GUIDELINES FOR SUPERYACHT MARINAS

***
René BOUCHET,
Senior expert in maritime works,
Technical Advisor of the Monegasc Government
and
Jean Baptiste BOREA D’OLMO
General manager of the Monaco harbours
Draft updated on 28 of january 2011

Contents

1 – Introduction…………………………………………………………p.2

2–Général information ……………………………… ………………p.4

3 –Water area arrangement

3.1 – Water area protection …………………………….…p.8

3.2 – Slips geometry……………... …...…………………..p.9
3.3 – Pontoons…..…………………………………………..p.13
3.4 –Mooring systems…..…………………………………..p.15
3.5 – Horizontal mooring forces…… …………………… p.18
3.6 – Mooring lines…………………………………………..p.24

4 – Utilities

4.1 – Water, Electrical power…………………………… .p.25

4.2 – Pump out….……………………………………… …p.26
4.3 – Fuel……………………………………………… .. . p.27
4.4 – Car parks…………………………………………… .p.27

5 –Financial data

5.1 –Fares…………………………………………………. p.28

5.2 – Rules of thumb……………………………………….p.29

6- Main References…………………………………………….. …p 29..

1
 1)INTRODUCTION

In the past, several norms, guidelines or recommendations have been

issued, in USA, AUSTRALIA , UK, FRANCE and other countries about how to
design, build and operate leisure harbours and marinas.

The Special Commission for Sport and Pleasure of PIANC undertook several reviews
of current design criteria to provide information from various world wide sources and
pass technical comments upon the relevant standards

All those criteria were mainly drawn for small crafts and pleasure boats with length up
to 20 m (70 feet).

At our knowledge, there are presently no standards or guidelines for yachts of 24 m

and more, classified as super yachts.

Twenty years ago, the super yacht industry considered that a yacht above
20m (70’) was to be classed as a super yacht.

Given the evolution in the number of yachts in the 80s to 90s, a new benchmark
gradually emerged with a minimum length of 24 m (80’) deemed necessary to join
the super yacht league.

This benchmark is still in use today by the yachting media, yacht brokers and
shipyards alike. The benchmark also serves as an indicator separating companies
dealing with yachts under 24 m and those concerned with vessels above that length.

Within this category the industry’s range of activities can further separate players.
Only yachts above the 24 m mark may require external yacht management services,
whereas those under are usually managed by the captain or skipper.

About 5000 yachts have presently a length of more than 24 m (80 feet),
and 70% of this fleet is cruising in the Mediterranean sea. The length of the largest
yachts which barely exceeded 25 or 30 m in the seventies is now of 120 m and more.

2
 Some super yachts, out of them the 115m in length Atlantis, stern to quay in Port
Hercule (Monaco ) fore harbour

The Principality of Monaco which intends to develop one of the largest

harbour for super yachts has striven to define some standards on the basis of its own
experience and the example of different harbours in France, Spain and Italy.

They have been drawn up in order to share experience with other builders
and managers of super yachts marinas.

3
 II) GENERAL INFORMATION

The fleet

By the end of 2010, the number of super yachts is estimated at 5,000 .

The ratio of motor yachts to sailing yachts is around 80%, meaning a total
number of sailing yachts over 24 m about 1,000 units, and a number of motor yachts
over 24 m about 4,000 units.

The 4/1 ratio is a valid basis of comparison, both fort yachts already built
and those on order or under construction.

Distribution by size

According to their length, the super yacht fleet is approximately distributed as

follows :

from 24 m to 30m : 1,700 i.e. 34 %

from 30 m to 40 m : 2,000 , i.e. 40 %

from 40 m to 50 m : 750 , i.e. 15 %

from 50 m to 60 m : 300 , i.e. 6%

more than 60 m : 250 , i.e. 5%.

By the end of 2010, 26 have a length of more than 100 m, the largest
being the Eclipse : 163m, delivered in 2010 by Blohm and Voss to the Russian
oligarch Roman Abramovitch. She beats the 162 m state yacht “Dubaï” into second
place by just a single metre !!

The average size for super yachts is currently around 37 m, while the median size is
34 m when considering 50 % of the fleet on either side of this value.

Every year, the list of the 100 largest yachts is published by the magazine Power
and Megayacht

Distribution by age

40% ( or close to 2,000 units ) of the super yacht fleet were approximately built
before year 2,000.

Out of these, about 900 units were built before 1990, and 1,100 built between 1990
and 2000.

4
 This represents an average of 110 super yachts released every year over that
ten years period.

The remaining 60 % ( close to 3,000 units ) of the fleet was built since year 2000,
meaning an average of 300 super yachts released every year, more than two times
the average of the previous ten years.

