Marinas Regulation Manual

Al rights reserved to Civil Engineering
Department Ports, Customs & Free Zone

Corporation, Dubai. No parts of this publication
may be reproduced, stored in any retrieval
system, or transmitted in any form or by any
means, electronic, mechanical, photocopying,
recording or otherwise, without the prior consent
of the copyright owner.
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MARINAS &
SMALL CRAFT HARBOUR
REGULATIONS AND DESIGN
GUIDELINES
Ports, Customs & Free Zone Corporation, Dubai

United Arab Emirates
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Marinas & Small Craft Harbour

Regulations And Design Guidelines
First Edition-2007
P.O. Box 17000, Ports, Customs & Free Zone Corporation, Dubai
Tel: 00971 4 8819444, Fax: 00971 4 8815227
http://ced.dubaitrade.ae
This edition was issued in February 2007

Jebel Ali, Dubai, United Arab Emirates
Al rights reserved to Civil Engineering Department Ports, Customs & Free Zone Corporation, Dubai. No parts of this publication may
be reproduced, stored in any retrieval system, or transmitted in any form or by any means, electronic, mechanical, photocopying,
recording or otherwise, without the prior consent of the copyright owner.
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MARINAS
& SMALL CRAFT
HARBOUR
REGULATIONS
& DESIGN
GUIDELINES
First Edition-2007
Ports, Customs & Free Zone Corporation, Dubai

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ACKNOWLEDGEMENT
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ACKNOW LEDGEMENT
The publication of this book could not have been possible

but for the ungrudging efforts put in by the Projects, Quality &
Electromechanical Section of the Civil Engineering Department.
We would like to acknowledge contributions made by Marina
Department, Istithmar Leisure Marinas, Nakheel Community
Management and many other specialized engineers from
different organizations.
Our thanks go out to all of those who contributed, whether
through their comments, feedbacks, edits or suggestions.
As there is always room for improvement, Civil Engineering
Department welcomes comments on this Book, and will
consider all that are received. Your comments will continue the
development of this book leading to its ultimate acceptance.
As always it has been a great joint effort.
Nazek Al Sabbagh
Director, Civil Engineering Department
Ports, Customs & Free Zone Corporation CED
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TABLE OF CONTENTS
Page
SECTION 1 : Introduction ---------------------------------------------------------------
SECTION 2 : Definitions ----------------------------------------------------------------
13
SECTION 3 : Marina Development Regulations ------------------------------------
21
SECTION 4 : Development Control Authority Authority Permits --------------
23
SECTION 5 : Powers of the Authority --------------------------------------------
25
SECTION 6 : Responsibilities and Disputes --------------------------------------
27
SECTION 7 : Development Approval Process ------------------------------------
29
SECTION 8 : Marina Planing and Design ----------------------------------------
35
SECTION 9 : Navigation Requirements ------------------------------------------
37
SECTION 10 : Mooring Facilities Design Requirements --------------------------
41
SECTION 11 : Basic Elements of Mooring Facilities ------------------------------
49
SECTION 12 : Load Requirements -------------------------------------------------
61
SECTION 13 : Boat Mooring System, Accessories (Cleats, Bollards) -------------
71
SECTION 14 : Mooring Systems for Floating Docks -----------------------------
73
SECTION 15 : Anchor System for Floating Docks ---------------------------------
77
SECTION 16 : Fender System ------------------------------------------------------
83
SECTION 17 : Pontoon Structural Elements ---------------------------------------
85
SECTION 18 : Dock Service Facilities ---------------------------------------------
91
SECTION 19 : Boat Lift and Boat Launching Design Requirements --------------
95
SECTION 20 : Auxillary Buildings and Land Installations ------------------------
97
SECTION 21 : Materials ------------------------------------------------------------
99
SECTION 22 : Environmental Impact Assessment Guidance ---------------------
107
SECTION 23 : References ----------------------------------------------------------
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Section 1 : INTRODUCTION
These
Regulations are intended to provide the minimum planning,

design, construction guidance and requirements for all types of harbours
for Marinas (pleasure boats, small yachts, cabin cruiser, etc) related
to residential, commercial, recreational, industrial and institutional
maritime structures development in Dubai World / Emirate of Dubai.
The purpose and intent of Marinas and Small Craft Harbour Regulations
and Design Guidelines is to establish procedures and guidelines for the
orderly and organized development of floating structures only.
1.1.
Marina means any facility for the mooring, berthing, storing, or

securing of pleasure boats. Marinas include floating structures or
dock space within artificially (constructed facilities such as small
harbours protected by breakwater) or naturally protected areas
located alongside shore lines, creeks, channels, canals or islands
etc.
1.2.
Floating docks are commonly utilized in the Emirate of Dubai

waterways. Floating structures can be easily adopted to ensure
the availability of mooring slots in marinas, because they are not
affected by tidal fluctuations and because of the relatively small
loads imposed from berthed boats, vessels and the corresponding
operational loads.
1.3.
Dubai Marinas Development Regulations stipulate the minimum

requirements for the use and development of water, shore,
structures, navigation within proposed Marina projects. All
proposed Marina Designs included in all proposed developments
must comply with the rules, regulations and guidelines specified
in these Marina and Small Craft Harbour Regulations and Design
Guidelines.
The objectives of the Marina Regulations and Design Guidelines
are to:
a)
Achieve a uniform Marina development facility.
b)
Create a development plan for marina facilities in

accordance with approved Master Plans for proposed
projects.
c)
Provide planning and design standards and guidance

for the development of marinas for future and ongoing
proposed projects.
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d)
Create a Marine Planning and Design framework to

prevent negatively impacting the various residential and
commercial development areas being served by the
proposed Marina.
e)
Provide the criteria for Design and Construction of marina

facilities that will facilitate shore and sea uses in a coherent
and rational manner.
f)
Provide a framework for basic infrastructure needs for

marinas such as power, telecommunications and potable
water supply.
g)
Create a project augmenting the highest quality and living

standards.
These Regulations and Guidelines shall be prevailing in the

Emirate of Dubai however these standards maybe utilized in
other Emirates.
Marina may be designed as floating structures used as back to
shore passenger terminals or as a private mooring and berthing
facilities for the mooring of pleasure boats within residential areas
or as large areas for public or commercial marina development.
Marinas should provide as a minimum the following:
a)
Floating and/or fixed structures for mooring and/or

berthing pleasure craft, commercial and non-commercial
vessels including water taxis, local passenger ferries, and
those operated by local tour companies.
b)
Navigation aids relating to the development.
c)
Natural or artificial structures for the protection from

waves and currents of berthed vessels (such as fixed and/
or floating breakwater).
d)
Utilities and services relating to the development.
e)
Access to the land.
The higher classified marina should provide, as additional to

above, the following:
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a)
Floating and/or fixed structures for the fuelling of vessels.
b)
Launching ramp(s).
c)
Car parking.
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Well organized marina should contain (as additional to above)
a number of auxiliary buildings and facilities that shall be
arranged and designed according to the needs they are to serve
as follows:
a)
b)
c)
d)
e)
f)
g)
h)
i)
j)
k)
l)
m)
n)
Boat lifting.
Boat dry berthing.
Boat storage (on land).
Repair and maintenance building.
Boat repair shop (including engine and mechanical
services, carpentry, painting, electronics, fibreglass
repair).
Marina administration building.
Harbour masters building.
A supplies and provisions retail outlet.
Restaurant/Dining room.
Snack bar/fast food.
Take-away services.
Swimming pools.
Tennis courts.
Health club.
o)
Cooperative/ Small Supermarket.
Additional to above the full service marina should be provided

with:
p)
Golf course.
q)
Dockside parking with grassy picnic areas.
r)
Laundry room.
s)
Game room.
t)
Sand pit volleyball & basketball court.
The scope of the services and facilities to be provided by a particular

marina development shall be detailed, for consideration by the
Authority, at the pre-application meeting and in the Concept
proposal as set out in Section 7 of these Regulations.
Design and construction of buildings and other land based
facilities in all marinas shall comply with the minimum design
regulations established in these Regulations and Guidelines as
well as in CED Building Regulations & Design Guidelines.
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Section 2 : DEFINITIONS
In compliance with the regulations and guidelines the following
nomenclatures are used:
Access: The place or way by which pedestrians and vehicles have safe and
usable ingress and egress to marinas or berthing facilities.
Access Bridge: A bridge constructed to cross a body of water to provide a
permanent personnel and light vehicular access between shore and floating
docks.
Admiralty Chart Datum (ACD): The base elevation for that particular sea
location which is approximately the level of Lowest Astronomical Tide. For
the Emirate of Dubai use Dubai Municipality Datum (DMD).
Approved development:
approval.
A development that has received development
Apron: Layer of stone, concrete or other material to protect the toe of the
breakwater against scour.
Armour unit: Large quarry stone or special concrete shape used as primary
wave protection.
Artificial cove: Shall mean any harbour or body of water, other than a
canal, a lake or Inlet, which is separate and distinct from any existing canal
or lake, and which has been artificially created specifically for the mooring
or docking of watercraft.
Authority: Shall mean Ports, Customs & Free Zone Corporation represented
by Civil Engineering Department.
Auxiliary Building: Means a building located within the marina area which
is ancillary to that of the mooring and/or berthing facilities and designed
according to the needs they are to serve.
Auxiliary Structure: A structure on the same marina area to serve the marina
operational requirements and of a nature customarily incidental and
subordinate, to the mooring and/or berthing structures.
Berth: A place where a craft or vessel can be moored.
Boat: Is synonymous with vessel and shall include every description of
watercraft, other than a seaplane on the water, used or capable of being
used as a means of transportation on water.
Boat lift: Shall mean any device fixed to the ground, a seawall, post, piling
or a dock, designed to lift watercraft clear of the water.
Boat Owner: An owner of boat, yacht, or other marine vessels.
Civil Engineering Department (CED): See Authority.
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Client: Natural or corporate person in whose name the marina is registered
whether in his / its capacity as landlord or possessor.
Channel: The part of a body of water having sufficient depth to be used
for navigation by boats and vessels through an area where the depths are
otherwise too shallow; may be naturally occurring or constructed through
dredging processes.
Consultant: A registered consultant holding a valid Consulting Engineers
license from the Dubai Economic Department.
Contractor: A registered contractor holding a valid Contracting Engineers
License from the Dubai Economic Department.
Concept Plan: Documents and schematic designs that in a metric scale
show: marina boundaries, approximate location and dimensions of all
structures and setbacks, access channels, docks and marinas, shoreline,
beaches, proposed waters edge conditions, service and utility areas,
topography, bathymetric, north orientation, landscaping, schematic site
plan and potential elevations of the development.
Concept Plan Proposal:
development.
concept
plan
depicting
proposed
Conditional Use: A use which has certain characteristics which may be

detrimental to the surrounding area, but which may be permitted within a
district with designated mitigation measures.
Construction Plans: The maps, drawings and specifications indicating the
proposed location and design of facilities to be installed/constructed.
Cross-Section: A view of the interior of an object as it is sliced along a plane.
Crown wall: See Parapet Wall.
Deck: A top portion of floating docks (Wharf, Pier, Finger).
Deep water: Water so deep that waves are little affected by the bottom.
Generally, water deeper than one half the surface wave lengths is
considered to be deep water.
Design Approval: An order approving a particular development designs.
Detailed Plans: Proposed design documents, including plans drawn to scale
with construction details, specifications, and other critical information.
Developer: Creator of marina property improvements by commercial
buildings in a specific area including maritime structures. A developer
will organize and plan the development, supervise its construction and
manage all the business elements of the project. The marina developer is
interchangeable with person/ owner.
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Development: The construction, reconstruction, conversion, erection,
alteration, relocation or enlargement of any maritime structure; dredging/
excavation of seabed; reclamation; and any land and sea disturbance in
preparation for any of the above.
Development application: To achieve development approval, an application
for development approval (a development application) must be submitted.
The development application consists of two stages - the concept proposal
stage and the detailed proposal stage.
Development approval: An approval for development granted by the
nominated Authority. (CED)
Dock: A marine floating structure for mooring or tying of watercraft.
Docking and mooring facilities: Shall mean any dock, wharf (fixed or
floating), pier, mooring, dolphin, other aquatic or marine construction,
singly or in combination, designed and constructed for the primary
purpose of securing watercraft of pleasure boats.
Dolphin: Shall mean a free standing pile supported or solid filled structure
used for mooring and berthing vessels, protection of the end of piers or
wharves, or protection of bridge substructure.
Dredging: The removal of material from the sea bed to produce
sufficient water depths for navigation or as a borrow pit for hydraulic fill
reclamation.
Dry dock: A specialized facility used for the repair of boats where the
vessel is removed from the water or placed within a lock and the water is
removed leaving the vessel in the dry to facilitate repairs.
Dubai Municipality Datum (DMD): The base elevation datum for Dubai
(approximately+/- 0.0meters ACD) used as a reference from which to
calculate heights or depths.
Emirate: Emirate of Dubai.
Engineer: The person authorized to prepare the design and/or supervise
construction work from the Authority/Client.
Environment: The physical factors of the surroundings of human beings
including land, water, atmosphere, climate, sound, odours, tastes, the
biological factors of animals and plants and their inhabitants, the social
effects of aesthetics.
Erosion: The removal of material by the action of natural forces.
Exception: Permission to depart from the design standards in the regulation
for different reasons.
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Facility: All or any portion of maritime structures for mooring, lighting and
supplying, equipment, roads, walkways, passageways.
Fairway: Navigable channel for boats.
Fences: A structure constructed of wood, metal, block, brick, stone or any
other material other than natural vegetation to create a barrier.
Fender: Energy absorbing devices used on the face of a pier, wharf or
dolphin to protect the vessel and shore facility from damage due to contact
between the two during berthing and mooring of vessels.
Ferro-cement: Shall mean a composite material usually defined as concrete
consisting of cement and fine aggregate, reinforced by small-diameter
steel wires distributed throughout a body of concrete.
Finger Pier: Shall mean a docking and mooring facility which extends into
any body of water in a direction generally perpendicular to the seawall,
bulkhead line or property line.
Freeboard: The height of a structure or boat above still water level.
Geotextile: A synthetic fabric which may be woven or non-woven.
Hazardous Goods:
Includes:
a) Any compressed, liquefied or dissolved gases.
b) Any substance which becomes dangerous by interaction with
water or air.
c) Any liquid substance with a flash point below 65C.
d) Any corrosive substance or a substance which emits poisonous
concentrations of fumes when heated.
e) Any substance liable to spontaneous combustion.
f) Any substance which readily emits heat or other harmful
radiations when it changes state or decomposes.
Inspector: The engineer or supervisor employed by the Authority.
Ingress: An entry.
Harbour: An area for safe anchorage, protected from most waves and/or
currents by natural features or manmade breakwaters and/or seawalls; a
place for docking and loading.
Hydraulic Fill: The soil drawn up by the suction head of a dredger, pumped
with water through a pipe, and deposited in an area being filled or
reclaimed is referred to as hydraulic fill.
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Jetty: A structure (as pier or mole) extending into the sea, lake, or river
to influence the current or tide or to protect a harbour or beach so as to
facilitate vessel moorings.
Light Vehicle: A 4- passenger electric golf cart, or equivalent, used to
service larger docks or other special requirements.
Maintenance: Repair or replacement of components of a structure whose
life is less than that of the overall structure, or of a localized area.
Marina: Any facility for the mooring, berthing, storing, and/or securing
primarily for pleasure or recreational use. Marina may be commercial or
public.
Marine Construction Certificate of Completion: Document issued by an
engineer and ratified by the Authority stating that construction (or a part
of construction) is complete according to specifications, regulations and
International standards.
Marina Permit: An authorization granted by the Authority certifying that
the design of a proposed maritime structure to be erected at a designated
area complies with all relevant provisions applicable to the use or uses
which the structure will contain. The permit allows construction of marina
structure to commence.
Maritime Specifications: A statement of maritime structure requirements
describing the loading conditions, design practices, materials and
finishes.
Maritime structure: A structure located at, or close to shore. For example
docks, finger piers, dolphins, boat lifts and similar structures constructed
in or above a body of water.
Master Plan: A comprehensive plan that describes and maps the overall
development concept for an area on land or on water, including present
and future water and land use, infrastructure and service provisions.
Moored or mooring: Shall mean the attaching of a boat to a dock or
mooring facility.
Noise: Any undesirable audible sound.
Noise Pollution: Continuous or episodic excessive noise in the human
environment.
Offshore breakwater: A breakwater built offshore towards the seaward
limit of the littoral zone, parallel (or near parallel) to the shore.
Parapet wall: Solid wall at the crest of breakwater.
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Permeability: A rate at which water (or other liquid) flows though the
concrete, soil or rubble mounded rock structures.
Pier: A pier is a structure that projects out from the shore into the water
to provide an access to the boats. For these Regulations pier refers to
floating structures only.
Piling: Shall mean the vertical and raked support members of a maritime
structure driven into the ground/seabed.
Plain concrete: Shall mean an artificial conglomerate of cement and
coarse and fine aggregates, including natural sand and gravel or crushed
stone.
Pontoon: Multi - purpose floating structure usually used for access way
and berthing of vessels in marinas.
Prestressed concrete: Shall mean a concrete that has been subjected to a
permanent compressive stress.
Project: The construction of a permanent maritime construction, or any
other Civil and Marine works on a property including any modifications or
installations to pre-built facilities.
Ramp: An inclined flat paved surface used for the launching and retrieval
of watercraft.
Regulations: Building Regulations & Design Guidelines, or Marina
and Small Craft Harbour Regulations and Design Guidelines and other
regulations issued by the Authority.
Revetment: A sloping type of shoreline protection often constructed from
stones/rockworks or concrete blocks.
Rubble mound structure: A mound of random-shaped and randomplaced stones.
Run-down: The seaward return of the water following run-up.
Run-up: The rush of water up a structure (breakwater, revetment) or beach
as a result of wave action.
Site Plan: Arrangement of the external physical maritime environment
including detail maritime structures, shore lines, land contours, vessel/
vehicular / pedestrian circulation, drainage and the entire complex of
physical forms.
Seawall: A structure separating land and water areas and primarily
designed to prevent erosion damage due to wave and current action and
to provide support access bridge.
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Shallow water: Commonly, water of such depth that surface waves are
noticeably affected by bottom topography. It is customary to consider
water of depths less than half the surface wave length as shallow water.
Significant wave height: The average of the highest one third of the waves
in a given sea state.
Significant wave period: An arbitrary period generally taken as the period
of one of the highest waves within a given sea state.
Slip: The water space between two approximately parallel fingers (piers)
Storm surge: A change in water level on the open coast due to the action
of wind stress as well as atmospheric pressure on the sea surface.
Temporary use: A use permitted for a fixed period of time as specified
in these Regulations with the intent to discontinue such use upon the
expiration of a period of time, or a use which occurs on a periodic basis
and is not continuous.
Tide Levels:
Highest astronomical tide (HAT) the level of the highest predicted
astronomical tide at a specific locality.
Lowest astronomical Tide (LAT) the level of the lowest predicted
astronomical tide at a specific location.
Those levels are the highest and lowest levels, respectively, which can be
predicted to occur under average meteorological conditions and under
combination of astronomical ones. These levels will not be reached every
year. HAT and LAT are not the extreme levels which can be reached, as
storm surges may cause considerably higher and lower levels to occur.
Mean Higher High Water (MHHW) and
Mean Lower Low Water (MLLW).
The heights of mean higher high water is the average, throughout a year
the heights of two successive high waters during the period of 24hours
(approximately one per fortnight) when the range of tide is the greatest.
The height of mean lower low water is the average height obtained by
successive low water for the same period.
Upland Area: The area that is at, or above, the Dubai Municipality Control
Datum + 0.0 meters.
Utility installations: Means public utility or public service uses; such
as electric, gas, water, sanitary, irrigation, storm-water, fibre-optics,
substations, distribution systems, poles, wires, cables, conduits, vaults,
laterals, pipes, mains, valves or similar pumping stations; radio, television
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and micro-wave transmitting or relay stations and towers; transformer
stations; water towers and standpipes.
Wharf: Floating structure oriented approximately parallel to the shore.
Waterway: Shall mean a navigation channel or a vessel permitted route.
Water edge: All hard and soft structures naturally occurring or otherwise
such as bulkheads, revetments and beaches that form the water edge at
the shore.
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Section 3 : MARINA DEVELOPMENT REGULATIONS

