Developing a marina in New Jersey a handbook

[From the U.S. Government Printing Office, www.gpo.gov]

Developing a Marina in New Jersey:

A Handbook

ATTACHMENT 17

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DEVELOPING A MARINA IN NEW JERSEY: A HANDBOOK

U. S. DEPARTMENT OF COMMERCE NOAA
COASTAL SERVICES CENTER
2234 SOUTH HOBSON AVENUE
CHARLESTON, SC 29405-2413

Prepared for

New 3ersey Department of Environmental Protection
Division of Coastal Resources

Prepared by

Rogers, Golden & Halpern
1427 Vine Street
Philadelphia, Pennsylvania 19104

September 1982
Propezty of CSC Library

This document was prepared under contract with the New Jersey Department of
Environmental Protection, Division of Coastal Resources, Bureau of Coastal Plan-
ning and Development. The report was prepared with financial assistance of the
U.S. Department of Commerce, National Oceanic and Atmospheric Administration,
Office of Coastal Zone Management, under the provisions of the Federal Coastal
Zone Management Act, P.L. 92-582, as amended.

TABLE OF CONTENTS

introduction .........................I
Analyzing the market ......................13
Market strategy and marina concept.................21
Siting armarina ........................ 25
Feasibility analysis and preliminary design ................35
Designing a marina.................... ......39
Further reading on marinas......................57
Appendix A - Public funding sources for new marinas . . ..........A-I
Appendix B - Permits and approvals required for marina construction ......B-I

LIST OF FIGURES

Figurel1. Marina distribution in New Jersey .. ........... . 3
Figure 2. Income sources of U.S. marinas... . ......... . ..5
Figure 3. Marina locations by type of water body.. . . ..... . . ..6
Figure 4. Typical marina development process.. .......... . 9
Figure 5. Steps involved in finding a suitable marina site . . ..... . ..26
Figure 6. The influence of tidal fluctuations on marina dock type... . . ..27
Figure 7. Space allotment considerations for marina siting . . .... . ..27
Figure 8. Site feasibility analysis ..................36
Figure 9. Example timeline for obtaining permits for marina development . 38
Figure 10. Filled sheet piles.....................42
Figure 11. Riprap mound . .....................42
Figure 12. Masonry units for breakwater construction . ...........42
Figurel13. Floating breakwaters .................. 43
Figure 14. Fairway and finger pier spacing................43
Figure 15. Offshore layout showing basic marina components........43
Figure 16. Boat slip width depends on boat length and type of pier. . . ....... 44
Figurel17. Mooring arrangements . ..................44
Figure 18. Ramp . ........................45
Figure 19. Floating walkway. .... . ..................45
Figure 20. Fixed walkway ......................45
Figure 21. Pile covers ......................46
Figure 22. Wood preservatives for marine environments..........46
Figure 23. Fueling dock arrangements .................47
Figure 24. Fuel dock for both boats and autos . . ......... . ..47
Figure 25. Roller ramp... ..................... 48
Figure 26. Fork lift.. . ..................... ...48
Figure 27. Hoist . .. ... . ................... .48
Figure 28. Boat storage . ................. .. ..... .49
Figure 29. Simple painted timber storage racks.............49
Figure B-i. The Coastal Area as defined by the Coastal Area
Facility Review Act... ............... B-3
Figure B-2. Wetlands and waterfront development permit application
processes ......................B-14
Figure B-3. CAFRA permit application process flow chart . . .... . ..B-17

LIST OF TABLES

Table 1. Summary of marina facilities in New -Jersey by vacation region ..4
Table 2. Profit sources of the average U.S. marina . ..........5
Table 3. General requirements of marinas by marina type ........8
Table 4. Marina boat berths in New Jersey..............14
Table 5. Characteristics of marinas at which interviews were
conducted...................... 17
Table 6. General factors to be considered in analyzing site
potential for marina development..............25
Table 7. Summary of New Jersey policies on marina-related
facilities and activities in General Water Areas . ........31
Table 8. Guidelines for conditionally acceptable marina-related
facilities or activities ..................32
Table 9. Water areas to avoid in marina development..........33
Table I10. Water's edge areas to avoid in marina development .......33
Table It. Water areas that are conditionally acceptable for
marina development. . ..................34'
Table 12. Water's edge areas that are conditionally acceptable
for marina development ... . ............ . ..34
Table 13. Permits, approvals, and certificates to be considered
during the planning of a marina .............6 35
Tablel14. Boat-handling equipment.................50
Table 15. Marina environmental impact matrix.............53
Table B-I. How to obtain more information and assistance on
coastal permits in New Jersey . ..............B-5

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INTRODUCTION

This handbook is intended to provide an overview of marina activity in New
Jersey and to present material on marina concepts, siting, and design that will be
of interest to potential marina developers in both the private and public sectors.

A marina can be defined very simply as a "waterfront facility for recrea-
tional boat use" which is sited to allow quick and convenient access to a water body
and designed to provide safe and secure boat moorings. Marinas also receive
occasional use by commercial fishing vessels. Although marinas typically conjure
up images of harbors, boat slips, mooring buoys, piers, and docks, the concept also
includes dry land stack storage systems designed for quick dispatch and retrieval of
boats by fork lift or crane. Virtually all marinas include provisions for automobile
parking as well. In catering to public demands, many marinas have expanded to
offer a wide range of additional services and facilities. These include off-season
dry storage areas, boat and motor sales and repair service, launching ramps, gas
and oil, fresh water, electrical hookups at slips, ice, telephones, holding tank
pumpout stations for marine toilets, bathrooms, showers, clubhouses, hotels,
restaurants, and even tennis courts and swimming pools.

In New Jersey, the Division of Travel and Tourism (NJDTT) in the Depart-
ment of Commerce and Economic Development lists 297 marinas that responded to
its 1980 questionnaire. Although this list is fairly complete, there are known to be
more marinas in the state. Those listed range in capacity from fewer than 10 boat
slips to the 700 slips found in the Wildwood Yacht Basin. The NJDTT marina guide
lists all New Jersey marinas except those owned or operated by municipalities. It
is now being updated and will be republished in 1982. Another source of
information on marinas is the National Ocean Survey's small craft charts.

Marinas in New Jersey can be grouped by location into five different areas:
Skylands, Gateway, the Shore, the Cape, including Atlantic City, and the Delaware
River region (NJDTT, 1980). The Skylands area extends from the upper Delaware
River inland to include Lake Hopatcong and Swartswood Lake (Sussex County). The
Gateway area contains Greenwood Lake (Passaic County, along the New York
border), the Hudson River bordering New Jersey, and tributaries leading to the
river. The Shore area extends along the Atlantic coast, including the shoreline,
saltwater bays, and their tributaries in Monmouth and Ocean Counties. The Cape
area includes marinas on the Atlantic and Delaware Bay shorelines, bays, and rivers

from Atlantic County west to Cumberland County. The Delaware River area
extends from Salem County north to Mercer County. These vacation regions are
mapped on Figure 1.

There are some major differences of concern for facilities and boaters in
each area. On inland lakes and waterways, marinas must contend with a limited
resource that is prone to overuse and pollution. The coastal boating facilities must
contend with tides, destructive ocean forces, and increasing real estate values.
Atlantic City marinas are faced with a metropolitan area in a state of flux. All
areas--inland, coastal, and riverine--have problems with siltation.

Marinas in New 3ersey are overwhelmingly concentrated along the Atlantic
coast. According to the NJDTT (1980), there are 157 private and two public
marinas in the Shore area alone, and another 87 on the Cape, all but two being
privately operated. The other three regions have the remaining 51 marinas; 10
along the southern Delaware River basin, 25 in the northeast corner of the state
(Gateway); and 16 in the northwest (Skylands), most of which are found around
Lake Hopatcong. Figure 1 illustrates the distribution of marinas in the state by
number of slips. The general characteristics of marinas by region are shown in
Table 1.

Marinas are one of the few land uses for which a waterfront location is
absolutely necessary. Their development and expansion must contend with high
competition for these sites from other uses, many of which do not require the
land/water edge. Some waterfront municipalities like Pennsauken Township, Lacey
Township, and West New York, may slow this trend because they have passed
ordinances reserving waterfront areas for water-related uses. Environmental
constraints also affect marina siting, particularly the extensive presence of
protected wetlands in areas otherwise ideal for marinas. Among the environmen-
tally damaging activities associated with marina development are dredging and
disposal of dredged material, filling, alteration of water circulation, and release of
water pollutants such as petroleum derivatives, sewage, copper and lead, and land
runoff. Overall, the most serious negative impacts of marinas are their alteration
of water circulation patterns and disruption of natural areas.

However, there is evidence that marinas can be constructed in a manner that
produces positive environmental, economic, and social impacts on the areas in
which they are located. Such a result depends upon proper site selection, careful

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VACATION REGIONS OMERSE NEW YOR
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5 THE CAPE AND ATLANTIC CITY RENTO Asbury Par

MARINAS
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Figqure Z. Incomrre ource9 of
U.5. maril na9
design and construction, and good management practices (Nixon et al., 1975; Adie, trmo
1975). Hardware
-PIr, and
Future recreational boating demands in New Jersey can be met, to a point, 177% W d
through expansion and modification of existing marina layouts. If the long-range / .% /Z%
needs for these facilities are to be met, however, advance planning that considers O cwl
the expanding demand for recreational boating, the competition for sites, and the nt3 Ia
environmental impacts of marinas is necessary. This planning must also consider
F.Imam
residential and commercial development that frequently accompany marina devel- un\ / r ir /
opment; economics; boat congestion and safety; coastal aesthetics; and other nag/n/
aspects of coastal management. "/
Food, ..rrofam
The economics of new marina development today are dramatically different tacMlO Plan0
than a generation ago, when a number of "Mom and Pop" type marinas got their
start. Many marinas are large, capital-intensive businesses. If maximizing profits our Adi,1
is the investor's sole objective, there are other, more immediately profitable
enterprises than marinas. "The ideal attitude for a marina developer would consist
of 80 percent business acumen and hard work, 10 percent interest in boats, and 10 fale 2. Proft soured o the
percent instinct for gambling" (Adie, 1975). While the industry has considerable averaqe U.v. marina-
overtones of romance, it is a difficult business that requires a hard-headed PROFIr Of FACU-ITY
approach. It can, however, provide substantial benefits to investors. Sources of FACILITY C 0 IVc0M~f
income and profits for marinas are illustrated in Figure 2 and Table 2.
5lip rent~liq0
The marina industry in New Jersey, like that of other coastal states, is p rentU- O%
winfic�05traqe z7%
experiencing difficulties on all fronts. The tax incentives for patrons to invest in
boats in the early 1970s caused expansion of the industry. Many marinas faced 27%ar
with rising costs have so far been able to absorb recent losses, but if current at
economic trends continue, marina industry leaders feel that many struggling New basdr
marinas will cease operations within several years as their financial reserves are 7r 17%
depleted. From the viewpoint of private marina owners and operators, the O50*arl 9
industry's troubles are due mainly to high interest rates, which have stifled capital Mardarc arn
!Supplier Z!5 ly
improvements and salability of marinas, overzealous regulation, an inadequate u 1
state dredging program, unfair competition by state-subsidized marinas, and high
taxes and maintenance costs. Some marinas wishing to expand their services are arr~Ma i1
constrained by site limitations or poor initial site planning. Nearly all recently e5arant
approved DEP permits for marina activity have been for expansion of existing anR Mr
facilities. Another type of waterfront proposal involving marinas is conversion of rccr15 ,
the marina operation to townhouse or condominium use with the elimination of
Flf)rr9 tacke,

5Mrce: Adie, 971 5

Figure 3. Marina locations by boat slips and marina-related functions in the uplands. This illustrates the intense
type of Water ['Ody pressure against private construction of new marinas.

The variety of factors that influence marina development make it difficult to
establish a clear-cut functional classification of marinas. However, it is possible
to view marina types from several perspectives, if only to illustrate the wide range
of possibilities inherent in marina development and operation. Marinas can be
classified according to ownership, development concept, location, and boat size and
G RVEL type.

-PLMP Ownership of marinas in New Jersey can be public, private, or some mixed
form. In the latter case, the public involvement ranges from state lease of riparian
land to public agencies playing the role of developer, with private interests
LANE~ contributing to the marina design and leasing the facility. The terms of the lease
are based on the amount of money required to service the debt on bonds raised by
:Z Rveg the government to construct the marina. State or local government involvement is
likely if a marina is part of a total waterfront development plan.

Due to the current market pressures against private marina development in
CO'NLr New Jersey, there may be a shift toward design and construction of marinas by
New Jersey municipalities as part of their plans to revitalize waterfront areas.

~.Water boey Jerhy Peen dartnrr of Some development concepts are single-purpose: e.g., yacht clubs, boat rental
~r -henevra Jrroey, Cpc~',�rrcn .
frran~tic- PtCONJ9.centers, and marinas renting boat slips. Other developments integrate the marina
~ourc~: iq*7.q function into larger projects to create an image for marketing residential and
commercial space, even if the marina itself loses money. As part of an urban
renewal project, a marina can give purpose to the historic preservation and reuse
of docks in abandoned waterfront areas.

The land and water locations of marinas provide another way to classify
them. The land setting can be either rural, suburban, or urban. Within these three
broad categories, setting is definable by the immediate land use (forest, farm,
residential, commercial, industrial, or abandoned). The water body giving purpose
to the marina may be an inland lake, river, reservoir, canal, or water-filled mineral
extraction pit, or the marina may have a coastal location on a river mouth, a bay,
or along the open coast (Figure 3).

Although ownership, development concept, and location provide a background
for categorizing marinas, a more direct, functional approach is to consider boat
type and size. The design and construction of marina facilities are determined
largely on the basis of boat type and size.

The range of repair and accessory services available at marinas is affected by
boat size and propulsion method, while trip purpose determines the type of human
services to be found at a marina. Boat types can be combined with trip purpose to
obtain a general classification of marina types. Table 3 illustrates the general
requirements of marinas by facility type.

Depending upon the site, the boat types served, and the trip purposes of boats
moored at a marina, the following facilities or activities could be found:

o access channel o fuel decks o clubhouse, restaurant
o boat basin o storm sewer outfalls o motel or hotel
o piers and docks o dredging o boat and accessory sales
o boat moorings o spoil disposal o boat and accessory repair
o launching ramp o access (loads) and maintenance
o bulkheads o parking lot (and cars) o other supplies and services.
o pumpout facility o dry storage area

The prospective marina developer may be pursuing financial independence in
small business, looking for an amenity to increase the appeal of a condominium
package, or simply seeking a profitable use for previously underutilized waterfront
property. In each case, adhering to sound development principles can minimize the
developer's risk, enhance the potential of the venture, and contribute to the- quality
of the state's recreational opportunities and coastal environment. Often these
principles form stages in a loosely sequential process of marina development, as
shown in Figure 4.

Analyzing the market is often the first step a developer takes. This is
followed by formulating a marketing strategy,'refining the original concept of the
services to be offered and number and sizes of boats accommodated, and making an
initial assessment of profitability and cash flow. A third, and crucial, item is
identifying the best site for the marina and taking an option on the land. After
these initial stages, the feasibility of developing a marina on the given site can be
investigated in depth, regulations can be explored, and a preliminary design worked

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I/AMALY'Z.E. T-he MARK~ff
Con~fider -the.arca, .c~Onomy
Fac-lor'in demand1
r3clvr In supply
Roer correrii market condiftiong
2-/Pe-VEL-OP A MARKKET ~RTKPt~ AIIP MAKINA CONCEF-r
Dcermrrine '5erviceg W-t c~ ffcreA
Pcfinc bmt1 I'zeg ar'd MIA
9pecify nvm~cr ot Wet ~ljp~iand dry -5torare ~pxe
Ident-ify -fuflcilf sources
calculafe- fceg
V1-imate ca,5h -flow

Comn~lc and map data.
~cruftin')7-c &veipment, pote1ntial factors;
9eiecd ~Uo-raI al1-ernatives
Inv&'0~f- ibtrI-e arnd 1ederal policie controllinq
4cle-t a -5uperior 5ite,
r-akc. n oftfl on oilan~d

~J/P~K FORM IPEIpL.TY NAMLfjE ANV' MEMtI~pRy pF-~I,)
A~q -Nirinc~iai -Fa~iti N lty in dep~th
Petermine. preliminaj-ry ck,,,igf anid -tmhnicoi -Fea5ih~ lity
AAd~rcq loai 7onir ng nd Wi'dikr ngPermits

Praw up dr-tai led consfruction plarfi
File, for anA oftfaln perrnit5
'le~are, )OCal approval,
Ot'-&inf con5rrruc-Ilan h'd5
Sec-ure, Longtruch-ofl loan -from fiirdcinq source.
E-xercli. lnan oprior\

out. If a feasible site is found, the f inal design is then decided, permits are filed,
funding and construction bids are obtained after permit approval, and the option is
exercised.

The sequence is iterative; in other words, some of the actions taken at one
stage may be expanded later in light of further information or refinement of the
initial concept of the desired type of marina development. The key considerations
are the locational, financial, and technical feasibility of a site, as well as the
regulatory requirements of federal, state, and local agencies.

