This project was part financed by the Scottish Government and the European Community Highland LEADER 2007-2013 Programme
COIGACH COMMUNITY DEVELOPMENT COMPANY
BADENTARBET & OLD DORNIE PIERS & HARBOURS COMMUNITY OWNERSHIP – APPRAISAL OF OPTIONS
REPORT ON APPRAISAL
Coigach Community Development Company Wallace Stone Coigach Community Hall Royal Bank Buildings Achiltibuie Dingwall Ullapool Ross-shire IV26 2YG IV15 9HA
Tel: (01854) 622379 Tel: (01349) 866775 Fax: (01349) 863197 November 2013 (Rev A)
This document was prepared as follows:-
Name Signature Prepared By J Porteous Checked By T Rea Approved By J Porteous
and revised as follows: -
REVISION STATUS INDICATOR
Page Date Revision Description of Change Initial No ECON 09.12.13 A Amended page numbers in Econ Report JP
Project No: 1520/D/Rev A
COIGACH COMMUNITY DEVELOPMENT COMPANY BADENTARBET & OLD DORNIE PIERS & HARBOURS COMMUNITY OWNERSHIP – APPRAISAL OF OPTIONS
REPORT ON APPRAISAL
Contents
1. Introduction 1 2. Background 2 3. Condition of Structures 4 4. Repairs to Structures 7 5. Use of Piers and Slipways 8 6. Potential Improvements 10 7. Economic, Business & Legal Considerations 20 8. Conclusions 21 9. Recommendations 23
Appendix A: Economic and Business Report Appendix B: Photographs Appendix C: Questionnaire Summary Appendix D: Drawings
Project No: 1520/D/Rev A
COIGACH COMMUNITY DEVELOPMENT COMPANY BADENTARBET & OLD DORNIE PIERS & HARBOURS COMMUNITY OWNERSHIP – APPRAISAL OF OPTIONS
REPORT ON APPRAISAL
1. INTRODUCTION
The Piers and facilities at Badentarbet and Old Dornie are currently owned by The Highland Council and operated by their Piers and Harbours Division.
The option of community ownership of part or all of these assets is under consideration, with financial responsibility for maintenance, upgrading, and compliance with legislation representing a substantial and uncertain burden on the Community Company. The means for covering that responsibility are equally uncertain.
Wallace Stone were engaged by the Community Company to undertake a detailed investigation of the condition of the existing structures, an assessment of the cost of essential repairs and the potential for improvements.
The remit also included consideration of the likely operating and maintenance costs, the level of income currently available, and opportunities to generate further income.
In addition to advice on the risks and opportunities in taking ownership of any of the existing infrastructure, recommendations were required on the options for development, methods of obtaining funding, and meeting the ongoing maintenance and operating costs, should community ownership be recommended.
This report presents the details and the findings of the Appraisal.
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2. BACKGROUND
Achiltibuie lies on the west coast of Coigach in Wester Ross, adjacent to the Summer Isles. Vehicle access is by a 15 mile single track road from the Ullapool to Lochinver road, and, before the development of modern roads, sea access was a vital transport link, with the pier at Badentarbet serving Achiltibuie and the adjacent townships.
Over the years, the function of the pier at Badentarbet has changed, with less relevance to serving the community directly, as road access now predominates. Use of the pier as the landfall for the lifeline passenger ferry to Tanera Mor, the largest of the Summer Isles, has remained to this day. The pier is also used by the local fish farm for loading feed and equipment, and, occasionally by small boats for landing at the steps on the inner face.
The pier is exposed to wave action from the south.
It was known, from a detailed inspection in 2007 that the pier is suffering from severe deterioration, with chloride attack on deck members, heavy erosion of underwater concrete members, and undermining of foundations.
The storage and parking area behind the pier is small and heavily congested, with stored equipment and materials.
The area around the pier is owned by The Highland Council (road) and Badentarbet Estate (surrounding land).
Old Dornie lies along the coast, 4km or so to the north-west of Badentarbet, and is sheltered from most directions by the adjacent Isle Ristol.
The raised slipway at Old Dornie was also built in the 19 th century, and has been used since then by fishing boats and other small vessels for loading and unloading. The slipway is tidal and cannot be used at low spring tides. A launching slipway lies to the west of the structure, and it is also tidal, with use only possible over the upper half of the tide.
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In the 1960s a new pier was constructed at old Dornie, a few hundred metres to the south- west of the old slipway, and it is capable of serving larger fishing vessels. Like the old slipway, its use is restricted, by the sloping top surface, to loading and unloading only. Like the old slipway, it is tidal, and cannot be used on low spring tides.
The ‘new pier’ is currently used by fishing boats, pleasure cruise vessels, and by the local fish farm for landing feed on to transport craft when tidal conditions allow.
A small amount of informal space behind the old slipways is used for equipment storage and parking. At the new pier a fuel tank and dispensing system allow loading of fuel, and there is extensive space for parking and storage, also on an informal basis.
Road access to Old Dornie involves the negotiation of a tight bend on the single track road, which limits the size of vehicles that can access the slipways and pier.
In recent years, demand has grown for facilities in the Coigach area, which is a popular holiday destination, to serve visiting yachts, sailing dinghies and kayaks.
Pressure has also grown for all-tidal launching and recovery of small boats and RIBs used by divers and others.
Neither Badentarbet nor Old Dornie provides properly for this demand.
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3. CONDITION OF STRUCTURES
3.1 Badentarbet Pier
3.1.1 History
The original pier at Badentarbet, built in the 19 th Century, was an open piled timber pier, with an approach normal to the shore and a hammerhead parallel to the shore. The depth at the outer berth is around 3 metres at lowest tide (Chart Datum). The pier was built to serve steamers offloading goods and passengers.
In the 1930s the pier was rebuilt with a reinforced concrete deck slab and a framework of beams, columns and braces down to mean low water level, the columns supported on mass concrete buttresses and foundation blocks founded on the sea bed. The buttresses were cast around the remains of the original timber piles.
Steel access steps were added at the inner face of the pier, to allow small vessels to land passengers at all but the lowest tides.
As described in Section 2 above, with the increased convenience of access by vehicles, steamers no longer use the pier, and it is used predominantly as the landing point for residents of Tanera Mor, and by the local fish farm for landing feed on to transport craft. This latter use is hampered by a severe loading restriction imposed on the pier deck.
3.1.2 Condition
Badentarbet Pier was inspected in detail above and below water on 22 nd March 2012, the inspection team including two Chartered Engineers.
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The condition of the pier had deteriorated markedly since the previous inspection in 2007.
The deck, beams, columns and bracings are affected throughout with chloride attack, caused by the penetration of salts through the concrete to the steel reinforcement, which corrodes and expands, breaking off sections of concrete. In many areas the attack is well advanced and the damage severe (see photos).
The concrete buttresses supporting the framed structure and deck are mostly underwater, and are of a different form of concrete, with no reinforcement, and large aggregate. Deterioration and erosion have removed large sections of the buttresses, leaving many areas without any foundation. The situation is exacerbated by the loss of some loose sea bed material (see photos).
The loss of concrete is especially concentrated at the outer edges of the buttresses, perhaps due to exposure to currents, but there are large areas of section loss at random locations along each buttress (see photos).
As referred to above, the buttresses were cast around the timber bearing piles of the original pier, and, in many places, the loss of concrete has exposed the timber piles, themselves heavily deteriorated. In some areas, it appears that the timber piles are all that remains by way of support to the buttresses (see photos).
The steel staircase on the inner face of the west leg of the hammerhead has been replaced recently, and is in good condition.
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3.2 Old Dornie Pier
3.2.1 ‘Old’ Pier
The original raised slipway at Old Dornie, constructed in stonework, is in good condition. Pressure grouting, concrete repairs and the installation of timber careening stanchions in the late 1990s have provided extended life and increased utility. There is a small area of missing stonework and lost infill immediately below the deck slab on the east face of the structure (see photos).
The adjacent concrete launching slipway, repaired and extended in the 1990s, is also in good condition.
3.2.2 ‘New’ Pier
The new pier at Old Dornie, constructed in the 1970s, using precast wall facing panels, rock infill and concrete deck, is in good condition, with no visible deterioration or damage.
The fuel dispensing system, installed in the 1990s, appears in serviceable condition although its function was not tested.
