§ 4.1.1. Proposed Development Concepts.

The proposed development concepts for the Port are based on both current and forecasted commodity flows as well as prospective new business opportunity demands. The concepts are presented in four separate future development scenarios (Scenarios A through D) that, together with support facilities, will be needed to sustain future Port growth. Table 4.1 shows how the respective development scenarios relate to each of the Port's primary business lines. The development scenarios are only exemplary as to potential growth sequences and may not represent what actually occurs. For example, one business market may grow in one scenario, while another may grow simultaneously in another scenario, without affecting each other. The content within the scenarios is intended to demonstrate how the Port may plan for growth of current and prospective business.

Both short-term (one- to five-year planning horizon) and long-term (six- to ten-year planning horizon) expansion improvements are presented within each scenario. Regardless of the eventual sequence of development, there are no perceived conflicting overlaps of growth or implementation of planned improvements. In some scenarios, as noted, there are instances when a common area will serve multiple business lines.

Table 4.1
PORT MANATEE BUSINESS MARKET

Business Market	Commodities	Development Scenario
Containers	Fruits, vegetables, linerboard	Scenario A
Perishables	Bananas, melons, pineapples	Scenario A
Energy	Asphalt, bunker C fuel, diesel/gas	Scenario D
Bulk	Citrus juice, granite, limestone, salt, fly ash, sulfur, fertilizer, phosphate rock, slag	Scenarios A and C
General Cargo/Auto	Hardboard, lumber, plywood, steel, aluminum, wood pulp, bagged sugar, scrap metal, vehicles	Scenarios A and B
Cruise/Ferry	Passengers, autos, general cargo	Scenario B

 

In summary, looking forward over the next 10 years, Port Manatee is expected to experience increases in the import and to some extent, the export of a number of key commodities. The resurgence in petroleum product imports, the buildup of new dry bulk commodities related to Florida's economic recovery, and a steady, albeit moderate, growth in container imports present promising and favorable business progression. The potential for Port growth is also directly correlated to the pending population growth anticipated for Southwest Florida, its proximity to South Florida, and the potential new markets associated with Cuba and the Panama Canal expansion.

In addition to the four proposed development scenarios, a synergy development model has been suggested to address potential Port-related growth outside of Port-owned land. In anticipating the future, this synergy development model can utilize assets in such a way as to competitively achieve the benefits of growth for the Port, its tenants, and the surrounding community. The development scenarios presented in this chapter are not to scale. Scaled versions are available in Appendix E as 11-inch by 17-inch drawings.

A proposed alignment of a heavy-haul route connecting Port-owned land to the PDEZ within the Port Manatee Improvement District is also included on the figure depicting the synergy development model. Criteria used to pinpoint this alignment include land use, zoning, and potential environmental impacts. This alignment is consistent with Option 1 of Manatee County's EZ Access Road alternatives that have previously been referenced by the Manatee County Building and Development Services Department, Planning and Zoning Division on the county's website. As applicable, each development scenario takes into account the proposed heavy-haul route. As this alignment specifically provides access to North Dock Street, better connectors between North Dock and South Dock Streets have also been considered in the Plan.

Scenario A Containers, Perishables, and Liquid Bulk (Citrus Juice)

The projected growth for containerized cargo over the next 10 years averages five to six percent annually. Perishable imports, including bananas, melons, and pineapples are among the Port's primary containerized commodities. Until 2015, Del Monte was the major company moving containers through Port Manatee. In November 2014, World Direct Shipping launched a weekly service with the Port to and from Mexico. The proposed improvements - including additional reefer plugs, expanded refrigerated warehouse areas, an expanded intermodal container area, and expanded rail - will support projected short-term and long-term growth. While existing berth capacity is sufficient during the short-term planning horizon, additional berths may be needed during the long-term (five- to ten-year) period. The proposed expansion projects are listed in Table 4.2 and depicted in Figure 4.3 later in this section. Cost estimates for the proposed short-term improvements in Scenario A are provided in the five-year capital improvement plan in Chapter 7. Implementation will, however, depend on funding availability.

