Marinas Regulation Manual

Al rights reserved to Civil Engineering Department Ports, Customs & Free Zone Corporation, Dubai. No parts of this publication may be reproduced, stored in any retrieval system, or transmitted in any form or by any means, electronic, mechanical, photocopying, recording or otherwise, without the prior consent of the copyright owner.

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MARINAS &SMALL CRAFT HARBOURREGULATIONS AND DESIGN

GUIDELINES

Ports, Customs & Free Zone Corporation, DubaiUnited Arab Emirates

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Al rights reserved to Civil Engineering Department Ports, Customs & Free Zone Corporation, Dubai. No parts of this publication may be reproduced, stored in any retrieval system, or transmitted in any form or by any means, electronic, mechanical, photocopying, recording or otherwise, without the prior consent of the copyright owner.

First Edition-2007

Marinas & Small Craft HarbourRegulations And Design Guidelines

This edition was issued in February 2007Jebel Ali, Dubai, United Arab Emirates

P.O. Box 17000, Ports, Customs & Free Zone Corporation, DubaiTel: 00971 4 8819444, Fax: 00971 4 8815227http://ced.dubaitrade.aeUnited Arab Emirates

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MARINAS& SMALL CRAFT

HARBOURREGULATIONS

& DESIGNGUIDELINES

First Edition-2007

Ports, Customs & Free Zone Corporation, DubaiUnited Arab Emirates

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ACKNOWLEDGEMENT

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ACKNOW LEDGEMENT

The publication of this book could not have been possible

but for the ungrudging efforts put in by the Projects, Quality &

Electromechanical Section of the Civil Engineering Department.

We would like to acknowledge contributions made by Marina

Department, Istithmar Leisure Marinas, Nakheel Community

Management and many other specialized engineers from

different organizations.

Our thanks go out to all of those who contributed, whether

through their comments, feedbacks, edits or suggestions.

As there is always room for improvement, Civil Engineering

Department welcomes comments on this Book, and will

consider all that are received. Your comments will continue the

development of this book leading to its ultimate acceptance.

As always it has been a great joint effort.

Nazek Al SabbaghDirector, Civil Engineering DepartmentPorts, Customs & Free Zone Corporation – CED

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Page

SECTION 1 : Introduction --------------------------------------------------------------- 9

SECTION 2 : Definitions ---------------------------------------------------------------- 13

SECTION 3 : Marina Development Regulations ------------------------------------ 21

SECTION 4 : Development Control Authority – Authority Permits -------------- 23

SECTION 5 : Powers of the Authority -------------------------------------------- 25

SECTION 6 : Responsibilities and Disputes -------------------------------------- 27

SECTION 7 : Development Approval Process ------------------------------------ 29

SECTION 8 : Marina Planing and Design ---------------------------------------- 35

SECTION 9 : Navigation Requirements ------------------------------------------ 37

SECTION 10 : Mooring Facilities Design Requirements -------------------------- 41

SECTION 11 : Basic Elements of Mooring Facilities ------------------------------ 49

SECTION 12 : Load Requirements ------------------------------------------------- 61

SECTION 13 : Boat Mooring System, Accessories (Cleats, Bollards) ------------- 71

SECTION 14 : Mooring Systems for Floating Docks ----------------------------- 73

SECTION 15 : Anchor System for Floating Docks --------------------------------- 77

SECTION 16 : Fender System ------------------------------------------------------ 83

SECTION 17 : Pontoon Structural Elements --------------------------------------- 85

SECTION 18 : Dock Service Facilities --------------------------------------------- 91

SECTION 19 : Boat Lift and Boat Launching Design Requirements -------------- 95

SECTION 20 : Auxillary Buildings and Land Installations ------------------------ 97

SECTION 21 : Materials ------------------------------------------------------------ 99

SECTION 22 : Environmental Impact Assessment Guidance --------------------- 107

SECTION 23 : References ---------------------------------------------------------- 113

TABLE OF CONTENTS

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These Regulations are intended to provide the minimum planning, design, construction guidance and requirements for all types of harbours for ‘Marinas” (pleasure boats, small yachts, cabin cruiser, etc) related to residential, commercial, recreational, industrial and institutional maritime structures development in Dubai World / Emirate of Dubai.

The purpose and intent of “Marinas and Small Craft Harbour Regulations and Design Guidelines” is to establish procedures and guidelines for the orderly and organized development of floating structures only.

1.1. “Marina” means any facility for the mooring, berthing, storing, or securing of pleasure boats. Marinas include floating structures or dock space within artificially (constructed facilities such as small harbours protected by breakwater) or naturally protected areas located alongside shore lines, creeks, channels, canals or islands etc.

1.2. Floating docks are commonly utilized in the Emirate of Dubai waterways. Floating structures can be easily adopted to ensure the availability of mooring slots in marinas, because they are not affected by tidal fluctuations and because of the relatively small loads imposed from berthed boats, vessels and the corresponding operational loads.

1.3. Dubai Marinas Development Regulations stipulate the minimum requirements for the use and development of water, shore, structures, navigation within proposed Marina projects. All proposed Marina Designs included in all proposed developments must comply with the rules, regulations and guidelines specified in these Marina and Small Craft Harbour Regulations and Design Guidelines.

The objectives of the Marina Regulations and Design Guidelines are to:

a) Achieve a uniform Marina development facility.

b) Create a development plan for marina facilities in accordance with approved ‘Master Plans’ for proposed projects.

c) Provide planning and design standards and guidance for the development of marinas for future and ongoing proposed projects.

Section 1 : INTRODUCTION

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d) Create a Marine Planning and Design framework to prevent negatively impacting the various residential and commercial development areas being served by the proposed Marina.

e) Provide the criteria for Design and Construction of marina facilities that will facilitate shore and sea uses in a coherent and rational manner.

f) Provide a framework for basic infrastructure needs for marinas such as power, telecommunications and potable water supply.

g) Create a project augmenting the highest quality and living standards.

These Regulations and Guidelines shall be prevailing in the Emirate of Dubai however these standards maybe utilized in other Emirates.

Marina may be designed as floating structures used as back to shore passenger terminals or as a private mooring and berthing facilities for the mooring of pleasure boats within residential areas or as large areas for public or commercial marina development.

Marinas should provide as a minimum the following:

a) Floating and/or fixed structures for mooring and/or berthing pleasure craft, commercial and non-commercial vessels including water taxis, local passenger ferries, and those operated by local tour companies.

b) Navigation aids relating to the development.

c) Natural or artificial structures for the protection from waves and currents of berthed vessels (such as fixed and/or floating breakwater).

d) Utilities and services relating to the development.

e) Access to the land.

The higher classified marina should provide, as additional to above, the following:

a) Floating and/or fixed structures for the fuelling of vessels.

b) Launching ramp(s).

c) Car parking.


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Well organized marina should contain (as additional to above) a number of auxiliary buildings and facilities that shall be arranged and designed according to the needs they are to serve as follows:

a) Boat lifting.b) Boat dry berthing.c) Boat storage (on land).d) Repair and maintenance building.e) Boat repair shop (including engine and mechanical

services, carpentry, painting, electronics, fibreglass repair).

f) Marina administration building. g) Harbour master’s building. h) A supplies and provisions retail outlet. i) Restaurant/Dining room. j) Snack bar/fast food.k) Take-away services.l) Swimming pools.m) Tennis courts. n) Health club.

o) Cooperative/ Small Supermarket.

Additional to above the full service marina should be provided with: p) Golf course.q) Dockside parking with grassy picnic areas.r) Laundry room. s) Game room.

t) Sand pit volleyball & basketball court.

The scope of the services and facilities to be provided by a particular marina development shall be detailed, for consideration by the Authority, at the pre-application meeting and in the Concept proposal as set out in Section 7 of these Regulations.

Design and construction of buildings and other land based

facilities in all marinas shall comply with the minimum design regulations established in these Regulations and Guidelines as well as in CED Building Regulations & Design Guidelines.


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Section 2 : DEFINITIONS

In compliance with the regulations and guidelines the following nomenclatures are used:

Access: The place or way by which pedestrians and vehicles have safe and usable ingress and egress to marinas or berthing facilities.

Access Bridge: A bridge constructed to cross a body of water to provide a permanent personnel and light vehicular access between shore and floating docks.

Admiralty Chart Datum (ACD): The base elevation for that particular sea location which is approximately the level of Lowest Astronomical Tide. For the Emirate of Dubai use Dubai Municipality Datum (DMD).

Approved development: A development that has received development approval.

Apron: Layer of stone, concrete or other material to protect the toe of the breakwater against scour.

Armour unit: Large quarry stone or special concrete shape used as primary wave protection.

Artificial cove: Shall mean any harbour or body of water, other than a canal, a lake or Inlet, which is separate and distinct from any existing canal or lake, and which has been artificially created specifically for the mooring or docking of watercraft.

Authority: Shall mean Ports, Customs & Free Zone Corporation represented by Civil Engineering Department.

Auxiliary Building: Means a building located within the marina area which is ancillary to that of the mooring and/or berthing facilities and designed according to the needs they are to serve.

Auxiliary Structure: A structure on the same marina area to serve the marina operational requirements and of a nature customarily incidental and subordinate, to the mooring and/or berthing structures.

Berth: A place where a craft or vessel can be moored.

Boat: Is synonymous with vessel and shall include every description of watercraft, other than a seaplane on the water, used or capable of being used as a means of transportation on water.

Boat lift: Shall mean any device fixed to the ground, a seawall, post, piling or a dock, designed to lift watercraft clear of the water.

Boat Owner: An owner of boat, yacht, or other marine vessels.

Civil Engineering Department (CED): See Authority.

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Client: Natural or corporate person in whose name the marina is registered whether in his / its capacity as landlord or possessor.

Channel: The part of a body of water having sufficient depth to be used for navigation by boats and vessels through an area where the depths are otherwise too shallow; may be naturally occurring or constructed through dredging processes.

Consultant: A registered consultant holding a valid Consulting Engineer’s license from the Dubai Economic Department.

Contractor: A registered contractor holding a valid Contracting Engineer’s License from the Dubai Economic Department.

Concept Plan: Documents and schematic designs that in a metric scale show: marina boundaries, approximate location and dimensions of all structures and setbacks, access channels, docks and marinas, shoreline, beaches, proposed water’s edge conditions, service and utility areas, topography, bathymetric, north orientation, landscaping, schematic site plan and potential elevations of the development.

Concept Plan Proposal: A concept plan depicting a proposed development.

Conditional Use: A use which has certain characteristics which may be detrimental to the surrounding area, but which may be permitted within a district with designated mitigation measures.

Construction Plans: The maps, drawings and specifications indicating the proposed location and design of facilities to be installed/constructed.

Cross-Section: A view of the interior of an object as it is sliced along a plane.

Crown wall: See Parapet Wall.

Deck: A top portion of floating docks (Wharf, Pier, Finger).

Deep water: Water so deep that waves are little affected by the bottom. Generally, water deeper than one half the surface wave lengths is considered to be deep water.

Design Approval: An order approving a particular development designs.

Detailed Plans: Proposed design documents, including plans drawn to scale with construction details, specifications, and other critical information.

Developer: Creator of marina property improvements by commercial buildings in a specific area including maritime structures. A developer will organize and plan the development, supervise its construction and manage all the business elements of the project. The marina developer is interchangeable with person/ owner.


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Development: The construction, reconstruction, conversion, erection, alteration, relocation or enlargement of any maritime structure; dredging/excavation of seabed; reclamation; and any land and sea disturbance in preparation for any of the above.

Development application: To achieve development approval, an application for development approval (a development application) must be submitted. The development application consists of two stages - the concept proposal stage and the detailed proposal stage.

Development approval: An approval for development granted by the nominated Authority. (CED)

Dock: A marine floating structure for mooring or tying of watercraft.

Docking and mooring facilities: Shall mean any dock, wharf (fixed or floating), pier, mooring, dolphin, other aquatic or marine construction, singly or in combination, designed and constructed for the primary purpose of securing watercraft of pleasure boats.

Dolphin: Shall mean a free standing pile supported or solid filled structure used for mooring and berthing vessels, protection of the end of piers or wharves, or protection of bridge substructure.

Dredging: The removal of material from the sea bed to produce sufficient water depths for navigation or as a borrow pit for hydraulic fill reclamation.

Dry dock: A specialized facility used for the repair of boats where the vessel is removed from the water or placed within a lock and the water is removed leaving the vessel in the dry to facilitate repairs.

Dubai Municipality Datum (DMD): The base elevation datum for Dubai (approximately+/- 0.0meters ACD) used as a reference from which to calculate heights or depths.

Emirate: Emirate of Dubai.

Engineer: The person authorized to prepare the design and/or supervise construction work from the Authority/Client.

Environment: The physical factors of the surroundings of human beings including land, water, atmosphere, climate, sound, odours, tastes, the biological factors of animals and plants and their inhabitants, the social effects of aesthetics.

Erosion: The removal of material by the action of natural forces.

Exception: Permission to depart from the design standards in the regulation for different reasons.


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Facility: All or any portion of maritime structures for mooring, lighting and supplying, equipment, roads, walkways, passageways.

Fairway: Navigable channel for boats.

Fences: A structure constructed of wood, metal, block, brick, stone or any other material other than natural vegetation to create a barrier.

Fender: Energy absorbing devices used on the face of a pier, wharf or dolphin to protect the vessel and shore facility from damage due to contact between the two during berthing and mooring of vessels.

Ferro-cement: Shall mean a composite material usually defined as concrete consisting of cement and fine aggregate, reinforced by small-diameter steel wires distributed throughout a body of concrete.

Finger Pier: Shall mean a docking and mooring facility which extends into any body of water in a direction generally perpendicular to the seawall, bulkhead line or property line.

Freeboard: The height of a structure or boat above still water level.

Geotextile: A synthetic fabric which may be woven or non-woven.

Hazardous Goods:

Includes:

a) Any compressed, liquefied or dissolved gases.

b) Any substance which becomes dangerous by interaction with water or air.

c) Any liquid substance with a flash point below 65°C.

d) Any corrosive substance or a substance which emits poisonous concentrations of fumes when heated.

e) Any substance liable to spontaneous combustion.

f) Any substance which readily emits heat or other harmful radiations when it changes state or decomposes.

Inspector: The engineer or supervisor employed by the Authority.

Ingress: An entry.

Harbour: An area for safe anchorage, protected from most waves and/or currents by natural features or manmade breakwaters and/or seawalls; a place for docking and loading.

Hydraulic Fill: The soil drawn up by the suction head of a dredger, pumped with water through a pipe, and deposited in an area being filled or reclaimed is referred to as “hydraulic fill”.


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Jetty: A structure (as pier or mole) extending into the sea, lake, or river to influence the current or tide or to protect a harbour or beach so as to facilitate vessel moorings.

Light Vehicle: A 4- passenger electric golf cart, or equivalent, used to service larger docks or other special requirements.

