Whitby Feasibility Study Group1 Team 2 Whitby feasibility Study Group 1, Team 2 Alan Majeed Edison Derrick Mugoya Sabah Anwar Hamagareb Khalid Al-Ahbabi Suhayl Motara 12017553 12006149 12017737 11023194 12008545 Client: Coastal Development Consortium (CDC)
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Whitby Feasibility Study Group1 Team 2
Whitby feasibility Study
Group 1, Team 2
Alan Majeed
Edison Derrick Mugoya
Sabah Anwar Hamagareb
Khalid Al-Ahbabi
Suhayl Motara
12017553
12006149
12017737
11023194
12008545
Client: Coastal Development Consortium (CDC)
Whitby Feasibility Study Group1 Team 2
Executive Summary Report (Alan Majeed) Team Two has been contracted by the Coastal Development Consortium (CDC) to
undertake feasibility study on the proposed regeneration and development of the harbour
zone of Whitby. A site investigation within the Whitby town and its environments illustrate
that there are conceivable ways of improving the harbour regions with numerous ideas that
can address the economic matters and other problems facing the town of Whitby. This report
demonstrates that the nominated options suggest adequate flexible designs to be
established that will address the complete requirements within affordable budget and
reasonable time.
This feasibility study is anticipated not only to let the town to carry on to flourish, but also to
blend in with the traditional values, historical characters that include both architectural
displays and memorials of the town. Additional attentions was given in this study that is
adapted towards certain considerations that include the restrictions of planning approval’s
such as; historical protections of archaeological artefacts, protected species of flora and
fauna, sustainability and energy sources along with environmental impact, exposure
conditions of materials used because of the predominant climatic conditions, transporting
materials with specific attention to Whitby’s traffic congestion and the detailed geology of
the area as well as the proposed sites.
At present Whitby town is facing many problems which have been measured from our study,
such as; coastal erosion and flooding, young population leaving Whitby and seeking better
life style, costly maintenance of the Swing Bridge, traffic congestion, current parking areas,
decreasing fishing and cargo industries, and the need to improve incomes all year round
from various sectors like tourism and leisure.
Matrix method was used in selecting different proposals through a series of parameters that
includes all the matters that has to accommodate the client specifications, to allow us chose
the most feasible and appropriate solutions after being critically evaluated and scored
against advantage and disadvantage measures.
The following developments have being proposed after taking account of Creating Revenue
for the CDC and making it economically sustainable with an improvement to tourist
attractions;
The report of the development has discussed Park and Ride Scheme, from choosing
of the location, size of facility in terms of the capacity, the environmental impact of the
development within a national park and the design that it blends in to its natural environment
as finest as is possible.
The total area of the site is 11.9 ha that makes it 119,000 m2 ,located on south east side of
Whitby on Stainsacre lane (A171) leading to Scarborough, this location is only 1.1 miles
away from the high bridge and 1.7 mile away from Whitby town centre. A.M
Whitby Feasibility Study Group1 Team 2
The detailed designs for the provision of a 1785 space car park situated within the Park and
Ride site including 96 spaces for people with special needs and 11 spaces dedicated for
coaches. The site contains a large furnished waiting area for passengers with two separate
toilets for ladies and gents, two offices for stuff and drivers along with a shop/ café. A
transportation system was examined with possible routes and solution of small electrical
buses was decided because of speed and manoeuvrability purposes which would be a
problem with in a town of narrow road passageways.
A multifunctional building located on the endeavour wharf on the west side of the
river Esk on Langborne road with the total area of 9,487.89 m2. The building will be
architecturally challenging as it will need to be the centre of the new development both
commercial and economical whilst retaining an aesthetically accepted design to the locals. It
is sustainable in operations, integrated with the environment and with a minimum effect on
the flora and fauna ecosystem.
The building contains Basement, ground floor, first and second floor and each floor will be
used for different purpose such as; educational and training, cinema, theatre, cyber café,
seminar rooms, museum gallery and temporary Exhibition and café shop.
For improving the harbour zone the first proposal is improving the main pontoon on
west side and extending the existing pontoons towards the high bridge in the south by
building 200 more moorings with platforms. The second part of the solution was building a
Boats-storage on the Langborne road beside river Esk, which is a safe building where the
boat owners could leave their boats for a long or short time and their boats will be locked
and stored, the building is also contain service and fuel station where the boats can be
repaired or topped up with fuel.
For the architectural compatibility reason the building shape is designed as an upside down
boat to make it more appealing to the area. The total area required for this proposal is one
acre of land. The storage capacity of this proposal is 70 small and 50 large boats, which
means another 120 free spaces created in the pontoon/marina area to be used by other
boats.
A new two leaf bascule bridge with a length of 118m having a single carriageway of
3m width and two pedestrian walkways of 3m width on each side will be built crossing
Endeavour Wharf adjoining church street on the west side of Whitby. Team two decided that
the swing bridge should undergo a full refurbishment and become a pedestrian only bridge
with installing benches, lighting, hanging flower baskets and other makeovers.
The report contains water sport activates proposal which attracts more tourism to
Whitby and creates more jobs for locals especially young people, also gives them an
opportunity to enjoy living in Whitby.
A.M
Whitby Feasibility Study Group1 Team 2
For providing more energy resources a new off shore wind farm would be an
excellent opportunity for Whitby and a particular location 15 km away from the coast was
chosen for this proposal with an estimated capacity of 500MW and the total area needed for
this off shore wind farm will be about 260 km2.
The total cost for the above proposals has been estimated as £1,516,597,300
Method statements and risk assessments are provided for the safe construction of the
double bascule bridge and multi-function building including Gantts chart.
RECOMMENDATION
We recommend for development outside the Harbour zone based on some of the initial
considerations, we believe that a new canal proposal would be an alternative means of
indulging majority of the Whitby’s problems as picked up from the site Investigation and the
clients brief, after the above mentioned proposals have been implemented.
A.M
Whitby Feasibility Study Group1 Team 2
Table of Contents Executive Summary Report (Alan Majeed) ...................................................................................... 2
Table of Contents ................................................................................................................................. 5
List of Figures: .................................................................................................................................... 10
List of Tables: ...................................................................................................................................... 14
Site Investigation (Alan Majeed) ...................................................................................................... 15
Location and routes; ...................................................................................................................... 15
History of Whitby; ........................................................................................................................... 15
Appendix A ........................................................................................................................................ 180
Minutes and Progress Checks (Edison Derrick Mugoya) ...................................................... 180
Appendix B ........................................................................................................................................ 194
Matrix Forms for initial Consideration ........................................................................................ 194
List of Figures:
Figure 1 river Esk going through Whitby (team camera) ...................................................... 15
Figure 2 Parkol ship making site (team camera) ................................................................. 16
Figure 3 jet and alum (http://herb-magic.com) ..................................................................... 16
Figure 4 The Abbey, St Stephen's Church and 199 Steps. (Team camera) ........................ 17
Figure 5 the piers and swing bridge when opened. (Team camera) .................................... 18
Figure 6 One way road and narrow streets.(Team camera) ................................................ 19
Figure 7 High bridge and the steam train. (Team camera) .................................................. 19
Figure 8 buildings in Whitby, photo taken from 199 steps.(Team camera) .......................... 20
Figure 9 effect of weather on steel. (Team camera) ............................................................ 20
Figure 10 vertical succession of Jurassic rocks in Whitby (student handbook) .................... 21
Figure 11 Geological section through the Whitby harbour. (Student handbook) .................. 22
Figure 12 Contour map of Whitby. (Student handbook) ....................................................... 23
Figure 13 bolts driven through some houses on Church Street. (Team camera) ................. 24
because our buses can drop them close enough to all this locations and pick them up
in return.
It works out cheaper for them to use our Green P&R because they will be charged
once for both car parks and delivering them in the return journey to the town centre
on our buses.
It helps people with disability or old people and families with young kids to get around
Whitby’s famous places such as the places mentioned before and not worry about
parking or how to get to the places and return.
They could avoid the traffic and get to the town centre quickly.
We could reduce traffic congestion dramatically, since we offer these stops people
don’t have to take their cars to these locations where we believe they are the main
causes of traffic congestion because they are the attraction locations for visitors.