Location has to do primarily with the local and regional market. From a
marketing standpoint, a location is feasible -for marina development if demand for
a boating facility of the type contemplated exceeds supply. In New Jersey, a prime
location would also:

o have good water access (4- to 7-foot channel near shore, depending on the
size of boats),

o be directly accessible to open water or be along a channel that is
frequently dredged by the state,

o be outside large contiguous wetland areas, and

o be in a marine commercial setting with low crime risk.

An important factor not listed is distance to major urban centers. The rule
of thumb for the market area for marinas is 1-1/2 hours driving distance, but
because most, if not all, of New Jersey is close to or within this distance of the
New York and Philadelphia metropolitan areas, this factor is not as important to
marina siting as others listed above. Evidence presented in the next chapter
confirms this: demand for marinas appears to exceed supply in all New Jersey's
vacation regions, although data for the Delaware River region is insufficient to
make this statement.

Financial feasibility relates to not only income and expense projections, but
also details on tax rates, land costs, building costs, likely funding sources and
lenders, and development timing (i.e., time between taking an option on the. land to
the moment the first slip is rented).

Technical feasibility is concerned with site engineering and design. Mitiga-
tion of environmental impacts and physical concerns resulting in the most efficient
site design are the major technical foci.

Regulatory concerns can be' environmental, such as loss of wetlands, or
policy-related, such as zoning and use of riparian lands.

ANALYZING THE MARKET

The marina developer's market or demand analysis is to determine if there is
a sufficient number of people in a given area who can afford boats--and what types
of boats the population desires or can af ford. This in-depth analysis allows the
developer to rely on more than simple judgment- -the "gut reaction" of the
entrepreneur. New Jersey's geographic location in the Metropolitan Corridor
between New York and Philadelphia does allow marinas in the state to draw from a
large population.

The marina developer must be sure that what is built will be marketable when
it comes time to open the project. The key is to develop a marina that meets the
design, management, and maintenance standards held by the people of the area.
For the real demand is not just for the facility in, which to store one's boat: "In
every boating center it will be found that some marinas will be filled to capacity
with local long-term customers, while others will always have a few slips empty
and will have a high turnover rate--in other words, its customers are waiting to
move to another marina as soon as possible" (Chamberlain, 1980).

A market evaluation always starts with statistics (market research), even
though the game is not all numbers. These figures must be carefully sifted and
sorted to be of value in addressing the questions of where, for whom, and, even
when to build. The analysis is not strictly a mathematical formula that produces a
final or certain answer; it is a process against which intuitive judgment can be
tested.

In broad terms, marina market analysis is concerned with topics such as

o the area's economy - principal economic activities, basic resources,
economic trends

o demand factors - employment centers, income levels, seasonal and
permanent population within 1-1/2 hours' drive

o supply factors - marina inventory of the area, facilities, services offered,
boat sizes

Table -M. t arina boat bIerthe o current market conditions - waiting lists, vacancies, prices for slip rental,
)in New- Jercy boat sales and rents

o qualitative demand factors - desired mix of boat types and sizes, the
tNUMBS O MAT MRTH auxiliary facilities such as restaurants, swimming pools, and tennis courts,
VACATION 0o 010t B Total boat sales and service.
Marina Malrina9
%KYLPPq 912 0 91L In the case of qualitative demand analysis for marinas, some caution is merited.
Developers seeking to determine demand trends should realize that making the
CATWAY 2-,105 0 2.q03 decision to own a boat is not always a rational process. Surveys of people who are
Th -d lr I 5,bOb 289 q 097 not already boat owners may be unreliable in that they reflect the survey
population's lack of first-hand experience with the subject. Nevertheless, demand
PDLAWAKf 7q0 0 7O90 analysis can be very informative and is particularly effective in revealing the
NIvER design, management, and maintenance standards of boaters in a given area.

T'H C'f C P I z23 4Bz- 7t605 To present a general picture of the New Jersey marina market for this
handbook, telephone interviews were conducted with owners and operators of 74 of
Z24,o3b 771 25,607 the 297 marinas listed for New Jersey by the Division of Travel and Tourism (1980).
This sample reflected distribution of marinas by vacation region (as displayed in
pourc Jvrr,I9qB0. Figure 1): using an alphabetical listing of boating facilities by region (NJDTT,
Note The 1i%2 b'oatlnq Nmanac list 0, 00 flip? 1980), interviewers polled marina owners and operators until approximately 25% of
in Mo New Jcriey rrnaria (ea+fnq the group within each region had been surveyed. This research presents a basic
AIrmnac o., I12L); Fig I �m rrn- tic. +1i- i-n synopsis of the current status of marina demand and development in New Jersey.
9to1 Norew 3,5cr, batar 9ofd rod t pIt was not intended to address the needs of any one developer. Rather, it serves as
6co2 boats in5ide (Fiqley,,le0o). a general aid for detailed market analyses that can clarify the options for
particular development projects.

With ocean and bay shorelines as well as inland lakes and rivers available,
opportunities for recreational boating across New Jersey are numerous. The
Eagleton Institute, in its 1977 poll, showed that approximately 25% of New Jersey's
residents went boating in bays or coastal waters of the state. Water-based
recreation is a popular recreational activity: 1.5 million residents of the state
participated in saltwater fishing, totaling 13 million person-days, in 1976. The
National Marine Fisheries Service indicated that 1.2 million nonresidents also went
saltwater fishing in the state (Durand and MacDonald, 1981). New-Jersey boating
facilities and activities attract people from Pennsylvania, New York, and Dela-
ware. Table 4 presents the number of private and state marina boat berths in New
Jersey's vacation regions.

Data compiled by the Hunting and Fishing Wildlife Association show that $39
million is spent annually in New Jersey for charter and party boat fishing, and $9
million for boat rentals. To run and maintain a 27-foot boat, an average of $2,850
per year is spent on hauling, launching, storage, dockage, repairs, fuel, oil,
insurance, and other boating needs (Tinari, 1980).

Marina industry growth in the state was greatest in the 1950s and 1960s, and
total capacity peaked in the early 1970s, according to the Marine Trades Associa-
tion of New Jersey (MTA). Almost all marina owners interviewed in this study
indicated that the number of slips in marinas around the state was decreasing and
that this constituted a serious problem. MTA indicated that the state's functional
marina slip capacity may have decreased by up to 50% over the past decade. The
decrease is due to the following factors:

o silting in slips to the point at which they are not usable
o lack of available sites for disposal of spoil from private dredging
o lack of dredging of harbors, channels, and inlets
o the increase in permitting requirements
o inflation affecting land, labor, and material costs
o increase in interest rates.

Over the past two decades, a growing public awareness of the importance of
wetlands, water quality, and other environmental concerns has come to be formally
recognized by the state in its review of projects that are planned for sensitive
areas or that have a high potential to damage coastal ecosystems. While
permitting requirements undoubtedly have resulted in the protection of coastal
environments, marina developers are now faced with the need to do expensive site
analysis studies and with longer lead times in site development than they were a
decade ago.

Land, labor, financing, and material costs increasing due to inflation have
exacerbated the situation, and high interest rates have forced boat dealers to
reduce inventories. Fewer models in stock mean lost sales to many dealers who
cannot show potential customers the exact boat type or features sought.

The lack of dredging has resulted in loss of many slips and the closing of
* marinas in some areas. It has also increasingly limited both channel and marina
access, causing problems for large-draft boats. Marina owners indicated in

interviews that the shallow water and poor marina conditions have discouraged not
only New Jersey, New York, Delaware, and Pennsylvania boaters, but also, people
traveling through the state on the Intracoastal Waterway.

While the total number of marinas and slips has decreased, demand for
boating and marina services in New Jersey has not. Where the boat owner
generally buys supplies, seeks maintenance, and participates in recreation is also
where his or her boat is stored. Demand for marinas can be interpreted in terms of
need for storage or slip space (in or out of water). In general, demand for marinas
is fairly inelastic. Boating enthusiasts seem to be willing to pay whatever it costs
to pursue their sport, for which no substitute exists. Therefore, storage space at
marinas with good or adequate water access is at a premium. However, operators
of marinas with major siltation problems are understandably reluctant to raise slip
fees to levels that could be justified with deeper slip water depths. Clients cannot
be asked to pay higher slip fees when they can only use the marina at high tide.

Table 5 shows the characteristics of marinas at which interviews were
conducted. The major thrust of each interview was to determine the marina's use.
The study was predicated on the following assumptions. If all the marinas were
operating at full capacity, and informants indicated lists of people requesting slips
but unable to obtain them, it would be assumed that there was an unmet need for
marina facilities in that area, and therefore within the state. If, however, marinas
were not operating at capacity, a series of conclusions could be made, including a
decrease in boating popularity, high expenses, and poor boating conditions.

In the interviews conducted, 51 owners and operators, or 70% of the
informants, indicated 100% use of their marinas and boat rental facilities. In many
instances, informants claiming 100% use ignored slips made unusable by silting.
Thirty-nine of these 51 had waiting lists of one season or more. Another 19% were
operating at 90-99% capacity.

Three major causes for less than capacity use at the remaining marinas were
recent expansion, aversion to the permitting process, and poor water access.
Although the majority of marina owners had no plans for expansion, several had
recently added to their facilities. The owners indicating a recent expansion
anticipated capacity use within two years. What had prevented some of them from
making the slips usable again was an involved and costly permitting procedure,
which one owner described as "not worth the effort." However, this problem has

Tabic. 5. characte-riifici of~ marinag ~at which inl-crv~ew~ we-re condchtctd

POI]AhNC~5 TKAVELUP
MARINA. PATJN WOATIMO TW-NV7' W( MPKINA )5fM5
Aunrrr tlmvr~r At- With Plan t1~ Epand f -ton -'rn-5allr Lyat-r 5a~il- ofter %rel ILocal 50tfh leg 50-
ofOf Ca~acy Waitinq S5ell wai's InibkM c rt5loo
LOCATION Mar135 lnt0rvle5 Lis Yes No ut e1L-

-%YLANP~ 16 5 3 3 0 1 0 0 2, 0- 1 2. 53 0

OATDONAY 2.5 8 7 7 Iq 2. I 1 2. 0 0 0 2. 5 2-

THF- %Hofw 1.59 38 2- ~ 1 7 6 29 3 6 7 60 3 10 II 27- 35

PE-LAWAFY
N~VEIN 10 3 1 I1 0 2- 1 0 Q 0 1 0 1

TM- CAf I-and
PARTLAIC (11Y 8 7 2-0 15 II I q H 3 7 I I -5 6 10 114

FCMrAl- 2.9 7 7/4 5 1 .39 11 .51 8 H 12. 1o 6 2.0 2'1 I 52.

been partially resolved by the State Legislature. A bill introduced by Senator Zane
(P.L. 1981 C.3 15), which was signed into law by the Governor on December 7, 1981,
exempts repairs to docks, wharfs, piers, and bulkheads existing before 1981 from
the permitting process and enables owners to return some unusable slips to service
without first obtaining a permit. The bill does not, however, apply to expansions of
marinas or boating facilities, to dredging or dredge disposal, or to resolving the
ownership of riparian lands upon which marinas are built. Finally, five of the
marinas are operating below capacity because of a shallow inlet at Barnegat Bay.
Normally, locating near an inlet increases the popularity and use of a boating
facility. However, the Barnegat Bay inlet has become so silted, and the dredging
so infrequent, that passage through the water body is difficult. Marina owners
contend that if channels and inlets were dredged regularly, these marinas could
easily be operating at capacity also.

If the majority of marina owners are operating at capacity and have waiting
lists for additional boaters, why haven't owners expanded? Overriding all com-
ments on this question was the consensus of marina owners that the current
economic climate was not favorable for expansion. Of the marina owners who
answered the question, 80% had no plans to expand. The owners of marinas not
operating at capacity saw no merit in expansion. Several of the informants
indicated a lack of available space in which to expand. Dry land area for parking
and out-of-water storage and water area for additional slips was being used to
capacity. Two informants on Lake Hopatcong also indicated township ordinances
restricting expansion. Many more anticipated no plans for expansion because of
the involved permitting process: owners of some marinas had waited more than
two years for federal permit approval, and several interviewees indicated that the
cost of the application process was prohibitive. Review of DEP marina develop-
ment files from 1978 to 1981, however, indicate that the average time to obtain
state permits is about 4-6 months, delays being due mainly to incomplete
applications. Representatives from the New Jersey Marine Trades Association
expressed concern about the delay and cost of the permitting process and the
effect on the marina owner. The MTA also indicated that lack of coordination
between state and local agencies resulted in further delays.

Dredging is a key issue for marina owners and users. Marina owners and
operators interviewed felt that the state has not met its responsibility to keep
waterways in a usable condition. Silting of channels leading to marinas and to slips
can result in loss of water access for larger boats, loss of slips, and "downgrading"

of slips to shallower-draf t boats. To prevent a signif icant loss of business, marina
owners must periodically dredge the area. Yet marina owners and operators of ten
have a difficult time obtaining permits to dredge because of the difficulty in
finding approved dredge disposal sites. Furthermore, those who lease riparian land
from the state must pay the state for each cubic yard of state-owned sediment
removed.

In an effort to anticipate types of boating demand, interviewers asked marina
owners about boat trends. Most marinas cater to all types of boats (with the
exception of large sailboats) and many marina owners are also boat dealers, so key
informants were knowledgeable of boat trends. Of the 61 interviewees who
answered the question, 33% said they noticed no trends in the types of boats people
were using or buying. -Twenty-three percent of the key informants indicated a
trend toward smaller boats, which are overall more economical to purchase,
maintain, and operate.

An additional 16% of the marina owners indicated increasing numbers of
sailboats. They attributed this trend primarily to the desire of boaters to avoid
paying higher gas prices. It is interesting to note that marinas, except those for
sailboats only, have traditionally- had a low percentage of sailboats--usually below
10%. This low percentage is attributed to the deeper water needed for moorings
and to marina owners limiting sailboat space because sailboat owners use few
marina services other than storage; they do not purchase fuel or supplies or need
repairs as often as powerboat owners.

Twenty percent of the marina owners indicated that boats were getting
larger, citing two reasons in particular: that boaters continue to build onto their
investment with "bigger and better" boats; and that a large enough boat can
become a second home. Ten percent of the marina owners indicated other trends,
probably reflecting very local conditions, including more diesel-powered boats,
increasing numbers of boats with less horsepower, and a decrease in boating
activity.

The final question posed to marina owners was where the majority of their
users lived. In the Skylands and Gateway regions, nearly all marina users traveled
50 miles or less, while nearly half of the users of marinas in the Shore and the Cape
and Atlantic City regions travel over .50 miles.

Demand for marinas and boat storage facilities may increase in the future as
the supply diminishes. Of the 74 marinas at which interviews were conducted, 8
were closed or closing. Five of these former marina sites will be developed into
townhouses or condominiums, some with private marinas. One marina owner was
hoping to sell to another marina operator but did not eliminate the possibility of a
sale to another type of developer. These marina owners indicated a difficulty
meeting maintenance costs and taxes. Although the low rate of success for some
marinas may be due to poor location or management, at least ten informants, in
addition to these selling out, realized the value of their prime real estate and did
not discount the option of selling out in the future.

In conclusion, there is a statewide demand for additional boat storage, and
for new marinas. The majority of marinas are operating near or at capacity, with
more than half of them having waiting lists of prospective boaters, particularly in
the Skylands and Gateway regions. Storage space at marinas with good or adequate
water access is at a premium. However, due to economic conditions, siltation, and
increasing real estate values, the supply of slips and marinas is diminishing.
Although users from New Jersey and neighboring states will be the first to suffer
poorer boating conditions, boaters passing through New Jersey from other states
via the Intracoastal Waterway may also be denied easy access to the state's boating
facilities.

MARKET STRATEGY AND3 MARINA CONCEPT

The process by which the facts may be gathered is market research, and the
method by which the facts are sifted and interpreted is market analysis. The plan
of action that stems from the research and analysis constitutes the developer's
market strategy. For marina developers, market strategy revolves around the
following profit factors.

o number of wet slips and dry storage spaces
o boat sizes and mix of sailboats and powerboats
o services
- boat and accessory sales
- boat repairs
- boat rentals
- restaurants, hotels, clubs
- general store for supplies, hardware, groceries
- swimming pool, tennis, other facilities
o funding sources
o fees
o cash flow ability.

The developer may come to the point of devising a market strategy with a
firm concept of the type of marina desired. For instance, an entrepreneur with a
lifetime interest in deep sea fishing, ten years' experience in powerboat repairs,
and five years of selling cabin cruisers might want to stress these aspects of the
business. At the other extreme are developers with no previous boating experience
and no preconceived concept of the type of marina to buy or build.

A relatively new concept in marina development is the Marina Condominium.
The idea is that in a condominium marina the boat owner buys the space above the
water and has common ownership, with the other slip owners, of the main dock,
parking lot, service facilities, etc. This idea began in Florida and has been used in
Minnesota, Wisconsin, Maryland, and recently Long Island. The concept could be
part of a market strategy for private developers in New Jersey. It could also be
applied to existing marinas as an economic alternative to conversion to a
nonmarina use.

In any case, the developer needs to devise a strategy that balances the
existing market, profitability factors, and the developer's own inclinations and
particular talents. The emerging marina concept will likely change in the siting
and feasibility analysis stages, and market strategy will eventually focus on what
price per square foot of slip, what buildings, and what services will be provided,
given the existing market.

