Improving waterside access and boating facilities in False Creek, Vancouver, and enhancing berthing in St Helier, Jersey
Market Report: Colombia
Charlotte Niemiec reports on an awakening market for nautical tourism
Classification or certification? Ralf Heron discusses the options and gives the latest updates on ISO
Esteban Biondi discusses sustainable designs that add value to marinas, and Tom Callahan advises on boat wash solutions that meet US regulations
Front cover [courtesy: Jaime Borda Martelo]: Club Nautico de Cartagena offers 100 berths for vessels of 40 to 120ft and, like many marinas in the area, enjoys near 100% occupancy. Although Cartagena boasts the most developed marina industry in Colombia, the market is developing country-wide. Read more on p. 25
Marinetek is a company of passion, commitment and hard work. Best engineering, high quality and responsibility are the core values of Marinetek operations. Today we have over 2 000 top marina references in more than 40 countries; track record that is a testimony to our knowhow. With ever increasing world class references, new solutions and an impressive array of associated products and services.
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Uplift in the Middle East
The 23rd Dubai International Boat Show in early March boasted over 430 boats and 800 exhibitors, and welcomed around 26,000 local and overseas visitors. The event ended on a positive note with significant numbers of boat sales –large and small – reported.
The Associated Middle East Boating Conference, which focused on marina development and intelligent yacht design, hailed 2015 as the year of innovation for the UAE in terms of new waterfront developments and investment in waterside living and tourism. Nawfal Al Jourani, director of communications at the Dubai Maritime City Authority, predicted that such investment will continue to drive demand for a leisure marine lifestyle especially in the small to medium size boat market.
Work on several developments in the UAE, including marina expansion projects, is under way. Examples include the 3km Dubai Canal project, expected to be completed in the next two years, which offers extensive restaurants, hotels, public spaces and boat jetties, and the Deira Island project at the Palm Deira. This features a creek marina for large yachts and marina facilities alongside residences.
Marina designer and architect, Emmanuel Delarue, of NDA Group, China (a leading speaker at the conference) agreed that there is tremendous opportunity for growth. “Dubai has a long standing boating tradition and the region is really embracing its passion for yachting and watersports,” he said. “With millions of people flocking to enjoy the UAE’s waterfront lifestyle, and a high number of high net worth individuals looking to spend millions on superyachts, by investing in marinas with real lifestyle and expanding existing waterways, the region will continue to develop as one of the world’s most desirable destinations for tourism and outdoor living.”
Dubai-based consultant and marina management company Mourjan Marinas also recognises a new phase of growth. According to research it conducted across 23 marinas covering 4,289 berths in the UAE, Qatar and Oman, berthing rates have increased on average by three to five per cent in recent years. This is positive news for the region in general although Oman receives less uplift as its berthing rates are between five and ten per cent lower than elsewhere (a reflection of the lower cost of living enjoyed by Omanis and residents). On average, a 10m berth in the Middle East is currently rated at US$5,100 and a 15m berth at US$10,500.
Most significant perhaps is that, despite upturn, we are seeing greater caution when it comes to new projects. Mourjan Marinas general manager, Wayne Shepherd, approves the “pragmatic and phased approach” to marina development that is emerging. He urges developers to engage consultants with regional experience in the pre-evaluation phase to ensure that integration and long term sustainability win through.
A policy of building to meet ‘actual’ as opposed to ‘perceived’ market demand will surely better benefit the market in the longer term.
Carol Fulford Editor
MOU signed to develop world class marina
THE MALDIVES: SilverCent Private, a company that specialises in sourcing foreign investment for tourism projects in the Maldives, has signed an MOU with Dubai-based ART Marine to develop a world class marina.
ART Marine will be supporting and advising SilverCent during the development phase and, upon completion, will become the operator and manager of the new marina. The facility will be designed by famous Italian architect Giancarlo Zema who will create a marina that is totally integrated with the Maldavian culture and the sea.
Ahmed Zuhair, managing director of SilverCent, says: “Our country is mostly water and the economy is mainly driven
South Basin receives green light
BERMUDA: According to The Royal Gazette, the Ministry of Economic Development has approved plans for the South Basin Marina at the Royal Naval Dockyard. The new facility will play a major role in the 2017 America’s Cup Event Village.
The application was submitted last December by South Basin Development and backed by the West End Development Corporation that is responsible for enhancing and promoting the dockyard site as a leisure and tourism attraction.
Plans cover ten acres of land to be reclaimed inside the southeastern corner of the existing breakwater to create an island. A boatyard with multiple drystacks, two parking areas, a 68-berth marina, marina offices and other buildings are mooted. Tenders will soon be invited.
by tourism. The Maldives is becoming a popular destination for the yachtsman and every year we welcome hundreds of luxury superyachts. As a result, and in order to provide an ultimate tourism experience, we need to cater for the yachts arriving in the country.” He notes that the lack of marinas has been a drawback for the tourism industry. “We are confident that our partnership with ART Marine will yield fruitful results,” he adds.
Superyacht plan awaits approval
GIBRALTAR: The Development and Planning Commission is just weeks away from finalising its decision on a proposed project for superyacht berths and short stay/rental apartments at Ocean Village.
Karen Houston, business and development manager for Ocean Village, says:
“According to the 2015 Superyacht Intelligence Annual Report, 70% of superyachts are connected to the Mediterranean with the majority doing the traditional MedCaribbean ‘milk run’. This ritual forces them to pass through the Strait of Gibraltar at least twice a year but, while they have the opportunity to fill up on cut-price fuel, the existing infrastructure is unable to support their long-term berthing.”
“Amongst other improvements, we plan to significantly increase power supply and waste water disposal capacity to meet standards typically found in tailor-made superyacht marinas. These world-
class facilities will attract a lucrative market that has so far been denied to Gibraltar.”
In 2014, some £2.4 billion was spent on superyachts and estimates suggest that the current fleet of 5,000 will grow by 60% within the next 20 years to around 11,000.
The Marina Bay masterplan outlines ten stern-to superyacht berths with secure access, a modern pier office with executive crew lounges, spa-style facilities, and storage, workshop and laundry services. The promenade will be enhanced with landscaping and a ‘mirador’ open to the public. CCTV will be in place to give superyacht owners, guests and crew peace of mind. 101 waterside apartments complement the scheme.
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70 years for Martini
ITALY: Martini Alfredo, leading manufacturer of containers, plastic pallets and floating pontoon systems, celebrated its 70th anniversary on 18th April.
The Martini Marinas division was formed in 1973 transferring the company’s proven know-how in plastics technology to the marina sector. Primary components in Martini floating systems including floats, fenders and decking are plastic, and continued focus is placed on R&D and safety to ensure that pontoons are
low maintenance and have a lifespan in excess of 20 years.
Since 2002, Martini Alfredo has been led by Glauco Rota, who works with a board of directors chaired by Cristina Martini. Together, they have implemented new investments and new products and enhanced the sales operation.
Diversification strengthens business
ITALY: Diversification was a key word for the Italian Ingemar Group in 2014 and developments to date this year have confirmed the wisdom of strong investment in R&D and collaborations with Italian institutions such as the University of Padua and Unindustria Treviso.
New modular components have boosted the viability of export and also led to a radically new breakwater design (see Products & Services). The company has expanded its visibility in the Middle East and continues to explore the very promising Australian market where a partnership with an important local operator is currently being discussed.
Work proceeds swiftly on the reinforced concrete floating elements for Sea City in Kuwait, the second phase of which is scheduled to complete at the end of the year. A total of 1,200 berths for vessels up to 40m will be arranged along 17km of pontoons and fingers, protected by 1,000m of floating breakwaters.
Phase two at Porto Montenegro also progresses well and challenging maritime projects in Saudi
Historic yard under new ownership
UK: Hamble Yacht Services (HYS), a boatyard and drystack operation on the Solent in the south of England, is under new ownership. Four partners with plans to bring new investment to the site have purchased the business from the Ancasta Group.
Maximum attention will be paid to environmental issues in plans to transform HYS, which is historically one of the premier centres for boat storage, berthing and servicing in the Solent area.
Arabia and Iraq have hiked a diverse order book.
Pontoons are currently under construction for several yacht harbours in Italy including Nautico Congianus on the Costa Smeralda, Porto Nogaro in Friuli and Porto Empedocle in Sicily.
Ingemar president, Lorenzo Isalberti, commented: “Despite the fact that the Italian yachting industry has not yet recovered from the doldrums of the last few years, our group’s design flexibility and diversified operational capacity has allowed us to identify new commercial opportunities, especially in areas different from traditional ones, and to promote ourselves in new and distant markets where the ‘made in Italy’ quality of our products speaks for itself.”