3.1.
GENERAL
3.1.1. For the purpose of these Regulations the expression Marinas

means fully developed fixed and/or floating docks provided with
mooring slips and other associated marine and land based facilities
as well as any dock space or a simple floating dock located in small
harbour or in sheltered and/or well protected areas alongside
shorelines, channels or creeks.
3.1.2. All components, design, manufacturing and installation shall
be in accordance with these Regulations and the latest British/
EU regulations and standards or other international recognized
standards approved by the Authority.
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Section 4 : DEVELOPMENT CONTROL AUTHORITY-AUTHORITY PERMITS

4.1.
Civil Engineering Department, Ports Customs and Free zone shall

have the right to regulate the use of all waterways within the Dubai
World Coastline borders (P.C.F.C), and the conduct of all persons
using the same, consistent with, and not in conflict with, National
and International recognized regulations.
Civil Engineering Department, Ports Customs and Free zone shall
have the right to review and approve/disapprove the Clients
projects, including the issue of Marina permits and the Marina
Completion Certificates.
Civil Engineering Departments monitors Clients construction
projects to ensure adequate compliance with Marina Regulations
and Design Guidelines.
4.2.
No permits shall be issued by the Authority unless all required

approvals from other governmental agencies with applicable
jurisdiction have been obtained.
Other Development authority Approvals
4.3.
Nothing in these Regulations shall relieve the marina developer from

also securing relevant approvals or permit(s) of any government
agency or entity having jurisdiction over the development activities
and the use of water and land. The following list includes, but is
not limited to:
A.
B.
C.
D.
E.
F.
Dubai Municipality (DM).

Road and Transport Authority (RTA).
Dubai Electricity and Water Authority (DEWA).
Ports Customs and Free Zone Authority.
The Department of Civil Defence.
Dubai Coast Guard.
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Section 5 : POWERS OF THE AUTHORITY

5.1.
At the discretion of the Authority the MARINA PERMIT may be

cancelled or suspended if:
5.1.1. Work was carried out in contravention of the conditions to the

MARINA PERMIT or of any regulations issued by the Authority, or
by other government agency or entity having jurisdiction over the
development.
5.1.2. It is subsequently revealed that the MARINA PERMIT was issued on
the basis of erroneous information supplied by the developer or his
agent.
5.2.
MARINA PERMIT will not be withheld unreasonably, but the Authority

shall have the discretionary power, when issuing a MARINA PERMIT,
to attach such special conditions thereto as related to all or any of
the following matters:
A.
Dredging and/or reclamation within the marina.
B.
Construction of land and sea access to marina.
C.
Construction of the external appearance of the floating

docks and auxiliary buildings, in relation to fitness for its
intended purpose and location.
D.
Health and safety of personnel and environmental

conditions of the workplace and surroundings.
E.
The engineering standards to which any process installation

is constructed.
5.3.
The Authority is empowered to change, amend, replace and/

or update the regulations without notice. It is the developers
responsibility to obtain updated regulations and ensure
compliance.
5.4.
It is the responsibility of the developer to apply the up-to-date

regulations, Ports Customs and Free Zone Corporation addendums,
etc. that may supersede those mentioned in these regulations.
5.5.
The Authority reserves the right to reject the appointment of

consultants, contractors and sub contractors for particular jobs
if they are not deemed competent enough to fulfil the related
responsibilities.
5.6.
The Authority reserves the right to suspend a consultant, contractor

and sub contractors for non-compliance with the regulations.
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Section 6 : RESPONSIBILITIES AND DISPUTES

6.1.
Neither the checking of the drawings, nor the checking of the

structural calculations and inspection of the work during the
progress of construction, shall be construed in any way as imposing
responsibility and/or liability on the Authority or their agents. The
developer and his agents shall remain entirely responsible for all
errors in the design and execution of the project and for the stability
and safety of construction during the progress of the works and after
completion.
6.2.
All complaints and disputes concerning MARINA PERMITS and the

development of marinas shall be referred to the Authority. Any
financial disputes between developer, consultant and contractor,
shall be referred to Dubai Courts.
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Section 7 : DEVELOPMENT APPROVAL PROCESS

7.1.
SUBMISSION REQUIREMENTS FOR THE DEVELOPMENT OF MARINA

- DRAWINGS AND DOCUMENTS
The development approval process shall consist of three steps or
phases:
A.
B.
C.
7.2.
Pre- application meeting.

The Concept proposal (Preliminary) stage.
The Detailed proposal (Developed) stage.
PRE-APPLICATION MEETING
7.2.1. The Applicant is required to fill out a development application form

prior to obtaining permission to proceed. Copies of the form are
available from the Authority.
7.2.2. The applicant is required to attend a pre-application meeting
with the Authority prior to preparation of the concept proposal.
The purpose of the pre-application meeting is to discuss project
concepts and to familiarize the applicant with these Regulations
and related requirements affecting the project.
7.2.3. At the pre-application meeting, the Authority will make available
copies of these Regulations and other development requirements.
7.3.
THE CONCEPT PLAN PROPOSAL DRAWINGS

(Preliminary)
The purpose of the Concept Plan Proposal is to present the initial
concept design of the project for evaluation by the Authority and
obtain approval prior to developing the more detailed schematic
design, drawings, and final design and construction documents.
The Concept Proposal shall consist of the following in 1 hard copy,
1 electronic copy in PDF form and 1 P-Liner drawing with the entire
plan outlining the sea and water areas.
The documents to be submitted during the Concept Proposal stage
and shall show in metric scale.
7.3.1. Layout Plan showing:

(Scale 1:1000, 1:500 or other as applicable)
A.
The location of the proposed marina development and any

existing neighbouring developments.
B.
Property boundaries (Affection Plan or equivalent).
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7.3.2. Site Marina(s) Plan showing:
A.
Topographic and Bathymetric Survey.
B.
DMD datum reference with coordinates information.
C.
Existing and proposed land and water use plan.
D.
Location and setting out of floating docks and associated facilities

in water.
E.
The location and setting out of all proposed buildings and

services on the land.
F.
Location of land and waterways access.
G.
Location of boreholes and Soil Investigation Report including all

relevant data.
7.3.3. Schematic site plan showing:

7.4.
A.
Sea bed level and elevations of the marina development,

(showing dredging and filling areas).
B.
Layout showing required water depths within floating docks and

marina entrance.
C.
Typical cross and longitudinal sections (scale 1:100 or other

applicable).
D.
Location and dimensions of all structures including floating docks

and access bridges, access channels.
E.
Proposed waters edge conditions, bulkheads, breakwaters or

revetments (if any).
F.
Plazas (if any).
G.
Services and utilities.
THE DETAILED PROPOSAL DRAWINGS (Developed)

The Detailed proposal shall consist of the following in 1 hard copy,
1 electronic copy in PDF format and 1 P-Liner drawing with all
plans outlining the areas of all the floors for area calculation. All
drawings shall be in metric system with levels in terms of Dubai
Municipal Datum (DMD). Coordinates shall be in terms of the
Dubai DMTL gird.
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7.4.1. Site Marinas Plan showing:
(Scale 1:100, 1:500, 1:200, and 1:100 or other as applicable)
(Containing all information submitted at concept proposal stage but
modified to incorporate any changes to the proposal made at the
instigation of the developer and approved by the Authority or at the
direction of the Authority)
A.
Marine Entrance.
B.
Floating docks layout, its orientation and location.
C.
Docks and boat slips size, piers distance, fairway;
D.
Dredged level.
E.
Anchoring and mooring details.
F.
Details of pontoon structure (decking, floats, fenders, cleats).
G.
Details of access bridge.
H.
Location of mooring zones and no boating zones.
I.
Beaches (if any).
J.
Bulkheads, Revetments and/or Breakwaters (if any).
K.
Navigation Aids.
L.
Indicate plans for any long-term maintenance facilities (if any).
M.
Auxiliary Buildings (if any).
N.
Services Docks & Boat lift (if any).
7.4.2. Auxiliary Buildings and Installations drawings showing

A.
B.
C.
Boat repair shop.
D.
Repair and maintenance building.
E.
Provisions kiosk.
F.
Sanitation areas.
G.
Road network.
H.
Pedestrian ways.
I.
Utilities networks.
J.
Entrance gate and fencing.
K.
Car parking and landscaping.
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Detailed design and drawings for buildings along with structural
calculations and reinforcement schedule shall be prepared in
accordance with Building Regulations & Design Guidelines issued
by Authority.
7.4.3. Utility Layout Plan showing:
(Scale 1:200)
7.5.
A.
The coordinates.
B.
Layout of utilities showing depths, levels and sizes of all pipes,

conduits and connections with respect to potable and fire
fighting water, sewer, telephone and electricity and lighting.
C.
Location of transformer station, pillars, switch room and

meters.
D.
The location of any proposed standby generators.
E.
The location of street lighting and floodlighting.
DOCUMENTS
The Developer shall submit the following documents:
A.
Soil Investigation Report (Concept Plan stage).
B.
Specifications (Detailed Proposal Stage).
C.
Structural calculations for all floating pontoon elements

and overall systems, mooring facilities, access bridge and
breakwaters (Detailed Proposal Stage).
The Developer shall submit full design calculations along with

drawings.
The submittal shall be in sufficient detail to enable the Authority
or its representative or adviser to make a thorough review of the
proposed design, its performance and appearance, and to assure
the Authority that it meets local or international accepted standards
and the requirement stipulated in these Regulations.
Submissions involving proprietary floating dock systems shall fully
comply with these submission requirements.
Engineering calculations shall be provided, but not limited to, the
following:
A.
32
Floating Pontoon stability (calculation of maximum bending,

shear and torsion stresses in pontoons and pontoon
connections under worst case loading conditions).
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B.
Floating pontoon elements (Frame, decking, floats. pontoon

connection device).
C.
Access Bridge (clause 11.2).
D.
Boat Mooring system (cleats and bollards) (Section 13).
E.
Dock Mooring System(s) in addition to the design of

individual mooring elements, the calculations shall include
the derivation of the distribution of the overall loads applied
to a particular dock and their individual mooring elements.
Submissions for various mooring systems shall be as follows:
a)
Flexible Anchor systems (sea flex-type system including

anchor blocks, elastic tendons, lines, chains, shackles
etc).
b)
Piles (pile number, type, size, and lateral capacity).
c)
Gravity anchors (concrete blocks, cables or chain

system).
F.
Utilities (power, water, waste water, telecoms, etc. - demand,

networks, and systems).
G.
When required by the Authority, the Developer shall submit a

statement describing the existing site environment, the nature
of the project, the potential for environmental impacts and
the measures that will be implemented to mitigate impacts.
The following assessment might be required:
7.6.
7.7.
A.
(EIA) Environmental Impact Assessment.
B.
(TIA) Traffic Impact Assessment.
SUPPORT SERVICE PLAN

A.
Service area requirements or layout.
B.
Service area land and marine access.
EMERGENCY PLAN
A.
Fire.
B.
Medical.
C.
Natural disasters.
D.
Others.
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7.8.
ENVIRONMENTAL IMPACT (PLAN DREDGING)

