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Argyll and Bute Council
Campbeltown Loch Marina
Technical and Feasibility Report
Draft Report
Campbeltown Loch Marina—Technical and Feasibility Report
Hyder Consulting (UK) Limited-2212959 \\hc-ukr-ex-fs-01\ex_proj\ua utils\ua002297-campbeltownlochmarina\f-reports\5000-ua002297-dvr-03 campbeltown marina feasibility study - draft report.docx
Hyder Consulting (UK) Limited
2212959
Unit 3 Kew Court Pynes Hill Rydon Lane Exeter EX2 5AZ United Kingdom
Tel: +44 (0)1392 374 600
Fax: +44 (0)1392 374 555
www.hyderconsulting.com
Argyll and Bute Council
Campbeltown Loch Marina
Technical and Feasibility Report
Draft Report
Author G Green & J Prescott
Checker J Prescott
Approver I George
Report No 5000-UA002297-DVR-03
Date 3 December 2010
This report has been prepared for Argyll and Bute Council in
accordance with the terms and conditions of appointment for
Technical and Feasibility Report dated 11 August 2010.
Hyder Consulting (UK) Limited (2212959) cannot accept any
responsibility for any use of or reliance on the contents of
this report by any third party.
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CONTENTS
1 Executive Summary .......................................................................... 1
2 Introduction ....................................................................................... 5
2.1 Project Background ........................................................................... 5
2.2 Project Objectives of the Scheme ...................................................... 6
2.3 Study Brief ........................................................................................ 6
2.4 Acknowledgements ........................................................................... 7
2.5 Other Projects within Campbeltown ................................................... 8
2.6 Existing Marina Facilities and Amenities ............................................ 9
3 Review of Existing Information ........................................................ 13
3.1 Historic Charts ................................................................................ 13
3.2 Geotechnical Investigations ............................................................. 14
3.3 Harbour Surveys ............................................................................. 16
4 Technical Review of Marina Proposals ............................................ 21
4.1 Marina Layout ................................................................................. 22
4.2 Wave Climate ................................................................................. 23
4.3 Dredging Works .............................................................................. 24
4.4 Stability of Harbour Structures ......................................................... 25
5 Operational Review of Marina Proposals ......................................... 27
5.1 Existing Harbour Activities ............................................................... 27
5.2 Vessel Movements .......................................................................... 28
5.3 New Marina Impacts on Harbour Operations .................................... 29
6 Marina Business Review ................................................................. 31
6.1 Market Review ................................................................................ 31
6.2 Demand Projection.......................................................................... 32
6.3 Market Requirements ...................................................................... 33
7 Discussion of Marina Proposals....................................................... 35
8 Marina Proposal Design Development ............................................. 37
8.1 Marina Layout Options .................................................................... 37
8.2 On Shore Masterplan ...................................................................... 44
8.3 Dredging and Construction Works ................................................... 46
8.4 Maintenance Works ........................................................................ 46
8.5 Construction Cost Estimates............................................................ 47
8.6 Initial Business Case ....................................................................... 49
9 Implementation ............................................................................... 53
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9.1 Licenses and Consents ................................................................... 53
9.2 Construction Programme ................................................................. 57
9.3 Funding .......................................................................................... 57
9.4 Procurement, Operations and Management ..................................... 57
10 Conclusions .................................................................................... 59
11 Recommendations .......................................................................... 61
12 References ..................................................................................... 63
Appendices
Appendix A
Historic Admiralty Charts
Appendix B
Original Marina Layout Proposal
Appendix C
Wave Modelling Report
Appendix D
Sediment Testing Results and Marine Scotland Action Levels
Appendix E
Harbour Wall Condition Survey
Appendix F
Dive Survey Report
Appendix G
Revised Marina Layout Options 1A and 2A
Appendix H
Revised Marina Layout Option 2B
Appendix J
On-shore Masterplan
Appendix K
Budget Cost Estimate
Appendix L
Initial Marina Business Case
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1 Executive Summary
Argyll and Bute Council have appointed Hyder Consulting, in association with DTZ, to undertake
a Technical and Feasibility Study of a new marina at Campbeltown. The study was
commissioned to assess the technical issues, operational constraints and the initial business
case for a new marina. The objective of this study is to allow the Council to assess the case to
proceed to Full Business Case.
The study has reviewed the information and data pertaining to this project. The information has
been obtained from Argyll & Bute Council, CLBC, the Harbour Master and discussion with
numerous stakeholders. This information has included site information (borehole records,
topographic and bathymetric surveys, condition surveys, and as-built drawings of related
structures), proposals for other projects in the harbour area, operational use of the harbour and
the current operations and business of the CLBC.
Using this information a technical, operational and commercial market assessment has been
undertaken of the proposals for a new marina at Campbeltown (based on the Option 4 proposal
recommended by the Campbeltown Options Appraisal report prepared by Scott Wilson). Initially
some changes were made to the marina layout in order to comply with current best practice in
marina design.
However, the initial business case review has projected insufficient demand to fill a 145berth
marina. The best estimate of demand for 2020 requires only 57 berths (current capacity is 18
berths with rafting potential to around 40 boats.
The reduced size marina will require less land take than originally proposed. Therefore, there
are two potential locations for the new marina; one in the harbour, the second north of the Old
Quay.
The wave modelling assessment has found the wave climate within the harbour to be less
sheltered than north of the Old Quay. However for both marina locations additional protection
would be required, by a breakwater.
The technical review found that dredging would be required in both locations. The sediment
sampling and testing found that some contaminants are present in the sediments in both areas.
However these are between Action Level 1 and Action Level 2, so Marine Scotland will need to
be consulted to decide whether sea disposal is appropriate for the dredged sediments.
Dredging and construction of a new marina within the harbour would require construction of toe
protection works to the Hall Street harbour wall (Wall O) and replacement of the Old Quay
harbour wall (Wall A).
The operational review found that the proposed marina in the harbour would impede use of the
Old Quay. This quay is currently used for berthing fishing vessels up to two deep alongside the
quay.
Although the original marina proposal north of the Old Quay conflicted with the Scottish Water
buried pipeline and outfall, the revised number of berths would require less seabed area and
therefore not extend as far as the buried pipeline.
It is recommended that the area north of the Old Quay is the best location for the new
marina.
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Two marina layout options (1A and 2A) were prepared to assess the best pontoon arrangement.
During consultation with the Harbour Master it was identified that the location of the floating
breakwater in Option 1A would restrict the use of the Fish Quay and Fuel Berth. Therefore for
operational reasons Option 2A was preferred.
These layouts were also tested in the numerical wave model, which should that under normal
operating conditions (1 in 5 yr return period event) the required wave climate would be provided.
However under an extreme event (1 in 50yr return period) the wave conditions would not meet
the design standard.
As a result of this assessment, a further option (2B) was developed. This option utilises a piled
wavescreen to provide the required wave climate in the marina to suit current design standards.
On operational and technical grounds, Option 2B is recommended as the preferred
option. The budget cost estimate for the construction for this option is £2,664,460 including
30% ‘optimism bias’ and excluding VAT.
For longer term capacity planning, the design of Option 2B has in-built flexibility to
accommodate a cost-effective extension to the marina. With an estimated capital cost of only
£70k, an additional 12 berths can be provided increasing capacity from 45 to 57 berths.
The cost estimates are based on the assumption that the dredged material is suitable for
exaction by excavator and that all dredged material will be disposed at sea, at the Campbeltown
disposal site.
In order to reduce project risks, obtain greater cost certainty and enable the project to proceed,
the following work should also be undertaken:
� consultation with Marine Scotland and SEPA in order to determine an acceptable
dredging disposal route,
� consultation with Marine Scotland and the Planning Authority in order to determine if an
Environmental Impact Assessment is required
� geotechnical site investigations, to inform the design of dredging and construction works
and enable further sediment contamination testing at depth
� develop the designs further to take account of ground conditions
A number of marine and planning consents and licenses are required to undertake the
construction of the new marina. These are issued and managed by Marine Scotland and the
Planning Authority, Argyll and Bute Council.
Since the proposed marina will be constructed on seabed belonging to the Crown, Crown Estate
consent will also be required and an annual rent will be charged.
Once full marine and planning consent has been obtained, the project could be progressed to
detail design, contract tendering and construction.
As part of the initial business review, a financial business model has been prepared for the
proposed marina. The model shows that it is not possible for the new marina to be self
financing. The financial model demonstrates that neither the capital costs nor an allowance for
depreciation are fundable. Even in the most optimistic scenario there is an NPV of -£169k when
capital costs are excluded and depreciation included.
This analysis indicates that there is no commercial rationale for investment and that the project
is not commercially viable.
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However, if capital costs and depreciation charges are excluded the ‘best estimate’ scenario
indicates a positive NPV of £42k. The level of profitability is marginal for the best estimate
scenario with discounted profit only averaging around £2k per annum.
In accordance with CHORD governance, this project is being assessed from a business
perspective and therefore the NPV analysis cannot be considered without capital costs and
depreciation. Therefore, in order for the project to proceed it would be necessary to identify
funding sources for the capital cost. Identification of additional income or operational cost
savings during the lifecycle of the project will also improve the commercial viability of the
project.
Alternative delivery models will also need to be reviewed to identify the ‘best fit’ for the new
marina. This could include Campbeltown Loch Berthing Company or a new private sector led
business.
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2 Introduction
2.1 Project Background
Argyll and Bute Council has agreed to an ambitious and forward-looking programme to assist
regeneration and economic development in five of its waterfront towns – Campbeltown,
Helensburgh, Oban, Rothesay and Dunoon. In November 2009, the Council unanimously
agreed to allocate more than £30 million to the ‘CHORD’ programme. The multi-million pound
initiative will see major improvements to the town centres and waterfronts of all five towns. One
of the projects is the development of a new marina at Campbeltown.
There is currently an existing pontoon at Campbeltown that is used by resident and visiting
recreational boats and yachts, which has capacity to berth approximately 34 boats. The pontoon
is owned and operated by the Campbeltown Loch Berthing Company and is located on the
northern side of Campbeltown Harbour, within Campbeltown Loch.
Figure 2.1 – Location Plan of Campbeltown Harbour
In 2008, the consultants, Scott Wilson undertook an options appraisal report [Ref. 6] for a new
marina. The report recommended Option 4, which involves dredging and construction of new
pontoons on both sides (north and south) of the Old Quay. This option has been taken forward
for assessment in this study. Following this review, the study has evaluated revised option
designs.
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2.2 Project Objectives of the Scheme
The objectives of this project are to:
� Increase the number of berths to 145.
� Improve and extend the existing facilities to provide an attractive facility for recreational
sailing.
� Market a redeveloped marina to capture a greater share of the recreational sailing sector.
At present the facility is envisaged as a ‘transit’ marina but the opportunity for
development of a commercial marina has not been ruled out.
� To put in place an agreed, robust and sustainable management organisation.
2.3 Study Brief
Hyder Consulting, in association with DTZ, were commissioned by Argyll and Bute Council to
undertake a technical feasibility study of a new marina at Campbeltown.
The project brief included:
� a review of existing information
� an assessment of infrastructure requirements and construction issues
� a review of the wave climate
� an assessment of the marina layout in accordance with current design standards.
� masterplanning of on shore facilities to support the marina.
� a review of the initial marina business case.
The above assessment was to be undertaken with due consideration and review of the existing
harbour operations and uses, the historic listed status of buildings in Campbeltown Harbour and
other ongoing infrastructure and regeneration projects in Campbeltown.
The study has assessed the feasibility of providing the new marina in the locations
recommended by the Scott Wilson options appraisal report [Ref.6].
