Launching Ramp Demand The demand for launching ramps, as derived from the questionnaire survey, is considered to represent at least 90 percent of the total demand for these facilities. This is based on other studies and random interviews with operators of marinas located throughout the area. The demand shown in Table 17 reflects a high use by transient boaters of ramps located in the West and North Divisions. Boaters commented on the back of their questionnaires that additional and better planned launching ramps were required in most subareas. A need for breakwater protection adjacent to the ramps was also indicated. Launching or retrieving pleasure craft during windy periods becomes hazardous where no protection is afforded. The difficulties. encountered during rough water tend to aggravate congestion at ramps as well as increase boat damage and personal injury potential. Boaters encounter delays at some ramps at low tides if the end of the concrete apron is short of the water and an exposed mud flat exists. A sandy beach off the end of the ramp will usually support vehicles and low tide launching can still be made. Launching Ramp Need Launching ramp needs were developed to reflect boater demand by subarea and the average annual number of launchings that now occur or would occur if facilities were available. Boaters would launch their craft from trailers about 833,500 times annually with 75 percent of this activity occurring on weekends or holidays. Since at least 33 percent of the boaters use their craft all year, a 365 day boating season was considered in developing the average day use of launching ramps. A ratio of peak to average use of 5 to 1 (4) was employed to estimate the number of lanes needed. Although this ratio was developed for the State of California, its use was considered appropriate to the Puget Sound area. A check made of demand at several ramps for which trailer boat use data were available indicated that the California ratio would provide reasonable results. Corps of Engineers standards for boat launching ramp design specify that one ramp should be provided for 40 launchings during a peak day. Therefore, for a 5 to 1 peak to average day ramp use ratio one lane is provided for 8 average day launchings. The trailer boat launching ramp demands are shown in Table 17 for each subarea in terms of ramp lanes. A total of 92 additional lanes of launching ramps are needed in the Puget Sound area. This represents an increase of about 42 percent over the existing facilities in the area. Of the three Divisions the Central Division has the greatest deficit of ramps, with 51 more lanes required to meet present needs. The North and West Divisions need 13 and 28 additional lanes, respectively. These values could be increased to allow for non-resident, non-registered trailer boat use, however, the values shown in Table 17 are considered to be reasonable reflections of total needs. Two acres of land are considered necessary for each lane of launching ramp in order to provide adequate parking, maneuvering space, and access roads. On this basis approximately 184 additional acres along Puget Sound waterfront are needed to meet the present launching ramp needs. Where more than one lane is provided, land needs for access roads and maneuvering space remain nearly constant, necessitating only an increase in parking area. Future Launching Ramp Needs Future gross launching ramp needs were also assumed to follow the same rate of growth as pleasure boat ownership. The peak to average day use ratio was assumed to be constant in the future as was the present pattern of launchings with respect to the geographical areas. The total number of launching lanes required in 1980 is expected to be about 410, twice the number now in the Puget Sound area. By the year 2000, as shown in figure 31, nearly three times as many ramps as now exist will be needed. Owners may have indicated the desire for launching ramps in more than one subarea. Other Boating Facility Demand Although the small boat study was primarily concerned with defining the needs for moorages and launching ramps, other data derived from the questionnaire survey is of interest and importance to the planner and marina operator. Demand was also measured for shopping or service moorage, service facilities at marinas, harbors of refuge, saltwater camping, and saltwater picnicking. Table 18 relates the location of the demand for boating facilities to the residence area originating the demand. For example, 39 percent of the total demand for permanent summer moorage in the North Division is by persons living in the North Division with 60 percent and 1 percent by residents of the Central and West Divisions respectively. enjoy navigating their craft in each of the three divisions during the summer season with the North Division receiving the greatest use. The popularity of the San Juan Islands in summer is indicated by the high boater demand for temporary moorage in subarea 2. During winter, with boating primarily confined to local waters, the more populated Central Division has the largest boater demand for service facilities. Services desired at temporary and permanent moorages are reflected in Table 20. As would be expected, fuel and oil supplies are demanded by the highest percentage of boaters. Totals differ since the same boat may have incurred damage in more than one location during the boating year or by a combination of hazards. Harbors of Refuge Boaters were asked by the questionnaire survey to indicate where they need a harbor to flee heavy weather. The very high response, as reflected in Table 22, demonstrates a definite need for harbors of refuge where protective breakwaters are provided. A harbor of refuge is defined as a temporary haven for small craft in distress or seeking shelter from approaching storms; a safe place of rest and replenishment for transient boats. A harbor of refuge must offer anchorage or moorage protected from waves of hazardous magnitude from any quarter, must have access by land, must have a public landing, and must have some means of obtaining aid, supplies or assistance. Entrances to small craft harbors of refuge must be safe for navigation by small craft under all but the most extreme sea and weather conditions found at the site. The entrance channel must be of adequate depth and width to allow for maneuvering by the small craft using the harbor. A harbor of refuge in a given area must be large enough to accommodate the estimated number of small craft that might require refuge at any one time (4). No harbor located on Puget Sound and Adjacent Waters is designated as a harbor of refuge. Several of the larger public boat basins are able to afford some protection to transient small craft; however, moorages have not been set aside for this purpose. The growth of pleasure boat activity increases the peril as more boaters are subjected to adverse wave actions during periods of sudden high winds. Uncertainty of weather conditions and the many miles of shoreline without protected harbors tend to reduce the cruising radius of many boaters. Saltwater Camping and Picnicking Facilities During the field surveys many inboard and outboard pleasure craft were viewed anchored off Marine parks. The bulk of these craft were not equipped with on-board sleeping facilities and had cruised a long distance from home moorages carrying camping gear for use at the parks. Many of the campgrounds at the marine parks were completely filled. This was particularly true of Sucia and Matia Island Parks in the San Juan Islands of the North Division. A very high demand shown in Table 22 for camping and picnicking facilities suggests that these popular facilities should be expanded. ENVIRONMENTAL ASPECTS Pleasure boats and supporting facilities in the study area have increased in numbers and magnitude to the point where their waste products pose a significant pollution problem. Almost all boats that are equipped with toilets and other sanitary facilities discharge untreated sewage directly into the water. Raw sewage is also being discharged into the water at a substantial number of shoreside facilities where toilets are not connected to sewers or other sewage disposal installations. Public toilet facilities are nonexistent at many marinas and docks. Thoughtless individuals are more apt to dump refuse into the water where there are no provisions for the adequate collection and disposal of solid wastes. Boats and marinas do not contribute large volumes of sewage when compared with municipalities and industries; nevertheless, the pollution problem may be significant due to the high concentration of floating population and other public activity at recreation areas, especially during certain peak weekends. The problem is particularly acute where facilities and moorage sites are located near shellfish beds and outdoor recreational areas where adjacent waters are used for swimming, skiing, and other water contact sports. Boats pose a rather unique problem as they move freely into and rendezvous in isolated and previously unspoiled recreational waters. Waste discharges from boats and marinas not only make the water unsightly and lower its use for other purposes, but may introduce disease-producing organisms into the water. Fresh body wastes may contain pathogenic bacteria and virus that cause illnesses including dysentery, shigellosis, typhoid fever, and infectious hepatitis. A serious hazard exists when shellfish are harvested and consumed from contaminated water in that shellfish can concentrate and retain disease microorganisms within their digestive tract. |