HH Final Report REV2 - Allerdale · 4 Business Case and Economic Assessment 5 Planning 6 Marina /...

Harrington Harbour Regeneration Study

Report Contents

Halcrow Group LimitedDunedin HouseTeesdale Business ParkStockton-on-TeesTS17 6BJ

Tel: 01642 632800Fax: 01642 632801

May 2006

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1 Introduction

2 Executive Summary

3 Development Strategy

4 Business Case and Economic Assessment

5 Planning

6 Marina / Harbour Engineering

7 Costs

8 Environmental Screening Report

Harrington Harbour Regeneration Study

Halcrow Group Limited has prepared this report in accordance with the instructions of their client, Allerdale Borough Council, for their sole and specific use. Any other persons who use any information contained herein do so at their own risk.

© Halcrow Group Limited 2006

Harrington Harbour Regeneration Study 1

Introduction 1Introduction

Halcrow is pleased to present this vision for the Regen-eration of Harrington Harbour prepared for Allerdale Bor-ough Council, West Lakes Renaissance and their part-ners. This study includes a review of the existing Harbour and its associated facilities together with a review of the wave regime to which the Harbour is subjected.

Using the review as a baseline, a broader master plan-ning exercise has been undertaken to identify the poten-tial development opportunities offered by the Harbour to promote the regeneration of the immediate area of the harbour and the wider environs of Harrington. The vi-sions set out in the attached master plan layouts offer an exciting opportunity to drive forward phased development of the Harbour and the surrounding area. The fi nancial viability of the proposed marina development has been assessed using a fi nancial business model and the wider economic impact has also been assessed.

These visions of the future offer signifi cant opportunity to successfully promote the economic regeneration of the area of Harrington using the Harbour as the central feature in what would be a wide reaching economic re-generation project. The vision as put forward matches well with, and offers support to, the wider regeneration activities being progressed along the Cumbrian coast and will make a valuable contribution to the successful regeneration of the wider sub-region.

Figure 1.1: Historic view of Harrington waterfront

Figure 1.2: Aerial view of Harrington Harbour in more recent times

Existing Situation

Figure 2.1: Existing Situation


Executive Summary 2Executive Summary

This report summarises the fi ndings of a range of busi-ness planning and technical feasibility studies associated with the proposed regeneration of Harrington Harbour.

The overarching conclusion is that not only is the devel-opment of a marina technically possible but that there is strong economic and business case for creating an integrated development using the marina as the focus of a vibrant modern, high quality leisure and residential de-velopment. Harrington affords the opportunity to create a unique offering along the Cumbrian coast and hence assist in the development of an “attack brand”; a stated aim of West Lakes Renaissance.

Development of the facilities defi ned in the attached master plan drawings is promoted in a three stage pro-cess. This sequential development having a number of key purposes, namely:

• to assist in promoting interest from private sector de-velopers/operators by demonstrating public sector commitment to the development

• to limit any residual risk associated with the projected growth of the marina

• to optimise capital funding requirements taking ac-count of the extended timescale anticipated for full development

• to maximise the value of any capital receipts accruing from the sale of land surrounding the Harbour

The economic and business case assessments demon-strate a robust basis for investment, generating positive outputs for all phases of the development which become increasingly stronger as the development progresses. The headline outputs are demonstrated in the following tables.

The economic assessment has been restricted to the im-mediate area of the Harbour however it is anticipated that economic activity deriving from the development will spread and that the project will have a signifi cant impact on the whole of Harrington, with ripple effects extend-ing along the whole of the coastline from Barrow to the Solway Firth.

Technically no insurmountable impediments have been identifi ed which would predicate against the proposed marina development, indeed the condition of the harbour structures whilst appearing poor are structurally sound and provide basic good quality engineering on which to promote the development.

Similarly there are no insurmountable environmental concerns; rather the opposite is true. The development offers signifi cant opportunity for enhancement of both the urban and the green environment through careful planning and creation of a range of amenities that would be of value to visitors and residents alike.

The study promotes the creation of a marina facility at Harrington Harbour capable of providing moorings for a range of small vessels of varying length; up to 12m. The approximate maximum capacity of the marina has been assessed as 200 which would add signifi cantly to the stock of moorings provided at the adjacent ports of Maryport and Whitehaven. These existing marina devel-opments should be seen as partners, rather than com-petitors, in establishing the Cumbrian coast as a marine leisure destination. The proposed development has a good strategic fi t with the planning policies at local, sub-regional and regional levels.

Serviced moorings would be provided by fl oating pon-toon structures linked to the land by sloping gangways. Initially moorings would be provided only in the inner

Summary table of Economic NPVs

Summary of Operating Financial Viability


Executive Summary 2Harbour with development into the Outer Harbour be-ing demand driven. Initially in order to minimise start up costs it is proposed that the marina be operated in con-junction with the existing Harrington Fishing and Sail-ing Club whose existing facilities are known to be under utilised. In the longer term the marina would become fully commercial and would require the provision of its own dedicated facilities during Phases 2 and 3 of the development.

Whilst the proposed marina should be considered as the prime focus for the regeneration, the proposals include for the provision of new high quality housing. This asso-ciated development is seen as being essential in creat-ing the sense of place required to fully capitalise on the potential that the area has to offer. The marina devel-opment creates a prime opportunity to develop a range of high quality apartment and townhouse type dwellings (approximately 91 units) in the immediate proximity of the Harbour. These would add greatly to the total offer-ing being created and will signifi cantly assist in regener-ating the economy of this coastal town. It is proposed that these dwellings be provided by the private sector with the land being sold to private developers and the capital receipts from such sales being used to assist in the capital funding of the marina development.

Financial analysis included reviewing both the business case and an economic assessment of the proposed development. These reviews have demonstrated that there is a sustainable business case for each phase of the proposed development with increasing viability as the phased development progresses. The economic as-sessment demonstrates that as envisaged each phase has a positive NPV (Net Present Value). Whilst the enhancement in land values arising as a consequence of the development have been included in the assess-ment, the existing value of the land has been excluded

as these are currently believed to be in public ownership. It is possible that the economic case could be further strengthened by including these land values or that the receipts arising from land sales could be set against the capital investment required.

One of the features which helps to distinguish Harrington from the other facilities located at Whitehaven and Mary-port is the large area of green recreational land located immediately south of the Harbour. The proposed plan protects this green area as leisure space with any de-velopment of it focused on promoting leisure and rec-reational activities for both visitors and residents alike. The proposal would be for the whole of the area, includ-ing the extended areas to the north and south, to be sub-ject to more detailed landscape masterplanning; seek-ing to capitalise on the opportunity that the area offers. The landscaping of the whole area is a key issue and it is suggested that a strategic landscaping plan is devel-oped to ensure that both the urban and green areas are treated as one holistic development, each reinforcing the other and complimenting the building architecture and function of the area.

The total impact of the proposed development is diffi -cult to determine however it is clear that there will be signifi cant benefi ts to the immediate area with spin-off benefi ts affecting a number of deprived wards around Harrington, adding signifi cantly to the regeneration of the whole area.


Development Strategy 3Development Strategy

The following chapter comprises several panoramic views of Harrington Harbour and the immediate surroundings, and a series of phased master plans. The photos are intended to provide the reader with a visual introduction and record of the study area. The photos are followed by a series of illustrative master plans. These plans document the recommended phased improvements to the harbour structure and facilities, and the regeneration proposals promoted for the immediate area.

The master plans represent a vision for the area and should be seen as a point of departure rather than a singular solution. The construction of new residential accommodation in the area will require a more careful analysis of the potential housing market, appropriate den-sities, access arrangements and so on. These drawings establish the recommended principles for regeneration and will enable Allerdale Borough Council and its part-ners to begin discussions with developers and potential investors, as the fi rst step in the regeneration process.

Inner Harbour

Views to the Inner Harbour at low tide.

Figure 3.1

Figure 3.2


Development Strategy 3

Figure 3.3

Outer Harbour

View to the Outer Harbour at low tide.

North Beach Housing

Existing housing situated immediately north of the Inner Harbour.

Figure 3.4

Figure 3.5



South Waterfront Park

The parkland and waterfront promenade situated to the south of the Harbour.

Figure 3.6

Figure 3.7


Proposed Development

Strategic Fit

The proposals contained with this report (Harrington Har-bour Regeneration Study) have been developed to align with the strategic aims for regeneration of the coastal strip of the Furness and West Cumbria area, as defi ned in the plans established by West Lakes Renaissance. The plans underpin and reinforce the existing and pro-posed developments at Barrow, Whitehaven, Working-ton and Maryport to form an integrated and holistic pack-age of regeneration proposals.

The proposed developments support the following stra-tegic aims as established by West Lakes Renaissance.

• New Vision 1 – Actively Managing Transition• New Vision 2 – Lifestyle Choice• New Vision 3 – Coastal Renaissance• New Vision 4 – Better Connections• New Vision 5 – Leadership and Networking• New Vision 6 – Communities that Work

Specifi c Proposals

The vision presented for Harrington focuses at its heart on the development of the existing Harbour area as a high quality marina promoting the leisure industry and raising the perception and value of the area as a whole. The marina development incorporates signifi cant en-hancement to the public realm concentrating on creat-ing a vibrant, high quality urban environment and capi-talising on the green landscape opportunities afforded by the site. The developments as proposed will also address signifi cant existing issues relating to the health and safety of the public using the area. The vision has been formulated to provide direct user benefi t to the lo-cal community as well as acting as the key driver in the economic regeneration of the area of Harrington.

Key components of the regeneration strategy are set out in the following text.

The marina and associated landside areas will be devel-oped in three progressive stages:

• Phase 1 - Inner Harbour Development• Phase 2 - Development of Southern Outer Harbour• Phase 3 - Full Marina Development

These proposed phases are intended to match capital investment requirements to the development of a self-sustaining and profi table marina operation whilst simul-taneously promoting private sector investment in associ-ated landside developments. The proposals provide the catalyst to generate new investment whilst simultane-ously addressing the need to establish local community benefi ts. The nature of the development not only capi-talises on the signifi cant asset of the Harbour but recog-nises other regeneration and business activity along the Cumbrian coast and has been specifi cally formulated to

support the strategic development of the coastal strip.

The nature and style of the landside development pro-posed in association with the marina is seen as being distinctive from the offerings available at either Maryport or Whitehaven. Using the marina as a backdrop the vi-sion promotes the creation of an active modern, high quality waterfront incorporating a variety of residential units ranging from units suited to the upper end of the market in the immediate vicinity of the marina to lower cost units more remote from the waterfront, but all able to benefi t from the amenity of the development. The distinctiveness of the architecture of the development is considered to be a key element in the success of attract-ing private sector funding into the area and of ensuring that Harrington offers a recognisable product with the potential to become an attack brand; in line with the as-pirations of West Lakes Renaissance.


Figure 3.8: Phase 1


Phase 1

Inner Harbour Development

Phase 1 will focus on the development of marina facili-ties in the Inner Harbour and general improvements to the local urban environment as well as promoting land-side development at the eastern end of the Harbour.

The marina development will create some 86 berths ca-tering for vessels up to 10 metres in length with each of the berths being accessed using a series of connect-ing fl oating pontoon systems linked to the surrounding land by catwalks. To create acceptable wave conditions within the Inner Harbour signifi cant extension of the northern breakwater will be required together with cre-ation of a southern arm extending west and then north of the existing breakwater wall. In Phase1 the extent of the breakwaters will be limited to that which is required to produce acceptable wave conditions within the Inner Harbour only. Whilst this will signifi cantly ameliorate wave conditions in the outer harbour the conditions will not be suitable for mooring boats in all conditions. Limit-ing the extent of the breakwaters in Phase 1 signifi cantly reduces the cost of the initial capital investment.