The initial marina business case has been developed by DTZ.
The objective of this study is to allow the Council to proceed to detailed design and subsequent
Full Business Case.
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2.4 Acknowledgements
In undertaking this study, Hyder and DTZ have consulted with and received information from a
number of sources. In particular we would like to thank the following individuals for their time
and assistance:
� Stuart Green and Nicola Debnam – Argyll and Bute Council
� Stephen Scally and David Martin – Campbeltown Harbour Master and Assistant
John Mactaggart, Willie MacDonald and Michael Taylor – Campbeltown Loch Berthing
Company
� Martin Gorringe – Argyll and Bute Council
� Jim Bryson and Arthur McCullock – Argyll and Bute Council
� George Bradley – RNLI
� Colin Craig – West Coast Motors
� Brian Keating – Kintyre Development Company
� Richard Johnston – Clyde Fishermans Association
� Rachael Duncan – Marine Scotland
� Joanne Casey – AECOM
� Jeremy Cox and Billie Barr – Halcrow
� Ross MacPhie - Scott Wilson
� Campbeltown Loch Sailing Club members:
� Alastair Cousin
� Michael Foreman
� David Lord
� Robert Craig
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2.5 Other Projects within Campbeltown
The following infrastructure and regeneration projects are ongoing within Campbeltown:
2.5.1 Campbeltown Townspeople Heritage Initiative
The Townscape Heritage Initiative (THI) is to provide improvement to the heritage and
conservation sites of the town. The project focuses on the regeneration and conservation of
local buildings and architecture, mostly in the town centre. This project is part of the CHORD
programme.
2.5.2 Campbeltown Kinloch Road Regeneration
This project is to provide physical regeneration of the Kinloch Road area, including improvement
of the public realm. The project involves a land transfer legal agreement between Argyll and
Bute Council and ACHA in order to realign the road through Park Square. The Highways depot
is being demolished and the land is being passed to ACHA. The garage area next to Park
Square may be purchased by the Council and used in the interim as a car park.
2.5.3 Campbeltown Infrastructure Project
This project will provide infrastructure improvements within the Campbeltown area to enable the
transfer of large indivisible loads (such as wind turbine tower sections) between a new factory
developments at Machrihanish Airfield and the New Quay at Campbeltown Harbour for export.
This improvement is proposed to provide the infrastructure required to facilitate the development
of renewable energy industry in the area.
The project involves a package of road works and modifications to the New Quay at
Campbeltown Harbour. These works include:
� road works between Machrihanish and the town – including new road through Park Sq;
� dredging to deepen the New Quay berth
� works to New Quay existing open deck, combi wall and slipway,
� new revetment in north west corner of the harbour and new road alignment at Old Quay /
Hall St junction,
� new road realignment at the New Quay
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2.6 Existing Marina Facilities and Amenities
2.6.1 Berthing
The existing floating pontoon has been located in its existing location since the late 1980’s. The
pontoon is secured in place by a chain and anchor system which allows the pontoon to move up
and down with the tide. The surround seabed has been dredged to provide approximately 3m
water depth at lowest astronomical tide (LAT).
The pontoon is approximately 100m long. This can accommodate approximately 16 yachts
alongside (with no rafting), assuming an average boat length of 10m. This includes two
dedicated commercial berths, plus 8 boats on either side of the main pontoon.
Figure 2.2 The Existing Pontoon
However, current demand during peak periods is often 30+ boats. The consequence is that
rafting up is the norm. The limit of the marina when rafting is used is approximately 34 boats,
which would assume double rafting on both sides of the pontoon:
The two dedicated commercial berths are used by rigid inflatable boats (RIBs) operated by the
Kintyre Express and Mull of Kintyre Seatours.
The pontoon is owned and managed by the Campbeltown Loch Berthing Company (CLBC),
who employ an attendant to undertake day to day housekeeping – collecting berthing fees from
the honesty box, restocking information leaflets, keeping the pontoon clean and tidy – and
assisting visiting boats approaching or leaving the berth and with enquiries. This role is
provided on a part-time basis throughout the summer season.
Visiting yachtsmen can also choose to pay their dues at the Visit Scotland Tourist Information
Office that is located on the Old Quay. Visit Scotland levy a charge to CLBC for this service, but
it facilitates collection of dues from visiting boats without the need for a full time marina manager
role.
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2.6.2 Showers and Toilets
The following crew facilities are provided within walking distance of the pontoon:
Aqualibrium – dedicated showers and toilet facilities for sailors are provided in the new
Aqualibrium building. There is one shower and one toilet for each sex, plus a washing machine
for laundry.
There is currently a charge or £3 levied per person to use these facilities.
Although there is a dedicated external access to these facilities, it is not currently used and
access is managed via the Aqualibrium front desk. As a result access is only available during
Aqualibrium opening hours:
� Mon & Wed 07.00 – 21.00
� Tues & Thur 08.00 – 21.00
� Sat & Sun 10.00 – 17.00
Public toilets – located in Balgram St, with access via a keypad access code for out of hours
access. The standard of these toilets is poor. There is no charge to use these facilities.
2.6.3 Electricity and Water
There is provision of electricity and water supply for berthed vessels on the existing pontoon.
Electricity is provided from 8 bollards, with four sockets per bollard. At present the spatial
distribution of bollards is such that not all boats can access a power point during busy periods.
There are currently three water-points are provided on the pontoon.
2.6.4 Fuel and Gas
Red diesel, petrol and replacement gas canisters can also be purchased from D. McNair & Son,
whose premises on the waterfront are a short distance from the current marina. They also sell
diesel from the fuel berth on the Old Quay, provided by a hose to vessels moored alongside.
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Figure 2.3 Existing Fuel Berth
2.6.5 Chandlery and Engineering Services
Local companies including CMC Ship Chandlers, L&A Marine, DM Fabrication (welding
including stainless steel) and JIG Joinery, provide local chandlery and engineering services for
the resident fishing fleet, leisure and commercial craft.
2.6.6 Restaurants, Cafes and Bars
Campbeltown offers a typical variety of eat in, take away and social venues. The majority of
restaurants and bars are located on Longrow and Main Street, which is approximately 200m
walk from the Old Quay. The general standard of the amenities is not high and therefore
provides no significant draw to visiting yacht crews.
The proposed improvements of the marina and potential increase in trade may offer scope for
local businesses to provide a service more appropriate to visiting crews.
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3 Review of Existing Information
A large number of data and information sources have been used to inform this study. A full list
of references is provided in Chapter 12.0 of this report. In addition surveys of the harbour
structures have been commissioned to support this study and future design development and
construction works.
3.1 Historic Charts
The UK Hydrographic Office holds within its archives historic charts that have been surveyed
and issued by the Admiralty. Historic Admiralty charts of Campbeltown Loch date back to 1840.
These charts have been viewed and compared for this study to determine changes that have
historically occurred in and around Campbeltown Harbour.
The figures in Appendix A show a selection of the historic Admiralty Chart extracts.
The charts show that Old and New Quays/Piers have existed in some form to create a harbour
at Campbeltown since 1840. These quays have been modified and changed in width and form
over time to their current arrangement, although their overall length has remained approximately
the same.
Between 1848 and 1854 a new harbour wall was constructed between the Old Quay and New
Quay. The highway and houses of Hall Street are now found alongside this wall.
In 1840 the inner harbour area dried at low water. Between 1854 and 1892 the harbour was
deepened so that approximately one third of the harbour was flooded at low water. By 1943 the
seabed levels had changed to create deeper water alongside the Old Quay. In 1983 the
harbour entrance was dredged to 4.0m below Chart Datum (CD), which also provided deeper
water alongside the seaward end of the New Quay. Since that time the dredged level has not
been strictly maintained, however, the charts show that the seabed levels have not significantly
changed.
In 1990 the seabed on the north side of the Old Quay was dredged to 3.0m below CD to
accommodate the new yacht pontoon.
It is noted that seabed levels within Campbeltown Harbour and north of the Harbour have not
historically been recorded significantly lower than the current seabed levels. There is also little
evidence of significant erosion or accretion within the Loch and dredging has been minimal.
It is interesting to note that the Admiralty Charts do show that in the mid 19th century a large
area of the Loch foreshore was reclaimed to create a new recreation ground, which is now
Kinloch Park and the Esplanade.
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3.2 Geotechnical Investigations
Argyll and Bute Council and previous local authority, Strathcylde Regional Council have
procured a number of intrusive site investigations within the Campbeltown Harbour. The aims of
the investigations were to understand the ground make-up for a variety of projects proposed
within the harbour, and to the development or improvement of the New and Old Quays.
The majority of the historic boreholes sites are located within the harbour or close to the Old and
New Quay walls. No investigations have been identified further north of the Old Quay.
Nicholson Site Investigation (September 1974)
Site investigative work was undertaken alongside the New Quay in 1974 by Nicholson Site
Investigation. It is presumed the works were undertaken to provide the relevant data for the first
inward extension of the New Quay.
Exploration Associates Ltd – 134100
Factual Report on Ground Investigations (Feb, 1995)
5 no. boreholes were undertaken adjacent to the north and south face of the Old Quay wall.
The aim of the investigation was to provide ground conditions for the replacement of the existing
sheet piled walls (later defined as Fuel Berth Phases 1 & 2 and Inner Wall Phases 1 & 2).
Norwest Holst Soil Engineering Ltd - F11707
Report on Ground Investigation at Campbeltown Harbour (Nov, 2000)
Norwest Holst undertook 9 no. boreholes within the harbour area, north of the New Quay.
The purpose of the investigation is not defined, but it is thought a sheet piled structure was
proposed within the harbour. An extension to the New Quay was proposed for a fabrication
area for the offshore wind turbine structures.
Fugro Engineering Services Ltd - NEA041006
Factual Report on Ground Investigation (Jan, 2005)
14 no. boreholes were undertaken within the harbour, north of the New Quay wall and around
the Old Quay head.
Again, the purpose of the investigations is not defined, but it can be assumed to be an
extension to the Norwest Holst investigation undertaken in November, 2000. It is likely that the
boreholes located around the head of the Old Quay were to provide information for the
replacement of the sheet piled walls of the Fish Quay.
Scott Wilson – S106508
Campbeltown New Quay Expansion – Consolidated Tender from Structural Soils Ltd
(Jan, 2010).
The report produced by Scott Wilson identifies the undertaking of 13 No. boreholes with the
harbour.
The survey works forms part of investigation works into the extension of the New Quay.
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Previous investigations have been mostly focussed in the harbour area. To determine the
composition of the seabed in the areas proposed by the Scott Wilson Option 4, the Norwest
Holst survey [Ref 7] has been reviewed. The boreholes undertaken for this site investigation
were located on the north and south face of the Old Quay.
No borehole records have been identified further north of these boreholes alongside the Old
Quay
Figure 3.1 Norwest Holst Soil Engineering Ltd Borehole Location Plan
North of the Old Quay (Boreholes No. 5 & 6)
The uppermost seabed stratum is a 1.0m to 2.0m layer of soft silty sediment. This underlain by
a 1.3m thick layer of medium dense sand, which overlies a 0.6m thick soft gravelly clay strata
consistent across both boreholes.
An inconsistent level of bedrock was identified, -10.9mCD to -13.8mCD.
The two boreholes penetrated the seabed lower than the proposed dredging level. If the strata
is consistent north of the Old Quay, based on the observation made to date, dredging should be
possible to the required maximum depth of -3.0mCD.