Maintenance: Repair or replacement of components of a structure whose life is less than that of the overall structure, or of a localized area.

Marina: Any facility for the mooring, berthing, storing, and/or securing primarily for pleasure or recreational use. Marina may be commercial or public.

Marine Construction Certificate of Completion: Document issued by an engineer and ratified by the Authority stating that construction (or a part of construction) is complete according to specifications, regulations and International standards.

Marina Permit: An authorization granted by the Authority certifying that the design of a proposed maritime structure to be erected at a designated area complies with all relevant provisions applicable to the use or uses which the structure will contain. The permit allows construction of marina structure to commence.

Maritime Specifications: A statement of maritime structure requirements describing the loading conditions, design practices, materials and finishes.

Maritime structure: A structure located at, or close to shore. For example docks, finger piers, dolphins, boat lifts and similar structures constructed in or above a body of water.

Master Plan: A comprehensive plan that describes and maps the overall development concept for an area on land or on water, including present and future water and land use, infrastructure and service provisions.

Moored or mooring: Shall mean the attaching of a boat to a dock or mooring facility.

Noise: Any undesirable audible sound.

Noise Pollution: Continuous or episodic excessive noise in the human environment.

Offshore breakwater: A breakwater built offshore towards the seaward limit of the littoral zone, parallel (or near parallel) to the shore.

Parapet wall: Solid wall at the crest of breakwater.


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Permeability: A rate at which water (or other liquid) flows though the concrete, soil or rubble mounded rock structures.

Pier: A pier is a structure that projects out from the shore into the water to provide an access to the boats. For these Regulations pier refers to floating structures only.

Piling: Shall mean the vertical and raked support members of a maritime structure driven into the ground/seabed.

Plain concrete: Shall mean an artificial conglomerate of cement and coarse and fine aggregates, including natural sand and gravel or crushed stone.

Pontoon: Multi - purpose floating structure usually used for access way and berthing of vessels in marinas.

Prestressed concrete: Shall mean a concrete that has been subjected to a permanent compressive stress.

Project: The construction of a permanent maritime construction, or any other Civil and Marine works on a property including any modifications or installations to pre-built facilities.

Ramp: An inclined flat paved surface used for the launching and retrieval of watercraft.

Regulations: “Building Regulations & Design Guidelines,” or “Marina and Small Craft Harbour Regulations and Design Guidelines” and other regulations issued by the “Authority”.

Revetment: A sloping type of shoreline protection often constructed from stones/rockworks or concrete blocks.

Rubble mound structure: A mound of random-shaped and random-placed stones.

Run-down: The seaward return of the water following run-up.

Run-up: The rush of water up a structure (breakwater, revetment) or beach as a result of wave action.

Site Plan: Arrangement of the external physical maritime environment including detail maritime structures, shore lines, land contours, vessel/ vehicular / pedestrian circulation, drainage and the entire complex of physical forms.

Seawall: A structure separating land and water areas and primarily designed to prevent erosion damage due to wave and current action and to provide support access bridge.


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Shallow water: Commonly, water of such depth that surface waves are noticeably affected by bottom topography. It is customary to consider water of depths less than half the surface wave length as shallow water.

Significant wave height: The average of the highest one third of the waves in a given sea state.

Significant wave period: An arbitrary period generally taken as the period of one of the highest waves within a given sea state.

Slip: The water space between two approximately parallel fingers (piers)

Storm surge: A change in water level on the open coast due to the action of wind stress as well as atmospheric pressure on the sea surface.

Temporary use: A use permitted for a fixed period of time as specified in these Regulations with the intent to discontinue such use upon the expiration of a period of time, or a use which occurs on a periodic basis and is not continuous.

Tide Levels:

Highest astronomical tide (HAT) – the level of the highest predicted astronomical tide at a specific locality.

Lowest astronomical Tide (LAT) – the level of the lowest predicted astronomical tide at a specific location.

Those levels are the highest and lowest levels, respectively, which can be predicted to occur under average meteorological conditions and under combination of astronomical ones. These levels will not be reached every year. HAT and LAT are not the extreme levels which can be reached, as storm surges may cause considerably higher and lower levels to occur.

Mean Higher High Water (MHHW) and

Mean Lower Low Water (MLLW).

The heights of mean higher high water is the average, throughout a year the heights of two successive high waters during the period of 24hours (approximately one per fortnight) when the range of tide is the greatest. The height of mean lower low water is the average height obtained by successive low water for the same period.

Upland Area: The area that is at, or above, the Dubai Municipality Control Datum + 0.0 meters.

Utility installations: Means public utility or public service uses; such as electric, gas, water, sanitary, irrigation, storm-water, fibre-optics, substations, distribution systems, poles, wires, cables, conduits, vaults, laterals, pipes, mains, valves or similar pumping stations; radio, television


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and micro-wave transmitting or relay stations and towers; transformer stations; water towers and standpipes.

Wharf: Floating structure oriented approximately parallel to the shore.

Waterway: Shall mean a navigation channel or a vessel permitted route.

Water edge: All hard and soft structures naturally occurring or otherwise such as bulkheads, revetments and beaches that form the water edge at the shore.


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Section 3 : MARINA DEVELOPMENT REGULATIONS

3.1. GENERAL

3.1.1. For the purpose of these Regulations the expression “Marinas” means fully developed fixed and/or floating docks provided with mooring slips and other associated marine and land based facilities as well as any dock space or a simple floating dock located in small harbour or in sheltered and/or well protected areas alongside shorelines, channels or creeks.

3.1.2. All components, design, manufacturing and installation shall be in accordance with these Regulations and the latest British/EU regulations and standards or other international recognized standards approved by the Authority.

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Section 4 : DEVELOPMENT CONTROL AUTHORITY-AUTHORITY PERMITS

4.1. Civil Engineering Department, Ports Customs and Free zone shall have the right to regulate the use of all waterways within the Dubai World Coastline borders (P.C.F.C), and the conduct of all persons using the same, consistent with, and not in conflict with, National and International recognized regulations.

Civil Engineering Department, Ports Customs and Free zone shall have the right to review and approve/disapprove the Client’s projects, including the issue of Marina permits and the Marina Completion Certificates.

Civil Engineering Departments monitors Client’s construction projects to ensure adequate compliance with Marina Regulations and Design Guidelines.

4.2. No permits shall be issued by the Authority unless all required approvals from other governmental agencies with applicable jurisdiction have been obtained.

Other Development authority Approvals

4.3. Nothing in these Regulations shall relieve the marina developer from also securing relevant approvals or permit(s) of any government agency or entity having jurisdiction over the development activities and the use of water and land. The following list includes, but is not limited to:

A. Dubai Municipality (DM). B. Road and Transport Authority (RTA).C. Dubai Electricity and Water Authority (DEWA).D. Ports Customs and Free Zone Authority.E. The Department of Civil Defence.F. Dubai Coast Guard.

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Section 5 : POWERS OF THE AUTHORITY

5.1. At the discretion of the Authority the MARINA PERMIT may be cancelled or suspended if:

5.1.1. Work was carried out in contravention of the conditions to the MARINA PERMIT or of any regulations issued by the Authority, or by other government agency or entity having jurisdiction over the development.

5.1.2. It is subsequently revealed that the MARINA PERMIT was issued on the basis of erroneous information supplied by the developer or his agent.

5.2. MARINA PERMIT will not be withheld unreasonably, but the Authority shall have the discretionary power, when issuing a MARINA PERMIT, to attach such special conditions thereto as related to all or any of the following matters:

A. Dredging and/or reclamation within the marina.

B. Construction of land and sea access to marina.

C. Construction of the external appearance of the floating docks and auxiliary buildings, in relation to fitness for its intended purpose and location.

D. Health and safety of personnel and environmental conditions of the workplace and surroundings.

E. The engineering standards to which any process installation is constructed.

5.3. The Authority is empowered to change, amend, replace and/or update the regulations without notice. It is the developer’s responsibility to obtain updated regulations and ensure compliance.

5.4. It is the responsibility of the developer to apply the up-to-date regulations, Ports Customs and Free Zone Corporation addendums, etc. that may supersede those mentioned in these regulations.

5.5. The Authority reserves the right to reject the appointment of consultants, contractors and sub contractors for particular jobs if they are not deemed competent enough to fulfil the related responsibilities.

5.6. The Authority reserves the right to suspend a consultant, contractor and sub contractors for non-compliance with the regulations.

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Section 6 : RESPONSIBILITIES AND DISPUTES

6.1. Neither the checking of the drawings, nor the checking of the structural calculations and inspection of the work during the progress of construction, shall be construed in any way as imposing responsibility and/or liability on the Authority or their agents. The developer and his agents shall remain entirely responsible for all errors in the design and execution of the project and for the stability and safety of construction during the progress of the works and after completion.

6.2. All complaints and disputes concerning MARINA PERMITS and the development of marinas shall be referred to the Authority. Any financial disputes between developer, consultant and contractor, shall be referred to Dubai Courts.

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Section 7 : DEVELOPMENT APPROVAL PROCESS

7.1. SUBMISSION REQUIREMENTS FOR THE DEVELOPMENT OF MARINA - DRAWINGS AND DOCUMENTS

The development approval process shall consist of three steps or phases:

A. Pre- application meeting.B. The Concept proposal (Preliminary) stage. C. The Detailed proposal (Developed) stage.

7.2. PRE-APPLICATION MEETING

7.2.1. The Applicant is required to fill out a development application form prior to obtaining permission to proceed. Copies of the form are available from the Authority.

7.2.2. The applicant is required to attend a pre-application meeting with the Authority prior to preparation of the concept proposal. The purpose of the pre-application meeting is to discuss project concepts and to familiarize the applicant with these Regulations and related requirements affecting the project.

7.2.3. At the pre-application meeting, the Authority will make available copies of these Regulations and other development requirements.

7.3. THE CONCEPT PLAN PROPOSAL DRAWINGS (Preliminary)

The purpose of the Concept Plan Proposal is to present the initial concept design of the project for evaluation by the Authority and obtain approval prior to developing the more detailed schematic design, drawings, and final design and construction documents.

The Concept Proposal shall consist of the following in 1 hard copy, 1 electronic copy in PDF form and 1 P-Liner drawing with the entire plan outlining the sea and water areas.

The documents to be submitted during the Concept Proposal stage and shall show in metric scale.

7.3.1. Layout Plan showing:

(Scale 1:1000, 1:500 or other as applicable)

A. The location of the proposed marina development and any existing neighbouring developments.

B. Property boundaries (Affection Plan or equivalent).

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7.3.2. Site Marina(s) Plan showing:


A. Topographic and Bathymetric Survey.

B. DMD datum reference with coordinates information.

C. Existing and proposed land and water use plan.

D. Location and setting out of floating docks and associated facilities in water.

E. The location and setting out of all proposed buildings and services on the land.

F. Location of land and waterways access.

G. Location of boreholes and Soil Investigation Report including all relevant data.

7.3.3. Schematic site plan showing:


A. Sea bed level and elevations of the marina development, (showing dredging and filling areas).

B. Layout showing required water depths within floating docks and marina entrance.

C. Typical cross and longitudinal sections (scale 1:100 or other applicable).

D. Location and dimensions of all structures including floating docks and access bridges, access channels.

E. Proposed water’s edge conditions, bulkheads, breakwaters or revetments (if any).

F. Plazas (if any).

G. Services and utilities.

7.4. THE DETAILED PROPOSAL DRAWINGS (Developed)

The Detailed proposal shall consist of the following in 1 hard copy, 1 electronic copy in PDF format and 1 P-Liner drawing with all plans outlining the areas of all the floors for area calculation. All drawings shall be in metric system with levels in terms of Dubai Municipal Datum (DMD). Coordinates shall be in terms of the Dubai DMTL gird.


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7.4.1. Site Marinas Plan showing:

(Scale 1:100, 1:500, 1:200, and 1:100 or other as applicable) (Containing all information submitted at concept proposal stage but

modified to incorporate any changes to the proposal made at the instigation of the developer and approved by the Authority or at the direction of the Authority)

A. Marine Entrance.

B. Floating docks layout, its orientation and location.

C. Docks and boat slips size, piers distance, fairway;

D. Dredged level.

E. Anchoring and mooring details.

F. Details of pontoon structure (decking, floats, fenders, cleats).

G. Details of access bridge.

H. Location of mooring zones and “no boating” zones.

I. Beaches (if any).

J. Bulkheads, Revetments and/or Breakwaters (if any).

K. Navigation Aids.

L. Indicate plans for any long-term maintenance facilities (if any).

M. Auxiliary Buildings (if any).

N. Services – Docks & Boat lift (if any).

7.4.2. Auxiliary Buildings and Installations drawings showing

A. Marina administration building.

B. Harbour master’s building.

C. Boat repair shop.

D. Repair and maintenance building.

E. Provisions kiosk.

F. Sanitation areas.

G. Road network.

H. Pedestrian ways.

I. Utilities networks.

J. Entrance gate and fencing.

K. Car parking and landscaping.


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Detailed design and drawings for buildings along with structural calculations and reinforcement schedule shall be prepared in accordance with Building Regulations & Design Guidelines issued by Authority.

7.4.3. Utility Layout Plan showing:

(Scale 1:200)

A. The coordinates.

B. Layout of utilities showing depths, levels and sizes of all pipes, conduits and connections with respect to potable and fire fighting water, sewer, telephone and electricity and lighting.

C. Location of transformer station, pillars, switch room and meters.

D. The location of any proposed standby generators.

E. The location of street lighting and floodlighting.

7.5. DOCUMENTS

The Developer shall submit the following documents:

A. Soil Investigation Report (Concept Plan stage).

B. Specifications (Detailed Proposal Stage).

C. Structural calculations for all floating pontoon elements and overall systems, mooring facilities, access bridge and breakwaters (Detailed Proposal Stage).

The Developer shall submit full design calculations along with drawings.

The submittal shall be in sufficient detail to enable the Authority or its representative or adviser to make a thorough review of the proposed design, its performance and appearance, and to assure the Authority that it meets local or international accepted standards and the requirement stipulated in these Regulations.

Submissions involving proprietary floating dock systems shall fully comply with these submission requirements.

Engineering calculations shall be provided, but not limited to, the following:

A. Floating Pontoon stability (calculation of maximum bending, shear and torsion stresses in pontoons and pontoon connections under worst case loading conditions).


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B. Floating pontoon elements (Frame, decking, floats. pontoon connection device).

C. Access Bridge (clause 11.2).

D. Boat Mooring system (cleats and bollards) (Section 13).

E. Dock Mooring System(s) – in addition to the design of individual mooring elements, the calculations shall include the derivation of the distribution of the overall loads applied to a particular dock and their individual mooring elements. Submissions for various mooring systems shall be as follows:

a) Flexible Anchor systems (sea flex-type system including anchor blocks, elastic tendons, lines, chains, shackles etc).

b) Piles (pile number, type, size, and lateral capacity).

c) Gravity anchors (concrete blocks, cables or chain system).

