tidelands. Railroads, freeways, expressways, type of traffic generators, shopping customs, habits
regionally significant arterials, local streets, and of parking, and rate of turnover. Preliminary planning
pathways provide travel modes for pedestrians, activities dealing with the possible expansion of public
bicyclists, automobiles, fixed rail transit, bus transit, facilities or the renewal, extension, or modification of
and the local and interregional trucking industry private lease agreements are to contain provision for
involved in work and recreation related trips. Current automobile storage.
efforts directed toward maintaining the region's air
quality and conserving energy promote an efficient It is the intent of this Plan to seek a reduction in the
movement of people and goods on a safe, complete total amount of land devoted to under-utilized parking
and uncongested regional highway and rail system. lots. Emphasis is to be placed on the development
The Circulation and Navigation Element Map of additional public parking facilities where there is
illustrates a coordinated land-based transportation a current deficiency. When the cyclical nature of an
system that will continue to involve the Port District, economic activity or a public recreational activity
the cities, and the regional transportation planning creates peak demands at different times, the joint use
agency. of the available leased parking space is encouraged
among tenants.
Regionally Significant Arterials
connect tideland areas with interstate, Additional public parking lots within close proximity
state and local transportation networks. to the shoreline are to be considered suitable activities
The most direct involvement of the Port for waterside locations only if the use of the site will, in
District in roadway development is in the provision addition to providing needed parking space, (1) assist
and maintenance of bridges, arterial roads, collector in maintaining vistas, and (2) will provide public access
streets, local streets, and the provision of adequate to the bay in an appropriately landscaped setting.
parking facilities to tideland developments. Proposed Parking structures are not generally considered
extension, relocation or modification to regionally appropriate for waterside sites.
significant arterials which are located on tidelands
include: the modification of Harbor Drive between Roadway improvements will continue the
Hawthorn and Market and the relocation of Harbor maintenance of on-street parking standards at an
Drive between Market and Fifth Avenue, both in San eight-foot width for commercial areas and ten-foot
34 Section III
width for industrial streets. Traffic lanes at 12- and Public Transit, consisting of the
15-foot widths for commercial and industrial streets, proposed bus transit system and the
respectively, are to be continued. Parking facilities proposed fixed rail transit corridor with
in sufficient quantity and located within close station locations, is delineated on the Circulation
proximity to the activity they serve are stressed. As Navigation Element Map. In the San Diego Region,
a guideline, parking ratios of one stall for every three the planning, construction and operation of the
seats for restaurants and other eating and drinking proposed fixed rail line is under the direction of the
establishments, and five stalls for every 1,000 square Metropolitan Transit Development Board (MTDB). The
feet of general commercial activity is encouraged. planning and coordination of the bus service involves
Parking need for multiple use complexes need the Comprehensive Planning Organization and bus
evaluation on a case-by-case basis. operations involve North County, San Diego, National
City and Chula Vista transit operators. Interregional,
Railroad service is necessary for frequently scheduled bus service is provided for most
port and port related operations and of the tideland areas, including buses with bicycle
development. Depending on the type of racks for trans-bay access. It is the intent of this Plan
port and industrial operation, there should to encourage the provision or extension of the public
be ample nearby rail storage facilities, easy access transit system into the industrial, commercial and public
for switching rail cars to and from the marine terminal recreational areas of the tidelands; and, where feasible,
or industrial area, and suitable rail trackage within the to encourage public transit service as a substitute for
area to interface the movement of cargoes between parking at tideland facilities. Joint utilization of the San
ship and land carriers. Diego and Arizona Eastern Railway right-of-way for both
public transit and freight service has been endorsed by
The port and marine related industrial the Board of Port Commissioners.
developments on San Diego Bay are served by a
transcontinental rail carrier, the Atchison Topeka Pedestrian and Bicycle Routes
and Santa Fe Railway (AT&SF). The AT&SF links are given a high development priority in
San Diego to Los Angeles with freight and AMTRAK this Plan. More specific information is
passenger service. A line haul carrier, the San Diego provided in the Public Recreation section.
and Arizona Eastern Railway (SD&AE), a subsidiary The Bay Bicycle Route, which carries out regional
of the Southern Pacific Company, has temporarily planning policies emphasizing the commuter-work
stopped service to the east along its line pending trip, involves the five cities around the bay, the Port
repairs to portions of the track damaged by a hurricane District, and CALTRANS. The route is illustrated on
associated storm in 1976. The Metropolitan Transit the Circulation/Navigation Element Map. It is the intent
Development Board (MTDB) has recently acquired a of the Port District to work with other jurisdictions to
portion of the SD&AE rail line, and freight service is to complete the perimeter route. Bicycle facilities linking
be reinstated by a private operator under contract to the Bay Route onto tidelands are encouraged to
MTDB. Reestablishment of this second rail link to the emphasize the recreation-related type trip.
east, and the maintenance and improvement of rail
freight service and facilities is essential in providing a Aviation-Based
well-balanced rail service to the port area. Transportation System
Rail spurs serving the National City Terminal require Lindbergh Field is one of the airport
expansion in a small area of the container yard. Rail systems incorporated into the aviation
service needs will require monitoring and evaluation in element of the Regional Transportation
the future. Increased use at the Tenth Avenue Marine Plan. The Port District is the operator of
Terminal has necessitated that the switching yard Lindbergh Field, San Diego's "downtown" international
adjacent to the bulkloader be expanded, particularly airport, which is convenient, accessible, and has a
to handle "unit trains" for loading that could reach wide array of commercial and charter flights.
40,000 tons per vessel. Consideration in planning
transportation should also be given to the continued Following an exhaustive study and hearing process
increased size of railroad cars and truck trailers. by CPO relative to the subject of airport relocation,
Lindbergh Field has been designated as the site most Harbor, was authorized by the River and Harbor Act
suitable to serve the commercial air transportation of 30 August 1852. Subsequent improvements were
needs of the region through 1995. It is anticipated that authorized by a succession of acts dating from March
some minor modifications will be made in the taxiways 3, 1875, to October 17, 1940, and March 2, 1945.
and parking aprons, lighting systems, rehabilitation to
the East Terminal and blast fence, but that the main The Federal project has provided for the protection
runway will probable remain substantially unchanged. of the harbor entrance with the 7,500-foot-long rubble
This Plan proposes the development of improved mound Zuniga jetty, a major entrance channel 42-
access to the terminals from the east which involves feet-deep, a central bay channel to a depth of 40 feet,
improvements to the local arterial system, localized a South Bay channel depth of 35 feet, and anchorage
improvements to the Interstate highway system, and turning basins ranging between 42 and 35 feet
improved access within the airport boundaries, and in depth. Since channel dredging operations require
negotiation for property controlled by the military. a substantial expenditure of public funds, it is the
intent of this Plan to maintain deep draft berthing and
Heliport designations are indicated on marine related industrial sites immediately adjacent to
the Circulation- Navigation Element Map; the ship navigation channel. Marine related industrial
one at the Coast Guard facility and the sites, including marine terminals, are dependent upon
other in the general vicinity of the Rohr this deep water.
plant in Chula Vista. Additional heliports should be
considered in waterfront locations if sufficient public Main Ship Channel, recently improved,
necessity is demonstrated in the future. The heliports provides a range of depths and widths for
require small areas, which frequently can benefit from ship movement. The channel provides
being located close to major work centers. A location a depth of 42 feet mean lower low water
on the waterfront can help alleviate some of the noise (M.L.L.W.) and a width varying from 600 feet to 2000
problems by avoiding developed areas and by using feet, from the entrance to the U.S. Navy Aircraft Carrier
a more desirable approach over the water. Berth; then a 40-foot MLLW depth and varying widths
from 600 feet to 1900 feet to the Tenth Avenue Marine
Water-Based Terminal; and continues at a depth of 35 feet and a width
Transportation System varying form 600 feet to 1350 feet down the bay to the
National City Marine Terminal. Naval vessels of sizes up
Ship Navigation Corridor to cruisers and Essex class carriers (unloaded) can sail
illustrated with its functional linkages as far south as the Naval Station (NAVSTA) San Diego.
to anchorages and berthings on the The Coronado Bridge has three major spans over the
Circulation-Navigation Element Map, bay, affecting navigation. Two of the spans are over
provides adequate draft for ship maneuverability, the navigation channel, each with a vertical clearance
safe transit and access to marine terminals, marine of 195 feet M.H.W. and a clear width of 600 feet. The
related industrial areas and military bases. Ship last span located at the pierhead line, provides vertical
corridors must be maintained at adequate widths clearance of 175 feet at M.H.W. and a clear width of
and depths to eliminate hazardous conditions in 500 feet. Only minor maintenance dredging has been
the harbor among ships, small craft and structures; needed in the past.
to prohibit lost time and delays from groundings
and to avoid environmental damage caused by While existing ship channel depths and widths
maritime related accidents. appear adequate for the foreseeable planning period,
growing ship size is expected to continue placing
Incompatible aquatic activities, such as to swim, greater demand on the need for deeper channels and
bathe, water ski, or use a surfboard or paddleboard expanded terminal areas in the long term future. As
in marked ship and boat channels is prohibited (UPD the draft of vessels using the National City Marine
Code 8.27). Terminal increases, there may be a requirement to
provide a minimum channel depth of 40 feet all the way
The Harbor and Channel Improvements project, to the Sweetwater Channel and a renewed interest
first undertaken by the United States in San Diego in a second entrance. Ship channels are navigable
36 Section III
waters of national interest, in which improvements considered in a project, local interests are required
generally involve the administrative functions of to pay a correspondingly greater share of the total
the U.S. Army Corps of Engineers, Congressional cost. If the second entrance were totally dependent
approval and Federal funding. on recreational benefits, local participation may
be anticipated to amount to 50% of the cost of all
Second Entrance to San Diego Bay navigation improvements and possibly all of the
is a project with a long history of public bridge costs. Owing to environmental unknowns, this
debate and interest, some of which goes Federal project is quiescent at present.
back to the 1930's.
Ship Anchorage area for ocean-
In 1963, the U.S. Army Corps of Engineers, Los going ships is primarily the area north of
Angeles District, made a reconnaissance study of a "B" Street Pier but does include all the
second entrance to San Diego Bay. One plan was navigable waters of the harbor except
based on constructing a ship channel from the bay designated channels, cable and pipeland areas, the
southerly to the Tia Juana River Valley and thence special anchorages, and the Naval Restricted Areas.
westerly to the ocean. Another plan called for the
entrance to be cut through the Silver Strand. Vessels anchoring in portions of the harbor, other
than the areas excepted in the above paragraph,
Based on federal criteria, the Tia Juana River shall leave a free passage for other craft and shall
Valley route proved to be economically not justified. not unreasonably obstruct the approaches to the
The Silver Strand alternative, however, appeared to wharves in the harbor.
have a more favorable benefit versus cost ratio and
warranted further study. Vessels are to comply with marine sanitation
requirements and when anchored in undesignated
In 1966, further studies for an entrance through anchorage areas, are to observe anchor lighting
the Silver Strand including a model study were requirements.
authorized. Model tests completed in 1968 at the
Waterways Experiment Station showed that flushing The safety and security of any vessel berthed or
characteristics of the bay would be improved with a at anchor within San Diego Bay is the responsibility
second entrance. The model was of the fixed-bed of the owner or operator. Every owner or operator of
