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AS 3962—2001
(Incorporating Amendment No. 1)
Australian Standard®
Guidelines for design of marinas
AS
3
96
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This Australian Standard® was prepared by Committee CE-030, Maritime Structures. It was approved on behalf of the Council of Standards Australia on 14 September 2001. This Standard was published on 4 December 2001.
The following are represented on Committee CE-030:
• Association of Australian Port and Marine Authorities • Australian Maritime Engineering Cooperative Research Centre • Boating Industry Association of Australia • Department of Transport, WA Maritime Division • Institute of Public Works Engineering Australia • Australian Local Government Engineers Association • Institution of Engineers Australia • Marina Association of Australia • Queensland Transport • The Association of Consulting Engineers Australia • Timber Preservers Association of Australia • University of Wollongong
This Standard was issued in draft form for comment as DR 00361. Standards Australia wishes to acknowledge the participation of the expert individuals that contributed to the development of this Standard through their representation on the Committee and through the public comment period.
Keeping Standards up-to-date Australian Standards® are living documents that reflect progress in science, technology and systems. To maintain their currency, all Standards are periodically reviewed, and new editions are published. Between editions, amendments may be issued. Standards may also be withdrawn. It is important that readers assure themselves they are using a current Standard, which should include any amendments that may have been published since the Standard was published. Detailed information about Australian Standards, drafts, amendments and new projects can be found by visiting www.standards.org.au Standards Australia welcomes suggestions for improvements, and encourages readers to notify us immediately of any apparent inaccuracies or ambiguities. Contact us via email at [email protected], or write to Standards Australia, GPO Box 476, Sydney, NSW 2001.
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AS 3962—2001
(Incorporating Amendment No. 1)
Australian Standard®
Guidelines for design of marinas
Originated as AS 3962—1991.
Second edition 2001.
Reissued incorporating Amendment No. 1 (March 2010).
COPYRIGHT
© Standards Australia
All rights are reserved. No part of this work may be reproduced or copied in any form or by
any means, electronic or mechanical, including photocopying, without the written
permission of the publisher.
Published by Standards Australia GPO Box 476, Sydney, NSW 2001, Australia
ISBN 0 7337 4133 9
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AS 3962—2001 2
PREFACE
This Standard was prepared by the Standards Australia Committee, CE-030, Maritime
Structures.
This Standard incorporates Amendment No. 1 (March 2010). The changes required by the
Amendment are indicated in the text by a marginal bar and amendment number against the
clause, note, table, figure or part thereof affected.
The objective of this Standard is to provide designers, manufacturers and operators of
marina and vessel berthing facilities with a set of guidelines for recreational marinas and
small commercial vessels up to 50 m in length. Guidance is also given for on-shore
facilities such as dry boat storage, boatlifts, boat ramps and associated parking facilities.
Recommendations of these guidelines may be superseded by the requirements of the
relevant authority.
This Standard has been prepared as a guideline only, to provide advice and
recommendations for common marina facilities. Clauses in this document are written using
informative terminology and should not be interpreted otherwise. The requirements of a
marina and its associated facilities should be determined for the individual application.
Comments from NSW Waterways Authority were considered by the committee and some of
their recommendations have been included in the Standard.
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3 AS 3962—2001
CONTENTS
Page
SECTION 1 SCOPE AND GENERAL
1.1 SCOPE ........................................................................................................................ 5
1.2 REFERENCED DOCUMENTS .................................................................................. 5
1.3 DEFINITIONS ............................................................................................................ 6
SECTION 2 INVESTIGATIONS
2.1 SURVEYS................................................................................................................. 13
2.2 GEOTECHNICAL..................................................................................................... 14
2.3 WIND, HYDRODYNAMICS AND SEDIMENT MOVEMENT ASSESSMENTS .. 14
SECTION 3 DIMENSIONAL CRITERIA
3.1 CHANNEL WIDTHS................................................................................................ 18
3.2 WATER DEPTHS ..................................................................................................... 21
3.3 BERTH SIZES .......................................................................................................... 22
3.4 BERTHS FOR HIRE CHARTER YACHTS AND POWER BOATS........................ 24
3.5 WALKWAYS,FINGERS,AND MOORING POINTS............................................... 25
3.6 GANGWAY REQUIREMENTS ............................................................................... 25
SECTION 4 LOADING AND STABILITY
4.1 GENERAL ................................................................................................................ 26
4.2 LOAD COMBINATIONS FOR LIMIT STATE DESIGN......................................... 26
4.3 ACCESS TO STRUCTURE ...................................................................................... 27
4.4 DEAD LOADS.......................................................................................................... 27
4.5 GANGWAY LIVE LOADS ...................................................................................... 27
4.6 FIXED STRUCTURE LIVE LOADS........................................................................ 27
4.7 FLOATING STRUCTURE LIVE LOADS................................................................ 28
4.8 ENVIRONMENTAL LOADS ................................................................................... 29
4.9 BERTHING AND MOORING LOADS .................................................................... 34
4.10 ANCHOR LOADS .................................................................................................... 34
4.11 LATERAL DISPLACEMENT LOAD ON GANGWAY........................................... 34
4.12 STABILITY .............................................................................................................. 34
4.13 PILE HEIGHTS......................................................................................................... 35
4.14 POSITIVE FLOTATION .......................................................................................... 35
SECTION 5 DESIGN CONSIDERATIONS
5.1 PONTOON MARINA SYSTEMS............................................................................. 36
5.2 MATERIAL CONSIDERATIONS............................................................................ 36
5.3 PILES ........................................................................................................................ 37
5.4 NAVIGATION AIDS................................................................................................ 37
SECTION 6 SERVICES
6.1 GENERAL ................................................................................................................ 38
6.2 FIREFIGHTING........................................................................................................ 38
6.3 WATER SUPPLY ..................................................................................................... 39
6.4 WASTE MANAGEMENT ........................................................................................ 39
6.5 LIGHTING ................................................................................................................ 40
6.6 STORMWATER CONTROL AND DISPOSAL ....................................................... 40
6.7 ELECTRICITY ......................................................................................................... 40
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AS 3962—2001 4
Page
6.8 TELEPHONES.......................................................................................................... 40
6.9 FUEL SUPPLY ......................................................................................................... 40
6.10 SANITARY FACILITIES AND SHOWER .............................................................. 40
SECTION 7 ONSHORE BOAT FACILITIES
7.1 GENERAL ................................................................................................................ 41
7.2 BOAT LAUNCHING RAMPS.................................................................................. 41
7.3 DRY STORAGE ....................................................................................................... 43
7.4 LAUNCHING AND RETRIEVAL FACILITIES...................................................... 44
SECTION 8 TRAFFIC AND PARKING
8.1 TRAFFIC................................................................................................................... 45
8.2 PARKING ................................................................................................................. 45
APPENDICES
A METACENTRIC HEIGHT METHOD OF STABILITY CALCULATION .............. 47
B MARINA ONSHORE SERVICES AND FACILITIES ............................................. 52
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5 AS 3962—2001
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STANDARDS AUSTRALIA
Australian Standard
Guidelines for design of marinas
S E C T I O N 1 S C O P E A N D G E N E R A L
1.1 SCOPE
This Standard sets out guidelines for the design of marinas suitable for vessels up to 50 m
in length.
The Standard covers fixed berth and floating pontoon marina systems, single pontoons and
floating wave attenuators. Guidance is also given for on-shore facilities such as dry boat
storage, boatlifts, boat ramps and associated parking facilities.
NOTES:
1 This document is intended for use as a guideline and should not be used as a design
specification.
2 The environmental impact of marinas should be assessed according to the requirements of the
relevant authority.
1.2 REFERENCED DOCUMENTS
The documents below are referred to in this Standard.
AS
1170 Minimum design loads on structures
1170.1 Part 1: Dead and live load and load combinations
1170.2 Part 2: Wind loads
1428 Design for access and mobility (all parts)
1657 Fixed platforms, walkways, stairways and ladders—Design, construction and
installation
1851 Maintenance of fire protection equipment (all parts)
2890 Off-street parking
2890.1 Part 1: Car parking facilities
3004 Electrical installations—Marinas and pleasure crafts at low voltage
3600 Concrete structures
4100 Steel structures
4586 Slip resistance classification of new pedestrian surface materials
AS/NZS
1418 Cranes (including hoists and winches)
1418.1 Part 1: General requirements
1418.2 Part 2: Serial hoists and winches
1418.7 Part 7: Builders’ hoists and associated equipment
1418.9 Part 9: Vehicle hoists
1664 Aluminium structures
3000 Electrical installations (known as the Australian/New Zealand Wiring Rules)
NAS
NAS54 Austroads traffic engineering practice
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1.3 DEFINITIONS
For the purpose of this Standard, the definitions below apply.
1.3.1 Australian height datum (AHD)
The datum used for land surveys, which corresponds to a national bench-mark level.
1.3.2 Attenuator
A floating barrier to reduce wave height.
1.3.3 Berth
An area of water allocated for the wet storage of boats attached to a fixed or floating marina
and allowing for walk-on access to boats.
NOTE: Boats at marinas generally occupy single or double berths.
1.3.4 Berth, double
A berth for two boats between finger floats or piles (see Figure 1.1).
FIGURE 1.1 DOUBLE BERTH 1.3.5 Berths, fixed
Berths consisting of piled walkways (jetties) and mooring piles (see Figure 1.2).
FIGURE 1.2 FIXED BERTHS
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1.3.6 Berths, floating
Berths consisting of walkways that are buoyant and not supported by any other structure.
These floating walkways may be located by means of guide piles, anchor chains or cables,
allowing free vertical movement. The boats are moored in either single or double berths,
with finger pontoons or along-side berth configuration (see Figure 1.3).
FIGURE 1.3 FLOATING BERTHS
1.3.7 Berth, single
A berth for one boat between finger floats or piles (see Figure 1.4).
FIGURE 1.4 SINGLE BERTH
1.3.8 Boat beam
Greatest width of vessel including all permanent attachments.
1.3.9 Boat length
The length measured between extremes, including bowsprits and stern davits/marlin boards.
1.3.10 Channel
An unobstructed waterway that allows the movement of boat traffic.
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1.3.11 Channel, entrance
A channel that allows boat movement between the marina and the main waterway (e.g.
river, bay) (see Figure 1.5).
