Ramsgate Port and Royal Harbour
Master Plan 2011
Contents Page
Introduction 3
The Existing Port and Harbour 4
Policy Context 9
Master Plan Proposals 13
Detailed Development Proposals 19
The Eastern End of the Royal Harbour
Introduction
The Port Master plan is a key document establishing the future direction for the Port, not just the immediate future, but for a 20-30 year horizon. One of the objectives of the Master Plan is to make best use of the land at the Port and to give greater certainty to tenants, port operators and other stakeholders about the future.
The Master plan is being developed in accordance with Department for Transport Port Master Plan Guidance (Dec 2008) which identified that the main purpose of the plans were to:
• Clarify the port’s own strategic planning for the medium and long term; • Assist regional and local planning bodies, and transport network providers, in preparing and revising their own development strategies; and • Inform port users, employees and local communities as to how they can expect to see the port develop over the coming years.
Its aims comply with the National Policy Statement on ports, published in draft in 2009 for public consultation. The NPS aims to:
• Encourage sustainable port development to cater for long term forecast growth in imports and exports by sea, with a competitive and efficient port industry; • Enable the port industry to make informed judgements about when and where new development might take place; and • Ensure all proposed developments satisfy the legal, environmental and social constraints and objectives.
Also relevant is the Marine and Coastal Access Act which received Royal Assent on 12 November 2009, and created a framework for managing the pressures on the seas, strengthening marine conservation, and seeking to open access for members of the public to the coast.
The Master Plan acknowledges that Port development activities do not stand still. It therefore allows for initiatives and opportunities that emerge during preparation to be taken into account.
In any planning process uncertainty increases over time, however, a plan that involves significant investment in infrastructure and changes in land use and can influence other regional and local planning policies must have a significant time horizon. The Port Master Plan has an initial 15 year time horizon to ensure compatibility with emerging Planning and Corporate Plan policy, but in many aspects has a longer term horizon of 20-30 years.
The Port Master Plan considers the existing port operational characteristics, future opportunities for port related growth, other development opportunities and a preferred strategy which looks to the immediate future and longer term aspirations for ensuring the Port maintains and builds on its role as an important port on the south-east coast.
A Consultation Strategy is to be prepared at the outset of the study. It will identify a number of phases of consultation
1) Initial consultations to elicit information 2) Opinions on issues, a second round to discuss the analysis work and emerging proposals, 3) Presentation of draft proposals to key stakeholders and a public consultation
The Existing Port and Harbour
Location and Context
The Port of Ramsgate is situated in north east Kent with access to the North Sea and English Channel. The port has a dedicated access road and is approximately 60 minutes from the M25 via the A299 and M2. Kent International Airport is in close proximity and London Heathrow and London Gatwick are within 2 hours drive. High speed passenger rail services started in 2009, cutting the journey time from Ramsgate to London to 76 minutes. Access will be further improved following completion of the new East Kent Access Road in 2012.
Fig 1
The Commercial Port
Of the 26 municipal ports in England and Wales, Ramsgate is second in turnover to Portsmouth, it is owned and operated by Thanet District Council.
The port provides a niche UK port facility, capable of handling freight and passenger traffic. I t provides the only passenger ferry service between the Channel ports and Ostend, Belgium, operated by Trans-Europa. Freight services have been operated by Trans-Europa between the two ports since 1998.
Set on approximately 13 hectares (32 acres) of dedicated port land, all in Thanet Council ownership, the port has three Ro-Ro bridges, capable of accommodating conventional Ro-Ro fast ferry freight services. Full passenger and freight vessel facilities allow the Port to operate and service the three berths simultaneously giving a potential capacity of up to 500,000 freight units and five million passengers each year.
The Port can accommodate vessels of up to 160 metres in length with 6.5 metres draft with no tidal restrictions and has the capacity to handle multi-decked vessels, stern and quarter ramps. It takes an average of 20 minutes from berth to clearing a buoyed channel and access is possible at all states of the tide and in most weather conditions.
The Port operates an aggregate import facility, in partnership with Brett Aggregates, which can accommodate vessels of up to 60 metres in length, carrying 1,200 tonnes of cargo. Type one, crushed slag and crushed limestone is imported for use for road and building bases and to serve a recently opened concrete batching plant.
There is sufficient available land and deep water to allow future diversification and the availability of hard standing and berthing slots.