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4. REPAIRS TO STRUCTURES
4.1 Badentarbet Pier
Repairs to restore the original function of Badentarbet Pier would involve restoration of the missing sections and foundation of the buttresses, repairs to or replacement of the damaged reinforced concrete framework and deck, and measures to prevent deterioration of further members already saturated with chlorides, but not yet displaying corrosion or cracking.
The repairs to underwater sections of buttresses would be hindered by the loose and steeply sloping sea bed, which would require to be stabilised to prevent further undermining. Alternatively, the replacement concrete in the buttresses could be constructed in trenches excavated in the bed to protect against future sea bed erosion.
The cost of these repair works, which would restore the original function of the pier with a 60 year design life, is estimated below: -
Excavation of trenches for buttresses £ 50,000 Reconstruction of buttresses in underwater concrete £ 400,000 Demolition and repairs to damaged concrete` £ 350,000 Treatment to undamaged concrete £ 250,000 Engineering and Supervision £ 110,000 Consents £ 10,000 £ 1,170,000 Contingency (10%) £ 117,000 £ 1,287,000
4.2 Old Dornie Pier
The structures at Old Dornie are in serviceable condition with no significant defects. Only minor repairs are necessary to allow them to continue to function as designed.
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5. USE OF PIERS & SLIPWAYS
5.1 Badentarbet Pier
The pier at Badentarbet is currently used by passenger vessels serving Tanera Mor, by fish farm vessels transporting feed and equipment, and by other small passenger vessels. The deck has a loading restriction of 3 tonnes, which limits the vehicles that can be used for loading or unloading.
While the outer face has sufficient water depth for vessels drawing up to 3 metres, it is too exposed to be considered safe for overnight berthing.
5.2 Old Dornie Pier
The old slipway at Old Dornie remains useful for loading and unloading small vessels. However it cannot be used on low spring tides, and its adjacent launching slipway can only be used at water levels above mid-tide.
The new pier at Old Dornie, which is more correctly described as another raised slipway, can be used for loading and unloading rather larger vessels, and is used when possible for loading fish farm landing craft.
However, as the pier dries out at low water, it can only be used by these larger vessels over the upper half of the tide. It is also very narrow, making vehicle access down the surface hazardous.
Due to their sloping surface, none of the structures at Old Dornie can accommodate vessels berthed unattended for longer than an hour or so.
The structures at Old Dornie are not favoured as the landing point for passenger vessels serving Tanera Mor, as the crossing is long and exposed, and would be subject to regular disruption by weather.
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5.3 General
None of the structures at Old Dornie provides sheltered berthing for any vessels at all states of the tide. There are no provisions for visiting yachts.
Access to Tanera Mor by passenger ferry is currently from Badentarbet Pier, as the crossing is shorter and more sheltered. However, there are times when use of the ferry is hazardous.
Currently all vessels using the structures require to lie at moorings overnight and in inclement weather.
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6. POTENTIAL IMPROVEMENTS
6.1 Consultation
A questionnaire was issued to all users of the current facilities, to interested residents and visitors, and to community groups with an interest in the piers and their use. The purpose of the exercise was to identify the aspirations of local residents and users, and to test their response to various development proposals, options for pier dues and management, and general views on the future of the marine facilities, assuming some form of community ownership of one or all of the structures was feasible.
The results of the questionnaire are presented in Appendix B.
Consultation meetings have also been held with residents and pier users, to discuss the various options and opportunities that might be available.
While these consultations produced a variety of views on many of the issues, areas where general agreement was evident included the following: -
• 90% of respondents are based in Coigach, and 80% are boat owners or users. • The piers are important or very important to all respondents. • The existing structures are inadequate for the range of uses currently in demand. • Any improvements to any of the facilities would be welcome. • The storage and parking areas at both locations are untidy, inefficiently used, and inadequate for the demand. • The payment of dues, and an increase in their level, would be more palatable if the users were in control of the management and development of the facilities.
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Areas where views were divergent included: -
• Which site (Badentarbet or Old Dornie) should be favoured for potential community ownership. • The means and frequency of the collection of dues. • What on-shore facilities are favoured for improvement or addition.
6.2 Options for Improvement at Badentarbet
Options considered are those which will provide improvements in berthing, access, loading and unloading, and capacity for additional vessels or additional activities.
For the purposes of comparison, the ‘do nothing’ option is also considered.
6.2.1 Do-Nothing
The pier at Badentarbet is in an extremely deteriorated condition, and, without some kind of structural repairs, will become unusable in a relatively short time period. Prediction of residual lifespan cannot be made with any certainty, but the possibility of structural failure or collapse in the near future cannot be ruled out.
If any of the current functions of the pier are essential, the do-nothing option cannot be considered acceptable.
6.2.2 Options 1 & 2 - Restore to Original Condition
Repairs to Badentarbet Pier to restore the original function and condition with a 60 year design life (Option 1) were considered in 4.1 above, with an estimated cost of £1.3m at current prices.
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There is also an option (Option 2) to sheet pile around the perimeter of the existing pier, demolish the deck, infill with rock and construct a new concrete deck. The estimated cost of this option is similar to the repairs considered in Option 1.
These options appear to have limited appeal, as the structure was designed for a purpose that no longer exists, and the pier in its current form is too exposed to present any sheltered berthing, is too small for general purpose berthing, and is of unsuitable form for a large range of modern leisure and commercial activities.
6.2.3 Option 3 - Berthing for Tanera Ferry Only (see drawing no. 1520-111)
A pontoon berth with access by bridge from the shore could provide for the Tanera Ferry in most weather conditions from Badentarbet if it was sheltered by a substantial rock breakwater (see drawings in Appendix C). The cost of this option is estimated below: -
Demolition of existing pier £ 100,000 Rock breakwater £ 700,000 Pontoons and moorings £ 60,000 Access bridge £ 30,000 Engineering & Supervision Fees £ 60,000 Consents £ 10,000 £ 960,000 Contingency (10%) £ 96,000 £1,056,000
The pontoon facility would provide safe berthing for one or two small vessels, but would not provide any facilities for fish farm vessels or for visiting yachts, due to lack of water depth.
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6.2.4 Option 4 - Berthing for Small Boats and Visitors (see drawing no. 1520-112)
A larger pontoon facility in slightly deeper water, and with a correspondingly larger breakwater, could provide berthing for up to 10 vessels. As in 6.2.3, no loading or unloading facilities would be available. The cost of this option is estimated below: -
Demolition of existing pier £ 100,000 Rock breakwater £ 1,650,000 Pontoons and moorings £ 190,000 Access bridge £ 30,000 Engineering & Supervision Fees £ 95,000 Consents £ 10,000 £ 2,075,000 Contingency (10%) £ 207,000 £2,282,000
The sea bed topography at Badentarbet works against an efficient solution in either of these breakwater options (3 and 4), as the depth in which the breakwater must be founded to provide a (necessarily narrow) pontoon arrangement, leads to high cost.
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6.2.5 Option 5 - General Purpose Pier with Pontoon Berths
The construction of a pier that would provide for general purpose use by a range of commercial and private vessels, and a number of sheltered berths on its shoreward side offers a versatile facility with deep water berthing, berths for small boats and visiting yachts, and good access for loading and unloading of heavy goods. The cost of this option is estimated below: -
Demolition of existing pier £ 100,000 Sheet piling £ 1,600,000 Cathodic protection £ 110,000 Infill rock £ 100,000 Deck slab £ 125,000 Excavate parking area and surface £ 215,000 Deck furniture and services £ 130,000 Pontoons and moorings £ 120,000 Access bridge £ 30,000 Site investigation £ 200,000 Engineering & Supervision Fees £ 240,000 Consents £ 20,000 £ 2,990,000 Contingency (10%) £ 300,000 £3,290,000
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6.3 Options for Improvement at Old Dornie
As in 6.2 above, options for improvement and for doing nothing are considered.
6.3.1 Do Nothing
The structures at Old Dornie are all in good condition, and would remain so without any substantial maintenance or repairs for a lengthy period.
The restrictions on use are: - Inadequate length (all structures) Inadequate width (new pier) Inadequate depth (all structures at low tides) Lack of any berthing
These restrictions would remain unchanged.