The shipyards

Italian shipyards, with in particular AZIMUT-BENETTI for motor yachts and

PERINI NAVI for sailing yachts, are the world leaders in the segment of 25-50 m .
Beyond 60 m , the main constructors are Dutch (FEADSHIP, AMELS), and German,
the largest being LÜRSSEN, specialized in yachts from 50 to 170 m in length.
Among the yachts constructed in the LÜRSSEN Yards, the Al SAID :155m, the
RISING SUN : 138m, the OCTOPUS : 126 m, the PELORUS: 115 m , are to be
mentioned.

Until a length of 40 m, yachts are usually made of composite material.

Beyond, the hull is made of steel, the superstructure of aluminium.

The trends

For many years, size of super yachts is increasing.

Among the units launched in the first months of 2010, one can find:

 42% between 25m and 40m

 18% between 40m and 50m

 18% between 50m and 60m

 22% over 60m

In the absence of a local market survey, those percentage could be used

for the slips distribution in the design of a new marina..

Increase in size has been accompanied by a decrease in draft

The Alexander, built in 1975, 122m long, has a draft of 5,75 m.

The Turama, built in 1990, 116,4 m long, has a draft of 4,4m.

The draft of recent motor yachts, from 35 m to 45 m, barely exceeds 2,5 m.

That of units of 45m to 50 m are usually less than 3 m.

5
 More generally, figure 1 shows the relation draft to length.

Draft

5
.

.
3

20 30 40 50 60 70 80 90 100 110 120

m
Figure 1: draft to length

For a given length, the draft depends on the type of hull : planing hull, displacement
hull, semi displacement hull.

Planing ( light ) hulls are normally used for fast boats reaching speed up to 30 knots
and more.

Displacement hulls are usually found on larger yachts for stable, long distance
cruising.

Semi displacement hulls have become increasingly popular and are found on super
yachts of median size

6
 The prices

Estimated on the basis of their length, prices are mainly depending on types of
construction : series ( up to 40m–45 m), or custom made ( above 45 m) , styling and
fittings.

For new yachts, prices per linear meter are very roughly about :

1 to 1.5 million euros per l.m for yachts of 100 m and more

0,8 to 1 million euros per l.m for yachts of 70 to 90 m,

0,6 to 0,7 million euros per l.m for yachts of 60 to 65 m,

0,5 million euros per l.m for yachts of 50 to 55 m,

0,2 to 0,3 million euros per l.m for yachts of 30 to 40 m,

depending on importance of series.

These figures are to be kept in mind for the level of service to be provided by
marinas

The crew

A crucial ingredient of successful operations is the crew. It is standard practice

to keep a super yacht crewed all year round, regardless of her activities.
This adds a significant amount to the annual running costs, an incentive for
many owners, to charter out their yacht.

Crews are usually around :

3 / 4 people for yachts of 25/30 m,

6 / 7 for yachts of 30 to 40 m,

8 for yachts of 40 to 45 m,

12 for yachts of 50 to 55 m,

20 to 25 for yachts of 65 to 70 m,

50 to 80 for yachts of 100 m and more.

Beyond 70 m, yachts are frequently fitted with an helipad.

For Yachts up to 40 to 45 m, the number of guests is generally the same as that of

the crew

Whichever its size, a yacht cannot accommodate more than 12 passengers, unless
to be classified as a passenger ship, which is the case for the largest ones.

7
 As previously mentioned, many yachts are chartered out to offset the
running costs and maximise the investment.

Super yacht charter emerged in the middle of the 20th century, providing an extreme
level of luxury, security and privacy, a means to escape the masses and the
complexities of everyday life.
In a certain manner, chartered super yachts are like high luxury cruise vessels and
are to be cared for as them
There are hundreds of charter brokers worldwide, but bona fide charters brokers are
usually associated with a large brokerage house.

The best known are : CAMPERS- NICHOLSON, FRASER, NIGEL- BURGESS,

EDMISTON.

Rates applied to a week charter, covering the availability of the yacht and
crew, are roughly about :

- 50.000 euros for a yacht of 30 m

- 100.000 euros for a yacht of 40 m
- 200.000 euros for a yacht of 50 m
- 500.000 euros for a yacht of 70 m

III) Water Area Arrangement

3.1)Water area protection

The PIANC Working Group n° 24 recommended wave crit eria for

small craft and pleasure boat with length up to 20 m, the frequency of
occurrence being one to a few times per year ( report dated of 1995 and
attached to Bulletin n° 88),

The values are given in table 1.

Ship length Beam / Quartering Seas Head Seas

( m)
Period (s) Height Hs (m) Period (s) Height Hs (m)
< 2,0 0,20 < 2,5 0,20
4-10 m 2,0-4,0 0,10 2,5-4,0 0,15
> 4,0 0,15 > 4,0 0,20
<3,0 0,25 < 3,5 0,30
10-16 m 3,0-5 0 0,15 3,5-5,5 0,20
> 5.0 0,20 > 5,5 0,30
< 4,0 < 4,5 0,30
0,30
20 m 4,0-6,0 4,5-7,0 0,25
0,15
> 6,0 > 7,0 0,30
Table 1

The generally used rule is a significant height of one feet for annual meteorological
events

8
 For super yachts, larger values could be accepted depending on the ratio :
ship length to wave length ; for example 2 feet for yachts of 50 to 100 m in the case
of head seas of less than 5 to 6 seconds periods.

