consideration is a quick-disconnect provision at the high point in each fuel line that will 

 prevent the siphoning of the storage tank contents into the basin in case of a line break 

 below the stored-fuel level. Examples of a modern fueUng station are shown in Figure 115. 



Emphasis on water quahty control has led to the requirement in many areas that all 

 boats with heads be equipped with chemical holding tanks. Periodically, the tanks must be 

 pumped out and fresh chemicals added. Several manufacturers now make pumpout facilities 

 for this operation (Fig. 116). Facilities are often placed on or near the fuel dock so that 

 fueling and pumpout can be accomphshed successively at the same place. However, the 

 pumpout station should not be too close to the fuel pumps and interfere with fueHng 

 operations. The recharge chemicals for the holding tanks are also sold by the station 

 attendant. Every new marina should have a pumpout station unless one is already available 

 nearby. 



c. Cleats and Fenders. Every dock or slip requires a set of cleats for mooring lines and 

 fenders to cushion the impact of moored or drifting craft against the dock. Manufactured 

 metal cleats, either galvanized or of noncorrosive alloys, are available in several sizes. Cleats 

 can also be made of hardwood (Fig. 117). Wooden cleats are preferred by some marina 

 operators because when damaged or loosened after the nuts have rusted fast to the bolts 

 that hold them, they can be split and chipped out, leaving the bolts exposed for easy 

 removal with a hacksaw. A 10- or 12-inch length is preferred for boats up to 40 feet long; 

 lengths of about 16 and 20 inches will serve cruisers up to 75 and 100 feet long, 

 respectively. The cleats must be securely bolted to the framework with through bolts rather 

 than lag bolts. Many lightly fastened cleats have pulled out under severe line stress. 



The cleat-arrangement pattern may vary with different shp or docking systems, but 

 generally one cleat near the knee and one at the end of a finger (on each side) will serve 

 boats up to 35 feet long. For larger craft, one more cleat per side should be added for each 

 additional 30 feet or fraction thereof. If cleats are used on loading docks or fuel docks 

 designed for breast mooring, they should be sized for the largest craft anticipated and 

 spaced at about 15-foot intervals. A better system is to provide a continuous curb rail 

 supported on blocks spaced about 3 feet apart for tying mooring lines. In a double -boat slip 

 system, two cleats about 3 feet apart should be secured to the edge of the headwalk and 

 centered between the two fingers. The finger piers of many fixed systems are either not as 

 substantial as the headwalk or the stringers are too far in from the edge to provide a secure 

 cleat anchorage. The inboard or knee finger cleats must then be secured to the headwalk 

 (Fig. 118). A tie pile will often substitute for the two cleats at the outer end of the finger 

 (Fig. 119). 



Many fendering systems of the early marinas were of makeshift quality, using old rubber 

 tires, discarded firehose, or hemp hawsers for the bumper elements. Special synthetic 

 extrusion or molded shapes are now being manufactured, which provide better appearing 

 and more functional fendering for small-craft dockage in floating systems. The preferred 



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