The Developer shall submit plans for:
7.9.
A.
Noise.
B.
Lighting.
C.
Location of any water and air emissions.
D.
Water Renewal.
E.
Water circulation studies.
METHOD OF CONSTRUCTION (GENERALLY)

Programme, Phasing and Scheduling
34
A.
Method of dredging, showing areas of dredging and disposed

materials.
B.
Foundation.
C.
Piling.
D.
Shore protection, harbour protection (breakwater, revetments).
E.
Method of pontoon installation.
F.
Construction programme.
G.
Maintenance programme.
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Section 8 : MARINA PLANNING AND DESIGN

8.1.
MARINA LOCATION
8.1.1. Marina planning and design will be developed according to

these Regulations, international standards and any relevant local
standards (whichever is more stringent) as required by Authority.
8.1.2. Marinas should be located with direct access to a navigable
channel, in natural, artificial coves or harbour accessible from a
navigable access channel.
8.1.3. Prevailing wave, wind, current, and other relevant conditions should
be considered carefully in marina design and development.
8.1.4. The mooring place including floating docks located in marina
should be protected from high waves, winds and strong currents
by natural features wherever possible.
8.1.5. Where the site is exposed to the effects of the environmental loads,
especially to wave, the floating docks should be protected by
narrow entrances or by artificial wave breaker.
8.1.6. The artificial wave breaker may be built in a form of rubble mound
breakwaters or floating breakwaters and /or revetment or by front
basin if it is possible.
8.2.
AREA REQUIREMENTS FOR MARINAS

The designer should take into consideration the demands of future
forecasted marine traffic and accommodate this in the design of
the marina basin accordingly.
The following figures can be used as guidance at the stage when
the size of high classified marina shall be determined:
8.2.1. The marina basin must be sufficiently large and deep to allow the
largest design vessel to enter and leave the harbour safely at a
reasonable speed, to approach, manoeuvre and depart the slots
safely.
8.2.2. Generally the water area should be 50 boats per hectare (50 per
10,000 square meters) for high classified marinas (200 square
meters per boat).
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Section 8 : MARINA PLANNING AND DESIGN

8.2.3. The size of land areas should be generally 80% of the water area
(about 160 square meters per boat).
Note: Permit will not be issued if
A. The location or design is such that it creates a hazard to
navigation.
B.
36
The Locaton or design creates a safety hazard.
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Section 9 : NAVIGATION REQUIREMENTS

9.1.
GENERAL
The navigational marking requirements shall be carried out as
per Dubai Coast Guard Regulation and Standards issued by
Government of Dubai Roads & Transport Authority PJ 10028.
9.1.1. Interior Navigation channels

a)
Interior Navigation channels within the marina should

be sufficiently wide to permit the necessary manoeuvres.
For comfortable conditions, this width should be 2L for
motorboats and 2.5L for sailboats, (where L is length of the
design boat).
b)
The channel widths should be increased where currents exceed

0.5 m/s to allow for the currents effect on manoeuvring
vessels.
c)
In sheltered areas and favourable conditions, the channel

width can be reduced to 1.75L or even 1.5L measured
between fixed or movable obstacles, such as between fingers
or moored boats.
d)
Where a high number of multi-hulls are likely to use the

marina, increased channel widths should be considered.
9.1.2. Entrance Channel and Approaches
a)
Entrance channels provide access between deep water

subjected to a strong wave environment to sheltered
harbours.
b)
Strong currents greatly affect the usability of entrance

channels. These currents should be quantified and the impact
assessed during the planning stages.
c)
Tides and waves should be quantified and the impact assessed

to determine if a greater dredged depth is required.
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d)
Silt contamination occurs in most channels and shall be

quantified initially. The design depth should then be deeper
than the requirement to accommodate contaminated silt.
Expected silt deposits can be addressed through advance
maintenance dredging or other means.
e)
Determine whether the proposed depth is great enough to

avoid interference with the vessels hull
In evaluating the location and characteristics of a marinas entrance

channel and approaches consideration should be given to:
f)
Traffic lanes.
g)
Local commercial traffic.
h)
Navigational aids including electronic Navigation aids.
i)
Waves.
j)
Winds.
k)
Currents.
l)
Frequency of use.
9.1.3. Minimum Entrance Channel Width

The entrance channel shall have a minimum navigable width at
Mean Low Lower Water (MLLW) the greatest of the following:
a)
20m.
b)
(L + 2) m, where L is the overall length of the longest craft in

the marina.
c)
5Wb m where Wb is the beam of the broadest mono-hull craft

in the marina. (Manoeuvring line 2 Wb plus bank clearance
1.5Wb)
9.1.4. Minimum Entrance Channel Depth
38
A.
Different vessels require differing amounts of water during

transit of channels.
B.
The entrance channel shall have a water depth at all states of

the tidal cycle.
C.
The entrance channel depth should be determined by the

maximum draft of vessels to be accommodated in the marina
at Mean Low Lower Water (MLLW) adding an additional depth
for safety reasons.
D.
The minimum clearance under vessel keel should be the

greatest of the following:
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a)
0.5 m for sand bottoms and slow speeds and 1.0 m for
rock bottoms and fast speeds.
b)
A half the significant wave height during vessel

movements.
c)
10 percent of the vessel draft.
9.1.5. Entrance Restrictions
9.2.
a)
Contact Dubai Ports Authority, Marine Department, for any

operational restrictions.
b)
During the planning and design process the designer

should propose where possible, the external vessel route
e.g. navigation channel to access the marina location with
appropriate signage for way finding. That proposal must be
approved by Dubai Ports Authority, Marine Department.
VERTICAL BRIDGE CLEARANCES

Bridge Clearances shall be as per Minimum Standards issued by
Government of Dubai -Roads &Transport Authority PJ 10028 as
given in Table 1.
NO.
REQUIREMENT
DUBAI CREEK
(for Dubai Creek Vessel)
COASTAL AREAS
(for high speed coastal vessel)
Minimum clearance
to overhead structures
(clearance under bridges
etc)
6.5m
15m
Minimum navigation span

width (clearance between
bridge piers, etc)
30m
45m
Minimum water width
60m
150m
Minimum waterway depth
5m
6m
TABLE - 1
Above limits are related to Mean Higher High Water (MHHW)

when vessel (ship) is in light condition.
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9.3.
NAVIGATION AIDS
9.3.1. Navigation aids shall be used to mark the intersection between the
main channel and approaches.
9.3.2. Proposal for the navigation aids location as well as a proposal for
type of navigation facilities should be submitted for approval from
concerned authorities.
9.3.3. General principles of the IALA (International Association of
Lighthouse Authorities) Maritime Buoyage System Buoyage Region
as applicable in the UAE shall be used. This system provides a
single set of rules which apply world-wide to all fixed and floating
marks, other than lighthouses, sector lights and marks, lightships
and large navigation buoys.
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Section 10 : MOORING FACILITIES DESIGN REQUIREMENTS

10.1.
GENERAL
The nomenclature of various elements of floating docks differs
from place to place, from region to region and from author
to author. For the purpose of these Regulations the following
nomenclature is used (Refer to Figure 4):
10.1.1.
Floating dock is as per definition a marine floating structure

for mooring or tying of watercraft. Floating pontoon has the
same meaning and can be considered, as per these Regulations
as a synonym.
10.1.2.
Floating docks shall be designed to ensure the availability of

mooring slots in marinas.
10.1.3.
Floating docks for vessel berthing may be either parallel or

perpendicular or at an angle to the shore (or quay).
10.1.4.
A floating dock orientated approximately parallel to the shore

is called Wharf.
10.1.5.
A structure that projects out from the shore into the water is
called a Pier.
10.1.6.
Vessels can be moored at both sides of a pier. If required and

subject to the marina layout a pier (as well as wharf) may be
used as a Walkway only to provide pedestrian access to
berthed vessels. Berthing then will be perpendicular to pier.
10.1.7.
A Walkway provides pedestrian and light vehicle access

between the berths and the shore.
10.1.8.
The principal walkway to which the fingers are attached is often

called the Main Walkway.
10.1.9.
Where a walkway connects access bridge landings along

the basin perimeter it is often referred as to a perimeter or
Marginal Walkway.
10.1.10. Perpendicular berthing will be effected either with light buoys,

fixed or dropped anchors, or through the use of Fingers.
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10.1.11. Finger is lighter floating construction oriented perpendicular to
piers.
10.1.12. The water space between two fingers is usually referred to as
Slip.
10.1.13. The single boat slips are for the use of relatively large boats.
Smaller boats are to be accommodated in double boat slips.
10.1.14. Mooring facilities i.e. docks, floating piers including fingers
shall be used to obtain mooring slots in marinas and to provide
access ways for personnel from boats to shore and vice-versa.
10.1.15. Generally a connection between the floating docks and shore
should be provided by Access Bridge.
10.1.16. Access bridge(s) shall be designed to provide a convenient
permanent access to floating docks for passengers at any water
level or state of tide. Primarily for marinas the access bridges
are used for personnel movement to or from the boat
42
10.2.
MARINA DOCK LAYOUT
10.2.1.
Layout of the floating docks shall be designed generally in

accordance with the site environment conditions and the mode
of marina operation. The designer shall primarily determine
the marina layout, as well its overall dimensions by the mode
of marina operation.
10.2.2.
Subject to the required development of the marina, the layout

may take a form of landing stage, as a simple wharf or as a
combination of wharf, pier(s) and fingers.
10.2.3.
In order to maximize the length of berthing and increase

marina productivity the designer may add fingers on one or on
both sides of the pier. In this case pier pontoons may be used
as an access to the boats only, as walkway and space between
the fingers will accommodate boats.
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10.2.4.
The floating part of the dock may be linked to the shore or

bank by an articulated bridge(s).
10.2.5.
The floating docks overall dimensions are to be designed

based on the number of berths required, as well as by the
length of vessels to be berthed at the docks.
10.2.6.
The arrangement, design and layout of the floating docks piers

shall not create a hazard to navigation.
10.2.7.
All floating docks and the boats that are to be moored must be
contained within the limits of the property and may not project
into the access channels or adjacent propertys submerged
waters.
10.2.8.
The designer shall also take in consideration the future

requirement and developments, the boats presently in use and
vessels that are known or projected to be built in the future and
accordingly shall design berthing facilities.
10.2.9.
Floating docks shall be provided with services/utilities connection

between the landside network and floating structures
10.3.
PLEASURE BOAT CATEGORIES
10.3.1.
Pleasure boats fall mainly into two categories: motor powered

and sailboats. Boats of these categories differ with regard to the
geometric characteristics necessary for designing the mooring
and in general, all the elements of a marina design.
10.3.2.
At the initial stage the designer or developer shall determine

percentages of participation of each category for the total
number of vessels to be serviced in the marina. Those
percentages vary in accordance with the development
requirements as well as other parameters.
10.3.3.
For the purpose of these Recommendations a typical allocation

of pleasure boats into the two categories (motor powered and
sailboats) and five length classes is given in Table 2, where the
figures refer to typical dimensions of the largest vessel of each
class.
10.3.4.
It is recommended to use data of draft and beam dimensions

for each class as guidance and as a minimum requirement.
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Actual vessel dimensions should be provided or confirmed by
the developer.
10.3.5.
The following Table 2 is an example of vessels distribution. A

similar table showing vessel distribution for each particular
marina project should be submitted at the Concept proposal
(Preliminary) stage.
CLASSES
NUMBER AND PERCENTAGE OF

VESSELS
Length Lb
(m)
Total No
(%)
Power
Boats No
(%)
Sail
Boats No
(%)
Power
Boats
Sail
Boats
Power
Boats
Sail
Boats
0-5
90 (30)
90 (30)
0.80
1.40
2.20
1.80
5-9
120 (40)
90 (30)
30 (10)
1.00
2.00
3.60
3.00
9 - 12
60 (20)
30 (10)
30 (10)
1.20
2.40
4.10
3.40
12 - 15
15 (5)
9 (3)
6 (2)
1.04
2.08
4.80
3.90
15 - 20
15 (5)
6 (2)
9 (3)
1.66
3.40
5.30
4.40
Total
300 (100)
225(75)
75 (25)
DRAFT (m)
BEAM Wb (m)
TABLE - 2
Boats sizes (e.g. length, beam and draft) govern the size and
depth of a marina approach channel and basin, the length of
docking facilities as well as the layout of fenders and mooring
accessories.
10.3.6.
Orientation for Environmental Conditions

The location of docks in a marina shall consider factors such as:
a) Ease of entering and leaving berths.
b) Harbour or Boundary line restrictions.
c) Foundation conditions.
d) Prevailing wind and current directions.
e) Clearance to moored or passing vessels.
f)
Available dredged or natural water depth.
g) Environmental permit restrictions.
h) Ports, Customs and Free Zone Corporation regulations.
i)
Dubai Municipality Public Water Transport Regulations.
j)
Landside access
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Within the context of the overall marina development, the
designer should endeavour to orientate vessels so as to
minimise environmental forces and vessel impacts.
The designer should take into consideration the following:
10.3.7.
a)
Docks should be orientated so that a moored vessel is

headed into the direction of the prevailing winds and
currents. This might be done by aligning the docks
longitudinal axis with the current direction. This will reduce
vessel berthing impact.
b)
For docks receiving primarily larger yachts, wind forces

may be more dominant than the current force. In this case,
vessel berthing impact should be reduced by orientating
the dock parallel to the prevailing directions of strong
winds.
c)
At locations with a weak current or where criteria for either

wind or current cannot be met, docks should be oriented
parallel to the direction of the more severe conditions,
(i.e. parallel to the prevailing wind direction).
d)
Where these recommendations cannot be followed the

designer should consider larger berthing energies.
Orientation for Water Depth

a)
Water depths within a marina should generally decrease

from the entrance into the body of the marina with the
shortest craft most distant from the entrance. This will
minimise dredging with the larger draft craft close to the
entrance.
b)
At locations where the required depth of water is available

close to shore and the harbour bottom slopes steeply out
to deeper water, the docks parallel to shore could be
designed and constructed, by utilizing T-, L-, or U-type
marina (landing stage) layouts.
c)
T-type marina layout consists usually of wharf only.
d)
Wharf is linked to the shore by articulated access bridge.
e)
T- Shaped configuration permits the utilization of the

land side of the dock and simultaneous berthing of a
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greater number of vessels, resulting in increased dock
effectiveness.
f)
Usually one access is sufficient for passenger movement.
g)
It is possible to design more than one Access Bridge but

the designer should take in consideration that using more
than one Access Bridge has disadvantages because the
land-side portion of the dock cannot be used as a berth.
h)
At locations where water depths are shallow and extensive

dredging would be required to provide the required depth
of water close to shore the designer should consider
locating the facility further offshore, in deeper water. In this
case L or U-type marina layout should be considered.
Figure 1: T- type LAYOUT
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Figure 2: U- type LAYOUT
Figure 3: L -type LAYOUT
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Section 11 : BASIC ELEMENTS OF MOORING FACILITIES

For the purpose of these Recommendations the following basic
elements are to be considered:
A.
Floating docks (Wharf, Piers and Fingers).
B.
Access bridge(s).
C.
Mooring system for boats.
D.
Mooring system for floating docks.
E.
Fender System.
Figure 4: Mooring Facilities

11.1.
FLOATING DOCKS
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11.1.1.
11.1.2.
50
Wharf (Floating dock parallel to shore)

a)
A wharf is suited to locations where a strong cross current

exists within the marina basin and where the construction
of piers, (docks projected out from the shore), would be
risky.
b)
A wharf may be designed as a marine passenger terminal

or simply as a mooring and berthing facility for pleasure
boats.
c)
A wharf may be designed as a single pontoon or chain of

several large pontoons joined by pivots.
d)
Vessels can be moored at the out-shore face or on both

sides subject to available water depth and location
(number) of access bridge.
Pier (Floating dock that projects out from the shore)
a)
A pier is suited to locations where the cross current is

not significant or where water depths close to shore are
shallow.
b)
A pier shall be orientated either perpendicular to, or at an

angle to the shore.
c)
Pier shall be designed as a relatively long floating system

whose purpose is to accommodate vessels on both sides
and to provide space for passenger movement at the dock
and for the relevant facilities.
d)
Boats can also be tied fast on piles, placed for this purpose
along lines parallel to the docks, thus delimiting the
boundaries of the navigation channels within the marina.
e)
A pier may be designed as a single pontoon or chain of

several large pontoons joined by pivots.
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f)
The designer may allocate more than one pier

perpendicular to the wharf subject to the size and shape
of marina as well as basin water depth.
g)
When several piers are used in a marina, the distance

between adjacent piers must be sufficient for a vessel to
manoeuvre.
h)
Piers may be more desirable than wharves when there is

limited space available because both sides of a pier may
be used for berthing and mooring vessels.
Boats may be berthed on both sides, although there are instances where
only one side is used because of site conditions or because there is no
need for additional berthing.
11.1.3.
11.1.4.
Fingers
a)
The designer may modify the berthing if required by

installing fingers at right-angles to the pier (walkway)
fastened to the floating walkway pontoons.
b)
Fingers shall be generally designed as lighter floating

structures than wharfs and piers.
c)
Fingers placed perpendicular to the docks (pier or wharf)

should form single or double boat slips.
d)
Single boat slips are for the use of relatively large boats,
smaller boats are accommodated in double boat slips.
e)
The designer may design fingers in different shapes:

straight fingers, fingers with trapezoidal base or
trapezoidal fingers.
Overall Floating Docks size (width, length).