Short-Term Years One through Five. The majority of the short-term improvements for this scenario are concentrated in the south area, near Berths 12 and 14, with an emphasis on facilities to support the perishables trade. Two new refrigerated warehouses are proposed; along with the existing 30,000 square feet, refrigerated space would total 260,000 square feet with this additional construction. Additional reefer plugs will also be installed and the Port's administrative function will be relocated from its current location to the Intermodal Center. The footprint will be converted to cold storage use. These improvements will result in improved landside efficiency for the transfer of fresh produce from ship to truck.

The Port will continue developing the backlands and laydown/storage area behind Berths 12 and 14 for container storage, specifically for handling anticipated increases in the cross-Gulf and southern hemisphere container business over the next five to ten years. As demand warrants, specialized cargo-handling equipment may be purchased to support operations at Berths 12 and 14, but likely via a public private partnership (PPP) arrangement. In addition, an allowance has been included for additional surfacing for the truck staging area adjacent to the Access Control Center near the North Gate.

Permitting and Mitigation for Expansion. To prepare for the eventual container expansion in the north area of the Port, it is recommended that environmental permitting and mitigation design get underway during the short-term planning horizon. Some of these lands, specifically land owned by TECO, are presently under a consent order by the state and may require some level of environmental cleanup. The development of a conceptual permitting and proactive mitigation program in the early years of this planning horizon is necessary to frame a total mitigation program, that will also address expansion in the south area of the Port, and to achieve mitigation success prior to construction, as discussed later in this chapter. This will help avoid the cost of increased mitigation ratios associated with lag time, increase the viability of mitigation, and provide greater reliability of a fixed construction date. The mitigation will require permitting, construction, and monitoring activities, and can span up to seven years.

Long-Term Years Six through Ten. Long term planning considers further expansion from the Berth 12/14 area, including the extension of rail to Berth 12. The majority of future container expansion is available in the north area of the Port; the availability of this land gives the Port the potential to further expand Port operations and increase the Port's competitiveness in the global container market. This expansion includes the dredging and design/construction of one new berth, Berth 2; creation of a container/lay-down yard supported with additional backlands to include intermodal and enhanced ingress and egress improvements to on-site and off-site connector roads and security checkpoints. The long-term development program will be phased and built as market forces drive opportunities. It is possible that this development would extend beyond the long-term planning horizon for this master plan, i.e., beyond years six through ten.

Waterside Development. The proposed north area development includes construction of new Berth 2, perpendicular to new proposed Berth 3, which is described as a short-term improvement in Scenario C, Dry Bulk and Aquaculture. When completed, this expansion will provide approximately 2,800 linear feet of new berthing capacity (Berths 2 and 3), and add 17 acres of backland along the new berths. Bulkhead design and depth will be in accordance with the outcome of the ongoing U.S. Army Corps of Engineers (USACE) deepening study.

Cost considerations and design can be accommodated to allow this berth to be constructed and dredged independently of Berth 3, if desired. Berth 2 will be 1,500 linear feet in length, extending off the east end of proposed Berth 3. Initial dredging for this development is recommended to be at 40 feet, plus two feet over dredge, consistent with the present operational depth of the access channel, but may be modified to be consistent with the USACE deepening study. The operational width of the channel extending from Berth 3 would be 400 feet. Incidental dredging would also be necessary to construct a turning basin for Berths 2 and 3. The new turning basin would have a radius of 750 feet, allowing for safe movements of a 965-foot-long Panamax ship, i.e., a ship that can traverse the Panama Canal as it exists today. The Panamax ships typically handle 4,500 to 6,000 TEUs and have a maximum length of 965 feet and maximum width of 106 feet. It is also possible that this development would extend beyond the long-term planning horizon for this Plan, i.e., beyond Years Six through Ten. To benefit from federal funding, it is recommended that this dredging be added to the USACE deepening project.