South of the Old Quay (Boreholes No. 3 & 4)
The two boreholes reviewed identify a slight variation of strata formation. The common
uppermost seabed stratum is a 0.1m to 0.8m layer of soft silty clay. At BH3 an underlying layer
(0.3m thick) of loose silty sand and gravel is present, with a 6.9m formation made up of soft
gravelly clay to a firm clay. BH4 identifies a 9.7m thick layer of stiff clay and coarse gravel
directly underlying the slender seabed strata.
A consistent level of bedrock was identified, -12.29mCD to -12.58mCD.
BH 3 penetrated the seabed lower than the proposed dredging level. The strata show some
consistency, therefore the proposed -3.0mCD reduced level will cut into the stiff clay and gravel.
The characteristics of this stratum will dictate the method of dredging.
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3.3 Harbour Surveys
3.3.1 Harbour Wall and Revetment Surveys
Arch Henderson LLP - Campbeltown Harbour Old Quay Survey Report,
Ref No. 05229 (Dec, 2005)
A survey was undertaken in December 2005 to investigate the condition/ deterioration of the Old
Quay walls. The walls were inspected visually above MLWS and by divers beneath. Thickness
readings of the sheet piles were taken at regular intervals (vertically and horizontally).
Figure 3.2 Arch Henderson LLP – Survey Location Plan Showing Wall Designations
The report identified the Old Quay required remediation action to improve the condition of the
sheet piles and prevent further corrosion damage. The report identified Walls A and L were in
need of immediate reconstruction.
The remaining surveyed walls suffered from accelerated low water corrosion. As a result from
the corrosion, holes and a reduction in the steel sheet pile thickness were identified.
Since this survey was undertaken, Wall L has been replaced with a concrete block revetment,
and the timber suspended deck (Wall K) has been reconstructed with a new filled retaining wall
of sheet piles, with new tie rods. The new tie rods extend horizontally across the full width of
the Old Quay structure and are either connected to the sheet piled Wall A, or where the
structural condition of this wall is not competent, a concrete anchor block has been constructed
immediately behind Wall A. The reconstruction of the Wall K was designed by Arch Henderson
in 2005 and works undertaken in 2006.
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Although the survey was thorough, it does not include areas of key importance that relate
directly to Scott Wilsons proposed marina options. Therefore additional survey work was
required on the revetment north of Old Quay and the harbour wall adjacent to Hall Street.
The following surveys have been commissioned to inform this project:
Hyder Consulting Ltd – Harbour Wall Condition Survey,
Ref no. UA002297 (Oct, 2010)
As part of this study, Hyder undertook a visual inspection of the Old Quay structure, the
revetments north of the Old Quay (Walls L, M & N) and the harbour wall adjacent to Hall Street
(Wall O). In addition thickness readings were measured of the sheet piles that form the Old
Quay. All inspections and thickness readings were taken above water level.
The survey report compares its findings to the previous Arch Henderson LLP survey and
provides solutions to remedy the walls existing condition.
Figure 3.3 Hyder – Harbour Wall Survey – Wall Descriptions and Chainages
The survey found that the structure is generally suffering from various degrees of accelerated
low water corrosion. The wall condition was found to be dependent on the age, location and
protection systems applied to the walls.
Walls A, F, G and H were found to be in worst condition. In all cases the steel sheet piles have
suffered from accelerated corrosion, particularly in the low water region. The corrosion has lead
to loss of steel thickness, holing and exposure of mass fill within the structure. Significant repair
works or replacement is recommended to ensure the integrity of the quay structure at these
locations.
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Walls C, D & E are also suffering from corrosion, particularly in the low water and splash zones.
The more recently constructed (c.2000) Walls B & J have suffered less corrosion, and an
application of paint has provided some additional protection to Wall B. However, a reapplication
of protection system should be applied to impede further deterioration.
Wall K was generally found to be in good condition and protected with applied paint and
cathodic protection (sacrificial anodes) systems.
The revetment directly north of the Old Quay (Wall L) is a newly constructed concrete block
revetment which is good condition and no remedial work is required.
The revetments further north (Walls M and N) are generally constructed of masonry blocks laid
on a slope, from the beach level to the road above. The age of these structures are not known,
although the original reclamation was constructed c.1850. The revetment structures were found
generally in fair condition but in some places masonry blocks are missing and the revetment has
been locally eroded. Localised repairs are recommended to ensure the integrity of these
structures.
The Hall Street harbour wall (Wall O) is generally in good condition. Sections of pointing have
been damaged by erosion, only minor patch repairs are required to protect the harbour wall in
the future.
Caldive – Campbeltown Marina – Dive Survey and Seabed Sampling,
Ref no. CAL/715/10 (Oct, 2010)
A dive survey of the Old Quay was undertaken in order to identify the condition of the quay walls
below low water level. Caldive were contracted and undertook the dive survey in October,
2010.
The survey used the same wall reference names and chainage markers as the Hyder survey.
The dive survey reported widespread accelerated corrosion, from low water level down to the
bed. Holing was identified to Walls A, G and H. Significant loss of the steel sheet pile wall
thickness was found on Walls A, C, F, G, H and J.
Caldive reported Walls B and K to be in good condition below water, with the protective paint
system mainly intact. Ultrasonic thickness readings on Wall B and K identified dissimilar pan
and web thicknesses to their design values.
The Hyder, Caldive and Arch Henderson surveys have all identified similar areas of concern,
although the condition of the harbour walls appears to have worsened, and in particular Walls A
and H.
3.3.2 Sampling Survey
In addition to a dive survey, Caldive were commissioned to undertake a sampling survey of the
harbour and marina bed. Samples were collected by using a Van Veen Grab deployed from a
small workboat and were taken from within the harbour and north of the existing pontoon; as
shown in Figure 3.4. The sediment samples were transferred to containers supplied by the
testing laboratory, Exova, and transferred the labs by cooler boxes packed with ice.
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Figure 3.4 Caldive - Marina Survey and Sample Locations
The sediment sampling and testing was undertaken in accordance with the Marine Scotland,
Draft Guidance for the Sampling and Analysis of Sediment and Dredged Material to be
Submitted in Support of Applications For Sea Disposal of Dredged Material [Ref.4].
The results of the sediment testing are presented in Appendix D. The results have been
compared with the list of Action Levels provided by Marine Scotland (also shown in Appendix D)
and are summarised in Table 3.1.
Location On-site Observations Results Summary
N1
Sandy brown layer 2-3mm thick
overlying narrow black band <1mm
thick.
Several PAHs found to exceed AL1
N2Soft, black harbour mud. Sulphurous
smell.
Several metals found to exceed AL1
but less than AL2
N3Soft, black harbour mud. Sulphurous
smell.
Several metals found to exceed AL1
but less than AL2
N4Soft, black harbour mud. Sulphurous
smell.
Several metals and PAHs found to
exceed AL1 but less than AL2
S12 grabs each for samples B and C,
multiple grabs for sample A.
All results below AL1
S2
Light brown silty sandy layer 2-3mm
over black harbour mud with
sulphurous smell.
Several metals found to exceed AL1
but less than AL2
S3Soft, black harbour mud. Sulphurous
smell.
Several metals and PAHs found to
exceed AL1 but less than AL2
Table 3.1 Sediment Sampling and Testing Summary Results
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The results show that contaminants were found in surface sediments at almost all locations. In
all cases the contamination concentrations were found to be less than Action Level 2 (except
PAHs for which an AL2 is not defined). If dredging is required in these locations, then it is
recommended that Marine Scotland be consulted to determine whether the marine sediments
are acceptable for sea disposal. At this stage this remains a significant risk to the project cost
estimates.
Whilst undertaking the dive survey Caldive observed extensive amounts of steel debris, and
significant amount of dead catch on the bed. Notably, the piles on Wall J have been damaged
by the bed debris and future dredging and disposal operations may be impeded by the debris.
If dredging exceeds 1m depth then sediment core samples will be required to identifying the
depth of the contaminated sediments.
3.3.3 Topographical & Bathymetric Survey
Topographic and bathymetric surveys have been carried out by Aspect Land & Hydrographic
Surveys. The topographical survey of the harbour structures, land areas surrounding the
harbour, including the intertidal foreshore, was carried out in September 2010. The topographic
survey was required to tie-in with the bathymetric survey (August 2006) of Campbeltown Loch
and Harbour.
The topographic and bathymetric surveys have been used in this study for the numerical wave
modelling, technical review of dredging works and stability of harbour structures, and for the
marina layout planning and on-shore master planning.
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4 Technical Review of Marina Proposals
This chapter provides a technical review of the marina proposal (Option 4) recommended by the
Scott Wilson report; Argyll & Bute Council – Campbeltown Options Appraisal [Ref 6], as shown
in Figure 4.1.
The following Chapters 5, 6 also review the operational issues and demand for a marina of this
size and layout.
Figure 4.1 Scott Wilson Option 4 Marina Proposal
The Scott Wilson proposal includes 66no. 10m long berths in the harbour and 79no. 10m long
berths north of the Old Quay. A new floating breakwater is proposed to extend from the
northeast corner of the Old Quay to provide wave protection to the marina berths north of the
Old Quay.
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4.1 Marina Layout
For the purpose of the technical, operational and business case assessment, the marina layouts
proposed by Scott Wilson have been modified in accordance with good practice in marina
design.
Figure 4.2 Revised Marina Layout
The modified marina layout (as shown in Figure 4.2) includes the following changes:
� Rafting of moored vessels has been eliminated and replaced with individual finger
pontoons for each berth. As discussed in detail in the DTZ Campbeltown Marina
Business Plan (Appendix L) individual berths are preferred by sailors as vessels stand
greater risk of damage when rafted together. It is also inconvenient for the inner vessel
attempting to leave the marina and there is limitation of privacy for inner berthed vessel.
� Vessels have been orientated so that they face towards the prevailing wind and wave
direction. This reduces the roll and heave of vessels at berth and therefore reduces the
risk of damage to vessels and the discomfort onboard.
By making these changes to the berthing arrangement the overall number of berths has been
maintained (145no.) but the footprint of the marina has increased. This increase in footprint will
require greater quantity of dredging both within the harbour and north of the Old Quay. [Note
that further review of market demand and recommendations of sustainable numbers of berths
are made in Chapters 6 & 7 of this report.]
In the area north of the Old Quay, the extended dredge area will conflict with the existing
Scottish Water emergency outfall buried pipeline. As a result if a marina of this size is required,
then the outfall pipeline would have to be rerouted.
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4.2 Wave Climate
Detailed numerical modelling has been undertaken of the wave climate in Campbeltown Loch
for this study. In particular the modelling has focussed on the wave climate in the region of
Campbeltown Harbour. A report describing the modelling inputs, method and results is
provided in Appendix C.
The proposed marina will be exposed to a wide range of wind and wave conditions and water
levels during its lifetime. In order to investigate the overall feasibility of the proposed locations
for the pontoons, two representative environmental conditions were considered, as detailed in
Table 4.1, with reference to the YHA Code of Practice (2007) [Ref 1] which was used to define
the acceptable wave climate criteria. Waves can and do occur at all stages of the tide,
however, model applications were considered for the highest appropriate water level as this can
support the largest waves, thereby providing a conservative assessment of feasibility.
Environmental
Condition
Description Wind/Wave
Conditions
Water Level
Normal Operating
Condition (NOC)
The conservative worst case wind and
wave climate which can be expected to
be experienced by the marina during
normal operations year round
1 in 5 year return
period values
Mean High
Water Springs
(MHWS)
Design Condition The worst case storm conditions which
may be experienced by the marina
during its design lifetime
1 in 50 year return
period values
1 in 1 year
extreme water
level
Table 4.1 Model Applications
Figure 4.3 Revised Marina Layout Predicted Distribution of Significant Wave Height
under Normal Operating Conditions (left) and Design Conditions (right)
The results show the sheltering effect of the Old Quay, with wave heights in the vicinity of the
existing pontoon being reduced relative to the incident waves by up to 70%, as with the NOC
results. The predicted wave heights are compliant with the design acceptance criteria in parts
of this area. However, wave heights exceed 0.4 m for much of the present marina location.