1.3.12 Channel, interior
A channel within the marina that allows boat movement between the entrance channel and
the fairways (see Figure 1.5).
FIGURE 1.5 CHANNELS
1.3.13 Channel depth
The depth of water in the channel measured below chart datum.
1.3.14 Channel width
The width available for navigation at a nominated channel depth.
1.3.15 Chart datum (CD)
The datum used on Australian hydrographic charts and other hydrographic surveys for the
specific region.
NOTE: This datum usually corresponds to the level of LAT.
1.3.16 Chine
The lower external line of any flotation component.
1.3.17 Dry storage (dry stack)
Storage of small to medium size boats, generally in a multi-level rack system (see
Figure 1.6).
NOTE: Boats are conveyed to and from the water by a fork lift, crane or other device.
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FIGURE 1.6 DRY STORAGE
1.3.18 Fair chart (collector sheet)
A compilation of all available hydrographic data.
1.3.19 Fairway
An unobstructed waterway between rows of berths which allows boat movement between
interior channels and individual berths (see Figure 1.5).
1.3.20 Fetch
The distance over open water across which wind waves can be generated.
1.3.21 Finger
A fixed or floating structure connected to the walkways, which provides pedestrian access
to and from a berthed boat (see Figure 1.7).
FIGURE 1.7 WALKWAYS
1.3.22 Floating structures, stabilized
Structures for which adequate stability can be demonstrated by virtue of connected fingers
or which are of L-shape or T-shape or similar stable configuration. Any connections should
be capable of transmitting the stabilizing forces.
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1.3.23 Floating structures, non-stabilized
Floating structures without the stabilizing elements detailed in Clause 1.3.22, e.g. a
rectangular plan pontoon.
1.3.24 Freeboard
Distance from the still water level and deck level.
1.3.25 Gangway
A structure that provides pedestrian access between a fixed jetty or shore and a floating
structure (see Figure 1.8).
FIGURE 1.8 GANGWAY
1.3.26 Hardstand
A paved area, usually not covered, used for the storage of boats and for maintenance
activities such as painting, antifouling and repair work.
1.3.27 Highest astronomical tide (HAT)
The level of the highest predicted astronomical tide for the year at the specific locality
1.3.28 Lowest astronomical tide (LAT)
The level of the lowest predicted astronomical tide for the year at the specific location.
This may coincide with the level of the CD for the specific locality.
NOTE: There is a possibility of negative tides.
1.3.29 Marina
A group of pontoons, jetties, piers, or similar structures designed or adapted to provide
berthing for craft used primarily for pleasure or recreation and may include ancillary works
such as slipways, facilities for the repair and maintenance of boats and the provision of
fuel, provisions and accessories.
1.3.30 Mooring
A detached or freestanding structure to which a boat is moored.
1.3.31 Pontoon
A floating platform (see Figure 1.8).
1.3.32 Sea, beam
Sea condition with waves approaching from within 22.5o
from abeam.
1.3.33 Sea, head
Sea condition with waves approaching up to 22.5o
from the centre-line.
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1.3.34 Sea, oblique
Sea conditions that are not head sea (Clause 1.3.33) or beam seam (Clause 1.3.32).
1.3.35 Seawall
A structure separating sea and land.
1.3.36 Seiching
A long-period oscillatory wave motion in an enclosed or semi-enclosed body of water
which is dependent on the geometry of the basin, reflective characteristics of the foreshore,
wave period, and resonance.
1.3.37 Sewage pumpout facility
An installation to pump out on-board sewage holding tanks. They are usually connected to
the main sewage system, often via a small pumping station.
1.3.38 Slope
The vertical change over the horizontal change in dimension.
1.3.39 Straddle carrier
A mobile hoist designed to lift or lower boats vertically in and out of the water and to carry
them to maintenance or storage areas (see Figure 1.9).
FIGURE 1.9 STRADDLE CARRIER
1.3.40 Walkway
1.3.40.1 Primary walkway
A structure that provides for pedestrian access between secondary walkways and the shore
(see Figure 1.7).
1.3.40.2 Secondary walkway
A structure that provides pedestrian access between berths and primary walkways or shore.
Usually lies parallel to a fairway. (See Figure 1.7.)
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1.3.41 Wave height
1.3.41.1 Design maximum wave height (H1)
The average height (crest to trough) of the highest one percent of waves measured over a
period of time.
1.3.41.2 Significant wave height (Hs)
The average height (crest to trough) of the highest one third of all waves measured over a
period of time.
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S E C T I O N 2 I N V E S T I G A T I O N S
2.1 SURVEYS
2.1.1 General
2.1.1.1 Survey grid
A uniform survey grid should be adopted for the total project area. All terrestrial and
hydrographic surveys should use this survey grid.
Consideration should be given to incorporating the survey grid for the project area into the
regional coordinated survey grid, e.g. International Survey Grid or Australia Map Grid.
Where a local survey grid is adopted, this should be clearly noted on the drawings and the
correlation to an established regional coordinated grid should be nominated on the
drawings.
2.1.1.2 Survey datum
All survey data shall be reduced to a recognized datum, which may be chart datum (CD) or
Australian height datum (AHD). CD is the preferred datum for surveys and mapping of
marine works and offshore topography, as it provides direct correlation to navigable water
depths. AHD is normally used for terrestrial surveys, but this often does not have a
definitive correlation to CD at specific locations.
All survey and design levels within any project should be reduced to the same datum. A
diagram showing the correlation between AHD and CD for the specific location should be
provided on the drawings.
Where any other local survey datum is adopted, the relationship of survey datum to AHD
and/or CD should be established and reported on the drawings.
2.1.2 Hydrographic survey
The hydrographic survey should be undertaken to cover the proposed site of works
(assuming it is below high tide level), the approach channel route and any adjacent
nearshore waters where there is insufficient survey data to make an appropriate assessment
of nearshore design waves, currents and clearances. The survey data should also contain
sufficient detail to enable an assessment to be made of the coastal processes affecting the
proposed marina and adjacent foreshores.
Where disposal of excavated material at sea is necessary, hydrographic surveys of the
disposal site may be needed before and after disposal.
All height datum levels for hydrographic surveys should be to CD. As most terrestrial
surveys are produced to AHD, a diagram showing the relationship between AHD and CD
should be provided on relevant drawings.
2.1.3 Terrestrial surveys
Terrestrial surveys should be provided over any land areas that will be incorporated within
the project site. Adjacent shoreline areas that could be affected by the proposed marina
should also be surveyed. Where adjacent shorelines consist of beaches, beach profile data
may be necessary.
All existing features such as jetties, ramps, seawalls, stormwater outfalls, drains, rock
outcrops and the like should be clearly identified.
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2.1.4 As-constructed survey
On completion of all works on the project, an as-constructed plan covering the site should
be prepared. The plan should provide the necessary information that will allow the accurate
charting of all features.
2.2 GEOTECHNICAL
2.2.1 Geotechnical parameters
The geotechnical parameters of seabed materials within a marina are frequently necessary
for determination of the following:
(a) Support systems for marina structures, e.g. piles, cables or chains with anchors.
(b) Stability and settlement characteristics for revetments, breakwaters, and any
reclamation works.
(c) Response to prevailing natural coastal and estuarine processes, currents and waves, as
well as susceptibility to artificial influences such as propeller wash and boat wake.
(d) Material characteristics for ease of excavation, transportation and disposal. Chemical
tests may also be required.
2.2.2 Excavation of material
The nature of the seabed material should be determined for both engineering and
environmental purposes.
The nature of the seabed and foreshore material should be defined in sufficient detail to
enable methods of excavation, transportation, and disposal to be determined. The extent and
properties of different soil types should be identified.
The nature of soils to be excavated or otherwise disturbed should be tested for the potential
to undergo acid-sulphate reaction. Where this potential is proven, appropriate soil
treatment, disposal and management processes should be developed.
The depth of material to be removed is frequently small and consequently conventional
boreholes are not necessarily the most efficient tools for investigation. For instance, where
land access is available to the area to be excavated, backhoe pits may be used. In
permanently wet areas, a large number of shallow core samples can be obtained by utilizing
a submersible coring rig.
An environmental issue connected with the excavation, relates to the volumes of material
that would be placed in suspension during excavation. Geotechnical investigations should
identify the potential impact of increased sediment transport, which may be caused by
dredging and disposal and other construction activities, on adjacent areas of waterway.
2.3 WIND, HYDRODYNAMICS AND SEDIMENT MOVEMENT ASSESSMENTS
2.3.1 Sources of data
Wind, wave, tide, and storm surge and any other water level data may be available from the
following common sources:
(a) Bureau of Meteorology.
(b) National Tidal Facility
(c) Industry, particularly the oil industry.
(d) State government departments responsible for ports, harbours, and foreshores.
(e) Department of Defence.
(f) Tertiary institutions.
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(g) Consulting firms working principally in the environmental data collection field.
(h) Specialist consultants undertaking wind and wave data collection or producing wave
hindcasts from meteorological data.
(i) Shipping records of weather observations.
For sites where the fetches are more complicated in shape or where ocean swell may reach
the site, wave measurement at the site or numerical modelling may be necessary.
Information on sediment transport tends to be limited since it is usually very site specific.
The most useful sources are state departments associated with beach protection, and
historical records of hydrographic surveys and aerial photography. Port, harbour and local
government authorities often have local data as might local council authorities. Tertiary
institutions undertake investigations into beach behaviour in most states and may hold
useful information.
Information on water quality data may be available from state or local government
departments covering the areas of health, water resources, the environment, fisheries, and
pollution control.
For hydrographic and bathymetric survey data, the Australian Hydrographic Office in
Sydney has a wide range of historical charts that can be obtained as fair charts (collector
sheets). State government departments responsible for ports plus local port authorities are
sources of mainly nearshore data.
2.3.2 Data required and collection methods
2.3.2.1 Wind
Wind design data can be obtained from AS 1170.2, and supplemented where necessary by a
recording anemometer.
Wind measurement programs using anemometers are unlikely to measure extreme events in
the time scale available for data collection before the implementation of a project. The data
should be correlated to regional information.
Historical wind data is often necessary for the hindcasting of design waves. For this
purpose a longer duration mean wind speed is required. The mean one-hourly, three-hourly
or six-hourly wind speed is usually appropriate. The choice depends on the diurnal
variability in wind patterns and the fetches over which the wind acts. Directional wind data
is required for both the determination of wind loadings and for wave hindcasting.