Landside Development. Quayside, a recommended 17-acre lay-down area will be constructed directly to the north and east of Berth 2, including accommodation for roll-on/roll-off operations to be accommodated in Scenario C Dry Bulk and Aquaculture for the short-term new Berth 3 construction.

Access improvements are anticipated for Piney Point Road: widening to four lanes and re-designing for heavy-haul traffic as needed. This county road carries the majority of existing Port traffic presently (about 75 percent) including trucks, and this is not likely to change. The widened road would serve as the primary entrance road to the Port, would better handle transitory peaks, and accommodate occasional truck breakdowns on the entrance road. Port-related improvements, that could possibly include heavy-haul capability, would likely require the transfer of road jurisdiction from the County to the Port Authority. As the main Port entrance, the portion of the road from U.S. 41 to the security gate is proposed to have a raised median with landscaping, improved signage, and lighting recommended for safety and visual quality.

Rail Access. The following rail access improvements are proposed within the long-term planning horizon:

• In the south area, 3,100 linear feet of twin track, including the lead rail, is proposed. The rail will extend from the existing rail east of Transit Shed #7, and extend south of Shed #11 to Berth 12. The proposed rail enhancement in the Berth 12 area would provide the Port with the ability and flexibility (as lease terms expire) to shift on-site use for break-bulk cargo or containers within this 61-acre location, as market conditions change.

• A lead track of approximately 1,872 linear feet would be required, with a switch tie-in to existing track behind Transit Shed 7 to accommodate this configuration. Depending on actual realized growth in rail-related commodity movements in the future, direct rail paralleling South Dock Street in an east-west alignment to the CSXT mainline might be preferred. In any event, these on-site rail accommodations are planned in the long-term planning years of the Port's container expansion.

Table 4.2
PROPOSED IMPROVEMENTS FOR SENARIO A
CONTAINERS, PERISHABLES, AND LIQUID BULK (CITRUS JUICE)

Project Name	Description	Location	Keynote Reference
Short Term
New Refrigerated Warehouse	150,000 SF	4-acre site east of Berth 12	1
New Refrigerated Warehouse	80,000 SF. Renovate existing building and expand footprint.	Old Administration Building	9
Reefer Plugs	Installation of 60 or more new electric plugs and expansion of existing footprint.	South Intermodal Yard, behind Berth 14 (flexible siting anywhere in container yard)	16
Yard Equipment	Harbor cranes by PPP acquisition.	South area behind Berths 12 and 14	10
Expansion of Intermodal Container Area	Grading, paving, drainage, lighting for 19-acre site to provide space for additional 1,200-TEU ground slots	Adjacent to existing paved area east of Berths 12 and 14	10
Renovate Intermodal Center to Accommodate Port Administration	To be determined	Intermodal Center	3
Environmental Permitting & Mitigation Design	Container expansion	North and south areas	14, 11
Container Expansion	Grading, paving, drainage, lighting for 7-acre site to provide container storage	North of South Dock Street, west of Reeder Road	12
Perishables Expansion	Prepare site for potential warehouse expansion or reefer slots. Site to incorporate Shed #10.	North of South Dock Street, west of container expansion	13
Truck Staging	Expand truck staging area to include additional spaces, including grading, paving, drainage, lighting, and striping.	North Gate Area	4
Long Term
Yard Equipment	2 harbor cranes acquired via PPP	North area	14
Rail Extension to Berth 12	3,100 LF of twin rail track, including lead track from existing rail east of Transit Shed 7 extending south of Shed 11 to Berth 12.	South area	15
Expansion of Intermodal Container Area	Prepare 21-acre ground area, grading, paving, drainage, lighting to accommodate additional 1,300 TEU ground slots. This area can also be used for auto import storage, in lieu of containers, for up to 4,600 autos.	South area, triangular section between southeast end of Berth 14 and Vecenergy property	11
New Berth 2 Construction	1,600-foot wharf and apron with utilities.	North area	7
New Berth 2 Dredging	40 feet + 2 feet overdraft. The final depth may be modified in accordance with the USACE deepening study.	North area	7
Berth 2 Backlands	17 acres, including grading, paving. drainage, lighting, utilities. Dockside access via Ro-Ro ramp constructed for short-term Scenario C, Dry Bulk, at east end of New Berth 3. Backland area to also be multi-use for potential general cargo/break bulk operations. This area is shown as Berth 3 backlands in Scenario C (short-term).	North area	14
Access Road Improvements	Widen Piney Point Road to 4 lanes; redesign for heavy haul; 3,140 LF no median; 2,270 LF with 10-foot landscaped median.	North area
New Turning Basin	Dredging for 750-foot radius and 400-foot channel width for Berths 3 and 2. This may occur beyond the 10-year planning horizon. This project is also included in Scenario C (long-term)	Berths 4, 3 and 2	8

