layout and design guidelines for -...
TRANSCRIPT
Layout and Design GUIDELINES
for
Recreational Boat Launching and
Transient Tie-Up Facilities
Revised February 1999
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LAYOUT AND DESIGN GUIDELINES FOR RECREATIONAL BOAT LAUNCHING AND
TRANSIENT TIE-UP FACILITIES
Revised February 1999
Prepared by:
Boating Facilities Program Oregon State Marine Board
P.O. Box 14145 Salem, Oregon 97309-5065
Dave Obern, Facilities Program Manager Paul Donheffner, Director
Ron Rhodehamel P. E., Chief Facilities Engineer Ray Lanham P.E., Facilities Engineer
Jeff Smith E.I.T., Project Manager Darrell Monk, Associate Engineer
Telephone: (503) 373-1405 FAX: (503) 378-4597
E-Mail: [email protected] Internet: www.osmb.state.or.us
Note: Permission is granted for duplication, copy, use, and reuse of any and all information contained in this document. The Oregon State Marine Board does not consider nor warrant in any manner that the information presented in these guidelines is all inclusive or absolute. It is the responsibility of the owner and project engineer to determine the best design, site application, and appropriate selection of materials.
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TABLE OF CONTENTS PAGE
DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
INTRODUCTION Background .................................................. 9 Scope ..................................................... 10 Purpose .................................................... 11
PROJECT PLANNING AND IMPLEMENTATION Master Planning ............................................. 15 Final Project Engineering ...................................... 16 Construction Scheduling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Planning and Construction Permits ............................... 19
CHANNELS General .................................................... 21 Application ................................................. 23 Design ..................................................... 24 Channel Widths and Depths .................................... 24
LAUNCH RAMPS Facility Siting ................................................ 25 Facility Sizing ............................................... 26 Alignment .................................................. 28 Slope ..................................... , ................ 29 Design Water Elevations ....................................... 30 Width ...... , ............................................... 33 Surfaces ................................................... 37 Cast-In-Place Concrete ........................................ 38 Precast Concrete Planks ....................................... 41 Rail System for Precast Planks .................................. 43 Vertical Curve ............................................... 45 Concrete Finish .............................................. 46 Riprap ..................................................... 47
BOARDING FLOATS Placement and Layout. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 Abutment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Dimensions .................................. . . . . . . . . . . . . . . . 55 Design Loads and Freeboard ................................... 58 Construction ................................................ 59 Pile Hoops and Pockets ....................................... 61 Hardware . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63 Bumpers ................................................... 65 Flotation and Encapsulation .................................... 65
TRANSIENT FLOATS Facility Siting ................................................ 67 Placement and Layout. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68 Design Water Elevations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 Dimensions ............ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 Design Loads and Freeboard ................................... 73 Float Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74 Pile Hoops and Pockets ....................................... 76 Hardware . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77 Bumpers ............... , ................................... 78 Flotation and Encapsulation .................................... 79
PILING Materials ................................................... 81 Batter ...................................................... 82 Cut-Off Elevation ............................................. 86 Size, Spacing, and Penetration .................................. 86
GANGWAYS Construction ................................................ 91 Landside Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94 Design Loads ............................................... 96
DEBRIS DEFLECTION BOOMS General .................................................... 97 Application ................................................. 97 Log Booms ................................................. 98 Poly-Pipe Deflection Booms ................................... 100 Design .................................................... 101
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PARKING AND ROADWAYS Access Roads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103 Staging Areas .............................................. 106 Maneuver Area ............................................. 108 Parking Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
RESTROOMS Restroom Facilities .......................................... 121 Selection, Sizing, and Siting ................................... 122 Flush Restroom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123 Vault Toilet ................................................ 124 Composting Toilet ........................................... 125 Temporary Toilet ............................................ 126
UTILITIES Construction ............................................... 129
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DEFINITIONS
The following definitions apply to the various terms as they are used in these guidelines:
Abutment A wedged shaped concrete block that provides a walkway onto boarding floats, in some cases the boarding floats are anchored to the abutment.
Access Road A road that leads from a public thoroughfare to a launch ramp or parking area.
Aggregate A mass of small rocks or stones.
Asphalt Concrete A mixture of bituminous material, sand, and gravel, usually heated, which is used to form pavement.
Base Course Crushed rock placed on the ground and compacted to form a solid, uniform surface for concrete or asphalt.
Bathymetric Relating to the topography below the water surface. A bathymetric survey is a process by which the underwater ground contours are measured and mapped.
Beam The width of a boat at its widest point.
Boarding Float A platform-type floating structure that provides pedestrian access to and from a boat in the water. "Grounding" floats lay on or adjacent to a boat ramp. "Self-Adjusting" floats move up/down a concrete and steel guideway system on/adjacent to a boat ramp.
Boat Ramp See Launch Ramp.
Bull Rail A rail, usually 4"x 4" treated wood, spaced above the deck surface around the perimeter of the floats used to tie-up and secure boats.
Bumper Strip Rubber material attached to walers to act as a cushion between boats and floats.
Cast-in-place The process of placing concrete into forms. Once the concrete has hardened it remains where it was placed.
Catch Basin A drainage structure that collects surface water and routes it to an outlet.
Definitions - 1
Channel
Cleat
COE
A waterway that forms a navigation link for the movement of boats.
A fitting secured to the deck having two projecting horns to which lines are made fast.
u.s. Army Corps of Engineers.
Composting Toilet A toilet system where waste is collected in a tank and combined with wood shavings or bulking material to produce compost.
Concentrated Load Weight that is applied to one point on an structure.
Connector
Cross-slope
Curb Cut
Cut-off Wall
Dead Load
Debris Boom
Design Boat
DLW
DHW
Wood timbers bolted to the sides of transient floats to keep them together.
Side-to-side deviation from level.
A section of curbing that is removed to allow pedestrian access or runoff from storm drainage.
A concrete wall built along the sides and/or bottom of a launch ramp to help protect it from being undermined.
The weight of a structure.
A structure located immediately upstream which provides protection to boarding and transient floats from the collection of debris during the periods of high water or flooding.
The length of this boat is used as a basis for the design of the facility to determine required clearances. The size of this boat was determined from the average length of boats expected to use the facility. A design boat for a boarding float will be different than the design boat for a transient float.
Design Low Water - A water surface elevation that is used as the low water elevation for the period of intended use for the design. This elevation mayor may not necessarily correlate with OLW.
Design High Water - A water surface elevation that is used as the high water elevation for the period of intended use for the design. This elevation mayor may not necessarily correlate with OHW.
Definitions - 2
Draft
Dredge
DSL
Eddy
Extruded Curb
FEMA
Fetch
Filter Fabric
Finish Floor
Finish Grade
Flotation
Freeboard
Gangway
Grade
Head-In
Hydraulics
Launch Ramp
Live Load
The depth of an object that extends below the water surface.
To clean, widen, or deepen a channel by removal of sediment.
Oregon Division of State Lands.
A current that moves contrary to the main current.
Concrete curb that is formed under pressure and placed without the need for form boards.
Federal Emergency Management Agency.
The open water distance over which the wind blows creating unobstructed waves.
A synthetic mesh-type fabric that is placed under rock fill to keep the underlying materials from washing out.
The top surface of a concrete floor.
The final top surface of a road, launch ramp, or parking area.
Any material, such as polystyrene, that provides buoyancy.
The vertical distance between the water surface and the deck of a boarding or transient float.
A structure which provides pedestrian access between a fixed pier/abutment (shore side) and a transient float.
The degree of inclination of a slope.
A type of parking space that requires a vehicle to back out to leave the space.
The science, technology and mechanics of fluids.
An inclined, hard surface slab that extends into the water, upon which trailer able boats can be launched and retrieved; consisting of one (1) or more lanes.
The applied weight that is added to a structure during use.
Definitions - 3
Maneuver Area
MHHW
MLLW
Mudline
Navigable
ODFW
OHW
OLW
OSMB
PCF
PLF
Pier
Pile
Pile Batter
The area at the top of a launch ramp that allows boaters to align their boats prior to backing down the ramp.
Mean Higher High Water - An elevation which is the average height of the higher high tides observed over a specific time interval.
Mean Lower Low Water - An elevation for which serves as the datum for the tide books.
The underwater ground surface.
Water having sufficient depth and width to provide passage of the design boat.
Oregon Department of Fish and Wildlife.
Ordinary High Water - An elevation to which the water ordinarily rises annually.
Ordinary Low Water - An elevation to which the water ordinarily recedes annually.
Oregon State Marine Board.
Pounds per Cubic Foot, unit weight.
Pounds per Linear Foot, unit weight.
A non-floating fixed platform usually extending out over the water from shore to which gangways are usually attached.
A slender wood or steel member driven into the ground. Used to maintain horizontal position/location of floats by resisting applied lateral forces, and to support vertical loads as in the construction of a fixed pier.
A pile driven at a slope, not vertical, generally for one of two reasons. Individual piles battered at launch ramps reduce the required opening size of the pile hoop. Single or multiple battered piles are used to support an individual vertical pile when heavy lateral loading is anticipated.
Definitions - 4
Pile Cap
Pile Hoop
Pile Pocket
Precast Plank
PSF
PSI
Pull-through
Riprap
Scour
Sedimentation
Sheet Drain
Siltation
Slope
A plastic or metal conical shaped cap attached to the top of a pile to discourage birds from landing.
Metal framework used to hold a float against a pile. Allows vertical movement and, with adequate clearance, provides horizontal movement of boarding floats as water level changes. Hoops may be internal or external of the float frame.
An opening within a float into which a pile hoop is attached.
A concrete section of ramp that is cast in a shop or on-site and then moved into position after curing.
Pounds per Square Foot, a force uniformly applied over a surface.
Pounds per Square Inch, a force uniformly applied over a surface.
A type of parking space that allows a vehicle to enter from one direction and continue on through to exit. No backing is required.
Fractured stone with angular faces used to armor cut banks, fill slopes, and around the perimeter of launch ramps from the eroding effects of current, waves, and wakes. Riprap is divided into classes or groups of gradated stones based on the approximate weight in pounds of the largest stones in the class.
The removal of material by the force of water moving across a surface.
The deposition of material suspended in or moved by water in areas where the velocity of the water slows enough for the particles to settle out. Sediment at boating facilities is typically silt, sand, or gravel.
The natural draining of water off the edges of a parking area due to the slope of the surface.
See Sedimentation.
The deviation of a surface from level.
Definitions - 5
Staging Area Short term parking area adjacent to the launch ramp used to "Ready" a boat for launching or ''Tie-Down'' upon retrieval.
Submerged That portion of land along a water body below OLW that is always underwater.
Submersible That portion of land along a water body between OLW and OHW that is subject to periodic inundation.
Toe of Lowermost or vertically lowest point of a sloped surface.
Top of Uppermost or vertically highest point of a sloped surface.
Topography The ground features of an area of land.
Traffic Delineator A brightly colored, flexible rubber post epoxied to the ramp surface near the abutment. Intended to help boaters locate the edge of the abutment and floats while backing their trailers over the vertical curve.
Transient Float A platform-type floating structure secured by/to piling that provides a short term tie-up for larger cruising boats and may provide pedestrian access to shore and between boats in the water.
Travel Lane All driving surfaces within the confines of a parking area that are used for maneuvering.
UHMW Ultra High Molecular Weight polyethylene. Non-abrasive and highly resistant to wear. Used for rollers and wear blocks.
Unisex Restroom A toilet room used by either gender.
Uplands Land that is above OHW.
USGS United States Geological Survey.
Utilities All inclusive term for water, electrical, and sewer service.
V-Groove A type of launch ramp finish created by running a tool with a special "V" pattern across wet concrete. The tool produces peaks and valleys approximately 1 inch deep.
Definitions - 6
Vault Toilet
Vertical Curve
Wake
Waler
Wave
Wave Attenuator
A type of restroom where waste is collected and retained in a concrete vault until being pumped out.
A smooth transition from one slope to another.
A boat or vessel generated wave.
A replaceable wood fender or bump board located along the top outside edge of floats used to prevent damage to structural members of the floats.
A ridge or swell moving through or along the surface of a water body.
A structure, barrier, or device to reduce wave/wake action thus reducing potential damage to boats and boating facility. The attenuator may consist of a series of lashed logs, deep draft concrete floats, wave fence, fixed rock jetty/berm, or a combination of the above styles.
Definitions - 7
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INTRODUCTION
BACKGROUND
The Oregon State Marine Board (OSMB) determined in 1988 that a need existed to develop and publish "Technical Guidelines." The guidelines help assure that a consistent means of quality design and engineering can be used for all public recreational boat access facilities developed or renovated in Oregon.
The OSMB Facilities Program provides grants to local, state, and federal agencies for public boat access improvement projects. These projects are principally launch ramps, restrooms, parking areas, and transient tie-up facilities. In addition the Facilities Program Engineering Section is responsible for assisting grant applicants with the design and engineering of public access boating facilities.
With more than 40 projects completed every year, the Engineering Section has amassed tremendous knowledge and experience in the past 10 years in efforts to provide quality, low maintenance, and cost-effective facilities. The knowledge we have accumulated throughout the years has enabled us to continually learn from both successful designs and those in need of revision.
In addition, the Engineering Staff continually reviews and shares similar design information with other states. These Guidelines parallel similar findings made by many other state boat access programs as well as the States Organization for Boating Access (April 1996), the Design Handbook for Recreational Boating and Fishing Facilities, and Marinas and Small Craft Harbors by Tobiasson and Kollmeyer (1991).
Oregon is not unlike most other states in regards to the typical recreational boat size and user needs. However, Oregon's waterway conditions vary tremendously from other parts of the country with extreme diversity in coastal areas as well as inland rivers, lakes, and reservoirs.
For example, consider typical water fluctuation design parameters. In Oregon, tidal range is 14+ ft. , large river fluctuation 20+ ft. , and reservoir fluctuation 50+ ft. In contrast, Florida's tidal range is 2+ ft. , large rivers 4+ ft. , and reservoirs 10+ ft. In either case, every waterway is unique and presents a different set of design and engineering challenges that must be considered.
Please use these guidelines as they are intended, as a.guide. Every effort has been made to provide engineers with the most reliable design parameters (preferred, minimum, and maximum) that should work in most all locations and conditions. Any deviations beyond the minimum or maximum range should be carefully analyzed.
Introduction - 9
Specifically these guidelines (illustrations and text) should not be used for any type of final construction project drawings or specifications. Each and every project should be fully engineered with details well beyond the scope of these guidelines.
OSMB does not consider nor warrant that these guidelines are all inclusive and/or absolute. It is up to the project engineer and owner to carefully consider each individual site for best design and appropriate selection of materials.
SCOPE
These guidelines show a logical method for the design and layout of major elements of public recreational boating facilities found in Oregon. Emphasis has been placed on the proper design and location of boat launch ramps.
Access and parking area layouts are extensively discussed as this may be the most important element which determines efficiency and proper operation of a boat launch facility.
These guidelines include launch ramps, restroom design, parking areas, transient tie-up facilities and other related amenities. They do not include the design of marinas, nonpowered boat facilities, or boat waste collection facilities.
Launch facilities are targeted for public recreational use on a first come basis and designed primarily for motorboats less than 26 ft. in length. Boats over 26 ft. are normally non-trailered. Transient tie-up facilities are targeted for public recreational use on a first come basis for broadside tie-up of boats generally longer than 26 ft. in length. The facilities are owned and operated by public entities.
These guidelines are based on the dimensions of a typical design vehicle, boat, and trailer used in Oregon. The design tow vehicle is 19 ft. long. The design trailer (with boat) is 26 ft. long and 8.5 ft. wide. The design tow vehicle and trailer combination is larger than average. However, by designing for this combination, maneuverability is assured for larger trailered boats and enhanced for smaller vehicle/trailer combinations.
For trailerable boats the following dimensions are used: 20 ft. length, 8 ft. beam, 1.5 ft. gunnel/deck height and 2.5 ft. outdrive/propeller depth. Minimum design navigational depth is 3 ft. For transient tie-up facilities the design boat dimensions are: 40 ft. length, 14 ft. beam, 2.5 ft. gunnel/deck height, and 3.5 ft. propeller depth. Minimum design navigational depth is 4 ft.
Introduction - 10
Due to the seasonal use of recreational boating activity, it is important to consider and factor the useability criteria for an assumed design use (high and low water) period. In general, the majority of use (90%) on all waterways occurs during a seven month period from April to October with June, July and August being the peak use period.
Therefore, design for any use or access is not a prime concern during non-peak periods (times of high water, high wind, debris, wave and storm). In addition, very few boaters use facilities when the wind exceeds 30 mph, waves exceed 2 ft. vertical, or when there are extreme high tides or high water periods. Facilities do not need to be designed to be "usable" during these conditions, but instead need to be designed to survive without significant damage.
Other typical design criteria used for launch facilities during the design use period include (1) maximum wavelwake design of 2 ft. vertical and, (2) an average current speed on rivers of 5 mph.
On average, typical boaters use their boats 24 times each year with an average of three occupants per boat. They drive 20 to 40 miles to a boat launch facility and boat 4-6 hours. Normally boaters stay within a 5-mile radius of the launch ramp.
Highest priority boater needs are hard surfaced launch ramps, flush restrooms, good vehicle circulation and hard surfaced parking. The majority of boaters launch between 9:00 a.m. and 11 :00 a.m. and retrieve between 3:00 p.m. and 5:00 p.m.
PURPOSE
The purpose of these guidelines is to provide technical assistance to projects being developed under the OSMB's Facility Grant Program. The guidelines may be applied to many other types of similar projects, regardless of the source of funding.
These guidelines are not codes but instead represent a typical design range from minimum to maximum that should be used as a guide in the design of facilities. Each individual boating facility has unique features and conditions which require additional site-specific design and planning beyond the scope of these guidelines. Nothing in these guidelines is intended to relieve the designer from exercising due diligence in the pursuit of the proper final design for the project.
Some building codes (Uniform Building Code - UBC) may apply to certain facility components, normally limited to lands ide structures (restrooms). There are no specific UBC requirements for most recreational boat access and transient tie-up facilities as code requirements generally stop at the water/land interface.
Introduction - 11
Only the City of Portland has an established municipal building code for waterway structures with an emphasis on fire protection and marinas. In the absence of established building codes it is the policy of OSMB when these Guidelines are properly used, they will assure the highest degree of life, health and safety to the public.
Providing accessability to persons with disabilities is also problematic at boating facilities as the focus of uniform federal requirements (Americans with Disabilities Act Accessible Guidelines - ADAAG) is on landside features. Please note some provisions in the state building code are more stringent than ADAAG. All project landside accessability components must be consistent with the provisions of ADAAG and the UBC such as parking, restrooms, and walkways.
For waterside components, ADAAG rules for recreational boating facilities have not yet been promulgated. Until such rules are finally effective, OSMB's policy is to remove all possible impediments and barriers to facilities to the maximum extent possible. These Guidelines are consistent with this policy and are endorsed in principal by the Oregon Disabilities Commission.
In addition, the guidelines closely follow the July 1994 Recommendations for Recreation Facilities and Outdoor Developed Areas, Chapter 5, Boating and Fishing Facilities, published by the Architectural and Transportation Barriers Compliance Board.
Typical drawings exist for many different project components. No attempt has been made to incorporate detailed project drawings or speCifications in these guidelines. Instead, typical illustrations are used to supplement the information and design concepts contained herein.
The design guidelines are under constant review and evaluation for new materials, construction methods, and design requirements. They are, therefore, subject to periodic revisions and updates. Please contact the Facilities Program Engineering Section to request a copy of the latest version.