Fig 2: The Port and adjacent Commercial Area
Port Parameters
Maximum vessel length
Berth 1 Ro-Ro 140 metres Berths 2 and 3 Ro-Ro 180 metres
Potential to handle up to 300,000 RoRo freight units per annum, 3,500,000 passengers per annum and in excess of 50,000 tonnes of aggregate per annum.
3 weighbridges depth of water at IAT Main channel 7.5 metres - turning circle 6.2 metres compulsory pilotage for vessels over 80 metres in length or carrying hazardous cargo or passengers. Master or Mate may obtain Pilotage Exemption Certificate by minimum of 6 or 12 passengers 50% during darkness and passing oral examination VTS manned 24 hours per day, berth to cleared buoyed channel 1.2 miles Tugs - trailers - Maafi's - forklifts - reach trucks Dedicated warehousing for transhipment and storage Bonded warehouse Customs clearance available 24/7 Onsite agency
The port also includes stevedore facilities and offices and border control and special branch accommodation
The Commercial Area
In addition to the commercial port there is a commercial area of approximately 4 hectares which includes the maintenance premises of two wind farm operators, Vattenfall, who operate the Thanet Offshore Wind farm and London Array, about to commence construction. Seimens are locating a turbine gearbox maintenance operation at the port. The commercial area also includes a storage area for the Ramsgate fishing fleet and a boat park for the surface repair and maintenance of fixed keel vessels in the Royal Harbour. The area also includes a boat park for use for vessel maintenance and repair, with accommodation for up to 80 boats.
The Royal Harbour
The Royal Harbour includes a 700 berth marina with the following facilities;
• Fuel barge • Water, electricity, wifi • Amenity block with showers, toilets and laundry facilities • Permanent and visitor berths • 24 hour access to outer marina • Security manning and CCTV surveillance • 40 tonne boat hoist • Repair facilities • Facilities for local fishing fleet • Hard quay with a maximum vessel length of 70 metres • 4 Slipways of varying lengths capable taking vessels of varying beams and displacement
There is a lifeboat station within the harbour on the crosswall, serving both an inshore and offshore lifeboat
The Royal Harbour Area is grade 2 listed and includes 4 historic slipways, one of which is listed in its own right and is in use for maintenance of larger vessels. The Clock House is listed grade 2* and is proposed for use as a museum.
Archways to the south of the inner Harbour provide additional commercial and industrial space, European funding has been obtained to improve the quality of the accommodation. Adjacent to the archways are the harbour office, sailors church and smack boys home and Jacobs Ladder steps down from the Westcliff. These buildings are important to the character of the historic harbour. A building at the end of the Harbour Arm has previously been occupied as a restaurant and retains the potential for commercial uses.
Fig 3
Present Use
Port
The present port through-put according to the DfT Transport Statistic bulletin is:
Port Traffic, million tonnes Inwards Outwards Total
2008 2009 2008 2009 2008 2009
Ramsgate 1.28 1.01 0.69 0.58 1.97 1.59
Unitised traffic in 1000 tonnes
Ramsgate 99 80 91 69 190 149
(Unitised traffic includes all roll-on/roll-off units whether carrying freight or not (road goods vehicles, unaccompanied trailers, shipborne port to port trailers, passenger vehicles, trade vehicles and other ro-ro units) and lift-on/lift-off containers.)
Types of traffic, dry bulk 20,000 tonnes, RORO 1.57 million tonnes
(Source, DFT transport stats bulletin)
Recorded trends of port activity confirm the following levels of use over the past 2 years:
• A throughput of approximately 8-10,000 freight units/month. • Passenger vehicle movements of between 1000 and 3000 vehicles/month in 2009, increasing to between 2,000 and 5,000 vehicles per month in 2010. Higher flows are during April, July and August. • Between 160 and 190 ferry berths/month. • Aggregate tonnage increasing from 13,000 tonnes in 2009 to 20,000 tonnes in the first 8 months of 2010. • The principal port income is from Tran-Europa Ferries supplemented by income streams from wind farm vessels, boat park income and property rentals.
Harbour
• Approximately 450 occupied permanent berths of 500 allocated, a further 200 visitor berths • Vessel movements ranging from 1200/month in January to over 6,000/month in July • Between 2,000 and 2,500 leisure boat visitor trips/month in July and August • The Boat park accommodated approximately 40-60 boats between April and September 2010 • The boat hoist was utilised over 100 times/month between March and September with use dropping to below 50/month between October and February. • The principal income streams are the fees for permanent berths and visiting vessels, fuel sales and building rentals
Access and Parking
The port has a dedicated adopted single carriageway access road which joins Canterbury Road East (A 299) approximately 600 metres east of the junction with the Lord of the Manor Roundabout. The A299 to the west of the Lord of the Manor the East Kent Access road improvement is scheduled for completion in 2012, providing fast vehicular access to the M2, M20 and M25 in approximately 1 hour.