The existing Inner Harbour will be dredged to create the necessary water draft to allow the safe mooring of ves-sels up to 10metres in length. Water will be retained at all states of the tide by the existing threshold sill at the entrance to the Inner Harbour, although this sill may require some minor modifi cation once it is exposed dur-ing dredging works. Access to the Harbour across this static threshold sill will be available for a period of ap-proximately 4 hours around the peak of the tide with ac-tual access period depending on the draft of the vessels concerned. It would be possible to increase the period of access to approximately 6 hours by installing a fl ap gate

in association with a modifi ed static sill. Providing this increased access would require that the approach chan-nel be dredged and maintained to allow vessels to ac-cess the marina at these lower tide conditions and would inevitably require more extensive maintenance dredging to keep this channel open. It is not considered that the benefi ts afforded by the provision of such a gate would warrant the expense of provision, maintenance and operation and is not identifi ed as part of the proposed Phase 1 development.

During operation of the marina created in Phase 1, land-side facilities supporting the marina will be provided in association with the existing Sailing and Fishing Club which presently has surplus space available for such provision. These facilities will include car parking, toilets, showers, laundry, public telephones and a small marina offi ce for staff. The development of these facilities within the existing building will negate the need for the provi-sion of any costly separate facilities at this early stage of the development. This arrangement will require agree-ment with the Sailing and Fishing Club and early discus-sions indicate that such an agreement can be reached between the interested parties. Signifi cant benefi t can be derived from the provision of facilities such as a club house, bar and restaurant and the extension of the exist-ing facilities at the clubhouse should be discussed and actively promoted with the Sailing and Fishing Club.

In keeping with the improved safety, amenity and visual character desired, landside developments proposed in-clude improvements to the hard landscaping around the Inner Harbour thus ensuring that the environment and safety of the area is upgraded to the high standard re-quired to support and promote the development of the area. The current boat storage located immediately to the north of the Inner Harbour will be relocated to the area to the west of the Sailing and Fishing Club. This

Development Strategy 3will allow enhancement of the visual appearance of the area and assist in the promotion of landside develop-ment alongside the Inner Harbour which it is envisaged will be undertaken either directly or in partnership with the private sector.

In this phase it is proposed that 18 new apartment type dwellings together with 6 retail/commercial units are developed along the eastern boundary of the Harbour; capitalising on the value that can be obtained from the high quality waterside location which will be created. It is proposed that these apartments are of a modern com-pact character with the commercial/retail units occupying the ground fl oor and residential units located above in a three storey development. A new 40 space car park, linked to the development, will be created in the area be-tween these dwellings and the existing railway embank-ment. The building development will be carefully located to ensure that vistas into the Harbour are retained from the main approach along Church Road. Depending on the fi nal development footprint it is possible that the ex-isting highway will require to be notionally realigned.

Landscape and recreational development of Bellaport Marina, the green area to the south of the Harbour, is seen as an important element in the overall regeneration of the area and whilst it is currently outwith the scope of this study we recommend that it be included in fu-ture planning such that the whole area is developed in a coordinated and holistic manner with all aspects being mutually supportive. This area provides a signifi cant as-set that is not available at either Maryport or Whitehaven and sympathetic development of this area is considered a key element in the ultimate success of the whole de-velopment. The area will provide an amenity area that can be developed for leisure, education and recreation by residents, tourists and marina users.

Figure 3.9: Phase 2


Phase 2

Development of Southern Outer Harbour

It is proposed that Phase 2 will be developed following on from the successful take up of the marina facilities created during Phase 1. In this phase marina facilities will be extended into the southern half of the Outer Har-bour. This will provide an additional 58 berths with each berth accessed using inter-connected fl oating pontoon systems linked to the surrounding land by catwalks. In line with the facilities provided in the Inner Harbour each mooring will be provided with a dedicated water and electrical connection. The fuelling and sullage facilities which were located within the Inner Harbour in Phase 1 will be relocated to their fi nal position in the Outer Har-bour at this time; this will ensure that vessels of a size not capable of entering the inner harbour will be able to utilise these key facilities.

The new breakwaters constructed in Phase 1 will be ex-tended to their fi nal confi guration ensuring acceptable wave conditions within the Outer Harbour area. The southern section of the existing Outer Harbour will be dredged to create the necessary water draft for vessels up to 12m length. Water will be retained at all states of the tide by a new threshold sill located at the junction be-tween the Outer Harbour and the associated approach channel. This sill will incorporate a fl ap gate to increase the access for vessels to a period of approximately 6 hours around high tide. The exact period of access for individual vessels will depend on their draft. The sill ar-rangement adopted for Phase 1 will be modifi ed at this time to ensure that accessibility between the Inner and Outer Harbour areas is maximised. To ensure that wa-ter depths are retained within the Outer Harbour a new sheet pile cut off wall will be provided along the southern edge of the northern breakwater.

Further improvements to the hard landscaping will be conducted especially around the Outer Harbour.

Boat storage facilities will be moved from the north side of the Inner Harbour to an area on the south of the Outer Harbour in order to free up potential development land.

It is intended that landside facilities supporting the ma-rina will be provided in a new purpose built facility lo-cated to the southern side of the Outer Harbour. These facilities will include car parking, toilets, showers, laun-dry, public telephones and a small marina offi ce for staff. It would be desirable to combine these facilities with a club house, bar and restaurant addressing the mutual needs of the marina users and the Harrington Sailing and Fishing Club. It is also proposed that the facilities will incorporate a chandlery and possibly a small boat repair facility.

At this stage landside development opportunity will fo-cus on the areas immediately to the north and south of the Inner Harbour area. A continuation of the Phase 1 development is envisaged with modern high quality townhouse type developments proposed: approximately 12 units located to the south and 14 units to the north. These developments will front onto the Inner Harbour with pedestrian only areas developed in front of the buildings creating a high quality public realm area attrac-tive not only to residents but also to a wide range of visi-tors. Realignment of the highway to the southern side of the Inner Harbour will be undertaken to provide space for the southern development and notional realignment of the existing roadway to the north of the northern de-velopment may be required. The developments will be arranged to provide a sense of enclosed space around the Inner Harbour while retaining adequate separation at discrete points to provide vistas into the Inner Harbour area from the surrounding area, including Church Road.

Development Strategy 3Care will also be taken in the arrangement of the devel-opment to accommodate the amenity afforded to exist-ing residents of the area on the north side of the Harbour. The relocation of the Harrington Sailing and Fishing Club to the south of the Outer Harbour will release further land for redevelopment on the north side. It is envisaged that approximately 6 townhouse units would be developed in the area currently occupied by the Sailing and Fishing Club building.

Depending on private sector interest it is envisaged that a high quality “destination” restaurant could be developed on the southern shore of the Outer Harbour. This would add signifi cantly to overall offering of the area and assist in attracting additional visitors leading to further employ-ment and accelerating the economic regeneration.

It is also proposed that assistance be provided with es-tablishing a sailing school focused on the new marina control building. This will again further enhance the at-tractiveness of the area and assist in ensuring that Har-rington develops as a desirable destination for day visi-tors as well as for the new and existing residents alike.

Careful, integrated landscape development of the green area to the south of the Harbour is anticipated to con-tinue during Phase 2 although detailed proposals are currently outwith the scope of this study.

Figure 3.10: Phase 3


Phase 3

Full Marina Development

In Phase 3 marina facilities will be extended into the northern half of the Outer Harbour. This will create some 56 additional berths each fed using fl oating pon-toon systems linked to the surrounding land by catwalks. Each mooring will be provided with a dedicated water and electrical connection. Additional dredging will be re-quired across the northern part of the Outer Harbour to extend the operational area created during Phase 2.

Landside development in Phase 3 will focus on the area of North Beach. Townhouse type developments are pro-posed with an additional 41 units located in the area to the north of the Harbour and west of the existing hous-ing. This development will incorporate a new upgraded promenade connecting the Harbour to the Workington coastal walkway. New local distributor roadways will be required to serve this development and off road parking will be incorporated for marina users and visitors. The plans as provided are indicative of the density of the de-velopment and not intended as the fi nal layout of any development which will need to address the character of the development.

The advantages of a new pedestrian access bridge con-necting across the junction between the Inner and Outer Harbours will be considered at this stage of the develop-ment with a view to easing access around the marina area.

Carefully integrated hard and soft landscaping across the whole of the site extending into the southern green area will be undertaken to ensure that the leisure and rec-reational benefi ts across the wider area are optimised. This will be an important aspect in fully exploiting the

Development Strategy 3tourism potential of the marina development and will en-sure that the value of any remaining development lands are maximised.

Development of a visitor centre at this time is proposed however this would be provided in conjunction with the private sector and such provision will depend on the ulti-mate success of the marina and associated facilities.

Figure 3.11: a-f


New Residential Buildings

The new residential buildings proposed for Harrington Harbour will provide a variety of accommodations: fl ats, waterfront townhomes and larger, terraced townhomes with private gardens. This variety of building types will help ensure a mix in the age and family structure of fu-ture residents.

Whilst no specifi c architectural design work has been undertaken, the footprints shown on the illustrative plans assume a medium-to-high density of development to maximise the regeneration opportunities.

Contemporary architectural styles could help to raise the profi le of the area and offer “something different” in the housing market. A variety of building styles is shown in fi gures 3.11: a-f. These waterside design precedents incorporate traditional timber and brick building materi-als, and large windows to take advantage of the views. To help create a special environment the new buildings should take advantage of the waterside setting with light or bright colours that would sparkle in the setting sun.

Waterside Apartments

Three small apartment blocks are proposed in the fi rst phase of development. They would be located imme-diately to the east of the Inner Harbour with car parking provided in a new surface car park situated between the apartments and the rail tracks. These buildings would be three stories in height and would be designed to allow for ground fl oor commercial uses. Ground fl oor commercial uses could include amenities such as a cafe or small-scale support retail. In total, 18 fl ats are proposed for the upper two fl oors with commercial or live/work units on the ground fl oor.

Development Strategy 3Townhomes

Terraced townhomes, proposed for the area north of the Inner Harbour, are indicated in both the second and third phases of development. These homes would feature a large, 10m deep, rear garden and would be between two and three fl oors in height. Car parking would either be on-street or could be incorporated into the ground fl oor of the unit.

Waterside Townhomes

The townhomes proposed in Phase 2 along the north and south sides of the Inner Harbour, along with the apartments, will have the affect of “enclosing” and defi n-ing the Harbour. As such their design is of high impor-tance. The selected building type is a high-density, sin-gle-family townhome which incorporates car parking into the ground fl oor and would be three storeys in height. In addition to balconies overlooking the Harbour, a small waterside patio would be provided for each unit. There is currently a change in ground levels in the area of the Harbour with the surrounding streets approximately one meter higher than the Harbour edge. This level change would further defi ne the public promenade surrounding the Harbour and the ground fl oor and patios of the town-homes.

Figure 3.12: a-g


Amenities and Lifestyle

Regeneration of Harrington Harbour brings with it the op-portunity to not only address Harbour engineering issues and mooring facilities. As presented in the illustrative phasing plans, the regeneration can extend to providing new residential accommodation and new facilities that would attract residents and visitors to the area.

A programme to improve the overall quality of hard and soft landscape in the vicinity of the Harbour should be considered as part of any regeneration programme. The coordinated and careful design of high-quality infrastruc-ture elements such as lighting fi xtures, benches, bollards and paving materials will identify the larger waterfront district and contribute to a positive image of the town. New public art can further enhance the setting of the new facilities.

As identifi ed earlier, the new apartment buildings could accommodate amenities such as a cafe, restaurant or specialty retail in the ground fl oor. In addition to the new residential accommodation discussed in the previ-ous pages, the illustrative plans also indicate two new amenity buildings along the southern side of the Outer Harbour. One of the new structures would accommo-date the Harrington Sailing and Fishing Club alongside Marina offi ces and facilities in a purpose-built accommo-dation. The second building proposed in this area – The Point – would be situated at the westernmost point of the regeneration area. Befi tting its prominent location, this building would be designed as an icon or symbol for the area. Uses could include a cafe or restaurant, visitor in-formation centre, and facilities. The building need not be large but would be distinguished by its unique design.