In the 1980's, funding sources and interest rates are the key to marina
development feasibility. Studies done in Texas (Crompton and Ditton, 1975)
indicate that new marina development will probably require some form of public
funding. There are several indications that this trend may be true in New Jersey as
well. Several marinas are being proposed in Middlesex County that will probably
involve private interests operating marinas built with public funds under some form
of lease arrangement.

Due to the high costs of land and construction, particularly if bulkheads are
required, a municipality can apply its strong borrowing capacity to construct and
maintain the entire marina, then lease the facility to a private operator.
Alternatively, the municipality could build just the land components of the marina
and negotiate a lease with private interests to construct the offshore components
and then operate the marina. The terms of the lease arrangement differ in each
situation, but basically the operator pays a rental fee and/or a fixed or escalating
percentage of gross or net receipts. The municipality can offer a longer-term
lease in exchange for capital improvements made by the operator.

If the municipality finances and constructs both land and basic offshore
facilities, an initial short-term lease can be used to establish a basic working
relationship with an operator, and, if all goes well, a longer lease can be offered
with capital improvement requirements specified in the lease agreement.

Despite a reduction in federal recreation programs, there are two programs
that may aid the development of new private or municipal marinas: the Green
Acres Program of the New Jersey Department of Environmental Protection (for
municipal marinas only), and the Urban Development Action Grants of the U.S.
Department of Housing and Urban Development. These are discussed in Appendix
A. Under the policies of the Green Acres Program, marinas are eligible for funding
only as a component of a public waterfront park development scheme. Green
Acres will consider demand for a proposed marina as one factor in its review of an

application. The State Comprehensive Outdoor Recreation Plan (SCORP) presents
estimates of demand for marinas that should be referenced in applications for
Green Acres funds.

As market strategy is developed and funding sources are identified, a
preliminary estimate of cash flow on a month-to-month basis should be projected.
This will be refined during the course of the final site feasibility analysis.

SITING A MARINA Tablle b. Senera I factor9 -o e
corlidered in analyzing life
Once a market has been identified, and the strategy and concept explored, potential OT rr arnia evelopmenr
the plan of action hinges upon finding a site that will serve the developer's
purposes. The site analysis process is essentially a look at a series of qualifica- FACLIT'-RL.ATEP CONCEfI,
tions. The ideal site seldom exists.
* Aczef to) or rcurTCC
In selecting a site, a developer can either search real estate listings of of r nq dotlnatron
available waterfront locations or do a preliminary siting study to establish the best * Prcdqinq eretency, priority, ard di7po3l He
areas in which to look for land that fits the market concept and strategy. The Adequy of wtcrflowl
former approach is commonly taken and is relatively unorganized. A site may be * 5usonal and idal wEr el -fFucxuat)onm
available for any number of reasons. The new developer may think that a good c Antof urc rerarea adent brd
business deal can be made on the property, but a marina in a poor location is never . Adequacy f and ar
a good deal. � rotection of ,ift
* 5e1tri/rnckqtiP~h or4
The alternative is to find a suitable marina location by a process similar to � roximity to population and �rvice cenfers
the way a commercial shopping center or an industrial park is sited. This competition
methodical search requires the collection of maps and data before any funds are � Road acce5
committed for land purchase. The siting study itself may be costly, but the results � Availatility of pullic ve-trr; ewerf, electricity
can make the difference in profits or losses. * Land ownership
*Land co~tj
A marina siting study moves from a general overview of the study region to *� Lor anrd ratrial coot
identification of specific sites by progressively narrowing criteria and evaluating NUPLIC ColCERNf
specific data. The siting process can be seen as having twelve steps (Figure 5). It
begins with the marina concept established during the market analysis and strategy � M ew conn/cnldrMqirq
phases. Starting from this preliminary idea of the desired marina type, the � frommity tot-idally infrucncecd mpped Wtlard5
developer or siting consultant identifies a set of criteria that all potential locations * Proximity Im Uniqe or valuabt habitatr
should meet in order to carry out the marina concept. These criteria must reflect � Locxaion on srtat-owned lards
specific factors important to the location and operation of the marina (facility- * Cotrj4bon in conJunr-ion with CAFRA-reaid
related concerns), as well as factors that are of concern to the public and to the *� rncacxhmntontfrcarm or loo-ycar foodplain
federal, state, and municipal government officials that represent the public * PicarqCe into nwaterway;
interest (Table 6). The last section of this chapter reviews New Jersey's coastal * Pred9in or-fillikn of wet"dj or waer ody
policies that are important in marina siting. -� Water divcrlion
* foil erofion and %dirrne ontrfrol
Facility-related criteria for marina selection vary according to the marina . Public waer arid swer use-
type desired. Nonetheless, several principles that apply to most marinas can be * Weil drilling
discussed here to aid the developer in understanding where to site a marina. -� ruecl t.orec
* Tranporfationr

h-qurc .'5ep *inyolvecd 'in -irmdnq a qujtaIki- mnrona '-M1e

I/ Idenhfif 2]g o rm U)ate- 3/c~mp le and 14I/1Ientify and 5/ldervfify ancl b/over laV ap

mar ina c~rite-Uria mrdata ma vc.- a faiitj a I~dcn FilIc
F ~~~~with N)PEP/P(,K co'ncerns and -fadiiy
related crerng

M~~~~~~~~4u~~~~~~~~~~~p~~~~~~m IIkflr

7/ lcetyBIdentify 8//ido IOA~5~eo c 12]1 Holdprea~Impication
candid~te- I'Ifc5 withefl 1pfMp(4~ool lcentif jtd u'Lpernor ofrnwt
ar~ea5 candidate- 9 jta5 ~i re ) N'L)P-f' PiVi'lion
ama ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~Of C-0a'.5ta Pz--5uFcc~

PA~~~~~~~~~~~OLP50A- MNE

A good site will be located close enough to open water to allow participation Fiqure 6. The. iffllu-1noC of
in the desired water uses (fishing, cruising, sailing, etc.). Another access tidal flucruation/}on
consideration is the ease of navigation along channels to the open water. marina dock -ye
Interesting mooring areas (e.g., beaches, swimming, fishing, and birding areas, and
scenic outlooks) add attractiveness to the site.

Channel depth and dredging are also important considerations. Water depths .UITADLV
should be 4 to 7 feet at mean low water, depending on the desired boat types. The TIPAL PO(-K TYl'~
FLUCTUATION
state dredges specified channels, and anyone siting a new marina should first check ri xcd Floating
to see which channels are dredged and the priority for that area. As siltation is a
problem in New Jersey, private marina dredging will probably be required, and a
location near a suitable private dredge disposal site will save on maintenance
dredging costs. The importance of locating a nearby acceptable site for dredged 0
spoil cannot be overemphasized.

To ensure adequate water flow, the developer should look for a site with a
high flushing rate. This will maintain water quality and reduce shoaling. Areas
with high tidal exchange or river flow have naturally high flushing rates. 7. urlc afotmef-

In areas that have high tidal fluctuations, floating docks are usually prefered con-lidera'rion 'for
by marina operators and users, even though they are more expensive than fixed D'I naI'[ pfinfl
docks (Figure 6). Seasonal water level fluctuations should also be taken into
account in selecting the dock type for a marina.

Adequacy of land and water areas and allotment of space are also factors
vital to the marina developer. Wet storage marinas require open water adjacent to Buildi.n
land for slips. A very general rule of thumb for wet storage marinas is that the rfld
land area be one to one and one-quarter times the size of the water storage area.
For dry storage marinas, the open water adjacent to land need only be large enough
to launch a boat and to accommodate a small dock with tie-up space.

Ideal sites are those with ground above the area prone to the 100-year flood. lki
The minimum parcel size depends on the type of marina, whether it will be dry
storage or wet storage, and what services are available. Approximately 5 acres
appears to be a minimum parcel size. The parcel should allow for placement of
buildings, facilities, parking lots, and other shore-based components (Figure 7).
Based on experience of New Jersey marina owners, the parking area should be ATFA LAMP
based on a ratio between 0.6 and 0.8 cars per slip.

Many good marina sites also feature sheltered mooring locations: a facility
located in an embayment or behind a breakwater protects boats from wind and
waves. Such a site may be difficult or expensive to obtain, however.

Most clubs and users of municipal basins prefer sites within or adjacent to
parks or rural settings. Developers of commercial marinas generally prefer sites
more centrally located, closer to supply houses. Where boat sales are part of the
business, locations visible from an arterial road are preferred. Proximity to heavy
industry and similar land uses is injurious to finely finished boats and generally
detrimental to business.

As well as the marina's immediate neighborhood, the developer must consider
its proximity to population and service centers. Even a marina with a prizewinning
design will fail if it is not located near a sufficiently large population and near the
shopping areas, restaurants, and other services its customers patronize. A general
rule of thumb for marinas is that they should be within one-half mile- of other
services, although a more isolated marina would certainly be feasible if it included
most essential services.

While nearby competition is a siting factor that often concerns developers,
market analyses have demonstrated that it is not crucial. In New Jersey, as in
other parts of the nation, well-designed marinas with high maintenance standards
are usually filled to capacity regardless of the number of nearby competitors.

Existing and planned access to the marina should be carefully considered in
the siting phase of development. Ideally, at least two all-weather access roads
suitable for automobile access, truck delivery, and boat trailering should be present
in the final design. Convenient access for people arriving from buses and rail lines
should also be considered.

Available water and sewer lines for a property are a bonus. While wells,
septic tanks, and holding tanks can be used, available infrastructure cuts down on
capital and maintenance costs and may shorten the permitting time schedule.

Financial and legal factors playing a part in siting include land ownership,
land costs, and labor and materials costs. When considering purchasing an existing
marina or a piece of shorefront land, the developer should be sure to determine the
ownership status of riparian lands on the site. The developer should also request

preapplication conferences with agencies regulating the site or marina activities to
determine if there are any site conditions that are likely to preclude permit
approvals. The general rule of thumb for land costs is that fees for wet slips and
dry storage spaces should pay the mortgage. In considering labor and materials
costs, the prospective developer should be aware that these costs vary by location
and are generally higher in northern New Jersey than in the southern part of the
state. Bulkheading and dredging may cost three times as much in northern
locations.

Public concern factors important to marina developers often involve a
certificate, permit, or approval. These are discussed in greater detail in the next
chapter and Appendix B.

In summary, one of the most common mistakes a developer can make is to
buy a piece of land and then figure out what to do with it. There should be three
stages to land purchase: (1) finding a suitable site and tying it up by purchase
agreement, or option, (2) feasibility investigation that includes an assessment of
potential riparian ownership and permit problems, and finally, (3) land purchase if
the site is free of serious problems.

Coastal Policies Affecting Marina Siting

New Jersey's Rules on Coastal Resource and Development Policies (NJAC
7:7E-l.l et seq.) express the state's policies for development in the coastal zone.
Under these policies, development is reviewed for acceptability in terms of its
location, the use it proposes, and the resources it will impact. Location policies
divide the coastal zone into three location types:

o general land areas
o general water areas
o special areas.

General areas are broad categories that classify the whole coastal zone except the
water's edge, which is entirely made up of special areas. In practice, policies for
general land areas do not apply to marinas. Special area policies apply to areas
that are so naturally valuable, important for human use, hazardous, sensitive to
impact, or particular in their planning requirements as to merit focused attention.

Policies for special areas override policies for the general areas in which they are
found if there is a policy conflict.

General Water Areas. There are eight categories of general water areas
defined by state policy (NJDCR, 1982):

o ocean
o open bay
o semi-enclosed back bay
o tidal gut
o large river
o medium river, creek, or stream
o lake, pond, or reservoir
o man-made harbor.

Table 7 summarizes New Jersey policies on various facilities or activities
commonly associated with marina development in general water areas. In this
table, a facility or activity is shown as being either prohibited, discouraged, or
conditionally acceptable, depending upon its proposed location in general water
areas.

Marina developers should avoid "prohibited" and, in most cases, "discouraged"
combinations in seeking sites for marina development. In order to give an idea of
"conditionally acceptable," Table 8 lists conditions that the Division of Coastal
Resources may impose upon permit applicants for marina-related facilities and
activities.

Special Areas. For marina development, special areas can be separated into
those that should be avoided and those that may be conditionally acceptable.
Wetlands, due to their extensive occurrence in the coastal zone, are the largest
sIngle concern during permit application review. Marina development may be
allowed in wetlands, but only after the developer has satisfied four conditions laid
down in the coastal policies. Tables 9 through 12 list special areas in the water and
water's edge areas to avoid and others that are conditionally acceptable for marina
development. The reader can obtain a good idea of state policies for special areas
from these lists; a more detailed presentation can be found in the full text of the
Rules on Coastal Resources and Development Policies, issued by the New Jersey
Department of Environmental Protection (NJDCR, 1982).

iT'Ie. 7. 9urnmary of N1ew )cer~ey jpoficie,- on rnarina-re-lafeci -fac-ilities nd actfiv~iies
in beneral Wae-~r Are,-9

Oc~e~n oven ~ 5cmj-eItWe T~idal Lzrze W-Jiu Lake Mn-
~~cIay got rl ter river, pol~ Mat~
O~~~~~~~~~~~~~~~n~~~~c~ Kn l at eN evoi( harfor~

I '-e B IB'+ 6'-16' 0 -V WO+ 01,'
Beat ramp,~
IOcl anid pler~
Ma n ren ance, dredqr'q
flew dre4qinq
Vree~qc4 5pdilI dijposal
rili~nq

Moorinq

CondiflbnalI~ accptat'e- ~re -rt'1c b, for rc,41ew of con(Ait-on,5
D2icou raqed

5ourcc,- Acdafwte fron' N-~AC. ~~4

a'ulJe B. Ou'elilnw e 'for corndiionally acrc--btle ma r nr-realeate facilinei or actlivit-ie

Facility or Activity Conditions Dredge spoil disposal o spoil can be placed in lakes,
Boat ramps o demonstrate need (continued) ponds, and reservoirs
o minimize disturbance to if it is contained
intertidal flats or On land:
subaqueous vegetation o dredge spoil should be covered
o construct with environmentally with clean material
acceptable materials o dredge spoil must not
o give priority to public use ramps pollute groundwater
or surface water
Docks and piers o demonstrate need o dredge spoil must not
o minimize adverse degrade landscape
impacts during construction or release objectionable
o location must not Interfere odor
with navigation or overhead o clean dredge spoil can be used
transmission lines for:
o minimum interference -landscape restoration
with natural water flow -enhancing farmland
o float or place on pilings; -creating recreation sites
avoid fill -building islands
-capping contaminated
Maintenance dredging o dependent on an acceptable spoil areas
dredge disposal site -making new wildlife habitats
o control turbidity
o limit dredging to Filling o generally prohibited or
specified season to minimize discouraged below mean high
impacts to aquatic life water, but filling may be
o use of spoil for beach considered if 7 conditions are met:
nourishment is encouraged -use is water-dependent
if spoils suitable -existing facilities do not meet need
-no feasible or practical alternative
New dredging o all conditions under Maintenance site on water's edge
Dredging -minimum practical area is filled
o demonstrate need -compensate in-kind for loss of
o adjacent water areas are aquatic habitat
used for boating -minimum feasible interference to
o dredged area does not Special Areas
disturb Special Water or -pilings or floating structures are
Water's Edge Areas unsuitable for engineering or
o minimum adverse environmental reasons
environmental impacts
b, no adverse impacts Piling o acceptable if associated
. on ground water resources with water-related
� '~~~~~~~~~~~~~~~:;~~~ X.~ ~marine facility
Dredge spoil disposal : In water: such as dock or pier
o prohibited or discouraged
in moving or shallow water Mooring o acceptable in all General
o clean spoil can be used for Water Areas provided
beach nourishment or to create mooring area is marked
new wetlands in any General
Water Area or borrow pits to navigation
32

Ta1lc ?. Water areaq to avoia in mrari na Tarle. 10. Wa'er'l ce, arcas 1o avoid in
deve loprnmen marina dcvvopmenr

Water Area Reason Water's Edge Area Reason
Shellfish beds economic and recreational resource Wetlands wetlands are stringently
protected for their
Surf clam areas economic resource ecological and hydrologic
functions; to use wetlands
Submerged vegetation valuable habitat and food developer must demonstrate
and adjacent uplands source for marine -use is water-dependent
organisms; natural sediment trap -no prudent or feasible
alternative site exists
Navigation channels no structures in -minimum feasible alteration
channels; however, of tidal circulation
maintenance dredging is -mininum feasible alteration
permitted (see Maintenance of natural contour
Dredging for conditions) and vegetation

Canals (see Navigation Channels, above) Beaches unrestricted beaches
are vital to state's resort
Inlets strong tidal-currents are economy
hazardous
Dunes dunes are protected for their
Ports potential interference geological, recreational, scenic,
with large boat and protective values
traffic, conditionally
acceptable if access Wetlands buffer a buffer should be maintained
to marina is independent around wetlands for protection
from runoff and other impacts;
Submerged infrastructure protection of large the required buffer will vary in
routes capital investment width depending on its nature
and the nature of the adjacent use
Shipwrecks and artificial habitat for game fish
reefs

Intertidal flats habitat and
food source for
benthic organisims

fable II. water areaf tha are conditionally fal7e IZ. eWateri edqe area that are onditiornally
acceptat7c for marina development a.ceptal'�le- for rrarina development