3.2) Slips Geometry

Figure 2 indicates the correlation between width and length of a

large sample (near a thousand) of yachts.

Diagramme Largeur sur Longueur

20,00

18,00

16,00

14,00

12,00
Largeur

Largeur/Longeur
10,00
Potenza (Largeur/Longeur)
8,00

6,00

4,00

2,00

0,00
0,00 20,00 40,00 60,00 80,00 100,00 120,00 140,00
Longueur

Figure 2

Figure 3 shows how the ratio width to length decreases when the length increases.

Diagramme l/L sur Longueur

0,600

0,500

0,400
l/L

0,300 l/L
Tendance l/L

0,200
-0,3238
y = 0,6838x
2
R = 0,7908
0,100

0,000
0,00 20,00 40,00 60,00 80,00 100,00 120,00 140,00
Longueur

9
 The scattered values of the ratio width to length makes the standardization
of slips geometry difficult.

On the other hand, a clearance is to be added to the yacht’s width to take into
account fenders and the space needed for manoeuvring

Figure 4 gives the clearance to be respected on each side of a boat according to

different recommendations, for boats up to 24 m.

Figure 4. Comparison of boat clearances distances

Due to the lack of space in most harbours, clearances are often reduced in order to
accommodate more boats.

In some harbours they can reach a percentage of 11% of the boat’s width .

For information, table 2 indicates the slip’s width in case of clearances

of 17%, 15%, 13% et 11%. of the mean width
10
 Slip’s width (in metres)
Boat Width to Boat Slip width Slip width Slip width Slip width
length length width (+17%) (+15%) (+13%) (+11%)

4,5 0,420 1,9 2,21 2,17 2,14 2,10

5 0,406 2,0 2,38 2,33 2,29 2,25
5,5 0,394 2,2 2,53 2,49 2,45 2,40
6 0,383 2,3 2,69 2,64 2,60 2,55
6,5 0,373 2,4 2,84 2,79 2,74 2,69
7 0,364 2,5 2,98 2,93 2,88 2,83
7,5 0,356 2,7 3,12 3,07 3,02 2,96
8 0,349 2,8 3,26 3,21 3,15 3,10
8,5 0,342 2,9 3,40 3,34 3,28 3,23
9 0,336 3,0 3,53 3,47 3,41 3,35
9,5 0,330 3,1 3,67 3,60 3,54 3,48
10 0,324 3,2 3,80 3,73 3,67 3,60
11 0,315 3,5 4,05 3,98 3,91 3,84
12 0,306 3,7 4,29 4,22 4,15 4,07
13 0,298 3,9 4,53 4,46 4,38 4,30
14 0,291 4,1 4,77 4,68 4,60 4,52
15 0,285 4,3 4,99 4,91 4,82 4,74
16 0,279 4,5 5,22 5,13 5,04 4,95
17 0,273 4,6 5,43 5,34 5,25 5,16
18 0,268 4,8 5,65 5,55 5,46 5,36
19 0,264 5,0 5,86 5,76 5,66 5,56
20 0,259 5,2 6,07 5,96 5,86 5,75
21 0,255 5,4 6,27 6,16 6,05 5,95
22 0,251 5,5 6,47 6,36 6,25 6,14
23 0,248 5,7 6,67 6,55 6,44 6,32
24 0,244 5,9 6,86 6,74 6,63 6,51
25 0,241 6,0 7,05 6,93 6,81 6,69
26 0,238 6,2 7,24 7,12 7,00 6,87
28 0,232 6,5 7,62 7,49 7,35 7,22
30 0,227 6,8 7,98 7,84 7,71 7,57
32 0,223 7,1 8,33 8,19 8,05 7,91
34 0,218 7,4 8,68 8,54 8,39 8,24
35 0,216 7,6 8,86 8,70 8,55 8,40
36 0,214 7,7 9,03 8,87 8,72 8,56
38 0,211 8,0 9,36 9,20 9,04 8,88
40 0,207 8,3 9,69 9,53 9,36 9,20
45 0,199 9,0 10,50 10,32 10,14 9,96
50 0,193 9,6 11,27 11,08 10,89 10,69
55 0,187 10,3 12,02 11,82 11,61 11,40
60 0,182 10,9 12,75 12,53 12,31 12,10
65 0,177 11,5 13,46 13,23 13,00 12,77
70 0,173 12,1 14,15 13,91 13,67 13,42
80 0,165 13,2 15,49 15,22 14,96 14,69
90 0,159 14,3 16,77 16,48 16,20 15,91
100 0,154 15,4 18,01 17,70 17,39 17,09
110 0,149 16,4 19,21 18,88 18,55 18,22
120 0,145 17,4 20,37 20,02 19,68 19,33
Table 2

11
 When designing a new marina and due to the level of service to be provided,
the standardized dimensions given in table 3 are proposed.