Figure 3.13: a-f


Landscape

Introduction

The urban design framework seeks to facilitate the ar-rival of new investment, business, residents and visi-tors to fully regenerate the 4 hectare development site around Harrington harbour by the close of Phase 3 in 2015. This will be implemented via the creation of a de-sirable residential district focussed around the Harbour, offering a mix of apartments and town houses to cater for a number of household types to add to the richness of the existing Harrington community.

The integration of a landscape strategy within the urban design framework that informs, is functional and provides for a variety of users is fundamental to the achievement of this vision. High quality, safe, welcoming public realm invites better responses from its users, creating interac-tion between people and leading to a greater sense of community.

Upgrading the landscape physically and providing im-proved linkages will in turn lead to uplift in the economy and desirability of the area generally.

The hard landscape surrounding the marina and built development must be carefully linked to the associated regeneration of the open green area to the south. This area is a major asset of Harrington and must be retained and enhanced to encourage use based on a wide range of recreational and leisure activity.

Aims and Objectives

The fully integrated landscape development strategy aims to create:

• A unique, memorable, practical and secure urban seafront environment applying best practice in both the conservation of the remaining historic environ-ment and in the application of contemporary design to provide an attractive physical development with links into the existing built settlement, open spaces and seascapes of Harrington.

• A place which stimulates interest and vitality in qual-ity external spaces through the promotion of different activities and events to enhance the leisure economy of Harrington.

• A cohesive landscape design on site with legible ties into the associated regeneration of the public open space to the south.

Site Context

Harrington Harbour was a hive of activity from around 1760 until the 1930s, expanding from a small quay on the south side of the River Wyre to become a deep har-bour with jetties during the mid nineteenth century to ac-commodate the export of coal and limestone to Ireland and Scotland. Iron and steel making and magnesite works were other industries local to the harbour. The lo-cal settlement comprises terraces and individual proper-ties on the low cliff and elevated ground to the east of the site. All industrial works have been raised to the ground and no harbour side buildings remain. Scattered dwell-ings and a 20th century build Sailing and Fishing Club lie to the north and east of the Harbour.

Although the Harbour environment is degraded it retains a strong sense of place and is important strategically as one of the few points of access to the shore along the in-dustrialised Workington coastline. Due to the lack of en-closure the site is exposed to the elements, with a sense


of isolation and remoteness exacerbated by the near emptiness of the Harbour at low tide, limited boats, pol-luted areas of local shoreline and rough grassland area to the north. The expansive green open space on the site of the old magnesite works to the south still bears remnant foundations and deposits though much greened over.

Although the site has good rail access, the Barrow to Carlisle railway line which lies to the east of the site par-tially on viaduct exacerbates the sense of fragmentation from the existing settlement. The railway does however provide good transportation links to the south and north. The Harbour is underused due to complete drainage at low tide but supports a small number of local and visit-ing yachtsmen, fi shermen and canoeists. The Cumbri-an Coastal Path and beaches and areas of open green spaces to the north and south of the site are popular with walkers and cyclists.

Design Principles

Landscape principles for the site are based on estab-lished best practice urban design guidance for open ur-ban spaces namely “By Design – Urban Design in the Planning System: Towards Better Practice” published by CABE & DETR 2000, and “Urban Design Compendium” published by English Partnerships/The Housing Corpo-ration.

These design principles would be applied to the devel-opment throughout the design process and have been tailored to become site specifi c as below:

• Character To identify and create character zones within the site

by responding to and reinforcing existing and pro-posed distinctive patterns of development, landscape

and historic identity and culture to provide themes to enable the creation of a unique sense of place.

• Quality of Public Areas To promote the design of high quality public spaces

and integration of public art around the marina that are attractive and uncluttered and which work effec-tively for all in society including elderly and disabled people. To ensure the issues of personal safety are adequately addressed in the arrangement of the landscape including the selection of materials.

• Ease of Movement To promote accessibility and permeability through-

out the development into the existing settlement and dockside environment by creating places that con-nect with each other and which are easy to move through, putting people before traffi c and integrating land use with transport.

• Legibility To promote legibility through application of a sequence

and hierarchy of open spaces providing recognisable routes, intersections and landmarks to help people fi nd their way around the new marina development.

• Adaptability To promote versatility through development that can

respond to changing requirements within the commu-nity.

• Diversity To promote diversity and choice through a mix of

compatible uses that work together to create a viable development that responds equally to commercial and local community needs. To avoid homogenisa-tion which removes richness and sense of place.

Figure 3.14: a & b


Sustainable Approach

In the process of local economy expansion at Harrington, environmental impacts would be minimised and a sus-tainable approach to landscape design applied as an in-tegral part of this vision.

The design of sustainable landscapes requires a holis-tic response and an understanding of its many factors of the development site with a shift away from prescrip-tive standards, promoting creativity and innovation. The landscape design around Harrington Harbour would be undertaken in context by identifi cation of the area’s natu-ral and man made assets to highlight local distinctive-ness before engaging in high quality design.

Furthermore, sustainable landscapes require protection/enhancement of any existing high quality landscapes, restoration of damaged landscapes and creation of new high quality landscapes. This approach will ensure that the landscapes around the Harbour remain an asset for present day use as well as for future generations.

Landscape Design Issues

There are a number of issues which should inform the landscape design including as follows:

• Phased WorksThe landscape design will be implemented in phases in compliance with the built development but will be permanent and not impinge on future development as follows:

Phase 1 works will be limited to the restoration and enhancement of the hard landscape around the har-bour edge and installation of street furniture such as lighting and seating within this margin. In addition

there would be hard landscaping to the frontage of the new waterside apartments and car parking for the Phase 1 residential build at the head of the Inner Harbour.

Phase 2 works will comprise the exterior environment in the vicinity of the new build waterside town homes around the Inner Harbour, the southern section of the town homes on North Beach and the replacement Harrington Sailing and Fishing Club / Marine Offi ces / Chandlery to the south of the Outer Harbour.

Phase 3 works will constitute the landscaping of the new promenade and town homes off North Beach and the area around the Visitor Centre.

Landscape works to the amenity area to the south of the development site will be ongoing throughout all phases of the development. It will be essential that these form part of the overall landscape strategy building on and incorporating the public art concepts developed by Matrix Art.

• Cultural and Historical AssociationsThe historic and cultural identity of the Harbour which forms the centrepiece to the development site should be given a new lease of life. Complementing, en-hancing and integrating the architecture of the exist-ing and retained built development would help to rein-force a strong sense of community spirit and identity. A survey of historic maritime and Harbour features would be conducted with positive elements and fea-tures retained, restored and reused where possible.

• Multi-use EnvironmentThe landscape design would provide a robust and diverse outdoor environment capable of embracing a variety of formal and casual, daytime and evening,


Figure 3.15: a & b

recreational and leisure activities e.g.: promenading, refl ection and meditation, outdoor eating, viewing platforms, etc

• Pedestrian CirculationThe sequence and hierarchy of open spaces within the development would seek to attract movement into and through the site via a series of active and passive spaces. Ease of circulation is paramount with rail-ing, street furniture such as seats, signs and lighting forming an integral part of the hard landscape design thereby avoiding visual clutter. The importance of encouraging public contact and access to the sea-front is recognised.

• Vehicular AccessControlled vehicular access for boat owners, emer-gency vehicles and off-peak servicing is required around the Harbour via a 3m wide unrestricted hard paved zone. The landscape design should other-wise prioritise pedestrian use preventing vehicular access from becoming a constraining factor on the landscape structure of the spaces. Thus vehicular access should be a managed activity that co-exists with pedestrian usage.

• Visual AmenityThe landscape design would acknowledge the im-portance of retaining and emphasising extensive views out across the Irish Sea towards Ireland from the Harbour and residential properties on the periph-ery of the development. Internal views across the Harbour and channelled views along the existing and proposed local access roads and buildings should be enhanced where possible.

• Sustainable DevelopmentThe landscape design will embody the principles of

sustainable development particularly with respect to:- encouraging sustainable transport usage by devel-oping and enhancing pedestrian and cycle links to and from surrounding areas- increasing the potential for bio-diversity and enrich-ing the coastal and urban ecology

• Plant Species and Long Term ManagementPlant species would be selected for their suitability to survive within the exposed coastal environment. Planting schemes would be designed for low cost monthly maintenance visits with limited annual in-tensive input. Management and maintenance of the external environment would be controlled by a single body responsible for overall upkeep and renewal to ensure that the high quality appearance is main-tained. Qualifi ed horticultural staff or contract teams would ensure continued healthy and vigorous growth of trees, structure planting, specifi c habitat planting and grass areas.

• Hard LandscapeContemporary paving materials will be selected to complement and highlight the features and details of the proposed and existing built development including the Harbour walls. They will be laid out in a logical, bold and simple arrangement that promotes strength-ening of vistas, guides movement and aids the par-tially sighted. Any elements of the historic Harbour edge such as coping stones and crane bases will be retained where possible. Paving materials will be capable of withstanding varying degrees of vehicular traffi cking depending upon location.

• Public ArtLandscape Architects would liaise with Matrix Public Art to ensure a co-ordinated approach with the imple-mentation of art and play features as identifi ed within

Figure 3.16: a-c


the proposed public art works programme published in April 2005. As identifi ed within the report, public art brings extra value to the creation of special and unique places.

These could take the form of: - Feature artworks i.e. stand alone sculptures, me-

morial or archive wall - Integral art i.e. art incorporated into functional items

such as the signage, shelters, railings, paving and vehicle barriers

- Active play i.e. water jets or a large scale ground-work such as a labyrinth

- Educational play i.e. heritage trails and performance area

Future Recommendations

The ensuing stages of the landscape design process would be informed by fi ndings of the environmental im-pact assessment and environmental statement and in particular a landscape and visual impact assessment.

The concept design would identify loose landscape themes and character zones within the urban design framework, access and hierarchy, areas of public and pri-vate space, environmental and public utility constraints, visual axis, public art strategy, etc.

The masterplan would produce an overall landscape design setting out broad design principles. This would illustrate hard materials type, retained materials, street furniture, public art and lighting locations, general plant-ing types (i.e. ground cover/herbaceous/ornamental grasses/trees and existing retained vegetation, if any). A Landscape Design Guide for each development phase could be produced to ensure consistency throughout the site but would be broad enough to allow fl exibility and

interpretation by a variety of investors and developers. This will ensure that the development sites will be attrac-tive to inward investment whilst maintaining the original design vision.

Detailed landscape design would comprise of plans/sec-tions/elevations at an appropriate scale keyed with hard materials (i.e. paving, edge treatment, retained materi-als, steps, decking, aggregates, etc), street furniture and lighting (including railings, bollards, and tree grilles) and planting (including planting schedules and mixes). A landscape specifi cation could also be produced.

Summary

The landscape development strategy seeks to promote high design principles and a sustainable approach to pro-duce a site specifi c landscape design which will stimulate inward investment and aid the development process to ensure a lasting legacy of value to the local community.


Figure 3.17: a & b


Business Case

Harrington Harbour offers an exciting opportunity to pro-mote the regeneration of the whole of the Harrington area providing a much needed focus for more extensive future development. The current Harbour is largely un-developed having a capacity for approximately 40 boats of which 27 are occupied, providing an income of £2,500 per year. Average expenditure per year is about £8,000, split equally between minor spares and materials and mi-nor capital maintenance. There are no paid staff mem-bers. Expenditure is supported by grants and the inter-est income from a small endowment. These conditions together with the assets in the immediate area, such as the Harbour itself, transport connections and available waterside development land make the proposals con-tained herein an ideal opportunity to drive forward devel-opment involving both the public and private sector.