Water Area Condition Water's Edge Area Condition
Prime fishing areas acceptable if fishing is Filled water's marinas are
not impacted edge acceptable

Finfish migratory marina structures Existing developer must show
pathways should not block pathways lagoon edge o reclamation not feasible
o compatibility with
Marina moorings marina moorings are already adjacent uses
used for recreational boating o stabilization of
slopes with vegetation
o adequacy of
retaining structures

Natural water's marinas are acceptable in
edge-floodplain absence of filled water's edge

Alluvial flood developer must demonstrate
margins that facility is directly
related to marina use

Wetland buffers developer must
protect natural
vegetation that
connects upland to
wetland and not
do anything to
jeopardize wetland

Wet borrow pit minimize disturbance to
margins wildlife habitat

Erosion hazard development possible if
area measures are taken
to stabilize area

Coastal bluff development
tableland allowed if tableland
is not in erosion
hazard area

FEASIBILITY ANALYSIS AND PRELIMINARY DESIGN TaPIc 17. Permi r, approvahl, and
ce rt'ficfatct ro be coniderced
For the most part, the development process to this point has been a duringl -t planrninq of a
preliminary market, technical, and environmental report. Many of the factors mari na
considered so far have been general in nature. Once a site or several alternative
sites have been selected, the marina developer will have a more definite marina FEDPAL PEMlST AND APPROVALS
concept and design. It is at this point that the developer can determine if it is Army Corpi of .ngincerg
really technically, financially, and environmentally feasible to build a marina. ;eprtment *o Army Fermil-
invironmnental rotection Agercy
rul C/Ovt'qe [ermit
Feasibility analysis involves the collection and analysis of detailed site
information to produce a realistic, quantitative estimate in dollars and time of the NEW JERXEY FE'AMIIT ANP AM7ROVA^L
technical (design), financial, and environmental (permits and approvals) justifica- Pepartmcnt of invironmenbal mrrottion
tion for building a marina. Figure 8 is a schematic diagram of the process of Diviion of Water Reourwcs
analyzing development feasibility. N.J. PalUtwt Pieharge ClimiMtion Syrten mrit
frearr fnroachrremnt Permit
ater Dvertion Permit
The analyses of water and land suitabilities and financial perspective feed sai Prillinq Pcrmit
into preliminary designs and eventually a final design. While this can be an Plvatrfrona f Cotal ormrcet
wa~rfont 7cPvelapment Permit
involved process, an experienced planner and designer should be able to recognize Wttlitaa Permit
.oaftat Area arility RvieH A~ f ? rmit
fatal flaws early on and prevent the need for unnecessary studies. This is an
interactive process with many exchanges of ideas and refinements to the concepts. Pepartment of Aqriculftre
oil Erosion and 5cdlment Ont1l Pbn Cetibfc tHn
Using information on the permitting process (Table 13) and statistics on time parftnetn af Trdnportfaton
to construct facilities, a time line for development should be prepared. Next, cash
flow should be analyzed. Income should be compared to upfront costs and expenses REIONAL PERMNIT2
on a monthly basis from the end of the feasibility study through the first three Peaware 4 Raritan cal Comnmivsion
years of operation. Seasonal differences in income and expenses will be important: Keve of Coatirmfl PIVF
nearby operating marinas can be consulted for reliable estimates of fluctuation. Maaen38iCk ._adWrla) Pevloremntcmmis0ior
The project should be timed so that construction and permitting are completed just incandr Gommiion
before or early in the next boating season. eiew of Canrruction Plan.
Delaw3ra River Nfin ComminaiOn
This analysis of feasibility can be long and tedious; however, it does not pay Meview aF cnsrucn Pbn5
to take short cuts or make less conservative assumptions. Optimism and desire LOCAL PEKM IT AMD A APRVAL,
being the new developer's fatal enemies, the "worst case" should be considered as a 41nipeblit
baseline. Again, experienced marina owners recommend that a project is feasible sae ran Approal
PuPlic Waler V pp-roal
only if the fees from summer and winter storage pay the mortgage. Swucr Mtrj and 'Tie-in Appvai
Certificate of occupancy
Before construction of a marina can begin, or in some cases, before the
facility can be operated, applications for permits and certificates must be oon n-rgr,,, o ,rwi inm certain

Fcrmit ~~,id '~~'rro'~~5' I veol-igtion I coimcn

~~~~~~~~~~~~~~~~~- ii raI In ly i

New con1truction C~iart and ~wrkdilN Meq -oneI oemr~phic rmop market
9redging vO~Waier tody typelaaces, Topmarphic map~ local labor rates
w4ater divugrion -feaufure!~ Zoninap5 I-ctcl moorirv and
~~vct~~~an~~~ C~anmel depth~ 5Crvice, r-har90
~~-tre~am ~-~-~- Current vclocty anm 'ra rareq
Watcrn CW0yai rni iticrec-iorl Preliminary cdesign, ad )>
W/ind am~ w~aw-- dircong Ol 5rn Intere~f
5,il e-ro~on/gedimnent Wa+er level fiUCxtvaC~5)~utio O5t
control data orutncw5
W/ell drillinq ~r.aorfla wfdition 6Ltr ~ f5 cJ1
tFueI f w,-,r- eq c~
Tromportation
reqjoja I permitsr
1-ocl perrmitgand

f~~~e~~port l~~~~~~e~~o~~i- ~~Kepor-t

I Fnali de!k~n arid PM)~

approved by local, state, regional, and f ederal agencies. Through public hearings
incorporated in the permitting process at the local level, citizen participation is
encouraged. Informed residents who have had the opportunity to participate in this
process and to shape the proposed development can make good neighbors for a
marina. Complete and detailed applications and a close working relationship with
government agencies will aid in completing the permitting process in the shortest
time possible.

The exact permits and approvals required can only be determined when the
location has been identified and a physical description of the specific facility has
been developed. As well as construction approvals, permits are also needed for
activities related to facility development such as water access, dredging of slips,
and disposal of dredged material. Table 13 provides a list of permits, approvals,
and certificates that should be given consideration during the planning of a marina
facility. Appendix B provides a description of each permit and an explanation of
the application process. Figure 9 is an example timeline for the permitting
process.

Fjgiure 'q. Wmpt71~c timcurin -For ovl'mnjnq yerrrii5 -for Mrorina- d~ewveopment

AV"FAGP-
MMId~T N'AME- C-0firAC' AG0tIC( TIM! lk"JIJ~ MONTH5
1 7- 3 I b 7 6 q 10 11(2 iM I~ IS lb 1 17 It Iq 202 zi z 7- 2-1
Mmfter Ferm'It Information Form off ice, ov i'nein1 M~voca-Yli day0 *

Trjdland GrantIea*- or L-cenge- pvf Piylloii of (oaltal ikeourceg b on-tho ~ h~I~uhIh

Iit. Plan Kr-v'p-w municipal Plannmnq Doard "i day~ III11

sewer 'lie-in Approval fewer Authority (county or toxal) 30 dayS III

Soil ~roi~n nd Weimeant Control plan Kgeional ~oii Conoervatiofl Pi~tricf- V0 eay, A oil

Waterfront W.velopment Ftrrn~ir mp Pivilian of Ccwalt gefurcaq 90 day�* A Eh11hh11l

Wetlandq Permit' par Plyllion of CM'JaI f9eMOur 90 day,, EK~l

STreamn Encroac)1ment Wemlf- p a vivillon & Water kjcourxj 90 day',* A Ihhhhhhhl
Well Prliinq Permit Pop Pviviiofl o Waier gt%urrc5 90 Jta1t5 AUhlh

N-evw )coery rollutant P19charge Par Plyiljorl of Wal-e &~*Ifrcc5 6 Mnihjt goUlimU i lhfIUIIU
Clininatlon ~y~tem
PON-li Wvatr if'5 Approval Local Waier Comnifnyor Utility P1 day~ II

AcceSS PrIvev&ay Permit pepr~flinent of TranlportatIOi ~ o Cayl A me

predgelq arid Fill Permit-cec.,140.4 or ~lmad Army Cbrp~ of Mnqineer- 9 trvntfi Ahhh~m..uu~h~U
(nn69actions5)
Fuc.I vot- Permit E F'A

0,uildinq/Cositrucfionfl mrit- L~ocal p~dingif nipCctor V0 day, allIIIIIIIIIIII~IIIII~I
WVr iicate of Occupancy Local Nuildinq Inl~tc-W ~ 0 layp-
1111I Time. reyifre

A optional preapplical-ion mrtctinq (could ipeel Ithe permiffng proce5f -alonq)
11Maximum -time for revie-w of Corngle-le application as reqirecl t~y -;tate lawr
NO0a,'Molt Ma,(ren projecis will revArc only "ome of -hre aI'ovr permnirs

DESIGNING A MARINA

Marina design is concerned with the onshore and of fshore arrangement of
f acilities for boats, their owners, and marina operators. Good design is workable
and attractive to clients, provides safe harbor for boats, reduces maintenance
costs, lessens environmental impacts, and allows for f uture expansion. It should
create a strong waterside atmosphere with pleasing views of water and piers.

As noted earlier, before site design begins, a design concept must be defined.
The design concept states the approximate number and sizes of boat slips, the mix
of boat types, and the onshore support facilities that the market analysis indicates
are viable. The design concept should include all basic marina components:

o breakwater (if needed)
o fairways and channels
o piers and mooring slips
o boat launching system
o marina office
o parking
o access road.

Depending on the scale of the venture and its setting, the design may also
include various boating-related facilities:

o boat repair
o boat and accessory sales
o boat rental
o boat equipment and supplies sales
o fuel depot
o fresh water and ice supply
o sewage pumpout and solid waste disposal
o telephone and electric hookups
o grocery store
o clubhouse
o locker room
o dry storage area.

Larger development projects may also include one or more marina-compat-
ible land uses:

o restaurant
o shops
o trade center
o community center
o convention center
o selected industry
o offices
o exhibition center
o museum
o historic vessel display
o sports and other recreation facilities
o hotels, motels
o residential development.

The ratio of land to water area is roughly I to I for the basic marina and
increases above that as more land-based facilities are included. As the design is
refined, site constraints will necessarily modify the original design concept.

In its layout and selection of materials, the final marina design should reflect
its setting. Marinas in rural locations should strive for soft edges, and urban
marinas can appear bolder, with the hard edges found in urban environments. The
setting will also strongly influence the selection of marina-compatible land uses.
Urban marina sites with a full complement of these uses nearby may not need them
as part of the design; rural sites may not be able to support them. Marinas
developed as part of municipal parks -must be designed to fit the overall scale and
purpose of the park. As part of a public park, a marina should include public
fishing piers and be designed to assure boat security.

Wherever a marina is located, it should be a welcome sight and should offer a
place to relax for those who have spent a long day at sea or in the f actory or
office. Recreation facilities such as a beach, a play area for children, or a fishing
pier can increase the interest of a marina by providing activities for family
members not involved in boating preparations.

This chapter presents design guidelines that are generally applicable to
marinas. The sections that follow describe each of the basic marina components,
certain of the boating-related facilities, and guidelines that relate the various
components and facilities to each other. In the last section of the chapter, various
environmental impacts of marina development and ways to reduce them are
discussed.

In order to proceed rationally with the design of a marina, data specific to
the site must be collected. Each sketch design must be tested against these data
to attain the best tradeoffs in use of water and land areas and maintenance costs.

Offshore Layout

Maximum use must be made of the water area to provide berthing space for
boats of various sizes and safe, convenient access to boat slips f rom the marina
entrance. Various tradeoff s will have to be made among the following factors:

o channel dimensions
o slip dimensions
o fairway widths
o turning areas
o fueling facilities
o variations in water depth
o direction and intensity of normal and storm currents
o position and type of breakwater.

In creating a layout plan for the offshore area to serve the anticipated
number of boats, the developer should be mindful of the possibility of expansion. It
is wise to set aside usable water areas for future walkways, fairways, channels, and
turning areas, as well as to consider the relationship of these to onshore facilities.
The best way to achieve this is to design for the whole site, then construct only the
part of it that is needed to f ulf Il current expectations.

One very important guideline for the entire offshore area of the marina is
that the water should deepen gradually from nearshore through the fairways and
channel and thence to the entrance, which is the deepest point. The entrance, in
turn, should not be deeper than the open water outside the marina. This gradient is
important to minimize costly maintenance dredging.

iqurm i. h0s The cost of offshore work and facilities needed for marina development in
VF'tled eh[et p1pi leJ New Jersey is influenced by regional differences in tidal variation, bottom type
....kanb. ~(hard vs. soft), dredging costs, availability of dredged spoil sites, and sheeting and
piling costs.
2-I 'Z, o--a 'drcel,or
fill i -C ffctc Inod
Breakwaters. Breakwaters reduce waves entering a marina by absorbing and
reflecting wave energy away from the marina. They can be either floating or
fixed. Fixed breakwaters are more expensive and their cost increases rapidly with
b....... .....l water depth. They are used most effectively where long wavelength waves are a
~f:'IgJ.ure JJ. 1problem: they prevent transmission of hydrostatic differences created by these
fKipr2,p mound waves to the marina. Fixed breakwaters can be made of rubble mounds or of
timber, steel, concrete sheet pile, or specially shaped masonry units.

&CK fi|ll~ -aX Floating breakwaters are only effective for wavelengths shorter than twice
the width of the breakwater, and they are not effective on the open coast. They
o.rzoi~ .rr J offer certain advantages over fixed breakwaters.

o They are generally preferred by the New Jersey Department of Environ-
mental Protection.
fiqure Iz. Masanry unit, for
W;ealkwater onftrvc tior o Their cost is nearly independent of water depth.

l<fi~j o They can be used where soft or unstable bottom precludes the use of fixed
breakwaters.

o They can be easily relocated.

btavit C4t -rri pod o They do not interfere significantly with shore processes, fish migration, or
natural water currents.

Flexible assemblies such as scrap tire breakwaters are inexpensive and can reduce
four-foot waves to one foot.

4,A,~~ Ad Breakwaters should be perpendicular to the primary direction of wave
approach.

To the greatest extent possible, the layout of fixed breakwaters should
preserve the flow of currents that are needed to flush out the marina basin. This

Figure i rlbaiNq Prcakwatmr

can often be accomplished by providing an opening at each end of the enclosure.
Not only does the constant flushing action dilute and carry away pollutants
generated by the marina, but it also lowers maintenance dredging costs by keeping TFIP'ri (L OM
silt from settling out.

Entrance. The entrance to the marina should be wide and deep enough to A-AthMAR-M
allow boats using the marina to enter it safely in all weather conditions in which
the craft can navigate. It should be located so as to avoid direct normal and storm 7
waves. It should be four to five times as wide as the beam of the widest boat
expected to use the marina, or a minimum of 60 feet. The minimum depth of the -F- -
entrance and the channel leading to the fairways should be the draft of the
deepest-draft boat using the marina, plus half the expected wave height and one or hjqure l :fairwayand fingcr pier 5pncq
two feet of extra clearance for soft or rock bottom. If fire-fighting or other
emergency boats serve the area, the dimensions of these boats should be accommo-
dated in the entrance and channel design.

Channel. The channel connects the marina entrance to the berthing areas. It
should be about twice as wide as the entrance. If sailboats are to be significant
users of the marina, a wider channel should be considered and it should be oriented
perpendicular to the prevailing winds to allow for tacking. riqure- f Off~hore layout 9iow'nq

Fairways. Fairways are the stretches of water between rows of boat slips Pa~iC narina co0/o[7o[erll
that lead from the slips to the channel. Fairways should be 1.5 times wider than
the length of the longest slip. However, if the current runs parallel to the slip and Ouctalbw
even briefly may exceed 2 to 3 knots, the fairway should be made twice as wide as fo r tffwq
the longest slip served by the fairway.
Lad
Turning Areas. Turning areas should be provided wherever significant tran-
sient traffic must make turning maneuvers, such as around the fueling pier.
Another situation where turning is necessary is in long, angled fairways. At the
angle, the fairway should be wider by layout of the walkways, shorter slips adjacent t
to the turn, or both. Double-screw powerboats and sailboats need less room to
turn. Where these boat types predominate, the turning area can be as narrow as 2 n dd
times the length of the longest boat frequenting the area. If there is either a high
proportion of single-screw boats or frequent onshore winds, this ratio should be 2.5
to 2.75. Limited available space will influence the ratio at the lower end. Concern
over lost revenues and wave generation over wide stretches of open water within
the marina will govern design at the upper end of these guidelines.

Piqurt- lb ['oat 6lip width d qcendi on Boat Slips. Boat slips provide in-water storage ,of boats when they are not
Ooat Ie.rlqtm and typ7e being used and during trip preparations. Most commonly, slips are adjacent to
of Fiet r walkways in one of various arrangements (see diagrams), although circumstances
3_ - may require that boats be moored in clusters reachable only by dinghy. When a
mritic' boat is berthed in a slip, all four corners of the boat should be tied to the pier
floatlr fie( structure or pilings unless fewer ties are clearly sufficient. Freestanding spring
piles and fender piles can be used to help restrain moored boats from moving in the
water. Slips should be oriented at right angles to the direction of short wavelength
waves in the marina basin and at right angles to the adjacent main walkway. Slips
of the same size should be arranged symmetrically on each side of the walkway.
'�-~ Larger slips for deeper-draft boats should be placed nearer to the channel, and
smaller slips, closer to shore. The width of the slip is related to the boat width, to
the tidal fluctuation, and to whether or not floating piers are used.
III I I I I I
Io W .5 40 ~O tO m t
ftt levh (ke) Mixed-use marinas should provide separate berthing areas for commercial and
5ow,,,~, ~tcd~rorr~ r~1I�-recreational craft. Slips for rental boats should be placed near charter boats, the
harbor entrance, and the rental office. Sailboats should be berthed in slips that
open to leeward of prevailing winds.

Water depth at low tide should accommodate the moored boats assigned to
riqgurc i7 mOorin9 ar'rrnqe_7xner the slips. With soft bottoms, allowing additional depth will decrease bottom mixing
from prop wash and the unpleasant turbid water that results.

Walkways. Walkways give pedestrians access across water to moored boats
I___ and can carry services such as electricity and fresh water to boatside. The main
walkway leads from the shore to finger piers (catwalks) and tee walkways at its
offshore end. Main and tee walkways should be a minimum of 6 feet wide. If
motor traffic on them is anticipated, 8 feet is the minimum. Even wider walkways
may be needed if large amounts of nonuser pedestrian traffic are anticipated.
However, walkways should be kept narrow: each unnecessary square foot of
walkway will cost the marina operator $2.25/year (1979) in unrealized income. It is
better to spend money making narrow walkways sturdier than making wide
walkways. Walkways less than 200 feet long should be straight; those longer than
300 feet should have an angle introduced about halfway to reduce the apparent
length. Walkway layout, integrated with pedestrian ways on shore, should provide
the user with ever-changing views. However, curved walkways should be avoided
because they are more expensive to build and maintain, are conducive to boat
damage, and waste valuable water area.

rigure- 1~. garnp F-igure 20. fixed wal~way

wlnred nt fx aka
Metal waring Ut ac

p~~~~~~~:-a elock"

WAI WIAY M~TACt1AcLf- cfi o tgr

dcck eehI

r~~~~en~~~~~cr ~ ~ ~~~~I. -. 5~~~~~~~~ourcz

OjOr4 Kidf~ Arxchor pi en

Caerec: Aatl,5

Fiu re. I. f ie covcr7 Finger piers, which join the main walkway at right angles, run alongside the
boat slips to provide access to people boarding the boats. Finger piers can be short
or eliminated altogether if stern-to mooring is used, because many boats can be
attca ar O F boarded near the back or over the stern. In this case, wider slips are needed to
f covetr~ iallow for more difficult maneuvering during berthing. Usually, though, bow-to
mooring is used, and this requires a finger pier that runs the full length of the slip.
Bow-to mooring allows easier docking, has greater user acceptance, and results in
<~~~~~~~ > J fewer accidents due to carelessness.

7-Ado ~~ ~The most common use of finger piers is to have one pier provide access to
two boats, one on either side of the pier, although a more convenient but more
expensive arrangement would allow one finger pier for each boat. Double-wide
slips give greater mooring flexibility and save water space, and therefore are more
cost-effective. However, this arrangement is more damage-prone, as boats are
;cow~~ ~difficult to protect from each other. Double-wide slips should not be used for
boats longer than 35 feet due to the possibility of costly damage. Finger piers
under 15 feet long can be as narrow as 2 feet, but longer ones should be at least 3
feet wide.
fiqure zz. wood preservativc for
rmirine envioflrI'eat' Walkways can be floating or fixed. Fixed walkways are commonly used in
areas with a tidal fluctuation of 4 feet or less and floating ones, when the tide
M"MATlvr- Papog- varies 7 feet or more. Floating walkways are made buoyant by a variety of
constructions: polystyrene floats, precast concrete tubs, and fiberglass poly-
~~crco~ote_ N, reOW~rdethylene shells, filled or unfilled with polystyrene.
Crcopof~ F~- pr�our~ pgtrcrt an,
a~Yfnll/ett of ail p'lt� ut~4 }1
meharlt~ wl"th Floating walkways are secured to piles by a hole or extension to the pier that
PcntachIormfthenoIl _____Wupv P rallows them to ride up and down on the piles as the tide changes. Detachable
Ytroftimr and finger piers are fastened to the walkways where needed. Floating walkways
timr Prouctl where
neaniri d pmintailiy connect to the shore by a ramp that pivots from the shore and rolls back and forth
a w M, , 1V on the walkway as the tide fluctuates.
Coprr Maptmflett edmer "nr W&c
timber ~erwe Wooden piles and other wooden members constantly or intermittently exposed
il reurea to sea water must be chemically treated under pressure to prevent attack by
COrazndzncta~f 9r ps-u w rt~ya~ termites, marine borers, and fungus. Creosote-treated wood is the most resistant
bovc_.de .inel to decay but is objectionable where people and boats can come in contact with it.
FaintalhYrf arerule
w"henl 1Wooden battens are often used to cover creosote-treated piles in areas they can be
touched.
ourcc:C6ney~1b1.

Pile-supported structures can be severely damaged by ice action, as ice grips rigurc 2_9. Puejirq dodk arrafqacnrt
the piles and lifts them from their positions when water levels increase. There are
few easy solutions to this problem. Piles can be coated with heavy grease at the
freeze line. Another very effective solution is to create a bubble curtain around
pile structures by means of submerged perforated tubing and an air compressor.
The bubbles lift warmer water from below to prevent the surface from freezing. Ort r
Offshore structures can be protected from ice flows and ice grating action by areA
strategically placed ice breakers and sheet-metal sheathing around piles.

Onshore Facilities

Marina office. The administrative center of the marina should have a good e1tnk/
view of the whole marina and be located near both water and road approaches. It
should contain the manager's office, staff space and information center and 0.(- r
restrooms. A map of the marina, showing slip assignments, should be on display.
The marina office can include public telephones, a boat sales office with adjacent
outdoor display area, a boat accessory shop, and other shops in or near the same ri
structure. A boat launching ramp should be located nearby for use by boat sales
people. A dock is also necessary near the office so that new clients or transients
approaching by boat have easy access to information and marina services.

Fueling dock. Fuel supply for both boats based at the marina and transient
craft can be offered for sale at a fueling dock within the marina. The fueling dock iqurc 21. FUCI docJ for iotb
should be located near the entrance to the marina and should be isolated from 170f'i and a'vZ
other harbor structures and boat slips, both for fire control reasons and to reduce
the impact of fuel odors on marina users. The fuel pumps can be at the end of a
pier structure or on shore, where they can serve both boats and cars. The fueling
dock should be located a short walk away from the marina office. If this is not
possible, a small enclosed shelter should be built as part of the fueling station. In
larger marinas, two fueling docks can be considered: one close to the marina
office for periods of low activity and one more remote, with shelter, continuously
manned during holidays and weekends. The area selected for the fuel dock must be
accessible to fuel delivery trucks. Two hundred feet of unobstructed pier is
recommended for fueling docks. 1r

Other services such as an ice dispenser, fresh water supply, sewage holding
tank, and lubricating oil, sewage holding tank, recharge chemicals, and bottled gas

1~qrC 22. ollu ramp sales areas can be located on the fueling dock. A sewage pumpout station and solid
waste receptacle could also be part of this service complex.

Parking. Convenient parking must be provided to marina users. For every
boat slip there should be 0.6-0.8 parking spaces. No parking space should be more
than 500-600 feet from the head of the pier served. For reasons of appearance and
safety, the main parking area should be set back from the waterfront. Additional
parking for other marina facilities should be provided and segregated by purpose:

o cars with trailers
o club visitors
o marina office
o boat sales
Figure 2.6. ForK lif-r o marina-compatible development (restaurant, shops, museum, etc.).

Parking areas should be landscaped and screened if possible, particularly car/trailer
parking areas. They can be arranged close enough to each other so that spillover
parking is convenient. Parking areas can be used for onshore storage of boats
during the off-season if access routes from boat retrieval facilities are provided.
Parking areas for boat trailers should be laid out to minimize backing maneuvers.

Boat Launching and Retrieval. Some form of boat launching and retrieval
facility isfound in every marina.,I marinas serving small craft, a ramp from land
or a dock with idlers or winch into the water by which trailered boats can be
~~~~~ ~~~launched and retrieved may be adequate. However, if a large marina is planned
and includes berths for large craft, a more mechanized boat-handling system may
be called for. Before a decision is made concerning the boat-handling equipment to
F~igure 27: HOW-t be used, a careful analysis of the range of purposes and boat sizes served should be
done. A major influence on the decision concerning boat-handling systems will be
plans to provide off-season dry storage for the boats of marina clients. Boat-
Overhed Yewhandling equipment for large craft may eventually be needed, but often such an
investment cannot be justified until the marina has proven itself. In this case,
provision should be made in design and construction for foundation work that
U-1 ~ ~~~~ anticipates the installation of this equipment.