The new management will start by improving the general fabric of the yard. There is a programme of refurbishment for the main buildings and improvement to general access and car parking.
HYS is situated on its own land up river of Port Hamble Marina on the Hamble River and is accessible through the marina site to its own entrance.
The yard is adjacent to a conservation area. “We have plans to ‘go green’,” says director Robert Bicket. “We will be making big improvements to the recycling system here, and plan to install solar panels and a rainwater collection system.”
SAUDI ARABIA: The KSA Naval base (KFNB) recreational marina project is now fully operational for the use of naval base personnel. It offers 180 berths at a Livart Marine aluminium floating pontoon system, comprising 40 walkways measuring 3 x 12m and 80 fingers at 1.2 x 13.5m. All components were shipped from Livart’s factory in Guangdong, China.
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YACHTS
Works starts on Florida dockominium
USA: A new megayacht dockominium in the Fort Lauderdale area in South Florida is scheduled to break ground this month (May). Planning consents are in place and the build time is expected to be 12 months.
Harbour Twenty-Six is being built on a site formerly known as Pier 17 and will be the first new marina project of its kind in the area. Plans to redevelop the area
have been fielded in the past but failed mainly due to the financial downturn. Located across from the Lauderdale Marine Center and within five minutes of
Fort Lauderdale-Hollywood International Airport, Harbour Twenty-Six will offer 26 fully-covered, hurricane-rated slips ranging from 24 to 52m (80 to 170ft). Each comes with an attractive and functional two storey storage facility with an enclosed garage and additional parking. The project aims to offer a home base for vessels and their crews.
“We took on the Pier 17 plans but adapted them to add additional focus for the captains and crew,” says Nathan Cox of Alabama-based Battle Plan Capital, the private investment group that acquired the land and rights in November last year. “We will have a full club house on site including work stations, a pool, cooking, barbecue, entertainment and fitness area with 24 hour security,” he adds.
Slips are being marketed by Kit Denison of Denison Yacht Sales and Richard Graves of Promarine Realty. At least eight are reported to be sold. Management of the marina will be headed up by Jim Bronstien of US Marinas.
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Pontoons and constructions over the water
Prince Philip Haven nears completion
UK: Boats were welcomed to new pontoons during the Easter holidays at the redeveloped Royal Southern (RSYC) and RAF yacht clubs on the River Hamble in the south of England. The move marked near completion of the ‘Prince Philip Yacht Haven’ project.
The £2.6 million redevelopment has been led throughout by UK-based specialist consultancy Marina Projects. The company initially acted for the RSYC in developing concept proposals to make better use of the water space whilst at the same time addressing the requirements for the replacement of an aged and failing quay wall.
Mike Ward, managing director of Marina Projects, commented: “An immediate challenge for us was dealing with the historical cross-over between the access and activities on both land and water of the Royal Southern Yacht Club and their near neighbour, the Royal Air Force Yacht Club, a situation which required that the two clubs work together if meaningful solutions were to be found.”
“As a result, what has developed is a true collaboration between the two yacht clubs that has unlocked the potential of this valuable price of the River Hamble
and that in turn maximises the benefit of the direct connection to the local village.”
Marina Projects tackled a variety of challenges including licensing requirements, complex navigational issues and environmental impacts. The company also handled local objections to the project, dealt with contaminated
dredge spoil and organised replacement of the quay wall.
Raymond Brown Civil Engineering was appointed as main civils contractor, Walcon Marine as pontoon supplier, ML (UK) as dredging contractor, Maricer for pontoon utilities and Opus as engineering consultants.
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PLANNING & DESIGN
Enhancing boating facilities in False Creek
by Michael Tranmer and Paul Hoo (All images: McFarland Marceau Architects)
The Canadian city of Vancouver in British Columbia is frequently cited as one of the most livable cities in the world with an enviable mix of mountain, ocean and climate. The residents of Vancouver, ‘Vancouverites’, take full advantage year round of their fortunate location through numerous physical activities in the great outdoors. One of the fastest growing sports in the city is dragon boating, which takes place on the natural ocean inlet known as False Creek.
Once the industrial centre of Vancouver, False Creek was home to many sawmills, port operations and the railways through to the 1950s. Debates in the 1960s and 1970s on freeways, urban renewal and the rise of residents participating in urban planning began to shape False Creek into its present form. Through this period the public was involved in a major design process which established priorities for an accessible waterfront, mixed-tenure housing, live-aboard boats and a vibrant waterfront market on the now world renowned Granville Island. This urban renewal propelled False Creek into a major boating area for many different activities including
dragon boating, canoeing, kayaking, public ferries, charter ships and visiting pleasure boats. False Creek boasts ten marinas with berths for over 1,500 watercraft as well as several paddling clubs and boat rental facilities.
Since its introduction to Vancouver’s False Creek at the Expo ‘86 World’s Fair, dragon boating has been growing in popularity attracting people interested in learning to paddle as part of a dragon boat team, as well as competitive athletes who use False Creek for training and competition. Recently the redevelopment activity around the shores of southeast False Creek have helped encourage further participation in a number of water
Left and below: the urban renewal of False Creek prioritised on creating an accessible waterfront.
sports. For the 2010 Winter Olympic Games the athletes’ village was constructed on the southeast shores of False Creek. At the conclusion of the games, the same neighbourhood was developed into a residential area with housing and services for up to 13,000 people. Since that time ‘The Village on False Creek’ has blossomed into a vibrant community complete with grocery stores, bakeries, restaurants and numerous coffee shops to name a few of the popular services. Also popular within The Village is the City of Vancouver’s new Creekside community centre which serves as a base for the dragon boaters.
Since 2010, the Dragon Boat Festival Society (DBFS) has been running a successful dragon boating programme as well as providing other paddling opportunities in collaboration with the City of Vancouver’s Park Board. In 2013 approximately 4,400 people participated in these programmes. Also growing is attendance at the International Dragon Boat Festival held each June in Vancouver’s False Creek. Recognised as North America’s biggest and best, the festival attracts over 100,000 competitors and spectators and close to 200 dragon boat teams from around the world.
Currently, the DBFS and participants in the Dragon Boat Festival are using a former ferry dock in the southeast corner of False Creek. Over time, timber floats have been added to the dock to meet programme needs. Located next to a waterfront path, portable metal storage containers used by the paddlers are being displaced by development of a new park. With the growing demand from the paddling community, the gap between programme needs and quality infrastructure will continue to rise
17 - 19 NOVEMBER 2015
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without investment in a new facility. The City planned a phased development of a new passenger ferry terminal and non-motorised boating facility.
In late 2011, the City of Vancouver implemented Phase 1 of the development with the construction of the Moffatt & Nichol designed passenger ferry terminal facility in front of the Creekside Community Center. Phase 2 - the non-motorised boating facility - was planned for construction in the near future.
In late 2013, the City of Vancouver and the Vancouver Park Board proceeded with the Phase 2 nonmotorised boating facility study that included a review of the existing City facilities and programmes. The study, completed by McFarland Marceau Architects, identified the provision of improved paddling facilities in southeast False Creek as the highest priority. Further discussions based on the results of the study were held with community members leading to a conceptual design for an improved paddling centre and the ultimate goal of “establishing a permanent home for the greater paddling community.”
Phase 2 of the Creekside Paddling Centre will address the immediate needs of current boating programmes in southeast False Creek and will replace and improve the existing dock, floats and equipment sheds at an estimated cost of CA$3M. Designed by McFarland Marceau and a Moffatt & Nichol project team, the facility has been planned for maximum flexibility with incremental, moveable, expandable and adaptable floats. A
series of six on-water storage sheds will eliminate the need for the unsightly temporary storage containers currently occupying a portion of the waterfront walkway. A new 2.4m wide gangway will provide access to the 1,100m2 of new floats. An additional universal access float will utilise the existing ferry dock ramp to the west. Approximately nine new floats will be installed to provide moorage and storage for nonmotorised dragon boats and kayaks. The floats will be anchored using a combination of concrete anchors and chains, and steel pipe piles.
PLANNING & DESIGN
The City of Vancouver, along with other stakeholders, has recently championed measures to restore environmental quality and create new shoreline habitat within False Creek. A direct result of these efforts has been the recent return of Pacific herring spawning in False Creek. Maintaining this momentum with sustainable design, the new paddling centre has been designed to minimise impacts to habitat surrounding the new facility. By locating the new floats in deep water,
dredging is avoided and impacts to the existing habitat are minimised. In addition, the number and size of access gangways to the floats have been kept to a minimum. By reducing gangway impacts, sunlight can penetrate under the ramps and provide sufficient illumination for the growth of seaweeds. The new float facility will be kept in position through a combination of concrete block anchors and chains, as well as steel pipe piles. The steel pipe piles will facilitate the growth of barnacles and mussels within the intertidal zone, while seaweed and diatoms will grow along the edges of the floats and in-water infrastructure. Colonisation by attaching seaweeds, diatoms and marine fauna such as mussels and barnacles will occur on the hard surfaces of the chains and the concrete blocks.