It is proposed to develop a high quality, 200 berth marina, as the centre piece of a development leading the regen-eration of the Harrington Harbour and the surrounding area. The proposals contained in this plan envisage de-velopment taking place in 3 phases in order to effectively match capital expenditure against revenue generation and enable development of the surrounding lands over a sensible timescale. Phase 1 encompasses a pontoon based marina with approximately 86 moorings in the in-ner harbour. Phase 2 extends development to the Outer Harbour with a further 58 berths while Phase 3 adds a further 56 berths in the Outer Harbour. In addition to cre-ating the marina through a range of harbour civil works, it is proposed that the release of land for residential de-velopment is maximised including the relocation of the existing Harrington Sailing and Fishing Club in Phase 2. Development will ultimately extend into the area known as North Shore and it is envisaged that this will be pri-vate sector developer led and based on an increasing

demand for property development of the area. The net areas of land potentially released for new residential housing rises from approximately 0.13ha in Phase 1 to 1.16ha at completion of Phase 3. The proposals also see signifi cant improvement in the immediate environ-ment through a range of hard and soft landscaping de-velopments which will extend from the Harbour into theBellaport Marina area to the south. The landside residen-tial /commercial/retail development should be led by one or more private sector developers and will encompass around 91 new high quality modern waterside dwellings and six commercial/retail units. In addition to these the development will include a new marina clubhouse, po-tentially incorporating the existing Harrington Sailing qnd Fishing Club, and providing all the shore based facilities required to support an attractive marina operation. The fi nal detailed phasing of the development should remain fl exible to be responsive to private sector interest.

Once developed, Harrington will form an integral part of a string of marina facilities along the Cumbrian coast enhancing the areas ability to more fully develop as a recognised sailing destination. This is a stated objec-tive of West Lakes Renaissance as contained in theirBusiness Plan and supports the themes of diversifying the local economy as well as the regeneration of the coastal strip. The development will complement existing facilities at Maryport and Whitehaven as well as those proposed at Barrow and will signifi cantly improve the impetus behind the creation of a vibrant local cruising market. Harrington would add around 50 percent to the present stock of approximately 425 moorings at White-haven and Maryport. Discussions with the operators of Whitehaven and Maryport indicate that there is unmet demand for mooring facilities with a substantial current waiting list at Whitehaven (2005). It is envisaged that take up of the facilities created at Harrington would be rapid in the short term, gradually reducing as additional

Business Case and Economic Assessment 4

sumptions on which to base the business case taking account of the high quality of the development proposed and compare favourably with the charges at Whitehaven which are currently £165/m. Expenses comprise labour, dredging, utilities and spares and materials. As stated above the facilities as proposed minimise the staffi ng requirements and hence minimise labour costs. During Phase 1 it is considered that the marina can be oper-ated by one full time manager and one full time assis-tant operating in conjunction with the existing staff at the Harrington Sailing and Fishing Club staff. Due to the increased number of vessels in Phase 2 it has been as-sumed that the full time manager will be supported by two non-management staff and would still be operating in conjunction with the Harrington Sailing and Fishing Club. In Phase 3 the operation is deemed too large to continue operations without an entirely professional staff and it is envisaged that at this stage the manager is sup-ported by a team of 5 operational staff.

The following table summarises operating viability for all 3 phases, excluding investment and capital maintenance costs, any private operator profi t or changes in debtors. Costs and revenues are at constant 2005 prices. The evaluation period is from 2007 (the anticipated year of phase 1 construction) to 2027 (i.e. construction plus 20 years of operation from 2008). Twenty years is chosen as this is approximately the life of pontoons before need-ing capital maintenance. The prevailing Treasury dis-count rate, 3.5 percent, has been used. Summary of Operating Financial Viability

All phases of the proposed development show a healthy fi nancial NPV based on the assumptions made. The fi gures demonstrate that break even on operations will be achieved after the fi rst year with a small operational subsidy of approximately £12k being required during

planned capacity is added at both Whitehaven and Mary-port. The landside development proposed at Harrington is seen as being distinctive from those at these neigh-bouring marinas and will assist in placing Harrington as a distinctive and attractive key facility in the area. In order to generate early activity it is proposed that Harrington initially be placed as a price taker. Available evidence suggests that the lower end of this increased capacity would fi nd a market at a 2005 price of around £100 per metre per annum with a demand ramp up of at least 30 berths per annum. For the larger capacities envisaged after Phase 1 a conservative take up rate of 15 berths per annum after 2010 has been used to test the business case. It has been reported in the local press that there are proposals to develop a privately owned marina facil-ity at Workington. The status of the proposal cannot be determined at this stage and it should be noted that such a development would have a signifi cant impact on any proposed development at Harrington.

Marina revenue is principally derived from boat owners who take pontoon berths for periods of 6-12 months. Net income from other activities (slipway use, sales of diesel etc) is comparatively minor. Day to day operating ex-penses are dominated by labour costs, which are largely determined by the need to operate the facilities offered, rather than the number of berths. The development as proposed specifi cally seeks to minimise the need for op-eration of facilities such as entrance gates and essential access bridges thus enabling the marina to be operated in the most cost effective manner.

The operating fi nancial position of the phased develop-ment has been assessed. Matching capacity to demand, we assume Phase 1 opening in 2008, Phase 2 in 2012 and Phase 3 in 2017. The base berthing charge at 2005 prices is set at £100/m rising to £110/m in Phase 2 and £120/m in Phase 3. These are considered robust as-


2008. The key aspects on which this assessment de-pends are, on the income side, the berth take-up rate and the berthing charge and on the expense side the staffi ng and the dredging costs. It has also been as-sumed that a satisfactory premises agreement can be concluded with the Harrington Sailing and Fishing Club. In the table above this viability is demonstrated by the positive net present values (NPVs) and by a comparison of the long term (2023-7) average annual revenue and operating expense values. The sensitivity of the results has been assessed by varying the key aspects noted above and whilst these impact on the immediate start-up period they do not change the positive output.

There is little scope for fi nancing signifi cant elements of the marina development capital costs from expected income however there is already private sector interest in the development and engaging a private operator to operate the marina, possibly in conjunction with the land-side development is considered a distinct possibility.

The developments required to enable Phases 1 and 2 to proceed are not considered to require a HarbourRevision Order (HRO) subject to satisfactory agreements between the council, as landowner and the Harrington Harbour and Dock Board as the body responsible for

regulating use of the harbour. If development proceeds to Phase 3 then use of the Harbour in accordance with its established historical use will become impossible and at this stage an HRO would be needed. Detailed rec-ommendations on the type of contract – management contract, lease etc – are premature at this stage. The fi -nal arrangements will need to take account of the extent of private sector involvement and the degree of control which Allerdale Council wish to retain.

Summary of Operating Financial Viability


the marina based on satisfactory management agree-ments being concluded and suitable capital fi nancing secured. The economic case is also robust based on the combined marina and landside developments being realised. The successful achievement of these propos-als would create an environment which would signifi -cantly move forward the regeneration of the whole of theHarrington area.

at the end of Phase 2 amounts to an additional annual expenditure of £50,000 on provisions etc and £80,000 on repairs. The position is greatly improved by the planned residential development, which even allowing for displacement and leakage, generates local spending at full development of some £200-300,000 per year. The shopping and eating facilities in the immediate area are relatively poor and with the consumption increases gen-erated by the development there are clear opportunities for new enterprises to be established to meet the grow-ing demand generated by the development.

For incorporation into the economic assessment, con-sumption has been expressed as an equivalent Gross Value Added (GVA). GVA as a proportion of consump-tion varies from sector to sector and in this instance a ra-tio of 0.40 has been used. To convert gross value added to net value that can be expressed as net additional jobs, allowances for leakage, displacement and multiplier ef-fects have been made.

The following tables summarise the results of the eco-nomic appraisal. The fi rst table shows the breakdown of economic benefi ts. Most benefi ts arise from increased GVA, which will ultimately create approximately 37 net additional jobs. The second table shows net present values (NPVs), i.e. PVs of benefi ts less PVs of costs. (Costs used in the preparation of this table have not been increased to allow for “optimism bias”). Standard guid-ance from central government is that worthwhile projects should have positive NPVs. The positive NPVs are encouraging, depending on de-livery of an integrated marina and residential develop-ment which will generate the associated local household expenditure. In summary, there is a strong operating fi nancial case for

Economic Assessment

There is a good fi t between local and regional strategies and the proposed intervention. The justifi cation for pub-lic sector investment is moderately strong as there are signs of market failure in the provision of marina facilities and Harrington lies within a local area which contains some of the most deprived Super Output Areas (SOAs) in England.

The economic assessment is at the level of an initial as-sessment rather than a full appraisal. Economic benefi ts are assessed relative to that of the reference case. The latter is a “do minimum” option that amounts to continuing much as at present. The proposed intervention will gen-erate conventional national benefi ts (those arising from environmental improvements) and will have signifi cant longer term impacts on the local, regenerative benefi ts (increased consumption and therefore employment).

Environmental improvements are valued using trans-posed values per recreational visitor plus a gain in the prices of existing properties close to a waterfront and gains in residential land values. The lands immediately surrounding the harbour are at present in a poor and un-attractive condition and without the proposed intervention there is little likelihood that the land would be developed. The economic assessment incorporates an increase in the land values particularly for the lands immediately surrounding the Harbour which are seen as being prime development locations following development of the ma-rina facilities and the planned upgrading of the environ-ment. Increased consumption is based on the expendi-ture on mooring fees, on provisions, on meals and drinks in restaurants and on boat repairs. There will also be additional consumption by non-resident visitors to the area around the marina. The increased direct spend-ing generated by an additional 114 occupied moorings


Delivery

Successful delivery of the development critically depends on the front end development of the proposed marina fa-cilities within the Harbour area. It is considered that this will be best achieved though public sector investment and that this commitment will provide the required im-petus to promote investment in the associated landside development by the private sector.

The whole of the proposed development is thus seen as being driven by a mix of public and private sector in-vestment. It is possible that this could be taken forward as a Public Private Partnership (PPP) and consideration would need to be given as to whether this is the most attractive means of progressing the development. Early involvement of the private sector may reduce the extent of early public sector investment required to move the development forward however this represents an in-creased risk for the private sector and may not repre-sent the best value in the longer term. The attraction for the private sector revolves around the land value which will be signifi cantly enhanced by the development of the marina facility and the further progressed the marina de-velopment is, the higher the value that can be placed on these lands. The receipts from land sale could be set against the capital investment required by the public sec-tor thus reducing the total capital investment required.

No recent development of this nature has taken place in the area, certainly not in recent years. It is suggested that the next step be to undertake a market testing exer-cise based on the developed masterplan using an OJEU (Offi cial Journal of the European Union) notice to solicit interest from the private sector.

Summary table of Economic NPVs

Economic Benefi ts



Planning 5Planning

Contents

5.1 Introduction 5.2 Opportunities 5.3 Enhancement of the Harbour 5.4 Tourism 5.5 Housing 5.6 Investment in Image 5.7 Land Reclamation 5.8 Constraints5.9 Actions

5.1 Introduction

5.1.1 This chapter gives an overview of the relevant policy documents that will infl uence the redevelopment of Harrington Harbour.

5.2 Opportunities

5.2.1 From the review of the policies and documents, it is evident that the redevelopment of Harrington Har-bour is generally supported at a regional, sub-regional and local level. Support for the redevelopment is spread across the following themes set out in sections 5.3 to 5.7.

5.3 Enhancement of the Harbour

5.3.1 RPG13 identifi es the potential for regionally sig-nifi cant development and diversifi cation of existing ports and harbours, as well as promoting the need to prevent the loss of traditional boating and associated facilities to other uses not requiring a waterside location.

5.3.2 Within the Allerdale Local Plan, Policy WKEN2, The Enhancement of Harrington Harbour, states that ‘the Harrington Marina and adjacent area will be subject of an enhancement scheme to maintain its important at-tributes…..’

5.4 Tourism

5.4.1 One of the drivers behind the development pro-posals is to increase the number of visitors using the Harbour as an attraction. RPG13 lends support to new and strategic tourism developments well related to the coastal environment.