 

Figure 4.3
SENARIO A CONTAINERS, PERISHABLES, AND LIQUID BULK (CITRUS JUICE)

Scenario B Cruise/Ferry and Auto Imports

A critical component of a successful port is its ability to provide and rapidly deliver the requirements of a prospective tenant. "Shovel-ready" space and available facilities are often the primary basis for a prospective tenant's decision to locate at a particular port. Port Manatee, being keenly aware of this factor, maintains ongoing efforts to expeditiously facilitate wharf operations and administrative procedures. It actively seeks to be the "Go To" port. Toward this objective, the Port has recently been in negotiations with companies that cover these two new business lines. In this scenario, utilization of existing buildings and unoccupied land are the principal means of quickly satisfying the needs of the new business start-ups. Although no agreements are in place at this time, the prospects for accommodating a new cruise/ferry operation and associated auto import business are very probable. With these activities in progress, preliminary planning is essential to expedite development preparations and identify land areas to accommodate the prospective tenants.

An existing shed can be quickly renovated to provide a passenger terminal for a cruise and/or ferry ship. The existing intermodal container yard can be temporarily shared to park cars for a new auto import business until the growth is such that it requires a larger dedicated area. Until then, unoccupied land where crushed concrete runways are located east of the parking lot for the Intermodal Center can be utilized. The proposed expansion projects are listed in Table 4.3 and depicted in Figure 4.4 later in this section. Cost estimates for the proposed short-term improvements in Scenario B are provided in the five-year capital improvement plan in Chapter 7. Implementation will, however, depend on funding availability.

Short-Term Years One through Five. The proposed cruise/ferry operation is primarily structured to carry passengers and general cargo to and from Mexico. Start-up projections are not available; however, the long-term utilization projection is estimated to transport one million passengers per year. Cuba may be another prospective market for cruise/ferry operations. The Port has tentatively identified Berth 7 as the waterside location for the cruise ship and/or ferry to dock. The bulkhead at Berth 7 should be modified for Ro/Ro operations associated with cruise/ferry vessel requirements. Transit Shed 2 will be renovated to provide the initial 50,000 square-foot passenger terminal, where passenger processing and customs screening will take place. In the short-term planning horizon, passenger parking, will require sufficient space to park 400 cars. Crushed concrete runways, approximately 32 feet wide within a four-acre open surface area, are available east of the Intermodal Center for short-term parking. This location would require shuttle service to and from the cruise/ferry terminal for the passengers.

Separately, vehicle staging requirements associated with initial ferry/auto import and export can be accommodated in a relatively small area (less than an acre) for up to 90 vehicles between National Street and North Dock Street. This is conveniently located adjacent to the renovated cruise/ferry passenger terminal.

Vehicular Access. To address access and circulation needs associated with this anticipated personal vehicular traffic increase, in conjunction with the growth in truck traffic identified for containers, perishables, and liquid bulk (citrus juice) in Scenario A, the following improvements have been identified:

• Upgrade South Dock Street for heavy-haul traffic and add turn lanes to southbound Reeder Road.

• Develop an updated and integrated master way-finding system. One option would be to use letter designations for Port sectors for inbound movements, in particular for cruise/ferry passengers; and gate designations (e.g., North Gate and South Gate) for outbound movements.