Ramsgate Railway Station is approximately 1.5 kilometers from the port and has a high speed rail link to London St Pancras. The journey presently take 76 minutes, with proposals for signalling and track improvements between Ashford and Ramsgate reducing the journey time to approximately 60 minutes. The historic city of Canterbury is only 20 minutes on the train or by car.
Kent International airport is approximately 5 kilometers from the port and harbour, it is predominantly a freight airport with regular passenger flights to Manchester and Edinburgh. The airport Masterplan proposes significant expansion over the next 25 years with aspirations for 3.7 million passengers and 500,000 tonnes of freight/annum by 2033.
The port and harbour are within walking distance of Ramsgate town centre where there is a mix of local and multiple shops, cafes and restaurants. There are two hotels on the waterfront, with others in the town and on the East cliff. There are two beaches within walking distance.
The fishing fleet and harbour users generate a need for car parking at the harbour that is presently provided adjacent to the Clock House and along the harbour crosswall where it directly meets the needs of the harbour users, but presently detracts from the character of the listed structure and restricts the potential for other potentially more appropriate and lucrative uses.
Policy Context
The development of the port requires consideration in the context of prevailing planning policy. This is contained within the Thanet Local Plan, national planning policy guidance and, while it remains in force, the South East Regional Plan
Thanet Local Plan 2006
The Local Plan identifies the port and harbour as important contributors to the economic success of the district. It also recognises the environmental sensitivity of the location. The Harbour itself is a listed structure within the Ramsgate Conservation Area and the port is adjacent to an internationally designated site of nature conservation importance. The following Local Plan policies and aspirations relate to the site.
Ramsgate Waterfront Policy EC8
Ramsgate Port Policy EC9
Ramsgate Waterfront
The Seafront, Port and Royal Harbour areas are recognised as having great potential to contribute to the economic and tourism regeneration of Ramsgate. The Royal Harbour is a Grade II* listed structure and is the focus of Ramsgate Conservation Area. New development in this area will need to take full account of the character of the harbour and seafront.
Policy EC8 of the Thanet Local Plan relates to Ramsgate Waterfront and states that land at and adjacent to Ramsgate Harbour is identified for development for a mixture of leisure, tourism, retail and residential purposes , i ncluding the following elements:
1. Land west of the royal harbour - new residential and leisure development
2. Ramsgate Royal Harbour - continued development of mixed leisure and marina facilities, in particular at the military road arches; and 3. Eastern Undercliff - mixed leisure, tourism and residential uses.
All development proposals are required to take particular care in the design, location, use of materials and relationship of land-based facilities with open water, such as to protect important views and preserve or enhance the historical character of the royal harbour and seafront. All proposals are also required to ensure the integrity of nature conservation interests within the adjacent SSSI-SPA-SAC-Ramsar site is maintained.
Ramsgate New Port
The development of ferry services through the Port of Ramsgate is identified to be an important factor in the area's attractiveness in terms of inward investment, a position greatly strengthened by the completion of the Royal Harbour Approach in July 2000. The area of land designated for port activities could be changed according to demand.
The balance to be achieved between port development and the potential environmental damage to the Sandwich Bay-Thanet Coast SSSI/SPA/Ramsar Site/Candidate Marine SAC, and to the Westcliff Beach area is acknowledged. Support for port development is on the basis that development is sensitive to the nature conservation and landscape issues which may result from the unrestricted development of port-related activities. Any development at the Port will be need to be considered in the context of the requirements of the Habitat Regulations.
Policy EC9 relates to the port and states that further development will be permitted at the port if it facilitates the improvement of Ramsgate as a port for shipping, traffic through the port, new routes and complementary land-based facilities, subject to the following criteria:
1. A demonstrable port-related need for any proposed land-based facilities to be located in the area of the new port, and also a demonstrable lack of suitable alternative inland locations; and 2. Compatibility with the character and function of Ramsgate seafront and the Royal Harbour as a commercial and leisure facility; and 3. An acceptable environmental assessment of the impact of the proposed development upon the harbour, its setting and surrounding property, and the impact of any proposed land reclamation upon nature conservation, conservation of the built environment, the coast and archaeological heritage, together with any proposals to mitigate the impact.