5.4.2 This is echoed in the Allerdale Local Plan in policy

WKTM1, Tourism Proposals For Harrington Harbour, which states that ‘tourism related proposals will be ap-proved in the vicinity of Harrington Harbour…’. It also recognises that the Harbour has been a centre for tour-ism for several years and suggests some tourism related uses could include maritime-based facilities together with ancillary uses such as a hotel or restaurant.

5.4.3 It is also supported by the Cumbria and LakeDistrict Joint Structure Plan policy EN16 which promotes tourism in locations where it would contribute to the physical and economic regeneration of an area.

5.4.4 The Strategy for Tourism in England’s Northwest aims to promote the region by focussing on ‘attack’ brands such as the Lake District, Manchester, Liverpool and Chester. Although not on the scale of the ‘attack’ brands, tourism development at Harrington would sup-port one of the fi ve objectives; “to improve tourism infra-structure”. 5.4.5 One of the aims of The Maryport and Working-ton Regeneration Strategy and Funding Plan is to de-velop new tourism functions along the coast. AlthoughHarrington is outside of the Strategy’s boundaries, the proposed developments would provide an additional tourism facility along the coastline and would support the regeneration of this area.

5.5 Housing

5.5.1 The Regional Housing Strategy aims to replace market failure and identifi es Harrington to be within a Regeneration Priority Area. The high quality housing proposed at Harrington Harbour could support the four priorities of the Strategy by:

• Helping to address changing demand

• Including affordable homes as part of the develop-ment

• Delivering decent homes• Including specialist and supported housing.

5.5.2 Allerdale Borough Council, in July 2005, pub-lished an interim housing policy. Policy SH3 restricts new open market housing to Workington (which includes Harrington Harbour), Maryport, Silloth and Aspatria and would, therefore, support the proposed housing develop-ment at the Harbour. An alteration to the Local Plan Policy HS7 was also published, which proposed a sequential approach to residential development in favour of previ-ously developed land. As the majority of the proposed residential development is on previously developed land, this policy, in principle, supports the Harrington Harbour proposals.

5.6 Investment in Image

5.6.1 The England’s Northwest Regeneration Prospec-tus illustrates some of the ways in which the North West Development Agency (NWDA) intends to contribute to the increased prosperity of the region. The NWDA in-tends to concentrate on the economic and physical re-generation of communities, with waterside regeneration being identifi ed as one of these activities. Specifi c men-tion is given to regeneration activities at Whitehaven and Maryport. However, the proposed development at Harrington would complement these activities and fur-ther enhance the image and coastal environment of the area.

5.6.2 The Regional Economic Strategy’s (RES) aims and objectives look to enhance the North West as a whole and would support activities that develop and en-hance the region’s image.

5.7 Land Reclamation

5.7.1 The England’s Northwest Land Reclamation Strat-egy makes direct reference to Harrington, identifying it as a ‘brownfi eld coastal site of environmental and historical signifi cance’, with the potential for uses being employ-ment, nature conservation, community and tourism.

5.8 Constraints

5.8.1 From the reviewed documents there are four po-tential constraints at this stage of the proposed develop-ment. (see sections 5.8.2 to 5.8.5)

5.8.2 The Interim Housing Policy states that new hous-ing developments will not be permitted if they put undue strain on existing local infrastructure such as the highway network (policy SH4). It is recognised that the proposed housing development could put increased pressure on the, at times, congested Church Road, to the west of the site. It is considered that this could be minimised by appropriate traffi c management measures targeted at minimising on-street parking which is thought to be the main cause of congestion. In any event, a transport as-sessment will be required in seeking planning consent for the proposed development and a range of measures to minimise the effects can be developed at that time.

5.8.3 The Waterside Townhouses and realignment of the access road to the south of the Inner Harbour could potentially fall outside the current limits to development as identifi ed in the Allerdale Local Plan. Therefore, the proposed residential development to the south of the Harbour would be a departure from the adopted Local Plan.

5.8.4 The Cumbria and Lake District Joint Structure Plan allocates 40 new dwellings to Allerdale in the period


Planning 52006-2010 and a further 40 during the period 2011-2016. The 91 dwellings proposed for the Harbour would there-fore signifi cantly use up the allocation for the whole dis-trict unless some existing housing were lost elsewhere or a case made to exceed the structure plan allocations.

5.8.5 A further constraint identifi ed during the initial pol-icy review was that the Local Plan stated that it would not support developments that unacceptably harmed the recreational uses, visual amenity and landscape of the area. However, given the current poor landscape character, and visual amenity surrounding the Harbour, redevelopment could enhance the visual amenity of the area. Therefore, this policy could be used to improve the appearance of the proposed development rather than prevent the development from proceeding. The re-development would also improve the recreational uses of the area by developing a marina and would avoid de-velopment on the open grassed area to the south of the Harbour.

5.9 Actions

5.9.1 The following actions are suggested:

• Continue with consultation on the proposal, in ac-cordance with Allerdale’s Statement of Community Involvement;

• Engage in the LDF process to get the principle of a marina and new residential development at Har-rington Harbour established in the Core Strategy (in-cluding housing allocations) and to extend the limits to development boundary, accordingly;

• Suggest to Allerdale Council that an Area Action Plan for Harrington Harbour be included within the Local Development Scheme (LDS). This may potentially give the local planning authority greater powers, give potential investors greater confi dence in the authori-

ty’s commitment to the regeneration of the Harbour and add credibility and support to any future external funding bids;

• Make representations to have a marina at Harrington Harbour included within Sail NW Action Plan;

• Submit an outline planning application for the whole site at an early stage to establish the princi-ple of a marina and new residential development atHarrington Harbour.


Marina / Harbour Engineering 66.1 Condition Survey

A visual inspection of the Harbour was undertaken in late May 2005, at a low spring tide. The purpose of the inspection was to establish the general condition of the harbour, and the extent of repairs and safety enhance-ments required. The inspection was undertaken by a principal engineer, assisted by a student engineer.

The existing defects generally comprise cracking in quay walls, erosion of historical construction joints, delamina-tion and erosion of concrete facings and loosened and damaged cope stones. Some areas of the masonry quay walls require re-pointing, and a number of ladders were found to be in poor condition. The following sec-tions provide more detailed comment on the fi ndings of the inspection.

6.1.1 Inner Harbour

The quay walls in the Inner Harbour comprise mass concrete facing, with random fi ll behind. The culvertedRiver Wyre is discharged into the north west corner of the Harbour (Photo 5 #342), and a second small discharge point, on the south wall was also noted (Photo 2 #337).

The south wall of the Inner Harbour (Photo 3 #333) was generally in fair condition. A construction joint, at ap-proximately mid wall level, shows signifi cant erosion and requires repair to prevent further deterioration. A number of voids, assumed to be where timber fendering was his-torically fi xed to the wall, were also observed, and should be fi lled. Previous brickwork repairs have been carried out over four areas on this wall. The concrete copes show considerable deterioration, with sections missing or lifted, and fi lled with vegetation. Ladders on this wall vary in condition, with rungs missing from some of the older sets. It was also noted that the ladders were used

Marina / Harbour Engineering

Contents

6.1 Condition Survey6.2 Ground Conditions6.3 Siltation 6.4 Dredging6.5 Operational Constraints6.6 Wave Conditions6.7 Marina Layout & Facilities

Photo 1 (#341)

Photo 2 (#337)

Photo 3 (#333)

Photo 4 (#340)

Photo 5 (#342)

Photo 6 (#345)


Marina / Harbour Engineering 6for mooring small vessels within the Harbour.

The east wall of the Inner Harbour (Photo 4 #340) is gen-erally in the same condition as the south wall, with de-teriorated copes, construction joint erosion, small voids and cracking to the concrete facing.

The culvert appears to be in reasonable condition (Photo 5 #342) however it should be noted that for safety rea-sons the inspection was limited to the culvert entrance only.

The north wall of the Inner Harbour (Photo 6 #345) is in similar general condition, with less erosion of the mid height construction joint, but more erosion at higher lev-els and a considerable number of small voids, assumed to be historical timber fender fi xings. Some diagonal cracking/erosion was also noted at lower cold joint levels in the wall (Photo 7 #347), but is not of immediate con-cern. Handrailing is provided over approximately 20m of this wall, with some 90m unprotected.

The west wall of the Inner Harbour is divided by the en-trance to the outer harbour, and the River Wyre runs through this entrance in an easterly direction.

The northern section of the west wall (Photo 8 #350) in-cludes a former spillway to the Outer Harbour, which has been closed by a concrete wall. At the time of the inspec-tion, a container was located in the base of the spillway. Concrete steps provide access down the majority of the wall. A pontoon, with propped cantilevered guides fi xed to the wall is also present. Minor erosion of horizontal cold joints and general cracking of the concrete facing was observed on this section of wall. Delamination of the cope was found, and previous repairs were generally in a poor condition, with sections of brickwork cracked and missing. Again a number of small voids in the wall,

from earlier timber fi xings was noted. The ladders on this section of the wall were found to be in varying con-dition, with rungs missing from the old sets at each end of this section of wall. The southerly end of this wall, at the entrance into the Harbour, was found to be in very poor condition (Photos 9 and 10, #351 & 356), with large areas of concrete facing laminated and fallen, and other areas loose. It is understood this area has been repaired since the inspection.

The southern section of the west wall of the Inner Har-bour is in poorer condition than the others (Photo 11 #331), with erosion and cracking to the concrete facing, 2 large areas where concrete facing has fallen off, and small voids from previous timber fi xings. On the Outer Harbour side, this concrete wall joins a semi dressed masonry wall (Photo 12 #325), and a crack at the joint between the structures was noted.

At both sides of the entrance to the Inner Harbour, struc-tures associated with the historical impoundment of the Harbour remain, together with pipes and culverts associ-ated with water supplies during the closure. The ‘but-tress’ at the north side is shown in Photos 9, 10 and 13 (#353) and the ‘buttress’ at the south side in Photos 14 &15 (#326 & 328). These structures are in poor con-dition, with concrete cracking and spalling. The open pipes also present confi ned space hazards. It is a prior-ity that both structures be removed and affected areas made good.

6.1.2 Outer Harbour

The forms of construction in the Outer Harbour vary. On the north side of the Harbour, the walls on the east are formed from dressed stone pitching, and include the closed spillway leading to the inner harbour (Photo 16 #300). A concrete slipway is also located here (Photo

Photo 7 (#347)

Photo 8 (#350)

Photo 9 (#351)

Photo 10 (#356)

Photo 11 (#331)

Photo 12 (#325)

Photo 13 (#353)


Marina / Harbour Engineering 617 #299). Evidence of some minor movement of these walls, towards the Inner Harbour was observed, together with the need for re-pointing areas of the sloped walls. The north breakwater is formed from large rocks and is in reasonable condition (Photo 18 #295). Three stones were found missing from the crown, which are lying to the north side of the breakwater.

The south breakwater is formed from concrete blockwork, with a newer section at the end, and west face (Photo 19 # 310). This photo also shows a pipe and blockwork, which run as a berm along the base of the north wall (Photo 20 # 306). This feature represents a hazard for children at low tides, and a submerged hazard for visiting vessels that may wish to berth against the north face of the south breakwater, and should be removed, subject to an assessment of this structure’s contribution to the stability of the wall. Areas of erosion were found on the north wall.

The outside south and east faces of the south breakwa-ter were inspected. Signifi cant erosion of the blockwork on the south face (photo 19) was found. The outer west face, of dressed stone, was found to be in a fair condition (Photo 21 #313), with minor surface erosion, and some small areas of re-pointing required.

Moving inside the Outer Harbour, the westerly wall and roundhead are formed in concrete blockwork at upper levels, which is in fair condition with some cracks at joints. The lower levels of this wall are masonry, and some voids were found at lower levels, together with some block displacement, undercutting and movement of the concrete toe protection. (Photo 22 #316). The remainder of this wall, moving into the Harbour, is of ma-sonry construction (Photo 23 # 317), and is in fair condi-tion. Old timber rubbing strips, minor local damage and

missing blocks and wear to the cope were noted. The south wall in the Outer Harbour is semi-dressed ma-sonry (Photo 24 # 320). Some damage and erosion to copes at the seaward end was noted, together with ar-eas of historical movement, bowing and repair.