• Add thermoplastic striping for vehicular parking at the Access Control Center to increase parking capacity.

Long-Term Years Six through Ten. The long-term plan for cruise/ferry passenger parking includes a 4-acre area located east of Reeder Road and south of North Dock Street with a capacity of 400 cars. Even though this location is closer to the cruise/ferry passenger terminal, it would still require a shuttle service for passengers.

The long-term program for auto imports will require incremental surface grading, paving, and drainage of the 212-acre site identified during the short-term period, located east of the Intermodal Center and west of the CSXT rail line. Additionally, depending on transportation needs, a 1,500-foot rail spur may be required adjacent to this 12-acre site for an alternative mode of transporting the autos from the Port to their points of rest, i.e., to an auto processing center or to one or more dealers. It is possible that this prospective business line will become an attraction for the establishment of an off-port processing center if it is not implemented by an auto importer. The short-term needs for this new business line will not initially require improvements. If needed, a portion of the existing intermodal area east of Berth 14 can be used temporarily.

An alignment for a heavy-haul route connecting Port-owned land to the PDEZ has been proposed by Manatee County. The County's alignment shows a connection with North Dock Street. Since it is anticipated that South Dock Street will continue as a main corridor within the Port, it is recommended that preliminary engineering and design for a connection with South Dock Street be initiated concurrently. The South Gate will also be relocated and expanded to include a badging facility.

Table 4.3
PROPOSED IMPROVEMENTS FOR SENARIO B CRUISE/FERRY AND AUTO IMPORTS

Project Name	Description	Location	Keynote Reference
Short Term
Cruise/Ferry Terminal Renovation	50,000 SF interior renovation including passenger screening, ticketing, baggage-handling, customs.	North section of existing warehouse (Transit Shed 2)	8
Vehicle Staging for Ferry Cargo Import and Export	0.9 acre, 3 lanes, 90 vehicles, including grading, paving, drainage, lighting, lane striping.	Between National Street and North Dock Street	9
Surface Parking Lot for Passengers	Prepare or repair, as needed, crushed concrete runways for private vehicle parking for 400 cars. Approximately 65,000 SF.	May temporarily overlap with Auto Import Parking (Key Note 3, Long-Term)	7
Ro/Ro Bulkhead Modification	Dependent on cruise/ferry vessel requirements.	Location to be determined	8
Master Signage	Directional signs; 10' x 7' vinyl, commercial quality.	Port entrance, North Dock Street/Reeder Road intersection
Striping for Existing Parking Area at Access Control Center	Thermoplastic striping for 24 spaces - 12 existing and 12 new.	In front of Access Control Center
Long Term
Auto Import Storage	12 acres, 3,000 cars, including grading, paving, drainage, lighting.	East of Intermodal Center building, west of rail	3
Rail Spur to Auto Import Storage	1,500 LF of twin rail track and 490 LF of lead track.	Adjacent to 30.5-acre Auto Import Storage	1
Upgrade South Dock Street for heavy-haul traffic	Design and construction; 2-lane, 7,350 LF heavy haul. To be done concurrently with heavy-haul design and construction of North Dock Street in Scenario A (long-term).	South Dock Street in entirety
Connect North Dock and South Dock Streets to the Conceptual EZ Access Road Alignment (Option 1)	Preliminary engineering and design for alignments.	North Dock Street at U.S. 41 and South Dock Street, east of South Gate
Relocate and expand the South Gate	Gate to be relocated according to preliminary design and to include badging service.	East of Reeder Road	2

 