The on-water storage sheds will be illuminated from within to produce a dramatic ‘lantern on the water’ effect across False Creek. The float lighting, designed and modelled by Moffatt & Nichol, will be positioned to project horizontally across the water to minimise impacts on marine organisms. In addition to reducing excessive shading and impacts to seaweed growth along shoreline riprap, the design of the sheds will use translucent cladding materials. The new non-motorised boating facility will not only serve the needs of the dragon boaters and kayakers in False Creek but will also encourage the surrounding communities to use the recreational facilities and to be closer to water activities.
Above and below: the new float facility has illuminated on-water storage sheds that create a dramatic ‘lantern on the water’ effect.
PLANNING & DESIGN
Boosting visitor berths in St Helier
Work will soon complete on a £3 million project designed to deliver much needed improvement to visitor berths and holding pontoons in St Helier Harbour, Jersey. UK-based consultants, Marina Projects, took the lead role in the development.
The redevelopment of berths four and five follows a detailed feasibility study, undertaken by Marina Projects in 2012, that considered the operational requirements and options for development. The berths are used extensively by a range of visiting yachts, resident boats waiting for tidal access into adjacent marinas, as a landing point for cruise ship passengers, the Royal National Lifeboat Institution (RNLI) and local tour boat operators. Some 20,000 yachtsmen visit St.Helier each year and a major aim of the project is to enhance the visitor experience/facilities. The mix of uses and customer bases was a key feature of the feasibility study.
The project has included the removal of an old link-span bridge within St Helier Marina and installation of a replacement 52m long pedestrian access bridge that improves the connection to berths four and five from Albert Pier. The development has also involved installation of new and improved visitor/waiting pontoons along
the full length of these berths; the first landing point for visiting vessels arriving in Jersey. An improved berthing facility is also provided for the RNLI and local tour boat operations.
Visitor berths and holding pontoons in place further to redevelopment of berths four and five.
The feasibility work study identified major issues with the structure that retains the water within the impounded St Helier Marina and these were addressed as part of the ongoing works. The project also released the south west corner of St Helier Marina for the potential future expansion of additional leisure berthing in a subsequent project stage.
A number of key challenges have had to be addressed for the successful delivery of the project:
• Extreme tidal range – with a mean range for high water springs of 9.6m increasing to over 12m at Highest Astronomic Tide. Environmental influences have had a major impact throughout the project on design and layout as well as construction methodology and working arrangements.
• Ground conditions – a significant degree of value engineering was required due to the high cost associated with mobilising specialist equipment required for rock-socketing large, 24m long steel piles into the granite seabed.
• Stakeholder consultation – the existing berthing arrangements provide a berthing facility for a number of key stakeholders, including the RNLI. The development process has required extensive consultation with the RNLI (both locally and in
Albert Pier – nearly ready for business.
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the UK) to ensure their operational needs are fully accommodated in the new scheme. A major objective has been to maintain the berthing of the RNLI throughout the project while enhancing access and security arrangements in the final scheme. • Programme – the works had to be undertaken in the winter months but had an absolute deadline for completion prior to the annual Jersey Boat Show this month (May).
The scope of work undertaken by Marina Projects included a detailed consultation process that engaged with all key stakeholders and harbour users. As part of the internal consultation and approvals process, the company provided comprehensive business case analysis to support the application to Ports of Jersey executive team and ultimately to secure ministerial political approval.
Marina Projects has also led the consenting process; securing both planning permission and FEPA licences which, in due course, required the various conditions of the licences to be discharged. Other work streams included project management,
procurement and contract administration throughout the construction phase.
The nature of the works required specialist contractors with experience of working in similar environments. In addition to the supply and installation of pontoon and related equipment, the works also required the installation of eleven tubular steel piles drilled and socketed into the granite bedrock. Following a detailed tender process and assessment of capabilities, local contractors Geomarine were appointed to undertake the major works programme, with sub-contractor Fugro Seacore undertaking the piling work. Walcon Marine supplied the pontoons and Maricer delivered the marina utility pedestals.
PLANNING & DESIGN
This project underpins the long standing relationship between Marina Projects and the Ports of Jersey/Jersey Marinas, which dates back to 2009. Contract works undertaken by Marina Projects have included assessing the potential for development in St
Helier Harbour and the development of a marine leisure master plan. The redevelopment of La Collette Yacht Basin, a project completed in early 2012, and the current project works are both elements of that master plan.
Tubular steel piles were drilled and secured into granite bedrock.
MARKET REPORT: COLOMBIA
Waking up to its nautical potential
From an area to avoid to a market to watch, Colombia is being transformed into a viable and attractive cruising region. Charlotte Niemiec (right) outlines how the country has addressed its murky nautical history and is now edging towards a successful future.
As I pulled up outside the Cartagena Boat Show in March this year, the adjoining marina boasted a stampede of colour as luxury yachts jostled for space. Inside, exhibitors and visitors alike were abuzz with excitement. There’s something unique about Cartagena, where the majority of the country’s marinas are concentrated. A popular tourist destination on the Caribbean coast, its year-round warm, tropical weather and wealth of things to see and do contributes to the relaxed atmosphere of its annual boat show. The old, colonial walled town encloses a variety of markets, excellent places to eat and night entertainment. The beaches here are clean, with crystal blue water and five-star hotels lined up along the tourist sector of Bocagrande, a mini-Miami where families sunbathe during the day and eat by night to the sound of waves and Caribbean music.
Colombia is a mega-diverse country, with huge differences in weather
and geography. It encompasses the Andes mountain range, Pacific and Caribbean coasts, vast plains shared
The Muelle de Los Pegasos in Cartagena is lined with alongside berths and marinas such as the Todomar CL Bocagrande facility.
with Venezuela, the Amazon rainforest, which spans nine South American countries, and the interior. It also extends to islands in both the Atlantic and Pacific Oceans.
With such variety on offer, it should be a dream destination for boaters. The coastline comprises 1,642km along the Caribbean and 2,188km facing the Pacific. There are also 18,225km of navigable inland waterways, with four major river basins: Magdalena, Atrato, Orinoco and Amazonas, with an additional 1,800 lagoons and reservoirs, and 1,900 marshes.
Colombia’s location is its great selling point. It is situated just below the hurricane belt of the Caribbean. In 153 years (from 1851 to 2004) there were 1,325 hurricanes and tropical storms in the region, but none affected Colombia. These conditions make it not just a calm place to cruise, but a sensible place for US boat owners to store vessels over the winter.
Overcoming decades of stigma
Despite its ideal location, Colombia has many hurdles to overcome if it is to be viewed as an attractive cruising destination. Popular objections to cruising Colombia’s waters include
Cholon Isla Baru is one of Cartagena’s boating hotspots.
its infamous drug trafficking history, piracy, wild tides and weather on the Pacific side, confusing and frustrating customs regulations, the widespread language barrier and a lack of repair or maintenance facilities. But, according to industry professionals in Cartagena, many of these problems are now outdated and inaccurate.
Historically, the country’s customs regulations and procedures have made cruising its coastline impractical. Until recently, transients were required to clear out of each and every port. The government has now recognised the problem and visitors need only check in and out of the country once. This has simplified the process and made Colombia more accessible.
Another problem for those attempting to develop the industry has been the government’s perception of nautical tourism. According to numerous industry insiders, the government is only now beginning to see the potential this sector offers to the economy. Previously, all things boat and boating were considered the domain of the military, which still controls a large part of the industry today. However, the government is now positively encouraging the development of the nautical sector and streamlining its regulations to attract foreign visitors.
Colombia is still struggling to overcome the stigma of its drug problem which, following enormous efforts to clamp down on drug trafficking by the coastguard, police and navy, is fast becoming an issue of the past. However, the country’s drug
history has contributed to the slow development of nautical tourism as, not so many years ago, simply owning a boat in Colombia was deemed suspicious.
Santiago Amortegui, director of the Cartagena Boat Show, says Colombia’s economy is growing fast and he expects that, due to Cartagena’s geographical position, the nautical industry here will grow too. He adds that Colombia is much safer, with vast improvements seen in both the drug trade and piracy. “The landscape has changed,” he says, “and perception and investment need to change too.” Today, infrastructure is more developed towards tourism and projects are more optimistic, with an increase in both domestic and international demand.