6.1.3 Repairs and Safety Enhancements

Generally the necessary repairs comprise cleaning and grouting of cold joints, cracks and voids to prevent fur-ther erosion and deterioration of the walls. Loose and damaged copes should be repaired or replaced and the masonry walls re-pointed as necessary. Large areas of laminated concrete facing should be removed on safety grounds, and new concrete facings dowelled into the surface provided.

The buttresses at each side of the entrance to the Inner Harbour, and the pipe and block work berm on the south breakwater should also be removed (subject to stability assessment), as these structures are in poor condition and the old pipes present confi ned space hazards.

Handrailing should be provided along quay walls where it will not interfere with harbour operations. To comply with the Dock Regulations, safe ladders should be provided at a maximum of 30m centres at all areas currently used for berthing. It is understood that some new ladders may have been provided since the inspection took place. In the short term mooring points, in the form of rings or bol-lards should also be provided to discourage the current practice of mooring vessels on ladders until pontoons are provided. Additional lifesaving equipment and sig-nage should also be provided around the Harbour.

The above repairs and replacements will also improve the aesthetic aspects of the Inner and Outer Harbours.

Photo 14 (#326)

Photo 15 (#328)

Photo 16 (#300)

Photo 17 (#299)

Photo 18 (#295)

Photo 19 (#310)

Photo 20 (#306)

Photo 21 (#313)


Marina / Harbour Engineering 6

Photo 22 (#316)

Photo 23 (#317)

Photo 24 (#320)

The costs for these recommendations are included in Chapter 7.

6.2 Ground Conditions

Some general information on ground conditions around the Harbour area is available from the Curwen Fam-ily Records held in the Cumbria Record Offi ce inWhitehaven. This consists of information contained on drawings in connection with proposals for Harbour im-provement dated circa 1889. These appear to relate to the construction of West Wharf, North Wharf and East Wharf in their current confi guration. No details of the form of construction of the Harbour walls have been lo-cated.

The information provided by the boring records is of lim-ited application in considering the impact of ground con-ditions on development proposals for the Harbour for a number of reasons. Firstly the datum to which the bore-holes are related is stated as High Water Spring Tide (16ft on the Tide Gauge), which can only be loosely re-lated to a present day datum by approximation to Mean High Water Springs. Secondly the information is descrip-tive only and lacks any information on the consistency or strength of the soils. The general picture is of sands and gravels overlying clay or clay bound material in turn overlying rock described as sandstone and shale. It can be reasonably inferred that the clays and clay bound gravels are stiff materials, probably glacial in origin.

The information is consistent with the anecdotal informa-tion that the Inner Harbour has a hard base consisting of rock towards the east becoming “blue clay” towards the west, and it is reasonable to assume that the walls of the Inner Harbour are founded at or below the levels recorded for the hard base of the Harbour. No informa-tion has been located which provides information on the

likely foundation levels of the quay walls in the Outer Harbour.

6.3 Siltation

As part of this study consideration was given to the silt-ation of the Harbour and the likely dredging requirements arising from the proposals. This work was carried out for Halcrow by HR Wallingford. Their full report is provided separately and is summarised below.

6.3.1 Outer Harbour Entrance

The sediment drift along this stretch of coast is generally from south to north. The beach to the south of Har-rington is protected by a series of wooden groynes that are in poor condition and not very effective. The low water line exists some 100 – 150m beyond the end of the Harbour entrance. The intertidal area to the north of the Harbour is fairly fl at until it rises more steeply up to the high water line. The sediment on the lower beach is muddy sand and shingle. The upper beach is generally coarser material with a lot of building debris, bricks and pieces of concrete etc.

Less than 100m to the north of the Harbour there is a protrusion of blast furnace slag. It is reported to be very durable and to some extent has probably stabilised the beach at this location. Further north there is a tendency for the beach to erode. It has been previously regarded as benefi cial to place dredged material at this point to help control erosion.

The movement of sediment in the vicinity of the entrance forms a small bar across the entrance. Coarse sediment (sand and gravel) moves into the Harbour alongside the south pier and accumulates in the small beach in the south west corner of the Harbour. The bar seems to sta-

bilise or is maintainable at a height of about –1.0m ODN. The Harbour entrance is dredged every year. About 5,000m3 of sediment (mainly sand) is removed using land-based plant and placed just outside the entrance on the north side. The evidence is that this disperses quickly and probably moves with the general northerly drift (as it would have done naturally if the Harbour en-trance channel had not intercepted it).

The extended breakwater in Phase 1 of the development scheme and further extension in Phase 2 is likely to in-tercept the northerly drift. After some years the beach will have extended seaward and the feature will probably re-form and require removal in much the same way as it is removed at present.

6.3.2 Inner Harbour

The material that settles in the inner basin is silt/clay with a little fi ne sand and occasional very small pebbles. Samples taken by CEFAS in 2001 in the Inner Harbour do not give rise to major concern regarding the accept-ability of sea disposal if such should be required.

There are two possible sources of the siltation of theInner Harbour, both of which can reasonably be assumed to contribute something. The fi rst is the River Wyre that fl ows through the basin. The other is sediment from the sea brought in during the rising tide. A number of ap-proaches were used to estimate the contributions from each source:

• Water samples obtained by Harrington Harbour Board

• Consideration of the catchment contribution of the River Wyre

• Historic evidence of siltation from accumulation and dredging records

This resulted in the view that most of the sediment load of the River Wyre that discharges into the Harbour does so during high fl ows when most of the material is un-likely to settle there due to high velocities. The best esti-mate of the present siltation of the inner harbour is about 2000m3/year during the fi rst two years after dredging of which 65% is believed to be from the sea and the re-maining 35% from the River Wyre. The very limited evi-dence suggests that the most rapid marine contribution is during southerly to south westerly gales which gives rise to a coastal plume of suspended sediment entering the Harbour from the south during the fl ood tide.

6.3.3 Siltation Assessment

Phase 1

From a siltation point of view this is a very similar situ-ation to the present layout and the siltation rate is pre-dicted to be very similar.

Phase 2

Phase 2 extends the pontoon facility into the south side of the Outer Harbour. This requires further extension to the both breakwaters to give the necessary wave pro-tection. The southern part of the Outer Harbour will be dredged to -2.5m OD. The proposed sill is about 0.5m higher than the existing Inner Harbour sill, thus making the inner sill redundant and permitting its removal to give greater fl exibility for movement of boats (and dredger) within the harbour at all times.

This will create a similar situation throughout the whole harbour to that which exists now in the Inner Harbour. The surface area of the Outer Harbour as far as the sill is about 12,000m2, giving a total surface area of 21,000m2. By simple proportion the total siltation is ex-


Marina / Harbour Engineering 6pected to be about 4700m3/year. There will however be a redistribution of the sediment deriving from the marine source because the much calmer conditions that will pre-vail in the Outer Harbour will encourage settlement there and the water that enters the Inner Harbour will have a reduced suspended solids concentration. The trapping effi ciency of the Outer Harbour will not be the maximum value because the northern part is not due to be dredged until Phase 3. On this basis a small modifi cation factor has been allowed and the predicted total annual siltation rate is expected to be 4000m3/year.

Phase 3

In Phase 3 the northern part of the Outer Harbour will be deepened to -2.5m OD and the small reduction factor al-lowed in Phase 2 is removed bringing the total expected siltation to 4,700m3/year.

It should be noted that the normal accuracy for this kind of prediction would be in the region of a factor of 2. In other words in estimating future costs the fi gures should be doubled and halved to give the expected range of values.

Possible alleviation of siltation rates.

A fl ap gate could be installed on the sill, which retains water at a higher level in the basin. This would reduce the volume of sea water entering the basin on each tide without impeding vessel movement. It is estimated that this could reduce siltation rate deriving from the marine source by about 20 to 30%.

6.4 Dredging

6.4.1 Capital

In Phase 1 of the Harbour regeneration it is proposed to remove the mud and the slag roadways from theInner Harbour basin down to the hard base of the origi-nal Harbour construction. Considering the nature of the mud it is unlikely that this will affect the overall stability of the Harbour walls. Currently concealed defects may be uncovered, however. As discussed in Section 6.5 for a sill level of 0.0m OD this will create a pool of retained water at low tide with depths between 1.5 metres and 2.6 metres, shallower at the eastern side of the basin and deeper towards the entrance. The Inner Harbour will remain subject to siltation and will require periodic maintenance dredging as discussed in section 6.3.

Given the presence of slag a proportion of the material may be contaminated and unacceptable for disposal at sea. In any case it is likely that two stages of dredging will be required, initially hard digging to remove the con-solidated slag roadways with land based plant, followed by a second phase of dredging to remove the soft mud, possibly by small cutter suction dredger. The extent and level of contamination would have to be investigated in advance of the dredging work in order to obtain a licence for disposal at sea or determine appropriate alternative means of disposal.

In phase 2 it is proposed to provide a new sill at the en-trance to the Outer Harbour as discussed in section 6.5 at a level of 0.0m OD. In conjunction with this it is pro-posed to provide 2.5 metres of retained water depth at low tide, which will cater for the wide range of vessels using the facility.

The feasibility of dredging close to the southern wall and

the western pier of the Outer Harbour in not known. As discussed in section 6.2 no information has been located with respect to the foundation of these walls. The archive drawings showing the Harbour improvement proposals of 1889 include provision for a wide channel dredged to 17 feet below High Water Ordinary Spring Tide through the Outer Harbour with sideslopes up from the dredged channel meeting the southern wall at a scaled depth of 12 feet below HWOST. If it is assumed that HWOST ap-proximates to the modern day Mean High Water Springs, the dredging proposal of 1889 would have limited exca-vation at the southern wall of the Outer Harbour basin to around +0.25 metres OD. It is not known whether this represent a real restriction in dredging close to the wall, or whether the channel dredging proposed in 1889 was ever carried out.

The nature of the southern wall and its founding condi-tions need to be investigated to determine the dredging constraints. For the purposes of this report it has been assumed that dredging can be carried out right up to the wall. If this proves not to be feasible a berm, of di-mensions to be determined, may have to be left in place at the base of the wall requiring vessel moorings to be stood off, with a resulting reduction in berth numbers.

The nature of the material to be dredged is also un-known. Boreholes, taken in connection with the 1889 proposals on the beach immediately north of the Outer Harbour, suggest that a proportion of the material may be undisturbed clay bound sand and gravel, but this may have been modifi ed by the dredging history of the outer basin. This would have to be investigated by ground investigation. For the purposes of this report it has been assumed that half of the material to be dredged is stiff clay bound material.

As discussed previously the natural progression of

material in the area of the Outer Harbour is sand and gravel overlying clay bound materials. Once impounded by a new sill at the entrance to the Outer Harbour and dredged, it will be necessary to ensure that water can be retained within the sill without excessive leakage. This will need to be assessed at the detailed design stage. For the purposes of this report it has been assumed that a low sheet pile cut-off wall, level with the top of the sill, will be required part-way along the northern boundary of the outer harbour.

In Phase 3 it is proposed to dredge the northern portion of the Outer Harbour to the same level as the southern portion of the basin dredged in phase 2 (-2.5m OD). To account for the difference in level between the dredged area and the beach/breakwater foundation to the north a rock protected revetment is proposed to form the north-ern boundary of the dredged area.

6.4.2 Maintenance

Outer Harbour Entrance

Works to reduce the formation of the sand bar at the entrance to the Outer Harbour (such as repairing and im-proving the beach groynes to the south of the entrance) are considered unlikely to be cost effective. Provided that the present maintenance dredging practice remains acceptable economically and environmentally, this would seem to be the best option.

