May Jun 2015 Marina World

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World
May/June 2015
Issue 89
Essential reading for marina and waterfront developers, planners and operators

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Marina
World
May/June 2015 Vol. 15, No. 5
17
25
49
CONTENTS
World News 7
Planning & Design 17
Improving waterside access and boating
facilities in False Creek, Vancouver, and
enhancing berthing in St Helier, Jersey
Market Report: Colombia 25
Charlotte Niemiec reports on an awakening
market for nautical tourism
Marina Classification 35
Classification or certification? Ralf Heron
discusses the options and gives the latest
updates on ISO standards
Environmental Management 41
Esteban Biondi discusses sustainable designs
that add value to marinas, and Tom Callahan
advises on boat wash solutions that meet US
regulations
Plastic Pontoons 49
A run-down on manufacturers offering bolttogether
modular docks
Products & Services 54
Marina World
Front cover [courtesy: Jaime Borda
Martelo]: Club Nautico de Cartagena
offers 100 berths for vessels of 40 to
120ft and, like many marinas in the
area, enjoys near 100% occupancy.
Although Cartagena boasts the
most developed marina industry in
Colombia, the market is developing
country-wide. Read more on p. 25
www.marinaworld.com - May/June 2015 3

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Marina
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Uplift in the
Middle East
FROM THE EDITOR
The 23rd Dubai International Boat Show in early March boasted over 430 boats
and 800 exhibitors, and welcomed around 26,000 local and overseas visitors.
The event ended on a positive note with significant numbers of boat sales –
large and small – reported.
The Associated Middle East Boating Conference, which focused on marina
development and intelligent yacht design, hailed 2015 as the year of innovation for
the UAE in terms of new waterfront developments and investment in waterside living
and tourism. Nawfal Al Jourani, director of communications at the Dubai Maritime
City Authority, predicted that such investment will continue to drive demand for a
leisure marine lifestyle especially in the small to medium size boat market.
Work on several developments in the UAE, including marina expansion projects,
is under way. Examples include the 3km Dubai Canal project, expected to be
completed in the next two years, which offers extensive restaurants, hotels, public
spaces and boat jetties, and the Deira Island project at the Palm Deira. This features
a creek marina for large yachts and marina facilities alongside residences.
Marina designer and architect, Emmanuel Delarue, of NDA Group, China (a
leading speaker at the conference) agreed that there is tremendous opportunity
for growth. “Dubai has a long standing boating tradition and the region is really
embracing its passion for yachting and watersports,” he said. “With millions of people
flocking to enjoy the UAE’s waterfront lifestyle, and a high number of high net worth
individuals looking to spend millions on superyachts, by investing in marinas with
real lifestyle and expanding existing waterways, the region will continue to develop
as one of the world’s most desirable destinations for tourism and outdoor living.”
Dubai-based consultant and marina management company Mourjan Marinas also
recognises a new phase of growth. According to research it conducted across 23
marinas covering 4,289 berths in the UAE, Qatar and Oman, berthing rates have
increased on average by three to five per cent in recent years. This is positive news
for the region in general although Oman receives less uplift as its berthing rates are
between five and ten per cent lower than elsewhere (a reflection of the lower cost of
living enjoyed by Omanis and residents). On average, a 10m berth in the Middle East
is currently rated at US$5,100 and a 15m berth at US$10,500.
Most significant perhaps is that, despite upturn, we are seeing greater caution
when it comes to new projects. Mourjan Marinas general manager, Wayne
Shepherd, approves the “pragmatic and phased approach” to marina development
that is emerging. He urges developers to engage consultants with regional
experience in the pre-evaluation phase to ensure that integration and long term
sustainability win through.
A policy of building to meet ‘actual’ as opposed to ‘perceived’ market demand will
surely better benefit the market in the longer term.
Carol Fulford
Editor
www.marinaworld.com - May/June 2015 5

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WORLD NEWS
MOU signed to develop
world class marina
THE MALDIVES: SilverCent Private, a company that specialises in sourcing
foreign investment for tourism projects in the Maldives, has signed an MOU
with Dubai-based ART Marine to develop a world class marina.
ART Marine will be supporting
and advising SilverCent during
the development phase and, upon
completion, will become the operator
and manager of the new marina. The
facility will be designed by famous Italian
architect Giancarlo Zema who will create
a marina that is totally integrated with the
Maldavian culture and the sea.
Ahmed Zuhair, managing director of
SilverCent, says: “Our country is mostly
water and the economy is mainly driven
South Basin
receives
green light
BERMUDA: According to
The Royal Gazette, the
Ministry of Economic
Development has
approved plans for the
South Basin Marina
at the Royal Naval
Dockyard. The new
facility will play a major
role in the 2017 America’s
Cup Event Village.
The application
was submitted last
December by South
Basin Development and
backed by the West End
Development Corporation
that is responsible for
enhancing and promoting
the dockyard site as
a leisure and tourism
attraction.
Plans cover ten acres
of land to be reclaimed
inside the southeastern
corner of the existing
breakwater to create an
island. A boatyard with
multiple drystacks, two
parking areas, a 68-berth
marina, marina offices
and other buildings are
mooted. Tenders will soon
be invited.
by tourism. The Maldives is becoming a
popular destination for the yachtsman
and every year we welcome hundreds
of luxury superyachts. As a result, and
in order to provide an ultimate tourism
experience, we need to cater for the
yachts arriving in the country.” He notes
that the lack of marinas has been a
drawback for the tourism industry. “We
are confident that our partnership with
ART Marine will yield fruitful results,” he
adds.
Superyacht plan
awaits approval
GIBRALTAR: The Development and Planning
Commission is just weeks away from finalising
its decision on a proposed project for superyacht
berths and short stay/rental apartments at Ocean
Village.
Karen Houston,
business and
development manager
for Ocean Village, says:
“According to the 2015
Superyacht Intelligence
Annual Report, 70%
of superyachts are
connected to the
Mediterranean with
the majority doing
the traditional Med-
Caribbean ‘milk run’.
This ritual forces them to
pass through the Strait
of Gibraltar at least twice
a year but, while they
have the opportunity to
fill up on cut-price fuel,
the existing infrastructure
is unable to support their
long-term berthing.”
“Amongst other
improvements, we plan
to significantly increase
power supply and waste
water disposal capacity
to meet standards
typically found in
tailor-made superyacht
marinas. These worldclass
facilities will attract
a lucrative market that
has so far been denied
to Gibraltar.”
In 2014, some £2.4
billion was spent on
superyachts and
estimates suggest that
the current fleet of 5,000
will grow by 60% within
the next 20 years to
around 11,000.
The Marina Bay
masterplan outlines
ten stern-to superyacht
berths with secure
access, a modern pier
office with executive
crew lounges, spa-style
facilities, and storage,
workshop and laundry
services. The promenade
will be enhanced with
landscaping and a
‘mirador’ open to the
public. CCTV will be in
place to give superyacht
owners, guests and
crew peace of mind. 101
waterside apartments
complement the scheme.
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70 years for Martini
ITALY: Martini Alfredo, leading manufacturer of
containers, plastic pallets and floating pontoon systems,
celebrated its 70th anniversary on 18th April.
The Martini Marinas
division was formed in 1973
transferring the company’s
proven know-how in plastics
technology to the marina
sector. Primary components
in Martini floating systems
including floats, fenders
and decking are plastic,
and continued focus is
placed on R&D and safety
to ensure that pontoons are
Diversification
strengthens
business
ITALY: Diversification was a key word for the Italian
Ingemar Group in 2014 and developments to date this
year have confirmed the wisdom of strong investment in
R&D and collaborations with Italian institutions such as
the University of Padua and Unindustria Treviso.
New modular components
have boosted the viability
of export and also led to a
radically new breakwater
design (see Products &
Services). The company has
expanded its visibility in the
Middle East and continues
to explore the very
promising Australian market
where a partnership with an
important local operator is
currently being discussed.
Work proceeds swiftly
on the reinforced concrete
floating elements for Sea
City in Kuwait, the second
phase of which is scheduled
to complete at the end of the
year. A total of 1,200 berths
for vessels up to 40m will
be arranged along 17km
of pontoons and fingers,
protected by 1,000m of
floating breakwaters.
Phase two at Porto
Montenegro also progresses
well and challenging
maritime projects in Saudi
low maintenance and have a
lifespan in excess of 20 years.
Since 2002, Martini
Alfredo has been led by
Glauco Rota, who works
with a board of directors
chaired by Cristina
Martini. Together, they
have implemented new
investments and new
products and enhanced the
sales operation.
Arabia and Iraq have hiked
a diverse order book.
Pontoons are currently
under construction for
several yacht harbours
in Italy including Nautico
Congianus on the Costa
Smeralda, Porto Nogaro in
Friuli and Porto Empedocle
in Sicily.
Ingemar president,
Lorenzo Isalberti,
commented: “Despite
the fact that the Italian
yachting industry has not
yet recovered from the
doldrums of the last few
years, our group’s design
flexibility and diversified
operational capacity has
allowed us to identify new
commercial opportunities,
especially in areas different
from traditional ones, and to
promote ourselves in new
and distant markets where
the ‘made in Italy’ quality
of our products speaks for
itself.”
Historic yard under
new ownership
UK: Hamble Yacht Services (HYS), a boatyard and drystack
operation on the Solent in the south of England, is under new
ownership. Four partners with plans to bring new investment
to the site have purchased the business from the Ancasta
Group.
Maximum attention will be
paid to environmental issues
in plans to transform HYS,
which is historically one of
the premier centres for boat
storage, berthing and servicing
in the Solent area.
The new management will
start by improving the general
fabric of the yard. There is a
programme of refurbishment
for the main buildings and
improvement to general access
and car parking.
WORLD NEWS
HYS is situated on its own
land up river of Port Hamble
Marina on the Hamble River
and is accessible through the
marina site to its own entrance.
The yard is adjacent to a
conservation area. “We have
plans to ‘go green’,” says
director Robert Bicket. “We will
be making big improvements
to the recycling system here,
and plan to install solar panels
and a rainwater collection
system.”
SAUDI ARABIA: The KSA Naval base (KFNB) recreational marina
project is now fully operational for the use of naval base personnel.
It offers 180 berths at a Livart Marine aluminium floating pontoon
system, comprising 40 walkways measuring 3 x 12m and 80 fingers
at 1.2 x 13.5m. All components were shipped from Livart’s factory in
Guangdong, China.
www.marinaworld.com - May/June 2015 9