type and did not lend itself to the study of littoral sand a vessel has a responsibility to apprise themselves of
movement resulting from wave and current action. weather conditions and storm warnings, and to take
Again a number of alternate plans were considered, the necessary precautions to insure the safety of
all based on commercial navigation and some Navy their vessel in the event of unusual tide and weather
requirements. The most favorable turned out to be conditions.
a 35-foot channel, 400 feet wide, crossed by a four-
lane bridge with 154 feet of vertical clearance above (1) Special Anchorage for U.S. Government
Mean High Tide. This plan, however, also did not Vessels - Shoreward of a line extending from Ballast
generate a favorable benefit versus cost ratio based Point Light approximately 351°30' to the shore end
on commercial and Navy benefits, primarily due to of the Quarantine Dock. This anchorage is reserved
the substantial costs involved in the construction of exclusively for vessels of the U.S. Government and
the high bridge and its long approaches. for authorized harbor pilot boats. No other vessels
may anchor in this area except by special permission
Subsequently, another alternative was suggested obtained in advance from the Commandant, Eleventh
which would provide an entrance with a greatly Naval District, San Diego, California.
diminished channel and reduced overhead bridge
clearance. It was intended to accommodate principally (2) Nonanchorage Area - A lane between San
recreational craft, the smaller Naval vessels, tuna Diego and Coronado bounded on the east by a
boats and sportfishing vessels. Cursory examinations line extending southerly from a point 410 feet west
indicated that a favorable benefit versus cost ratio of United States Bulkhead Line Station 458 on the
might be developed. Where recreational benefits are San Diego side of the bay to a point 350 feet west
of United States Bulkhead Line Station 522 on the fishing, sailing, and other social and recreational
Coronado side of the bay, and on the west by a line activity, including the rafting of vessels. Long term
extending due north from the intersections of the anchoring and mooring shall be limited to designated
west side of "E" Avenue with the south side of First anchorages under local control of the jurisdictional
Street, Coronado, and a line extending 225° from the authority of the Port District, U. S. Navy, and the
intersection of the west side of Pacific Highway with State Department of Parks and Recreation. Long
the north side of Harbor Drive, San Diego. This area term users are encouraged to use marinas where
has submerged pipelines, power and communications there are secure moorings and shoreside support
cables. Vessels are not permitted to anchor in the facilities which have been provided by private
area at any time. investors. Changes to Federal regulations pertaining
to anchorages can be accomplished by complying
Nautical Mile Markers, while occupying with the established procedure, which permits the
little area, are of some importance to the new regulations to go into effect after publication in
water navigation system and are shown the Federal Register.
on the Master Plan Circulation/Navigation
Element Map. The Navy maintains markers on North The use or development of the proposed
Island for its ships. Markers installed and maintained anchorages shall be at the discretion of the U.S. Navy
by the Port District are located on Harbor Island. (A-6), the State Department of Parks and Recreation
(A-7), and the Port District (A-1 to A-5 and A-8). In
Boat Navigation Corridors are those the Port District's anchorages, the actual operation of
water areas delineated by navigational the anchorage shall be conducted by the Port District
channel markers or by conventional or under a lease agreement to other governmental
waterborne traffic movements. agency or to a private operator. Port funds or possibly
private development monies are to be expended
Boat corridors are designated by their predominant for the planning, construction and regulation of
traffic and their general physical characteristics (these anchorages and moorings for use by vessels which
channels are usually too shallow and too narrow to are solely or primarily used for commerce, navigation,
accommodate larger ships). Boat channels will be fisheries and recreation. The use of bay water areas
kept clear of encroaching water or land uses, which for residential use, involving living aboard vessels
would deter waterborne circulation. These channels as a primary place of residence, is discouraged as a
serve the navigation system in a manner similar to matter of policy in accordance with state law.
that provided by streets in a land-based circulation
system. Boat corridors in 1978 provided for a fleet of Improvements and the level of service in anchorages
more than 4000 pleasure craft permanently moored are functional but greatly reduced from those provided
on the waters of the bay and provided corridors from in marinas. Anchorages are not a secure as marinas
the public launching ramps that launched thousands for keeping vessels at mooring station, require more
of pleasure craft out of almost 33,000 registered boats water area per vessel stored, and do not have dockside
in San Diego County. New boat navigation corridors utilities and access. Shoreside facilities for anchorages
will be required to serve new marina developments. range widely, from natural shoreline to dinghy float,
Maintenance dredging and improvements to existing and may or may not include: dock and ramp; night
channels, as required, are to be conducted. lighting; potable water supply; disposal stations
for trash, petroleum products and sewage; public
Small Craft Mooring and Anchorage telephone; limited automobile parking, and restrooms.
Areas have been planned to facilitate the The safety and security of vessels at anchor remain
retention and orderly management and the responsibility of the vessel owner or operator who
development of a variety of functional, must keep apprised of weather conditions and storm
aesthetically pleasing facilities in carefully selected warnings and take the necessary precautions to insure
sites. The intent of the plan is to prohibit long term the safety of their vessels, other craft, and harbor
permanent or semi-permanent indiscriminate improvements. The lower level of service and facilities
anchoring throughout the Bay in a manner so as in anchorages is frequently reflected in lower user fees
not to interfere with short term uses of the bay for and sometimes public subsidies.
38 Section III
In the Port District's jurisdiction, the primary basis Anchorage A-3, Laurel Street Roadstead,
for the management and regulation of intensively used discussed in more detail in Section IV, Centre City
anchorages will be by the establishment of a lease Embarcadero Planning District, provides about 20
relationship with user fees and permits which specify acres of water area for 50 vessels at anchor on
duration of stay. Anchorages are to be made available single mooring buoys. Shoreside support facilities
to seaworthy, self-propelled vessels which are subject are provided by the floats, ramps, and restrooms at
to periodic inspection that insures proper moorings, the Embarcadero Crescent.
adequate fire fighting equipment, approved marine
sanitation devices, and registration or documentation Anchorage A-4, Bay Bridge Roadstead
of vessel ownership. The management of anchorages Anchorage, contains two 24-acre water areas to
is also to be conducted so as to maintain a program provide for phased development. At completion,
of flotsam and debris clean-up, regularly monitored single point mooring buoys will provide space for
water quality, and controls on overboard discharges. about 70 vessels. The anchorage landing is to be
developed as part of the Tidelands Park project. More
The general locations of planned small craft information on the proposed anchorage is found in
anchorages are illustrated on the Circulation/Navigation Section IV, Coronado Bayfront Planning District.
Element Map and are identified in the following:
Anchorage A-5, Glorietta Bay, is a 3.8-acre
Anchorage A-1, the Shelter Island Yacht Basin federally designated anchorage. With fore and
Anchorage, contains about nine acres of water area. aft anchoring by vessels ground tackle, about 20
Approximately 20 vessels at single point anchoring vessels can be accommodated. All of the moorings
can be accommodated. Use is by permit of Harbor in the anchorage are reserved for short-term use
Police for a period of less than 72 hours, within any by cruising vessels. Anchorage use is by permit of
seven-day period, for vessels participating in marine Harbor Police for a period of time up to 72 hours,
events. Nor shore landing is proposed for this low within any seven-day period. Section IV, Coronado
intensity of use anchorage. Additional information Bayfront Planning District, contains more information
about this anchorage is presented in Section IV, the about this anchorage.
Shelter Island Planning District.
Anchorage A-6, the Naval Amphibious Base
Anchorage A-1a, A-1b, and A-1c, collectively (NAB) Anchorage, is proposed for an eight-acre water
referred to as the Shelter Island Roadstead Mooring, area adjoining the NAB Marina. The Commanding
is proposed to be developed with about 46 single Officer, NAB, Coronado, through his authorized
swing point moorings grouped in three different representative, the NAB Marina Manager, shall
locations bayward of Shelter Island. The total water have sole authority to assign, control and limit use
area allocated for the anchorage is approximately of the area. Only small craft belonging to U.S. Navy
12.8 acres. The designated support facilities include a personnel on active duty and retired service members
dinghy landing on the northeast corner of the existing shall be authorized to use the area. The landing site
beach and the restroom located at the small craft is at NAB Marina.
launching ramp. Section IV, Shelter Island Planning
District, contains more information on this anchorage. Anchorage A-7, Crown Cove Anchorage, is a
4.4-acre water area proposed to be developed with
Anchorage A-2, the Shelter Island Commercial fore and aft moorings for approximately 30 vessels.
Basin Anchorage, is proposed to be redeveloped Control over this anchorage and adjacent park area
with fore and aft moorings to provide for about 170 will be exercised by the California Department of
vessels in the 15 acre area. The redevelopment effort Parks and Recreation under a lease agreement
will strive to accommodate in A-2 all existing vessels with the U.S. Navy and the United Port District, as
there that meet the anchorage regulations. New a normal part of the Department's administration
shoreside support facilities of about 34,000 square of Silver Strand State Beach. A dinghy-landing site
feet are planned on the northeastern side of the will be designated on the adjacent State Beach and
shoreline. Section IV, Shelter Island Planning District, will have those shoreside facilities provided by the
contains more information on this anchorage. State Beach.
Anchorage A-8, Sweetwater Anchorage, contains Plan to protect the environment from the unplanned,
200 acres of water area and can provide for about sudden and usually accidental discharge of oil or
250 vessels, depending on size, at single swing point hazardous substances that pose a threat to the
anchorage with vessels ground tackle. Anchoring public health or welfare. The National Plan calls for
use, however, shall be incremental, the first phase the establishment of a nationwide net of regional
to provide for up to 100 vessels, with any additional contingency plans within its framework. The San
100 vessel increments to be subject to further public Diego Bay area is provided for in the O.S.C. Area
hearings and consultation with District member cities. Contingency Plan prepared and maintained by the
The landing and shoreside support services for the U.S. Coast Guard, Office of the Captain of the Port,
anchorage will be at the existing National City Small San Diego. This area includes the geographic area
Craft Launch Ramp. Section IV, National City Bayfront of San Diego County, San Clemente Island, and their
Precise Plan, contains more information about this coastal waters.
anchorage.
The main objective of the National Plan is
Anchorage A-9, Cruiser Anchorage, is a nine-acre to provide for a coordinated federal response
water area which can accommodate approximately capability at the scene of the discharge. The plan
30 transient craft using vessels ground tackle. The provides for a pattern of coordinated and integrated
anchorage is to ultimately be marked with area responses by departments and agencies of the
boundary markers. It is located south of the United Federal Government, promotes the coordination and
States Coast Guard Air Station near the East Harbor direction of Federal and State response systems, and
Island Basin. A small boat landing facility is located encourages the development of local governmental
nearby on North Harbor Drive east of the Coast and private capabilities to handle such discharges.
Guard Air Station. Public landside support facilities The State Operating Authority for oil spill cleanup is
include rest rooms, public telephone, parking and a the California Department of Fish and Game, which
San Diego Transit bus stop. Section IV Precise Plans, is to have a spill contingency plan, intended to aid
Harbor Island / Lindbergh Field: Planning District 2, the Federal O.S.C. in cleanup operations. Although
contains additional information about the use of this Federal law has preempted State or Local jurisdiction
anchorage area. The use of this anchorage will be in some areas of pollution, State and local coordination
controlled by duly enacted regulations of the Board of and involvement in cleanup operations is encouraged
Port Commissioners. by the Area Contingency Plan.
Derelict Craft Storage provides The Environmental Protection Agency has