Whatever the boat-handling system selected, the launching/retrieval site
should be in water deep enough to accommodate the largest boat expected to use
uw""% ~~~~~~~it. The site should be accessible to vehicles transporting water craft and should

include adequate maneuvering area: a minimum paved width of 35 feet is FiqgUrc 2?. Oat Storaqc,
recommended. Table 14 lists the boat-handling equipment commonly used at
marinas.

Boat Storage. Recent trends toward dry storage of boats are due to two
necessities: one, to increase the number of boats served by a marina that has no
more room for additional in-water moorings; and two, to extend the season for the c
marina by allowing boats to remain at the site throughout the year. An efficient
boat-handling system provides service for owners who want their land-stored boats
launched and retrieved without undue delay. Boats larger than 18 feet are usually [ )
stored year-round in the water unless the marina is equipped with heavy-duty boat
retrieval machinery. Most marinas in New Jersey remove boats from the water in
winter unless they are equipped with a bubbler or a water pump system that
prevents freezing by constantly mixing the water column. Bubbler systems
selected should be resistant to animal damage to tubing.

Land storage can be open or covered. Off-season boat storage can make
effective use of car parking lots. Covered storage is a more expensive proposition
and is only suitable for motorboats and sailboats with stepped masts. Covered
storage can be either at ground level or stacked with a fork lift, hoist, or gantry. figure Z9. inplC p ainted ticrn:r
Covered storage is usually not economical for boats less than 15 feet. However, )toraqe ractc
some off-season storage provision should be made for smaller boats, because many
of their owners will eventually purchase larger craft. Boat storage areas should
have good paved surface access to the boat launching/retrieval area.

Boat Repair. As part of its service to patrons, particularly motorboat
owners, a marina may establish a boat repair facility. Such a facility should be
connected to the service entrance and be located near the edge of the marina,
away from the clubhouse and moorings, if possible.

It may or may not have access to open water independent of the usual
launching and retrieval areas. It need not be on the water's edge; if not, it should
have road access to the boat launching/retrieval areas by whatever boat convey-
ance system is used. However, in marinas serving larger boats, economies may
dictate that boat launching and retrieval equipment be shared by the boat repair *ource AAie,l9775
shop and the remainder of the marina.

'de.. H. Poar-handling r-fruIfmpnI-

1TYV WOATIZf-TYPf- L-OCATIOt4/Wf-Ai~ VA1IL - PU4 CO MMI1-;T~

LhurYJ~ romv',Any Wa~cr' M4e- varlahIe. Rampq czrn W viex1 Pytraileri or dolliCo or tj hand
ji~elipwvy; w% hllelFal, wnt-ei or ulley; can Pc f xC4

Winchel M nY Water's edqe. Iratlerf or cradle- U9cd in conjunction wiih a r~amp-, ~imiple anid
Ineixpenjilc to operate.
(entries Niy Wazterl-, C~e- ~ Ilnqi under crift ft, hoi~te from waferan placed oh~ trailer or
linLk4 directly 10 oierhead rail 'to Ifto'aje,
and repoart area
U1 I w~~ allqepRam~td VrLlae. -rad le- v) tt rail I Winch uled to pall I Ocat fromn waferi low Visual
Kai~~~~wa ~Vda whecl5 Frof] le.
fI'atfform am ny Vertical at COadl on fuitapIe for doee wafer with ~teq p ank~ ani
lift water'l 9 p r Wjulihea Wnl~j war -rranjqferred in trailer
Any edqe ~~~~~~~~~~~~~or dolly
Hojjfj 11-70 ftot Wh~rver pFed 91ir' under tAotorized wheeled Moilt tr-add Vle wet dock,
largi-t1 #urxce lo Wick, crpt iftl Wtqt from waler, then dr)ve5 Im
enough tlnio
Cronel 0i to0 Zb wIi~thin r~AdIU9of plnqo under Crane- can ~e fjied or moL'l;,l
M I ex~can arm rf
ftorK llftq t by-x NW~ or Mmo~e Mi forkvif h. -ift mechaNi5I can bc mounlrx3 inib P'ulkhead;
%Al Mved f urface-Miul art fpxin9 mo~ie l~ an rroe paat'ja~xuihdn lnd
~~ay~~ ~~urface ~~~prticularly uoefio wifh 5iacd~ 5ftaaqoe-
'Mitr~ad Arty Anywhere an paves lraile~r wiiti Operateq on a rami> witth 1,10 ~Iope-
'I'Mi lerl futfame cradle,

5ovrcc;O Ia-fei 'rmAde i

Clubhouse. The clubhouse has the potential to become the social heart of a
marina. It may turn a profit on its own if it is well received by the community of
marina users. It should be located on the waterfront, fairly close by foot to both
parking areas and boat moorings. If possible, the main views of water from inside
the clubhouse and from its roof decks and terraces should be oriented to avoid
glare from the sun. There should be a dock near the clubhouse, with connecting
walkway, for unloading passengers and equipment from boats. Similarly, there
should be an unloading area next to the clubhouse for automobile passengers and
their equipment. The clubhouse can be close to marina-compatible development
such as hotels, shops, and apartments, but it should be remote from noise sources.
It should have a user entrance separate from the entrance used by service and staff
vehicles.

The basic clubhouse has a clubroom and washrooms with showers, lockers, and
dressing areas. Other features that can be included in a clubhouse are a bar, snack
bar or restaurant, boat gear store, kitchen, library, committee rooms, and various
indoor sporting areas such as tennis, volleyball, or badminton courts, swimming
pool, game rooms, and exercise rooms. The marina office could also be located in
the clubhouse. Committee rooms in the clubhouse or elsewhere on the marina
grounds can form an excellent community focus that will inevitably bring attention
and publicity to the marina' These rooms can be made available to boaters for
organization meetings and courses on water safety, and to the larger community at
a nomninal fee for various social and civic functions. Marina operators can actively
maintain community use of the clubhouse by sponsoring activities that draw people
to the marina throughout the year.

Clubhouses in private marinas generally have 20-50 square feet of floor space
per boat slip; municipal marinas have 10-30 square feet per slip. Men's locker
rooms should have a toilet, urinal, sink, and shower for every 80-100 boat slips. On
the same basis, womens' locker rooms should have two toilets and one sink and
shower.

Circulation. Generally, land access to and circulation within the marina is
first divided on a functional basis. For the most part, the social and service areas
of a marina should be separated, each having its own entrance but having
interconnections where function or interest provides a reason. Marina patrons and
owners enter from the main road by one entrance, and service vehicles by another.

Parking areas for boat trailers should have reasonably direct access f rom
boat launching areas. However, apart f rom access to the launching area and to
passenger and gear unloading areas near pier heads, motor traff ic should be kept
back from the water's edge for practical, safety, and aesthetic reasons. The patron
access road should lead directly to the club, parking areas, and boat launching
areas. Parking areas should be functionally sized and located--club, boat launching
area, shops, marina office, etc. Large car-parking areas should be broken up and
screened by plantings, and by variations in level and materials used at edges to
avoid the visual monotony of large, barren surfaces. Grassed areas or gravel
surfaces can be specified for boat trailer parking: boat trailers do not need a
paved parking surface. Road design should take into account the circulation
patterns and parking facilities needed by patrons arriving by automobile (with or
without trailer), public transport, motorcycle, or bicycle. Drivers of the latter two
vehicle classes will tend to ride right up to the destination and secure the cycle to
whatever is handy, so providing close-by parking for them will reduce clutter at
building entrances.

Pedestrian paths should be segregated from motorways with as few crossings
as possible. They should also provide the pedestrian with changing and interesting
vistas.

Environmental Protection. The guidelines for facilities provided above for
marina design are primarily for functional and aesthetic purposes. Protection of
the natural environment has not been considered due to the impossibility of
anticipating in each instance the particular environmental conditions that may be
encountered. A more rational basis on which to discuss the environmental impacts
of marinas is to focus on the various activities of marina construction and
operation that can cause environmental degradation. Table 15 presents eleven
possible impacts and the activities that can lead to these impacts (NOAA, 1976).