All floating pontoons (including fingers) shall be designed in
accordance with the following:
a)
Total length of each floating dock (walkway) is related

directly to the number of people using them and whether
one or both sides of the floating dock are used for the
berthing of vessels or as an access to the berthed vessels
- walkway only.
b)
The width of an individual floating dock (marginal or

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

or main walkways) can be taken as the edge to edge
distance of the walking surface. Minimum width criteria
for the main walkways normally consider the minimum
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unobstructed width which deducts from the walkway
width any encroachments such as utility posts, the hose
cabinets, transformers, cleats, bollards, piles or other
encumbrances to a clear travel way.
d)
The required width of floating dock for normal dock

operation is shown on Table 3.
DOCK LENGTH (m)
DOCK WIDTH Wd (m)
Up to 100
1.5
100 - 200
1.8
Above 200
2.4
TABLE - 3
52
e)
Those figures should be considered as typical floating

pontoon (excluding fingers) widths for marinas of rather
medium-level specifications.
f)
The designer shall take into consideration the floating

pontoon(s) buoyancy and shall calculate the stability for a
dock operation.
g)
Based on these calculations and, if required, the overall

width (Wd) of pontoon(s) shall be increased ( refer to
Figure 4).
h)
Where light vehicles are to be employed, the clear width

of a walkway shall be increased to ensure safe passage of
both pedestrians and vehicles.
i)
The length of a finger may be designed to be smaller than

that of the largest boat by a percentage depending on the
size of the boat to be served.
j)
The ratio of finger length to the largest boat length may be

a minimum of 3/4 for boats up to 10 m, 7/8 for lengths
up to 15m, and 1.0 for larger boats.
k)
The reduction in length shall be applied in comfortable

navigating conditions and low environmental loads, such
as wind and waves. In this case the length of a finger may
be calculated as 70% of the length of the berthed boat.
l)
In marinas with little protection from the wind and/or swell,

the installation of fingers longer than 8 meters without a
pile at the end is not recommended.
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m)
The Designer shall use as guidance the finger widths (Wf)

shown in Table No 4.
FINGER LENGTH Lf (m)
FINGER WIDTH Wf (m)
5.0
0.50
7.0
0.60
9.0
0.90
12.0
1.20
15.0
1.50
TABLE - 4
n)
11.1.5.
11.1.6.
Notwithstanding the values of Wf given in Table 4, finger

widths shall always be sufficient to ensure the stability of
the finger and the safe access to craft for personnel and
loading of equipment to and from the finger.
Freeboard
a)
Freeboard of floating docks and pontoon for small craft

usually varies from 38cm (minimum) to 50cm above the
water surface under dead load. Live loads usually lower
the float about 20-25 cm.
b)
For vessel longer than 20m consideration should be

given to increasing the freeboard to 60 75cm to allow
easier access.
c)
The freeboard of walkways and fingers on a particular

dock shall be the same throughout. A step between
fingers and walkway or along a walkway shall not be
permitted.
Boat Slip Size

a)
The width of boat slip (Bs) depends directly on the beam of

the maximum boat (Wb) to be served (Refer to Figure 5).
i.
For a single boat slip it is Bs=Wb+2C1
ii. For a double boat slip it is Bs=2Wb+2C1+C2

Where:
C1 = Safety clearance from finger.
C2 = Safety clearance between boats.
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FIGURE 5: Double Boat slip size
The Developer may use the following example in Table 5 as

Guidance:
BOAT
LENGTH Lb
(m)
Boat Beam
Wb(m)
(Power Boats)
C1 (m)
C2 (m)
BS(m)
SINGLE
BOAT SLIP
BS(m)
DOUBLE
BOAT SLIP
0-5
2.2
0.2
0.3
2.6
5.10
5-9
3.6
0.3
0.45
4.2
8.25
9 -12
4.1
0.5
0.65
5.1
9.85
12 - 15
4.8
0.8
0.85
6.4
12.05
15 - 20
5.3
1.25
1.40
7.8
14.50
TABLE - 5
b)
11.1.7.
Depth in Slips
a)
54
For moorings without fingers, safety clearance between

moored boats to be maintained at 0.5 m for boats up to
7.5 m long, 0.75 m for boats up to 12 m, and 1.0 m for
larger boats.
The water depth at the berthing face must be deep

enough to provide for safe operation of the maximum
design vessel.
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11.1.8.
b)
If necessary, the basin can be deepened without interfering

with the floating part of the dock or its structure below
water.
c)
The usable water depth at slips and channels shall be

maintained at 0.50 to 1.00 m greater than the maximum
draft of vessel using the marina.
Distance between piers

a)
The size of berthing space and the distance between

docks allowing boats to make an approach manoeuvre,
with other boats being moored, depends on the length
and the width of the boats to be berthed as well as on
the system used to anchor the pontoons : piles, rails or
sinkers (cables or chains with concrete blocks).
b)
Generally the diameter of the manoeuvre circle is

considered to be at least 1.5 times the maximum length
of the mooring boat.
c)
For the purpose of these Recommendations the distance

between piers (Dp) should be calculated as the following
formulae (Refer to Figure 5).
Dp = 2 * (C3 + Lb) +1.5 * Lb (anchoring by piles or rails)
Dp =2 * (2*C3 + Lb) + 2.0 * Lb (anchoring by concrete with
chains)
C3= Safety clearance from pontoons (piers)
FIGURE 5: Distance between piers
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The Developer may use the following example in Table 6 as Guidance:
BOAT LENGTH
Lb (m)
C3 (m)
Dp(m) ANCHORING BY
PILES OR RAILS
Dp (m) ANCHORING BY
SINKERS
0.4
18.3
0.4
21.8
25.6
0.5
29.0
34.0
10
0.5
36.0
42.0
12
0.6
43.2
50.4
15
0.8
54.1
63.2
20
1.5
73.0
86.0
TABLE - 6
56
11.2.
ACCESS BRIDGES
11.2.1.
General Guidelines
a)
Access bridges are to be designed to provide a permanent

personnel access between shore and different elements of
floating docks.
b)
The convenient and safe personnel movement to or from

the boat is to be provided at any water level or state of
tide.
c)
The type of Access Bridge to be selected on the basis of

structural, functional, bridge maintenance and aesthetic
considerations.
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11.2.2.
d)
The developer is to take into consideration the access

bridges of floating docks have no permanent slope. Their
angle of inclination changes depending on the level of
water and the load intensity on both the bridge and the
dock-pontoon.
e)
For the Emirate of Dubai marine environment it is

recommended to use an articulated bridge due to
insignificant magnitude of variation in tidal levels. (The
maximum tide range is about 2 meters).
f)
The articulated bridge (s) could be hinged at both ends or

hinged at the land-based abutment and slide on the deck
of the pier at its lower end.
g)
The articulated bridge should be designed following the

same principles valid for the ordinary steel highway bridge.
It is usually a single-span bridge hinged at the land based
abutment at the one end and supported on either a special
pontoon or a docks deck at the other end.
h)
Provide additional buoyancy, as required, to accommodate

the weight of the bridge.
i)
During the planning and design process the designer

should select, where possible, the locations for future
bridge with a naturally stable shore (or canal bank or
creek water edge) and without significant erosion or sand
deposit.
Bridge length
a)
The length of the bridge should be designed such that

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

small articulated ramp in order to compensate for the
difference in level with the pontoon decking.
c)
Where there is a potential need for access to a facility by

physically handicapped persons, ramp slopes and widths
and landings should meet the special requirements. In this
case the bridge slope should never exceed 10 degrees.
d)
The same limit of 10 degrees should be applied in the

case of passengers serving a floating terminal.
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11.2.3.
11.2.4.
58
Material for bridge

a)
In considering the materials to be employed for the bridge

structure, the designer should take into account the overall
weight of the bridge applied to the floating dock.
b)
The important consideration in articulated bridges

construction should be given to use of a light-weight,
free-draining deck with good traction (non-slip) and easy
access to hinges for inspection and maintenance.
c)
The designer may use the following material for the bridge
construction:
i.
Fibreglass.
ii.
Aluminium.
iii. Steel.
iv.
Timber.
v.
A combination of these materials.
d)
Marine grade aluminum alloy and fibreglass are generally

preferred for the low weight to strength ratio and corrosion
protection.
Decking
a) Decking can be fitted similar to that on floating pontoons with:
i.
Rot-proof tropical hardwood slats.
ii.
Polyethylene self-assembly modules or
iii. Recycled polyethylene slats.
b)
On the lower pontoon side, the bridge should lean on

anti-abrasion polyethylene rollers, provided with stainless
steel safety cotters and axles.
c)
Where wheels or rollers from an access bridge will be

resting on the float, guide channels or a skid plate should
be provided to prevent damage to the decking.
d)
To avoid wear on the pontoons surface, they should

slide along two lateral guides (usually aluminium), firmly
screwed down on to the decking.
e)
Safety devices should be provided to keep the walkway

from rolling off the platform deck and to prevent movement
of the platform while in use.
f)
Safety chains should be clipped into position for personnel

safety. A similar situation may be used for situations where
high winds, currents, and extreme tides pull a vessel away
from the pier.
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g)
11.2.5.
Handrails should be provided on either side of the access

bridge.
Access bridge dimension

a)
Widths should be 0.9m minimum (clear) passage for oneway traffic and 1.2m minimum (clear) passage for twoway traffic.
b)
A 1.5m minimum (clear) passage should be provided for

two-way traffic when personnel carry small loads.
c)
It is also possible that a width of 2 or 2.5m would be

provided for special requirements.
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Section 12 : LOAD REQUIREMENTS

12.1. GENERAL
12.1.1.
The floating dock and its individual components must be

generally designed to withstand all normal and extreme dead
and live loads and load combination.
12.1.2.
Load combination shall include a docks own weight including

the weight of floats and decking and all the permanent
attachments such as mooring hardware, light poles, passenger
shed, handrails, and service utility lines, loads from passenger
traffic, environmental loads such as wind, waves, current,
thermal loads, boat impact and loads from earthquake.
12.1.3.
All elements of the floating docks shall be designed to satisfy the

requirements of these Guidelines and shall be in accordance
with the design of recognized international standards of
engineering.
12.1.4.
The principal environmental loads acting on floating docks are

wind, waves, current, and tides.
12.2. TIDAL INFORMATION

Tide range varies within the Emirate of Dubai coastal waters
and the designer is obliged to obtain tide information for the
location of the project.
The tidal data used for Jebel Ali Port is as follows:
(For DMD
+/-0.00):
All levels in METRES above Dubai Municipality Datum (DMD)

Highest Astronomical Tide
HAT
2.30 m
Mean Higher High Water
MHHW
1.70 m
Mean Lower High Water
MLHW
1.40 m
MSL
1.10 m
Mean Higher Lower Water
MHLW
0.90 m
Mean Lower Low Water
MLLW
0.50 m
LAT
-0.11m
Mean Sea Level
Lowest Astronomical Tide
The tidal data for the Dubai coastal area is related to Dubai
Municipality Datum and is as follows:
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All levels in METRES above Dubai Municipality Datum (DMD)
Design extreme level
DEL
2.72 m
Highest Astronomical Tide
HAT
2.10 m
Mean Higher High Water
MHHW
1.65 m
Mean Sea Level
MSL
1.03m
Mean Lower Low Water
MLLW
0.38m
Dubai Municipality Datum
DMD
0.0 m
Lowest Astronomical Tide
LAT
-0.10m
12.2.1.
In the design of marinas, it is necessary to limit the height of

waves which can affect the boats berthed in the marina.
12.2.2.
The developer shall take all precautions to locate floating

docks in sheltered areas taking in consideration that floating
docks could be generally exposed to waves generated by wind
or by the wake of passing large yachts or boats. (See section
8.1 Marina Location).
12.3.
DEAD LOADS
The dead load consists of the weight in air of the floating
structures, including the weight of floats and decking and all
the permanent attachments such as mooring hardware, service
bollards, auxiliary buildings, light poles,
passenger shed,
handrails, service utility cables and water pipes (full of water).
12.4.
UNIT WEIGHTS
Actual and available construction material weights shall be
used for design.
The following unit weights should be used for construction
materials:
A. Steel or cast steel 7.85 t/m3
B. Cast iron 7.21 t/m3
C. Aluminium alloys 2.80 t/m3
D. Timber (untreated) 0.64 to 0.8 t/m3
E. Timber (treated) 0.72 to 0.96 t/m3
F.
Concrete, reinforced (normal weight) 2.32 to 2.56 t/m3
G. Concrete, reinforced (lightweight) 1.44 to 1.92 t/m3
H. Compacted sand, earth, gravel, or ballast 2.4 t/m3
I.
Asphalt paving 2.16 to 2.40 t/m3
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12.5.
FLOATING STRUCTURE LIVE LOADS
12.5.1.
Live Load on Pontoons
12.5.2.
a)
The floating docks for small craft vessels for passenger traffic
shall be designed to support uniformly distributed live load of
3.0 kN/m2 over the deck plan area excluding the area under
access bridges.
b)
The floating docks designed for mega-yachts (25m long and

above) shall be designed to support uniformly distributed live
load of 5.0 kN/m2.
c)
Concentrated live load of 1.8 kN shall be applied anywhere.
d)
Special floats shall be designed to support the additional

concentrated loads imposed by Access Bridge, transformers,
electrical bollards, and other equipment.
e)
Floats with special loading shall have the same freeboard as

floats with no such loading, so that there will be no residual
stresses or tilting when such floats interconnect.
f)
The pontoon should not tilt more than 6 deg. from the horizontal
when applying the concentrated live load of 1.8 kN.
g)
For the larger pontoons and for special requirements, pontoons

shall be designed for the vertical and horizontal wheel-loading
from a normal 4-passenger electric golf cart or other small
service wheeled vehicle.
Live Load on Access Bridge