In the event that any of Options 3 to 5 for Badentarbet was implemented, with loss of any potential use other than by small vessels, improvements to the New Pier at Old Dornie would become imperative.
6.3.2 Improvements to Old Pier
Lengthening the ‘Old Pier’ would allow use of the structure over a greater range of the tide, but vessels would be unable to capitalise on this improvement due to the shallowness of the access channel to the pier. Any lengthening would require to be accompanied by a substantial dredging operation, and would, most likely, require regular maintenance dredging.
A similar restriction applies to the launching slipway. For this reason, improvements to the ‘Old Pier’ are not considered viable.
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6.3.3 Option A - Improvements to New Pier (see drawing no. 1520-120)
The usefulness of the ‘New Pier’ would be greatly improved by lengthening into deep water, and widening to improve ease of access down the pier for vehicles.
These improvements alone would remove tidal restrictions on use of the pier by fishing boats and pleasure cruise vessels, and would provide safer transfer of goods and equipment between vessels and vehicles.
The cost of this option is estimated at £450,000.
6.3.4 Option B - New Pier Improvements and Berth (see drawing nos. 1520-121 & 1520-122) A proposal in the 1990s to improve the pier, in the manner described above in Option A, with the addition of a dredged berth alongside for overnight berthing of one or two fishing vessels, was considered. The cost of a similar provision now is estimated below: - (Note: - This option incorporates Opton A) Site Investigation £ 150,000 Mobilise piling £ 90,000 Sheet piles and ties £ 450,000 Infill rock £ 40,000 Concrete deck £ 70,000 Concrete wave wall £ 25,000 Dredge £ 120,000 Deck furniture £ 25,000 Engineering & Supervision Fees £ 65,000 Consents £ 10,000 £ 1,045,000 Contingency (10%) £ 105,000 £ 1,150,000
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6.3.5 Option C - Breakwater and Sheltered Harbour (see drawing no. 1520-123)
While the old pier and slipway are sheltered from all directions, the new pier is exposed to southerly waves driven into Caolas Eilean Ristol.
A breakwater carefully sited near the mouth of the loch would create a sheltered basin behind it, with good access and a large area in which a pontoon facility of some size could readily be installed. The breakwater would also provide good shelter to the new pier and facilitate the use of both sides of the pier simultaneously.
The ease with which a breakwater of modest size provides a large area of sheltered water for berthing is in marked contrast to the restrictions limiting development at Badentarbet (see 6.2.4 above).
The cost of the breakwater, improvements to the new pier, and a 35 berth pontoon facility suitable for local small boats and visiting yachts is estimated below: - (Note: - This Option incorporates Option A)
Breakwater £ 1,068,000 Extend and widen pier £ 450,000 Pontoons and moorings £ 475,000 Access bridge £ 35,000 Engineering & Supervision Fees £ 170,000 Consents £ 10,000 £ 2,208,000 Contingency (10%) £ 221,000 £2,429,000
This option also provides space for future expansion.
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6.4 Options for Improvements On-shore
6.4.1 Badentarbet
There is limited scope for increasing the parking and storage areas adjacent to the existing areas currently used for these purposes. However an area of land could be levelled to the west of the pier and behind the existing building, to provide increased capacity.
This option would be compatible with all improvement options (except repairs to the existing structure), as they require large quantities of broken rock.
The extent of the area required would be established in consultation with local users and landowners.
6.4.2 Old Dornie
The access road to Old Dornie from Achiltibuie has a particularly tight bend around 1km from the Old Pier, which makes access difficult for large vehicles. It would be essential to improve this bend to allow access for construction and maintenance traffic.
There are no water or electricity supplies at Old Dornie. Both would require to be installed to support any of the proposed developments.
The proposed marina development would require a small office building for marina staff. There would be opportunities for a cafe, craft buildings, bicycle or moped hire outlets, and, potentially, chandlery etc. The local kayak group would also welcome a weather-tight store for kayaks.
A parking area would be necessary near to the proposed marina, with a footpath from there to the access bridge.
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During construction of the breakwater, an access road would be required around the shore above high water level from the current storage area at the New Pier to the breakwater position (approximately 200m). While the access road could be reinstated and the habitat restored on completion, it could be formalised as a permanent access to any of the above potential business sites if required.
It would be of great benefit to the potential development as a whole if all access roads, footpaths and buildings were designed and constructed in an appropriate, low-impact manner, with maximum use of local, natural materials, and, wherever possible, organic and naturalistic forms.
The local landowner, Mr Bill Baxter, has indicated that such sensitive treatment would be essential in gaining approval for any developments at Old Dornie.
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7. ECONOMIC, BUSINESS AND LEGAL CONSIDERATIONS
Any of the options at either Old Dornie or Badentarbet will require substantial funding, and the CDC need to know the financial obligations, both in terms of capital works and maintenance, and any legal requirements, that will fall to them should they decide to move to community ownership.
An economic and business study has been prepared to assist in the assessment of these obligations. The study report is contained in Appendix A. It contains an assessment of the leisure market and how it may relate to facilities at Coigach, consideration of likely demand, suitable charges, income and expenditure projections and development funding options. A phased approach is recommended as a way to build gradually towards realisation of all aspirations for the facilities.
In the event that Coigach CDC embrace community ownership they will require to manage the facilities they have adopted, and will require to be aware of the legal liabilities that will result, particularly in relation to use of the facilities by the public, and the operating procedures they require to adopt.
It is strongly recommended that legal advice is obtained on management and operating matters either from the Yacht Harbour Association or from specialist solicitors.
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8. CONCLUSIONS
Respondents to the questionnaire confirmed that most are pier users, and that the piers are very important to them. Respondents were divided on which pier site, Badentarbet or Old Dornie, should be the subject of any proposed community ownership bid. However, in respect of technical and economic considerations, it is clear that Old Dornie has more to offer, in terms of provision of facilities, economic viability, impact on unemployment, and flexibility in accommodating expansion.
The pier at Badentarbet was conceived to provide for a service which no longer exists, and it cannot be developed effectively to provide for the current demand for local and visiting berths. The pier structure is severely compromised by loss of foundations and deterioration of the reinforced concrete deck and piles. Due to the surrounding topography and bathymetry, none of the options for improvement can match the flexibility, cost-effectiveness and scale of the Option C proposals for Old Dornie.
It is concluded that the most beneficial option for the Coigach community would build on the good condition of the existing structures at Old Dornie, in extending and widening the New Pier, providing a pontoon facility with 35 berths, and producing sheltered water at all of the existing and proposed structures at Old Dornie with the provision of a sheltering rock breakwater. There would also be a viable alternative shore base for the ferry to Tanera Mor, should Badentarbet Pier become unusable.
The topography and bathymetry at Old Dornie are as helpful in facilitating the Option 3 arrangement as the same parameters are unhelpful at Badentarbet. The sheltered area created behind the breakwater allows room for future expansion, and there is ample space on shore for supporting facilities (office, toilets and showers, craft shop, bike hire etc.). With the level of funding required for the marine facilities, it will be essential to generate economic development and stimulate the establishment of local businesses in support of the piers and pontoons.
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As detailed in the economic study (see Appendix A), Scottish Sea Farms have expressed an interest in a partnership arrangement with the CDC, which would allow them to make use of the improved and sheltered New Pier, and to establish office and storage facilities adjacent to the Pier.
The land around the Old Dornie piers is in the ownership of Mr Bill Baxter, who has expressed support for community ownership and the development of improved marine facilities. He would, however, expect that all onshore development would be of appropriate scale, of high quality and sympathetic design, carefully sited in an aesthetically pleasing arrangement.
The Option C layout at Old Dornie has the added advantage of being suitable for phasing. As detailed in the Economic Study, the improvements to the New Pier with the installation of services, some business and storage units, and minor road improvements, would make a logical first stage development at an estimated cost of £900,000, allowing the fish farm company to make full use of the New Pier.
The improved pier would also bring significant benefits to local fishermen, pleasure cruise operators and local small boat users.
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9. RECOMMENDATIONS
It is recommended that: -
1. Coigach Community Development Company considers negotiating with The Highland Council over a long term lease (at no charge) on the Old Dornie facilities.
2. Discussions are held with Scottish Sea Farms to establish whether a partnership arrangement would be of mutual benefit.