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Works starts on Florida dockominium
USA: A new megayacht dockominium in the Fort Lauderdale area in South
Florida is scheduled to break ground this month (May). Planning consents are
in place and the build time is expected to be 12 months.
Harbour Twenty-Six is being built on a
site formerly known as Pier 17 and will
be the first new marina project of its kind
in the area. Plans to redevelop the area
have been fielded in the past but failed
mainly due to the financial downturn.
Located across from the Lauderdale
Marine Center and within five minutes of
WORLD NEWS
Fort Lauderdale-Hollywood International
Airport, Harbour Twenty-Six will offer
26 fully-covered, hurricane-rated slips
ranging from 24 to 52m (80 to 170ft).
Each comes with an attractive and
functional two storey storage facility
with an enclosed garage and additional
parking. The project aims to offer a
home base for vessels and their crews.
“We took on the Pier 17 plans but
adapted them to add additional focus
for the captains and crew,” says Nathan
Cox of Alabama-based Battle Plan
Capital, the private investment group
that acquired the land and rights in
November last year. “We will have a
full club house on site including work
stations, a pool, cooking, barbecue,
entertainment and fitness area with 24
hour security,” he adds.
Slips are being marketed by Kit
Denison of Denison Yacht Sales and
Richard Graves of Promarine Realty.
At least eight are reported to be sold.
Management of the marina will be
headed up by Jim Bronstien of US
Marinas.
www.marinaworld.com - May/June 2015 13

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Pontoons and constructions over the water

Prince Philip Haven nears completion
UK: Boats were welcomed to new pontoons during the Easter holidays at the redeveloped Royal Southern (RSYC) and
RAF yacht clubs on the River Hamble in the south of England. The move marked near completion of the ‘Prince Philip
Yacht Haven’ project.
The £2.6 million redevelopment has
been led throughout by UK-based
specialist consultancy Marina Projects.
The company initially acted for the
RSYC in developing concept proposals
to make better use of the water space
whilst at the same time addressing the
requirements for the replacement of an
aged and failing quay wall.
Mike Ward, managing director of
Marina Projects, commented: “An
immediate challenge for us was dealing
with the historical cross-over between
the access and activities on both land
and water of the Royal Southern Yacht
Club and their near neighbour, the Royal
Air Force Yacht Club, a situation which
required that the two clubs work together
if meaningful solutions were to be found.”
“As a result, what has developed is a
true collaboration between the two yacht
clubs that has unlocked the potential of
this valuable price of the River Hamble
and that in turn maximises the benefit of
the direct connection to the local village.”
Marina Projects tackled a variety
of challenges including licensing
requirements, complex navigational
issues and environmental impacts. The
company also handled local objections
to the project, dealt with contaminated
WORLD NEWS
dredge spoil and organised
replacement of the quay wall.
Raymond Brown Civil Engineering
was appointed as main civils contractor,
Walcon Marine as pontoon supplier, ML
(UK) as dredging contractor, Maricer
for pontoon utilities and Opus as
engineering consultants.
www.marinaworld.com - May/June 2015 15

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PLANNING & DESIGN
Left and below: the urban renewal of
False Creek prioritised on creating an
accessible waterfront.
Enhancing boating
facilities in False Creek
by Michael Tranmer and Paul Hoo
(All images: McFarland Marceau Architects)
The Canadian city of Vancouver in British Columbia is frequently cited as one
of the most livable cities in the world with an enviable mix of mountain, ocean
and climate. The residents of Vancouver, ‘Vancouverites’, take full advantage
year round of their fortunate location through numerous physical activities
in the great outdoors. One of the fastest growing sports in the city is dragon
boating, which takes place on the natural ocean inlet known as False Creek.
Once the industrial centre of
Vancouver, False Creek was home to
many sawmills, port operations and
the railways through to the 1950s.
Debates in the 1960s and 1970s on
freeways, urban renewal and the rise
of residents participating in urban
planning began to shape False Creek
into its present form. Through this
period the public was involved in a
major design process which established
priorities for an accessible waterfront,
mixed-tenure housing, live-aboard
boats and a vibrant waterfront market
on the now world renowned Granville
Island. This urban renewal propelled
False Creek into a major boating area
for many different activities including
dragon boating, canoeing, kayaking,
public ferries, charter ships and visiting
pleasure boats. False Creek boasts
ten marinas with berths for over 1,500
watercraft as well as several paddling
clubs and boat rental facilities.
Since its introduction to Vancouver’s
False Creek at the Expo ‘86 World’s
Fair, dragon boating has been
growing in popularity attracting people
interested in learning to paddle as
part of a dragon boat team, as well as
competitive athletes who use False
Creek for training and competition.
Recently the redevelopment activity
around the shores of southeast False
Creek have helped encourage further
participation in a number of water
sports. For the 2010 Winter Olympic
Games the athletes’ village was
constructed on the southeast shores
of False Creek. At the conclusion of
the games, the same neighbourhood
was developed into a residential area
with housing and services for up to
13,000 people. Since that time ‘The
Village on False Creek’ has blossomed
into a vibrant community complete with
grocery stores, bakeries, restaurants
and numerous coffee shops to name
a few of the popular services. Also
popular within The Village is the City of
Vancouver’s new Creekside community
centre which serves as a base for the
dragon boaters.
Since 2010, the Dragon Boat Festival
Society (DBFS) has been running a
successful dragon boating programme
as well as providing other paddling
opportunities in collaboration with the
City of Vancouver’s Park Board. In
2013 approximately 4,400 people
participated in these programmes.
Also growing is attendance at the
International Dragon Boat Festival held
each June in Vancouver’s False Creek.
Recognised as North America’s biggest
and best, the festival attracts over
100,000 competitors and spectators
and close to 200 dragon boat teams
from around the world.
Currently, the DBFS and participants
in the Dragon Boat Festival are using
a former ferry dock in the southeast
corner of False Creek. Over time,
timber floats have been added to
the dock to meet programme needs.
Located next to a waterfront path,
portable metal storage containers
used by the paddlers are being
displaced by development of a new
park. With the growing demand from
the paddling community, the gap
between programme needs and quality
infrastructure will continue to rise
www.marinaworld.com - May/June 2015 17

17 - 19 NOVEMBER 2015
AMSTERDAM RAI
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Marina & Yard Pavilion (MYP) at METS
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operators, developers and suppliers
from around the world. It is a hotspot
for the global marina industry at
METS, which is itself the largest – and
only global – trade exhibition for the
marine leisure industry.
METS Pavilions
METS features three pavilions.
Each offers a smaller selfcontained
show within the larger
METS context and features its own
concepts, look and programme.
The METS trade exhibition is one of the components of METSTRADE, the world’s leading platform
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PLANNING & DESIGN
without investment in a new facility. The
City planned a phased development
of a new passenger ferry terminal and
non-motorised boating facility.
In late 2011, the City of Vancouver
implemented Phase 1 of the
development with the construction
of the Moffatt & Nichol designed
passenger ferry terminal facility in front
of the Creekside Community Center.
Phase 2 - the non-motorised boating
facility - was planned for construction in
the near future.
In late 2013, the City of Vancouver
and the Vancouver Park Board
proceeded with the Phase 2 nonmotorised
boating facility study that
included a review of the existing City
facilities and programmes. The study,
completed by McFarland Marceau
Architects, identified the provision
of improved paddling facilities in
southeast False Creek as the highest
priority. Further discussions based
on the results of the study were held
with community members leading to
a conceptual design for an improved
paddling centre and the ultimate goal of
“establishing a permanent home for the
greater paddling community.”
Phase 2 of the Creekside Paddling
Centre will address the immediate
needs of current boating programmes
in southeast False Creek and will
replace and improve the existing dock,
floats and equipment sheds at an
estimated cost of CA$3M. Designed
by McFarland Marceau and a Moffatt
& Nichol project team, the facility
has been planned for maximum
flexibility with incremental, moveable,
expandable and adaptable floats. A
Above and below: the new float facility has
illuminated on-water storage sheds that
create a dramatic ‘lantern on the water’
effect.
series of six on-water
storage sheds will
eliminate the need
for the unsightly
temporary storage
containers currently
occupying a portion of the waterfront
walkway. A new 2.4m wide gangway
will provide access to the 1,100m 2
of new floats. An additional universal
access float will utilise the existing ferry
dock ramp to the west. Approximately
nine new floats will be installed to
provide moorage and storage for nonmotorised
dragon boats and kayaks.
The floats will be anchored using a
combination of concrete anchors and
chains, and steel pipe piles.
The City of Vancouver, along with
other stakeholders, has recently
championed measures to restore
environmental quality and create new
shoreline habitat within False Creek. A
direct result of these efforts has been
the recent return of Pacific herring
spawning in False Creek. Maintaining
this momentum with sustainable
design, the new paddling centre has
been designed to minimise impacts to
habitat surrounding the new facility. By
locating the new floats in deep water,
dredging is avoided and impacts to
the existing habitat are minimised. In
addition, the number and size of access
gangways to the floats have been kept
to a minimum. By reducing gangway
impacts, sunlight can penetrate under
the ramps and provide sufficient
illumination for the growth of seaweeds.
The new float facility will be kept
in position through a combination of
concrete block anchors and chains,
as well as steel pipe piles. The steel
pipe piles will facilitate the growth of
barnacles and mussels within the
intertidal zone, while seaweed and
diatoms will grow along the edges of
the floats and in-water infrastructure.
Colonisation by attaching seaweeds,
diatoms and marine fauna such as
mussels and barnacles will occur on
the hard surfaces of the chains and the
concrete blocks.
The on-water storage sheds will be
illuminated from within to produce a
dramatic ‘lantern on the water’ effect
across False Creek. The float lighting,
designed and modelled by Moffatt
& Nichol, will be positioned to
project horizontally across the water
to minimise impacts on marine
organisms. In addition to reducing
excessive shading and impacts to
seaweed growth along shoreline
riprap, the design of the sheds will
use translucent cladding materials.
The new non-motorised boating
facility will not only serve the
needs of the dragon boaters and
kayakers in False Creek but will
also encourage the surrounding
communities to use the recreational
facilities and to be closer to water
activities.
www.marinaworld.com - May/June 2015 19