a)
The access bridge structure should be designed for a uniform

live load of 3.00 kN/m2 (approx. 3.5 kN/m2 total load) and
a concentrated live load of 1.8 kN applied anywhere on the
bridge.
b)
A live load of 2.00 kN/m2 is permissible where the access

bridge is to be used in conjunction with a landing float. For
calculation of reaction to the landing float, the live load can
further be reduced to 1.5 kN/m2.
c)
Handrails designed for 1 kN per linear meter lateral load should

be provided on either side of the bridge. The handrail may be
designed to serve as the top chord of a truss when sufficiently
braced.
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12.6.
MOORING LOADS
12.6.1.
General Guidelines
Forces acting on a moored ship are produced by winds, currents, and
waves, tides and water level changes.
The determination of mooring loads involves an evaluation of many
variables including:
A. Direction and magnitude of winds, currents, and waves.
B. Exposure of the berth and orientation of the vessel.
C. Number and spacing of mooring points.
D. Layout of mooring lines.
E. Elasticity of mooring lines.
F.
Load condition of the vessel (light or loaded).
Wind and current pressures are very sensitive to small variations in
velocity (varying as the square of the velocity).
Their components of the moored ship are usually significant and
should be calculated separately.
However, at marina piers and wharves where small boats are moored,
surge and wake from passing vessel shall be considered.
12.6.2.
Winds
Wind load acting on a dock system depends on the velocity of the
prevailing wind in the area where the marina is located, docks
orientation, the exposure to wind of floating docks areas and of
vessels lying alongside a pier.
The design wind force shall be based on a storm having an average
expected recurrence interval of 50 years.
The wind force shall be obtained from the equation:
Pw =k * Sum A * pw * C (kN) where:
k = the shape factor, k =1.3
Sum A = area of vessel exposed to wind and area of a dock
projected above water (m2)
Note: Area of vessel exposed to wind may be calculated using
the following formulae:
A (m2) = 0.043(Lm2) 2 + 1.34 * L (m)-2.38
Pw = Specific wind pressure (kPa).
Note: Value of pw varies with the square of wind velocity that is an
average speed of wind velocity during a time interval of 1minute.
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For vessels moored in a single or double berth configuration with
berthing each side of a walkway, the total wind force on all the vessels
should be based on the full force on the windward vessel(s) with 20%
reduction of this force applied to leeward vessels.
The value of pw can be obtained from CP 3 and BS 6399 (on
assumption that the maximum Gust speed specified in CP3 is equal
to Basic wind speed specified in BS 6399.) as per the following
equation:
Pw = 4.74 * 10-5 * Vg2 (kPa)
Vg=Maximum gust speed likely will be exceeded on the
average only once in 50 years at 10m above the water
surface. (Km/h).
For the Emirate of Dubai Vg= 25.39 m/s or 91.40 Km/h.
C is the wind gust factor and should be used in a value of
1 for boats with length less than 25m.
.
12.6.3.
Current
a)
The tidal and wind-driven types of currents shall be taken in

consideration for floating docks design.
b)
The tidal currents shall be derived from hydrodynamic model

studies and where these are not available from statistical data.
c)
The force of current exerted on the boat-dock system (Pc) in kN

shall be calculated using the following formulae:
Pc= C * Sum A * Vc2
Where Pc= Current Force (kN)
C = Empirical coefficient ranging from 0.5 to 1,
Vc= Velocity of current (m/s)
Sum A = Underwater area of boat-dock system exposed
to current when the system is fully loaded (m2).
d)
12.6.4.
Empirical coefficient (C) depends on vessel size and of

dock orientation and shape. Maximum value of C=1
should be taken for square shaped pier. Value of C=0.5
should be taken for boats.
Velocity of current depends on site condition and marina location
and shall not be less than 0.25m/sec from any direction.
Waves
When determining the design wave (that may vary at different locations
with a marina) consideration should be given to factors including the
following:
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a)
b)
c)
Reliability of wave data.

Tolerance to damage of the dock structural and mooring
elements.
Mode of failure and its consequences.
The following Table 7 sets out the recommended wave height

Criteria for marinas:
CRITERIA FOR A GOOD WAVE CLIMATE IN SMALL CRAFT HARBOURS
Direction and peak
period of design harbour
wave
Significant wave height (Hs)

Wave event exceeded once in 50 yrs
Wave event exceeded once a year
Head seas less

than 2s
Conditions not likely to

occur during this event
Less than 0.3m wave

height
Head seas
greater than 2s
Less than 0.6m wave

height
Les Less than 0.3m wave

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

height
Beam seas less

than 2s
Conditions not likely to

occur during this event
Less than 0.3m wave

height
Beams seas
greater than 2s
Less than 0.25m wave

height
Less than 0.15m wave

height
TABLE - 7
Note: For criteria for an excellent wave climate multiply wave

height by 0.75m and or a moderate wave climate multiply
wave height by 1.25. For vessels of less than 20m in length, the
most severe wave climate should satisfy moderate conditions.
For vessels larger than 20m in length, the wave climate may
be more severe.
(Source: Adapted from Mercer, A.G., Isaacson M. and Mulcahy,
M. W. Design wave climate in small craft harbours 18th
conference on coastal engineering, Cape Town 1982.
Source AS 3963 2001 Guidelines for the design of
marinas).
Note: Notwithstanding Table 7, where the developer chooses to
use a proprietary floating dock system the wave climate shall
not exceed the dock manufacturers recommendations for the
system supplied.
a)
66
Generally floating docks shall be located at sheltered

locations and so protected from high waves, winds and
strong currents by natural or artificial features whatever is
possible.
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b)
While the height of boat-born or yacht-born waves (wake)

should not be significant due to mandatory speed limits
of vessel within a marina basin and would not exceed
1.0m.
d)
The docks should be designed for the cyclic nature of

wave loads with the drag force being out of phase with the
inertial force component. Directional changes of waves
during their passage should also be considered.
e)
In the absence of specific analysis, preliminary design

should be based on a minimum horizontal wave force
2kN/m for wave criteria given in Table 7.
12.7.
THERMAL LOADS
12.7.1.
Temperature Differential
The effect of thermal forces that build up in the structure due
to fluctuations in temperature from what was measured at the
time of construction should be considered.
For floating docks which are constructed along waterfronts, the
large body of water available has a substantial moderating
effect on the floating structures.
12.8.
BOAT IMPACT - BERTHING LOAD
12.8.1.
Wind, current, wave, and tidal forces acting on the vessel at the
time of berthing effect the approach velocity of the vessel as it
nears the berth.
12.8.2.
To reduce the berthing energy and force transmitted to the

structure, a fender system (fender units, fender piles, and other
energy-absorbing mechanisms) is used between the vessel and
floating structure to absorb the kinetic energy of the moving
vessel.
12.8.3.
The magnitude and location of the actual force transmitted

to the floating structure will depend on the type of structure,
type of vessel, approach velocity, approach angle, and fender
system employed.
12.8.4.
The weight of vessel (displacement) should be calculated using

the following empiric formulae:
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D = 0.6 * L2
Where:
D = Displacement, (kN)
L = Length of boat, (m)
Kinetic Energy shall be calculated as per the following
formulae:
E = D * V2 / 2 * g
Where:
E = Kinetic Energy of approaching boat, (kNm)
D = Displacement, (kN)
V = Va * Sin a
Va = Approach velocity (m/s)
g = Gravitational constant =9.81m/sec2
a = Approach angle (degree).
12.8.5.
For the purposes of design the minimum approach velocity

shall be 0.3 m/s and 0.2 m/s for craft less than and greater
than 25m in length respectively.
12.9.
EARTHQUAKE FORCES
12.9.1.
Floating structures are not directly affected by seismic events.

However, access bridges and land based abutments, inshore
mooring facilities and the mooring system employed like piles
and chain will be subjected to the ground motions and should
be investigated.
12.9.2.
Designer should note that for seismic design a horizontal

bedrock acceleration of 0.15g has been estimated for a 50
year design life, with a 10% probability of excess during the life
of the facility. A ground acceleration of 0.2g has been estimated
in the reclaimed soils to account for soil amplification.
12.9.3.
Those structures may be designed to UBC 1997, Volume

2, Structural Engineering Design Provisions, Division IV
Earthquake Design.
12.10.
LOAD COMBINATIONS
12.10.1. Dock elements must be designed with an acceptable and

relatively uniform degree of safety under various load
combinations.
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12.10.2. As dead load is practically constant through the life of structure,
combination of dead load with any other load constitutes a
basic combination of which safety factors are applicable.
12.10.3. When dead load plus buoyancy is combined with two or more
other loads (see the following load combinations), simultaneous
occurrence of full design values of each load effect is less likely
to occur than basic combinations.
12.10.4. Therefore, an appropriate increase in permissible stresses in
structural elements due to combinations of dead load and
buoyancy effect with two or more other load effects is justified.
12.10.5. Because of the relatively short duration of some design loads,
the probability of their simultaneous occurrence is very small.
12.10.6. For example, it is usually considered that the seismic load does
not need to be considered concurrently with maximum wind or
wave loads.
12.10.7. All load combinations should be scrutinized by the designer
on a rational basis in consultation with the dock owner or
operator.
In designing dock elements and their structural components,
all potential loads should be considered to act in the following
combinations, and whichever combination produces the most
unfavourable effects on the pier, Access Bridge, mooring system,
or any structural member concerned, should be selected as
follows:
a)
Dd
b)
Dd+By
c)
Dd+En
d)
Dd+T
e)
Dd+By+Ll
f)
Dd+By+En
g)
Dd+By+T
h)
Dd+By+Ll+En
i)
Dd+By+Ll+T
j)
Dd+By+En+T
k)
Dd+En+T
l)
Dd+By+Ll+En+T
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In the groups of load combinations above:
Dd = Dead load of the dock elements.
By = Buoyancy load.
En= Environmental (wave, current, wind) or seismic loads,
whichever produce the most effect.
T = Temperature load (the load produced by contraction
or expansion due to temperature changes, shrinkage
or creep in component materials, or combination
of above).
Ll = Live load (uniform and concentrated), vessel impact
load, hydrostatic pressure, and mooring forces.
The following percentages of permissible stresses are
recommended for the load combinations above:
70
i.
100% for group I, which includes load combinations a)

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

through k).
iii.
133% for group III, which includes load combination l).
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Sections 13 : BOAT MOORING SYSTEM, ACCESSORIES (CLEATS, BOLLARDS)

13.1.
GENERAL REQUIREMETS
13.1.1.
Boat mooring systems shall be installed to provide convenient

and reliable moorings to keep a vessel safely at the dock during
passenger loading and unloading operations. Vessels are to
be moored to floating pontoons by securing vessel mooring
lines to deck fittings located on the mooring structure.
13.1.2.
The developer shall select the type of mooring arrangement

including assumptions of the number of lines based on the
size of the vessel, site conditions and tidal fluctuations taking
in consideration that mooring forces are transmitted to the
floating pontoon when the vessel bears on the docks or by
tension in the mooring lines.
13.1.3.
The required mooring hardware, bollards or cleats are located

on the deck with unobstructed access from the dock.
13.1.4.
Cleats and/or bollards shall be located along the floating

pontoons and fingers at suitable intervals In the case of
alongside berthing; these will be located at either end of the
berth, with one more cleats/bollard in the middle for vessels
exceeding 12 m.
13.1.5.
It is recommended a minimum of four separate mooring

fixtures per vessel up to 24m in length. Larger vessels should
be provided with a minimum of 6 cleats and/or bollards.
13.1.6.
Cleats are manufactured of rustproof L2520-60 marine

grade aluminium alloys, steel or of hardwood, marine grade
stainless steel (grade 316). The capacity of the bollards or
cleats depends on the size of vessel and local environmental
conditions.
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Sections 13 : BOAT MOORING SYSTEM, ACCESSORIES (CLEATS, BOLLARDS)
72
13.1.7.
Generally cleats and bollards should have a minimum 3

tonnes pulling capacity and should be sized depending upon
the maximum size of vessel to be berthed. Particular care
should be taken in the design of bollards and their fixings for
mega-yachts where a capacity above 10 tonnes is likely to be
required.
13.1.8.
Cleats and bollards shall be fixed with stainless steel anchors

or bolts.
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Section 14 : MOORING SYSTEMS FOR FLOATING DOCKS

14.1.
BASIC CRITERIA
Mooring systems shall be designed to meet the following
basic requirements:
14.1.1.
Mooring system shall prevent the floating pontoons and

access bridge(s) from moving out of their design location.
14.1.2.
In particular, the system shall prevent movement by wind,

current, waves and impact from vessels.
14.1.3.
Soil Investigations appropriate to the development shall be

carried out prior to deciding which type of mooring and
anchors have to be used.
14.1.4.
The designer shall select an anchor system upon the

completion of soil investigation, using the obtained data from
the Soil Investigation Report.
14.1.5.
The designer shall select the mooring system taking in

consideration the following site conditions:
A. Depth of water.
B. Properties of the soil.
C. Drag potentiality.
D. Magnitude of applied forces.
14.1.6.
The designer shall consider that the depths of water and

bottom soil parameters are the most important factors in
choosing the type of anchor.
14.1.7.
Load magnitude and its character (e.g. static and cyclic) may
also influence selection of the type and sizes of mooring
system and anchors.
14.1.8.
Selection of mooring system depends on pontoon size, the

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

offshore or onshore systems only or using a combination of
both.
14.2.
OFFSHORE MOORING
14.2.1.
The offshore moorings system could be used to moor floating

pontoon by piles, designed to retain the docks in place against all
relevant loads or by mooring lines secured at the pontoon and to
the anchors placed underwater (See Sections 15.1 and 15.2).
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14.2.2.
This system is usually used for mooring of docks projected out

into the water such as piers and fingers.
14.3.
ONSHORE MOORING
The onshore moorings system could be provided by
74
A.
Mooring piles (see Clause 15.2).
B.
Mooring lines and connection beams.
C.
Rigid booms only.
D.
A combination of offshore and onshore mooring lines.
14.3.1.
A mooring with connection beams shall be generally used

when the distance between the floating pontoons and the
shore is relatively short.
14.3.2.
This system usually consists of articulated beams (minimum

of two) and onshore mooring lines connected to an existing
concrete deck, land-based gravity block, fixed quay structure
or land driven piles.
14.3.3.
Mooring lines (usually made of steel wire ropes) shall be

secured at the pontoon and to the land fixed points.
14.3.4.
The number of mooring lines and their layout depends on the

forces exerted on the dock.
14.3.5.
The articulated beams shall be installed parallel to the access

bridge to secure the assembly and maintain the distance of
the floating pontoons/wharf.
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14.3.6.
The articulated beams should be hinged at both ends and

could be made of concrete, timber or steel.
14.3.7.
Articulated beams should control pontoon movement to/from

the land direction and mooring lines should control pontoon
motion parallel to the shore.
14.3.8.
Depending on the site condition it is possible to use rigid

booms only to control pontoon motion in all directions.
14.3.9.
Onshore mooring lines may be used in combination with

onshore mooring systems to prevent extreme movements of
the dock and the overstressing of other mooring elements.
14.3.10. The access bridge may be used to control a pontoon motion

perpendicular to shore if it is hinged to the pontoon side. In
this case the upper end of bridge should be designed to allow
a limited horizontal movement of bridge.
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Section 15 : ANCHOR SYSTEMS FOR FLOATING DOCKS