3. Discussions are held with the Old Dornie landowner, Mr Bill Baxter, to establish how supportive he would be of the proposals.
4. Details are drawn up for a first phase project with an estimated cost of £900,000, which would incorporate: -
• Lengthening and widening of the New Pier; • Installation of water and electricity supplies; • Improvements to the tight bend on the road leading to Old Dornie; • Office, toilets and showers; • Storage for kayaks; • Two or three basic, serviced business units; • Tidying up storage areas and formalising parking and turning areas.
5. Applications are made for funding assistance.
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Appendix A
Economic and Business Report
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BADENTARBET AND OLD DORNIE PIERS
Economic and Business Report
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BADENTARBET AND OLD DORNIE PIERS
Economic and Business Report
Contents
1. Introduction 1 2. The Demand for Pontoons 4 3. Indicative Annual Income and Operating Costs 10 4. Development Funding 14 5. The Recommended Way Forward 16
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1. INTRODUCTION
1.1 Building on the Options Appraisal produced in March 2013, this report:
Considers the benefits that might be generated by the different options for Badentarbet and Old Dornie piers and harbours.
Appraises the potential to attract grant funding towards developments.
Gives indicative income and expenditure projections for the option for pontoon development that would give the best return on public investment in terms of economic impact and local value added.
Recommends a way forward that would give potentially fundable improvements in facilities in the short term, with scope for pursuing the more ambitious preferred pontoon option should funding become available in the future.
1.2 The community survey and other community consultation has indicated that there would be support for improving facilities at either location – indeed, were funding not a constraint, investment at both would be complementary and give the highest local value into the long term.
1.3 In relation to pontoon development, however, Option C for Old Dornie (breakwater and sheltered harbour) at an estimated cost (see 6.3.5) of £2.429 million and providing 35 pontoon berths is clearly a better value for money proposition than Option 4 for Badentarbet (berthing for small boats and visitors) at an estimated cost (see 6.2.4) of £2.282 million and providing berthing for up to just 10 vessels.
1.4 Since any development requiring major public sector investment (e.g. in excess of £500,000) would need to demonstrate substantial economic impact, it is not considered that any of the Badentarbet options would come close to being fundable on this basis. Options 1 and 2, i.e. retaining Badentarbet Pier as a usable facility into the long term through rectifying structural weaknesses and deterioration, at an estimated cost of £1.3 million (see 6.2.2), would only be justified as preserving a “lifeline facility” for Tanera Mor residents. Highland Council, however, do not consider the pier as a lifeline facility given the nearby availability of Old Dornie new pier; whilst most local boat owners, Scottish Sea Farms (in relation to their Tanera fish farm) and active leisure visitors make more use of Old Dornie’s facilities than the limited and cramped onshore facilities at Badentarbet.
1.5 Thus, the income and expenditure projections given in Section 3 below for a pontoon development to serve both local and visiting boats relate to Old Dornie Option C, even though there appears to be no immediate prospect of funding a project of this scale. As will be demonstrated, there is however scope in the short term to improve facilities at Old Dornie, manage the area more efficiently and actively than currently, and use this progress and evidence of community commitment as a lever should a realistic prospect of funding the pontoon development open up in the future. Ways that this opportunity might arise are discussed.
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Local Context
1.6 Marina and pontoon developments have been supported by public funding in many parts of the Highlands and Islands as ways in which relatively peripheral coastal communities can attract additional spending into their economies from visiting boats, supplementing visitors touring by road or staying overnight in local accommodation. Coigach is a high priority for economic development principally because of the population reduction that the area has experienced. It is classed as “fragile” by Highlands and Islands Enterprise (HIE) on the basis of population trend, low population density, and distance from a mid-sized service centre (Dingwall).
1.7 The population of the data zone that covers the area (SO1003963) has fallen significantly since 2001, as demonstrated below, in contrast to an equally significant increase in the population of the Highland Council area as a whole.
Table 1 – Population Change, 2001-2011
2001 2011 2001-2011 % Change Coigach 535 474 -11.4 Highland 208,900 232,100 11.1 Source: Census of Population
Table 2 – Age Structure in 2011
0-15 16-29 30-49 50-64 65+ Years of Age Years of Age Years of Age Years of Age Years of Age Coigach 65 49 123 129 101 Source: General Register Office Scotland Mid Year Estimates
Table 3 – % Age Structure 2011
0-15 16-29 30-49 50-64 65+ Years of Age Years of Age Years of Age Years of Age Years of Age % % % % % Coigach 13.9 10.5 26.3 27.6 21.6 Highland 17.5 14.7 26.3 22.4 19.1 Scotland 17.4 18.7 27.2 19.7 17.0 Source: General Register Office Scotland Mid Year Estimates
1.8 When more detailed figures from the 2011 Census are published, the characteristics of the decrease in Coigach will be possible to analyse, with information on changes in gender and age structure, in and out migration, second home ownership, etc. In Highland, in-migration has been a factor in strong population growth. Figures in Tables 2 and 3 above from annual Mid Year Estimates show the relatively elderly age structure of Coigach. The lack of affordable housing has contributed to the out-migration of young people, while the primary school roll has fallen to just 13.
1.9 Unemployment is relatively low in the area, for example average claimant count unemployment between November 2010 and October 2011 was 0.8% of the 2010 working population. This low rate has reflected movement out of the area by people for regular work, especially young people, and disguises underlying underemployment. The area is strongly dependent on tourism, which is very seasonal, with businesses such as the Summer Isles Hotel closed in the winter, and much
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reduced appeal for walking, marine activities, etc due to the weather and daylight hours. It is therefore important to maximise business income during the summer months, and making provision for yachting visitors and improving the facilities for boat trips, kayaking, etc would be a very useful means of attracting new markets.
1.10 In recent years, business closures that have reduced local employment and will have reduced local spending by visitors have included the Hydroponicum, the Summer Isles Foods smokehouse and (this year) Polbain Stores. Achiltibuie Garden has partially offset the loss of the hydroponicum (which had a café) and the Community Development Company has acquired the smokehouse, although a new business to help compensate for the loss of 10 full time and 2 part time jobs has yet to be established. If the site is developed as a tourism attraction, it would be a potential place to visit by yacht visitors to Old Dornie with pontoons, in conjunction with the nearby Am Fuaran Bar (which serves meals) and Failte gu Port a Bhaigh Campsite, whose showers could be used by boat crews.
1.11 Tanera Mor is currently for sale, and it is possible that a new owner would build on existing tourism provision on the island, which includes self catering properties, a sailing school and a café and studio that primarily serve tour boats from Ullapool and Achiltibuie (Badentarbet pier). A visit to Tanera Mor and the other Summer Isles would be an option for boats berthed at Old Dornie, and would encourage some visiting boats on cruises in the western Highlands and Islands to pay to berth for an additional night.
1.12 It is also possible, however, that a new owner of Tanera Mor might be less interested in tourism than the current owner, which would further deplete the area’s tourism-related employment and overall attractiveness to visitors. The Coigach community considered the option of community ownership, but financial viability was found to be a major concern through a feasibility study, and the vote was not to proceed with a possible purchase.
1.13 As noted in the Options Appraisal, Badentarbet pier provides the principal mainland link with Tanera Mor, and should it become unusable in the future, which is likely without the recommended repairs (see 4.1.1) at an estimated cost of £1.287 million, the case for investment in alternative provision at Old Dornie to give deeper water access is strengthened. It is possible that a new owner of Tanera Mor would wish to contribute towards improvements at either Badentarbet or Old Dornie should their activities (or family circumstances) entail significant boat crossings.
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2. THE DEMAND FOR PONTOONS
2.1 It is difficult to quantify in advance the demand for a new pontoon development in an area such as Coigach, which is not readily accessible by boat from the Clyde or Argyll; although the evidence below suggests that pontoon facilities and the appeal of visiting new places are increasingly attracting cruising yachts further north. Visiting boats will be important to the viability of a pontoon development (see Section 3 below), and the recent experience summarised below of other west coast and island harbours that have established or enhanced pontoon provision in recent years is encouraging.