Environmental impacts from marina operations can usually be reduced to-an
acceptable level or eliminated altogether by good management. This includes clear
rules for marina patrons to follow concerning sewage and solid waste disposal, boat
speed limits in the marina, and well-maintained repair areas. Well-established
techniques to reduce runoff from contaminated surfaces and to trap or filter water
pollutants in this runoff should be part of the overall marina design:

52j

)V~?~ . marina envircnmental 'irp&f miarrix

*~~~~~

Clt

FACILITY CMPMro* ~ 2

That Faitl"
Frfand dobk * S

Launc-hinq ramp,
PulKhncl * *

Marine nainvc
eumpout t-ioltie 0

fork]nq iof tar~l 0 0 0
Pry Ifordqe arma

~1fwm 5eve~routfabI
Pepter tan9NO0

9miI difpostsI0 0 00 0 0 0
A~t, mpar and rrarienariza=95 0
-V All fafility com~orrntj art~ n rrc5alify 'involved in cah rylrrlm.
rw All 'impct'j 6r not ne~-jqrily pr-oduccd * each rfprira..
*I Mpad" ma'! tr_ f.'ner pL-,j-jfjfOr nrqatlve.
1*1 M'tcatp a putcritlatly j~iqn'Kcant m~latiori~hi betWaan itr- facility cony'ontnand cm a QlegI-
aur-i ceitWe wnrvtructlon or operation. Mr- wmpomnrt, may tm eictiet-a ~u1reor cauv.

5ourcc U~. P~partmerit of COMrnerc,-,jqib

o minimize impervious surfaces; use various types of porous pavement
where feasible
o separate "clean" surface water runoff from contaminated surface water
runoff
o direct contaminated surface water runoff to vegetated areas for infiltra-
tion
o avoid direct discharge of contaminated runoff in surface waters; use
retention basins
o if runoff is discharged directly, introduce to well-flushed waters.

For the offshore environmental impacts associated with marina development,
there are guidelines that can be applied to many situations. Overall, the marina
developer should be concerned with maintenance of the biological productivity of
the site. To this end, the following guidelines apply to many marina situations
(Giannio and Wang, 1971):

o design the marina for high flushing rates to promote water circulation,
which cycles nutrients and prevents stagnant conditions from developing

o use dredged spoil to establish new productive marshes elsewhere

o provide contact areas within the marina so that fouling communities, an
organic food source, can prosper

o control water quality so that estuarine species can thrive in the marina.

In order to minimize dredging, bottom topography should be studied so that
the moorings of small boats can be placed in naturally shallow water and those of
larger boats, in deeper water. The marina should never be deeper than its
entrance: deep areas of stiller water that will trap sediments and require frequent
maintenance dredging should be avoided. The natural water circulation patterns
should be maintained to the extent possible. Floating breakwaters should be used
whenever possible: they are cheaper than solid ones and interfere very little with
natural currents. Marsh -edges should not be bulkheaded. Low, sloping riprap
should be used instead of vertical walls when possible because slopes provide
greater surface for productive fouling communities as well as absorbing wave
energy to reduce moored boat movement. Access roads to piers should be mounted

54 4

on pilings instead of solid fill to reduce the impact on marshes and water
circulation.

To reduce the turbidity resulting from dredging, silt screens and bubble
curtains can be used in calm water. They are not effective in rough water,
however. Spoil must be disposed of at state-designated or approved sites. If
agency approval is given, dredged spoil could be used to create an artificial marsh.

Boat speed limits should be set and enforced to reduce the erosive action of
waves on exposed shorelines and to reduce the turbidity caused by prop wash in
shallower waters. The latter can also be minimized by assuring that the depth of
the channel is at least 2-3 feet deeper than the draft of the boats using it.

�

w
�""lu
91
; L ; :I

;:�;-k�

FURTHER READING ON MARINAS

Adie, Donald W. 1975. Marinas: A Working Guide to their Development and
Design. Cahners Books. Boston, Massachusetts. 336 pp.

Presents comprehensive overview of marina development from a brief history
of demand to marina management. Chapters analyze essential planning
considerations: site selection factors, types of development, problems
specif ic to inland situations, general design principles for onshore and
offshore facilities, engineering concerns, landscape planning, necessary public
utility services, boat-handling and storage considerations, bunkering facili-
ties, pollution control concerns, economic and legal considerations. Subject
bibliographies conclude each chapter. Aspects of materials covered are
presented for British audience.

Chamberlain, Clinton J. 1979. "The Marina: Site Requirements, Layout of
Facilities and Functions." In The Design of Facilities for Small Craft Harbors
and Marinas, Proceedings of _aconfernce sponsored by the Extension Sea
Grant Program, December 3-5, 1979. Boston, Massachusetts.

First part of the document evaluates factors necessary in choosing a marina
site, identifies the phases in the site selection process, and analyzes exterior
factors of marina selection (water access, neighborhood quality, people
access). Also illustrates feasibility analyses and evaluates environmental
considerations. Second part focuses on the layout of water areas. Recom-
mendations given for slip arrangement and sizes, walkway and fairway
dimensions and layout, use of mooring piles, and mooring design. Channels
and entrances, turning areas, and location and sizing of fueling facilities also
discussed. Concludes with a set of guidelines for the layout of shoreside
facilities.

Chaney, Charles A. 1961. Marinas: Recommendations for Design, Construction
and Maintenance. National Association of Engine and Boat Manufacture, Inc.
New~ York, N.Y. 247 pp.

Manual of construction methods and materials for marina development.
Discusses site investigation and master planning for the marina. Detailed

inf ormation presented on construction materials: timber and wood piles,
concrete, structural steel, and miscellaneous items such as wrought iron,
aluminum, rubber, and plasters. Also discusses design of bulkhead walls,
dredging considerations, pier and walk structures, and design of f loating
equipment. Describes types of boat-handling equipment. Considers of fshore
*protective measures and methods of fire prevention and protection. Presents
detailed analysis of water supply systems, sewage, stormwater and waste
disposal systems, fuel supply systems, and electrical systems. Concludes with
suggestions for ground development, building design and construction, financ-
ing and financial feasibility, maintenance and operation concerns.

Crompton, J.L., and R.E. Ditton. 1975 (September). A Feasibility, Management
and Economic Stud of Marinas on the Gulf Coast.- Texas A & M University
Sea Grant Program. TAMU-SG-76-201. College Station, Texas. 51 p.

Presents results and conclusions from a series of interviews with 29 public
and commercial marina operators along the Texas coast. Considers the
effects of restricted supply of marinas, profitability, construction co sts,
location factors, environmental controls, physical planning, management con-
straints, economic impacts, and other considerations. Identifies and explains
problems restraining marina developments during the present period of
increasing pressure for more boat-mooring facilities.

Durand, James B., and Walter MacDonald. 1981 (September). -Guidelines for a
Master Plan for Dredging in Navigable Waterways in New Jersey. Final
Report. Center for Coastal and Environment Studies, -Rutgers University.
102 p.

Develops a methodology for preferentially ranking possible dredging projects
on navigable waterways in New Jersey. A group of 101 channels is ranked for
dredging. Special case status is given to inlets, major commercial use, and
major thoroughfare channels. Standard channels ranked next in importance.
Relative importance index and relative cost index also developed. Environ-
mental aspects of dredging, dredged spoil, and aquatic and terrestrial dredged
spoil disposal areas analyzed, with recommendations given for lessening
impacts. Includes bibliography.

58/

Giannio, Steven P., and Hsiang Wang. 1971 (November). Engineering Considera-
tions for Marinas in Tidal Marshes. College of Marine Studies. University of
Delaware. Newark, Delaware. 105 p.

Describes the economic, social, and natural values of estuarine settings in
which marinas are placed, with an emphasis on coastal marshes. Brief review
of negative environmental impacts of developments in these settings. Exam-
ines problems, impacts, and potential solutions for locating marinas in a
marsh environment. Concludes with a composite marina design that would
permit a marina to be constructed in a marsh system yet retain or -even
enhance its environmental value. Design not tested.

Mitre Corporation. 1975 (May). Guidelines for the Environmental Impact
Assessment of Small Structures and Related Activitfies in Coastal Bodies of
Water. For the U.S. Army Corps of Engineers, New York District. The
Mitre Corporation. McLean, Virginia. MTR-69 16.

Presents information to assist in the identification and analysis of impacts
related to permit applications for riprap, bulkheads, groins, mooring piles,
dolphins and ramps, dredging, outfalls, submerged lines and pipes, and aerial
crossings. For each of the above headings there is a detailed definition,
description of main uses, analysis of construction methods, and hypothetical
composite case study describing typical impacts. Tables and information
permit analysis of magnitudes based on the size of the project. Detailed
description of environmental factors precedes the impact assessment seg-
ments. Several useful appendices on erosion, runoff, water and air quality,
and navigation.

Nixon, S.W., C.A. Ovaitt, and S.L. Northby. 1975. Ecology of Small Boat Marinas.
University of Rhode Island Sea Grant Program. Marine Technical Report
Series No. .5. Kingston, Rhode Island. 20 p.

Compares basic environmental parameters (nutrients, productivity, biotic
diversity, etc.) of two similar neighboring coves in a New England estuary.
One is developed into a marina and the other is left in a natural marsh
condition. Analyzing the results, the report concludes marinas can be
compatible with the productivity of natural coastal environments. Recom-
mends the encouragement of fouling communities at marinas.

OTHER MARINA REFERENCES

Anonymous. 1976 (January). "The Boating Business." 1975. In Boating Industry
Magazine. January 1976. Cahners Publishing Co. New York, New York.

Boating Almanac Company. 1982. The Boating Almanac, volume 3. Severna Park,
Maryland.

Boating Industry Association and U.S. Environmental Protection Agency. 1972.
Analysis of Pollution from Marine Engines and Effects on Environment.
Summary Report. Chicago, Illinois. 62 p.

Boating Industry Association. 1973. Information Kit Pleasure Craft Noise Control.
Collection of articles. Chicago, Illinois.

Bowerman, Frank R., and Kenneth Y. Chen. 1971 (December). Marina Del Rey: A
Study of Environmental Variables in a Semi-Enclosed Coastal Water. Univer-
sity of Southern California Sea Grant Program. Sea Grant Publication No.
USC-SG-4-71. Los Angeles, California. 59 p.

Boyd, M.D., et al. 1972 (November). Disposal of Dredge Spoil Problem Identifica-
tion and Assessment and Research Program Development. U.S. Army
Engineer Waterways Experiment Station. Technical Report H-72-8. Vicks-
burg, Mississippi. 121 p.

Brandsma, M.G., Jiin-Jen Lee, and F.R. Bowerman. 1973 (June). Marina Del Rey:
Computer Simulation of Pollutant Transport in a Semi-Enclosed Water Body.
University of Southern California. Sea Grant Publication No. USC-SG-1-73.
Los Angeles, California. 113 p.

Camp, Coleen M. 1978. The Supply and Demand for Small Boats and Associated
Services in Northeastern New Jersey. Masters thesis, Stevens Institute of
Technology.

Chaney, Charles A. 1961. Marinas: Recommendations for Design, Construction
and Maintenance. National Association of Engine and Boat Manufacturers,
Inc. Chicago, Illinois.

Clark, John. 1974 (March). Coastal Ecosystems. Ecological Considerations for
Management of the Coastal Zone. The Conservation Foundation. Washing-
ton, D.C. 178 p.

Dunham, James W., and Arnold Finn. 1974 (December). Small Craft Harbors:
Design Construction and Operation. Special Report No. 2. U.S. Army Corps
of Engineers. Coastal Engineering Research Center. Fort Belvoir, Virginia.
375 p.

Figley, W. 1980. An Inventory of Boating and the Boating Industry in New Jersey.
New Jersey Department of Environmental Protection--Division of Fish, Game
and Wildlife.

Florida Coastal Coordinating Council. 1971. Florida Coastal Zone Management
Atlas. State of Florida. Department of Natural Resources. Bureau of
C--oastal Zone Planning. Tallahassee, Florida.

Florida Coastal Coordinating Council. 1971 (December). Coastal Zone Manage-
ment in Florida - 1971. State of Florida. Department of Natural Resources.
Tallahassee, Florida.

Florida Coastal Coordinating Council. 1973 (April). Recommendations for
Development Activities in Florida's Coastal Zone. State of Florida. Depart-
ment of Natural Resources. Tallahassee, Florida. 20 p.

Florida Coastal Coordinating Council. 1974 (July). Florida Keys Coastal Zone
Management Study. State of Florida. Department of Natural Resources.
Tallahassee, Florida.

Florida Coastal Coordinating Council. 1975 (March). Coastal Zone Management in
Florida - 1974. Newsletter. Volume V, Number 5. State of Florida.
Department of Natural Resources. Tallahassee, Florida. 4 p.

Johnson, L.E., and W.V. Mcguinness. 1975 (January). Guidelines for Material
Placement in Marsh Creation. Draft Final Report. Center for the Environ-
ment and Man, Inc. CEM Report 4165-519. Hartford, Connecticut.

Keeley, J.W., and R.M. Engler. 1974 (March). Discussion of Regulatory Criteria
for Ocean Disposal of Dredged Materials: Elutriate Test Rationale and
Implementation Guidelines. U.S. Army Engineers Waterways Experimental
Station. Miscellaneous Paper D-74-14. Vicksburg, Mississippi. 13 p.

Kowalski, T., Editor. 1974. 1974 Floating Breakwaters Conference Papers.
University of Rhode Island Sea Grant Program Marine Technical Report
Series No. 24. Kingston, Rhode Island. 304 p.

Marcelius, K.L., G.M. Dawes, and G.M. Silberhorn. 1973 (April). Local Manage-
ment of Wetlands--Environmental Considerations. Virginia Institute of
Marine Sciences. Special Report No. 35. Glouster Point, Virginia.

McCoy, M.P., and Carla Walecka. 1975 (August). Marina Del Rey Subregional
Plan. University of Southern California. Sea Grant Program. Sea Grant
Pu-blication No. USC-SG-A53-75. Los Angeles, California. 112 p.

New Jersey Department of Environmental Protection. 1977. Statewide Compre-
hensive Outdoor Recreation Plan. 378 p.

New Jersey Division of Coastal Resources. 1982 (April). Coastal Resource and
Development Policies (N.J.A.C. 7:7E-1.1 et seq.).

New Jersey Division of Travel and Tourism. 1980. Your 1980's Marinas & Boat
Basins Guide. Trenton, New Jersey. 24 p.

Noden, Richard, and Thomas Brown. 1975 (September). The New York Commer-
cial Marina and Boatyard Industry. 1972. State University of New York Sea
Grant Institute. NYSSGP-RS-75-020 and Cornell University. Ithaca, New
York. 92 p.

Outboard Boating Club of America. Facilities Files...Small Boat Launching Ramps,
Piers and Dockage, Marinas, Public Access. (A collection of reprints).
Chicago, Illinois.

Boating Facilities. Volume Number 6. February 1964. 29 p.
Boating Facilities. Volume Number 8. March 1967. 33 p.
Boating Facilities. Volume Number 10. May 1970. 33 p.
Boating Facilities. Volume Number 11. June 1973. 29 p.

Outboard Boating Club of America. N.d. Launching Ramps and Piers. Outboard
Boating Club of America. Chicago, Illinois.

Rood, M.V., and Robert Warren. 1974 (January). The Urban Marina: Managing and
Developing Marina Del Rey. University of S3ouithern California. Sea Grant
Program. Sea Grant Publication No. USC-SG-5-74. Los Angeles, California.
124 p.

Ruedisilli, L.C. 1974 (August). Annotated Bibliography of the Effects of Water on
the Design and Management of Lake and River Marinas. University of
Wisconsin Sea Grant Program. Sea Grant Advisory Report No. 7. Madison,
Wisconsin. 65 p.

Schultz, G.P., M.P. McCoy, and K.J. O'Brien. 1972. Marina Del Rey Study Working
Paper IB: The Development of the Marina. University of Southern California
Sea Grant Program. Sea Grant Publication No. USC-SG-5-72. Los Angeles,
California. 114 p.

Tinari, F.D. 1980. The New Jersey Recreational Boater: A Pilot Study. Division
Report No. 10, Seton Hall University, South Orange, New Jersey.

U.S. Army Corps of Engineers. 1971 (August). Shore Protection Guidelines. A
Part of the National Shoreline Study. Washington, D.C. 59 p.

U.S. Army Corps of Engineers. 1973. Shore Protection Manual. Volumes I, II, and
III. Washington, D.C.

U.S. Department of Commerce. 1976 (August). Coastal Facility Guidelines.
National Oceanic and Atmospheric Administration. Washington, D.C.

U.S. Department of the Interior. 1969 (November). The National Estuarine
Pollution Study. Volumes I, II, and III. Water Pollution Control Adminis-
tration. Washington, D.C.

U.S. Senate Committee on Interior and Insular Affairs. 1974 (September). The
Recreation Imperative: A Draft of the Nationwide Outdoor Recreation Plan
Prepared by, the Department of the Interior. U.S. Government Printing
Office. G.P.O. No. 38-67-0. Washington, D.C. 389 p.

WAPORA, Inc. 1979 (September). The Estuarine Study. Volume I. New Jersey
Department of Environmental Protection, Division of Coastal Resources.
Trenton, New Jersey. 383 p. and appendices.

Wulfsberg, Rolf, and Darryl A. Long. 1974 (October). Recreational Boating in the
Continental United States. U.S. Coast Guard. Washington, D.C.

Zarling, 3.P. 1974 (November). Ice Engineering in Small Craft Marinas: An
Annotated Bibliography. University of Wisconsin Sea Grant Program. Sea
Grant Advisory Report No. 8. Madison, Wisconsin. 124 p.

APPENDIX A. PUBLIC FUNDING SOURCES FOR NEW OR
EXPANDING MARINAS

Despite a reduction in Federal recreation grant programs beginning in
Federal Fiscal Year 1982 (starting October 1, 1981), there are two programs that
may aid the development of new private or municipal marinas.