Figure 4.4
SCENARIO B CRUISE/FERRY AND AUTO IMPORTS

Scenario C Dry Bulk and Aquaculture

Dry bulk has been a long-time commodity at Port Manatee and represents one of the Port's largest industries. This industry, however, experienced a substantial down-turn during the major recession starting in 2006. Current operations are accommodated within original lease areas. Scenario C recognizes that, during the short-term planning horizon, dry bulk will not require additional land. Nevertheless, while planning for future related growth, the Port has identified areas that could be used for expanded operations, as needed. This scenario also represents how new facilities, e.g., Berth 3 and the proposed extension of Bay Street, can serve short-term needs of another business (containers) and meet the long-term needs for dry bulk. The Bay Street extension not only provides access for long-term dry bulk expansion, but also access to a long-term container yard expansion in the north area (Scenario A) and to energy/petroleum expansion (Scenario D). This scenario also points out the potential need for new land acquisition in the north area. The proposed expansion projects are listed in Table 4.4 and depicted in Figure 4.5 later in this section. Cost estimates for the proposed short-term improvements are provided in the five-year capital improvement plan in Chapter 7. Implementation will, however, depend on funding availability.

A potential alternative setup for dry bulk operations addresses the need to create the ability to shift one or more terminal yards from a secured zone to a non-secured zone and vice versa. The purpose of the shift to a non-secured zone would be to expedite the movement of cargo being hauled from the site to points outside the Port. Additional fencing around the terminal site perimeter would be required, along with two new gates that would be dedicated to the specific terminal, one gate closer to the berth, the other gate closer to Port egress. For example, if Gulf Coast Bulk Equipment were to be set up this way, one gate would be secured and the other closer to the berth would not be secured when cargo is offloaded from a ship and moved to the terminal. When cargo is hauled off the terminal to points outside the Port, the gate closer to the berth would be secured, and the gate with direct access to Piney Point Road would not be secured. The following issues would need to be addressed with sufficient analysis to ensure the feasibility of the setup:

• Additional security costs associated with fencing and gates.

• Logistics when both secure and non-secure operations occur simultaneously, or have the potential to occur simultaneously.

• Additional operational revenues, if any.

• Impacts to surrounding/adjacent operating areas.

• Coordination with main gate operations, if any.

• Hours of operation.

• Staffing requirements to ensure secure vs. non-secure compliance.

Short-Term Years One through Five. Based on current and future projections, waterside requirements for dry bulk are presently met at Berths 4, 5, 6, and 7. Quayside, to serve the new deepwater berth (Berth 3), it is anticipated that a 10-foot buffer will be designed for vessel marshalling and ship-to-shore utility connections; 10 feet behind the buffer area allows for vehicular access and one or more rubber-tired mobile cranes. Given the recommended design area, one to four cranes could be employed for operations. An additional 100 feet of apron space is planned for load and offload activities. Operationally, the tenants currently leasing land areas to the south of Berth 3 could upgrade their facilities for better dockside cargo transfer or, based on expiration of lease agreements, be offered incentives to relocate to more appropriate areas away from waterside operations. A recommended 17-acre lay-down area will be constructed directly to the east of Berth 2, including accommodation for Ro/Ro operations.

Berth 3 has been identified as a short-term expansion site for dry bulk operations and will be 1,300 feet in length with a dredged depth in accordance with the USACE deepening study. The operational width of the channel for berth access will be 400 feet. The berth will include a Ro/Ro ramp at the east end that will accommodate the future container operations described in Scenario A. The Ro/Ro ramp is proposed for the east end of Berth 3, at the southern-most point of proposed future Berth 2, sharing the dockside structure. The Ro/Ro ramp anticipates the variety of ships that might call on the facility. Ro/Ro storage and marshalling would be accomplished in the backlands east of Berth 2.

Short-term landside requirements for liquid and dry bulk are currently being met with adequate space for tenant operations. Backlands (17 acres) for both Berth 3 and future Berth 2 would be constructed within this planning horizon, assuming the need is commensurate with container growth. Existing roads and rail for present operations are sufficiently handling export rail and trucking demands. It is recommended, however, that Bay Street be extended to improve roadway capacity and to connect to Piney Point Road.

