2009 nov/dec marina world

• World News • Marina Developments • Going Green • Products and Services •

MarinaWorldNovember/December 2009 No.56 Vol 10 Issue 2

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World News 5MarinaWorldHEAD OFFICE MAILING ADDRESS &SUBSCRIPTION ENQUIRIESLoud & Clear Publishing Ltd, 3 Brownlow Rd, Redhill, Surrey RH1 6AW, United Kingdom

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Products & Services 59

Front cover: Owners and operators of the all-new Scorpion Bay Marina on Lake Pleasant in Arizona, USA, have undergone a lengthy permitting battle that delayed opening and increased costs signifi cantly. They’ve won through with a high spec facility that offers 240 wet slips, 300 dry storage slips and a three-lane launch ramp. Read more on p. 21. Photo: Paul Easter

Marina Developments 17Queenscliff Harbour in Victoria, Australia, and Scorpion Bay Marina in Arizona, USA, open for business

Going Green: Innovations 25Dredging, anchoring, coastal monitoring, coral protection, debris collection and sound-proofi ng

Going Green: Marinas & Yards 33How to become a carbon neutral marina and manage an environmentally responsible boatyard

Going Green: Case Studies 47The Green Blue initiative reports on environmental efforts to eliminate the invasive carpet sea squirt and make use of heat pump technology

Going Green: Planning 55Developers in British Columbia, Canada, are looking to set ultra high environmental standards at Vineyard Marina

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WORLD NEWS

BW appoints exclusive contractorUK: British Waterways (BW), the organisation responsible for public access to some 2,200 miles of waterway in the United Kingdom, has signed a framework agreement with Southampton based pontoon specialist Intermarine. The contract, potentially worth in excess of £4 million, will see Intermarine as BW’s exclusive contractor for mooring and pontoon work.

Mackley Group company, Intermarine, has worked with BW for more than seven years during which it has expanded its role from the design, supply and installation of pontoons to include work on non-standard moorings in marina and dock areas. In a recently completed 44-boat berthing project in Clarence Dock, Leeds, for example, the company developed a unique engineering solution to secure pontoons in unusually high water levels.

Intermarine managing director, Scott Gaherty, believes that the key to the company’s success in the highly competitive tender process was down to several factors. These include its existing track record – delivering more than 100 projects in 2008 alone – and the ability to deliver a complete bespoke and installation solution via Mackley Construction.

“We are naturally delighted with the contract win,” Gaherty said. “We were able to demonstrate competitive pricing coupled with the specialist engineering solutions to meet the needs of a client like British Waterways.”

“It has been tremendous to work with them” he continued. “They have been innovative in their thinking, which reflects our own approach, and from an engineering perspective the projects we have been involved in have often been unusual and challenging. Together, we’ve broken the mould of tried and tested solutions to deliver some unique results, which is always an exciting process.”

Environmental issues are also important. “British Waterways’ environmental commitment already includes the use of Forestry Stewardship Council timber. Intermarine is actively exploring alternative environmentally sustainable decking options something which we know is also of interest to them,” Gaherty confirmed.

As well as its work in the UK for clients such as the Environment Agency, Cardiff Harbour Authority and Glasgow City Council, the company has a successful export business. It was recently awarded a £500,000 contract for the two-phase re-build of 600 berths in Lisbon from Ahlers Lindley LDA and is also set, via its partnership network, to complete installations in Guatemala and Switzerland this year.

CLARIFICATIONSWe apologise for errors in the September/October 2009 issue of Marina World:‘Business as usual on Lake Lanier’: Flagship Marinas was incorrectly cited as the owner of Lazy Days Marina. Lazy Days is owned by Aqua Marine Partners.‘The ‘Monte Carlo’ of the Upper Adriatic’: The power pedestal shown at Porto Montenegro is one of a series of Megamaster units manufactured by Rolec Services of the UK and was not manufactured by Plus Marine.‘Multi choice pontoon decking options’: Titan Decking from VoyageR Aluminum requires structural support at 16 inches (not 16 feet) without the aluminium stiffeners and to 24 inches (not 24 feet) with the stiffeners in place. Panels measure 20 square feet.

ICOMIA endorses IMI trainingBELGIUM: The Brussels registered International Council of Marine Industry Associations (ICOMIA) has endorsed the training and certification programmes offered by the International Marina Institute (IMI).

“IMI’s training has proven itself to be universal and appropriate for marina professionals around the world,” says ICOMIA secretary general, Tony Rice. “We are pleased to endorse a programme that has remained so successful for over 20 years and look forward to alerting our marina associations’ members about these valuable training opportunities.”

IMI, a subsidiary of the Association of Marina Industries (AMI), offers courses in North America, Australia, Europe and South East Asia. The programme includes the Intermediate and Advanced Marina Management classes that lead to the Certified Marina Manager (CMM) designation, the Marina Operator Course and annual theme conferences.

ICOMIA, formed in 1967, seeks to improve recreational boating through the global exchange of relevant technical, environmental and marketing information to marine professionals.

Balboa stages grand re-openingUSA: Balboa Marina in Newport Beach, California, celebrated a grand re-opening on 1st August. The marina, owned and operated by The Irvine Company, was closed in autumn 2008 in order for an $8 million renovation to take place.

Originally built in 1964, Balboa Marina was in need of a significant reconstruction which included demolition of the existing floating dock structures, dredging, seawall repair, sheet piling installation, landside work and construction of a new dock system including upgraded utilities and accessories. Bellingham Marine (BMI) was hired by the owners as the design-build contractor.

The new marina accommodates vessels of 20-60 feet at 105 double berth slips and side tie spaces. All utilities, including electrical services, water supply lines and the marina’s fire suppression system were upgraded and in-slip pump-out added. All slips also have cable and telephone hook-ups. Everything from the car park to the seawall railing system to the marina itself was completely rebuilt.

Environmental issues were also given special consideration. To mitigate the direct and potential impact of dredging activities on eelgrass, a 7,800 sq ft eelgrass habitat area

was created. The new configuration of the marina also resulted in an increase in open water space and fewer guide piles.

www.marinaworld.com - November/December 20096

WORLD NEWS

Carol Fulford, EDITOR

Phase two under way at Port LouisGRENADA: Marinetek Group of Finland has signed an agreement with Camper & Nicholsons Marinas to deliver second phase pontoons for Port Louis Marina. The contract, which follows delivery last year of first phase pontoons for superyachts up to 90m, will introduce 105 new berths for vessels up to 45m long.

Preparing for hurricanesUSA: A new online publication for marina, boatyard and yacht club managers, published by the Boat Owners Association of the United States (BoatUS), outlines proven techniques that could greatly reduce damage to boating facilities in the event of a hurricane strike.

The 24-page ‘Guide to Preparing Marinas, Yacht Clubs and Boats for Hurricanes’ shares success stories as well as failures of dozens of marinas and clubs that have experienced a hurricane over the last two decades.

“Any time a major hurricane has struck the US, our BoatUS Marine Insurance Catastrophe Team has hit the ground running, salvaging boats and processing claims,” said BoatUS damage avoidance director, Bob Adriance. “This has given them a unique inside look at the damage inflicted upon a variety of marinas and yacht clubs. So, we asked our team to identify those facilities that have consistently fared well, often lessening or even eliminating damage to docks and boats. This guide includes the best practices and strategies learned from those marinas.”

Manufactured in Finland and shipped to the Caribbean in September, the new pontoons are of Premium type with superyacht fingers and have been specially designed for Category 1 hurricanes. All work on site, including pontoon installation, is being undertaken by Volker Stevin Construction Europe of the Netherlands and dockside services are being supplied by Rolec Services of the UK.

The marina extension will be completed by the end of this year, ready to welcome private

yachts and charter vessels for the upcoming season.

“Port Louis Marina is a great opportunity for us in the demanding Caribbean market, for which the Marinetek product range is a perfect fit,” says Marinetek general manager, Markku Rantanen. “It also strengthens our co-operation with Camper & Nicholsons Marinas further to our successful work with them on the Grand Harbour Marina project in Malta in 2002.”

The publication covers floating docks with tall pilings, strapping down boats ashore, developing hurricane clubs for customers and club members, dealing with boats at fixed docks, moving boats to hurricane holes and tips on how to install better moorings. A special legal notes section, ’Protecting Yourself from the Storm’, offers information on how marina owners and club managers can protect themselves from vessel owners seeking compensation for hurricane-related damage.

Also included is a sample Marina Hurricane Preparation Plan that can be customised for any boating facility, as well as a Hurricane Preparation Worksheet that can be copied and given to individual boat owners.

The guide can be downloaded from www.BoatUS.com/hurricanes.

Raising the barAlthough this issue is dominated by environmental topics, with a major focus on ‘Going Green’, each and every issue of Marina World covers environmental management. Environmental responsibility is a major element of planning, developing and refurbishing marinas but many marina operators do far more than the minimum required to meet ever increasing rules and regulations.

Back in September 2006 we reported on Sun Harbor Marina in California as the first marina to be built to Leadership in Energy & Environmental Design (LEED) criteria and just three years on we hear of developers at Vineyard Marina, British Columbia, Canada, looking to build to a variety of high standards including LEED Platinum.

Standards such as LEED are for those who are willing to think about the environmental impact of all aspects of marina development; the complete footprint. While saving water, saving energy and guarding against pollution have to be the principal focuses, LEED followers look at the basic fabric of everything that they are using to create or regenerate the facility. They look for the recycled, the recyclable and the reclaimed; and they favour materials that grow quickly and are easily replenished.

Following environmental rules and regulations – whether mandatory or voluntary – can be a minefield, as Bill Munger at Conanicut Marine in Rhode Island has discovered to his cost (see p. 39). To be fined for ‘not filing exemption’ for something for which your business is legally exempt is bizarre – in any language and any country. The lessons – put succinctly – are: do your due diligence; if possible, it probably pays to ‘over’ comply rather than just comply with rules; and make sure you stay up to date.

Although we all have to comply with the law, most of us nurture some form of scepticism. We wonder – often with good reason – whether the rubbish we carefully sort really ends up at the recycling station or as landfill. We worry about the actual environmental cost of the recycling process. We read conflicting evidence about climate change from equally qualified theorists and scientists. Often, we struggle to find the facts. And, often, the facts are not available. This puts the onus on us to stay alert and just do our best. The world relies on it.


WORLD NEWS

SUPPLIERS & SERVICE PROVIDERSDon’t miss your opportunity for a FREE editorial listing in Marina World Suppliers & Services 2010-2011.

We are now preparing the second edition of the bi-annual Marina World Suppliers & Services, the essential stand-alone guide to marina equipment manufacturers and service providers.

Please fill in your FREE on-line entry on www.marinaworld.com as soon as possible (deadline 30th November).

Marina World Suppliers & Services 2010-2011 is a hard copy publication that will be launched at the International Marina & Boatyard Conference (IMBC) in Florida, USA in January 2010 and distributed to our entire global readership with the March/April 2010 issue of Marina World. It will also be distributed throughout its two-year shelf life at key marine industry events and marina conferences, and will be available to view and download throughout 2010/2011 on marinaworld.com

Vilanova completes for first seasonSPAIN: Vilanova Grand Marina, Barcelona – the new facility exclusively designed for superyachts – has completed its land-based facilities just five months after opening in April.

The site includes a harbour office, dock personnel building, 66 store rooms and three sets of commercial buildings with eight shops for marine companies. Premises are already occupied as an English pub, restaurant, upholstery shop, chandlery and a store specialising in wood. There is also a private car park for all port users with capacity for over 150 vehicles.

Now readying for the first autumn/winter season, marina owners are forecasting 40% occupancy, an increase on the initial estimate. “The good occupancy prospects for the

coming season are the result of the support and recognition the marina has received,” says Vilanova Grand chairman, Xiqui Mas.

The marina exhibited at the Monaco Yacht Show in September for the second consecutive year and sponsored the ninth ‘Captains Dinner and Awards’.

Vilanova Grand Marina has 49 berths for vessels of 25-80m and all the services necessary to meet the requirements of captains, owners and crew. It also has a comprehensive technical centre specialising in repair and refit projects.

State park moves marina to deeper watersUSA: Lake Sakakawea - named for Sakajawea, a Native American Shoshone translator - is the third largest reservoir in North America with 1,600 miles (2,575 km) of shoreline on the Missouri River. Severe drought caused officials at Fort Stevenson State Park in Garrison, North Dakota, to rethink its existing marina of approximately 70 slips in de Trobriand Bay on the east side of the park, about 75 miles (120 km) north of the state capital Bismarck.

The new marina will be in Garrison Bay on the west side of Fort Stevenson Park, 32 feet (10m) deeper than the existing marina with an operational mean sea level down to 1,790 feet (546m). The Garrison Bay marina has a concession stand, a restaurant, a convenience store, on-the-water gas, pump-out station, a drystack facility that can handle about 60 small vessels, and will have room for slip expansion. Sixty slips will move from the existing marina at de Trobriand Bay to the new marina in time for the 2010 boating season, which runs from early May to early October in North Dakota.

“We intend to keep 12 slips for smaller boats at the de Trobriand site,” says Messerly. “There’s no use leaving them sitting on dry ground.”

Severe vertical water level fluctuations of up to 50 feet (15m) rendered the existing marina, which was built in 1983, nearly useless. “I’ve been working here for 18 years,” says Dick Messerly, park manager. “The marina was fully operational for seven of those years.” The lake, which has a normal surface area of 368,000 acres (148,924 hectares), has an operating pool level of 1,850 feet (564m), according to the North Dakota Department of Health, Division of Water Quality. The marina at de Trobriand Bay was built for a mean sea level of 1,822

feet (555m). In the early 1990s, levels dropped seven feet (two meters) below that and slowly built back up over the next few years before dropping dramatically again in 2001.