Boating Facilities Program Oregon State Marine Board
P.O. Box 14145 Salem, OR 97309-5065
Telephone: (503) 378-8587 FAX: (503) 378-4597
E-mail: [email protected] Internet: www.marinebd.osmb.state.or.us
Introduction - 12
ACCESS ROAD
SINGLE CAR PARKING
ASPHALT PARKING LOT
WALKWAY
FIXED PIER
GANGWAY
TRANSIENT FLOATS
PUBLIC ROAD
CURBING
BOARDING FLOATS
RESTROOM
CONCRETE ABUTMENT
CAST-IN-PLACF CONCRETE LAUNCH RAMP
PRECAST CONCRETE PLANK LAUNCH RAMP
TYPICAL BOATING FACILITY COMPONENTS
Introduction - 13
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PROJECT PLANNING AND IMPLEMENTATION
I. MASTER PLANNING
A. General
1. Performing a "Master Plan" for large construction or renovation projects is highly recommended. The master plan should address a broad range of issues that may significantly alter project scope, cost, and implementation. After a master plan is completed then final engineering work can commence.
B. Application
1. Principal components of a master plan include (1) focus on the highest and best use of the site and adjacent waterway, (2) physical site attributes and limitations, (3) profile of intended users or user groups, (4) current and future demand, (5) feasibility of the site to accommodate users and extent of facility needs, (6) adjacent land use and impacts, (7) permits, mitigation and environmental impacts, (8) maintenance and operation needs, (9) capital and maintenance funding, (10) a conceptual layout, and (11) a preliminary capital development cost.
2. Generally at least two public informational meetings are part of a master planning process. These meetings provide an opportunity for the public to offer input and review alternatives for proposed site developments.
3. Research information can be found at local planning departments for zoning, permitted uses, any potential cultural sites, and if the site has scenic or wild waterway designation. Road and utility capacity as well as any other improvements necessary to support the proposed project should be considered.
4. A master plan sets the stage for the design engineering. A part of the master plan is a conceptual plan view drawing and layout of the site. This concept drawing is not detailed enough for construction. However, it establishes approximate ramp size and location, targets parking area capacity, defines traffic management and circulation, and locates the restroom.
5. The plan will establish sources of construction funding and outline options for acquiring the required matching funds. Depending on the project, a cash flow analysis may be done to evaluate the feasibility of a revenue generating improvement. The project scope should outline options to construct the project in logical phases of work over a period of time.
Project Planning and Implementation - 15
C. Design
1. Once a master plan is completed and adopted by the public entity the next step is to perform final project engineering (i.e., prepare drawings and specifications ready to bid).
2. A good master plan is an invaluable tool that will help guide the owner and design/engineer to focus on project components that make highest and best use of the facility. It also serves an important means to gain public support from users, adjacent neighbors and decision makers. The time to have public input and make significant changes is in a master plan phase, not during the design and engineering phase.
II. FINAL PROJECT ENGINEERING
A. General
1. There is no substitute for high quality final engineering on all construction projects. The key to high quality engineering is use of sound design fundamentals, good topographic and bathymetric site surveys, thorough site investigation, accurate cost data, and review of what have been successfully used in similar applications.
2. Engineering hinges on several key items (1) proper site application, (2) proper use of materials and, (3) appropriate and cost-conscious construction methods. Striking a balance between the cost and the useful lifespan of a facility is very important since public in-water recreational facilities generally wear out much faster than landside facilities.
3. Careful consideration of operation and maintenance (O&M) activity needs to be considered at all times during the design. Normally capital construction funds are much easier to obtain as compared to O&M staff and funds. Therefore all reasonable attempts to reduce O&M and increase the lifespan of the facility should be considered.
B. Application
1. To assure proper design, application particular attention should be paid to orientation and impacts to waterway facilities (i.e., current, wave, wake etc.). It is most helpful to obtain an aerial photo of the site (scale 1" = 100 ft.) to assist in orientation with respect to current, fetch, debris, and use patterns.
Project Planning and Implementation - 16
2. An efficient design and engineering schedule should start with a clear definition of project work scope and objectives followed by a series of critical design reviews by the owner and engineer.
3. Unfortunately we often see final design and engineering time severely constrained. Often the owner has to coordinate construction grant funding opportunities with reasonable construction implementation schedules and various in-water and other work restrictions. This "rushed" engineering usually results in many unnecessary and costly change orders as well as poorly constructed facilities.
C. Design
1 . We recommend that all design and engineering work receive at least three formal reviews. The first should occur at 25% with a good plan view of all the project elements. This is considered the most critical review since the scope and objectives must be clearly outlined and agreed upon at this time. It is also wise to develop a very preliminary cost estimate for principal project elements.
2. After the 25% review the engineer should complete all detail drawings ready for the 95% review. At this point the owner should carefully review all details to ensure that every need is met. In addition, the project specifications should be prepared in draft form along with a revised preliminary project cost estimate.
3. After the 95% review no significant changes or adjustment to the scope of the project should be made. Engineering should move to the 100% phase where completed final drawings and technical specifications are prepared and ready to bid.
III. CONSTRUCTION SCHEDULING
A. General
1. Particular attention should be placed on the optimum project construction period that is most feasible and cost efficient. These periods vary for each geographic area of the state. Factors such as weather, heavy use periods, water elevations, and in-water work permit requirements should be considered.
Project Planning and Implementation - 17
2. Except for actual engineering (completed drawings and specifications) construction scheduling is the most important item with respect to final project cost. Timing is critical for contractors. A contractors bid not only reflects purchase of materials, work by subcontractors, and the difficulty in completing the project, but also the competitive nature of the market.
B. Application
1. Weather, seasons, climate, and location are very important factors in facility construction. Overall the preferred construction period based on the climate is spring, summer and fall. Projects in coastal areas with mild climates have a wider range than inland high elevation lakes and reservoirs.
2. Heaviest facility use is generally from early June to early September. Unless the project component can be isolated, or impact to existing use minimized, it is best to avoid these months.
3. Water elevations are critical for projects that involve launch ramp, pile, or transient float construction. In general tidal water levels are relatively constant throughout the year. River levels are usually high in the winter and spring due to rain and snow melt. Best time for low water construction is late summer or early fall. Flood control reservoirs are usually drained in September and begin to refill in early February. Irrigation reservoirs are at their lowest in late summer and early fall and refill in winter and spring.
4. In-water permit restrictions are established to protect fish and other habitat. They are the most restrictive obstacle to in-water work and often do not correspond to the lowest water period or best season for construction. Careful attention to the Department of Fish and Wildlife Preferred In-Water Work Periods is advised. In general, higher scrutiny is given to projects that dredge, fill or cause turbidity. In many instances installation of piles and floats can occur outside the preferred in-water work periods.
C. Design
1. A sense of timing is critical in the implementation of marine projects. Allow a margin of safety for weather related and other possible construction problems. Consider project size and project complexity, then determine necessary construction time.
2. Next determine the preferred in-water work time, time of year, water elevation, and impacts to the user. Then, working backwards, establish the desired completion date, factor in the construction period, and set the Notice-toProceed date (start date).
Project Planning and Implementation - 18
3. From the Notice-to-Proceed date continue to work backwards to allow at least 60 days for the advertisement, bid opening, award date, and preconstruction meeting. This assumes that all master plan, final engineering, permits, and funding activities are complete when the project is bid. A critical path project schedule is essential to meet all these time lines.
IV. PLANNING AND CONSTRUCTION PERMITS
A. General
1. Normally all construction projects require some form of land use review and approval, followed by design review, and then limited building code and/or waterway permit review.
2. Land use review is normally very straight forward since recreational boating is an allowable or conditional use in most land use regulations. Check with the local planning department for details.
B. Application
1. Waterway permits - a joint permit with the Corps of Engineers (COE) and the Division of State Lands (DSL) is required for all in-water work activities below mean high water or ordinary high water, or if the project will impact any significant habitat or wetlands.
2. To streamline the sometimes lengthy COEIDSL waterway permit process, OSMB is authorized by the Corps of Engineers, under Regional Permit (93-487), to assist grant applicants with projects that only result in minor environmental impacts. These types of projects may include the construction, repair, or modification to public boat access facilities (ramps, docks, riprap, etc.). Contact OSMB for more details.
3. Again the most critical item, other than wetlands impacts, is Preferred InWater Work Periods set forth by the Department of Fish and Wildlife for ,every waterbody in the state. Contact OSMB for more details or a copy.
4. Building code review is normally limited only to landside structures (restrooms) as the UBC does not have any specific sections on any recreational marine facilities (boat ramps, floats, gangways or transient tie-up floats). Extreme caution is advised when applying UBC requirements to apparently similar water related structures since the occupancy and intended type of use is much different from recreational boating facilities. Reference the discussion on UBC in the Introduction to the Guidelines.
Project Planning and Implementation - 19
5. Providing disabled access, accessible walkways, maneuvering, loading and other criteria to waterside facilities is a "design challenge" at all sites where design water elevation is greater than five vertical feet. This represents more than 90% of all Oregon's waterways. Reference the discussion on ADA in the Introduction to the guidelines.
C. Design
1 . Of all the permits mentioned the most time consuming one is the waterway permit (normally 4+ months to obtain). It is advisable to begin the waterway permit process once the 25% preliminary engineering is complete. This will allow time to incorporate any permit conditions.
2. Wetland impacts and mitigation are very complex and well beyond the scope of these Guidelines. These types of projects normally require separate wetland evaluation, engineering, and mitigation planning. Contact OSMB for more details.
3. The best time to submit for design and building codes review is immediately upon completion of 100% engineering. The design and building code review normally takes 1-2 months. Normally no significant changes to the design are required and any modifications can be accomplished with a Bid Addendum or Change Order.
Project Planning and Implementation - 20
CHANNELS
1. CHANNELS
A. General
1. Channel designs must be adequate to allow boats to safely proceed and pass each other, certain widths and depths are necessary. In shallow areas, these navigational channels must be artificially established by dredging the bottom of the waterway.
2. Width and depth criteria for channels are dependent on waterway physical characteristics, size and type of the design boat for that location, direction of traffic, boat passage and speed.
3. There are two general types of water used by recreational boaters.
a. Whitewater has fast moving currents, and frequently shifting natural passageways, with no defined channels, and normally used by float boats.
b. Flat water with moderate to no currents, in many locations with shallow water, has channels which may be defined and maintained to a navigable depth, for use by recreational motorboats.
4. Defined navigation channel width is determined by the width and speed of the design boat, to allow for safe passing. There are two general categories for channels, one for 5 Miles per Hour, Slow No Wake low speed, and one for Speed Above 5 Miles Per Hour.
5. A clear safety zone, for boat turning and shoulder for disabled boats, shall be maintained on each side of all navigational channels. The width of this zone varies with the channel size and speed of boat traffic. The safety zone shall be free of all structures and obstructions, with the exception of buoys or piles for navigational aids which are located within the safety zone.
Channels - 21
6. Channel depth is determined by the design boat depth (draft or propulsion device). Non-motorized boats usually draft less than 6" and can operate in very shallow waters. Motorized boats need sufficient depth to avoid grounding, or damage to props. Also, adjustments need to be made for sailboats, which due to draft and centerboard dimensions require greater channel depth.
STEEL PILE FO~ NA VIGA TlONAL AIDS (AS REO'D)
S~~!? f------- NAVIGATIONAL CHANNEL WIDTH -------1 SJ~f!(
1~ 2
NAVIGATIONAL AIDS (AS REQ'D)
DREDGE BOTTOM
DESIGN RECREA TlONAL CHANNEL SECTION VIEW
. 7VvV-/V'T.//"V'Y"V7'Y'V"CTA.:A7""'./ ~.'Y/",-"'/=-
·SAFE~Y ZONE
DESIGN RECREATIONAL CHANNEL PLAN VIEW
Channels - 22
NA VIGA TfONAL CHANNEL
B. Application
1. There are several categories of recreational boats that generally use either whitewater or flat water:
Whitewater
a. Non-motorized boats include kayaks, canoes, rafts, and drift boats or similar craft. They frequently operate on whitewater, with no defined channels necessary. Generally, the nonmotorized float boats proceed in one direction, with the flow of the current, at low speed.
b. Jetboats, propelled by the force of water passed through a powerful pump, are also frequently used in whitewater situations with no defined channels necessary. While underway, these boats can be operated in water depths of only one to two feet.
Flat Water
a. Small motorboats, under 16' in length, are almost always trailered to the launch site each day of use. For small outboard motors and personal watercraft, the average draft and minimum safe propeller clearance required is 2 feet.
b. Medium motorboats, 16' to 26' in length, are generally trailered to the launch site each day of use. For large outboard motors and stern drive craft, the average draft and minimum safe propeller clearance required is 3 feet.
c. Large motorboats, 26' to 40' in length, are generally left in the water in long term moorage. They are stern drive, and the average draft and minimum safe propeller clearance required is 4 feet.
d. Very large motorboats exceed 40' in length, and almost always remain in the water in long term moorage. Most of these boats operate in U.S. Coast Guard! U.S. Corps of Engineers defined commercial/recreational channels, generally in water depths over 4 feet.
Channels - 23
2. Minimum channel depth is measured at OLW or MLLW. It is preferable that minimum channel depth be maintained throughout the width and length of a defined channel.
3. Due to irregularities in the bottom of a dredged channel, the dredge bottom elevation should be established at least 2' below minimum clearance required, as determined by the size and type of boat.
4. Adjustments to channel depth are necessary in areas where sailboats are prevalent, to accommodate deeper drafts and large centerboards.
C. Design
1. Non-motorized Boats - Not Applicable
2. Motorized Boats - Channel depth and width shall conform to the following minimum design criteria:
Size of Boat Min. Channel Min. Dredge Channel Width Safety Zone (Motorized) Q.m2tb Depth 5 MPH Over 5 MPH Each Side
SMALL, UNDER 16' Minimum 2' Design 3'
MEDIUM, 16' - 26' Minimum 3' Design 4'
4' 5'
5' 6'
20' 30'
40' 50'
30' 40'
50' 60'
LARGE, 26'-40', and channels not regulated by USCG/COE.
5' 5'
10' 10'
Minimum 4' 6' 60' 70' 20' Design 5' 7' 70' 80' 20'
Note: Increase channel depths for sailboats - add 2' to 3'.
3. Navigational aids, when used, shall be located within the safety zone on each side of the channel. Navigational aids are the only obstruction to navigation permitted within the safety zones.
Channels - 24
LAUNCH RAMPS
I. FACILITY SITING
A. General
1. Before a launch facility is constructed, careful evaluation of need, site, and waterbody capacity should be completed (contact OSMB for more information). In general, boating facilities should be appropriately spaced along or around a waterway to disperse boater use.
2. The proposed facility site should have access to adequate public roadways and utilities depending on the intended development. The parcel should have a large enough area for parking adjacent to the proposed ramp location.
3. User safety and access should be considered when evaluating a site. It is preferred that the parking area be located close to the launch ramp for easy access and convenience. Furthermore, launch ramps should be sited in good water conditions near known activity areas.
4. Parking areas should not be separated from the ramp by local roadways. Pedestrian crossing, low speed maneuvering, and parking of vehicles on and across roadways present safety hazards.
5. Local topography will playa large part in the construction cost and feasibility of the proposed facility development. Large amounts of cut or fill required to make a site useable may be more costly than can be justified for the facility.
B. Application
1. To the extent practicable, boating access sites should be located along or around the shores of a water body to disperse the boater use. This will reduce on-water congestion and conflict by separating the different types of users.
2. Typically boating facilities are located at an approximate interval of ten miles along rivers or a five-mile radius on lakes and reservoirs. These distances may change in cases where there are dams or sections of non-navigable water, or when the driving distance to the adjacent facility on the other side of a river is unreasonable. Most boating use occurs within a five-mile radius of the launch ramp.
Launch Ramps - 25
3. Boats that are trailered to launch sites are typically less than 26 ft. in length.
4. Launch ramps are generally designed so that the greatest amount of excavation occurs above the water line, with the underwater portion of the ramp closely matching the mudline topography whenever possible. This will reduce the required cut or fill in the submerged/submersible zone and decrease any resulting environmental impacts and issues.
5. Ramp profiles that closely match the topography of the water body bank line are less likely to disturb the local hydraulics of the river. At DHW this design consideration will help minimize scouring, if the ramp is set above grade, or sedimentation if set below grade.
6. Ramps constructed on an excavated channel off of small lakes or rivers are not recommended. While providing a launch site protected from current they are (1) more costly to construct, (2) challenging to get permitted and, (3) susceptible to siltation at the mouth of the channel requiring annual maintenance.
7. The effects of wave, wake, current, and wind exposures should be considered as well as the occurrence of, or potential for, sedimentation.
C. Design
1 . Ramp Separation
Preferred: Navigable Rivers - 10 River Miles Navigable Lakes and Reservoirs - 5 Mile Radius
II. FACILITY SIZING
A. General
1. Facility sizing is a means of managing boating use on a water body. The parking area and number of launch lanes should provide no more capacity than the desired level for the type of use, user experience, and user safety. Consultation with regulators, users, adjacent land owners, and the Marine Patrol is recommended.
2. It is generally believed that the number of lanes will determine the size of the facility. However, the contrary is true. The parking area capacity at the facility will control the number of launch lanes needed.
Launch Ramps - 26
3. Ramp use is usually concentrated during a two-hour launch period (morning) and a two-hour retrieval period (afternoon). Optimum design allows for five minutes to launch and five minutes to retrieve each boat. This time allotment includes parking of the vehicle.
B. Application
1. The number of launch lanes needed depends on the number of boat trailer parking spaces in the parking area. If the number of parking spaces exceeds the preferred number, the use at the facility should be evaluated to see if an additional lane is needed. The maximum number of parking spaces per launch lane should only be used when traffic flow is optimal, staging areas are provided, and use is less concentrated.
2. If the use at the facility is diversified, and different groups of users use (launch/retrieve) the facility at different times of the day, then the addition of a lane may not be required. However, if all of the use at the facility is the same and occurs at approximately the same time of the day, addition of a lane will reduce congestion, conflict, and launch and retrieval time.
3. Multi-Ianed ramps with differing lane lengths have been used successfully at reservoir facilities where the fill curve (water elevation) and use curve (number of users) are similar in shape and timing. During the shoulder use times, as the water level in the reservoir is rising (spring) or receding (fall), the use can be handled by one lane that provides low pool access during those periods. As the water level approaches full pool, during the summer peak use period, the water level reaches one or more shorter lanes that are now useable. This concept matches the number and length of lanes to the demand without adding unnecessary construction and construction cost.
c. Design
1. Number of Launch Lanes Required*
Preferred: Minimum: Maximum:
One Lane 30 Spaces 10 " 50 "
Two Lanes 60 Spaces 30 " 100 "
Three Lanes Four Lanes 90 Spaces 120 Spaces 60 " 90 " 150" 200"
*based on number of boat trailer parking spaces
Launch Ramps - 27
III. ALIGNMENT
A. General
1. The alignment of the launch ramp to the river flow line can improve the boaters ability to launch and retrieve boats, and reduce the required maintenance to keep the ramp useable.
l FLOW
B. Application
1. Typical alignment of a launch ramp is from perpendicular to the bank line, to an allowance of up to 30 degrees rotation downstream to best fit the river flow line at the specific site.
2. Extreme rotation angles, while generally helpful in boat launching and retrieval, are costly to construct and usually require on going maintenance to remove sedimentation from the ramp, or erosion repair due to more exposure to the current.
3. Unless the ramp enters the river in an eddy or a protected location, the ramp should not be angled or faced in an upstream direction. Controlling a boat is difficult when launching into or retrieving with the current.
Launch Ramps - 28
C. Design
1. Ramp Rotation
IV. SLOPE
A. General
Preferred: Lakes and Reservoirs - Perpendicular to bank line, 0 degree rotation. Rivers - 15 degrees rotation downstream from perpendicular to bank line.
Maximum: Rivers - 30 degree from perpendicular to bank line.
1. Launch ramp slope must be steep enough to float a boat from the trailer before the tow vehicle tires reach the water, and not so steep that tow vehicle traction becomes a concern.
2. There is a narrow range of ramp slope that has been nationally accepted as a standard. Boaters across the country have successfully manipulated ramps within this slope range for many years.