2.3.2.2 Waves
The wave climate at the site may comprise wind waves, ocean swells and vessel wash. The
assessment of wave climate at a marina site requires a knowledge of—
(a) wind climate including regional winds and local topographic winds;
(b) water areas and fetch lengths in all directions; and
(c) water depths, not only at the marina site but average depths along each of the major
fetch directions.
The exposure of marinas to ocean swells may be a direct exposure, but more probably
would be ocean swells modified to some degree by diffraction (bending of waves around
headlands or ends of breakwaters), refraction (bending of waves due to shoaling effects), or
reflection (waves reflected from solid surfaces such as walls or breakwaters).
Waves may be either measured or determined by hindcasting and wave transformation
procedures.
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The determination of wave height and wave periods by hindcasting for various return period
wind events can be undertaken with the use of nomographs in published texts, and should
be carried out by experienced coastal engineers or oceanographers.
2.3.2.3 Tides
If the project site is in an area where tidal levels and predictions are not available, these can
be identified from—
(a) installation of a tide recorder with continuous recording for 35 days, or use of a
properly calibrated hydrodynamic model;
(b) comparison of the recorded tide with that from a nearby permanent tide gauge with
level tie-in between these two stations.
The above will enable tidal planes at the project site to be established.
2.3.2.4 Storm surge
Storm surge data for the period for which tide records are available can be obtained by the
comparison of predicted versus recorded water levels at tide recording stations. Storm
surges are the result of cyclones or other extreme meteorological events and, as with
extreme winds and waves, are unlikely to be observed during the data collection phase for a
project.
Storm surge levels are usually established by means of hydrodynamic numerical modelling
that is calibrated using the available historical data.
2.3.2.5 Flood levels
If flood level data has not been recorded historically, levels can be established by the use of
calibrated mathematical or physical river models.
2.3.2.6 Currents
The major currents within a marina are usually due to either tidal effects or river flow.
Tidal current data is required over both neap and spring tides for force calculations and for
flushing estimates for the marina. Currents during floods may provide design loads for
marinas sited within rivers.
Other sources of currents (e.g., density, wind or seiche induced) may need quantification.
These currents may often form an important mechanism for marina flushing.
Some tidal flow information is available from hydrographic charts but generally this
information is not sufficiently site specific to be suitable for the design of marinas. In most
instances detailed measurements or mathematical analyses are necessary whether the
currents relate to tides, storm surge, or stream run-off.
Current measurements can be undertaken either by current meters or by the tracking of
water movement by dye tracing or float drogues.
2.3.2.7 Sediment movement
A marina frequently forms some form of protrusion from the banks of a river or estuary or
from the shoreline. Consequently it will have some influence on sediment movement in its
vicinity. Data should be obtained on—
(a) stability of the existing shoreline;
(b) stability of the existing seabed including bar, scour, and sand wave features;
(c) concentration and frequency of suspended sediment; and
(d) nature of the seabed and its mobility under current and wave action.
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A method of estimating sediment transport is the comparison of historical survey data for
the area of interest. For example, the accumulation of sand behind a groyne immediately
after its construction will indicate a littoral transport rate. The comparison of shoreline
changes from historical aerial photography can be used in a similar manner.
Where historical measured survey or photographic data does not exist, sediment transport
may be estimated. Specific information should include—
(i) sediment grain size distribution;
(ii) sediment density;
(iii) in situ bulk density;
(iv) suspended sediment concentration as a function of river flow, tidal currents, and wave
energy; and
(v) wave climate and current regime.
This physical information can be used in simple empirical equations or in more
sophisticated mathematical models to obtain estimates of sediment behaviour.
2.3.2.8 Water quality
Information on water quality standards may be obtained from the relevant statutory
authority.
An analysis may need to be undertaken of the exchange of water between the marina and
the surrounding water body and the effects of this exchange on that water body, which may
involve numerical modelling. In-flows from any outfalls should be considered.
2.3.2.9 Greenhouse effect
Possible changes in water levels due to the greenhouse effect should be considered in
marina design.
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S E C T I O N 3 D I M E N S I O N A L C R I T E R I A
3.1 CHANNEL WIDTHS
3.1.1 Entrance channel
The width of the entrance channel to a marina is dependent on a number of factors, the
majority of which are the following:
(a) Exposure to wind, wave and currents, which all reduce the manoeuvrability of boats.
(b) Number of boats in the harbour and usage levels.
(c) Type and size of boats.
NOTE: Power boats are generally more manoeuvrable than sailing boats.
(d) Extent of navigation aids provided.
For an entrance channel, the minimum width should be the greatest of—
(a) 20 m;
(b) (L + 2) m, where L is overall length of longest boat in the marina, in metres; or
(c) 5B m, where B is the beam of the broadest mono-hull boat in the marina, in metres.
The preferred width of an entrance channel is 30 m or 6B m; whichever is the minimum.
Widening of the channel may be necessary where the channel changes direction.
Where benched breakwaters are used at a marina entrance such that the bench is submerged
at higher tides, markers should be used to delineate the edge of the channel.
In order to minimize the penetration of waves into a boat harbour, it is permissible to
narrow the width of the entrance channel over a short length at protecting breakwaters. The
minimum width of this narrow section shall be the greater of 15 m and 3B m, where B is the
beam of the broadest mono-hull boat in the marina, in metres.
3.1.2 Interior channels and fairways
The channels within the marina are not as greatly influenced by the wind, waves, and
currents at any site, as they are by the size, number and type of boats, and the frequency of
boat usage. Any non-motorized sailing vessel or multi-hull vessel using the harbour will
need to be considered when determining the interior channel and fairway widths. In some
locations, there may be climatic conditions, such as prevailing winds, which should be
considered when interior channel and fairway widths are being determined.
The width of interior channels and fairways should be as follows (see also Figure 3.1):
(a) Interior channel:
(i) Minimum width 20 m or 1.5L m, whichever is the greater, where L is
overall length of the longest boat using the channel, in
metres.
(ii) Preferred width 25 m or 1.75L m, whichever is the greater.
(b) Fairways:
(i) Minimum width 1.5L m, where L is the overall length of the longest boat
using that fairway, in metres.
(ii) Preferred width 1.75L m.
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Where currents exceed 0.5 m/s, the width of interior channels and fairways should be
increased to allow for the effect of the current on a boat as it moves along the channel and
turns into its berth.
Where the proportion of multihulls using the marina is likely to be high, consideration
should be given to increasing the width of the channels and fairways.
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NOTE: Where commercial boats and fishing trawlers share the boat harbour, it is important that these boats have
sufficient space to manoeuvre. It is preferable that fishing trawlers be in a separate section of the boat harbour to avoid
conflict of interests between tourist operators, fishermen, and users of pleasure boats.
FIGURE 3.1 WIDTHS OF CHANNELS
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3.2 WATER DEPTHS
3.2.1 Entrance channel
The depth in the entrance channel should take into account the following factors:
(a) Draught of boats using the marina.
(b) Wave climate outside the marina basin.
(c) Nature of the bed material.
(d) Likely rate of siltation in the entrance channel.
(e) Future extensions to the marina.
(f) Construction considerations.
It may be more economic to provide additional depth during construction (particularly if the
marina is constructed in the dry) and avoid or minimize subsequent development or
maintenance dredging.
Where the area outside the marina is not protected from open sea conditions, the entrance
channel and main channel should be deep enough to allow the largest boat berthed in the
marina to enter the marina at any stage of the tide.
Where the area outside the marina is protected, the entrance channel should be deep enough
to allow all boats that usually berth in the marina to enter at any stage of the tide. However,
in areas of extreme tides the cost of excavating the channel may dictate that the larger boats
cannot enter the marina at very low tide.
The designer should determine the maximum draught of vessels to be accommodated at the
marina. Where further information is not available, typical vessel draughts for vessels up to
50 m are given in Table 3.1.
For marinas in waterways of limited navigable depth, the requirement for berth and
entrance channel depths should be agreed between the designer and the relevant authority.
To obtain the entrance channel water depth, the draughts given in Table 3.1 should be
increased by the addition—
(i) a minimum of half the significant wave height for vessel movements resulting from
wind-generated waves and boat wake; and
(ii) an appropriate allowance where significant siltation is likely to occur or where it is
preferred to reduce the frequency of maintenance dredging; and either
(iii) a minimum under keel clearance of 300 mm or 10 percent of the vessel draught,
whichever is the greater, where the base of the dredged channel consists of soft
material; or
(iv) a minimum under keel clearance of 500 mm, where the base of the dredged channel
consists of hard material such as stiff clay, gravel, or rock.
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TABLE 3.1
TYPICAL VESSEL DRAUGHTS
Vessel draught, m
Boat length (L),
m Power boats Yachts
Multihulls and
house-boats
8
10
12
0.9
1.0
1.0
1.5
1.8
2.0
1.2
1.2
1.2
15
20
25
1.2
1.5
1.8
2.5
2.9
3.0
1.2
1.2
30
35
40
1.9
2.1
2.3
3.4
3.8
4.2
45
50
2.6
2.9
4.2
4.2
NOTES: 1 Some vessels may require additional depth and thus the type and draught of vessels
likely to use the marina should be obtained.
2 Some deep draught yachts have retractable keels and for these the minimum water
depth may be based on the draught with the keel retracted. Consideration should be
given to specific cases that fall outside these guidelines.
3 This Table is prepared on the basis that 95% of boats do not exceed the above
draughts.
3.2.2 Interior channels and fairways
The same consideration should be given to depths in internal channels as for entrance
channels except that allowance for waves and the rate of siltation may be lower. As with the
entrance channel it is preferable that all boats in the marina can access the channels at all
states of the tide. However, where economics dictate, the water depth may be reduced; this
reduction can be greater in locations where the tidal range is higher.
3.2.3 At berths
While it may be acceptable in a marina to restrict the larger boats to movement at higher
tides, it is essential that the deepest draught boat likely to use any berth does not touch
bottom at low tide. An allowance should be made in accordance with Clause 3.2.1(i) to (iii).