space for holding abandoned or drifting designated San Diego Bay waters less than 30 feet
small craft that become hazards to deep at mean low water as "no discharge" areas
navigation in the bay. Disposal of for sanitary waste. Discharge in areas with a depth
impounded vessels is governed by State Law. greater than 30 feet is authorized only after treatment
Sites are provided within close proximity to berthing by an approved marine sanitation device.
concentrations for the north bay and proposed as
part of a potential boating development in the south While not part of the Federal plan, the Port of
portion of the bay. San Diego is involved in harbor maintenance, and
removing navigation hazards and floating debris. The
Pollution Contingency Plans Port maintenance program includes the operation of
a trash recovery vessel, nick-named the "Alligator",
The Federal Water Pollution Control Act (section which skims up floating debris from the harbor; and
311 [c] [2]) provides for the preparation, publication, boat and car patrols by Harbor Police.
revision and amendment of a National Contingency
40 Section III
NATIONAL CITY BAYFRONT:
PLANNING DISTRICT 5
Due to its distance from the water, its remoteness

and its relatively small size, this subarea will remain a
backup storage area for the marine terminal and other
marine industries occupying water frontage. Permitted
uses under the marine industrial designation might
also include manufacturing, storage, transportation
and distribution.
A new street section connecting Harbor Drive to

Tidelands Avenue is proposed just north of this planning
subarea. This street improvement will more directly
link Harbor Drive with Tidelands Avenue; creating a
north-south street to serve traffic in the National City
waterfront area west of the I-5 freeway and enhancing
access to the Civic Center freeway interchange.
Precise Plan Concept
Twenty Fourth Street Corridor
The National City Bayfront is an established and
developed marine industrial area. Continued use and Just south of the northern industrial area is
intensification of the marine related use is anticipated another small subarea, differing only in the type of
for the duration of the planning period. Substantial development. It is dominated by a large shipbuilding
areas are currently used for lumber storage, wood yard, which has a narrow water access corridor. The
products and vehicle storage, manufacturing and two remaining uses are a fuel distribution yard and
distribution, which are dependent on close proximity an office center for the vehicle importer.
to the Port’s deep-water wharves. The plan proposes
improvements to the Port related road transportation The Master Plan considers this area for marine
network. In addition, new public access and water- oriented industrial use, with which the present uses
oriented recreational, educational, and commercial are compatible. Other activities appropriate for the
uses are focused on the development of a pleasure area are mentioned in the Lumber Yard subarea.
craft marina of approximately 250 slips.
National Distribution Center
Land and Water Use Allocations
The Port acquired 22.1 acres of property located
The National City Bayfront planning area contains at 1000-1022 Bay Marina Drive, formerly known as
a total of roughly 420 acres, consisting of 250 acres West 24th Street. This property is currently known
of land and 170 acres of water (Table 14). The Master as the National Distribution Center and will be used
Plan assigns most of the land to Marine Related for Marine Related Industrial purposes.
Industrial and Marine Terminal use, with Commercial
Recreation, Park and Recreational Boat Berthing Navy Berthing
located north of the Sweetwater Channel.
The Port District has jurisdiction over a large
National City Bayfront Planning Subareas amount of water west of the Naval Station which is
The subareas are listed on Figure 16. now being used for military ship berthing. The Master
Plan foresees continuing this use under the Navy
Northern Industrial Area Ship Berthing designation. No other use is considered
appropriate under present circumstances.
The Northern Industrial Area is isolated from the
water by the San Diego (32nd Street) Naval Station, Container Terminal
which occupies all of the adjacent waterfront and forms
the western and northern boundary of this subarea. The The National City Marine Terminal is one of only
subarea contains a ship repair and lumber transport/ two marine terminals identified on the Master Plan
storage yard. These uses, or similar ones, are expected Circulation/Navigation Element, and is the only one
to occupy this land into the foreseeable future. capable of significant expansion. At present, about
2,400 linear feet of berthing space is available, 1,400 east to connect to the existing Sweetwater Wharf.
feet along the north wharf and 1,000 feet along the (Most of this development will occur in Subarea 56,
west wharf. Water depth alongside the terminal is a the Southwest Corner.) Total wharf space at the
minimum 35 feet at MLLW. National City Marine Terminal would then be about
7,800 linear feet.
The north wharf is used for ship repair and the
receipt of petroleum products, including fuel oil for The wharf design would fill out the bulkhead almost
the San Diego Gas and Electric Company. General to the U.S. Combined Pierhead and Bulkhead Line,
cargo can also be handled; a 40,320 square-foot adding about 12 acres of land to the marine terminal.
transit shed is available for covered cargo space. Future dredging would increase the present 35-foot
depth to 42 feet MLLW along the west wharf and 37 feet
The southerly half of the west wharf is presently along the Sweetwater Wharf. Construction activities
a container and bulk-handling terminal. A high-speed involve excavation, driving of concrete support piles,
container crane, having a capacity of 40 long tons the placement of rock revetment, and construction of
and capable of handling 30 containers per hour, runs wharf dock and fender systems.
along this wharf. The 17-acre container handling and
storage yard is serviced by a 33-ton rubber-tired bridge Other improvements contemplated include the
crane. Other facilities include a 32,500-square-foot installation of a second container crane, additional
stuffing and stripping space, paved storage for 2,280 railroad siding, and paving of the remaining backup
containers (including electrical outlets for refrigerated area. As a general cargo terminal, this facility could
containers), a steam container cleaning facility, handle almost any commodity; however, it is anticipated
maintenance shops, and scales. Two warehouses; that it would handle petroleum on the north wharf, and
one just over 100,000 square feet and another just vehicles, containers, lumber, and other heavy cargo on
under 200,000 square feet are accessible from either the west wharf.
the north or west wharves.
Improved highway access to the marine terminal is
The Master Plan proposes to extend the west needed. An additional industrial accessway to Interstate
apron wharf 2,400 feet to the south, then 1,000 feet 5 for north and south movements is recommended.
TABLE 14: Precise Plan Land and Water Use Allocation

NATIONAL CITY: PLANNING DISTRICT 5
...................................................................... ............................................................... TOTAL .......... % of

LAND USE .......................................ACRES WATER USE ................... ACRES ........ ACRES ...... TOTAL
COMMERCIAL ........................................ 7.9 COMMERCIAL ......................14.6 ..............22.5 .............5%

Commercial Recreation ........................... 7.9 Recreational Boat Berthing ...14.6
INDUSTRIAL ....................................... 237.7 INDUSTRIAL .........................21.6 ............259.3 ...........59%

Marine Related Industrial..................... 153.7 Specialized Berthing ...............7.9
Marine Terminal ..................................... 84.0 Terminal Berthing ..................13.7
PUBLIC RECREATION ........................... 4.2 PUBLIC RECREATION ...........2.2 ................6.4 .............1%

Park ......................................................... 4.2 Open Bay / Water ....................2.2
PUBLIC FACILITIES.............................. 23.4 PUBLIC FACILITIES ............. 11.9 ..............35.3 .............8%

Streets ................................................... 23.4 Boat Navigation Corridor .........7.0
Ship Navigation Corridor .........4.9
MILITARY ............................ 116.7 ............ 116.7 ...........27%

Navy Ship Berthing ............. 116.7
TOTAL LAND AREA ........................... 273.2 TOTAL WATER AREA ........167.0
PRECISE PLAN LAND AND WATER ACREAGE TOTAL ..................................................440.2 .........100%