B. Application
1. The preferred launch ramp slope of 14% will allow the boat trailer to be in deep enough water to launch and retrieve from the trailer without the rear tires of the tow vehicle being in the water. Establishment of boat ramp slopes has been matched to the required depth needed to launch a typical trailerable boat from its trailer.
2. The area under the trailer tongue should be above the waterline so the operator does not have to stand in the water to operate the boat trailer winch during launch or retrieval.
Launch Ramps - 29
3. Occasionally, local conditions will dictate that a grade slightly more or less from the preferred be used. To reduce the amount and cost of cut or fill, ramp slopes have been modified to better fit the grade of the bank (within the allowable range). A small facility that caters to small fishing boats does quite well with a 12-13% ramp.
4. In cases where ramp slopes outside the accepted range of 12% to 15% are considered, the engineer must use extreme caution. Potential safety hazards can occur in these situations. If the ramp slope is less than 12%, the tow vehicle and operator are subjected to immersion in water during launch and retrieval. Ramp slopes that exceed 15% may be hazardous, with potential for the tow vehicle losing traction on the ramp and ending up in the water.
5. Currently there are no ADAAG guidelines for accessibility to launch ramps. However, based on minimum safety criteria for launching a boat, ramp slopes of 12%-15% with 1" deep V-grooves are considered to be accessible by OSMB. This is provided that all other specified conditions are met.
C. Design
1. Ramp Slope
Preferred: 14% Minimum: 12% Maximum: 15%
V. DESIGN WATER ELEVATIONS
A. General
1. Design water elevations should be established and used for the boating facility design instead of OLW and OHW. If the OLW and OHW elevations are used for the facility design, components of the facility may be much larger/longer and exceed the intended period of use.
2. An example of this would be the ramp length at a flood control reservoir where the pool is drawn down in the fall after the primary and limited use period. Based on the OLW, the ramp length would extend to 3 ft. vertically below OLW (minimum pool) and the ramp length might be 800 ft. long. Using the design low water (DLW) elevation, based on water elevations for the period of use, ramp length might be no more than 200 ft. long. This saves construction dollars for 600 ft. of ramp.
Launch Ramps - 30
3. The top of the launch ramp is the upper most part of the V-grooved concrete ramp. The top of the ramp should be above the DHW level to provide traction for the tow vehicle.
4. The toe .of the launch ramp is the lower end of the V-grooved concrete ramp. The ramp toe extends below the DLW level to provide a hard surface for the trailer to travel on during launch and retrieval. In a river or lake the toe of the ramp would typically be precast concrete and in a a reservoir the entire ramp would be cast-in-place concrete.
5. Top and toe elevations of a launch ramp have a direct effect on the period of serviceability of the ramp for boaters. It is important to carefully evaluate the historic water fluctuations for the water body at the proposed site to ensure useability of the ramp during the intended period of use and to avoid over constructing.
B. Application
PRECAST CONCRETE PLANKS ~
TOE or RAMP
l' MIN. TOP or RAMP 7
/
VERTICAL \ ,">C 7' .'- CURVE ---"
~ CAST -IN-PLACE
AGGREGATE BASE CONCRETE RAMP
CONCRETE RAMP - PROFILE
1. It is suggested that a record of high and low water elevations for each month of the intended use period, over at least a ten-year period, be used to establish the facility design high and low water elevations.
2. The primary and shoulder months of use for the facility should be determined, typically April through October. High and low water elevations for each of the selected months for the past ten-year period can be established from gage readings. This infonnation is compiled from gaging stations. Historical data may be obtained, usually via the Internet, from the U.S. Geological Survey, the U.S. Army Corps of Engineers, and several other sources.
Launch Ramps - 31
3. Tabulate the frequencies for the highs and lows for each month of the period. Calculate the design high water (DHW) and design low water (DLW) elevations, based on frequency of events that will serve the facility 90% of the time. This will eliminate the extreme high and low elevations.
4. Ordinary water elevations may be used if no gage data is available for the calculation of design values. Consultation with local officials can be very helpful in the establishment of the historic patterns.
5. Establishing the ramp toe at 3 ft. vertically below the DLW has been found to provide adequate water depth to float the average boat from its trailer. The ramp toe also provides protection from the creation of holes due to power loading.
6. It is desired that the top of the ramp be a minimum of 1 ft. vertically above the DHW elevation. However, local topography will often dictate the establishment of the top of ramp. Sometimes attempting to set the top of ramp elevation to 1 ft. vertical above DHW becomes impractical or cost prohibitive when the entire area is below the DHW elevation.
7. Excessive ramp length above and below the design values is a waste of construction dollars. Underwater ramp construction, on the average, is twice as expensive as comparable upland construction.
8. Ramps greater than 150 ft. in length should be provided with widened areas for boaters to make U-turns. These turnouts should be spaced at intervals that would reduce backing distance to a maximum of 150 ft. Typically this occurs on ramps located in irrigation reservoirs where ramp lengths can exceed 1,000 ft. due to water level draw down during the period of use.
C. Design
1. Water Elevations for Facility Design
Preferred: DHW and DLW Minimum: OLW or MLLW Maximum: OHW and MHHW
2. Top of Ramp Elevation
Preferred: Min. 1 ft. vertical above DHW or MHHW
Launch Ramps - 32
3. Toe of Ramp Elevation
Preferred Coastal: Preferred River: Preferred Reservoir:
Preferred Lake:
VI. WIDTH
A. General
-5.0 MLLW (3 ft. below a -2.0 tide) Min. 3.0 ft. vertically below DLW for waterbody. To an elevation 3.0 ft. vertically below the minimum water surface elevation for the period of time the ramp is useable. To an elevation 3.0 ft. vertically below DLW water surface.
1. Adequate launch ramp width is necessary to provide room for boaters of various capabilities to back or maneuver their boat trailer down the boat ramp. The ramp width should be wide enough to accommodate the boarding floats so they can ground out on the ramp surface.
2. Lane widths for single lane ramps are greater than the allowance for adjacent-Ianed ramps. Lane width is based on a 10ft. wide vehicle/trailer "occupy area" and a 5 ft. wide area on either side for a maneuvering "buffer zone". The "buffer zone" on adjacent lanes of a multi-lane ramp will overlap. Lane widths may be reduced in this situation.
4'x 26.5' PRECAST CONCRETE PLANK (TYP.)
",. "-~:L' V,.ERTICA. ( =--r ,- I <, CURVt: ., 26.5'
. I I' < 20'
• ., I' CAST-IN~PLAC[ < .~ i
" CONCRE1E RAMP - ~ , "'.~ ~
ONE -LANE RAMP
Launch Ramps - 33
12" DIAMETER STEEL PILE (TYP.)
4'x 21.5' PRECAST CONCRETE PLANK (TYP.)
4'x 15' PRECAST CONCRETE PLANK (TYP.)
., .. .:;
4'x 23.25' PRECAST CONCRETE PLANK (TYP.)
----1 ,'VERTICI)L t ' '- "I • gURVL <
¢AS~ -IN-PLACE I ' '-
,CONCR[[E RAMP Is
1------- LESS THAN 75' -------1
SHORT ONE -LANE RAMP
TWO-LANE RAMP
• - 'I ,CAST-IN-PLACE I
" ' "c', CONCREtE RAMP' • I", . , '12" ow/iTER >' . 6.S'x 20'
'~TEEL PIL.E (TYP.) COflCRETf ABUTMENT .
20'
l 46.5'
TWO-LANE RAMP
Launch Ramps - 34
THR[[ -LAN[ RAMP
_1'"
~ /'
93'
6.5'
'i ~ 46.5'
" . 23.25' ., -; 20'
~ 4'x 23.25' PRECAST /
CONCRETE PLANK (TYP.) ...../ FOUR-LAN[ RAMP
Launch Ramps - 35
20'
20'
20'
l '0' ,'" 'If 4'x 23.25' PRECAST /
CONCRETE PLANK (TYP.) J \..
B. Application
-, ,." ~
SIX-LANE RAMP
1. Typically launch lanes are 20 ft. wide. There are exceptions to the rule, single lane ramps that are less than 75 ft. in total length may be 15 ft. wide. Ramps with two or more adjacent lanes and boarding floats down one side, or without boarding floats, may also be 15 ft. wide. When there are three or more adjacent lanes between strings of boarding floats, lane widths should be 15 ft. each.
Launch Ramps - 36
2. Another consideration for lane width is the need to provide adequate room between strings of floats for boats to maneuver. The turning radius for a boat is considered to be 1.5 times the length of the craft. A 20 ft. design boat requires a minimum of 30 ft. to turn within. A minimum of forty feet of clearance between the strings of floats should be allowed for turning, assuming one boat is tied off to the float.
3. Lane delineation stripes should be painted on multi-Ianed ramps. This is very helpful to the boater for alignment of their trailer to the ramp and shows maneuvering limits.
C. Design
1. Launch Lane Widths
VII. SURFACES
A. General
Preferred: Single Lane or 2 Lane Separated by Floats - 20 ft. Wide Single Lane less than 75 ft. Long - 15 ft. Wide 2 Adjacent Lanes wi Floats on Each Side - 20 ft. Wide 2 Adjacent Lanes wi Floats on One Side - 15 ft. Wide 3 or More Adjacent Lanes - 15 ft. Wide
Minimum: All Configurations - 15 ft. Wide
1 . There are several types of ramp surfaces typically used around the state. Some are better than others but they all serve the same purpose.
B. Application
1 . Gravel ramps are the least expensive of the three main types. Generally they are not at any particular grade or slope and have been used to launch small light weight boats. These ramps provide very limited traction, typically requiring a four-wheel drive tow vehicle. Gravel ramps are not recommended due to safety and capacity reasons.
Launch Ramps - 37
2. Asphalt ramps are an improvement over gravel ramps but have some short falls. These ramps are generally constructed on a grade and provide a hard surface for the vehicle and trailer to travel. However, placing asphalt underwater to extend it to the ramp toe is difficult. Asphalt lacks the structural strength of concrete when placed on a soft subbase and the required roughness for adequate traction, especially in coastal environments. During events of high water it is common for the water to move the asphalt from its original location. Asphaltic concrete ramps are not recommended.
3. Concrete ramps are superior to gravel and asphalt ramps. It is easy to control and set the grade or slope of the concrete ramp during construction. Concrete, when finished with a V-groove finish, offers very good traction for tow vehicles. Concrete has some structural strength to span soft spots in the subbase and has the mass to stay in place in events of high water. Precast concrete can be placed below the water line to construct the toe of the ramp.
4. When constructing a concrete ramp above the water level it is recommended that it be cast-in-place. It is the cheapest of the concrete options and is the easiest to maintain control over the slope and grades.
5. When constructing the lower end of the ramp, underwater portion, it is recommended that precast planks be used. Another option for construction of the ramp toe is a push-in-place system. The entire ramp toe is cast-inplace above the water line and is then pushed into place with one or more crawler type of tractors.
C. Design
1 . Ramp Surface
Preferred: Concrete (Precast and Cast-in-Place)
VIII. CAST-IN-PLACE CONCRETE
A. General
1. Cast-in-place concrete has proven to be the most durable and cost effective material for launch ramp construction. Use of form boards, into which fresh concrete is placed, allows for accurate control of grades and slope.
Launch Ramps - 38
2. With the ability to form a V-groove finish in the concrete, adequate traction is provided. This is especially important in coastal conditions where marine growth creates a slick coating on the submerged and submersible surfaces of the ramp. Concrete is also structurally superior and more durable than asphalt in marine environments.
1----------VARIES---------I
#4 REBAR 18" O.C. EACH WAY FIL TER FABRIC
CAST-IN-PLACE RAMP AT GRADE - SECT/ON
1----------VARIES---------i
FILTER FABRIC
#4 REBAR 18" O.C. EACH WAY
CAST-IN-PLACE RAMP IN CUT/FILL - S[CTION
B. Application
1. Cut-off walls should be constructed down both sides and across the lower end of the cast-in-place portion of the launch ramp. The 2 ft. deep, tapered cut-off walls around the perimeter of the ramp help protect it from being undermined in case of erosion protection (riprap) failure.
2. In locations where the top of the ramp is below DHW it is recommended that a cutoff wall be constructed across the top edge of the ramp. The thickened edges give the ramp additional strength at the perimeter and helps prevent edges and/or corners from cracking and breaking off.
Launch Ramps - 39
3. The cast-in-place ramp should be reinforced with #4 rebar, both directions, in a 18"x 18" grid. Rebar used in coastal zone launch ramp construction should be epoxy coated.
4. Block-outs or cut-outs for any piles that may need to go through part of the ramp need to be considered. Also, provide a block-out for the abutment if floats are a part of the project. Rebar should run through the block-out boards to tie the abutment and ramp together.
5. The concrete should be placed on a 6" thick compacted leveling course of 3/4"-0" aggregate base. Larger aggregate, 1-1/2" crushed rock, should be used in coastal areas where the tides will flow across the aggregate base and potentially erode it before the concrete is placed.
6. Attempting to do a V-groove finish when the width exceeds 20 ft. is not recommended. It is difficult to control the V-groove finish tool and apply the required pressure to form grooves in the concrete. The ramp should be divided into widths not more than 20 ft. with longitudinal joint(s). This creates widths for manageable V-grooving.
7. When dividing the ramp into longitudinal cold joints, the joints should fall in the center of a single lane ramp with floats, at the edges of each lane for a multi-Ianed ramp for painted lane delineation, or under the boarding floats.
8. When forming for longitudinal jOints the form boards should be notched to allow rebar to run through the joint. Rebar shall be blocked up off the aggregate base with 3" high blocks or stands designed for that purpose.
9. Curbs along the sides of ramp keep any parking area run-off on the ramp and keep·it from potentially eroding the material next to the ramp.
10. Curbs at the end of a ramp help a user determine when the trailer is at the end of the ramp. However, sedimentation may fill in the face of the curb creating a ramped surface. It may not be readily apparent when the trailer tires are at the curb and the boater may inadvertently back over the curb catching the trailer.
C. DeSign
1. Cast-in-Place Ramp Thickness
Preferred: 6" Min.
Launch Ramps - 40
2. Cast-in-Place Concrete Compressive Strength
Preferred for Freshwater: Preferred for Saltwater:
3,300 psi Min. 4,000 psi Min.
3. End of Cast-in-Place Concrete Ramp
Preferred for Coastal: Preferred for Rivers:
Preferred for Reservoirs:
Preferred for Lakes:
+2.0 MLLW (tidal) Min. 2.0 ft. above anticipated water elevation at the time of construction. Entire ramp should be cast-in-place and placed after reservoir has been drawn down to lowest water level. Min. 2.0 ft. above anticipated water elevation at the time of construction.
IX. PRECAST CONCRETE PLANKS
A. General
1 . Precast concrete planks are small manageable slabs of concrete that are cast-in-place at an upland location. The planks are cast before they are moved, used, or located in their final position, hence the term "precast."
2. Precast concrete planks are used for the construction of the underwater portion of a launch ramp. The use of precast planks eliminates the need for costly dewatering operations necessary to cast the concrete in place.
3. Generally, the construction cost of the precast portion of the ramp is twice as expensive, per square unit, as the cast-in-place portion of the ramp. Therefore, scheduling of the project during times of low water is crucial in keeping the construction cost down.
1---------VARIES---------!
f L = LENGTH OF PRECAST PLANK
1--O.3L----I
8" THICK PRECAST PLANK
W6x 20 (TYP.)
6" CRUSHED ROCK BASE
PRECAST RAMP A T GRADE - SECTION
Launch Ramps - 41
FILTER FABRIC
(--)~ __ 11 1 .. -------- VARI[S-L-=-L-[N-C-TH-O-r-p-RE-CA-S-T -PLA-"'-K-l (eL. R~.~7RA.tDOT) ->~(' '\/--~ ~ 2' f-
---)~-2-~~L·1_---_---j' ~i~Gilj~~~~~~iiiO~.3iL ~i~~~~iit(~TY,_'P.~) I._::~ 2
2' ;;'zitr;'" j:J~)J W6x 20 (rrp.)
6" CRUSHED ROCK BASE
PRECAST RAMP IN CUT /FILL - SECTION
B. Application
1. The interlocking tongue and groove planks eliminate the gap between logs that would expose the aggregate base to erosion by the river flow and/or prop wash. This hazard for boaters often results in twisted or broken ankles. In extreme cases the aggregate base supporting the logs has been eroded away causing a failure in that portion of the ramp.
2. The beginning elevation of the precast portion of the ramp is determined in part by the control elevation at the toe. When the toe elevation has been established, add the required number of 4 ft. wide planks until the top of the planks is at least 2 ft. vertical above the water level during construction.
3. Plank lengths from 15 ft. to 30 ft. have typically been used in ramp construction. Planks longer than 30 ft. are difficult to handle and place in the confines of some boating facilities. Special considerations such as a spreader bar must be used to keep from breaking the plank when it is handled.
4. Rebar used in precast planks for coastal zone applications should be epoxy coated.
5. Locate the joints of the precast planks, for ramps with multiple lanes, under the boarding floats. Any misalignment in the adjacent planks will not be seen or cause a trip hazard for the users of the facility.
Launch Ramps - 42
6. Dewatering operations for launch ramp construction projects should be avoided whenever possible. It has been our experience that the operation generally does not work as expected and often costs more time and money than simply using precast planks. The dewatering operations disrupt more of the marine environment than placing precast planks. This could have a major impact on the permitting for the project.
7. It is recommended that a silt curtain be used around the perimeter of the precast plank placement operation. This will reduce the migration of turbidity beyond the construction zone within the waterway.
C. Design
1. Plank Size
Preferred: 8" Min. Thickness and 4 ft. Wide wI Tongue & Groove
2. Compressive Strength
Preferred: 4,000 psi Min.
3. Begin Precast Section
Preferred Coastal: Preferred Rivers:
Preferred Lakes:
Min. Elev.: +2.0 MLLW (tidal) Min. 2.0 ft. above water elevation at time of construction. Min. 2.0 ft. above water elevation at time of construction.
x. RAIL SYSTEM FOR PRECAST PLANKS
A. General
1. The primary purpose of the rail system is to keep the tongue and groove precast planks interlocked. The rails are not intended to provide support for the weight of the planks, that is the purpose of the subgrade.
2. A steel rail system constructed from W-beams provides grade control during construction of the precast portion of the ramp and holds the planks together after the construction is complete.
Launch Ramps - 43
CAST-tN-PLACE RAMP TO FtLL GAP BETWEEN
W6x 20
CAST-tN-PLACE AND PRECAST PLANKS
END OF ~ tF NEEDED USE CLOSURE POUR
.. . . PRECAST CONCRETE PLANKS
IB" E~~::;~~~~~~;;~;~,"\ ~·.i
I ~ 3/B"x 2'x 3' --r 12" STEEL PLATE (20' O.C MAX.)
B. Application
#6 REBAR 3' LONG THRU HOLE tN RAtL
3/s"x 2'x 3' STEEL PLATE
W6x 20 1'-3" LONG (END STOP)
FILTER FABRtC
PRECAST RAMP - PROFILE
1/2"x 6"x 12" STEEL STRAP (TOP STOP)
1. The rail system eliminates the exposed rebar loops of the early designs that would eventually rust through. This would allow the logs to separate, create holes in the ramp, and in some cases result in the loss of the lower section or side of the ramp.
2. Welding the two rails together with cross members into a single unit is recommended. This procedure keeps the rails parallel to each other and simplifies the establishment of the toe and top grades and the slope for the rails.
3. Six-inch deep beams are used for the rails system. The six-inch deep beams match the depth of aggregate base. After the subbase is to grade and slope, the rails are set, and the aggregate base is placed, packed, and screeded off to the top of the rails.
4. The rail length should be long enough to extend into the lower end of the cast-in-place portion of the ramp to tie both portions of the ramp together.