However, growth in Colombia has now stagnated, he notes. While the economy has improved – with tourists
Club Nautico de Cartagena has been refurbished in recent years and has 100 berths. It is a very popular marina with high occupancy levels.
spending more money inside the country – and security tightened, there are still few modern marinas and a deficit of berths. Armed with statistics that show the nautical tourist in Colombia spends four times more than any other tourist, Amortegui is determined to change perception at government level.
Demand for berths currently, however, outweighs supply, not just for international visitors but for domestic boat owners. In order to develop the industry and push for bigger, better and more facilities, The Asociación Náutica de Colombia was established in February this year. Hugely significant as a first step forward, it is the first entity to represent the nautical interests
A drystack for 150 boats dominates at Todomar CL Marina but additional wet berths are planned.
Photo: Jaime Borda Fotografía Aerea
Photo: Jaime Borda Fotografía Aerea
MARKET REPORT: COLOMBIA
of the country. Working with the government, the association raises awareness of the importance of sailing for sustainable development along the Caribbean coast. It collects, analyses and distributes information relating to the nautical industry, promoting and supporting the development of projects.
A huge focus of its work is attracting foreign investment as it recognises that, without this, the country will be hard pushed to build facilities on its own.
One industry observer notes: “The government of Colombia is now very involved in promoting nautical tourism development and is particularly active in international marketing. The only concern is that, when international vessels arrive, the quality marina infrastructure should be in place to greet them in order to avoid disappointment. In this industry, word of mouth is so important that timing of progress should be followed closely.”
Marina offerings
Cartagena is the marina mecca of Colombia. Marinas vary in size and accessibility, but the majority have all the modern facilities expected by the discerning international visitor.
Club de Pesca de Cartagena has a total of 150 berths, 20 of which are reserved for international visitors. It
has one berth available for a 100ft boat, three for boats up to 50ft and the remainder for boats of approximately 30 to 40ft. Services include a private boat ramp, potable water, electricity and waste disposal. Currently, a new dock with 20 berths is being constructed.
Club Nautico de Cartagena boasts 100 berths for vessels of 40 to 120ft.
A very popular marina, its average occupancy is 90-100%, with services that include potable water, electricity and WiFi. A restaurant and bar are currently under construction.
Todomar CL Marina has two facilities in Cartagena comprising just 15 berths, although a project to construct a further 50 is under way. It has 150 drystack storage spaces and offers maintenance and service repairs. One marina is located in Bocagrande and the other –primarily a boatyard – in the Albornoz district of Colombia, 15 minutes from Cartagena by boat. The boatyard has a 50 ton boat lift and 12,000lb forklift.
Eduardoño is the biggest boat builder in Cartagena, with marinas in two locations. One has 60 berths and the other 280, split between wet berths and drystack storage. The marina has plans to install an additional 120 wet berths.
Another large marina in Cartagena is Marina Santa Cruz, a private marina not open to the public. It has 300
The long established Club de Pesca de Cartagena is a proven favourite for international visitors and has berths for large vessels.
berths at 100% occupancy. It intends to expand its berth offerings, but space is proving problematic.
Two smaller facilities in Cartagena are Manzanillo Marina Club and Nautica Integral Marina. Manzanillo has 20 mixed wet and dry berths, a 40 ton boat hoist, seven ton forklift and all modern services. Its average occupancy is 99%. Nautica Integral has 20 berths for boats up to 90ft with additional drystack storage for 130 boats. It owns a 10 ton hoist, has all modern services and enjoys an average occupancy of 90%.
Elsewhere in Colombia
Santa Marta Marina is Colombia’s newest marina. An Island Global Yachting (IGY) marina with 256 berths, it can accommodate four megayachts with a maximum length of 132ft. Services include electricity, water, WiFi, bathrooms, showers, laundry facilities, a pump-out station, restaurants, a fitness centre and a hotel, with apartment buildings under construction. The marina has an on-site port authority office offering immigration and customs services.
Photo: Jaime Borda Fotografía Aerea
on the water and everywhere
La Paz, Mexico, 5 October,
A hurricane state of emergency is declared by the Mexican authorities
MANUFACTURER OF PONTOONS AND MARINA EQUIPMENT
"In Lower California, marinas are exposed regularly to tropical storms"
Tropical storm «Norbert», which started life last week in the Eastern Pacific, has gathered force in the last few hours. On the Saffir-Simpson hurricane scale, it should reach the Mexican area of Lower California (the La Paz area) on Friday evening, by which time it will certainly have grown in strength to category 3 (out of 5 categories), with gusts of wind reaching over 210 km/h, according to the National Hurricane Center in Miami.
Each component of the pontoons, as well as the Marina anchoring, must be absolutely perfect to resist extreme climatic conditions. Our Marina has already weathered several hurricanes, without any damage to the equipment supplied by Poralu. We are absolutely satisfied with their reliability.
Andres Barrera Peralta Manager, Marina Escale Nautique
MARKET REPORT: COLOMBIA
Santa Marta is the only marina in Colombia with a shipyard. Shipyard director, Michelangelo Marchini, explains that, barring haul-out, all repairs are available for superyachts. Currently, he says, 110 berths are occupied, 20% of which are tourist boats and the remainder permanent.
Marina Puerto Valero is located 15 minutes from Barranquilla, the largest city and port on the northern Caribbean coast and an hour from Cartagena. It has 460 berths, although just 208 currently have full services, and accommodates boats from 20 to 130ft. It is undergoing a project to build a drystack with space for 500 boats. The marina has a 150 ton hoist and, by the end of the year, will offer a maintenance and repair shop. Average occupancy is currently 30-40%, but this is expected to fill up rapidly. An additional project to build a hotel with 36 rooms is being floated to complement the 72 houses and restaurant that are already in place. All modern services are available at the marina.
Plans in place for more
With most marinas at almost 100% occupancy, particularly in Cartagena, the need for more space is paramount. Plans for up to 22 new marinas have been rumoured, but many in the country have labelled this a “paper fantasy”. However, if all the projects currently planned were to come to fruition, in five years’ time Cartagena would have a further 1,000 berths.
Details of new projects are sketchy
and, with so many rumours, it is hard to obtain accurate information. One thing is, however, certain; it is pivotal that Colombia attract foreign investment for marina development. With no financial backing from the government and limited private funds, the country relies on foreign companies to recognise its potential and invest in facilities.
One new project is Marina de San Andres, which will comprise 151 berths for boats from 25 to 164ft. It will provide full services for both boats and crew, and offer a repair and maintenance area.
Next up is the Marina of Providencia, with 50 berths catering to boats from 25ft to 160ft. According to sources, the development of the project will depend on the completion of dredging of the access canal and specifications are subject to technical studies.
The Marina of Riohache will have 180 berths and provide full services to boats and crew. Barbacoa Marina in Barú will have docks, a restaurant, pool, bar and 63 houses. Multicentro Nautico
Manzanillo Marina Club is a small, fully occupied facility with associated modern services.
– with a first phase of development scheduled to complete by the end of April this year – will have a marina, drystack storage area, restaurants and commercial offices. A further 12 regions in Colombia are earmarked for development.
Colombia is looking forward to an interesting decade of nautical development. Observers are cautious, however. Esteban Biondi, associate principal at US-based marina consultancy Applied Technology and Management, gave a keynote presentation at the Cartagena Boat Show conference on the development of sustainable marinas. He is positive about the future for the country’s nautical facilities but takes a realistic stance. “It’s uncertain whether the next ten years will see Colombia reach its full potential,” he says. “There’s a lot of activity, ideas and plans, but it’s still a new and developing market.”
“Colombia’s ultimate international success will depend on how quickly it can develop high quality boating infrastructure. It has huge potential and all the ingredients for success are there: industry, commerce, recreation and tourism,” he adds.
Julie Balzano, export development director at the US National Marine Manufacturers Association (NMMA), agrees. She says: “People want to come to Colombia; demand is exceeding supply. The government is well aware of this and the focus needs to be on development. There needs to be a commitment at federal level and also at department and city level.”
Eduardoño is the biggest boat builder in Cartagena and has 340 wet and dry berths split between two locations. Further wet berths are being added.
Photo: Jaime Borda Fotografía Aerea
Photo: Procolombia
MARINA CLASSIFICATION
New ISO standard focuses on marinas
by Ralf Heron
Over the years, the question of classification or formal certification of the world’s marinas has been the subject of some debate, and 2014 was a year of significant change.
It saw the proposed combination of The Yacht Harbour Association’s (TYHA’s) Gold Anchor award scheme with the Australia-based Marine Industries Association’s (MIA’s) similarly named programme. It was the year that also saw the publication of the first part of the International Standards Organisation’s (ISO) 13687-2014 Yacht Harbours standard.