F. Utilities (power, water, waste water, telecoms, etc. - demand, networks, and systems).

G. When required by the Authority, the Developer shall submit a statement describing the existing site environment, the nature of the project, the potential for environmental impacts and the measures that will be implemented to mitigate impacts.

The following assessment might be required:

A. (EIA) Environmental Impact Assessment.

B. (TIA) Traffic Impact Assessment.

7.6. SUPPORT SERVICE PLAN

A. Service area requirements or layout.

B. Service area land and marine access.

7.7. EMERGENCY PLAN

A. Fire.

B. Medical.

C. Natural disasters.

D. Others.


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7.8. ENVIRONMENTAL IMPACT (PLAN DREDGING)

The Developer shall submit plans for:

A. Noise.

B. Lighting.

C. Location of any water and air emissions.

D. Water Renewal.

E. Water circulation studies.

7.9. METHOD OF CONSTRUCTION (GENERALLY)

Programme, Phasing and Scheduling

A. Method of dredging, showing areas of dredging and disposed materials.

B. Foundation.

C. Piling.

D. Shore protection, harbour protection (breakwater, revetments).

E. Method of pontoon installation.

F. Construction programme.

G. Maintenance programme.


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Section 8 : MARINA PLANNING AND DESIGN

8.1. MARINA LOCATION

8.1.1. Marina planning and design will be developed according to these Regulations, international standards and any relevant local standards (whichever is more stringent) as required by Authority.

8.1.2. Marinas should be located with direct access to a navigable channel, in natural, artificial coves or harbour accessible from a navigable access channel.

8.1.3. Prevailing wave, wind, current, and other relevant conditions should be considered carefully in marina design and development.

8.1.4. The mooring place including floating docks located in marina should be protected from high waves, winds and strong currents by natural features wherever possible.

8.1.5. Where the site is exposed to the effects of the environmental loads, especially to wave, the floating docks should be protected by narrow entrances or by artificial wave breaker.

8.1.6. The artificial wave breaker may be built in a form of rubble mound breakwaters or floating breakwaters and /or revetment or by front basin if it is possible.

8.2. AREA REQUIREMENTS FOR MARINAS The designer should take into consideration the demands of future

forecasted marine traffic and accommodate this in the design of the marina basin accordingly.

The following figures can be used as guidance at the stage when the size of high classified marina shall be determined:

8.2.1. The marina basin must be sufficiently large and deep to allow the largest design vessel to enter and leave the harbour safely at a reasonable speed, to approach, manoeuvre and depart the slots safely.

8.2.2. Generally the water area should be 50 boats per hectare (50 per 10,000 square meters) for high classified marinas (200 square meters per boat).

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8.2.3. The size of land areas should be generally 80% of the water area (about 160 square meters per boat).

Note: Permit will not be issued ifA. The location or design is such that it creates a hazard to

navigation.

B. The Locaton or design creates a safety hazard.

Section 8 : MARINA PLANNING AND DESIGN

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Section 9 : NAVIGATION REQUIREMENTS

9.1. GENERALThe navigational marking requirements shall be carried out as per Dubai Coast Guard Regulation and Standards issued by Government of Dubai – Roads & Transport Authority PJ 10028.

9.1.1. Interior Navigation channels

a) Interior Navigation channels within the marina should be sufficiently wide to permit the necessary manoeuvres. For comfortable conditions, this width should be 2L for motorboats and 2.5L for sailboats, (where L is length of the design boat).

b) The channel widths should be increased where currents exceed 0.5 m/s to allow for the current’s effect on manoeuvring vessels.

c) In sheltered areas and favourable conditions, the channel width can be reduced to 1.75L or even 1.5L measured between fixed or movable obstacles, such as between fingers or moored boats.

d) Where a high number of multi-hulls are likely to use the marina, increased channel widths should be considered.

9.1.2. Entrance Channel and Approaches

a) Entrance channels provide access between deep water subjected to a strong wave environment to sheltered harbours.

b) Strong currents greatly affect the usability of entrance channels. These currents should be quantified and the impact assessed during the planning stages.

c) Tides and waves should be quantified and the impact assessed to determine if a greater dredged depth is required.

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d) Silt contamination occurs in most channels and shall be quantified initially. The design depth should then be deeper than the requirement to accommodate contaminated silt. Expected silt deposits can be addressed through advance maintenance dredging or other means.

e) Determine whether the proposed depth is great enough to avoid interference with the vessel’s hull

In evaluating the location and characteristics of a marina’s entrance channel and approaches consideration should be given to:

f) Traffic lanes.

g) Local commercial traffic.

h) Navigational aids including electronic Navigation aids.

i) Waves.

j) Winds.

k) Currents.

l) Frequency of use.

9.1.3. Minimum Entrance Channel Width The entrance channel shall have a minimum navigable width at

Mean Low Lower Water (MLLW) the greatest of the following:

a) 20m.

b) (L + 2) m, where L is the overall length of the longest craft in the marina.

c) 5Wb m where Wb is the beam of the broadest mono-hull craft in the marina. (Manoeuvring line 2 Wb plus bank clearance 1.5Wb)

9.1.4. Minimum Entrance Channel Depth

A. Different vessels require differing amounts of water during transit of channels.

B. The entrance channel shall have a water depth at all states of the tidal cycle.

C. The entrance channel depth should be determined by the maximum draft of vessels to be accommodated in the marina at Mean Low Lower Water (MLLW) adding an additional depth for safety reasons.

D. The minimum clearance under vessel keel should be the greatest of the following:


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a) 0.5 m for sand bottoms and slow speeds and 1.0 m for rock bottoms and fast speeds.

b) A half the significant wave height during vessel movements.

c) 10 percent of the vessel draft.

9.1.5. Entrance Restrictions

a) Contact Dubai Ports Authority, Marine Department, for any operational restrictions.

b) During the planning and design process the designer should propose where possible, the external vessel route e.g. navigation channel to access the marina location with appropriate signage for way finding. That proposal must be approved by Dubai Ports Authority, Marine Department.

9.2. VERTICAL BRIDGE CLEARANCES

Bridge Clearances shall be as per Minimum Standards issued by Government of Dubai -Roads &Transport Authority PJ 10028 as given in Table 1.

NO. REQUIREMENT DUBAI CREEK(for Dubai Creek Vessel)

COASTAL AREAS (for high speed coastal vessel)

1

Minimum clearance to overhead structures

(clearance under bridges etc)

6.5m 15m

2Minimum navigation span width (clearance between

bridge piers, etc)30m 45m

3 Minimum water width 60m 150m

4 Minimum waterway depth 5m 6m

TABLE - 1

Above limits are related to Mean Higher High Water (MHHW) when vessel (ship) is in light condition.


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9.3. NAVIGATION AIDS

9.3.1. Navigation aids shall be used to mark the intersection between the main channel and approaches.

9.3.2. Proposal for the navigation aids location as well as a proposal for type of navigation facilities should be submitted for approval from concerned authorities.

9.3.3. General principles of the IALA (International Association of Lighthouse Authorities) Maritime Buoyage System – Buoyage Region as applicable in the UAE shall be used. This system provides a single set of rules which apply world-wide to all fixed and floating marks, other than lighthouses, sector lights and marks, lightships and large navigation buoys.


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Section 10 : MOORING FACILITIES DESIGN REQUIREMENTS

10.1. GENERAL

The nomenclature of various elements of floating docks differs from place to place, from region to region and from author to author. For the purpose of these Regulations the following nomenclature is used (Refer to Figure 4):

10.1.1. “Floating dock” is as per definition a marine floating structure for mooring or tying of watercraft. “Floating pontoon” has the same meaning and can be considered, as per these Regulations as a synonym.

10.1.2. Floating docks shall be designed to ensure the availability of mooring slots in marinas.

10.1.3. Floating docks for vessel berthing may be either parallel or perpendicular or at an angle to the shore (or quay).

10.1.4. A floating dock orientated approximately parallel to the shore is called “Wharf”.

10.1.5. A structure that projects out from the shore into the water is called a “Pier”.

10.1.6. Vessels can be moored at both sides of a pier. If required and subject to the marina layout a pier (as well as wharf) may be used as a “Walkway” only to provide pedestrian access to berthed vessels. Berthing then will be perpendicular to pier.

10.1.7. A “Walkway” provides pedestrian and light vehicle access between the berths and the shore.

10.1.8. The principal walkway to which the fingers are attached is often called the “Main Walkway”.

10.1.9. Where a walkway connects access bridge landings along the basin perimeter it is often referred as to a perimeter or “Marginal Walkway”.

10.1.10. Perpendicular berthing will be effected either with light buoys, fixed or dropped anchors, or through the use of “Fingers”.

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10.1.11. Finger is lighter floating construction oriented perpendicular to piers.

10.1.12. The water space between two fingers is usually referred to as “Slip”.

10.1.13. The single boat slips are for the use of relatively large boats. Smaller boats are to be accommodated in double boat slips.

10.1.14. Mooring facilities i.e. docks, floating piers including fingers shall be used to obtain mooring slots in marinas and to provide access ways for personnel from boats to shore and vice-versa.

10.1.15. Generally a connection between the floating docks and shore should be provided by “Access Bridge”.

10.1.16. Access bridge(s) shall be designed to provide a convenient permanent access to floating docks for passengers at any water level or state of tide. Primarily for marinas the access bridges are used for personnel movement to or from the boat

10.2. MARINA DOCK LAYOUT

10.2.1. Layout of the floating docks shall be designed generally in accordance with the site environment conditions and the mode of marina operation. The designer shall primarily determine the marina layout, as well its overall dimensions by the mode of marina operation.

10.2.2. Subject to the required development of the marina, the layout may take a form of landing stage, as a simple wharf or as a combination of wharf, pier(s) and fingers.

10.2.3. In order to maximize the length of berthing and increase marina productivity the designer may add fingers on one or on both sides of the pier. In this case pier pontoons may be used as an access to the boats only, as walkway and space between the fingers will accommodate boats.


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10.2.4. The floating part of the dock may be linked to the shore or bank by an articulated bridge(s).

10.2.5. The floating docks overall dimensions are to be designed based on the number of berths required, as well as by the length of vessels to be berthed at the docks.

10.2.6. The arrangement, design and layout of the floating docks piers shall not create a hazard to navigation.

10.2.7. All floating docks and the boats that are to be moored must be contained within the limits of the property and may not project into the access channels or adjacent property’s submerged waters.

10.2.8. The designer shall also take in consideration the future requirement and developments, the boats presently in use and vessels that are known or projected to be built in the future and accordingly shall design berthing facilities.

10.2.9. Floating docks shall be provided with services/utilities connection between the landside network and floating structures

10.3. PLEASURE BOAT CATEGORIES

10.3.1. Pleasure boats fall mainly into two categories: motor –powered and sailboats. Boats of these categories differ with regard to the geometric characteristics necessary for designing the mooring and in general, all the elements of a marina design.

10.3.2. At the initial stage the designer or developer shall determine percentages of participation of each category for the total number of vessels to be serviced in the marina. Those percentages vary in accordance with the development requirements as well as other parameters.

10.3.3. For the purpose of these Recommendations a typical allocation of pleasure boats into the two categories (motor –powered and sailboats) and five length classes is given in Table 2, where the figures refer to typical dimensions of the largest vessel of each class.

10.3.4. It is recommended to use data of draft and beam dimensions for each class as guidance and as a minimum requirement.


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Actual vessel dimensions should be provided or confirmed by the developer.

10.3.5. The following Table 2 is an example of vessels distribution. A similar table showing vessel distribution for each particular marina project should be submitted at the Concept proposal (Preliminary) stage.

CLASSESNUMBER AND PERCENTAGE OF

VESSELSDRAFT (m) BEAM Wb (m)

Length Lb (m)

Total No (%)

Power Boats No

(%)

Sail Boats No

(%)

Power Boats

Sail Boats

Power Boats

Sail Boats

0 - 5 90 (30) 90 (30) 0 0.80 1.40 2.20 1.80

5 - 9 120 (40) 90 (30) 30 (10) 1.00 2.00 3.60 3.00

9 - 12 60 (20) 30 (10) 30 (10) 1.20 2.40 4.10 3.40

12 - 15 15 (5) 9 (3) 6 (2) 1.04 2.08 4.80 3.90

15 - 20 15 (5) 6 (2) 9 (3) 1.66 3.40 5.30 4.40

Total 300 (100) 225(75) 75 (25)

TABLE - 2

Boats sizes (e.g. length, beam and draft) govern the size and depth of a marina approach channel and basin, the length of docking facilities as well as the layout of fenders and mooring accessories.

10.3.6. Orientation for Environmental Conditions

The location of docks in a marina shall consider factors such as:a) Ease of entering and leaving berths. b) Harbour or Boundary line restrictions. c) Foundation conditions. d) Prevailing wind and current directions. e) Clearance to moored or passing vessels. f) Available dredged or natural water depth. g) Environmental permit restrictions. h) Ports, Customs and Free Zone Corporation regulations.i) Dubai Municipality Public Water Transport Regulations.j) Landside access


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Within the context of the overall marina development, the designer should endeavour to orientate vessels so as to minimise environmental forces and vessel impacts.

The designer should take into consideration the following:

a) Docks should be orientated so that a moored vessel is headed into the direction of the prevailing winds and currents. This might be done by aligning the dock’s longitudinal axis with the current direction. This will reduce vessel berthing impact.

b) For docks receiving primarily larger yachts, wind forces may be more dominant than the current force. In this case, vessel berthing impact should be reduced by orientating the dock parallel to the prevailing directions of strong winds.

c) At locations with a weak current or where criteria for either wind or current cannot be met, docks should be oriented parallel to the direction of the more severe conditions, (i.e. parallel to the prevailing wind direction).

d) Where these recommendations cannot be followed the designer should consider larger berthing energies.

10.3.7. Orientation for Water Depth

a) Water depths within a marina should generally decrease from the entrance into the body of the marina with the shortest craft most distant from the entrance. This will minimise dredging with the larger draft craft close to the entrance.

b) At locations where the required depth of water is available close to shore and the harbour bottom slopes steeply out to deeper water, the docks parallel to shore could be designed and constructed, by utilizing T-, L-, or U-type marina (landing stage) layouts.

c) T-type marina layout consists usually of wharf only.

d) Wharf is linked to the shore by articulated access bridge.

e) T- Shaped configuration permits the utilization of the land side of the dock and simultaneous berthing of a


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greater number of vessels, resulting in increased dock effectiveness.

f) Usually one access is sufficient for passenger movement.

g) It is possible to design more than one Access Bridge but the designer should take in consideration that using more than one Access Bridge has disadvantages because the land-side portion of the dock cannot be used as a berth.

h) At locations where water depths are shallow and extensive dredging would be required to provide the required depth of water close to shore the designer should consider locating the facility further offshore, in deeper water. In this case L or U-type marina layout should be considered.

