DFO - L brary111119 MPO - Bibliotheque
\ ("AN EVALUATION OF 40 CLASS 'D' HARBOURS OF THE NEWFOUNDLAND REGION"
Submitted to DEPARTMENT OF FISHERIES AND OCEANS SMALL CRAFT HARBOURS BRANCH
Submitted by Mr. Karl Wm. 'Hammond and Mr. Michael J. Maguire
Date Dec. II, 1985 7 9
AN EVALUATION OF 40 CLASS 'D' HARBOURS OF
THE NEWFOUNDLAND REGION
DECEMBER, 1985. SUMMARY
In August 1985, two students of the Co-operative
Engineering Program at Memorial University of Newfoundland were hired for work period employment by the Small Craft
Harbours Branch of the Federal Department of Fisheries and
Oceans in St. John's, Newfoundland. Their assigned task was to complete a harbour inspection survey that was initiated in 1983. This involved travelling to forty locations in five constituencies on the island of Newfoundland, and performing examinations of marine facilities at these locations.
From the findings of this inspection survey, and other factors mentioned in the report, the future status of each harbour could then be decided upon.
The first part of the report provides a brief history of the Small Craft Harbours Branch and explains some of its main duties and methods of administering them.
Explanations of Small Craft Harbours' traditional four-class harbour classification system and of its revision to a three-class system are also given. The tradtional system classified harbours A through D, while the revised system uses Classes A through C.
All harbours dealt with in the report are former Class
D harbours. Future decisions regarding these harbours will be of either of two types:
1. A harbour retains its Class D status.
2. A harbour is upgraded to Class C status.
Retention of Class D status means that the harbour in question would eventually be removed from Small Craft
Harbours' list of scheduled harbours. Any harbours upgraded to Class C status under this scheme would, in turn, be maintained according to harbour maintenance criteria, depending on the harbour's level of importance.
The main body of the report, contained under the heading "Results and Conclusions" focuses on presenting the findings of the inspection survey and suggests an appropriate course of action concerning each individual harbour.
Lists of those harbours that are proposed to be upgraded to Class C or to remain Class D are as follows:
A. Harbours That Should be Upgraded to Class C
Horse Islands Red Cliff
Indian Burying Place Tickle Cove
Westport Upper Amherst Cove
Black Island Mose Ambrose
Pleasantview Oderin
Pool's Island Sandyville Deer Harbour Woody Island
Pope's Harbour
B. Harbours That Should Remain Class D
Shoe Cove Bight Wadham Islands
St. Patricks Birchy Cove
Sops Island British Harbour
Williamsport Redlands
Burnt Island Tickle Bar Haven
Cape Island Bay du Nord
Deer Island Lally Cove
Cowards Island Red Cove
Flat Island Round Harbour
Greens Island Tack's Beach
Little Fogo Island Mosquito
Paul Island Reginaville
Sampson's Island TABLE OF CONTENTS
Page
Introduction 1
The Small Craft Harbours Branch 2
Facilities and Services Administered by SCH 3
The Harbour Classification System 5
Operations of the Harbour Study System 9
Revision of the Harbour Classification System 12
Completion of Harbour Surveys 13
Harbours Inspected 14
Results and Conclusions 17
Appendix I Guidelines of Accommodations
Appendix II Prediction of Tides - Sample Calculation
Appendix II Revisions to Harbour Classifications
Appendix IV Condition Rating Scale - Definitions
Appendix V Harbour Files (Inspections, Drawings, Photos) - Vol. 2
LIST OF TABLES AND FIGURES
Table I Minimum Services Offered 6
Table II Summary of Results and Findings 59
Figure I Harbour Location Chart 16 1
INTRODUCTION
In this report, the authors will comment on the
Newfoundland Region of the Small Craft Harbours Branch and its operations. As well, in aiding the Branch to complete a survey of all the harbours in the Region, 40 harbours were studied and the results are presented here.
It is hoped this report will be of use to the staff of the Branch, as well as interesting and informative. 2
THE SMALL CRAFT HARBOURS BRANCH — GENERAL
In June of 1973, the Small Craft Harbours Branch was formed within the Department of Environment to administer the needs and requirements of many fishing communities located on the Newfoundland coastline. Prior to 1973, the responsibility for the provisions and maintenance of the marine infrastructure was divided between the Department of
Public Works and the Ministry of Transport. Here, the
Ministry of Transport was responsible for management and planning, while the Department of Public Works carried out construction and programming. In March of 1979, the
Department of Fisheries and Oceans was created to control both fisheries and hydrographic operations, under which the
Small Craft Harbours responsibility fell.
The goal of the Small Craft Harbours Branch is to provide marine infrastructure which is responsive to the needs of the Newfoundland fishermen, and thereby help maintain a stable and productive fishery. Services and facilities are provided when a sufficient need is shown in order to make the industry as efficient, productive, and viable as possible. 3
FACILITIES AND SERVICES ADMINISTERED BY SMALL CRAFT HARBOURS
The types of structures administered by the Small Craft
Harbours Branch include:
(i) Wharves - These are marine structures of either
pile or crib construction, which provide mooring
berthage for transient and home port vessels, as well
as operational berthage for the loading and unloading
of fish, cargo, or gear.
(ii) Slipways and Winches - These are facilities
used for the landing of vessels onto land for storage
and/or repairs, as well as for launching purposes.
(iii) Breakwaters - These are structures designed to
protect harbours from heavy sea and ice action by
reducing significant wave height and thereby decreasing
wave agitation to an allowable level.
(iv) Sheds - These provide sheltered area for the
storage of fishing gear as well as for minor
maintenance.
(v) Community Stages - These provide working areas
for the fishermen, generally used for gutting and
salting fish, fish storage, and other tasks. 4
(vi) Approach Roadways and Parking - These are
provided so that vehicular access and storage is not a
problem.
Aside from the various marine structures administered by Small Craft Harbours, there are also many services offered to the fishermen of Newfoundland. These include:
- lighting and electrical systems
- water supplies
- fueling facilities
- fish and gear handling equipment (hoists, etc.)
- ice making and storage facilities
- bait depots
- safety and firefighting equipment
- signs and service areas
Although these services are offered in many harbours, it would not be feasible for them to be located in every harbour. Smaller communities with just a few fishing vessels would not adequately use these services to the extent of justifying the cost of installation. Thus, a harbour classification system was devised to determine which harbours should be provided with what services. 5
THE HARBOURS CLASSIFICATION SYSTEM
The harbour classification system (prior to October,
1984) was broken down as follows:
Class A
These are the major harbours of the region which display a high degree of activity. Harbours with a total berthage requirement of 700 metres and up (transient and home port vessels) in a season are included in this class.
All of the minimum guidelines in the "Guidelines of
Accommodations" (Appendix I) are to be met.
Class B
These harbours are also of major importance to the region. They are of medium activity and have basically the same infrastructure as the Class A harbours, except that fueling facilities, ice-making and storage facilities, bait sheds, gear storage and safety equipment need not be provided. Harbours with a total berthage requirement of
300-699 metres are included in this class.
Class C
These are low activity harbours existing for social and historical reasons more so than economical ones. Harbours with a berthage requirement of 100-299 metres are included in this class. These will have some of the services offered 6 in Class A harbours, however, launching facilities, water supply, fueling facilities, sanitary provisions, fire and safety equipment, signs and service areas need not be provided.
Class D
This class includes all other scheduled harbours in the region. They are relatively inactive locations, and no minimum services are offered, unless the Regional Engineer feels the need is is warranted, following a review of the local conditions and degree of activity.
The following table shows a list of the services offered in each of the classes of harbours:
TABLE I
Minimum Services Offered *
ITEM HARBOUR CLASS
A
1. General Guidelines X X X X
2. Approach Channels X X X
3. Harbour Entrance X X X
4. Depth of Water X X X
5. Allowable Agitation within Harbours X X X
6. Berth Area and Mooring Basins X X X 7
A
7. Wharf
7.1 Loads X X X
7.2 Width X X X
7.3 Elevation X X X
7.4 Deck X X X
7.5 Gangways X X X
8. Fenders X X X
9. Mooring Devices X X X
10. Ladders X X X
11. Launching Facilities
11.1 Launching Ramps & Skidways X X
11.2 Launching Ramps X X
11.3 Skidways X X
11.4 Grounding Out Platforms X X
11.5 Straddle Carriers X X
11.6 Marine Railways X X
12. Services
12.1 Lighting and Electrical Systems X X X
12.2 Water Supply X X
12.3 Fueling Facility X
12.4 Parking X X X
12.5 Sanitary Provisions X X
12.6 Fire Fighting X X
12.7 Fish Handling Equipment X X 8
A
12.8 Gear Handling Equipment X X X
12.9 Ice X X
12.10 Bait Sheds
12.11 Gear Storage Facilities
12.12 Safety equipment
12,13 Signs X X
12.14 Service Area X X
* Reproduced from Harbour Maintenance Management System -
Guidelines of Accommodations
Since October of 1984, the criteria used in the classification of harbours has been under review and changes have recently been made which will be discussed in detail later in this report. 9
OPERATIONS OF THE HARBOUR STUDY SYSTEM
The purpose of the Harbour Study System is to evaluate the degree of services existing in the various harbours of
Newfoundland, and thereby adequately supply the harbours with the facilities and services required to sustain a viable fishery.
The first step in this system is to obtain a site inspection and survey of existing facilities in the harbours being studied. The surveyors visit the site and inspect the facilities owned and operated by Small Craft Harbours and take an inventory of all facilities located in the harbour.
All pertinent dimensions are taken, and soundings are done from the sides of the wharves to determine the depth of water available for berthage. The height of the water from the top of the wharf is recorded along with the time of day so that all soundings can be referred to low normal tide through the use of tidal charts. (Refer to Appendix II for a sample calculation.) The structures and services are inspected for damage and useability, and a report is completed on their condition. The surveyors grade each facility on a scale from (1) to (5), where (1) means that the wharf is in hazardous condition and urgent action is required for safety, (3) means that the facility is in fair condition and (5) gives the structure an excellent rating. 10
Site inspections are carried out every couple of years in order to keep evaluations current and up-to-date with improvements or deterioration.
Sketches of the facilities are then done giving all pertinent dimensions, soundings, and other inforamtion such as the location of off-loading equipment and area of damage so that inforamtion required during the planning process can be taken from them. Photos are taken of the facilities and the overall area in order to give a perspective to and to supplement the information contained in the plans.
After the survey of the facilities has been completed, the next procedure is to evaluate the harbour against a standard for an acceptable level of service. This is done using the "Guidelines of Accommodations", in the completion of the "Functional Requirements to Meet the Guidelines of
Accommodations" form. This form is designed to help determine the specifications the marine facilities located in the harbour should meet. It is based on the number of vessels, transient and homeport, that frequent the harbour in a season. These figures are obtained from Statistics
Canada for the latest available year (the figures used in this report are from the 1984 fishing season) and represent numbers of vessels in each length category for each scheduled harbour in the region. 11
Using the total lengths and number of vessels that the harbour is to accommodate, the berthage requirements are then calculated. The guidelines specify the different draft requirements of the various length of vessels, and the berthage spaces have to be fitted to the wharves in accordance with the regulations. Also, when there are hoists located on the wharves, a distinction has to be made between operational berthage as well as non-operational berthage. The amount of operational berthage is usually made large enough to accommodate the largest vessel using the harbour. Using the numbers and lengths of vessels using the harbour, the amount of slipway-storage areas, and the number of gear storage sheds and parking spaces are calculated. The approach roadways are evaluated, the existing harbour protection and required breakwaters are studied, required dredging calculated, and service evaluations carried out to give the requirements necessary for the harbour to fully administer to the needs of the fishermen using the port. 12
REVISION OF THE HARBOUR CLASSIFICATION SYSTEM
The former criteria used in the classification of harbours have been changed over the past year in order to make the harbour classification system consistent across
Canada.
Class A
These harbours now have total vessel lengths (transient and home port) of 800 metres and up.
Class B
These harbours have vessel lengths of 300 to 900 metres.
Class C
These harbours have vessel lengths of 0 to 400 metres.
Class D
These harbours will be upgraded to Class C harbours or dropped from the List of scheduled harbours, where disposal action will eventually be taken.
With this new system, harbour utilization is the main criterion, but in certain cases, the amount of fish landings per harbour is considered in designating the Class (A, B, or
C), within a tolerance of 100 vessel metres for each class.
The list of revisions to the harbour classification system, as a result of the change in criteria is contained in Appendix III. 13
COMPLETION OF HARBOUR SURVEYS
In June 1983, the latest inspection survey of harbours was initiated. By August, 1985, 40 Class D harbours remained to be inspected before this review was finished.