Reflection from the Old and New Quay result in an area of positive interference offshore of the
harbour entrance, as with the NOC results.
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4.3 Dredging Works
Dredging will be required to provide sufficient water depth for boats to navigate safely in to the
marina at all states of the tide. The dredged or natural depth should be at least 0.5m more than
the draught of craft using the harbour. [Ref. 1]. Yachts up to 15m length will typically not exceed
2.5m draft. Therefore it is recommended that the seabed be dredged to at least -3.0m CD to
provide safe water depth within the marina.
A review of bathymetry and topographic survey data shows that dredging will be required to
accommodate new marina proposals both within the harbour and north of the Old Quay. Table 2
shows the estimated dredging quantities for both area, based on the latest bathymetry and
topographic data.
Marina Location Dredge Quantity
In Campbeltown Harbour 27,200m3
North of the Old Quay 32,300m3
Table 4.2 Estimated Dredging Quantities
As the review of the historic charts in Chapter 3.1 has shown, there is no evidence that the
harbour has previously been dredged below current levels. Therefore the stability of harbour
walls may be put at risk if additional dredging is undertaken without protecting these structures.
In order to determine the seabed properties, the geotechnical site investigation data has been
reviewed (see Chapter 3.2). On the basis of this data and the restricted access to the site it is
anticipated that the seabed will be dredged by a long reach excavator from a barge.
In order to assess whether the seabed material is acceptable for sea disposal, sediment
samples have been taken from the dredging locations both within the harbour and north of the
Old Quay. The test results (see Appendix D) show that some of the samples contained heavy
metals and polyaromatic hydrocarbons exceeding the Action Level 1 values issued by Marine
Scotland. No results were found to exceed Action Level 2. Consultation will be required with
Marine Scotland to determine whether this material would be suitable for sea disposal.
If Marine Scotland determine that the dredged material can be disposed at a licensed disposal
site at sea. The closest sea disposal site to Campbeltown is MA060 – Campbeltown which is
centred at 55° 26.84’N 005° 31.65’W. The dredged material will be transported by spilt hopper
barges to the disposal site (approximately 5.5Km sailing distance from Campbeltown Harbour).
If Marine Scotland determine that sea disposal is not acceptable then the dredged material will
be taken to a specialist land disposal site. An initial waste categorisation analysis (using the
CATWASTE application) shows that preliminary classification of the materials is Non-
Hazardous. However, the sediment samples tested recorded high Organic Matter
concentrations ranging from 0.1 to 9.6% although not directly comparable to Total Organic
Carbon (TOC), the possibility remains that the TOC for the sediment samples could exceed the
Non-Hazardous Criteria of 5%. Further testing and consultation with the Scottish Environment
Protection Agency (SEPA) would be required in order to confirm its suitability for land disposal.
The nearest Non-Hazardous disposal site to Campbeltown is at Lochgilphead (50miles by road
from Campbeltown Harbour). Alternatively it may be possible to remediate the material for safe
use or disposal. The cost of both of these methods will be significantly higher than sea disposal.
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4.4 Stability of Harbour Structures
From the results of the conditional surveys reviewed in Chapter 3.3 of this report, it has been
identified that some harbour structures are in poor condition. New marina facilities constructed
on or close to these structures may be at risk if their condition is not improved. Therefore, in
order to ensure the safety of marina users and long term viability of the marina the following
structures have been assessed:
Hall Street Harbour Wall (Wall O) – new marina facilities constructed within the harbour will
require dredging of the harbour. Without protection, these works are likely to reduce the stability
of the harbour wall and may undermine the toe of the wall. Therefore it is recommended that the
toe of this wall would need to be protected by construction of a new sheet pile low level
retaining wall, or with a stabilised dredged slope.
Old Quay Wall A – new marina facilities constructed within the harbour will rely on the integrity
of this sheet pile wall, which is currently found to be in poor condition. Also dredging works
required to deep the harbour will reduce the stability of the harbour wall. Therefore it is
recommended that this wall would need to be replaced with a new sheet pile retaining wall.
Old Quay Walls B, C and D – a new marina in the harbour is not likely to impact on the stability
of these walls due to their distance from the proposed marina.
Old Quay Walls J and K – a new marina north of the Old Quay is not likely to impact on the
stability of these walls due to their condition and the sufficient existing water depth adjacent to
these walls, will not require additional dredging.
Kinloch Road Revetment (Wall L) – a new marina north of the Old Quay is not likely to impact
on the stability of this revetment due to its condition and the existing water depth does not
necessitate additional dredging.
Revetment (Walls M & N) – a new marina north of the Old Quay will require dredging close to
the toe of this revetment. Without protection, these works may undermine the toe and reduce
the stability of the revetment.
Scottish Water Emergency Outfall – a new marina north of the Old Quay of the size shown in
Figure 4.2 will conflict with the buried pipeline and outfall. It will be therefore be necessary to re-
route the pipeline in order to accommodate the proposed marina.
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5 Operational Review of Marina Proposals
5.1 Existing Harbour Activities
Existing Campbeltown Harbour is a traditional small harbour on the west coast of Scotland. The
New Quay and Old Quay harbour provides safe berths and quays for a diverse range of
commercial and recreational craft. The activities within the harbour and marina can be divided
into the following categories:
Timber – Timber is exported from the New Quay. The timber is stored on the New Quay and
loaded onto vessels up to 65m length. There are noise restrictions imposed on these
operations outside daylight hours.
Renewable Energy Industry – Skykon, formerly Welcon and Vestas, specialise in the
fabrication of wind turbine towers at a manufacturing facility in Machrihanish. Vessels berth Roll-
on Roll-off (Ro-Ro) ferry terminal on the south side of the New Quay to deliver steel sheets used
for the fabrication of the turbine towers. Fabricated towers are exported from the berth on the
north side of the New Quay. ~145m vessels export the turbines.
There are also currently imports of wind turbines and tower sections for a new wind farm
development on the Kintyre Peninsular. These components are unloaded from vessels on the
north side of the New Quay.
General Cargo – The Ro-Ro terminal on the south side of the New Quay was used by the
Campbeltown to Ballycastle ferry until operations ceased in 1999. The terminal is now used
infrequently for general cargo imports and exports.
Fishing – Campbeltown Harbour has been used as a home port and visitor port by the fishing
industry for many centuries. Although the fishing fleet has declined in number, the harbour is still
used daily by a fleet of up to 30 fishing vessels to unload fish stocks. The vessels unload catch
alongside the Fish Quay at the head of the Old Quay. Fishing vessels also frequently berth up
to two deep on the Old Quay inside the harbour and against the Fuel Berth.
Fishing boats using the harbour frequently arrive at last light and leave the harbour before
dawn.
There is a building on the Fish Quay that is used for the storage of landed fish, ice making
machine and other fishing equipment.
Tourism - Four commercial RIBS have permanent or reserved berths at the landward end of
the pontoon. The Kintyre Express, Mull of Kintyre and newly formed Isle of Sanda provide links
for tourists who travel from other destinations such as Lochranza, Ayrshire and Northern Island.
Campbeltown Harbour is visited by the Waverley and Balmoral. These historic passenger ships
operate during peak season and berth on the east face of the Old Quay head (the Fish Quay).
Visitors - Campbeltown Marina accommodates transit and destination visitors, Campbeltown
Loch Berthing Company (CLBC) allocate approximately 20 berths for visitor boats during the
summer season. The number of visitor boats fully utilises any remaining berthing space on the
pontoon. Rafting is the only available method to accommodate the visiting vessels on the
pontoon.
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Leisure - Campletown Sailing Club (CSC) currently has a membership of approximately 20-23.
There are no dedicated berths on the pontoon for the sailing club, although some members do
pay for “occasional use” of the pontoon.
Residents CLBC manages the pontoon sited north of the Old Quay. At present, the business
comprises of approximately 8 vessels, either shallow draft or ribs. Although there are
approximately 10 resident boats during the summer season, this figure is managed by CLBC to
control available berthing space on the pontoon.
RNLI – The RNLI has a boat house with crew facilities on the Old Quay. Adjacent to this, on the
north side of the Old Quay, there is a fixed berthing pontoon for an RNLI Severn Class offshore
rescue boat, which is permanently berthed at this location. There is also an inshore rescue boat
housed within the boat house, which is launched from the slipway within the harbour adjacent to
the New Quay.
5.2 Vessel Movements
Estimate vessel movement figures have been obtained from information supplied by
Campbeltown Harbour Master (HM), Campbeltown RNLI and Campbeltown Loch Berthing
Company.
Activity Movements Period
Timber (Import & Export) 10 Month
Wind Towers (Import & Export) 5 to 8 Month
Fishing 80 Month
RNLI 100 Annum
Table 5.1 Commercial and Trade Vessel Movements
Commercial and trade vessel movements provided by the HM are based on an average of
records taken over the last 3 years. Additionally, the figures provided by Campbeltown RNLI
identify an approximate number of launches during 2009.
CLBC have provided figures for VBNs (Number of Visitor Boat Nights). The figures produced
identify a steady decline in VBNs from 2007 to 2010 (1800 to 1300 VBNs). DTZ’s business plan
report assumes that 75% of visits to Campbeltown Marina are transit vessel, compared to
around 25% which are destination based.
It can be assumed the number of destination vessels will increase if the marina and facilities are
improved, and therefore the transit/destination ratio will become more balanced.
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5.3 New Marina Impacts on Harbour Operations
The revised marina layouts (as shown in Figure 4.2) will have the following implications on
harbour operations:
Harbour Marina - The extent of the proposed marina pontoons and berths are likely to impede
use of the Old Quay within the harbour, which is frequently used for berthing fishing vessels up
to two deep within the harbour.
Fishing vessels leaving the harbour at early hours in the morning are likely to create some noise
and therefore nuisance to marina users.
It will be necessary to restrict movements of small craft (marina users) whilst commercial
vessels are entering or leaving the harbour. This practice is common in other ports and
therefore sailors are normally prepared to accept some inconvenience with this regard. Since
current the commercial craft movements are infrequent, this is unlikely to have significant impact
on marina users in the short term. However, if vessel movements increase then restrictions may
be become more frequent.
The proposed location of the marina in the harbour will not impact on access to the New Quay
by commercial vessels.
Marina North of the Old Quay - The extent of the proposed marina pontoons and berths north
of the Old Quay will not impede use of the Old Quay. However, the location of the floating
breakwater will impede use of the Fish Quay and Fuel Berth. In particular, large vessels (such
as the Waverley) that berth against the Fish Quay will be restricted from springing off the berth.
Fishing vessels leaving the Old Quay at early hours in the morning are likely to create some
noise and therefore nuisance to marina users.
The use of the harbour and New Quay will not be affected by the proposed marina pontoons
and berths north of the Old Quay.
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6 Marina Business Review
To ensure a successful marina proposal is developed, DTZ have produced an initial business
case (see Appendix L) to ensure the proposed marina meets the future market demand,
customer requirements, financially viable and produces a viable long term solution.
The DTZ initial business case has been reviewed to determine if its study has produced an
accurate projection for the future of the Campletown marina.