C. Design
1. Rail Construction
Preferred Shape: W6x20
Launch Ramps - 44
XI. VERTICAL CURVE
A. General
1. The vertical curve is a small, but important detail which must not be overlooked or neglected. It enhances the drivers vision of the boaVtrailer while backing thru the grade change zone.
2. The smooth transition between the maneuver area grade and the steep ramp grade enhances the tow vehicle traction through the change in vertical grade. It also eliminates the problem of trailer hitches striking the launch ramp surface at the grade change.
ABUTMENT
B. Appl ication
1 . The vertical curve should be located at the change of grade between the ramp slope and the maneuver area slope, generally the upper most portion of the launch ramp. Typically a 20 ft. long vertical curve is adequate for a 12% change in grade (2% maneuver area with a 14% ramp). See recommendations below for other grade combinations.
C. Design
1 . Vertical Curve Lengths
10 ft. V.C. For 5% to 7% Change in Grade 15 ft. V. C. For 8% to 10% Change in Grade 20 ft. V.C. For 11 % to 13% Change in Grade 25 ft. V. C. For 14% to 15% Change in Grade
Launch Ramps - 45
XII. CONCRETE FINISH
A. General
1. All concrete launch ramps shall be finished with a non-skid V-Groove finish to ensure maximum traction for tow vehicles launching and retrieving boats. The V-groove finish is particularly important in saltwater areas where marine growth is particularly heavy.
2. The grooves also serve a secondary purpose by helping keep the ramp surface clean. Wave action and water, carried up the ramp by boats being retrieved, wash debris down the grooves to the down stream side of the ramp.
BOARDING FLOA TS CONCRET[ ABUTM[NT
~--~----~--~~----~----~~~~~ 6.5'
FLOW
V-GROOVE - PLAN
V-GROOVE DETAIL
B. Application
1. The 1" deep V-grooves are formed in the ramp surface immediately after the concrete is placed in the forms and leveled with a power screed or screed board. A special finishing tool is fabricated from 1-114" steel or aluminum angles welded together to form the V-grooves.
Launch Ramps - 46
2. The grooves shall be formed in the ramp surface angled 60 degrees from the longitudinal axis of the ramp and oriented to the down stream side of the ramp. This will carry small debris to the downstream side of the ramp where it can be carried away by the current.
3. Success in forming grooves in the freshly placed concrete depends largely on the careful timing of the concrete truck deliveries, use of retarders if the haul distance is too great, and starting the grooving operation right behind the screed.
4. The edges of the launch ramp should be tooled with an 4" wide edger. This gives the ramp a clean finished look because of the difficulty in finishing the grooves up against the form boards. The edger also accomplishes two goals for interior, longitudinal cold joints. It provides a smooth surface for the screed board to ride against during the successive placement of concrete for the adjacent lane. It also provides a smooth surface on which to paint a lane delineation stripe.
5. The entire concrete ramp should be grooved with the following exceptions:
a. That portion from the top of the abutment to the top of the ramp and as wide as the abutment. This portion should have a broom finish to provide an accessible walking surface to the abutment.
b. That portion which lies beneath the boarding floats.
C. Design
1 . Ramp Surface
Preferred: 1" V-Grooves
XIII. RIPRAP
A. General
1. Riprap is fractured stone with angular faces used to armor cut banks, fill slopes, and launch ramps from the eroding effects of current, waves, and wakes.
2. Riprap is divided into classes or groups of graded stones based on the approximate weight, in pounds, of the largest stones in the class.
Launch Ramps - 47
B. Application
1 . Riprap is placed along both sides and across the lower end of all ramps for protection from external water generated forces (current, waves, and wakes) on the structure.
2. Riprap is typically placed on a layer of geotextile fabric. This layer helps keep the subbase from being washed out through the openings of the riprap.
3. Class 700 is the minimum size riprap recommended at the ramp toe and along the sides or precast concrete portions of a launch ramp.
4. Some projects do not have quarries with state classed riprap or rock large enough to assemble a Class 700 riprap. The assembly of a graded mix of smaller stones for a Class 350 to 500 will be allowed. Many times the smaller rock will work very well.
5. A typical construction procedure is to trench for the riprap around the perimeter of the ramp prior to the placement of precast planks and/or cast-inplace concrete. Riprap is then placed along the outside edges of the trench. After the planks and/or concrete are placed for construction of the ramp, the riprap is pulled into the trench and tamped into place with a backhoe with rubber tires. This method keeps the trucks and track hoes off the new ramp and prevents the riprap from damaging the ramp surface when handled.
C. DeSign
1 . Riprap Size
Preferred: Class 700 (ODOT) Minimum: Class 100 (ODOT) Maximum: Class 2,000 (ODOT)
Launch Ramps - 48
BOARDING FLOATS
I. PLACEMENT AND LA YOUr
A. General
1. Boarding floats serve as a means to help safely and efficiently launch, retrieve, load and unload boaters at boat launch facilities. Small one lane ramps may not warrant the cost of boarding floats. Floats are preferred at all ramps with two or more lanes whenever site and river conditions are favorable.
2. The placement of boarding floats whether on one side of the ramp or the other, is first determined by the direction of river flow and second by the location providing the most visibility for the boater as they maneuver the trailer down the ramp.
3. Boarding float length should be long enough at DLW to extend beyond the end of the submerged boat trailer to tie off the boat to the float. A long string of floats may be angled up to 90 degrees (dogleg) to avoid navigation channels or exposure to current, debris, or waves. At least 50 ft. of floats at DLW must be parallel with the ramp prior to dogleg.
BOARDING FLOAT ABUTMENT
RAMP
ONE -LANE RAMP
Boarding Floats - 49
RAMP
BOARDING FLOAT
ABUTMENT
RAMP
TWO-LANE RAMP
B. Application
1. Boarding floats are preferably placed along the right side edge (facing the water) of a single lane ramp. This helps drivers to "spot" the ramp while backing their trailers down the ramp. For all rivers, however, boarding floats should be placed on the upstream side of the ramp with the piles on the upstream side of the float.
2. Piles are generally placed internally unless the boarding floats have limited or no access to one side of the floats. In this case piles would be located externally on the side with limited or no access to allow users more maneuvering room on the floats. Internal piling helps to optimize boater tieup capacity when both sides of the float are accessible.
3. On two lane ramps, boarding floats should be placed down the center of the ramp providing access to the float from either lane. In this case, piles are placed just inside the float (internal pile pocket) on the upstream side to optimize boat moorage capacity on each side.
4. On ramps with four lanes or more, boarding floats should be placed such that a float is adjacent to one side of each launch lane.
5. Beyond the boat trailer launch zone, every 20 ft. of boarding floats will serve 10 boats (one side) or 20 boats (both sides).
Boarding Floats - 50
6. Maneuver areas around the floats and ramp should have a minimum water depth of 3 ft. at DLW. This depth has been found to accommodate most all trailerable boats less than 26 ft.
7. Boarding float systems should be of sufficient length to provide not less than 50' of float in the water at the design low water.
C. Design
1. Preferred Location of Floats
Rivers: Lakes/Reservoirs:
2. Water Depth at DLW
Preferred: 4 ft. Minimum: 3 ft. Maximum: N/A
On upstream side of the ramp On right side of ramp, looking toward the water
3. Minimum length of float in water at DLW based on number of trailer parking spaces.
ONE LANE RAMP TWO LANE RAMP
Parking Spaces Floats Parking Spaces Floats
10 - 20 21 - 30 31 - 40 41 - 50
II. ABUTMENT
A. General
50 ft. 70 ft. 90 ft. 110ft.
30-40 41 - 60 61 - 80 81 -100
50 ft. 70 ft. 90 ft. 110ft.
1. Abutments provide ramped pedestrian access to boarding floats at or near the top of the launch ramp. The abutment may also act as an anchor for the top end of the boarding floats.
2. Floats should have a hinged connection at sites where the abutment is located above the floodplain. If the abutment is located below the floodplain a transition plate should be used (see hardware section for details).
Boarding Floats - 51
MATCH DECK HEIGHT, HINGE CONNECTION
OR TRANSITION PLA TE
CONCRETE ABUTMENT
CAST -IN-PLACE CONCRETE RAMP
ABUTMENT PROFILE
',':" "
'-..• CAST -IN-Pl,ACE VERTICAL'
CONCRETE RAMP • . <.
, CU,RVE' ..
RAMP PLAN
B»x 64» BELTING TO COVER HINGED JOINT
CONCRETE ABUTMENT FACE TO BE PERPENDICULAR TO THE EXISTING RAMP SLOPE
<' ( NOT VERTICAL )
BOARDING FLOAT - PROFILE
Boarding Floats - 52
BOARDING FLOAT
B. Application
.. ~ <j
CONCRETE ABUTMENT FACE TO BE PERPENDICULAR TO J
THE EXISTING RAMP SLOPE ( NOT VERTICAL) /
.:..1
BOARDING FLOAT - PROFILE
BOARDING FLOAT
1. An abutment is a block of cast-in-place concrete with a rough broom finish on all surfaces and all edges finished to a 1" radius.
2. Generally the abutment is the same length as the vertical curve. In cases where the abutment is longer than the vertical curve, the abutment should start at the top of the ramp/vertical curve and extend through the vertical curve. When the abutment is shorter than the vertical curve, the face of the abutment should be located at the lower end of the vertical curve (point of vertical tangency).
3. When the abutment is located within a ramp, the ramp is cast first and a section of the ramp is blocked out for the abutment. The abutment should not be cast on top of the ramp. This practice tends to cause the beginning portion of the abutment surface to break off leaving a lip.
4. If the abutment is adjacent to the ramp the bottom of the abutment should be cast 12" below existing ground. If the abutment is within the ramp, the base should be set 6" below the ramp surface. In addition, the ramp rebar grid should extend through the block out for the abutment.
5. It is recommended that traffic delineator( s) be epoxied to the ramp side( s) of each abutment. This will help the boater in locating the edge of the abutment and floats as the trailer is backed over the vertical curve.
Boarding Floats - 53
6. The offshore face of the abutment should be perpendicular to the ramp surface and not vertical. If the abutment face is vertical then the bottom of the float could bear against the face of the abutment before the float grounds out on the ramp surface. This results in damage to the float and/or the float hinged connection to the abutment.
7. The abutment width should be 6 inches wider than the nominal width of the boarding float it is serving (inclusive of walers). The abutment will protect overall outside width of the shore-end of the float from boat trailer impacts.
8. At sites where the abutment is located adjacent to the launch ramp and the shore-end of the abutment does not abut hard surfacing, a concrete landing should be provided. The landing should be at least 5'-0" long by the width of the abutment. This will provide access from the abutment to the ramp.
9. If the abutment is short (10ft. long) it is possible for the abutment surface to have a positive slope exceeding 10%. This results in having to go up the abutment (+10%) to go down the float (-14%) thus creating a drastic "hump" at the transition. By adding 5 to 10ft. in length to the abutment the slope can be reduced to less than 5%.
10. Ideally an abutment top slope should be flat 2% +/- and is generally considered too long if the top surface exceeds a negative 2% slope. Design values given below will assist in selecting the appropriate abutment length for the vertical curve used.
CONCRU[ ABUTM[NT
CAST -IN-PLAC[ CONCRU[ RAMP
ABUTMENT PROFILE
Boarding Floats - 54
c. Design
1 . Abutment Lengths:
10 ft. V.C. 15 ft. Abutment +2.7% +/- Top Slope 20 ft. Abutment - 1.5% +/- Top Slope
15 ft. V.C. 15 ft. Abutment +4.7% +/- Top Slope 20 ft. Abutment 0.0% +/- Top Slope
20 ft. V.C. 15 ft. Abutment +3.2% +/- Top Slope 20 ft. Abutment +1.5% +/- Top Slope 25 ft. Abutment -1.6% +/- Top Slope
25 ft. V.C. 15 ft. Abutment +2.3% +/- Top Slope 20 ft. Abutment +0.3% +/- Top Slope 25 ft. Abutment -0.4% +/- Top Slope
Note: Abutment slopes were calculated using a 2% maneuver area grade and 14% ramp grade, abutment slopes will vary slightly if different maneuver and/or ramp grades are used.
2. Abutment Width
Preferred: 6'-6" Wide Abutment for 6 ft. nominal width floats.
III. DIMENSIONS
A. General
1. Boarding floats should be wide enough to provide stability and adequate room for a boater to handle, guide, and tie-down their boat without stepping or falling off the float. Also, adequate width should be provided so boaters may pass each other without getting too close to the edge of the float.
2. It is desired that the float deck height be no higher than what will allow a boater to get on to or off a float without the use of a ladder or need to walk up to the abutment and back down the ramp.
Boarding Floats - 55
r t--11 ------20'--------1'1
2"x 6" DECKING
~ 4" x 4" BULL RAIL ~RUB STRIP
HINGE BARREL
-'" LRUB STRIP I
~4"X 4" CROSS i6JRAIL
BOARDING FLOAT - PLAN & PROFlLf
B. Application
1. Boarding floats are typically constructed in 6' x 20' sections. These floats remedy the problem of boats grounding out on shore and provide a safe platform for loading and unloading of passengers. Floats less than 6 ft. wide tend to be unstable and do not provide adequate room for pedestrian traffic or work from both sides simultaneously. Floats less than 20 ft. in length require more hinges and are generally more unstable.
2. Minimum clear travel width of a float deck should not be less that 5'-0" (60") between bull rails, toe rails, cleats, and other mooring hardware mounted along the edges of the float. If internal piles are used then the minimum clear width at the pile may be reduced to 36".
3. In waters with large fluctuations such as lakes and reservoirs, self-adjusting boarding floats are a good alternative. Self-adjusting floats are secured to a raised concrete guideway. As water elevations fluctuate the floats travel up and down the guideway providing 60' of accessible boarding floats at all water elevations.
Boarding Floats - 56
c.
4. Deck height can usually be kept to less than 24" from the ramp surface, when grounded out, depending on the design. Heights less than 24" provide a manageable step from the float deck to ramp surface without getting down by way of the abutment or use of a ladder.
5. Maximum overall height of boarding floats should not exceed 30" where float sections will come to rest on the upper reaches of the launch ramp during periods of low water.
6. If exceeding a 30" maximum height is necessary, safety hand rails should be provided. However, rails make launching and retrieving boats difficult and usually interfere with the efficient movement of people, boats and boat lines along the float. Therefore, every effort should be made to keep the overall height of the boarding floats to 30" or less.
7. The 30" maximum does not apply to the self-adjusting boarding float system that operates on a raised walkway. During periods of low water these floats bear against rail stops and come to rest on top of the raised walkway as the water recedes. During these low water periods the floats are "high and dry" and are out of service to the boaters and do not provide pedestrian access. Therefore, the height is not critical from a safety stand point and handrails should not be required.
8. There are no specified ADAAG requirements for float accessability. Since most floats "ground out" on the ramp surface, slopes may range from 12 -15%. The OSMB considers boarding floats to be "accessible" in this range provided other specified criteria are met.
Design
1. Float Width
Preferred: 6 ft. Minimum: 5 ft. Maximum: 8 ft.
2. Float Length
Preferred: 20 ft. Minimum: 15 ft. Maximum: 25 ft.
Boarding Floats - 57
IV. DESIGN LOADS AND FREEBOARD
A. General
1. Design loads are used to calculate the freeboard based on existing dead loads and anticipated live loads.
2. Freeboard is the vertical distance from the water surface to the deck surface of the float. It is the dimension used to match the float to the boats for which it is designed to serve. The typical design boat used at launch ramps is best served with 12" of freeboard.
B. Application
1. LIVE LOAD
g ~ : H+: ; ; ; ; BULL RAIL
4" x 6" DECKING
,-- ---< >-{ - '--- \", '-"1- ""'-:-"1-;
:f;6i~fr~itriib-~ilo~: 'J-J--J1L~·:~=~·~-·L~·~;_,_s: __ ;:_:_~:_;~~:·t-~~t::
. .,.j-" .......... '--'. -, ", ",
BOARDING rLOA T - SECTION
1. Twenty pounds per square foot is a statewide and nationally recognized standard uniform live loading for launch ramp boarding floats. This assumes that the floats are in service and in the water. It is equivalent to a live load of approximately 14 people on a 6' x 20' boarding float, each weighing an average of 165 pounds.
2. If a live concentrated load of 400 Ibs. is applied at any point on the boarding float deck, but no closer than 12" from the edge of the float, then the cross slope should be less than or equal to 2%.
Boarding Floats - 58
v.
3. Floats should be designed to withstand wind, wave, current, and impact loading that may be expected to occur during the life of the structure as the result of the floats location and exposure. Calculations should be made for these loadings.
4. Typical wave/wake loads are based on a 6" wave height. Heavy duty floats or a wave attenuation structure should be considered if wave heights 2 ft. or greater are anticipated.
5. Freeboard should not exceed 15 inches nor be less than 8 inches under any loading condition (live and dead loads).
C. Design
1. Dead Load:
Weight of Construction Materials.
2. Live Load
Preferred: Minimum: Maximum:
20 psf 20 psf N/A
3. Freeboard (With Combined Dead Load + Live Load)
Preferred: 12" Minimum: 8" Maximum: 15"
4. Cross Slope
Maximum: 2%
CONSTRUCTION
A. General
1. Wood is the material of choice for construction of boarding floats. It holds up well to abuse and is less likely to cause damage to boats than metal or concrete systems.
Boarding Floats - 59
2. Wood is durable, readily available, easy to work, and accepts through bolted or lag screwed metal hinge systems required for boarding float systems that ground out. It offers good floatation characteristics that help in providing desired freeboard. Wood floats are easy for maintenance workers to make required on-site repairs.
3. The OSMB has developed and successfully used a standard wood frame boarding float for many years. In spite of a wide array of other materials and methods used, most other systems do not meet minimum design criteria, design life, and/or maintenance needs.
B. Application
1. Wood species typically used for boarding float construction in the Northwest include Coastal Douglas Fir (pressure treated with ACZA) and both Western Hemlock and HemFir (pressure treated with CCA). To extend service life of the floats, these species should be pressure treated to a retention of 0.6 Ibs. per cubic foot per the latest requirements of the American Wood Preservers Association (AWPA).
2. Although cedar and redwood are commonly available on the West Coast, and have natural resistance to rot and decay, they are not recommended for construction of boarding floats. These species lack the structural strength and durability necessary for reasonable service life.
3. Creosote and creosote coal-tar solution preservatives are not recommended for boarding float construction, particularly for the deck and bull rail. They will soil clothing, shoes, tie lines, hands, and equipment.
4. All metal used to fabricate clips, brackets, hinges, and other structural parts for boarding floats should be made from material not less than 1/4" in thickness. All ferrous metal hardware used should be hot dip galvanized after fabrication.
5. Floats should have heavy duty tie-up cleats or continuous wood bull rails around the perimeter of the float. The bull rail is the preferred means of tiedown. In addition to tying down at any point it also provides a continuous barrier around the edge of the floats. Cleats only provide intermittent tiedown and can be a trip point.
6. Belting should be applied over all hinged joints in the boarding float deck. The belting should be attached to the float deck along one side of the joint only.
Boarding Floats - 60
7. Special design considerations should be utilized to protect floats in waters that freeze. Floats should be designed for easy removal/installation and are normally stored on land during freezing conditions.
8. The deck surface of wood boarding floats should be coated with a non-skid surfacing to prevent users from slipping and falling.
C. Design
1. Wood Species
Preferred: Coastal Douglas Fir, Western Hemlock, and HemFir.
2. Treatment
Preferred: ACZA or CCA to 0.6 Ibs. Per Cubic Foot.
3. Ferrous Hardware Coating:
Preferred: Hot Dip Galvanization
4. Tie-Down
Preferred: Continuous Bull Rail
VI. PILE HOOPS AND POCKETS
A. General
1 . All floats secured by piles should have adequate room within the pile guide to compensate for float travel. This is particularly true for boarding floats where the pile hoops and pockets are rectangular with the long dimension parallel to the longitudinal axis of the float. If wood piles are being used, the size of the guide opening should take into consideration the taper of the piles. This is to keep the hoop or pocket from jamming on the pile during articulation.