The responsibility of completing the survey fell into the hands of the authors of this paper, and, between September and November of 1985, they travelled to these harbours by land or sea as local conditions dictated.
The findings of these examinations would then assist in determining whether each particular harbour should be upgraded to Class C status or retain its Class D status.
In light of the recent harbour classification revisions, any harbour that remained Class D would eventually be dismissed from Small Craft Harbours' responsibility; any remaining structures at these locations would then likely be removed so as not to pose a threat to safety or obstruct navigation. Harbours upgraded to Class C position would be sustained according to Harbour Maintenance
Guidelines.
The aim of this report is to present the findings of the Forty Harbour Survey and to offer suggestions concerning the future status of these harbours.
A list of the forty harbours contained in this report is given below, classified under federal constituencies. A 14 map (Fig. 1), keyed to colours for each constituency follows this, to give some idea of where each harbour is located.
HARBOURS INSPECTED
Grand Falls-White Bay-Labrador
Horse Islands 5. Sops Island Indian Burying Place (0. Westport Shoe Cove Bight 7. Williamsport
St. Patricks
Gander-Twillingate
Black Island Little Fogo Island
Burnt Island Tickle Paul Island
Cape Island Pleasantview
Coward's Island Pool's Island
Deer Island Sampsons Island
Flat Island Wadham Islands
Green's Island 15
Bonavista-Trinity-Conception
Birchy Cove Red Cliff British Harbour Redlands Deer Harbour Tickle Cove Popes Harbour Upper Amherst Cove
Burin-St. Georges
Bar Haven Red Cove
Bay du Nord Round Harbour
Lally Cove Sandyville
Mose Ambrose Tack's Beach
Oderin Woody Island
St. John's West
Mosquito Reginaville FIGURE 1 - HARBOUR LOCATION CHART 17
RESULTS AND CONCLUSIONS
In this segment of the report, each harbour is presented separately and in order depending on which constituency it is represented by.
For each harbour, a list of marine facilities is given along with the identity of the Government agency that owns it. Each structure is given a condition rating from 0 to 5 where:
0 Structure in ruins; no remains; no risk to safety
1 Structure in ruins; safety hazard
2 Structure barely useable
3 Fair shape; some repairs required immediately
4 Good shape; repairs required within 5 years
5 Brand new condition
(For a more complete definition of each, see Appendix IV.)
Following this comes a description of the inspection findings and comments concerning any inforamtion thought to be of importance with respect to the given harbour.
Any available statistics regarding the number of vessels and fishermen using the harbour, and its 1984 total fish landings are then listed.
Finally, the authors' opinions of what the future status of each harbour should be, are presented to assist in any decisions affecting these harbours. 18
The Field Inspection Report Forms for each harbour may be found in Appendix V. Where appropriate, drawings, photographs and guidelines of accommodations forms are also displayed in this appendix.
Here, then are the results and conclusions of the survey: 19
LOCATION: HORSE ISLANDS
STRUCTURE & NO. OWNERSHIP CONDITION RATING
Wharf/Breakwater SCH 2
1-1104
COMMENTS: (Refer to Drawings and Photographs in Appendix V)
Over half of the original wharf/breakwater is missing
due to ice and/or storms. Parts of the structure are still
useful, however, it is expected that one winter alone will
result in total deterioration of this facility, thus making
it a hazard to navigation and to people who may try to use
the wharf.
Although the community has been vacated for
approximately 20 years, numerous fishermen from the Green
Bay and White Bay areas have expressed concern that there be
some facility at the Horse Islands to act as a haven from
storms; many fishermen from these areas still fish in the waters near these islands, which offer the only shelter in
this area.
STATISTICS: No registered vessels, fishermen, or fish
landings.
PROPOSED ACTION: It is proposed that the existing
structure be removed when funds become available, at an
approximate cost of $20,000.
Keeping in mind the concerns of various fishermen, it
is proposed that, rather than deleting Horse Islands from 20
Small Craft Harbours' responsibility, a study should be conducted to determine the importance of having a sheltered refuge at this location. Depending on the results of such a study, the harbour could either be removed from Small Craft
Harbours' files, or an appropriately sized structure could be erected in place of the existing one. 21
LOCATION: INDIAN BURYING PLACE
STRUCTURE & NO. OWNERSHIP CONDITION RATING
Breakwater/Wharf SCH 2
1-370
COMMENTS: The wharf/breakwater is in poor condition.
Timbers in all major components of construction are either rotten or rotting. Deck is rotten in places and has dipped approximately 0.7 m on the left side as one approaches the end of the wharf. This structure will likely become hazardous within one winter. Numerous fishermen, upon being interviewed, identified Indian Burying Place as a popular haven for longliners during stormy weather.
STATISTICS: 4 vessels registered with total combined length of 20 m, 1 fisherman registered, total fish landings for
1984 registered as 3,476 kg.
PROPOSED ACTION: The amount of activity as per available statistics does not represent a need for upgrading to Class
C status. However, it is advised that this harbour be monitored to determine how many vessels use this facility as a shelter from storms, before any final decision concerning classification status is made. At any rate, the existing wharf facility does not appear to have any significant useful life. It is suggested that this structures be removed before it qualifies as a hazard to safety and navigation. 22
LOCATION: SHOE COVE BIGHT STRUCTURE & NO. OWNERSHIP CONDITION RATING
Wharf 1-835 SCH
COMMENTS: All that remains of structure are two cribs on
shore. This harbour is accessible by boat only.
STATISTICS: No registered vessels
PROPOSED ACTION: Structure is not hazardous and may be left as it is. Shoe Cove Bight should be removed from Small
Craft Harbours' responsibility. 23
LOCATION: ST. PATRICK'S STRUCTURE & NO. OWNERSHIP CONDITION RATING Wharf 1-312 SCH 2
COMMENTS: The structure is useable but is rapidly deteriorating; cribs at front end of wharf appear to be sliding over the edge of an embankment and wood throughout the construction is rotted, noticeably weakening it. This wharf will soon become both a nav"ational hazard and a general safety hazard. Wharf was used to accommodate the
Little Bay Islands ferry, but has not been used as such since the mid-1970's.
STATISTICS: No registered vessels or fishermen. No fish landings.
PROPOSED ACTION: Propose that harbour retain Class D status and that structure be removed at an approximate cost of
$20,000, when money becomes available. Approach to wharf should be barricaded to restrict wharf to pedestrians only and a notice of caution should be erected near structure. 24
LOCATION: SOP'S ISLAND
STRUCTURE & NO. OWNERSHIP CONDITION RATING
Wharf 1-422 SCH 0
COMMENTS: Wharf no longer exists. All that can be seen is part of one crib and some ballast than can be seen at low tide only; as this is in shallow water, it is not considered to be a navigational hazard.
STATISTICS: No registered vessels or fishermen. No fish landings registered.
PROPOSED ACTION: Propose that Small Craft Harbours drop responsibility of this harbour. 25
LOCATION: WESTPORT
STRUCTURE & NO. OWNERSHIP CONDITION RATING
Coastal Wharf 1-438 SCH 4
Breastwork LIP 3
COMMENTS: The wharf is in good shape (See photos)
Complete with an electric hoist and an "A" frame.
The breastwork is in fair shape as well.
STATISTICS: 27 boats registered to this harbour, with a total 1984 fish landings of 56,198 kg.
PROPOSED ACTION: This harbour should be moved to Class C and maintained at present status. 26
LOCATION: WILLIAMSPORT STRUCTURE & NO. OWNERSHIP CONDITION RATING
Wharf/SHed 1-442 SCH
COMMENTS: The only thing left of structure is some cribwork and ballast that may be seen only at low tide.
STATISTICS: 4 vessels are registered here at a total length of thirty-one metres. Fish landings at this location in
1984 are registered at 962 kg.
PROPOSED ACTION: Activity at Williamsport does not represent a serious need for new facilities. It is proposed that existing crib and ballast be dredged since it poses a theat to safe navigation, and that this harbour remain a
Class D harbour. 27
LOCATION: BLACK ISLAND
STRUCTURE & NO. OWNERSHIP CONDITION RATING
Tickle Wharf 1-190 SCH 1
Breakwater, 1-191
COMMENTS: The wharf is in very poor condition, and is a safety hazard for those attempting to use it. The breakwater not longer exists.
STATISTICS: No registered vessels or fishermen. No fish landings.
PROPOSED ACTION: Due to local interest and the good shelter provided by this harbour, it is to be upgraded to Class C and reviewed and a later date. 28
LOCATION: BURNT ISLAND TICKLE
STRUCTURE & NO. OWNERSHIP CONDITION RATING
Wharf 1-197 SCH 1
Slipway 1-198 SCH 0
COMMENTS: Slipway totally washed out. Slipway does not present safety hazard. Wharf is in an advanced stage of deterioration and is not expected to last another winter.
Wharf may be considered a hazard to safety.
STATISTICS: No registered vessels or fishermen. No fish
landings registered.
PROPOSED ACTION: Wharf should be removed at an approximate cost of $5,000 when funding becomes available. Harbour
should retain its Class D status. 29
LOCATION: CAPE ISLAND
STRUCTURE & NO. OWNERSHIP CONDITION RATING
Wharf 1-207 SCH 4
Breastwork 1-208 SCH
Slipway 1-209 SCH
Slipway 1-210 SCH
COMMENTS: All structures are gone. Absolutely no remnants and no navigational obstructions.
STATISTICS: No registered vessels or fishermen. No fish
landings registered.
PROPOSED ACTION: It is proposed that Cape Island be dropped from Small Craft Harbours' responsibility. 30
LOCATION: DEER ISLAND
STRUCTURE & NO. OWNERSHIP CONDITION RATING
Wharf 1-231 SCH 0
Slipway 1-230 SCH 0
COMMENTS: Both structures are in ruins with no parts remaining. Dispersion of material from these facilities does not seem to have caused any obstruction to navigation in the waters between Deer Island and Green's Island.
STATISTICS: No registered vessels or fishermen. No fish landings registered.
PROPOSED ACTION: Propose that Deer Island retain Class D status and be dropped from Small Craft Harbours' list of dependents. 31
LOCATION: FLAT ISLAND
STRUCTURE & NO. OWNERSHIP CONDITION RATING
Wharf 1-240 SCH
Coward's Island
Wharf 1-239 SCH
Samson's Island
COMMENTS: There is nothing left of either of these two wharves on Flat Island. Communities Vacated.
STATISTICS: No registered vessels or fishermen. No fish landings.
PROPOSED ACTION: These harbours should be dropped from
Small Craft Harbours list of scheduled harbours. 32
LOCATION: GREEN'S ISLAND STRUCTURE & NO. OWNERSHIP CONDITION RATING Wharf 1-250 SCH 2
COMMENTS: Wharf is rotting and has had severe damage by ice. Cribs are broken open and much ballast is gone. The structure is located in the tickle between Deer Island and
Green's Island where water is fairly shallow. Thus, any washed out ballast could become a problem in navigation.
STATISTICS: No registered vessels or fishermen. No fish landings registered.
PROPOSED ACTION: It is suggested that this structure be left at Class D status and that it be removed at an estimated cost of $10,000 when possible. 33
LOCATION: LITTLE FOGO ISLAND STRUCTURE & NO. OWNERSHIP CONDITION RATING Slipway 1-274 SCH 1
COMMENTS: Slipway structure still remains but is unuseable.
STATISTICS: No registered vessels or fishermen. No fish landings registered.
PROPOSED ACTION: Structure is a safety risk and should be removed when funding is available; approximate cost of removal would be about $5,000. 34
LOCATION: PAUL ISLAND
STRUCTURE & NO. OWNERSHIP CONDITION RATING
Wharf 1-292 SCH 0
Slipway SCH 0
COMMENTS: Both structures are gone; absolutely no
remnants. No navigational hazards exist.
STATISTICS: No registered vessels or fishermen. No fish
landings registered.
PROPOSED ACTION: Paul Island should be erased from Small
Craft Harbours' files. 35
LOCATION: PLEASANTVIEW STRUCTURE & NO. OWNERSHIP CONDITION RATING Wharf 1-217 SCH 4
COMMENTS: The wharf is in fair condition; the timbers in
the structure are aging, but there is no indication that they are rotting. Portions of the wheelguard, however, are rotten and should be replaced; whole wheelguard requires paint. There are no mooring rings; there are 8 mooring posts, but most vessels are tied to either ladders or the wheelguard.
STATISTICS: 8 registered vessels at a total length of 40 m and 8 full and 6 part-time fishermen. 1984 total fish landings were registered as 15,450 kg.