Lumber Yards use is planned to continue into the future with a
possibility of other products being shipped through
The area in back of the National City Marine Terminal the Sweetwater Wharf.
is used for storage, assembly and handling of lumber
and wood products and other marine related industrial Launching Ramp
uses. A food cold storage locker is the only other uses.
These uses display the benefits of water linkage with This public recreation area includes a park lawn
the marine terminal and require a considerable amount area, a public fishing pier, a boat launch ramp and
of space. Other activities appropriate for this area, as a parking area serving the entire site. The park
well as Subareas 51 and 52, include wood preserving, provides picnic tables, a shoreline promenade with
manufacturing of wood products, wholesaling of seating, open and shaded lawn areas and walkways
building supplies, ice manufacture, food processing, leading to the fishing pier. The boat launch has 8
petroleum storage, freight distribution and associated lanes for boating access, a restroom and a dock
or similar uses. Industrial performance standards are facility on the Sweetwater Channel. An aquatic
encouraged, especially landscaping and appearance center facility including restrooms, locker rooms,
treatments along Tidelands Avenue; however, such offices, classrooms, watercraft storage, paved
standards for development must be consistent with the exterior activity areas, security walls, fencing,
functional needs of the industrial area and individual lighting, and landscape improvements is located
operations. east of the boat launch. Public restrooms are located
northwest of the boat launch and are accessible to
If additional backup cargo storage area is required the Pepper Park, launch ramp, and landing users.
because of expansion of the marine terminal, this Continued heavy use of this public recreation area is
area could be utilized for this purpose. Quay Avenue, anticipated for active yachting, instructional turf play
between Bay Marina Drive and 28th Street, 28th and the more passive activities of fishing, picnicking
Street, west of Quay Avenue, and 32nd Street west of and sightseeing.
Tidelands Avenue may also be closed to accommodate
additional marine related operations. Anchorage A-8, the Sweetwater Small Craft
Anchorage, occupies a water area of approximately
Southwest Corner 200 acres. Although sheltered from the waves of
the open ocean by the Silver Strand, the anchorage
South of the present marine terminal is a fill area is exposed to long fetches inside the harbor.
reserved on the Master Plan for Marine Related Approximately 250 vessels at single swing point
Industrial use. Current use is about half for industrial anchorage using vessel ground tackle can be
production and about half vacant. accommodated; however, use shall be incremental,
the first phase to provide for up to 100 vessels,
As mentioned in the description of the Container with any additional 100 increments to be subject to
Terminal subarea, the Master Plan envisions the further public hearings and consultations with District
extension of the apron wharf from the container crane member cities. About 30 percent of the spaces are
along the Pierhead/Bulkhead Line to the Sweetwater to be reserved for short-term use by transient ocean
Channel where it would follow the Bulkhead Line to cruising vessels. The boundaries of the anchorage
the present Sweetwater Wharf. are proposed to be identified by marker buoys and
shown on bay charts. Control over the anchorage
Future use of the western parcel is envisioned as is to be exercised by the Port District. The existing
a shipyard or other marine industrial use. The eastern National City small craft launching ramp provides
parcel could also be used for similar purposes. In any landing and shoreside support services consisting
case, planning for this area favors large industries or of automobile parking, restrooms, public telephone,
activities which can utilize its unique attributes of deep drinking water, trash disposal, and docking facilities.
water berthing, railroad and highway access, distance
from residential neighborhoods, and ample space. Marina
Sweetwater Wharf The commercial recreation area shown on the

Planning District Map is designed to accommodate the
Sweetwater Wharf designates that part of needs of workers in the nearby industrial area, people
the National City Marine Terminal located on the enjoying the nearby recreational park, and the adjacent
Sweetwater Channel. It is linked administratively marina and attendant commercial facilities. Uses
to the container terminal (Subarea 54). It has a could include a restaurant or coffee shop, convenience
1,400-foot-long wharf and is used almost exclusively store, bait and tackle shop, boat slips and dry storage,
for landing shipments of lumber and vehicles. This lodging and other business activities consistent with
Precise Plans 79
Land COMMERCIAL Water
Commercial Recreation Recreational Boat Berthing

INDUSTRIAL Land PUBLIC FACILITIES Water
Marine Terminal Terminal Berthing Comfort Station Boat Navigation Corridor

Marine Related Specialized Berthing Anchorage Landing Ship Navigation Corridor City Boundaries
PUBLIC RECREATION Boat Anchorage Mean High Tide Line
US Pierhead Line
Park/Plaza Open Bay MILITARY Water
US Bulkhead Line
Open Space Public Fishing Pier Navy Ship Berthing Combined US Pierhead/Bulkhead Line
S.D.U.P.D. Limits
Public Access Boat Launching Ramp
Lease Line
Vista Area Railroad
Promenade Coastal Zone Boundaries
A8
Planning District 5
NATIONAL CITY BAYFRONT PRECISE PLAN FIGURE 15
80 P r e c i s e P l a n s
59
51 50
58
55
52
57
53
50 National Distribution Center 54

51 Northern Industrial 56
52 24th Street Corridor
53 Navy Berthing
54 Container Terminal City Boundaries
Mean High Tide Line
55 Lumber Yards US Pierhead Line
56 Southwest Corner Bayfront US Bulkhead Line
Combined US Pierhead/Bulkhead Line
57 Sweetwater S.D.U.P.D. Limits
Lease Line
58 Launching Ramp Railroad
59 Marina
A8
Planning District 5
NATIONAL CITY BAYFRONT Planning Subareas FIGURE 16
CHULA VISTA BAYFRONT:
PLANNING DISTRICT 7
Introduction
Marine and biological resources are abundant
Planning District 7 includes all Port District lands throughout the entire planning district, primarily due
within the City of Chula Vista. As shown on the to its proximity to San Diego Bay and the estimated
Precise Plan map (Figure 19), these District lands 3,940-acre South San Diego Bay National Wildlife
extend beyond the U.S. Pierhead Line (the usual Port Refuge.
District boundary) to the city limits.
Over recent years, the Port has acquired
Historically, harbor development in the South approximately 291 acres of uplands in this planning
Bay has lagged behind the North Bay because of district, including the former Goodrich South
shallow water, distance from the harbor entrance, Campus, park area, and properties at the south
environmental concerns, and other factors. However, end of the planning district containing the existing
by about 1990, Port land on the Chula Vista Bayfront switchyard and power plant. Most recently, as part
had been developed into public parks, excursion pier, of the Chula Vista Bayfront Master Plan (CVBMP)
boat launching ramp, recreational vehicle (RV) park, and in an effort to improve land use compatibility at
marinas, boatyards, warehouses, and a recreated the north and middle portions of the planning district,
wildlife habitat island. Police and emergency the Port completed a land exchange with a private
waterborne services are provided to the South Bay entity. The exchange enables residential and non-
from the Harbor Police substation near the boat trust related retail and office development to occur
launching ramp. The Chula Vista Bayside Park Pier on approximately 35 acres of former Port properties
provides public fishing and large vessel berthing, now under the City of Chula Vista’s (City) jurisdiction,
and the Marina Parkway Pier provides berthing and and places approximately 97 acres of land at the
landside automobile parking for users. The major north end of the planning district, formerly under the
development on the Chula Vista Bayfront was an City’s jurisdiction, within the Port’s trusteeship and
aircraft parts manufacturing plant, which occupied jurisdiction. In addition, the City has acquired from
both District lands and uplands, that has consolidated the Port a vacant parcel for a proposed fire station.
its operations north of H Street and now occupies Planned uses for the acquired land areas are further
only uplands. described in each of the planning subareas.
Precise Plan Concept multifaceted land use allocation within this planning
district, including environmental conservation
With the goal of transforming the planning district and development of public park and commercial
into a world-class bayfront, the Port developed the recreational uses. Proposed development
Chula Vista Bayfront Master Plan (CVBMP or plan) emphasizes public waterfront amenities to enhance
in 2005. The CVBMP resulted from a cooperative the bayfront’s natural and economic resources. The
planning effort with the City of Chula Vista, which plan increases public access opportunities while
involved extensive public outreach and community restoring and protecting natural resources, serving
participation. to attract visitors from outside the region as well as
local residents to use the marine related recreational
The CVBMP is intended to guide the development facilities and public areas. Additionally, the plan
of approximately 556 acres of the Chula Vista Bayfront strengthens the bayfront’s connection to the Chula
over the next 24- year period. The plan proposes a Vista urban core and neighborhoods to the east by
TABLE 18: Precise Plan Land and Water Use Allocation

CHULA VISTA BAYFRONT: PLANNING DISTRICT 7
TOTAL % of
LAND USE ACRES WATER USE ACRES ACRES TOTAL
COMMERCIAL ....................................130.2 COMMERCIAL ............................ 39.6 ......169.8 ...........8%
Commercial Recreation .......................130.2 Recreational Boat Berthing.......... 39.6
INDUSTRIAL ........................................ 36.4 INDUSTRIAL ................................. 3.8 ....... 40.2 ...........2%

Industrial Business Park ........................36.4 Specialized Berthing ...................... 3.8
PUBLIC RECREATION .......................152.9 PUBLIC RECREATION ................. 1.2 ......154.1 ...........8%

Park/Plaza .............................................87.9 Open Bay/Water ............................ 1.2
Promenade ............................................17.3
Open Space...........................................47.7
CONSERVATION ................................413.4 CONSERVATION ...................... 967.2 ....1380.6 .........70%

Wetlands..............................................303.9 Estuary ...................................... 967.2
Habitat Replacement ...........................109.5
PUBLIC FACILITIES..............................42.5 PUBLIC FACILITIES.................. 190.4 ......232.9 .........12%