Catégory Slip length Slip width Slip area

(m) (m) (m²)

Small boats 5,00 2,30 15,00

6,00 2,80 16,80
8,00 3,30 26,40

Medium 10,00 4,00 40,00

12,00 4,50 54,00
15,00 5,00 75,00

Large 16 00 5,00 80,00

18,00 6,00 108,00
20,00 7,00 140,00

Super Yachts 25,00 7,50 187,50

30,00 8,50 255,00
35,00 9,00 315,00
40,00 10,00 400,00
45,00 11,00 495,00
50,00 12,00 600,00

Méga Yachts 60,00 13,00 780,00

70,00 15,00 1.050,00
80,00 16,00 1.280,00
90,00 18,00 1.620,00
100,00 20,00 2.000,00

Table 3

A criterion of a good harbour water area arrangement is given by the ratio : slips
area to water area.

Taking into account areas needed for:

 Channels whose width should be four times larger than the maximum width
of the ships likely to use them.
 Fairways whose width should be at least 1,5 times larger than the maximum
length of the ship accommodated in the berthing basin.

(Others ratios are observed within a range of 1,3 to 2,0 depending on lack of space
and local meteorological conditions. Nevertheless, a value of 1,5 seems a minimum
for the level of service to be offered to super yachts )

the ratio: slips area / sheltered water area, cannot exceed a value around 35% to
40%.

12
A percentage of 35% can be considered as a benchmark of the efficiency of a lay
out.
As to its quality, it has to be highlighted that security and privacy are two conditions
highly appreciated by super yachts.

.By the way, It should be noted that, due to the evolution of the fleet, it
makes little sense to indicate the capacity of a marina by the number of its
berths : the berth area of a 40 m long yacht is ten times that of a 10 m long one !!

Thus, it could be proposed to estimate the capacity of a marina by the number of

equivalent 10 m( 33 ‘) long units-- in short ETU-- it can accommodate.

3.3) Pontoons

They can be fixed. or floating.

Even if there is no tide or water level fluctuation, floating pontoons have many
advantages. If necessary, they easily allow to modify the initial arrangement to be
best suited to the needs. On the other hand, due to their industrialization and
standardization, they are cheaper than fixed ones in the field of their use, i.e for ships
up to 15 or 20m.
They can be fitted with fingers.
They are generally manufactured from concrete, plastic or aluminium .

Concrete pontoons are heavy and can act as wave attenuator if they have been
designed consequently (see photo 1 ).

13
.

Their widths are depending on their lengths. They are usually of 1,8m ;
2,0 m 2,4 m .
The dimensions of the largest concrete pontoon unit available in the market
are 20 m x 5,0 m

200 m is a practical maximum length in consideration of walking distances

between slips and parking areas.

Super yachts, especially in the case of long lasting calls, need the
possibility of near by access of cars and small trucks.
To do so, pontoons or piers must be wide enough. Seven metres with a turning area
at the end is a minimum for units up to 24 m. For longer vessels, a width of at least
10 to12 m is recommended.

These pontoons or piers are usually made of a concrete structure suspended on piles
As an example photo 2 shows the 12 m wide piscine pier at Port Hercule harbour in
Monaco.

Photo 2

14
3.4) Mooring systems

Broadly speaking, there are two systems :

• The « Med-Moor » system where the craft is moored stern to pier, its bow being
secured by mooring lines attached to an anchor, or a dead weight, or a fixed pile,
or an articulated pile.
• The « Slip Finger » system where the boat can either berth bow or stern towards
the main walkway and is boarded from the side finger
Selection between these general types is discretionary and usually dependent on
user habits.

The “Med-Moor” system requires less structure per slip, offers a larger flexibility in
the ships arrangement , is less costly.
For super yachts, it is recommended to offer a seaside and shoreside assistance
for manoeuvring and berthing until the berthing is completed and the yacht secured.
In Monaco, a pilot is required for yachts over 80 m.

The “Slip Finger” system is less challenging to the skills of the boat operator and
considered by many to be more convenient for mooring and vessel access .The
geometry of the slip is perfectly delimited but its width can’t be easily modified.

.3.4.1) Med-Moor System. Dead weight and chains

This system usually includes :

• A ground chain parallel to the edge of the pier, called “mother chain” , located at a
distance equal to the slip length plus two to three times the water depth. It is
maintained by numerous heavy dead weights
• A second chain, called “daughter chain”, attached to the main chain and
perpendicular to the pier and the ground chain. It is ended by a mooring line and
a light line attached to the pier.
The light line helps to lift the mooring line. Due to its weight, the second chain,
which has generally the same diameter as the ground chain, damps the motions of
the vessel.