2. There are two types of pile guides. Preferred is an internal guide where the pile pocket is inside the float frame. With this option both sides of the floats allow unrestricted use by boaters. Normally the piles are driven through these openings in the floats. External hoops are sometimes used. In this design a steel hoop is through bolted or lag screwed to the outside of the float frame member. This type works well in retrofits or where difficult sites require that pile locations be adjusted in the field.
Boarding Floats - 61
4"x 4" TOE RAIL AROUND
OPENING
I INTERNAL
PILE HOOP
©
NOTCH WALERS FOR HOOP INSTALLATION
B. Application
© ©
PILE HOOP - PLAN
BOARDING FLOAT DECKING
PILE HOOP - PLAN
©
©
ROLLERS
ROLLERS
REMOVEABLE EXTERNAL PILE HOOP
1. Pile hoops/pockets for boarding floats typically have a rectangular opening for the pile to accommodate the horizontal travel of the floats. Boarding floats tend to travel in an arc as one of more floats are grounded out on the ramp. As the floats travel throughout this vertical arc there is a horizontal component in the float movement that must be allowed for in the pile hoop/pocket clearances.
Boarding Floats - 62
2. Boarding floats have two clearances between the pile and the pile hoop/roller due to its rectangular shape. Clearance for the narrow dimension should be 3/4" on each side of the pile for a 12" diameter steel pile. For other pile sizes the clear dimension inside the guide should be 1-1/2" greater that the largest outside diameter of the pile. On the long dimension of the guide the clearance should be 2-3/8" on each side of the pile (12" dia. steel) or, for other pile sizes, a clear inside dimension of 4-3/4" greater than the largest outside diameter of the pile.
3. UHMW plastic rollers of wear blocks are used to reduce wear on piles and provide a quiet, smooth transition between varied water levels.
4. Pile hoops/pockets should be made of a durable material, preferably galvanized steel, with sufficient strength to transmit all loads from floats to piling. The hoop/pockets should be securely attached to the float to prevent pull out or separation during periods of peak loading.
C. Design
1. Materials
Preferred: Galvanized tubular steel frames for external hoops. UHMW rollers or wear pads.
VII. HARDWARE
A. General
1. At sites where the abutment is not susceptible to being submersed in water, floats should have a hinged connection to the abutment. This will serve as an anchor for the boarding floats and reduce the need for piling in the first two floats. If the abutment is susceptible to being submersed in water, a transition plate should be used to allow the boarding floats to float free from the abutment during high water.
2. Hinges are used to connect boarding floats together. Heavy duty hinges may be required if boarding floats are subjected to wave heights 2 ft. or greater. The maximum wave height for heavy duty hinges is 4 ft.
3. Two types of pile hoops are typically used on boarding floats, internal and external. Pile hoops are generally placed internally unless the boarding floats have limited or no access to one side of the floats. In this case pile hoops would be located externally on the side with limited or no access to allow users more maneuvering room on the floats.
Boarding Floats - 63
B. Application
1. The transition plate bridges the gap between the abutment and boarding float. This plate is attached to the boarding float by a 1-1/2" dia. pipe acting as a hinge pin. The transition plate is made of tread-grip safety flooring and is approximately 12" long and 5'-8" wide.
2. Boarding float sections are typically 6' x 20'. At the end of each float (excluding end of the last float) hinge barrels are attached. The floats are then connected together by a 1-1/2" dia. pipe acting as a hinge pin. This connection is level with the deck surface and allows the floats to ground out as water elevations change.
3. Heavy duty hinges may be required if wave heights exceed 2 ft. By using thicker components, dropping the hinge pin 6" below the deck surface, and chamfering the frame members 1 ", this will allow for greater articulation between floats before frame members bind.
4. Pile hoops are typically rectangular and use four UHMW polyethylene rollers. These rollers are used to reduce friction that may restrict floats from fluctuating as water elevations change.
5. All metal used to fabricate clips, brackets, hinges, transition plate, and other structural parts for boarding floats should be made from material not less than 1/4" in thickness. All ferrous metal hardware used should be hot dip galvanized after fabrication.
C. Design
1. Abutment Not Susceptible to being Submersed in Water
Preferred: Hinged Connection
Abutment Susceptible to being Submersed in Water
Preferred: Transition Plate
2. Hinges Located in wave heights Less Than 2 ft.
Preferred: Regular Hinge Design
Hinges Located in wave heights exceeding 2 ft. (maximum 4 ft.)
Preferred: Heavy Duty Hinge Design
Boarding Floats - 64
3. Access Limited to One Side of Boarding Floats
Preferred: Use External Pile Hoops
Access to Both Sides of Boarding Floats
Preferred: Use Internal Pile Hoops
VIII. BUMPERS
A. General
1. Bumpers are added to the outside edges of boarding floats to protect the boats and/or floats from damage in case of an impact.
2. Bumpers and walers are generally considered to be sacrificial items and will wear out over a period of years. The replacement of these items is considered maintenance and may occur several times over the life span of the float. They serve to protect the structural components of the float.
B. Application
1. Appropriately sized wood walers and rubber bump strips should be placed along the top outside edges of all floats subject to boat contact or impacts. In some cases where bull rails are used it has been necessary to space the bumpers out so the curved boat hull will contact the bumper before it hits the top edge of the bull rail.
2. Bump strips should be made of a material and color that will not mark boats that contact it.
c. Design
1. Material
Preferred: A Durable, Non-marring, Shock Absorbing Material
IX. FLOTATION AND ENCAPSULATION
A. General
1. Flotation is a material that displaces water which gives the floats load capacity and freeboard. Flotation comes in various forms such as logs, barrels, pontoons, and polystyrene flotation, among other things.
Boarding Floats - 65
2. Polystyrene flotation shall be encapsulated to reduce the amount of damaged or degraded polystyrene in the waterways.
B. Application
1. One type of foam used as flotation is expanded polystyrene (EPS) with a density of 1 to 2 PCF, a compressive strength of 15 to 20 psi, and a maximum water absorption of 4% by volume. The foam material, sometimes called "bead board," is an open cell foam made by steaming small pellets of polystyrene inside a mold. It is easily damaged and will dissolve upon contact with gasoline, oil, paint thinner, and solvents that are often used around boats and boating facilities. However, it is relatively inexpensive and works well inside a protected float structure.
2. Another type of foam used is a closed cell extruded polystyrene with a density of 1.2 to 2.0 PCF, an average compressive strength of 18 psi, and a maximum water absorption of 0.5% by volume. This type of foam is much more resistant to mechanical damage than bead board, but will also "melt" when in contact with petroleum products. Closed cell foam is more expensive that EPS.
3. A third type of foam used is polyurethane. It is a closed cell foam made by pouring a mixture of components into a mold and allowing it to expand to the form as it cures. It is more dense than the polystyrene foam and is more resistant to melting when in contact with petroleum products. However, the quality control of mixing, pouring, and curing is highly critical and is greatly influenced by temperature, mixing time, and other variables. As the polyurethane cures (foams) it will often fold over itself creating sizeable voids that cannot be detected. These voids will sometimes fill with water over time and create serious flotation problems. Also some tests have shown that saturated polyurethane that is repeatedly frozen will lose its flotation characteristics. The use of polyurethane foam for flotation is not recommended.
4. All polystyrene foam flotation used in floats shall be encapsulated according to the OSMB rules to prevent degradation and/or disintegration of foam in the waterways.
C. DeSign
1. Required: Compliance with Oregon's Polystyrene Foam Encapsulation Program Administered by the OSMB
Boarding Floats - 66
TRANSIENT FLOATS
I. FACILITY SITING
A. General
1 . Before a facility is constructed on a water body an evaluation should be done to establish the demand, site availability, capability, and waterway capacity for the proposed improvements. To the extent possible boating facilities should be appropriately spaced along/around a waterway to disperse boater use.
2. In general, transient floats serve non-trailered boats (over 26 ft). Tie-up facilities should be spaced along cruising routes with separation distances that match the boaters cruise distances, upland amenities or offer natural attractions.
3. User safety, access, and support facilities should be considered when evaluating a site.
4. Site topography and waterway characteristics may playa large part in the construction cost and feasibility of the proposed facility development.
B. Application
1. Data recently collected from boater surveys indicates that cruisers tend to travel about 20 miles a day. Transient floats along main cruising routes should be spaced approximately every 20 river miles, depending on the locations of appropriate sites. These sites should be selected for their ability to offer shelter for boaters from strong currents, wind, wind generated waves, and commercial vessel wakes.
2. Another consideration for float placement might be at locations where barriers present themselves along the river. Dams are one such barrier. In this situation recreational boater may have to wait several hours for their turn to lock through or possibly spend the night before locking through the next morning.
3 Transient floats generally have access to shore by gangway or grounding floats. This provides access to land-based amenities (picnic shelter, restroom, or camp area). In this case local topography should be considered to allow for adequate mooring depth and safe access to and from shore. In some cases, due to land ownership or topography, shore access may be limited.
Transient Floats - 67
C. Design
1. Transient Float Spacing
Preferred: Minimum: Maximum:
II. PLACEMENT AND LAYOUT
A. General
20 River Miles 10 River Miles 40 River Miles
1. The float should be laid out to provide boaters adequate maneuverability within the facility and as they approach or depart.
2. Transient floats should be located in areas that offer adequate water depth and ready access to the navigation channel.
3. Pile hoops on transient floats should be located internally. This will allow boaters to tie-up on both sides of the floats to maximize float space.
B. Application
1. Floats should be placed in a location that offers a minimum of 6 ft. of water depth at DLW. This depth has been found to accommodate most all recreational cruisers and sailing vessels.
2. The turning radius should be large enough to account for one row of boats with 14 ft. wide beams. In Oregon a design boat of 40 ft. is commonly used for transient float calculations, unless local site use indicates otherwise. To allow for adequate maneuverability, the turning radius should be based on 1.5 times the length of the 40 ft. design boat (Le., 60 ft. length, 30 ft. radius). The distance between the legs of a horseshoe shape transient float would therefore be 60 ft. plus the 14 ft. beam width along one leg for a total of 74ft. clear distance between legs.
3. Minimum navigational width and maneuvering area should not be less than 60 ft. on either side of the float. The minimum water depth at the 60 ft. limit at DLW should not be less than 4 ft. Maintain at least a 50 ft. clear distance between the transient float and any adjacent navigation channels.
Transient Floats - 68
FIXED PIER WATERLINE ._·==_·_·_·_·_·_·-b---·--·--·_·_·_·_·-
GANGWAY
--// '-,,~ 30' MINIMUM / / \ TURNING RADIUS
(~) \ ---- / , /
.... / '- ..--- -'
." 74' MIN.
CONCRUE TRANSIENT FLOAT
50' MIN.
_______ ~ J ------------------------------ -
NA VIGA TlONAL CHANNEL
TRANSIENT FLOAT LA YOUT
C. Design
1. Water Depth at DLW
Preferred : 6 ft. Minimum: 4 ft. Maximum: N/A
Transient Floats - 69
2. Clearance to Navigational Channels
Preferred: 50 ft.
3. Clearance to min. 4 ft. Water Depth at DLW
Preferred: 60 ft.
4. Clearances Between Parallel Float Legs
Preferred: 74ft.
5. Pile Hoop Location on 8 ft. Wide Transient Floats
Preferred: Just Inside Shore side Edge of Float
6. Pile Hoop Location on 10 ft. Wide Transient Floats
Preferred: Down one side or alternate sides
III. DESIGN WATER ELEVATIONS
A. General
1. Design water elevations should be determined and used for the facility design instead of the OLW and OHW levels often established by the COE.
2. An example of this would be a transient float with access to land by use of a gangway or attached grounding floats. On rivers with high fluctuation, transient tie-up facilities may not be used during off season months. Therefore considerations should be made to establish a finish grade elevation at the shore connection that will allow access during the typical use period. This elevation would establish a design high water (DHW) elevation. If the OHW elevation was used, the facility may be more costly to construct and may be built well outside its intended use period.
B. Application
1. It is suggested to obtain at least a ten-year record of high and low water elevations for each month within the use period. This information will be used to establish the (DHW) and the (DLW) elevations for the proposed transient facility.
Transient Floats - 70
2. The primary and shoulder months of use for the facility should be determined, typically April through October. High and low water elevations for each of the selected months for the past ten-year period can be established from gage readings. This information is compiled from gaging stations. Historical data may be obtained, usually via the Internet, from the U.S. Geological Survey, the U.S. Army Corps of Engineers, and several other sources.
3. Tabulate the frequencies for the highs and lows for each month of the period. Calculate the design high water (DHW) and design low water (DLW) elevations, based on frequency of events that will serve the facility 90% of the time. This will eliminate the extreme high and low elevations.
4. Ordinary water elevations may be used if no gage data is available for the calculation of design values. Consultation with the local officials and visual observations can be very helpful in the establishment of the historic patterns.
C. Design
1. Water Elevations for Facility Design During Use Period
Preferred: Minimum: Maximum:
IV. DIMENSIONS
A. General
DHW and DLW OLWorMHHW OHW and MHHW
1 . Transient floats are typically wider than boarding floats to allow for bow overhang from larger boats that may encroach into walking areas. Added width also offers more stability and capability to support a greater number of users at any given time.
2. Transient floats should be long enough to handle several large 30+ ft. long vessels for short term moorage. Large 30-40 ft. cruisers require a buffer space between their vessel when they moor along a transient float. It is common for the 30-40 ft. vessels to occupy a 40-50 ft. area of the float.
Transient Floats- 71
f------- 10"------1
( \
, i
:: I" , (
, \ " I, , ~ (
B. Application
(TYP.)
</
.. J
CONCRETE DECK SURFACE (TYP.)
TRANSIENT FLOA T - PLAN
r BULL RAIL jRUB STRIP
f.l
. =:.-._-----_"":
1 . Typical transient float pod sizes are 8 ft. wide and 10ft. long with boat access from either one or both sides. Optimum float pod sizes are 10ft. wide and 10 ft. long continuously secured together in a chain to provide maximum stability.
2. Transient floats vary from 100 ft. to 500 ft. in length with an optimum design length of 300 ft. Areas along major rivers and close to boating activity or on popular cruising routes, longer transient floats may be needed to serve the demand. Floats in excess of 500 ft. restrict easy shore access and may pose a safety hazard due to limited access to shore in case of emergencies.
3. Multiple length and width of floats may be used to form a float in the shape of a horseshoe. This will maximize water area and keep the land access from being an unreasonable distance from either end of the float. The horseshoe shape can provide some wave and wake protection for smaller boats mooring on the inside of the horseshoe configuration.
4. Wide, deep draft concrete floats (10-12 ft. wide and 4 ft. deep) have been successfully used for many years as a means of wave/wake attenuation to provide some protection for boats on the inside (shore side) of the float during events of rough water.
Transient Floats - 72
C. Design
1. Float Width
Preferred: 10ft. Minimum: 8 ft. Maximum: 12 ft.
2. Float Length
Preferred: Minimum: Maximum:
300 ft. 100 ft. 500 ft.
v. DESIGN LOADS AND FREEBOARD
A. General
1. Design loads are used to calculate the freeboard based on existing dead loads and anticipated live loads.
2. Freeboard is the vertical distance from the water surface and the deck surface of the float. The typical design boat used at transient tie-up facilities is best served with 14" of freeboard.
B. Application
1. Twenty pounds per square foot is a statewide and nationally recognized standard uniform live loading for launch ramp transient floats. This assumes the floats are in service and in the water. It is equivalent to a live load of approximately 19 people on a 8' x 20' boarding float, each weighing an average of 165 pounds.
2. If a live concentrated load of 400 Ibs. is applied at any point on the transient float deck, but no closer than 12" from the edge of the float, then the cross slope should be less than or equal to 2%.
3. Floats should be designed to withstand wind, wave, current, and impact loading that may be expected to occur during the life of the structure as the result of the floats location and exposure. Calculations should be made for these loadings with the assumption that boats are "rafted" off the float three (rows) deep.
Transient Floats - 73
4. Typical wave/wake loads are for a 6" wave height. Heavy duty floats or a wave attenuation structure should be considered if wave heights of 2 ft. or greater are anticipated.
5. Freeboard should not exceed 17" nor be less than 11" under any loading condition (live and dead loads).
6. At locations where live loads are transmitted from gangways to floating structures, the live load may be 40 psf on the gangway for purposes of calculating the reaction only. Additional flotation may have to be provided to compensate for this reaction on the float system to maintain the prescribed freeboard.
C. Design
1. Dead Load
Weight of Construction Materials
2. Live Load
Preferred: 20 psf Minimum: 20 psf Maximum: 40 psf
3. Freeboard (With Combined Dead Load + Live Load)
Preferred: 14" Minimum: 11" Maximum: 17"
4. Cross Slope
Maximum: 2%
VI. CONSTRUCTION
A. General
1. A transient float is a platform-type floating structure secured to piling that provides short-term boat tie-up primarily for cruisers or sail boats. The floats may have pedestrian access to shore (restroom facilities or marine park).
Transient Floats- 74
2. Concrete and wood work well as materials for the construction of transient floats. Typically the floats will never ground out so hinge connections need not be provided for that purpose. A rigid type connection (timber connectors) offers stability by transferring loads throughout the length of the transient float. This type of connection also reduces noise and points of wear typically found on floats using hinged connections.
~-----------------~mB----------------~
SPACER CONNECTOR
#3 EPOXY COATED REBAR (TYPICAL)
B. Application
1/8" DIA. PVC TIE -ROD CHASE (TYP.)
CONCRETE DECK SURFACE
;~ --: r-"
WELDED WIRE MESH TRANSIENT (LOA T - SECTION
BULL RAIL
2" THICK CONC. TOP & BOTTOM
RUB STRIP
WALER
1. Concrete floats work very well for transient float applications because of their durability, low maintenance, and resonable cost. The float pods can also be ballasted for deep draft to act as a wave attenuation device. Its mass reduces the effect of waves and wakes resulting in improved stability.
2. Careful attention to concrete specifications, reinforcement, and connection details are strongly recommended. The OSMB has developed and successfully used a standard concrete transient tie-up float for many years.
3. All metal used to fabricate clips, brackets, hinges, and other structural parts for transient floats should be made from material not less than 1/4" in thickness. All ferrous metal hardware used should be hot dip galvanized after fabrication.
4. Transient floats should have heavy duty tie-up cleats or continuous wood bull rails around the perimeter of the float. The bull rail is the preferred means of tie-down. In addition to providing tie downs at any point, it also provides a continuous barrier around the edge of the floats. Cleats only provide intermittent tie-down and can be a trip point.
5. The float surface should be constructed or coated with a non-skid surfacing to prevent users from slipping or falling.
Transient Floats - 75
C. Design
1. Construction Material
Preferred: Concrete
2. Means of Connection
Preferred: Timber or Glu-Lam Connectors
3. Ferrous Hardware Coating
Preferred: Hot Dip Galvanization
4. Tie-Down
Preferred: Bull Rails
VII. PILE HOOPS AND POCKETS
A. General
1. All floats secured by piles should have adequate room within the pile guide to compensate for float travel. If wood piles are being used the size of the guide opening should take into consideration the taper of the piles. This is to keep the hoop or pocket from jamming on the pile during articulation.
2. There are two types of pile guides. Preferred is an internal guide where the pile pocket is inside the float frame. With this option both sides of the floats allow unrestricted use by boaters. Normally the piles are driven through these openings in the floats. External hoops are sometimes used when access to floats are limited to only one side. These are steel hoops through bolted or lag screwed to the outside of the float frame member. This type works well in retrofits or where difficult sites require that pile locations be adjusted in the field.