PROPOSED ACTION: Although, activity at Plesantview is low, this structure still has several years of useful service.
It is proposed that this harbour be reclassified Class C, low-priority. No improvements need be made to the wharf, except the repair and painting of the wheelguard, and the addition of a few mooring rings. The cost of maintaining this wharf over the course of the next several years would only be a small fraction of the cost that would be incurred in removal. 36
LOCATION: POOL'S ISLAND
STRUCTURE & NO. OWNERSHIP CONDITION RATING
Wharf 1-298 SCH 3
COMMENTS: The wharf is in fair condition, however, the construction of a gravel fill causeway has severely cramped the usefulness of this wharf.
STATISTICS: 5 small boats registered to this harbour, with a berthage requirement of 13.4 m. Also, there is a total fish landing of 6,335 kg.
PROPOSED ACTION: It is proposed this harbour be upgraded to
Class C and maintained. The possibility of an extension would be an important consideration. 37
LOCATION: SAMPSON'S ISLAND
STRUCTURE & NO. OWNERSHIP CONDITION RATING
Wharf 1-305 SCH
Breakwater 1-304 SCH
COMMENTS: Both the wharf and breakwater no longer exist in
the waters of Sampson's Island.
STATISTICS: No registered vessels or fishermen. No fish
landings registered.
PROPOSED ACTION: It is proposed this harbour be dropped
from the list of scheduled harbours. 38
LOCATION: WADHAM ISLANDS
A. OFFER WADHAM ISLAND:
STRUCTURE & NO. OWNERSHIP CONDITION RATING
Slipway (East) 1-290 SCH 0
Slipway (West) 1-291 SCH 0
B. DUCK ISLAND
Slipway 1-1305 SCH 0
COMMENTS: All slipways are in ruins and do not pose a threat to safety or navigation. Two 10 H.P. Acadia haul-up engines are at the two slipways in Offer Wadham Island, however, there is nothing of use left on them, and the engine blocks of each are cracked.
STATISTICS: No registered vessels or fishermen. No fish landings registered.
PROPOSED ACTION: The Wadham Islands may be dropped from
Small Craft Harbours' responsibility with no need of removing any structures. 39
LOCATION: BIRCHY COVE
STRUCTURE & NO. OWNERSHIP CONDITION RATING
Slipway 1-649 SCH -
Handwinch SCH 2
COMMENTS: The slipway has been totally washed out, and the hand winch is not useable.
STATISTICS: No registered vessels or fishermen. No fish landings registered.
PROPOSED ACTION: It is proposed that this harbour be dropped from the list of scheduled harbours. 40
LOCATION: BRITISH HARBOUR STRUCTURE & NO. OWNERSHIP CONDITION RATING Wharf 1-1084 SCH 1
COMMENTS: Wharf is in an advanced state of disrepair, and is dangerous to use. It may soon become a navigational obstruction.
STATISTICS: No registered vessels or fishermen. No fish landings registered.
PROPOSED ACTION: Propose that British Harbour maintain a
Class D status and that the structure be removed at earliest possible date. Approximate cost of removal would be about
$10,000. 41
LOCATION: DEER HARBOUR
STRUCTURE & NO. OWNERSHIP CONDITION RATING
Wharf 1-733 SCH 3
COMMENTS: This wharf is in fair condition. (see Photos)
This is a vacated harbour, however, fishermen still tie up to it occasionally.
STATISTICS: No registered vessels or fishermen. No fish landings registered.
PROPOSED ACTION: This harbour should be upgraded to Class C and maintained in its present status. 42
LOCATION: POPE'S HARBOUR
STRUCTURE & NO. OWNERSHIP CONDITION RATING
Wharf 1-732 SCH 0
Wharf CW (Extended in 0
1977 by C.W.)
COMMENTS: This two-finger crib and span wharf is used mainly as a recreational harbour. The two wharves are connected by a rapidly deteriorating bridge.
STATISTICS: No registered vessels or fishermen. No fish landings registered.
PROPOSED ACTION: This harbour should be upgraded to Class
C. 43
LOCATION: RED CLIFF
STRUCTURE & NO. OWNERSHIP CONDITION RATING
Wharf 1-1257 SCH
Slipway LIP
Trawl Shed P of N
Shed CW
COMMENTS: The SCH wharf is in good to fair condition. (See photo).
STATISTICS: 12 registered vessels in this region, with a total length of 87.0 m
PROPOSED ACTION: This harbour should be moved to Class C, and maintained in present status. 44
LOCATION: REDLANDS
STRUCTURE & NO. OWNERSHIP CONDITION RATING
Slipway 1-682 SCH
Handwinch SCH 2
COMMENTS: The slipway is totally washed away, and hand winch is not useable.
STATISTICS: No registered vessels or fishermen. No fish landings registered.
PROPOSED ACTION: This harbour should be dropped from Small
Craft Harbours' list of scheduled harbours. 45
LOCATION: TICKLE COVE
STRUCTURE & NO. OWNERSHIP CONDITION RATING
Wharf (Presently under LIP
reconstruction and
ownership takeover by SCH
Slipway P of N 3
Holding Shed P of N 4
Storage Area CW 4
COMMENTS: A wharf is presently being constructed at the
same site as the existing wharf, and is not due for
completion until next year.
STATISTICS: There are 18 vessels registered to this
harbour, with a total length of 128.2 m as well as a total
fish landing of 272,029 kg.
PROPOSED ACTION: This harbour should be moved to Class C
jurisdiction and maintained there. 46
LOCATION: UPPER AMHERST COVE
STRUCTURE & NO. OWNERSHIP CONDITION RATING
Slipway 1-764 SCH 3
Haul Up Engine SCH 3
Handwinch SCH 0
Wharf CCDP 5
COMMENTS: The handwinch is gone from the slipway. The haul-up engine is a 10 H.P. Acadia model and is in fair operating condition although it could stand better regular maintenance. The slipway is a concrete deck with timber runners anchored to it by steel, staple-like rods. There are some minor cracks in the concrete deck that could easily be patched up with some cement. Some timber runners are missing. The wharf is a Canada Community Development
Program structure and is not the responsibility of Small
Craft Harbours. This wharf was constructed in 1985.
STATISTICS: 3 full-time and 2 part-time fishermen and 4 vessels with a total length of about 40 m are registered here. Total fish landings of 13,357 kg were recorded for
1984.
PROPOSED ACTION: Since the CCDP wharf is a new facility, and the slipway requires little work to get it in good shape, it is proposed that Upper Amherst Cove be upgraded to a low-priority Class C harbour; low-priority implies only minimum maintenance and the concrete deck design of the slipway is a low maintenance design. 47
LOCATION: BAR HAVEN
STRUCTURE & NO. OWNERSHIP CONDITION RATING
Wharf 1-4537 SCH 0
Breakwater 1-452 SCH 0
COMMENTS: Wharf is in ruins with just some cribwork remaining on shore; this, however is not deemed to be hazardous to navigation or safety. Nothing remains of the breakwater and it too, is not considered to be dangerous.
STATISTICS: 3 full-time and 1 part-time fishermen are registred; 3 boats are registered at a total combined length of 24 m; total fish landings for 1984 was 60,902 kg.
PROPOSED ACTION: The amount of activity in this harbour is not sufficient enough to require Class C status. Suggest that Bar Haven remain Class D and be removed from Small
Craft Harbours' files. 48
LOCATION: BAY DU NORD STRUCTURE & NO. OWNERSHIP CONDITION RATING Wharf 1-454 SCH 1
COMMENTS: Remnants remain only of the wharf at Bay du Nord.
STATISTICS: No registered vessels or fishermen. No fish landings registered.
PROPOSED ACTION: This harbour should remain as Class D and eventually dropped from the list of scheduled harbours. The remnants may eventually be removed at an approximate cost of
$10,000 if it becomes a navigational hazard. 49
LOCATION: LALLY COVE
STRUCTURE & NO. OWNERSHIP CONDITION RATING
Slipway 1-523 SCH 1
Slipway CCDP 5
COMMENTS: The Small Craft Harbours slipway located in this harbour is washed out, and only broken timbers and posts remain. The CCDP slipway is fairly new and in good condition.
STATISTICS: Although there are no vessels registered to this harbour, local fishermen use the port in the summer months which accounts for the presence of the new slipway.
PROPOSED ACTION: It is proposed that this harbour remain as
Class D, and the Small Craft Harbours structure removed at an approximate cost of $5,000 when funding becomes available. 50
LOCATION: MOSE AMBROSE
STRUCTURE & NO. OWNERSHIP CONDITION RATING
Wharf 1-540 SCH 3
Slipway CCDP 4
COMMENTS: The wharf in Mose Ambrose is in fairly good shape, although there is insufficient water depth for berthage at low normal tide. (Refer to Appendix). The slipway located in the harbour is in good condition, and is adequate for the needs of the harbour.
STATISTICS: The harbour accommodates 5 home port vessels with a total berthage requirement of 18.5 metres. Their accumulative amount of fish landings in 1984 was 9,870 kg.
PROPOSED ACTION: It is proposed that this harbour be upgraded to Class C and maintained in its present condition, as the activity in this harbour does not merit any improvements at this time. 51
LOCATION: ODERIN
STRUCTURE & NO. OWNERSHIP CONDITION RATING
Community Stage P of N 3
Community Stage Wharf SCH 1
Breakwater 2
Coastal Wharf CADC
COMMENTS: The community stage owned by the Province is in
fair shape and is used by the fishermen in the summer months
for salting fish, etc. However, the surrounding wharf
(community stage wharf) is in very poor shape, as the deck
is rotten, the piles are worm eaten, and the canopy has
fallen down. Of the breakwater and coastal wharf, only remnants remain.
STATISTICS: 3 vessels registered to this harbour, with a
total berthage requirement of 18.5 metres. It has a 1984
total fish landings of 7,372 kg.
PROPOSED ACTION: Due to local interest, it is proposed that
this harbour be upgraded to Class C. The community stage wharf is in dire need of repair or reconstruction, and the breakwater and coastal wharf should be removed. 52
LOCATION: RED COVE STRUCTURE & NO. OWNERSHIP CONDITION RATING Wharf 1-1250 SCH 1
COMMENTS: The Small Craft Harbours wharf in Red Cove is in poor shape and is rapidly becoming a hazard.
STATISTICS: There is one registered vessel in this harbour, and a total fish landing of 5,033 kg.
PROPOSED ACTION: It is proposed that the harbour remain as
Class D, and eventually be dropped from the list of scheduled harbours. As the wharf is rapidly deteriorating and becoming a safety hazard, it should be removed at an approximate cost of $15,000 when funding becomes available. 53
LOCATION: ROUND HARBOUR STRUCTURE & NO. OWNERSHIP CONDITION RATING Wharf 1-7 SCH 2
COMMENTS: The wharf located in Round Harbour is in fair to
poor shape, however, it is not at this time hazardous.
STATISTICS: There are no registered vessels in this
harbour, nor are there any fish landings. However, it is
used by a dozen or so fishermen in the summer and is a good
harbour for shelter during storms.
PROPOSED ACTION: It is proposed that this harbour remain a
Class D harbour and be eventually dropped from Small Craft
Harbours' jurisdiction, although there is no present need
for the wharf to be removed. 54
LOCATION: SANDYVILLE
STRUCTURE & NO. OWNERSHIP CONDITION RATING
Breakwater 1-165 SCH 3
Breakwater 1-166 SCH 3
Slipway 1-162 SCH 4
COMMENTS: Both breakwaters, one in fair to good condition, however Str. # 1-165 has settled slightly on the head block. These breakwaters provide protection for the vessels which moor in the harbour. The slipway is fairly new and in good condition.
STATISTICS: This harbour has 14 registered home port vessels and 1 transient vessels, with a total required berthage of 49.3 m. It has a total fish landing figure of
65,364 kg.
PROPOSED ACTION: It is proposed that this harbour be upgraded to Class C, and maintained in present status for the time being. 55
LOCATION: TACKS BEACH STRUCTURE & NO. OWNERSHIP CONDITION RATING Wharf 1-598 SCH 1
COMMENTS: Community has been evacuated. Wharf, built in
1952, no longer exists. All that remains of the structure are a few posts coming out of water. These do not seem to pose a hazard.
STATISTICS: 4 vessels are registered here, at a total length of 27 metres.
PROPOSED ACTION: Activity here does not warrant expenditure'. on new facilities. It is proposed that Tacks Beach remain a
Class D harbour and that it be removed from Small Craft
Harbours responsibility. Structure need not be removed. 56
LOCATION: WOODY ISLAND STRUCTURE & NO. OWNERSHIP CONDITION RATING Wharf 1-327 SCH
COMMENTS: The wharf in the harbour of Woody Island is presently under reconstruction by Canada Works.