The second service is called Whalebone Arche to Green P&R and this contains three
stops also, because people who has been to the town centre and the famous locations and
decided to go back to their vehicles they could do so, at the same time our buses don’t have
to return empty but rather the same bus which terminates the service at Whalebone Arch, it
could start the journey back to the Green P&R through the three previous stops, in this way
we could cut down the cost of fuel and less CO2 emission
Journey Two (Whalebone Arche to Green P&R):
Stop1 Whitby Museum
Stop2 Station Square
Stop3 Green P&R where the service is terminating.
A.M
Whitby Feasibility Study Group1 Team 2
The whole journey will take minimum 13 minutes but again it depends on traffic and different
times during the day, during the rush hour it could take a bit more than 13 minutes.
The duration and distance of this journey shown below;
Figure 80 Journey Two; Whalebone Arche to Green P&R.
It is worth mentioning that we could also provide another route or service to Whitby Abby if
planning permission approved, because Whitby Abby is the location that almost everyone
who visits Whitby end up there and it’s the final location for many visitors after spending
most of their time in the town centre, so it could be quite busy location and it’s a good idea to
pick up passengers especially old and disabled people or family with kids.
The service is only one stop, distance and duration shown below;
A.M
Whitby Feasibility Study Group1 Team 2
Figure 81 distance and duration for Whitby Abby service shown.
A.M
Figure 82 Map of Green P&R route to Whitby Abbey only.
Whitby Feasibility Study Group1 Team 2
Electric Bus:
Figure 83 Electric Bus
Similar buses will be used in the park and ride plan, comparable Electric Bus is already in
progress on the demanding Route 7 bus service in Milton Keynes to evaluate the technical
and commercial feasibility of all-electric buses and to prove that low-carbon transport can be
a cost-effective and efficient alternative to fuel buses.
The cleverness behind these types of buses is that there is no need to be plugged into the
mains, the electric buses have their batteries recharged wirelessly. Every hour about ten-
minute boost is enough to empower them to operate all day. Normally this is done
throughout programmed driver breaks.
The speed which the bus can be recharge is that uses induction power transfer through
wireless charging system and this innovation makes it possible for the bus to match the
capabilities of the fuel or diesel counterparts.
Also these sizes of buses were decided because of speed and manoeuvrability purposes
which would be a problem with in a town of narrow road passageways. A.M
Time schedule P&R schedule varies from the tourist peak season to the time when the tourism drops, below
the time table shown for different season during the year. The information should be shown
Whitby Feasibility Study Group1 Team 2
at every P&R stops and also in Park and Ride site, Whitby bus station and Whitby visitor’s
information centre.
Table 8 Green P&R Time Schedule
Season/ Days Operation Hours
April- September
Monday- Friday
Weekends/ Bank Holidays
Service every 15 minutes
7am to 9pm
6am to 10pm
October- March
Monday- Friday
Weekends/ Bank Holidays
Service every 25 minutes
7am to 4pm
7am to 7pm
Fares
The fares will be similar or close to the existing Park and ride in Whitby, fares shown
below.
Table 9 Park and Ride Fares
Type of fare Price
Basic fare Single £1.50
Return £2.30
Young person
(aged 5 - 17 years old)
Single £0.75
Return £1.15
Concessionary fare scheme
(people with a senior or disabled persons bus
pass)
Return £1.15
Family ticket
(up to two children under 16 and two adults)
£4.80
Weekly ticket £10
Monthly ticket £35
A.M
Cost:
The method we used to calculate the total cost of constructing Green P&R was comparison
method, which means compare to similar project we determined the total cost.
Whitby Feasibility Study Group1 Team 2
Compare to the existing park and ride in Whitby the total cost could be around £3500000 -
£4000000, because of the size of the site and the capacity of parking spaces.
Conclusion; The Green Park and Ride Facility proposed for Whitby; it can be determined that the viability
of the development has a strong argument. The report of the development has discussed the
design requirements for such an important facility, from choosing of the location, size of
facility in terms of amount of cars it can service, the environmental impact of the
development within a national park and the design that it blends in to its natural environment
as finest as is possible.
A transportation system was examined with possible routes, a solution of small electrical
buses was decided because of speed and manoeuvrability purposes which would be a
problem with in a town of narrow road passageways.
A design for the Station building to service the Car Park was considered with a total cost of
construction around £3500000 - £4000000. Final designs would be subject to the national
park planning specifications
A.M
Whitby Feasibility Study Group1 Team 2
AM
Figure 84 Green Park & Ride Construction Gantts Chart (with total of 207 days)
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Set up a location for establishment
Prepare the location for Basic material to Arrive
Site investigation
Site excavation
Sewage and pipe networking
Installing the reinforced steel bars
Pouring the foundation
Building facilities
Grasscrete parking spaces
Road layout
Asphalt-Road
Paint and mark the bays
Land scaping
Clearing the site
Whitby Feasibility Study Group1 Team 2
87
Endeavour Wharf Centre (Edison Derrick Mugoya)
Training is the acquisition of knowledge, skills, and competencies as a result of the
teaching of vocational or practical skills and knowledge that relate to specific useful
competencies. This proposal is located on the endeavour wharf of Whitby’s upper harbour
on the west side of the river Esk. This facility is a tertiary sector of development, in the sense
that it provides a service for the people that will require it. The endeavour wharf centre is a
multifunctional structure that will be architectural challenging as it will need to be the centre
of the new development both commercial and economical whistles retaining an aesthetically
accepted design to the locals. It will have to be sustainable in operations, integrated with the
environment and with a minimum effect on the flora and fauna ecosystem.
The Location of the endeavour wharf is on a grid reference of NZ 89684 10723 and
the area of development is given as 9,487.89 m2 as shown (fig 1). Figure 1 shows the
proposed area of development highlighted in purple and its location on the west side of the
river Esk.
Geology of the endeavour wharf centre location The geology report covered in the later section covers the general geology of Whitby and
relying on that information is a little vague. The location of the centre has a borehole BH 111
and BH 110 located on the north of the proposal and provides us with adequate information
regarding the soil beneath the endeavour wharf. As shown below (fig 2) over the proposed
centre only one superficial deposit rock type covers the area that is alluvium (AVL).
E.D.M
Figure 85 Construction site area
Whitby Feasibility Study Group1 Team 2
88
More specifically endeavour wharf centre proposal has the borehole data BH 111,
BH 110 listed in table 1 below. The data in the tables are given to a depth up-till 25meters
below the ground surface.
Table 10 BH110 GL
BH 110 GL- 1.96m AOD
Soil Type Thickness (m)
Soft, black clayey silt with decomposed plant debris and wood 1.30
Soft, dark brown silty clay with pieces of wood and sub-angular
gravel
0.80
Soft grey / brown organic material becoming silty alluvium 2.90
Firm red / brown clay 1.80
Medium sub-angular to Sub-rounded grey brown gravel with
sand and sub-angular sandstone cobbles.
6.70
Light grey highly weathered siltstone very weak 1.60
Grey to black thinly laminated mudstone highly fossiliferous.
Fracture spacing close to moderate.
8.60
Table 11 BH 111
BH 111 GL- 5.82m AOD
Soil Type Thickness (m)
Soft grey / brown silty clay with fine sub-angular gravel 2.00
Soft to firm red / brown sandy clay 2.10
Medium sub-angular to sub-rounded grey brown gravel with sand
and sub-angular sandstone cobbles.
1.05
Figure 86 Overall geology of Whitby area at a map scale of 1:5000 (digimap reference, 2014)
E.D.M
Whitby Feasibility Study Group1 Team 2
89
dark grey / brown weathered siltstone and mudstone weak to
moderate strength
3.35
Grey to black thinly laminated mudstone highly fossiliferous.
Fracture spacing close to moderate.
11.50
Based on the data from the borehole we can find the material strength of each
sedimentary level and calculate the ultimate bearing capacity and shear resistance of the
soil at which the structure will be resting on. This information will help us decide the depth to
which the foundation should reach and also give us an idea as to whether underground
parking would be structural stable as a viable attempt to reducing congestion within this
area.
Flood risk around the endeavour wharf, flooding is a major challenge in any coastal
or flood plain development. According to Whitby’s history on flooding it has had several tidal
and overflow bank floods from the river; last major one occurred in 1983.