6.1 Market Review
DTZ have undertaken an assessment into the number of berths required at the new marina by
analysing the main market segments currently at Campbeltown marina;
� Resident boats – Those who pay for a season berth (May to October and/or November to
April).
� Occasional berthing – Local based boats. Regular users, occasional users and
concessionary users.
� Visitor boats – Which are not based at Campbeltown Loch.
Resident Boats – DTZ believe around 10 resident vessel berth at the marina, although this
number is managed by CLBC, to ensure sufficient space is available on the pontoon for visiting
boats. In addition all the CLBC moorings have all been accommodated for. This is presumed to
be down to the low mooring charge rate per metre.
The predominant vessel types within the marina are motor boats. The Campbeltown Sailing
Club (CSC) members are expected to use the moorings within the loch. During winder, the
majority of the CSC are withdrawn and stored on land, few berth on the pontoon.
If a larger marina is developed on dedicated berths, it is foreseen the marina will receive a
constrained increase in demand. This is like to be from sailing club members, winter residents
and summer residents who will visit from within the Kintyre catchment. Also to this demand
berthing space will be required from the commercial ribs, who currently have reserved berths on
the existing pontoon. DTZ estimates that because of the season nature of the market and
limited catchment, there will be no significant change in the demand for commercial berths at
the marina.
Occasional Berthing – Current vessels are slipped, and infrequently berth along the pontoon.
The space on the pontoon is not used effectively as vesting yachts cannot raft against the ribs.
Members of the CSC only use the pontoon for minor operations, and berthing on the pontoon is
prohibited. Reserved berthing for concessionary berthing will not be required on the proposed
pontoon arrangement.
Visitor Boats – The predominant vessels that visit are either transit or destination. DTZ believe
the majority of the visitor boats are on transit, and estimate that 75% are transit and the
remaining 25% are destination based.
Data on Visitor Boat Nights (VBNs) obtained by DTZ, between 2003 -2007 show no discernable
trend increase. The VBNs/annum remains consistent, but the VBNs between 2007 – 2010
decline.
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Although the VBNs have recently decreased, it is clear that the VBNs have not increased;
therefore it can be assumed Campbeltown is a stable/contracting market which is not
expanding. The lack of capacity, problems with berthing means the latent demand is greater
than expressed demand.
6.2 Demand Projection
The values within Table 6.1 represent projections calculated by DTZ regarding the proposed
VBNs and associated proposed berthing space for future scenarios. DTZ believe the best
estimate assumption of a 2.5% annual compound growth rate best suits the characteristics of
Campbeltown marina;
No. of
VBNs
No. of
Berths
No. of
VBNs
No. of
Berths
No. of
VBNs
No. of
Berths
2011 1300 22 1300 22 1300 22
2012 1600 28 1600 28 1600 28
2013 1600 28 1640 28 1680 29
2014 1600 28 1681 29 1764 30
2015 1600 28 1723 30 1852 32
2016 1600 28 1766 30 1945 33
2017 1600 28 1810 31 2042 35
2018 1600 28 1856 32 2144 37
2019 1600 28 1902 33 2251 39
2020 1600 28 1949 34 2364 41
Pessimistic Scenario -
0% compound growth
rate p.a.
Best EstimateScenario
- 2.5% p.a. compound
growth rate
Optimistic Scenario -
5% p.a. compound
growth rate
Figure 6.1 DTZ Projected Growth in Visitor Boast and Berths
DTZ have projected that to meet the estimated number of berths required to meet periods of
peak demand over the period 2011 – 2020 is 57, an increase of 22 berths.
2010 2020 Increase
Resident Boats - Commercial (Ribs/Shallow Draft) 3 3 0
Resident Boats - Occasional (Ribs/Shallow Draft) 0 3 3
Resident Boats - Leisure (Motor Boast & Yachts) 10 17 7
Visitor Boats (Yachts) 22 34 12
Total 35 57 22
No. of BerthsMarket Segments
Figure 6.2 DTZ Calculation of Required Marina Size
The 57 berths specified are to accommodate the maximum demand in 2020. Therefore to
produce a more cost effective design, one based on accommodating the mean berth numbers
during peak season, it would be wise to design a 45 berth proposed marina with 45 berths, with
potential to expand to meet the foreseen 2020 berth requirements.
To accommodate the market requirements at Campbeltown marina, berths should be sized for
10m, 12m and 15m vessel. To reduce the dredging within the marina, the shallow draft vessel
(commercial and leisure ribs) should be sited close to the land entrance of the marina.
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6.3 Market Requirements
In order to provide an attractive and accommodating marina to visiting and permanent yachts
and motorboats, provisions of the following marina facilities are recommended:
� Marina office and receptionist, for paying dues, bookings, enquiries, general information
and on-site support.
� Modern shower, toilet and laundry facilities, that are clean and close to the marina, with
24hr access. The numbers of facilities required for new marinas are shown in Table 6.3.
Male Female
Toilets 1 per 50 berths 1 per 50 berths
Urinal 1 per 75 berths
Wash Basin 1 per 50 berths 1 per 75 berths
Showers 1 per 75 berths 1 per 75 berths
Washing Machine 1 per 300 berths
Drying Machine 1 per 300 berths
Deep Basin 1 per 300 berths
Table 6.3 Marina Facilities Numbers [Ref 1]
� Electricity and water supply on the pontoons
� Waste disposal (chemical toilet and solid waste), that regularly emptied, cleaned and
close to the marina.
� Sale of fuel, gas and chandlery close to the marina and open all days of the week.
� Engineering services are not essential but useful for permanent berth holders and
emergency repairs to visiting boats.
� Security provision suitable for the location (e.g. CCTV and restricted access to pontoons,
berths and marina facilities.
� Wifi broadband internet connect – useful but not essential.
All facilities should have facilities for disabled people, in accordance with the Disability
Discrimination Act.
It is also recognised that the regeneration of the waterfront area and the upgrading of the
restaurant facilities would enhance Campbeltown’s attractiveness as a destination for yachts
cruising in the Clyde Estuary. This would support both the commercial viability of the new
marina and boost the local economy through increased tourism expenditure.
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7 Discussion of Marina Proposals
From the business review undertaken for this study, it is evident that the proposed 145 berth
marina capacity far exceeds projected demand. Therefore construction of a marina of this size
is not recommended.
Best estimate projections suggest a maximum demand in 2020 for 57 berths. This value is far
lower than the 145 berths recommended by the previous Campbeltown Options Appraisal report
[Ref 6] and the project objectives. The Scott Wilson Options Appraisal report does not provide
justification for the provision of 145 berths. Therefore, it is recommended that the proposed
marina size be reduced to 57 berths.
Such a reduction in marina capacity will only require development of one marina site at
Campbeltown Harbour. The principal options for marina location are either within the Harbour or
north of the Old Quay. In both locations the overall size of the marina will be reduced from that
shown in Figure 4.2, since fewer berths will be required.
The study has shown that the wave climate within the harbour is less protected than the area
north of the Old Quay. However, development of a marina in both locations will require the
construction of additional wave protection, in the form of a breakwater structure.
The construction of the marina in the harbour will require works to protect the toe of the Hall
Street harbour wall (Wall O) and replace Old Quay harbour wall (Wall A), due to the additional
dredging required to accommodate yachts in the marina. The marina in the harbour will also
impede use of the Old Quay by fishing boats and occasional restrictions will be applied to
vessels enter or leaving the marina due to movements of commercial vessels entering or
leaving the New Quay.
Construction of the marina north of the Old Quay will require extensive dredging works.
However, the extent of these works and dredging volume will be reduced significantly since the
marina capacity in this area will be reduced to 57no. from 79no. This reduction in dredge area
will also avoid the Scottish Water outfall, and therefore negate any works to re-route the buried
pipeline.
The location north of the Old Quay will provide a separate marina area, away from the activity
and noise of other harbour activities. However, the construction of a breakwater directly
adjacent to the Fish Quay, may impede use of the head of the Old Quay.
On this basis it is recommended that the area north of the Old Quay is promoted as the
preferred location, but options to reposition or replace the breakwater be considered.
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8 Marina Proposal Design Development
The findings of the previous chapters have been taken forward to develop proposals for a new
marina design. New marina layout options are assessed in Chapter 8.1. The financial business
plan for the developed Option 2B and the on-shore masterplan is then assessed.
8.1 Marina Layout Options
Two new marina layout options were developed with a reduced marina capacity of 57 berths in
accordance with projected demand for 2020, as shown in Figures 8.1 and 8.3 below. A further
Option 2B is a development of Option 2A, as shown in Figure 8.5. [Larger copies of these
drawings are presented in Appendices G & H.]
8.1.1 Option 1A
Figure 8.1 Revised Marina Layout Option 1A
Option 1A utilises the existing pontoon, in its current position, with three additional pontoon
lengths extending north. All berths are accessed by individual finger pontoons.
The berths are arranged for a range of vessel sizes, with 10m length boat on the first pontoon,
12m length boats on the second and 15m length on the third. The continuous berth on the south
side of the main pontoon enables a flexible berthing arrangement, accommodating a range of
vessel sizes as required.
This arrangement enables the dredge depth to be designed to suit the draft of boats (-2.5mCD
area and -3.0mCD area, as shown), and thereby minimising the dredging quantity. The
estimated dredging quantity is 13,250m3.
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The navigation entrance to the main area of pontoons is located on the north side of the marina.
The entrance channel and northern extent of the dredged area will be marked by lights and
painted piles to aid navigation.
The entrance at the north of the marina provides a separation between recreational craft using
the marina and commercial/fishing vessels using the Old Quay. This arrangement will not
impact the movement of the RNLI Severn Class lifeboat or the day fishing boats that currently
use the Old Quay. However, a floating breakwater attached to the north east corner of the Old
Quay does restrict use of the Fish Quay, particularly for large vessels that ‘spring off’ the corner
of the quay.
Pedestrian access to the marina has been changed from its current entrance on Kinloch Road
to a new entrance directly onto the Old Quay. This provides more direct access to the marina
facilities and office located on the ground floor of the Harbour Master’s office building.
The floating breakwater attached to the north east corner of the Old Quay provides some
protection to marina from waves. Figure 8.2 shows the predicted significant wave height
distribution for the proposed Option 1A under normal operating conditions (1 in 5yr return period
event) and under design conditions (1 in 50yr return period event).
Under normal operating conditions the predicted wave heights in the marina area and the
entrance channel are compliant with the NOC acceptability criteria of a maximum wave height of
0.3 m [Ref 1].
Under a 1 in 50 yr return event a significant part of the marina area, between the floating
breakwater and the middle pontoon, shows predicted wave heights which are in excess of the
maximum 0.4 m wave height specified for design conditions [Ref.1]. Although it is unlikely that
the entrance channel will be used in these conditions, there are a number of berths within the
marina that fall below the specified design standard.
Figure 8.2 Option 1A Predicted Distribution of Significant Wave Height under Normal
Operating Conditions (left) and Design Conditions (right)
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8.1.2 Option 2A
Figure 8.3 Revised Marina Layout Option 2A
The pontoon layout for Option 2A provides a spine pontoon at the north side of the marina with
three additional pontoon lengths and all marina berths to the south. Again all berths are
accessed by individual finger pontoons.
The berths are arranged for a range of vessel sizes, with 10m length boat on the first pontoon,
12m length boats on the second and 15m length on the third. For this option the third pontoon is
also a floating breakwater, which is wider and more robust than normal marina pontoons.
As for option 1A, this arrangement enables the dredge depth to be designed to suit the draft of
boats (-2.5mCD area and -3.0mCD area, as shown), and thereby minimising the dredging
quantity. This estimated dredging quantity for this option is 12,700m3.