STATISTICS: There are 6 vessels registered, requiring a total berthage of 25.2 metres.
PROPOSED ACTION: It is proposed that this harbour be upgraded to Class C jurisdiction. 57
LOCATION: MOSQUITO STRUCTURE & NO. OWNERSHIP CONDITION RATING
Wharf 1-925 SCH
Breakwater 1-926 SCH
COMMENTS: Both the breakwater and the wharf, remnants remain only.
STATISTICS: There are no registered vessels or fish landings in this harbour.
PROPOSED ACTION: It is proposed that this harbour remain as
Class D and the structure eventually removed at an approximate cost of $5,000. 58
LOCATION: REGINAVILLE STRUCTURE & NO. OWNERSHIP CONDITION RATING Wharf 1-949 SCH
Breakwater SCH
COMMENTS: Both of these structures are in ruins.
STATISTICS: There are no registered vessels in this harbour.
PROPOSED ACTION: This harbour should be dropped from the list of scheduled harbous, and the remains of these structures should be removed at an approximate cost of
$10,000. 59
The following table is provided to act as a quick reference of Results and Conclusions for each harbours listed in the forty harbour survey:
TABLE 2 Summary of Findings and Proposals
LOCATION # OF VESSELS EXISTING ACTION FACILITIES
GRAND FALLS-WHITE BAY-LABRADOR
Horse Islands None Breakwater Class C/ Review
Indian Burying 4 Wharf Class D/ Place Review
Shoe Cove Bight None Wharf Remnants Class D
St. Patricks None Wharf Class D
Sop's Island None Wharf Remnants Class D
Westport 27 Coastal Wharf, Class C Breakwork
Williamsport 4 Wharf Remnants Class D
GANDER-TWILLINGATE
Black Island None Tickle Wharf Class C
Burnt Island None Wharf Class D Tickle Remove
Cape Island None None Class D
Deer Island None None Class D
Flat Island None None Class D
Green's Island None Wharf Class D Remove 60
LOCATION # OF VESSELS EXISTING ACTION FACILITIES
Little Fogo None Slipway Class D Island Remove
Paul Island None None Class D
Pleasantvilew 8 Wharf Class C
Pool's Island 5 Wharf Class C
Sampson's Island None None Class D
Wadham Islands None Remnants Class D
BONAVISTA-TRINITY-CONCEPTION
Birchy Cove None Handwinch Class D
British Harbour None Wharf Class D Remove
Deer Harbour None Wharf Class C
Pope's Harbour None Wharf, 2 pier Class C
Red Cliff 12 Wharf, Slipway, Class C 2 sheds
Redlands None Handwinch Class D
Tickle Cove 18 Wharf, Sliwpay, Shed, Class C Storage Area
Upper Amherst 4 Wharf, Slipway, Class C Cove Motor Winch
BURIN-ST. GEORGES
Bar Haven 3 Wharf, Remnants Class D
Bay Du Nord None Wharf, Remnants Class D
Lall Cove None Slipways (2) Class D 61
LOCATION # OF VESSELS EXISTING ACTION FACILITIES
Mose Ambrose 5 Wharf, Slipway Class C
Oderin 3 Community Stage Class C and Wharf
Red Cove 1 Wharf Class D Remove
Round Harbour None Wharf, Remnants Class D
Sandyville 15 Breakwaters (2), Class C Slipway Tack's Beach 4 Wharf Class D Woody Islnad 6 Wharf Class C
ST. JOHN'S WEST
Mosquito None Wharf, Breakwater Class D
Reginaville None Wharf, Breakwater Class D Remove APPENDIX I
GUIDELINES OF ACCOMMODATIONS
SMALL CRAFT HARBOURS BRANCH DEPARTMENT OF FISHERIES AND OCEANS
February 1983 TABLE OF CONTENTS
ITEM PAGE NUMBER
1. General Guidelines 1
2. Approach Channels
3. Harbour Entrance 5
4. Depth of Water 6
5. Allowable Agitation within Harbours 10
6. Berth Area and Mooring Basins 12
7. Wharf 16
7.1 - Loads 16 7.2 - Width 16 7.3 - Elevation 17 7.4 - Deck 17 7.5 - Gangways 17
8. Fenders 19
9. Mooring Devices 22
10. Ladders 24
11. Launching Facilities 25
11.1 - Launching Ramps and Skidways (General) 25 11.2 - Launching Ramps 25 11.3 - Skiday6 27 11.4 - Grounding Out Platforms 27 11.5 - Straddle Carriers 27 11.6 - Marine Railways 27
TABLE OF CONTENTS
ITEM PAGE NUMBER
12. 'Services 30
12.1 - Lighting and Electrical Systems 30 12.2 - Water Supply 31 12.3 - Fueling Facility 31 12.4 - Parking 32 12.5 - Sanitary Provisions 34 12.6 - Fire Fighting 34 12.7 - Fish Handling Equipment 35
12.8 - Gear Handling Equipment 35 12.9 - Ice 35 12.10 - Bait Sheds 36 12.11 - Gear Storage Facilities 36 12.12 - Safety Equipment 36 12.13 - Signs 36 12.14 - Service Area 37
II 1
1. GENERAL GUIDELINES
The following is a list of guidelines of accommodation for the different services offered at Small Craft Harbours facilities. The guidelines are at times general in order to permit flexibility where engineers can account for special cases or regional differences. Where two guidelines conflict, precedence will be at the engineer's discretion in order to account for local activity, conditions or preference. These guidelines should be followed for all future work undertaken on behalf of Small Craft Harbours.
All harbour developments undertaken on behalf of Small Craft Harbours are to comply with all applicable federal, provincial, local and municipal rules, regulations, laws and by-laws pertaining to engineering, construction, labour, safety and the environment. 2
2. APPROACH CHANNELS
Whenever possible, harbours should be located in naturally occuring deep water. Where an approach channel must bP drerisPd, proper deep water wave hindcast and refraction analyses are necessary to avoid beam—on waves and currents.
For one way traffic, the minimum channel width will be 3 times the maximum ship beam to be normally accommodated. For two way traffic, the minimum channel width will be 6 times the maximum ship beam to be normally accommodated. Drawing 1 shows the clearances necessary for one or two way traffic. Drawing 2 shows the beam to length relationship for large fishing vessels in the Maritimes.
Generally, channels should be straight without bends. If bends or turns need to be included for reasons of minimization of dredging or entrance location (see Section 3 'Harbour Entrances'), the following general guidelines need to be observed:
1) The straight sections will not be less than twice the ship length;
2) for up to 30 0 deflections, the minimum radius of curvature will be five times the ship length;
3) for turns in excess of 30 0 , the minimum radius of curvature viii be ten times the ship length;
4) at bends where the minimum radius of curvature cannot be provided, the channel should be widened at the rate of 3 metres for each degree of deflection from the straight line.
Channel depth is discussed in Section 4 'Depth of Water'. 3
0.58 BANK 0.58 BANK CLEARANCE 28 •-1JANOEUVRING r CLEARANCE LANE ONE LANE CHANNEL BOTTOM WIDTH a 3B (MIN 30m) •
0.5.9 BANK 0.58 saNx CLfARANCE 2$ iLl)40--7,UVRINIG CLEARANCE :Jug
s—vEssrt. CLEARANCE TWO LANE CHANNEL BOTTOM WIDTH a 6B (NON 45m)
FISHING VESSEL BEAM
1 0.0
9.0 ..., .._ i - , .."-si,\', •-e ..i. N Vel k IN v(4 it t ft , S :‘>?‘ l&. j: IA\ V 07
CIMA.. \ttylatx$ 8.0 , - 0 , V 4- 1-4e. •-•-•-•—•• s Y. - * Y LI3, 411 . <0j " 4 Y T1E It . t ° 'e a ...y..0, ..4.1,...1.41 0 0 a rt, 7.0 . 1 t 4)!d
qt r r 6.0 . . , E ; 0 , ti). / < 5.0 14J , ( 0' CC1 d4 .
•II.0. 1.0 S
3.0
2.0
_ 0 NOVA SCOTIA • X NEW BRUNSWICK 1. 0 - D PRINCE ECWARO ISLAND
- - 0 1 I 0 5.0 10.0 15.0 20.0 25.0 30.0 35.0 4 0.0 45.0 50.0
LENGTH (m) 5
3. HARBOUR ENTRANCES
Whenever po”lhle, harbour entrances should h e loc -, ted in naturally occuring'.= deep water and oriented to avoid beam-on waves and currents and passage of littoral drift into the harbours. Entrances should also be arranged to divert waves to areas remote from loading and unloading areas.
The dimensions of harbour entrances are dictated by navigational and wave attenuation requirements. To reduce wave action, locate the entrance to the lee side of predominant storms with an orientation to avoid beam-on waves and currents. For attenuation of waves to within required limits inside the harbour as set out in Section 5 'Allowable Agitation Within Harbours' carry out wave diffraction and reflection analyses with various locations, orientations and dimensions of the entrance. In complex cases, model tests should be undertaken.
Tidal currents in harbour entrances should not exceed 5.6 km/hr.
Cross currents across harbour entrances should not exceed 4.6 km/hr.
The entrance width requirements are identical to those for channel width given in Section 2 'Approach Channels'. 6
4. DEPTH OF WATER
The depth of,water at the lowest normally expected water level required in approach channels. mooring basin and berth_areas )Will - be the maximum loaded draft to be normally actommodarPa plus an underkeel allowance of 0.5m for sandy bottom_and_0..75m_fot rock bottom. Draft vs length relationships for fishing vessels in the Maritimes are given in Drawings 3 and 4.
For the larger vessels, a further allowance must be added for trim and squat. Trim allowance will be 0.15m for sandy hnrrnm and 0.30m for rock bottom. When a vessel is underway in shallow water or in a restricted channel, there is a tendency to settle or squat at the stern. A guide for determining squat is given in Drawing 5.
A further allowance may be necessary to counter the effect of storm waves in the unprotected sections of approach channels. Under storm conditions, wave heights may be such that the water depth under the wave throughs becomes insufficient, which may cause boats to touch bottom. The storm conditions for a particular location will only be known through a proper wind/wave hindcast of deep water wave heights coupled with a refraction analyses.
Between maintenance dredging operations, siltation may occur in certain channels or harbours which in effect reduces the depth cf water. Boats must be assured not to touch bottom by initially dredging deep enough to allow for this reduction. FISHING VESSEL DRAFT 7
60
55
50
4.5
NOVA SCOTIA --...... ob . 0-..-.—. 4.0 PP" •
3 5 - i NEW BRUNSW I CK • 0
. P- 3.0
C 0 PRINCE OWARO 1 L.
1 I / 2.0 . . -
1.5
1.0
0 . NOVA SCOTI A X NEW BRUNSWICX 0.5 0 PFII4CE EDWARD ISLAND
0 0 5.0 10.0 15 0 20.0 25.0 30.0 35.0 40-0 45.0 50.0
LENGTH (m) STEEL. TRAWLER - BEAM STEEL TRAWLER - [`HAFT
WOODEN DRAGGERS - BEAM
11. 0 In WOODEN DRAGGERS - DRAFT
10 0 m
.//° •;007,01.111ememo I L., 8 Om to ...mamma
T.0 m
20- 6 0 m
3 0 m Q
40 in
CO
10 I I TO 80' I 100 11d 120' 130' 140. 150' ICC 23.0m 30.0 m 35.0 m 40.0m 45.0 m
. fair') Al 1.0 1 1 Chanel 814. lopes 1.1 4 Channel Side Slopes'— 1 3 4 I 0.8 64111 4.3M channel v1011145 11
droll • 4.5 hi w0.6 charmsl width t 75 1.4 et oc 1 I droll I 1.5 IA draft ;, speed 1 9 Itrn/hr speed I ►- I- .. 4 4 0 14 0.4 (^ 0.4
droll; 1.3 M 4 channel width 1 15 14 I - I
02 droll 1.514 0.2 channel width 30 14 dvaii. I speed draft 1 1.514 channel width 4514
0 0 2 4 6 8 10 12 14 16 0 10 20 30 40 50 60 70 VESSEL SPEED (Mm/hr) CHANNEL WIDTH (METRES)
1 0
5. ALLOWABLE AGITATION WITHIN HARBOURS
The acceptable limits of ship agitation caused by winds, waves and currents are dictated by the operational requirements, and "iafely considerations within the harbour.