The areas that are directly affected from these phenomena’s are within the flooding
plain of the river Esk. Church Street, Pier Road and New Quays Road just to name a few
where seriously affected when the over flow of sea water was pushed upstream. A
substantial amount of water rushed in a manner that the river Esk couldn’t handle busting its
banks and flooding the upper harbour. The harbour area was covered with water reaching a
height of 1
2 meter making it difficult for many businesses and shops in this area to function.
The endeavour wharf centre like
the designs seen off Spital Bridge
whereby the ground floor area was used
as an open area and nothing of significant value is located on the ground level. This is a
method used with structures over the sea sides as an effect to keep the water out. A
prediction of rising sea level water in Whitby area is assuming 5mm/year, given a decade or
so this figure may increase making it more of a risk to the structures in Whitby. The highest
recorded tide at Whitby is 3.0 m so our design must incorporate this into the design of the
centre. The expected sea-level rise associate with climate change will result in an increase
in the probability of flooding, Floods period are expected to occur every 50yrs, so the next
major flood is expected to happen around 2030 because the last major one was in (1983),
with more risk and affect. Strong floods are known to damage and break water piers so the
structure proposed will have to withstand these elements without over designed parameter,
what I mean by that is a thick column that is costly in terms of material but still provides a
relatively strong means of protection against the floods.
E.D.M
Whitby Feasibility Study Group1 Team 2
90
As shown above if
the water level rises and the river floods its banks then the occupants of the building won’t
be affected as the first floor is raised to a level above the highest recorded flood. This design
element has a huge cost benefit in times like these where the property damage to the
structure will be minimized and it provides easy access for the water to spread during the
flood. Buildings and other structures within a flood plain zone only increase the discharge
time of the river, however a good drainage system may pose as a solution to spread the
water out more quickly avoiding/reducing the chances of a flood.
Sustainable use of the structure
The endeavour wharf provides a fantastic location that will be an attraction to tourists
and will bring a new iconic symbol to Whitby. The endeavour wharf centre will have to be
sustainably managed during the operations of the build. A computer will monitor the
temperature, air quality, and usage of electricity, water and gas within the structure. It will
attempt to maintain a comfortable space whistle using minimal energy. It will be a
monumental and an aspirational concept that should be considered as the golden nugget to
the Whitby experience, a must see facility.
The Integrated design of the endeavour wharf will have masts like captain cooks
ship, however the masts are designed to channel warm air through it to then turn turbines
and generate its own electric. This technology though farfetched can be a pioneering
example to the buildings ability to sustainable manage and control its environment.
Furthermore, its proposed that orientation of the building is north facing to allow maximum
exposure to the sun light so as to use less energy for lighting up rooms and spaces. Also
solar panels may be considered though a downside to it is that it might be visually
unappealing to the nature of Whitby’s upper harbour scene.
E.D.M
Figure 87 Good example of basement design
Whitby Feasibility Study Group1 Team 2
91
The endeavour wharf centre will accommodate a space suitable for a temporary exhibition,
art gallery and museum. This space will be open to the public and will also act as a tourist
destination attracting more tourism to the endeavour wharf centre. On the ground floor shops
and restaurants such as fish and chips shops, McDonalds and pizza hut may be situated
here as well. Some ideas of the usage of space include a bowling alley way and indoor mini
golf structure as such activities will draw the youth back into Whitby.
E.D.M
Figure 88 Proposal design for the endeavour wharf centre (AutoCAD drawing, 2104)
Whitby Feasibility Study Group1 Team 2
92
On the 1st floor of the centre this space has been used for the allocations for 2 lecture
theatres and 3 seminar rooms for the sole purpose of training. Smaller standard class rooms
may be added depending on the nature of training the client will be interested in attaining.
This floor is dedicated to an educational firm that will provide unique skills not learnt from
school; skills such as culinary class and boat and sailing training for fisher men and boat
management. The lecture theatres are multipurpose so they can be converted into cinema
theatres providing an additional 2 screens on show. Currently there are no proper cinema
facilities in Whitby so this will be a first of its kind, with huge benefits for the young and old
population demography.
On the 2nd floor computer suites or cyber café will we allocated in the space available
after the office spaces and meeting rooms have been taken. The needed for good office
space screams out in Whitby as old buildings may be a tourist attraction but are not suitably
designed for modern office work of today. Standard office size rooms and working spaces
have increased with time some this floor is dedicated to a design for a large investing
company that will require office spaces in the heart of Whitby city. The office space will
include its own kitchen and bathroom facilities and a reception area as well.
As shown above (fig 5) the proposed endeavour wharf centre also provides some
room for parking facilities on its south face for the offices located on the 2nd floor of the
centre. This reduces the number of cars parked on the side kerbs of hotels and restaurants
also it will aid in increased parking if sections of it where open to the public but charged
slightly more for the purpose of numbers.
Materials Used for Construction
(Fig 6) above shows the proposed centre in a 3 dimensional conceptual view. The roof in the
lower section is made from a transparent synthetic plastic that is both durable and elastic.
This material can withstand pressure of up to 150MPa. (http://www.matweb.com/). This
gives the glass the ability to resist breaking under tensile stress which is one of the most
important and widely measured properties of materials used in structural applications. Table
2 below gives the ultimate tensile strength of the proposed plastics that could be considered.
Table 12 The ultimate tensile strength, elongation and modulus of various plastics
(http://www.matweb.com/)
Polymer Type Ultimate
Tensile
Strength(MPa)
Elongation (%)
Tensile
ModulusPa)
E.D.M
Figure 89 Conceptual drawing of the endeavour wharf (AutoCAD drawing)
Whitby Feasibility Study Group1 Team 2
93
ABS 40 30 2.3
ABS + 30% Glass
Fiber
60 2 9
Acetal Copolymer 60 45 2.7
Acetal Copolymer
+ 30% Glass Fiber
110 3 9.5
Acrylic 70 5 3.2
Nylon 6 70 90 1.8
Polyamide-Imide 110 6 4.5
Polycarbonate 70 100 2.6
Polyethylene,
HDPE
15 500 0.8
Polyethylene
Terephthalate
(PET)
55 125 2.7
Polyimide 85 7 2.5
Polyimide + Glass
Fiber
150 2 12
Polypropylene 40 100 1.9
Polystyrene 40 7 3
The main structure of the building i.e. the core area and all the columns and beams will be reinforced with rebar’s of M35 (table4) which can withstand a tensile force of 7.85kgm-1 and the concrete used will have a Characteristic compressive strength of 30N/mm2 at 28 days with a 2.5% defective rate (k=1.96). Portland cement class 42.5 proposed with a maximum aggregate size, 20 mm and a maximum free-water/cement ratio, 0.55 the minimum cement content, 290kg/m3. Fine aggregate grading as following table. Table 13 Taken from calcrete computer learning package the fine aggregate grading table.
Sieve size Weight retained (g)
5 mm 0
2.36 mm 40
1.18 mm 40
600 μm 70
300 μm 200
E.D.M
Whitby Feasibility Study Group1 Team 2
94
150 μm 100
Pan 50
Metric sizes
Metric bar designation represents the specified rebar stick diameter in millimetres, rounded to the nearest 5 mm.
Table 14 list of rebar’s and their tensile strength taken from http://www.rebar-info.com/
Bar
Size
Mass
(kg/m)
Nom
Diam.
(mm)
Cross-
Section
Area
(mm2)
#10 M 0.785 11.3 100
#15 M 1.570 16.0 200
#20 M 2.355 19.5 300
#25 M 3.925 25.2 500
#30 M 5.495 29.9 700
#35 M 7.850 35.7 1000
#45 M 11.775 43.7 1500
#55 M 19.625 56.4 2500
Based off the general rock types used in Whitby surrounding structures Shale would be
suitable for the walls and bricks could be made from the rock cliff sides on the east cliff.
Several detailed designs combined makes up the single viable solutions
Combination of the commercial development and Bridge
Please address to all the area of the brief
Methods statements and Risk assessment, for commercial and bridge development
We need 10 more significant methods of construction operations, foundation, roofing, shear walls and glass windows fittings such stuff
Every proposal should consider flooding, erosion weathering etc off the brief note…
For example the endeavor wharf provides a fantastic location that will be an attraction to tourists and will bring a new iconic symbol to Whitby other than the captain cook boats and famous fish and chips attractions of current times. It will be monumental, aspirational and considered as the golden nugget to the Whitby experience, a must see facility.