Construction for a new marina began in late 2007 and was completed this past summer. The de Trobriand marina was functional this summer, as well, since water levels rose again to operational levels in 2008, but the new, deeper marina will consistently handle the area’s boat traffic, primarily 50-foot cruisers and 55-foot (17m) sailboats.

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WORLD NEWS

Through the eyes of the customerUK: This summer, MDL Marinas ran its fi rst customer photo competition, inviting berth holders and visitors to capture the best of their boating experiences in and around its 19 marina sites.

Customers competed for the chance to win a top prize and have their photo featured on MDL’s all-new stand at September’s Southampton Boat Show. Jon Eads, managing director of MDL’s marina division and well-known photographer, Mike Jones, presented the overall winner – Peter Hayton – with a waterproof camera, accessories and champagne.

“We invited our berth holders and visitors to take photos of our sites so that we could see our marinas through the eyes of our customers,”

Jon Eads explained. “We received some fantastic photos – Peter Hayton’s winning photo of ‘Queen Anne’s Battery at Night’ was truly stunning.”

Photos entered into the competition included sunset images, tranquil riverside shots, aerial, panoramic and atmospheric landscapes taken at dawn and dusk, as well as stunning views across the marinas. In addition to the overall winner, which was selected by Mike Jones, each marina also awarded a winner for the photo that they felt best represented their site.

Limehouse operator soughtUK: British Waterways (BW) and the London Thames Gateway Development Corporation (LTGDC) are seeking an operator to run a new commercial boating base at Limehouse Basin.

The project is part of leisure and regeneration plans for the area and includes moorings for community boats, restaurant barges and Thames sailing charters; waterside businesses; and a waterbus service to the Olympic Park.

BW business development manager, Mark Blackwell, explained the project: “The London 2012 Olympic & Paralympic Games, coupled with the construction of the Channel Tunnel Rail Link and nearby Stratford City, provide

a superb opportunity to breathe new life into east London’s canals and rivers, creating a world-class waterway legacy for London. The vision for the Lower Lea Valley is for a ‘water city’ – a new destination where leisure and business opportunities are created around the waterway.”

“We are looking for an operator who can help us turn Limehouse Quay into a leisure destination that’s got colour and character. It’s perfectly located with its own DLR station and a direct waterway route to the Olympic Park.”

John Middleton, head of economic development for LTGDC continued: “The River Lee is the heart of east London and was once a key driver of its economy. Our ambition is to improve access, awareness and enjoyment of the river by realising its potential to connect and regenerate the areas along its course. With a creative operator on board, I’m hopeful that we can focus east London’s past strength as the vehicle to delivering a vibrant and renewed future for the Lower Lea Valley as a whole.”Further information is available at www.britishwaterways.co.uk/limehousequay

Winning photo by Peter Hayton ‘Queen Anne’s Battery at Night’.

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WORLD NEWS

Larnaca plans progressCYPRUS: According to reports in Financial Mirror (Cyprus), the project for the redevelopment of the marina and port in Larnaca is offi cially under way. The project will be undertaken by a consortium comprising A. Vouros Investments, Singapore Cruise Centre, DP Architects, Ioannou & Paraskevaides, J&P/Avax, Ariadne Australia and Cybarco.

Constructed as a build-operate-transfer (BOT) project, which lasts for 35 years and is privately funded, the marina will have capacity for 1,000 boats and the port will become the main passenger terminal in Cyprus.

UAE: The royal yacht ‘MY Rabdan’ dropped anchor on 6th October as the fi rst yacht to enter the new Yas Marina in Abu Dhabi. Staff at Yas Marina, Aldar’s fl agship marina on Yas Island, welcomed the 73m yacht to its berth, where it remained for the inaugural Formula 1 Eithad Airways Abu Dhabi Grand Prix.

Marina experts join forces FRANCE: UK based MDL Marinas has joined forces with France’s largest marina developer, SODEPORTS, to offer a range of commercial options, marina management support and business consultancy advice to international marinas.

“We are pooling our respective expertise to provide commercially viable solutions to develop a greater international status for French marinas,” explains Mick Bettesworth CMM, managing director MDL Marinas International. “We will offer a range of levels of involvement, tailor made to the individual marinas. Marina management support includes the development of business models through to training existing marina staff. Marinas seeking business consultancy advice will be guided on how best to future manage and develop the individual marina for long term sustainability, from recommendations on marketing and membership clubs, facilities and services to refurbishment and development.”

SODEPORTS brings extensive local

knowledge and particular expertise in marina development to the joint venture agreement. It has over 40 years’ experience in marina development, has completed over 43 projects and currently manages 12 marinas.

“Our partnership with MDL will enable us to offer a viable alternative to operators, local authorities and public bodies. This will include all aspects of management, which will enable them to increase the attraction to the marina, the economic impact on the local community and ultimately the profi tability of their ports,” says SODEPORTS managing director, Ludovic Richard.

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WORLD NEWS

IMBC (27-29 January 2010)Tampa, Florida, USAThe preliminary brochure for the International Marina & Boatyard Conference (IMBC) is now available on www.marinaassociation.org/imbc.

Newport marina joins IGY networkUSA: Island Global Yachting (IGY) has added Newport Yacht Club & Marina to its global marina portfolio.

Newport Yacht Club & Marina to the IGY family,” said Kenny Jones, IGY executive vice president of marina operations. “This is a wonderful facility and is an exciting addition to the IGY marina network. Together with the Montauk Yacht Club, this facility provides an outstanding platform as we develop a powerful marina network in New England and the Mid-Atlantic states.”

Situated on New York Harbor in Jersey City, New Jersey, directly across the Hudson River from downtown Manhattan, Newport Yacht Club & Marina i s a comprehensive modern marina offering 154 berths – including 12 megayacht berths – with a wealth of amenities and services surrounded by a luxury marina village.

“We are pleased to welcome

The brochure details the show schedule with seminar descriptions, a list of current exhibitors and sponsors, details about IMBC special events, plans for the annual field trip, an agenda that features various networking opportunities, travel tips and IMBC discounts, instructions on how to register

and other important conference information.

Delegates can also register for the event on www.marinaassociation.org/imbc/register or download a registration form and fax or post it to the IMBC office.

IMBC is organised by the Association of Marina Industries.

Farkas to deliver IMBC keynoteAndrew Farkas, founder and chair of Island Global Yachting (IGY) will deliver the IMBC keynote address, ‘The Changing Face of the Marina Industry’.

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He will discuss how the marina industry is changing due to the economic downturn, technological developments and the changing needs of boat owners. He will also discuss the future of the industry and his thoughts on how to take marinas into the future.

As founder and chair of IGY,

Farkas developed the vision, raised the capital and implemented the initial business plan for IGY. He is involved in virtually all of its capital-raising, acquisition and operating activities. He also has extensive experience in business and has been involved in property and investing for nearly 20 years.

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WORLD NEWS

MRA reports ‘strong’ boating activityUSA: The Marina Recreation Association (MRA), an association of marina owners, operators and trade suppliers throughout the western United States, Baja California and Hawaii, reports that regional boating activity remains surprisingly strong.

“We are seeing that recreational boating is still a cherished pastime,” says MRA director, Kevin Ketchum of California Yacht Marina, owner and operator of four marinas in southern California. “There is no doubt that people who love boating are adjusting their priorities to keep boating in their lives. They’re staying closer to home and using their boat in place of other vacation or recreational activities that compete for their time and budget. If they have to give up boating because of the economy, it’s going to be very reluctantly.”

Ketchum notes that business conditions in marinas vary according to location but saltwater marinas in his region are seeing relative stability in spite of the soft economy. “Marinas are, in general, doing better than the rest of the economy. It’s a great time to buy a boat suited to your needs and to get a slip in a location of your choice.”

Pat Bagan of Sierra Boat Company in Carnelian Bay, Lake Tahoe, agrees. “Boat sales are still slow but people are going out on their boats. Families are coming out with

their boats as before and we’ve had a steady increase in traffic since the beginning of summer. Gas prices are reasonable and motel rates are good. Some of the state parks have made an effort to welcome boaters by reducing or eliminating fees.”

As everyone expected, new boat sales are slower. “Rather than trading in their boats for newer or bigger boats every five to seven years, they’re bringing them in for maintenance and restoration, such as new upholstery and new finishes,” Bagan says. “It makes sense to fix up the family boat and make do until things turn around. Although new boat sales are down, our maintenance business is strong.”

Mike Han of ‘houseboats.com’, a houseboat rental company serving central and northern California’s inland waterways, is adapting to the market by emphasising maintenance, service, and superior knowledge and experience with houseboats. The company also sells houseboats from its rental fleet. “Our boat sales are good because there are outstanding values in houseboats today,” he confirms. “Our

used vessels are approximately 20% lower than privately owned houseboats for sale. The response has been enthusiastic. We’ve sold 17 boats so far this season.”

Given the depth of the recession, the hottest market in boat sales is liquidations. Alayna Gossan of National Liquidators, a national company that auctions off foreclosures and repossessions, reports record sales in 2008 and expects 2009 to be ‘just as strong’.

The continued boating activity is considered by MRA members to be strong evidence that the future for boating is healthy. “It’s critical that we protect our marinas and marine parks during the soft economy,” insists Bill Krauss of the Apex Group, MRA’s advocates in Sacramento. “The love of boating continues to be emblematic of our quality of life in California and in other regions served by the MRA. As we watch families continue to enjoy our marinas and parks with their boats, we are reminded how important it is to maintain the businesses and infrastructure that boating depends on.”

Krauss has been lobbying to protect one of California’s most successful programmes, the Department of Boating and Waterways. “We were very relieved that the department’s funding was, for the most part, left intact after the State budget negotiations,” he confirms. “This is a special situation that has benefitted California greatly. The department is funded by boaters’ gas taxes so the tax revenue should rightly go to fund boating infrastructure for the benefit of the boating public.”

Revitalising community waterfrontUSA: Stockton, California, located on the San Joaquin Waterway 60 miles (97 km) east of San Francisco Bay, was a major shipping port and heavy industrial area in the early 1900s. Over the 20th century, the town and waterfront became somewhat neglected and dilapidated. Town officials decided to revitalise its community by taking advantage of California’s unique Redevelopment Agency initiative.

A California Redevelopment Agency is established in blighted geographic areas that lack affordable housing and suffer economic distress and all it entails, such as crime and graffiti. Stockton’s Redevelopment Agency chose its waterfront area to build a sports arena, a Cineplex, a ballpark and a marina.

“Our plans always included a marina,” says Erin Mettler, construction manager for the City of Stockton. “Plans initially called for 216 berths but that brought the cost to 30-something million dollars.”

The final marina has 66 permanent slips with 1,398 linear feet (426m) of guest dockage that can accommodate yachts up to 200 feet (61m). Docks were supplied by Bellingham Marine. Plans include an as-yet-to-be-constructed drystack storage facility as well as a promenade over a mile long that

connects each side of the shoreline. “We went from a vacant parking lot to a nice public-park atmosphere,” Mettler confirms.

Funding for the project includes a US Housing and Urban Development loan, a CA Department of Boating & Waterways loan, a US Fish & Wildlife Boating and Infrastructure Grant (BIG), a CA River and Parkways grant, and a CA Department of Boating and Waterways grant - all totalling just over US$22 million.

“The entire project has been in process for 10 years,” says Mettler. “We were in funding, design and permitting for about three of those years,” she adds, until the Redevelopment Agency selected Power Engineering, Inc.

(Alameda, California) to complete the design and construction estimates.

“We provided Power Engineering with a 30% drawing,” Mettler states. Power Engineering built on that drawing and submitted 60% back to the city and permitting agencies. Once those drawings were approved, the engineers incorporated any changes and submitted drawings at 90% completion and finally 100%. The end phase for permitting, an historically arduous process for marina developers, was completed within four months.

Construction finished in late September and the marina will open for the 2010 season, pending the city council’s approval of a contracted national marina management firm.

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MARINA DEVELOPMENTS

Two years on – and open for business‘The historic and picturesque town of Queenscliff was once Victoria’s major commercial fishing port and boatbuilding centre. The changes to commercial fishing methods and licence requirements have seen the fishing fleet greatly reduced in recent years and the town’s once-thriving boatbuilding industry no longer exists. All that remains of former glory is a much used slipway – a vital component in the maintenance requirements of the few remaining local commercial craft and increasing number of recreational vessels in the area. Upgrading this amenity and revitalising the Queenscliff Harbour precinct is one of regional Victoria’s largest infrastructure projects’. Marina World May/June 2007

Situated on the Bellarine Peninsula, home to some of Victoria’s best beaches, wineries and restaurants, Queenscliff Harbour has secured a slot as one of Australia’s finest marina facilities. With virtually double the capacity of the older harbour, it offers boaters access to a truly comprehensive array of maritime services, along with shops and restaurants with spectacular waterfront views.

As we reported two years ago, regeneration started in 2003 when harbour operator Parks Victoria called for tenders for redevelopment. The successful bidder and current operator – Queenscliff Harbour Pty Ltd (QHPL) – was announced in June 2004. Following planning and approval processes, the first phase of work started in February 2006 and was complete by August. This was largely infrastructure based

remained open to berth holders and commercial operators and in January of this year – when the boating season is at its peak – it enjoyed a good visitor level with 144 transient boats spending a total of 549 nights at the harbour.

Queenscliff Harbour has literally been transformed into a cleaner, safer environment offering more berths, proper boating support facilities, comfortable berth holder amenities and better public access. It enjoys better pathways to the town to encourage visitors to stop and take in the ‘total Queenscliff experience’. Up to 100 jobs have also been created (around eight in the harbour office, 25-30 in the boatyard and upwards of 70 in the associated retail and commercial development).