Streets ...................................................42.5 Boat Navigation Corridor ........... 156.5
..................................................................... Ship Navigation Corridor ............. 33.9
TOTAL LAND AREA ...........................775.4 TOTAL WATER AREA ........... 1,202.2
PRECISE PLAN LAND AND WATER ACREAGE TOTAL ................................................1,977.6 .......100%

extending the City’s traditional street grid to ensure that is fully accessible to the public and seamlessly
pedestrian, vehicular, bicycle, transit, and water connects the bayfront to the region. This open
linkages. space system will create a comprehensive greenbelt
linkage throughout the entire planning district with a
Although planning policy encourages marine- continuous pedestrian walkway, or “baywalk”, and a
related industrial uses, the plan provides the flexibility bicycle path that would tie into the regional Bayshore
to attract new industrial, business-commercial, and Bikeway system. Where appropriate, Class I bicycle
commercial recreational development to this planning paths, including 8-foot minimum paved widths
district. To accomplish this goal, the plan allocates separated from vehicular roadways, will be provided.
a large amount of land in the Chula Vista Bayfront The CVBMP emphasizes an active commercial
Planning District for Commercial Recreation, and harbor with public spaces at the water’s edge as
some area for Industrial-Business Park use. Much well as enhanced existing and newly created visual
of the land is currently vacant or underutilized. As corridors to the bay.
the South Bay regional economy expands in the
future, the Commercial Recreation and Industrial- The plan also includes buffers adjacent to
Business Park designations will both stimulate and environmentally sensitive resources in order to
accommodate appropriate industrial and commercial ensure such habitat areas are protected and
redevelopment, thereby enabling the Chula Vista preserved. Best management practices and natural
Bayfront to realize its full potential. retention basins will be implemented throughout the
planning area to prevent degradation to sensitive
The plan proposes to redevelop underutilized and areas and to curb storm water pollution to the bay.
vacant areas with a mix of land uses, along with a Additional measures for the protection of natural
new roadway and infrastructure system throughout resources and the environment, including specific
the planning district. A variety of public amenities are planning, design, education, implementation and
proposed, including: a signature park and other open management elements have been incorporated into
space areas, buffers, cultural uses, piers, a new the CVBMP.
commercial harbor and reconfiguration of marina
slips, a community boating center, a ferry terminal, To ensure adequate coastal access is provided
navigation channel improvements, an RV park, a for the public, the CVBMP requires appropriately
continuous and comprehensive pedestrian pathway allocated on-site parking spaces to be developed
system, bicycle paths, ample parking areas, and with bayfront commercial and recreational uses.
public art. Proposed development includes hotel and Additionally, commercial development throughout
conference facilities, retail/entertainment, cultural the planning district is required to participate in and
(museums and similar uses), and marine related contribute a fair share to the implementation of an
office. A maximum of 2,850 hotel rooms are allowed employee shuttle system that connects users to a
within the boundaries of the CVBMP. collector parking structure located near Interstate 5,
thereby ensuring the availability of bayfront parking
There are a multitude of existing and proposed for the public. In the Harbor District, typical parking
recreational opportunities within the planning district. requirement standards for high intensity uses may
Recreation boating marinas have been developed be reduced if it can be demonstrated that the use will
to meet part of the increasing regional demand for be adequately served by alternative transit.
recreational boating and wet storage marinas. An
RV park provides short-term parking spaces for In addition, the Chula Vista Bayfront Shuttle service
visitors to enjoy the Chula Vista Bayfront. Other will be phased concurrent with development. At a
public recreational opportunities can be found at the minimum, service will be provided upon the issuance
large Bayside Park that includes a public fishing pier, of Certificate of Occupancy for either the H-3 resort
the Chula Vista Bayfront Park with its public boat conference center hotel or the 500th residential unit in
launching ramp, and Marina View Park. Planned the City CVBMP area. Implementation of the shuttle
recreational improvements include two new large is anticipated to include participation by commercial
parks, enhancements to existing park areas, a new development within the plan area.
pier, as well as a continuous open space system
F ST.
G ST.
J ST.
BAY BOULEV
ARD W H-17
S-5 ES
CV S-4 H-18 T CV
CV HP-9
SP-5 SP-7 HP-13A HP-13B
CV SP-4 CV SP-6 HP-12A HP-12B OP-3

HP-23A
HP-8
S-3 CV
STRE H-15
ET A O-1 -2B OP
-3
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HP-5 OP-1B
S-1
H-23 O-4
STREET C
SP-2 OP
-2A O-3B
H-13 STREET B
-3
H ST.
CV
P
S
H-14
SP-1 O-4
HP-11 OP O-3A OP-1A
MARINA PKWY -2A
S-2
HP-7
ES H-21
T. HP-3B
H-12
2A
H-9
P-
HW-3
O
CV HW-1
HP-1 N) H-3
M A R I N A W AY
SP-1
H-1A (N)
H-1A (S)
HW-4
H-8 HW-2
HP-6
HP-14
H-1 HP-15
HP-3D
HP-1 (S) HW-5
HP-3C
HP-3A
HW-6
HP-28
COMMERCIAL PUBLIC RECREATION
LAND WATER
LAND
LAND WATER
WATER
Park/Plaza Open Bay

LAND WATER
Commercial Recreation Recreational Boat Berthing

Open Space Boat Launching Ramp
INDUSTRIAL Promenade
Public Fishing Pier
Public Access
LAND WATER
Bike Trail
LAND WATER
Industrial Business Park Specialized Berthing

RV/Camping
PUBLIC FACILITIES Vista Area
Lease Lines
LAND WATER
CONSERVATION
LAND WATER
Mean High Tide Line

US Pierhead Line
Harbor Police Station Ship Navigation Corridor
LAND WATER
US Bulkhead Line Comfort Station Boat Navigation Corridor
LAND WATER
Combined US Pierhead/Bulkhead line Habitat Replacement Estuary

Coastal Zone Boundary Ferry Landing
Wetlands
Railroad
SDG&E
CV City of Chula Vista
PLANNING DISTRICT 7 -
PRECISE PLAN
ENVIRONMENTAL
CHULA VISTA BAYFRONT

AND LAND USE 080912 FIGURE 19 TO/LNB
MANAGEMENT
*Not to scale
City Jurisdiction
74 City Jurisdiction 76
73
75
78
71
72 71 D Street Fill Area
72 Gunpowder Point Shoreline
79 73 Sweetwater District
74 Harbor District
75 Chula Vista Harbor
77
78 76 Otay District
Lease Lines
Mean High Tide Line
77 Boat Channel
78 Outer South Bay
US Pierhead Line
US Bulkhead Line
Combined US Pierhead/Bulkhead line
Coastal Zone Boundary
Railroad
79 Wildlife Reserve
SDG&E
Additional Area in Port Jurisdiction
Planning Subareas Figure 20 080912

LAND USE PLANNING
Implementation of the CVBMP is envisioned to It is intended that the tideland uses will not only
occur in four phases over the next 24 years, and utilize the valuable deep water to a high potential
will be contingent upon and subject to many factors, and provide the income to develop public recreation
such as availability and timing of public financing areas, but will establish a buffer zone between the
and construction of public improvements, terms of National City Marine Terminal (with its associated
existing long-term leases, actual market demand industrial uses) and the ultimate use of the uplands.
for and private financing of proposed development, The D Street Fill area adjacent to the Sweetwater
lease negotiations, approvals for and demolition Flood Control Channel, designated as Estuary,
and/or relocation of existing uses, approvals for new mitigates the loss of intertidal and shallow sub-
uses, and other approvals. tidal habitat resulting from the National City Marine
Terminal Wharf Extension project.
Redevelopment of the Chula Vista Bayfront is
guided by the “Chula Vista Bayfront Development Gunpowder Point Shoreline
Policies” document, which is incorporated into
this document by reference. The “Chula Vista Between the D Street Area and G Street lies a very
Bayfront Development Policies” document contains small sliver of land (2 acres) and a broad intertidal
policies from adopted and approved plans, certified mud flat. This area will be preserved as wetlands
environmental documents, required mitigation and has been designated as such, as discussed
measures, enforceable settlement agreements, in Section III under the Conservation category.
and conditions included in the approval process. All This subarea totals approximately 223 acres and
development projects must comply with these policies includes mostly land area designated for Wetlands
and standards. Implementation of the “Chula Vista use, along with some water areas designated as
Bayfront Master Plan Public Access Program”, which Estuary. To provide for the long-term protection
is also incorporated into this document by reference, and management of the sensitive habitat known
must occur as redevelopment takes place. as the Sweetwater Tidal Flats (running north from
the boatyard to the Sweetwater River Channel), the
Land and Water Use Allocations Port will enter into a cooperative agreement with
the US Fish and Wildlife Service that will address
A total of 1,978 acres of Chula Vista Bayfront the placement of educational and enforcement
are allocated to commercial, industrial, public signage, long-term maintenance, and additional
recreation, conservation, and public facilities protection measures such as increased monitoring
activities (Table 18). and enforcement. The cooperative agreement will
be executed prior to development commencement
Chula Vista Bayfront Planning Subareas in the Sweetwater or Harbor districts.
Nine planning subareas have been delineated Chula Vista Bayfront Master Plan
(see Figure 20) to facilitate a description of the
planning district. The CVBMP planning area consists of the northern
Sweetwater District, the middle Harbor District, the
D Street Area southern Otay District, Chula Vista Harbor, and
Boat Channel subareas. The Sweetwater District
The D Street Area includes approximately 63 proposes the lowest intensity development and
acres of land and water area designated for Habitat focuses on lower scale, environmentally sensitive
Replacement, Estuary, Open Bay, Boat Navigation and ecologically themed uses. In contrast, the
Corridor, and Ship Navigation Corridor uses. A 33.2- Harbor District is intended to provide a significant
acre portion of the northwest corner of the City of link from the City to the bayfront and includes the
Chula Vista lies within Port District jurisdiction. Under highest intensity development. Lastly, the Otay
the plan, tidelands have been reserved for uses which District proposes moderate intensity mixed-use
would take advantage of the deep water channel development. Each of the districts contain substantial
in the Sweetwater Flood Control Channel, and for amounts of open space and public amenities, and
Habitat Replacement.
are seamlessly connected by greenbelt linkages that the sensitive habitat areas, the eastern boundary
include pathways for pedestrians and bicyclists. A of the no-touch zone will include six-foot-high vinyl-
maximum of 2,850 hotel rooms are allowed within the coated chain link fencing. Fence installation shall
boundaries of the CVBMP. Each CVBMP district, or include land contouring to minimize visual impacts of
planning subarea, is further described below. the fence. The limited use zone will contain outlook
stations, open space areas, and a meandering trail
Sweetwater District system. The transitional use zone will accommodate
increased recreational uses such as picnic areas
The Sweetwater District, acquired by the Port as part and trails, and consists of revegetated open space.
of the aforementioned land exchange, is approximately The southwestern portion of the buffer, which is
97 acres in size and is generally undeveloped and designated as Wetlands, consists of lands identified
consists predominantly of fallow fields. for potential enhancement, restoration or creation of
wetland mitigation areas. The outlook stations, which
Public spaces and development planned for will be connected by meandering trails designated
this subarea focus on lower scale, environmentally as Promenade, will provide viewing areas of the bay
sensitive and environmentally themed uses. Land and wildlife, and will include educational elements
use designations include Open Space, Habitat such as kiosks, sculptures, or interpretive signs.
Replacement, Wetlands, Park/Plaza, Commercial
Recreation, and Promenade. In addition, a 21-acre signature park is proposed
with greenbelt linkages to park areas in the Harbor
District. The park is envisioned as a passive use,
meadow-type open space with amenities such as:
landscaping, lighting, restrooms, drinking fountains,
bicycle racks, children play areas, picnic areas,
benches, trash receptacles, interpretive signage,
landscaped berms, public art, decomposed granite
paving, and parking. The park is to be passive in
nature, be low-impact and contain minimal structures.
Allowed structures include restrooms, picnic tables,
shade structures and overlooks, and are limited to
single-story heights. No athletic field amenities or
unattended food vending will be allowed. The park
will utilize low water-use ground cover alternatives
where possible and trails will not be paved. Due to
the immediate adjacency to sensitive habitat areas,
amplified sound equipment and issuance of park
use permits for group events will be prohibited. The
signature park parcel is assigned the Park/Plaza land
Undeveloped land along the northern and western use designation.
boundaries of the district will be established as a 400-
foot-wide buffer/setback area. The buffer/setback At the northern end of the district, planned
is intended to preserve and protect the adjacent development includes: a low-scale, low profile,
Sweetwater Marsh Wildlife Refuge from planned lower-cost overnight accommodations, such as a
development and to provide a gradual transition campground and/or RV park and limited meeting
from undeveloped native landscape to developed space, food service, and retail shops associated
areas. From west to east, the buffer/setback area with the development. Other uses include a parking
consists of a 200-foot-wide “no-touch” zone, a 100- area and access road for the Chula Vista Nature
foot-wide “limited use” zone, and a 100-foot-wide Center and a low-intensity mixed use commercial
“transitional use” zone. The no-touch zone primarily recreation/marine related office development of
consists of wetland and upland habitat. To prohibit approximately 60,000 to 120,000 square feet in size.
access by the public and nuisance predators into
Building heights in the Sweetwater District range RV park, former industrial and supporting parking
from one-story on the north side of the E Street facilities, and waterfront parks.
extension to 45 feet on the south side of E Street. An
approximately 100-foot-wide buffer will separate the Proposed development in the Harbor District
existing seasonal wetland, located between E and F is the highest intensity of the plan and encourages
Streets, from adjacent development. an active, vibrant mix of uses and public spaces.
Land use designations within this subarea include
Roadway improvements planned include the Open Space, Wetlands, Park/Plaza, Commercial
extension of E Street into the Harbor District, and re- Recreation, and Promenade. Up to 2,850 hotel rooms
routing of the terminus of F Street to connect to the are proposed in the Harbor District at two separate
E Street extension. A trail connection west of the F sites. The exact number of rooms may be allocated
Street terminus will be limited to emergency vehicles among either site, up to the 2,850 room maximum for
and pedestrian and bicycle access. Each of the new the Harbor District.
roadways, as well as the connecting trail, include
the Promenade land use designation to indicate Public amenities in this subarea include Park/
pedestrian and bicycle connections to the rest of the Plaza-designated land areas, which include the
planning district. existing Bayside Park that will be improved as a
25-acre extension of the signature park with similar
Harbor District amenities, such as lighting, sculptures, restrooms,
interactive fountains, plaza areas, drinking fountains,
The Harbor District includes a total of approximately bicycle racks, tot lots, picnic areas, benches, trash
223 acres of land area, of which approximately 191 bins, interpretive signage, a sculpture garden,
acres lie within District jurisdiction. As a result of landscaped berms, public art, decomposed granite
the land exchange previously described, an interior paving, and open lawn area. The park area could
portion of this subarea falls under the City’s jurisdiction also include cultural uses; small food and beverage
and is intended for private residential, general office, vending; and other park-activating ancillary uses.
retail and hotel development – all of which has been Allowed structures include restrooms, picnic tables,
planned in conjunction with the CVBMP. shade structures and overlooks, and are limited to
single-story heights. Other public spaces to remain
in the subarea include the existing Marina View
and Chula Vista Bayfront Parks, both designated
as Park/Plaza, and the existing fishing pier. The
existing boat launch ramp, restrooms, and Harbor
Police facility within Chula Vista Bayfront Park will
remain. In contrast to the passive use emphasis of
the Sweetwater District park areas, parks within the
Harbor District are planned to accommodate flexible
spaces and programmable elements that allow for
more active uses or events.
Shoreline erosion protection is provided by stone