Training Centre will be done by Edison Derrick Mugoya.
Drawings printed in A3 for both commercial and bridge, in a first angle projection
E.D.M
Whitby Feasibility Study Group1 Team 2
95
Clearing land for Development
E.D.M
Figure 90 Tracked excavator (internet Reference)
Whitby Feasibility Study Group1 Team 2
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Planning Scope
Clear Land for Development
Excavate to 25m depth
Bored or Driven piles
Reinforcements added to piles and Slab
Slab of concrete to piles
Basement Pillars and columns
Geogrids and Earth refill
Floor Slab to begin ground floor
Columns and Core Areas construction
Assembling stairs and lift shaft
Anochring the Cranes and sites manuoevurings
Joints to the main floor slab
Bolting Plates to columns and beams
Erections of scaffolding
Formworks and Cladding
Roof fittings
E.D.M
Whitby Feasibility Study Group1 Team 2
97
The equipment in this category includes machines that are used in digging
excavations and in trenching operations. Although many operations that involve digging
material could be called an excavation, we have listed equipment here that is most often
used to dig more size limited excavations and trench excavations.
Some of the equipment listed in this section is used in various precision types excavating
due to their manoeuvrability. The large “mass excavators” will be found in the earthmoving
and mining section that follows.
[1] Leading the list of excavating and trenching equipment s is a combination type
machine called the loader backhoe, backhoe loader, or tractor backhoe. This is one of the
most versatile pieces of equipment built. Dredges are machines that are used to excavate
are that are under water. Dredges are used to deepen harbours and waterways and in that
sense are excavating machines and are included in this section. They are also used in
underwater mining. (Rhino Marketing.inc 2014)
[2] Excavators come in two basic forms, as shown in figure 7 tracked and wheeled.
The tracked excavator is more common place, due to it having better flotation and traction
characteristics than the wheeled excavator. These machines are used in many different
industries due to their versatility. Chain and wheel trenchers are effective at creating
trenches that are dug close to design depth. Trenches that are not dug deep enough can
often result in having to re-dig the trench, often from the side in an operation known as side-
digging. This can be very wasteful and expensive. Digging trenches that are deeper than
necessary is also wasteful and expensive, and is known as unnecessary “over dig”. (Rhino
Marketing.inc, 2014)
EDM
Figure 91 Figure 7 Gantts Chart On the different construction Operations
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Figure 92 The Drills used for Bored piles (http://www.heavyequipment.com/heavy-
equipment/excavation-trenching.)
E.D.M
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Figure 93 Crane used for lifting (Internet, reference 2014)
Cost of Endeavour EDM
Table 15 Unit Price
TABLE 5-2: Unit Prices in Two Contractors' Bids for Roadway Construction
Items Unit Quantity Unit price
1 2
Mobilization ls 1 115,000 569,554
Removal, berm lf 8,020 1.00 1.50
Finish subgrade sy 1,207,500 0.50 0.30
Surface ditches lf 525 2.00 1.00
Excavation structures cy 7,000 3.00 5.00
Base course, untreated, 3/4'' ton 362,200 4.50 5.00
Lean concrete, 4'' thick sy 820,310 3.10 3.00
PCC, pavement, 10'' thick sy 76,010 10.90 12.00
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Concrete, ci AA (AE) ls 1 200,000 190,000
Small structure cy 50 500 475
Barrier, precast lf 7,920 15.00 16.00
Flatwork, 4'' thick sy 7,410 10.00 8.00
10'' thick sy 4,241 20.00 27.00
Slope protection sy 2,104 25.00 30.00
Metal, end section, 15'' ea 39 100 125
18'' ea 3 150 200
Post, right-of-way, modification lf 4,700 3.00 2.50
Salvage and relay pipe lf 1,680 5.00 12.00
Loose riprap cy 32 40.00 30.00
Braced posts ea 54 100 110
Delineators, type I lb 1,330 12.00 12.00
type II ea 140 15.00 12.00
Constructive signs fixed sf 52,600 0.10 0.40
Barricades, type III lf 29,500 0.20 0.20
Warning lights day 6,300 0.10 0.50
Pavement marking, epoxy material
Black gal 475 90.00 100
Yellow gal 740 90.00 80.00
White gal 985 90.00 70.00
Plowable, one-way white ea 342 50.00 20.00
Topsoil, contractor furnished cy 260 10.00 6.00
Seedling, method A acr 103 150 200
Excelsior blanket sy 500 2.00 2.00
Corrugated, metal pipe, 18'' lf 580 20.00 18.00
Polyethylene pipe, 12'' lf 2,250 15.00 13.00
Catch basin grate and frame ea 35 350 280
Equal opportunity training hr 18,000 0.80 0.80
E.D.M
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Granular backfill borrow cy 274 10.00 16.00
Drill caisson, 2'x6'' lf 722 100 80.00
Flagging hr 20,000 8.25 12.50
Prestressed concrete member
type IV, 141'x4'' ea 7 12,000 16.00
132'x4'' ea 6 11,000 14.00
Reinforced steel lb 6,300 0.60 0.50
Epoxy coated lb 122,241 0.55 0.50
Structural steel ls 1 5,000 1,600
Sign, covering sf 16 10.00 4.00
type C-2 wood post sf 98 15.00 17.00
24'' ea 3 100 400
30'' ea 2 100 160
48'' ea 11 200 300
Auxiliary sf 61 15.00 12.00
Steel post, 48''x60'' ea 11 500 700
type 3, wood post sf 669 15.00 19.00
24'' ea 23 100 125
30'' ea 1 100 150
36'' ea 12 150 180
42''x60'' ea 8 150 220
48'' ea 7 200 270
Auxiliary sf 135 15.00 13.00
Steel post sf 1,610 40.00 35.00
12''x36'' ea 28 100 150
Foundation, concrete ea 60 300 650
Barricade, 48''x42'' ea 40 100 100
Wood post, road closed lf 100 30.00 36.00
E.D.M
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Portland cement grout pumped into place is between £4 and £10 per cubic foot including overhead and profit. In addition to the variation in the unit cost, the total cost of the bottom section will depend upon the thickness of the soil layer grouted and the proportion of voids in the soil. That is: for a 4 ft layer with 20% voids, grouting cost = £1,152,000 to £2,880,000 for a 4 ft layer with 30% voids, grouting cost = £1,728,000 to £4,320,000 for a 6 ft layer with 20% voids, grouting cost = £1,728,000 to £4,320,000 for a 6 ft layer with 30% voids, grouting cost = £2,592,000 to £6,480,000 EDM
Table 16 Cost Factors of Processing
TABLE 5-4 Cost Factors of Processing Units for Treatment Plants
Processing
unit
Unit of
capacity
K Value
(1968 £)
m
value
1. Liquid processing
Oil separation mgd 58,000 0.84
Hydroclone degritter mgd 3,820 0.35
Primary sedimentation ft2 399 0.60
Furial clarifier ft2 700 0.57
Sludge aeration basin mil. gal. 170,000 0.50
Tickling filter ft2 21,000 0.71
Aerated lagoon basin mil. gal. 46,000 0.67
Equalization mil. gal. 72,000 0.52
Neutralization mgd 60,000 0.70
2. Sludge handling
Digestion ft3 67,500 0.59
Vacuum filter ft2 9,360 0.84
Centrifuge lb dry
solids/hr
318 0.81
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Source: Data are collected from various sources by P.M. Berthouex. See the
references for the primary sources.
TABLE 5-6 Illustrative Cost Estimate Using Labour, Material and Equipment Rates
FLOODS Flood is defined as an overflow of water that submerges lands which are usually dry, cause
live threading, property damage and effecting economy in that area. The aim of flood risk
assessment is to save lives and protect properties and lands.
There are many areas that need to be invested from harbour to Church street, the land
surrounding the Harbour area is most exposed to effects of flooding. Whitby is an extremely
exposed site. High sea levels combined with high winds often causes flooding in the town
due to the sea defence piers being breached. Climate change will influence the coastal
floods, river floods and extreme rainfall, therefore more accurate designs are require.