Long-Term Years Six through Ten. The turning basin expansion is proposed within this planning horizon and is also proposed for Scenario A (long-term). The turning basin will have a 750-foot radius to accommodate ship traffic using new Berths 2 and 3. Its location and design will be in accordance with the USACE deepening study. It is possible that the turning basin expansion project would extend beyond the long-term planning horizon for this master plan, i.e., beyond Years Six through Ten. In order to benefit from federal funding, it is recommended that this be added to the USACE deepening project.

Additional dredged spoil capacity beyond the Port's current capacity will be needed during the long-term planning horizon. The existing dredged material management area located near Harlee Road is currently being dewatered by the USACE in preparation for potential material offloading to Washington Park. This site has been earmarked as a potential long-term future expansion area for dry bulk. Since it is an active dredged material management area, its replacement will be required prior to any design and development. Another possibility for future dry bulk expansion is an area outside the Port-owned boundaries. This site that should only be considered beyond the long-term planning horizon.

Aquaculture facilities are currently located in the northeastern corner of the Port on 54 acres leased by the Florida Fish and Wildlife Conservation Commission. Fish hatchery plans have been presented to the Port by a private enterprise wishing to promote and develop a fish hatchery for a farm-raised sustainable food chain on the property. Discussions with the Port have pertained only to the current footprint, with the possibility of longer-term expansion, i.e., longer than 10 years.

Consequently, additional land or physical improvements for this use are not addressed in the long-term horizon of this Plan.

Table 4.4
PROPOSED IMPROVEMENTS FOR SCENARIO C DRY BULK AQUACULTURE

Project Name	Description	Location	Keynote Reference
Short Term
Berth 3 Construction	Beginning at the NW end of Berth 4 extending eastwardly. 1,300-foot multi-use wharf and apron with Ro/Ro ramp at east end.	North and parallel to Bay Street, perpendicular to NW end of Berth 4	7
Berth 3 dredging	40 feet MLLW + 2 feet overdraft. The final depth may be modified in accordance with the USACE deepening study and advanced maintenance.	Access channel, from Berth 5	7
Bay Street Extension	Construct 2-lane road from east end of Bay Street, extending approximately 900 LF to run parallel with north perimeter of TransMontaigne property, then north to Piney Point Road. Also in Scenario D.	East end of Bay Street to Piney Point Road	3
Berth 3 Backlands	17 acres, including grading, paving. drainage, lighting, utilities. Backland area to also be multi-use for potential container operations. This area is shown as Berth 2 Backlands in Scenario A (long-term).	North area	9
Long Term
New Turning Basin	Dredging for 750-foot radius and 400-foot channel width for Berths 3 and 2. This may occur beyond the 10-year planning horizon. This project is also included in Scenario A (long-term).	Berths 4, 3, and 2	1
North Dock Street Expansion	Widen to 4 lanes.	Port entrance to North Gate
Flexible Expansion Area	To be determined beyond 10-year planning horizon. Requires land acquisition.	North area	4
Dry Bulk Expansion	155 acres. Dewatering and conversion of on-site dredged material disposal area. Requires replacement area for dredged spoil material. Additional spoil capacity beyond existing also needed.	Near Harlee Road	5

 

Figure 4.5
SCENARIO C DRY BULK AND AQUACULTURE

Scenario D Energy/Petroleum

Overall, the oil and gas industries have been going through major changes that have impacted their traditional operations. While these changes have affected Port Manatee, this scenario addresses both on-site and off-site opportunities that explore the benefit of coordinated utilization for port-related business. This scenario allows the Port to continue preparing for its future energy/petroleum growth. The on-site areas of future growth are strategically located to support expansion of the present tenants. PPPs will be considered for future expansion within Port-owned land boundaries. Short- and long-term improvements such as road widening and expansion for turn lanes and potential need for rail access are also addressed. Off-site areas where owners have indicated their interest in future energy development are recognized as possible areas for potential PPPs to occur. The proposed expansion projects are listed in Table 4.5 and depicted in Figure 4.6 later in this section Cost estimates for the proposed short-term improvements are provided in the five-year capital improvement plan in Chapter 7. Implementation will, however, depend on funding availability.