The entrance to the marina, will be marked by lights to aid navigation. It is located on the south
side of the marina, which requires recreational craft entering the marina to sail alongside the
commercial/fishing vessels and the RNLI lifeboat berthed against the Old Quay. However,
sufficient space has been allowed in the layout for vessels to pass safely and for the RNLI life
boat to access her berth safely.
Pedestrian access to the marina has been changed from its current entrance on Kinloch Road
to a new entrance directly onto the Old Quay. This provides more direct access to the marina
facilities and office located on the ground floor of the Harbour Master’s office building.
Since this option does not require a breakwater attached to the Old Quay, there is no restriction
on vessels using the Fish Quay and Fuel Berth.
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Figure 8.4 shows the predicted significant wave height distribution for the proposed Option 1A
under normal operating conditions (1 in 5yr return period event) and under design conditions (1
in 50yr return period event).
Figure 8.4 Option 2A Predicted Distribution of Significant Wave Height under Normal
Operating Conditions (left) and Design Conditions (right)
Wave heights within the marina area are predicted to be compliant with the NOC acceptability
criteria of a maximum wave height of 0.3 m. However, as for Option 1A, a significant portion of
the marina area is shown to have predicted wave heights in excess of the design standard of
0.4 m for extreme (1 in 50 yr return period) events [Ref 1].
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8.1.3 Developed Option 2B
Options 1A and 2A are comparable in many ways. Of the two options, Option 2A provides the
least disruption to existing harbour operations, because the breakwater is detached from the
Old Quay. However, neither option meets the required wave climate required by design
standards [Ref 1] under extreme wave conditions.
Both Options 1A and 2A provide sufficient berth capacity to accommodate 57 vessels.
However, the demand projections show that this requirement will not be realised until year 2020.
For this reason the Business Plan (presented in Chapter 6) recommends that the marina be
designed to initially accommodate 45 berths, with sufficient space to expand capacity at a later
date to meet the foreseen 2020 berth requirement of 57 berths.
These issues have been considered in the development of the recommended Option 2B (see
Figure 8.5).
Figure 8.5 Revised Marina Layout Option 2B
Based on the same footprint area as Option 2A, this option initially provides 45 berths, with
space to expand to 57 berths at a later date. The initial construction includes dredging the whole
marina basin and installing all pontoon piles. The only works required to increase the marina
capacity will be to procure and install additional pontoons (shown dashed in Figure 8.5). The
guide piles for the future pontoon extension will initially be used to mark the edge of the dredged
area, as an aid to navigation.
As for option 2A, this arrangement enables the dredge depth to be designed to suit the draft of
boats (-2.5mCD area and -3.0mCD area, as shown), and thereby minimising the dredging
quantity. This estimated dredging quantity for this option is 12,700m3.
The revised Option 2B includes a piled wavescreen (see Figure 8.6) rather than a floating
breakwater. This structure is designed to reflect more wave energy and thereby provide greater
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shelter from waves. Since the breakwater is not attached to the Old Quay, there is no restriction
on vessels using the Fish Quay and Fuel Berth.
Figure 8.6 Piled Wavescreen
The piled wavescreen acts to prevent the long design waves from enter the marina. Figure 8.7
shows the predicted significant wave height distribution for the proposed Option 2B under
design conditions (1 in 50yr return period event).
The predicted wave heights throughout the marina area are compliant with the defined
acceptability criteria of 0.4 m for the design condition. There is a small area of reflection from
the existing marina revetment which results in slightly elevated wave heights between the two
pontoons.
The wavescreen causes reflection of waves, which does increase the wave climate on the
seaward side of the screen, and wave heights in the approach channel, between the pontoons
and the Old Quay are in excess of 0.4 m. However, it is not expected that vessels will be
entering or leaving the marina during the extreme wave events.
Pedestrian access to the marina has been changed from its current entrance on Kinloch Road
to a new entrance directly onto the Old Quay. This provides more direct access to the marina
facilities and office located on the ground floor of the Harbour Master’s office building.
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Figure 8.7 Option 2B Predicted Distribution of Significant Wave Height under Design
Conditions
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8.2 On Shore Masterplan
A masterplan for the on-shore facilities has been developed for the marina, as shown in
Appendix J. The masterplan has been developed with consideration to the local streetscape,
listed structures, harbour operations and modern marina requirements.
8.2.1 Marina Facilities
Marina facilities will be provided on-shore facilities expected by sailors in modern marinas and
at least the minimum specified by the Yacht Harbour Association.
The marina will provide the following facilities:
� Marina office and receptionist, for paying dues, bookings, enquiries, general information
and on-site support
� Modern shower, toilet and laundry facilities, with 24hr access, as shown in Table 8.1.
Male Female
Toilets 2 2
Urinal 1
Wash Basin 2 2
Showers 1 1
Washing Machine 1
Drying Machine 1
Deep Basin 1
Table 8.1 Proposed Marina Facilities
� Waste disposal, for chemical toilet and solid waste
It is proposed that the new marina office, showers, toilets, laundry and chemical toilet disposal
facilities will be provided on the ground floor of the Harbour Master’s office. A space of
approximately 80m2 will be required, to be leased from Argyll & Bute Council. The building will
be fitted with fixtures expected of modern marinas, which are anticipated to require
refurbishment every 5 years. A new entrance to the building will be built on the north side of the
building to provide a dedicated entrance to the marina facilities.
If the marina is to be constructed in a phased approach (as proposed for Option 2B), it is
feasible for the existing yachtsmen’s facilities that are provided in the Aqualibrium to be utilised,
if the number of berths is less than 50. Changes will be required to enable access to the
facilities 24hrs a day. This will require a key pad or swipe card system and CCTV to be installed
at the entrance to the facility, on the south side of the building. This option would save costs in
the short term for development of the marina.
On the Old Quay, it is proposed that the area in front of the new marina facilities be
redeveloped. The area will be resurfaced and an integrated area for use by pedestrians and
vehicles, where priority will be given to pedestrians. The mostly pedestrian area will be
furnished with new seating, lighting and planters, providing a safe and attractive environment
with an outlook over the marina. Examples of street furniture are provided on the On-shore
Masterplan (see Appendix J).
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Security for the new marina will include the provision of CCTV coverage over the marina
pontoons and entry gate, that will monitored and controlled from the marina office. A pin code or
swipe card entry system will provide access to the pontoons, berths and marina facilities.
Currently the following facilities are provided by local businesses.
� Sale of fuel, gas and chandlery close to the marina and open all days of the week.
� Engineering services are not essential but useful for permanent berth holders and
emergency repairs to visiting boats.
It is expected that these facilities will remain and increase in supply as the marina expands.
8.2.2 Local Amenities
Campbeltown offers a variety of restaurants, public houses, bars, hotels and fast-food take
away venues. The majority of restaurants and bars are located on Longrow and Main Street,
which is approximately 200m walk from the Old Quay. There is also a cinema located adjacent
to the harbour on Hall Street.
8.2.3 Development Opportunities
The development of a new marina brings with it opportunity for investment in other local
business. A predicted increase in visiting and permanent boat numbers will bring greater
numbers of visitors to Campbeltown. Also with proposed improvements to the public realm on
the Old Quay and Kinloch Road (proposed as part of the Kinloch Road Regeneration project),
greater uses of the harbourside area is foreseen. This increase in footfall is likely to provide an
increase in trade in Campbeltown and in particular the harbour area. This will offer opportunity
for local businesses to provide new shops, restaurants, and bars, along Hall Street with views
overlooking the harbour.
The Kintyre Development Company also has proposals to develop the Royal Hotel, with £2m of
funding committed (£1.1m by HIE) and the residual funding requirement of £5m coming from
debt/equity finance. The Company propose to provide good quality bar and restaurant facilities.
In its prominent location in Kinloch Road directly opposite the proposed marina, the
redeveloped Royal Hotel will provide a natural draw to yachtsmen.
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8.3 Dredging and Construction Works
The marina will be constructed using both floating and land based plant.
There are approximately 12,700m3 of sediments to be dredged to provide sufficient water depth
in the new marina. The dredging works will be undertaken by a long reach excavator from a
spud-leg barge. Depending on the licensing conditions set out by Marine Scotland and SEPA,
the disposal of dredging will either be to a licensed sea disposal site, to land fill or, alternatively,
using remediation methods.
If the dredged sediments are allowed to be disposed at sea they will be transferred to a split
hopper barge and towed to the licensed sea disposal site, approximately 5.5km from
Campbeltown Harbour. If the dredged material is to be taken to land fill and is designated Non-
Hazardous material, it will be carried 50miles by road to a landfill site at Lochgilphead. This is
anticipated to generate approximately 1000 lorry journeys.
The pontoon guide piles and breakwater piles will be driven into the seabed from a spud-leg
barge or jack-up rig. The piles will be pre-painted and then re-applied if any paint is lost during
piling. Each guide pile will be capped with white polyethylene caps.
All works to the quayside surfacing and street furniture, and marina facilities building will be
undertaken by conventional civil engineering and building methods. CCTV and gate entry
systems will be installed by a specialist M&E contractor.
Due to the remote location of site and long travel distance by road it is likely that the larger
construction materials, such as piles and pontoons will be delivered by sea and lifted from ship
to a dedicated construction compound on the quayside for storage during construction.
It is recommended that use of local skilled and non-skilled labour, and local materials is actively
encouraged in the construction contract.
8.4 Maintenance Works
Anecdotal evidence from the Harbour Master and CLBC suggests that siltation in the area north
of the Old Quay is currently very low. This is supported by the review historic Admiralty Charts
which shows very little change in seabed levels. It is reported that there has been no dredging
undertaken in that area to maintain water depths in the last 20 years. Therefore it is anticipated
that the future maintenance dredging requirements will be minimal.
The marina pontoons and piles will have a 20 – 25yr life if regularly inspected and maintained.
The Pontoons and electricity and water services will require bi-annual inspections and the
gaskets and bolted connections between pontoons tightened regularly.
It is anticipated that the marina facilities (showers, toilet and laundry) will require refurbishment
every 5 years, to ensure that a good standard is maintained.
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8.5 Construction Cost Estimates
A budget estimate of construction and maiantenence costs for the new marina has been
prepared by Gardiner & Theobald firm of quantity surveyors who are experienced in marine
construction works.
The budget cost estimates for the construction of Option 2B are presented in Table 8.1. These
cost estimates have been used in the business plan presented in Chapter 8.6 of this report.
Item Description Cost Estimate £
1 Dredging Works 259,150
2 Pontoons 918,985
3 Hard Landscaping 62,700
4 Soft Landscaping 1,000
5 External Lighting 12,000
6 Buildings 135,750
7 Infrastructures 85,000
8 Contractor Preliminaries (12.5%) & OHP (7.5%) 308,000
9 Professional Fees (15%) 267,000
10 Optimism Bias (30%) 614,875
Total Project Costs excl VAT 2,664,460
Table 8.1 Recommend Option 2B Budget Cost Estimates
The estimated budget cost for future installation of additional pontoons to increase the berth
capacity from 45 berths to 57 berths (at today’s rates and without inflation) is shown in Table
8.2.
Item Item Cost Estimate £
2 Additional Pontoons 38,650
8 Contractor Preliminaries (12.5%) & OHP (7.5%) 8,092
9 Design Fees (15%) 7,011
10 Optimism Bias (30%) 16,126
Total Project Costs excl VAT 69,879
Table 8.2 Additional Marina Pontoon Budget Cost Estimates
A full breakdown of the budget cost estimates for Option 1A, 2A and 2B is provided in Appendix
K. The cost estimates are based on the concept design drawings prepared by Hyder and a
number of assumptions stated in the cost estimate report.