Planning The local planning authorities It is recommended by the PPG25 (Planning Policy Guidance
25), should adopt for development and flood risk to ensure safety of Whitby resident from
this disaster in happening. To achieve this goal, planning should be done in zone with
reference to the below table:
Table 24 flood risk zone (Planning Policy Guidance 25)
Figure 106 Figure (), image of Whitby’s flood,(www.bbc.co.uk/news/uk)
S.A.H
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Cause of flood The most flood factors in coastal cities are by extreme weather condition, such unusual rain
fall like storms and ditches to overflow like waves. A river or beach side would over flow
allowing water to go inland and damage many things, the water exceed the capacity of river.
The natural and manmade flood defences can handle the excess in water from the surge
and overtopping takes place cause flood around the river over the land.
Whitby’s flood history According to Whitby’s history’s review has had many tidal floods in the past the last vast one
occurred in 1983, most major area affected from Church Street, Pier Road to New Quays
Road, the over flow of sea water was pushing huge amount of water to the harbour, the river
Esk bank area was cover by half meter of flood water, many businesses and shops were
flooded. Many homes door and windows were replenished by sandbags to avoid water
access.
Figure 107Multiple Shipwreck by West Pier in 1880,Khyber Pass, Whitby, North Yorkshire YO21, UK/1880
Vulnerable are in Whitby; Flood risk areas with an unacceptable risk of flooding are any area with elevations lower
than the standard protection level which is 4.80mAOD. The area within this risk is: southern
part of Church street, New Quay Road, Victoria Square, Endeavour Wharf and the car parks
next to Langhorne road, station and Co-operative supermarket. Some East Side riverside
property on either side of the Fish Pier, at the southern end of Grape Lane and around Spital
Bridge would also be flooded.
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Figure 108Flood risk area(Google map)
The expected sea-level rise associate with climate change will result in an increase in the
probability of flooding, Floods period are expected to occur every 50yrs, so the next major
flood is expected to happen around 2030 because the last major one was in(1983), with
more risk and affect.
Solution for Whitby’s flood;
Flood risk can solve and improve by different method;
Flood monitoring and predict method
The Environment Agency in Whitby are carrying these process by reading the entries water
level and predict the environment effect to flood in river Esk, monitoring by detector of flood
in venerable area.
Emergency evacuation plan
This plan will operate in the case of severe flooding case, to save properties and human life
by bringing all people inland and routes certain areas to achieve the most effective escape.
Flood Diversion
Provide and find a natural escape route for flood flow, to allowing extra flow water discharge
to reducing flooding level into a safe place.
Extend the main pontoon in West side;
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Figure 109 image of West Side pontoon (group camera)
The aim is to provide more boats parking at main pontoon in West side; the mooring facility is dredged to about 1.5m below C.D, according to Scarborough investigation. The rapid siltation following strong river flows at extreme weather; boats must be able of taking the ground in a soft river bottom,
Conclusion;
The analysis of design matrix indicates that unextend exist pontoon in the upper harbour
area is the most viable solution with a higher score rating advantage for pontoon improving.
From the site investigation it has been known that during different season the boats and
yachts have to be moved from the lower harbour to the upper harbour because there is no
alternative viable solution to extend pontoon in the lower harbour zone, so extending the
existing pontoon in that particular location improves mooring facility.
Construct the Boats storage in West side;
The facilities at the new construct storages are used to store and services of boats purpose;
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Figure 110 image of West Side pontoon, proposed location of new boats storage (Google Map)
Planning bar chart;
Figure 111 planning bar chart for Extend West Side pontoon
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Planning Process
Clear Land for Development
Excavat and Dredge the site
Driven piles
Drive the floating materials
Anochring the Cranes and sites manuoevurings
Construct mooring base
joint floating part
Floor Slab to begin berth platform
Bolting platform to columns
joints the platform to column
formworks and Cladding
Pontoon Extend
Start Date Duration (days)
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Dredging Mud area and Siltation The proposed location is in the mud area of the river site need dredging undertaken to
provide a sufficient deep basin and a deep foundation to construct the berth for boats; the
dredging materials can be used for reclamation or if silt is can be disposal in sea. Siltation in
river Esk is a serious problem especially during heavy flow waves from river side. If our
extension is carefully sited, siltation reduces to a minimum, also frequent maintenance
dredging requires.
Figure 112 image of dredging process (wmplanthire.co.uk/excavator)
Foundation in the river; Deep pile foundation required in mud area to build pontoon, pile can be made of;
Timber
Steel
Reinforced concrete
Precast concrete
Piles are required to hold the floating pontoon to keep stable during the flood or strong waves, piles can drive into the ground by pile driver, wooden piles are made from the trunks of tall trees, concrete piles are available in square, octagonal, and round cross-sections, they are reinforced with rebar, steel piles are either pipe piles or some sort of beam section (like I and H pile).
Figure 113 image of driven pile process (gerkegroupen.blogspot.co.uk)
Materials use; Different materials have been used to construct pontoon; laminate timber, concrete,
Aluminium, steel and plastic, timbers are the most used, because of price and environment
impact, also timber deck use with plastic drum in pontoon, but is not recommend as regular
maintainers are required. The materials for the extend pontoon have been considered to
maintain the image for Whitby with it architecture features which would provide a safe and
secure welcoming to travellers travelling by vehicle, boats and yachts in harbour area.
Selected materials should be environment friendly and sustainable to reduce cost and
maintenance, as we know that river Esk water is salty and aggressive to normal materials
made, concrete use to be resistant to sulphate attack and galvanise steel are most suitable
to our project.
Figure 114 section of floating roof (gal8.piclab.us/key/double S.A.H
Whitby Feasibility Study Group1 Team 2
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Sustainability The design of the extend pontoon is similar to existed one in west side pontoon to keep the
marine heritage of Whitby as it’s, the materials used are mostly recyclable from timber,
steel, Aluminium and plastic drum, also the concrete piles are resistant to the salty water it
means can resist sulphate attack. Small solar panels are used for lighting purpose, during
night time.
Figure: (), solar panel lighting, (www.actionha.net/articles)
Flood risk Flood risk in harbour area is a main issue for most of new development and project; need to
be considering minimizing the effect and damage to properties and facilities near to the Esk
River. According to Scarborough council site investigation has been noted that the flood risk
is increased largely in last few decade, to reduce flood effect we proposal a floating mooring
to manage situation during high waves and flooding.
The local planning authorities It is recommended by the PPG25 (Planning Policy Guidance
25), should adopt for development and flood risk to ensure safety of Whitby resident from
this disaster in happening. The chosen location is in flood zone (3), it means high risk area,
the river risk above 1%, and tidal & costal greater than 0.5%, as shown in the figure;
Table 25 Flood Risk&Flood Zone
Layout and structure; The form and structure of the extension will be same as to the current pontoon because of
Whitby history and architecture features required, the extension to the pontoon will consist of
S.A.H
Whitby Feasibility Study Group1 Team 2
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the mooring in the North East side. The mooring having the usage of parking the large ship
and yacht, according to the proposed plan to construct a new building for small and medium
boats, it will be a world class tourist’s attraction with the history it has which can be found
from the site investigation in harbour area.
The extension to the pontoon will be economically sustainable and environmental friendly.
The extension will take into account with the facilities used in the current main pontoon, as
shown in the attached file drawing.
Pontoon design; To create a suitable platform on floating jetty for walking purpose from boats to land and
other way around, floating pontoon width is should be more than 2m, when the length is
about 100m the land end should increase to more than 2.5m, if over 200m should be more
than 3m, also the design live load is 150 kg/m^2. For our extend design in the main pontoon
in east side of existing pontoon the berth width channel should be between 2m-3m and the
length of 100m according to the size of boats and yacht that park over there. See attached
drawing for floor plan and side elevation:
Figure 115 image sample of berth design (www.seattlepi.com)
Coast of Extension; Marine works are required big budget, project coast need to be considered during planning
stage to know and estimate different phase of the project. Materials, labour and hire tools for
constructions are depend on the demand and capability in the market.