The anchor system consists usually of:
A.
Convectional steel anchors.
B.
Gravity anchors.
C.
Mooring piles
15.1.
GRAVITY ANCHORS
This type of system uses a gravity anchor, placed on the
seabed, attached to anchor the pontoons.
15.1.1.
The designer shall investigate the site conditions and

depending on pontoon size and the magnitude of forces
involved prepare a calculation confirming that the gravity
anchor system can maintain the pontoons position within an
acceptable range of transverse and longitudinal motions.
15.1.2.
The designer should take in consideration the following:

a)
Gravity anchor design calculations shall be made using

the customary methods for floating bodies. In this
method, boat impact and wind forces on berthed boats
have to be considered.
b)
This system consists of underwater mooring lines

(usually galvanized cables, mooring chain or hawser
system made up of reinforced rubber and synthetic rope)
secured at the floating pontoon and to different types of
anchors.
c)
Anchors could be made up of steel or concrete (usually

constructed in the form of a heavy concrete block). The
advantage is their availability to resist uplift forces, which
permits the use of a shorter length of mooring cables.
d)
Weight and dimensions of anchors depend on the site

conditions and shall be determined by appropriate
structural calculation. The designer shall provide
calculations for the anchor blocks and mooring lines
size and length. The length of lines is important to
prevent the system from being loose at low water levels
or overstressed at high tide.
e)
The number of mooring lines and their layout shall be

determined according to the associated forces.
f)
Anchors shall be connected to the pontoon frames

through galvanized steel shackles and steel chains, or
through a proprietary system made up of reinforced
rubber and synthetic rope.
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g)
15.2.
Proprietary systems with hawsers to keep docks and

buoys in place, regardless of tides and wave movements.
The performance of these systems is suitable for marinas
with heavy traffic due to the progressive resistance which
dampens dock motions.
ANCHOR (MOORING) PILES
The designer should take into consideration the following

points when pontoon mooring piles are selected:
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15.2.1.
The offshore mooring lines could be anchored by mooring

piles designed to retain the docks in place against all relevant
loads or by sinkers.
15.2.2.
The pontoons-to-piles mooring connection shall be designed

to allow for free vertical movement of the pontoon without
significant displacements.
15.2.3.
The piles shall be provided with guides. Vertical guide piles

keep pontoons from drifting away and at the same time allows
a free vertical movement to the floating structure.
15.2.4.
Piles are structural foundation elements which have the

function of transferring lateral loads from impact of berthing
vessel and from waves through the water or weak compressible
strata into stiffer or more compact and less compressible soils
or into rock.
15.2.5.
Load capacity geotechnical considerations should govern the

selection of the pile type and material.
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Piles
A.
B.
C.
D.
E.
F.
are usually made of:

Steel.
Concrete.
Concrete and steel.
Concrete and fibreglass.
Plastic and fibreglass.
Timber.
The designer shall take into consideration the following

guidance before selection of type of piles:
15.2.6.
Steel piles
a)
Piles for flexible dolphins usually comprise tubes of high

yield steel.
b)
Steel piles shall be of weldable quality high tensile steel

with a guaranteed minimum yield stress in the range
350 N/mm2 to 690 N/mm2.
c)
Steel H-piles can be used but are more vulnerable to

corrosion and are weak about their minor axis
Steel piles in seawater are subject to corrosion,
particularly in the splash zone, and measures have to be
taken to ensure their durability.
d)
Steel piles are easier to handle than concrete piles in

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

common and viable pile materials for the guide piles of
wharves, piers and fingers.
f)
When steel piles are used, a suitable protective system

(paints, cathodic protection, concrete or sand filling
of pipe sections) should be used for durability and to
reduce maintenance requirements.
g)
If paints are used, piles shall have undergone an

anticorrosive treatment using sand-blasting technique
as per ISO 8501 SA 2 grade, and relevant protective
coating system.
h)
Additional steel thickness may be provided as a sacrificial

corrosion allowance. Allowance shall be made for both
internal and external corrosion taking over 25 years
service life.
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15.2.7.
15.2.8.
80
i)
Assessment of corrosion in sea water shall be made in

accordance with British Standard 8004, 10.3-Metals.
j)
Alternatively, steel piles shall be covered and protected

with extremely low-density polyethylene extruded
(especially in tide splash zone).
Concrete Piles
a)
Concrete piles can be extremely durable if fabricated,

handled and installed properly.
b)
Concrete is immune to marine borer and insect attack

and is incombustible.
c)
Precast concrete piles shall preferably be prestressed to

resist the tensile forces frequently encountered during
driving.
d)
Prestressed concrete piles are susceptible to cracking

during driving and lack of water tightness.
e)
Sufficient control must be exercised during driving of

concrete piles to reduce cracking to a minimum.
f)
Corrosion of reinforcement in prestressed concrete piles

even after cracking shall be controlled by proper mix
design and in extreme cases, by epoxy coating of the
reinforcement,
g)
Concretes enhanced with GGBS, fly ash, silica fume and

corrosion inhibitors have higher durability.
Composite and Timber Piles

a)
In addition to steel, concrete and composite piles, plastic

and fibreglass piles can be successfully used.
b)
Plastic piles shall be primarily used for fender piles

providing a durable alternative to timber piles.
c)
Concrete filled fibreglass pipe piles shall be used for

lightly loaded structures only.
d)
Composites piles made of concrete and fibreglass, and

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

better corrosion resistance, are lightweight, and provide
relative ease of construction.
f)
Timber piles may be used for lightly loaded structures

and for fender systems.
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15.2.9.
Pile Guides
a)
Vertical movement of pontoon shall be provided by pile

guide fixed to the pontoon decking frame.
b)
Guides shall be furnished to secure the float to the

anchor pile.
c)
Guides shall be rigidly braced metal hoops of pipes or

polyethylene rollers or other elastic material to minimize
friction.
d)
Guides shall have a suitable radius and shaped so as to

minimize boat impact.
e)
They may be made in triangle, rounded or trapezoidalshape.
f)
When pontoons are made up of aluminium alloy the

guides may be also made of marine grade anticorrosive
aluminium alloy to international designation 6005 T-6
or 6082 T-6. (See item 21.5 , Aluminium).
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Section 16 : FENDER SYSTEM

16.1.
GENERAL REQUIREMETS
16.1.1.
Fenders shall be designed and installed to prevent the boat

and/or floating dock from being damaged during boat
berthing operations and while the boat is moored alongside
pontoon structure.
16.1.2.
The designer should provide the calculation of the berthing

energy to be absorbed by the fender system.
16.1.3.
Fender system shall be selected based on energy and site

conditions. Berthing energy shall be calculated in accordance
with Section 8.8 Boat Impact - Berthing loads of these
Regulations.
Selection of the type of fender and its dimensions shall be
based on the following design criteria:
A.
The design boat(yachts) used in the calculation.
B.
The approach velocity.
C.
The berthing angle.
D.
The maximum reaction force.
E.
The friction coefficient.
F.
The safety factor to be used.
G.
Maintenance.
Various types of fenders can be used, such as:

A.
Continuous wooden, synthetic or rubber extrusions

alongside a dock.
B.
Vertical wooden or plastic fenders.
16.1.4.
For the floating docks in a marina it is recommended to install

fenders made up of tropical hardwood or rubber around the
exterior edge of floating pontoons.
16.1.5.
Hardwood fenders could be made up of slats of type/quality of

timber similar to that used in the decking. When an aluminium
frame is used the rubber fender may be fixed directly into the
channel of the lateral profiles, without the need for bolts.
16.1.6.
The rubber fender shall have an acceptable resistance to the

effects of aging and environmental attack including UV rays.
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Section 17 : PONTOON STRUCTURAL ELEMENTS

17.1.
GENERAL REQUIREMENT AND GUIDANCE

Floating docks (wharf, piers) could be designed and constructed
as:
A.
One long pontoon.
B.
Several large pontoons joined by pivots.
C.
Several small pontoons joined by pivots.
17.1.1.
Pontoons are made up of floats on which passageway decking

is fitted.
17.1.2.
The advantage of one long pontoon system (one float) is its

potential for maximum floating stability.
17.1.3.
For small craft vessels it is recommended to use a system with

several small pontoons joined by different connection tools
(pivots, rubber blocks, hinges).
17.1.4.
This system has a maintenance advantage because it allows

the removal of one or more pontoons for repair with little
interruption of dock operations.
17.1.5.
Each small pontoon is usually connected to the next pontoon

by pivots or by flexible rubber blocks reinforced with steel
wires. This type of connection should have a high resistance to
horizontal forces and the capability to absorb those oscillations
created by the waves.
17.1.6.
Precaution is to be taken to design the pivot connection to avoid

friction noises which are possible when the pontoons oscillate.
17.1.7.
Floats are placed all along the pontoon in two or three rows,
depending on the pontoons width and the required floatability
and stability.
17.1.8.
Pontoon(s) must be designed to safely carry all kinds of design

loads while in operation and to be sufficiently stable during
normal loading conditions.
17.1.9.
Consequently the float(s) must be in sufficient size to provide the

necessary buoyancy to support all design loads, stability and
the required design freeboard. When floating in still water, the
pontoon is displaced from its equilibrium position by external
forces, it should return to that position when the forces are
removed.
17.1.10. The design of the float shall also determine a freeboard.
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17.1.11. Float should have the reserve buoyancy that enables it to
remain afloat and stable in the event of damage.
17.1.12. Buoyancy shall be calculated using the following formula:
B = G = Ww * V
Where:
B = Buoyancy of the floating body (Kg),
G= Weight of the floating body (Kg),
Ww = Specific weight of the water in which the body is
immersed (Kg/m3),
V = Volume of the immersed portion of the floating body
(m3),
17.1.13. For the float to stay afloat, its immersed part has to have
enough volume to develop sufficient buoyancy.
17.1.14. Floating pontoons stability shall be determined by the list
angle.
17.1.15. The main elements of a floating pontoon are:
A. Float.
B.
Frame.
C. Decking.
D. Service trenches.
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17.2.
FLOAT
17.2.1.
The Float(s) is an integral part of the floating pontoon.
17.2.2.
The floats may be constructed of:

A. PVC;
B.
Rotomounted polyethylene filled with an expanded
polystyrene core (15Kg/m3).
C. Moulded Polyurethane filled with an expanded polystyrene
core with a low density (15Kg/m3).
D. Fibreglass-reinforced polyester resin shells with or without
an expanded polystyrene core (15Kg/m3).
E.
Metal pontoons (Aluminium alloy, steel) .
F.
Metal pipes.
G. Metal drums.
H. Polypropylene reinforced concrete.
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17.2.3.
Pontoons made in polyethylene can be provided with different

configuration of floats, making possible to adapt floatability,
stability and load capacity to customers needs.
17.2.4.
Polystyrene planks used in the floating pontoon shall be

hydrocarbon resistant.
17.2.5.
The material shall show no apparent softening or swelling

when tested by immersion method.
17.2.6.
Polyurethane is preferred over polystyrene because of its resistance

to hydrocarbon and the ease with which it can be formed into a
protective form and can be moulded into any shape. It should be
always covered with an oxidation resistant material.
17.2.7.
The designer should consider that marine plants and animal

life grow rapidly in the Emirate of Dubai environment and may
have a negative impact to the float appearance.
17.2.8.
It is recommended to use an epoxy paint that bonds firmly and

presents a tough flexible surface.
17.2.9.
The advantage of PVC floats is their high tensile strength of (50

MPa) that can be made in almost any shape. Floats filled with
an expanded polystyrene core (density=15 Kg/m3) is almost
unsinkable, even if seriously damaged.
17.2.10. The advantage of concrete floats is their weight which lowers

the overall centre of gravity of the pontoon, and thus improving
its stability. They are to be made of polypropylene-fibre
reinforced mortar 12-15mm thick wall filled with a polystyrene
core (density = 15 Kg/m3).
17.2.11. The advantage of aluminium floats is easy shaping and high
stability. They are to be made of anticorrosive marine-grade
aluminium plate (thickness = 4mm), filled with a polystyrene
core with (density of 15 Kg/m3).
17.2.12. All floats shall be connected to the pontoon frame or upper
portion of pontoon, by rivets and special nuts and bolts made
of anticorrosive material.
17.3.
FRAME FOR FLOATS

Framework for floats will be designed and made out in:
17.3.1.
All ferrous metal hardware should be galvanized or otherwise

protected from corrosion, as appropriate.
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17.3.2.
Where a braced frame is designed using aluminium alloys then

it is recommended to make them completely from marinequality aluminium profiles of 6082 or 6005A alloy with
thermal treatment condition T-6. These alloys stand out by
their anticorrosive properties and high mechanical resistance.
17.3.3.
The designer may develop different extruded profiles when

aluminium alloys are used. Extruded profiles have an advantage
that they can be designed and made to meet structural
calculation requirements and provide easy fixing of facilities
and utilities provided on the pontoon. The lateral aluminium
extruded profiles shall be provided with special channels all
along the pontoon to accommodate cleats, service bollards,
rubber fenders, fingers etc.
17.4.
DECKING
17.4.1.
The designer should check on maximum bending, shear and

torsion stresses in decking, under worst case loading conditions,
which shall demonstrate a safety factor of not less than 1.5
related to maximum permissible working stress of the material
used.
17.4.2.
The deck should be provided with a non-slip surface.
17.4.3.
Decking shall be made up of:
17.4.4.
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A.
Tropical Hardwood.
B.
Plywood (Marine-grade).
C.
Self assembly modules in various colours made of

polyethylene.
D.
Plywood and fibreglass-resin coatings.
E.
Concrete.
F.
Cold rolled asphalt.
G.
Non-slip metal surfaces.
The guidance for hardwood decking is as follows:

A.
Thickness of planks is subject to the structural calculation

and allowable / factored flexural and shear stresses.
Usually thickness of planks is from 20 to 40 mm.
B.
Wood/Timber decking shall be constructed in boards,

planed, grooved, and fixed with self-tapping screws.
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17.4.5.
17.4.6.
C.
Wood/Timber decking shall be slip resistant, suitable for

walking on in strong sunlight without discomfort.
D.
Resistant to fungus, bacteria, woodworm and moisture

etc.
E.
Minimum density of 800 Kg/m3.
F.
Non-slip (grooved) surface.
G.
Wood planks should be appropriately treated to prevent

wood from rotting.
Main characteristics for polyethylene decking shall be as

follows:
A.
Antacid.
B.
UV-ray resistant.
C.
Non-slip surface.
D.
Easy to clean.
The following factors must be considered for concrete

decking:
A.
Surface erosion from water abrasion.
B.
Effects of sea water on reinforcement and erosion

beneath concrete structures.
C.
Uniformity, quality and appearance of concrete deck

finishing.
D.
Non-slip deck surface.
E.
Concrete decking is usually used in conjunction with

fibre reinforced concrete floats.
F.
Concrete decking can be done in concrete in situ or by

removable individual panels with hardwearing non-slip
surface.
G.
Panels can be made up of glass reinforced cement with

5% by weight fibre content.
H.
Allowable applied uniform live load for concrete decking

shall be above 2.0 kN/m2.
17.5.
SERVICE TRENCHES
17.5.1.
Floating pontoon shall be provided with service trenches for

water supply network, electrical wiring and other utilities.
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90
17.5.2.
It is recommended to install a suitable supported tray just below

the decking along the length of the floating pontoon.
17.5.3.
Trenches are to be made up of aluminium alloy or other noncorrosive material and should be covered on the top by
removable covers specially designed to bear the weight of
people passing over them.
17.5.4.
Aluminium alloy removable covers provide quick and easy

access to piping and wiring inside.
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Section 18 : DOCK SERVICE FACILITIES