In 2015, we will see significant revision of two further ISO standards; 9001 and 14001 - favourites with some marinas – and development work on a new international safety standard.
To classify or certify
There is a strong school of thought in the marina industry that classification is more viable for many marinas than seeking ISO certification. Proponents of classification point out that it offers a more structured approach to the industry than the alternative.
Notwithstanding this level of interest, only a small proportion of the world’s 17,500 marinas is either classified under existing schemes or has achieved ISO certification. It should be noted, however, that the bulk of the marinas making up the global total are small operations with less than 50 berths.
Julian Goldie, managing partner of Tollesbury Marina, is also international director of TYHA. In his view the ISO 9001 and 14001 standards are designed for organisations in general and the new Yacht Harbour ISO standard has a lower level of basic requirement than marina classification schemes, such as Gold Anchor and the International Marine Certification Institute (IMCI) Blue Star Marina programme, which have been developed specifically for the industry. The Gold Anchor scheme is based on self-assessment to obtain a single Gold Anchor, progressing through stages and appraisal by a TYHA assessor to obtain a higher number of gold anchors; ISO standards are gained only after rigorous assessment by external experts; and awards under the IMCI Blue Star Marina programme are made only after marinas are inspected by IMCI inspectors.
All have merit says Tony Browne, marina director of Porto Montenegro, which has ISO 9001 and ISO 14001 certifications and five Gold Anchors. He feels these are essential in today’s competitive environment. “Porto Montenegro Marina is committed to high quality customer service,” he
Ralf Heron
Port Tarraco in Tarragona, Spain is certified for both ISO 9001 and ISO 14001.
says. “We understand that our efforts affect the actual life experiences of our customers. For us, quality is fundamental to the ongoing success of the organisation. We will give the same quality and exceptional service that we would expect and want to receive as customers.”
ISO for yacht harbours
ISO 13687:2014 establishes minimum requirements for commercial and non-commercial harbours for leisure boats and yachts to deliver services to the boating community, excluding the standardisation of sports activities. The scope does not cover specifics of boatyards, drystacks, dry-docking areas, dry storage, fuel stations or nearby beaches.
“Yacht harbours have a measurable and increasing social, commercial and environmental influence,” says Ulrich Heinemann of IMCI, who leads the working group on this standard. “They are part of a globally expanding industry affected by broad circumstances. All this has been taken account of and motivates the development of this International Standard.”
The ISO Working Group is currently dealing with a further two parts of the standard: ISO/NP 13687-2, minimum requirements for intermediate service level harbours; and ISO/NP 13687-3, minimum requirements for high service level harbours. These will come into force next year.
Recognising that every yacht harbour is unique, the purpose of the new standard is to set out minimum requirements that are suitable for
MARINA CLASSIFICATION
all yacht harbours. Special attention has been given to user safety and environmental protection.
The aim of this international standard is to provide yacht harbour operators with a practical tool to:
• Promote health, safety and respect for the environment.
• Ensure the compliance with applicable laws.
• Help the development of the yacht harbour industry, surrounding spaces and communities by sharing global practices.
• Provide nautical tourists with harmonised information and services across yacht harbours and give them a broad choice of offers regardless of their location.
ISO 14001 revised
If your marina is one of the approximately 286,000 global companies that already has, or is considering implementing the environmental standard ISO 14001, then you will probably be aware that it is being revised in preparation for a re-launch scheduled for the middle of 2015. When published, ISO14001: 2015 will have a revised structure and some ‘common text’ that will be used for all management systems standards.
The common text will include the following:
Strategic
Environmental Management – There is an increased prominence of environmental management within the organisation’s strategic planning processes. A new requirement to understand the organisation’s context has been incorporated to identify and leverage environmentally related organisational risks, including opportunities, for the benefit of both the organisation and the environment.
Leadership – To ensure the success of the system, a new clause has been added that assigns specific responsibilities for those in leadership roles to promote environmental management within the organisation. Generally, there will be new expectations for top management to understand the organisation’s environmental issues, support the EMS and champion improved performance.
Great value is placed on quality standards at Porto Montenegro. The marina has ISO 9001 and ISO 14001 and is a five Gold Anchor marina.
Protecting the environment –
The expectation on organisations has been expanded to commit to proactive initiatives to protect the environment consistent with the context of the organisation.
This is a fundamental revision of the ISO 14001 standard, with a much wider implication for organisations than the previous review undertaken in 2004. Some businesses are already planning to meet the new ISO 14001:2015 requirements although those with ISO 1400:2004 will have a ‘phase-in’ period after the publication of the revised ISO to fully implement the new changes. The timeframe has yet to be decided.
With regard to environmental compliance the revised standard proposes that businesses will need to demonstrate an understanding of their environmental compliance status at all times.
ISO 9001 updated
The original ISO 9001 was very much designed for production industries and the changes being proposed for this year aim to redress this situation by making it more readily applicable to service industries as well. The revised standard will have an emphasis on riskbased thinking and achieving value for the organisations and their customers. Customers remain the primary focus of the revisions.
A new common format has been developed so that companies implementing multiple management
Marina di Varazze is an IMCI Blue Star marina.
systems covering quality, environmental and information security will be able to achieve better integration and easier implementation.
In February the International Accreditation Forum (IAF) approved a three-year transition period for companies to bring themselves up to the new 9001:2015 certification standards. The three-year period starts on the publication date of the new standard and once the transition period ends, 9001:2008 certifications will no longer be valid.
Health and Safety changes too
Many marinas have adopted health and safety management policies in line with OHSAS18001. In October 2013, a project committee met to create the first working draft of a new standard, ISO 45001. The team is using OHSAS 18001 – the internationally recognised and adopted British Standard for Occupational Health and Safety – as the blueprint. The draft International Standard was published for consultation in the fourth quarter of 2014, with the
An MIA five Gold Anchor award was recently received by Wuxi Taihu Shanshui Club & Marina, one of the first marinas in China to be recognised in this way.
final draft expected this year. ISO 45001 is due for publication in late 2016.
The standard will also be aligned with ISO 9001 (Quality Management) and ISO 14001 (Environmental Management).
MARINA CLASSIFICATION
There are currently 50 countries and international organisations, including the International Labour Organisation, involved in this work. The new standard
is expected in October 2016. ISO 45001 will support new areas of management systems to ensure better compatibility and systems governance, making implementation a lot smoother.
Ralf Heron is a founding partner and CEO of Homeport Corporation. He has significant experience in the international marina business in Europe, the USA and Middle East. He is the author of two books on marina management, the most recent being The Marina- your guide to certification and classification. In addition, he has also written books on quality management.
ENVIRONMENTAL MANAGEMENT
Designing for the environment
by Esteban L. Biondi
The discussion of environmental issues with regard to marinas is commonly focused on regulatory aspects of environmental impacts and environmental management, i.e. the requirements of the permitting authorities. But what happens when environmental issues are seen as a design opportunity as opposed to a restriction, nuisance or headache? Can a marina design proactively embrace environmental features to add value to a project?
Even recognising that the environmental permitting process and impact studies requirements are very different depending on the country, and can be very demanding, it is surprising how few marina developers and consultants consider proactive environmental design, as opposed to what can be called ‘compliance-only’ approaches.
Design with nature
A number of initiatives by renowned organisations are presently focused on early consideration of environmental issues for port and large navigation projects. ‘Building with Nature’, ‘Working with Nature’, ‘Engineering with Nature’ ultimately encourage a design process that incorporates environmental analysis before the design is advanced. These are proposed as an improvement of the traditional sequential approach. In other words, if you first design the project and then do the environmental impact studies, there are incentives to reduce the changes required by those studies.
In marina projects, this problem is more easily avoidable because of scale issues. Additionally, well integrated consulting organisations naturally prevent compartmentalisation and linear sequential thinking. Ultimately,
Mature mangroves (left) transform the environment. New plants at the same site (below).
good practice shows that an experienced, cohesive and flexible team can simultaneously evaluate environmental, engineering, business and operational issues to seek a balanced marina design solution before a plan is set. For example, I always tell developers and planners that “the master plan is not complete” until we can advance our environmental studies (and market and business feasibility, for that matter) to a point where we feel that the plan is validated. The analysis of environmental impacts is an integral part of the design process. Another significant benefit of an integrated approach for marina planning is that many basic studies (such as surveys, wave studies, etc.) can be scoped to fulfil the requirements of both basic design and environmental regulatory requirements. When I
Esteban Biondi
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ENVIRONMENTAL MANAGEMENT
present recommendations to the developer about field or numerical modelling studies, I stress the ones that will be required as part of a proper environmental impact study, but are also valuable to improve the engineering design and cost estimate at the planning stage. In other words, those basic studies are not part of the permitting budget but part of the design budget.