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PLANNING & DESIGN
Visitor berths and holding pontoons in
place further to redevelopment of berths
four and five.
Boosting visitor berths
in St Helier
Work will soon complete on a £3 million project designed to deliver much
needed improvement to visitor berths and holding pontoons in St Helier
Harbour, Jersey. UK-based consultants, Marina Projects, took the lead role in
the development.
The redevelopment of berths four
and five follows a detailed feasibility
study, undertaken by Marina
Projects in 2012, that considered the
operational requirements and options
for development. The berths are used
extensively by a range of visiting yachts,
resident boats waiting for tidal access
into adjacent marinas, as a landing point
for cruise ship passengers, the Royal
National Lifeboat Institution (RNLI) and
local tour boat operators. Some 20,000
yachtsmen visit St.Helier each year and
a major aim of the project is to enhance
the visitor experience/facilities. The mix
of uses and customer bases was a key
feature of the feasibility study.
The project has included the removal
of an old link-span bridge within St
Helier Marina and installation of a
replacement 52m long pedestrian
access bridge that improves the
connection to berths four and five from
Albert Pier. The development has
also involved installation of new and
improved visitor/waiting pontoons along
the full length of these berths; the first
landing point for visiting vessels arriving
in Jersey. An improved berthing facility
is also provided for the RNLI and local
tour boat operations.
The feasibility work study identified
major issues with the structure that
retains the water within the impounded
St Helier Marina and these were
addressed as part of the ongoing
works. The project also released the
south west corner of St Helier Marina
for the potential future expansion
of additional leisure berthing in a
subsequent project stage.
A number of key challenges have
had to be addressed for the successful
delivery of the project:
• Extreme tidal range – with a mean
range for high water springs of 9.6m
increasing to over 12m at Highest
Astronomic Tide. Environmental
influences have had a major impact
throughout the project on design
and layout as well as construction
methodology and working
arrangements.
• Ground conditions – a significant
degree of value engineering was
required due to the high cost
associated with mobilising specialist
equipment required for rock-socketing
large, 24m long steel piles into the
granite seabed.
• Stakeholder consultation – the
existing berthing arrangements
provide a berthing facility for a
number of key stakeholders, including
the RNLI. The development process
has required extensive consultation
with the RNLI (both locally and in
Albert Pier – nearly ready for business.
www.marinaworld.com - May/June 2015 21

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PLANNING & DESIGN
the UK) to ensure their operational
needs are fully accommodated in
the new scheme. A major objective
has been to maintain the berthing
of the RNLI throughout the project
while enhancing access and security
arrangements in the final scheme.
• Programme – the works had to be
undertaken in the winter months
but had an absolute deadline for
completion prior to the annual Jersey
Boat Show this month (May).
The scope of work undertaken by
Marina Projects included a detailed
consultation process that engaged with
all key stakeholders and harbour users.
As part of the internal consultation
and approvals process, the company
provided comprehensive business case
analysis to support the application to
Ports of Jersey executive team and
ultimately to secure ministerial political
approval.
Marina Projects has also led the
consenting process; securing both
planning permission and FEPA licences
which, in due course, required the
various conditions of the licences to
be discharged. Other work streams
included project management,
procurement and contract
administration throughout the
construction phase.
The nature of the works
required specialist contractors
with experience of working in
similar environments. In addition
to the supply and installation of
pontoon and related equipment,
the works also required the
installation of eleven tubular steel
piles drilled and socketed into
the granite bedrock. Following
a detailed tender process and
assessment of capabilities, local
contractors Geomarine were
appointed to undertake the
major works programme, with
sub-contractor Fugro Seacore
undertaking the piling work.
Walcon Marine supplied the
pontoons and Maricer delivered
the marina utility pedestals.
This project underpins the long
standing relationship between Marina
Projects and the Ports of Jersey/Jersey
Marinas, which dates back to 2009.
Contract works undertaken by Marina
Projects have included assessing
the potential for development in St
Tubular steel piles were drilled and secured
into granite bedrock.
Helier Harbour and the development
of a marine leisure master plan. The
redevelopment of La Collette Yacht
Basin, a project completed in early
2012, and the current project works are
both elements of that master plan.
www.marinaworld.com - May/June 2015 23

MARKET REPORT: COLOMBIA
The Muelle de Los Pegasos in Cartagena
is lined with alongside berths and marinas
such as the Todomar CL Bocagrande facility.
Photo: Jaime Borda Fotografía Aerea
Waking up to its
nautical potential
From an area to avoid to a market to watch, Colombia is
being transformed into a viable and attractive cruising
region. Charlotte Niemiec (right) outlines how the country has addressed its
murky nautical history and is now edging towards a successful future.
As I pulled up outside the Cartagena
Boat Show in March this year, the
adjoining marina boasted a stampede
of colour as luxury yachts jostled for
space. Inside, exhibitors and visitors
alike were abuzz with excitement.
There’s something unique about
Cartagena, where the majority of the
country’s marinas are concentrated.
A popular tourist destination on the
Caribbean coast, its year-round warm,
tropical weather and wealth of things to
see and do contributes to the relaxed
atmosphere of its annual boat show.
The old, colonial walled town encloses
a variety of markets, excellent places
to eat and night entertainment. The
beaches here are clean, with crystal
blue water and five-star hotels lined up
along the tourist sector of Bocagrande,
a mini-Miami where families sunbathe
during the day and eat by night to the
sound of waves and Caribbean music.
Colombia is a mega-diverse country,
with huge differences in weather
Cholon Isla Baru is one of Cartagena’s
boating hotspots.
Photo: Jaime Borda Fotografía Aerea
and geography. It encompasses the
Andes mountain range, Pacific and
Caribbean coasts, vast plains shared
with Venezuela, the Amazon rainforest,
which spans nine South American
countries, and the interior. It also
extends to islands in both the Atlantic
and Pacific Oceans.
With such variety on offer, it should
be a dream destination for boaters. The
coastline comprises 1,642km along
the Caribbean and 2,188km facing
the Pacific. There are also 18,225km
of navigable inland waterways, with
four major river basins: Magdalena,
Atrato, Orinoco and Amazonas, with
an additional 1,800 lagoons and
reservoirs, and 1,900 marshes.
Colombia’s location is its great
selling point. It is situated just below the
hurricane belt of the Caribbean. In 153
years (from 1851 to 2004) there were
1,325 hurricanes and tropical storms in
the region, but none affected Colombia.
These conditions make it not just a
calm place to cruise, but a sensible
place for US boat owners to store
vessels over the winter.
Overcoming decades
of stigma
Despite its ideal location, Colombia
has many hurdles to overcome if it is
to be viewed as an attractive cruising
destination. Popular objections to
cruising Colombia’s waters include
www.marinaworld.com - May/June 2015 25

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MARKET REPORT: COLOMBIA
Photo: Jaime Borda Fotografía Aerea
its infamous drug trafficking history,
piracy, wild tides and weather on the
Pacific side, confusing and frustrating
customs regulations, the widespread
language barrier and a lack of repair or
maintenance facilities. But, according
to industry professionals in Cartagena,
many of these problems are now
outdated and inaccurate.
Historically, the country’s customs
regulations and procedures have made
cruising its coastline impractical. Until
recently, transients were required to
clear out of each and every port. The
government has now recognised the
problem and visitors need only check
in and out of the country once. This
has simplified the process and made
Colombia more accessible.
Another problem for those attempting
to develop the industry has been the
government’s perception of nautical
tourism. According to numerous
industry insiders, the government is
only now beginning to see the potential
this sector offers to the economy.
Previously, all things boat and boating
were considered the domain of the
military, which still controls a large
part of the industry today. However,
the government is now positively
encouraging the development of the
nautical sector and streamlining its
regulations to attract foreign visitors.
Colombia is still struggling to
overcome the stigma of its drug
problem which, following enormous
efforts to clamp down on drug
trafficking by the coastguard, police
and navy, is fast becoming an issue of
the past. However, the country’s drug
A drystack for 150 boats dominates at
Todomar CL Marina but additional wet
berths are planned.
Photo: Jaime Borda Fotografía Aerea
history has contributed to the slow
development of nautical tourism as,
not so many years ago, simply owning
a boat in Colombia was deemed
suspicious.
Santiago Amortegui, director of the
Cartagena Boat Show, says Colombia’s
economy is growing fast and he expects
that, due to Cartagena’s geographical
position, the nautical industry here will
grow too. He adds that Colombia is
much safer, with vast improvements
seen in both the drug trade and piracy.
“The landscape has changed,” he says,
“and perception and investment need
to change too.” Today, infrastructure
is more developed towards tourism
and projects are more optimistic, with
an increase in both domestic and
international demand.
However, growth in Colombia has
now stagnated, he notes. While the
economy has improved – with tourists
Club Nautico de Cartagena has been
refurbished in recent years and has 100
berths. It is a very popular marina with
high occupancy levels.
spending more money inside the
country – and security tightened,
there are still few modern marinas
and a deficit of berths. Armed with
statistics that show the nautical tourist
in Colombia spends four times more
than any other tourist, Amortegui is
determined to change perception at
government level.
Demand for berths currently,
however, outweighs supply, not just for
international visitors but for domestic
boat owners. In order to develop the
industry and push for bigger, better
and more facilities, The Asociación
Náutica de Colombia was established
in February this year. Hugely significant
as a first step forward, it is the first
entity to represent the nautical interests
www.marinaworld.com - May/June 2015 27

