Boat Ramp Slope Design conformance with NYSDOT Specifications � 3. With the push slab portion in its final position, the cast in place portion shall th en be constructed. The base material shall be regraded and compacted, forms set, push beam removed from the top of the push slab ramp, reinforcement placed and secured, and concrete poured. Wieser Boat Ramp Planks - Custom sizes- Custom types of connections - Custom designs. Contact for more details and information. Treasure Coast Barge pours a concrete boat ramp.
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To learn what permits will be required, contact the Virginia Marine Resources Commission at Washington Avenue, Newport News, Virginia , Phone , and your local building inspector. The design of the site, ramp and pier will have a major impact on construction and maintenance costs, and the usability of the facilities.

Take the time required to get a durable, economical and functional design. Provide adequate room to bring the towing vehicle and trailer in good alignment with the ramp, and enough space for a staging area to ready the boat for launching. If possible, place the pier on the same side of the ramp as the driver.

This will give the driver a better view as they back the trailer alongside the pier. One-way traffic in the parking area and staging area is desirable to reduce congestion. Angle parking is usually easier to accomplish than other parking plans, and reduces the required width of driving lanes in the parking lot.

Parking spaces and traffic patterns should be clearly marked to reduce traffic congestion and to ensure maximum efficiency of available parking space.

A one percent slope minimum across the parking lot and staging area helps prevent ponding of water on those areas, yet causes a slow runoff that reduces erosion on untreated surfaces. The slope should be directed away from the ramp if possible to prevent gravel, sand, etc. If two launching lanes are to be constructed, a single pier between the lanes can serve both lanes and reduce costs and insures that one boater cannot tie-up both lanes at the same time.

For high use facilities, a double lane ramp with L-head courtesy piers on both sides will help reduce congestion during peak launching and retrieval time. A line should be painted down the center of the ramp to assist boaters in staying on their side of the ramp. Ramps 16 feet wide are preferred for the general public though many existing foot ramps have proven to be satisfactory at low use facilities. Ramps placed in flowing rivers should enter the river at an angle downstream to reduce the sideward push on the boat as it is being placed on or off the trailer.

Also, a ramp placed at an angle usually accumulates less silt after a period of high water. If a cut in the river bank must be made, lay the slopes back as much as possible to reduce the amount of still water trapped in the cut during flooding, thus reducing the amount of silt deposited on the ramp.

Provide stabilized ditches down each side of the ramp to handle runoff during heavy rains. If a pier is needed to assist with launching and retrieving boats, paying close attention to the small details of pier design can save a lot of headaches and maintenance costs. 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 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. Other considerations include how deep the water is at mean low tide, how far into the water a ramp should be, and the condition of the water bed.

There are also environmental issues that must be mitigated. Water, silt, and debris flows can be changed by a ramp, altering junior fish migration. The state also recommends using precast slabs for boat ramps if the water is not at the ordinary high water level.

These are just a few of the issues that need to be addressed before installing a boat launch. When it comes to designing or manufacturing the concrete slabs for the launch, Columbia Precast Products ensures that all state codes and regulations are followed.

When using precast concrete boat ramps, installation can occur at either low or high tide. With pour in place concrete, any wet concrete needs to be away from state waterways until it is fully hardened. As far as environmental concerns, concrete is made from raw and natural materials and is chemically inert.

If proper planning is employed, using a precast boat launch should only momentarily disrupt wildlife or water flows. Planks are available in various widths, up to 26 feet from some sources, and are very heavy. Start from the top of the ramp and place the planks down the ramp and into the water.

Be certain to have adequate planking under water to accommodate any boat that might be launched. Larger crushed stone, in the four- to six-inch range, should be used to extend and protect the underwater end of the ramp. This will prevent erosion caused by outboard motors during loading of boats. Lowell is a freelance writer who has been writing professionally since June , with articles appearing on various websites.

A mechanic and truck driver for more than 40 years, Lowell is able to write knowledgeably on many automotive and mechanical subjects.

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