Cleaner harbourWork to regenerate the harbour involved clearing 100 years of working port rubbish and removing about 5,000 tonnes of contaminated sediment from the slipway area and west basin. The harbour bed was cleared of debris, cables, steel, rocks etc., and over AU$200,000 was spent on removal of Asbestos, roofing, pipe work and piles. Redundant and cracked underground fuel tanks were removed and over 10 tonnes of tyres recovered and recycled.

A clean sand capping layer was applied to the west basin and much of the material recovered throughout the site was recycled for the new improvements: sand was used for beach replenishment and in concrete production, and redundant road materials and old concrete slabs were crushed and recycled. An environmental monitoring programme was maintained throughout all operations including construction phase sediment and water quality monitoring.

and included relocation of the access road, expansion of the car park etc.

Stage two followed in June 2007. This focused on construction of the boatyard and harbour and involved removing the 80-tonne slipway and purchasing and commissioning a 150-tonne Marine Travelift hoist for use in the full service boatyard. The fixed pier mooring arrangement, which provided 130 berths, was replaced with Unifloat concrete floating docks, manufactured and installed by Bellingham Marine Australia, and a drystack facility for 110 boats was built.

The final stage, which ran from September 2008 through to September 2009 has focused on construction of retail and commercial outlets and landscaping. Throughout all phases, the harbour has

The rejuvenated Queenscliff Harbour site.

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MARINA DEVELOPMENTSOne of the most significant environmental

benefits has arisen from changes to the boatyard set up and the removal of the slipway. The new boatyard has a purpose designed pavement and drainage system with sewer connection to the wash-down slab. Triple interceptor and ‘gross pollutant’ pits were built for the yard and drainage system. The fuel infrastructure was designed with double lined tanks, triple lined pipework, spill sumps, leak alarms and shear off valves.

Rainwater is harvested for boat wash-down in the yard and, in stage three of the work, extensive landscaping included the planting of native species.

Destination marinaWhile fishermen were among the first to claim Queenscliff as their own, it was not long before Melburnians made it one of their favourite holiday destinations. Over time, the town’s fortunes have risen and fallen but it has retained its historic character and has all the appeal of a traditional seaside community. From the outset, planners determined that Queenscliff Harbour would be regenerated to become a destination in its own right and not just a port-of-call.

For this reason, public access has been a major focus and the retail precinct has been designed to include tourism, marine, leisure and hospitality businesses. Visitors can enjoy a variety of eating experiences from fish and chips to fine dining in the waterfront restaurant, and climb the 30m high observation tower (which houses an essential navigation aid for the Port of Melbourne) for excellent views across Port Phillip Bay.

The retail precinct, which adjoins the new

waterfront restaurant, has eleven shops aimed at both boaters and non-boaters offering diverse goods including chandlery items and gifts. All of the leisure facilities are easily accessed from a timber boardwalk promenade that skirts the marina basin, sweeping from the on-site pilot boat station round to the observation tower and car park.

Boat owners have a choice of wet slips and drystack slots and have access to private lounges, and shower and laundry facilities. Some pile moorings will also be offered in the future. Fuel is available on a self-service basis from a dedicated fuel wharf along with sewage and bilge water pump-out.

The boatyard, which has been in partial operation since mid-2008, can cater for up to 20 vessels at a time and offers boat repair and building facilities. An area of 850 sq m has been dedicated to marine trade workshops

with six individual tenancies. In addition to the 150-tonne straddle carrier, the yard has a 10-tonne forklift and offers in-water maintenance berths with access to three-phase and 240 volt power. As was predicted, many large boats that previously went to Tasmania or Queensland for maintenance are now arriving at Queenscliff.

As the project neared completion, emphasis on marketing stepped up and a new team stepped in. Allan Cayzer CMM, who managed the facility for around three and a half years, passed the baton to Angus Craig (previously manager of d’Albora facilities Victoria Harbour and Pier 35) and Sean Blackwood (a marine skipper with broad experience in boat retail) joined the staff as sales and marketing manager. Cayzer has other marina management responsibilities around Port Phillip Bay and could not give the facility full time commitment. He retains an ongoing advisory role with QHPL.

The retail precinct under construction.


MARINA DEVELOPMENTS

The battle to build Scorpion Bayby Sarah DevlinWith construction completed and docks in place, Scorpion Bay Marina on Lake Pleasant in Arizona was ready to open its doors last December. But, two weeks before the grand opening, the marina was notifi ed that it needed three new permits for its fuel systems, docks and an electric tram. Here’s what happened and how they handled it.

Lake Pleasant - approximately 30 minutes north of Phoenix in Peoria, Arizona - was created in the late 1920s when the Waddel Dam was constructed. In 1993, a new dam was installed and raised the water level 100 feet (30.5m), thereby growing the lake to nearly 10,000 acres (4,000 hectares) with approximately 50 miles (80km) of shoreline.

Until recently, Lake Pleasant, which falls under the jurisdiction of the Maricopa County Parks and Recreation Department, hosted just one marina. In 2004/05, however, the Maricopa County Board of Supervisors decided the existing marina was at full capacity and

sent out requests for proposals (RFPs) to various marine development fi rms to build a second marina on the lake. The board approved a proposal from Skipper Marine Development, a group based in Illinois that has been constructing marinas since 1985.

Skipper Marine Dev-elopment met with county representatives, reviewed statutes and applied for and received what it

thought were the appropriate permits. The new marina, called Scorpion Bay

Marina, began construction in 2007 and was scheduled to open in December 2008 with a temporary occupancy permit. The marina had over 60 boats in its slips - with 120 more scheduled to arrive - when the Maricopa County Planning and Development Department slapped them with more permit requirements. The delay lasted for seven months.

“We already had 19 permits in place,” says Cris McSparen, general manager at Scorpion Bay Marina. “Two weeks before our grand opening, the county wanted three more permits even though we had our state and county permits for many of the items they listed.”

These three permits pertained to the new tram, the marina’s fuel system and the existing docks.

“The tram had been permitted by the Federal Elevator Group and we had approval to construct,” McSparen states. “The county planning department decided it needed to permit our system [even though it] had never issued an elevator permit in its history.”

“The fuel system had been approved by the state fi re marshal’s offi ce as well as the city of Peoria,” McSparen continues. “The county, which has never permitted a fuel system in its entire existence, decided it needed to permit our system.”

McSparen says that although the planning board had Scorpion Bay’s existing plans in its possession for two years, it changed its

Finally open for business – Scorpion Bay Marina offers 240 wet slips on Arizona’s Lake Pleasant. Photo: Rob Kodnia

Covered slips (right) have special burn-through cord and a fi reboat (below) is also to hand should an emergency arise. The marina (below right) is accessed by ramps and a tramway, which ultimately needed an elevator permit. Photos: Paul Easter

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MARINA DEVELOPMENTS

position on the marina’s dock permit as well as its occupancy permit, demanding that the marina build to International Building Codes (IBC) because of its covered slips. Scorpion Bay asked for three variances based on California, Florida and national guidelines. All were denied.

Opening the marina was ‘a very diffi cult process’, concedes Mike Pretasky, an owner of Skipper Bud’s, the management and operations arm of Skipper Marine Development. Two other owners include Dave Pretasky and Dennis Gorney. “We were blindsided and were dealing with a municipality that couldn’t defi ne what it wanted,” he says.

“The planning board was dissatisfied,” Pretasky continues. “They couldn’t get their arms around it from a safety standpoint. They had never permitted something like this before.”

Confined by IBC guidelines, the fire department could not allow for propane grills and smoking, and requested Scorpion Bay install fi re hydrants on the dock as well as a sprinkler system. Buildings also had to be relocated if the roof structures did not meet the easement requirements.

A new sprinkler system could have cost the company almost half a million dollars. Instead, the fire department allowed the marina to purchase a fi reboat with three pumps and foam

capability systems at a ‘mere’ $150,000. Also, at a retrofi t cost of three times more

than it would cost as a new build, the marina installed burn-through cord with a melting point of a little over 200˚F (93˚C) under the roofs over the slips. Once the cord melts, a fi re alarm is sent to the fi re department.

“Some of these systems we made up,” McSparen notes. “We have the safest marina in the country now!”

“At 20 years of building marinas, I’ve never experienced anything like this before,” Pretasky says. “It’s always been more diffi cult to do any kind of building in the US, but I had never heard of a structures permit for a marina before.”

“We went through a lot of growing pains,” admits Tom Timmons, the contract administrator for Maricopa County Parks and Recreation, the organisation that manages Lake Pleasant but does not provide permits. Pretasky had described Timmons as a ‘liaison’ between Scorpion Bay and the Maricopa Planning and Development Commission, but Timmons says this isn’t exactly true.

“We tried to facilitate, but we weren’t the ones giving the permits,” Timmons says. “Was this a unique experience? Yes. This was the fi rst time the county had permitted anything of this scale. All I can say to people who are going through something like this is - do your due diligence.”

The existing marina – Pleasant Harbor Marina - was permitted through a different government agency due to the fact that Lake Pleasant straddles both Maricopa and Yavapai Counties, so the owner there did not encounter these same challenges.

Relying on outside engineering fi rms with little or no marina experience, the county tried to get what it thought was necessary permitting in place, one can assume to avoid litigation. Skipper Bud’s, however, sued the county to allow for a third-party fi rm to come in and inspect the facilities - an engineering fi rm that Scorpion Bay had to pay for out of their own budget. (The existing marina on the lake also sued the county for various reasons).

Six lawsuits later, Scorpion Bay received the approval from the fi re department in June 2009. The marina fi nally held its offi cial grand opening celebration during the US Labor Day Weekend (4th-7th September 2009) - the same weekend it opened its on-site restaurant and bar. Although Pretasky notes that the municipality couldn’t defi ne what the permits should be, he does note that in such a unique situation “they have the right” to change their position as they see fi t.

To avoid this kind of confl ict, Timmons notes, marinas need to truly understand what has been communicated and what the guidelines are. Then, follow those guidelines. “There was a lot of miscommunication - on both sides,” he says.

“We all aged on this one,” he continues, although he stresses he does not speak for Maricopa County or the planning board. “If there is a silver lining, it’s that they paved the way for others. It will go a lot smoother in the future.”

Today, Scorpion Bay Marina sits on 265 acres (107 hectares) of land on the 23,000-acre (9,300-hectare) Lake Pleasant Regional Park, has 240 wet slips with four covered docks, 300 dry storage slips, a three-lane launch ramp as well as a full restaurant and an electric tram that transports boaters from the parking lot to the waterfront. In a community that has three million people within a 15-minute radius, the marina is set to build up to 600 slips.

According to McSparen, remaining closed for all those months cost the marina US$10,000 a day in lost revenue and debt service.

A marina in the desert has its own special ambience, and waterfront dining (above and below) is a must. Photos: Paul Easter

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Cutter-suction dredger promotes ‘green’ spoil dispersalAll operators face the ongoing challenge of the need to dredge their marina basins to maintain serviceable navigation depths. Whilst the frequency of dredge campaigns is a symptom of the morphology, geology, local tidal, estuarial or waterway constraints, the inevitable need to dredge is a fact of life. Principally, the deposit of sediment occurs where water fl ow changes. A sheltered, calm, deep basin, for example, is an ideal silt trap for the million of tonnes of semi-fl uid (‘suspended’) sediments that are present within water catchment areas.

The largest single cost and risk to any dredge campaign is the disposal of the materials generated, whether it be the risk of weather delays as the contractors cannot journey to the licensed offshore disposal site in heavy seas or the astronomic costs of disposal of materials to landfi ll or agriculture. Thus, the key to an economic dredging contract is the early identifi cation of the most cost-effective/lowest risk disposal route.

“The influences here can have several magnitudes of cost effect on a project,” says Mike Ridding, regional contracts manager for UK dredging contractor Land and Water Services. “Dredging contaminated sediments can cost £5-9/m3 to dredge, £15-45/m3 to pre-treat and a further £20-85/m3 to transport and dispose of depending on material types, whereas conventional offshore disposal of unpolluted materials to a licensed site can be £7-15/m3 and cutter-suction dredging considerably lower again. The variances are colossal.”

The secret to ensuring your dredge is as cost effi cient as possible lies in the earliest possible testing, analysis, classifi cation and quantifying of the waste. This is a highly specialist area, and one in which Land and Water’s environmental team is well versed. “The route to real savings is obtaining early data and early consultation with stakeholders and regulators alike,” Ridding explains. A fi ne example of how an early partnership between client and specialist contractor actually delivers can be seen in recently completed projects undertaken by Land and Water for

Quay Marinas at the latter’s marina sites at Conway and Deganwy.

Land and Water assisted the client from an early stage to help obtain practical and economic consents for the works, without the need to dispose of anything! By using its unique 10in suction dredger (a Versi-Dredge 5012HP supplied by Wave Seven Marine), Land and Water removed sediments from within the marinas with the minimum of disruption, and discharged the removed materials in strictly controlled tidal windows directly into the fl uvial channel.

“The principle at work here is the benefi cial re-charge of the estuarial cell,” explains Ridding. “By removing the sediments from the estuary there is a net, unnatural loss, but by modelling the behaviour of the water body and releasing the sediments during carefully selected environmental windows, the sediments are successfully re-deposited by the tidal currents back onto depleting mudfl ats and habitats that are otherwise under increasing attack.”

The need to develop the strategy at the earliest point is always key, as there are a number of environmental and local stakeholder interests to consider. Given time and ingenuity, these hurdles can be overcome - but never at short notice. The outcome at Conway and Deganwy was in line with client expectations, and Land and Water is now set to return in 2010 for a further 25,000m3 campaign.