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MARKET REPORT: COLOMBIA
Photo: Jaime Borda Fotografía Aerea
of the country. Working with the
government, the association raises
awareness of the importance of sailing
for sustainable development along the
Caribbean coast. It collects, analyses
and distributes information relating to
the nautical industry, promoting and
supporting the development of projects.
A huge focus of its work is attracting
foreign investment as it recognises that,
without this, the country will be hard
pushed to build facilities on its own.
One industry observer notes: “The
government of Colombia is now very
involved in promoting nautical tourism
development and is particularly active
in international marketing. The only
concern is that, when international
vessels arrive, the quality marina
infrastructure should be in place
to greet them in order to avoid
disappointment. In this industry, word
of mouth is so important that timing of
progress should be followed closely.”
Marina offerings
Cartagena is the marina mecca of
Colombia. Marinas vary in size and
accessibility, but the majority have all
the modern facilities expected by the
discerning international visitor.
Club de Pesca de Cartagena has
a total of 150 berths, 20 of which are
reserved for international visitors. It
has one berth available for a 100ft
boat, three for boats up to 50ft and the
remainder for boats of approximately
30 to 40ft. Services include a private
boat ramp, potable water, electricity and
waste disposal. Currently, a new dock
with 20 berths is being constructed.
Club Nautico de Cartagena boasts
100 berths for vessels of 40 to 120ft.
A very popular marina, its average
occupancy is 90-100%, with services
that include potable water, electricity
and WiFi. A restaurant and bar are
currently under construction.
Todomar CL Marina has two facilities
in Cartagena comprising just 15 berths,
although a project to construct a further
50 is under way. It has 150 drystack
storage spaces and offers maintenance
and service repairs. One marina is
located in Bocagrande and the other –
primarily a boatyard – in the Albornoz
district of Colombia, 15 minutes from
Cartagena by boat. The boatyard has a
50 ton boat lift and 12,000lb forklift.
Eduardoño is the biggest boat builder
in Cartagena, with marinas in two
locations. One has 60 berths and the
other 280, split between wet berths and
drystack storage. The marina has plans
to install an additional 120 wet berths.
Another large marina in Cartagena
is Marina Santa Cruz, a private marina
not open to the public. It has 300
The long established Club de Pesca
de Cartagena is a proven favourite for
international visitors and has berths for
large vessels.
berths at 100% occupancy. It intends to
expand its berth offerings, but space is
proving problematic.
Two smaller facilities in Cartagena
are Manzanillo Marina Club and
Nautica Integral Marina. Manzanillo
has 20 mixed wet and dry berths, a
40 ton boat hoist, seven ton forklift
and all modern services. Its average
occupancy is 99%. Nautica Integral
has 20 berths for boats up to 90ft
with additional drystack storage for
130 boats. It owns a 10 ton hoist, has
all modern services and enjoys an
average occupancy of 90%.
Elsewhere in Colombia
Santa Marta Marina is Colombia’s
newest marina. An Island Global
Yachting (IGY) marina with 256
berths, it can accommodate four
megayachts with a maximum length
of 132ft. Services include electricity,
water, WiFi, bathrooms, showers,
laundry facilities, a pump-out station,
restaurants, a fitness centre and a
hotel, with apartment buildings under
construction. The marina has an on-site
port authority office offering immigration
and customs services.
www.marinaworld.com - May/June 2015 29

on the water and everywhere
EUROPA I AMERICAS I MIDDLE EAST I ASIA I AUSTRALIA
La Paz, Mexico, 5 October,
A hurricane state of emergency is declared by the Mexican authorities
More than 8,000 references over 5 continents

MANUFACTURER OF PONTOONS AND MARINA EQUIPMENT
" In Lower California,
marinas are exposed
regularly to tropical storms"
Crédits photos : © Jérôme Frenay / © CAPÉRAÀ OBSCURA PRODUCTION
Tropical storm « Norbert », which started life last week in the Eastern
Pacific, has gathered force in the last few hours. On the Saffir-Simpson
hurricane scale, it should reach the Mexican area of Lower California
(the La Paz area) on Friday evening, by which time it will certainly have
grown in strength to category 3 (out of 5 categories), with gusts of
wind reaching over 210 km/h, according to the National Hurricane
Center in Miami.
Each component of the pontoons, as well as the Marina anchoring,
must be absolutely perfect to resist extreme climatic conditions.
Our Marina has already weathered several hurricanes, without any
damage to the equipment supplied by Poralu.
We are absolutely satisfied with their reliability.
Andres Barrera Peralta
Manager, Marina Escale Nautique
www.poralu.com

MARKET REPORT: COLOMBIA
Santa Marta is the only marina in
Colombia with a shipyard. Shipyard
director, Michelangelo Marchini,
explains that, barring haul-out, all
repairs are available for superyachts.
Currently, he says, 110 berths are
occupied, 20% of which are tourist
boats and the remainder permanent.
Marina Puerto Valero is located 15
minutes from Barranquilla, the largest
city and port on the northern Caribbean
coast and an hour from Cartagena.
It has 460 berths, although just 208
currently have full services, and
accommodates boats from 20 to 130ft.
It is undergoing a project to build a
drystack with space for 500 boats. The
marina has a 150 ton hoist and, by the
end of the year, will offer a maintenance
and repair shop. Average occupancy is
currently 30-40%, but this is expected
to fill up rapidly. An additional project
to build a hotel with 36 rooms is being
floated to complement the 72 houses
and restaurant that are already in place.
All modern services are available at the
marina.
Plans in place for more
With most marinas at almost 100%
occupancy, particularly in Cartagena,
the need for more space is paramount.
Plans for up to 22 new marinas have
been rumoured, but many in the
country have labelled this a “paper
fantasy”. However, if all the projects
currently planned were to come to
fruition, in five years’ time Cartagena
would have a further 1,000 berths.
Details of new projects are sketchy
Eduardoño is the biggest boat builder
in Cartagena and has 340 wet and dry
berths split between two locations.
Further wet berths are being added.
Photo: Jaime Borda Fotografía Aerea
and, with so many rumours, it is hard to
obtain accurate information. One thing
is, however, certain; it is pivotal that
Colombia attract foreign investment for
marina development. With no financial
backing from the government and
limited private funds, the country relies
on foreign companies to recognise its
potential and invest in facilities.
One new project is Marina de San
Andres, which will comprise 151 berths
for boats from 25 to 164ft. It will provide
full services for both boats and crew,
and offer a repair and maintenance
area.
Next up is the Marina of Providencia,
with 50 berths catering to boats from
25ft to 160ft. According to sources, the
development of the project will depend
on the completion of dredging of the
access canal and specifications are
subject to technical studies.
The Marina of Riohache will have
180 berths and provide full services to
boats and crew. Barbacoa Marina in
Barú will have docks, a restaurant, pool,
bar and 63 houses. Multicentro Nautico
Photo: Procolombia
Manzanillo Marina Club is a small, fully
occupied facility with associated modern
services.
– with a first phase of development
scheduled to complete by the end of
April this year – will have a marina,
drystack storage area, restaurants
and commercial offices. A further 12
regions in Colombia are earmarked for
development.
Colombia is looking forward to
an interesting decade of nautical
development. Observers are cautious,
however. Esteban Biondi, associate
principal at US-based marina
consultancy Applied Technology
and Management, gave a keynote
presentation at the Cartagena Boat
Show conference on the development
of sustainable marinas. He is positive
about the future for the country’s
nautical facilities but takes a realistic
stance. “It’s uncertain whether the next
ten years will see Colombia reach its
full potential,” he says. “There’s a lot of
activity, ideas and plans, but it’s still a
new and developing market.”
“Colombia’s ultimate international
success will depend on how quickly
it can develop high quality boating
infrastructure. It has huge potential and
all the ingredients for success are there:
industry, commerce, recreation and
tourism,” he adds.
Julie Balzano, export development
director at the US National Marine
Manufacturers Association (NMMA),
agrees. She says: “People want
to come to Colombia; demand is
exceeding supply. The government is
well aware of this and the focus needs
to be on development. There needs to
be a commitment at federal level and
also at department and city level.”
32
www.marinaworld.com - May/June 2015