Short-Term Years One through Five. The Port accommodates tenants handling liquid bulk such as asphalt, Bunker C fuel, gas, and diesel products. It also accommodates the Gulfstream Natural Gas System pipeline that carries natural gas from Alabama across the Gulf of Mexico into Port Manatee and extends outward to South Central Florida. With the exception of Bunker C imports, the prospects of liquid bulk, petroleum, and liquefied natural gas (LNG), appear to be growing markets that the Port seeks to attract and accommodate. Bunker C imports will likely decline given FPL's switch to natural gas. Liquid bulk residual fuel imports have generally dwindled as a source for generating electricity, but the Port's tank farm tenants have quickly adapted and are at the forefront of supplying gasoline to growing demand in Southwest Florida.

As such, these tenants may require new pipelines to move the product from the berth to the storage tanks. Potential alignments behind Berths 9/10 and Berths 12/14 are likely, but will require a survey of underground and above-ground utilities and structures. In addition, improved intermodal connections may be warranted, specifically for the growing energy demand, both inside and outside Port boundaries. Locations that facilitate connections with the CSXT rail line should be considered as well as any other site where the rail can readily be extended with little or no land use and environmental impacts. A list of potential impacts associated with the construction and implementation of underground pipelines is provided in Section 4.2.1.

Long-Term Years Six through Ten. Given the recent and ongoing oil industry crisis, it's difficult to foresee the direction of the energy/petroleum sectors at this point in time. Some industry analysts have predicted that change is certain, but what exactly is still unknown. Although demand for oil and gas will continue for decades to come, it will likely gradually diminish as renewable energy sources rise, along with technology advances, regulation changes, and the ever-changing structures of the financial sector. Therefore, long-term improvements for the Port's energy and petroleum industry have not been specifically addressed. Expansion sites have, however, been identified, based on proximity to existing energy facilities. Both sites are outside Port-owned land boundaries and would require development partnerships, e.g., PPP.

Table 4.5
PROPOSED IMPROVEMENTS FOR SCENARIO D ENERGY/PETROLEUM

Project Name	Description	Location	Keynote Reference
Short Term
Petroleum Pipe Lines	Designed and constructed by others.	Berths 12/14 and Berths 9/10
Petroleum Land Use Expansion	To be determined.	East of TransMontaigne property and north of Shed 10	9
Bay Street Extension	Construct 2-lane road from east end of Bay Street, extending approximately 900 LF to run parallel with north perimeter of TransMontaigne property, then north to Piney Point Road. Also in Scenario C.	East end of Bay Road to Piney Point Road	1
PPP Expansion	Property owned by Vecenergy. May require development partnership.	South of South Dock Street, west of Reeder Road	7
Petroleum Intermodal Expansion	To be determined. May require development partnership.	North of No. Dock Street, north of So. Dock Street (2 locations)	8
Long Term
Petroleum Land Use Expansion	To be determined. Requires land acquisition.	North of Piney Point Road	4
PPP Expansion	Property owned by multiple parties. May require development partnership.	South of South Dock Street, east of Reeder Road	3

 

Figure 4.6
SCENARIO D ENERGY/PETROLEUM

Composite of Scenarios A through D

Figure 4.7 illustrates the composite of Scenarios A through D. Short-term improvement projects associated with these scenarios are estimated to cost $106 million and are addressed in the five-year capital improvement program in Chapter 7 and detailed in Table 7.1 An estimated $20 million in maintenance and upgrades are also included in Table 7.1, bringing total short-term expenditures to $126 million. All of these proposed short-term improvements will be phased and financed according to funding availability and appropriation.

In addition to these capital improvements, the Port will initiate a proactive mitigation strategy to address the potential seagrass and wetlands impacts of any long-term expansion in both the north and south areas, and will continue working with the County and potential users of the PDEZ to attract Port-related uses that would enhance the Port's economic impact on the County and the region and create additional new jobs.

Figure 4.7
SCENARIOS A—D