The policy states that land reclamation will not be permitted beyond the western extremity of the existing limit of reclaimed land.
Transport
The potential for expansion and diversification of activities at the Port is a very important factor for employment generation, tourism and attracting additional investment to the District.
The Council wishes to support development of new short passenger and freight routes between the Port of Ramsgate and other European Channel ports. The Royal Harbour Approach Road directly links the Port to the strategic road network and Kent International Airport. This and will significantly improve the Port’s potential to develop new freight and passenger ferry services.
Military Road. has become relatively traffic-free, except when occasionally required while Royal Harbour Approach is being repaired, maintained or when exceptional loads are involved. Increased use of the Military Road arches for leisure/tourism as a result of increased pedestrian access is considered possible. A
specific study against which to assess development options and an appropriate traffic management plan for Military Road would be required to establish the potential for the site. There are also proposals to consider the need for traffic management measures in relation to any consequential or residual movements of heavy goods vehicles in the Ramsgate Conservation Area if required.
Nature Conservation
English Nature must be consulted in respect of any proposal which is likely to damage the interests of Sites of Special Scientific Interest (SSSI’s). The EU Habitats Directive also provides for the designation of Special Areas of Conservation (SAC’s). SSSIs may also be designated as Special Protection Areas under the EC Wild Birds Directive, and as Wetlands of International Importance under the Ramsar Convention.
Most of the Thanet Coast with the exception of some areas around Ramsgate Harbour is covered by statutory nature conservation designations. These include two Sites of Special Scientific Interest, two candidate Special Areas of Conservation, and the Thanet Coast Special Protection Area, and Ramsar Site. The Thanet Coast has also been identified by English Nature as one of the 27 most sensitive marine areas in England, requiring long-term protection from damaging development. The policy context in relation to nature conservation is contained within PPS 9 , Biodiversity and Geological Conservation.
It is also recognised that Thanet's coastline is a major tourism and economic asset, in an area suffering from long-term decline in tourism and economic performance. Thus there may be exceptional circumstances in which the economic development interest overrides the ecological interest.
The growth of the port needs to be considered in the context of other potential environmental impacts. Policy EP5 relates to air quality monitoring, commenting that proposals for new development must not result in the national air-quality objectives being exceeded. Development proposals that might lead to a significant deterioration in local air quality resulting in unacceptable effects on human health, local amenity or the natural environment, will require the submission of an air quality assessment, which should address:
1. The existing background levels of air quality; 2. The cumulative effect of further emissions; 3. The feasibility of any measures of mitigation that would prevent the national air quality objectives being exceeded, or would reduce the extent of air quality deterioration.
Policy EP9 relates to light pollution commenting that development that includes the provision of new outdoor lighting should be designed to minimise light glare, light trespass, spillage and sky glow so as to preserve residential amenity, the character of the surroundings and prevent disturbance to identified wildlife areas. Maximum limits for the port are
OBTRUSIVE LIGHT LIMITATIONS FOR EXTERIOR LIGHTING INSTALLATIONS
ENVIRONMENTAL SKY GLOW LIGHT INTO SOURCE BUILDING ZONES WINDOWS Ev[lux] INTENSITY l[kcd] LUMINANCE (before curfew)
Upward Before After Before After Av. L Max. L Light Ratio Curfew Curfew Curfew Curfew (cd/m 2) (cd/m 2) [Max %]
E3-applies to port 5.0 10 2 30 1.0 10 60
. (A curfew is a period in which more restrictive controls are applied to obtrusive light. For example, requesting that non- essential lighting, such as decorative flood lighting, should be switched off between 23:00 and dawn).
The Harbour is a listed structure within Ramsgate Conservation Area, the development of the port is likely to impact upon the setting of the Conservation Area. The requirements of PPS 5 , Planning for the Historic Environment, apply. The Government’s overarching aim is that the historic environment and its heritage assets should be conserved and enjoyed for the quality of life they bring to this and future generations. To achieve this, the Government’s objectives for planning for the historic environment are:
To deliver sustainable development by ensuring that policies and decisions concerning the historic environment:
• recognise that heritage assets are a non-renewable resource • take account of the wider social, cultural, economic and environmental benefits of heritage conservation; and • recognise that intelligently managed change may sometimes be necessary if heritage assets are to be maintained for the long term.