rip-rap. Both the beach and the rip-rap require periodic
maintenance. The park terminates at the Chula Vista
Bayside Park Pier, which provides protective wave
attenuation for the marina, berthing for vessels, and
access for fishing.
The Harbor District encompasses the greatest
The land lying north of E Street South is
diversity of existing uses, including the majority of
designated for Commercial Recreation, Park/Plaza,
the planning district’s developed commercial uses
Open Space, and Wetlands. The 100-foot-wide Open
and areas accessible by the public. Existing uses
Space designation north of the expanded park area
include a boat yard, yacht club, marinas, restaurants,
abutting the area designated Commercial Recreation conference center site will require the relocation of
(the site of an existing boatyard) would serve as a the existing RV park. None of the existing RV sites will
buffer between future commercial development and be removed until an equivalent number of RV sites
the adjacent habitat. The extent of buffer coverage are constructed and operating within the planning
will depend upon future resource conditions and district. The replacement RV park will be located on
will be reevaluated as new development proposals either parcel O-3 or S-1. In the event the replacement
are submitted. The parcels formerly designated as park cannot be opened to visitors prior to closing the
Marine Related Industrial are envisioned to be part existing RV Park, an interim site with an equivalent
of a future redevelopment project which is planned number of RV sites will be established and opened
to be compatible with the surrounding conservation elsewhere in the CVBMP at parcels S-1, H-23, or in
land uses. The public promenade will be extended the Otay District.
along the entire water frontage of the Commercial
Recreation site. The existing boatyard use may South of H Street, the plan allows for a hotel with
continue to operate until the site is redeveloped to conference room, retail, and open space, and other
a conforming Commercial Recreation use. Prior to ancillary hotel uses. The hotel will include a portion
redevelopment, additional boat repair capacity will of the allowed 2,850 rooms in the Harbor District. An
be identified. The shoreline south of G Street has additional 200,000 square feet of cultural/retail uses
been developed as an extension of the Chula Vista and integrated open space would be developed on the
Bayside Park, with promenade, restrooms, parking, site. East of this site, the plan includes approximately
landscaping, lawn areas, and picnic facilities. The 100,000 square feet of mixed-use commercial
Bayside Park shoreline promenade will be extended recreation/marine related office uses wrapped around
along the Chula Vista Harbor to connect with the a 1,100- to 3,000-space collector parking garage. The
promenade on the Marina Way arm. garage is intended to function as remote employee
and/or visitor parking to supplement on-site parking
The anchor component of the district is a large needs for bayfront businesses. The garage site may
resort conference center proposed just east of be utilized as an interim surface parking lot with
Bayside Park. The resort conference center will be approximately 1,100 spaces during Phase I. Heights
a destination attracting visitors from, and providing in the Harbor District will not exceed 25 feet (30 feet
public amenities to, the region. The resort conference with architectural or mechanical features) immediately
center will include a portion of the allowed 2,850 adjacent to the water, with a maximum height of 300
rooms in the Harbor District, approximately 100,000 feet away from the shoreline.
square feet of restaurant space, approximately 20,000
square feet of retail, a conference center with up to A new ferry terminal/restaurant is proposed on the
approximately 415,000 square feet of meeting space harbor that will provide water transportation linkages
(with a maximum of 200,000 square feet of contiguous to the central portion of the bay. New visitor-serving
exhibit and flex space in a single enclosed room), retail and marina support uses totaling approximately
expansive open space areas, and other ancillary 25,000 to 50,000 square feet will be established
uses. The maximum heights for the resort conference around the northern periphery of the harbor. An
center components are 240 feet for the hotel and 120 additional approximately 75,000 to 150,000 square
feet for the convention center. The bayward half of this feet of retail and marina support uses and parking
site will be developed with public open space upland are planned around the south end of the harbor.
of E Street, and a specialty retail shopping village Marina support uses may include: offices, restrooms,
consisting of low-scale commercial retail buildings showers, lockers, ship chandlery, boat/bicycle rentals,
interspersed with plazas, landscaping, public art bait and tackle sales, delicatessens, and snack bars.
and other pedestrian oriented public amenities. Any Only water dependent uses such as docks can be
proposal to construct more than 1,600 rooms as part constructed in or over the water; retail and restaurant
of the resort conference center will require evaluation uses must be located on land. The waterside
of the impacts areas needing additional analysis components of the marinas are further described as
and the need for additional mitigation measures to part of the Chula Vista Harbor subarea.
reduce significant impacts, if any, associated with
any increase in rooms. Development of the resort Roadway improvements include the extension of
H Street that will connect to the E Street extension of channel. The harbor is currently occupied by two
in the Sweetwater and Harbor districts. The H Street marinas totaling approximately 900 boat slips. The
extension, which will end with a pedestrian connection existing Chula Vista Boat Launch has been upgraded
and a new pier, will provide a significant link from with additional shore protection.
eastern Chula Vista to the waterfront. Modifications
to Marina Parkway and new access roads are also
proposed throughout the Harbor District.
Construction of a new, approximately 60-foot-