Figure 1: T- type LAYOUT


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Figure 2: U- type LAYOUT

Figure 3: L -type LAYOUT


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Section 11 : BASIC ELEMENTS OF MOORING FACILITIES

For the purpose of these Recommendations the following basic elements are to be considered:A. Floating docks (Wharf, Piers and Fingers).B. Access bridge(s). C. Mooring system for boats.D. Mooring system for floating docks.E. Fender System.

Figure 4: Mooring Facilities

11.1. FLOATING DOCKS

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11.1.1. Wharf (Floating dock parallel to shore)

a) A wharf is suited to locations where a strong cross current exists within the marina basin and where the construction of piers, (docks projected out from the shore), would be risky.

b) A wharf may be designed as a marine passenger terminal or simply as a mooring and berthing facility for pleasure boats.

c) A wharf may be designed as a single pontoon or chain of several large pontoons joined by pivots.

d) Vessels can be moored at the out-shore face or on both sides subject to available water depth and location (number) of access bridge.

11.1.2. Pier (Floating dock that projects out from the shore)

a) A pier is suited to locations where the cross current is not significant or where water depths close to shore are shallow.

b) A pier shall be orientated either perpendicular to, or at an angle to the shore.

c) Pier shall be designed as a relatively long floating system whose purpose is to accommodate vessels on both sides and to provide space for passenger movement at the dock and for the relevant facilities.

d) Boats can also be tied fast on piles, placed for this purpose along lines parallel to the docks, thus delimiting the boundaries of the navigation channels within the marina.

e) A pier may be designed as a single pontoon or chain of several large pontoons joined by pivots.


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f) The designer may allocate more than one pier perpendicular to the wharf subject to the size and shape of marina as well as basin water depth.

g) When several piers are used in a marina, the distance between adjacent piers must be sufficient for a vessel to manoeuvre.

h) Piers may be more desirable than wharves when there is limited space available because both sides of a pier may be used for berthing and mooring vessels.

Boats may be berthed on both sides, although there are instances where only one side is used because of site conditions or because there is no need for additional berthing.

11.1.3. Fingers

a) The designer may modify the berthing if required by installing fingers at right-angles to the pier (walkway) fastened to the floating walkway pontoons.

b) Fingers shall be generally designed as lighter floating structures than wharfs and piers.

c) Fingers placed perpendicular to the docks (pier or wharf) should form single or double boat slips.

d) Single boat slips are for the use of relatively large boats, smaller boats are accommodated in double boat slips.

e) The designer may design fingers in different shapes: straight fingers, fingers with trapezoidal base or trapezoidal fingers.

11.1.4. Overall Floating Docks size (width, length).All floating pontoons (including fingers) shall be designed in accordance with the following:

a) Total length of each floating dock (walkway) is related directly to the number of people using them and whether one or both sides of the floating dock are used for the berthing of vessels or as an access to the berthed vessels - walkway only.

b) The width of an individual floating dock (marginal or main walkways) shall be determined by the total length of each floating dock.

c) The width of an individual floating dock (marginal or main walkways) can be taken as the edge to edge distance of the walking surface. Minimum width criteria for the main walkways normally consider the minimum


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unobstructed width which deducts from the walkway width any encroachments such as utility posts, the hose cabinets, transformers, cleats, bollards, piles or other encumbrances to a clear travel way.

d) The required width of floating dock for normal dock operation is shown on Table 3.

DOCK LENGTH (m) DOCK WIDTH Wd (m)

Up to 100 1.5

100 - 200 1.8

Above 200 2.4

TABLE - 3

e) Those figures should be considered as typical floating pontoon (excluding fingers) widths for marinas of rather medium-level specifications.

f) The designer shall take into consideration the floating pontoon(s) buoyancy and shall calculate the stability for a dock operation.

g) Based on these calculations and, if required, the overall width (Wd) of pontoon(s) shall be increased ( refer to Figure 4).

h) Where light vehicles are to be employed, the clear width of a walkway shall be increased to ensure safe passage of both pedestrians and vehicles.

i) The length of a finger may be designed to be smaller than that of the largest boat by a percentage depending on the size of the boat to be served.

j) The ratio of finger length to the largest boat length may be a minimum of 3/4 for boats up to 10 m, 7/8 for lengths up to 15m, and 1.0 for larger boats.

k) The reduction in length shall be applied in comfortable navigating conditions and low environmental loads, such as wind and waves. In this case the length of a finger may be calculated as 70% of the length of the berthed boat.

l) In marinas with little protection from the wind and/or swell, the installation of fingers longer than 8 meters without a pile at the end is not recommended.


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m) The Designer shall use as guidance the finger widths (Wf) shown in Table No 4.

FINGER LENGTH Lf (m) FINGER WIDTH Wf (m)

5.0 0.50

7.0 0.60

9.0 0.90

12.0 1.20

15.0 1.50

TABLE - 4

n) Notwithstanding the values of Wf given in Table 4, finger widths shall always be sufficient to ensure the stability of the finger and the safe access to craft for personnel and loading of equipment to and from the finger.

11.1.5. Freeboard

a) Freeboard of floating docks and pontoon for small craft usually varies from 38cm (minimum) to 50cm above the water surface under dead load. Live loads usually lower the float about 20-25 cm.

b) For vessel longer than 20m consideration should be given to increasing the freeboard to 60 – 75cm to allow easier access.

c) The freeboard of walkways and fingers on a particular dock shall be the same throughout. A step between fingers and walkway or along a walkway shall not be permitted.

11.1.6. Boat Slip Size

a) The width of boat slip (Bs) depends directly on the beam of the maximum boat (Wb) to be served (Refer to Figure 5).

i. For a single boat slip it is Bs=Wb+2C1

ii. For a double boat slip it is Bs=2Wb+2C1+C2

Where:

C1 = Safety clearance from finger.

C2 = Safety clearance between boats.


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FIGURE 5: Double Boat slip size

The Developer may use the following example in Table 5 as Guidance:

BOAT LENGTH Lb

(m)

Boat Beam Wb(m)

(Power Boats)C1 (m) C2 (m)

BS(m) SINGLE

BOAT SLIP

BS(m) DOUBLE

BOAT SLIP

0 - 5 2.2 0.2 0.3 2.6 5.10

5 - 9 3.6 0.3 0.45 4.2 8.25

9 -12 4.1 0.5 0.65 5.1 9.85

12 - 15 4.8 0.8 0.85 6.4 12.05

15 - 20 5.3 1.25 1.40 7.8 14.50

TABLE - 5

b) For moorings without fingers, safety clearance between moored boats to be maintained at 0.5 m for boats up to 7.5 m long, 0.75 m for boats up to 12 m, and 1.0 m for larger boats.

11.1.7. Depth in Slips

a) The water depth at the berthing face must be deep enough to provide for safe operation of the maximum design vessel.


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b) If necessary, the basin can be deepened without interfering with the floating part of the dock or its structure below water.

c) The usable water depth at slips and channels shall be maintained at 0.50 to 1.00 m greater than the maximum draft of vessel using the marina.

11.1.8. Distance between piers

a) The size of berthing space and the distance between docks allowing boats to make an approach manoeuvre, with other boats being moored, depends on the length and the width of the boats to be berthed as well as on the system used to anchor the pontoons : piles, rails or sinkers (cables or chains with concrete blocks).

b) Generally the diameter of the manoeuvre circle is considered to be at least 1.5 times the maximum length of the mooring boat.

c) For the purpose of these Recommendations the distance between piers (Dp) should be calculated as the following formulae (Refer to Figure 5).Dp = 2 * (C3 + Lb) +1.5 * Lb (anchoring by piles or rails)Dp =2 * (2*C3 + Lb) + 2.0 * Lb (anchoring by concrete with

chains)C3= Safety clearance from pontoons (piers)

FIGURE 5: Distance between piers


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The Developer may use the following example in Table 6 as Guidance:

BOAT LENGTH Lb (m)

C3 (m)Dp(m) ANCHORING BY

PILES OR RAILSDp (m) ANCHORING BY

SINKERS

5 0.4 18.3

6 0.4 21.8 25.6

8 0.5 29.0 34.0

10 0.5 36.0 42.0

12 0.6 43.2 50.4

15 0.8 54.1 63.2

20 1.5 73.0 86.0

TABLE - 6

11.2. ACCESS BRIDGES

11.2.1. General Guidelines

a) Access bridges are to be designed to provide a permanent personnel access between shore and different elements of floating docks.

b) The convenient and safe personnel movement to or from the boat is to be provided at any water level or state of tide.

c) The type of Access Bridge to be selected on the basis of structural, functional, bridge maintenance and aesthetic considerations.


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d) The developer is to take into consideration the access bridges of floating docks have no permanent slope. Their angle of inclination changes depending on the level of water and the load intensity on both the bridge and the dock-pontoon.

e) For the Emirate of Dubai marine environment it is recommended to use an articulated bridge due to insignificant magnitude of variation in tidal levels. (The maximum tide range is about 2 meters).

f) The articulated bridge (s) could be hinged at both ends or hinged at the land-based abutment and slide on the deck of the pier at its lower end.

g) The articulated bridge should be designed following the same principles valid for the ordinary steel highway bridge. It is usually a single-span bridge hinged at the land based abutment at the one end and supported on either a special pontoon or a docks deck at the other end.

h) Provide additional buoyancy, as required, to accommodate the weight of the bridge.

i) During the planning and design process the designer should select, where possible, the locations for future bridge with a naturally stable shore (or canal bank or creek water edge) and without significant erosion or sand deposit.

11.2.2. Bridge length

a) The length of the bridge should be designed such that its inclination at the lowest level is safely negotiable by passengers. Access Bridge shall be of sufficient length so that the slope will not exceed 1.0 vertical to 4.0 horizontal at Mean Low Water (MLLW) unless this results on Access Bridge longer than 15m in which case the maximum slope may be increased to 1:3.

b) The lower end of the bridge should be provided with a small articulated ramp in order to compensate for the difference in level with the pontoon decking.

c) Where there is a potential need for access to a facility by physically handicapped persons, ramp slopes and widths and landings should meet the special requirements. In this case the bridge slope should never exceed 10 degrees.

d) The same limit of 10 degrees should be applied in the case of passengers serving a floating terminal.


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11.2.3. Material for bridge

a) In considering the materials to be employed for the bridge structure, the designer should take into account the overall weight of the bridge applied to the floating dock.

b) The important consideration in articulated bridges construction should be given to use of a light-weight, free-draining deck with good traction (non-slip) and easy access to hinges for inspection and maintenance.

c) The designer may use the following material for the bridge construction:i. Fibreglass. ii. Aluminium. iii. Steel. iv. Timber.v. A combination of these materials.

d) Marine grade aluminum alloy and fibreglass are generally preferred for the low weight to strength ratio and corrosion protection.

11.2.4. Deckinga) Decking can be fitted similar to that on floating pontoons with:

i. Rot-proof tropical hardwood slats. ii. Polyethylene self-assembly modules oriii. Recycled polyethylene slats.

b) On the lower pontoon side, the bridge should lean on anti-abrasion polyethylene rollers, provided with stainless steel safety cotters and axles.

c) Where wheels or rollers from an access bridge will be resting on the float, guide channels or a skid plate should be provided to prevent damage to the decking.

d) To avoid wear on the pontoon’s surface, they should slide along two lateral guides (usually aluminium), firmly screwed down on to the decking.

e) Safety devices should be provided to keep the walkway from rolling off the platform deck and to prevent movement of the platform while in use.

f) Safety chains should be clipped into position for personnel safety. A similar situation may be used for situations where high winds, currents, and extreme tides pull a vessel away from the pier.


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g) Handrails should be provided on either side of the access bridge.

11.2.5. Access bridge dimension

a) Widths should be 0.9m minimum (clear) passage for one-way traffic and 1.2m minimum (clear) passage for two-way traffic.

b) A 1.5m minimum (clear) passage should be provided for two-way traffic when personnel carry small loads.

c) It is also possible that a width of 2 or 2.5m would be provided for special requirements.


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Section 12 : LOAD REQUIREMENTS

12.1. GENERAL

12.1.1. The floating dock and its individual components must be generally designed to withstand all normal and extreme dead and live loads and load combination.

12.1.2. Load combination shall include a dock’s own weight including

the weight of floats and decking and all the permanent attachments such as mooring hardware, light poles, passenger shed, handrails, and service utility lines, loads from passenger traffic, environmental loads such as wind, waves, current, thermal loads, boat impact and loads from earthquake.

12.1.3. All elements of the floating docks shall be designed to satisfy the requirements of these Guidelines and shall be in accordance with the design of recognized international standards of engineering.

12.1.4. The principal environmental loads acting on floating docks are wind, waves, current, and tides.

12.2. TIDAL INFORMATION

Tide range varies within the Emirate of Dubai coastal waters and the designer is obliged to obtain tide information for the location of the project.

The tidal data used for Jebel Ali Port is as follows:

(For DMD +/-0.00):

All levels in METRES above Dubai Municipality Datum (DMD)

Highest Astronomical Tide HAT 2.30 m

Mean Higher High Water MHHW 1.70 m

Mean Lower High Water MLHW 1.40 m

Mean Sea Level MSL 1.10 m

Mean Higher Lower Water MHLW 0.90 m

Mean Lower Low Water MLLW 0.50 m

Lowest Astronomical Tide LAT -0.11m The tidal data for the Dubai coastal area is related to Dubai

Municipality Datum and is as follows:

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All levels in METRES above Dubai Municipality Datum (DMD)

Design extreme level DEL 2.72 m

Highest Astronomical Tide HAT 2.10 m

Mean Higher High Water MHHW 1.65 m

Mean Sea Level MSL 1.03m

Mean Lower Low Water MLLW 0.38m

Dubai Municipality Datum DMD 0.0 m

Lowest Astronomical Tide LAT -0.10m

12.2.1. In the design of marinas, it is necessary to limit the height of waves which can affect the boats berthed in the marina.

12.2.2. The developer shall take all precautions to locate floating docks in sheltered areas taking in consideration that floating docks could be generally exposed to waves generated by wind or by the wake of passing large yachts or boats. (See section 8.1 Marina Location).

12.3. DEAD LOADS

The dead load consists of the weight in air of the floating structures, including the weight of floats and decking and all the permanent attachments such as mooring hardware, service bollards, auxiliary buildings, light poles, passenger shed, handrails, service utility cables and water pipes (full of water).

12.4. UNIT WEIGHTS

Actual and available construction material weights shall be used for design.