The operational requirements include the limiting of vessel motion to within tolerances acceptable for loading/offloading operations. Safety considerations include safety of personnel and the prevention of damage to boats due to excessive agitation. In practiCe, the operational requirements are more rigid. In either case, fully calm conditions are preferred. In practice, winds and currents cannot be controlled. Also, there are limitations to controlling the wave climate. Only the heights and directions of waves can be changed; their periods cannot be altered.
For planning purposes, the following guidelines are to be used:
ALLOWABLE MAXIMUM SIGNIFICANT WAVE HEIGHT
ALL RECREATIONAL BOATS LOCATION qN. <1SM FafarZfa-111152...... al Within Harbour Entrance 1.00m 1.00m Mooring Basin 0.50m 1.00m Berthin ,' Area 0.25m 0.50m
These guidelines iaclude all wave diffraction and reflection effects. These will only be known after a proper wave study of the proposed harbour has been done. 11
It may not be economical to curtail the wave agitation to the recommended limits for 100% of the time. Each harbour development has to be examined independently and where acceptable to the users, the criteria may be increased.
For planning purposes, the following should be followed'•
MAXIMUM NUMBER OF WAVE HEIGHT EXCEEDANCE CLASS OF HARBOUR • PER AVERAGE BOATING SEASON
A 10 B 50 C 100 D No limit
The wave climate for the whole year must also be evaluated in order to assess the danger of structural damage to the facilities in the harbour during non-boating season storms. In some cases these may govern the design of the structures protecting the harbour. 12
6. BERTH AREA AND MOORING BASINS
A berth can be defined as an e215.a a vessel either for loading, unloadin&,-maintenance-aad-repair activities, or for tying-up when the vessel is not in use. Operational berths are normally provided at fixed structures. Tying-up of vessels overnight or longer is normally carried out in mooring basins at buoys, or by multiple berthing at fixed structures.
Types of berths commonly provided for small craft berthingare . the marginal and the pier type. Requirements common to both are sufficiently calm water (Section 5 'Allowable Agitation Within Harbours'), adequate depth (Section 4 'Depth of Water') and -adesilame_area-
Each vessel to be accommodated must be provided with a sufficiently large area for its safe berthage. The berth length should be equal to a minimum of 1.1 times the ship length. The be_r_th_ width should be equal to a minimum of 1.1 times the ship beam.
For non-operational berths (where no loadin , or unloading activity takes place) the above criteria govern.
For operational berths (used fir loading and/or unl„galia€d-;--t- minimum length of berth should equal the ship length plus space L I% required to tie fore and aft lines, usually equivalent to the _Igam of the vessel. The minimum width of the berth should equal 1.5 tioxiga the be of the vessel. These requirements are valid for marginal or pier wharfage as shown in Drawing 6. For intermediate berths along marginal wharves, the minimum length should be equal to 1.1 times the ship length to allow for clearances between adjacent vessels. 13
The berthing arrangements and wharf usage will govern the wharfage provided each berth. Operational berths require that wharfage be provided for the whole length of the berth. Non-operational berths do not require as much wharfage. Thus, perpendicular berths to a marginal wharf, pier length smaller than the berth length, or step berthage may be provided, as shown in Drawing 6.
The level of fixed accommodation for berthing of vessels during non-operational periods is dictated by the availability of space for free swinging buoy mooring systems and the degree to which multiple berthing vessels can be berthed together. Dissimilar vessels must be berthed separately. The maximum number of like vessels that should be berthed together are:
Vessels under 15m in length ---- 4 abreast Vessels between 15m and 30m ---- 3 abreast Vessels over 30m in length 2 abreast
The above limits may be increased by 50Z if the shelter available against agitation is greater than the limits shown in Section 5 'Allowable Agitation Within Harbours'.
For multiple berthing of vessels abreast the width of the berth should equal the number of vessels per berth multiplied by 1.10 times the beam of the design vessel plus an allowance for drifting of the vessels as a body back and forth from the berthing face due to tidal fluctuations based on maximum tide. Typical beams of fishing vessels in the Maritimes are shown on Drawing 2.
An alternate to multiple berthing at fixed structures is a buoy type mooring for vessels during off working periods. 14
Drawing 6 gives the water area required for each buoy type mooring. In this system, some provision should be made for mooring or beaching of small boats or tenders used for access between land and fishing vessels moored offshore.
Buoy type moorings generally provide increased security for vessels and are preferable for longer term mooring provided an adequate mooring basin is available.
•
_NA P.GiNAL BER, T. h •- - •
— 15 — — •
PIER BERTHS
(:I:nimurri 6 meters + 2L f 2r) I 0 . 2 5L r 3:71 r
'Si. L.
/4---t-Cctencry 16
7. WHARF
The wharf diMensions will be governed by structural criteria
_and expected usage. The length of wharf must provide for th e operational and non-operational berths normally expected (see Section 7 'Berth Area and Mooring Basins').
7.1 - Loads
Where only pedestrian traffic is permitted, such as on floating piers or light pile structures, a uniformly distributed load (UDL) of 5KPa may be used for design purposes.
Most fixed structures permitting light storage (fishing gear', repair equipment) and vehicular traffic, a UDL of 1CKPa may be used for design purposes.
Where vehicular traffic is permitted, the characteristics of the design vehicle may govern the structural design of the structure. An MS150 loading may be applied where only light vehicles are permitted (cars, pick-ups, light trucks). An MS250 loading may be applied where commercial vehicles are permitted.
Where industrial storage and vehicles are permitted, the individual loading specifications must be provided to the design engineer.
In all cases, close co-operation between the engineer and the design engineer is necessary to ensure that the proper loads are applied in order to not under or over design a structure intended for a particular use. 17
7.2. - Width
The deck width shall be governed by structural design and service requirements. All decks shall have a suggested minimum width :sifLfQzLas_shown in Drawing 7. Where vehicular traffic is not permitted, the deck width may be reduced to 6m. Where only pedestrian traffic is permitted, such as on floating piers, the deck width may be reduced to 2m.
7.3 - Elevation
The deck elevation shall be determined by the fleet characteristics and wharf function and by the expected wave hei ht at the wharf _ face. The deck elevation should be the normally expected maximum high water plus wave height at solid vertical face walls and maximum high water plus half wave height at open face walls. ■■■•••■■
7.4 - Deck
For cleaning and disposal of waste water the wharf deck should be appropriately graded. Whenever feasible a concrete surface should be provided. Where a timber deck is provided all surfaces exposed to the work environment should be treated with a water borne_presemratiyein lieu of creosoting. The surface will not be creosoted where fish or fishing nets are handled, for contamination reasons.
7.5 - Gangways
Wherever gangways are provided, such as to join floating piers to fixed structures, they should be designed to accommodate stretchers, in case of emergency.
18
b4sil e. ing 3.25m truck pc-es'png Ir3n•
3.25m !rut.- k 10A-0
3.5rn t errs for or y s k ti 1-cnt ma b, bollard, hpist knie
berthing face
Deck / Apron 19
8. FENDERS
Adequate fendering will be provided at all designated berthing faces to protect against abrasion between the vessel and the • • I IN wharf. Spacing between fenders will be determined by the user boat length. Moored vessels should always be in contact with more than one fender.
Whgze1AX&M.sgssels_arepres.Pat 41$27;tion of_bgrthing forces becomes a factor, rubber fender units will be promidvd. The proper fender to use will be determined by the berthing force calculations and the manufacturers' absorption specifications.
Against smaller vessels, timber piles or timber posts can be used as vertical fendering. Typical fendering arrangements for these two types of fenders are shown in Drawings 8 and 9. These are given as examples only and do not imply that these are the only arrangements acceptable. Often, blocking is provided between vertical fenders, or the timber piles are not tied at the top.
For very light vessels that are equipped with their own fenders, such as recreational vessels, or where fenders cannot be provided, such as on floating wharves, this guideline does not apply. 2500 rrrn 2500 mm 20
TIMBER !CRIB
PLAN
TIMBER FENDER BOLTED TO LOVATUDINALS ( 250 .. 250 mm
SSCT)ION
FElf0-FFING Dwg g TIM-DER CRIB 21
PLAN arlCULAR TIX.;..ER FENDER BOLTED TO CURBS.
WHEEL GUARD CONCRETE DECK a CURB —
0
TPA R CR *3
TYPICAL S...ECTIONS 22
9. MOORING DEVICES
Local preferences will be taken into account in the selection of mooring devices to be provided. The more typical means of : - securing mooring lines include_moorin&cJeats lollards and _mooring rings.
The following shall govern the type, number and size of mooring devices to be provided at harbours where boats are =pored alongside the dockface: •
BOAT SIZE MOORING DEVICE SIZE SPACING under 10m mooring ring 0.25n dia. mooring cleat 0.30m long 5m 10m - 25t mooring cleat 0.6Cm lorz
over 25t bollard 15 t•nnes lam
For smaller boats mooring perpendicularly to the dockface, the spacing requirement shown above is to be changed to one mooring device per berth. Typcial cleats and bollards are shown in Drawing 10.
In areas where the tidal range is high, for example, in the Bay of Fundy, fishermen prefer to tie up their boats to fender piles especially extended above the deck elevation for the purpose.
23
CLEAT bOLLARD
STEEL LADOER WOODEN LADDER 24
10. LADDERS
Ladders must be provided at intervals not to exceed 10m along all berthing f aces where the difference of elevation between the wharf deck and the normally expected low water level exceeds
0.5m. On non-berthing faces of the wharf , the interval between.. ladders aalya_2_0m.
The most common type of ladders are either timber with steel rungs or all steel ladders. Typical ladder details are given in Drawing 10.
In areas where the tidal range is in excess of 5m floating gangways may also be provided for access between the wharf and the boat. 25
, 11. LAUNCHING FACILITIES
The two most Common facilities for the launching and hauling out of boats are launching ramps and skidways for the smaller craft _Lunder 25t) and marine railways for the larger craft (over 25t).
11.1 - Launching Ramp and Skidways (General)
All launching ramps and skidways will be located in the proximity of the inner end of the wharf and adjacent to the parking area. Adequate turning areas will be provided for the trailers to safely manoeuvre and launch or retrieve boats.
These structures will have a minimum width of 10m, a minimum
slope of 107. and a maximum slope of 15‘:. mac: ter 4 nArP Pt least lm-below-low-ware -- Should the waterside end need to be terminated abruptly, provision should be incorporated to safe- guard against vessels riding or becoming grounded at low water. The upper termination will be a sufficiently low angle to the approach so as to avoid interference with all trailers or craddle carriers expected to use the facility.
11.2 - Launching Ramos
Launching ramps will er.erallv be of conrr.ate or asrhal - construction. Where feasible, all launching ramps will have vertical curves to provide a uniform tan -, enial interface with approaches. A typical launching ramp is shown on Drawing 11. 26
•
E 0
P t_ N
Pavement Boss Sub-bos* Sub-grade
[ NW L.
Avoid abrupt termination Of romp it feasible
SECTION
Launching Ramp 27
11.3 - Skidways
Skidways, also known as slipways or haul outs, will generally be of timber_ construction. Skidways will generally be provided with an engine and winch capable of handlinS_Ihq largest boat expected--to_.use._the facility. Appropriate snatch blocks will be provided to transfer boats to designated repair or storage areas. The upper termination of all skidways will be kept to a minimum to facilitate boat transfer. A typical skidway is shown on Drawing 12.
11.4 - Grounding Out Platforms
Where deemed necessary, grounding out platforms (or grids) can be provided for minor repair work to vessels. These should be located in the proximity of the inner end of the wharf and adjacent to the parking and service area. They must however not be located to interfere with the safe operation of the launching facilities.
11.5 - Straddle Carriers
Straddle carriers, under normal circumstances, are privately provided and run. In these cases, straddle carrier runways may be provided. An adequate area will then be provided for the straddle carriers to safely manoeuvre and launch or retrieve vessels.
11.6 - Marine Railways
Marine railways and associated equipment for launching and hauling outILassglaSver 25 tonnes are, under normal circumstances, privately developed and run. Allowance, however, needs to be made for land and water areas for such facilities, if contemplated, in harbour planning by the private sector. For a guide to dimensions of marine railways-dry docks refer to Drawing 13. "P I • ••• Nur • •• •• oil fto •-••• 1
t°5 11:0 L:-.) nti■
EEV7K-r4
10 m
TXCX.CoG Fv0 x 150 erm-n) /0 ECXNG STR INGER
I ""4.....11 • 2C0 rnm SLIFPORT
SECTFON
•
)4 Vt_CUT / z • p , ∎
1 I 1 I ..1•11111% 29 III I 1' I
I ', III II' 4 TH OYFR • LENGTH CVER xEEL 1311.'%.CxS ire
41.111111; 'Mawr -r himumial.nommi■L
0 •••••,- • • E- Mr& 1 1-111111-f U H W.
