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Photograph taken on completion. Concrete was only 50mm thick incorrectly placed steel acting as dampcourse. After photo shows the new work with mm slab supported by piers. Boat ramps Boat ramps for launching and retrieving recreational trailer boats like any waterfront structure require specialised knowledge to ensure they will stand up to the rigours of hydraulic pressure, boat wake, tidal movements and flood. Council approval of foreshore structures is required for all boat ramp constructions.
Sand Leeching Boat Private Boat Ramp Construction 20 ramp collapse are a common occurrence. Boat Ramp Voids Loss of sand has created voids under existing ramp. Ramp Undermining Undermining of existing boat ramp complete works show new concrete walls and ramp. This section provides information about the movement and management of heavy vehicles in WA. Contact Details Freight contacts.
Skip to navigation. Back to Department Homepage. Boating facilities. Find out about boating and marine facilities available in Western Australia, including moorings, pens and boat launching ramps. Information about jetty licences, commercial leasing opportunities. Coastal erosion and stability. Read more about: Coastal erosion and stability Find out about our Western Australian coastal erosion and stability studies.
Coastal planning and development. Read more about: Coastal planning and development Find out about coastal infrastructure planning and development in Western Australia. Grants marine. Boat ramps. Read more about: Boat ramps Find out where you can launch your boat in Western Australia. Jetty licences.
Read more about: Jetty licences Find out how to apply for, renew, transfer, modify or cancel a jetty licence in Western Australia. Ferry licences. Leasing opportunities. Though piers can be made of materials other than wood, only wood will be discussed here. Remember that a design that uses standard lengths of lumber will be more economical.
Piers can be either floating or fixed. Our experience with floating docks is that they are hard to keep in place unless pilings are provided along the sides for the pier to ride up and down.
Metal barrels should not be used for flotation. Plastic encapsulated foam floats are a good choice when flotation is needed. Note: This sounds good but is not practical, in clay or silt soils it will also result in an unstable piling. Ice damage must be considered on all ramps in Virginia. Ice flowing in rivers and on tides can be especially destructive.
If moving ice is expected, the strength of materials must be greater and the design strengthened. Piers can damage boats, and boats can damage piers. All bolt heads and nails that might come in contact with boats should be recessed. Rubrails might be needed to prevent boats from catching under the pier. The safety of the boaters must be considered in the pier design. Decking should overlap the outside stringers by no more than two inches to help keep the decking from flipping up in the event it comes loose and someone steps on the end.
Many Private Boat Ramp Construction 80 boaters have taken quick trips into the water or their boats from stepping on loose boards when the decking significantly overlapped the outside stringer. Where the water surface will fluctuate significantly, ladders should be installed to assist boaters in boarding boats during periods of low water levels. One accessory that is nice on a pier is a curb. The curb provides a good hand hold while climbing in and out of boats, is an excellent place to tie a boat to the pier, and serves as a kickplate to help keep equipment from being knocked off the pier.
If cleats are still desirable, they can be placed on top of a curb to reduce the possibility of someone tripping over them. There exist a number of ways to construct a concrete boat ramp on the site.
Pre-cast concrete slabs suitable for use as a ramp are also available. The diversity narrows on methods of constructing piers, and is mostly limited to how the pilings are installed.
Although concrete can be mixed for placing pouring through water, quality control usually suffers and the final results are poor. This method is typically not allowed by permitting agencies and will not be discussed in this article.
The best way to construct the underwater section of a ramp is to cofferdam the ramp area, pump out the water, place pour and finish the ramp in the dry cast-in-place. This method provides for the best horizontal and vertical control of the slab. For low use ramps, a less expensive method Push Method is to form and pour the ramp on a thin layer of sand or crusher run, allow to cure, then push it into the water with a track machine.
If the ramp is poured on shore, it should be on approximately the same slope as your proposed underwater slope to prevent the slab from breaking on a grade change. Concrete slabs that are moved into place must be small.
A six-inch concrete Private Boat Ramp Construction Database slab 12 feet wide and 20 feet long weighs about nine 9 tons. Usually slabs longer than 20 feet are required to reach the appropriate depth. A six-inch slab 16 feet wide and 30 feet long weighs about eighteen 18 tons and can usually be pushed with a D-5 bulldozer while still maintaining reasonable control. Lifting and setting pre-cast concrete slabs on a prepared subgrade with a crane is a third method with which the DGIF has had success.
Once the pilings are driven and the cross Private Boat Ramp Construction 4g bracing and clamps are in place, pier construction requires only general carpentry skills. However, a great deal of caution should be used as well as the method used to drive the piling. Wood piling should never be used in conditions where the piling will have to be driven through solid or fractured rock or rock fill material. Pilings are classified as either friction or bearing piles.
Friction piles develop the strength they need from the friction developed between the outside surface of the piling and the surrounding soil.
Bearing piles are driven to a depth where they encounter bedrock and transfer their vertical loads directly into the bedrock. Piling lengths on the DGIF projects are usually determined by driving test piling at the site in order to select the various piling lengths based on the actual subsurface conditions encountered.
Piling length can also be determined in a laboratory by a geotechnical engineer from soil borings taken from a barge mounted auger; however, this method is expensive and should be only utilized when it is the most cost effective. The following discussion will be confined to driving piling.
There are a number of different types of hammers that can be used to drive piling. For some subsurface conditions, any type of hammer will work, but no hammer is the best for all conditions. Hammers used for timber piles may be either gravity or power type air, steam, diesel, double acting, single acting, etc.
In general a gravity hammer is quick in soft soils where a high drop of the hammer can be used. In hard soils, a short drop of a gravity hammer must be used to prevent damage to the piling; thus the driving time is increased.
Single-acting and double-acting hammers utilize steam or air and deliver more blows per minute than a gravity hammer. Vibratory hammers use low or high frequency vibrations to weaken the friction and adhesion between the soil and the piling, thus allowing the piling to penetrate the soil.
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