The following unit weights should be used for construction materials: A. Steel or cast steel 7.85 t/m3

B. Cast iron 7.21 t/m3

C. Aluminium alloys 2.80 t/m3

D. Timber (untreated) 0.64 to 0.8 t/m3 E. Timber (treated) 0.72 to 0.96 t/m3

F. Concrete, reinforced (normal weight) 2.32 to 2.56 t/m3

G. Concrete, reinforced (lightweight) 1.44 to 1.92 t/m3

H. Compacted sand, earth, gravel, or ballast 2.4 t/m3

I. Asphalt paving 2.16 to 2.40 t/m3


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12.5. FLOATING STRUCTURE LIVE LOADS

12.5.1. Live Load on Pontoons

a) The floating docks for small craft vessels for passenger traffic shall be designed to support uniformly distributed live load of 3.0 kN/m2 over the deck plan area excluding the area under access bridges.

b) The floating docks designed for mega-yachts (25m long and above) shall be designed to support uniformly distributed live load of 5.0 kN/m2.

c) Concentrated live load of 1.8 kN shall be applied anywhere.

d) Special floats shall be designed to support the additional concentrated loads imposed by Access Bridge, transformers, electrical bollards, and other equipment.

e) Floats with special loading shall have the same freeboard as floats with no such loading, so that there will be no residual stresses or tilting when such floats interconnect.

f) The pontoon should not tilt more than 6 deg. from the horizontal when applying the concentrated live load of 1.8 kN.

g) For the larger pontoons and for special requirements, pontoons shall be designed for the vertical and horizontal wheel-loading from a normal 4-passenger electric golf cart or other small service wheeled vehicle.

12.5.2. Live Load on Access Bridge

a) The access bridge structure should be designed for a uniform live load of 3.00 kN/m2 (approx. 3.5 kN/m2 total load) and a concentrated live load of 1.8 kN applied anywhere on the bridge.

b) A live load of 2.00 kN/m2 is permissible where the access bridge is to be used in conjunction with a landing float. For calculation of reaction to the landing float, the live load can further be reduced to 1.5 kN/m2.

c) Handrails designed for 1 kN per linear meter lateral load should be provided on either side of the bridge. The handrail may be designed to serve as the top chord of a truss when sufficiently braced.


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12.6. MOORING LOADS

12.6.1. General Guidelines

Forces acting on a moored ship are produced by winds, currents, and waves, tides and water level changes.

The determination of mooring loads involves an evaluation of many variables including: A. Direction and magnitude of winds, currents, and waves. B. Exposure of the berth and orientation of the vessel.C. Number and spacing of mooring points. D. Layout of mooring lines.E. Elasticity of mooring lines.F. Load condition of the vessel (light or loaded).

Wind and current pressures are very sensitive to small variations in velocity (varying as the square of the velocity).

Their components of the moored ship are usually significant and should be calculated separately.

However, at marina piers and wharves where small boats are moored, surge and wake from passing vessel shall be considered.

12.6.2. Winds

Wind load acting on a dock system depends on the velocity of the prevailing wind in the area where the marina is located, docks orientation, the exposure to wind of floating docks areas and of vessels lying alongside a pier.

The design wind force shall be based on a storm having an average expected recurrence interval of 50 years.

The wind force shall be obtained from the equation:

Pw =k * Sum A * pw * C (kN) where:

k = the shape factor, k =1.3

Sum A = area of vessel exposed to wind and area of a dock projected above water (m2)

Note: Area of vessel exposed to wind may be calculated using the following formulae:

A (m2) = 0.043(Lm2) 2 + 1.34 * L (m)-2.38

Pw = Specific wind pressure (kPa).

Note: Value of pw varies with the square of wind velocity that is an average speed of wind velocity during a time interval of 1minute.


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For vessels moored in a single or double berth configuration with berthing each side of a walkway, the total wind force on all the vessels should be based on the full force on the windward vessel(s) with 20% reduction of this force applied to leeward vessels.

The value of pw can be obtained from CP 3 and BS 6399 (on assumption that the maximum Gust speed specified in CP3 is equal to Basic wind speed specified in BS 6399.) as per the following equation:

Pw = 4.74 * 10-5 * Vg2 (kPa)

Vg=Maximum gust speed likely will be exceeded on the average only once in 50 years at 10m above the water surface. (Km/h).

For the Emirate of Dubai Vg= 25.39 m/s or 91.40 Km/h.

C is the wind gust factor and should be used in a value of 1 for boats with length less than 25m.

.

12.6.3. Current

a) The tidal and wind-driven types of currents shall be taken in consideration for floating docks design.

b) The tidal currents shall be derived from hydrodynamic model studies and where these are not available from statistical data.

c) The force of current exerted on the boat-dock system (Pc) in kN shall be calculated using the following formulae:

Pc= C * Sum A * Vc2

Where Pc= Current Force (kN)

C = Empirical coefficient ranging from 0.5 to 1,

Vc= Velocity of current (m/s)

Sum A = Underwater area of boat-dock system exposed to current when the system is fully loaded (m2).

Empirical coefficient (C) depends on vessel size and of dock orientation and shape. Maximum value of C=1 should be taken for square shaped pier. Value of C=0.5 should be taken for boats.

d) Velocity of current depends on site condition and marina location and shall not be less than 0.25m/sec from any direction.

12.6.4. Waves

When determining the design wave (that may vary at different locations with a marina) consideration should be given to factors including the following:


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a) Reliability of wave data.b) Tolerance to damage of the dock structural and mooring

elements.c) Mode of failure and its consequences.

The following Table 7 sets out the recommended wave height Criteria for marinas:

CRITERIA FOR A ‘GOOD’ WAVE CLIMATE IN SMALL CRAFT HARBOURS

Direction and peak period of design harbour

wave

Significant wave height (Hs)

Wave event exceeded once in 50 yrs Wave event exceeded once a year

Head seas less than 2s

Conditions not likely to occur during this event

Less than 0.3m wave height

Head seas greater than 2s


Les Less than 0.3m wave height

Oblique sea greater than 2s Less than 0.4m Less than 0.3m wave

height

Beam seas less than 2s

Conditions not likely to occur during this event


Beams seas greater than 2s



TABLE - 7

Note: For criteria for an ‘excellent’ wave climate multiply wave height by 0.75m and or a ‘moderate’ wave climate multiply wave height by 1.25. For vessels of less than 20m in length, the most severe wave climate should satisfy moderate conditions. For vessels larger than 20m 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, Cape Town 1982.

Source AS 3963 – 2001 Guidelines for the design of marinas).

Note: Notwithstanding Table 7, where the developer chooses to use a proprietary floating dock system the wave climate shall not exceed the dock manufacturer’s recommendations for the system supplied.

a) Generally floating docks shall be located at sheltered locations and so protected from high waves, winds and strong currents by natural or artificial features whatever is possible.


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b) While the height of boat-born or yacht-born waves (wake) should not be significant due to mandatory speed limits of vessel within a marina basin and would not exceed 1.0m.

d) The docks should be designed for the cyclic nature of wave loads with the drag force being out of phase with the inertial force component. Directional changes of waves during their passage should also be considered.

e) In the absence of specific analysis, preliminary design should be based on a minimum horizontal wave force 2kN/m for wave criteria given in Table 7.

12.7. THERMAL LOADS

12.7.1. Temperature Differential

The effect of thermal forces that build up in the structure due to fluctuations in temperature from what was measured at the time of construction should be considered.

For floating docks which are constructed along waterfronts, the large body of water available has a substantial moderating effect on the floating structures.

12.8. BOAT IMPACT - BERTHING LOAD

12.8.1. Wind, current, wave, and tidal forces acting on the vessel at the time of berthing effect the approach velocity of the vessel as it nears the berth.

12.8.2. To reduce the berthing energy and force transmitted to the structure, a fender system (fender units, fender piles, and other energy-absorbing mechanisms) is used between the vessel and floating structure to absorb the kinetic energy of the moving vessel.

12.8.3. The magnitude and location of the actual force transmitted to the floating structure will depend on the type of structure, type of vessel, approach velocity, approach angle, and fender system employed.

12.8.4. The weight of vessel (displacement) should be calculated using the following empiric formulae:


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D = 0.6 * L2

Where: D = Displacement, (kN) L = Length of boat, (m)Kinetic Energy shall be calculated as per the following

formulae: E = D * V2 / 2 * g Where: E = Kinetic Energy of approaching boat, (kNm)D = Displacement, (kN)V = Va * Sin aVa = Approach velocity (m/s)g = Gravitational constant =9.81m/sec2

a = Approach angle (degree).

12.8.5. For the purposes of design the minimum approach velocity shall be 0.3 m/s and 0.2 m/s for craft less than and greater than 25m in length respectively.

12.9. EARTHQUAKE FORCES

12.9.1. Floating structures are not directly affected by seismic events. However, access bridges and land based abutments, inshore mooring facilities and the mooring system employed like piles and chain will be subjected to the ground motions and should be investigated.

12.9.2. Designer should note that for seismic design a horizontal bedrock acceleration of 0.15g has been estimated for a 50 year design life, with a 10% probability of excess during the life of the facility. A ground acceleration of 0.2g has been estimated in the reclaimed soils to account for soil amplification.

12.9.3. Those structures may be designed to UBC 1997, Volume 2, “Structural Engineering Design Provisions”, Division IV “Earthquake Design”.

12.10. LOAD COMBINATIONS

12.10.1. Dock elements must be designed with an acceptable and relatively uniform degree of safety under various load combinations.


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12.10.2. As dead load is practically constant through the life of structure, combination of dead load with any other load constitutes a basic combination of which safety factors are applicable.

12.10.3. When dead load plus buoyancy is combined with two or more other loads (see the following load combinations), simultaneous occurrence of full design values of each load effect is less likely to occur than basic combinations.

12.10.4. Therefore, an appropriate increase in permissible stresses in structural elements due to combinations of dead load and buoyancy effect with two or more other load effects is justified.

12.10.5. Because of the relatively short duration of some design loads, the probability of their simultaneous occurrence is very small.

12.10.6. For example, it is usually considered that the seismic load does not need to be considered concurrently with maximum wind or wave loads.

12.10.7. All load combinations should be scrutinized by the designer on a rational basis in consultation with the dock owner or operator.

In designing dock elements and their structural components, all potential loads should be considered to act in the following combinations, and whichever combination produces the most unfavourable effects on the pier, Access Bridge, mooring system, or any structural member concerned, should be selected as follows:

a) Dd

b) Dd+By

c) Dd+En

d) Dd+T

e) Dd+By+Ll

f) Dd+By+En

g) Dd+By+T

h) Dd+By+Ll+En

i) Dd+By+Ll+T

j) Dd+By+En+T

k) Dd+En+T

l) Dd+By+Ll+En+T


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In the groups of load combinations above:

Dd = Dead load of the dock elements.

By = Buoyancy load.

En= Environmental (wave, current, wind) or seismic loads, whichever produce the most effect.

T = Temperature load (the load produced by contraction or expansion due to temperature changes, shrinkage or creep in component materials, or combination of above).

Ll = Live load (uniform and concentrated), vessel impact load, hydrostatic pressure, and mooring forces.

The following percentages of permissible stresses are recommended for the load combinations above:

i. 100% for group I, which includes load combinations a) through g).

ii. 125% for group II, which includes load combinations h) through k).

iii. 133% for group III, which includes load combination l).


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Sections 13 : BOAT MOORING SYSTEM, ACCESSORIES (CLEATS, BOLLARDS)

13.1. GENERAL REQUIREMETS

13.1.1. Boat mooring systems shall be installed to provide convenient and reliable moorings to keep a vessel safely at the dock during passenger loading and unloading operations. Vessels are to be moored to floating pontoons by securing vessel mooring lines to deck fittings located on the mooring structure.

13.1.2. The developer shall select the type of mooring arrangement including assumptions of the number of lines based on the size of the vessel, site conditions and tidal fluctuations taking in consideration that mooring forces are transmitted to the floating pontoon when the vessel bears on the docks or by tension in the mooring lines.

13.1.3. The required mooring hardware, bollards or cleats are located on the deck with unobstructed access from the dock.

13.1.4. Cleats and/or bollards shall be located along the floating pontoons and fingers at suitable intervals In the case of alongside berthing; these will be located at either end of the berth, with one more cleats/bollard in the middle for vessels exceeding 12 m.

13.1.5. It is recommended a minimum of four separate mooring fixtures per vessel up to 24m in length. Larger vessels should be provided with a minimum of 6 cleats and/or bollards.

13.1.6. Cleats are manufactured of rustproof L2520-60 marine grade aluminium alloys, steel or of hardwood, marine grade stainless steel (grade 316). The capacity of the bollards or cleats depends on the size of vessel and local environmental conditions.

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13.1.7. Generally cleats and bollards should have a minimum 3 tonnes pulling capacity and should be sized depending upon the maximum size of vessel to be berthed. Particular care should be taken in the design of bollards and their fixings for mega-yachts where a capacity above 10 tonnes is likely to be required.

13.1.8. Cleats and bollards shall be fixed with stainless steel anchors or bolts.

Sections 13 : BOAT MOORING SYSTEM, ACCESSORIES (CLEATS, BOLLARDS)

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Section 14 : MOORING SYSTEMS FOR FLOATING DOCKS

14.1. BASIC CRITERIA Mooring systems shall be designed to meet the following

basic requirements:

14.1.1. Mooring system shall prevent the floating pontoons and access bridge(s) from moving out of their design location.

14.1.2. In particular, the system shall prevent movement by wind, current, waves and impact from vessels.

14.1.3. Soil Investigations appropriate to the development shall be

carried out prior to deciding which type of mooring and anchors have to be used.

14.1.4. The designer shall select an anchor system upon the

completion of soil investigation, using the obtained data from the Soil Investigation Report.

14.1.5. The designer shall select the mooring system taking in consideration the following site conditions:A. Depth of water. B. Properties of the soil.C. Drag potentiality.D. Magnitude of applied forces.

14.1.6. The designer shall consider that the depths of water and bottom soil parameters are the most important factors in choosing the type of anchor.

14.1.7. Load magnitude and its character (e.g. static and cyclic) may also influence selection of the type and sizes of mooring system and anchors.

14.1.8. Selection of mooring system depends on pontoon size, the

forces involved and the distance to land. 14.1.9. Generally the floating pontoons may be moored using

offshore or onshore systems only or using a combination of both.

14.2. OFFSHORE MOORING

14.2.1. The offshore moorings system could be used to moor floating pontoon by piles, designed to retain the docks in place against all relevant loads or by mooring lines secured at the pontoon and to the anchors placed underwater (See Sections 15.1 and 15.2).

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14.2.2. This system is usually used for mooring of docks projected out into the water such as piers and fingers.

14.3. ONSHORE MOORING

The onshore moorings system could be provided by

A. Mooring piles (see Clause 15.2).

B. Mooring lines and connection beams.

C. Rigid booms only.

D. A combination of offshore and onshore mooring lines.

14.3.1. A mooring with connection beams shall be generally used when the distance between the floating pontoons and the shore is relatively short.

14.3.2. This system usually consists of articulated beams (minimum of two) and onshore mooring lines connected to an existing concrete deck, land-based gravity block, fixed quay structure or land driven piles.

14.3.3. Mooring lines (usually made of steel wire ropes) shall be secured at the pontoon and to the land fixed points.

14.3.4. The number of mooring lines and their layout depends on the forces exerted on the dock.

14.3.5. The articulated beams shall be installed parallel to the access bridge to secure the assembly and maintain the distance of the floating pontoons/wharf.