Harbour Dredging

The maintenance dredging task in Phase 1 is to remove silt that accumulates at a rate of about 2000m3/year. The average loss of depth will be in the region of 250mm/year. In Phase 3 it is 5000m3/year. A number of options have been considered including:

• Land based operation• A small cutter suction dredger • Grab or backhoe dredger• Dedicated suction dredger• Water injection dredger

The Water Injection Dredger is likely to be the most prac-tical and the cheapest option. A dredger such as theBaldur belonging to Van Oord is demountable. It con-sists of a small “push” tug and a fl oating pontoon that can be carried on two lorries (see leafl et supplied for more details). The pontoon carries the pump and the injection device. Water is pumped into the silt which then fl ows, being “pushed” by a pressure wave ahead of the dredger in the case of a fl at bed, or running down slope in the case of a sloping bed. The technique does not re-quire a disposal licence under present legislation. Meth-odology and indicative costs have been discussed withVan Oord as follows:

• Assume 10,000m3 removed every two years. This allows an average accumulation of about 0.5m of sediment between dredging campaigns.

• Minimum water depth for working is 1.5m but it would be necessary for the sill to be submerged (or open) for the technique to work.

• Assume 4 hours working per tide (i.e. about 2 hours either side of high water)

• Assume 300m3 dredging per 4hr working period

This gives a working time of about 3 weeks per cam-paign.

For this kind of operation costs are likely to be in the region of:

Mobilisation and demobilisation £17,500Working 4hr each tide (300m3) £1350

33 tides @ £1350 £44,550Total cost per campaign £62,050Annual budget £31,000

The foregoing calculation relates to the fully developed (Phase 3) Harbour. Similar calculations for Phases 1 and 2 result in expected annualised dredging costs of £17,500 and £26,500 respectively.

Any change in the dredged material disposal method, especially if it involves placing or otherwise discharging the sediment in the sea, would almost certainly require approval by the licensing authority.

Possible cost savings for water injection dredging

• If suffi cient depth is allowed to cope with 3 years of siltation the overhead cost of mobilisation of the dredging plant is shared over 3 years instead of 2 years.

• It is possible that with experience the time of work-ing per tide could be increased to say 5 hours thus reducing the overall campaign time.

• The Harbour Board should investigate the possibility of co-ordinating with the other small harbours on the adjacent coast in order to share mobilisation costs. Once in the water the “tug” could make its own way and only the pontoon would have to be lifted out and transported by road.

• The effi ciency of the fl uid mud fl ow out of the Harbour could be aided by incorporating stop logs or similar arrangement in the new sill and removing them dur-ing dredging. However consideration would have to be given to boat users if this were to be practiced.


Marina / Harbour Engineering 66.5 Operational Constraints

Currently the Harbour operates on a tidal basis. The Inner Harbour is provided with an irregular fi xed sill at a level varying between around 0.0 metres at the edges to around -0.7 metres OD at the centre. A drawing has been obtained from the Harrington Dock and Harbour Board which shows the levels of the hard base of the Inner Harbour to vary between -1.5 metres OD and -2.6 metres OD. The 0.8 metre to 1.9 metre deep “pool” of water which would be retained by the sill at low tide is currently silted up with mud. A number of roadways have been formed into the mud using consolidated slag to fa-cilitate access for land based plant at low tide to maintain a limited number of dredged pockets for small vessels at relatively low cost.

Tidal access, reckoned on the basis of the highest level of the sill (0.0m OD) for a water depth over the sill of 1.2 metres ranges from approximately 5 hours at Mean High Water Springs to approximately 4½ hours at Mean High Water neaps. The Dock and Harbour Board advertise availability from approximately 2¼ hours before to 2¾ hours after high tide. It is understood that the slag road-ways are in some cases above the level of the sill which reduces the available tidal access window to less than the time outlined above.

In Phase 1 of the regeneration of Harrington Harbour it is proposed to re-instate a regime which retains a body of water in the Inner Harbour by regularising the sill at a constant level of 0.0m OD. This maintains the status quo with respect to entrance availability with 1.2 metres water depth or greater for 5 hours at Mean High Water Springs and for 4½ hours at Mean High Water Neaps. Clearly a lower sill level would provide a greater opera-tional tidal access window. For example lowering the sill level to -0.7m OD for the same 1.2 metres water

depth over the sill, would increase entrance availability to around 5¾ hours at Mean High Water Springs. There is, however, a constraint on lowering the sill presented by the feasibility of dredging the Inner Harbour basin as discussed in section 6.4.

Tidal access time could be increased by providing a low fl ap gate. This would be raised on the receding tide to im-pound water at the required level (0.0 m OD) during the low tide period. On the rising tide it would be lowered as soon as the water level outside the harbour reaches the water level inside. This has the advantage of lowering the fi xed part of the sill, which impedes navigation, thus permitting earlier and later use of the entrance on the rising and falling tides respectively. Lowering the fi xed part of the sill to a level of -0.9 m OD and providing a fl ap gate 0.9 metres high would increase the tidal access window to around 6 to 6.5 hours, depending on whether spring or neap tides prevail. It could be either manually operated or automated. Whilst improving access times, this mechanical arrangement would have implications in connection with operation, maintenance and, if auto-mated, health and safety issues, which would need to be addressed in its fi nal design.

In phase 2 of the regeneration it is proposed to provide a new sill at the entrance to the Outer Harbour at the same level (0.0m OD) and to remove the Inner Harbour sill. This would provide the same level of entrance avail-ability and the facility to move vessels between the two Harbour basins at all times, draft permitting.

6.6 Wave Conditions

At present small boat moorings are provided in the Inner Harbour at Harrington. Under certain conditions, how-ever, principally in severe weather with winds from the south-west through to the west, wave conditions in the

Inner Harbour can become unsuitable. Consequently it is usual practice for boat owners to remove their boats from the Harbour during the winter to avoid damage.

The Outer Harbour area is not used for moorings as con-ditions are unsuitable in even moderate seas from south-west through to north west.

In addition to considering breakwater layouts which pro-tect the whole Harbour, the minimum breakwater provi-sion at the Harbour entrance to provide acceptable wave conditions in the Inner Harbour basin has been consid-ered to allow for phased development of the Harbour. In this interim stage the Outer Harbour basin would not be suitable for berthing.

6.6.1 Wave Modelling Study

A preliminary computer based wave modelling study has been carried out to investigate and quantify ways of im-proving the wave height in the Harbour basin. The full wave modelling study report is provided separately and is summarised below.

In general terms the technique applied is to obtain off-shore wave data and to mathematically modify it, simu-lating natural processes, to predict incident wave con-ditions at the study location. Wave data was obtained from the Metrological Offi ce and was transformed us-ing Halcrow’s regional wave model to a point close toHarrington Harbour.

A second, local, model is then used to simulate the effect of the Harbour structures and changing water depths to predict wave disturbance inside the Harbour.

The wave state used in the disturbance model was the 1 in 1 year return condition, relating to the worst condi-

Figure 6.1: Model result of existing case with 1 in 1 year waves from 240deg

Figure 6.2: Model result of existing case with 1 in 1 year waves from 270 deg

Figure 6.3: Model result of existing case with 1 in 1 year waves from 300 deg

Figure 6.4: Model result of Option 1 with 1 in 1 year waves from 270 deg

Figure 6.5: Model result of Option 1 with 1 in 1 year waves from 300deg


Marina / Harbour Engineering 6tions which could be expected to occur, statistically, in any given year. Three wave directions, 240, 270 and 300 degrees were modelled, these being the directions most prone to direct wave attack.

Four harbour layouts were tested as follows:

The existing layout was modelled to provide a base-line against which improvements in wave climate could be gauged. The results showed, as expected, thatHarrington Harbour is prone to wave penetration from the 240 to 300 degree sector. The results of the model-ling, presented as graphical colour contour plots (Figures 6.1, 6.2 and 6.3) suggest that with a typical inshore sig-nifi cant waveheight (Hs) of 3 to 4 metres the signifi cant wave height in the majority of the outer harbour basin is predicted to be between 1 and 2 metres. (Hs is de-fi ned as the average of the highest one-third of random waves in the wave train). Signifi cant waveheights in the inner basin are predicted to be up to 0.6 metres. The model results were compared to a visual record taken during a severe south-westerly storm and showed good agreement, particularly in respect of the location of peak activity in the Inner Habour. A number of organisations provide guidance on acceptable waveheights for small boat marinas. The Yacht Harbour Association, in their Code of Practice, consider that a satisfactory wave cli-mate is where signifi cant waveheight (Hs) does not ex-ceed 0.4 metres on a regular basis under normal daily conditions. The relevant British Standard, BS 6349, for Maritime Structures, provides a general guidance value of signifi cant waveheight of 0.15 metres under storm conditions for small vessels moored against quay walls, but notes that higher waveheights may be tolerable if moored between individual fi nger piers, as is proposed at Harrington. On the basis of the foregoing it is consid-ered reasonable to consider a signifi cant waveheight of 0.3 metres to be acceptable.

A fi rst trial layout incorporating new breakwater at the outer harbour entrance, based on judgement, was then tested to see its effect on the wave climate inside the harbour. This trial layout consisted of an extension of the existing rubble mound north breakwater by around 35 metres and an increase in its height of 1 metre to-gether with a rubble mound extension to the West Pier, curving towards the north - north west. The results from the three directions tested for this layout are illustrated in (Figures 6.4 and 6.5). It can be seen from the colour contour plots that very little wave activity would pene-trate into the Inner Habour, with waveheights of around 0.1 metres. Waveheights in the outer harbour would be generally of the order of 0.2 to 0.4 metres, but with larger waveheights of up to around 0.9 metres along the south-ern boundary of the basin.

Based on the results of the foregoing a second trial lay-out was tested, consisting of a further 25 metre extension of the northern rubble mound breakwater and a realign-ment of the southern breakwater to point more to the north, resulting in a signifi cant narrowing of the harbour entrance to around 15 metres between breakwater toes. The effect of these refi nements can be seen in the model output plots (Figures 6.6 and 6.7), which show a further reduction in waveheights to 0.3 metres or less over the majority of the southern boundary with a “hot-spot” to-wards the western end where waveheights are predicted to be up to 0.5 metres. It is considered that further fi ne tuning of the layout could improve on this, but if not there may be a small number of berths in the affected area which may not be suitable for small vessels in severe weather conditions.

Whilst providing the calmest condition of the layouts tested, the navigation requirements of the re-confi gured harbour entrance require careful consideration.

Figure 6.6: Model result of Option 2 (Revised breakwa-ter) with 1 in 1 year waves from 270deg

Figure 6.7: Model result of Option 2 with 1 in 1 year waves from 300deg

The fi nal layout tested considered the minimum break-water provision required to provide suitable conditions in the Inner Harbour in Phase 1 of the Harbour develop-ment and being capable of extension in phase 2 to pro-tect the Outer Harbour. The results of this modelling are shown in (Figures 6.8(14) and 6.9(15) indicating average waveheights in the Inner Harbour basin less than 0.3m. Wave conditions in the Outer Harbour in Phase 1 would not be suitable for berthing.

6.6.2 Breakwater

The wave model was also used to predict longer, 1 in 100 year, return period wave conditions, appropriate as design wave conditions for the southern breakwater con-struction. Preliminary design calculations were carried out for the rubble mound breakwater options based on the use of natural rock and manufactured concrete units, respectively, for primary armour material.

Whilst, on the face of it, manufactured concrete units are more expensive, they are more effi cient and can be used at steeper slopes than natural stone of the same weight, thus reducing the overall quantity of rubble material re-quired in the mound.

The wave conditions at Harrington are such that a design for the southern breakwater using stone sizes likely to be available at reasonable cost will require such shallow side slopes that concrete armour units will provide the more economic solution. The cost estimates provided in Chapter 7 are based on this type of construction.