Table 4 shows the characteristics of dead weight, second chain, mooring line, light
line, used in Monaco Harbours according to the boats’ length.

Characteristics of the Med-Moor system in Monaco

Boat’s length Diameter Diameter Diameter light Dead weight

(m) second chain mooring line line (mm) (1) (T)
(mm) (mm)
8 < L<12 10 22 10 2T
12<L<18 12 26 10 3T
18<L<25 14 26 10 4T
25<L<35 16 32 10 8T
35<L<45 18 40 12 2x8T
45<L<65 40 50 12 3x8T
Table 4

(1) Second chains are normally attached to a dead weight of the main chain

15
 3.4.2) Med moor System. Articulated piles

This system, which can deal with forces far larger than those admitted with
fixed piles, has been implemented in mega yacht harbour of Antibes and designed
for yachts up to 100 m.

At their lower part, articulated piles are connected to a driven pile..

At their upper part, they are fitted with a cylindrical buoy whose height is
chosen to give the system the stiffness required ( diameter of the buoy: 2,4m ; height
of the buoy: 1,5m to 2,5m).

This system, 30 years old , is always deemed satisfactory.

16
3.4.3) Slip/ Finger System

Apart from the Mediterranean , it is the system used everywhere else in the
world by vessels up to about 20 m, longer vessels being moored long side. See , for
example, photo.3

Photo 3

It should be noted that, recently, this system has been implemented in

BARCELONA, at Port Forum, for yachts up to 80 m. (Photo 4)

17
 In the case of a « Slip Finger system », pedestals can be installed at their
jonction. (Photo 5)

Photo5

3.5) Horizontal mooring forces

These forces include principally :

• Quasi static forces due to wind and current.

• Cyclic forces due to waves.

3.5.1) Quasi static forces

The wind and current loads, while of dynamic nature, are normally treated on a quasi
static basis for loads estimate.

The basic relationship for dynamic fluid pressure (q) is :

q=1/2Cd p v², where

q is unit pressure
Cd is a dimensionless shape coefficient;
p is unit mass of the fluid
v is the velocity

18
Wind

The general formula of wind loading is :

q= 0. 0006 Cd v², where

q is the unit pressure in kPa

v is the wind velocity in metres per second, at the standard above ground 10 m
elevation.
The duration of the given average wind speed may vary, the most popular durations
being 3 seconds and 1 hour.
The following table presents a method for making adjustments for duration.

Duration 1 hour 10 min 1 min 15 sec 5 sec 3 sec

Coefficient
(data from 1.00 1.05 1.16 1.26 1.31 1.37
offshore sites)

Coefficient (data 1.00 1.23 1.50

from coastal
sites)

The duration to be taken into account depends on vessel sizes:

Up to a vessel length of 18m, use 3 sec duration,
From 18m to 50m , use 5 sec duration,
Over 50 m, use 15 sec duration

In the British Code, drag coefficients ( Cd ) are in a range of 0.2 to 0.75 for
bow or stern loadings, with a factor of 0.45 considered adequate.
For beam loadings , the suggested drag coefficient is 1.0

The British Code suggests a 40% reduction in bow loadings as shielding

considerations for vessels not moored more than 3 metres apart.
As for beam loadings, a 50% reduction on the shielded boats can be made when
vessels are moored side by side

For information, unit pressures given in k Pa for different wind velocities are as
follows (1 k Pa =100 kgf/m²) :

Velocity 10 m/s 15 m/s 20 m/s 25 m/s 30 m/s 40 m/s 50 m-s

Pressure 0.06 0.13 0.24 0.37 0.54 0.96 1.15

It should be noted that unit wind loading in the CAL-BOAT guideline is not less
than15 psf (0.7 kPa).

The British code observes that values of unit wind pressure could be for 0.4 kPa in
sheltered areas, 0.7 kPa in exposed areas, 1.10 kPa in coastal areas

19
 Vessel profile area

The average vessel profile varies with styles, vessel type and length.
Thus it is proposed to define an average height as a percentage of the length, and to
adopt a value of 20% for vessels up to 15 m, a value of 12% for vessels over 40 m
and values linearly decreasing between those lengths.

Under those basis, table 5 gives approximate beam and head areas of motor vessels
according to their length.