Land and Water’s Versi-Dredge is currently

the only contractor-owned unit of its type operating in the UK. It travels as a single unit on a conventional HGV and can be craned into the water and set to work quickly. Unlike conventional suction dredgers, the 10in heavy-duty pump is mounted on the end of the dredge arm and is fed directly by the cutter/harvester head as it moves across the sea bed. The Versi-Dredge is stationed using conventional winch/guide wires or a pair of powered ‘star wheels’. These are located on extended drive arms, which lower themselves on to the sea bed at the rear of the vessel and propel or ‘walk’ it forward. This has distinct advantages within the confi nes of marina basins and irregular shaped lagoons or lakes, as the star wheels ‘free’ the dredger to move as it pleases without restricting cables crossing the site. At both Quay Marinas’ sites, the marinas remained open for navigation whilst work took place.

Contact Land and Water Services Ltd in the UK on email: [email protected] and Wave Seven Marine Ltd in the UK on email: [email protected]

The green lightMost people are familiar with the ‘glow in the dark’ stars, moon and planets stickers for children which, after absorbing light, can glow softly for about an hour. Fun for children but not much use in a marina! Dutch company, Newvisibility has, however, taken the concept to a higher level to create a ‘green’ marker that is specifi cally suited to the marina market.

Named TraxEye, the product is a glow in the dark marker stud that helps reduce energy costs and pollution while providing essential illumination. It can glow brightly for 12 to 16 hours after just eight minutes of daylight courtesy of a non-toxic, non-radioactive crystal.

In the early years of glow-in-the-dark technology, products were coated with the low-level radioactive compound radium. Like all radioactive compounds, radium was eventually proven to be harmful to humans and safe alternatives were sought. The TraxEye crystal thus conforms to all relevant safety requirements and has no harmful chemicals whatsoever. In fact, the crystals are so harmless that they have been approved for children’s toys and, despite their warm green glow, neither emit nor have ever been exposed to radiation of any kind.

TraxEyes are useful for marking marina decking, footbridges, gangways, fingers, pontoons etc., and perform well in all dark or dim conditions. They are an ideal environmentally friendly way of increasing safety and orientation as they have no energy costs, are maintenance-free and non-polluting, and are easily installed without wiring.

Newvisibility also offers other ‘green’ lighting options, such as single cell solar LEDs, and has recently completed product installations at Marina Bruinisse, Marina Dorado Beach and Marina Hattum in the Netherlands; Montreal Marina, Canada; Sun Harbor, San Diego, USA; the Walensee Resort, Switzerland; and at a new development in Zambia.Contact Newvisibility International BV in the Netherlands on email: [email protected]

GOING GREEN: INNOVATIONS

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Aerial scanner aids coastal monitoringA new bathymetric survey of the Corsican coastline has been commissioned to provide detailed information about ongoing coastal erosion on the Mediterranean island and assess the impact of manmade structures both on future erosion and navigation safety.

the spatial imprint of manmade structures, such as breakwaters, and their effect on the environment.

In addition, the survey will help identify very small scale variations in the height and roughness of the underwater ground surface. This will serve to pinpoint any sandbars and resulting data can be used to develop hydrodynamic models to tackle any local build up of sediments.

The investigation, included in the Corsican coastal monitoring network (OEC-BRGM), will provide the first accurate DEM of the oriental coastal plain. This information will help in understanding and predicting coastal hazards and will aid coastal planning.

Achieving accuracies in excess of +/-25 cm in seaward areas and in depths of 3 to 55m, Hawk Eye data can also be used to determine and analyse the geology at the sea bottom. It can be employed to accelerate the availability and accuracy of nautical charting, identifying the shape of the seabed as well as pinpointing the position and exact size of any manmade structures or obstructions. Hawk Eye technology has enhanced the feasibility, quality and speed of coastal and nautical mapping and, operating at typically 60% of the cost of traditional hydrographic surveys, is assisting in providing high quality information to improve understanding of environmental and conservation projects, habitat management and coastal engineering and exploration.Contact Blom in the UK on email: [email protected]

The survey, being undertaken by the UK arm of the Norwegian Blom Group, involves the use of the unique Hawk Eye II aerial scanning device and will provide 120 sq km of new data. Subject to intense weather impact, including windstorms and heavy waves, Corsica has seen significant erosion of its coastline in the past 25 years and a decline in the surface area occupied by seagrass beds.

Hawk Eye II can capture precise data from both land and seabed terrain simultaneously, in just one aerial pass. Bathymetric and topographic data will be used to create a continuous Digital Elevation Model (DEM) of both the sea and the contiguous land. For this particular project, data captured over a seven-day period, will provide important insight into the condition of the coastline, including

GOING GREEN: INNOVATIONSData captured with Hawk Eye II shows the morphology (form and structure) of both land and seabed.

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Multi-use anchors keep seabed safeAnchoring systems of the chain and concrete block (deadweight) type are oft criticised for the damage they can cause to the seabed but an anchor that is ‘driven’ and ‘locked’ makes for little negative environmental impact.

Manta Ray, the Earth Anchor System supplied by JLD International, is proving its worth and versatility in a wide range of applications. Recent examples include replacing swing moorings in Croatia and anchoring transferred coral in Dubai.

In use since the early 1990s, the Manta Ray system is suitable for fixing floating pontoons, bulkheads, buoys, fixed piers, pipelines, seawalls and more. Anchors are driven into the ground (not augured or torqued) and no holes are dug during the process. Once driven to the proper depth, using conventional hydraulic equipment, the drive steel is removed and the anchor rod is pulled to rotate the anchor into undisturbed soil – like a toggle bolt in dirt. The anchor rod is then pulled to reach the holding capacity required, which is measured by a gauge on the anchor locker. Each anchor is precisely load tested to the exact capacity required.

In the old port of Dubrovnic, Croatia, Manta Ray anchors are now in use to replace concrete deadweights, which were dotted around the harbour for mooring small fishing vessels. The

new look harbour has organised berths, and around 400 blocks have been removed from the water – some 180 tons of concrete deadweights. A further benefit is mooring security. The concrete blocks could be displaced by strong southerly and northeasterly winds but this problem has now been averted.

JLD met a very different challenge in Dubai 18 months ago when it was contracted to design a system to anchor transported coral. The company had just 72 hours to design an anchoring solution for the corals, manufacture and supply the anchors and give technical support!

Coral transfer successMore than a year after Dubai developer, Nakheel, undertook the radical coral transfer process – shifting rocks from Dubai Dry Docks to the breakwaters at The World – the transported marine ecosystem is thriving, with more than 93% of the coral undamaged and responding well to its new habitat.

Using a method which was untried and untested, Nakheel contracted a team to move a total of 1,129 rocks (with an average weight of five tonnes) over a seven week period between April and June 2008. The rocks, which cover an area of 6,560 sq m (about the size of a football pitch) were, and continue to be, home to 18 species of coral and more than 30 species of fish plus various sponges, sea-squirts and urchins.

The decision to move the coral was made because of potential negative environmental impact during construction activities around the Dry Docks area – but the challenge was to move it safely and successfully.

To minimise damage caused by traditional removal methods, which typically include the use of crow-bars, underwater drills and cranes, the Nakheel environmental team developed a new technique. A bolt was drilled into each rock and attached to a sling used to hoist the rocks to a depth of three metres below the water surface for attachment to a transport barge. The corals remained suspended in the water throughout the relocation process, minimising stress and damage.

Monitoring of the coral was conducted by Dr John Burt of the Natural Science and Public Health Department at Zayed University. He was full of praise for the success of the operation. “A project on this scale has never before been attempted and I am delighted with the results we are seeing at The World thanks to the unique method of translocation,” he said. “The project marks an important step in our understanding of the methods of coral translocation and Nakheel is to be commended for its efforts to protect the coral community at the Dubai Dry Docks.”Contact JLD International in the Netherlands on email: [email protected]

GOING GREEN: INNOVATIONSThe new marina in Dubrovnic is secured using Manta Ray anchors.

Fixing anchors under water.

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The quieter approachEnvironmental pollution doesn’t just revolve around clean water and air, it also involves careful control of ‘social’ pollutants, such as light – and noise. But, while it’s relatively easy to make buildings sound-proof, it’s a far greater challenge to insulate against noise in the open air.

US law protects Florida’s coralThe Coral Reef Protection Act, which came into effect on 1st July, will increase the protection of Florida’s endangered coral reefs by helping raise awareness of the damage associated with vessel groundings and anchoring to coral reefs off the coasts of Broward, Martin, Miami-Dade, Monroe and Palm Beach counties. The law also authorises penalties for the destruction of reef resources and provides for efficient repair and mitigation of reef injuries.

“The Coral Reef Protection Act will allow us to work with local and state governments to increase public awareness about coral reef protection and the likelihood that responsible parties who damage reefs are held accountable for their actions,” said Lee Edmiston, director of the Office of Coastal and Aquatic Managed Areas (CAMA) for the Florida Department of Environmental Protection (DEP). “The new law will also allow us to bring together experts to address reef damage in the most appropriate way.”

Fishing, diving and other boating-related activities on Florida’s coral reefs generate approximately $6 billion in sales and income, and sustain more than 60,000 jobs annually according to a report conducted by Hazen and Sawyer in association with Florida State University and the National Oceanic Atmospheric Administration. In the new law, the Florida Legislature identifies coral reefs as an extraordinary biological, geological and economic resource and states that protecting coral reefs and enacting monetary damage restitution to the state are in Florida’s best interest.

The new law will allow DEP to restore coral reefs by ensuring that those responsible for damaging them face fines and penalties to help restore the damage. The law also allows the state to issue ‘first time’ warnings in lieu of a fine to recreational boaters in certain instances, and specifies higher penalties for repeat offenders and for injuries which occur within a state park or aquatic reserve.

AMEC secures grants for skimmersIn early September, AMEC Earth & Environment, a multi-national environmental and engineering consulting organisation, received funding from the Port of San Diego, California, to purchase, install and monitor Marina Trash Skimmers at four marinas in San Diego Bay.

In conjunction with the funding, AMEC will perform a one year study to measure the skimmer’s effectiveness in improving San Diego Bay water quality.

As a result of the general construction of marinas and prevailing winds, there is usually an area within each marina where floating trash and debris collects naturally. These areas also tend to have low flushing and often accumulate other floating organic material that may further degrade water quality.

Installation of a Marina Trash Skimmer, supplied by US company Marina Accessories, is a way to intercept trash and debris before it makes its way into coastal waters and is also a means to improving overall water quality. An oil absorbent pad can also be installed in the unit to absorb bilge oil waste sheen.

Interest in pursuing grant funding was generated by Pier 32 Marina following a trial installation of the skimmer at the marina. The trial worked well in tackling the marina’s problem with floating algae, prompting Pier 32 harbour master, Greg Boeh, to approach AMEC about accessing funds. Boeh also identified the three other marinas – The Wharf in America’s Cup Harbor, Harbor Island West Marina and Half Moon Bay Marina on Shelter Island – that were interested in installing skimmers.

The Port of Los Angeles, The City of Long

Beach, and California Boating and Waterways are also actively pursuing funding to purchase and install Trash Skimmers in their waters.Contact Marina Accessories in the USA on email: [email protected]

A new noise-reducing product from Swedish company Aqvis Miljo offers an environmentally friendly way to create sound barriers quickly, easily and to customised shapes.

The Aqvis screen comprises vertical, articulated, grooved slats, which are internally reinforced with steel mounting sections. The steel gives the wall resistance to wind and snowdrifts, and the articulated quality of the slats enables the screen to be shaped to suit the needs of the site. As fixtures are internal, the screen is watertight (no leaking joints).

Although timber slats are also available as wooden panels which are easily mounted on to one or both sides of the Aqvis screen, the low maintenance option is supplied in damp-proof recycled and recyclable high density polyethylene, which can be coloured by pigment during the production process. This is also largely graffiti-proof as paint does not stick easily to the surface and is easily removed.

Aqvis screens can be supplied mounted on 3m long girders with a wing base or cast plinth – like a traffic crash barrier – or can be fixed into the ground. In fixed installation, the screen is simply set into a trench as the material neither rusts nor rots. Each grooved

slat module, comprising 25 slats and their internal steel reinforcement sections, is lifted into place and fixed by filling in the trench. The next module is connected by the grooves. The screen can also be erected by driving steel rods down into the ground through the cavity in the Aqvis groove or by making holes for the rods using a hydraulic hammer.

Designed to yield should collision occur, the Aqvis screen lends itself to flexible shaping and the angle of the screen can be changed from 1 to 18 degrees at the joint grooves. If a 36 degree angle is desired, two joint grooves are used, and so on.

Sound proofing, measured in accordance with ISO 140-3 and ISO 717-1, is reported as RW/33dB; sufficient for the great majority of noise barrier uses.Contact Aqvis Miljo in Sweden on email: [email protected]

GOING GREEN: INNOVATIONS

Aqvis screen modules are lifted into place and fixed by filling in the trench.

The Trash Skimmer prevents debris from floating out to coastal water.

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The clearest route to ‘green’by Oscar SichesWe can BUY ‘green’. Does that sound tricky or what? Well, relax. It has nothing to do with a pact with the devil becoming a Dr. Faustus of sorts in the marina world or shady money changing hands at a predetermined place as in the ‘Spooks’ TV series. This kind of buying green is a result of the very same Kyoto Protocol many people speak about and very few really understand.