1.Green Acres Program

Purpose: Green Acres grants may be used for the acquisition and
development of lands and waters for public outdoor recreational pur-
poses.

Restriction: Available only to municipalities or counties. Lands
acquired or facilities constructed with Green Acres funds must be open
to the general public. Marina slips must not be leased for periods of
more than three years, and a fair and equitable lottery system must be
used to allocate new leases. Publicly owned marinas may be operated by
a private concessionaire selected by competitive bid. Applications for
Green Acres grants for marina construction are reviewed by the Marine
Trades Association to ensure that the demand for marina facilities
cannot be met by the private sector before public funds are spent on a
marina.

Type of Assistance: Grants covering 50 percent of project costs,
including engineering and construction.

Authorization: Green Acres and Recreational Opportunities Bond Refer-
endum of 1978 and subsequent appropriations bills.

Funds Available: $200 million; of which half are reserved for urban
recreational facilities. Approximately $53,000,000 has been appropri-
ated as of September 198 1.

A-i

Application Procedure: Apply to:

Green Acres Program
Department of Environmental Protection
CN-404
Trenton, New Jersey 08625

The first step in the application process is submission of a Program
Participation Interest Form listing the marina and any other projects for
which a local government intends to seek Green Acres funds. Program
Participation Interest Forms are due March 31 of each year and
complete applications are due by March 31 of the following year.
Funding decisions are made between April I and June 30 for funding to
occur in the following fiscal year (July I to June 30).

2. Urban Development Action Grants
Purpose: To stimulate private development in distressed cities and
counties.
Restriction: Application must be submitted by municipalities or counties
that are classified as distressed based upon recent socioeconomic data.
Type of Assistance: Funds are available for low-interest loans for
private development, and aid to municipalities to acquire land for
commercial development. Eligible activities include:
1) acquisition, rehabilitation, and construction of commercial, indus-
trial, and residential buildings,
2) construction of parking facilities, public utilities, street imp rove-
ments, water and sewer facilities, foundations and platforms for air
rights, and pedestrian malls and walkways,
3) demolition and clearance, and

4) relocation.

A-2/

In the case of marina construction, a municipality could use UDAG funds
to acquire waterfront property and then secure a UDAG low-interest
loan to allow a private concern to develop a marina.

Authorization: Title I of the Housing and Community Development Act
of 1974, Public Law 93-383, 42 U.S.C. 5301-5317, as amended by Title I
of the Housing and Community Development Act of 1977, Section 110,
Public Law 93-128, 42 U.S.C. 5304.

Funds Available: Total amount available in Federal FY 1982 is $500
million, and it appears that this program will continue.

Application Procedure: For more information contact:

U.S. Department of Housing and Urban Development
Gateway No. I
Newark, New Jersey 07102
201-645-2600

Dredging of navigable waterways in the state is a responsibility of both NJDEP's
Bureau of Coastal Engineering and the U.S. Army Corps of Engineers. The Corps
has Congressional authorization for the maintenance of 37 of New Jersey's most
important channels, while the Bureau of Coastal Engineering is responsible for the
maintenance of over 300 channels comprising over 500 miles of waterways.

For further information about Corps dredging activities north of the
Manasquan River, contact:

Chief, Navigation Branch
U.S. Army Corps of Engineers
New York District
26 Federal Plaza
New York, NY 10007 (212) 264-0164

Concerning Corps dredging activity in the Delaware River area or along the
Atlantic Coast from the Manasquan River southward, contact:

A-3

Chief, Navigation Branch
U.S. Army Corps of Engineers
Philadelphia District
Customs House
Second and Chestnut Streets
Philadelphia, PA 19106

Concerning the dredging of state channels, contact:

Mr. Bernard Moore, Chief
Bureau of Coastal Engineering
Division of Coastal Resources
Department of Environmental Protection
1433 Hooper Avenue
Toms River, Ng 08753
(201) 341-3986

A-4j

APPENDI1X B. PERMITS AND APPROVALS REQUIRED FOR
MARINA CONSTRUCTION

This appendix presents a discussion of the permits and approvals that may be
required for marina construction in New Jersey. It explains the coastal permits
programs administered by the Division of Coastal Resources, tideland conveyances,
and other state and federal permits that regulate activities on the waterfront.
Addresses and phone numbers of the government offices that provide information
or review permit applications are also listed. This appendix is based in part on the
New Jersey Coastal Development Handbook (NJDEP, Division of Coastal -Re-
sources, 1982).

Do I Need a Permit?

The Three Coastal Permits

The New Jersey Coastal Management Program is based on the regulatory
activity of NJDEP's Division of Coastal Resources under the Waterfront Develop-
ment Law, the Wetlands Act, the Coastal Area Facility Review Act (CAFRA), and
its stewardship activity under the Tidelands statutes. The three corresponding
coastal permits are:

I. Waterfront Development Permit
2. Wetlands Permit
3. CAFRA Permit

To determine if you will need to obtain one or more of these coastal permits
or a Tidelands conveyance from the Division of Coastal Resources before com-
mencing a development project, ask yourself the following questions:

I. Is any portion of the proposed project situated within tidally influenced
wetlands in one (or more) of the following counties: Atlantic, Burlington,
Camden, Cape May, Cumberland, Gloucester, Mercer, Middlesex, Mon-
mouth, Ocean or Salem?

If you answered yes, then you will need a Wetlands Permit, unless the site has not
been delineated as a wetlands by NJDEP. Wetlands delineation maps are available

B-I

f rom the Division's Bureau of Coastal Planning and Development in Trenton and
from the clerk of each coastal county.

2. Is your project within, or bordering upon, a tidal waterway?

3. Is your project situated within one of the following counties: Bergen,
Burlington, Camden, Essex, Gloucester, Hudson, Mercer, -Middlesex, Pas-
saic, Salem, Somerset or Union,

AND

within 100 feet of the existing mean high water line of a tidal water body,
within 500 feet of a tidal water body with no paved public road,-.railroad,
or property line between the project site and the water body, or between
100 and 500 feet of a tidal water body but waterward of the first paved
road, railroad, or property line?

If you answered yes to 2 or 3 then you probably need to obtain a Waterfront
Development Permit, unless your project is limited to the repair, replacement, or
renovation of a legal waterfront structure associated with a residence or with
recreational boating.

4. Is your project located in the Coastal Area as defined by the Coastal Area
Facility Review Act (Figure B-I)?

5. Does your project involve the construction of 25 or more dwelling units?

6. Does your project involve the construction of 1,200 or more linear feet of
roadway or pipeline designed for transport of petroleum, natural gas, or
sewage in a single municipality during one year?

7. Does your project involve the construction of 300 or more parking spaces
for motor vehicles?

If you answered yes to 4, and to either 5, 6, or 7, you probably need to obtain a
Coastal Area Facility Review Act (CAFRA) Permit.

B-2

rlgu re 'P-1. Thc. Co085ta Area. a'5 4c~f 'n e t7Y Me-b C,041tD Pt re Fa3cby I fY VicW Ac

s A of~~~~~~~L

L~~~~~~~~~~~~~~~~~~EPATENT OF

8. Is your project situated on lands that are now or have formerly been flowed
by the mean high tide?

If your answer is yes, you may need to obtain a grant, lease, or license f rom the
Tidelands Resource Council before a coastal permit can be issued.

The Bureau of Coastal Enforcement and Field Services has the authority to
determine if you will need to obtain a coastal permit and the Bureau of Tidelands
has the authority to determine the need for a grant, lease or license. You should
write or call these Bureaus if you are not sure whether you need to obtain a permit
or tidelands conveyance.

The Division of Coastal Resources is responsible for holding preapplication
conferences and accepting and reviewing applications for the permits. Table B-I
indicates the addresses and phone numbers of the Bureau in the Division where you
can write or phone to obtain further information on coastal permits. Contacts for
information on tidelands, the Coastal Management Program in general, and
Division publications on the coastal zone are also given in this table.

Exemptions

You may request an exemption from the requirement to obtain a Waterfront
Development Permit if the proposed facility is in an upland area and on-site
construction or site preparation began on or before September 26, 1980.

Activities requiring a Wetlands Type A Permit that were in progress at the
time that a wetlands area was designated may be exempt from the requirement to
obtain a Wetlands Permit. Activities requiring a Type B Permit, however, must
obtain a Wetlands Permit.

The Division, by administrative rule, is no longer accepting requests for
exemptions from the CAFRA permit requirement.

If you believe that a proposed facility is exempt from a coastal permit due to
prior on-site construction, you should request in writing a determination of
exemption from the Division's Bureau of Coastal Enforcement and Field Services
(See table B-I).

B-4/

1a PIe -1. How i-o oiftan more inf~ormation and a3~jqtanfce, on co&?tai Permits jn Netw )cr-~ey

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B-5

Other State and Federal Permits

Many proposed development activities will require the issuance of a permit
from Divisions in N3DEP other than Coastal Resources, or from state agencies
other than N3DEP, or from a federal agency.

The Planning Group in NJDEP Room 803, Labor & Industry Building, Trenton
((609) 292-2662) coordinates the review of major development proposals likely to
require more than one NJDEP-administered permit, of applications circulated
through the A-95 procedure (a discussion of the A-95 procedure occurs later), and
of state agency projects costing more than one million dollars. This coordinated
review helps speed the permit review process and ensures the application of
consistent policies.

The Office of Business Advocacy, in the Department of Commerce, CN 380,
Trenton, NJ 08625 ((609) 292-0701) helps developers determine which state permits
they need. A list of state and federal permits commonly needed for coastal
development follows:

B-6

STATE AGENCY PERMIT

DEPARTMENT OF ENVIRONMENTAL PROTECTION

Division of Environmental Quality
CN 027 Air Pollution Permits for inciner-
Trenton, NJ 08625 ators in dwellings with 7 or more
(609) 984-3032 (Air Pollution units.
Permit)
(609) 292-0417 (Solid Waste Permit for the excavation or reuse
Registration) of a sanitary landfill.

Division of Water Resources
Bureau of Floodplain Management Stream Encroachment Permits for
1474 Prospect Street any construction within the
CN 029 100-year floodplain of any stream.
Trenton, NJ 08625
(609) 292-2402

Municipal Waste Management Sewerage Extension Permits for
1474 Prospect Street municipalities and developments.
CN 029
Trenton, NJ
(609) 984-4429

Permits Administration Permits for point source discharge
1474 Prospect Street of pollutants into waterways under
CN 029 the New Jersey Pollutant Dis-
Trenton, NJ 08625 charge Elimination System
(609) 292-5262 (NJPDES).

Water Allocation Office Permits for well drilling, purchas-
1474 Prospect Street ing water, diverting a water
CN 029 supply, diverting subsurface or
Trenton, NJ 08625 percolating waters, and water
(609) 984-6831 (well drilling) lowering.
(609) 292-2957 (water diversion)

B-7

FEDERAL AGENCY PERM__

DEPARTMENT OF DEFENSE

Army Corps of Engineers Permits for the dredging or
For activities north of the filling of any wetlands or water
Manasquan River: body under Section 404 of the
Clean Water Act.
New York District Engineer
26 Federal Plaza ' Permits for dredging, stream
New York, NY 10007 channelization, excavation, filling
(212) 264-0182 or any other work affecting a navi-
gable water body under Section 9
10 of the Rivers and Harbor Act of
1899.

For activities in the Delaware
River Basin, or along the
Atlantic Coast from the Manasquan
River southward:

Philadelphia District Engineer
Custom House
2nd and Chestnut Streets
Philadelphia, PA 19106
(215) 597-4723

B-8

Permit Coordination

For activities on or along the Delaware River, the Philadelphia Urban
Waterfront Action Group (UWAG) provides assistance in permit application coordi-
nation. For information and assistance, contact:

Mr. Ronald Petrof sky
Philadelphia Port Corporation
1020 Public Ledger Building
6th & Chestnut Streets
Philadelphia, PA 19106
(215) 928-9100

Federal Consistency

If your development project requires a federal permit or is federally funded,
and is in or affects New Jersey's coastal zone, you will also need to obtain a
federal consistency certification from the Division of Coastal Resources. This is a
requirement of the federal Coastal Zone Management Act and can be satisfied by
receipt of a coastal permit from the Division.

A-95 Review

If you apply for f unding or mortgage insurance under a federal program, you
must comply with the state A-95 review procedure. The New Jersey State
Clearinghouse in the Department of Community Affairs is responsible for ensuring
that all applications are reviewed by the relevant agencies of New Jersey state
government. Other levels of governmental review are performed through a
network of areawide clearinghouses.

You must submit to the State Clearinghouse the following information:

1. A completed application for Federal assistance summary (Standard Form
424);

2. A budget breakdown;

3. A location map; and

B-9

4. A statement of goals and objectives.

The address of the State Clearinghouse is:

A-95 Review
Division of State and Regional Planning
Department of Community Affairs
329 West State Stret
Trenton, NJ 08625
(609) 292-2963

How Do I Apply?

Waterfront Development Law (N.3.S.A. 12:5-3)

The procedure for applying for a Waterfront Development Permit is similar
to that for applying for a CAFRA permit, although there are fewer informational
and no EIS requirements. For a major project, you are encouraged to request a
preapplication conference prior to applying for a Waterfront Development permit.
To apply, you must submit the following items:

I. A completed application form (a sample DEP Form CP-1 is included at
the back of this appendix);

2. An application fee, determined by the 90-Day Construction Permit
Regulations;

3. Sixteen copies of a development plan (including one reproducible transpar-
ency); and

4. At least two recent color photographs of the site.

The development plan must show the following:

1. The lot;

2. All existing waterfront structures on the lot and immediately adjacent
lots;

B-10

3. Distances and dimensions of areas, structures and lots, including wetlands
delineation and mean high water line, upland property, roads and utility
lines;

4. The proposed work outlined in red;

5. The general site location of the development (photoreduced USGS 7Y2'
quadrangle);

6. The scale of the survey or map, and a north point;

7. The name of the person who prepared the plan (state law requires that the
plans be prepared by a professional engineer);

8. The name of the applicant;

9. The lot and block number; and

IO. Evidence that the applicant has obtained the right to use or occupy the
tidelands.

To simplify the permit process, the Division of Coastal Resources has issued
a General Permit under the Waterfront Development Law for minor new construc-
tion in man-made tidal lagoons. The General Permit does not apply to activities
that involve dredging or filling. If you are applying for a project covered by the
General Permit, you only need to submit six copies of the development plan and no
reproducible copy.

The fee for a Waterfront Development Permit for new construction is one
percent of the construction cost or a minimum of $100. The fee for a Waterfront
Development Permit for minor maintenance and/or repair is one percent of the
construction cost or a minimum of $25. The maximum fee is $10,000.

Under a 1981 amendment to the Waterfront Development Law, a permit is no
longer required for the valid repair, replacement, or renovation of waterf ront
structures associated with a residence or with recreational boating. Substantially
new construction or reconstruction will, in most cases, still require a permit. All

final determinations on whether a permit is required are made by the Division's
Bureau of Coastal Enforcement and Field Services.

After receiving the application, the Division of Coastal Resources has 20
working days to review it for completeness. At this time, the Division may request
additional information to complete the application. You will receive notice within
1.5 days of receipt of additional information if the application is complete for
filing. Once the application is accepted as complete for filing, the Division must
make a permit decision within 90 days. General Permits are processed in far less
time than the mandatory 90 days. If a decision is not made within 90 days, your
application is automatically approved.

A public hearing is not required for Waterfront Development Permit applica-
tions, but may be scheduled if the Division feels there is sufficient public interest
to justify a hearing.

Wetlands Act (N.J.S.A. 13:9A-1 et seq.)

Before you apply for a permit to conduct a regulated activity on coastal
wetlands, you are encouraged to request a preapplication conference. If you need a
Wetlands Permit, you must next determine whether you need a Type A or a Type B
permit. Type A permits are required for minor projects, including excavation of
small boat mooring slips, maintenance or repair of bridges, roads or highways, and
construction of piers, catwalks, docks, landings, and observation decks. The permit
requirement does not pertain to emergency repairs'necessitated by a natural
disaster or sudden and unexpected mechanical, electrical, or structural failure.
Type B permits are required for the installation of utilities, excavation for boat
channels and mooring basins, construction of impoundments and sea walls, water
diversion, and the use of pesticides.

For both Type A and Type B permits, you must submit the following:

1. A completed application form (DEP Form CP- 1);

2. A plan of the proposed project;

3. A map showing the proposed structures and boundaries of the project
area;

B- 12

4. A list of the names and addresses of adjacent property owners; and

5. Evidence that the applicant has obtained the right to use or occupy
tidelands; and

6. An application fee, determined by the 90-Day Construction Permit
Regulations. The fee for a Type A Permit is 1/2 of one percent of the
construction cost or a minimum of $100. The fee for a Type B Permit is
1/2 of one percent of the construction cost or a minimum of $300.

If you are applying for a Type B permit, you must also submit an Environ-
mental Impact Statement and notify the U.S. Army Corps of Engineers and the
local County Planning Board of your intent to file an application by sending them a
copy of the CP-lI Form.

After receiving the application, the Division has 20 days to review it for
completeness. During this time, the Division may request additional information"
If additional information is submitted, you will receive notice within 15 days or
receipt whether the application is now complete for filing. Once the application is
accepted as complete for filing, the Division has 90 days in which to make a permit
decision. If a decision is not made within 90 days, your application is automatically
approved.