To conserve England’s heritage assets in a manner appropriate to their significance by ensuring that:
• decisions are based on the nature, extent and level of that significance, investigated to a degree proportionate to the importance of the heritage asset • wherever possible, heritage assets are put to an appropriate and viable use that is consistent with their conservation • the positive contribution of such heritage assets to local character and sense of place is recognised and valued • consideration of the historic environment is integrated into planning policies, promoting place- shaping.
To contribute to knowledge and understanding of the past by ensuring that opportunities are taken to capture evidence from the historic environment and to make this publicly available, particularly where a heritage asset is to be lost.
These aspirations are particularly applicable to the future of the Harbour.
The South East Regional Spatial Strategy is to be phased out in the near future and therefore has limited weight, it does however contain relevant context in relation to the port in particular. The strategy seeks to achieve and maintain sustainable development ( Policy CC1 ), retain a competitive regional economy ( Policy RE1 ) including developing new futures for coastal towns that exploit and enhance the advantages of their location.
Policy T10 requires local planning to include policies that maintain and enhance the role of Ramsgate as a regionally significant port and states that major ports (with over 1 million tonnes annually)should give priority to preparation of port Masterplans as a means of identifying future infrastructure requirements Policy NRM 15 supports renewable energy development, including wind farms.
Policy BE 6 requires management of the historic environment. Policy TSR 1 encourages diversification of the economic base of the regions coastal resorts and improvement of tourist attractions.
Thanet Councils Corporate Plan recognises the importance of the port to Thanet’s economy and perceives the potential for it to form part of an integrated transport hub. The development of a Masterplan for the future of the port is a key project in the Corporate Plan.
Master Plan Proposals
The Masterplan proposals relate to the 3 distinct areas of the port and Harbour:
The Royal Harbour
This area strongly relates to the town of Ramsgate, proposals need to strengthen and build upon that link, exploiting the historic and townscape qualities of the Harbour and its setting to the mutual benefit of the Town and the Harbour
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To do so the Master Plan must include:
1. Improvements to the facilities in the Marina and a rigorous maintenance regime to attract more permanent and temporary marina visitors to the benefit of economy of the Town.
2. The introduction of commercial attractions within the Harbour, utilising the harbour arches, the cross wall, the site of the Sally shed and the public realm around the Victoria Pavilion and Clock House to generate more visitors to the Harbour, making it a destination in its own right and a venue for events.
3. The provision of improved, dedicated facilities for the inshore fishing fleet thereby protecting local employment and providing a relevant visitor attraction based upon fish sales and fish restaurants.
4. Maintaining and restoring the listed slipways, based upon a sustainable business plan related to an assessment of demand. This may result in alternative use for part of the area accommodating 4 slipways at present, but will require the retention of at least 2 slipways for commercial use, thereby retaining traditional employment and a visitor attraction subject to adherence to appropriate working practices.
5. Improved public realm and pedestrian priority at the point where the town meets the harbour, particularly at the junction of Royal Parade, Military Road, Harbour Street and Harbour Parade. This area needs to be transformed to provide a feeling of pedestrian priority where people can walk between Harbour Street and Harbour Parade without facing a major traffic route and bus lay- bys. Pedestrian access also needs to be improved along the cross wall and in front of the arches where vehicle access and parking presently dominates.
6. Revised vehicular traffic and car parking proposals to provide improved pedestrian space and reduced car dominance, enabling further growth in “cafe culture” with exterior “garden rooms” where people can site and enjoy the character of the area.
7. The establishment of an area within the Harbour adjacent to Harbour Parade as an “event space”, a location for historic vessels, both temporary and permanent, as an attraction for residents and visitors, a recent example includes the use of a vessel as a floating stage.
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1 Potential location for fishing fleet, including extension of adjacent quay 2 Use of new breakwater as pontoon for larger boats servicing offshore wind farms
3 Retention of two outer slipways (numbers 1 and 3) for servicing vessels 4 Refurbishment of harbour arches for a broader range of commercial uses to attract additional pedestrian footfall 5 Creation of improved public realm event space including rationalisation of vehicle parking and deliveries 6 Improved public realm at the junction of Harbour Street and Harbour Parade, including reduction in carriageway and improved pedestrian crossing facilities to improve connectivity 7 Sensitive development along the cross wall to increase pedestrian footfall 8 Commercial redevelopment of the Sally Shed to provide a landmark building that divides the port from the harbour 9 Refurbishment and commercial re-use of the vacant restaurant on the Harbour Arm
The Harbour Public Realm
Harbour Parade Pedestrian Space
Harbour Parade and Space in Front of the Clock Tower and Victoria Pavilion
Harbour Parade provides the main public approach to the Royal Harbour. It has benefited from public realm improvements in the 1980’s that still provide a good setting to the Harbour. The road still dominates and pedestrian space is limited, particularly adjacent to the Harbour edge. There is an opportunity to review the use of this space, identified above, to provide a more pedestrian friendly environment that caters for the various events that take place throughout the year and to attract more people into the area. This change needs to take into account the need for car parking provision to replace on street parking lost from Harbour Parade to enable car borne visitors to continue to use the area.