wide, 36,000-square-foot pier is proposed at the
terminus of the extended H Street corridor above
existing open water area. The 600-linear-foot pier
would connect downtown Chula Vista to the Bay via
H Street, and would enhance pedestrian and visual
access to the water and offer picturesque views of
San Diego Bay. Approximately half (300 linear feet)
of the H Street Pier would be developed in Phase
II at a length just short of the existing navigation
channel. The remainder of the H Street Pier would be An essential component of the CVBMP is
constructed in Phase IV, following realignment of the the creation of an active commercial harbor that
existing navigation channel. Development and uses encourages public access to the water and activity
on the pier may include small scale amenities such on the water. To facilitate the development of this
as a bait shop or snack bar. activated harbor, the existing marina boat slips will be
reconfigured to create an approximately 4-acre open
A minimum 25-foot-wide shoreline pedestrian water area. Of the existing 900 marina slips, 700 slips
promenade or “baywalk” is planned to wrap around would be reconfigured within the existing harbor at
the perimeter of the park and harbor front businesses, HW-1 and HW-4, and 200 slips would be relocated to
connecting the pedestrian and bicycle greenbelt HW-6. The new open water area will enhance boating
linkage to the other subareas, while maximizing activity on the water and is envisioned to be utilized
public visual and physical access to the water. for ferry loading and unloading, water taxis, dinner
The baywalk will contain public amenities such as boats, harbor cruises, visiting historic vessels, and
pedestrian-scale landscaping, lighting, and furniture, boat rentals. The reduction in boat slips may only
providing public seating and gathering spaces while occur if replacement slips are provided elsewhere
offering views of the harbor. Private uses shall not within the CVBMP.
encroach into the public walkway, and view corridors
through the site towards the bay will be incorporated Prior to approval of any changes in the slip size
into the project design. or distribution, the Port will undertake an updated
comprehensive boater use, slip size, and slip
The eastern areas of the district within existing right- distribution study which is no more than five years
of-way/easement areas are planned for landscaping old for each dock redevelopment project that affects
and pedestrian/bicycle trails as part of the greenbelt slip size and distribution of slips, to assess current
system that will link to the rest of the City. boater facility needs within the individual project and
the Bay as a whole. The Port will continue to provide
Chula Vista Harbor a mix of small, medium and large boat slips based on
updated information from the comprehensive study
The Chula Vista harbor basin includes with priority given to boats less than 25 feet in length
approximately 50 acres of water area and is protected and a goal of no net loss in number of slips within the
by two structures: a 300-foot-long rock breakwater CVBMP. Should future projects propose reducing the
extending north from the Marina Way arm and a 650- number or proportion of small slips for boats 25 feet
foot-long wave attenuation pier extending south from or less within the Chula Vista marina, a Port Master
Bayside Park. They are separated by about 200 feet Plan amendment will be required.
Landside improvements around the harbor, including basins, and parking. The park is to be passive in
commercial development and public amenities, are nature, be low-impact and contain minimal structures.
further described above in the Harbor District subarea. Allowed structures include restrooms, picnic tables,
shade structures and overlooks, and are limited to
The water areas within the Harbor have been single-story heights. No athletic field amenities or
designated as Recreational Boat Berthing, Specialized unattended food vending will be allowed. The park
Berthing, and Boat Navigation Channel. will utilize low water-use ground cover alternatives
where possible and trails will not be paved. Due to
Otay District the immediate adjacency to sensitive habitat areas,
amplified sound equipment and issuance of park use
The Otay District is approximately 124 acres in permits for group events will be prohibited.
size and includes recently acquired upland areas.
This subarea was characterized by industrial uses, Abutting the north side of this park area is
including the existing SDG&E electrical switchyard Commercial Recreation-designated property that
and South Bay Power Plant. Uses within this district is intended to provide low-cost visitor serving
will be designed in consideration of the adjacent recreational uses. This area may be developed as an
sensitive habitat areas. RV park that will include approximately 237 RV parking
spaces and ancillary uses such as offices, pool/spa,
snack bar, general store, meeting space, game
room, laundry facilities, and playground equipment.
Both parcels could allow for camping activities. The
existing concrete Telegraph Canyon Creek channel is
proposed to be replaced with a more natural vegetated
channel. Efforts to naturalize and vegetate the creek
will be maximized as is consistent with its function as
a storm water conveyance.
A buffer/setback area will be provided along the

western boundary of the district between J Street and
the RV park. The buffer/setback area will consist of
a 100 to 200-foot-wide no-touch zone, within which
public access is prohibited, to protect the adjacent
J Street Marsh and wildlife reserve from proposed
The proposed development for the Otay District development. The buffer/setback area, which is
consists of a mix of uses, including industrial and low- designated as Habitat Replacement and Wetlands,
cost visitor serving recreational uses. The extreme will be utilized for wetland and upland habitat
northern and southern parcels are designated for mitigation and will prohibit public access. To prohibit
Industrial Business Park use. The southern Industrial access by the public and nuisance predators into
Business Park parcel could include industrial the sensitive habitat areas, the eastern boundary
distribution and related facilities, or other uses allowed of the no-touch zone will include six-foot-high vinyl-
under the Industrial Business Park designation. Land coated chain link fencing. Fence installation shall
use designations for this subarea include Open include land contouring to minimize visual impacts
Space, Park/Plaza, Habitat Replacement, Wetlands, of the fence.
Industrial Business Park, Commercial Recreation,
and Promenade. The construction of the northern Industrial Business
Park parcel, South Park, and RV park in this district is
A new approximately 24-acre passive South subject to demolition of the existing power plant, and
Park is proposed and will include amenities such demolition and relocation of the existing switchyard.
as: pedestrian trails, landscaping, berms, lighting,
restrooms, drinking fountains, benches, picnic areas, New roadways will be constructed throughout the
outlook areas, trash receptacles, public art, filtration Otay District to serve new uses. A new bike path is
proposed alongside the new roadways. A shoreline area known as the J Street Marsh and is roughly
pedestrian trail is proposed in the Otay District, and its the mud flat and marsh area exposed to air during
design will ensure protection of the adjacent sensitive low tide. It is undeveloped, except for a small
habitat areas. Like the Harbor District subarea, the channel that was used as a water intake trough
eastern portion of this subarea within existing right- for the SDG&E thermal power plant. Other than
of-way/easement areas are planned for landscaping potential habitat restoration activities, no alterations
and pedestrian/bicycle trails that will connect to the to the existing intake/discharge channel area are
shoreline pedestrian and bike trail in the Otay District. proposed; however, it is the intent of this plan to
This district will also contain parking areas. The preserve the surrounding wetlands in their natural
pedestrian/bicycle trail in the Otay District will be part state. To provide for the long-term protection
of the greenbelt system that will link the CVBMP area and management of the J Street Marsh sensitive
together, and link it to the rest of the City greenbelt. habitat area, the Port will enter into a cooperative
agreement with the US Fish and Wildlife Service
Boat Channel that will address the placement of educational and
enforcement signage, long-term maintenance,
The water area directly west of the Chula Vista and additional protection measures such as
Bayfront is occupied by the main boat channel providing increased monitoring and enforcement. The
access to the harbor, which is designated Boat cooperative agreement will be executed prior to the
Navigation Corridor on the Precise Plan. Areas outside redevelopment of the Otay District.
the channel will remain in the Estuary category.
Estuary refers to the shallow water outward of
The CVBMP proposes to realign and straighten the wetlands which is not exposed at low tide. This
the existing navigation channel in order to increase area will not be developed; however, limited surface
accessibility to the harbor. The realignment will utilize water activities such as boating and fishing would be
an existing abandoned access channel and remove permitted. Efforts should be made to avoid or reduce
the “dog leg” portion of the current channel, thereby potential environmental damage.
enhancing boat access between the Chula Vista
Harbor and the northern portions of San Diego Bay. In The Habitat Replacement concept involves
addition, the new channel will be located farther away engineering, dredging, planting and developing a
from sensitive resources located along the shoreline valuable supratidal salt marsh habitat as part of a
west of the Sweetwater District. master-planned complex. Unauthorized access by
humans and predators will be greatly discouraged by
Outer South Bay fencing the SDG&E dike, although controlled access
will be provided for nature instruction and research.
The remaining water area in Chula Vista is Its location reduces conflicts between development
scheduled to stay designated as Estuary. Limited and preservation activities, and its size enables other
surface water use for boating and fishing, for example, shoreline projects to be completed by substituting
will be permitted but other uses will be discouraged. the inferior habitats at the project sites for a carefully
nurtured and highly productive habitat.
Wildlife Reserve
The Port District provides continual protection and
South of the Chula Vista Harbor lies a large tidal management, as part of a comprehensive South Bay
mud flat, the San Diego Gas and Electric Company wildlife preserve program.
(SDG&E) dike, and the South Bay Wildlife Reserve, a
55-acre island which was built from dredged material A narrow strip of District-owned land, designated
and where native habitat has been established. The Wetlands, is currently leased to the existing power
Master Plan has three designations for this subarea: plant operator, but upon demolition of the existing
Wetlands, Estuary, and Habitat Replacement. power plant, is intended for mitigation and/or
restoration area that will include a buffer between
The Wetlands (refer to the Master Plan existing and created wetland areas and upland use.
Interpretation section on Wetlands), includes the
TABLE 19: Project List
LE
R
R
A
CHULA VISTA BAYFRONT:
B
PE
YE
EA
LA
O
L
R
EA
EL
A
PLANNING DISTRICT 7
SC
B
EV
PP
SU
FI
D
A
GENERAL
1. STORM DRAINS: Construct, enhance, and maintain storm drains. 73/74 N ONGOING
SWEETWATER DISTRICT
2. SWEETWATER PARK (S-2): Development of 21-acre signature 73 P N Phase I

park in Sweetwater District, including associated public amenities,
promenades, and parking areas as detailed in Planning District text.
3. NATURE CENTER PARKING AREA (SP-3): Construct new 100-space 73 T N Phase I

parking area and access road for Chula Vista Nature Center.
4. SWEETWATER DISTRICT LODGING (S-1): Construct a low-scale, 73 T Y Phase I

low profile, lower-cost overnight accommodations such as a
campground and/or RV park; associated meeting rooms, retail stores
and food service are limited to one story within a maximum height of 25 feet.
5. SWEETWATER DISTRICT ROADWAY AND INFRASTRUCTURE IMPROVEMENTS: 73 P Y Phase I – IV

Reconfiguration of existing (F Street) and construction of new interior
(E Street) roadways, as well as necessary utility improvements and
pedestrian/bicycle connections to support planned projects. E and F
Streets are appealable category developments.
6. SWEETWATER DISTRICT WETLAND AND UPLAND HABITAT ENHANCEMENT (SP-1 / SP-2): 73 P N Phase I – IV
Creation, restoration, and enhancement of identified wetland and upland
habitat areas, as well as the establishment of buffers; these areas may also
be utilized for mitigation opportunities as CVBMP development impacts occur.
7. F STREET TERMINATION: Termination of F Street segment/Lagoon 73 P Y Phase II / IV

Drive and construction of new roadway connection to E Street, as well as
pedestrian/bike trail connection on former F Street segment.
8. MIXED-USE COMMERCIAL RECREATION/MARINE RELATED OFFICE DEVELOPMENT (S-3): 73 T Y Phase IV