Project duration is 180 days;
Labour coast £120,000
Crane rental for pile drive and building for 90 days, £27,000
Materials for pontoon;
Wood, Aluminium and plastic; £250,000
Dredging process; £250,000
Piles and concrete, £50,000
Transportation, £80,000
S.A.H
Whitby Feasibility Study Group1 Team 2
145
Planning and management; £120,000
Other coast, £50,000
Total = £950,000
Budge = £1,250,000
Each boats space coast around £5000-£5600, if we build 200 parking place we need around
£1,250,000, plus regular maintains for mooring and boats service.
Boats storage; Whitby’s marine facilities demand were increased more than triple in last three decade,
according to number of tourist and boats in harbour area, the new and alternative solution
require to provide local and tourist demand. Marina facilities in harbour area are quite difficult
to build new pontoon and more berth to park boats in Esk River. Construct the boats storage
is one of the most successful solution in developed country in marina field such as Spain,
France and USA, they use storage boats to create more space to park yacht and big boats
in the river by store few hundred small boats in a boats storage in a safe place, because the
cost of providing berth for small craft is much higher than yacht and big boats. The storage
for boats 6m to 15m length it can be on the shelf during different season, which is required
less space if we compare with parking in the berth.
While dry stack storage facilities are relatively new to the East Coast of UK, they are one of
the fastest growing trends in boat storage, space is the biggest issues in Whitby harbour, a
marina can significantly increase the number of boats stored without significantly increasing
the space used and therefore increase revenues. Some advantages to the boat owners
include possible lower cost than traditional wet dockage, security, protection from the
elements, etc.
Figure 116 image of Boats Storage (www.northwestmarinas.com/en/marinaseca/indoor-storage)
S.A.H
Whitby Feasibility Study Group1 Team 2
146
Project location is in upper harbour in West cliff next to Endeavour Wharf as shown in the
figure below, the benefit of that place is close to the river to lift the boats from the river by
fork left and put on the shelves inside boats storage, also the provide place is unequipped by
any building.
Figure 117 Purposed location for new Boats Storage (Google map)
Figure 118 image of West Side pontoon, proposed location of new boats storage (Google Map)
Advantage
Protection the boats elements from damage,
UV damage to gel coat and tubes,
Rain freezing and frost damage
Whitby Feasibility Study Group1 Team 2
147
Marine growth damage
less wear and tear during element covering
Reduced maintenance for
Painting
Antifoul
Repairs easier to accomplish
Better performance/fuel economy without any marine growth
Safe and secure
Less depreciation
keeps the boat in better shape
Less maintenance / wear and tear on trailer
Easy service
Fuel
Part exchange
Environmentally friendly - Boat storage helps reduce the amount of contact time between pesticide-containing bottom paints and the water.
Materials Use; The building regulation policy in Whitby is required meet aesthetic appearance of the town
history. The materials used for the boats storage have been considered as a team to
maintain the image for Whitby with it architecture features which would provide a safe and
secure welcoming to travellers travelling by vehicle, boats and yachts. The main materials
use storage constructions are concrete reinforced for foundation and floor slab that resist
salty water environment, steel column, steel shelf beam, sheet metal steel, high level glass
for the roof and timber clamp. All of which will be dominant materials to provide a memorable
and enduring image of the town in addition the material will blend in to the marina.
Planning Bar chart; S.A.H
S.A.H
Whitby Feasibility Study Group1 Team 2
148
Figure 119 planning bar chart for construct new Boats Storage
Layout & structure; The form and structure of the construct storage will be same as to the current marina
because of Whitby history and architecture features. The project building will be rectangular
sheet metal steel structures with on either side with an aisle in the centre for forklift access.
Racks can be either free-standing or building supported. Boats storage can design to store
different boats size from small, medium to large size. The boats storage will consist of only
one high floor because of height in harbour area is restricted; the storage level is two levels
high. The profiles of boats and the height of the fork lift will determine how many levels of
boats will be stored. The bay spaces are generally can be in three different forms;
Double wide; this form is used to store two boats per shelf level, for those boats that beam
with are greater than 2.7m. Triple width; Is used to store three boats per shelf level, Triple
wide bays up to 9m will accommodate boats that have a 0m-2.7m to 1.8m-2.7m beam width.
Combination of double and triple wide; are used to store those boats that beam width over
0m-3m wide, our recommends that double wide bays be utilized. Generally a combination of
double wide and triple wide bays will maximize the cubic volume of boat storage. See
attached drawing of floor planning and side elevation:
Typical dimensions of a dry storage rack; The dimensions will vary according to the size and type of boats that are being stored. In our
project we construct one floor of 10m height, 42m width and 190m length, to store boats on
two levels ground and top level, also 9m in width and 4.5m in depth. The 4.5m in depth is
more than sufficient to support boats up to 9m in length. The top shelf height should be
60cm, lower than the maximum lift height of the forklift truck. This allows enough room for
Planning Scope
Clear Land for Development
Excavate to 25m depth
Bored or Driven piles
Reinforcements added to piles and Slab
Slab of concrete to piles
Basement Pillars and columns
Geogrids and Earth refill
Floor Slab to begin ground floor
Columns and Core Areas construction
Anochring the Cranes and sites manuoevurings
Joints to the main floor slab
Bolting Plates to columns and beams
Erections of scaffolding
Formworks and Cladding
Roof fittings
Inspection
9/15/2014
10/11/2014
10/16/2014
10/27/2014
11/4/2014
11/10/2014
11/26/2014
1/5/2015
1/13/2015
2/28/2015
4/5/2015
4/15/2015
4/21/2015
4/28/2015
5/18/2015
5/25/2015
6/10/2015
25
4
10
6
5
16
27
7
45
35
9
5
8
18
10
15
5
Boats Storage
S.A.H
Whitby Feasibility Study Group1 Team 2
149
the boat to clear the timber bunk board supports. The height is usually determined by the
size of fork lift used to access boats.
Aisles size in the storage is depend on boat sizes and forklift sizes, most aisles require at
least 18m clearance. This width will comfortably handle boats with an overall length of up to
9m. For boats up to 10.7m length aisle clearance will be 20m. Boat lengths greater than
10.7m should utilize an aisle up to 21m, and so on in case of greater size. Racks can
be purchased as a single standalone bay unit or multiple bay structures. Additional bays can
be easily added on to overtime as the demand for dry storage increases, in long term plan.
Figure 120 image drawing of inside boats storage, (www.sprinklermatic.net/pictures/Boat-Storage)
Most of materials used for rack system in boats storages are under attack of the salt water
environment risk. Materials such as shelf beams, timber clamps and ground stands need to
be galvanized to reduce risk and increase the durability. The additional cost associated with
galvanizing a rack system is a worthwhile investment and will extend the life for many years.
Racks can also be spray painted with high quality paint in a range of selected colours
especially for steels.
The aisle slab must be design to carry the load of forklift and boats in same time during
storage process, slabs need to be reinforced to increase the capability of compression and
tension of the concrete. The minimum concrete thickness required of 20cm thick structural,
but for larger boats the thicker slabs are required, from 25cm to 40cm thick. It is not
uncommon to build pile supported structural concrete slabs in areas where the soil
conditions are poor. Underestimating the wear & tear on the slab could result in replacing it
in the future will increase the coast of maintenance and almost impossible when your dry
stack building is full of boats especially during tourist season.
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Storage process;
The customer's boats will lift from the river by special fork lift mover to inside boats storage to keep on the rack on the shelf, before storing the boats are clean by fresh water to remove all kind of salty water and flora and fauna, in a dry condition. Inside the boats storage all engineering service, valeting and refuel available are according to customer’s requirement, to reduce coast and time for repairs and other marine service.
S.A.H
Figure 121, casting of concrete slabs and foundation of boats storage,(pubs.ext.vt.edu &cogriasia.com/cold-store-floors)
As you go further the depth quickly increases to 45-60m at about 15 km and beyond.
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Figure 135 distance from shore to location two with water depth
The main benefit of having a wind farm here is that the human impact will be greatly reduced
as the turbines will not be as visible as if they were located closer. With the historical value
of Whitby and it being a tourist location the visual impact is extremely important.
As you go further from shore the density of ships is also reduced therefore this is another
advantage of locating it further away.