P``- Bilge Stock Winch
Sereitie Pat or Tro ifs, Yard
WIOTH OF Cps LE
USUAL 034ENSIONS LIF TING I ENG TX v. cn.4 OF CLEAR DEPTH DEPTH FC APreCITY L' E ''4114 CNI - in' :.• i of A E Et.. St.• • VvE.R DE ."• CPAOLZ WI D T H FOR ',IRO AFT )00 it s in Nat in feet In ft eft infest kt fast• an 1 • *I so 1 74 71 34 24 • 1 t 220 20 so 32 IS • It 120 121 102 3• 1• r t2 o* • it s 11• 31 10 7 41 340 II I 1211 15 I 3• 1 13 • 30 '40 t a o • 3 3 32 • - 13 • 00 iso 17f • t 1 111 • 1 • 000 110 II I •• 37 • i • COO 120 III •• 3• 10 I 1 - .800 110 236 • 2 • 2 I1 IS 1000 1•0 .215 5• •• It 17 '300 270 2115 2 • ' 4 •• It 17 403.0 •OO 120 40 - I II t 11 1 • • DO 310 /I•1 • 3 I 17 13 11 • C00 1•4:3 340 to I 51 14 1 • • 400 'b.* 0 I • I II 000 180 • 0 o r • 64 IS• I5 003 ---.- • CO • 10 i • t •7 1• 1 o ../ - <10 ••20 •• 1 0 T7 I I 4 II t I 1-. , 700 • •<1 a / C 7• 72 IS I 2 30
12. SERVICES
The following is a general list of services to be offered at Small Craft Harbours facilities. In some regions, a number of these services are provided by other organizations whether public or private. Whenever possible, those organizations should be made aware of these guidelines.
12.1 - Lighting and Electrical Systems
Lighting will be provided at suitable intervals along the wharf to provide a minimum of 11 lux on all structures and 150 lux in operational areas and service areas.
Power outlets will be provided at regular intervals along the wharf as directed by the engineer to meet the specific needs of the structure. Voltage and amperage specifications will vary to accommodate the needs of the fleet. Work and storage areas should also be supplied with electrical outlets. All meters will._----- be located on shore. Where individual meters are provided, outlets will be provided with a locked box.
All lighting and electrical equipment will have ample corrosion resistance protection and conform to all appropriate standards. All cables will be weatherproof, waterproof and explosion proof. For complete safety, it is essential that properly matched grounding outlets be available at dockside. Isolation switches will be provided at appropriate locations so that the power supply may be readily cut in case of emergency. 31
12.2 - Water Suoply
Wherever possible freshwater lines should be integrated to the municipal water supply and provided with taps suitable for the connec.tIon of hoses. The number_azd Wa.alrlg_cg taps will be subject to the_use_of_the_facility.. Provisions will be made for draining-the_warpr lines to avoid freezing.
Should a salt water supply be required for herring offloading, washing down or firefighting, intakes will be located sufficiently far from the wharf.areato_avoid any contaminants in accordance witlgxisting_regulations.
12.3 - Fueling Facility
Although now being supplied almost exclusively by the private sector provision should be made for supplying gasoline, diesel fuel and lubricating oil to all users.
Where possible, the fueling facilities should be provided and leased out to the private sector. This would reduce hazardous conditions resulting from a variety of sub-standard facilities now existing on many wharves.
Consideration should be given to provision of self dispensing pumps which are key operated and record usage by each user. All fuel tanks will be buried in the proximity ofot the approach with fuel lines, pumps, etc. in accordance with regulations established by the Dominion Fire Commissioner and other authorities, such as Environment Canada.
Fueling facilities will also include provisions for disposal of waste oil and oily water. 32
12.4 - Parking
Vehicle parking space should be provided in the immediate proximity of the wharves. The number of parking spaces will depend on the characteristics of fhe home and transient fleets. Additional parking spaces may be required during peak activity periods.
Generally this parking area is to be located adjacent to the boat launching facility. During winter this space may be utilized as a storage area. In such cases haulout and winching arrangements should form an integral part of the parking facility.
Permutations of laying out of a parking lot are innumerable. Each case must be studied in the light of requirements and limitations imposed by terrain, space available and other limiting conditions. Some basic design criteria are shown in Drawing 14. All parking lots will be constructed so that they can be used for turning areas for trucks and boat trailers using the facility.
All parking lot layouts will adhere to local laws and municipal by-laws.
Where a facility is developed under the provisions of the Tourist Wharf Program or the Marina Policy Assistance Program, the applicant is to provide parking facilities to the satisfaction of the engineer.
33
: : =
• • • b—r c •a
a = 90 °
7ns
PARALLEL 9= 30° I N la WCoe 8 • L sift
11 ( Sill 8 • Ca • I cot • )
L an; 31.1; Space between op9resiie "IONS of con II at C a I.Cos, • IVSina -b
Parking Layouts • 34
12.5 - Sanitary Provisions
Wherever necessary sewage pump outs and holding tanks will be provided. Arrangements will be made for the emptying of holding 7. tanks at appropriate intervals.
Wherever necessary, sufficient containers will be provided for the collection of garbage on the wharf, launching ramp, parking and public access areas in the harbour. Arrangements will be made for the emptying of garbage containers at appropriate intervals.
Generally, toilet facilities or washroom facilities are not required on wharves as onshore facilities are available. Where these are not conveniently available, appropriate facilities will be provided.
12.6 - Fire Fighting
All facilities will conform to the Dominion Fire Commission regulations regarding fire fighting. A fire fighting station consisting of a red painted cabinet with break-glass access containing two dry powder 5kg fire extinguishers will be provided in the Harbour Manager's office.
Where freshwater is supplied, a fire hose capable of a minimum water supply of 20 litres/minute will be provided. Hose length should be sufficient to come within 6 metres of every berth, bait shed and other buildings.
When such a system is not practical or necessary, a salt water pump and hose will be provided. The hose length will be as described above.
4 35
12.7 - Fish Handling Equipment
In general, the private sector provides such facilities, often at adjacent wharves. Basic requirements on government wharves should include a jib type crane or davit located at a designated area on the wharf. These cranes should have a 1 tonne capacity and be supplied with a power winch.
Areas should be provided on the wharf for various fish handling equipment such as conveyor and sorting systems, irish-moss containers and cranes as well as other requirements particular to the facility.
Should a processing plant be planned for the harbour, adequate area should be available. The size of processing plant and land area needed is best determined in consultation with the developer.
12.8 - Gear Handling Eouipment
Gear handling equipment should be provided at designated areas on all wharves. The size and capacity of these cranes or derricks will vary according to the fleet requirements. Where supervision exists, the cranes should be supplied with power winches. Otherwise, a hand powered block and tackle system may be sufficient.
12.9 - Ice
For fish quality purposes, ice should be provided at all fishing facilities. In generaly, the private sector maintains an ice supply. • I). 36
Should an ice plant be planned for the harbour, adequate area should be available. The size of the plant and land area needed is best determined in consultation with the developer.
:= 12.10 - Bait Sheds
Bait sheds should be provided where deemed necessary based on consultation with the industry. In certain areas, bait sheds are mandatory under the law. An adequate area should be made available for these bait sheds. - The size, shape and land area needed will depend on local requirements and will follow local laws and regulations.
12.11 - Gear Storage Facilities
Gear storage facilities should be provided where deemed necessary based on consultation with the industry. An adequate area should be made available for these gear storage facilities. The size, shape and land area needed will depend on local requirements and will follow all local laws and regulations.
12.12 - Safety Equipment
Provisions for appropriately marked life preservers, safety ladders, first aid- kits and an emergency telephone should be made available in the Harbour Manager's office in case of accident.
12.13 - Signs
Appropriate signs should be provided on all federal property identifying the Small Craft Harbours Directorate and any other specific regulations deemed necessary by the engineer. Signs required under local law should also be provided. 37
12.4 - Service Area
{Wherever possible, consideration should be given for the provision of secured service areas under the direct control of the Harbour Manager. Such areas would be located in an optimum location to provide all the services listed in these guidelines.