Construct low-intensity mixed-use marine commercial recreation/marine
related office development of up to 60,000 to 120,000 square feet in size, along
with associated on-site landscaping and parking improvements; maximum
building height is limited to 45 feet.
HARBOR DISTRICT
9. SHORELINE MAINTENANCE (HP-1/H-8): Maintain stone revetment 74 P N ONGOING

and replenish Beach at Bayside Park.
TABLE 19: Project List (cont'd)
LE
R
R
A
B
PE
YE
EA
LA
O
L
R
EA
EL
A
A
SC
B
EV
PP
SU
FI
D
A
10. H STREET EXTENSION: Extend H Street to Marina Parkway. 74 P Y UNDERWAY
11. RESORT CONFERENCE CENTER (H-3): Construct resort conference 74 T Y Phase I

center, including a portion of the allowed 2,850 hotel rooms in the Harbor District,
up to 100,000 square feet of restaurant, up to 20,000 square feet of retail, up
to 415,000 square feet of net meeting space, and other associated ancillary uses.
The bayward portion of this site will be developed with a 150-foot wide public open
space esplanade inland of E Street, and a specialty retail shopping village consisting
of buildings no more than 35 feet in height with commercial retail on the ground floor,
and hotel/conference center uses above. The special shopping area shall be interspersed
with plazas, landscaping, public art and other pedestrian oriented public amenities.
Maximum heights are limited to 240 feet for the hotel and 120 feet for the conference center.
12. INTERIM SURFACE PARKING LOT (H-18): Construction of approximately 74 T/P N Phase I
1,100 surface parking spaces for use as collector and off-site parking lot.
13. SIGNATURE PARK EXTENSION (HP-1N, HP-1S, H-1AS, H-8): A 25-acre 74 P N Phase I / IV
extension of Sweetwater Signature Park into Harbor District, including
improvements to existing Bayside Park as detailed in Planning District text.
14. HARBOR DISTRICT ROADWAY AND INFRASTRUCTURE IMPROVEMENTS: 74 P Y Phase I - III

Reconfiguration of existing (H Street, J Street and Marina Parkway) and
construction of new interior (E Street, Street A and C) roadways, as well as
necessary utility improvements and pedestrian/bicycle connections to support
planned projects. All new streets are appealable category developments.
15. HARBOR DISTRICT BAYWALK (HP-3): Development of new Baywalk 74 P N Phase I - IV

promenade along the shoreline.
16. H STREET PIER (FIRST HALF) (HP-28): Construct new 60-foot wide, 74 P Y Phase II
300-lineal-foot pier at terminus of extended H Street corridor above existing
open water area (only portion eastward of existing navigation channel;
second half of total 600-linear-foot pier totaling 36,000 square feet to be
constructed in Phase IV following realignment of navigation channel).
17. HARBOR RESORT HOTEL AND CULTURAL/RETAIL (H-23): Construct 74 T Y Phase II

hotel with portion of allowed 2,850 rooms in Harbor District, associated
conference room, retail, and ancillary uses, along with up to 200,000 square
feet of cultural/retail uses and integrated open space; maximum heights are
limited to 300 feet for the hotel and 65 feet for the cultural/retail uses.
LE
R
R
A
B
PE
YE
EA
LA
O
L
R
EA
EL
A
A
SC
B
EV
PP
SU
FI
D
A
18. NORTH HARBOR RETAIL AND MARINA SUPPORT (H-9): Construct 74 T Y Phase II
visitor-serving retail and marina support uses totaling up to 25,000 to 50,000
square feet within maximum building heights of 25 feet (30 feet with
architectural or mechanical features) around northern periphery
of Chula Vista Harbor.
19. MARINA WAY RECONFIGURATION: Reconfiguration of Marina Way, 74 P N Phase III

including modifications to Marina View Park (HP-7, HP-8) and parking
areas (HP-6) to accommodate reconfigured J Street/Marina Parkway, including
construction of pedestrian promenade (HP-3) with minimum 25-foot width.
20. CHULA VISTA BAYFRONT PARK IMPROVEMENTS (HP-14): 74 P N Phase III

Reconfiguration of existing boat trailer parking lot and modifications to
park area to accommodate installation of minimum 25-foot wide shoreline
promenade. No change in number of parking spaces.
21. OPEN SPACE IMPROVEMENTS (HP-12, HP-13, OP-3): Construct 74/76 P N Phase III
greenbelt improvements, such as landscaping and trails for pedestrians
and bicyclists, along SDG&E and Coronado Branch Railroad rights-of-way.
22. SOUTH HARBOR RETAIL AND MARINA SUPPORT (H-21): Construct 74 T Y Phase III
up to 75,000 to 150,000 square feet with maximum building heights of 25
feet (30 feet with architectural or mechanical features) of visitor-serving
retail, marina support, and parking uses around southern periphery of Chula Vista Harbor.
23. CHULA VISTA HARBOR RECONFIGURATION AND MARINA SUPPORT (HW-1, HW-2, HW-3, HW-4): 75 P Y Phase IV
Reconfiguration of existing marina slips to create new open water
commercial harbor (HW-2 and HW-3), and development of landside
marina support facilities; of the existing 900 marina slips, 700 slips would
be reconfigured within the existing harbor at HW-1 and HW-4.
24. BOAT CHANNEL REALIGNMENT: Realign and straighten 77 P N Phase IV

existing boat navigation channel.
25. H STREET PIER (SECOND HALF) (HP-28): Construct second phase 74 P Y Phase IV
of new 60-foot wide, 600-lineal-foot pier totaling up to 36,000 square feet
at terminus of extended H Street corridor (extension into former navigation channel).
26. MIXED-USE OFFICE/COMMERCIAL RECREATION AND COLLECTOR PARKING GARAGE (H-18): 74 T/P Y Phase IV
Construct approximately 100,000 square feet of mixed-use marine-related
office/commercial recreation and a 1,100 to 3,000-space collector parking
garage; maximum building heights is 155 feet (10 stories).
LE
R
R
A
B
PE
YE
EA
LA
O
L
R
EA
EL
A
A
SC
B
EV
PP
SU
FI
D
A
27. FERRY TERMINAL (H-12): Construct ferry terminal with second story 74 T Y Phase IV
restaurant/retail totaling up to 10,000 to 25,000 square feet of building area;
building height is limited to 25 feet (30 feet with architectural or mechanical features).
OTAY DISTRICT
28. RECREATIONAL VEHICLE PARK (O-3A, O-3B): Construct replacement 76 T Y Phase I

recreational vehicle park with minimum 237 spaces, along with supporting
ancillary uses with building heights limited to 25 feet (30 feet with
architectural or mechanical features).
29. OTAY DISTRICT ROADWAY AND INFRASTRUCTURE IMPROVEMENTS: 76 P Y Phase III

Reconfiguration of existing and construction of new interior roadways
(Street B), as well as necessary utility improvements and pedestrian/bicycle
connections to support planned projects.
30. OTAY DISTRICT WETLAND AND UPLAND HABITAT MITIGATION (OP-2A, OP-2B): 76 P N Phase III
Creation, restoration, and enhancement of identified wetland and upland
habitat areas, as well as the establishment of buffers; replacement of existing
concrete Telegraph Canyon Creek channel with wider, naturally vegetated channel.
31. SOUTH PARK (OP-1A, OP-1B): Development of 24-acre park in Otay District, 76 P N Phase III
including associated public amenities, promenades, and parking areas
as detailed in Planning District text.
P- Port District T- Tenant N- No Y- Yes
Phase I refers to the time period of approximately 1-7 years after PMPA certification
Phase II refers to the time period of approximately 4-10 years after PMPA certification
Phase III refers to the time period of approximately 11-17 years after PMPA certification
Phase IV refers to the time period of approximately 18-24 years after PMPA certification

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Port Master Plan

SAN DIEGO UNIFIED PORT DISTRICT

REVISED DRAFT | October 2020

Port Master Plan

Revised Draft | October 2020 iii

Garry J. Bonelli Rafael Castellanos Marshall Merrifield Robert “Dukie”

PREPARED IN COLLABORATION WITH:

Revised Draft | October 2020 v

Revised Draft | October 2020 vii

AMENDMENT TITLE BPC RES. NO. CCC CERT. DATE

viii Revised Draft | October 2020

Revised Draft | October 2020 ix

Chapter 3.3 - Ecology Element........................................................................................................................................91

x Revised Draft | October 2020

Chapter 5.1 - Planning District 1: Shelter Island........................................................................................................ 183

Revised Draft | October 2020 xi

Chapter 5.4 - Planning District 4: Working Waterfront.........................................................................................277

xii Revised Draft | October 2020

Chapter 5.10 - Planning District 10: Coronado Bayfront........................................................................................ 341

Revised Draft | October 2020 xiii

xiv Revised Draft | October 2020

Figure PD3.10 Cross-Section of South Embarcadero Waterside Promenade.....................................................275

Revised Draft | October 2020 xv

xvi Revised Draft | October 2020

Revised Draft | October 2020 xvii

1.1 About the Port Master Plan

Revised Draft | October 2020 1

2 Revised Draft | October 2020

1.2.1 History of the District’s Port Master Plan

Revised Draft | October 2020 3

1.3.1 California Coastal Act (California Public Resources Code

4 Revised Draft | October 2020

Coastal Initiative Public Trust

PORT MASTER PLAN

Elements Planning Districts

• Water and Land Use • PD1: Shelter Island

Figure 1.1 Legislative Framework

1.3.1(A) Coastal Initiative (Proposition 20) and the 1975 Coastal Plan

Revised Draft | October 2020 5

6 Revised Draft | October 2020

1.3.2 Public Trust Doctrine

1.3.3 San Diego Unified Port District Act (Appendix I of the California

Revised Draft | October 2020 7

1.4 Port Master Plan Update

8 Revised Draft | October 2020

August 2014: Beginning of the Integrated Planning - Initial Vision Statement

Revised Draft | October 2020 9

10 Revised Draft | October 2020

1.4.4 Transformative and Holistic Planning

Revised Draft | October 2020 11

This page is intentionally left blank.

12 Revised Draft | October 2020

Revised Draft | October 2020 15

Chapter 2: User Guide

Chapter 4: Baywide Development Standards

16 Revised Draft | October 2020

Chapter 5: Planning Districts

Chapter 6: Plan Implementation and Development Conformance

Revised Draft | October 2020 17