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14.3.6. The articulated beams should be hinged at both ends and could be made of concrete, timber or steel.

14.3.7. Articulated beams should control pontoon movement to/from the land direction and mooring lines should control pontoon motion parallel to the shore.

14.3.8. Depending on the site condition it is possible to use rigid booms only to control pontoon motion in all directions.

14.3.9. Onshore mooring lines may be used in combination with onshore mooring systems to prevent extreme movements of the dock and the overstressing of other mooring elements.

14.3.10. The access bridge may be used to control a pontoon motion perpendicular to shore if it is hinged to the pontoon side. In this case the upper end of bridge should be designed to allow a limited horizontal movement of bridge.


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Section 15 : ANCHOR SYSTEMS FOR FLOATING DOCKS

The anchor system consists usually of:

A. Convectional steel anchors.

B. Gravity anchors.

C. Mooring piles

15.1. GRAVITY ANCHORS This type of system uses a gravity anchor, placed on the

seabed, attached to anchor the pontoons.

15.1.1. The designer shall investigate the site conditions and depending on pontoon size and the magnitude of forces involved prepare a calculation confirming that the gravity anchor system can maintain the pontoon’s position within an acceptable range of transverse and longitudinal motions.

15.1.2. The designer should take in consideration the following:

a) Gravity anchor design calculations shall be made using the customary methods for floating bodies. In this method, boat impact and wind forces on berthed boats have to be considered.

b) This system consists of underwater mooring lines (usually galvanized cables, mooring chain or hawser system made up of reinforced rubber and synthetic rope) secured at the floating pontoon and to different types of anchors.

c) Anchors could be made up of steel or concrete (usually constructed in the form of a heavy concrete block). The advantage is their availability to resist uplift forces, which permits the use of a shorter length of mooring cables.

d) Weight and dimensions of anchors depend on the site conditions and shall be determined by appropriate structural calculation. The designer shall provide calculations for the anchor blocks and mooring lines size and length. The length of lines is important to prevent the system from being loose at low water levels or overstressed at high tide.

e) The number of mooring lines and their layout shall be determined according to the associated forces.

f) Anchors shall be connected to the pontoon frames through galvanized steel shackles and steel chains, or through a proprietary system made up of reinforced rubber and synthetic rope.

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g) Proprietary systems with hawsers to keep docks and buoys in place, regardless of tides and wave movements. The performance of these systems is suitable for marinas with heavy traffic due to the progressive resistance which dampens dock motions.

15.2. ANCHOR (MOORING) PILES

The designer should take into consideration the following points when pontoon mooring piles are selected:

15.2.1. The offshore mooring lines could be anchored by mooring piles designed to retain the docks in place against all relevant loads or by sinkers.

15.2.2. The pontoons-to-piles mooring connection shall be designed to allow for free vertical movement of the pontoon without significant displacements.

15.2.3. The piles shall be provided with guides. Vertical guide piles keep pontoons from drifting away and at the same time allows a free vertical movement to the floating structure.

15.2.4. Piles are structural foundation elements which have the function of transferring lateral loads from impact of berthing vessel and from waves through the water or weak compressible strata into stiffer or more compact and less compressible soils or into rock.

15.2.5. Load capacity geotechnical considerations should govern the selection of the pile type and material.


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Piles are usually made of:A. Steel. B. Concrete.C. Concrete and steel.D. Concrete and fibreglass.E. Plastic and fibreglass.F. Timber.

The designer shall take into consideration the following guidance before selection of type of piles:

15.2.6. Steel piles

a) Piles for flexible dolphins usually comprise tubes of high yield steel.

b) Steel piles shall be of weldable quality high tensile steel with a guaranteed minimum yield stress in the range 350 N/mm2 to 690 N/mm2.

c) Steel H-piles can be used but are more vulnerable to corrosion and are weak about their minor axis

Steel piles in seawater are subject to corrosion, particularly in the splash zone, and measures have to be taken to ensure their durability.

d) Steel piles are easier to handle than concrete piles in that they are lighter and not subject to cracking during handling and driving, Steel piles can be cut off readily if they cannot be driven to the anticipated tip elevation, or they can readily be lengthened by a welded splice if driven to a greater embedment than anticipated.

e) Steel and concrete composites are the two the most common and viable pile materials for the guide piles of wharves, piers and fingers.

f) When steel piles are used, a suitable protective system (paints, cathodic protection, concrete or sand filling of pipe sections) should be used for durability and to reduce maintenance requirements.

g) If paints are used, piles shall have undergone an anticorrosive treatment using sand-blasting technique as per ISO 8501 SA 2 ½ grade, and relevant protective coating system.

h) Additional steel thickness may be provided as a sacrificial corrosion allowance. Allowance shall be made for both internal and external corrosion taking over 25 years service life.


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i) Assessment of corrosion in sea water shall be made in accordance with British Standard 8004, 10.3-Metals.

j) Alternatively, steel piles shall be covered and protected with extremely low-density polyethylene extruded (especially in tide splash zone).

15.2.7. Concrete Piles

a) Concrete piles can be extremely durable if fabricated, handled and installed properly.

b) Concrete is immune to marine borer and insect attack and is incombustible.

c) Precast concrete piles shall preferably be prestressed to resist the tensile forces frequently encountered during driving.

d) Prestressed concrete piles are susceptible to cracking during driving and lack of water tightness.

e) Sufficient control must be exercised during driving of concrete piles to reduce cracking to a minimum.

f) Corrosion of reinforcement in prestressed concrete piles even after cracking shall be controlled by proper mix design and in extreme cases, by epoxy coating of the reinforcement,

g) Concretes enhanced with GGBS, fly ash, silica fume and corrosion inhibitors have higher durability.

15.2.8. Composite and Timber Piles

a) In addition to steel, concrete and composite piles, plastic and fibreglass piles can be successfully used.

b) Plastic piles shall be primarily used for fender piles providing a durable alternative to timber piles.

c) Concrete filled fibreglass pipe piles shall be used for lightly loaded structures only.

d) Composites piles made of concrete and fibreglass, and plastic and fibreglass could be used for very limited loads due to low strength.

e) Composites piles made of concrete and fibreglass have better corrosion resistance, are lightweight, and provide relative ease of construction.

f) Timber piles may be used for lightly loaded structures and for fender systems.


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15.2.9. Pile Guides

a) Vertical movement of pontoon shall be provided by pile guide fixed to the pontoon decking frame.

b) Guides shall be furnished to secure the float to the anchor pile.

c) Guides shall be rigidly braced metal hoops of pipes or polyethylene rollers or other elastic material to minimize friction.

d) Guides shall have a suitable radius and shaped so as to minimize boat impact.

e) They may be made in triangle, rounded or trapezoidal-shape.

f) When pontoons are made up of aluminium alloy the guides may be also made of marine grade anticorrosive aluminium alloy to international designation 6005 T-6 or 6082 T-6. (See item 21.5 , Aluminium).


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Section 16 : FENDER SYSTEM

16.1. GENERAL REQUIREMETS

16.1.1. Fenders shall be designed and installed to prevent the boat and/or floating dock from being damaged during boat berthing operations and while the boat is moored alongside pontoon structure.

16.1.2. The designer should provide the calculation of the berthing energy to be absorbed by the fender system.

16.1.3. Fender system shall be selected based on energy and site conditions. Berthing energy shall be calculated in accordance with Section 8.8 “Boat Impact - Berthing loads” of these Regulations.

Selection of the type of fender and its dimensions shall be based on the following design criteria:

A. The design boat(yachts) used in the calculation.

B. The approach velocity.

C. The berthing angle.

D. The maximum reaction force.

E. The friction coefficient.

F. The safety factor to be used.

G. Maintenance.

Various types of fenders can be used, such as:

A. Continuous wooden, synthetic or rubber extrusions alongside a dock.

B. Vertical wooden or plastic fenders.

16.1.4. For the floating docks in a marina it is recommended to install fenders made up of tropical hardwood or rubber around the exterior edge of floating pontoons.

16.1.5. Hardwood fenders could be made up of slats of type/quality of timber similar to that used in the decking. When an aluminium frame is used the rubber fender may be fixed directly into the channel of the lateral profiles, without the need for bolts.

16.1.6. The rubber fender shall have an acceptable resistance to the effects of aging and environmental attack including UV rays.

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Section 17 : PONTOON STRUCTURAL ELEMENTS

17.1. GENERAL REQUIREMENT AND GUIDANCE

Floating docks (wharf, piers) could be designed and constructed as:

A. One long pontoon.

B. Several large pontoons joined by pivots.

C. Several small pontoons joined by pivots.

17.1.1. Pontoons are made up of floats on which passageway decking is fitted.

17.1.2. The advantage of one long pontoon system (one float) is its potential for maximum floating stability.

17.1.3. For small craft vessels it is recommended to use a system with several small pontoons joined by different connection tools (pivots, rubber blocks, hinges).

17.1.4. This system has a maintenance advantage because it allows the removal of one or more pontoons for repair with little interruption of dock operations.

17.1.5. Each small pontoon is usually connected to the next pontoon by pivots or by flexible rubber blocks reinforced with steel wires. This type of connection should have a high resistance to horizontal forces and the capability to absorb those oscillations created by the waves.

17.1.6. Precaution is to be taken to design the pivot connection to avoid friction noises which are possible when the pontoons oscillate.

17.1.7. Floats are placed all along the pontoon in two or three rows, depending on the pontoon’s width and the required floatability and stability.

17.1.8. Pontoon(s) must be designed to safely carry all kinds of design loads while in operation and to be sufficiently stable during normal loading conditions.

17.1.9. Consequently the float(s) must be in sufficient size to provide the

necessary buoyancy to support all design loads, stability and the required design freeboard. When floating in still water, the pontoon is displaced from its equilibrium position by external forces, it should return to that position when the forces are removed.

17.1.10. The design of the float shall also determine a freeboard.

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17.1.11. Float should have the reserve buoyancy that enables it to remain afloat and stable in the event of damage.

17.1.12. Buoyancy shall be calculated using the following formula:B = G = Ww * V

Where: B = Buoyancy of the floating body (Kg), G= Weight of the floating body (Kg), Ww = Specific weight of the water in which the body is immersed (Kg/m3), V = Volume of the immersed portion of the floating body (m3),

17.1.13. For the float to stay afloat, its immersed part has to have enough volume to develop sufficient buoyancy.

17.1.14. Floating pontoon’s stability shall be determined by the list angle.

17.1.15. The main elements of a floating pontoon are:A. Float.B. Frame. C. Decking.D. Service trenches.

17.2. FLOAT

17.2.1. The Float(s) is an integral part of the floating pontoon.

17.2.2. The floats may be constructed of:A. PVC; B. Rotomounted polyethylene filled with an expanded

polystyrene core (15Kg/m3).C. Moulded Polyurethane filled with an expanded polystyrene

core with a low density (15Kg/m3).D. Fibreglass-reinforced polyester resin shells with or without

an expanded polystyrene core (15Kg/m3).E. Metal pontoons (Aluminium alloy, steel) .F. Metal pipes.G. Metal drums.H. Polypropylene reinforced concrete.


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17.2.3. Pontoons made in polyethylene can be provided with different configuration of floats, making possible to adapt floatability, stability and load capacity to customers needs.

17.2.4. Polystyrene planks used in the floating pontoon shall be hydrocarbon resistant.

17.2.5. The material shall show no apparent softening or swelling when tested by immersion method.

17.2.6. Polyurethane is preferred over polystyrene because of it’s resistance to hydrocarbon and the ease with which it can be formed into a protective form and can be moulded into any shape. It should be always covered with an oxidation –resistant material.

17.2.7. The designer should consider that marine plants and animal life grow rapidly in the Emirate of Dubai environment and may have a negative impact to the float appearance.

17.2.8. It is recommended to use an epoxy paint that bonds firmly and presents a tough flexible surface.

17.2.9. The advantage of PVC floats is their high tensile strength of (50 MPa) that can be made in almost any shape. Floats filled with an expanded polystyrene core (density=15 Kg/m3) is almost unsinkable, even if seriously damaged.

17.2.10. The advantage of concrete floats is their weight which lowers the overall centre of gravity of the pontoon, and thus improving its stability. They are to be made of polypropylene-fibre reinforced mortar 12-15mm thick wall filled with a polystyrene core (density = 15 Kg/m3).

17.2.11. The advantage of aluminium floats is easy shaping and high stability. They are to be made of anticorrosive marine-grade aluminium plate (thickness = 4mm), filled with a polystyrene core with (density of 15 Kg/m3).

17.2.12. All floats shall be connected to the pontoon frame or upper portion of pontoon, by rivets and special nuts and bolts made of anticorrosive material.

17.3. FRAME FOR FLOATS Framework for floats will be designed and made out in:

17.3.1. All ferrous metal hardware should be galvanized or otherwise protected from corrosion, as appropriate.


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17.3.2. Where a braced frame is designed using aluminium alloys then it is recommended to make them completely from marine-quality aluminium profiles of 6082 or 6005A alloy with thermal treatment condition T-6. These alloys stand out by their anticorrosive properties and high mechanical resistance.

17.3.3. The designer may develop different extruded profiles when aluminium alloys are used. Extruded profiles have an advantage that they can be designed and made to meet structural calculation requirements and provide easy fixing of facilities and utilities provided on the pontoon. The lateral aluminium extruded profiles shall be provided with special channels all along the pontoon to accommodate cleats, service bollards, rubber fenders, fingers etc.

17.4. DECKING

17.4.1. The designer should check on maximum bending, shear and torsion stresses in decking, under worst case loading conditions, which shall demonstrate a safety factor of not less than 1.5 related to maximum permissible working stress of the material used.

17.4.2. The deck should be provided with a non-slip surface.

17.4.3. Decking shall be made up of:

A. Tropical Hardwood.

B. Plywood (Marine-grade).

C. Self assembly modules in various colours made of polyethylene.

D. Plywood and fibreglass-resin coatings.

E. Concrete.

F. Cold rolled asphalt.

G. Non-slip metal surfaces.

17.4.4. The guidance for hardwood decking is as follows:

A. Thickness of planks is subject to the structural calculation and allowable / factored flexural and shear stresses. Usually thickness of planks is from 20 to 40 mm.

B. Wood/Timber decking shall be constructed in boards, planed, grooved, and fixed with self-tapping screws.


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C. Wood/Timber decking shall be slip resistant, suitable for walking on in strong sunlight without discomfort.