Proactive environmental design
Proactive environmental design means including environmental features as part of the marina project. They are design elements that add value to the aesthetics or reduce costs, as much as they provide benefits of habitat creation and protection of native or threatened vegetation.
Solutions may include the use of sloped vegetated shorelines or the creation of landscaped stormwater retention and filtering areas. Habitat creation and protection of ecological functions are key environmental considerations.
Interesting opportunities for environmental design can be found when they reduce costs of fill, dredging and shoreline structures. Setting aside waterfront areas as environmental features, either by keeping them undisturbed or recreating a living shoreline, reduces the cost of new construction. Where fill is expensive, creating an intertidal flat with nonstructural material is much more cost-effective than reclaiming to a safe
construction elevation. Rock revetments combined with native vegetation can be significantly less expensive to build and maintain than vertical walls. Small islands with intertidal shorelines, lagoons and rocky shorelines can be used for dredge material use and wave protection. Creating a zone along the waterfront with varying elevations and features can be used as part of a sea level rise adaptation strategy.
These and other features can be used to create value to the marina project. They are (or can be designed to be) beautiful landscape features, public boardwalks, resort amenities, spaces for active or passive recreation, educational opportunities, etc.
Environmental design also results in enhancing a sense of place that is authentic and true to the surrounding natural environment.
Practical challenges
One of the challenges to incorporating environmental design elements is the use of space. Space necessary for environmental features (such as sloping shorelines) reduces navigable water area and/or upland available for sale. From a narrowly defined point of view (or spreadsheet-only analysis), nonrevenue generating area should be reduced. But from a holistic planning and design value, it is well known that adequate open spaces and common areas are needed and can add significant value to the whole.
To some extent, this is a matter of attitude. In a waterfront area, a placeappropriate and inexpensive solution
Mangrove plants sprouting up. The shape of the fringe will create a lush shoreline.
can be a mangrove fringe with elevated boardwalks, which also happens to have significant ecological value. A different attitude towards environmental issues may open the eyes to these types of opportunities.
This is not to underestimate the fact that in the past it has been very difficult to include environmental features in marina design projects. I know more projects where environmental design features were proposed and not built than projects where they were. But times are changing. The rate of success is increasing rapidly with time. It is more common now for clients to embrace environmental restoration, habitat creation and conservation spaces within a project, as part of a value added framework.
Design by example
When master planning the launch of a new phase at a high-end resort in the Cayman Islands, our client immediately embraced a mangrove restoration strategy. This was particularly interesting in the context of the development history of this particular property. When researching the history of studies, design documents and environmental impact studies, I found that a mangrove shoreline design had been proposed by ATM over ten years ago but that the solution was not adopted. Now, a hurricane damaged mangrove buffer area is proposed to be restored and integrated as a key amenity of the very luxurious resort project. This was proposed for the value, not as a negotiation strategy.
Another recent experience includes adding environmental features to an existing plan. The resort developers had a plan and permit for a marina by the previous owner of the property but, when revisiting the project in an integrated manner, the team unveiled the value of created mangrove shoreline features as significant enhancement to the landscape design, authentic island feel and privacy. And by the way, it made the approval of the environmental permit modification so much easier and we avoided unnecessary fill and reduced the cost of the shoreline structures. This project is now under construction.
ENVIRONMENTAL MANAGEMENT
Opportunities for existing waterfronts
There are also huge opportunities for incorporating environmental design in redeveloped and upgraded waterfront areas. There are many areas developed
100 or 50 years ago that need seawall repairs.
After analysing a number of options, Palm Beach County (Florida) replaced a failing seawall in a coastal lagoon with rock revetment and mangrove shoreline - then created a detached mangrove
The project with full boardwalks in place.
island, built public access boardwalks and added a now heavily used kayak launch. While this example was not for a marina renovation per se, there is an undercurrent to incorporate living shorelines in waterfront renovation planning of existing communities throughout South Florida.
For the Blueways Master Plan for the City of Miami Beach, for example, we found a number of circumstances and locations where shoreline repairs, waterfront park enhancements and public docking facilities could include environmental design features and sea level rise adaptation strategies.
Early incorporation of environmental evaluations and proactive environmental design are powerful tools for marina planning and waterfront redevelopment as part of a value added framework.
Esteban L. Biondi is associate principal and marina studio leader for Applied Technology & Management, Inc. He can be contacted on email: ebiondi@appliedtm.com
ENVIRONMENTAL MANAGEMENT
Simplifying boat wash regulations
In 1972 the National Pollution Discharge Elimination System (NPDES) was created in Section 402 of the US Clean Water Act. “NPDES prohibits [discharges] of pollutants from any point source into the nation’s waters except as allowed under an NPDES permit.” Tom Callahan outlines the implications in terms of boat washing operations
The environmental impact of marinas is always a hot button and sometimes a source of frustration and misunderstanding to marina operators. To add to any other concerns, boat washing operations have become a regulatory issue in many US boating states.
According to the regulations published in 1972, the Environmental Protection Agency (EPA) requires permits for industrial activities that generate water pollution and degrade surface water, including boat washing. Surface water is defined as water that has not penetrated below the surface of the ground including water in lakes, rivers, streams or other fresh water sources frequently used for drinking water supplies. Surface water pollution occurs when hazardous substances come into contact and either dissolve or physically mix with the water. In the
US the NPDES permit programme, authorised by the Clean Water Act, controls point source water pollution (e.g. pipes and ditches) and regulates polluted water discharge into surface water. The NPDES regulations preclude
Rinsing a boat using a closed loop boat wash recycling system meets NPDES permit regulations.
old practices and it is no longer acceptable to discharge used boat wash water back into the surface water or surrounding waterway. It is, however, still acceptable to ‘rinse’ a boat over a pervious (grass, dirt, gravel) surface with clean water where there is no ablative bottom paint containing small particle metals like lead, copper and zinc or any oil and grease and no non-biodegradable cleaners or motor oil spills. If this scenario is possible, the essential clean wash water flows not into the surface waters but into the groundwater. This example involves cleaning a boat with clean water and no toxic chemicals or non-biodegradable soaps and is the only exception to the rule for boat washing without a collection wash pad and containment.
Although the NPDES permit regulation has been on the books for decades, its relevance is still fairly new to many marinas. Solutions and alternatives that make boat washing possible are evolving and gaining performance and cost track records. Stopping boat wash operations altogether is an option but not a likely alternative so the most common boat washing methods need to be considered. These include:
1. Stormwater discharge: applying for a state NPDES permit, compliance with recommended testing procedures and likely pre-treatment filtration to discharge to stormwater.
2. Discharge to your local sanitary sewer authority, with unique quality standards testing and fees.
3. Capture, contain and haul away service.
4. Closed loop boat wash water recycling system where the wash water is collected from the wash pad and pumped through a process to clean and re-use the water for more washing. The water is never released to surface water.
Capturing and hauling away wash water will require a large above ground storage tank with capacity in the region of 2,000 to 5,000 gallons. Pick up and hauling should be undertaken by a licensed waste hauling company and waste taken to a waste water facility. Discharging the wasted wash water to a municipal sanitary sewer may be an option. Sewer authorities have their own standards and fees and typically will require testing and pre-treatment, especially when toxic metal solids (lead, copper, zinc) from ablative paints are present.
Closed loop boat wash water recycling systems capture and re-use reclaimed water after each boat is washed on an impervious wash pad designed to collect the water in a sump and send it to the recycling system near the wash pad area. Some common systems use a variety of water treatment including filtration, electrocoagulation, chemical treatment and flocculation.
Over the last 20 years, progressive marinas have been trying the above
ENVIRONMENTAL MANAGEMENT
alternatives. The capture and haul away option sometimes being the least technically ominous makes it an easy and safe choice. Interestingly, different sources - including various state websites on boat washing - report that the use of closed loop systems is on an upward trend. In most cases, systems meet the NPDES requirements if used properly and for want of a better description keep the operator “off the grid” when compared to any discharge methods or hauling. The NPDES permit and sanitary sewer permit options for boat washing require more agency cooperation and overseeing and appear to be either less attractive or simply not reported upon.
Collection methods for haul away or recycling require an impervious wash pad, sump and pump and some other vessel or tank apparatus to collect the wash wastewater. In a closed loop system the sump pump transfers the used wash water to the treatment system to remove contaminants from the water, then stores or recirculates the treated and clean water for reuse for more boat washes. The wash pad configuration or design is a very important part of a collection system but even more critical when used with a recycle system.