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info@seijsener.nl

MARINA CLASSIFICATION
Ralf Heron
Port Tarraco in
Tarragona, Spain is
certified for both ISO
9001 and ISO 14001.
New ISO standard
focuses on marinas
by Ralf Heron
Over the years, the question of classification or formal certification of the
world’s marinas has been the subject of some debate, and 2014 was a year of
significant change.
It saw the proposed combination
of The Yacht Harbour Association’s
(TYHA’s) Gold Anchor award scheme
with the Australia-based Marine
Industries Association’s (MIA’s)
similarly named programme. It was the
year that also saw the publication of the
first part of the International Standards
Organisation’s (ISO) 13687-2014 Yacht
Harbours standard.
In 2015, we will see significant
revision of two further ISO standards;
9001 and 14001 - favourites with some
marinas – and development work on a
new international safety standard.
To classify or certify
There is a strong school of thought in
the marina industry that classification
is more viable for many marinas than
seeking ISO certification. Proponents
of classification point out that it offers
a more structured approach to the
industry than the alternative.
Notwithstanding this level of interest,
only a small proportion of the world’s
17,500 marinas is either classified under
existing schemes or has achieved ISO
certification. It should be noted, however,
that the bulk of the marinas making up
the global total are small operations with
less than 50 berths.
Julian Goldie, managing partner of
Tollesbury Marina, is also international
director of TYHA. In his view the
ISO 9001 and 14001 standards
are designed for organisations in
general and the new Yacht Harbour
ISO standard has a lower level
of basic requirement than marina
classification schemes, such as Gold
Anchor and the International Marine
Certification Institute (IMCI) Blue Star
Marina programme, which have been
developed specifically for the industry.
The Gold Anchor scheme is based on
self-assessment to obtain a single Gold
Anchor, progressing through stages
and appraisal by a TYHA assessor
to obtain a higher number of gold
anchors; ISO standards are gained only
after rigorous assessment by external
experts; and awards under the IMCI
Blue Star Marina programme are made
only after marinas are inspected by
IMCI inspectors.
All have merit says Tony Browne,
marina director of Porto Montenegro,
which has ISO 9001 and ISO 14001
certifications and five Gold Anchors.
He feels these are essential in today’s
competitive environment. “Porto
Montenegro Marina is committed to
high quality customer service,” he
says. “We understand that our efforts
affect the actual life experiences
of our customers. For us, quality is
fundamental to the ongoing success of
the organisation. We will give the same
quality and exceptional service that we
would expect and want to receive as
customers.”
ISO for yacht harbours
ISO 13687:2014 establishes minimum
requirements for commercial and
non-commercial harbours for leisure
boats and yachts to deliver services
to the boating community, excluding
the standardisation of sports activities.
The scope does not cover specifics
of boatyards, drystacks, dry-docking
areas, dry storage, fuel stations or
nearby beaches.
“Yacht harbours have a measurable
and increasing social, commercial
and environmental influence,” says
Ulrich Heinemann of IMCI, who
leads the working group on this
standard. “They are part of a globally
expanding industry affected by broad
circumstances. All this has been
taken account of and motivates the
development of this International
Standard.”
The ISO Working Group is currently
dealing with a further two parts of the
standard: ISO/NP 13687-2, minimum
requirements for intermediate service
level harbours; and ISO/NP 13687-3,
minimum requirements for high service
level harbours. These will come into
force next year.
Recognising that every yacht
harbour is unique, the purpose of the
new standard is to set out minimum
requirements that are suitable for
www.marinaworld.com - May/June 2015 35

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MARINA CLASSIFICATION
all yacht harbours. Special attention
has been given to user safety and
environmental protection.
The aim of this international standard
is to provide yacht harbour operators
with a practical tool to:
• Promote health, safety and respect
for the environment.
• Ensure the compliance with
applicable laws.
• Help the development of the yacht
harbour industry, surrounding spaces
and communities by sharing global
practices.
• Provide nautical tourists with
harmonised information and services
across yacht harbours and give them
a broad choice of offers regardless of
their location.
ISO 14001 revised
If your marina is one of the
approximately 286,000 global
companies that already has, or
is considering implementing the
environmental standard ISO 14001,
then you will probably be aware that
it is being revised in preparation for a
re-launch scheduled for the middle of
2015. When published, ISO14001: 2015
will have a revised structure and some
‘common text’ that will be used for all
management systems standards.
The common text will include the
following:
Strategic Environmental
Management – There is an increased
prominence of environmental
management within the organisation’s
strategic planning processes. A
new requirement to understand the
organisation’s context has been
incorporated to identify and leverage
environmentally related organisational
risks, including opportunities, for the
benefit of both the organisation and the
environment.
Leadership – To ensure the success
of the system, a new clause has
been added that assigns specific
responsibilities for those in leadership
roles to promote environmental
management within the organisation.
Generally, there will be new
expectations for top management
to understand the organisation’s
environmental issues, support the EMS
and champion improved performance.
Great value is placed on quality
standards at Porto Montenegro. The
marina has ISO 9001 and ISO 14001
and is a five Gold Anchor marina.
Protecting the environment –
The expectation on organisations
has been expanded to commit to
proactive initiatives to protect the
environment consistent with the
context of the organisation.
This is a fundamental revision
of the ISO 14001 standard, with
a much wider implication for
organisations than the previous
review undertaken in 2004. Some
businesses are already planning
to meet the new ISO 14001:2015
requirements although those with
ISO 1400:2004 will have a ‘phase-in’
period after the publication of the
revised ISO to fully implement the
new changes. The timeframe has
yet to be decided.
With regard to environmental
compliance the revised standard
proposes that businesses will need to
demonstrate an understanding of their
environmental compliance status at all
times.
ISO 9001 updated
The original ISO 9001 was very much
designed for production industries and
the changes being proposed for this
year aim to redress this situation by
making it more readily applicable to
service industries as well. The revised
standard will have an emphasis on riskbased
thinking and achieving value for
the organisations and their customers.
Customers remain the primary focus of
the revisions.
A new common format has been
developed so that companies
implementing multiple management
Marina di Varazze is an IMCI Blue Star
marina.
www.marinaworld.com - May/June 2015 37

MARINA CLASSIFICATION
all yacht harbours. Special attention
has been given to user safety and
environmental protection.
The aim of this international standard
is to provide yacht harbour operators
with a practical tool to:
• Promote health, safety and respect
for the environment.
• Ensure the compliance with
applicable laws.
• Help the development of the yacht
harbour industry, surrounding spaces
and communities by sharing global
practices.
• Provide nautical tourists with
harmonised information and services
across yacht harbours and give them
a broad choice of offers regardless of
their location.
ISO 14001 revised
If your marina is one of the
approximately 286,000 global
companies that already has, or
is considering implementing the
environmental standard ISO 14001,
then you will probably be aware that
it is being revised in preparation for a
re-launch scheduled for the middle of
2015. When published, ISO14001: 2015
will have a revised structure and some
‘common text’ that will be used for all
management systems standards.
The common text will include the
following:
Strategic Environmental
Management – There is an increased
prominence of environmental
management within the organisation’s
strategic planning processes. A
new requirement to understand the
organisation’s context has been
incorporated to identify and leverage
environmentally related organisational
risks, including opportunities, for the
benefit of both the organisation and the
environment.
Leadership – To ensure the success
of the system, a new clause has
been added that assigns specific
responsibilities for those in leadership
roles to promote environmental
management within the organisation.
Generally, there will be new
expectations for top management
to understand the organisation’s
environmental issues, support the EMS
and champion improved performance.
Great value is placed on quality
standards at Porto Montenegro. The
marina has ISO 9001 and ISO 14001
and is a five Gold Anchor marina.
Protecting the environment –
The expectation on organisations
has been expanded to commit to
proactive initiatives to protect the
environment consistent with the
context of the organisation.
This is a fundamental revision
of the ISO 14001 standard, with
a much wider implication for
organisations than the previous
review undertaken in 2004. Some
businesses are already planning
to meet the new ISO 14001:2015
requirements although those with
ISO 1400:2004 will have a ‘phase-in’
period after the publication of the
revised ISO to fully implement the
new changes. The timeframe has
yet to be decided.
With regard to environmental
compliance the revised standard
proposes that businesses will need to
demonstrate an understanding of their
environmental compliance status at all
times.
ISO 9001 updated
The original ISO 9001 was very much
designed for production industries and
the changes being proposed for this
year aim to redress this situation by
making it more readily applicable to
service industries as well. The revised
standard will have an emphasis on riskbased
thinking and achieving value for
the organisations and their customers.
Customers remain the primary focus of
the revisions.
A new common format has been
developed so that companies
implementing multiple management
Marina di Varazze is an IMCI Blue Star
marina.
www.marinaworld.com - May/June 2015 37

MARINA CLASSIFICATION
systems covering quality, environmental
and information security will be able to
achieve better integration and easier
implementation.
In February the International
Accreditation Forum (IAF) approved
a three-year transition period for
companies to bring themselves up
to the new 9001:2015 certification
standards. The three-year period starts
on the publication date of the new
standard and once the transition period
ends, 9001:2008 certifications will no
longer be valid.
Health and Safety
changes too
Many marinas have adopted health
and safety management policies in line
with OHSAS18001. In October 2013,
a project committee met to create the
first working draft of a new standard,
ISO 45001. The team is using OHSAS
18001 – the internationally recognised
and adopted British Standard for
Occupational Health and Safety – as
the blueprint. The draft International
Standard was published for consultation
in the fourth quarter of 2014, with the
An MIA five Gold
Anchor award was
recently received by
Wuxi Taihu Shanshui
Club & Marina, one
of the first marinas in
China to be recognised
in this way.
final draft expected
this year. ISO 45001 is
due for publication in
late 2016.
The standard will
also be aligned with
ISO 9001 (Quality
Management)
and ISO 14001
(Environmental
Management).
There are currently
50 countries and international
organisations, including the
International Labour Organisation,
involved in this work. The new standard
is expected in October 2016. ISO
45001 will support new areas of
management systems to ensure better
compatibility and systems governance,
making implementation a lot smoother.
Ralf Heron is a founding partner and CEO of Homeport Corporation. He has significant
experience in the international marina business in Europe, the USA and Middle East. He is
the author of two books on marina management, the most recent being The Marina- your
guide to certification and classification. In addition, he has also written books on quality
management.
132x182_Marina World_DEC2014.indd 1 19/12/2014 08:43
www.marinaworld.com - May/June 2015 39