3. The internal pile pocket is preferred at sites where boats are expected to moor on both sides of the float. The external pile hoop is desired at sites where the floats need to be removed for certain times of the year.
Transient Floats - 76
B. Application
1. Transient floats typically have a square pile hoop/pocket opening. Piles for transient floats are driven vertical. No accommodation for horizontal movement of the floats is required since none of the floats ground out. Clearance should be 3/4" on each side of the pile for a 12" diameter steel pile. For other pile sizes the clear dimension inside the guide should be 1-1/2" greater that the largest outside diameter of the pile.
2. Ultra High Molecular Weight (UHMW) plastic rollers of wear blocks are typically used to reduce wear on piles and afford a quiet, smooth transition between varied water levels.
3. Pile hoops/pockets should be made of a durable material, preferably galvanized steel, with sufficient strength to transmit all loads from floats to piling. The hoop/pockets should be securely attached to the float to prevent pull out or separation during periods of peak loading.
C. Design
1 . Materials
Preferred:
VIII HARDWARE
A. General
Galvanized tubular steel frames for external hoops. UHMW rollers or wear pads.
1. Two types of connections are used if a transient float has access to shore; transition plate and hinged connection.
2. Internal pile hoops are typically used on transient floats.
B. Application
1 . The transition plate bridges the gap between the shore connection and the gangway or grounding floats. This plate is attached by a 1-1/2" dia. pipe acting as a hinge pin. The transition plate is made of tread-grip safety flooring and is approximately 12" in length and 4-6 ft. wide.
Transient Floats - n
2. A hinged connection should be used at sites where the top of the gangway or abutment is not susceptible to being submersed in water. This will serve as an anchor for the gangway or grounding floats and reduce the need for piling at the top of the gangway or in the first two grounding floats. A transition plate should be used if the gangway or abutment is susceptible to being submersed in water,. This connection will allow the gangway or grounding floats to float free. Flotation pods would be affixed to the bottom of the gangway at the shore end.
3. Pile hoops are typically rectangular and use four UHMW polyethylene rollers. These rollers are used to reduce friction that may restrict floats from fluctuating as water elevations change. The hoops are generally placed just inside the shore side edge of 8 ft. and 10ft. wide transient floats or alternating sides on the 10ft. wide transient floats to optimize boat moorage capacity on each side.
4. All metal used to fabricate clips, brackets, hinges, transition plate, and other structural parts for boarding floats should be made from material not less than 1/4" in thickness. All ferrous metal hardware used should be hot dip galvanized after fabrication.
C. Design
1. Shore Connection Not Susceptible to Being Submersed in Water
Preferred: Hinged Connection
Shore Connection Susceptible to Being Submersed in Water
Preferred: Transition Plate
2. Pile Hoops
Preferred: Internal
IX. BUMPERS
A. General
1. Bumpers are added to the outside edges of transient floats to protect the boats and/or floats from damage in case of impact.
Transient Floats - 78
2. Bumpers and walers are generally considered a consumable item and will be worn out over a period of years. The replacement of these items is considered maintenance and may occur several times over the life span of the float. They serve to protect the structural components of the float.
B. Application
1. Appropriately sized wood walers and rubber bump strips should be placed along the top outside edges of all floats subject to boat contact or impacts. In some cases where bull rails are used it has been necessary to space the bumpers out so the curved boat hull will contact the bumper before it hits the top edge of the bull rail or float.
2. Bump strips should be made of a material and color that will not mark boats upon contact.
C. Design
1. Material
Preferred: A Durable, Non-Marring (Marking), Shock Absorbing Material
x. FLOTATION AND ENCAPSULATION
A. General
1. Flotation is a material that displaces water which give the floats load capacity and freeboard. Flotation comes in various forms such as logs, barrels, pontoons, and polystyrene flotation, among other things.
2. Polystyrene flotation shall be encapsulated to reduce the amount of damaged or degraded polystyrene in the waterways.
B. Application
1. One of the types of foam used as flotation is expanded polystyrene (EPS) with a density of 1 to 2 # PCF, a compressive strength of 15 to 20 psi, and a water absorption of approximately 4% by volume. The foam material sometimes referred to as "bead board, n is an open cell foam made by steaming small pellets of polystyrene inside a mold. It is easily damaged and will dissolve upon contact with gasoline, oil, paint thinner, and solvents that are often used around boats and boating facilities. However, it is relatively inexpensive and works well inside a protected float structure.
Transient Floats - 79
2. Another type of foam used is a closed cell extruded polystyrene with a density of 1.2 to 2.0# PCF, an average compressive strength of 18 psi, and a maximum water absorption of 0.5% by volume. This type of foam is much more resistant to mechanical damage than bead board, but will also "melt" when in contact with petroleum products. Closed cell foam is more expensive that EPS.
3. A third type of foam used is polyurethane. It is a closed cell foam typically made by pouring a mixture of components into a mold and allowing it to expand to the form as it cures. It is more dense than the polystyrene foam and is more resistant to melting when in contact with petroleum products. However, the quality control of mixing, pouring, and curing is highly critical and is greatly influenced by temperature, mixing time, and other variables. As the polyurethane cures (foams) it will often fold over itself creating sizeable voids that cannot be detected. These voids will sometimes fill with water over time and create serious flotation problems. Also some tests have demonstrated that saturated polyurethane that is repeatedly frozen looses its flotation characteristics. The use of polyurethane foam for flotation is not recommended.
4. All polystyrene foam flotation used in floats shall be encapsulated according to the OSMB to prevent degradation and/or disintegration of foam in the waterways.
C. Design
1. Required: In Compliance with Oregon's Polystyrene Foam Encapsulation Program Administered by the OSMB
Transient Floats - 80
PILING
I. MATERIALS
A. General
1. Piling shape should be a slender member with a fairly uniform cross-sectional area throughout the length of the pile in order to maintain a uniform clearance between the pile and the float attachment hardware.
2. Piles need to have properties such as corrosion resistance and stiffness to resist applied lateral forces. Lateral forces are applied by floats, boats, wind, waves, and in some cases, debris. Piles are also required to resist vertical and lateral forces when used in the construction of structures like fixed piers.
3. The most common pile materials include steel, wood, concrete, and plastics.
B. Application
1. Round steel pipe is preferred to other steel shapes due to reduced wear on pile/float attachment hardware. Also, round piles present no problem if they rotate when driven. Twelve inch nominal diameter steel piles with 1/2" wall thickness are widely used.
2. When steel piles are used in salt water applications the engineer should take great care to select the proper alloy and pile coating to insure a minimum 20-year service life for the piles.
3. Wood piles, if used, should be pressure treated wood (Douglas fir). Wood piles must be pressure treated in accordance of the American Wood Preservers Association (AWPA), the Western Wood Preservers Institute (WWPI), and the quality standards established by the American Wood Preservers Bureau (AWP8). Steel is preferred over wood because of its superior strength.
4. Concrete piles are generally very costly and are not commonly available. Plastic piles generally do not have adequate strength for these applications.
5. Piling design differs between boarding floats and transient tie-up floats. Boarding floats rest on an inclined ramp surface, and as water level drops, rotate between high water and low water conditions. Transient floats float all the time and move straight up and down vertically. This is a very important design consideration.
Piling - 81
II. BAITER
A. General
1 . Boarding Floats
a. Since movement of boarding floats is in an arc, battering or sloping piles toward the water can reduce the required opening size of the pile hoop to nearly half. This reduces the added weight of the larger steel hardware (which must be supported by the float), and reduces the movement of the floats about the pile.
2. Transient Floats and Debris Deflectors
a. Since movement of the transient tie-up floats or debris deflector is in the vertical direction only, the piles can be driven vertically.
B. Application
1. Boarding Floats
a. Piles adjacent to boat ramps supporting boarding floats should be battered. The pile batter should be 3/4" horizontal per foot vertical toward the water to minimize distance of pile travel in pile hardware as water levels change. Pile location shall not deviate more than 112 of one percent from the axis location shown on the drawings.
b. Pile batter minimizes the required size of pile hoops, pile pockets, and roller systems. It allows less movement of the float system and provides increased float strength and stability. Battering of boarding float piles is required for all Oregon State Marine Board facility grant projects.
2. Transient Floats and Debris Booms
a. Piles for transient floats and debris booms should be driven vertical (plumb) within a tolerance of 5/8" in 10'.
Piling - 82
PILE CAP
PILE CUTOFF [lEV.
3/4"
BA TTER STEEL PILE 4' MIN. 3/4" PER 12" TOWARDS
THE WA TER (TYP.) 12"
100 YEAR FLOOD [lEV.
r MUDLlNf
20' MIN. ~
PENfT)LRATION i . ~ I I I I I I I I L ____ -l
BATTERED PILE
Piling - 83
PILf CAP
PILE CUTOFF [lEV.
I
4' MIN.
100 Y£AR FLOOD £L£V.
12" DlA. STEfL PILE
,~ MUDLlNf
20' MIN. ~ PfNfTRA TlON i V;
4 I , I I
I I
LL ____ J VERTICAL PILE
Piling - 84
I I
I
1/2" MIN. STEEL PLATE BOTH SIDE OF PILE
I 20' MIN.
12" DIA. STEEL PILE~
I I PENu'<r
RA TlON -rl~
i I I
I I
iii I
I/-:-/ __ ~/..-I ______ .i--_______ L ____ J "=:::: ........ -......
BATTER SUPPORTED PlLlNG
Piling - 85
PILE CAP
PILE CUTOFF £LEV.
2'
4' MIN.
700 YEAI? FLOOD £LEV.
rMUDLINE
C. Design
1 Preferred: Boarding float piles batter 3/4" per 12" toward the water.
2. Preferred: Transient float and debris deflector piles drive vertical.
III. CUT-OFF ELEVATION
A. General
1. Pile cut-off elevation should be at least 3.5 ft. above point where the pile hoop attaches the floating structure to the pile. For purposes of the illustrations, the assumed vertical distance from the pile hoop to the water line is 6 inches, which requires 4.0 ft from the 100 year flood elevation to the pile cut-off. The distance the pile hoop is located above the water line varies.
2. An adjustment to the cut-off dimension may be necessary when the hoop is located more than 6 inches above the water surface. Consult local FEMA or COE flood hazard maps. For coastal applications, the storm tide elevation for that site shall be used, instead of a 100 year flood elevation.
3. After the piles have been driven and cut off at the proper elevation, they should be capped with fiberglass or polyethylene cone-shaped white caps with a minimum thickness of 1/8". The pile caps discourage the nesting and roosting of birds on the piles and improve appearance. Bird droppings are unsightly, cause slippery deck surfaces, and are highly corrosive to metal parts on boats and floats. Pile caps can be fastened to wood piles with galvanized nails or screws and to steel piles with epoxy adhesives.
IV. SIZE. SPACING. ANP PENETRATION
A. General
1. A sufficient number of piles should be installed to permanently maintain position and location of the float and to resist anticipated lateral loads resulting from wind, waves, current, and impact forces from boats and debris.
2. The piles should have adequate penetration to resist the forces capable of bending or breaking the piling. The pile should fail in bending, not from lack of soil support. This is known as pile ''fixity.''
Piling - 86
B. Application
1. Pile size, spacing, and depth of embedment should be designed for the maximum combination of loads anticipated from wind, waves, current, impacts, and any other applied loads.
2. Pile driving can be accomplished from on shore or from a barge. Driving techniques include (1) drop hammer - a heavy weight is dropped onto the end of the pile forcing the pile into the ground, (2) vibratory - by vibrating the pile the soil is loosened and allows the pile to penetrate, (3) jetting - water is forced into the soil to displace it and allow the pile to penetrate. Because of the destructive nature of jetting, this technique should never be used.
3. Pile removal can be accomplished by pulling the pile completely out of the ground, cutting the pile at the mud line, or snapping the pile off.
4. There should be no more than two splices per steel pile. Splices should not be located in the mudbed or within 10ft. of the mudline. Splices should have beveled edges with full penetration welds.
5. Piles are commonly driven to a minimum of 20 ft. penetration in Oregon. This is a rule of thumb that has been verified by thousands of observations over many years. It is economical, easily obtained, and works well for the vast majority of situations. Adjust pile embedment if necessary due to local conditions known or suspected. Recording blow counts by the pile hammer can provide important information regarding adequacy of actual soil conditions.
6. Contractors driving piles should keep pile driving records for each pile driven. These records should include the length of pile driven, cutoff and tip elevations, size of hammer and rate of operation, and number of blows for each foot of penetration.
C. Design
1. Design float wind loading should be a based on a maximum 60 mile per hour wind, applied to the maximum allowable freeboard exposure. Due to high wave conditions associated with high winds, it is assumed that wind speed within 2 vertical feet of the water surface will not exceed 60 MPH.
2. Design freeboard for boarding floats should be assumed 12". Design freeboard for transient floats shou Id be assumed 15".
Piling - 87
3. Design boat wind loading should be based on a minimum 15 MPH wind for boarding floats, and 30 MPH for transient floats. It is applied to the average boat's total height above water line. The difference in wind speed is due to the different use patterns for each type of facility.
4. Boarding float design boat should be 20 ft. long with an average profile height of 3 ft. floating above waterline. Transient float design boat should be 40 ft. long with an average profile height of 8 ft. above waterline.
5. For boarding floats, it is assumed boaters would not use the facility during a maximum 60 MPH design storm. For transient floats, it is assumed the facility would be 50% occupied during the maximum 60 MPH design storm. For all floats, the combined float and boat wind loading should be not be applied concurrently, due to the "shadowing" effect that occurs from boats shielding the floats from the wind, or vice versa.
6. To calculate wind design, consideration must be given to unoccupied floats, partially occupied floats, and totally occupied floats, depending on the severity of the wind and boat occupancy. Worst case condition must be used (See Design Wind Load below).
7. Summary of minimum wind loads used for piling design:
Design Float Freeboard Design Boat Height above W IL Design Boat Length
Boarding Float 12"
Wind Speed wI 0% Boat Occupancy Wind Speed wI 50% Boat Occupancy Wind Speed w/1 00% Boats Occupancy
3' 20' 60+ MPH 30 MPH 15MPH
Design Wind Load per Linear Foot ot Float (See Above)
Transient Float 15" 8'
40' 60+MPH 60 MPH 30 MPH
Boarding Float Transient Float
0% Occupancy 45.0 plf 55.0 plf 50% Occupancy 7.0 plf 120.0 plf 100% Occupancy 3.5 plf 60.0 plf
Design Wind Load 45.0 plf 120.0 pit
8. Pile location should not deviate more than 1/2% from the design axis.
Piling -88
9. Severe environmental conditions should be considered on a case-by-case basis, and the design values adjusted accordingly. Wave and current loads are site specific, but are very significant and must not be neglected during design.
10. Pile Size
Preferred: 12" Dia. Steel Pile wI 1/2" thick walls
11. Pile Spacing
Preferred: 40 ft.
12. Pile Penetration
Preferred: 20 ft.
Piling - 89
90
GANGWAYS
I. CONSTRUCTION
A. General
1 . Gangways are walkways that are hinged at a pier or abutment with the other end supported by a transient or boarding float.
2. Gangways are typically used to provide pedestrian access between a fixed pier/abutment and a transient float. They provide a transition from land to water and vice versa.
3. The slope of the gangway varies with changing water levels. Elaborate designs to minimize inclined slope are generally impractical or cost prohibitive.
4. Slope can be improved by increasing the length of the gangway and/or lowering the elevation at the pier/abutment. Careful evaluation of DLW and DHW should be considered.
1-1 ~>-------------52'-6"-----------1
ALUMINUM GANGWA Y
1----------50'-0"-----------"
GANGWA Y - PROFILE
B. Application
1. Structural aluminum is the preferred material for gangway construction. Aluminum is strong, lightweight, and has excellent corrosion resistance.
2. The walking surface of the gangway should be constructed of a non-skid material to insure safe and adequate traction under all conditions. Non-skid aluminum grating has worked out very well except at locations where loaded hand trucks deform the grating or where significant bare foot traffic is anticipated. In those locations, fiberglass pultruded decking can be used. This type of decking is less abrasive making it far more comfortable for bare foot walking. It is also less likely to deform under heavy concentrated loads. Wood or metal cleats are not recommended.
Gangways - 91
3. There are no specified ADAAG or UBC requirements for gangway accessibility. Because DLW - DHW elevations generally exceed 5 ft. vertical, gangways often exceed the 8.33% maximum slope established for landside walkway and ramp applications. However, every effort should be made to incorporate barrier-free elements into the design wherever possible. This would include consideration of gap widths, obstructions, edge protection, handrails, abrupt changes in height, widths, trip points, etc.
4. Guidelines by ADAAG permit gangways to be up to 60 ft. in length without any intermediate landings. OSMB considers gangways to be "accessible" in this range provided other specified criteria is met. The 60 ft. length is inclusive of the transition plate at the bottom of the gangway.
5. Typically gangways are 4 feet wide. This dimension includes required handrails. Gangways should be no wider than is necessary to provide adequate room for the anticipated use. A 4 ft. wide gangway is suitable for most applications and will allow two people to safely pass each other. Wider gangways may be necessary at large, high use facilities.
r 42" MIN.
,__ 4' MIN. INSIDE WIDTH
HANDRAIL
34"
GANGWA Y - SECTION
GUARDRAIL
4" MAX. RAILING SPACING
6. Guardrail height shall be a minimum of 42" above the walking surface. Handrails shall be provided on both sides of the gangway at a height of 34". The handrail shall extend 12" beyond the float end of the gangway with a 6" radius return. Intermediate railing on each side of the gangway shall be spaced such that a 4" sphere will not pass through the railing. A 4" wide kickplate shall be installed along the bottom sides 1"-2" off the walking surface. These dimensions are consistent with UBC requirements.
Gangways - 92
c.
7. Ultra high molecular weight rollers should be provided under the float end of the gangway to allow free travel under varied water levels. Rollers should bear at all times on aluminum plates attached to the float. Some means of restraint should be applied to the plates to minimize lateral movement of the gangway.
8. In cases where the landside connection for the gangway is below design high water, flotation pods should be considered on the underside of the gangway to float the gangway off the abutmenUpier. In these situations piling or some other means of lateral support should be provided at least at the shore end of the gangway. If no piling is provided at the float end, some type of blocking/stop shall be provided at the downstream side of the gangway to keep the water flow from pushing the gangway off of the float.
9. Float deck elevation at design low water is the basis for determining maximum slope. Every effort should be taken to maintain as flat a slope as possible. Preferably the slope should be less than 3 horizontal to 1 vertical.
Design
1. Gangway Width
Preferred/Minimum: 48"
2. Gangway Length
Preferred: 50 ft. Minimum: N/A Maximum: 60 ft.
3. Guardrail Height (above walking surface)
Required: 42"
4. Hand Rail Height (above walking surface)
Required: 34"
5. Railing Spacing:
Required: So a 4" Sphere Will Not Pass
Gangways - 93
6. Gangway Slope
Preferred: Minimum: Maximum:
II. LANDSIDE CONNECTIONS
A. General
Less than 3 to 1 N/A (less slope is better) 2.5 to 1
1. There are three types of lands ide connections typically used for gangways (1 ) fixed timber pier, (2) concrete abutment and, (3) timber bulkhead. Each is well suited for different site conditions at the point of connection.
ABUTMENT
FIXED PIER - PLAN &- PROFILE
GANGWAY
GANGWA Y - PROFILE
Gangways - 94
GANGWAY
FIXED PIER
TRANSIENT FLOAT
PILING
GANGWA Y - PLAN
B. Application
1 . A timber pier is the most versatile means of connection. It can be constructed into the bank or extend out over a gradually sloped or eroded bank. It does not require the need for concrete trucks or mixers. The supporting piles provide both vertical and horizontal support for the pier. There is little concern of potential bank erosion provided adequate pile penetration has been achieved. Piers work well with steep or shallow sloped bank lines and can be used to extend the gangway out over the bank line.