Length Mean width Beam. area Head area

8m 2.8 m 13 m² 4 m²
10m 3.2 m 20 m² 6 m²
12 m 3.7 m 30 m² 9 m²
16 m 4.5 m 48 m² 14 m²
20 m 5.2 m 72 m² 19 m²
25 m 6.0 m 100 m² 24 m²
30 m 6.8 m 135 m² 30 m²
35 m 7.6 m 165 m² 35 m²
40m 8.3 m 190 m² 40 m²
50 m 9.6 m 300 m² 60 m²
60 m 10.9 m 430 m² 80 m²
80 m 13.2 m 770 m² 130 m²
100 m 15.4 m 1,200 m² 185 m²
120 m 17.4 m 1,700 m² 250 m²

Table 5

Current

The form of the current unit force is given by formula : q= Cd. v² ,where

q is pressure in kilopascal (kPa)

V is current velocity in metres per second.
Cd is a non-dimensional drag coefficient relating to the underwater shape.
:
Suggested values of Cd , in the British Code, are of 0,6 for boats facing the current
and 0,8 for those broadside to currents.

For information, unit pressures given in kPa are as follows according to different
current speeds (1kPa = 100 kgf/ m²) :

Speed 0.5 m/s 1.0 m/s 1.25 m/s 1. 50 m/s 1. 75 m/s 2.0 m/s
Pressure 0.25 1.00 1.56 2.25 3.06 4.00

20
 Table 6 gives the approximate underwater longitudinal and frontal areas
of motor vessels, according to their length.

Boat length Mean draft Mean width Beam area Head area

8m 1.2 m 2.8 m 8,5 m² 3,5 m²

10 m 1.4 m 3.2 m 12,0 m² 4,5 m²

12 m 1.6 m 3.7 m 17,0 m² 6,0 m²

16 m 1.8 m 4.5 m 25,0 m² 7,5 m²

20 m 2.2 m 5.2 m 37 m² 12,0 m²

25 – 35 m 2.5 m 6.8 m 65 m² 17 m²

35 – 45 m 2.8 m 8.3 m 100 m² 22 m²

45 –55 m 3.0 m 9.6 m 130 m² 30 m²

3.5.2) Cyclical waves loadings

Cyclical waves loadings are greatly dependent on allowed displacements and

deflection of the dock system.

When studying the effects of a cyclic force upon an object, one of the main parameter
of the study is the ratio of the cyclic force period to the object’s one.

If the object is floating, six own periods are to be taken into account, corresponding to
the six displacements : surge, sway, yaw, pitch, roll, heave.

21
 More disturbing, due to the large variety of shapes, own periods of ships
vary from one unit to an other, even if their length are similar.

Still more disturbing, many other factors are to be taken into account : the maximum
amplitude allowed for each displacement, the mooring lines elasticity, the friction on
fenders, the interaction sea / ship, the pier structure’s deflection , and if the ship is
moored along a floating pontoon the own periods of the pontoons.

That means that a theoretical approach risks to take a lot of time and cost a lot
of money, without the relevance of results is guaranteed.

The Special Commission for Sport an Pleasure Navigation of PIANC observed in its
Special Report attached to Bulletin no 93, January 1997, “ that the more
sophisticated analysis does not necessarily improve the estimate of waves forces”
and indicated : “where appropriate, it is sometimes specified, in large projects that
any supplied dock systems need to have shown prior successful application for at
least five years in marina environments similar to that of the proposed project”.

In a practical approach, knowing that any load assessment of marina structures,

floating structures in particular, is not a precise science, and that an experience
based design is often better than sophisticated calculations , some recommendations
are given hereafter to help designers :

1—Up to a width of 5.0 m, prefer a floating pontoon

2—Adopt a minimum wind pressure of 0.75 kPa.

3—Estimate of vessel’s profile area by using a height to length ratio of 15% up to a

length of 40 m, 12% over 40 m.

4—Adopt a drag coefficient of 1.0.

5--Ignore current of speed less than 0.25 m/sec

.
6—Ignore berthing impact if a floating structure is involved.

7-- Apply a safety coefficient taking into account both uncertainties and cost of
possible damages : from 1.5 for a classic leisure boat and a sea state with Hs=300
mm, to 3.0 for a mega yacht and a sea state with Hs= 600 mm.

In order to check the relevance of those recommendations, table 7 compares head

forces estimated as indicated, with dead weights usually set in place in Monaco
harbours to secure the vessels’ bow mooring, and horizontal forces they can
withstand in the hypothesis of a friction coefficient : soil- concrete of 0.6.

22
 Table 7

Boat length Head force Head force Dead weigth Horizontal

( sc= 1.5 ) ( sc= 3.0 ) ( in water ) related force
kN kN kN kN

8m 4 8 12 7.2

12m 7.5 15 12 7.2

16 m 9 18 18 12.6

20 m 12 24 24 14.4

30 m 34 68 48 28.8

50m 65 130 144 86.4

60 m 88 176 144 86.4

Concordance seems rather satisfying in the case of a safety coefficient of 1.5.