A good wash pad and good practices will enable the used water to flow into a trough in the centre or side of the pad but keep large solids like seaweed, algae, barnacle pieces and leaves from getting near the sump pump and into the reclaim/ recycle system. Large debris going into the recycling system will decrease efficiency and increase maintenance. The wash pad should also be designed to keep the spent wash water from flowing off the pad and into the surface water.
Each method of collection and disposal or reuse has its unique pros and cons in terms of cost. Typically, contain and haul away costs US$3,000 more or less for an average tank and hauling costs US$200 per trip, plus 0.30 to US$1 per gallon for proper disposal. Closed loop systems can cost between US$10,000 and US$35,000 depending on water volume and treatment requirements. Wash water for heavier washing with ablative paint chips and dust and biological growth costs more to treat as a rule than water used for hard bottom boats stored in a high and dry and washed regularly. Reclaim systems will have some periodic maintenance and some associated consumable materials costs.
If boat washing is a regular and frequent guest service and a revenue source, you may be a good candidate for a closed loop system. If boat washing is incidental and you are uncertain whether you really need a system, permit or haul away service may be good enough. Along with new boat wash practices, operators should consider implementing stormwater related best management practices as part of marina management.
Tom Callahan, president of Florida-based EMP Industries, Inc., has been providing, installing and designing boat wash systems and pads since 1997. He can be contacted by email: tom.callahan@empind.net
EMP-AquaClean wash pad under construction (above) and a completed installation (below).
PLASTIC PONTOONS
Design by module
A cost effective solution for small marinas and clubs and ideal for seasonal use or special events, the modular bolttogether pontoon is as versatile as your imagination. Low in maintenance and easily moved and/or reconfigured, modern systems are durable, adaptable and extendable. Most are easy to install and made from environmentally friendly, recycled and/or recyclable materials that cannot leach potential pollutants.
Here’s an at-a-glance guide to some of the leading products and some (but not all) of their features. Take a further look at the websites for full information.
Candock, USA
Material: high density polyethylene (HDPE) resin.
Dimensions (w × l × h): 19 inch (48cm) × 19 inch (48cm) × 14 inch (36cm). Half cubes are same length and width but 9 inches (23cm) high.
Connection system: nut and bolt coupling.
Features: UV-resistant; 100% recyclable; breathable plugs to ensure cube shape retention regardless of outside temperature or pressure variations; dirt repellent corner design and irrigation channels to keep surface clean and dry; strict manufacturing process ensures flat, uniform walking surface and eliminates gaps between cubes when assembled; ability to withstand severe long term wave action; cost effective freight and installation as the system can be shipped all over the world in 40ft containers; standard beige and grey plus custom colours; 20 year warranty.
Services and accessories: electricity,
A broad 150m long pedestrian pontoon with alongside moorings for tugs and other vessels was installed late last year in severely exposed Tsemes Bay in Novorossiisk, Russia. The Magic-Float system was deemed suitable for the site, which experiences gusts of wind up to 45m/ second and waves up to 3m high.
water and other services can easily be deployed through the service channel system. Virtually any dockside pedestals can be used. The channel can also be utilised, when coupled to Candock’s LED lighting system, to illuminate any area within the marina. www.candock.com
Connect-a-Dock, USA
Material: rotationally moulded polyethylene.
Dimensions (w × l × h): 72 inch (182.9cm) × 120 inch (304.8cm) × 20 inch (51cm) for the high profile module. The low profile version measures 90 inch (228.6cm) × 120 inch (304.8cm) × 10 inch (25.4cm).
Connection system: blow moulded float connectors in slip-fit sockets secured with bolts.
Features: in-built UV protection; wood grain skid resistant surface that sheds water and resists solar heat; float chambers are specially designed to trap air on the surface of the water for additional buoyancy; closely spaced support ribs provide rigidity underfoot; salt water safe; eight year product warranty; worldwide distribution.
Services and accessories: many accessories such as cleats, solar lights, dock boxes, utilities and power pedestals and even roof systems can be incorporated.
www.connectadock.com
In addition to assembling this marina in Africa, Candock recently completed a US Navy residential boat facility in Yukosuka, Japan. So far, it has withstood several tropical storms and wind gusts of over 55 knots with no damage.
Features: UV-resistant and cool underfoot; patented underside hollow chambers to ensure stability; couplers allow sections to move independently under high stress conditions and are designed to break if wave action becomes too severe, ensuring that any repair/replacement is to the coupler not the dock section; exceptional buoyancy
and safety; slip-resistant surface; easily extended; anchoring systems for all conditions; beige standard colour or special order grey; worldwide shipping. Services and accessories: extensive range of add-ons including storage boxes, cleats, benches, ladders, dock bumpers, dock wheels and railings. www.ez-dock.com
Jetfloat, Austria
Material: PE-HD Lupolen 5261 Z polyethylene.
Dimensions (w × l × h): 50cm × 50cm × 40cm (single element), 50cm × 100cm × 40cm (double element) plus low version with height of 25cm.
In 2008, a private customer in the Czech Republic who had personal experience with the use of Jetfloat systems planned a 450m² marina. Between 2011 and 2015, Hotel Atlantida Marina was steadily enlarged and now covers a 1,100m² area. The marina is situated on the Vitava River in Stara Zivohost near Novy Knin.
Connection system: blow-moulded connecting pin in 100% Lupolen 5261Z HDPE and injection moulded side screw connectors. Pins can only be locked and opened with special torque wrench. Features: most established supplier, having manufactured and installed modular pontoons since 1971; production process certified to ISO 9001:2002 and ISO/TS 16949:2009; flooding through flow covers (with O-ring seal) can be regulated as required to alter freeboard and ballast; concave bottom to sit well on water surface; customised anchoring; new elements can be connected to older Jetfloat systems even if they are 40 years old; black, light blue, light grey and sand colour options; recyclable plastic; UV-resistant; rental available; swift service direct and from international dealers.
Services and accessories: cleats, fenders, ladders, gangways etc. www.jetfloat-international.com
Imaginative use of Magic-Float pontoon elements to create different leisure spaces.
PLASTIC PONTOONS
Magic-Float, Russia
Material: HDPE Lupolen 5261 Z polyethylene.
Dimensions (w × l × h): 50cm × 50cm × 40cm (single element), many further variations available
Connection system: pins through four lugs in each module. The patented interlocking lug design is claimed to strengthen the entire structure.
Features: UV resistant; buoyancy of 376 kg/m² and upwards if two or more levels are used (each cube weighs 7kg); sufficiently sturdy if properly decked to withstand heavy vehicles; excellent wave resistance; manufacture to ISO 9001 standard; blue, red/ orange, black and grey colour options; various anchoring options.
www.magicfloat.ru
A Connect-A-Dock system installed on the Missouri River in South Dakota, USA.
Krabi River Marina in Thailand. Covering an 800m² area, the marina has proved to be a big success in withstanding unforgiving tropical conditions. As a result, Jetfloat gained further orders for landing jetties in Krabi and Phuket.
PRODUCTS & SERVICES
Fuel cart taps in on solar rays
US company Beta Fueling Systems has released a 100% solar powered fuel dispenser cart for marine applications. It has been designed to safely deliver fuel at flow rates of 10 gallons/min to 150 gallons/min via interchangeable nozzles. The cart can be connected to an underdock hydrant system or an above ground tank/pump arrangement.
Beta Fueling has drawn on 40 years’ experience in the manufacture of mobile fuelling equipment in the commercial and military aviation markets in the development of its marine product, and Beta CEO Jon DeLine is confident of its success. “The solar power and mobility of our fuel carts will be a game changer in the marine fuelling industry, just as it was in aviation,” he says.
The unit, which is claimed to be the first to draw all of its energy from the sun, has stainless steel pipework and a lightweight aluminium frame. It is fully corrosion resistant with an added layer of protection via a UV resistant, aviation grade coating. It also boasts a ‘zero-turn’ radius for ease of manoeuvrability and a convenient tow bar to enable the operator to move it up and down slopes or over greater distances.
According to Dan Clevenger, director of sales and marketing, the product also offers operators economic benefits due to its
Customisation suits high profile marinas
In a flurry of activity that has stretched well into early 2015, Italian company Plus Marine has completed a series of fully customised orders for high profile European marinas.
Supersized pedestals were supplied to the Port of Monte Carlo for Port Hercules and, in early March, 1,000A units were despatched for the second phase development at Porto Montenegro.
mobility and power source. “No more fixed fuelling locations or expensive electrical conduit is required,” he explains.