2. A concrete abutment requires a stable bank line for construction. The concrete abutment generally requires deep water adjacent to the shore line so the floats supporting the gangway will not ground out. Access to the site for a concrete truck is desired.
3. A timber bulkhead works well at sites where there is a steep bank and access to a primitive or non-hard surface trail. A timber bulkhead system consists of timber planks attached to the backside of two adjacent piles. The timbers hold the soil back and provide a place to anchor or support a gangway or bridge. These have been successfully used on islands where concrete trucks cannot access or where the cost or feasibility of a fixed pier is not warranted.
4. Guardrails should be used at any point along the sides or face of the landside connection when the distance from the walking surface to the ground exceeds 3~''.
Gangways - 95
c. Design
1. Preferred: Concrete Abutment if site conditions are suitable, or:
2. Timber Pier if concrete abutment not feasible.
III. DESIGN LOADS
A. General
1. Gangways are generally transitory use structures and not subject to sustained live loads. However, if sustained or excessive live and/or dead loads are anticipated then this should be taken into account.
2. Gangway use can be varied. Normally, intermittent pedestrian traffic is all that is anticipated. In other applications where heavy loads are trucked up and down the gangway, utility lines are attached, or pedestrians densely congregate, increased loading criteria should be considered.
B. Application
1. Design should be based on 50 psf live load for intermittent pedestrian use. If heavier use is anticipated then a 100 psf loading should be used.
2. Gangways should be designed to minimize dead loads transmitted to transient floats.
3. Gangways should be designed to withstand wind and impact loads that may reasonably be expected to occur during the life of the structure.
c. Design
1. Gangway Live Loads
Minimum:
Minimum
50 Pounds Per Square Foot (light loading applications)
100 Pounds Per Square Foot (heavy loading applications)
Gangways - 96
DEBRIS DEFLECTION BOOMS
1. DEBRIS DEFLECTION BOOMS
A. General
1. Boating facilities located on rivers in Oregon, exposed to the flow of water, are exposed to varying amounts of floating debris during periods of flow above Ordinary High Water (OHW), or Mean Higher High Water (MHHW) in tidal areas. These high flows usually occur during the winter months.
2. Launch ramps are not affected, unless they have boarding floats and piles. If boarding floats are removed during high water seasons, the risk of trapping debris is greatly reduced. Transient floats are always affected to some degree.
3. Location of the facility, flow velocities, orientation of flow, and topographical features help determine the need for a debris deflection boom. There is no need for a boom if the facility is located in a boat basin, eddy area, or protected by jetties, groins, or sheet piles.
4. The level of exposure, and value of the facility being protected, helps determine the need and type of upstream device, which is called a debris deflection boom.
5. Deflection booms are therefore highly site dependent, and mayor may not be warranted. At certain locations they are considered critical to assure a measure of safety and reduce operations and maintenance costs.
6. A complete engineering analysis is essential to successful design and installation of a debris deflection boom.
B. Application
1. A site survey and analysis of all available hydrological data are necessary. Flow velocities, direction of flow, angle between the facility and flow direction, and extent of water level fluctuations are of particular importance, to ensure maximum protection for downstream facilities is achieved.
Debris Deflection Booms - 97
2. A significant amount of large (over 6" dia.) woody debris must be available along the river edges upstream from the facility, to warrant a protective boom installation. In coastal bays consideration should be given to driftwood transported either on ebb or flood tides.
3. Log Booms
a. Booms comprised of floating logs were common in the past, and at some locations are still the most feasible cost effective solution. A single log design is simple and relatively inexpensive. Three logs floating side by side, and connected together, provide greater protection, but are more costly to construct.
b. Log booms are suitable at locations where the flow velocities at OHW and above are low, not to exceed 5 feet per second The boom helps keep debris from accumulating along the floats and/or on the launch ramp.
c. Floating log booms have obvious limitations. It is not feasible to obtain a reasonable length log (40') with minimum diameter greater than about 12". This provides about 6" above the water surface, and 6" below, of protection. There is very little deflection of the current, to assist in the self-cleaning of the boom. Submerged debris tends to float under the log, and/or over the top. Also, there are discontinuities at the connections between the adjacent 40' lengths of logs. These limitations combine to often result in a collection, rather than a deflection, of floating debris. If these materials are not removed, a costly maintenance procedure, the accumulation and resultant current forces may result in complete destruction of the boom during annual high water events.
Debris Deflection Booms - 98
LOG CONNECTIONS SECURED wi CHAIN
12" DIA. STEfL PILE
SECURE LOGS TO PILING wi PVC COVERED CHAIN
FLOOD
~-----5'O~R~P------~ 2 EBB
SINGLE LOG DEBRIS DEFLECTION BOOM
12" MINIMUM DIAMETER LOGS
SECURE LOGS wi THRU-BOLT CONNECTORS
f 2" DIA. STEfL PILE
TRIPLE LOG DEBRIS DEFLECTION BOOM
Debris Deflection Booms - 99
4. Poly-Pipe Deflection Booms
a. A heavy-duty boom design was developed by the Marine Board and first installed in 1996. It is constructed of two 24" diameter polyethylene pipes, stacked one of top of the other, and connected with a steel beam placed lengthwise between the two pipes. Joints are smoothly connected every 40'. This boom floats with approximately 14" freeboard above the water, and extends 34" below the water surface. The system is designed to be free floating at all times.
b. Poly-Pipe booms are designed to be self-cleaning, and are applicable at locations where the flow velocity at OHW and above exceeds 5 feet per second. Without self-cleaning design, major debris collection and high flow velocities may result in the destruction of the boom.
c. The polyethylene pipe boom, with its stacked design, has more height/depth than logs and provides an increased degree of self-cleaning action, in part due to the deflection of the current. In addition, the boom creates a strong current with a distinct arc at the end of the boom that deflects debris away from the facility downstream.
24" 0.0., SDR 21 P[ 3408 HIGH MOL[CULAR W[fGHT POLY PIP[S (TYP.)
POLY PIP[ BOOM S[CTION
Debris Deflection Booms - 100
STefL PIL[
'-STefL PIL[ HOOP
STefL HOOP PLA T[
RUB BLOCK
d. The poly-pipe boom is expensive, but highly effective and able to deflect significant amounts of large debris, with little maintenance required. It had been installed at five locations in Oregon by the end of 1998, with much success.
c. Design
1. Provide a minimum of 10' clear distance from the end of the boom and any downstream structure, such as floats or boat ramp. If boats need to pass between the boom and a downstream structure, increase the clear distance, based on navigational channel width guidelines.
2. Extend end of boom into the current at least equal to the outer edge of any floats, measured on a line parallel with the current flow direction. Consider deflecting arc of current provided by polyethylene booms, which sometimes need only extend to within 5' of the outermost edge of floats.
3. Shore-end of boom shall be angled upstream. The angle with the current direction shall be 45° or less, to properly deflect the debris.
a. Log booms are most effective at a 200 to 30° angle,
b. Poly-Pipe systems work well with a 45° angle.
4. Poly-Pipe booms are typically designed to be in the water at OLW and floating all of the time
5. The boom should be terminated at the top of bank, which is usually the point where flow velocities diminish during periods of very high water. For both log and poly-pipe boom designs, at the shore-end connection, segmented booms comprised of short pieces of logs (10' or 20') may be needed on steep banks.
6. Piles provide support for the floating defection boom, and must be designed to withstand all structural forces imposed by the current, and impact of floating debris. Length of pile from mud line to high water line affects pile spacing and design. Velocity of current, and size of the anticipated floating debris are to be considered when determining the appropriate impact forces to be used for pile design.
Debris Deflection Booms - 101
7. Steel piles, 12" nominal diameter with 1/2" thick wall, are the minimum design, with spacing determined by engineering design. Batter piles may be required to provide necessary support for the vertical piles.
\ ORDINARY LOW WAT[R
~ '\ / TOP OF BANK
\/
D[BRIS D[FL[CTION BOOM
" .• ,' ,w. """" I ~I , ___________________________________ \ __ _
LAUNCH RAMP
FLOATS
STEfl PILE
PLAN VIEW - DEBRIS DEFLECTION BOOM
Debris Deflection Booms - 102
PARKING AND ROADWAYS
I. ACCESS ROADS
A. General
1. Access roads are defined as those roadways that lead from the main thoroughfare to the parking area and launch ramp. Typically access roads do not serve other non-boating related areas. The main thoroughfare is considered a public roadway or a primary roadway within a park.
2. All the maneuverability guidelines are based on the dimensions of a design vehicle with boat and trailer. The tow vehicle is 19 ft. long and the trailer with a boat is 26 ft., maximum width is 8.5 ft. These dimensions represent a vehicle/boat trailer combination that is larger than the average. By designing for this size combination then maneuverability for smaller more typical vehicle/boat trailer combinations will be enhanced.
PATH OF FRONT OVERHANG"'\ - - t - --........ lPATH OF RIGHT >/:;-- I ---................ FRONT WHEEL
/// ........ " // I ,,~
// Ai .... ~~ // ~ I ~\
II I \\ II .... __ +--_ \\
/ / ./ I ........ " \\
{' 1/ I ~ -j I f - - -.-L - -+---~ ~...n-----:!-;.--.-: , / TURNING RADII
I' ,
" {
DESIGN VEHICLE
" { " I
s' " I~PATH OF REAR " -.L r TRAILER WHEEL II T I
1 45'
II / /1 / II I II I II I
DESIGN BOAT .t TRAILER
/-8'-\ I I
TURNING PATH FOR DESIGN VEHICLE/TRAILER COMBINATION
Parking and Roadways - 103
18'
-+ 8'
B. Application
1. Access roads should be a minimum of 12 ft. wide, per lane, for two-way traffic and 15 ft. wide for one-way traffic. Travel shoulders are usually not required.
2. Curves
a. Curves greater than 45 degrees on one-way roads should use nonparallel outside/inside curves to allow for adequate wheel travel through the curve. The minimum outside curve radius should be 30 ft. The minimum inside curve radius should be 27 ft. For every additional 5 ft. of outside curve radius an additional 3 ft. should be added to the inside curve (Le. 35 ft. outside/ 30 ft. inside, 40 ft.l 33 ft., etc.). At this rate parallel curves will be achieved when the outside radius is 60 ft.
b. Curves greater than 45 degrees on two-way roads can use parallel outside/inside curves. Minimum inside radius should be 35 ft.
c. Curves less than 45 degrees may use parallel inside/outside curves provided the inside curve is not less that 30 ft. radius.
d. Curves greater than gO degrees should be avoided.
3. Grades should not exceed 17%. Changes in grade (grade breaks) should not exceed 20%. Vertical curves (20 ft.· min.) should be provided for any change in grade greater than 7%.
4. Two-way access roads should be oriented as perpendicular as possible to the main roadway that serves the facility. One-way access roads should be oriented so that a turn no greater than gO-degrees is required onto the main roadway. Access roads should be straight with grades not exceeding 5% within 50 ft. of the main roadway.
5. All access roads should be paved with a minimum of 2" asphaltic concrete over a 6" compacted crushed rock base (3/41_0"). When paving an eXisting gravel access road the base can be reduced to 3". No base is required when overlaying an existing asphalt or concrete access road in fair to good condition. Deteriorated areas of asphalt or concrete should be removed and brought to grade prior to paving.
6. Gravel access roads should have a minimum 6" of well graded and compacted 3/4"-0" crushed rock. Heavy use may warrant an additional 6" layer of 1-1/2"-0" crushed rock below the 3/4"-0" layer.
Parking and Roadways - 104
7. Base course should extend a minimum of 12" beyond the edge of the asphalt before sloping to grade at a minimum 2 to 1 slope.
8. Curbing, if used, should be extruded or cast-in-place concrete. Nominal dimensions should be 6"x 6". The face of curb should be set a minimum of 12" from the edge of asphalt. Minimum dimensions are always given to face of curb.
9. Access roads should be graded to allow for sheet draining off the sides. If an access road is curbed then curb cuts should be provided every 20 ft. and at all low points. If sheet draining of any portion of an access road is not possible then catch basins should be provided to collect and divert all water. No area should be graded as to allow for standing water.
10. All access roads should have any necessary traffic control signs. All asphalt surfaced access roads should be striped and painted with appropriate traffic control markings as required (see guidelines for signage and striping, separate publication).
C. Design
1 . Lane width
Preferred/Min.: 12 ft. (Two-way) 15 ft. (One-way) Maximum: N/A
2. Inside Radius of Curves Less Than 45 degrees
Preferred: Minimum: Maximum:
As Large as Possible 30 ft. 300 ft.
Outside curve radius should be a parallel offset of the inside curve
3. Inside Radius of Curves 45-90 Degrees (two-way travel)
Preferred: Minimum: Maximum:
As Large as Possible 35 ft. 100 ft.
Parking and Roadways - 105
4. Inside/Outside Radii of Curves 45-90 Degrees (two-way travel)
Outside Radius 30 ft.
Inside Radius 27 ft.
35 ft. 30 ft. 40 ft. 33 ft. 45 ft. 36 ft. 50 ft. 39 ft 55 ft. 42 ft. 60 ft. 45 ft. 60+ ft. Parallel offset distance
5. Access Road Grades and Cross Slopes
Preferred Grade: 1%-10% Minimum Grade: N/A Maximum Grade: 17%
6. Access Road Changes in Grade
Preferred Cross Slope: Minimum Cross Slope: Maximum Cross Slope:
Preferred: Minimum:
1%-7% (no vertical curve required) N/A
0%-2% N/A 5%
Maximum: 20% (min. 20 ft. vertical curve required if over 7%)
II. STAGING AREAS
A. General
1. Staging areas include "ready" and ''tie-down'' spaces that can be provided when approaching and leaving the maneuver area respectively. These spaces provide boaters the opportunity to prepare their boats and trailers without spending extra time in the maneuver area, access road, or on the ramp. This reduces congestion and increases ramp efficiency.
2. Staging areas for one and two lane ramps should be added only as space allows. Parking areas should be maximized and an adequate maneuver area provided before considering staging areas. Parking and maneuver areas at small facilities (one launch lane) should not be compromised for the sake of providing staging areas. Larger facilities (two or more lanes) should have at least one ready area and one tie-down area.
Parking and Roadways - 106
B. Application
1. The preferred size is 12 ft. wide by 60 ft. long. Spaces are located adjacent and parallel to either or both sides of the access road. Spaces should be located along a straight or gently curved (radius greater than 100 ft.) stretch of the access road. Spaces should be located no closer than 40 ft. from the maneuver area.
2. Ideally, one space of each should be provided for every launch lane. However, site constraints will dictate the actual number of spaces.
3. All staging areas should be paved with a minimum of 2" asphaltic concrete over a 6" compacted crushed rock base (3/4"-0"). When paving an existing gravel staging area the base can be reduced to 3". No base is required when overlaying an existing asphalt or concrete staging area in fair to good condition. Deteriorated areas of asphalt or concrete should be removed and brought to grade prior to paving.
4. Gravel staging areas should have a minimum 6" of well graded and compacted 3/4"-0" crushed rock.
5. Base course should extend a minimum of 12" beyond the edge of the asphalt before sloping to grade at a minimum 2 to 1 slope.
6. Curbing, if used, should be extruded or cast-in-place concrete. Nominal dimensions should be 6"x 6". The face of curb should be set a minimum of 12" from the edge of asphalt. Minimum dimensions are always given to face of curb.
7. Staging areas should be graded to allow for sheet draining off the sides. If the staging areas are curbed then curb cuts should be provided every 20 ft. and at all low points. If sheet draining of any portion of the staging areas is not possible then catch basins should be provided to collect and divert all water. No area should be graded as to allow for standing water.
8. All staging areas should have signs posted. All asphalt surfaced staging areas should be striped and painted with appropriate pavement markings as required (see guidelines for signage and striping, separate publication).
Parking and Roadways - 107
c. Design
1. Number of Ready and Tie-Down Spaces
Preferred: Minimum: Maximum:
One Ready and one Tie-down per launch lane None for 1 lane ramps, one of each for 2+ lanes Two of each per launch lane
READY. TIE-DOWN. ct MANEUVER AREAS
III. MANEUVER AREA
A. General
1 . A maneuver area is located at the top of the ramp and provides an area for boaters to align their trailers with the ramp prior to backing down the ramp.
2. Adequate space for the maneuver area should be considered when siting the launch ramp.
Parking and Roadways - 108
3. A perpendicular approach to the maneuver area is preferred. Avoid a head-in approach (vehicle pointing toward the ramp). This angle of approach makes it very difficult for the driver to get the vehicle and trailer turned and in-line with the ramp within the confines of the maneuver area. The approach should always enter the maneuver area at or near the top of ramp. A vehicle should not be required to make greater than a gO-degree turn, within the designated maneuver area, in order to be in position to launch.
B. Application
1. The maneuver area should be as wide as, and in-line with, the ramp. Length should be a minimum of 40 ft. from the end of the approach curve. The approach curve should be a minimum 15 ft. radius.
2. The slope of the maneuver area should always be toward the launch ramp. A 0% slope is permissible but should be avoided. Cross slope should be 0% with a maximum 2% allowed.
3. The approach and departure lanes to and from the maneuver area should be a minimum of 15 ft. wide per lane.
4. The maneuver area should be paved with a minimum of 2" asphaltic concrete over a 6" compacted crushed rock base (3/4"-0"). When paving an existing maneuver area the base can be reduced to 3". No base is required when overlaying an existing asphalt or concrete maneuver area in fair to good condition. Deteriorated areas of asphalt or concrete should be removed and brought to grade prior to paving.
5. A gravel maneuver area should have a minimum 6" of well graded and compacted 3/4"-0" crushed rock.
6. Base course should extend a minimum of 12" beyond the edge of the asphalt before sloping to grade at a minimum 2 to 1 slope.
7. Curbing, if used, should be extruded or cast-in-place concrete. Nominal dimensions should be 6"x 6". The face of curb should be set a minimum of 12" from the edge of asphalt. All corners should be radiused following the guidelines for access roads. Minimum dimensions are always given to face of curb.
8. All maneuver areas should have signs posted. All asphalt surfaced maneuver areas should be striped and painted with appropriate pavement and traffic control markings as required (see guidelines for signage and striping, separate publication).
Parking and Roadways - 109
C. Design
1. Maneuver Area Grades and Cross Slopes
Grade toward ramp
Preferred: Minimum: Maximum:
IV. PARKING AREA
A. General
1%-5% 0% 10%
Cross Slope
Preferred: 0% Minimum: N/A Maximum: 2%
Length
Preferred: 50 ft. Minimum: 40 ft. Maximum: N/ A
1. Launch ramps must have an adjacent boat trailer and single car parking area thElt is safe, convenient, and properly sized.
2. Launch ramps serve the boating community. Consequently, an available parking area should be utilized to maximize the number of boat trailer spaces. However, an increasing number of people arrive at boating facilities in single cars to participate in boating activities. Single car parking, for boating associated use, should be 30% of the boat trailer spaces. Additional space may be warranted if adjacent activities are provided (e.g. picnic and day-use areas).
3. Ease of maneuverability and clear, unquestionable direction of flow are of primary importance in the design of parking areas. This will relieve congestion, gridlock, and irregular parking.
4. Every effort should be made to maintain a one-way grid system within the parking area. One-way grid systems improve traffic flow and help eliminate indecision on the part of drivers. Curbing is one of the best ways to define the flow of traffic. Proper placement of curbs will direct drivers in the correct direction. At any point-of-decision the direction of travel should be evident. Intersections should be avoided. If it is not possible to avoid the use of an intersection, one or both lanes of traffic should be required to stop.
5. All the maneuverability guidelines are based on the dimensions of a design vehicle with boat and trailer. The tow vehicle is 19 ft. long and the trailer with a boat is 26 ft., maximum width is 8.5 ft. These dimensions represent a vehiclelboat trailer combination that is larger than the average. By designing for this size combination then maneuverability for smaller more typical vehicle/boat trailer combinations will be enhanced.