The cost estimates provided here are based on the assumption that the dredged material is
suitable for exaction by excavator and that all dredged material will be disposed at sea, at the
Campbeltown disposal site.
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In accordance with HM Treasury guidance, an ‘optimism bias’ has been added to the capital
cost estimates. This factor reflects the fact that unforeseen costs and necessary changes to
project can increase project costs as the project is developed and constructed. In this case a
percentage figure of 30% has been applied which is commonly used at this stage of projects. It
is recommended that if the scheme is progressed then a more detailed risk assessment be
undertaken and a risk valuation is calculated using the Monte Carlo or similar approach.
In order to reduce project risks and obtain greater cost certainty the designs must be developed
further, geotechnical site investigations undertaken to inform the design. Consultation should
be undertaken with Marine Scotland and SEPA in order to determine an acceptable disposal
route.
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8.6 Initial Business Case
DTZ have produced an initial business case (see Appendix L). A financial model has been
prepared to review the commercial feasibility of the proposed development (Option 2B). This is
based on an assessment of the following financial parameters for the recommended marina
development:
� Capital costs
� Income projections
� Operating costs
The capital costs are based on the budget cost estimates provided by Gardiner & Theoblad.
The income projections and operating costs are in part based on the current figures provided by
CLBC, but have been updated to account for future increased rates, projected demand and any
additional expenditure. The income projections are made on the following assumptions:
� Increased berthing charges – the following rates will apply from the date of the marina
opening:
Permanent summer berths – from £60/m to £100/m (6 months)
Permanent winter berths – from £30/m to £50/m (6 months)
Frequent berthing – from £23/m to £30/m (1 month in summer)
Occasional berthing – from £100 to £125 (per annum)
Concessionary berthing – from £50 to £75 (April to October)
Visitor boat berthing – from £1.80/m to £2.10/m (per night)
� Number of Resident Boats – for our ‘best estimate’ the number of resident boats increase
as follows:
Summer residents – from 13 to 20 boats
Winter residents – from 12 to 24 boats
The summary income projections for the first 20 years of the marina’s operation are presented
in Table 8.3. A detailed breakdown of income by income category for each of the income
scenarios is presented in the DTZ report in Appendix L.
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Year Income Scenarios (£'s)
Pessimistic Best Estimate Optimistic
1 55,390 62,590 69,790
2 55,390 63,355 71,319
3 55,390 64,138 72,925
4 55,390 64,942 74,611
5 55,390 65,765 76,381
6 55,390 66,609 78,240
7 55,390 67,474 80,192
8 55,390 68,361 82,241
9 55,390 69,270 84,393
10 55,390 70,201 86,652
11 55,390 71,156 89,025
12 55,390 72,135 91,516
13 55,390 73,138 94,131
14 55,390 74,167 96,878
15 55,390 75,221 99,761
16 55,390 76,301 102,789
17 55,390 77,409 105,968
18 55,390 78,544 109,306
19 55,390 79,707 112,811
20 55,390 80,900 116,492
Source: DTZ projections
Table 8.3 New Marina Income Projections Continued
The financial appraisal has been conducted under the following assumptions:
� Time horizon – a 20 year operational lifespan as being suitable for a marina project of this
nature. This has been confirmed by the cost consultants who estimate the lifespan of the
pontoons and piles to be 25 years and other elements 20 years.
� Year 0 – allowed up to 12 months for the construction and installation period. Operational
costs and revenues are then calculated from years 1 – 20.
� Discounting – all capital costs, operating costs and income over the 20 year period have
been discounted to give a Net Present Value (NPV) to compare the different options and
sensitivity tests. The Government’s 3.5% Test Discount Rate has been used.
� Inflation – all costs and income are in ‘constant costs’ so no allowance has been made for
inflation. Again this is appropriate given that we are discounting and all figures are given
in present day values.
� VAT – this has not been included in the financial appraisal for capital costs.
� Depreciation – a straight-line depreciation over 25 years has been assumed for the
hardware elements of the capital costs (pontoons, piles and hard landscaping, etc.)
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� Residual value – there would be a residual value for the capital equipment at year 20
equivalent to 20% (i.e. 20 years out of 25 year lifespan).
� Optimism bias – capital costs have been increased by 30% to allow for ‘optimism bias’.
Sensitivity Testing – we have modelled Option 2B under three scenarios – pessimistic, best
estimate and optimistic scenarios: see Table 8.4.
Sensitivity Assumptions Pessimistic Best Estimate (BE) Optimistic
Capital costs – no change Same as BE As per G&T budget
cost estimates
Same as BE
Operating cost contingency 10% increase 5% increase 0% increase
Resident boat income – long stay 25% < BE Flat line yrs 1 - 20 25% > BE
VBN income – CAGR p.a. 0% 2.5% 5%
Source: DTZ assumptions
Table 8.4 Assumptions Underpinning Scenarios
An initial business plan report, including the financial model for the three Option 2B scenarios
are presented in is presented in Appendix L.
Table 8.5 shows the summary NPV results for a range of scenarios.
Funding Assumptions Pessimistic
Scenario
Best Estimate
Scenario
Optimistic Scenario
Full funding – capital and
depreciation included -3,310,537 -3,087,571 -2,833,338
Partial funding 1 – capital
excluded -646,077 -423,110 -168,877
Partial funding 2 – capital &
depreciation excluded -181,049 41,914 296,150
Source: DTZ
Table 8.5 NPV Summary at Year 2020 in £’s
The results shows that for best estimate scenario, the implication of this analysis is that funding
sources will be required to fund capital costs. In fact it is only when capital costs and
depreciation are excluded from the model that the marina business will break even.
From the NPV analysis shown in Table 8.5, the following observations are made:
Capital costs are not fundable – it is not possible for the new marina to be self financing. The
financial model demonstrates that neither the capital costs nor an allowance for depreciation are
fundable. Even in the most optimistic scenario there is an NPV of -£169k when capital costs are
excluded and depreciation included.
There is no commercial rationale for investment in this project on strictly commercial grounds.
Therefore, the only recourse is to public sector funding and /or philanthropic fund raising. The
latter is highly unlikely on its own. Therefore the project would not proceed without a public
sector funding commitment.
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Operating profit is possible – the ‘best estimate’ scenario indicates a positive NPV of £42k if
capital costs and depreciation charges are excluded. This is good news if the required capital
funding can be secured, in that the projected revenues will more than offset operational
expenditure over the lifetime of the marina. Furthermore, given the planned maintenance
programme that has been budgeted, there should be a residual value for the marina of at least
£200k, which is over and above the NPV of £42k.
But there are risks – the NPV analysis shows that the level of profitability is marginal for the
best estimate scenario with discounted profit only averaging around £2k per annum.
Furthermore, the pessimistic scenario would result in a cumulative loss of c. £180k.
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9 Implementation
9.1 Licenses and Consents
The following statutory legislation generally applies to marine construction works in nearshore
and harbour locations, such as the proposed marina at Campbeltown.
9.1.1 Marine and Coastal Access Act 2009
The licensing and licensing enforcement provisions in the Marine and Coastal Access Bill (Part
4) combine existing regulatory regimes from the Food and Environment Protection Act 1985 and
the Coast Protection Act 1949.
On April 1, 2010 The Scottish Ministers have delegated the licensing and licensing enforcement
functions to The Marine Scotland Licensing Operations Team (MS-LOT) is based at the Marine
Laboratory in Aberdeen using the order making power in the Marine and Coastal Access Bill
(Part 4).
The activities provided by MS-LOT are:
� managing applications and inquiries;
� determining and granting licences;
� undertaking inspections to ensure compliance with licences and licence conditions;
� varying, revoking, suspending and transferring licences;
� issuing stop and emergency safety notices;
� identifying and carrying out or ordering remediation works as necessary;
� issuing compliance and remediation notices;
� issuing (and reviewing issue of) notices of intent/monetary penalties; and
� maintaining a register of licensing activities.
9.1.2 Food and Environmental Protection Act 1985 (known as ‘FEPA’)
The UK Secretary of State for Environment, Food and Rural Affairs (and in Wales, the National
Assembly) has a statutory duty to control the deposit of articles or materials in the sea / tidal
waters; the primary objectives being to protect the marine ecosystem and human health, and
minimise interference and nuisance to others.
This duty is exercised under powers conferred by the Food and Environment Protection Act
1985 Part II (FEPA), which requires that a licence be obtained from the licensing authority to
deposit any articles or substances in the sea or under the seabed.
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9.1.3 The Coast Protection Act 1949 (known as ‘CPA’)
Under Section 34 of the Coast Protection Act 1949 (as amended principally by Section 36 of the
Merchant Shipping Act 1988) the consent of the Secretary of State for Environment, Food &
Rural Affairs is required for the following operations:
� the construction, alteration or improvement of any works on, under or over any part of the
seashore lying below the level of mean high water springs;
� the deposit of any object or materials below the level of mean high water springs;
� the removal of any object or materials from the seashore below the level of mean low
water springs (e.g. dredging).
Controls under Section 34 normally apply anywhere within the limit of territorial waters. The
introduction of environmental regulations extended Section 34 in some circumstances such that
account must additionally be taken of potential environmental effects.
It is the applicant's own responsibility to satisfy himself that he has power to undertake the tidal
works concerned and that any other necessary consents are obtained before work is
commenced. The issue of a Section 34 consent does no more than indicate that, the extent of
the works may represent an obstruction or danger to navigation, they may be undertaken in
accordance with any conditions laid down in the Secretary of State's consent to minimise that
obstruction or danger.
Section 36 of the Act sets out the powers of the Secretary of State or a Harbour Authority to
enforce the provisions of section 34 and to take any necessary remedial action. A consent
under the CPA Part II is normally valid for a period of three years. However, so that applicants
may elect to make a joint application for works that also require a FEPA licence, the duration of
a consent may be amended so as to bring the expiry dates of both consents (where issued) into
alignment.
Exemptions to the Act include certain works that have been authorised under local Acts or by
Order under the Transport & Works Act.
9.1.4 Harbours Act 1964
The undertaking of development works within UK harbours is normally controlled by the
Harbours Act 1964. Section 14 of the Act requires the Harbour Authority to submit a Harbour
Revision Order for works, including improvement of the harbour or port, for approval by the
appropriate Minister of Her Majesty’s Government.
As part of the consultation process confirmation will be sought to establish if this is applicable at
Campbeltown Harbour.
9.1.5 Town and Country Planning
All forms of land development are deemed to require the benefit of planning permission unless
permitted development rights dictate otherwise. Statutory planning control under the Town and
Country Planning (Scotland) Act 1997 and associated legislation extends to the mean low water
mark of ordinary spring tides (LWMOST) and to marine fish farming out to three nautical miles.
Since the proposed development will include some works above LWMOST, including the
pontoons, linkspan and bankseat and improvements to the Old Quay public realm, is likely that
planning permission will be required.
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It is recommended that the planning authority, Argyll and Bute Council, be consulted to confirm
if planning permission is required.
The Scottish Planning Policy recommends that “Development plans should protect the coastal
environment, indicate priority locations for enhancement and regeneration, identify areas at risk
from coastal erosion and flooding, and promote public access to and along the coast wherever
possible.”
9.1.6 Environmental Legislation
Applications for marine consents and planning permission under the legislation described above
may trigger the requirement for a formal Environmental Impact Assessment and similarly, where
the project is within or adjacent to a designated conservation site, a Habitats Regulations
Assessment (HRA) under the Conservation (Natural Habitats) Regulations 1994 (commonly
known as the ‘Habitats Regulations’).