Yachts have a deeper draught than the same length power boat. In a marina where there is
no restriction on the height of boats entering the marina, such as a bridge, it is
recommended that the minimum water depth is based on requirements for yachts (see
Table 3.1). However, where there is insufficient water depth for yachts, it is recommended
that a sign is placed at the berth restricting its use to shallow draught vessels.
3.3 BERTH SIZES
3.3.1 General
Where more specific requirements are not available for the marina, the length, width and
depth of berths should be determined. These design characteristics should be recorded on
the marina drawings. Where no specific design criteria are established, guidelines for
minimum design criteria are given in Clauses 3.3.2 and 3.3.3 and Table 3.2.
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3.3.2 Berth widths
Based on the widest beams of monohull boats currently being manufactured, the minimum
berth widths (the clear width between fingers or piles) are shown in Figure 3.2. Berth
lengths are taken to be the same as the boat length.
General expressions for berth width (b) are as follows:
(a) Double berth: 2 ! design maximum vessel beam + 1 m up to 20 m and + 1.5 m above
20 m.
(b) Single berth: design maximum vessel beam + 1 m up to 20 m and + 1.5 m above
20 m.
(c) Multihull vessels can either occupy a double berth, or wider berths can be included,
which specifically allow for single or double multihull vessels. The beam of a
multihull may be up to 0.7L.
These dimensions may need to be increased to allow for larger fenders.
The maximum length of boat for which each berth has been designed should be clearly
marked on the marina layout drawing.
For alongside berths, the minimum space between boats should be 0.2L up to 3.0 m.
FIGURE 3.2 MINIMUM BERTH DIMENSIONS FOR MONOHULL BOATS
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TABLE 3.2
MINIMUM BERTH DIMENSIONS FOR MONO-HULL BOATS
Width of berth (b), m
Boat length (L), m Boat beam (B), m
Single berth Double berth
6 2.8 3.8 6.6
7 3.1 4.1 7.2
8 3.4 4.4 7.8
9 3.7 4.7 8.4
10 4.0 5.0 9.0
11 4.3 5.3 9.6
12 4.4 5.4 9.8
13 4.6 5.6 10.2
14 4.8 5.8 10.6
15 5.0 6.0 11.0
16 5.2 6.2 11.4
17 5.3 6.3 11.6
18 5.4 6.4 11.8
19 5.5 6.5 12.0
20 5.7 6.7 12.4
21 5.8 7.3 13.1
22 5.9 7.4 13.3
23 6.0 7.5 13.5
24 6.3 7.8 14.1
25 6.5 8.0 14.5
27.5 7.0 8.5 15.5
30 7.5 9.0 16.5
35 8.7 10.2 19.0
40 10.0 11.5 21.5
45 10.0 11.5 21.5
50 10.0 11.5 21.5
3.3.3 Mooring piles in double berths
Mooring piles between each boat in a double berth configuration may be required where
wind generated waves or boat wake exceed(s) 300 mm in height. The width of the double
berth should be increased by the width of the pile.
3.4 BERTHS FOR HIRE CHARTER YACHTS AND POWER BOATS
Where possible, berths for hire charter yachts and power boats should be located and
designed so as to minimize risk of accidental collision by inexperienced crews departing
and returning to the berth.
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3.5 WALKWAYS, FINGERS, AND MOORING POINTS
Walkways should be not less than 1.5 m wide. Consideration should be given to the need
for trolleys passing each other and access and egress in emergencies. The clear width of
walkways throughout their length, defined as the clear line-of-sight between any
obstruction such as cleats, hose reels, piles, etc, should not be less than the clear width of
the gangway that is connected to the walkway. The minimum width of walkways should
be—
(a) 1.8 m, for walkways in excess of 100 m in length; or,
(b) 2.4 m for walkways in excess of 200 m.
Unless a mooring pile is provided at the end of a pontoon finger, the length of a finger
should be not less than 0.8L, where L is the overall length of the longest boat that may use
the berths. Where a mooring pile is provided, the finger length may be reduced or the finger
omitted.
The width of fingers should be such that it is safe to board or leave the boat. Fingers may be
of uniform width of 900 mm, or be tapered to a minimum width of 600 mm.
A minimum of three mooring points should be installed along each side of a floating berth.
For a double floating berth, two additional mooring points should be provided on the
walkway for the lines of the two boats.
For a fixed berth, two bow and two stern mooring points should be installed.
3.6 GANGWAY REQUIREMENTS
3.6.1 Width
The clear width of gangways should be in accordance with Table 3.3.
TABLE 3.3
CLEAR GANGWAY WIDTHS
Number of berths Width (m)
Up to 2 0.7
Greater than 2, up to 10 0.9
Greater than 10, up to 60 1.2
Greater than 60, up to 120 1.5
Greater than 120 1.8
3.6.2 Maximum slope
The maximum slope of a gangway and treadplate for a marina should not exceed 1:3.5. For
private pontoons with no public access, the maximum slope should not exceed 1:3. The
gangway should be in accordance with AS 1657.
Where access for disabled persons is required, the slope of gangways and tread plates
should not exceed 1:8. This is only satisfactory where assisted wheelchair access is
provided. Public transport facilities have to comply with AS 1428.1, Design for access and
mobility.
The maximum slope is the slope that would occur at a water level of CD. The walking
surface should be finished in accordance with AS 4586.
3.6.3 Handrails
At least one handrail should be provided on gangways for pontoons with up to 2 berths, i.e
for restricted access residential marinas. For unrestricted access, gangways should have
handrails on both sides.
A1
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S E C T I O N 4 L O A D I N G A N D S T A B I L I T Y
4.1 GENERAL
Fixed and floating structures should be designed for the following loads:
(a) Dead load.
(b) Live load.
(c) Environmental loads.
(d) Loads from vessel wash.
(e) Berthing and mooring loads.
In designing marinas, the design should include assessment of the structural ability to resist
all loads and the flotation and stability of floating systems.
Strength limit-state loads should be calculated for a 1 in 50 year return period for wind,
wave, surge and flooding loads.
4.2 LOAD COMBINATIONS FOR LIMIT STATE DESIGN
Limit State Design should be used with the load combinations and load factors as set out in
this Section.
Except where loads and load combinations are suggested below, all structures should
comply with the requirements of AS 1170.1.
Due to the critical nature of the environmental loads on the design of a floating marina,
serviceability limit state is rarely critical. Stability is dealt with separately due to the special
considerations for floating pontoons.
For Strength Limit States, the designer should be satisfied of the appropriate load
combinations and load factors for the particular circumstances. Where more accurate data is
not available, the following load combinations are suggested:
(a) For pontoon piling:
(i) Wind load (See Note 1) + 1.5 ! current load + 1.5 ! wave load.
(ii) The piles are to be designed for water level at highest astronomical tide (HAT)
(See Note 2).
(iii) Where flooding or surges can occur:
0.8 ! wind load (see Note 1) + 1.25 ! current load + 1.25 ! wave load taken at
the maximum water level.
(b) For the marina itself Wind load (see Note 1) + 1.5 ! current load + 1.5 ! wave load
+ 1.5 ! the vertical effect of wave action.
(c) For boat impact:
(i) 1.25 ! the loading created by boat impact.
(ii) Taken on its own without environmental loads.
NOTES:
1 Wind loading is based on the ultimate wind velocity.
2 Where the water depth in a particular section of the marina varies, the piles should be checked
for a water level at lowest astronomical tide (LAT). In this situation the piles in the shallower
water will tend to carry a greater proportion of the total loads applied to this section of the
marina.
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4.3 ACCESS TO STRUCTURE
4.3.1 Unrestricted access
Live loads for structures for unrestricted access are intended to apply to all situations other
than private marina facilities for one or two boats.
4.3.2 Restricted access
Live loads for structures for restricted access are intended to apply to private marina
facilities for one or two boats.
4.4 DEAD LOADS
The dead load should include the self-weight of the structure and the load due to services
such as electrical cables and water pipes and fittings (full of water).
4.5 GANGWAY LIVE LOADS
4.5.1 Gangways for unrestricted access
The structural system for gangways for unrestricted access should be designed for either of
the following live loads, whichever produces the most adverse effect:
(a) A uniformly distributed load over the clear width and length, of 4 kPa.
(b) A concentrated load of 4.5 kN.
4.5.2 Gangways for restricted access
The structural system for gangways for restricted access should be designed for either of the
following live loads, whichever produces the most adverse effect:
(a) A uniformly distributed load over the clear width and length, of 3 kPa, and a load on
the handrail on one side, in accordance with AS 1170.1.
(b) A concentrated load of 4.5 kN.
4.5.3 Floatation and stability
The live loads on gangways for flotation and stability calculations for the pontoon system
supporting the gangway may differ from those calculated for the structure.
4.6 FIXED STRUCTURE LIVE LOADS
4.6.1 Structures for unrestricted access
Fixed walkways and fingers with unrestricted access should be designed for either of the
following live loads, whichever produces the most adverse effect:
(a) A uniformly distributed load over the deck plan of 5 kPa.
(b) A concentrated load of 4.5 kN.
4.6.2 Structures for restricted access
Fixed walkways and fingers with restricted access should be designed for either of the
following live loads, whichever produces the most adverse effect:
(a) A uniformly distributed load over the deck plan of 3 kPa.
(b) A concentrated load of 4.5 kN.
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4.7 FLOATING STRUCTURE LIVE LOADS
4.7.1 General
Floating structures should be designed for the following live loads:
(a) Structural load—applied to the full length and width of the structure or to any part
thereof so as to produce the most adverse structural effect on the structure.
(b) Flotation load—the floating structure should have a 50 mm reserve buoyancy when
the flotation load is applied to the full length and width of the structure. If full
flotation is not provided to the top of the deck, the minimum freeboard to the top of
the deck should be sufficient to maintain 50 mm reserve buoyancy. If the width of the
flotation unit varies with the degree of immersion, the minimum freeboard under
stability loading should be increased so that the reserve buoyancy is equal to the
maximum width of the flotation unit multiplied by the 50 mm freeboard.
(c) Stability load—the floating structure should comply with Clause 4.12 when subjected
to the stability load.
If the freeboard is greater than 500mm and the draft is less than 150mm, the response time
of the marina to cyclic vertical loading should be checked.
4.7.2 Structural live loads
Floating structures with either restricted or unrestricted access should be designed for any
one of the following structural live loads, whichever produces the most adverse effect:
(a) A uniformly distributed load over the deck plan of 3.0 kPa, excluding the area under
gangways.