The cart’s three interchangeable nozzles adapt fuel pressure to deliver the optimum flow rate for any application. Fuel delivery is via a generous 75ft hose that optimises fuelling range but stows away neatly on an electric rewind hose reel.
Important safety features include emergency stop buttons, breakaway nozzles and an electric ‘deadman’ control handle to safely stop fuelling on demand. The unit’s digital register and printer give accounts for every transaction and print a report at the end of the fuelling cycle.
Additional features include LED work lights for night operations, a lockable stowage box and racks for a fire extinguisher and a life vest.
Contact Beta Fueling Systems in NC, USA on email: dclevenger@betafueling.com
The highlight on the home market was delivery of specially designed pedestals for idyllic Marina di Portofino. Plus designers worked closely with the marina’s chosen architect to develop
units that complemented the surrounding natural landscape.
Prior to the Portofino contract, Plus delivered pedestals to several other Italian marinas including Marina del Gargano, Boccadarno Marina di Pisa, Cala Ponte Marina and Porto Turistico di Cecina.
Contact Plus Marine in Italy on email: info@plusmarine.com
Supersized pedestal installed in Monte Carlo.
Going green, going electric
Seijsener Marina Services is significantly expanding its business in the supply of charging points for electric boats.
On its home market in the Netherlands, the company is working closely with Friesland authorities to help fulfil an aim to make the region’s yachting 100% electric by 2020.
This ambitious scheme has so far involved the installation of dozens of charging points at strategic places along the primary boating routes through the picturesque Friesland countryside. The charging points are suitable for small electric boats and large electric yachts.
Payment is taken in several ways, often by the pre-paid SEP-card but most recently also by the Yoreon
system. This enables boaters to activate and deactivate power and water supplies themselves using a phone or tablet. Registration and payment is handled via the internet and twelve Dutch harbours have so far installed pedestals with this option.
Aside from offering an instant and manageable power and payment solution, the self-service option is ideal for small or isolated mooring places and pedestals can be installed unobtrusively so as not to mar the natural surroundings. Contact Seijsener in the Netherlands on email: info@ seijsener.com
Hoist
Slipway Trailers
PRODUCTS & SERVICES
Antiguan marina buys hoist upgrade
Jolly Harbour Marina in Antigua has purchased a new Marine Travelift (MT) 75 BFM II mobile boat hoist. The machine was displayed at the Miami International Boat Show in February.
Located on the leeward coast of Antigua, Jolly Harbour offers 155 berths, dry storage for 200 boats, a dedicated cradle yard and an expansive work area for engine maintenance and repair, yacht painting, carpentry and duty-free fuelling services. The facility lies just 20 minutes from the island’s capital of St John’s and it has easy access to customs, immigration and port authority services.
The marina introduced its new hoist to replace a 70-ton MT unit, which was manufactured in 1985. The used machine was sold on
at top price due to careful routine maintenance and scheduled annual MT inspections, says MT sales manager Jason Johnson.
In an annual inspection, Marine Travelift technicians thoroughly analyse the machine and make recommendations for necessary service. Once the owner has followed through with any necessary maintenance and repairs, the machine is considered factory-certified.
Contact Marine Travelift in WI, USA on email: sales@ marinetravelift.com
Landings on the Kubango
Special pontoons have been developed by Portuguese company Lindley for landings along the Kubango River in Angola.
The Kubango is the fourth longest river system in southern Africa, running south-eastwards for 1,600km from central Angola through Namibia to the Kalahari (Botswana) where it terminates in an immense inland delta known as the Okavango Swamp.
The first phase contract included the design, manufacture and assembly of several floating pontoons specially designed for the safe boarding of small ferries. The project involved engineering solutions to ensure safety when taking very strong currents and rainy season flood risks into account.
The landings, installed in a number of municipalities located on both banks of the river, were constructed using the Sagres HD range of floating pontoons. These comprise a reinforced hot dip galvanised steel support frame, hardwood timber decking and EPS filled polyethylene floats. The pontoons are equipped with enhanced flotation to cope with the design live load of 150kg/m² and current deflectors to avoid debris accumulation during floods.
A second phase of landings is under way.
Contact Ahlers Lindley Lda in Portugal on email: geral@ lindley.pt
New concept breakwater at lab test stage
Making best use of Veneto regional grants, Italian engineering firm Ingemar and the University of Padua, have researched production of a radical new system of floating breakwater.
To be introduced this year, the new breakwater elements are not restricted by maximum size but can be custom made to suit the specifics of every project. Modular units of all sizes will be manufactured in the Ingemar factory, transported in containers and rapidly assembled on site.
According to the company, the flexibility of reinforced cement modules and a new arrangement of joints will result in a system that offers much higher performance than elements currently available. The next step is to produce 3D models and then undertake controls and tests using full-scale models
in the laboratory tanks at the university.
“We are about to see a revolutionary change in the production of very large breakwaters,” confirms Lorenzo Isalberti, president and founder of the Ingemar Group. “I believe that, in the next four years, specialist design and engineering
experience in the techniques of CAD-CAM modelling will become ever more indispensable as new products must respond to the specific requirements of the clients and the peculiar characteristics of each site,” he continues.
Contact Ingemar in Italy on email: info@ingemar.it
PRODUCTS & SERVICES
Index to Advertisers
All Nautica, France 50
Applied Technology & Management, USA 46
Bellingham Marine, USA 6, 7
Best Marine Solutions, USA 59
Boat Lift, Italy 26
Camper & Nicholsons Marinas, UK 20
Conolift by Kropf Industrial, Canada 42
DualDocker, Austria 10 & 11
Dura Composites, UK 28
Eaton Marina Power & Lighting, USA 22
Gigieffe, Italy 50
Golden Boat Lifts, USA 56
Grupo Lindley, Portugal 33
Helix Mooring Systems, USA 56
HydroHoist Marine Group, USA 52
IMCI, Belgium 40
IMS Dredge, USA 42
Ingemar, Italy 14
JLD International, Netherlands 36
Livart Marine Industry, China 38
M-Tech, Australia 53
MDL Marina Consultancy, UK 16
METS & MYP 2015, Netherlands 18
Magic Float Russia, 46
Marcello Giampiccolo, Italy 46
Maricer, UK 40
Marina Manual, UK 44
Marina Master/IRM, Slovenia 52
Marina Projects, UK 39
Marine Travelift, USA 60
Marinetek, Finland 4
Martini Alfredo, Italy 34
Moffatt & Nichol, USA 28
Orsta Breakwater, Netherlands 44
Pacsoft, New Zealand 48
Perma Composites, Australia 36
Plus Marine, Italy 38
Poly Lift, USA 48
Poralu Marine, France 30 & 31
Rolec Services, UK 12
Roodberg - a brand of Frisian Industries, Netherlands 55
SF Marina System, Sweden 2
Scaffoldmart, USA 56
Scribble Software, USA 40
Seaflex, Sweden 8
Seijsener, Netherlands 34
Shenzhen Botogna, China 13
Strongwell, USA 48
Superior, Australia 24
Swede Ship Sublift, Sweden 15
Transas Marine, Germany 23
Walcon Marine, UK 26
Waterwitch, UK 46
Management system for megayacht hub
Palmarina Bodrum in Yalikavak in the Turkish Riviera has implemented a Transas marina management information system in order to streamline organisation of its varied high level facilities and services.
The marina has 620 berths, landside amenities, technical operations and megayacht-specific services. Over 70 of its berths are reserved for vessels of 40m and above.
“As an international megayacht marina, we pay a lot of attention to progress and new technological developments in the sector,” says general manager Cenk Bircan. The new Transas software met the marina’s increasing needs. “With so many services offered, it is crucial for us to be able to manage all operations via a single easy-to-use application and automate as much as possible all existing business processes,” he adds.
The Transas solution offers real time monitoring of all activities. An integrated 3D visualisation tool gives a graphical view of marina occupancy levels and can search for berth availability and manage reservations accordingly. The integrated Vessel Traffic Management software enhances safety and security at the marina. Real time data is received from multiple sensors including radar, AIS and CCTV cameras to give information on every boat entering or leaving the marina.
using integrated 3D real time visualisation monitoring software.
The beauty of the system is its flexibility. “With many different modules, we have tailored various tasks including reservation management, pontoon, boatyard and drystack planning, customer relationship management, job order track and control system, contract management and control mechanisms – all through a single system. This supports our mission to maintain the highest service standards offered to our customers at all times,” Bircan explains. He also claims that real time 3D visualisation combined with a berth occupancy forecast function has enabled the marina to make better decisions and make significant savings in operational costs.
Contact Transas in Germany on email: marinas@transas.com
Palmarina Bodrum on the Turkish Riviera has streamlined its management processes