D. Resistant to fungus, bacteria, woodworm and moisture etc.

E. Minimum density of 800 Kg/m3.

F. Non-slip (grooved) surface.

G. Wood planks should be appropriately treated to prevent wood from rotting.

17.4.5. Main characteristics for polyethylene decking shall be as follows:

A. Antacid.

B. UV-ray resistant.

C. Non-slip surface.

D. Easy to clean.

17.4.6. The following factors must be considered for concrete decking:

A. Surface erosion from water abrasion.

B. Effects of sea water on reinforcement and erosion beneath concrete structures.

C. Uniformity, quality and appearance of concrete deck finishing.

D. Non-slip deck surface.

E. Concrete decking is usually used in conjunction with fibre reinforced concrete floats.

F. Concrete decking can be done in concrete in situ or by removable individual panels with hardwearing non-slip surface.

G. Panels can be made up of glass reinforced cement with 5% by weight fibre content.

H. Allowable applied uniform live load for concrete decking shall be above 2.0 kN/m2.

17.5. SERVICE TRENCHES

17.5.1. Floating pontoon shall be provided with service trenches for water supply network, electrical wiring and other utilities.


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17.5.2. It is recommended to install a suitable supported tray just below the decking along the length of the floating pontoon.

17.5.3. Trenches are to be made up of aluminium alloy or other non-corrosive material and should be covered on the top by removable covers specially designed to bear the weight of people passing over them.

17.5.4. Aluminium alloy removable covers provide quick and easy access to piping and wiring inside.


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Section 18 : DOCK SERVICE FACILITIES

18.1. FRESH WATER SUPPLY

18.1.1. All docks shall be provided with water pipes connected to local water supply network and shall run the length of the docks and supply water to vessels through appropriate outlets.

18.1.2. Outlets should be provided for each 15 meters of dock length or major fraction thereof or for each boat where the design of the dock, wharf, pier or finger clearly indicates a specific number of boats to be moored.

18.1.3. Diameter of pipe shall be calculated according to the number of service bollards to be supplied.

18.1.4. Flexible pipe sections are to be placed at crossings between

floating elements and at shore connections to absorb the tidal range corresponding movements.

18.1.5. The water supply outlets are frequently combined with the power supply outlets contained within purpose -built pillars.

18.1.6. It is recommended to use 25mm (1”) diameter flexible piping reinforced with a stainless steel-wire mesh for water supply of adequate pressure, (excluding fire fighting services), to serve up to 50 mooring slots.

18.2. FIRE FIGHTING

18.2.1. All marinas should have an adequate fire suppression system consisting of uninterrupted water supply, extinguishers and fire alarm system.

18.2.2. The fire hydrants are provided in a water supply network. They shall be positioned at approximately 50 m intervals and shall be equipped with 40mm (11/2”) flexible hoses kept at special firefighting points. Fire hydrants are to be attached to water mains of 50mm (2”) diameter or more.

18.2.3. If the local water supply network is not available or in cases where the water would not be suitable (for a fire caused by fuel or an electrical short-circuit) then chemical fire-extinguishing equipment may be installed at appropriate locations in the marina.

18.2.4. All boats must have the proper type and number of fire extinguishers on board, as required by the Dubai Coast Guard regulations and/or Fire Fighting Department.

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18.3. POWER SUPPLY AND LIGHTING

18.3.1. Power shall be supplied from the docks to all service bollards through 3-phase, neutral and earthed cabling. Its rating/capacity depends on the total amount of service bollards and the power of their sockets.

Both 1Phase and 3Phase power supply receptacles can be made available from the service bollard.

18.3.2. Power supply sockets should be provided along the length of

docks to provide an electric current of 16A, 32A, or 63A at 220 V or 380 V. Every boat exceeding 6 m in length should have access to the relative power outlet. 3 Phase power supply shall be terminated at the service bollards from which the 1 Phase & 3 Phase supply derived by using 1 P and 3P Circuit breaker/fuse unit feeding the respective 1P and 3P socket outlets and power receptacles.

18.3.3. All electrical sockets and automatic-switch boxes shall be certified as per international and/or local standards.

18.3.4. Above-pontoon lighting is needed for security, safety, and for night time mooring activities.

18.3.5. The marina lighting network may be arranged in parallel with that of the power supply.

18.3.6. Cabling shall be arranged in special ducts or suspended lengthwise along docks, to satisfy safety regulations.

18.3.7. Electrical cabling should supply power for luminaries on

services bollards and the beacon at the end of the walkways. 18.3.8. This cabling should be independent of the power supply line.

18.3.9. Earthing has to be provided by means of returns to shore. 18.3.10. The lighting fixtures shall be either incorporated in the service

bollard or shall be mounted on independent poles.

18.3.11. The poles should be located so as not to form an obstruction to dock operations.

18.3.12. Light fixtures should be located low enough and shielded to light up the deck and waterside edges without blinding the vessel’s crew during berthing operations.


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18.4. SERVICE BOLLARDS

18.4.1. It is preferred that services on a dock are provided through a proprietary service bollard supplied by an established manufacturer. Bollards should combine services including water power supply, telephone, cable TV/internet services and dock lighting as appropriate.

18.4.2. Separate service bollards incorporating fire extinguishers, fire reels, rescue rings, and fire alarms should be provided.

18.4.3. For berths servicing craft up to 20m in length, services bollard may serve up to 2 craft. Craft over 20m in length should be served by individual bollards.

18.4.4. Service bollards should be so located such that cables and hoses do not cross over walkways to connect to a craft.

18.4.5. Service bollards shall be completely splash proof to insulate electrical and lighting equipment from the water. Electrical equipment shall be physically separated from the water area inside the service bollard.

18.4.6. Service bollards have to be fully tested to assure water tightness required by DEWA and other local standards for the protection of all electrical equipment installed on floating pontoons or in the marine environment generally.


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18.4.7. Service bollards could be made up of PVC, UV-ray and fire resistant finish (according to Standard DIN 4102) or of AISI 316 stainless steel.

18.5. WATER-SIDE ACCESS LADDERS

18.5.1. Each dock shall be provided with at least 1 ladder extending from the dock surface to 0.8 meters below mean low water. For docks in excess of 15 meters in length a ladder, or other approved methods of egress from the water, shall be located for every double slip and at a maximum spacing of 20m elsewhere on walkways.


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Section 19 : BOAT LIFT AND BOAT LAUNCHING DESIGN REQUIREMENTS

The installation of docks and boat lifts shall be in accordance with accepted international standards of engineering.

Boat lifting and launching procedures shall form a significant part of an organized, large marina where these activities occur on a regular basis.

The vertical lifting in marinas may be arranged using one of the following lifting facilities:

A. Travel lift.

B. Fixed jib crane with horizontal boom.

C. Special forklift.

D. Monorail.

E. Launching Ramp.

19.1. TRAVEL LIFT The travel lift shall be equipped with a crane mechanism

mounted on a steel frame and fitted with rubber tires. It should travel along and above the water surface of a boat slip so that it can be placed safely above the boat to be lifted. Travel-lift frames shall be open at one end for servicing sail boats. Lifting a vessel shall be done using nylon slings.

19.2. FIXED JIB CRANE WITH HORIZONTAL BOOM A fixed jib crane with a horizontal boom shall be placed in an

appropriate location in a marina and at such a distance from the dock as to avoid damage from a potential collision with the dock wall of boats being lifted. The transfer of significant point loads from a crane on the quay wall should be taken into consideration.

19.3. SPECIAL FORKLIFT A special forklift should possess a vertical stem that enables

the forks to reach below the bottom of the boat to be lifted. A safety margin between the movable parts of the forklift and the vertical dock wall should also be factored into the design.

19.4. MONORAIL Monorails are easy-to-use installations since the conveyor

holding the vessel is operated by remote control. The conveyor shall be suspended over rails running centrally along the length of the monorail. The monorail is placed transversally to the dock and extends over the sea by means of protruding beam to enable vertical lifting and re-launching of vessels.

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19.5. LAUNCHING RAMPS

The launching ramps may be used for launching relatively small boats, (which normally constitute the majority of vessels).

The constructed ramps shall be in accordance with the design of international standards of engineering and shall comply with the following:

19.5.1. The ramp shall be constructed of permanent stable material having a minimum width of 5m unless otherwise approved by the Authority. The ramp slope shall be designed in a maximum slope of 1:7 unless otherwise approved by the Authority. (Preferably the ramp slope shall be 1:9). The slopes shall be extended above and below high/low water levels with non-slip surfaces formed by means of deep, gently sloped grooves of sufficient width.

19.5.2. Ramp shall be constructed inside the marina boundaries and shall not cause adverse effects on tidal currents or beach stability of adjacent properties.

19.5.3. Boats using the ramp shall not obstruct any navigational channel at any time.

19.5.4. A submarine horizontal gravel mound may be provided to stop a vehicle (that is to pull out or launch boats) from falling into the sea in the event of inability to brake.

19.5.5. The launching ramp area shall also contain a space for rinsing seawater off the vessel, the trailer and the boat. Runoffs shall be collected for treatment because these usually contain oil, mud, etc., that should not be allowed to flow back freely into the harbour basin.

19.5.6. Floating embarkation and disembarkation docks for boats should be situated near the launching slip.

Section 19 : BOAT LIFT AND BOAT LAUNCHING DESIGN REQUIREMENTS

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Section 20 : AUXILLARY BUILDINGS AND LAND INSTALLATIONS

20.1. GENERAL REQUIREMETS Buildings and Land Installations shall be designed as per

“Building Regulations & Design Guidelines” and other regulations issued by the Authority.

20.1.1. Marina administration building. This structure should provide for the following:

d) Administration.

e) Accounts.

f) Inquires.

g) Telephone.

h) Switchboard.

i) Locker rooms.

Additional services should be considered depending on the size of the marina and the nature of the overall development, including:

h) Shops/kiosk.

i) Clubhouse/lounge.

j) Restaurant / bistro.

20.1.2. Harbour master’s building.

a) This structure is used to house the navigation and security services.

b) It may be combined with the administration building.

20.1.3. Vessel repair and maintenance.

a) Building and/or yard area for the repair and maintenance of craft including lifting and transfer systems.

b) A range of equipment from simple wheeled carriers to powerful lifts and rails are used for the transport of vessels to and from the repair shop.

20.1.4. Dry Boat Storage.

Dry storage facilities for boats up to 10 -12m in length should include the following:

a) A boat storage system.

b) A boat launching / retrieval system.

c) Temporary wet berths for loading and unloading.

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d) Passenger access and car parking.

e) Security arrangements.

20.1.5. Sanitation areas.a) Approximately one toilet and shower/washroom for each

20 mooring places should be provided at intervals of less than 300m.

20.1.6. Road network, utilities networks, and lighting. a) These shall be designed as for urban areas.

20.1.7. Entrance gate and fencing.

a) Security is always a sensitive issue in marinas, and special care should be given to protection from theft and vandalism.

b) Fencing of the marina land area and safeguarding of its perimeter with controlled access points are expected as a minimum.

20.1.8. Parking lots.

a) Attention should be paid to ensure adequate parking, (including that required for boat trailers), in accordance with CED’s Building Regulations & Design Guidelines.

Section 20 : AUXILLARY BUILDINGS AND LAND INSTALLATIONS

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Section 21 : MATERIALS

All construction materials shall be in accordance with recognised international standards accepted by the Authority.

21.1. CONSTRUCTION MATERIALS

21.1.1. Floating dock structures shall always be robust and tough to withstand their intended use in the marine environment for their required design life.

21.1.2. Floating docks could be constructed using the following material:

A. Timber.

B. Steel.

C. Concrete.

D. Aluminium.

21.2. TIMBER

21.2.1. Timber may be used for the following:a) Decking for walkways.b) Framing for deck.c) Piling.d) Fender systems. e) Dolphins.f) Access Bridge. g) Utility trays.

The Applicant/ Developer must comply with Dubai World’s responsible procurement policy with respect to the sourcing of timber for construction. The Applicant/ Developer must provide proof of legal origin of sustainably produced timber accompanied by chain of custody certification.

The designer should take in consideration that Copper Chrome Arsenate (CCA) treated products have been banned from use in marine waters by the EU (2002). The EU (2004) has also declared CCA wood a hazardous waste.

Timber shall be in accordance with BS 6349-1(1984), clause 60-1: The use of timber in maritime structures should be in accordance with CP 112: Part 2:1971.

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21.3. STEEL

21.3.1. Steel may be used for all types of marine structures.

a) Steel used in sea water shall be protected against corrosion by the use of marine coatings.

b) Coating which shall be used in submerged water and in the splash zone for floats, steel piles or other marine structures are coal tar epoxy, epoxy, metallized zinc or aluminium with top coat and others as approved by the Authority.

c) Cathodic protection systems are difficult to design, construct, and maintain properly and therefore are not recommended.

d) Additional steel thickness shall be provided as a sacrificial corrosion allowance.

21.4. CONCRETE

a. Concrete could be generally used for the marine structures as follows:A. Decking for walkways.B. Floats.C. Framing for pontoon.D. Piles, Dolphins.E. Fender systems.F. Access BridgeG. AbutmentH. Gravity Anchors.

b. The concrete used for maritime structures could be as follows:A. Plain concrete.B. Reinforced concrete.C. Prestressed concrete.D. Ferro cement.

E. Fibre-reinforced concrete.

21.4.1. General requirement

a) The designer shall specify the type of concrete required to meet the needs in maritime conditions and to


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ensure sufficient strength and durability in the maritime structure.

b) Concrete shall be properly designed and constructed to achieve high durability in the marine environment.

c) The designer should take into consideration that the durability of concrete in marine environments is dependent on the quality of materials used for concrete mix, as well as the mixing procedure, volume and quality of water used and therefore should carefully select the type of cement, aggregates and water and use of appropriate admixtures or corrosion inhibitors.

21.4.2. Strength

The following is recommended : The required minimum compressive strength after 28 days

shall be:a) 35 MPa for all zones. b) 42 MPa where severe surface degradation is likely.c) As required by relevant standards, if this exeeds above

requirements.

21.4.3. Crackinga) The designer should consider that in marine environments

concrete cracking may occur resulting in corrosion of embedded steel.

b) It is recommended to limit the crack width in concrete structures. For the Emirate of Dubai environment a maximum crack width of 0.15 mm is allowed. (This shall be, in particular implemented for the design of concrete decking).

21.4.4. Concrete Durability

a) The designer shall consider that the corrosive action of external chlorides on embedded steel is the most severe problem of concrete structures in the marine environment.

b) Therefore it is required to perform an appropriate design of the concrete mix and/or to provide direct protection of the reinforcing steel.

c) The latest technology has to be implemented to improve concrete durability.

d) One solution is to use concrete enhanced with fly ash,


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GGBS, silica fume and corrosion inhibitors for floats, framing, decks, access bridge, mooring or guide piles and wherever relevant/possible.

e) The special corrosion-protection admixtures are to be added to the concrete mix at the batch plant. The proven admixtures which can be used to protect reinforcing bars from corrosion are silica fume and a calcium nitrite corrosion inhibitor.

f) Silica fume reduces the permeability of concrete by slowing considerably the ingress of waterborne chlorides.

g) A calcium nitrite corrosion inhibitor controls the corrosion process chemically.

h) Low permeability of concrete could be achieved with a low water/cement ratio.

21.4.5. Water/Cement Ratio

a) It is recommended to use water/cementitious ratio of 0.40.