This service area would be open for use by the users at specified times as to be determined based on local circumstances. The Harbour Manager's office should he provided in this secured service area.
A PPE/0D 1.1._
Thkr A - ?e•1 c -no c- TOES
5/cifyipLE 1-1A4t3oc.)4 D EEi NA466043
1E Z ¢I8S /2 60 Arz
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Nntri-reZ 12L01■ r5 14 PG cp p Ce..4 ,v1 \AI ATE = 6 e 5‘ / DEC. ‘< TOP EL Z , © G. 4 - 2., (D -7 CD 5 , 7 - = 5• i SECONDARY PORTS PORTS SECONDAIRES TABLE 3 Corr S Sage INFORMATION AND DF:11 1ENC RENSEIGNEMENTS ET CIFFEIWIIICES -XS MOVES stets MEAN NOCE 41111, 410LIER LONER LL'a HATER WATER POSTON AMPLITUDE LEVEL SECONDARY PORT MEOW NE* SONSIE4111E FOSSE sEN RFEIELOIE LEAR LA GE KM LARGE UT. Lams oF_as NVEAU TIDE ROE ACt PORT SECONDANE N. W. 1CIE NOYEN IFINDEX FUSEAU LAT Loma NAPE! alaRCE WEE GRAMM I MAME GWEN OE L'EAU NENE NW" HORAIRE o. grievous muNIE NCYEARE MARES ANOYEN1E MAREI • 0 • N lit R DL tip- IL. pl. ft/pi. AREA A REGION 91 an 5•• +=szgli - • :a;•4 26-29 ATLANTIC COAST OF NEWFOUNDLAND Corti el,Suit• SOUTH COAST :s - -3 6 0 0 4 9 6.6 3.4 3743 GRANO BANK + 3'2 47 06 55 16 +0 .72 Z .3 • 6 46 , 6.8 4.1 3745 SAINT-PIERRE 3'2 46 47 56 11 .2 - : 42 .0 PLACENTIA BAY 7 2 :753 BURIN +3'2 47 02 55 39 -7 :5 -3 3 -3 5 4.8 : 5 7 8 9 5.0 LONG HARBOUR +32 47 26 53 48 • - : - :3 • : 6 • 2 - : • 3 8 0 0 4 3 6 9 :73: SOUTH EAST BIGHT +3'2 47 24 54 35- -: - :• -: 4 -3 5 5 2 7 9 3.7 7735 TACKS BEACH +3 . 2 47 35154 12• ••••:. • 7 -: -7 -: -: 2 5 4 I 8 1 4 0 3832 I. CODY ISLAND +32 47 47 54 1: -: :5 -: - - : a - : 3 5 5 8 2 4 6 :a.: ..omyk HARBOUR 47 51 54 :6 :2. -- -: 5 • : 2 5 3 8 1 4 5 :5•E BY CHANCE +3 2 47 49 54 - : • - : 4 • .0 3 5 5 8.1 4 6 AANoLo S COVE +3z 47 45 54 00 .3 - : - : -2 :2 -: 3 -.3 5 53 8.3 39 :315 ST BRIDE S +3'2 46 55 54 11 .7. 24 - : -: AVALON PENINSULA -: .i - : 5 : 7 -3 4 • 7 6 9 2555 BRANCH COVE +3 . 2 46 53 53 56 -: Z' -: :: -:9 -34- 43 6.4 2.8 :383 l'REPASSEY +3 . 2 46 44 53 22 -22 -: : 1.i• 5.- ..:-% S za;es 33-33 AVALON PENINSULA 25 -3 1 33 51 3900 BAY BULLS + 3' 2 47 19 52 49 ;• -3 23 CONCEPTION BAY : -33 *3 1 3 0 4.8 2.3 2920 LONG POND +3'2 47 31 52 581 +0 14 - r 3.1 4 41 1.9 :925 HOLYROOO +3'2 47 21 53 07! +0 24 : s -5 - 35 - 3 6 -0 6 - : 4 2 - -3 3 -3 3 3.0 4.6 21935 HARBOUR GRACE +3'2 47 41 53 13I-3 23 TRINITY BAY -: -: 23 - 1 0 - ? 1 3.2 5.1 1.6 2,955 HEART S CONTENT +3'2 47 52 53 221 -0 32 -: -- 5 -: 35 • 0 5 = 3.0 1.6 2.3 • 2.3 39'5. CLARENVILIE +3'2 48 10 53 58: -0 57 -: - -J 2 -0 1 : 2.6 4.0 2.1 0985 PORT UNION +3 2 48 30 53 05 - 3 15 - BONAVISTA BAY -05 27 4 3 1.7 1010 " NEWMAN SOUND +3'2 48 35 53 57 1 -3 la -7 -: -: :5 -_6 REFERENCE PORTS TABLE I PORTS DE REFERENCE INFORMATION AND RENSE1GNEMEN7S ET 1.100.- ---CIE PCIS- Cya RANGE INDEX TIME TYPE AMPLITUDE REFERENCE PORT NO. ZONE OF TIDE LATITUDE L-.../AGr-_CTE I MEAN LARGE NORTH • 1- GORE TIDE TIDE PORT DE REFERENCE NO. FUSEAU DE °INDEX HORAIRE LATITUDE 1.-111G-PLiDlE MAREES MAREE GRANDE NORO .D.JEST MOYENNE MAREE TIDES MAREES • IL p. m. ft. 0. m SAINT JOHN 0065 +4 45 16 if :4 ''.7.- D 21.9 6.7 30.0 9.1 YARMOUTH 0365 +4 43 50 if : - 52 12.0 3.7 16.6 5.1 HALIFAX 0490 +4 44 43 51 :5 SD 4.7 1.4 6.9 2.1 POINT TUPPER 0576 +4 45 35 1.. S2 4.5 1.4 6.7 2.0 NORTH SYDNEY 0612 +4 46 !3 115D 3.1 0.9 4.7 1.4 PORT AUX BASQUES 0665 r 3' 2 47 35 - :1- • V 5 :2 3.7 1.1 5.6 1. 7 ARGENTIA 0835 +3':. 4 - • 3 ' : i. ri .7 5 3 1 6 8.1 2.5 ST JOHN'S 0905 +3 . 2 47 ? -1 1 : %/52 3.0 0.9 4.6 1 4 CURRENTS COURANTS GRAND MANAN CHANNEL - +4 44 15 ii - - - - GREAT BRAS 0 OR - al 4 3. - - - - - REFERENCE PORTS TABLE 2 PORTS DE REFERENCE TIDAL HEIGHTS. EXTREMES AND MEIN 11 L -1.7-' HAUTEURS DES MAREES. EXTREMES E7 1.11 St- IA: `11 t. .:.. EA U HEIGHTS HAUTEURS ZE CCRDED EXTREMES HIGHER HIGH WATER LOWER LCw 141 -7:-_ - MEAN EX---XNES ENFIEGtSTRES REFERENCE PORT PLEINE MER SUPERIEURE DASSE MIER aNFE:gr-F F WATER LEVEL MEAN LARGE MEAN ;..1.,-..7E -K-EST LOWEST NIVEAU PORT DE REFERENCE TIDE TIDE TIDE -DE .4..•. LW. MOYEN • DE L 'EAU MAREE GRANDE MAREE i.,1 18C1E EX-MEINE DE EXTREME DE NOY ENNE MAREE MOYENNE 1114 PLEA* ilER BASSE MER TIDES MAREES It.* m. IL:p. m. IL p. m. [la La..- cp. m. lt.p. m 1 SAINT JOHN 25_3 7.7 29.6 9 0 3.4 1 0 - •• - : - 1 3• 2 ? 2 - 1. 4 - 0 4 1 4.5 4.4 YARMOUTH 14.2 4.3 16.5 5.0 2.2 0 7 -• 11 .: : : 19 3 5 9 -1.7 -0.5 8_1 2.5 HALIFAX 6.6 2 0 7.9 2 4 1 .9 0 6 la - II 1 2 1 -1.5 -0.5 4.3 1 3 POINT TUPPER 6.5 2. 0 7.8 2. 4 2.0 0 6 1 2 : 4 I • 7 2 0 -0.2 -0 1 4.2 1.3 NORTH SYDNEY 4.7 1.4 5.5 . 1 7 1.6 0 5 • • : : •.5. Z 6 -0_5 -0.2 3.2 1 0 PORT AUX BASQUES 5.5 1.7 6.3 1 9 1.9 0 6 • It : Z 1 1_• : 6 -0.9 -0.3 3.7 1.1 ARGENTIA 7.3 2.2 8.6 2.6 1.9 0 6 • 5 : 1 SO • 3 1 -0.9 -0.3 4.3 1.3 ST JOHN'S 4.1 1.2 5.1 1 6 1.1 0 3 • 41 2 73 2 2 -1.5 -0.5 2.5 0.8 ...... 4.■■.. ST. JOHN'S (znIt.) TIDE TABLES 1985 JULY•JU1LLET A UGUST.A OUT 5E17'1'0.18ER- SEFTE MB RE Ht it m Jour Heure H H • rn Day Time 111. ft. HI. m -*are n .•• ± NC • car lieure H cat rt •; 1 0040 .5 2 16 0050 1.0 .3 , 1 0205 .5 .2 16 : • 45 .2 .2 1 ':,.-.' .6 2 16 0225 .5 2 0620 3.1 9 0630 2.7 0755 3.2 1 0 2-45 3,4 - : .645- 33 • 2 0835 4.4 1 3 MO 1 205 .9 3 TU 1205 1.3 .4 TH 1350 .9 3 FR • 3A: i.e 3 9-1 *A5-5 .7 2 MO 1445 .4 1 LU 1845 4.3 1.3 MA 1835 3.9 1.2' JE 2015 4.5 1.4 VE 1 6::, 4.4 • 3 71 205 4.2 1 3 LU 2050 4.6 1.4 2 0125 .4 .1 17 0125 .9 .31 2 0245 .5 2 17 ..'-... .5 .2 2 3320 .7 2 17 0305 .5 2 0710 3.2 1.0 0710 2.9 .9' 0830 3.4 1.0 C6.2: 17 • • • 5 3-9 1 2 0915 4.5 14 13) 1255 .8 2 WE 1255 1.2 .4; FR 1430 .8 .2 SA '425 421 1 MC ' 5333 .7 2 TU 1530 .4 .1 MA 1935 4.5 1.4 ME 1920 4.2 1.31 VE 2055 4.4 1.3 SA 2.': 43 - • ,.....$ 2- 35 4.0 12 MA 2130 4.4 1.3 3 0210 .3 1 18 0200 .11 .21 3 0320 .5 .2 18 32:.--.:- -S .2 3 33542 .3 2 18 0340 .7 .2 0755 3.2 1.0 0755 3.1 .9 , 0910 3.4 1.0 CSIX IA ' 2 3945 3.9 • 2 0955 4.5 1 4 WE 1350 A 2 TH 1345 1.0 .31 SA 1510 .7 .2 SU ' 5.X. A ... 7.1 '500 .2 2 WE 1615 .5 2 ME 2020 4.5 1.4 JE 2000 4.3 1.3; SA 2125 4.2 1.3 DI 2' 35 4.5 - 4 MA 2230 3.7 1 1 ME 2210 4.0 1.2 ! 4 0300 .3 .1 19 0235 .6 .21 4 0355 .6 2 19 3332 3 4 -.:4- 3 .1 3 19 0415 .9 3; 0640 3.2 1.0 0830 3.2 1.0' 0945 3.5 1.1 3.: 4.11 - :.• 5 3.9 • 2 1035 4.4 1.3 TH ' 440 A .2 FR 1430 1.0 .1 SU 1550 .6 2 MO - 5-.6: A 1 moc" - K.43 1.0 3 TH 1700 .4 2 JE 2100 4.4 1.3 VE 2040 4.4 1.3, DI 2200 4.0 1.2 LU 2'45 4.4 ' 3 14E =5 3.4 1.0 .E 2255 3.6 1.1 5 3340 .4 .1 20 0315 .6 21 5 0425 .7 .2 20 74,25 4 .2 5 34-1.3 1.1 3 20 0450 1.2 4 0925 3.2 1.0 0915 3.4 1.0 1020 3.5 1.1 '7.2: 44 - 1 - 76: 3.6 1 2 1120 4.2 1 3 F•A • 515 .9 3 SA 1510 .9 .3. 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WE 1200 1.5 5 TH '.X• 1.1 ; SL • 12E- .3 2 SU 1400 .7 2 a LU ME 1825 4.0 1.2 JE - 33: 4.4 - 3 &l. - 933 4.5 1.4 DI 2010 4.2 1.3 15 0010 1.2 .4 30 0040 .8 .2' 15 0115 1.0 .3 30 0' 33 .7 1 15 ..-• SO .6 2 30 0215 A 2 0550 2.6 .8 0620 2.9 9 0705 3.1 9 :743 13 3602 1.2 • 3 0815 4.1 1 2 MC l• 20 1.4 4 TU 1200 1.2 4 TM 1255 1.2 .4 FR - 3.f.5 .9 ti .J • LDS .5 2 MO 1435 .7 2 LU 1750 3.7 1.1 MA 1845 4.2 1.3' JE 1910 4.2 1.3 VE 2'", 4.4 - ..t. a z":" 3 4.7 1 4 LU 2035 4.1 1.2 31 0125 .6 2 31 := A .7 0710 3.1 9, :e - 5 17 WE 1255 1.0 3 SA 'A.?: _7 ME 1935 4.4 1.31 SA 2••••" 4.4 • 11 32 Tar) e of Height Differences from Nearest Predicted Level 0 7az.e .:1 T-ie ^ten. a s 4rom Nearest Predicted eves ." • 2 • 3 4 5 6 7 8 9 10 D•A'33C• 3 5 6 7 COI 9 10 '1 4 11 ft h h fl ft ft h 11 m hol hm hm hm hm 1 1 1 2 .2 3 3 .4 4 5 .5 100 39 '2 '5 '8 20 22 24 26 28 30 2 1 2 .3 4 .5 6 7 .6 9 10 1 to '3 '4 '9 21 23 26 28 31 33 35 3 2 3 .5 8 .8 .9 1.1 1.2 1.4 1.5 1 20 " 1 '6 20 24 27 30 32 35 37 40 1 30 '3 '6 23 27 30 33 36 39 42 45 • 2 .4 6 8 1.0 12 1.4 1.6 1.8 2.0 1 AO •4 2? 25 30 33 37 40 44 47 50 S 3 .5 .8 1.0 1.3 15 1.8 2.0 2.3 2.5 1 50 "6 23 22 32 37 4 1 44 48 51 55 6 .3 .6 _9 12 1.5 1.8 2.1 2.4 2.7 3.0 2 00 '7 25 30 35 40 44 48 52 56 1 00 7 4 7 1.1 1.4 18 2.1 2.5 28 32 3.5 2 '0 •9 2-' 33 38 43 48 52 57 1 01 1 05 8 4 8 12 16 2.0 2.4 2.8 3.2 36 40 2 20 1" 29 35 4! 47 52 56 1 01 1 06 1 10 9 .5 .9 14 18 2.3 2.7 3.2 3.6 4.1 4.5 2 30 .M 31 38 44 50 55 1 00 1 05 1 10 1 15 2 AO 23 33 41 47 53 59 1 04 1 10 1 15 1 20 1 0 5 1.0 1.5 2.0 25 3.0 3.5 4.0 45 5.0 2 50 24 35 43 50 57 1 03 1 09 1 14 1 20 1 25 11 .6 1.1 1.7 22 28 3.3 3.9 44 50 5.5 300 25 37 46 53 1 00 1 06 1 13 1 18 1 24 1 30 12 6 1_2 18 2_4 3.0 3.6 4.2 48 5.4 60 3 '0 2- 39 48 56 1 03 1 10 1 17 1 23 1 29 1 35 13 .7 1.3 2.0 2.6 3.3 3.9 4.6 5.2 5 9 6 5 3 20 29 4' 1! 59 1 07 1 14 1 21 1 27 1 34 1 40 14• 7 1.4• 2.1 2.8 3.5 4.2 4.9 5.6 6.3 7.0 330 3C 43 53 • 02 1 10 1 17 1 25 1 32 1 38 1 45 1 5 8 1.5 2.3 3.0 3.8 4.5 5.3 6.0 6.8 7.5 3 AO 1.2 45 5e , 05 1 13 1 21 1 29 1 36 1 43 1 50 3 50 33 4° 58 ' 08 1 17 1 25 1 33 1 40 1 48 t 55 '5 8 16 2.4 3.2 40 48 5.6 6.4 72 80 4 CO .c1 44 7' • 11 1 20 1 29 1 37 1 45 1 52 2 00 17 9 /7 2.6 34 43 5.1 6.0 68 77 85 • 10 34 1 1 • 1 4 / 23 1 32 1 41 1 49 1 57 205 '8 9 18 2.7 3 6 4 5 5.4 6.3 72 8 1 9 0 • 20 77 53 ' 36 - 17 1 27 1 36 1 45 1 53 202 2 10 ¶9 t0 19 29 3.8 48 5.7 6.7 76 8.6 95 21 1 0 2.0 3.0 4 0 5.0 6 0 7.0 8 0 9 0 10.0 430 39 55 ' 38 • 20 1 30 1 40 1 49 1 58 206 2 15 21 i 1 2 1 3.2 4 2 5.3 6.3 7.4 8 4 9 5 10.5 4 4:3 4: 57 • ' 1 1 23 1 33 1 43 1 53 2 02 2 11 2 20 A rin; +2 53 3 ' 25 ' 37 1 47 1 57 2 06 2 16 2 25 7, 11 2.2 33 44 5.5 6.6 77 8.8 99 110 5 Y +3 • : 1 ' 29 ' 40 1 51 2 01 2 11 220 230 -, 1 2 2.3 35 46 58 69 8.1 92 1 04 115 5 ': .f.f. - ---/ - -1"^ ' 43 1 54 2 05 2 15 2 25 2 35 :4 1 2 2.4 3 6 4 8 6 0 72 8.4 9 6 10 8 1 2 0 5 21 4,. . :e - :- - 34 - 47 1 58 2 09 2 19 2 30 2 40 -x - . 