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Figure 136 UK shipping densities (https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/317770/1066.pdf)
There will negative negative impacts on economics as it will mean the energy will have to be
transported a greater distance than if it was closer resulting in a greater energy loss. Also
the cost for construction will increase due to needing deeper foundations. It will increase the
scale of the logistical operations however keeping in mind that Whitby will have had a great
amount of experience whilst accommodating the service station for Dogger bank wind farm it
will avoid ‘first time’ costs.
Considering current technology this would be the best location for the wind farm. Using the correct foundations it will be possible to accommodate the wind farm at this depth. The area that will be used is 260km squared with staggered spacing of turbines. This is based on using 100 5MW turbines for a 500MW wind farm. However detailed data collectionand investigation using met stations and sea bed analysis may conclude the use of different turbines so this may change. The wind speed on the coast of the North Sea is in the range of 5 to 15ms-1and increase as you move further offshore. The prevailing winds are in the south easterly direction. SM
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Geologically the sea bedrock is lime stone and mudstone at this location will be able to
accommodate the foundations of the turbines.With mudstone bed it may be necessary to
use suction bucket or gravity based foundations. Also these foundations could cater for the
depths proposed.The seabed sediment in this location is Holocene and gravelly sand.
Figure 137 Bedrock off Whitby Coast (http://www.maremap.ac.uk/view/search/searchMaps.html.)
Figure 138 Seabed sediment off Whitby Coast (http://www.maremap.ac.uk/view/search/searchMaps.html.) S.M
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Figure 139 Seabed sediment off Whitby Coast (http://www.maremap.ac.uk/view/search/searchMaps.html.)
Installation/construction For a quicker and cheaper installation of a wind farm it helps to get as much done onshore
as possible. A port with a large area and crane capacity is necessary. Whitby can make use
of its port. The endeavour wharf which has over 9000m2of open quay space and a crane
capacity of 25 tonnes may be ideal. It also has pontoons for commercial use and commercial
fuel provision. These services could be enhanced to meet the needs of the wind farm. As it
will be already servicing the Dogger Bank turbines it will be adequate for use however it may
have to be extended for a greater capacity.
Assembling the foundations and the turbines onshore and towing them on barges/vessels to
the location will mean a speedy installation. Offshore installation is heavily reliant on weather
conditions and this can slow down the process hugely.
Parts of the turbine will have to be transported to the port possibly by road. As these will be
huge parts it will be a difficult and expensive operation considering the access routes to
Whitby are limited and of a high gradient and narrow. If the transportation of these huge
components to the port is deemed too expensive another port such as the Middlesbrough
port may have to be used which has good road and freight links and has facilitated the
construction of offshore wind before.
Vessels The assembled parts will be taken to the site on jack up barges for installation. Considering
the depth of the proposed location the jacks on these will have to be able to reach the
bottom for them to be stable. These may have to be custom built in order for the installation
to be problem free.
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Foundations Gravity based foundations will be suitablefor this location as they can accommodate depths
of 60m and even beyond. These will be assembled and constructed onshore and towed out
to the site for installationusing tugs. They will be installed by sinking them into the location.
Scour protection will be used to minimise the damage to the sea bed.
If this type of foundation is used it will be possible to construct the entire turbine and
foundation on shore and simply tow it to the location. If the ViciVentus gravity based
foundation is used there will also be minimal sea bed levelling necessary. I believe this
would be the best foundation design for the turbines.
Figure 140 ViciVentus foundation design (http://www.4coffshore.com/windfarms/gravity-based-support-structures-aid274.html)
Cables The inter array cables will connect to one substation offshore. The cable installation will be done using trenching vessels. This will bury the cables under the sea. Typically this will be a single cable made up of three cores. These cables will carry the industry standard of 33kV. This will also need a fibre optic cable to transmit data. Armouring will be used to protect the cable from any potential damage. Transmission from offshore to onshore is done via high voltage cables connected from the
offshore substation to the onshore substations. High voltage AC (alternating current) or DC
(direct current) cables can be used. DC cables have significantly lower losses compared to
AC cables. As the current of the generated energy will be AC converters will have to be used
to convert to DC. Upon reaching shore the same will have to be done as energy has to be
transmitted as AC in to the grid. Despite the massive save in energy at shorter distances it is
more economical to use AC cables.
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Figure 141 Cost comparison between AC/DC (http://www.esru.strath.ac.uk/Documents/MSc_2012/Sarkar.pdf)
Therefore I think at a 15km distance it would be best to use an HVAC cable.During the
installation of the cables crossing existing pipe line and cabling in the sea will have to be
considered. The owners of these pipelines will have to be consulted and the exact method of
crossing will then be detailed with them.
The offshore cable will land in Whitby and will connect to a transition pit to connect to an
onshore cable. The cables will then have to connect to an onshore substation.The Whitby
substation is located just south of the New Bridge. This substation will need to be upgraded
to make it capable of transforming the high voltage to a more adequate voltage for the
Cables will have to be taken from the landing point to this location. The default method of
installing cables is to use the open cut method. This can be used where there are no major
physical constraints. Where there are physical constraints such as a river or structure
horizontal directional drilling will be used.
The transition pit will require access throughout the lifetime of the wind farm for
maintenance. This could be located at the base of the west cliff. This is because this area
has better access by road than the east side which is heavily restricted.
Figure 143 Location for transition pit (http://digimap.edina.ac.uk/digimap/home) S.M
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It may be possible to channel the cables to existing substations for offshore wind farms such
as in Teesside or Creyke Beck. This would mean the energy company currently running
those stations would have to be involved in the wind farm project. Doing this would reduce
costs for onshore installation.
Operations & Maintenance After the wind farm is commissioned it will require maintenance during operation. The maintenance operations will include the inspection and maintenance of all cables including inter-array and onshore cables, maintenance of foundations, turbines and substations. For this a base will have to be made on shore, presumably the endeavour wharf due to it being a port with moorings for vessels. This will already be operating as a service station for the Dogger Bank wind farm. This will have to be extended for the use of this wind farm. More staff will be employed to facilitate the operation and maintenance. 24hr transport from the port to the wind farm will be required to support these operations by taking technicians and equipment to the wind farm. There may be a potential to construct a new port in the future if needs arise at Tate Hill Sands. This will however mean rerouting Church Street, Tate Hill round about and Henrietta Street. With this in mind this would only be possible in the future in a situation where the benefits of such a structure would greatly outweigh the loss of historical buildings and streets surrounding that area as a result of it. As the distance from the port to parts of the wind farm is greater than 12 miles it will not be sufficient to use vessels only in the support of maintenance operations. Using helicopters combined with vessel support will be necessary and will be most economical. As the endeavour wharf will be accommodating a much more distant wind farm it may have facilities installed already to accommodate helicopters. However these may have to be upgraded to facilitate more helicopters for an additional wind farm.
Figure O&M Most Cost Effective Options (http://www.scottish-enterprise.com)
At the different locations around the wind farm it will be necessary to place temporary moorings for vessels being used for the maintenance and operation. For helicopters helipads will have to be installed also. S.M
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Cost The costs for a wind farm can be calculated from the development and consent stage. This stage will cost approximately £60 million. This includes everything from the feasibility study to the detailed environmental surveys of the location and getting consent to proceed with the project. It also includes costs of met station and their surveys, sea bed surveys, human impact studies and finally the design and engineering of the wind farm all of which are required before consent can be given. After this the costs of the components of the wind farm have to be considered. Each 5MW
turbine costs about £6 million. A 100 of these will there for cost £600 million. The remaining
components can cost in the range of £400-£500 million. These include the cost of the
foundations, array cables, connecting cables, offshore and onshore substations.
The installation costs of the wind farm total to around £400 million. This includes the cost of
the cable laying, installation of foundations, turbines, substations and construction ports. It
also includes the cost of all the transport of materials and the cost of vessels required. The
final commissioning and testing of the electrical systems is included in this figure.
Finally the cost of operation and management of the wind farm during its lifetime right until
its decommissioning is considered. This can cost anything between £35-£40 million. A port
for the maintenance of the wind farm is included in this. This gives the whole life cycle cost
of the wind farm to be approximately £1,550,000,000. However these may be subject to
change in the future as the wind power industry gains more experience and technologies are
advanced.