(b) A uniformly distributed load of 3 kPa over the parts of the deck plan giving the worst
load distribution case.
(c) A concentrated load of 4.5 kN.
(d) An allowance for the live load imposed by gangways.
When subject to these loads the floating structures should also comply with Clause 4.7.1(b)
and Clause 4.7.1(c).
4.7.3 Flotation and stability loads
Floating structures should be designed for flotation and stability loads, as given in
Table 4.1. These loads should be applied over the whole of the deck area and gangways,
where applicable. Design loads should be applied at a location to cause the most adverse
action effect. For example, for a finger, the load may be applied across half the width of a
floating pontoon and on the gangway.
TABLE 4.1
FLOTATION AND STABILITY LOADS FOR PONTOONS
Flotation load (kPa)
Access
(see Clause 4.3) Walkways Fingers
Stability load
(kPa)
Unrestricted 3.0 3.0 2.0
Restricted 2.0 2.0 1.5
A1
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4.8 ENVIRONMENTAL LOADS
4.8.1 General
The principal environmental loads likely to be encountered in marinas are as follows:
(a) Wave loads, both short-period local wind waves and long-period swells resulting
from storm or wind activities offshore.
(b) Wind loads on the marina structures and on vessels moored at the marina.
(c) Current loads due to tidal currents, river and stream flows, and stormwater outlets.
4.8.2 Wave loads
4.8.2.1 Limitation on wave height in marinas
In the design of marinas for small craft, it is necessary to limit the height of waves, which
can impinge on the marina and vessels berthed in the marina. This limitation is necessary to
ensure that the marina is a safe haven for the berthing and protection of vessels.
Wave height may be limited naturally by locating the marina in sheltered waters, i.e. with
restricted waterway areas around the marina.
If the marina is to be sited in large exposed waterways where excessive wave height will
occur during strong winds, then wave height should be limited using an attenuator or fixed
breakwaters. Similarly, where non-environmental forces such as vessel wash would result in
excessive wave height or currents, breakwaters and underwater baffles will be required to
limit these disturbances.
Table 4.2 gives recommended wave height criteria in small craft harbours.
Where a head sea wave for a 1 in 50 year event is greater than 0.4m, consideration should
be given to the use of intermediate mooring piles where a double berth configuration is
adopted.
TABLE 4.2
CRITERIA FOR A ‘GOOD’ WAVE CLIMATE IN SMALL CRAFT HARBOURS
Significant wave height (Hs) Direction and peak period
of design harbour wave Wave event exceeded once in 50 years Wave event exceeded once a year
Head seas less than 2 s Conditions not likely to occur during this event Less than 0.3 m wave height
Head seas greater than 2 s Less than 0.6 m wave height Less than 0.3 m wave height
Oblique seas greater than 2s Less than 0.4 m Less than 0.3 m wave height
Beam seas less than 2 s Conditions not likely to occur during this event Less than 0.3 m wave height
Beams seas greater than 2 s Less than 0.25 m wave height Less than 0.15 m wave height
NOTE: For criteria for an ‘excellent’ wave climate multiply wave height by 0.75, and for a ‘moderate’ wave climate
multiply wave height by 1.25. For vessels of less than 20 m in length, the most severe wave climate should satisfy
moderate conditions. For vessels larger than 20 m in length, the wave climate may be more severe.
Source: Adapted from MERCER, A.G., ISAACSON, M. and MULCAHY, M.W. Design wave climate in small craft
harbours. 18th Conference on Coastal Engineering, Capetown. 1982.
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4.8.2.2 Design wave
Selection of the design wave for a particular structure requires consideration of several
factors as follows:
(a) Reliability of wave data The selection of the design wave height should include
some compensation for any lack of confidence in reliability of predicted wave
characteristics (particularly as waves at marinas are unlikely to be ‘depth-limited’).
(b) Tolerance to damage The structural element under consideration may or may not be
able to suffer a limited amount of damage during the design storm. Limited damage
could be permitted, for example, on sections of breakwaters where there is no
sequential damage to other elements of the marina or vessels in the marina, and where
the damage could be easily repaired after the storm event.
(c) Failure mode The method of failure of the structural element should be considered.
For example, by sudden failure due to a single wave, or progressive failure due to a
series of waves.
When describing wave climate, the terms significant wave height (Hs) and design maximum
wave height (H1) are used.
In the analysis of structures for marinas, the design wave should be taken as H1. If the mode
of failure is due to fatigue, or cyclical loading, then Hs should be adopted.
Where reflective or vertical walls are close to the boat moorings, the wave height may be
considerably higher than the incident wave height.
4.8.2.3 Wave loads on structures
The wave loads on typical elements of a marina, e.g. piles, floating walkways, headstocks,
and beams, including boats moored at the marina, can be estimated as a combination of
viscous drag and lift (velocity related) forces and inertial (acceleration related) forces.
In the absence of more specific analysis, all elements of a marina should be designed for a
minimum horizontal force of 2 kN/m for the wave criteria given in Table 4.2.
4.8.2.4 Application of wave loads
Wave loads are cyclic, with the drag component being out of phase with the inertial
component. In addition, both these loads change direction throughout the passage of the
wave.
Waves may exert a simultaneous load along the entire length of a floating or fixed structure
when the wave front is parallel to the axis of the structure.
Where waves may be transmitted through the marina, consideration of wave loads should be
made for all elements subjected to these transmitted waves; i.e., not just the first element
exposed to the incident wave.
4.8.3 Wind loads
4.8.3.1 Determination of wind climate
Wind loads on boats and marinas relate to a design wind pressure based on a steady state
wind rather than wind gusts. The appropriate base data therefore comes from evaluation of
the design hourly mean wind speed from AS 1170.2, to give a value of hourly mean wind
speed (Vz). It is normal, within a marina, to use a height of 3 m or less.
NOTE: For terrain category 2 at 10 m height, the hourly mean wind speed is 0.6 times the gust
wind speed.
Terrain category 1 in AS 1170.2 is inappropriate due to surface roughness at design wind
speeds.
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4.8.3.2 Design wind gust duration
For the design of a marina a steady state wind of 30 s duration should be used.
4.8.3.3 Wind load on a vessel or structure
Wind pressure on a vessel or structure should be calculated from the following equation:
2
z0006.0 Vq = . . . 4.8.3.3(1)
where
qz = wind pressure, in kilopascals
V = design wind speed, in metres per second
For permanent berths, the ultimate wind speed should be used; whereas for temporary
berths, such as fuel berths, a lower wind speed may be used.
Wind forces on a vessel or structure should be calculated from the following equation:
z
AqCFDD
= . . . 4.8.3.3(2)
where
FD = force in direction of wind, in kilonewtons
CD = coefficient of drag (see Table 4.3)
A = projected area of element, in square metres
qz = wind pressure, determined from Equation 4.8.3.3(1), in kilopascals
Typical areas of vessels are given in Table 4.4.
TABLE 4.3
TYPICAL DRAG COEFFICIENTS
Vessel or structure Coefficient of drag (CD
)
Vessels
— Bow to wind 0.7 to 0.9
—Stern to wind 0.9 to 1.1
—Beam to wind 0.9 to 1.1
Tubular piles 1.2
Rectangular members 2.0
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TABLE 4.4
DESIGN VESSEL AREA FOR WIND PROFILES
Motor vessels Yachts
Exposed area, m2
Exposed area, m2
Vessel length
in metres
Head Beam Head Beam
8 5 16 4 11
10 7 22 5 15
12 11 29 6 20
15 18 45 9 28
18 22 64 11 40
20 24 76 12 44
25 30 95 15 60
30 45 120 35 92
35 54 167 36 122
40 78 213 40 182
45 85 264 50 210
50 90 285 60 249
NOTE: For vessels larger than 25 m a structure height z greater than 3 m should be
considered see AS 1170.2.
For boats moored in a single or double berth configuration with berthing each side of a
walkway, the total wind force on all the boats should be based on the full force on the
windward boat with 20 percent of this force being applied to the leeward boats. In the case
of one of the boats in the marina being larger than the rest, the unscreened part of its
increased area should be taken into account when determining the total wind force.
4.8.4 Current loads
4.8.4.1 General
This Clause relates to loads on marinas due to steady water flow such as in estuaries subject
to river run-off or tidal flows.
In addition to loads due to hydraulic viscous forces on structures such as piles or floating
structures, the designer should consider the current loads acting on debris. This case is
generally critical in estuaries that have catchments subject to upland flooding, which could
result in large floating objects (e.g., tree trunks) striking the structure or a debris mat
building up against the structure and then being subjected to current loads.
4.8.4.2 Current velocities
In most situations, where a maritime structure is to be constructed in an estuary (i.e., in the
flat, tidal part of the waterway), it is unlikely that a flood velocity would exceed 3 m/s.
Conversely, even if stream flows during flooding could be demonstrated to be substantially
less, a minimum design velocity of 1.0 m/s should be adopted.
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4.8.4.3 Current load on a structure
For structures subject to currents, the pressure should be calculated from the following
equation:
2
D2
1 vCp != . . . 4.8.4.3(1)
where
! = water density
For sea water, density = 1026 kg/m3
For fresh water, density = 1000 kg/m3
v = current velocity, in metres per second
CD = coefficient of drag
p = pressure, in kilopascals
TABLE 4.5
STREAM FLOW DRAG COEFFICIENTS
Structure
Drag coefficient
CD
Circular piles—smooth 0.70
Circular piles—rough 1.40
Square piles or beams with sharp corners 2.2
Square piles or beams with corners rounded 0.7 to 1.0
Debris mat 1.0
Vessels bow to current 0.3
Vessels beam to current
—hull 0.6
—keel 1.2
4.8.4.4 Debris load on structures
For structures exposed to currents where a debris mat could form against the structure, the
structure should be designed for a mat of thickness not less than 2 times the draft of the
pontoons or 1.2 m for fixed structures.
The force exerted by the debris mat is equal to the gross area of the mat measured in the
direction of the stream flow times a pressure calculated by Equation 4.8.4.3(1). In the
absence of detailed design, any structure subject to flood debris should be designed for a
minimum force of 10 kN/m of structure. This applies to both fixed and floating structures.