Overview of the Sailing Market
2.2 The British Marine Federation (BMF) Key Performance Indicators report for 2011/12 produced in January 2013 shows that the t otal revenue of the UK leisure, superyacht and small commercial marine industry was £2.855 billion (+0.3% on 2010/11) . UK marinas employ more than 2,200 FTEs out of a total of almost 31,000 FTEs for the whole industry.
2.3 The revenue generated by the industry in Scotland totalled £86.2 million in 2011/12 (3.0% of the UK total), with value added of £27.0 million. All regions experienced a negative short-term / recessionary revenue trend compared to 2010/11, but there has been a modest increase since 2005/6. It was noted by BMF that some consumer services had recovered since the previous year, such as boat repair/services, charter/hire, inland marinas and chandlery.
2.4 The Watersports & Leisure Participation 2011 survey, co-sponsored by BMF, found that 5.9% of UK adults used leisure boats in 2011, which equates to up to 3.2 million adults, compared to 5.6% in 2010. More than half of these people were involved in some form of sailboat activity. The slight increase in 2011 was due to more casual participation, most likely due to a 5% reported increase in holidays being taken.
2.5 BMF produced figures for Scottish Enterprise in 2010 from a survey of their members which asked about demand at Scottish marinas by category of boat size. The results showed an overall excess of demand over supply, with 68% of members reporting an excess of demand in all categories, and all members reporting an excess of demand in the over 12-metre category.
2.6 A BMF study in 2007 of the Economic Benefit of Coastal Marinas in the UK and Channel Islands identified at least 236 coastal marinas that provided approximately 49,000 marina berths. The economic benefits from marina operation alone included:
Turnover of £113 million. Direct employment of 1,700 people. Added value of £69 million.
2.7 In addition, the associated marine and hospitality activities of marina operators were estimated to support a further 600 local jobs.
2.8 A key finding from the study was that most UK coastal marinas could not meet the demand for berths.
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2.9 An “Economic Impact of Sailing in the West Highlands” report for HIE produced in 2009 by TRC / EKOS assessed the economic impact of sailing in the West Highlands, as well as identifying the development potential within the area. Expenditures by the crews of permanently berthed and visiting boats in the areas covered by the report totalled £16.9 million, which it was estimated would have supported c450 full time equivalent jobs (ftes) in the Highlands and Islands.
2.10 A 2010 “Sailing Tourism in Scotland” report, also produced by TRC / EKOS, which was based on data up to November 2009, confirmed that the industry overall had continued to grow despite the economic slowdown and that demand is exceeding capacity, especially in West coast locations, as the following quote illustrates:
“It [berthing] is not yet a major issue curtailing significant levels of demand in all locations but is of significant concern in certain locations – notably the West Coast during the popular summer season – and with further growth in the sector will become more of an issue. This shortage of formal berthing is undoubtedly constraining onshore spend from boats and their crew in fragile rural economies”.
2.11 The demand from leisure boat owners and other people interested in sailing and other water sports that will be enabled by the availability of pontoon berthing at Old Dornie could include:
Permanent berthing by people resident in the local area who have boats or might purchase a boat to take advantage of the new sailing opportunities.
Permanent berthing by people resident further afield.
Visiting yachts (or power boats) using Old Dornie as a stopping point on a cruise or a daytrip destination from their home harbour.
Boats for charter that would be based at the harbour.
Pleasure / nature cruise boats that could sail from the harbour.
Increased kayaking, diving, etc activity fostered by the improved associated onshore facilities.
Visiting Yachts
2.12 The main messages in terms of demand from the review of other west Highlands and Islands harbours below are that pontoon berthing is becoming increasingly popular relative to moorings without immediate and safe access to the shore, and that additional provision tends to stimulate growth in yachting activity in future years – both at the harbour that installs the pontoons and at harbours to which the boats berthed at these pontoons sail.
(i) Mallaig Harbour
Mallaig Harbour Authority has a new marina with 50 pontoon moorings which opened in September 2011. In 2012, the first season of operation, the Port Manager reported that they had 807 different visiting yachts, as well as hosting 51 small local boats. He was very happy with the numbers for a first season and expects to attract more business when they install shower and laundry facilities. These should be available by 2014, which will enable Mallaig to be advertised as a fully operational marina.
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(ii) Tobermory Harbour Association
A 36-berth pontoon was installed in 2005. In 2009 they had about 7,000 visitor boat nights, which was up from 6,000 the year before (+16.7%) – although they only had 1-2,000 in their first year (2005). In 2010, although marginally down on 2009, they again had over 7,000 visitor boat nights, although they were virtually at full capacity through June, July and most of August. In July 2011, they increased the number of berths to 50 and, as a result, the number of boat nights increased to 8,671 (+24%) for that year. In 2012, by October, they had had over 9,000 visitor boat nights (about 30% more than in 2010). No residents use the pontoons – apart from the occasional night for which they pay the same rate as visitors.
They also have about 100 moorings, of which 70 are fully booked for permanent local use and 30 are for visitors. They have a waiting list of 29 for the local moorings.
(iii) Kinlochbervie
The Kinlochbervie pontoon development has been in use since March 2009, and the Harbour Master is very happy with the development. They had 98 visiting yachts in 2009, which represented an increase of 145% over the 40 the previous year, and 9 resident boats, which represented an increase of 80% over the 5 the previous year. In 2010, they had 119 visiting yachts (+21%) and a similar number in 2011 of 115. In 2012, by October, there had been 97 visiting yachts. Most of the visiting yachts using the pontoons were families and leisure groups, and most yachts only stayed 1 night (occasionally 2).
(iv) Lochinver
Pontoons were introduced at Lochinver in 2007 and they have about 32 berths for visiting yachts. In 2009 they had 149 visiting yachts, which represented an 11% increase on the previous year – although this was probably an underestimate as yachts which had purchased “season tickets”, i.e. had paid already, were not always accurately recorded. In 2010, they had 132 visiting yachts. However, although they don’t have the exact figures, the actual occupancy of the berths in boat/night terms was about the same since many of the visitors stayed longer than previous years, some for up to a month.
In 2011 and 2012 there were 116 and 115 visiting yachts respectively. Both years they sold 18 fifteen day cruising tickets, with the rest 48hr tickets – with boats staying either one or two nights at Lochinver or split between there, Kinlochbervie and Gairloch. In 2012 a lot of yachts stayed longer at Lochinver rather than cruising.
Also, about 20 small local boats are moored permanently at Lochinver.
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(v) Gairloch
The pontoons at Gairloch were installed in 2006. The numbers of visiting yachts have increased each year up to 2010, when they had 195 visiting yachts, which was about 10% up on the previous year. In 2010 the stays were of between 1 and 7 nights. Sometimes the longer stays were due to bad weather. Most of the visitors were family/leisure groups, especially in the holiday periods. Gairloch reported 98 visiting yachts in 2011, but, following the harbourmaster’s retirement in March 2012, the port was not staffed until August 2012.
(vi) Kyle of Lochalsh
A report on the Kinlochbervie proposals in 2004 showed that Kyle/Kyleakin received 2,000-2,500 visiting yachts, and there was a substantial increase in numbers since the introduction of pontoons.
Other Indicators of Potential Demand for Pontoon Berthing
Permanent Berthing
2.13 Table 3.2 of the “Sail West” report shows the number of berths and moorings available in 2008. For Lochaber, Skye and Wester Ross, this table shows 98 resident berths, 116 resident moorings, 129 visitor berths and 109 visitor moorings. Table 3.5 shows 100% occupancy of resident berths and 97% occupancy of resident moorings in Lochaber, Skye and Wester Ross. The “Sailing Tourism in Scotland” report confirms a high level of demand for resident berths on the West Coast, with average occupancy across the whole area running at 95%. These statistics pre-date the Mallaig harbour pontoon development, which has provided 43 dedicated yacht berths.
Visiting Yachts
2.14 Table 3.9 from the “Sail West” report gives the estimated level of visitor demand in 2008. This shows that the average visitor berth in the Lochaber, Skye and Wester Ross region was occupied for 53 boat nights (an estimated 12,550 boat nights in total). However, the more recent “Sailing Tourism in Scotland” report gives a figure for the whole West Coast region for 2009 of 65 boat nights generated for each berth, a 33% increase for the whole region over the previous year. This report showed that 15% of visiting boat nights in Scotland were spent by boats from overseas and 29% by UK boats from outside Scotland, with higher ratios for “tourist” boats in the west.