GOING GREEN: MARINAS & YARDS

How did it start?For the past couple of years, we have been made aware of the risks and dangers resulting from climate change. This is a new stage in the road towards protecting this planet of ours from ourselves, which offi cially started in 1992 with the Rio (de Janeiro, Brazil) Environmental Summit. Initial stages of Rio agreements have been to make people conscious about the waste of energy, recycling and pollution control. The Kyoto Protocol (based on the results of research undertaken since Rio) defi ned the role that the greenhouse gases have on global warming and set the path to manage them and reduce their negative effect.

The bad guys: GEGsEverybody knows more or less how greenhouse effect gases (GEGs) affect climate change. But what are GEGs? We’ve heard that one of them is Freon, the gas used in the past for refrigeration equipment (including air conditioning), devastating for the ozone layer, and now banned by all the countries signed up to the Kyoto Protocol. A much more ‘everyday gas’ in the list is CO2, a gas that we are very used to living with. It is found in car exhausts and the burn-off of any hydrocarbon fuel (petrol, kerosene, diesel, etc.). Are there more? Yes, there are. Some of them, like Freon, belong to a ‘gas family’ known as CFCs. Kyoto concentrated on the reduction of the six most aggressive gases or gas families: Carbon Dioxide (CO2), Methane (CH4), Nitrous Oxide (N2O), Sulphur

Hexafluoride (SF6), HydroFluorocarbons (HFC) and PerFluorocarbons (PFC). Again, to simplify matters, it was decided that the negative effect of any given green house gas (GHG) was going to be measured against a common denominator: CO2. This was chosen as it’s the most common GHG in the atmosphere. The six main GHG characteristics are shown in Table 1.

We now have CO2 as the common denominator of GHG emissions. Kyoto also defi nes a Clean Development Mechanism, which can be used by major polluting countries to invest in projects that reduce emissions in developing countries as an alternative to more expensive emission reductions in their own countries.

Most common projects are based on: Reforestation: helps process CO2 and adds oxygen to the atmosphere. 100% natural.Wind generated electricity: machinery developed by man. Needs maintenance.Solar panel electricity: a static process needing no maintenance.

Here’s a fi ctitious example: Germany cannot afford to reduce production in order to reduce emissions as that would affect the economy and employment. The country conducts a study and fi nds that there are vast tracts of uninhabited land in Madagascar where forests can be grown and a wind driven electrical generating plant can be set up. Germany invests in such projects to compensate for its GHG emissions.

This can be done because global warming is not country dependent and compensation can take place anywhere as nature takes care of distributing and equalising it.

Of course, the best practice is to reduce emissions as much as possible and compensate the rest.

How the trade is doneThere is (to my knowledge) one community - the island of Samsø in Denmark - which is not only 100% CO2 emission free but can export CO2 credits as it produces more GHG free energy than it uses.

Costa Rica has also taken the environmental matter very seriously, committing itself to be carbon free in 2021; the 200th anniversary of its independence. Around 51% of land in the country is covered by forest, its energy is 78% hydroelectric and 18% wind or geothermic generated. It can easily have a surplus of CO2 credits. Countries can trade in CO2 free energy at state level to compensate partial or total emissions. In Kyoto, the signatory countries committed themselves to a certain CO2 emission per year and pledged to reduce

Table 1: equivalences between GHGs

Kyoto Recognised Gases (GHGs)

Warming Potential (20 years) What, How, Where, How Long

Carbon Dioxide (CO2) 1Common denominator for GHG compensation calculations. ATM concentration in 2009 is 387ppm, Unhealthy at 5000ppm.

Methane (CH4) 21 Main component of natural gas. Also produced biologically by livestock. Half life 7 years.

Nitrous Oxide (N2O) 310 Anaesthetic and analgesic gas used in surgery and food spray propellant. Life is 150 years.

Perfl uorocarbons (PFC) 6,500-9,200Flame retardants, fi re extinguishers, refrigerants, propellants and aluminium electrolysis process. Life 50,000 years.

Hydrofl uorocarbons (HFC) 140 - 11,700 Without chlorine no ozone attacker, but GHG. Used to produce plastics. Life 90/600 years.

Sulphur Hexafl uoride (SF6) 23,900 Used in electrical switchgear, inert fi lling for window isolation. Life 3200 years.

Pantalan del Mediterraneo in Mallorca is now ‘carbon neutral’.

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emissions in years to come. The countries that generate fewer emissions than their commitment can sell their surplus to countries generating more than their quota.

They have also appointed organisations, both profit and non-profit, to run the CO2 compensation schemes. A set of equivalences was also created to establish the CO2

emissions:Petrol = 2.35 kg CO2/ litre Non-recycled paper = 2.63 kg CO2/kgFlight in economy = 0.521 kg CO2/pax/mileElectricity = 0.4 kg CO2/kWh and so on. . .

The organisations also do worldwide research to set up projects for CO2 compensation or clean energy production. The projects are usually in underdeveloped countries because they are simply cheaper to run; a square kilometre of reforestation costs 6 euros in Madagascar but 130 euros in Spain.

The Carbon Neutral certifi cation is given annually to those implementing methods of reducing the CO2 emissions within their companies/organisations and compensating the rest by investing in a green energy / CO2 absorption project. The aim of the initiative is not to be able to produce more but to compensate for what cannot be further reduced.

How to become Carbon NeutralThe path to achieve Carbon Neutral status is as follows:1. Contact a Carbon Neutral organisation to

audit your CO2 emissions2. Establish CO2 emissions 3. Compromise for reducing CO2 emissions4. Choose a project to invest in5. Pay money to invest in the chosen project

6. Gain approval of the commitment by a certifi cation authority

7. Issue a seal or certifi cateCertifi cation is valid for one year. Compensation can be done partially (x% of emissions) but in these cases the full certification is not achieved.

To compensate 88 tonnes of CO2 through the UK Clean Energy Portfolio (a verifi ed project) would cost £817,390 including VAT (check http://www.carbonfootprint.com/carbonoffset.html, fi ll in 88 tonnes and click ‘get prices’).

There is a very interesting CO2 footprint calculator at: http://www.carbonneutralcalculator.com/myfootprint.aspx

Why become Carbon Neutral?It depends on whether you want to be a pioneer or just a follower. It is clear that in a few years time (my guess is less than ten), it will be obligatory in most countries in the developed world to be Carbon Neutral. There is of course also the very personal feeling of helping to reduce global warming, a compromise that can be included in the company’s strategy and, in many cases, is fully accountable as an expense.

In short, it’s easy; cheap; improves the image of your company and industry; and helps you stay ahead of future legislation.

What to do when you have the certifi cation • Devise a strong information campaign, both

at client and authorities level. You made the effort and wish to be recognised.

• Set up programmes for clients to join the initiative. Everybody can make their boating Carbon Neutral. Just calculate the fuel used during a given year, add fl ights or car miles to get to the marina, and ‘bingo!’ you’ve added up the CO2 tons generated.

• Invite suppliers and subcontractors to join the initiative. The effect is stronger when a whole community suddenly becomes Carbon Neutral. Authorities love it - and it is great leverage for lobbying purposes.My wholehearted thanks to Jeff d’Albora

in Australia for “planting” the Carbon Neutral bug in me. His example and enthusiasm have guided me in defending and promoting the initiative.

Please contact me if you are interested in becoming Carbon Neutral and do not know where to start. I offer my help to all marina operators interested in joining the initiative.

Information on Carbon Neutral auditors and certifi ers worldwide can be found at:

http://www.carboncatalog.org

Oscar Siches CMM is a marina consultant and manager of Pantalan del Mediterraneo-Mallorca. He is a member of the ICOMIA Marinas Committee and IMI Training Committee and can be contacted on [email protected]

Audit sample: Year 2008

Electricity 25,000 kWh @0.4 kg CO2/kWh = 10,000 kg CO2

8,200 litre petrol × vehicles @2.35 kg CO2/l = 19,270 kg CO2

3,400 litre diesel × vehicles @2.60kg CO2/l = 8,840 kg CO2

34,700 miles of mid distance fl ights @0.521kg CO2/pax/mile = 18,078 kg CO2

12,135 kg non-recyclable paper @2.63 kg CO2/kg = 31,915 kg CO2

Total 2008 = 88,103 kg CO2


Why forests are important:rule of thumb

To produce 90 kilograms of wood, a given tree needs to take in 100 kilograms of carbon dioxide (CO2) from the atmosphere and once the growng process is completed it would have sent back to the atmosphere 70 kilograms of oxygen.

100kg CO2 70kg Oxygen

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Green lessons – the hard wayIn the eight years since Marina World last interviewed Bill Munger, owner of Conanicut Marine Services in Jamestown, Rhode Island, he has expanded his offerings and learned a great deal about sound environmental practices. Sarah Devlin reports

Picking up green practices at a marina can happen because the owner or manager feels environmental responsibility; it could result from a desire and need to be compliant with government regulations; or it could be due entirely to the fact that a green practice is sometimes the best solution. Conanicut Marine Services’ practices are a result of all three.

Conanicut Marine, named for the island upon which it sits across Narragansett Bay from the bustling sailing destination of Newport, Rhode Island, started in the back of a pickup truck in the early 1970s. Since then, it has developed into a major boatyard, a marina with 1,200ft (366m) of fixed pier dockage, 100 floating pier slips and 160 deep-water embedment-type moorings at depths ranging from 6ft to 55ft (2m to 17m), a chandlery, 169 moorings, 100 slips, 10 acres (4 hectares) of land and 40,000 sq ft (3716 sq m) of indoor storage capable of holding approximately 200 boats.

boat in the spring and have everything perfect,” he says. In all, around 100 boats are yard maintained and there is a good selection of equipment to perform a variety of yard tasks, including 10-ton, 30-ton, 60-ton and recently acquired 20-ton air-ride trailers, plus a 17-ton mobile truck crane with a hook height up to 118ft (36m).

The mechanic shop provides service and parts for all major engine systems, inboard or outboard, and staff include ABYC-certified marine electricians who receive annual technical continuing education.

Conanicut Marine’s paint shop offers airless applications of advanced coatings, traditional refinishing and dust-free varnishing within climate-controlled service bays. On top of all this, the company rents out its crane service for land-lubber construction projects.

Green and compliantOver the years, Munger - who became a Certified Marina Manager (CMM) in the 1990s - has focused on environmental regulations, primarily because he has been unwittingly non-compliant and now strives to make certain others understand how quickly one can be fined and how simple it is to be compliant once all the rules are understood. Conanicut’s practices run from an aggressive recycling campaign to portable pump-outs and include everyday practices such as using propylene glycol antifreeze rather than ethylene glycol, which is more harmful to the environment.

Much of this is based on his personal

“We grew slowly, shingle by shingle,” says Bill Munger, who started the business with his wife May by driving to various marinas and working on boats. He garnered his love of ‘messin’ with boats’ from his father who was a boatbuilder. “We rented, bought and finally built buildings for infrastructure. We got a bigger truck, then a bigger trailer, continued to grow,” he adds.

Conanicut Marine’s primary customer is the yacht owner. “We specialise in servicing fine yachts. We have in s ide s to rage and customers who want to step aboard a

The CMS dock office overlooking sailboats in the marina.

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dealings with the United States Environmental Protection Agency (USEPA). Although he asserts he didn’t feel targeted by the EPA, he certainly contends “they were paying attention, looking for pinholes to stick a knife in.”

Environmental practices have always been part of Conanicut’s business. “This is nothing new to us,” Munger says. “We thought we were 100%. We were surprised.”

It would be an overstatement to say he ‘works the speaking circuit’ when it comes to regulations, but he has shared his past and his views with many interested parties at various trade shows, such as the International Boatbuilders’ Exhibition and Conference (IBEX) and the International Marina & Boatyard Conference (IMBC). He is regularly tapped for his experience with US environmental rules for small businesses based on the fact that he got ‘pinched’, as he calls it, for a slight training gap back in 2004.

For years, Munger obligated the Conanicut staff of 15 to participate in training regarding hazardous-waste manifests as mandated by the Resource Conservation and Recovery Act (RCRA). “Only two people signed those manifests, so in 2004 I asked only those two to take the training,” he says. As it turned out, the marina was cited and was forced to pay a fi ne for 15 people.

Another such incident occurred regarding the rather contentious issue of storm water run-off. Conanicut Marine currently leases its waterfront property as well as some of its docks through the town of Jamestown.

Since the run-off happens on town property, Munger was led to believe Conanicut was not responsible. He was wrong.

There’s more. “In the northeast, indoor storage is key,” says Munger. As such, all of Conanicut’s repairs happened inside what was known as the ‘Valley Street’ facility about half a mile from the waterfront. Munger had been led to believe, again, that he was exempt from permitting and fi nes related to outdoor repairs. Again, he was wrong. This time, “I didn’t fi le for an exemption,” he says. “One

Taylor Point storage and repair site. Photo: Onne Van der Waal.

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piece of paper was all I needed. I didn’t even know it existed.” His solution was to hire a competent consultant to help him sort through the USEPA regulations.

Not incidentally, Munger has since sold the Valley Street facility to the local arts community for studio and gallery space because it is no longer compliant with staging requirements regulated by the US Occupational Safety and Hazard Administration (OSHA).

Munger’s current storage and repair facilities, a 10-acre inland site called ‘Taylor Point’, started out green because the town could not supply him with water. So, to acquire water for power washing and the like, rainwater is collected into a gutter from two of four building roofs - a 30 x 210ft and 30 x

150ft (9 x 64m and 9 x 46m) watershed area. The water drains through a preliminary fi lter into a 4,000-gallon (15,000-litre) underground cistern and is pumped through an oil/water separator made by Electropulse before being reused.