4.8.4.5 Negative lift
For floating pontoons, a phenomenon known as negative lift should be considered during
flooding. This phenomenon occurs as a result of current velocities passing under the
pontoon and causing suction downward on the leading edge of the structure. The negative
lift is proportional to the velocity squared, and can result in submersion of the leading edge
of pontoon at moderate velocities.
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4.9 BERTHING AND MOORING LOADS
The berthing impact force should be derived from the energy impacted to the structure and
restraining system from the design vessel striking the structure at a perpendicular velocity
not less than 0.3 m/s. For recreational vessels greater than 25 m in length, a berthing
velocity of 0.2 m/s may be used and for floating ferry terminals a perpendicular velocity
greater than 0.3 m/s may be appropriate.
The effect of berthing impact loads should be considered at both high and low tide. At low
tide the pile loading is likely to be the dominant effect. At high tide, the effect of the pile
deflection on the structure is likely to be dominant. The mass of the attached water should
be taken into account and berthing energy shall be determined for mid-point berthing.
4.10 ANCHOR LOADS
Floating structures should be designed to include the effect of the elasticity in the
anchorage system. The loads transferred into the structure will depend upon the method and
number of attachment points.
4.11 LATERAL DISPLACEMENT LOAD ON GANGWAY
Gangways, including connections for floating structures, should be designed to include
loads due to lateral displacement of the floating structure.
4.12 STABILITY
4.12.1 General
A principal factor in safe pedestrian or vehicular access on floating structures is stability,
i.e., the ability to withstand overturning forces or moments and return to a normal attitude
after removal of these unbalanced forces or moments.
A floating structure is stable if under all conditions of loading the metacentre is located an
adequate distance above the centre of gravity. Alternatively, adequate stability is provided
if under all loading conditions, the whole of the top of the flotation structure is clear of the
water surface and the opposite chine remains submerged.
For reserve buoyancy, see Clause 4.7.1(b).
The metacentric method of calculation of stability is given in Appendix A.
NOTE: For a detailed explanation of stability calculations, see Reed’s Naval Architecture for
Marine Engineers, E. A. Stokoe, Fourth Edition; and Muckle’s Naval Architecture, W. Muckle,
D. A. Taylor, Second Edition.
4.12.2 Stability criteria
The minimum freeboard to the top of the primary flotation unit under the worst combination
of forces or moments should be 50 mm. The opposite chine should remain submerged under
these conditions.
Consideration may need to be given to the effects of inertial forces on stability (under heel).
For rowing pontoons and pontoons specifically for the launching of sailing boats, the
loading for stability may be reduced to 1.0 kPa. In this situation a notice should be placed at
the pontoon stating the maximum number of people that can stand on the pontoon. For these
pontoons the target minimum freeboard should be 125 mm, the flotation units should have a
water plane area of at least 85 percent of the deck area and the flotation units should
continue to the underside of the deck. The latter should be of solid construction or should
be sealed against ingress of water. By incorporating the above requirements, a stability
calculation should not be required. Additional buoyancy should be placed under the
gangway to provide dead load support.
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4.12.3 Response
While many floating structures need to be designed for only light live loads, structures so
designed may have a very high response, i.e., excessive displacement under liveloads,
which may be uncomfortable or alarming. The minimum live loads specified in Clause 4.7
should be used in buoyancy calculations to maintain a level of unit response to personnel
live loads that do not compromise safety.
4.13 PILE HEIGHTS
Where possible, piles should be high enough so that the pontoon does not float off the top
of the piles under the specified maximum flood or surge level combined with the
appropriate wave action. In the case where a pontoon may float off the top of the piles in an
extreme event, a tethering system should be provided.
4.14 POSITIVE FLOTATION
The floats forming the pontoon system should be completely filled with a material to
prevent the ingress of water should the float be damaged through impact or other causes.
Where a solid deck is not used, the top of the float should be sealed to prevent damage
occurring to the float filling material.
Systems that do not provide positive flotation should be completely watertight and able to
be maintained. They should also demonstrate that stability and flotation is maintained in the
event of damage to a number of units. Access for the removal of water should be provided.
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S E C T I O N 5 D E S I G N C O N S I D E R A T I O N S
5.1 PONTOON MARINA SYSTEMS
5.1.1 General
A wide range of pontoon marina systems are available in Australia both from Australian
and overseas manufacturers.
When installing a new pontoon type system, whether it is a new design, or an established
system, the designer should consider the following:
(a) The time and complexity to design a new system
(b) The performance record for the exposure conditions, of an established pontoon
marina system especially for strength and durability, particularly when exposed to
tropical conditions.
(c) The ability of the pontoon marina system to withstand the wave climate at the site and
the need for an attenuator or fixed breakwater.
(d) The type of attenuator required to reduce wave action to a suitable level.
(e) All parts of the pontoon marina including the ends of the fingers should maintain not
less than the minimum freeboard when the appropriate eccentric loading is applied.
(f) In the event of a fire on a boat, the ability of the pontoon marina including the
mooring system to withstand the fire without substantial damage.
(g) The ability of connections, particularly working hinges, to withstand fatigue.
(h) The level of noise generated by the pontoon system when pedestrian loading is
applied and under wave action.
(i) The ease of replacement of components that can be damaged by boat impact or have a
design life that is expected to be shorter than the life of the remainder of the structure.
(j) The pontoon flotation units should be sealed and the internal void completely filled.
5.1.2 Access from water
The marina should allow access from the water without assistance if the freeboard is more
than 500 mm.
5.2 MATERIAL CONSIDERATIONS
Materials used in the construction of marinas or pontoons should comply with the relevant
materials Standard.
5.2.1 Concrete
Concrete should be designed in accordance with AS 3600.
NOTE: Where adequate means are provided for preventing corrosion of steel reinforcement,
consideration may be given to reducing the thickness of concrete cover.
5.2.2 Steel
Structural steel should be designed in accordance with AS 4100.
Where required, steel should be protected using an appropriate system to maintain the
design life of the structure.
5.2.3 Aluminium
Aluminium should be designed in accordance with AS/NZS 1664.
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5.3 PILES
For marina piling the following issues should be considered:
(a) Where steel piles are installed, consideration shall be given to their protection. Some
commonly used methods include—
(i) HDPE sleeves;
(ii) epoxy coating; and
(iii) paint systems.
(b) For spun concrete piles, the following should be considered:
(i) For piles to be jetted into the bed material, the inside of the pile should not be
pressurized. An additional jetting tube should be installed for this purpose.
(ii) Except where piles are to be jetted, the lower end of the pile should be sealed
with a plug or driving shoe to prevent continuing ingress of salt water into the
inside of the pile (a requirement for saline water).
5.4 NAVIGATION AIDS
Navigation aids should be provided in accordance with the requirements of the relevant
authority.
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S E C T I O N 6 S E R V I C E S
6.1 GENERAL
The design of marinas may need to include the following services:
(a) Firefighting.
(b) Water supply.
(c) Sullage and contaminated waste disposal.
(d) Lighting.
(e) On-land stormwater control and disposal.
(f) Electricity.
(g) Telephones.
(h) Fuel supply.
(i) Sanitary facilities.
(j) Cable TV
Permanent and temporary services should be installed in such a manner as to minimize the
hazard of users tripping over them.
NOTE: Appendix B provides a list of onshore services and facilities that may be included in a
marina.
6.2 FIREFIGHTING
6.2.1 General
Where marinas are to be provided with firefighting equipment, the equipment should
comply with the requirements of the relevant authority. Where regulations do not exist for
the section of the marina that is over water, the equipment detailed in Clauses 6.2.2 to 6.2.5
should be provided.
6.2.2 Fire hose reels
Fire hose reels should be located as follows:
(a) No part of a berth should be beyond the reach of the nozzle end of a fully extended
reel. Hose reels should be suitable for operation by one person.
(b) The length of hose on any reel should be 36 m.
(c) At least one reel should be located on the shoreline side of the first berth, and also at
the seaward end of each walkway.
(d) The maximum distance between any two reels should be 30 m. Where more than two
reels are required, they should be evenly spaced along walkways.
(e) At least two reels should be accessible from each berth.
The two most hydraulically disadvantaged reels (operated simultaneously) should each
provide a minimum water flow rate of 0.63 L/s at a running pressure of not less than
275 kPa.
A1
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Where the required flow rate and running pressure cannot be achieved at all times from the
normal water supply, a booster pump should be provided which should—
(i) be self-priming;
(ii) have the capacity to supply water at a minimum rate of 1.26 L/s at the required
running pressure; and
(iii) operate automatically upon the flow of water through any hose reel.
Stand-alone mobile fire pumps should be considered, to augment the hose reels and other
fire prevention devices.
6.2.3 Fire hydrants
A fire hydrant should be provided adjacent to the head of each gangway.
6.2.4 Fire extinguishers
Extinguishers suitable for other fire hazards should be provided at appropriate locations.
6.2.5 Fire alarms
The inclusion of an audible fire alarm system should be considered.
6.2.6 Maintenance of equipment
All fire hose reels and booster connections should be properly maintained in accordance
with AS 1851.
6.2.7 Fire procedures
All staff should receive adequate instruction in the use of firefighting equipment and
procedures to be followed in the event of fire.
6.3 WATER SUPPLY
Water services, if provided from public mains, should be in accordance with the
requirements of the relevant authority. Flexible, non-corrodible, ultraviolet-stabilized
piping should be used. A water reticulation system that is also used for firefighting is
appropriate. If fire hydrants are installed on a marina, a separate reticulation system may be
necessary. Non-return valves may be required by water authorities.
6.4 WASTE MANAGEMENT
6.4.1 General
Marinas may provide sewage pump-out facilities and facilities for disposal of other liquid
wastes such as waste oil.
6.4.2 Solid waste disposal
Garbage and solid refuse disposal facilities should be located a minimum practical distance
from the head of the gangway.
Garbage receptacles should have self-closing lids to prevent escape of rubbish by way of
wind, birds or animals, and exclude rainwater entry.
NOTE: Guidelines for the provision of pumpout facilities are provided in ANZECC, Best practice
guidelines for provision of waste facilities at ports, marinas and boat harbours in Australia and
New Zealand.
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6.5 LIGHTING
Adequate lighting should be provided for safe pedestrian access to the berths, security of
vessels and shore facilities, and safe navigation within the marina area.