1 3 2.5 38 50 63 75 8.8 100 1 13 12.5 5 X 4 •e 1 50 2 02 2 13 2 24 2 34 2 45 13 26 39 52 65 78 9.1 10.4 11 7 130 5 4: 4 ' ' .. - AO • 53 2 05 2 17 2 28 2 39 250 14 27 41 54 68 81 95 10.8 1 22 13.5 5 5: 5: - 29 • 43 ' 57 209 2 2 1 233 244 2 55 600 :2 • +6 2 00 2 13 2 25 2 37 2 49 300 24 '4 28 42 56 70 8.4 9.8 112 125 140 6 '2 . 24 •• 4.4 2 03 2 17 229 2 41 253 3 05 2.4 1 5 2 9 4 4 5.8 73 8.7 10 2 11 6 131 14.5 6 20 _ 2 • :1E. 2 07 2 20 2 33 2 46 2 58 3 10 '5 3.0 45 60 75 9.0 105 12.0 135 15.0 63_" 54 ' 2:. - ?3 • 1-3 2 '0 2 24 237 303 315 64' - 54 _'3 2 29 2 41 254 3 07 3 20 6 ,... . • _ 4 • as : ' 2 31 2 45 , 3 12 3 25 "'+= a i -e-5... i , ”Ns taNe are tor waance purposes only wnen folloveng the examples 7 ). ' ..•, :4 20 2 35 2 49 3 03 3 17 3 30 5r ;ace • - , - “ 73 2 39 2 53 3 07 3 21 3 35 27 2 42 2 57 3 12 3 26 340 3c . ,4 . 30 2 46 3 01 3 16 3 31 3 45 ' 4' 34 ' -6 '5 2 33 2 50 3 05 3 21 3 35 3 50 7 50 35 ' 4 '9 2 37 2 53 3 09 3 25 3 40 3 55 8 X ' "4 38 2 -2 - _, 2 40 2 57 3 /3 3 29 3 45 4 00 8 '0` • : ' A : A 2 25 2 43 3 0 1 3 17 3 34 3 49 4 05 Interpolation 8 29 ": +2 2 -7 2 25 2 47 3 05 3 22 3 38 3 54 4 10 8 30 AA 2 '0 2 3' 2 50 3 08 3 26 3 42 3 59 4 15 This is a general table for use with all ports and is based on the 8 AO 4 - 2 - 2 2 33 2 53 3 12 3 30 3 47 4 03 4 20 assumouon that the tidal curve is a simple cosine curve. At most 850 "5 • 44 2 '4 2 36 2 57 3 16 3 34 3 51 4 08 4 25 ports mere is some distortion of the tidal curve. Where tides are 9 00 "9 5' 2 '- 2 39 3 00 3 19 3 38 3 55 4 13 4 30 small. therefore. interpolation is unnecessary when the calculated 9 1 0 53 2 '3 2 42 3 03 323 3 42 A 00 4 17 4 35 values ci the ouration, time interval, range and height difference do 9 20 55 2 22 2 45 3 07 3 27 3 46 • 04 4 22 4 40 9 30 , 22 • 2 24 2 48 3 1 0 3 30 3 50 A 08 not comcsoe with those tabulated. Where the tides are large, how- 4 27 4 45 9 40 123 5a 2 .7' 2 51 3 13 3 34 354 4 13 432 450 ever. ,nteroolation is more desirable. but an estimate by eye is all 9 50 ' 25 2 3• 2 29 2 54 3 17 3 38 3 58 4 17 4 36 4 55 that is Justified by the ultimate accuracy of the prediction. When the 10 00 s 233 2 32 2 57 3 20 3 41 A 02 4 22 4 41 500 duration or range of the tide are less than those tabulated in the 10 '0 • 29 2 35 2 34 3 00 3 23 3 45 4 06 4 26 4 46 5 05 caiculation table. a direct arithmetic interpolation may be made. 10 20 • 29 2 27 2 37 333 3 27 3 49 4 10 430 450 5 10 10 30 ' 30 279 240 336 330 352 4 14 435 4 55 5 15 10 AO ' 22 2 42 3 39 3 33 3 56 4 18 A 39 5 00 5 20 10 50 ' 33 2 '3 245 2 '2 3 37 A 00 4 22 4 43 5 04 5 25 11 00 ".4 2 '5 3 '5 3 AO 4 04 4 26 4 48 5 09 5 30 Conversion of Tidal Heights to Approximate 11 10 • 35 2 50 3 1 8 3 43 4 07 4 30 A 52 5 14 5 35 11 20 • 33 2 '9 2 52 3 21 3 47 4 11 4 34 4 56 5 18 5 40 Elevations Referred to Mean Sea Level 11 30 • 39 2 2• 2 55 3 24 3 50 • 15 4 38 5 01 5 23 5 45 11 AO 1 4G 2 23 2 57 3 2• 3 53 4 18 4 42 5 05 5 28 5 50 The height of tide may be converted to an approximate eleva- 11 50 ' 42 2 25 3 30 3 30 3 57 A 22 4 46 5 09 5 32 5 55 4.3 tion aoove i + 1 or below 1-) Mean Sea Level by subtracting the 12 00 1 2 27 3 32 3 33 • 00 4 26 4 50 5 14 5 37 6 00 height of mean water level at the specified port from the calculated •The este:rears r ins woe we *or gucra•oe only when foarawmg the examples height of tide. 0121:03111 on P494 e vii APPENDIX ror REVISIONS TO HARBOUR CLASSIFICATIONS 1 LOCATION CONST. PRESENT PROPOSED 84 INSHORE TOTAL CLASS CLASS LANDINGS (KG) VESSEL LENGTH Burin B-SG A B 773,302. 438 Catalina B-T-C A C 1,378,764. 303 Marystown (Little Bay) B-SG A C 100,651. 163 Baine Harbour B-SG B C 556,213. 221 Battle Harbour GF-WB-L B C 229,441. 117 Bay L'Argent B-SG B C 48,456 259 Belleoram B-SG B C 1,656,641 301 Burnside G-T B C 166,162 172 Dover G-T B C 672,764 165 Embree G-T B C 66,378 287 Ferryland S J W B C 545,909 264 Francois B-SG B C 863,916 268 Middle Arm GF-WB-L B C 733,468 185 Mings Bight GF-WB-L B C 662,060 285 Moretons Harbour G-T B C 508,346 259 New Harbour B-T-C B C 435,179 123 North Harbour B-SG B C 75,391 304 O'Donnells S J W B C 1,127,616 141 Plate Cove West B-T-C B C 636,257 277 Pools Cove B-SG B C 185,516 239 Seal Cove B-SG B C 353,220 271 Smiths Harbour GF-WB-L B C 195,014 253 Sops Arm GF-WB-L B C 1,019,048 179 South East Bight B-SG B C 352,726 260 St. Bernards B-SG B C 88,809 322 St. Marys S J W B C 326,498 107 Sunnyside B-T-C B C 365,778 322 Upper Island Cove B-T-C B C 105,965 270 Wild Bight (Beachside) GF-WB-L B C 670,861 279 Williams Harbour GF-WB-L B C 430,768 245 Admirals Cove B-T-C D C 32,229 14 Argentia S J W D C 330,106 Avondale S J E D C 7,759 53 Bacon Cove S J E D C 30,190 19 2 LOCATION CONST. PRESENT PROPOSED 84 INSHORE TOTAL CLASS CLASS LANDINGS (KG) VESSEL LENGTH Black Island G-T D C 1,156 Blow Me Down B-T-C D C 15,149 4 Boyds Cove G-T D C 1,593 81 Bristols Hope B-T-C D C 22,215 36 Brownsdale B-T-C D C 6,913 5 Burnt Point B-T-C D C 148,989 50 Champneys B-T-C D C 4,001 40 Clarkes Beach B-T-C D C 5,981 33 Colliers B-T-C D C 373,568 96 Cuslett S J W D C 42,137 Elliott's Cove B-T-C D C 4,645 English Harbour B-T-C D C 7,358 24 Flat Island B-SG D C 102 20 Forest Field S J W D C Fosters Point B-T-C D C Gillard's Cove G-T D C 5,882 10 Hatchet Cove B-T-C D C 12,674 5 Hibbs Cove B-T-C D C 9,885 16 Lady Cove B-T-C D C 22,328 18 Logy Bay S J E D C 6,110 Long Beach B-T-C D C 183,142 29 Low Point B-T-C D C 8,858 12 Melrose B-T-C D C 78,384 73 Milton B-T-C D C 3,232 29 Mortier B-SG D C 7,488 87 Musgravetown B-T-C D C 26,832 62 New Melbourne B-T-C D C 2,266 19 Newstead G-T D C 127,426 171 North Harbour S J W D C 75,391 96 Northern Bay B-T-C D C 46,060 29 Placentia S J W D C 97,205 467 Port Blandford B-T-C D C 17,034 29 Porterville G-T D C 5,675 16 3 LOCATION CONST. PRESENT PROPOSED 84 INSHORE TOTAL CLASS CLASS LANDINGS (KG) VESSEL LENGTH Pound Cove G-T D C 31,794 52 South River B-T-C D C Spillars Cove B-T-C D C 5,061 20 Spoon Cove B-T-C D C 15,743 23 St. Chads G-T D C 34,663 54 CONDTION RATING SCALE - DEFINITIONS Appendix TV Rating Scale Interpretation 1 UNSAFE CONDITION The condition of the facility/component is such tat it is a hazard to the safety of individuals, vessels, and/or adjacent structures. In its present condition, the estimated service life of an existing facility/component is virtually nil, or the lack of a facility/ component creates a hazardous condition. The type of project required is in the form of essential work, which must be carried out within the next year. 2 POOR CONDITION The condition of the facility/component is not presently hazardous, but its estimated service life is less than 3 years. Due to the existing facility/component's poor condition, or to the lack of a facility/component, one or more of the following will soon result: a. unsafe/dangerous condition; b. fish quality diminished; c. client operations restricted; d. harbour capacity diminished; e. harbour operations impeded; f. excessive cost of deferring the maintenance; g. frequent breakdowns, or extended time out of service. The type of project required is in the form of preventative maintenance work. Project action would have to begin within the next two year period. 3 FAIR CONDITION Safe or reliable conditions prevail, however the estimated service life of the facility/component is not more than 5 years. Project action should start within the next 3 years to deal with the following developing problems: a. harbour capacity diminished; b. harbour operations impeded; c. excessive cost of deferring maintenance. The type of project required is in the form of short or long term preventive maintenance work. Project action would have to begin within the next three year period. .../2 2 Rating Scale Interpretation 4 GOOD CONDITION The facility/component is safe, sound, and adequate for present operations. In its present condition, its estimated service life without future preventive maintenance is in the order of 10 years. It has no outstanding maintenance requirements; however, suitable long term preventive maintenance inspections should be scheduled within the next 5 years to monitor and correct any initial deterioration. The type of project required is in the form of long term preventive maintenance work which are the most cost effective for its life cycle, based on regular comprehensive inspections. Project action would have to begin within the next five year period. 5 VERY GOOD CONDITION Optimum operating conditions prevail; the facility/component is new or like new. The estimated service life of the facility/component is in the order of 20 years, with only regular inspections required. No anticipated maintenance will be required for at least the next 5 years. September 1985