A public hearing is not required for Wetlands Permit applications, but may be
scheduled if the Division feels that public interest justifies a hearing.

Figure B-2 is a flow chart of the Waterfront Development and Wetlands
Permits application process.

Coastal Area Facility Review Act (CAFRA) (N.J.S.A. 13:19-1 et seq.)

If you are planning a development project that requires a CAFRA Permit, you
are encouraged to request a preapplication conference with the Division of Coastal
Resources before seeking municipal approval of your project. The purpose of the
optional preapplication conference is to inform you of the Dvso's application
procedures, policies, and guidelines. The Division will also discuss your proposal's
apparent strengths and weaknesses relative to the coastal policies, but cannot

B- 13

Figure. -2. W1elandi and waterfront development' permit application proce-e,9

REOUEST ADDITIONAL
ADDITIONAL -- INFORMATION
INFORMATION RECEIVED

APPLICATION L OR
STILL DEFICIENT

OPTIONAL DEP APPLICATION OPTIONAL DECISION
PRE - APPLICATION - RECEIVE COMPLETE FOR ' O PUBLIC
CONFERENCE APPLICATION 20 WORKING DAYS MAXIMUM REVIEW HEARING

t
RETURN
PUBLIC COMMENTS CATION | 90 DAYS MAXIMUM
WITHIN FIVE DAYS
U1IACCEPTABLE
OF DEP
BULLETIN NOTICE. FOR FILING

NOTE
A WATERFRONT DEVELOPMENT PERMIT APPLICATION
IS NOT DECLARED COMPLETE FOR REVIEW WITHOUT
A LAWFUL RIPARIAN OCCUPATIONAL OR USE
INSTRUMENT SUCH AS A RIPARIAN GRANT, LEASE,
OR LICENSE.

INDICATES THAT THE TIMETABLE IS
SET BY THE APPLICANT.

B-14

commit itself to approving or rejecting it until the complete application is
reviewed.

The preapplication conference can save you time and money by advising you
at an early stage whether the proposal is likely to be approved and what
modifications may be necessary to obtain permit approval.

You should present a conceptual proposal for the facility at the pre-
application conference, including the following:

I. A short written description of the site and proposed facility;

2. The number and uses of proposed structures; and

3. Maps indicating the site's location and rough internal plan of development.

If you decide to file an application after attending the preapplication
conference, you must notify the County Planning Board that you intend to apply to
the Division for a permit. Your application must include the following:

1. A completed application form (DEP Form CP-l);

2. An application fee, determined according to the 90-Day Construction
Permit Regulations ($1,000 plus $10 per dwelling unit for residential
facilities, $1,500 plus $10 per acre to be developed for nonresidential and
mixed use facilities, maximum fee $10,000); and

3. Twenty copies of an Environmental Impact Statement (EIS), which will be
discussed later.

Within 30 days of receiving your application, NJDEP will notify you in writing
if the application is complete for filing. If it is incomplete, the specific
deficiencies will be noted. Within 15 days following the receipt of additional
information to correct deficiencies, you will be notified if the application is
complete or if further information is needed. An application will not be considered
to be filed until it has been declared complete.

B-15

After the application has been declared complete, NJDEP will prepare a staff
preliminary analysis of the proposed facility. You will receive a copy of the
preliminary analysis before the required public hearing.

A public hearing will be held within 60 days of declaring the application
complete for filing. The purpose of the public hearing is to give the applicant and
interested parties the opportunity to present orally and in writing their positions
concerning the proposed facility, as well as any data developed in relation to the
proposed facility. The public hearing will be held within the coastal area and, if
possible, within the municipality where the facility is proposed.

At the public hearing, or within 1.5 days after the public hearing, the review
officer may request that you submit additional information necessary for the
complete review of the application.

The final decision on the application will be made within 60 days of the public
hearing or, if additional information has been requested, within 90 days of receipt
of the additional information. If NJDEP fails to act within this time, the 90-Day
Construction Permit Law (N.M..A. 13:1D-1 et seq.) requires that the application
will be deemed to be approved, provided that the application does not violate other
statutes or regulations in effect.

Figure B-3 is a flow chart of the CAFRA permit application process.

Tidelands Statutes

There are three kinds of tidelands instruments: grants, leases, and licenses.
A grant conveys f ull ownership to the applicant. A lease conveys use of the
property for a fixed number of years and is usually issued for projects involving
solid fill (such as a bulkhead). A license also allows use of the property for a fixed
number of years (usually 10 or less) and is the type of instrument most commonly
used for residential docks and piers.

If you need to obtain a Tidelands grant, lease, or license, you must apply to
the Tidelands Resource Council. The Tidelands Resource Council is a twelve-
member citizen panel that meets twice monthly in Trenton. Its. principal statutory
functions are to review and approve applications for tidelands grants, leases, and
commercial dredging licenses. Prior to submitting an application, you are

B- 16

iurc -7. CAFRp 'ermit arication proce� -flow cr-rt

Application Additional
Deficient; Information
Additional � Received;
Information Application
Requested Amended

|Application|_
Still I 15 DAYS MAX.
Deficient

Pre-Application DEP Application Public Preliminary
Conference -3 Receives O ' Complete Hearing -Analysis Public
(Optional) Application | S MAX. for Filing Scheduled Releasedring

I
60 DAYS MAX.
15
DAYS
MAX.
Decision _60 DAYS MAX. (FromPublicHearingDate) Automatic
Complete
For Review

T 90 1DAYS MAX. |Application. Application
90 DAYS MAX. Complete ORl
For Review Deficient

Additional Additional
Information Information
Received Requested

B-17

encouraged to request a preapplication conference with the Division of Coastal
Resources, Bureau of Tidelands, which serves as staff to the Council. The Bureau
of Tidelands uses two different application forms that vary only slightly, one for
licenses and one for grants and leases.

You must submit the following items with your application:

1. A current survey, prepared by a licensed surveyor, showing the applicant's
upland property and the boundaries of the tidelands area applied for, the
location of the mean high water line, the depth of the waterway at mean
low water, the names of adjoining property owners, and a diagram of
proposed or existing structures within the applied-for area; and

2. A certif icate of title signed by an attorney at law or representative of a
title company demonstrating evidence that you own the upland property,
or have the permission of the upland owner to apply for the conveyance.
(State law gives the upland owner first right to apply.)

A $25 fee is required for an application for a Tidelands grant only. There is no fee
for a Tidelands lease or license application.

At the time you submit a Tidelands application, you must also submit an
application for a Waterfront Development permit to the Division's Bureau of
Coastal Project Review. Your Tidelands application will not be considered
complete until this is done. When the application has been determined complete
for review, it will be scheduled for discussion by the Tidelands Resource Council.
The Council's real estate appraiser will evaluate the property, and this evaluation
will be considered by the Council in making its decision. This value represents the
annual rental in the case of a lease or license, or the full value of the property in
the case of a grant. If your application involves legalizing an existing structure,
the value may include back rental for past use. If the Council votes to approve the
application, it will certify the decision at the next meeting when it approves the
minutes of the previous meeting. The Commissioner of NJDEP then receives the
minutes for approval or disapproval.

B-I8

Multiple Permit Projects

If your project requires several coastal permits, you must submit a separate
CP-1 application for each one, with the information requirements for each. If you
need to apply for both a CAFRA and a Type B Wetlands Permit, you may prepare
one E-15 to submit with both applications. If both CAFRA and Wetlands Type A or
Waterfront Development Permits are required, the second application will not be
considered complete for review until the CAFRA application is complete for
review. In this way, the Division will make a single decision on multiple-permit
projects.

Environmental Impact Statement Requirements

When you submit your application for a CAFRA or a Type B Wetlands Permit,
you must also submit an Environmental Impact Statement. An EIS is not required
for applications for Type A Wetlands permits, Waterfront Development Permits,
and Tidelands conveyances.

A preapplication conference is a good way to begin preparation of an EIS.
Often attending a preapplication conference can reduce the amount of information
you need to supply, because you receive guidance from a project review officer.
The Division already has some site-specific information that you need not repeat in
an EIS.

All EIS's should use the Coastal Resource and Development Policies as an
outline. Within the ETS, you should locate and map the various location types as
identified in the Location Policies, and describe in a detailed and factual manner
how the proposal complies with the Location Policies. If you are applying for a
Type B Wetlands Permit, the Location Policies with which you will be principally
concerned are those dealing with Wetlands (N.J.S.A. 7:7E-3.26 and 3.27). You
should compare the various uses proposed with the Use Policies, and describe in a
detailed and factual manner how the use complies with these Policies. Finally, you
should identify the coastal resources that will be affected by the proposed project,
and describe in a detailed and factual manner the resulting effects and the means.
of compliance with the Resource Policies.

1. An EIS for a CAFRA permit must contain information needed to evaluate
the effects of a proposed project on the environment of the coastal area.

B- 19

The statement should include:

a. An inventory of existing environmental conditions at the project site
and in the surrounding region, which shall describe air quality, water
quality, water supply, hydrology, geology, soils, topography, vegeta-
tion, wildlife, aquatic organisms, ecology, demography, land use,
aesthetics, history, and archeology.

b. A project description that shall specify what is to be done and how it
is to be done, during construction and operation;

c. A listing of all licenses, permits, or other approvals as required by law
and the status of each;

d. An assessment of the probable impacts of the project upon all topics
described in (a);

e. A listing of adverse environmental impacts that cannot be avoided;

f. Steps to be taken to minimize adverse environmental impacts during
construction and operation, both at the project site and in the
surrounding region;

g. Alternatives to all or any part of the project, with reasons for their
acceptability or unacceptability; and

h. A reference list of pertinent published information relating to the
project, the project site, and surrounding region (N.J.A.C. 7:7D-2.4).

2. An EIS for a Type B Wetlands Permit should describe and analyze all
possible direct and indirect effects of the proposed activity on the site
itself as well as on adjacent and noncontiguous areas. The EIS shall refer
particularly to the effedt of the project on public safety, health and
welfare, the protection of public and private property, the public trust in
submerged lands and wildlife and marine fisheries, the protection, preser-
vation, and enhancement of the natural environment, and the preservation
of the ecological balance of the wetlands. It shall relate ecological and
physical characteristics of the proposed activity site to local vegetation,

B-20

birds, mammals, tidal circulation, hydrology, meteorology, geology, soils,
land use, recreation, and history and, in addition, it shall describe and
analyze:

a. The reasons that structures cannot be located on lands other than
wetlands;

b. Temporary and permanent physical changes that would be caused by
the proposed activity and the impact of these changes on the activity
area and immediate environs;

c. Alternatives to the proposed action that would reduce or avoid
environmental damage;

d. All measures to be taken during and after the completion of the
proposed activity to reduce detrimental on-site and off-site effects;
and

e. Adverse environmental impacts that cannot be avoided.

B-21I

Jtalt of WNtI 3ureY 9. Have any other aDnlications for this site/oroiect been submitted, or
DEPARTMENT OF ENVIRONMENTAL PROTECTION have any state permits been issued for this project? (if yes, indicate status and project number below.)

STANDARD APPLICATION FORM (CP # 1) No ......................Yes ................... Decision .......................
CONSTRUCTION RELATED PERMITS
PERMIT TYPE STATUS PROJECT #
READ REQUIREMENTS
PLEASE TYPE OR PRINT 9. Purchase Water.
PLEASE TYPE OR PRINT ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~9.1. Purchase Water ..................................................................
Diversion:
1, Applicant/Owner Telephone ( ) 9.2. - Water Supply for Potable Use.
9.3. - Surface Water for Private Use ......
Permanent Legal Address 9.4. - Subsurface/Percolating Water for Private Use ..........

Municipality State Zip Code 9.5, Well Drilling
Municipality State . . Z i p Code ~~~~~~~~~~~~~~~~~~~~~~~~~9.5. Well Drilling ......................................................................
9.6. Water Lowering (Specify: Temporary/Permanentl.
2. Location of Work: Street/Road 9.7. Water Works (Construct/Modify/Operate) ........................
9.8. Physical Connection Between An Approved
Lot No. Block No. Water Supply and a Non-Approved Supply..
9.9. Water Quality Certification. ...............
Municipality ~~~~~County
~Municipality County ~9.10. Dam (Construct/Repair) ....................................................

3. If applicable, Name of: 9.11. Stream Encroachment.
3. I f a p p l i c a b l e , N a m e of: ~~~~~~~~~~~~~~~~~~~~~~~~9.11. Stream Encroachment .......................................................
Realty Improvements:
Engineer/Surveyor/Driller (Specify) 9.12. - 50 or More Realty Improvements
9.13. - In Critical Areas .......................................................
New Jersey License No. 9.14. - Schools, Hospitals, Nursing Homes, etc. (Specify)....
Name of Firm, if employee Treatment Works Approval:
Name of Firm, if employee
9.15. - Industrial Wastewater Treatment Plant... . .....
Address County 9:16. - Domestic Wastewater Treatment Plant .....................
9.17. - Sewer Extensions ...................................................
Municipality State Zip Code 9.18. - Exemption from Sewer B an ..........
9.19. CAFRA............................................................................
~~~~~~~~~~~~~Telephone (1~ )1~ ~9.20. Waterfront Development (Riparian)
�4. This is an application for Permit9.1Welns
4. This is an application for Permit 9.21. Wetlands.............................................................................
(Name of permit, certification, approval or exemption. See Item 9. Next Page.) 9.22. Air Quality Permits (Specify) ............................................
9.23. Solid Waste Permits (Specify) ............................................
9.24. Delaware and Raritan Canal Commission "Approval"
5. Fee is attached (if applicable)l. 9.25. Other State Agencies' Permits ..................................
5, Fee is attached (if applicable). 5
9.26. Local Permits..........................................
(Provi'e explanation of how fee was calculated. Read Requirements Section of Standard Appplicationbooklet) 9.27 Federal Permits.
9.27. Federal Permits ............................................................
~~~~~6. Estimated construction cost of project: ~10. Brief Description of the Proposed Project and Intended Use:
6.Estimated construction cost of project:

a. $ total cost of the project.
b. $S portion for which this permit is requested.

7. I have included certifications of any public notifications. Yes . No

8. If applicable:

a. Source of Water Supply
b. For Treatment at (Water Treatment Plant)
c. rStream, Waterway, Pond or L ake nII11. I hereby certify that the information furnished on this application (and the attachments) is true. I
d. WastewaterTreatmentFacility am aware that false swearing is a crime in this State and subject to prosecution.
d.Wastewater Treatment Facility

FOLLOW INSTRUCTIONS CAREFULLY Date Signature of Applicant
6/80 READ REQUIREMENTS SECTION

B-22

ENDORSEMENTS

SOME PERMIT APPLICA TIONS REQUIRE SPECIFIC ENDORSEMENTS OF OWNERS, AGENTS,
MUNICIPALITIES, ETC. ENDORSEMENTS MAY BE REQUIRED FOR YOUR PERMIT. VERIFY THE C. ENDORSEMENT BY APPLICANT AND/OR MUNICIPALITY. AUTHORITY. ETC.
NEED FOR ENDORSEMENTS IN THE "REQUIREMENTS" SECTION OF THE STANDARD APPLI- I
CATION FORM CP # DBOOKLETOR WITH THEAPPROPRIATE DEP AGENCY. 1. In accordance with the applicable provisions of Title 58 of New Jersey Statutes, application is
hereby made by:

A. OWNER'S CERTIFICATIONS *
(Municipality, public agency, utility company, industry or individual who will be the eventual owner and operator
I hereby certify that of said facility when completed.)
(PROPERTY OWNER'S NAME}
The applicant agrees that the works will be properly constructed and operated in accordance
is the owner of the property upon which the proposed work is to be done. (Indicate if the work is to be with the engineering plans and specifications, as approved, and the conditions under which
done within an easement.) This endorsement is certification that the owner grants permission for the approval is granted by the State Department of Environmental Protection.
conduct of the proposed activity.
2. Cite Authorization to sign application and date of Authorization
Certify whether any part of the entire project (i.e. pipeline, roadway, cable, transmission line, etc.) will
be located within property belonging to the State of New Jersey (Yes , No )Signed

Type: Name and Date

Position
Type: Name of Owner and Date
Address, if different from Item *# 3. Endorsed by Sewerage Authority
(Not necessary if applicant is owner of the Treatment Works.)
Signed
Not required for Signature of Owner
Sewer System Application
Type: Name and Date

Position
B. APPLICANT'S AGENT

I, the applicant (name)
authorize to act as my agent/representative in all matters pertaining to my application the following person:
D. STATEMENT OF PREPARER OF PLANS. SPECIFICATIONS AND ENGINEER'S REPORT
Name Phone

Address County
I hereby certify that the engineering plans, specifications and engineer's report applicable to this
Municipality State Zip Code project comply with the current rules and regulations of the State Department of Environmental
Protection with exceptions as noted.

Agent's Certification
Signature of Applicant
Sworn before me Professional Engineer's
this day of Embossed Seal Signature of Engineer
19 I agree to serve as agent for the above-named applicant
Type: Name and Date

Notary Public Signature of Agent Position, Name of Firm

B-23

Photo credits:

Cover, p. 24, p. 56 (upper right and left): New Jersey Dept. of Environmental Protection, Division of Coastal Resources;
Facing p. 1, p. 12, p. 56 (lower): Rogers, Golden & Halpern, InC.