Potential Pricing
2.15 Under community ownership / management, there would be scope to set different pontoon and other charges from Highland Council to reflect local affordability, competitiveness and viability (see Section 3 below).
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Charges at Other Harbours with Pontoons
2.16 Most harbours with berthing facilities on the west coast are owned by Highland Council.
Highland Council currently charge annually £ 949.20 (£791+VAT) for a boat of 9-10 metres and £15.84 (£13.20+VAT) per night for visitors with a 7-10 metre boat at harbours with pontoon berthing (including Lochinver and Gairloch). The 6 month rate for a 9-10 metre boat is £634.80 (£529+VAT). The annual charge for a 14 metre boat is £1,881.60 (£1,558+VAT) and the equivalent 6 month rate is £1,260 (£1,050+VAT). A single night costs £23.76 (£19.80+VAT) for a 14-15 metre boat. There is also a £5 charge (incl VAT) for visits of up to 4 hours . The scale of charges for Tour Boats is higher than for private leisure craft.
Mallaig Harbour Authority charge £2.40 per metre per night (incl VAT) and £3.60 per night for electricity (incl VAT). They charge £12.00 (incl VAT) for a short visit of up to 4 hours (2013 rates). They do not give concessions for longer stays.
The Tobermory Harbour Association currently charge visiting vessels up to 15 metres £2.35 (incl VAT) per metre for a berth, water and electricity (including VAT).
Arisaig currently charge £12 per night for up to 11.5 metres (incl VAT).
Oban Marina (on the island of Kerrera) currently charges daily £2.30 (incl VAT) per metre. Their annual charge is £315 per metre (i.e. £3,150 for a 10 metre boat). Electricity is £3 per day.
Holy Loch charge annually £328.48 per metre (incl VAT) for an outside pontoon berth, (£3,280.48 for a 10 metre yacht). Their overnight rate is £2.10 per metre and they charge £5.50 for a stay of up to 4 hours.
Troon’s annual charge is £317.15 per metre (£3,171.50 for a 10 metre yacht, incl VAT). Summer berthing (6 months) is £263.78 per metre. Visitors are charged £2.63 per metre overnight and £10 for a day visit up to 6 hours.
The new and high quality Portavadie marina charge £259.15 per metre p.a. and £204.40 for 6 months (April-September). The overnight rate for the summer months is £2.15 per metre.
Toilets, showers and laundry facilities provided at Tobermory and Oban are not included in the berthing fee. Access to these facilities at Tobermory is coin operated, £2 each for showers. The washing machines and tumble driers are operated by £1 coins. The toilets are free to pontoon users (normally 20p). Oban also has coin operated facilities for laundry / driers, and 7 shower rooms.
Other Highland Council Berthing Charges
2.17 At harbours with limited berthing facilities (Group C), including Old Dornie, charges are lower than for Group A and B harbours. For example:
A 9-10 metre leisure craft would be charged £209 p.a. rather than £791 (excl VAT).
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A 9-10 metre fishing boat would pay £385 p.a. composite dues (inclusive of berthing, wharfage and landings) compared with £510 at a Group B harbour (e.g. Gairloch) or £650 at a Group A harbour (Lochinver or Kinlochbervie).
2.18 The annual composite dues for a fishing boat at Old Dornie range, for example, from £220 for a 6-7 metre boat to £965 for a 13-14 metre boat.
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3. INDICATIVE ANNUAL INCOME AND OPERATING COSTS
3.1 The projected revenues and expenditures below relate to Old Dornie Option C (breakwater and sheltered harbour) and assume that basic complementary facilities will be established onshore (see below). Without these, the economic impacts which will be important to funders are likely to be smaller. It is also assumed that the Coigach Community Development Company (CCDC) will own and manage the facilities – possibly through a trading subsidiary. Transfer of ownership from Highland Council will be necessary to maximise capital funding from public and charitable sources and to assure funders that the community, including its marine-related businesses, have a long term stake in the future of the development (with the possibility of later expansion).
3.2 Highland Council does not need to make a surplus or break even on the operation of each of its harbours – indeed it is likely that many individual harbours make a deficit (especially when maintenance and periodic repairs are taken into account). CCDC, however, will need to demonstrate to funders (as well as to the local community) that Old Dornie should be sustainable financially and well managed, and that scheduled and other periodic maintenance and repairs could be afforded. The annual surpluses that should be generated by Coigach Wind Power’s proposed 90kW wind turbine, if planning consent is obtained, would enable any annual deficit to be met should the community wish to use a proportion of surpluses from the turbine for this purpose (or to enable local boats to pay discounted rates).
3.3 Old Dornie Option C (see 6.3.5) is costed at early 2013 prices at £2,429,000, inclusive of 10% contingencies. Updating for inflation to 2014 or 2015 and adding the following facilities would bring the total cost up to around £2.8 million.
Taking out the tight bend in the access road to the harbour for larger vehicles.
Installing water and electricity supplies (costed by Highland Council in 1996 at £11,000 and £41,000 respectively), plus WiFi if available.
Creating a serviced site for buildings.
Building a small office on the site with toilets and units to rent to fishermen, kayaking businesses, etc for storage.
Creating additional car parking (as required) for pontoon users with a footpath to the access bridge.
3.4 It is assumed below that Highland Council’s automated fuel supply on the new pier would continue to be used by boats – i.e. no surplus from fuel sales is allowed for.
3.5 The projections for expenditure and income below are at 2014 prices and exclude VAT. Figures are given for Year 1 of operation of the pontoons and related facilities and for Year 3. Despite the initial publicity that can be generated and boat owners being keen to try somewhere new, experience elsewhere suggests that it takes time to establish full market presence. The operating costs below relate to the income projections given at 3.12 below – although to a (limited) extent, operating costs can be tailored to actual income achieved should this fall short of budget figures.
Maintenance costs include annual inspection, diving inspection of moorings every 6 years, and replacement of mooring chain risers every 8 years.
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Table 4 – Estimates of Annual Operating Costs
Year 1 Year 3 Management & Marketing £ £ Seasonal assistant 4,000 4,500 Administrative and office costs 1,500 2,000 Allocation for management and accountancy 500 600 Marketing 2,000 2,000 Services Water, toilets, electricity (and possibly WiFi) 1,500 1,700 Insurance Pontoons plus Public Liability, etc 3,000 3,000 Inspections Annual engineer’s inspection & diving inspection every 3 years 1,500 1,500 Replacements and Maintenance Annual allocation over 25 years 6,000 6,000 Cleaning 1,000 1,200 Crown Estate Lease at 6% of income assumed 900 1,200 Miscellaneous Costs 1,000 1,000 Total Estimated Costs (excluding depreciation) £22,900 £24,700
3.6 It is assumed that water usage would be included in the berthing charge, but that electricity and toilets charges would together cover their costs (also WiFi if provided).
3.7 Crown Estate lease costs vary from marina to marina, and it is assumed (on precedent) that the annual lease would be 6% of gross annual receipts from the pontoons, excluding VAT (see income assumptions below). Some allowance is made for boats currently using the harbour to pay more for pontoon berthing.
3.8 Marketing (including free publicity) would include advertising in publications that are read by yacht owners, website content and social networking, entries in tourist association publications and on their websites, promotion by local accommodation and other businesses, etc.
Estimates of Income
3.9 Highland Council has provided the following figures for recent harbour receipts (net of VAT):
2012/13 2013/14 £ £ Old Dornie Fishing 3,039 Commercial 1,806 4,408 4,845
Badentarbet Commercial 2,859 2,689
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3.10 It is understood that 13 fishing and commercial boats (including Scottish Sea Farms boats) are currently berthing regularly at Old Dornie and contributing towards the income above through annual or seasonal payments, but that leisure boats do not tend to pay – due largely to it not being economic for the Council to employ a local person to collect the charges. Local leisure boats are either on running moorings or moored further out, and visiting boats can increase the number of boats moored at Old Dornie to 30-40 during the summer season. It is assumed below, through a combination of increasing receipts from existing Old Dornie users and increasing charges to an extent to reflect improved safety, access at low tides, and onshore facilities that existing harbour users (i.e. excluding yachts that would use the pontoons) would together pay approximately double that currently received by the Council, i.e. £10,000 at 2014 prices.