All lighting should be designed and located to minimize glare for vessels navigating in the
vicinity.
6.6 STORMWATER CONTROL AND DISPOSAL
Contaminated run-off from hard-stand including boat maintenance areas should be capable
of being isolated so that run-off can be collected, treated and disposed of, in accordance
with the requirements of the relevant authority.
6.7 ELECTRICITY
All electrical installations should comply with AS 3004 and AS/NZS 3000 and the
regulations of the local supply authority. The use of earth leakage circuit breaker devices on
all electrical circuits including marina berths, is necessary. One device should be included
for each outlet.
Adequate power should be provided for all berths so that on-board generators do not have
to be used.
6.8 TELEPHONES
If required, telephone installations should comply with the relevant authority.
Consideration should be given to the provision of Cable Television.
Provision of a public telephone, to provide 24-hour service, should be considered.
6.9 FUEL SUPPLY
Where provided, fuel supply systems should comply with the requirements of the relevant
authorities. Double containment fuel lines should be used over the water.
Equipment that can be rapidly deployed to contain and clean up any fuel spillage should be
provided. Access for fuel delivery vehicles should be designed to minimize disruption of
other marina activities during delivery.
It is desirable that the fuel berth should be a separate structure from the marina berths and
should be isolated to the extent that fire or explosion would have minimal opportunity to
spread from the fuel berth to the marina berths or vice versa.
6.10 SANITARY FACILITIES AND SHOWER
Sanitary facilities should be provided on a minimum basis of one for every 40 berths,
although increased facilities and separate male and female facilities may be necessary
depending on the level of marina usage. Shower facilities should be considered.
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S E C T I O N 7 O N S H O R E B O A T F A C I L I T I E S
7.1 GENERAL
This Section outlines the types of onshore boat facilities available and various design
criteria for their implementation.
The design and layout of boat launching/retrieval and storage facilities at a marina is
dependent upon factors such as boat size, the overall number of berths, types of craft using
the marina, proximity to population centres, and proximity to other launching facilities,
hoists and slipways.
7.2 BOAT LAUNCHING RAMPS
7.2.1 General
Boat launching ramps may be provided at marina facilities for the launching and recovery
of hire boats, transient craft, dinghies, and for public boat access to the marina and,
therefore, the waterway it services.
Boat launching ramps should be designed to suit the type and size of boats that will be
using them. Signs should be provided to indicate any loading limit for vehicles using the
ramp.
7.2.2 Location and alignment
Boat launching ramps should be located and aligned as follows:
(a) Aligned into the dominant waves from swell, sea and boat wash.
(b) Sheltered from waves larger than 0.2 m.
(c) Located as near as possible to the host waterway.
(d) Land approaches that permit queuing without blocking other traffic systems.
(e) Water approaches of sufficient area to allow queuing and low speed manoeuvres
without blocking fairways and channels.
7.2.3 Launching ramp
7.2.3.1 General
A launching ramp normally consists of one or more lanes of uniform grade extending from
above high water mark to below the lowest predicted water level. The land approaches
should be level, perpendicular to the ramp centre-line, and uniformly graded parallel to the
centre-line in order to assist the backing of boat trailers.
7.2.3.2 Dimensions
The ramp length will depend on local tidal conditions and the period of tide during which
launching is intended. The following should apply to all-tide availability:
(a) The head of the ramp should be 500 mm above highest astronomical tide with a
suitable vertical curve grading provided to allow a smooth transition and satisfactory
vehicle clearances to the land approach.
(b) The land approach should extend at least 20 m landward of the head of the ramp.
(c) A single lane ramp should be a minimum of 4 m wide between kerbs, or at least 4.5 m
for a single lane without kerbs.
(d) A multi-lane ramp should have a minimum width per lane of 3.7 m.
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(e) The ramp toe should be at least 1 m below chart datum for normal trailed craft, but
requires extension to at least 600 mm below lowest predicted water level. However,
this length should be extended to 1200 mm for fixed-keel trailed sailing yachts. Signs
showing water depths should be considered.
NOTE: In areas of high tidal range or water level variability allowance must be considered for
negative tides.
7.2.3.3 Gradient
The ramp gradient should be within the range of 1:9 to 1:7 with a preferred gradient of 1:8.
Where local needs and conditions require a grade outside this range, the variation and its
associated use limitations should be clearly shown on a sign adjacent to the head of the
ramp.
7.2.3.4 Surface
The ramp surface is required to provide traction for the towing vehicle at all tide levels, and
a sound footing for boat users guiding their craft on and off trailers. Where a poured
concrete pavement is used, it should have non-slip grooves moulded into the surface at an
angle of 45 degrees to the ramp contours to drain excess water and debris and allow self-
cleansing.
NOTE: Raked, rough-broomed and other coarse-grained finishes without deep grooving are
unsatisfactory as the coarse texture promotes marine growth and the surface may be smoothed by
wear, leading to a slippery surface.
7.2.3.5 Boat holding structures
Efficiency of ramp usage can be enhanced by the provision of a mooring pontoon or jetty at
each ramp, capable of holding three boats at any tide stage. A single pontoon or jetty with
mooring on both sides can serve two ramps. Local conditions of tide will determine whether
this should be at a fixed level or stepped, or floating with hinged sections able to sit
alongside the ramp lane.
7.2.3.6 Trailer rigging, derigging and queuing areas
The provision of boat rigging space, orderly queuing lanes to the ramp approach, boat
derigging, washdown and trailer rigging bays on the exit route from the ramp approach
should be provided. The arrival path to the ramp approach should be designed to provide
adequate sight distance for optimum safety.
The route from the ramp to the derigging area should be clear of overhead lines.
7.2.3.7 Vehicle manoeuvring areas
Vehicle manoeuvring areas should allow for the vehicle turning path shown in Figure 7.1.
7.2.4 Parking areas
The number of parking spaces for a marina may be determined by undertaking a demand
survey. Alternatively, the number should be in accordance with Table 7.1. Numbers of
parking spaces for public ramps should be in accordance with Table 7.1.
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TABLE 7.1
PARKING AT PUBLIC BOAT LAUNCHING RAMP
Number of car/trailer spaces for each ramp lane
Area
classification Ramp only With boat holding structures
With separate rigging and
derigging areas
Urban 30–40 40–50 50–60
Rural 20–30 30–40 40–50
FIGURE 7.1 CAR, BOAT AND TRAILER TURNING PATH
7.3 DRY STORAGE
Dry storage facilities should include the following:
(a) A boat storage system.
(b) A boat launching/retrieval system.
(c) Temporary wet berth for loading and unloading.
(d) Passenger access.
(e) Security fencing/arrangements.
The type of boat storage system is generally governed by the type and size of boat and the
type and capacity of the boat launching/retrieval system as described in Clause 7.4.
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7.4 LAUNCHING AND RETRIEVAL FACILITIES
7.4.1 General
Commonly used launching/retrieval systems include the following:
(a) Boat ramps.
(b) Straddle carriers.
(c) Purpose built forklifts.
(d) Jib cranes (fixed or mobile).
(e) Elevating platforms or boat lifts.
(f) Slipways.
7.4.2 Selection of retrieval system
Selection of the optimum system for a particular marina depends on site-specific factors
that include the following:
(a) Numbers, sizes, types and weights of boats to be handled.
(b) Area available for use as hardstand for maintenance and repair.
(c) Inshore water depths and feasibility of dredging.
(d) Capital and operating costs of the alternative systems.
7.4.3 Design
7.4.3.1 Launch and retrieval of equipment
Launch and retrieval equipment, including the operation of such equipment, has to comply
with the requirements of the relevant authority.
7.4.3.2 Slipways
The number and size of boats likely to use the slipway will determine the number and size
of slips/side transfers required. To permit as many boats as possible to be slipped
simultaneously, the landward length of the slip should be maximized.
Slipway gradients should be 1:15, although slipways for smaller boats may use gradients as
steep as 1:10. Transverse slipping of smaller boats can increase slipway utility.
7.4.3.3 Hardstand
The hardstand can consist of any flat well-drained, well-compacted, loadbearing surface.
The surface may be sealed or unsealed; however, the former is preferred, given water
quality and operational considerations. The hardstand is often used as a wash-down area
with high-pressure hoses and the sealing of any joints should be carefully considered.
7.4.3.4 Hardstand for straddle carriers
Straddle carriers require a suitably constructed hardstand area. The hardstand and
maintenance area should have a paving design that can withstand very high point loads and
acute turning action. Such loads are generated beneath the wheels of forklift trucks, straddle
carriers, hardstand cradles, and parallel boat lifts.
The hardstand area should have a maximum slope of 1:30.
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S E C T I O N 8 T R A F F I C A N D P A R K I N G
8.1 TRAFFIC
Traffic access arrangement should comply with the requirements of the relevant authority.
Traffic arrangement within car-parking areas and access arrangement should be in
accordance with AS 2890.1.
8.2 PARKING
8.2.1 General
The number of car parking spaces to be provided for development of new facilities is based
on the particular activities and uses at each site.
In the absence of traffic and parking studies, the following car parking requirements have
been found to be acceptable:
(a) Car parking for marina activities, as follows:
(i) Spaces to be provided per wet berth designed for boats........................... 0.3–0.6.
(ii) Spaces to be provided per dry berth........................................................ 0.2–0.4.
(iii) Spaces to be provided per swing mooring............................................... 0.3–0.6.
(iv) Spaces to be provided per employee.............................................................. 0.5.
NOTE: For commercial facilities the lower number of parking spaces should be considered.
For racing clubs, the larger number should be considered.
(b) Car parking for activities ancillary to marina activities (e.g. ship chandleries,
brokerages, shops, restaurants, residential or other uses), should comply with the
existing planning codes or standards of the relevant authority.
For ancillary activities where planning codes or standards have not been adopted, the
following may be applied:
(i) For activities directly related to boat berthing activity one space per 50 m2
or
part thereof, of net lettable building floor area.
(ii) Activities primarily related to marina use but not directly related to boat
berthing one space per 30 m2
, or part thereof, of net lettable building floor area.
Car parking provided for marina activities and for activities ancillary to the marina should
consider periods of common usage.
Consideration should be given to providing a portion of the number of car-parking spaces as
unpaved parking.