Water from overspray is also collected and reused through sloped grounds and troughs. Munger notes that there is some talk of regulating overspray. One can assume it’s related to the amount of lead (now illegal) used in anti-fouling paints in the past, but regulating overspray with any accuracy, he says, will be nearly impossible.

Waste oil, however, can be regulated and recycled very easily. The Conanicut crew uses Moeller vacuum cans to remove oil from a boat

without spillage. That oil is dumped into a fi ltering device and ultimately used to heat the approximate 3,500 sq ft (325 sq m) mechanic shop. This, Munger claims, paid for itself in under two years and is a practical solution for the waste oil. All watery oil is placed in a clearly marked drum and hauled away by a licensed contractor.

Recyclable materials are also hauled away, at very little cost. “It’s actually cheaper for us to recycle,” Munger says. And boat owners eagerly separate their trash. “They get into it,” he claims.

Customers and subcontractors “Boaters don’t realise the trash they toss away at home doesn’t have the same rules as

Water fi ltering system in the water treatment room. Bill Munger inspecting the recycling units.



Promoting awareness‘It is understood that Conanicut Marine Services is an environmentally friendly marina and boatyard and subscribes to and enforces pollution prevention procedures….’

So starts the ‘Environmental Responsibility’ code on the back of Conanicut Marine’s hauling and storage contract. Each seasonal boater must sign a pledge to follow Conanicut’s guidelines. Guests also receive a ‘Best Management Practices’ document that outlines some of the procedures they must follow in order for Conanicut to remain compliant. The document reads, in part, ‘The EPA, DEM, OSHA, Fire Marshall and other regulatory bodies continue to pressure boatyard and marinas to comply with many regulations….we are highlighting some of the more important ones that require your cooperation….These laws are well intended and by following them we can all do our part to eliminate or reduce environment pollutants flowing into the soil, water and air’.

Here are a few of those abridged guidelines:• All operations requiring sanding, stripping

or grinding of paints must be done in a manner that contains the dust and debris….must not be performed on windy days when sanding cannot be reasonably contained.

• No one, other than Conanicut Marine employees, is permitted to grind, cut or drill lead.

• All full or empty aerosol cans are regulated and cannot be put into the regular trash dumpster. Please remove from CMS property.

• All empty or partially full paint cans… must be removed from CMS property immediately after use. Never discard any solvent, paint, stain or coating into sinks, on the ground, or into the bay or into a dumpster.

• To minimise spills and drips due to oil changes, a no-spill pump system should be used to draw crankcase oils through the dipstick tube. Used oil, fuel and oil filters and oily rags… must not be put into the dumpster. A plastic bag should be placed over used filters prior to their removal to capture any drips.

• Do not power wash your own boat.• Wash the boat hull above the waterline

by hand. Cleaners and detergents must be phosphate-free and biodegradable. Avoid detergents containing ammonia, sodium hypochlorite, chlorinated solvents, petroleum distillates or lye.

• Dumpsters are only to be used to discard household waste.

Included with these guidelines, Conanicut offers a flyer on boating tips, including a reminder that fuel expands when it heats up, a suggestion that trash overboard be considered a ‘crew overboard’ practice, advice on how to properly dispose of oil-soaked rags, operating procedures that protect sensitive habitat and locations of recycling bins.

the trash they toss away at the marina,” says Munger. “They figure ‘I throw this away at home’ so it’s okay.”

If an EPA inspector finds anything in the dumpster, whether it was dumped by boatyard/marina personnel, a seasonal boater or a transient slip user, the yard gets the fine. And those fines can be rather significant.

Due to his boatyard being inland while his marina is on the waterfront, Conanicut paid hefty fines for doing what Munger and his crew initially thought was the right thing to do - disposing of used oil.

“People would leave drained oil next to the dumpster down by the waterfront,” Munger says. “We knew we had to get it away from the waterfront and we would bring it back to the boatyard [half a mile away] where we have the ability and the room to properly dispose of it.”

“We got hit for transporting hazardous waste without a permit.”

With permitting in place and slight changes in Rhode Island laws regulating hazardous waste, oil is less of an issue for Conanicut. But, “that worker who comes down here to varnish a cap rail? He can’t transport the thinner. We keep a barrel on site.” No small task considering the lack of space Conanicut has at its waterfront facility.

Now, Munger maintains the appropriate disposal units for his customers and he labels his dumpers. “We educate our customers about waste disposal,” he says. “Here, we have two dumpsters: one for household items and the second for yard waste.” Plus, he is vocal and clear about his environmental policies, while strictly enforcing methods to reduce waste at his facilities.

“The dumpster diving by USEPA taught us that nothing is off limits,” Munger noted in a presentation at IMBC in 2008. “Marinas and boatyards are liable for the contents of the dumpsters on-site regardless of who generated the waste.”

Hazardous materials include such items as spent paint filters; spent resins, paints, coatings, epoxies and varnishes; spray paint cans; grease; sealants; solvents; chlorinated solvents; strippers; oil filters; used oil for

burning on site versus waste oil; waste fuels (gas, diesel, etc.); glass fibre waste; antifreeze; contaminated rags that are dripping versus non-dripping; and, blood, or bodily-fluid contaminated clothing or materials.

“Dumpsters may need to be locked and surveillance cameras may be necessary to monitor yard activity during off hours,” Munger stated at the presentation.

In 1998, Narragansett Bay became a No Discharge Zone (NDZ), so boaters must use pump-out systems at either local marinas or ashore. Before the legislation was in place, however, Munger had a solution. In 2004, he purchased an inflatable boat expressly for pumping out waste. When the system was first introduced to his customers, Conanicut’s seasonal boaters who required a pump-out would raise a pennant. This, Munger contends, raised awareness throughout the mooring field. Five years later, seasonal boaters sign up ahead of time for weekday pump-outs while the weekends are reserved for transients. The service is included in the mooring fee and has been mandatory for all Conanicut customers since before the bay became an NDZ.

On the subject of subcontractors and environmental regulations and awareness, Munger has this to say: “Some we utilise to fill in the gaps. We affiliate the good ones to fill in the gaps and we qualify them so they can help out, but there’s a process to go through. We educate our customers and subcontractors on the importance of knowing and following environmental regulations. Most independent contractors aren’t up to speed on USEPA regulations.”

In the long run, Munger has learned to accept subcontractors in his yard but he works very hard to educate them about USEPA regulations and, he admits, it’s ‘risky’.

“If they throw material into the dumpster or on the ground we get fined,’’ he declares. “Some of those guys aren’t familiar with the rules so we do our best to educate them. We take the good ones under our wing.”

“But the contractor who puts materials in the back of his truck and takes it back to [his own facility]… he’s breaking the law and probably doesn’t know it.”

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GOING GREEN: CASE STUDIES

Making the environmentsecond natureThe Green Blue, the joint UK environment programme of the British Marine Federation (BMF) and the Royal Yachting Association (RYA), is for everyone who enjoys getting out on the water or whose livelihood depends on boats and watersports.

The initiative is practical and proactive and aims to promote the sustainable use of coastal and inland waters by:• providing information and raising awareness

of how to be environmentally responsible when boating

• working with partners to raise awareness and appreciation of coastal and inland water environments

• encouraging the design and production of innovative environmentally friendly products and services within recreational marine industriesSchemes, projects and case studies cover a

broad spectrum of environmental issues, many of which are of practical help to marinas, yacht clubs and boatyards. Examples of initiatives include advice on how to set up a recycling centre, an in-depth look at closed loop boat wash down systems and check lists for boaters. A range of marina and boatyard case studies is available, two of which are reproduced in edited form in this feature.

Recycling initiativeHRH Princess Anne offi cially launched a new joint venture recycling scheme for old mobile phones and ink cartridges at September’s Southampton Boat Show. The project is set to benefi t the RYA Sailability charity for disabled sailors and The Green Blue’s environmental initiatives.

“Bringing these two schemes together to raise funds is almost too good to be true, and they’re doing it thanks to rubbish!” she said. “With the sheer numbers of phones and cartridges out there, having a way to get rid of them and make use of them is invaluable whilst also benefi ting these great initiatives.”

Working with recycling company Reclaim-It, the charities will receive anything from 25p to £50 for every phone and cartridge donated (depending upon make and model). The money will be split 50/50 between RYA Sailability and The Green Blue. The phones will be put to good use in third world countries and the cartridges will be remanufactured.

UK marinas are invited to help the scheme by collecting unwanted phones and spent cartridges. Find out more about the project from The Green Blue.

Carpet Sea Squirt – unwanted in marinasThe most recent case study to be undertaken by The Green Blue (July 2009) details work undertaken to eradicate a new threat to UK marinas and marine habitats.

Although the Carpet Sea Squirt (Didemnum vexillum) is native to UK waters, until early this year it has never been found on the UK mainland. The discovery, at a marina in north Wales, caused concern as experience in North America and New Zealand has shown that it causes considerable damage to both marine habitats and commercial operations.

Didemnum vexillum colonies alter marine habitats by smothering them in thick, sheet-like growths. It could interfere with fi shery and aquaculture operations due to the way in which it smothers surfaces. Colonies are found on hard substrates that include dock structures and floats, wood and metal pilings, moorings and ropes, steel chain, rock outcrops, gravel seabed and vessel hulls.

The sea squirt was found in a few locations in the marina and on two boats that had not been moved for at least two years. Following advice from the Countryside Council for Wales (CCW), the Welsh Assembly Government decided to try to contain the organism and, if possible, eradicate it. The time period for any action was limited as, during the spawning season, spawn can be released and settle in other places. Fragments can also break off, settle and form new colonies.

As the sea squirt is only likely to settle on hard substrate, much of the sandy/muddy bottom of the marina basin was free from threat. However, hard rock sea defences just outside the marina made for a perfect potential habitat. If the sea squirt were to become established in this location, it would be impossible to control.

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Finding solutionsThe marina management team was keen to remove the sea squirt and prevent it spreading, and the fi rst step was to remove it from the boats. This was done under the supervision of CCW.

Each boat was slowly moved from its moorings, with snorkelers in the water supervising proceedings and equipped with nets to catch any dislodged fragments. The vessels were slowly lifted out of the water, moved well away from the slips and pressure hosed to remove most of the fouling. The remaining barnacles were scraped off later. The fouling was left to dry out so it could be disposed of safely. The crucial thing was to ensure that none of the fouling was returned to the sea.

A programme of work, inspired by an approach taken in New Zealand, started in summer 2009 to try to eradicate the species from the marina. The project involved enclosing marine structures with plastic sheeting, which remained in place until the underlying organisms (including the sea squirt) die.

Preventing spreadFollowing removal of the fouling from the boats (thus ensuring they would not take the organism with them to other sites), it was important to make berth holders aware of the problem. A poster was produced with details of the sea squirt and advice on action to take in order to prevent the organism spreading. The poster was sent with a covering letter to all marina berth holders, distributed to other

coastal marinas, sailing clubs and harbour masters in Wales. It was also placed on The Green Blue and Welsh Yachting Association (WYA) websites.

Lessons learntIt is not as yet possible to evaluate the effectiveness of steps taken. However, some general principles have emerged.• marina mangers need to be vigilant and

aware of the problem• boats need to be kept clear of fouling so

owners need to apply regular antifouling• managers are looking at demanding regular

antifouling as a condition of mooring. This is a policy adopted in the Irish code of

conduct for marina managers to help them deal with non-native species as the sea squirt has been a major problem in Ireland

• good practice relating to the sea squirt will also apply to other non-native speciesIt is unlikely that any sailors or marina staff

would have realised that the sea squirt was in the marina. It took a qualifi ed marine biologist to fi nd it and identifi cation then needed to be confi rmed by experts in the USA. It is likely that by the time it was recognisable by non-specialists it would have been rampant and well established.Read the full case study, along with internet resources and references on www.thegreenblue.org.uk

The carpet sea squirt is impossible to control once it becomes established.



Heat pump installation saves money and energyThe Millennium Link, a three year project started in 1999, restored the 68 miles of the Forth & Clyde and Union canals, and included the construction of the Falkirk Wheel, the only rotating boat lift in the world. As part of the regeneration, undertaken by canal manager British Waterways (BW), a new mooring basin was developed at Auchinstarry, with 64 moorings and hard standing for 40 boats. The marina was carefully developed to be a benchmark for future sustainable marinas and basins.

Considerations included using local recycled materials for all parts of the construction process, from recycled aggregates for road surfacing to surplus steel and concrete for slipways and crane pads. The bank sides were developed as ‘soft edges’ and surface run-off was minimised by using permeable car park and hard standing surfaces. A reed bed was established to provide a green sewerage system.

BW decided to explore the feasibility of using heat pump technology to supply all the heating and hot water requirements for the toilet/shower block, using the canal water as a heat source for the system.

Heat pump technology has developed over the last 50 years and now represents a proven and cost-effective, environmentally friendly option compared to coal, gas or oil heating. As it does not require an external fuel supply, it is ideal for use in remote locations.

How heat pumps workHeat pumps work in the opposite way to a refrigerator (where the inside is cooled down using a heat exchanger and heat is emitted to the outside). Heat pumps have three separate components: heat recovery from air, ground or water; heat exchange; and heat transfer.Heat recovery: polyethylene canal loops can

be used for heat recovery. These are sunk into the water to a minimum depth of 2m and are used to circulate the refrigerant. A surface area of about 9 sq m is required for each kW of energy sought. The pipes absorb heat from the water and the temperature of the circulating fluid is raised a few degrees, typically in the range of -5 to +2 degrees C.Heat exchange: the loop containing the refrigerant then passes through a heat exchanger where the temperature is raised further by a compression pump. This raises the temperature typically from +2 degrees C to a usable temperature of 65 degrees C.Heat transfer: the refrigerant is then circulated through a further heat exchanger where the heat is transferred to the domestic heating and hot water system. The cooled refrigerant is then returned to the canal loops and the process begins again.