18.1.
FRESH WATER SUPPLY
18.1.1.
All docks shall be provided with water pipes connected to local

water supply network and shall run the length of the docks and
supply water to vessels through appropriate outlets.
18.1.2.
Outlets should be provided for each 15 meters of dock length

or major fraction thereof or for each boat where the design
of the dock, wharf, pier or finger clearly indicates a specific
number of boats to be moored.
18.1.3.
Diameter of pipe shall be calculated according to the number

of service bollards to be supplied.
18.1.4.
Flexible pipe sections are to be placed at crossings between

floating elements and at shore connections to absorb the tidal
range corresponding movements.
18.1.5.
The water supply outlets are frequently combined with the

power supply outlets contained within purpose -built pillars.
18.1.6.
It is recommended to use 25mm (1) diameter flexible piping

reinforced with a stainless steel-wire mesh for water supply of
adequate pressure, (excluding fire fighting services), to serve
up to 50 mooring slots.
18.2.
FIRE FIGHTING
18.2.1.
All marinas should have an adequate fire suppression system

consisting of uninterrupted water supply, extinguishers and fire
alarm system.
18.2.2.
The fire hydrants are provided in a water supply network. They

shall be positioned at approximately 50 m intervals and shall
be equipped with 40mm (11/2) flexible hoses kept at special
firefighting points. Fire hydrants are to be attached to water
mains of 50mm (2) diameter or more.
18.2.3.
If the local water supply network is not available or in cases

where the water would not be suitable (for a fire caused by fuel
or an electrical short-circuit) then chemical fire-extinguishing
equipment may be installed at appropriate locations in the
marina.
18.2.4.
All boats must have the proper type and number of fire
extinguishers on board, as required by the Dubai Coast Guard
regulations and/or Fire Fighting Department.
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18.3.
POWER SUPPLY AND LIGHTING
18.3.1.
Power shall be supplied from the docks to all service bollards

through 3-phase, neutral and earthed cabling. Its rating/
capacity depends on the total amount of service bollards and
the power of their sockets.
Both 1Phase and 3Phase power supply receptacles can be
made available from the service bollard.
18.3.2.
Power supply sockets should be provided along the length of

docks to provide an electric current of 16A, 32A, or 63A at 220
V or 380 V. Every boat exceeding 6 m in length should have
access to the relative power outlet. 3 Phase power supply shall
be terminated at the service bollards from which the 1 Phase
& 3 Phase supply derived by using 1 P and 3P Circuit breaker/
fuse unit feeding the respective 1P and 3P socket outlets and
power receptacles.
18.3.3.
All electrical sockets and automatic-switch boxes shall be

certified as per international and/or local standards.
18.3.4.
Above-pontoon lighting is needed for security, safety, and for

night time mooring activities.
18.3.5.
The marina lighting network may be arranged in parallel with

that of the power supply.
18.3.6.
Cabling shall be arranged in special ducts or suspended

lengthwise along docks, to satisfy safety regulations.
18.3.7.
Electrical cabling should supply power for luminaries on

services bollards and the beacon at the end of the walkways.
18.3.8.
This cabling should be independent of the power supply line.
18.3.9.
Earthing has to be provided by means of returns to shore.
18.3.10. The lighting fixtures shall be either incorporated in the service

bollard or shall be mounted on independent poles.
18.3.11. The poles should be located so as not to form an obstruction to
dock operations.
18.3.12. Light fixtures should be located low enough and shielded to
light up the deck and waterside edges without blinding the
vessels crew during berthing operations.
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18.4.
SERVICE BOLLARDS
18.4.1.
It is preferred that services on a dock are provided through

a proprietary service bollard supplied by an established
manufacturer. Bollards should combine services including
water power supply, telephone, cable TV/internet services and
dock lighting as appropriate.
18.4.2.
Separate service bollards incorporating fire extinguishers, fire

reels, rescue rings, and fire alarms should be provided.
18.4.3.
For berths servicing craft up to 20m in length, services bollard

may serve up to 2 craft. Craft over 20m in length should be
served by individual bollards.
18.4.4.
Service bollards should be so located such that cables and

hoses do not cross over walkways to connect to a craft.
18.4.5.
Service bollards shall be completely splash proof to insulate

electrical and lighting equipment from the water. Electrical
equipment shall be physically separated from the water area
inside the service bollard.
18.4.6.
Service bollards have to be fully tested to assure water tightness

required by DEWA and other local standards for the protection
of all electrical equipment installed on floating pontoons or in
the marine environment generally.
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18.4.7.
Service bollards could be made up of PVC, UV-ray and fire

resistant finish (according to Standard DIN 4102) or of AISI
316 stainless steel.
18.5.
WATER-SIDE ACCESS LADDERS
18.5.1.
Each dock shall be provided with at least 1 ladder extending

from the dock surface to 0.8 meters below mean low water.
For docks in excess of 15 meters in length a ladder, or other
approved methods of egress from the water, shall be located
for every double slip and at a maximum spacing of 20m
elsewhere on walkways.
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Section 19 : BOAT LIFT AND BOAT LAUNCHING DESIGN REQUIREMENTS

The installation of docks and boat lifts shall be in accordance
with accepted international standards of engineering.
Boat lifting and launching procedures shall form a significant
part of an organized, large marina where these activities occur
on a regular basis.
The vertical lifting in marinas may be arranged using one of
the following lifting facilities:
A.
Travel lift.
B.
Fixed jib crane with horizontal boom.
C.
Special forklift.
D.
Monorail.
E.
Launching Ramp.
19.1.
TRAVEL LIFT
The travel lift shall be equipped with a crane mechanism
mounted on a steel frame and fitted with rubber tires. It should
travel along and above the water surface of a boat slip so that
it can be placed safely above the boat to be lifted. Travel-lift
frames shall be open at one end for servicing sail boats. Lifting
a vessel shall be done using nylon slings.
19.2.
FIXED JIB CRANE WITH HORIZONTAL BOOM

A fixed jib crane with a horizontal boom shall be placed in an
appropriate location in a marina and at such a distance from
the dock as to avoid damage from a potential collision with
the dock wall of boats being lifted. The transfer of significant
point loads from a crane on the quay wall should be taken into
consideration.
19.3.
SPECIAL FORKLIFT
A special forklift should possess a vertical stem that enables
the forks to reach below the bottom of the boat to be lifted. A
safety margin between the movable parts of the forklift and the
vertical dock wall should also be factored into the design.
19.4.
MONORAIL
Monorails are easy-to-use installations since the conveyor
holding the vessel is operated by remote control. The conveyor
shall be suspended over rails running centrally along the length
of the monorail. The monorail is placed transversally to the
dock and extends over the sea by means of protruding beam
to enable vertical lifting and re-launching of vessels.
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Section 19 : BOAT LIFT AND BOAT LAUNCHING DESIGN REQUIREMENTS

19.5.
LAUNCHING RAMPS
The launching ramps may be used for launching relatively small
boats, (which normally constitute the majority of vessels).
The constructed ramps shall be in accordance with the design
of international standards of engineering and shall comply
with the following:
96
19.5.1.
The ramp shall be constructed of permanent stable material

having a minimum width of 5m unless otherwise approved by
the Authority. The ramp slope shall be designed in a maximum
slope of 1:7 unless otherwise approved by the Authority.
(Preferably the ramp slope shall be 1:9). The slopes shall be
extended above and below high/low water levels with non-slip
surfaces formed by means of deep, gently sloped grooves of
sufficient width.
19.5.2.
Ramp shall be constructed inside the marina boundaries and

shall not cause adverse effects on tidal currents or beach
stability of adjacent properties.
19.5.3.
Boats using the ramp shall not obstruct any navigational

channel at any time.
19.5.4.
A submarine horizontal gravel mound may be provided to stop

a vehicle (that is to pull out or launch boats) from falling into
the sea in the event of inability to brake.
19.5.5.
The launching ramp area shall also contain a space for rinsing
seawater off the vessel, the trailer and the boat. Runoffs shall
be collected for treatment because these usually contain oil,
mud, etc., that should not be allowed to flow back freely into
the harbour basin.
19.5.6.
Floating embarkation and disembarkation docks for boats

should be situated near the launching slip.
GO TO CONTENTS
Section 20 : AUXILLARY BUILDINGS AND LAND INSTALLATIONS

20.1.
GENERAL REQUIREMETS
Buildings and Land Installations shall be designed as per
Building Regulations & Design Guidelines and other
regulations issued by the Authority.
20.1.1.

This structure should provide for the following:
d)
Administration.
e)
Accounts.
f)
Inquires.
g)
Telephone.
h)
Switchboard.
i)
Locker rooms.
Additional services should be considered depending on the

size of the marina and the nature of the overall development,
including:
20.1.2.
20.1.3.
20.1.4.
h)
Shops/kiosk.
i)
Clubhouse/lounge.
j)
Restaurant / bistro.

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

services.
b)
It may be combined with the administration building.
Vessel repair and maintenance.

a)
Building and/or yard area for the repair and maintenance

of craft including lifting and transfer systems.
b)
A range of equipment from simple wheeled carriers

to powerful lifts and rails are used for the transport of
vessels to and from the repair shop.
Dry Boat Storage.

Dry storage facilities for boats up to 10 -12m in length should
include the following:
a)
A boat storage system.
b)
A boat launching / retrieval system.
c)
Temporary wet berths for loading and unloading.
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Section 20 : AUXILLARY BUILDINGS AND LAND INSTALLATIONS

d)
Passenger access and car parking.
e)
Security arrangements.
20.1.5.
Sanitation areas.
a) Approximately one toilet and shower/washroom for each
20 mooring places should be provided at intervals of less
than 300m.
20.1.6.
Road network, utilities networks, and lighting.

a) These shall be designed as for urban areas.
20.1.7.
Entrance gate and fencing.

a)
b)
20.1.8.
Parking lots.
a)
98
Security is always a sensitive issue in marinas, and

special care should be given to protection from theft and
vandalism.
Fencing of the marina land area and safeguarding of its
perimeter with controlled access points are expected as a
minimum.
Attention should be paid to ensure adequate parking,

(including that required for boat trailers), in accordance
with CEDs Building Regulations & Design Guidelines.
GO TO CONTENTS
Section 21 : MATERIALS
All construction materials shall be in accordance with recognised
international standards accepted by the Authority.
21.1.
CONSTRUCTION MATERIALS
21.1.1.
Floating dock structures shall always be robust and tough to

withstand their intended use in the marine environment for
their required design life.
21.1.2.
Floating docks could be constructed using the following

material:
A.
Timber.
B.
Steel.
C.
Concrete.
D.
Aluminium.
21.2.
TIMBER
21.2.1.
Timber may be used for the following:

a) Decking for walkways.
b) Framing for deck.
c)
Piling.
d) Fender systems.
e)
Dolphins.
f)
Access Bridge.
g) Utility trays.
The Applicant/ Developer must comply with Dubai Worlds
responsible procurement policy with respect to the sourcing
of timber for construction. The Applicant/ Developer must
provide proof of legal origin of sustainably produced timber
accompanied by chain of custody certification.
The designer should take in consideration that Copper Chrome
Arsenate (CCA) treated products have been banned from use
in marine waters by the EU (2002). The EU (2004) has also
declared CCA wood a hazardous waste.
Timber shall be in accordance with BS 6349-1(1984), clause
60-1: The use of timber in maritime structures should be in
accordance with CP 112: Part 2:1971.
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21.3.
21.3.1.
21.4.
STEEL
Steel may be used for all types of marine structures.
a)
Steel used in sea water shall be protected against corrosion

by the use of marine coatings.
b)
Coating which shall be used in submerged water and

in the splash zone for floats, steel piles or other marine
structures are coal tar epoxy, epoxy, metallized zinc or
aluminium with top coat and others as approved by the
Authority.
c)
Cathodic protection systems are difficult to design,

construct, and maintain properly and therefore are not
recommended.
d)
Additional steel thickness shall be provided as a sacrificial

corrosion allowance.
CONCRETE
a.
Concrete could be generally used for the marine structures

as follows:
A. Decking for walkways.
B.
Floats.
C. Framing for pontoon.
D. Piles, Dolphins.
E. Fender systems.
F.
Access Bridge
G. Abutment
H. Gravity Anchors.
b.
The concrete used for maritime structures could be as

follows:
A. Plain concrete.
B.
Reinforced concrete.
C. Prestressed concrete.
D. Ferro cement.
E.
21.4.1.
General requirement
a)
100
Fibre-reinforced concrete.
The designer shall specify the type of concrete required

to meet the needs in maritime conditions and to
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ensure sufficient strength and durability in the maritime
structure.
21.4.2.
b)
Concrete shall be properly designed and constructed to

achieve high durability in the marine environment.
c)
The designer should take into consideration that the

durability of concrete in marine environments is dependent
on the quality of materials used for concrete mix, as well
as the mixing procedure, volume and quality of water used
and therefore should carefully select the type of cement,
aggregates and water and use of appropriate admixtures
or corrosion inhibitors.
Strength
The following is recommended :
The required minimum compressive strength after 28 days
shall be:
a) 35 MPa for all zones.
b) 42 MPa where severe surface degradation is likely.
c)
As required by relevant standards, if this exeeds above
requirements.
21.4.3.
Cracking
a) The designer should consider that in marine environments
concrete cracking may occur resulting in corrosion of
embedded steel.
b) It is recommended to limit the crack width in concrete
structures. For the Emirate of Dubai environment a
maximum crack width of 0.15 mm is allowed. (This
shall be, in particular implemented for the design of
concrete decking).
21.4.4. Concrete Durability

a)
The designer shall consider that the corrosive action

of external chlorides on embedded steel is the most
severe problem of concrete structures in the marine
environment.
b)
Therefore it is required to perform an appropriate design

of the concrete mix and/or to provide direct protection of
the reinforcing steel.
c)
The latest technology has to be implemented to improve

concrete durability.
d)
One solution is to use concrete enhanced with fly ash,
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GGBS, silica fume and corrosion inhibitors for floats,
framing, decks, access bridge, mooring or guide piles
and wherever relevant/possible.
e)
The special corrosion-protection admixtures are to be

added to the concrete mix at the batch plant. The proven
admixtures which can be used to protect reinforcing
bars from corrosion are silica fume and a calcium nitrite
corrosion inhibitor.
f)
Silica fume reduces the permeability of concrete by slowing

considerably the ingress of waterborne chlorides.
g)
A calcium nitrite corrosion inhibitor controls the corrosion

process chemically.
h)
Low permeability of concrete could be achieved with a

low water/cement ratio.
21.4.5. Water/Cement Ratio

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

0.40.
21.4.6. Concrete cover

a)
In addition to the design of adequate concrete mix the

designer shall consider the importance of concrete cover.
The appropriate concrete cover shall be selected to
prevent the corrosion to steel reinforcement.
b)
According to BS cover in maritime structures should not

be less than 50 mm.
c)
According to the CIRIA Guide to Concrete Construction

in the Gulf region, cover in maritime structures should
be from 75 to 100mm.
d)
For the purpose of these Regulations for concrete

structures used in marinas located in the Emirate of Dubai
the following concrete cover is recommended.
e)
For reinforcing bars:
f)
102
A.
65 mm in the splash and atmospheric zones

subjected to salt spray.
B.
50 mm in the submerged zone.
For prestressed or post-tensioned tendons:

A.
90 mm in the splash and atmospheric zones

subjected to salt spray.
B.
75 mm in the submerged zone.
GO TO CONTENTS
21.4.7.
21.4.8.
21.4.9.
g)
The concrete cover should be designed as a minimum

because too much cover may result in excessive
cracking.
h)
As an exception, the floating pontoon could be designed

with a dense cement paste cover as low as 35 to 40 mm
subject to the approval of the Authority.
Membranes
a)
One possible method to minimize the corrosive action

of external chlorides to concrete structures operating in
the marine environment is protection by water-proofing
membranes applied on the whole concrete surface.
b)
Membranes could be provided as a hot-applied coal

tar, coal tar epoxies, and polyurethanes and by other
appropriate material. The designer should take care to
specify the membrane capable of resisting ultraviolet
rays.
c)
In order to limit the chances of steel corrosion, the designer

could specify direct protection of the reinforcing steel.
Protection of Reinforcing Steel from Corrosion

a)
Reinforcing steel could be protected by fusion-bonded

epoxy coatings, hot-dip galvanizing, and in some cases
by cathodic protection,
b)
It is recommended that the coating thickness of fusionbonded epoxy does not exceed 0. 3 mm. The disadvantage
of the epoxy coating is a possible damage during bending,
installation, and placing of concrete,
c)
Galvanized reinforcing bars form a good bond with

concrete but it should be taken into consideration that the
galvanizing of reinforcing steel does provide a satisfactory
protection in a splash zone.
d)
This type of reinforcing steel protection is not commonly

used in the Emirate of Dubai environment.
e)
Cathodic protection should be avoided whenever

possible.
Fibre Reinforcement
a)
As per these Regulations it is recommended to implement

Fibre Reinforcement (FRC) in order to improve concrete
durability and to mitigate problems associated with
intrinsic cracking.
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b)
Material in Fibre Reinforcement could be made of glass,

polymeric, carbon fibres, synthetic macro fibre, steel
fibres, stainless steel and could be made in various sizes
and with circular, rectangular, semicircular, and irregular
shapes.
c)
Using steel fibres in Marine environment is not

recommended especially if the concrete is not coated
(after one to two years concrete colour will change).
21.4.10. Water
a)
Only potable water should be used for concrete mixes

used for structural reinforced concrete.
b)
The chloride content of the water (and the mix) is an

important factor in ensuring protection of reinforcing steel
against corrosion.
c)
Water should be clean and free from harmful matter and,

where tests are required; these should be as described in
BS 3148.
d)
Seawater should not be used in reinforced concrete

although it may be considered if the concrete is unreinforced and is not in contact with other concrete.
e)
Seawater should not be used with chloride accelerators.
21.4.11. Cement
It is recommended that the cement content would not be
less than:
21.4.12.
104
A.
340 and 360 kg/m3 for 40 and 20 mm maximum

aggregate size (or as recommended by standards).
B.
Respectively, 400 kg/m3 for the splash zone.
Aggregates
a)
The designer should consider that for maritime structures

a high strength concrete is required and therefore it is
necessary to select the characteristics of aggregates based
on specified test results.
b)
Natural sand and gravel, or crushed rock conforming to

ASTM C33, and light weight aggregate conforming to
ASTM C330 are recommended. Marine aggregates may
be used, provided that they have been washed to meet
the chloride ions limits and providing the aggregates
have sufficiently low seashell content.
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c)
As an alternative aggregates should comply with BS 882,

1201.
d)
Hard and strong aggregates are required particularly in

tidal and splash zones, where resistance to heavy abrasion
or erosion is usually required.
e)
Aggregates should pass the soundness test ( ASTM C

88).
f)
The maximum water absorption permitted should be 3%

as measured by the procedure described in BS 812. Water
absorption and specific gravity should be in accordance
with ASTM C127, ASTM 128 AND EN1097-6.
g)
The designer shall take in consideration the

recommendations in CIRIA Special Publication no
31The CIRIA Guide to Concrete Construction in the Gulf
Region.
21.4.13. Reinforcement
a)
Reinforcing steel can be conventional, Prestressed, or

post-tensioned. It may be used bare or coated in a variety
of ways.
b)
Conventional reinforcing steel is best represented by

regular deformed bars of miscellaneous grades.
c)
The designer should take in consideration the latest

development of reinforcing steel technology and to the
recently invented and patented steel conforming to ASTM
A 1035/A 1035M 06.
21.5.
ALUMINIUM
21.5.1.
Aluminium alloys could be used for:

A.
Pontoon framing.
B.
Deck-supported structures.
C.
Supporting of piping and conduits for services.
Unless otherwise approved, aluminium grade 6005, 6005A,

and 6082 alloys shall be used and comply with EN 573-31994 and EN 755-2-1997.
Unprotected aluminium should not be used under water or in
the splash zone.
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Section 22 : ENVIRONMENTAL IMPACT ASSESSMENT GUIDANCE

22.1.
NUISANCES, INJURIOUS OR DANGEROUS CONDITIONS
22.1.1.
It shall be unlawful for any entity or person owning property

adjacent to any access channel, beach, or other body of
water, appurtenant to which property is a seawall, to permit
the seawall to deteriorate to such an extent that its condition
is injurious to the health, safety and welfare of the owners and
visitors of marinas, or is dangerous to the navigability of any
channel or other body of water.
22.1.2.
Whenever this condition exists and receives the attention of

the Authority that such condition exists, the Authority shall take
appropriate action.
22.2.
PROHIBITION OF UNSIGHTLY OR BADLY DETERIORATED BOATS

All water vessels and boats within the marinas shall meet the
following requirements:
22.2.1.
All vessels circulating, docking or mooring within marinas and

waterways shall be registered with the appropriate authorities
and be in seaworthy condition.
22.2.2.
Boats or watercraft of any kind that are found to be of unsightly

appearance or in a badly deteriorated condition or which is
likely to cause damage to private or public property or which
may be a menace to navigation shall not be permitted to moor
or tie up at any docks or in any waterways .
22.2.3.
It shall further be unlawful for any person to abandon any boat

or watercraft or wreck in marinas or within Dubai waterways or
to moor the same in a manner to cause such watercraft to be
or become a menace to navigation.
22.2.4.
In the event any boat or watercraft shall be declared in violation

of this section so as to be a menace to navigation, the Authority
shall have the right to immediately have the vessel removed
and impounded at the nearest licensed marine facility.
22.2.5.
All costs for towing and storage will be payable by the vessel
owner
22.3.
MOORING OF BOATS
22.3.1.
Boat owners shall ensure that the boat is safely moored with
lines adequate for weather conditions using a minimum of
12mm dia nylon line.
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108
22.4.
MAINTENANCE OF BOATS
22.4.1.
Ordinary light maintenance may be permitted on the boat in

the marina maintenance area.
22.4.2.
Maintenance of watercraft in marina area shall be permitted

when such repair or maintenance is routine or minor in nature
and does not involve major exterior alteration, rebuilding,
repairing of exterior, complete refinishing, and/or removal of
machinery, or the use of tools and equipment in such repair or
maintenance which would result in excessive noise.
22.5.
BOAT REPAIRS
22.5.1.
No repairs may be made on the boat while in its slip or mooring

space.
22.5.2.
No paint thinners or other petroleum products are permitted

on the docks.
22.6.
CLEANLINESS AND TIDYNESS OF BAOT BERTH
22.6.1.
Boat owners shall keep the dock area adjacent to their berth or
mooring space clean and litter free.
22.6.2.
Nothing shall be stored thereon, including but not limited

to supplies, materials and debris, nor may any boat owner
construct thereon any lockers, cabinets, ramps or similar
structures.
22.7.
STORAGE LOCKERS
22.7.1.
Lockers (if any) for the storage and safekeeping of provisions,

equipment, and so on, shall be close to the mooring.
22.8.
DISORDERLY CONDUCT
22.8.1.
Disorderly conduct is prohibited on a boat, on the dock or

within the marina area by a boat owner or his visitor(s).Failure
to adhere to this will be a cause for immediate removal of the
boat from the marina area and the individual(s) involved.
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22.9.
NOISES
22.9.1.
Loud dockside parties are prohibited.
22.10.
REFUELING
22.10.1. Boats shall be refuelled only in the designated areas from the
approved fuel pumps without spillage or contamination of the
environment.
22.10.2. No boats or motors will be refuelled while in the slip areas.
22.10.3. No fuel may be transferred from one container to another on
the marina premises, nor may fuel be brought onto the marina
premises except in tanks equipped with fuel line connectors
and approved by Authority and Dubai Coast Guard.
22.11.
HAZARDOUS ACTIVITIES
22.11.1. Spraying paint, welding and burning are strictly prohibited in

the marina.
22.11.2. It shall be unlawful for any person to contaminate the
environment with hazardous materials, including fuel.
22.12.
TOILET FACILITIES
22.12.1. The toilet facilities on a boat shall be maintained in a clean

and sanitary condition in accordance with the Public Health
Authority regulation and shall comply with these Regulations.
22.13.
EXCESS SPEED
22.13.1. No boat within 1000m of the Marina or Dockage place or

landing portion shall be operated in excess of the no wake
speed.
22.14.
SWIMMING
22.14.1. No swimming or diving will be permitted within the marina.
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22.15.
REFUSE
22.15.1. No refuse will be thrown overboard.

22.16.
GARBAGE AND WASTE DISPOSAL
22.16.1. For pleasure boats that possess systems for disposal of their own
accumulated liquid waste (by means of pumping) appropriate
intakes and conduits connected to the local (sewerage) network
shall be provided on a fixed dock.
22.16.2. For solid waste, garbage dumpers shall be placed at suitable
locations, accessible to garbage trucks.
22.16.3. It shall be unlawful for any person to dispose of garbage,
papers, bottles, cans, refuse, petroleum products, solvents or
other inflammable liquids, or other debris into Dubai Emirate
waterways.
22.17.
SEWAGE PUMPS-OUTS
22.17.1. All marinas shall have sewage pump-out stations and shall
ensure that no direct sewage or any other wastes are discharged
into the waterways
22.18.
MINIMUM CONDITIONS FOR DOCK CONSTRUCTION

Floating docks in excess of 15 meters total aggregate length or
providing docking for 5 or more boats shall be provided with
the following facilities.
22.18.1. At least 1 sewage pump-out facility connected to the shore

sanitary sewer system.
22.18.2. One potable water hose pipe and 1 electrical box for each 15
meters of dock length or major fraction thereof or for each
boat where the design of the dock clearly indicates a specific
number of boats.
22.18.3. Adequate water supply for fire protection shall be designed
according to the requirement stipulated in Building Regulations
& Design Guidelines.
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22.19.
CONSTRUCTION PROCESS AND CLEAN UP
22.19.1. During the construction process of any marine structure

the contractor shall take the necessary measures to ensure
compliance with all the environmental laws and requirements
of the United Arab Emirates, the Municipality of Dubai, and the
Ports, Customs and Free Zone Corporation.
22.20.
SECURITY INSPECTION
22.20.1. The Authority reserves the right to inspect all boats to ensure
that they meet these Regulations prior to docking and at any
time thereafter while the boat is in the marina area.
22.20.2. In the event that boats are not maintained in a clean and
operable manner, Authority will order the removal of boat
from the marina.
22.20.3. In the event the owner fails to do so, the Authority reserves the
right to remove said boat at the expense of the owner.
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Section 23 : REFERENCES
Users of this manual should comply with all codes, regulations,
specifications and standards referred to in the contract documents and all
codes, standards, specifications of regulatory agencies mentioned herein
1)
AS 3962 2001 Guidelines for design of marinas
2)
ASTM C33
3)
ASTM C330
4)
ASTM C127
5)
ASTM 128
6)
ASTM C 88
7)
ASTM A1035-04 Low-carbon, chromium steel bars for concrete

reinforcement
8)
ASTM A 1035/A 1035M 06 Standard Specification for Deformed

and Plain Low-Carbon, Chromium, Steel Bars for Concrete
Reinforcement.
9)
ACI 318:2005 Building Code Requirements for Structural

Concrete.
10)
ACI Manual of Concrete Practice the latest edition.
11)
UBC 1997, Volume 2, Structural Engineering Design Provisions.
12)
BS 5950:2000 Structural Use of Steelwork in Building.
13)
BS 8004:1986 Foundations.
14)
BS 8007:1987 Design of concrete structures for retaining aqueous

liquids.
15)
BS 5628:1992 Code of Practice for Use of Masonry.
16)
BS 5400 steel, concrete and composite bridges.
17)
BS 8500 Methods for Specifying Concrete Including Ready-Mixed

Concrete.
18)
BS 8110 Structural Use of Concrete .
19)
BS 4466 Bending Dimensions and Scheduling of Reinforcement

.
20)
BS 6031 code of practice for earthworks
21)
BS 6349 Code of Practice for Maritime Structures. Part 1 - 1984

General Criteria.
22)
BS 6349 Code of Practice for Maritime Structure Part 2 - 1988

Design of quay walls, Jetties and Dolphins.
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Section 23 : REFERENCES
114
23)
BS 6349 Code of Practice for Maritime Structure Part 3 - .Design

of Dry Docks, Locks, shipways, Ship lifts and Docks
24)
BS 6349 Code of Practice for Maritime Structure Part 4 - 1985Design of Fendering and mooring system.
25)
BS 6349 Code of Practice for Maritime Structure Part 5

Recommendations for Dredging of waterways and for land
reclamation.
26)
BS 6349 Code of Practice for Maritime Structure Part 6 Design

of Buoy Moorings floating and buoyant structures.
27)
BS 6399 -2 1997-Loading of buildings-Code of Practice for wind

loads
28)
BS CP 3- Code of Practice for wind loads
29)
BS 8004 Foundations1986.
30)
BS 4360 Weld able structural steels1972.
31)
BS 882, 1201
32)
ISO 8501
33)
European EN 755-2-1997 for aluminium alloy
34)
DIN 4102
35)
EN1097-6
36)
European standard EN 573-3-1994 for aluminium alloy
37)
European standard EN 755-2-1997 for aluminium alloy
38)
ACI 357 Guide for the design and Construction of fixed offshore
Concrete Structure.
39)
CIRIA Special Publication no 31The CIRIA Guide to concrete

construction in the Gulf region.
40)
Port Engineering, Planning Construction, Maintenance, and

Security, edited by Gregory P. Tsinker
41)
Military Handbook MIL-HDBK 1025/1
42)
Permanent International Association of Navigation Congresses

(PIANC, 2002).
43)
Port Engineering Per Bruun
44)
Pile Design and construction practice M. D. Tomlinson.
45)
Recommendations of the committee for waterfront structures UAE

1985.

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Department Ports, Customs & Free Zone

Ports, Customs & Free Zone Corporation, Dubai

Marinas & Small Craft Harbour

This edition was issued in February 2007

Ports, Customs & Free Zone Corporation, Dubai

The publication of this book could not have been possible

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Regulations are intended to provide the minimum planning,

Marina means any facility for the mooring, berthing, storing, or

Floating docks are commonly utilized in the Emirate of Dubai

Dubai Marinas Development Regulations stipulate the minimum

Achieve a uniform Marina development facility.

Create a development plan for marina facilities in

Provide planning and design standards and guidance

Create a Marine Planning and Design framework to

Provide the criteria for Design and Construction of marina

Provide a framework for basic infrastructure needs for

Create a project augmenting the highest quality and living

These Regulations and Guidelines shall be prevailing in the

Floating and/or fixed structures for mooring and/or

Navigation aids relating to the development.

Natural or artificial structures for the protection from

Utilities and services relating to the development.

Access to the land.

The higher classified marina should provide, as additional to

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

Cooperative/ Small Supermarket.

Additional to above the full service marina should be provided

Sand pit volleyball & basketball court.

The scope of the services and facilities to be provided by a particular

A development that has received development

Conditional Use: A use which has certain characteristics which may be

Section 3 : MARINA DEVELOPMENT REGULATIONS

3.1.1. For the purpose of these Regulations the expression Marinas

Section 4 : DEVELOPMENT CONTROL AUTHORITY-AUTHORITY PERMITS

Civil Engineering Department, Ports Customs and Free zone shall

No permits shall be issued by the Authority unless all required

Nothing in these Regulations shall relieve the marina developer from

Dubai Municipality (DM).

Section 5 : POWERS OF THE AUTHORITY

At the discretion of the Authority the MARINA PERMIT may be

5.1.1. Work was carried out in contravention of the conditions to the