The Marine Works (Environmental Impact Assessment) (EIA) Regulations 2007 impose extra
requirements upon the consenting authorities. The Environmental Impact Assessment Directive
(97/11/EC) requires an EIA to be carried out in support of an application for development
consent for categories of project listed in the Directive at Annexes I and II. Subject to
confirmation by the Local Planning Authority, the proposals may also require an EIA under
Town and Country Planning (Environmental Impact Assessment) Regulations 1999.
As part of the FEPA licence application there is a requirement to provide the licensing authority
with such information as it deems necessary to enable it to properly consider the application.
This requirement may be met by information contained within an EIA.
With regard to the CPA, an EIA is also required to satisfy the Harbour Works (Environmental
Impact Assessment) Regulations 1999 (SI 1999/3445) where a scheme is proposed which is to
be sited in or partly within a port or harbour.
Once the preferred option has been identified and agreed, a screening opinion would be sought
from the planning authority, Argyll and Bute Council, SEPA and Marine Scotland regarding the
need for an EIA. If it is determined that EIA is required, through effective scoping it should be
possible to limit the environmental topics considered within the Environmental Statement. A
Habitats Regulations Assessment (HRA) Screening exercise will be needed to determine if the
preferred option is likely to have a significant effect. Depending upon the outcome of the
Screening Report and liaison with SEPA it may be necessary to prepare a Statement to Inform
an Appropriate Assessment.
Where the various consents impose a requirement for an EIA, the consenting authorities will
normally be content for the developer to provide a single document, provided that its scope is
sufficient to embrace the range of environmental issues which each authority would need to
consider. This may, for example, take the form of separate volumes addressing particular
topics.
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9.1.7 Crown Estate
The Crown Estate manages the land and seabed owned by the Crown. It understood that the
seabed north of the Old Quay at Campbeltown is owned by the Crown.
If new developments are to be constructed on Crown land/seabed then consent will be required
from the Crown Estate. It is likely that an annual rent will be charged for use of the seabed.
Previously the CLBC have paid an annual rent to Crown Estate of £770, which is a fixed annual
charge based on seabed area. It is anticipated that this charge will increase for the proposed
new marina, which has a larger footprint area.
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9.2 Construction Programme
Prior to works starting on site the following work will need to be complete:
� Confirmation of Funding and Procurement Strategy
� Geotechnical Site Investigations
� Detailed Design
� Planning and Marine Consents
� Environmental Impact Assessment (if deemed necessary)
It is estimated that the construction works will take approximately 6 – 9 months to complete.
In order to minimise disruption to visiting boats and other harbour operations, it is recommended
that the marina construction works take place out of the peak visitor season. During the
construction the existing pontoon and any permanent bertholders should be moved alongside
the north side of the Old Quay.
9.3 Funding
Since the financial model demonstrates that neither the capital costs nor an allowance for
depreciation are fundable. It is recommended sources of public sector funding and /or
philanthropic fund raising be reviewed.
If the capital cost of £2.66m can be secured, then the project moves into a ‘green light’ zone. If
not, then lower capital cost solutions will need to be developed modelling different marina
designs/sizes.
9.4 Procurement, Operations and Management
Alternative delivery models will need to be reviewed to identify the ‘best fit’ for the new marina.
Options may include:
1. Grant Funded, Council Owned and Operated by the Harbour Master
2. Grant Funded, Privately Leased and Operated
3. Privately Funded, Owned and Operated (site leased by Council)
Private investors will need to be investigated. Only then will the project be ready to move to the
development phase of detailed planning, procurement and installation.
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10 Conclusions
A technical, operational and commercial market assessment has been made of the proposals
for a new marina at Campbeltown (based on the Option 4 proposal recommended by the
Campbeltown Options Appraisal report prepared by Scott Wilson). Initially some changes were
made to the marina layout in order to comply with current best practice in marina design.
However, market assessment has projected insufficient demand to fill a 145 berth marina. The
best estimate of demand for 2020 requires 57 berths.
The reduced size marina will require less land take than originally proposed. Therefore there
are two potential locations for the new marina; one in the harbour, the second north of the Old
Quay.
The wave modelling assessment found the wave climate within the harbour to be less sheltered
than north of the Old Quay. However for both marina locations additional protection would be
required, by a breakwater.
The technical review found that dredging would be required in both locations. The sediment
sampling and testing found that some contaminants are present in the sediments in both areas.
However these are between Action Level 1 and Action Level 2, so Marine Scotland will need to
be consulted to decide whether sea disposal is appropriate for the dredged sediments.
Dredging and construction of a new marina within the harbour would require construction of toe
protection works to the Hall Street harbour wall (Wall O) and replacement of the Old Quay
harbour wall (Wall A).
The operational review found that the proposed marina in the harbour would impede use of the
Old Quay. This quay is currently used for berthing fishing vessels up to two deep alongside the
quay.
Although the original marina proposal north of the Old Quay conflicted with the Scottish Water
buried pipeline and outfall, the revised number of berths would require less seabed area and
therefore not extend as far as the buried pipeline.
In consideration that the area north of the Old Quay is, therefore, considered to be the
preferred location for the new marina.
Two marina layout options (1A and 2A) were prepared to assess the best pontoon arrangement.
During consultation with the Harbour Master it was identified that the location of the floating
breakwater in Option 1A would restrict the use of the Fish Quay and Fuel Berth. Therefore for
operational reasons Option 2A was preferred.
These layouts were also tested in the numerical wave model, which should that under normal
operating conditions (1 in 5 yr return period event) the required wave climate would be provided.
However under an extreme event (1 in 50yr return period) the wave conditions would not meet
the design standard.
As a result of this assessment, a further option (2B) was developed. This option utilises a piled
wavescreen to provide the required wave climate in the marina to suit current design standards.
This option also has reduced berth capacity of 45 berths to meet current berth demand, but with
room to be extended in the future to accommodate the projected 57 total number of berths in
2020.
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On operational and technical grounds, Option 2B is recommended as the preferred
option. The budget cost estimate for the construction for this option is £2,664,460 including
30% ‘optimism bias’ and excluding VAT.
For longer term capacity planning, the design of Option 2B has in-built flexibility to
accommodate a cost-effective extension to the marina. With an estimated capital cost of only
£70k, an additional 12 berths can be provided increasing capacity from 45 to 57 berths.
The cost estimates are based on the assumption that the dredged material is suitable for
exaction by excavator and that all dredged material will be disposed at sea, at the Campbeltown
disposal site.
If the scheme is progressed a number of marine and planning consents and licenses are
required to undertake the construction of the new marina. These are issued and managed by
Marine Scotland and the Planning Authority, Argyll and Bute Council.
Since the proposed marina will be constructed on seabed belonging to the Crown, Crown Estate
consent will also be required and an annual rent will be charged.
As part of the initial business assessment, a financial business model has been prepared for the
new marina. The model shows that it is not possible for the new marina to be self financing.
The financial model demonstrates that neither the capital costs nor an allowance for
depreciation are fundable. Even in the most optimistic scenario there is an NPV of -£169k when
capital costs are excluded and depreciation included. There is no commercial rationale for
investment in this project on strictly commercial grounds.
If capital costs and depreciation charges are excluded the ‘best estimate’ scenario indicates a
positive NPV of £42k. The level of profitability is marginal for the best estimate scenario with
discounted profit only averaging around £2k per annum. Furthermore, the pessimistic scenario
would result in a cumulative loss of c. £180k.
In accordance with CHORD governance, this project is being assessed from a business
perspective and therefore the NPV analysis cannot be considered without capital costs and
depreciation. Therefore, in order for the project to proceed it would be necessary to identify
funding sources for the capital cost. Identification of additional income or operational cost
savings during the lifecycle of the project will also improve the commercial viability of the
project.
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11 Recommendations
Option 2B is recommended as the preferred option on technical and operational grounds. The
budget cost estimate for the construction for this option is £2,254,585 excluding VAT.
In order for the project to proceed it will be necessary to identify funding sources to meet the
capital cost. Identification of additional income or operational cost savings during the lifecycle of
the project will also improve the commercial viability of the project.
In order to better define and manage the project risks it is recommended that a project risk
assessment be undertaken. This will enable the existing ‘optimism bias’ figure of 30% to be
refined and greater cost certainty to be provided.
In order to reduce the project risks and provide greater cost certainty the following work should
also be undertaken:
� consultation with Marine Scotland and SEPA in order to determine an acceptable
dredging disposal route.
� consultation with Marine Scotland and the Planning Authority in order to determine if an
Environmental Impact Assessment is required
� geotechnical site investigations, to inform the design of dredging and construction works
and enable further sediment contamination testing at depth.
� develop the designs further to take account of ground conditions.
� identify if a the proposed construction works are within the jurisdiction of the Harbours Act
or whether a Harbour Revision Order is required.
If the project is progressed to Full Business Case, marine and planning consents will be
required to progress the project to construction.
Alternative delivery models will also need to be reviewed to identify the ‘best fit’ for the new
marina. This could include Campbeltown Loch Berthing Company, Argyll and Bute Council or a
new private sector led business.
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12 References
1. The Yacht Harbour Association Ltd., 2007 A Code of Practise for the Design, Construction
and Operation of Coastal and Inland Marinas and Yacht Harbours.
2. AS3962-2001 Australian Standard, Guideline for Design of Marinas.
3. BS6349-1:2000 British Standard, Maritime structures — Part 1: Code of practice for general
criteria
4. Marine Scotland, Food and Environment Protection Act 1985, Part II Deposits in the Sea
(as Amended) (FEPA), Draft Guidance for the Sampling and Analysis of Sediment and
Dredged Material to be Submitted in Support of Applications For Sea Disposal of Dredged
Material, by Marine Scotland, September 2010.
5. Contamination Action Level List, by Marine Scotland, September 2010.
6. Argyll & Bute Council – Campbeltown Options Appraisal, Final Report, by Scott Wilson,
April 2008, Ref. S105227
7. Report on Ground Investigation at Campbeltown Harbour, by Norwest Holst Soil
Engineering Ltd, Nov, 2000, Ref. F11707.
8. Campbeltown Marina Business Plan, by DTZ, October 2010.
9. Factual Report on Ground Investigations, by Exploration Associates Ltd, February 1995,
Ref 134100.
10. Factual Report on Ground Investigation, by Fugro Engineering Services Ltd, January 2005,
Ref NEA041006.
11. Campbeltown New Quay Expansion – Consolidated Tender from Structural Soils Ltd, by
Scott Wilson, January 2010, Ref S106508.
12. Dive Survey and Seabed Sampling, by Caldive Underwater Contractors, October 2010, Ref
CAL/715/10
13. Annual Report and Accounts – Year Ending 2007, 2008 & 2009, by Campbeltown Loch
Berthing Company, December 2007, 2008 & 2009, Ref SC 116845
14. Contract Berth Charges, by Campbeltown Loch Berthing Company, April 2010, Ref SC
116845
15. Sailwest Project: A Strategic Programme for the Development of Marine Leisure Activities
and Infrastructure in the Republic of Ireland Border Region, Northern Ireland and the West
of Scotland, Final Report, November 2007.
16. SEUPB: Addendum to the Economic Appraisal of the Sail West Project, October 2009.
17. Campbeltown Locality Socio-Economic Baseline: Argyll and Bute Council, by EKOS,
February 2009.
18. National Renewables Infrastructure Plan, by Scottish Enterprise, Highlands and Islands
Enterprise.
19. Marina Development Opportunities in Scotland, by RGA Waterfront Ltd, September 2008.
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