Feasibility studyBW engaged UK company, Geothermal, to provide design comparisons, cost analyses and savings tables. Assessments included factors such as site and building requirements, design, installation procedures and maintenance schedules.

Using the canal water as the heat source proved an attractive option. Water heat pumps

are efficient, and placing the heat recovery loops into the water eliminated the need to dig expensive trenches to bury them. The feasibility study was based on a typical set-up, using convection panel heaters (with no switch) with a total load of 6.12kW and five 10.5kW electric showers. On this basis, the anticipated return on investment in heat pump technology was within five to six years, with annual savings in operating costs of £574.38. These figures represent real savings in terms of energy costs and the decision was made to go ahead with the technology. The benefit in environmental terms was a reduction of 4.69 tonnes per annum in carbon dioxide emissions.

Heat pump technology is energy efficient. On average, every kW of electricity used to drive the heat pump produces 3.5 – 4.5 units of heating/cooling energy. This Coefficient of Performance (COP) is essentially the sum of the heat extracted from source and the energy needed to drive the pump. The closer the temperature between the heat source and the output temperature, the more efficient the system will be. Heat pumps are therefore ideal for running low temperature heating systems such as under-floor heating and low surface temperature radiators. The toilet block was, therefore, designed with low temperature

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radiators and a pressurised hot water tank to run the showers.

InstallationAll plumbing, installation and commissioning of the heat pump technology was carried out by Geothermal. The heat pump system designed for the toilet block facilities required four 100m heat recovery loops. It took half a day to build the coils and then only a further hour to drop them into place in the canal. Further plumbing was required to connect to the heat pump and compressor, housed within the toilet block. The heat pump provides the heating and hot water for three showers, toilets, eight wash basins and a washing machine. A thermostatic valve was installed at source to ensure that all the showers and basins were supplied with water at the same temperature. A specialised water cylinder, essentially a tank within a tank rather than the usual coils, was installed. This provides a greater surface area and therefore transfers the heat to the domestic water quicker. In the event of heat pump failure, an electric panel heater provides heating if required. The total supply and installation cost was £10,000.

Lessons learntThe installation of the heat pump technology at Auchinstarry Marina was the first such project for British Waterways. One specialist contractor was, therefore, used for the whole installation process. For subsequent projects, a general plumber has been employed and the

specialist contractor only brought in to install and commission the heat pump system. This has resulted in cost savings.

Auchinstarry Marina has proved very popular and is at full berthing capacity with some live-aboards. This has meant that in the winter months, with the current water tank capacity, all the hot water is being used and the recovery time (how quickly the heat pump system can replenish the hot water) is too long. BW is, therefore, looking into doubling the hot water storage capacity.

Due to the success of the installation, BW has utilised heat pump technology in other toilet blocks at Bowling, Gairlochy, Falkirk and on the Crinan Canal. The sustainably built

timber building at Gairlochy uses an 8.8kW heat pump to provide hot water and under-fl oor heating for the toilet/shower block facilities and laundry. It is estimated that 10,000 boaters/walkers will use these facilities annually.The above article is an edited version of The Green Blue case study ‘Installing Heat Pumps to Reduce Energy Consumption’. The Green Blue acknowledged David James and Ewan Kerr at British Waterways and Neil Phillips, development offi cer for the Scottish Community and Householder Renewables Initiative (who helped fund the BW projects) for supplying material for the study. Read the full report on www.thegreenblue.org.uk

BW fi rst installed heat pumps at the new Auchinstarry Marina, built along with the Falkirk Wheel as part of the Millennium Link regeneration project.

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GOING GREEN: PLANNING

Raisingthe bar in British ColumbiaKen Enders is on a mission. And, if he succeeds, he could set the bar pretty high for developers in British Columbia - and possibly around the world. Sarah Devlin reports

On Lake Okanagan in West Kelowna, British Columbia, the Okanagan Waterfront Project, led by Ken Enders, is striving to achieve what he believes could be the greenest marina in North America. Well into its planning stages, the ambitious Vineyard Marina includes a sustainable action plan that pushes beyond the baseline credentials for a typical green marina.

Plans call for a freshwater automated drystack system, indigenous landscaping, effl uent irrigation, organic produce from rooftop gardens and ambitious renewable energy initiatives such as recycled water for washdown, captured windpower, passive building designs and geothermal power. The fi nal marina and surrounding 100-acre property will include 888 slips (with 132 reserved for dayboaters), a restaurant, a vineyard, a wine museum dedicated to Okanagan Valley’s growing vintner culture, and various heritage and historical trails as well as a boardwalk and small beach.

“I hate the word ‘mitigate’,” Enders says. “This isn’t about mitigating our impact on the environment; it’s about making the environment better.”

“The real driver is what Ken has done,” says Trevor Butler, CEO of Archineers, a British Columbia-based architecture and consulting fi rm that specialises in green design. “He asked that we use the site in the most ecological way and make this project as green as we can. We were working with a blank canvas so design and imagination could really take off.”

“We [at Archineers] ensured the buildings are designed in an integrated way,” he adds. “We looked for the most sustainable solution for every component of the project.”

The marina is using as a reference the ‘Living Building Challenge’ guided by the International Living Building Institute (ILBI) and developed by the Cascadia Region Green Building Council, a chapter of the US Green Building Council (USGBC) that covers Oregon, Washington, Alaska and British Columbia.

Introduced in 2006, the Living Building Challenge offers a range of criteria to achieve a ‘state of balance between the natural and built environments’ through responsible site selection, green materials, renewable energy, positive indoor environment, water independence and building aesthetics.

According to ILBI literature, the Living Building Challenge’s guidelines are stricter than LEED Platinum, the highest level of green building certifi cation available through the USGBC - another set of guidelines Enders has used for reference in planning the marina.

The marina, albeit rendered and designed, is in many ways still in the research and development stage. Plans include a horseshoe-shaped dock confi guration that originated from a confi guration Enders saw while he was in Europe. “It was really attractive,” Enders says. “We sent it to Hay & Company (HAYCO) so they could do a feasibility study and we realised with the round breakwater, it acts like a Roman arch [in that wind and wave force are distributed evenly throughout the structure] and is very strong. Plus,” Enders adds, “It looks good.”

The site where the horseshoe-shaped dock is planned does not have a boat launch, a sling, and no evidence of glass fi bre repair. All ‘commercial’ activity, as Enders referred to it, will take place a quarter of a mile down the lake at another site that will have a rock

breakwater, a fuelling station, a launch ramp, a small marina facility and 100 slips. The reason? “We won’t have commercial activity underneath the restaurant,” Enders notes.

Due to its placement, the dock confi guration could allow the marina to possibly harness wave energy for use in the land-side buildings. “We could achieve a good proportion of electrical use at the marina and yacht club throughout the year,” says Butler. He is quick to point out, however, that during peak season, that’s an unrealistic expectation and he is referring to averaging out the wave energy over the course of a year. Currently, the group is monitoring wind in various spots on the property. Visual impact of the turbines, Butler says, is a major factor.

The marina will also generate energy from the sun - in two ways. The hotel will rely in part on solar thermal energy for hot water while the entire development will tap into energy provided by photovoltaic solar panels. “Solar harvesting [thermal and electrical] will be integrated into the roof structures,” says Butler. This will have to balance with another green requirement: vegetation and food crops on the roof.

The site is using a ‘farm to table’ approach, in that vegetables and herbs will be grown in rooftop gardens and used at the on-site restaurant. Wastewater and sewage effl uent from the Okanagan site will be at the legal standard for landscaping and consumable-crop irrigation but, again, public perception plays into plans. “We can meet all EPA [Environmental Protection Agency] standards,” says Butler, “but public perception would need to be worked out.”

Irrigation water will also come from run-off from the winery process at the on-site vineyard. Sediment from washdown will be pumped into a constructed wetland where it will settle and won’t clog fi lters. Grey water from showers and bath tubs will be treated and used for toilets, which according to Butler would reduce water usage by 30%.

The rooftop gardens will be situated atop the marina’s ‘Green Marine Automated Boat Storage Facility’, designed by Automated Marine Technology (see Marina World July/August 2008). Seventy-fi ve per cent of the electric boat-storing facility will be built into the side of a hill on-site with a 15-degree to 60-degree incline. “The material that gets blasted out of the side of the mountain becomes ‘rammed earth’,” says Conrad Wiker of Okanagan Waterfront Project and the engineer who worked on the ‘boat loft’, as he called it.

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Environmental entrepreneur, Ken Enders.


GOING GREEN: PLANNING

cent of our on-site material will be used for construction,” Wiker claims.

Going green, so to speak, isn’t new to Enders. In his 25 years as a developer, much of his time and money has been invested in what he calls ‘doing the right thing’.

With his personal money, he started a non-profit environmental policing group called ‘Rockchild Environmental Protection Foundation’ to encourage the use of the natural assets of the area, to study the effects of local development on salmon population and to monitor responsible development. The foundation has enforcement capabilities

regarding the intertidal, or foreshore, zones on Lake Okanagan.

“The foundation has jurisdiction over the foreshore,” he states. If a waterfront developer builds below the high-water mark in such a manner as to affect salmon spawning, for instance, rather than imposing a fine, which Enders views as ineffective, the foundation restores the shore to a more eco-friendly state and charges the property owner.

Enders is insisting on salmon-friendly plans that include helical cork-driven systems rather than pile driving, light permeable panels on docks to prevent predatory fish from hiding in

the shadows and eating the bait necessary for salmon to thrive, and construction windows outside spawning months.

Enders intends to ‘sell’ his sustainability story to his customers as part of his message. Though not the ultimate goal behind his plans, a certain percentage of boaters’ annual slip fees will go back into the foundation. As such, his customers will get a generous tax deduction for the charitable donation. (It should be noted that nobody associated with the Okanagan Waterfront Project, including Ken Enders, has decision-making power with the Rockchild Foundation nor is the project represented on the board of directors.)

In return, his marina will require mandatory bilge filters and grey water recovery as well as the immediate removal of any boat with petroleum detected in the bilge.

Every boat that goes into the facility will be required to have a data box that gauges boat usage, wet time, bilge pump distribution, fuel use etc. “It puts the onus back on the owner,” says Wiker. “Every time the bilge pump goes off, the battery is low, there’s oil in the bilge, the owner gets a message by text or email.” The marina will also perform an environmental inspection on each boat and offer recommendations to the owner. “We can truly make a difference,” Wiker says. “We want people to say ‘look how much the powerboating community has done to improve our ecosystem’.”

“I will realise this goal,” Enders concludes.Construction on the half billion dollar

project is scheduled to start in May 2010 with the marina and restaurant completed in June 2011. The entire compound has a completion date in 2013.

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Electro-Tec opens US facilityUK company Electro-Tec Leisure Systems has opened a brand new sales, service and manufacturing facility in the USA. The move is part of a committed drive to expand the company’s global presence and follows the opening of a dedicated regional office in Valencia, Spain, early this year.

The company’s leading power pedestals for marinas and RV parks – including the ESB, VX and E-Max ranges – will be manufactured in Florida to the same high standards as in the UK. In the US, components and materials will, however, be locally sourced, and manufacture

will take place to meet UL and CSA certifications.

“This expansion is part of our company’s continued success, built on quality and customer service. It will enable us to offer an even higher level of service to our customers worldwide with dedicated technical support staff located in Europe and the United States,” explains Electro-Tec UK business development manager, Brett Dixon. “We are now fully ready to manufacture products in the USA and, in fact, are currently working on our first project for the Bahamas, which will be served from our US facility.”

Electro-Tec, Inc is a wholly owned subsidiary of Electro-Tec UK.Contact Electro-Tec UK on email: [email protected] and Electro-Tec, Inc in the USA on email: [email protected]

Floating dock for upgraded fuel stationLauderdale Marina, one of the best known marinas in South Florida, USA, has upgraded its fuel dock with a new section of floating dock.

T h e m a r i n a a p p o i n t e d Bellingham Marine to replace 151 feet of concrete fixed dock with a corresponding section of Unifloat dock. The latter has 36in freeboard for large fuel operations on one side and a heavy-duty bumper fender system on the opposite side to accommodate smaller vessels. The existing ethanol-free fuel system was retrofitted while the electrical, fire protection and pump-out systems were also upgraded.

In addition to relocating four of the fuel dispensers, an option for a fifth was designed into the new dock allowing the marina to offer another fuelling station in the future. The electrical system was upgraded to offer 100A service for temporary moorage of boats up to 200 feet in length. The complete fuel dock measures 350 feet in length and has 12 dispensers.Contact Bellingham Marine in the USA on email: [email protected]

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Component supplier launches own-design pedestalsICB Design & Engineering, a multi-talented engineering company that has long supplied components for service pedestals, is now poised to launch a range to its own unique designs. Company directors, Ivan Bedford and Lee Potter, drew up the initial concepts early this year, placing emphasis on “quality, aesthetics, durability and value throughout.”

The ICB range includes two models of marina pedestal – the Elite and the Vogue. Elite is a versatile concept featuring subtle folds in its body casing for maximum light displacement. The pedestal comes complete with LED top light as standard and is available in a number of materials, sizes and confi gurations.

Vogue is the premier unit in the range, available in marine grade alloy or stainless steel. A variety of colours and specialist fi nishes are available, e.g. brushed, polished, anodised or powder coated. As an aesthetically pleasing touch, the reset fl aps and Human-Machine Interfaces (HMIs) can be hidden from view behind a sleek curved door on the front of the pedestal.