Environmental impacts of the wind farm Wind farms in general have many environmental impacts. They can potentially damage the
sea bed and destroy habitats of marine life. They introduce foreign objects into the sea
therefore affecting the behaviour of marine life and affects the entire ecosystem. They also
become obstruction and hazard for birds and migrating species. Besides this they also
contribute to noise and light pollution. Therefore all effects on the environment will have to
be analysed and where possible it will have to be mitigated or minimised.
Effect to sea bed: During construction noise and vibrations are caused by boats and driving piles in to the
seabed for the foundations. This will destroy habitats for marine life however will be a short
term loss as. The laying of cables will also destroy habitats throughout operation as
maintenance will be needed. In order to mitigate this as many cables as possible will be
buried and therefore the seabed should return back to normal over time and restore habitats.
There is potential for there being suspended sediment release into the water. However it has
been stated that sediment release due to offshore construction is not great and within the
natural range caused by natural sea movement. There is also potential for release of
chemicals from the construction process into the water and this will be inevitable.
The main problem with the structure in relation to the sea bed will be localised scour. This
will be mitigated through the use of some form of scour protection.
Effects on marine life: Benthic communities on the sea bed will be affected by the cables and the foundations of the
structures. However these are said to be heavily localised and should not cause long term or
cumulative effects on the community. In a more detailed study fish spawning grounds will
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have to be analysed and these areas will have to be avoided and mitigation measures will
have to be placed in order to prevent damage to spawning grounds.
The turbine structures will create a barrier which is a potential hazard for migrating species
and causes them to change course or could potentially split species up. A more detailed
study on individual species that migrate will have to be analysed.
The effects of electromagnetic cables on certain fishes such as the dogfish which is
abundant in this area will have to be analysed to ascertain whether there will be major
effects on mortality rate or behavioural change.
During construction noise could affect very sensitive fish. In a report it was mentioned that
marine life avoided the construction site by 21m. This could be a blessing as it means that
during construction the fish are not affected. The fish will return after construction concludes.
The greatest amount of noise occurs from foundation installation. If a foundation that does
not require piles like gravity based foundation is used it will help greatly in protecting the fish.
During operation the noise produced by rotating blades and other underwater noise such as
electromagnetic noises from high voltage cables can change the behaviour of marine life.
However there is no evidence from previous wind farms that this changes the marine life
significantly.
Some reports have concluded that turbines actually create artificial reefs for marine life.
Researchers also discovered that marine mammals prefer to feed at wind farms due to the
prey that is available at these artificial reefs.
Effect on birds: During construction some prey for birds may be displaced therefore they will have to travel to
different areas for feeding. This will be short term as it will only be during construction.
During operation there is a risk for collision for birds this risk can’t be eliminated. A thorough
survey of all bird species in the area will have to be done to see if any protected species are
passing through there in high densities. There will also be a barrier effect which will mean
species may avoid the area totally or will need to use more energy to manoeuvre the wind
turbines. This in the worst case could affect mortality rates.
For all wild life in the sea and air detailed observation will be required before the consent of
the wind farm is given. These are conducted by companies specialising in each species of
marine life. Further mitigation mechanisms may be needed to protect wild life once these
surveys are complete.
Effect on Land: Land take for cables will be minimised by using the least amount of green land possible. Any
green land used will be done such that within a short time the land can be restored to its
original condition.
Effect on humans: The wind farm will be a visual impact for humans, this has been minimised by locating it
further out at sea. Fishing grounds could also be affected however there has been no
significant reduction in the assembly of shellfish and fish due to wind farm activity as
reported from previous wind farm.
There may be things of archaeological significance in the area which may be discovered
once surveys are done these will have to be removed or preserved. Ship wrecks may be
present on the site and will have to be removed or preserved if of any significant interest.
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Ships will have to avoid the wind farm and will create a new no go zone. However the
density of ships in this area is not that large and will be manageable.
During construction, operation and maintenance, if the Whitby Port is used it will be mean
that the general public will have to be kept out from the assembly area to prevent accidents.
Any noisy work will have to be done during the day. Noise barriers will be placed to keep
noise pollution at minimum.
Summary In conclusion it will be possible to build a wind farm at this location. It will be the best place in
terms of minimising costs and human and environmental impacts. However this would be
subject to detailed studies of the marine environment at the location and analysis of financial
return on investment. This would be necessary before any planning permission is given to
embark on such a project.
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Recommendation (Edison Derrick Mugoya)
For development outside the Harbour zone based on some of the initial
considerations we believe that the canal proposal made by Edison Derrick Mugoya would be
an alternative means of indulging majority of the Whitby’s problems as picked up from the
site Investigation and the clients brief. The factors that influence the recent and future
developments are as following:
To increase the employment rate as new city planning can be incorporated carefully
along the canal to the Saltwick bay as shown in the initial proposal. Recent surveys indicate
that the tourist and leisure industries are experiencing periods of steady growth in Whitby.
This Idea sort of shifts Whitby’s main source of income from tourism allowing Whitby’s
outskirts areas to drive the economy out and attract more jobs/ and formations of
employment out towards the edges of Whitby to reduce the population density in peak
season times whistle managing congestion of people. It will marginally increase the means
of transportation that engages in efficiency so as to have the congestion kept to a minimum
whistle providing ease manoeuvring of the different job sectors to be found along the
proposed canal section. Such facilities are available at the endeavour and Timber or
(Eskdale) Wharves located south of the swing bring. However the current design has been in
use since the 1900’s and calls for Bulk cargo handling that meet modern standards as the
increase in the cargo’s like yachts is a growing industry that needs expansion.
Figure 144 A Cross section of recommended Canal
Surveys conducted in the early 1900’s revealed that each year about 70 vessels
move approximately 80,000 tonnes of cargo through the port of Whitby. With this in mind,
the port of Whitby invested in new dredging facilities; in addition, the provision of new dry
facilities to severe the largest cargo vessels and the fishing fleet was the subject of a
feasibility study at the time.
This addition space on either side of the proposal will give city planners the ability to
regenerate Whitby into two parts; the current Whitby may be considered as a historical
attraction whistle the new development may be considered as the business district driving
Whitby’s economy up and attracting a lot of people back to Whitby kind of like the
regeneration of the docks of Gloucester. This established a framework within which
developers of individual sites could work out their detailed proposals. The plan indicated that
many of the refurbished and new buildings should have shops, cafes or business units on
the ground floor and residential accommodation above. Car parks should be sited around
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the periphery, leaving the central area traffic-free except for service vehicles. Public areas
should have high quality surfacing, street furniture and visual arts features.
Seeing as the town lacks major hotels apart the royal hotel located on the west cliff,
the space alongside the canal will provide this flexibility to the area allowing for an increased
hotel proposal on a green field site as majority of the buildings are listed and can’t be
knocked down and reused as this doesn’t suit the locals ideal of the environment. Canals are
great because not only do they provide new transportation links but may reduce flooding and
excess water may be used to generate electricity for the new developments along it making
it more sustainable and if done with high levels sustainability management as seen by the
BREEAM method then it could be a development project on its own that may be an example
to the rest of the coastal developments. Canals can also act as a water treatment plant
cleaning the river water and then recycling it back into the development, it’s can be cost
effective in this manner.
Figure 145 A Plan view of the entrance to water Treatment Plant via Canal
Infirmary and Emergency facilities may be well designed for long term adjusts to the
topology of Whitby. As the small old roads within the current Whitby it may get really
crowded during peak seasons and getting emergency facilities in and out is increasing more
difficult, however with the new city plans along the new canal this may not be an issue. New
company’s similar to Parkol Marine Engineering may well arise in this area! High raise
buildings that accommodate more hotel spaces, residential homes with excellent views of
the sea side and office spaces to keep up with the increase in population all this and more
becomes possible with this proposal. It will increase finance and cash flow in the long run.
A micro climate environment may develop over the course of this development cycle and it can be used to manage the air temperature so as to keep the area comfortable in the long term; inducing climate change which has the potential to reroute the cold northern winds away from the core living areas. This may be far-fetched; after all it is just a recommendation to the canals potential. This based on the Whitby’s prevailing wind analysis and its change over the century on a decade basis suggests. With this in mind it can be reverted into the increase in the geological, historical and economic background of Whitby’s
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heritage. This factor is unique and as an initiatives and ingenuity of the proposal this recommendation would be an interesting justification for future modifications and development of Whitby.
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