Parking and Roadways - 110
6. The parking space guidelines are based on the same design vehicle combination less the boat. This reduces the overall length from 45 ft. to 42 ft. Consequently this combination extends 2 ft. beyond the ends of the typical 40 ft. long parking space. However, overhangs of up tp·4 ft. ·are acceptable without impacting the aisles. Once again, the typicafsitaUer vehicle/trailer combination fits well within the 40 ft. parking space.
7. Road ways within the parking area (excluding access roads and areas where vehicles maneuver in and out of parking stalls) should use road widths of 20 ft. This width will aid in the ease of maneuvering trailered vehicles throughout the parking area.
6 '-1 - ~~ t rl <1m <1m 12' 26'
L~ 9' TYP.-\ !- -c> + -c> 12'
~o
• NOTE: DIMENSIONS GIVEN FROM FACE OF CURB
SINGLE CAR PARKING LA YOUT (HEAD-IN. TWO WA y)
30'R -t> 25'
20'R
15' <> 25'
NOTE:
DIMENSIONS GIVEN FROM FACE OF CURB.
20'R 30'R -c> 25' 30'R
TRAILER PARKING LAYOUT (pULL-THROUGH)
Parking and Roadways - 111
NOT£· DIMENSIONS GIVEN FROM FACE OF CURB
PARKING LA YOUT (HEAD-IN. TWO WA y)
224'
NOTE: DIMENSIONS GIVEN FROM FACE OF CURB
PARKING LA YOUT (HEAD-IN. ONE WAY)
Parking and Roadways - 112
B. Application
1. Boat trailer spaces should be a minimum of 10ft. wide by 40 ft. long. Parking spaces can be angled at 45, 60, and 90 degrees. Angles of 60 degrees are preferred. The 40 ft. length is a parallel offset distance from the front of the space to the back. By keeping a constant distance front to back the actual length of each angled space will increase as it deviates from 90 degrees.
2. Project designs should incorporate angled pull-through boat trailer parking spaces to the maximum extent possible. Pull-through spaces relieve boaters from having to back their trailers out of the parking space.
3. Where possible the parking area should be located immediately adjacent to the ramp. Avoid long distance separation of parking area from launch ramp or separation by an intervening public roadway.
4. There should be sufficient parking spaces to meet the expected demand on a normal peak day during the boating season.
5. To the extent possible, car only areas should be separated from designated boat trailer parking areas. However, car spaces can often be incorporated into the unusable areas at the end of aisles. The number of car spaces should equal 30% of the boat trailer spaces provided.
6. Large visual expanses of asphalt paving are to be avoided through the use of appropriately placed planter islands and planter strips every 15-20 spaces. These planter areas should also be used as a primary means of directing and controlling traffic flow. The interior of islands should not be paved so as to allow for landscaping.
7. Finish parking area grades should be a minimum of 1%. Every effort should be made to hold the maximum grade to 5%. Parking areas should not have grades in excess of 7%. Grade changes in excess of 10% should be avoided. Cross slopes should be as flat as possible with a max. 5% allowed.
8. Avoid any boat trailer parking spaces that require backing up a grade greater than 3%.
9. Design parking aisle widths for various configurations are given in the Design Aisle Widths diagram.
10. Refer to the Design Parking Area Layout diagram for illustration of typical elements often found in a one-way grid system parking area.
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11. Accessible Parking
a. Accessible parking spaces and access aisles shall meet the design requirements as specified in the Americans With Disabilities Act Accessibility Guidelines (ADAAG), Oregon Uniform Building Code (UBC) and any local codes. As a guideline, boat trailer spaces should be 10ft. wide and access aisles 5 ft. wide. Car spaces should be 9 ft. wide and access aisles 6 ft. wide. At least one (1) boat trailer access aisle and one (1) single car access aisle shall be provided for van accessibility.
b. Parking areas at boating facilities contain both single car spaces and boat trailer spaces but the total number of all spaces should be used to determine the number of accessible designated spaces required. There should be a minimum of one of each type provided with all additional accessible spaces proportionately applied to each type. For example; 100 boat trailer spaces and 30 car spaces (130 total) requires 5 accessible parking spaces. Since 100 boat trailer spaces represents 77% of all spaces then 77% of the 5 accessible spaces should be of boat trailer size (4 boat trailer and 1 single car).
c. Accessible parking spaces should be grouped together and share access aisles wherever possible (Le. two spaces are allowed to share a common access aisle).
d. Boat trailer spaces should be located as close as possible to the top of launch ramp. Car spaces should be located as close as possible to an accessible restroom. If no restroom exists, spaces shou Id be located as close as possible to the top of launch ramp.
e. The very design of a functional launch ramp does not fit the UBC or ADAAG requirements for upland applications. Currently there are no ADAAG guidelines for accessible routes from parking areas to launch ramps or floats. The OSMB considers that the parking area and travel lanes provide an accessible route to the top of ramp.
12. All parking areas should be paved with a minimum of 2" asphaltic concrete over a 6" compacted crushed rock base (3/4"-0"). When paving an existing gravel parking area the base can be reduced to 3". No base is required when overlaying an existing asphalt or concrete parking area in fair to good condition. Deteriorated areas of asphalt or concrete should be removed and brought to grade prior to paving.
13. Gravel parking areas should have a minimum 6" of well graded and compacted 3/4"-0" crushed rock.
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14. Base course should extend a minimum of 12" beyond the edge of the asphalt before sloping to grade at a minimum 2 to 1 slope.
15. Island curbing, if used, should be extruded or cast-in-place concrete. Nominal dimensions should be 6"x 6". The face of curb should be set a minimum of 12" from the edge of asphalt. All outside corners should be radiused. Avoid inside comers with angles less than 90 degrees. Minimum dimensions are always given to face of curb.
16. Perimeter curbing, if used, should be extruded or cast-in-place concrete. Nominal dimensions should be 6"x 6". The face of curb should be set 12" from the edge of asphalt.
17. All parking areas should have any necessary signs posted. All asphalt surfaced parking areas should be striped and painted with appropriate pavement and traffic control markings as required (see guidelines for signage and striping, separate publication).
18. All head-in parking spaces without curbs require wheel stops placed a minimum of 2 ft. from the end of the space. Wheel stops should be a minimum of 6" square by 8 ft. long and securely anchored to the parking surface.
19. All sidewalks should be a minimum of 5 ft. wide and placed so that no vehicle overhang encroaches the sidewalk. Curb cuts with ramps shall be provided to access all sidewalks from the parking area. All accessibility and building codes shall be adhered to.
20. Parking areas should be graded to allow for sheet draining off the sides. If the parking area is curbed then curb cuts should be provided every 20 ft. and at all low points. If sheet draining of any portion of the parking area is not possible then catch basins should be provided to collect and divert all water. No area should be graded as to allow for standing water.
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S'R
5'R
25' /
/
/
/' /'
/' /'
~-----~'------~
15'
OESIGN PARKING AREA LA YOUT 12' 12'
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TWO WAY TRAFFIC Y
¢ B X Y
45" 40' 20' 25'
60" 40' 25' 25'
DESIGN AISLE WIDTHS FOR PULL THROUGH PARKING SPACES
<i= TWO WAY TRAFFIC
=C>
¢ B X Y
45" 40' 25' 25'
60" 40' 30' JO'
90" 40' 40' 40'
DESIGN AISLE WIDTHS FOR HEAD-IN PARKING SPACES
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x <i= ONE WAY TRAFFIC
X <i= ONE WAY TRAFFIC
C. Design
1 . Parking Space Angles
Preferred: Minimum: Maximum:
60 degrees 45 degrees 90 degrees
2. Boat Trailer Parking Space Dimensions
Preferred: Minimum: Maximum:
10' x 40' 10' x 35' N/A
Single Car Parking Space Dimensions
Preferred: Minimum: Maximum:
9' x 20' 8' x 15' N/A
3. Boat Trailer Parking Space Type
Preferred: Pull-through Acceptable: Head-in Unacceptable: Parallel
4. Number of Boat Trailer Spaces per Launch Lane
Preferred: One Lane 30 Spaces 10 "
Two Lanes 60 Spaces 30 " 100 "
Three Lanes Four Lanes 90 Spaces 120 Spaces
Minimum: 60 " 90 " Maximum: 50 " 150" 200"
5. Number of Single Car Parking Spaces Required
Preferred: 30% of boat trailer spaces Minimum: 1 0% of boat trailer spaces or a minimum of 3 Maximum: 50% of boat trailer spaces
6. Parking Area Grades and Cross Slopes
Preferred Grade: 2%-5% Minimum Grade: 1 % Maximum Grade: 7%
Preferred Cross Slope: Minimum Cross Slope: Maximum Cross Slope:
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1%-2% N/A 5%
7. Parking Area Changes in Grade
Preferred: 1 %-5% Minimum: NI A Maximum: 10% (provide vertical curve if greater than 7%)
8. Boat Trailer Backing Up Grades
Preferred: 0%-2% Minimum: N/A Maximum: 3%
9. Aisle Widths
Preferred: See Design Aisle Width diagram for Values Minimum: 5 ft. less than values in diagram Maximum: N/A
10. 90-Degree Corner Inside Radius
Preferred: 20 ft. - 40 ft. Minimum: 15 ft. Maximum: N/A
11. Accessible Parking Spaces
Total Parking Spaces 1 to 25
26 to 50 51 to 75 76 to 100
101 to 150 151 to 200 201 to 300 301 to 400
Minimum number of Accessible spaces
1 2 3 4 5 6 7 8
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120
RESTROOMS
I. RESTROOM FACILITIES
A. General
1. Restroom/toilet facilities should be provided at all boating facilities. Depending on the anticipated facility use, duration of use, location, and anticipated vandalism there are different types of sanitary facilities that will serve the need.
2. Vandal resistant construction materials and fixtures should be used for restroom/toilet construction.
B. Application
1. Typically sanitary facilities are located as close to the launch ramp as practicable. The design standard is to site a restroom/toilet within a 200 ft. radius of the top of ramp.
2. Sanitary facility construction shall meet all local, state, and federal public health and building code requirements.
3. Restroom/toilet structures shall be designed to meet all accessibility requirements for persons with disabilities in accordance with ADAAG and UBC.
4. Trash receptacles should be provided near the ramp, restrooms, and any other appropriate areas. This helps keep the facility clean and, in the case of vault or composting units, keeps trash out of the tanks.
5. Building materials such as concrete masonry block, brick, precast concrete, stainless steel fixtures, ultra high molecular weight (UHMW) plastic partitions, and interior and exterior finishes tend to be vandal resistant and assist in facility clean up and longevity.
C. Design
1. Proximity to top of launch ramp
Preferred: within 200 ft. radius
Minimum: N/A
Maximum: 400 ft. radius
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II. SELECTION. SIZING. AND SITING
A. General
1. Permanent sanitary facilities should be provided at all boating facilities unless the facility is so small or seldom used that it is not feasible. Temporary toilets may be used at small low use facilities.
2. Sizing the sanitary facility to match the anticipated need is based on the number of parking spaces and any other adjacent anticipated use.
3. A flush restroom is preferred if a municipal sanitary sewer or on-site drainfield system is within a reasonable distance.
4. Whenever possible the restroom structures should be constructed above the 1 DO-year flood elevation. This is often not practical due to the topography or distance from the launch ramp. If the distance to the restroom is too great then users will tend not to use it. The minimum floor elevation of restrooms should be 1 ft. above OHW.
5. The OSMB has successfully placed flush, vault, and composting toilets within the floodplain without making the structures "flood proof." During high water utilities are disconnected and the structure is closed to public use and allowed to be submerged. Other than cleanup, damage is minimal.
6. Consult floodplain, Federal Emergency Management Agency (FEMA) flood insurance rate maps and local sanitation authorities prior to locating any sanitary facilities.
B. Application
1. There are four basic types of sanitary facilities that are typically offered at recreation boating facilities: flush restroom, vault toilet, composting toilet, and temporary toilet. Each design is intended for different sites, use, maintenance, and durability.
2. When selecting and sizing a restroom/toilet consider the anticipated use from the facility and adjacent uses such as a day use park. In some cases the boating facility/park is used as a rest area if located along a busy highway.
3. Typically one toilet fixture is required for every 39 parking spaces or fraction thereof. Small sanitary facilities with one and two stalls are typically unisex.
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4. Often before the planning department will allow construction in a flood zone, two reports will need to be made. A hydrostatic and hydrodynamic evaluation of the flood waters affect on the structure and an evaluation of the structures impact on the base flood elevation. Both reports are required to be done by a registered engineer.
5. If a restroom is to be constructed within the flood zone, every attempt should be made to keep the finish floor of the building as high as possible. At the very minimum the structure should be sited 1 ft. above OHW.
6. By keeping the electrical components of the restroom (e.g. hand dryers, service panel, control panels) above OHW, post flood start up time and cost will be reduced. If the design requires a surge tank, it should be anchored to the floor. This will keep the buoyancy of the tank from overcoming the strength of the plumbing fittings as the flood waters rise.
7. Often a restroom can be conveniently sited by placing it on structural fill material. However, fills in excess of 5 feet should be avoided. When restrooms are constructed on higher ground, to reduce the impact of flood waters, disabled access may become a challenge. Any ramped walkways from the parking area to the restroom need to be constructed with slopes and run lengths that comply with ADAAG and UBC requirements.
C. Design
1. Sizing (number of toilet stalls to all parking spaces)
0-39 parking spaces 40-79 parking spaces 80-159 parking spaces
2. Floor Elevations
1 toilet stall 2 toilet stalls 4 toi let stalls
Preferred: Minimum:
1 foot above 100 year flood elevation 1 foot above OHW
Maximum: N/A
III. FLUSH RESTROOM
A. General
1. Flush restrooms are preferred by users at larger, high use boating facilities and where on-site or municipal sewage disposal, water, and electricity are available.
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2. Flush restrooms are typically easier to maintain than other types.
B. Application
1. The restrooms have more components (mirror, lavatory, urinal, water closet, hand dryers, etc.) that may be vandalized. However, if these components are fabricated from stainless steel they are relatively vandal resistant.
2. Generally the restrooms are located below gravity service to the local sewer system and may require a wet well with lift station to pump the sewage up to the municipal system. Gravity systems are preferred.
3. Heaters are an option where the restroom will be used during freezing weather. The heaters are designed to keep the temperature in the restroom around 45 degrees, just enough to keep the pipes from freezing. Otherwise the facilities are winterized and closed for the season.
4. The OSMB has developed a standard design constructed of split-faced masonry block. Masonry block is durable and attractive. It has proven to withstand the effects of flooding with minimal damage.
C. Design
1. Flush restrooms are available in several sizes: single room unisex, two-room unisex, two-room four stall, and two-room six stall.
2. Flush restrooms need the full range of utilities, municipal sewer system or onsite disposal, municipal or well water, and electricity.
3. Since water is available an accessible drinking fountain should be provided at the restroom.
4. If there is access to a telephone line then a telephone should be provided at the restroom.
IV. VAULT TOILET
A. General
1. A vault toilet collects the waste in a concrete vault under the toilet until a pumper truck pumps out the vault, hence the name vault toilet. There is no discharge from the vault into the environment. Typically, 1 ODD-gallon vaults are located under each stall.
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2. They are fairly durable and good to locate at rural sites. There are very few moving parts that can be vandalized.
3. No utilities are required (i.e. sewer, drainfield, power, water).
B. Application
1. Vaults can handle a lot of use as long as routine servicing is maintained.
2. Lack of proper venting and/or maintenance can produce strong odors. This situation may make people reluctant to use them.
3. Vault toilets are generally used at small boating facilities in rural locations where the use is moderate to low. These units are considered a basic toilet service and if well vented and maintained serve the purpose quite well,
4. There is an exterior area lighting option for these units if electrical power is available at the site.
C. Design
1. There are two sizes of these units used by the Marine Board. The two stall unit is constructed of split-faced masonry block and used primarily at larger facilities. The single stall unit is a precast concrete structure and used primarily at smaller, more remote facilities.
2. The precast units are installed quickly. They can be usable within hours after delivery to the site.
3. The units need to be accessible by a pump truck to service the vault.
V. COMPOSTING TOILET
A. General
1. Composting toilets are typically used at very remote facilities where there is substandard or non-existent road access. Generally these sites are primitive and without utility improvements or the need for them.
2. Composting toilets have a limited capacity of use. They should never be used when a flush or vault toilet is a viable option. Consistent maintenance is essential to the efficiency of the unit.
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3. To date, all composting units funded by the Marine Board are on islands in marine parks. At these locations the users appreciate the facility. Vandalism has not been a significant concern.
B. Application
1. Composting toilets collect the waste in a tank that is filled with wood shavings or bulking material. The waste that is collected below the toilet riser has to be raked out by a maintenance person on a regular basis, depending on the use. A short drain line is connected to a very small on-site disposal field to drain any minor amount of residual liquids from the tank.
2. There is a battery operated fan (recharged by a solar panel) within the vent pipe to draw air through the tank to promote composting action. This also keeps the odor out of the toilet compartment.
3. Typically the buildings are constructed of wood. This seems to be the most practical construction material given the remoteness of most sites. Generally, it is cost prohibitive to construct these structures with concrete or concrete block.
4. Because of the wood construction these units are more susceptible to fire. As a precaution, the tank contains a sensor wired to a fire extinguisher to put out any fire that may start there.
5. Composting toilets should be placed at inland locations where use occurs during warm to hot weather when the composting action is most like to occur. Coastal applications are not recommended.
C. Design
1. Composting toilets do not require any outside sources of energy other than the sun. Energy is collected by the solar panels to charge the lead/acid batteries that operate the ventilation fan.
VI. TEMPORARY TOILET
A. General
1. This is a temporary or short term single stall toilet, enclosed with thin wall plastic sheeting, typically used at construction sites and sporting events. The units collect the waste in a tank under the toilet seat. Vents and chemicals help to keep odors to a minimum.
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B. Application
1. Temporary toilets are typically used at boating facilities where facility use is so low or site conditions are not conducive to provide permanent sanitary facilities. These units are brought in just for limited periods of use and are not offered the rest of the year.
2. Temporary toilets have also been successfully used at larger boating facilities to augment the use of a permanent restroom during the peak use periods.
3. These units are cheap, generally rented or leased and maintained by the temporary toilet owner. The number of these units can be changed as quickly as a phone call for anticipated fluctuation in use.
4. These units are stand alone and do not require any utilities.
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128
UTILITIES
CONSTRUCTION
A. General
1. Drinking fountains should be provided if there is potable water readily available. If a public phone is not located near the facility, considerations should be made to provide phone service for safety reasons.
2. General area lighting in parking areas and at the top of the launch ramp is recommended if use and security conditions warrant.
3. Power lines should be located underground whenever possible. Overhead lines are a safety hazard for boats with tall masts.
S. Application
1. Typically drinking fountains and public phones are located at the restroom. If a public phone is not installed during restroom construction, conduits should be provided to allow for future phone service if needed. Access to drinking fountains and phones shall meet design requirements as specified in ADAAG, USC and any other local codes.
2. A white light fixture approximately 20-25 ft. high in the immediate vicinity of the head of the ramp should be considered for projects where early morning launching and/or night retrieving occurs. A white light on a standard pole on shore will not violate navigation codes, and serves as a guide to locate the ramp for incoming boats.
3. Power lines should not be located over parking areas, launching areas, and/or any other areas where fully rigged trailerable boats (i.e. sailboats) have access. This provision is included as a safety measure in consideration of the growing number of trailerable sailboats that are equipped with metal masts and rigging hardware that will conduct electrical current.
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c. Design
1. Drinking Fountain
Preferred:
2. Public Phone
Preferred:
3. Area Lighting
Preferred:
4. Power Lines
Preferred:
Where Potable Water is Readily Available
When Access to Public Phones Are Limited
Parking Areas and Top of Launch Ramp
No Overhead Power Lines in Travel Areas Locate Power Lines Underground
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