In addition there is a need to review the layout of the area presently used as a major bus interchange fronting the Harbour. This facility needs to be in the town centre but would benefit from an improved design to avoid congestion that occurs because of the limited space shared by local and national bus services, cars and pedestrians.
The Commercial Port
The port area is distinct in terms of its character and access. It does not have direct connection to the historic core of Ramsgate and has the benefit of a modern access road that provides fast, dedicated access to the principal highway network. The west cliff forms a physical barrier between the town and the port, which provides interesting views for the resident and visitor, but maintains physical and perceptual distance between the port and the town.
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The Commercial Port It is therefore possible to promote port growth, subject to appropriate environmental protection measures. To do so the Masterplan needs to:
1. Maximise the utility of available land at the port by rationalising existing operations, removing dilapidated buildings and locating required support facilities where they take up the minimum required land space and relate best to the service they provide. These “facilities” include operations such as Border Control, Special Branch, stevedores and the port office.
2. Redesign of the port to improve internal circulation, rationalise vehicle parking provision and relocate border control facilities to enable the attraction of additional port business.
3. Maintain and improve facilities for the existing ferry service based upon modern customer demand, to both retain the existing service and attract new services.
4. Introduce a regular maintenance regime to ensure adherence to modern health and safety requirements.
5. Identify potential improvement to berthing facilities to increase port capacity in the longer term as demand grows.
6. Rationalise the boundary of the restricted area of the port to enable easier access to all areas of the port apart from areas where access has to be restricted for operational reasons.
7. Attract further aggregate business to the port.
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Port Proposals
1 Rationalise boundary with commercial area, increasing potential for further commercial development 2 Remove dilapidated temporary buildings and rationalise use of space 3 Expand aggregate facility 4 Provide non restricted access to aggregate facility to remove need
to enter port area
5 Rationalise lorry parking and manoeuvring area to increase
efficiency of land use
6 Rationalise car parking and car access to free up land for
commercial activity 7 Relocate maintenance facility for the port to free up commercial area
Lorry Park Potential F uture Port Layout
Trailer Park
Car Parking
Expanded Commercial Area
Aggregate Area
The Port and Commercial Area
The Commercial Area
This area fills the gap between the historic harbour and the port. In the past it has been used for a variety of low value storage uses
This site has recently become the focus of the wind energy industry, with London Array and Vattenfall in occupation and Seimens proposing to locate onto the site. The area also includes a boat park for dry repairs to marina and smaller port boats. There is a need to improve circulation within the area through the provision of waterside access to the south that would also serve as an emergency exit route from the commercial port. There is the early potential to extend the area available for additional employment uses to the south west.
To the north east is an area including fisherman’s storage areas and a storage shed. This is a key site at the junction between the commercial port and royal harbour, capable of beneficial commercial development that will improve the visual appearance of the harbour through the provision of a landmark building. The development of the site will provide a combination of retail and commercial space fronting the harbour with hotel accommodation at upper levels with employment accommodation to the rear suitable for small businesses serving the port and harbour, with space retained for storage fro the fishing fleet. This is the long term aspiration for the site and is dependent upon market conditions, in the interim the existing space and buildings should continue on a short term basis.
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The Commercial Area
Commercial Area Development Potential
Commercial Development Site Emergency access Development site Boat Park
Wind Farm Users
Development site
Future Extension Area
It is important to maximise the commercial value of the site, to do so the Master Plan proposes:
1. Maximising the area of the commercial area, rationalising the boundary with the commercial port to enable the attraction of more port related commercial activities, creating jobs and increasing the attractiveness of the port to investors.
2. Improving facilities at the boat park, operating it on a more commercial basis.
3. Enabling a new commercial development on the site of the Sally shed that will provide a focal point building at the transition between the Harbour and commercial port.
4. Rationalising the layout of the area, including improved access to plots within the area to maximise its utility and enable more proactive marketing of commercial opportunity sites.
5. Providing an emergency access between the port and harbour
6. Resolving the issue of the need for parking for users of the harbour, without compromising the commercial value of the land