3.11 The additional assumed income from pontoons relates to the 35 berths that would be provided for local small boats as well as visiting yachts through Option C. It is assumed that Highland Council’s current rates for pontoon berthing by leisure craft at Group A and B harbours would broadly be charged, i.e. c£800 at 2014 prices for a 8-9 metre boat. Boats available for commercial charter or providing passenger cruises would be charged at the same rate as leisure craft of the same length to encourage such provision; and any boats berthed for sail or other training would only be charged to cover any marginal costs that would be incurred by the harbour. To simplify the projections, it is assumed that boats paying for seasonal rather than full annual berthing would pay 75% of the annual charge, and that single visits (of however many nights) would be charged at the current Highland Council rate, averaging c£15 for an average length of boat of c10 metres (i.e. £1.50 per metre) plus VAT.
3.12 The following annual income is assumed:
Table 5 – Estimates of Annual Income
Year 1 Year 3 £ £ Existing boats (see 3.10 above) 10,000 10,000 New resident boats 9,600 12,000 New visiting boats 4,500 6,750 Total 24,100 28,750 less Annual costs (see Table 4) 22,900 24,700 Surplus / (Deficit) 1,200 4,050
3.13 The above projections assume that 12 boat owners would pay an annual equivalent charge of £800 (net of VAT) in Year 1. Indicatively, these would include 6 boat owners living locally or within driving distance of Old Dornie, 3 boat owners living further afield who would keep their boat at Old Dornie for a year, 2 boats available for charter, and 1 leisure trip boat. Total usage is expected to grow by 25% from 12 in Year 1 to 15 in Year 3.
3.14 Based on boat visits to other harbours in the western Highlands and Islands (see Section 2 above), it is assumed that there would be 300 visiting boat nights in Year 1 at £15 per boat (net of VAT), rising by 50% to 450 in Year 3. There would be an assistant on-site during the main season, and an honesty box at other times, but a degree of non-payment is allowed for.
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3.15 As complementary provision of pontoon berthing in the Highlands and Islands grows, visiting boat numbers should grow beyond the above projected levels. For example, Stornoway harbour is currently significantly expanding visitor berths and an ambitious project at Lochboisdale, being carried out by the community landowner, is creating a new pontoon development.
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4. DEVELOPMENT FUNDING
4.1 It will be very challenging in the current economic climate of reduced public expenditure to secure funding in the region of £2.8 million (see 3.3 above) to carry out Option C at Old Dornie. Recent pontoon developments in the western Highlands and Islands include the following (with costs and funding as given in press releases, etc):
Kyle of Lochalsh
15 additional pontoons, with upgraded toilets plus shower and laundry – approx cost £250,000, including a £233,000 grant from the European Fisheries Fund.
Shieldaig
11.5 metre floating pontoon – approx cost £85,000, including £46,500 from the Highland LEADER Programme, £15,000 from HIE, £15,000 from the Crown Estate, £5,000 from Highland Council, and local fundraising by the Shieldaig Sports Association.
Lochmaddy (North Uist)
£380,000 from the Crown Estate towards a 26 berth floating pontoon development for visiting vessels. This contribution towards a project initially costed at c£400,000 is the first Local Management Agreement that the Crown Estate has entered into, with Comann Na Mara and North Uist Estate.
Lochaline Marina
£215,000 project to complement 24 berth pontoons opened in 2011 (see below), including a new harbour office, showers, toilets, laundry and WiFi. Funding included £150,000 LEADER and £55,000 HIE.
4.2 The Sail West project led by Donegal County Council spanned a number of marina tourism developments in Northern Ireland and Scotland with EU funding through INTERREG IVA totalling 7.025 million euros, including berthing, other infrastructure and onshore facilities. Developments supported in Scotland were: Upper Loch Fyne (253,100 euros); Campbeltown (223,700 euros); Crinan Canal Basin (246,000 euros); Stranraer (597,000 euros); Lochaline (223,700 euros); and Mallaig (671,000 euros).
4.3 Currently, there is a hiatus between the 2007-13 EU Structural Fund programmes (including European Regional Development Fund and LEADER funding) and the 2014-20 programmes, but there might be a prospect, if pursued by the relevant authorities, of putting together an INTERREG programme that could build on the Sail West project and extend further north in Scotland.
4.4 Alternatively, or to provide a source of funding that might be supplemented by EU and / or other funding accessible to Scottish community projects, a set of projects, including the Old Dornie development, might be put together as a bid for “shovel ready” funding from the Scottish Government. A number of substantial infrastructural developments in the Highlands and Islands have already been funded through this mechanism.
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4.5 Such a bid might include other pontoon and related developments that require substantial funding (and would therefore provide significant construction-related employment), within Highland and / or with other areas such as the Outer Hebrides; or other types of development of local strategic importance in the rural Highlands and Islands. The Staffin Trust has a development plan at the Staffin slipway which would cost from £1.7 million to £2.6 million, and would be interested in a joint approach. Also, Kyle might need to spend around £2 million on a breakwater to protect its pontoons in rough weather and create a better harbour with more pontoons. Highland Council has said it would support such a collaborative effort.
4.6 The Crown Estate Coastal Communities Fund is another potential source of funding.
Impact
4.7 Support funding from HIE and other sources with an economic development remit would be based on the degree of additional economic impact that would be generated by a pontoon development as well as the area’s high development priority.
4.8 Spending opportunities for yacht crews within range of Old Dornie are limited, although use of the pontoons should tend to encourage related business development, either on site (through a café, bike hire, chandlery, etc) or in the wider area. Bike hire would be particularly useful through encouraging boat crews to explore the local area.
4.9 The 2010 Sailing Tourism in Scotland report, based on consumer survey, found that the average expenditure per visiting boat per night was approximately £130, including berthing; fuel; food and drink taken aboard; food and drink onshore; accommodation; entertainment; and retail purchases. Updated for inflation, this average spend would now be around £140.
4.10 In Coigach, with relatively limited spending opportunities and crews generally sleeping on their boat, a lower average spend of £100 is assumed (excluding the overnight berthing charge). In Year 3, 450 visiting boat nights are assumed (see 3.14 above). At average expenditure per boat per night of £100, local visitor expenditure annually would total £45,000. In addition, if an average of six people crew each of the two boats assumed to be available for charter for an average of 8 days on ten occasions during the summer, their annual expenditure (mainly in the wider area) would total £38,400 at an average expenditure of £40 per person per day. Adding local expenditure over the year by people who would berth their boat at Old Dornie but not normally live locally and additional general interest tourists attracted by the development of the services that would be available might give an overall additional spending impact of c£100,000 p.a. This would support 2-2.5 additional full time equivalent jobs (ftes), inclusive of supply chain and employee spending multiplier impacts, rising to at least 3 ftes adding harbour management and administration, leisure cruise boat crewing, etc.
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5. THE RECOMMENDED WAY FORWARD
5.1 In discussions about the company’s use of Old Dornie with the new production manager of Scottish Sea Farms’ Tanera Mor salmon farming site and the company’s logistics manager, it has emerged that the company is interested in improving berthing and staff safety and possibly establishing a shore base at Old Dornie. The farm site is currently fully staffed with 8 people employed and the possibility of an increase in the future. The company is considering obtaining a personnel carrying boat to operate from Old Dornie with a bigger wheelhouse, and would prefer to have a building there rather than using the shed currently leased at Badentarbet.
5.2 Bill Baxter owns the land at Old Dornie apart from the road and parking areas, and 5 feet either side which is owned by the Council. He would generally be in support of limited onshore developments and an upgrading of Old Dornie’s facilities, provided the proposals are appropriate and sympathetic to the surrounding landscape and improve the existing environment of the harbour area. The freeing up of the existing parking area so it could be used for parking might avoid the need to create additional parking areas.
5.3 In addition to the requirements of Scottish Sea Farms, and possibly fishermen who use Old Dornie, Norwest Kayaks would be interested in erecting or leasing a shed for their boats and equipment. The business launches kayaks from the beach at Old Dornie for day trips 7 days per week in July and August and around 4 days per week in May, June and September (subject to weather). This can bring overnight stay and bar and shop trade into the area, and improved facilities might increase their activity. A composting toilet and a water tap would be useful for themselves and their customers.