On a whole, minimum horizontal mooring forces, perpendicular to pontoons or quays,

given in kN per linear metre, and estimated as indicated, are as follows:

Table 8

Boat length Mooring force in kN per linear metre

(sc = 1.5 )

8m 1.8
12 m 2.7
20 m 4.0
25 m 4.5
30 m 5.0
35 m 5.2
40 m 5.4
45 m 6.1
50 m 6.8
60 m 8.1
70 m 9.4
90 m 12.1
100 m 13.5
120 m 16.2

With a relevant safety coefficient, those figures can be used in the estimate of bollard
capacities, according to their distance and to the angle of the mooring line versus the
force direction .
23
 Above figures can also be compared to those normally used for merchant
ships:

Up to a displacement of 5,000 t : 15 kN per linear metre.

From 5,000 t to 10,000 t :………20 kN per linear metre

From 10,000 t to 20,000 t :………25 kN per linear metre

From 20,000 t to 30,000 t :………30 kN per linear metre

3.6)Mooring lines

Mooring lines should be as horizontal as possible to increase their efficiency

against surge, sway and yaw, the most dangerous motion being surge with the risk
for the yacht’s stern to hit the pier. An angle of 25 to 30 degrees with the horizontal
line should be considered as a maximum.

Nowadays a wide variety of mooring lines are available.

The most popular are manufactured from nylon, polypropylene, terylene.

Compared to natural fibres, these lines have a high load/ diameter ratio and are
relatively light.

Their elongation is rather large. Their strength characteristics can be affected in case
of high temperature.

Table 9 indicates the characteristics of normally used mooring lines according to the
boat length

Boat length Breaking load Service limit load

Diametre
( kN ) ( kN )

8m 12 mm 28 14
10 m 16 mm 53 26.5
12m 18mm 64 32
16 m 20 mm 73 36.5
20 m 24 mm 103t 51.5
25-35m 32mm 169 84.5
35-45m 40mm 264 132
45-55m 45mm 330 165

Table 9
.

24
IV – UTILITIES

4.1)Water –Electricity

During the last twenty years, electricity power installed on super

yachts has dramatically increased.

As an example one can frequently find :

 2 x 20 kw on yachts of 24 m
 2 x 40 kw on yachts of 31 m
 2 x 50 kw on yachts of 34 m
 2 x 100 kw on yachts of 45 m
 2 x 155 kw on yachts of 52 m

Due to this evolution, table 10 shows proposals for electricity power to be provided on
piers or pontoons, as well as water equipment, according to the ship’s length.

Ship’s length Water outlet

Electric power
diametre
6m to 12m 230V (1P+1N+1T) ; 16 A 3.7 kVA ½ inch
12m to 16m 230V (1P+1N+1T) ; 32 A 7.4 KVA ¾ inch
16m to 20m 230V (1P+1N+1T) ; 63 A 14.5 kVA ¾ inch
20m to 30m 400V (3P+1N+1T) ; 63 A 44 KVA 1 inch
30m to 40 m 400V (3P+1N+1T) ; 125 A 85 KVA 1 inch
40m to 50m 400V (3P+1N+1T) ; 250 A 170 kVA 2 inches

50m to 70m 400V (3P+1N+1T) ; 400 A 275 kVA 2 inches

70m to 90m 400V (3P+1N+1T) ; 600 A 415 KVA 2 inches
90m to 110m 400V (3P+1N+1T) ; 1000 A 690 KVA 2 inches
110m to 130m 400V (3P+1N+1T) ; 1500 A 1050 KVA 2 inches

25
For the designing of transformers, sub stations, cable sizes, etc..
assumptions are to be made in consideration of diversified yachts demand
(the maximum power is not drawn by all the yachts at the same time), and
berths occupancy during the peak season.

Unless availability of a local survey, following figures could be used for the
diversified demand factor according to norm: NFC 14 100 laid down for
houses and apartments :

1 up to 4 units,
0,78 from 5 to 9 units ,
0,63 from 10 to 14 units ,
0,53 from 15 to 19 units,
0,49 from 20 to 24 units ,
0,46 from 25 to 29 units.
0,42 from 30 to 49 units
0,38 beyond 50 units

The berths occupancy factor is to be determined by the marina authorities.

In Monaco harbours values of berth occupancy factor are around :

1 up to 2 units
0,9 from 3 to 4 units
0,8 from 5 to 9 units
0, 7 beyond 10 units.

Potable water supply can be estimate on the basis of 100 litres per person
and per day.

Pedestals

Electric power, water, lighting, TV and phone connections. are provided

from dockside pedestals.
Many types are available on the market, some with complementary options like local
or remote metering, payment by card, etc.

Sub metering of electrical power consumption should be compulsory, in particular for

the conservation of energy, at least for intensities of 63 A and more.
.

26
4.2) Pump out

Many pump out pedestals are also available on the market.

On a whole, protection of the marina environment is depending on :

 The pump out equipment :one pedestal for 2 to 4 super yacht slip is
recommended.

 The running of the pump out system by specialised employees

 The gratuity of the service whose cost has to be included in the

pricing of fresh water

4.3) Fuel

Capacities of fuel tanks are 5 to 10 times more important than those for
fresh water.