Like the Elite, Vogue is available in a number of sizes and configurations and lends itself perfectly to ICB’s in te l l igen t metering systems. It also has photocell controlled LED lighting, as standard, and carries a lifetime manufacturer’s warranty.

Particular emphasis is placed on metering management and control technology, which the company claims as more user friendly, reliable and easier to install than earlier systems.

Meter management can be utilised as a stand-alone system installed into individual service pedestals to control electrical, water, telephone and/or other services. According to ICB, the beauty of the system is that all the equipment is future proof. If a marina operator decides that a complete metering, monitoring and control system is needed for the entire marina at a future date, all the equipment necessary to upgrade

the pedestals is in place and the entire system can be upgraded by means of an ether net cable.

I C B u s e s Profi net technology which, although inherently reliable in its own right, is further enhanced with in-built ring redundancy. Should the worst occur, the Media Redundancy

Protocol (MRP) client function will report to the MRP manager, which will activate stand-by connection automatically and immediately.

A further advantage of the system is ‘toolless’ replacement; if a component fails, it can be replaced easily by hand. The front end of the system is a Windows based program, which supplies all information required to run a modern marina, and the HMI end of the system can be oriented easily to meet individual requirements.Contact ICB Design & Engineering Ltd in the UK on email: [email protected]

Marina advice for troubled projectsUS based Marina Management Services, Inc (MMS) is retooling its consulting and management programmes to respond to an increasing number of marina projects that are returning to lenders.

Weekly news stories report an increasing number of marina projects that are in various stages of bankruptcy and foreclosure. As a result, MMS has received an increase in enquiries from banks, lending institutions, hedge funds and developers requesting assistance with troubled projects.

It is critical for lenders to understand the true value of each specifi c project. Often there are only permits, renderings or raw land to deal with and no ongoing operations in place. In the case of an ongoing operation, the lender, owner or developer needs to step in to stabilise the operation and stop the bleeding cash fl ow.

This is not the first time MMS has

experienced this phenomenon. In the late 1980s and early 1990s, a similar trend occurred with marinas that were purchased at infl ated prices, defaulted and returned to banks. MMS was called on to stabilise operations while the lenders sorted out exit strategies and current management problems.

Unlike the previous cycle, however, the current trend has greater dollars associated with a larger percentage of projects returning to lenders. “The dockominium and rackominium concept pushed purchase prices for waterfront property and marinas to unprecedented levels. This leaves lenders in a compromising situation as they attempt to wrestle with fi ve or ten million dollar losses,”

said MMS president, Dennis Kissman. “In the late ‘80s the dockominium and rackominium concept was not as prevalent and properties were purchased at only one to three million dollars. The situation is much more severe now.”

MMS agrees with noted economic analysts that it is a very diffi cult current economic climate to operate within, and some hard decisions must be made for projects to survive. “Reality has set in and, for now, the dockominium and rackominium market has evaporated,” Kissman continued.

Leaders are now left attempting to fi gure out the best approach to selling or operating the project or, in some cases, they are considering developing parts or the entire project to increase the overall value of the asset before the sale.

MMS is adding value through marina specifi c consulting services and third-party management contracts to help lenders understand the best option and identify a course of action.

Contact MMS in Florida, USA on email: [email protected]

SUPPLIERS & SERVICE PROVIDERSDon’t miss your opportunity for a FREE editorial listing in Marina World Suppliers & Services 2010-2011.

We are now preparing the second edition of the bi-annual Marina World Suppliers & Services, the essential stand-alone guide to marina equipment manufacturers and service providers.

Please fi ll in your FREE on-line entry on www.marinaworld.com as soon as possible (deadline 30th November).

Marina World Suppliers & Services 2010-2011 is a hard copy publication that will be launched at the International Marina & Boatyard Conference (IMBC) in Florida, USA in January 2010 and distributed to our entire global readership with the March/April 2010 issue of Marina World. It will also be distributed throughout its two-year shelf life at key marine industry events and marina conferences, and will be available to view and download throughout 2010/2011 on www.marinaworld.com

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PRODUCTS & SERVICES

Global momentumUS company KMI Sea-Lift has made significant strides forward in its export plans by securing a clutch of orders worldwide.

Pipeline to PapagayoDurapipe UK has supplied all pipework for the fuel systems at Marina Papagayo in Costa Rica. Products used consist of a PLX close fit secondary containment system, a PLX pipe-in-pipe system and a full range of electrofusion fittings, couplers, tees and elbows.

Arctic bid for exportArctic, the latest power pedestal design from Dutch company Seijsener, is compact in size but big on options.

Measuring just 100 x 160mm, it is easy to install and suitable for all sizes of jetties but can be fitted with the same features as taller units; up to four power outlets, separate metering and residual current devices. A stand-alone water tap model with hose reel is also possible.

Another strong feature of the Arctic is its versatility of use – one pedestal design can be used for different purposes, such as lighting units and rescue stations, to create a coordinated look. A cleverly contrived design of lighting cap enables the unit to deliver either discrete or all-round lighting from the same basic system.

Seijsener, which has delivered pedestals worldwide this year, hopes to further boost exports with the Arctic design.Contact Seijsener in the Netherlands on email: [email protected]

Port Dubrovka on the River Neva in St Petersburg, Russia, will soon complete the commissioning of the first Sea-Lift to be utilised in Eastern Europe, and a partnership with St Maarten Shipyard in the Caribbean see the introduction of the largest capacity Sea-Lift to date.

The St Maarten machine, a Model 75-Adjustable, will be capable of safely handling vessels up to 150,000 lbs and up to 85 feet in length. Delivery is scheduled

for the second quarter of 2010.Production is, meanwhile, under way for

Model 45-Adjustable Sea-Lifts for marina Pangkor in Perak, Malaysia, and Gold Coast Marine Centre, Australia. Both machines will be in operation in January. These contracts follow the delivery last month (October) of a 45-Adjustable to Lions Gate Marina in Vancouver, Canada.Contact KMI Sea-Lift in the USA on email: [email protected]

The PLX system was used to transfer the fuel from the main storage tanks at high level, along the wall of the marina and down to the filling station pontoon on the marina. As the pipework needed to be fitted above ground and will be exposed to the elements, a solution was needed that can cope with varying

conditions. The secondary contained option of the product is designed to limit impact damage so is ideal for above ground systems, and UV light resistance properties ensure it will retain high performance levels over the lifetime of the system.

Working outside in high temperatures, the contractors were also looking for a product that would be quick and easy to install. At approximately one sixth the weight of steel, the lightweight nature of Durapipe PLX means it is much quicker and easier to handle on site, compared with traditional metal systems.

Elkin Mejia from project contractor, PIMESA, commented: “This is a very luxurious project development that has been sold on its world-class service, so it was important that all the products and systems that are installed as part of the project live up to this expectation and offer exceptional performance properties.”

“The quality of Durapipe PLX speaks for itself, and we were provided with technical back-up to match, with the technical support manager actually coming over to site to provide on-site training,” he added.Contact Durapipe UK on email: [email protected]

The first Sea-Lift in Eastern Europe is now in service in Russia.

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MMS for AldarAldar Marinas has selected PacsoftMMS marina management software for the series of marinas it is currently building in Abu Dhabi. The system was in place in time for the opening of Aldar’s fl agship facility – Yas Marina – and the 2009 Abu Dhabi Grand Prix.

New Zealand based PacsoftMMS provided: operational, accounting and management information technology; integration with a Rolec Berthmaster utility system to provide automated management of the power and water billing directly from the marina offi ce; integration with security gate access control systems; and integration with Aldar’s Oracle fi nancial systems.Contact PacsoftMMS in New Zealand on email: [email protected]

Dollies and cradlesNew dollies and transportable cradles have been introduced by The Yacht Leg and Cradle Company (YLCC).

Sant Carles Marina in Spain. Other marinas and boat dealerships are expected to follow suit.

The YLCC cradle range has, meanwhile, been extended with the introduction of a robust six-arm cradle design for motorboats requiring shipment. Originally developed and custom-built for Seaward Marine, UK, to transport one of its boats to the Falkland Islands, the cradle has now ‘offi cially’ entered the YLCC on-ship transportation range. On arrival at destination, the cradle can be used in the boatyard.

Contact YLCC in the UK on email: [email protected]

Shown for the first time at the UK’s Southampton Boat Show in September, YLCC boat dollies have been developed to facilitate movement of small motorboats in and around areas of hardstand. Once loaded onto a dolly, the boat can be easily rolled to new positions by just two people.

“The new dollies have been welcomed by a number of builders, boat dealers and yards,”

confirms YLCC managing director, Paul Williams. “They have solved the problem of moving boats without the need for cranes or the use of unsightly trailers, which take up far more space than the boat and need storage when not in use. Our boat dollies take up very little room when not deployed,” he adds.

MDL Marinas of the UK has already seen the benefi t of the dollies and ordered 20 for

YLCC dollies in the boatyard at Sant Carles Marina.


PRODUCTS & SERVICES

Index to AdvertisersATM, USA 12A-Laiturit, Finland 58Ascom, Italy 41Auction Way Co, USA 58Bellingham Marine, USA 20Brownell Boat Stands, USA 32 Catalina Landing/Abbey Co USA 11Cimolai Technology, Italy 10 Clement Systems, Germany & Dubai 38 Con-O-Lift by Kropf Industrial, 45 CanadaCushman & Wakefield/ 22 Marina Vallarta MexicoDualDocker, Austria 57 Dura Composites, UK 59EZ Dock, USA 60 Eaton Marina Power, USA 51Electro-Tec, UK 24 Gael Force Marine, UK 64 Golden Boat Lifts, USA 48 HES Group, Spain 13Helix Mooring Systems, USA 48Hoist Liftruck, USA 42ICB, UK 54IMBC 2010, USA 58IMI Training, USA 64Ingemar, Italy 22JLD International, the Netherlands 16KMI Sealift, USA 14KindaGroup, UK 62Kleeco, USA 62METS, the Netherlands 67Marine Technologies, Australia 48Marine Travelift, USA 68Marinetek, Finland 4Martini Alfredo, Italy 19Moffatt & Nichol, USA 26New Visibility, the Netherlands 64Orsta Marina Systems, Norway 16Pacific Pontoon & Pier, Australia 49Pacsoft, New Zealand 58Poralu Marine, France 34 & 35Rolec Services, UK 18Ronautica, Spain 52Roodberg, the Netherlands 65SF Marina System, Sweden 2Seaflex, Sweden 8SeatizenPro, France 62Seijsener, the Netherlands 60ShoreMaster, USA 40Solent Marine, UK 56Structurmarine, Canada 43Sublift, Sweden 37Successful Software, Greece 64Superior Marinas, Australia 54Sureline, UK 62Technomarine, Canada 27, 29 & 31Thru-Flow, Canada 46Walcon Marine, UK 32Waubaushene, Canada 42Yacht Leg & Cradle Co, UK 60

EasyBerth launched in DubaiUK company EB Docking Solutions is making inroads internationally with the sale of its EasyBerth rotating fender marina docking system. The product, which is available in three variants, was launched in Dubai in May.

The system was invented by Jim Dickson, a self-confessed poor sailor who decided that there had to be an easier way to dock his boat without damaging it. “I have been sailing for 15 years and have always found it difficult to dock my boat, particularly at night,” he said.

“As a team, we have been working on the project for over three years and we feel that we have a product that not only delivers a safer docking solution but, due to its unique design, actually helps marinas increase their capacity, some by over 50%,” he added. “We have also utilised solar panel LED lighting to enhance the look and safety of the marina at night and provide greater visibility to evening sailors for easier docking.”

The original EasyBerth – the EB90 – is set at 90 degrees to the pontoon and is placed between two fingers in a traditional marina layout. This creates a safe corral that makes docking easier and acts as a protective separator for the neighbouring boat.

The patented design incorporates a main locating light that is attached to the rotating fender and acts as a guide light, especially at night, and can be used to illuminate the dock number. A series of LED tracking lights, strategically placed along the main beam, help track position and speed during docking. The product is available in a range of colours and lengths to suit individual requirements.

Other variants – EB30+ and EB90+ - are claimed to dramatically increase mooring space at marinas. The EB30+, designed for positioning at 30 degrees to the pontoon, enables pontoons to be brought closer together to provide up to 30% more docking space. The EB30+ also includes an extended landing platform.

The EB90+ range is designed for stern-to berthing and replaces traditional pontoon fingers. Installed in a multi-parallel configuration, the units form a safety ‘runway’ to help guide sailors to their berths.

EB Docking is currently talking to marina operators in Gibraltar and Bahrain.Contact EB Docking Solutions in the UK on email: [email protected]

Low cost ‘tagging’ foils thievesThe recent theft of four outboard engines and RIBs in Chichester Harbour, UK, prompted Itchenor Sailing Club and club member Richard Lang to take action. As managing director of security specialist, Tag Guard, Lang briefed his in-house R&D team to develop a bespoke, low cost security system specifically for marinas and boatyards.

Guard is best known, is now in operation in Chichester Harbour where it is securing ten boats and their engines. Any unauthorised movement of the boats or engines triggers an alarm that is received by a monitoring centre, which is manned 24/7 throughout the year.

If an alarm is triggered, security guards can be despatched and key holders immediately notified. The system also sets off an audible alarm and security lights to ensure that thieves cannot continue unnoticed.

Additional security is also an option. “The equipment can easily be extended to provide effective security to external and internal areas of clubs and marine premises that are left unoccupied and unsecured such as storage sheds, boatyards, workshops and other buildings. It can even incorporate fire detection as part of the overall system,” Lang explained.Contact Tag Guard Ltd in the UK on email: [email protected]

The resulting wireless alarm system, based on products that have been proven in the building and construction sector where Tag

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