21.4.6. Concrete cover

a) In addition to the design of adequate concrete mix the designer shall consider the importance of concrete cover. The appropriate concrete cover shall be selected to prevent the corrosion to steel reinforcement.

b) According to BS cover in maritime structures should not be less than 50 mm.

c) According to the CIRIA ‘Guide to Concrete Construction in the Gulf region’’, cover in maritime structures should be from 75 to 100mm.

d) For the purpose of these Regulations for concrete structures used in marinas located in the Emirate of Dubai the following concrete cover is recommended.

e) For reinforcing bars:

A. 65 mm in the splash and atmospheric zones subjected to salt spray.

B. 50 mm in the submerged zone.

f) For prestressed or post-tensioned tendons:

A. 90 mm in the splash and atmospheric zones subjected to salt spray.

B. 75 mm in the submerged zone.


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g) The concrete cover should be designed as a minimum because too much cover may result in excessive cracking.

h) As an exception, the floating pontoon could be designed with a dense cement paste cover as low as 35 to 40 mm subject to the approval of the Authority.

21.4.7. Membranes

a) One possible method to minimize the corrosive action of external chlorides to concrete structures operating in the marine environment is protection by water-proofing membranes applied on the whole concrete surface.

b) Membranes could be provided as a hot-applied coal tar, coal tar epoxies, and polyurethanes and by other appropriate material. The designer should take care to specify the membrane capable of resisting ultraviolet rays.

c) In order to limit the chances of steel corrosion, the designer could specify direct protection of the reinforcing steel.

21.4.8. Protection of Reinforcing Steel from Corrosion

a) Reinforcing steel could be protected by fusion-bonded epoxy coatings, hot-dip galvanizing, and in some cases by cathodic protection,

b) It is recommended that the coating thickness of fusion-bonded epoxy does not exceed 0. 3 mm. The disadvantage of the epoxy coating is a possible damage during bending, installation, and placing of concrete,

c) Galvanized reinforcing bars form a good bond with concrete but it should be taken into consideration that the galvanizing of reinforcing steel does provide a satisfactory protection in a splash zone.

d) This type of reinforcing steel protection is not commonly used in the Emirate of Dubai environment.

e) Cathodic protection should be avoided whenever possible.

21.4.9. Fibre Reinforcement

a) As per these Regulations it is recommended to implement Fibre Reinforcement (FRC) in order to improve concrete durability and to mitigate problems associated with intrinsic cracking.


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b) Material in Fibre Reinforcement could be made of glass, polymeric, carbon fibres, synthetic macro fibre, steel fibres, stainless steel and could be made in various sizes and with circular, rectangular, semicircular, and irregular shapes.

c) Using steel fibres in Marine environment is not recommended especially if the concrete is not coated (after one to two years concrete colour will change).

21.4.10. Water

a) Only potable water should be used for concrete mixes used for structural reinforced concrete.

b) The chloride content of the water (and the mix) is an important factor in ensuring protection of reinforcing steel against corrosion.

c) Water should be clean and free from harmful matter and, where tests are required; these should be as described in BS 3148.

d) Seawater should not be used in reinforced concrete although it may be considered if the concrete is un-reinforced and is not in contact with other concrete.

e) Seawater should not be used with chloride accelerators.

21.4.11. Cement

It is recommended that the cement content would not be less than:

A. 340 and 360 kg/m3 for 40 and 20 mm maximum aggregate size (or as recommended by standards).

B. Respectively, 400 kg/m3 for the splash zone.

21.4.12. Aggregates

a) The designer should consider that for maritime structures a high strength concrete is required and therefore it is necessary to select the characteristics of aggregates based on specified test results.

b) Natural sand and gravel, or crushed rock conforming to ASTM C33, and light weight aggregate conforming to ASTM C330 are recommended. Marine aggregates may be used, provided that they have been washed to meet the chloride ions limits and providing the aggregates have sufficiently low seashell content.


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c) As an alternative aggregates should comply with BS 882, 1201.

d) Hard and strong aggregates are required particularly in tidal and splash zones, where resistance to heavy abrasion or erosion is usually required.

e) Aggregates should pass the soundness test ( ASTM C 88).

f) The maximum water absorption permitted should be 3% as measured by the procedure described in BS 812. Water absorption and specific gravity should be in accordance with ASTM C127, ASTM 128 AND EN1097-6.

g) The designer shall take in consideration the recommendations in CIRIA Special Publication no 31”The CIRIA Guide to Concrete Construction in the Gulf Region”.

21.4.13. Reinforcement

a) Reinforcing steel can be conventional, Prestressed, or post-tensioned. It may be used bare or coated in a variety of ways.

b) Conventional reinforcing steel is best represented by regular deformed bars of miscellaneous grades.

c) The designer should take in consideration the latest development of reinforcing steel technology and to the recently invented and patented steel conforming to ASTM A 1035/A 1035M – 06.

21.5. ALUMINIUM

21.5.1. Aluminium alloys could be used for:

A. Pontoon framing.

B. Deck-supported structures.

C. Supporting of piping and conduits for services.

Unless otherwise approved, aluminium grade 6005, 6005A, and 6082 alloys shall be used and comply with EN 573-3-1994 and EN 755-2-1997.

Unprotected aluminium should not be used under water or in the splash zone.


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Section 22 : ENVIRONMENTAL IMPACT ASSESSMENT GUIDANCE

22.1. NUISANCES, INJURIOUS OR DANGEROUS CONDITIONS

22.1.1. It shall be unlawful for any entity or person owning property adjacent to any access channel, beach, or other body of water, appurtenant to which property is a seawall, to permit the seawall to deteriorate to such an extent that its condition is injurious to the health, safety and welfare of the owners and visitors of marinas, or is dangerous to the navigability of any channel or other body of water.

22.1.2. Whenever this condition exists and receives the attention of the Authority that such condition exists, the Authority shall take appropriate action.

22.2. PROHIBITION OF UNSIGHTLY OR BADLY DETERIORATED BOATS All water vessels and boats within the marinas shall meet the

following requirements:

22.2.1. All vessels circulating, docking or mooring within marinas and waterways shall be registered with the appropriate authorities and be in seaworthy condition.

22.2.2. Boats or watercraft of any kind that are found to be of unsightly appearance or in a badly deteriorated condition or which is likely to cause damage to private or public property or which may be a menace to navigation shall not be permitted to moor or tie up at any docks or in any waterways .

22.2.3. It shall further be unlawful for any person to abandon any boat or watercraft or wreck in marinas or within Dubai waterways or to moor the same in a manner to cause such watercraft to be or become a menace to navigation.

22.2.4. In the event any boat or watercraft shall be declared in violation of this section so as to be a menace to navigation, the Authority shall have the right to immediately have the vessel removed and impounded at the nearest licensed marine facility.

22.2.5. All costs for towing and storage will be payable by the vessel owner

22.3. MOORING OF BOATS

22.3.1. Boat owners shall ensure that the boat is safely moored with lines adequate for weather conditions using a minimum of 12mm dia nylon line.

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22.4. MAINTENANCE OF BOATS

22.4.1. Ordinary light maintenance may be permitted on the boat in the marina maintenance area.

22.4.2. Maintenance of watercraft in marina area shall be permitted when such repair or maintenance is routine or minor in nature and does not involve major exterior alteration, rebuilding, repairing of exterior, complete refinishing, and/or removal of machinery, or the use of tools and equipment in such repair or maintenance which would result in excessive noise.

22.5. BOAT REPAIRS

22.5.1. No repairs may be made on the boat while in its slip or mooring space.

22.5.2. No paint thinners or other petroleum products are permitted on the docks.

22.6. CLEANLINESS AND TIDYNESS OF BAOT BERTH

22.6.1. Boat owners shall keep the dock area adjacent to their berth or mooring space clean and litter free.

22.6.2. Nothing shall be stored thereon, including but not limited to supplies, materials and debris, nor may any boat owner construct thereon any lockers, cabinets, ramps or similar structures.

22.7. STORAGE LOCKERS

22.7.1. Lockers (if any) for the storage and safekeeping of provisions, equipment, and so on, shall be close to the mooring.

22.8. DISORDERLY CONDUCT

22.8.1. Disorderly conduct is prohibited on a boat, on the dock or within the marina area by a boat owner or his visitor(s).Failure to adhere to this will be a cause for immediate removal of the boat from the marina area and the individual(s) involved.


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22.9. NOISES

22.9.1. Loud dockside parties are prohibited.

22.10. REFUELING

22.10.1. Boats shall be refuelled only in the designated areas from the approved fuel pumps without spillage or contamination of the environment.

22.10.2. No boats or motors will be refuelled while in the slip areas.

22.10.3. No fuel may be transferred from one container to another on the marina premises, nor may fuel be brought onto the marina premises except in tanks equipped with fuel line connectors and approved by Authority and Dubai Coast Guard.

22.11. HAZARDOUS ACTIVITIES

22.11.1. Spraying paint, welding and burning are strictly prohibited in the marina.

22.11.2. It shall be unlawful for any person to contaminate the environment with hazardous materials, including fuel.

22.12. TOILET FACILITIES

22.12.1. The toilet facilities on a boat shall be maintained in a clean and sanitary condition in accordance with the Public Health Authority regulation and shall comply with these Regulations.

22.13. EXCESS SPEED

22.13.1. No boat within 1000m of the Marina or Dockage place or landing portion shall be operated in excess of the “no wake” speed.

22.14. SWIMMING

22.14.1. No swimming or diving will be permitted within the marina.


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22.15. REFUSE

22.15.1. No refuse will be thrown overboard.

22.16. GARBAGE AND WASTE DISPOSAL

22.16.1. For pleasure boats that possess systems for disposal of their own accumulated liquid waste (by means of pumping) appropriate intakes and conduits connected to the local (sewerage) network shall be provided on a fixed dock.

22.16.2. For solid waste, garbage dumpers shall be placed at suitable locations, accessible to garbage trucks.

22.16.3. It shall be unlawful for any person to dispose of garbage, papers, bottles, cans, refuse, petroleum products, solvents or other inflammable liquids, or other debris into Dubai Emirate waterways.

22.17. SEWAGE PUMPS-OUTS

22.17.1. All marinas shall have sewage pump-out stations and shall ensure that no direct sewage or any other wastes are discharged into the waterways

22.18. MINIMUM CONDITIONS FOR DOCK CONSTRUCTION

Floating docks in excess of 15 meters total aggregate length or providing docking for 5 or more boats shall be provided with the following facilities.

22.18.1. At least 1 sewage pump-out facility connected to the shore sanitary sewer system.

22.18.2. One potable water hose pipe and 1 electrical box for each 15 meters of dock length or major fraction thereof or for each boat where the design of the dock clearly indicates a specific number of boats.

22.18.3. Adequate water supply for fire protection shall be designed according to the requirement stipulated in Building Regulations & Design Guidelines.


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22.19. CONSTRUCTION PROCESS AND CLEAN UP

22.19.1. During the construction process of any marine structure the contractor shall take the necessary measures to ensure compliance with all the environmental laws and requirements of the United Arab Emirates, the Municipality of Dubai, and the Ports, Customs and Free Zone Corporation.

22.20. SECURITY INSPECTION

22.20.1. The Authority reserves the right to inspect all boats to ensure that they meet these Regulations prior to docking and at any time thereafter while the boat is in the marina area.

22.20.2. In the event that boats are not maintained in a clean and operable manner, Authority will order the removal of boat from the marina.

22.20.3. In the event the owner fails to do so, the Authority reserves the right to remove said boat at the expense of the owner.


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Section 23 : REFERENCES

Users of this manual should comply with all codes, regulations, specifications and standards referred to in the contract documents and all codes, standards, specifications of regulatory agencies mentioned herein

1) AS 3962 – 2001 Guidelines for design of marinas

2) ASTM C33

3) ASTM C330

4) ASTM C127

5) ASTM 128

6) ASTM C 88

7) ASTM A1035-04 Low-carbon, chromium steel bars for concrete reinforcement

8) ASTM A 1035/A 1035M – 06 Standard Specification for Deformed and Plain Low-Carbon, Chromium, Steel Bars for Concrete Reinforcement.

9) ACI 318:2005 ‘Building Code Requirements for Structural Concrete’.

10) ACI Manual of Concrete Practice – the latest edition.

11) UBC 1997, Volume 2, ‘Structural Engineering Design Provisions’.

12) BS 5950:2000 ‘Structural Use of Steelwork in Building’.

13) BS 8004:1986 ‘Foundations’.

14) BS 8007:1987 ‘Design of concrete structures for retaining aqueous liquids’.

15) BS 5628:1992 ‘Code of Practice for Use of Masonry’.

16) BS 5400 steel, concrete and composite bridges.

17) BS 8500 “Methods for Specifying Concrete Including Ready-Mixed Concrete”.

18) BS 8110 “Structural Use of Concrete “.

19) BS 4466 “Bending Dimensions and Scheduling of Reinforcement “.

20) BS 6031 code of practice for earthworks

21) BS 6349 “Code of Practice for Maritime Structures. Part 1 - 1984” – General Criteria.

22) BS 6349 “Code of Practice for Maritime Structure Part 2 - 1988” – Design of quay walls, Jetties and Dolphins.

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23) BS 6349 “Code of Practice for Maritime Structure Part 3 - .Design of Dry Docks, Locks, shipways, Ship lifts and Docks

24) BS 6349 “Code of Practice for Maritime Structure Part 4 - 1985”- Design of Fendering and mooring system.

25) BS 6349 “Code of Practice for Maritime Structure Part 5 – Recommendations for Dredging of waterways and for land reclamation.

26) BS 6349 “Code of Practice for Maritime Structure Part 6 – Design of Buoy Moorings floating and buoyant structures.

27) BS 6399 -2 1997-Loading of buildings-“Code of Practice for wind loads”

28) BS CP 3- “Code of Practice for wind loads”

29) BS 8004 “Foundations”1986.

30) BS 4360 “Weld able structural steels”1972.

31) BS 882, 1201

32) ISO 8501

33) European EN 755-2-1997 for aluminium alloy

34) DIN 4102

35) EN1097-6

36) European standard EN 573-3-1994 for aluminium alloy

37) European standard EN 755-2-1997 for aluminium alloy

38) ACI 357 “Guide for the design and Construction of fixed offshore Concrete Structure“.

39) CIRIA Special Publication no 31”The CIRIA Guide to concrete construction in the Gulf region”.

40) Port Engineering, Planning Construction, Maintenance, and Security, edited by Gregory P. Tsinker

41) Military Handbook MIL-HDBK 1025/1

42) Permanent International Association of Navigation Congresses (PIANC, 2002).

43) Port Engineering – Per Bruun –

44) Pile Design and construction practice – M. D. Tomlinson.

45) Recommendations of the committee for waterfront structures UAE 1985.

Section 23 : REFERENCES

Marinas Regulation Manual

Documents

Transcript of Marinas Regulation Manual