6.7 Marina Layout & Facilities

6.7.1 Marina Layout

Indicative marina layouts have been developed, intend-

ed to cater for a mix of vessels sizes ranging from small sailing boats of around 7 metres in length to medium size sailing boats of around 10 metres in length.

As discussed in section 6.5 the use of the Inner Harbour is constrained by the level of the sill and the levels of the hard base of the harbour. For the proposed new sill level at 0.0m OD, retained water depths in the Inner Harbour at low tide would vary from around 1.5 metres to 2.6m, generally shallower at the eastern side becoming deeper towards the west. A layout has therefore been devel-oped to accommodate shallower draft berths at the east-ern end with deeper draft berths at the western end.

The Inner Harbour can be divided into roughly equal ar-eas with low tide retained water levels of 1.5 and 2.0 me-tres. Allowing for an underkeel clearance of 0.5 metres, appropriate for a hard bottom, allows for vessel drafts of 1.0 and 1.5 meters respectively.

In Phase 2 it is proposed to dredge the bed in the Outer Harbour to -2.5m OD with sills at 0.0m OD, thus retain-ing a water depth of 2.5 metres at low tide. Allowing for an underkeel clearance of 0.5m allows for vessel drafts of 2.0 metres.

To determine “typical” design vessels data from a num-ber of boat manufacturers has been examined includ-ing Jeanneau, Westerly and Moody. The range of boats considered included both sailing and power boats.

For a maximum draft of 1.0m, a typical small sailing boat has a length of around 6.5 metres and a beam of 2.5 metres. A typical power boat with 1.0 metre draft has a length of around 7.2 metres and a width of 2.55 metres. The design “small draft” vessel has been taken to be 7 metres long and 2.5 metres wide.

Figure 6.8(14): Model result of minimum breakwater re-quired with 1 in 1 year waves from 270 deg

Figure 6.9(15): Model result of minimum breakwater re-quired with 1 in 1 year waves from 300 deg


For a maximum draft of 1.5 metres, a typical sailing boat has a length of around 10 metres and a beam of 3.5 me-tres. Average sailing boat lengths range from 8 metres to 12 metres, so a length of 10 metres represents an average size. A power boat of these plan dimensions has a draft typically less than 1.5 metres so this 10 metre x 3.5 metre design “average” vessel will also allow for power boats.

For the layout of pontoon berths an allowance of 1.5 metres has been made for clearance between adjacent boats and fendering. This results in a distance between fi nger piers for the “small draft” design vessel of 6.5 me-tres and a distance between fi nger piers for the “aver-age” vessel of 8.0 metres.

Allowing for the above the indicative layouts developed would provide for:

Inner Harbour: 60 No “small draft” design vesselsPhase 1 26 No “average” design vessels

Outer Harbour: 58 No “average” design vesselsPhase 2

Outer Harbour: 26 No “small” design vesselsPhase 3 30 No “medium” design vessels

6.7.2 Marina Facilities

Pontoon berths to modern standards and expectations are generally each provided with a dedicated water and electricity connection, piped/cabled down the access bridges and distributed on the pontoons to connect points at the berths. It is proposed that the pontoon berths in all phases are provided with these services.

All new facilities in UK are required to provide a means

of sewage disposal. This is normally achieved by pro-viding a dedicated berth within the facility equipped to empty vessels’ holding tanks, with which most new build vessels are provided. The sewage collected can then be either held in a land based collection tank for periodic collection or disposed of directly into the sewage system. It is proposed to provide a sewage collection berth in the Inner Harbour in phase 1 of the development. In Phase 2, when the Outer Harbour becomes available for larger, deeper draft vessels it may be necessary to re-locate the sewage collection berth due to the draft restrictions in the Inner Harbour.

A fuelling facility, provided at a dedicated fuelling berth via a specialised pontoon equipped for spillage contain-ment, is a desirable but not essential service offered in many marinas. For smaller marinas the provision of a fuel berth may not be sustainable on economic grounds, depending on the volume of sales. It has been assumed that a fuel berth would be provided in the development.

Adequate toilets, washing and shower facilities should be provided for boat users. They should be positioned so that walking distance from vessels is minimised to encourage their use. The number of WC’s, wash-hand basins and showers to be provided will depend on the anticipated occupancy rate of the berths in the Harbour. Guidelines published by the Yacht Harbour Association suggest that for preliminary planning purposes the fol-lowing provision would be reasonable, split equally be-tween male and female facilities. Phase 1 Phase 2 Phase 3 WC’s 4 6 8 Wash-hand basins 4 6 8Showers 4 4 6

Marina / Harbour Engineering 6It is proposed to house these facilities in the current Sailing and Fishing Club building for Phase 1, with a new facility provided in Phase 2 to suit the ultimate Phase 3 requirements.

Facilities for the disposal of waste oil and oily bilge water should be provided in the form of sealed tanks for stor-age pending collection by a licensed waste contractor.

6.7.3 Slipway Provision

A slipway is currently provided in the north eastern cor-ner of the outer harbour to permit access to the water for small boats. The slipway is understood to extend almost the full length of the West Quay, providing small boat access from around 4 hours before to 4 hours after high tide. It is, however, prone to being covered by a build up of sand in the corner of the Harbour, which requires it to be cleared two or three times per year.

The provision of the increased breakwater protection proposed in Phase 1 will substantially reduce wave ac-tivity in the Outer Harbour which should greatly reduce sand build up over the slipway.

It is proposed to retain the current slipway through Phase 2.

Dredging of the northern portion of the Outer Harbour in Phase 3 and the provision of moorings will require the slipway facility to be provided elsewhere and it is pro-posed that a new slipway should be located against the face of the West Pier in the Outer Harbour.

It is assumed, for larger vessels, that movements into and out of the water would be by private arrangement with a local crane hire company.


Costs 7Cost Estimates

Cost estimates have been segregated into those that are directly required in order to create the marina fa-cilities (Direct Marina Costs) and those associated with the landside housing developments (AssociatedDevelopment Costs). It is proposed that the landside costs are met out of the proceeds from the associated land sales or ascribed to the developer as part of a Sec-tion 278 agreement.

Cost estimates have been prepared for each phase of the development proposals, and are summarised inFigures 7.1, 7.2 and 7.3. Each table identifi es the capital costs for construction of the main items, and includes both contingency allowance for minor items, and also al-lowance for engineering design and construction super-vision. The costs are at 2005 prices. The costs have been prepared on the basis of the proposals outlined within this document. Preliminary design of the main items has been undertaken with a view to identifying the most economical forms of structures and construc-tion, and reasonable allowances have been made for elements which are yet to be fully defi ned or developed. The costs for landside building development, and in par-ticular housing are not included within these estimates, as it has been assumed that these costs would be met by the developer.

In addition, the siltation study has allowed estimation of maintenance dredging costs for each phase of the Har-bour regeneration, and the annualised costs are shown in Figure 7.4.

Only the costs directly associated with the marina devel-opment have been taken forward for inclusion within the economic assessment.

Figure 7.1 Figure 7.2


Costs 7

Figure 7.3 Figure 7.4

Note: The cost for relocation of the Pumping Station in Phase 3 has not been provided as that would be part of a much larger regeneration strategy and is not directly tied to the redevelopment of the Harbour and adjacent properties. It is assumed that the value of the land for new residential use would offset the relocation costs and those costs would be borne by the housing developer.

Existing Edge of Built-up Area

Panoramic view looking back to the town from the east-ern edge of the Inner Harbour.


Environmental Screening Report 8Environmental Screening Report

Overview

The Environmental Screening process has identifi ed that the proposed regeneration of Harrington Harbour could provide improvements and opportunities to enhance the environment. Key constraints and opportunities have been identifi ed as those associated with marine and ter-restrial ecology, visual amenity and landscape and traffi c and transport in the study area.

Works to improve conditions in the Harbour (dredging and construction of revetment among others) could have consequences for the ecology of the area through poten-tial loss of marine and terrestrial habitat. This will have to be fully assessed during subsequent environmental studies in order to minimise any losses. However, there may be opportunities to improve biodiversity within these habitats and this should be encouraged.

There are opportunities to enhance the visual amenity and landscape of the area through:

• Improved access to the coast/shoreline by provision of a north beach promenade and pedestrian bridge across the Inner Harbour

• Enhancement of areas of open space by provision of active and passive recreational facilities and im-proved landscaping

• Enhancement of current areas of hard landscaping with improved paving, railings, seating and lighting.

• Provision of opportunities to design open space and buildings of high quality whilst highlighting their local distinctiveness.

Access to and from the site is crucial to the effective re-generation of Harrington Harbour. It will be important

to develop linkages into the main heart of Harrington as part of the regeneration and economic benefi t to the whole area. The potential restriction of Church Road will need to be fully examined as part of the Environmen-tal Impact Assessment. It is anticipated that some off-site works may be required to reduce on street parking along this main access route thus relieving the potential congestion. During construction there are also likely to be some temporary adverse impacts for the local road network as Church Road is the only access route to the harbour. The proposed studies to assess and predict traffi c levels will fully identify any constraints and provide an opportunity to improve access. The potential for im-porting construction materials such as rock (for the con-struction of breakwaters) by sea should be considered as a viable option

There are good opportunities for improvement of the land use and the natural environment of the study area via the regeneration proposals and thereby property, businesses and the economy of the area. As detailed design develops, enhancement opportunities should be fully investigated.

Summary A number of issues will need to be considered when de-veloping the scheme:

There is potential for disruption to recreational activities and access to parts of the beach and Harbour for rela-tively short periods of time during construction phases. Works will be designed to minimise such disruption. However, in the long-term there is likely to be great po-tential for developing recreational and tourism opportuni-ties following on from completion of Phase 1 and these should be optimised at the earliest occasion. The ex-tension to the breakwater will improve conditions in the

Access to and from the site is crucial to the effective re-generation of Harrington Harbour. It will be important to develop linkages into the main heart of Harrington as part of the regeneration and economic benefi t to the whole area. The potential restriction of Church Road will need to be fully examined as part of the Environmental Impact Assessment. It is anticipated that some offsite works may be required to reduce on street parking along this main access route thus relieving the potential conges-tion. During construction there are also likely to be some temporary adverse impacts for the local road network as Church Road is the only access route to the Harbour. The proposed studies to assess and predict traffi c lev-els will fully identify any constraints and provide an op-portunity to improve access.. The potential for importing construction materials such as rock (for the construction of breakwaters) by sea should be considered as a viable option.

All construction activities should be carried out in a sus-tainable manner and to that end materials should be re-used or recycled wherever possible. The redevelopment works will need to adhere to all waste management leg-islation.

inner and Outer Harbour providing an area of calm water for all craft.

During the construction phases dust may be generated and noise and vibration levels temporarily elevated. These impacts are likely to be short-term and mitigated by good construction practice.

Accidental spillages either from construction or during normal operations at the Harbour (i.e. refuelling and sewage discharge from holding tanks) could result in the pollution of the River Wyre and drainage channel which goes through the Harbour. Contaminants in the water environment may pose a threat through their toxic-ity to aquatic fl ora and fauna and/or by persisting in/and accumulating in water/sediment biota. Studies will be required to assess the risk of contamination from these sources and potentially contaminated land adjacent to the Harbour and methods of working to reduce or pre-vent potential contamination incorporated into the design and methods of construction.

There are opportunities for improvement of the land use of the study area via the regeneration proposals and subsequent benefi t to the local economy. However, risk to human health, controlled waters, property and ecol-ogy /vegetation will need to be ascertained for all areas of construction during all 3 phases of redevelopment as a result of previous potentially contaminating land uses.

There is little visual evidence of the former industrial past of the area. However, during the next stage of assess-ment it will be important to liaise with the local archaeo-logical/cultural heritage offi cer and other interested par-ties to establish as fully as possible the cultural heritage background of the harbour and its surrounds. In this way suitable mitigation measures can be incorporated into the design of the scheme.

HH Final Report REV2 - Allerdale · 4 Business Case and Economic Assessment 5 Planning 6 Marina /...

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