Waterfront Face Lift

Taking a drive by the Embarcadero's waterfront, any passerby can see that this stretch of road that borders the bay has transformed into a four-year construction headache. On the Embarcadero's face lift to-do list: The south section is waiting for a Muni extension OK; the north section is fairly done, minus 54 palm trees; and the midsection, well, let's just say it's far from being completed.

The face lift on the Embarcadero is just three of nine parts to the $570 million Waterfront Transportation Project. However, since the Waterfront has been a swirling gigantic dust ball for years, the businesses, tourists and residents are frustrated with the never-ending construction that seems to be at a stand still.

The million dollar question is just when the project will at last be complete, says Martha Ketterer, project leader for the waterfront's design. Each segment in the project has its own set of kinks to straighten out before it's done.

North Embarcadero, the stretch from Broadway to North Point Streets, is waiting the arrival of 54 Canary Island palm trees. But because of an inter-city struggle over the palms, this section remains treeless. City officials promise delivery of the trees sometime this spring, but have met with delays.

Mel Baker, of the Department of Public Works, answers the delay problem in two words-Las Vegas. Nevada's gambling haven is revamping its main strip, a plan that includes the same Canary Island trees, giving San Francisco some stiff competition for these particular palms.

"Las Vegas has instant money," Baker says. At $4,000-plus per tree, money speaks loud and clear to private palm tree owners. This gives Vegas, with its high liquid cash flow, the advantage in bidding on the trees. To make matters worse, the trees have a limited planting season, making the city's window of opportunity even smaller.

The South Embarcadero segment, which runs from Folsom Street to Third and King Streets, has already been planted. Lined with 65 Canary Island palms, meeting the City's 25 foot height requirement and the brown trunk rule of uniformity, this segment only awaits the arrival of a Muni Metro extension.

Both city and port have taken flak for the slow pace of development along the Mid-Embarcadero section, located in front of the Ferry Building, and home to the old Embarcadero freeway's grave site.

"There is a reason for the delay," says Jenny O'Connor, project manager for the Mid-Embarcadero section. "It's called the earthquake."

While approval for midsection construction is anticipated by summer, project approval hinges on the environmental certification needed before work can begin. Fortunately, the north and south sections already met environmental standards in their beginning phases. But to many, this central portion is the El Capitan of the Embarcadero's woes.

"It has definitely affected business and people getting here," says Sharon Hovater, a manager at Sinbad's restaurant located just south of the Ferry Building.

"It looks better since the freeway is gone," says Cornelius Vanschie, as he sits reading the newspaper on the pier behind the Ferry Building, "but it is kind of a nuisance if you have a car."

"It's like anything, 'pardon our dust', everyone is quick to point out the negative," says Gerry Roybal, a marketing representative for the Port of San Francisco. "Fortunately, pain is a short-term memory."

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