Parking spaces for disabled persons should comply with AS 1428. Parking spaces for
disabled persons should be located close to land-based buildings and comprise 1 percent of
parking spaces provided.
8.2.2 Traffic and parking studies
Where traffic and parking studies are undertaken they should consider the following:
(a) Existing car parking and traffic generation rates.
(b) Size and type of craft.
(c) Numbers and types of berthing, i.e. wet, dry.
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(d) Patterns over time for peak and average vehicle and boat usage, including visitors,
during—
(i) high season weekends; and
(ii) weekdays.
(e) Charter vessels.
(f) Locations for overflow parking including alternative off-street parking and kerbside
parking.
(g) The impact overflow parking may have in relation to other uses in the locality,
particularly traffic flows and residential amenity.
(h) The possibility and practicability of remote parking (off-site).
(i) Car parking for activities ancillary to marina activities.
(j) Common user parking facilities.
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47 AS 3962—2001
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APPENDIX A
METACENTRIC HEIGHT METHOD OF STABILITY CALCULATION
A1 SCOPE
This Appendix sets out the metacentric height method for calculating the stability of
marinas. The method only applies to an angle of tilt up to 15°.
A2 DEFINITIONS
For the purposes of this Appendix, the definitions below apply (see Figure A1).
A2.1 Chine
The lower external line of any flotation component.
A2.2 Centre of gravity (G)
The centre of mass of components under the circumstances being considered, i.e., dead load
centre of gravity refers to the centre of mass of all components comprising the flotation
unit. Live load centre gravity for stability purposes refers to all temporarily applied loads.
A2.3 Displacement (!)
The mass of the volume of fluid displaced by the flotation unit.
A2.4 Centre of buoyancy (B)
The centre of gravity of the volume of fluid displaced by the flotation unit.
NOTE: The centre of buoyancy for rectilinear flotation units may be approximated as 0.5 ! mean
draught.
A2.5 Mean draught (D)
The average draught of the flotation unit.
NOTE: The mean draught for rectilinear flotation units can be taken as:
units flotation of area plan fluid of density
mass total
!
=D
A2.6 Metacentre (M)
The point at which a vertical line through the centre of buoyancy (B), passes through the
vertical axis of symmetry of the flotation unit.
A2.7 Displacement volume (V)
The volume of the fluid displaced.
A2.8 Metacentric height (GM)
The vertical distance between the centre of gravity (G) and the metacentre (M).
A2.9 Second moment of area (I)
The second moment of area of the plan of the flotation area at the water line, taken about
the axis of symmetry.
NOTE: The second moment of area of the flotation area for rectilinear flotation units can be taken
as:
12
3unit) pontoon of width(plan unit pontoon of length plan !
=I
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A2.10 Heeling moment (H)
The product of the eccentric load about the centroid of the water plane area and the
perpendicular distance from that point to its line of action.
A2.11 Stability angle (")
Angle of tilt.
A3 CALCULATIONS
The stability for marina pontoons should be calculated as follows.
(a) Calculate the height of the vertical centre of gravity of the marina pontoon above the
keel, under dead load (hg) (see Figure A1(a)), as follows:
(i) Divide the marina pontoon into elements and calculate the height of the centre
of gravity of each element above the keel.
(ii) Calculate the weight of each element.
(iii) Multiply the weight of each element by the height of its centre of gravity above
the keel, to obtain its moment.
(iv) Calculate the total weight of the marina pontoon by summing the weights of the
individual elements.
(v) Using the theory of moments, calculate the height of the centre of gravity of the
marina pontoon above the keel (hg), by dividing the sum of the moments in
Item (iii) by the total weight in Item (iv).
(b) Calculate the displacement volume of the marina pontoon under dead load, as
follows:
!
d
d
W
V = . . . A3(1)
where
Vd = displacement volume (in sea water), in cubic metres
Wd = total dead weight of marina pontoon, in kilograms
! = density of water
= 1026 kg/m3
for sea water
= 1000 kg/m3
for fresh water
(c) Calculate the draught of the marina pontoon under dead load, as follows:
A
V
hd
d= . . . A3(2)
where
hd = draught, in metres
Vd = displacement volume under dead load, obtained from Equation A3(1),
in cubic metres
A = plan area of the pontoon at the water surface, in square metres
(d) For the worst combination of loads, obtained from Section 4, calculate the new centre
of gravity of the pontoon. This is done by considering the combination of loads as a
weight located at the centroid of the water surface area and an applied moment which
causes the pontoon unit to tilt through an angle " (see Figure A1(b)).
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(i) Calculate the height of the centre of gravity of the pontoon unit above the keel
(hg), by dividing the sum of the moments determined from Paragraph A3(a)(iii),
by the total dead weight of the pontoon plus the weight of the loads obtained
from Section 4.
(ii) Calculate the displacement volume of the marina pontoon when loaded as
follows:
!
1
1
W
V = . . . A3(3)
where
V1 = displacement volume under dead and live load, in cubic metres
W1 = total dead and live weight, in kilograms
# = density of water
(iii) Calculate the draught of the marina when loaded as follows:
A
V
h1
1=
. . . A3(4)
where
h1 = draught, in metres
V1 = displacement volume under dead and live load, obtained from
Equation A3(3), in cubic metres
A = plan area of the pontoon at the water surface, in square metres
(e) Calculate the centre of buoyancy (see Paragraph A2.4).
(f) Calculate the height of the metacentre above the centre of buoyancy, as follows:
1
mb
V
I
h =
where
hmb = height of the metacentre above the centre of buoyancy, in metres
I = second moment of area of pontoon area about the axis of symmetry
under consideration, in metres to the fourth power
V1 = displacement volume under dead and live load, in cubic metres
For rectilinear pontoons I = lb3
/12
where
l = plan length of pontoon unit, in metres
b = plan width of pontoon unit, in metres
(g) Calculate the height of the metacentre as follows:
1
mc mb g
2
h
h h h= + !
hmc > 0
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where
hmc = metacentric height, in metres
hmb = height of metacentre above centre of buoyancy, in metres
H1 = height from keel to loaded waterline
Hg = height from keel to centre of gravity, in metres
(h) Calculate the angle of tilt as follows:
mc1
tan
hW
M
=!
where
" = angle of tilt, in radians
M = applied moment, determined from Paragraph A3(d), in kilogram metres
hmc = metacentric height, in metres
(i) Calculate the minimum freeboard, as follows:
)tan5.0(1
!bhhhf
+!=
where
hf = freeboard, in metres
h = depth of pontoon, in metres
h1 = draught, in metres
B = width of pontoon, in metres
" = angle of tilt, in degrees
(j) Check the freeboard and chine calculated, in accordance with Clause 4.9.2.
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FIGURE A1 STABILITY OF MARINA PONTOON
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APPENDIX B
MARINA ONSHORE SERVICES AND FACILITIES
Onshore services and facilities to be considered for inclusion at a marina are as follows:
(a) Marina administration offices.
(b) Showers and toilets for customers and visitors.
(c) Showers, toilets and other amenities for marina employees.
(d) Kiosk/coffee shop.
(e) Mini-market.
(f) Liquor shop.
(g) Restaurant.
(h) Laundromat.
(i) Club rooms.
(j) Sailing/navigation school.
(k) Power/sailboat hire and charter office and support facilities.
(l) Retail outlets.
(m) New and used boat sales office and display area.
(n) Trailer boat and outboard motor sales office and display area.
(o) Providoring service.
(p) Commercial office space.
(q) Boat valet service office and support facilities.
(r) Sailmaking/canopy repair office and work area.
(s) Site electrical supply for power and lighting.
(t) Site sewerage and treatment system.
(u) Fuel storage tanks and reticulation system for petrol, diesel and LPG.
(v) Solid waste collection and disposal facilities.
(w) Firefighting services and equipment.
(x) Stormwater drainage system.
(y) Communications facilities including public and office telephones, facsimile and two-
way radio.
(z) Boat dry storage facilities including dinghy storage.
(aa) Hardstand areas for boat repair and maintenance.
(bb) Hardstand drainage and pollution control system.
(cc) Workshops and secure storage for tools, equipment and materials.
(dd) Access for pedestrian and vehicular traffic.
(ee) Vehicle parking.
(ff) Landscaping.
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53 AS 3962—2001
www.standards.org.au ! Standards Australia
(gg) Navigation.
(hh) Oil spill containment equipment.
(ii) Security systems.
(jj) Lifebuoys.
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AS 3962—2001
54
AMENDMENT CONTROL SHEET
AS 3962—2001
Amendment No. 1 (2010)
CORRECTION
SUMMARY: This Amendment applies to Clauses 3.6.2, 4.7.2 and 6.2.1.
Published on 19 March 2010.
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55 AS 3962—2001
NOTES
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AS 3962—2001
56
NOTES
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Standards Australia Standards Australia develops Australian Standards® and other documents of public benefit and national interest. These Standards are developed through an open process of consultation and consensus, in which all interested parties are invited to participate. Through a Memorandum of Understanding with the Commonwealth Government, Standards Australia is recognized as Australia’s peak non-government national standards body. Standards Australia also supports excellence in design and innovation through the Australian Design Awards. For further information visit www.standards.org.au Australian Standards® Committees of experts from industry, governments, consumers and other relevant sectors prepare Australian Standards. The requirements or recommendations contained in published Standards are a consensus of the views of representative interests and also take account of comments received from other sources. They reflect the latest scientific and industry experience. Australian Standards are kept under continuous review after publication and are updated regularly to take account of changing technology. International Involvement Standards Australia is responsible for ensuring the Australian viewpoint is considered in the formulation of International Standards and that the latest international experience is incorporated in national Standards. This role is vital in assisting local industry to compete in international markets. Standards Australia represents Australia at both the International Organization for Standardization (ISO) and the International Electrotechnical Commission (IEC). Sales and Distribution Australian Standards®, Handbooks and other documents developed by Standards Australia are printed and distributed under license by SAI Global Limited.
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For information regarding the development of Standards contact: Standards Australia Limited GPO Box 476 Sydney NSW 2001 Phone: 02 9237 6000 Fax: 02 9237 6010 Email: [email protected] Internet: www.standards.org.au For information regarding the sale and distribution of Standards contact: SAI Global Limited Phone: 13 12 42 Fax: 1300 65 49 49 Email: [email protected]
ISBN 0 7337 4133 9
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