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ENVIRONMENTAL MANAGEMENT
Mature mangroves (left)
transform the environment.
New plants at the same site
(below).
Esteban Biondi
Designing for the
environment
by Esteban L. Biondi
The discussion of environmental issues with regard to marinas is commonly
focused on regulatory aspects of environmental impacts and environmental
management, i.e. the requirements of the permitting authorities. But what
happens when environmental issues are seen as a design opportunity
as opposed to a restriction, nuisance or headache? Can a marina design
proactively embrace environmental features to add value to a project?
Even recognising that the
environmental permitting process and
impact studies requirements are very
different depending on the country,
and can be very demanding, it is
surprising how few marina developers
and consultants consider proactive
environmental design, as opposed to
what can be called ‘compliance-only’
approaches.
Design with nature
A number of initiatives by renowned
organisations are presently focused on
early consideration of environmental
issues for port and large navigation
projects. ‘Building with Nature’, ‘Working
with Nature’, ‘Engineering with Nature’
ultimately encourage a design process
that incorporates environmental analysis
before the design is advanced. These
are proposed as an improvement of the
traditional sequential approach. In other
words, if you first design the project
and then do the environmental impact
studies, there are incentives to reduce
the changes required by those studies.
In marina projects, this problem is
more easily avoidable because of scale
issues. Additionally, well integrated
consulting organisations naturally
prevent compartmentalisation and
linear sequential thinking. Ultimately,
good practice shows that
an experienced, cohesive
and flexible team can simultaneously
evaluate environmental, engineering,
business and operational issues to
seek a balanced marina design solution
before a plan is set. For example, I
always tell developers and planners
that “the master plan is not complete”
until we can advance our environmental
studies (and market and business
feasibility, for that matter) to a point
where we feel that the plan is validated.
The analysis of environmental impacts
is an integral part of the design process.
Another significant benefit of an
integrated approach for marina
planning is that many basic studies
(such as surveys, wave studies, etc.)
can be scoped to fulfil the requirements
of both basic design and environmental
regulatory requirements. When I
www.marinaworld.com - May/June 2015 41

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ENVIRONMENTAL MANAGEMENT
Mangrove plants sprouting up. The shape
of the fringe will create a lush shoreline.
present recommendations to the
developer about field or numerical
modelling studies, I stress the ones
that will be required as part of a
proper environmental impact study,
but are also valuable to improve the
engineering design and cost estimate
at the planning stage. In other words,
those basic studies are not part of the
permitting budget but part of the design
budget.
Proactive
environmental design
Proactive environmental design means
including environmental features as
part of the marina project. They are
design elements that add value to the
aesthetics or reduce costs, as much as
they provide benefits of habitat creation
and protection of native or threatened
vegetation.
Solutions may include the use of
sloped vegetated shorelines or the
creation of landscaped stormwater
retention and filtering areas. Habitat
creation and protection of ecological
functions are key environmental
considerations.
Interesting opportunities for
environmental design can be found
when they reduce costs of fill, dredging
and shoreline structures. Setting aside
waterfront areas as environmental
features, either by keeping them
undisturbed or recreating a living
shoreline, reduces the cost of new
construction. Where fill is expensive,
creating an intertidal flat with nonstructural
material is much more
cost-effective than reclaiming to a safe
construction elevation. Rock revetments
combined with native vegetation can
be significantly less expensive to
build and maintain than vertical walls.
Small islands with intertidal shorelines,
lagoons and rocky shorelines can be
used for dredge material use and wave
protection. Creating a zone along the
waterfront with varying elevations and
features can be used as part of a sea
level rise adaptation strategy.
These and other features can be
used to create value to the marina
project. They are (or can be designed
to be) beautiful landscape features,
public boardwalks, resort amenities,
spaces for active or passive recreation,
educational opportunities, etc.
Environmental design also results in
enhancing a sense of place that is
authentic and true to the surrounding
natural environment.
Practical challenges
One of the challenges to incorporating
environmental design elements is the
use of space. Space necessary for
environmental features (such as sloping
shorelines) reduces navigable water
area and/or upland available for sale.
From a narrowly defined point of view
(or spreadsheet-only analysis), nonrevenue
generating area should be
reduced. But from a holistic planning
and design value, it is well known that
adequate open spaces and common
areas are needed and can add
significant value to the whole.
To some extent, this is a matter of
attitude. In a waterfront area, a placeappropriate
and inexpensive solution
can be a mangrove fringe with elevated
boardwalks, which also happens to
have significant ecological value. A
different attitude towards environmental
issues may open the eyes to these
types of opportunities.
This is not to underestimate the fact
that in the past it has been very difficult
to include environmental features in
marina design projects. I know more
projects where environmental design
features were proposed and not built
than projects where they were. But
times are changing. The rate of success
is increasing rapidly with time. It is more
common now for clients to embrace
environmental restoration, habitat
creation and conservation spaces
within a project, as part of a value
added framework.
Design by example
When master planning the launch of a
new phase at a high-end resort in the
Cayman Islands, our client immediately
embraced a mangrove restoration
strategy. This was particularly
interesting in the context of the
development history of this particular
property. When researching the history
of studies, design documents and
environmental impact studies, I found
that a mangrove shoreline design
had been proposed by ATM over ten
years ago but that the solution was not
adopted. Now, a hurricane damaged
mangrove buffer area is proposed to
be restored and integrated as a key
amenity of the very luxurious resort
project. This was proposed for the
value, not as a negotiation strategy.
Another recent experience includes
adding environmental features to an
existing plan. The resort developers
had a plan and permit for a marina
by the previous owner of the property
but, when revisiting the project in an
integrated manner, the team unveiled
the value of created mangrove
shoreline features as significant
enhancement to the landscape design,
authentic island feel and privacy. And
by the way, it made the approval of
the environmental permit modification
so much easier and we avoided
unnecessary fill and reduced the cost
of the shoreline structures. This project
is now under construction.
www.marinaworld.com - May/June 2015 43

ENVIRONMENTAL MANAGEMENT
The project with full boardwalks in place.
Opportunities for
existing waterfronts
There are also huge opportunities for
incorporating environmental design in
redeveloped and upgraded waterfront
areas. There are many areas developed
100 or 50 years ago that need seawall
repairs.
After analysing a number of options,
Palm Beach County (Florida) replaced
a failing seawall in a coastal lagoon with
rock revetment and mangrove shoreline
- then created a detached mangrove
island, built public access boardwalks
and added a now heavily used kayak
launch. While this example was not for
a marina renovation per se, there is
an undercurrent to incorporate living
shorelines in waterfront renovation
planning of existing communities
throughout South Florida.
For the Blueways Master Plan for
the City of Miami Beach, for example,
we found a number of circumstances
and locations where shoreline repairs,
waterfront park enhancements and
public docking facilities could include
environmental design features and sea
level rise adaptation strategies.
Early incorporation of environmental
evaluations and proactive
environmental design are powerful
tools for marina planning and waterfront
redevelopment as part of a value added
framework.
Esteban L. Biondi is associate principal
and marina studio leader for Applied
Technology & Management, Inc. He can be
contacted on email:
ebiondi@appliedtm.com
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ENVIRONMENTAL MANAGEMENT
Simplifying boat
wash regulations
In 1972 the National Pollution Discharge Elimination System (NPDES)
was created in Section 402 of the US Clean Water Act. “NPDES prohibits
[discharges] of pollutants from any point source into the nation’s waters
except as allowed under an NPDES permit.” Tom Callahan outlines the
implications in terms of boat washing operations
The environmental impact of
marinas is always a hot button and
sometimes a source of frustration and
misunderstanding to marina operators.
To add to any other concerns, boat
washing operations have become a
regulatory issue in many US boating
states.
According to the regulations
published in 1972, the Environmental
Protection Agency (EPA) requires
permits for industrial activities that
generate water pollution and degrade
surface water, including boat washing.
Surface water is defined as water that
has not penetrated below the surface
of the ground including water in lakes,
rivers, streams or other fresh water
sources frequently used for drinking
water supplies. Surface water pollution
occurs when hazardous substances
come into contact and either dissolve
or physically mix with the water. In the
US the NPDES permit programme,
authorised by the Clean Water Act,
controls point source water pollution
(e.g. pipes and ditches) and regulates
polluted water discharge into surface
water. The NPDES regulations preclude
Rinsing a boat using a closed loop
boat wash recycling system meets
NPDES permit regulations.
old practices and it is no longer
acceptable to discharge used boat
wash water back into the surface
water or surrounding waterway.
It is, however, still acceptable
to ‘rinse’ a boat over a pervious
(grass, dirt, gravel) surface with
clean water where there is no
ablative bottom paint containing
small particle metals like lead,
copper and zinc or any oil and
grease and no non-biodegradable
cleaners or motor oil spills. If this
scenario is possible, the essential
clean wash water flows not into
the surface waters but into the
groundwater. This example
involves cleaning a boat with clean
water and no toxic chemicals or
non-biodegradable soaps and is
the only exception to the rule for
boat washing without a collection
wash pad and containment.
Although the NPDES permit
regulation has been on the books for
decades, its relevance is still fairly
new to many marinas. Solutions and
alternatives that make boat washing
possible are evolving and gaining
performance and cost track records.
Stopping boat wash operations
altogether is an option but not a likely
alternative so the most common
boat washing methods need to be
considered. These include:
1. Stormwater discharge: applying for
a state NPDES permit, compliance
with recommended testing
procedures and likely pre-treatment
filtration to discharge to stormwater.
2. Discharge to your local sanitary
sewer authority, with unique quality
standards testing and fees.
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ENVIRONMENTAL MANAGEMENT
3. Capture, contain and haul away
service.
4. Closed loop boat wash water
recycling system where the wash
water is collected from the wash
pad and pumped through a process
to clean and re-use the water for
more washing. The water is never
released to surface water.
Capturing and hauling away wash
water will require a large above ground
storage tank with capacity in the region
of 2,000 to 5,000 gallons. Pick up and
hauling should be undertaken by a
licensed waste hauling company and
waste taken to a waste water facility.
Discharging the wasted wash water
to a municipal sanitary sewer may be
an option. Sewer authorities have their
own standards and fees and typically
will require testing and pre-treatment,
especially when toxic metal solids
(lead, copper, zinc) from ablative paints
are present.
Closed loop boat wash water recycling
systems capture and re-use reclaimed
water after each boat is washed on
an impervious wash pad designed to
collect the water in a sump and send it
to the recycling system near the wash
pad area. Some common systems use
a variety of water treatment including
filtration, electrocoagulation, chemical
treatment and flocculation.
Over the last 20 years, progressive
marinas have been trying the above
EMP-AquaClean wash pad under
construction (above) and a completed
installation (below).
alternatives. The
capture and
haul away option
sometimes being
the least technically
ominous makes it
an easy and safe
choice. Interestingly,
different sources
- including various
state websites on
boat washing - report
that the use of closed
loop systems is on
an upward trend. In
most cases, systems meet the NPDES
requirements if used properly and for
want of a better description keep the
operator “off the grid” when compared
to any discharge methods or hauling.
The NPDES permit and sanitary
sewer permit options for boat washing
require more agency cooperation and
overseeing and appear to be either less
attractive or simply not reported upon.
Collection methods for haul away or
recycling require an impervious wash
pad, sump and pump and some other
vessel or tank apparatus to collect the
wash wastewater. In a closed loop
system the sump pump transfers the
used wash water to the treatment
system to remove contaminants from
the water, then stores or recirculates
the treated and clean water for reuse
for more boat washes. The wash
pad configuration or design is a very
important part of a collection system
but even more critical when used with a
recycle system.
A good wash pad and good practices
will enable the used water to flow into a
trough in the centre or side of the pad but
keep large solids like seaweed, algae,
barnacle pieces and leaves from getting
near the sump pump and into the reclaim/
recycle system. Large debris going
into the recycling system will decrease
efficiency and increase maintenance. The
wash pad should also be designed to
keep the spent wash water from flowing
off the pad and into the surface water.
Each method of collection and
disposal or reuse has its unique pros
and cons in terms of cost. Typically,
contain and haul away costs US$3,000
more or less for an average tank and
hauling costs US$200 per trip, plus 0.30
to US$1 per gallon for proper disposal.
Closed loop systems can cost between
US$10,000 and US$35,000 depending
on water volume and treatment
requirements. Wash water for heavier
washing with ablative paint chips and
dust and biological growth costs more to
treat as a rule than water used for hard
bottom boats stored in a high and dry
and washed regularly. Reclaim systems
will have some periodic maintenance
and some associated consumable
materials costs.
If boat washing is a regular and
frequent guest service and a revenue
source, you may be a good candidate
for a closed loop system. If boat
washing is incidental and you are
uncertain whether you really need a
system, permit or haul away service
may be good enough. Along with new
boat wash practices, operators should
consider implementing stormwater
related best management practices as
part of marina management.
Tom Callahan, president of Florida-based
EMP Industries, Inc., has been providing,
installing and designing boat wash systems
and pads since 1997. He can be contacted
by email: tom.callahan@empind.net
www.marinaworld.com - May/June 2015 47