They reach around :

- 20.000 l for a yacht of…………………. 25 m

- 20 to 30.000 l for a yacht of………… 25 to 30 m

- 30 to 50.000 l for a yacht of …………..40 to 50 m

- 200 to 400.000 l for a yacht of ……….60 to 70 m

That means that super yachts need separate installations for refuelling fitted with
special pumps, if possible near by the technical zone,.

An other possibility is to allow small tank trucks, under strict safety regulations, to
come near the rear side of yachts

4.4) Car parks

For long lasting calls, the number of places can be estimated at :

--Yachts of 16 to 25 m …………………….2 places.

27
--Yachts of 25 to 35 m……………………. 3 places

--Yachts of 35 to 45 m …………………….4 places

--Yachts of 45 to 60 m …………………….5 places

--Yachts of 60 to 80 m …………………….6 places

If the marina can accommodate mega yachts of more than 70 m , a near by

helistation is appreciated.

V FINANCIAL DATA

There is a large variety of marinas: public, private, and fares are dependent on
local, historical and politic conditions.

Thus comparisons are difficult, and financial data non easily available.

Nevertheless it has seem interesting to gather some information and to make some
general proposals of pricing.
In addition, and in the case of new projects, some rules of thumb are given in order
to have a first idea about their feasibility.

5.1) Fares

5.1.1 Criteria

At a first glance, fares are based on different criteria from one port to an
other, the main being the boat length.

A proposal would be to adopt a common basis :

 Either the slip area when the slip is geometrically well defined..

 Either the boat area ( LOA x B ) which could be more convenient for calling
units.

5.1.2 Proposals

 Long term renting ( more than 20 years ). The market based price, in
the West Mediterranean, was, some years ago, around €2,500 per
square metre of the slip area. As there have not been berths built along

28
 the French Riviera for decades, the price of a multi-year lease in this
region can reach €8,000 to €10,000.

In an outlying destination such as Malta, prices have risen from €500 to

reach €2,500 for a 25-year contract in a few years.

In Palma, at the new Port Adriano, berth space comes at a premium of

€8,000 -€9,000 per square metre.

An annual fee of about 70 €/ m² for running expenses would have to be

added to the long term renting cost.

 Annual fare : 150 to 200 € per square metre of the slip area.

 Daily fare ( peak period ) : 2 to 4 € per square metre of the vessel area (
LOA x B ), depending on the attractiveness of the marina.

5.2 Rules of thumb

In appreciating the feasibility of a project, some rules of thumb can be useful.

Hereafter some of them :

 Annual running expenses of a yacht : 10% of its value.

 Annual running expenses of a marina, excluding financial charges : 50

to 100 € per square metre of the overall slips area depending on its
size.

 Turnover of a marina : 100 to 200 € per square metre of the overall

slips area , depending on the number of long rented slips.

 Feasibility of a project, in the West Mediterranean :

Cost estimate of maritime works divided by the overall slips area :

--Less than 1,500 €/ m²……………easy

--From 1,500 to 2,500 €/ m²………possible.

--More than 2,500 €/ m²……………difficult.

For information, in 2010, turnover and running expenses excluding financial charges
of the Monaco harbours have respectively been around 175€ and 65 € per square
metre of the slips area

29
VI .MAIN REFERENCES

L.FRANCO and R. CITRA Tesi di Laurea Magistrale- Strutture di Ormeggio per Maxi
Yacht. December 2008.

CAMPER & NICHOLSONS. The Super Yachting Index. May 2008

SUPER YACHT INDUSTRY N° 4 2008

THE YACHT REPORT Issues of sept 2007, sept 2006, oct 2004, ,.

BOOTE EXCLUSIV Die Welt der Grossen Yachten sept/oct 2007

FRASER Yachts World Wide 2007

BENETTI Magazine 2006

CALBOAT. Guidelines for Marina Berthing Facilities. July 2005

NAUTICA Super yacht International Issues 6 Autumn 2005 and 3 sept 2004

BENETTI News Letter ; sept 2004, febr 2003

CAMPER & NICHOLSONS Yacht Charter 2004

AMELS News letter Autumn 2004

INTERNATIONAL BOAT GUIDE Tous les yachts du monde 2004

SUPERPORTS Over 430 of the world’s top super yacht marinas 2004

HORIZON Over 30 of the finest yachts for sale sept 2004

CETMEF. Les Aménagements de Plaisance Maritime. Septembre 2002

PIANC. Special Commission for Sport and Pleasure Navigation. Review of selected
standards for floating dock designs. January 1997.

LURSSEN Tailor Made Yachts Leaflet

ALEXANDER (LOA 122 m) Leaflet

PIANC. Working group n° 24 of the Permanent Techni cal Committee. Criteria for
Movements of Moored Ships in Harbours. 1995

****

30