5.4 Highland Council might be willing to give CCDC a long lease on Old Dornie harbour if they could guarantee to keep the facilities in good condition. This would expand the scope for attracting funding towards development and enable the harbour to be managed cost effectively and for increased dues to be collected. A long lease might be preferable to ownership prior to the major development including pontoons (should this be fundable), and would give CCDC the opportunity to demonstrate improved management to funders.
5.5 Thus, in the short term:
Discussions should be held with Scottish Sea Farms and local landowners about a partnership that would bring mutual benefit. Funding from the company could contribute towards a Stage 1 development (see below), and its involvement should help attract funding from sources such as HIE if developments can be shown to increase the sustainability of its employment in a fragile area. It is also possible that such a partnership might include providing salmon for smoking at the Smokehouse.
Negotiations with Highland Council should start over a potential long lease (at no charge) on the Old Dornie facilities. It is not recommended that the community should consider ownership of Badentarbet, which could be a major liability.
Implementing the ‘Option A’ improvements to the New Pier would allow use of the pier at all tides, and would provide a ‘safety net’, retaining a usable base for access to Tanera Mor should the pier at Badentarbet become unusable.
A Stage 1 project should be firmed up for funding applications, to include:
Lengthening and widening the New Pier (Option A).
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Project No: 1520/D/Rev A
Creating an onshore service area, with business units and storage, some of which could be rented by CCDC, generating an annual income stream.
Taking out the tight bend in the access road.
Installing water and electricity supplies.
Public toilets.
Creating additional car parking if required.
Consent from the landowner should be obtained.
5.6 The total cost of this Phase 1 development might be in the region of £900,000. Lengthening the pier into deep water would remove the tidal restrictions on the pier by fishing boats and pleasure cruise vessels – increasing the scope to generate income from users.
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Project No: 1520/D/Rev A
Appendix B
Photographs
Project No: 1520/D/Rev A
Photo 1: Badentarbet - General View
Photo 2: Badentarbet – Landing Steps
Project No: 1520/D/Rev A
Photo 3: Badentarbet – Landing Steps and Boat
Photo 4: Badentarbet - Chloride attack on diagonal bracings
Project No: 1520/D/Rev A
Photo 5: Badentarbet - Chloride attack on diagonal bracings
Photo 6: Badentarbet - Chloride attack - exposed rebar
Project No: 1520/D/Rev A
Photo 7: Badentarbet - Chloride attack - exposed rebar
Photo 8: Badentarbet - Chloride attack throughout
Project No: 1520/D/Rev A
Photo 9: Badentarbet - Chloride attack
Photo 10: Badentarbet - Chloride attack
Project No: 1520/D/Rev A
Photo 11: Badentarbet - Undermined buttress (corner)
Photo 12: Badentarbet - Undermined buttress (corner)
Project No: 1520/D/Rev A
Photo 13: Badentarbet - Undermined buttress (corner)
Photo 14: Badentarbet - Undermined buttress (corner)
Project No: 1520/D/Rev A
Photo 15: Badentarbet - Undermined buttress (mid-pier)
Photo 16: Badentarbet - Undermined buttress (mid-pier)
Project No: 1520/D/Rev A
Photo 17: Badentarbet - Undermined buttress (mid-pier)
Photo 18: Badentarbet - Timbers support mid-buttress
Project No: 1520/D/Rev A
Photo 19: Badentarbet - Timbers support mid-buttress
Photo 20: Badentarbet - Timbers support rear of buttress
Project No: 1520/D/Rev A
Photo 21: Badentarbet - Timbers support rear of buttress
Photo 22: Old Dornie - New Pier - General
Project No: 1520/D/Rev A
Photo 23: Old Dornie - New Pier - General
Photo 24: Old Dornie - New Pier - Shallow at outer end
Project No: 1520/D/Rev A
Photo 25: Old Dornie - New Pier - Shallow at outer end
Photo 26: Old Dornie - New Pier - Exposure to South West
Project No: 1520/D/Rev A
Photo 27: Old Dornie - Storage and Parking
Photo 28: Old Dornie - Old Pier - General - Dries Out
Project No: 1520/D/Rev A
Photo 29: Old Dornie - Old Pier and Slipway
Photo 30: Old Dornie - Slipway - Very Short
Project No: 1520/D/Rev A
Photo 31: Old Dornie - End of Old Pier
Photo 32: Old Dornie - Old Pier and Approach
Project No: 1520/D/Rev A
Photo 33: Old Dornie - Shallow Approach
Photo 34: Old Dornie - Old Pier - Undermining of Deck
Project No: 1520/D/Rev A
Appendix C
Questionnaire Summary
Project No: 1520/D/Rev A
COIGACH COMMUNITY DEVELOPMENT COMPANY
OPTIONS STUDY FOR COMMUNITY OWNERSHIP OF BADENTARBET & OLD DORNIE PIERS
QUESTIONNAIRE SUMMARY
Note: The first answer on the list to the right of the pie chart relates to the first shaded sector clockwise, from 12 ‘o’ clock, on the pie chart (the second answer relates to the second sector…and so on.)
1. The Respondent (You or your group)
a) Please indicate which of the following describes you
b) Are you or your group.....?
Project No: 1520/D/Rev A
c) Where are you based?
d) How important are boats and piers to you?
Project No: 1520/D/Rev A
2. The Piers
a) Which pier or piers do you use, or have you used?
b) How often do you use the pier or piers?
Project No: 1520/D/Rev A
c) Do you find the condition of the pier or piers?
d) Would you use the pier(s) more if they were improved / extended / better appointed?
Project No: 1520/D/Rev A
3. Activities
a) What activities do you engage in at present?
Project No: 1520/D/Rev A
b) Are there any activities you would like to partake in but cannot without improvements to the pier(s)?
Project No: 1520/D/Rev A
c) Do you consider the onshore facilities attached to the piers to be adequate? (car parks, buildings, storage, launching facilities etc.)
Project No: 1520/D/Rev A
4. Level of Dues
a) If the piers were owned, operated and maintained by the Community Development Company, would you....?
b) If the company proposed improvements from which you (and others) would benefit, would you approve of an increase in dues (for all users)?
Project No: 1520/D/Rev A
c) How do you think dues would best be collected?
d) Do you think there is any case for an ‘honesty box’?
Project No: 1520/D/Rev A
e) Should dues be different for residents and visitors?
Project No: 1520/D/Rev A
5. Management
a) Would you be prepared to be involved in the management of community-owned piers?
b) What level of management would you be able to assist with?
Project No: 1520/D/Rev A
6. Improvements to Piers
What improvements to the piers would you like to see most? (Please list your priority from 1 (highest) downwards at each location.)
a) Badentarbet
b) Old Dornie New Pier
Project No: 1520/D/Rev A
c) Old Dornie Slipway
d) General
7. Can you contribute?
Project No: 1520/D/Rev A
Can you offer any skills or abilities that might assist in managing the piers, if they are taken over by the community?
8. Are there any other views you would like to express on the subject of Coigach Piers and Community Ownership?
Completely mismanaged Misused by users Why spend on a constantly expanding scrapyard? Compensation for relieving HC of burden Tax payers should have well maintained facilities
Concrete harbour at Badentarbet – more at heart of Community Be able to tie up boats alongside Old Dornie (New) Piers could be better run Dues random Toilets/water needed How to enforce dues Community only hope! Support of sustainable HC transferring liabilities
Project No: 1520/D/Rev A
9. Would you be supportive of proposals to improve the piers and facilities?
10 . Any General comments or requests:
Forget Badentarbet; create a bay at Old Dornie Breakwater at Old Dornie, improve pier Rubbish a big issue Storage of boats and equipment should be charged No increase in storage or workshops More car and trailer parking – 2 Old Blyth & Blyth plans as displayed in Hall Need meeting Pay £800 p/a – can we raise enough from a few boats? Forget Badentarbet, use Old Dornie – lengthen, widen, create bay and deep water Maintenance cost lower than Badentarbet – only visible solution Info panel – uses and history Parking and signage improved, short stay parking for kayaker Stop overnight parking of minibuses/camper vans on piers and green Stop rubbish and scrap dumping Remove rubbish
Project No: 1520/D/Rev A
Appendix D
Drawings
Project No: 1520/D/Rev A