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PLASTIC PONTOONS
Design by module
A cost effective solution for small marinas and clubs and ideal for seasonal use or special events, the modular bolttogether
pontoon is as versatile as your imagination. Low in maintenance and easily moved and/or reconfigured,
modern systems are durable, adaptable and extendable. Most are easy to install and made from environmentally friendly,
recycled and/or recyclable materials that cannot leach potential pollutants.
Here’s an at-a-glance guide to some
of the leading products and some (but
not all) of their features. Take a further
look at the websites for full information.
Candock, USA
Material: high density polyethylene
(HDPE) resin.
Dimensions (w × l × h): 19 inch (48cm)
× 19 inch (48cm) × 14 inch (36cm). Half
cubes are same length and width but 9
inches (23cm) high.
Connection system: nut and bolt
coupling.
Features: UV-resistant; 100%
recyclable; breathable plugs to ensure
cube shape retention regardless
of outside temperature or pressure
variations; dirt repellent corner design
and irrigation channels to keep surface
clean and dry; strict manufacturing
process ensures flat, uniform walking
surface and eliminates gaps between
cubes when assembled; ability to
withstand severe long term wave action;
cost effective freight and installation as
the system can be shipped all over the
world in 40ft containers; standard beige
and grey plus custom colours; 20 year
warranty.
Services and accessories: electricity,
A broad 150m long pedestrian pontoon
with alongside moorings for tugs and
other vessels was installed late last
year in severely exposed Tsemes Bay in
Novorossiisk, Russia. The Magic-Float
system was deemed suitable for the site,
which experiences gusts of wind up to 45m/
second and waves up to 3m high.
water and other services can easily
be deployed through the service
channel system. Virtually any dockside
pedestals can be used. The channel
can also be utilised, when coupled
to Candock’s LED lighting system, to
illuminate any area within the marina.
www.candock.com
Connect-a-Dock, USA
Material: rotationally moulded
polyethylene.
Dimensions (w × l × h): 72 inch
(182.9cm) × 120 inch (304.8cm) × 20
inch (51cm) for the high profile module.
The low profile version measures 90
inch (228.6cm) × 120 inch (304.8cm) ×
10 inch (25.4cm).
Connection system: blow moulded float
connectors in slip-fit sockets secured
with bolts.
Features: in-built UV protection; wood
grain skid resistant surface that sheds
water and resists solar heat; float
chambers are specially designed to
trap air on the surface of the water for
additional buoyancy; closely spaced
support ribs provide rigidity underfoot;
salt water safe; eight year product
warranty; worldwide distribution.
Services and accessories: many
accessories such as cleats, solar
lights, dock boxes, utilities and power
pedestals and even roof systems can
be incorporated.
www.connectadock.com
In addition to assembling this marina in
Africa, Candock recently completed a US
Navy residential boat facility in Yukosuka,
Japan. So far, it has withstood several
tropical storms and wind gusts of over 55
knots with no damage.
www.marinaworld.com - May/June 2015 49

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PLASTIC PONTOONS
In 2008, a private customer in the Czech
Republic who had personal experience with
the use of Jetfloat systems planned a 450m²
marina. Between 2011 and 2015, Hotel
Atlantida Marina was steadily enlarged and
now covers a 1,100m² area. The marina
is situated on the Vitava River in Stara
Zivohost near Novy Knin.
EZ Dock, USA
Material: marine grade polyethylene.
Dimensions (w × l): 40 inch × 60 inch;
40 × 120 inch; 60 × 120 inch; 80 × 120
inch.
Connection system: moulded rubber
shock absorbing bolt couplers with
4,000lb shear strength.
Features: UV-resistant and cool
underfoot; patented underside hollow
chambers to ensure stability; couplers
allow sections to move independently
under high stress conditions and
are designed to break if wave action
becomes too severe, ensuring that any
repair/replacement is to the coupler not
the dock section; exceptional buoyancy
and safety; slip-resistant surface; easily
extended; anchoring systems for all
conditions; beige standard colour or
special order grey; worldwide shipping.
Services and accessories: extensive
range of add-ons including storage
boxes, cleats, benches, ladders, dock
bumpers, dock wheels and railings.
www.ez-dock.com
Jetfloat, Austria
Material: PE-HD Lupolen 5261 Z
polyethylene.
Dimensions (w × l × h): 50cm × 50cm ×
40cm (single element), 50cm × 100cm
× 40cm (double element) plus low
version with height of 25cm.
Connection system: blow-moulded
connecting pin in 100% Lupolen 5261Z
HDPE and injection moulded side screw
connectors. Pins can only be locked and
opened with special torque wrench.
Features: most established supplier,
having manufactured and installed
modular pontoons since 1971;
production process certified to ISO
9001:2002 and ISO/TS 16949:2009;
flooding through flow covers (with
O-ring seal) can be regulated as
required to alter freeboard and ballast;
concave bottom to sit well on water
surface; customised anchoring;
new elements can be connected to
older Jetfloat systems even if they
are 40 years old; black, light blue,
light grey and sand colour options;
recyclable plastic; UV-resistant; rental
available; swift service direct and from
international dealers.
Services and accessories: cleats,
fenders, ladders, gangways etc.
www.jetfloat-international.com
Imaginative use of Magic-Float pontoon
elements to create different leisure spaces.
www.marinaworld.com - May/June 2015 51

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PLASTIC PONTOONS
Magic-Float,
Russia
Material: HDPE Lupolen 5261 Z
polyethylene.
Dimensions (w × l × h): 50cm ×
50cm × 40cm (single element),
many further variations
available
Connection system: pins
through four lugs in each
module. The patented
interlocking lug design is
claimed to strengthen the entire
structure.
Features: UV resistant;
buoyancy of 376 kg/m² and
upwards if two or more levels
are used (each cube weighs
7kg); sufficiently sturdy if
properly decked to withstand
heavy vehicles; excellent wave
resistance; manufacture to
ISO 9001 standard; blue, red/
orange, black and grey colour
options; various anchoring
options.
www.magicfloat.ru
A Connect-A-Dock system installed on the Missouri River in South Dakota, USA.
Krabi River Marina in Thailand. Covering an 800m² area, the marina has proved to be a big success
in withstanding unforgiving tropical conditions. As a result, Jetfloat gained further orders for landing
jetties in Krabi and Phuket.
www.marinaworld.com - May/June 2015 53

PRODUCTS & SERVICES
Customisation
suits high
profile marinas
Fuel cart taps in
on solar rays
US company Beta Fueling Systems has released a 100%
solar powered fuel dispenser cart for marine applications.
It has been designed to safely deliver fuel at flow rates
of 10 gallons/min to 150 gallons/min via interchangeable
nozzles. The cart can be connected to an underdock
hydrant system or an above ground tank/pump
arrangement.
Beta Fueling has drawn
on 40 years’ experience in
the manufacture of mobile
fuelling equipment in the
commercial and military
aviation markets in the
development of its marine
product, and Beta CEO Jon
DeLine is confident of its
success. “The solar power
and mobility of our fuel carts
will be a game changer in the
marine fuelling industry, just
as it was in aviation,” he says.
The unit, which is claimed
to be the first to draw all of
its energy from the sun, has
stainless steel pipework
and a lightweight aluminium
frame. It is fully corrosion
resistant with an added
layer of protection via a UV
resistant, aviation grade
coating. It also boasts a
‘zero-turn’ radius for ease
of manoeuvrability and a
convenient tow bar to enable
the operator to move it up
and down slopes or over
greater distances.
According to Dan
Clevenger, director of
sales and marketing, the
product also offers operators
economic benefits due to its
mobility and power source.
“No more fixed fuelling
locations or expensive
electrical conduit is required,”
he explains.
The cart’s three
interchangeable nozzles
adapt fuel pressure to deliver
the optimum flow rate for any
application. Fuel delivery is
via a generous 75ft hose
that optimises fuelling range
but stows away neatly on an
electric rewind hose reel.
Important safety features
include emergency stop
buttons, breakaway nozzles
and an electric ‘deadman’
control handle to safely stop
fuelling on demand. The
unit’s digital register and
printer give accounts for
every transaction and print
a report at the end of the
fuelling cycle.
Additional features include
LED work lights for night
operations, a lockable
stowage box and racks for
a fire extinguisher and a life
vest.
Contact Beta Fueling
Systems in NC, USA on email:
dclevenger@betafueling.com
In a flurry of activity that has stretched well into early
2015, Italian company Plus Marine has completed a series
of fully customised orders for high profile European
marinas.
Supersized pedestals were
supplied to the Port of Monte
Carlo for Port Hercules and,
in early March, 1,000A units
were despatched for the
second phase development
at Porto Montenegro.
The highlight on the home
market was delivery of
specially designed pedestals
for idyllic Marina di Portofino.
Plus designers worked
closely with the marina’s
chosen architect to develop
units that complemented
the surrounding natural
landscape.
Prior to the Portofino
contract, Plus delivered
pedestals to several other
Italian marinas including
Marina del Gargano,
Boccadarno Marina di Pisa,
Cala Ponte Marina and Porto
Turistico di Cecina.
Contact Plus Marine in Italy
on email:
info@plusmarine.com
Supersized pedestal
installed in Monte Carlo.
54
www.marinaworld.com - May/June 2015

PRODUCTS & SERVICES
Going green, going electric
Seijsener Marina Services is significantly expanding its business in the supply of charging points for electric boats.
On its home market in the
Netherlands, the company
is working closely with
Friesland authorities to
help fulfil an aim to make
the region’s yachting 100%
electric by 2020.
This ambitious scheme
has so far involved the
installation of dozens of
charging points at strategic
places along the primary
boating routes through
the picturesque Friesland
countryside. The charging
points are suitable for small
electric boats and large
electric yachts.
Payment is taken in
several ways, often by the
pre-paid SEP-card but most
recently also by the Yoreon
system. This enables boaters
to activate and deactivate
power and water supplies
themselves using a phone
or tablet. Registration and
payment is handled via
the internet and twelve
Dutch harbours have so far
installed pedestals with this
option.
Aside from offering an
instant and manageable
power and payment
solution, the self-service
option is ideal for small or
isolated mooring places and
pedestals can be installed
unobtrusively so as not to
mar the natural surroundings.
Contact Seijsener in the
Netherlands on email: info@
seijsener.com
www.roodberg.com
Hoist
Transport Trailers
Slipway Trailers
Lift
Roodberg P: +31 (0) 513 52 13 13 E: info@roodberg.nl
www.marinaworld.com - May/June 2015 55

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Antiguan marina
buys hoist upgrade
Jolly Harbour Marina in Antigua has purchased a new
Marine Travelift (MT) 75 BFM II mobile boat hoist. The
machine was displayed at the Miami International Boat
Show in February.
Located on the leeward
coast of Antigua, Jolly
Harbour offers 155 berths,
dry storage for 200 boats, a
dedicated cradle yard and
an expansive work area
for engine maintenance
and repair, yacht painting,
carpentry and duty-free
fuelling services. The facility
lies just 20 minutes from the
island’s capital of St John’s
and it has easy access to
customs, immigration and
port authority services.
The marina introduced
its new hoist to replace a
70-ton MT unit, which was
manufactured in 1985. The
used machine was sold on
at top price due to careful
routine maintenance and
scheduled annual MT
inspections, says MT sales
manager Jason Johnson.
In an annual inspection,
Marine Travelift technicians
thoroughly analyse the
machine and make
recommendations for
necessary service. Once
the owner has followed
through with any necessary
maintenance and repairs,
the machine is considered
factory-certified.
Contact Marine Travelift in
WI, USA on email: sales@
marinetravelift.com
Landings on the
Kubango
Special pontoons have been developed by Portuguese
company Lindley for landings along the Kubango River in
Angola.
The Kubango is the
fourth longest river system
in southern Africa, running
south-eastwards for 1,600km
from central Angola through
Namibia to the Kalahari
(Botswana) where it
terminates in an immense
inland delta known as the
Okavango Swamp.
The first phase contract
included the design,
manufacture and assembly
of several floating pontoons
specially designed for the
safe boarding of small
ferries. The project involved
engineering solutions to
ensure safety when taking
very strong currents and
rainy season flood risks into
account.
The landings, installed in
a number of municipalities
located on both banks of
the river, were constructed
using the Sagres HD range
of floating pontoons. These
comprise a reinforced hot
dip galvanised steel support
frame, hardwood timber
decking and EPS filled
polyethylene floats. The
pontoons are equipped with
enhanced flotation to cope
with the design live load
of 150kg/m² and current
deflectors to avoid debris
accumulation during floods.
A second phase of
landings is under way.
Contact Ahlers Lindley Lda
in Portugal on email: geral@
lindley.pt
New concept breakwater at lab test stage
Making best use of Veneto regional grants, Italian engineering firm Ingemar and the University of Padua, have
researched production of a radical new system of floating breakwater.
To be introduced this
year, the new breakwater
elements are not restricted
by maximum size but can
be custom made to suit the
specifics of every project.
Modular units of all sizes
will be manufactured in the
Ingemar factory, transported
in containers and rapidly
assembled on site.
According to the company,
the flexibility of reinforced
cement modules and a new
arrangement of joints will
result in a system that offers
much higher performance
than elements currently
available. The next step is
to produce 3D models and
then undertake controls and
tests using full-scale models
PRODUCTS & SERVICES
in the laboratory tanks at the
university.
“We are about to see a
revolutionary change in the
production of very large
breakwaters,” confirms
Lorenzo Isalberti, president
and founder of the Ingemar
Group. “I believe that, in the
next four years, specialist
design and engineering
experience in the techniques
of CAD-CAM modelling
will become ever more
indispensable as new
products must respond to
the specific requirements of
the clients and the peculiar
characteristics of each site,”
he continues.
Contact Ingemar in Italy on
email: info@ingemar.it
www.marinaworld.com - May/June 2015 57

PRODUCTS & SERVICES
Index to Advertisers
All Nautica, France 50
Applied Technology &
Management, USA 46
Bellingham Marine, USA 6, 7
Best Marine Solutions, USA 59
Boat Lift, Italy 26
Camper & Nicholsons Marinas, UK 20
Conolift by
Kropf Industrial, Canada 42
DualDocker, Austria 10 & 11
Dura Composites, UK 28
Eaton Marina
Power & Lighting, USA 22
Gigieffe, Italy 50
Golden Boat Lifts, USA 56
Grupo Lindley, Portugal 33
Helix Mooring Systems, USA 56
HydroHoist Marine Group, USA 52
IMCI, Belgium 40
IMS Dredge, USA 42
Ingemar, Italy 14
JLD International, Netherlands 36
Livart Marine Industry, China 38
M-Tech, Australia 53
MDL Marina Consultancy, UK 16
METS & MYP 2015, Netherlands 18
Magic Float Russia, 46
Marcello Giampiccolo, Italy 46
Maricer, UK 40
Marina Manual, UK 44
Marina Master/IRM, Slovenia 52
Marina Projects, UK 39
Marine Travelift, USA 60
Marinetek, Finland 4
Martini Alfredo, Italy 34
Moffatt & Nichol, USA 28
Orsta Breakwater, Netherlands 44
Pacsoft, New Zealand 48
Perma Composites, Australia 36
Plus Marine, Italy 38
Poly Lift, USA 48
Poralu Marine, France 30 & 31
Rolec Services, UK 12
Roodberg - a brand of Frisian
Industries, Netherlands 55
SF Marina System, Sweden 2
Scaffoldmart, USA 56
Scribble Software, USA 40
Seaflex, Sweden 8
Seijsener, Netherlands 34
Shenzhen Botogna, China 13
Strongwell, USA 48
Superior, Australia 24
Swede Ship Sublift, Sweden 15
Transas Marine, Germany 23
Walcon Marine, UK 26
Waterwitch, UK 46
Management system
for megayacht hub
Palmarina Bodrum in Yalikavak in the Turkish Riviera has implemented a
Transas marina management information system in order to streamline
organisation of its varied high level facilities and services.
The marina has 620 berths, landside
amenities, technical operations and
megayacht-specific services. Over 70
of its berths are reserved for vessels of
40m and above.
“As an international megayacht
marina, we pay a lot of attention
to progress and new technological
developments in the sector,” says
general manager Cenk Bircan. The
new Transas software met the marina’s
increasing needs. “With so many
services offered, it is crucial for us to
be able to manage all operations via
a single easy-to-use application and
automate as much as possible all
existing business processes,” he adds.
The Transas solution offers real
time monitoring of all activities. An
integrated 3D visualisation tool gives
a graphical view of marina occupancy
levels and can search for berth
availability and manage reservations
accordingly. The integrated Vessel
Traffic Management software enhances
safety and security at the marina. Real
time data is received from multiple
sensors including radar, AIS and CCTV
cameras to give information on every
boat entering or leaving the marina.
Palmarina Bodrum on the Turkish Riviera
has streamlined its management processes
using integrated 3D real time visualisation
monitoring software.
The beauty of the system is its
flexibility. “With many different modules,
we have tailored various tasks including
reservation management, pontoon,
boatyard and drystack planning,
customer relationship management, job
order track and control system, contract
management and control mechanisms
– all through a single system. This
supports our mission to maintain the
highest service standards offered to our
customers at all times,” Bircan explains.
He also claims that real time 3D
visualisation combined with a berth
occupancy forecast function has
enabled the marina to make better
decisions and make significant savings
in operational costs.
Contact Transas in Germany on email:
marinas@transas.com
58
www.marinaworld.com - May/June 2015

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