Successive steps towards the creation of a Marina at Loutraki - West end of Korinth Canal - Greece AJ. Rogan, SJ. Rogan, G. Papageorgiou, C. Solomonidis Rogan Associates, Consulting Engineers - Architects Email: rogan@matrix.kapatel.gr Abstract The scope of this paper is the presentation of all the necessary stages for the creation of a marina in a maritime European country, such as Greece, from the starting point of its scheduling as a node in the National network of leisure harbours, to it's final design phase. The whole procedure is demonstrated with the example of a new 700 berthing places Marina at Loutraki, a well-known resort at the northwestern end of the Gulf of Korinthos. A number of parameters are examined, such as the hinterland, which the marina will serve as well as the existing transport accesses. A thorough analysis of the existing and future demand for berthing places in leisure harbours, both for the whole of Greece, and more specifically for the Attica and Argolis areas is performed, setting as time horizon for the estimates the year 2014. The demand is compared to the existing capacity in berthing places, thus establishing the necessity of creating new marinas in the area. The required capacity of the marina is then calculated in terms of places in the sea and on dry, in relation to the local demand, but subject to geographical and other constraints. The main goals of the Master Plan of the marina are outlined and the design proposal is presented with emphasis given on the architectural concept which was followed.
474 Coastal Engineering and Marina Developments 1 Introduction The Greek National Tourism Organisation (ONTO), having realized the need for leisure harbours and the possibilities offered by Greece's natural and cultural attractions, asked the then Chair of Harbour Works of the National Technical University of Athens (NTUA) to study the 1* Phase of a National System of Navigational Zones for Leisure (NZL). According to this study, which was completed in 1982 and approved by the GNTO, Greece was divided into eight (8) subsystems or NZ. The Marina at Loutraki belonged to NZ No 6: Corinthiakos-Saronikos-Argolikos Gulfs. After a public invitation to tender, ROGAN ASSOCIATES was commissioned by the Municipal Enterprise for Tourist Development of Loutraki-Perachora (DETALP) to carry out the project aiming at selecting the most appropriate site for the development of a Marina. The study proposed three sites from which DETALP approved and selected the one at Poseidonia. At the end of 1993, the Ministry of National Economy (meanwhile the GNTO had become a "General Secretariat" of this Ministry) passed Law 2160/1993 on "Regulations for Tourism and other provisions", of which Article 30 5 approved sixteen sites for development of Leisure Harbours. The site approved under the name LOUTRAKI KORINTHIAS coincided with the one at Poseidonia (see Figure 1). Further to this, another company belonging to the Loutraki Municipality, the "Tourist Development Company of the Casino-Loutraki", the ATEKL, in Joint Venture with "Club Hotel Loutraki SA", owner of the Casino of Loutraki, invited a restricted number of contractors to bid for the design-construction of the "Marina Loutraki" on the site approved by Law 2160/1993. AEGEK SA Contractors and ROGAN ASSOCIATES SA Designers were selected, and these latter were asked to adapt their initial preliminary design to the regulations of Law 2160/1993. The Marina Loutraki will have a capacity of 700 yachts. In August 1997, the joint Venture ATEKL - CLUB HOTEL LOUTRAKI submitted to the Secretariat for Support of Tourist Harbours (SSTH), which was created by Law 2160/1993, a request for the planning and creation of a leisure harbour. The final decision is still pending due to diverging interpretations of some articles of Law 2160.
Coastal Engineering and Marina Developments 475 Figure 1: Geographical location of the Marina
476 Coastal Engineering and Marina Developments 2 The served hinterland The proposed Marina is practically serving (due to the submerged bridge at the west end of Korinth canal), both the towns of Loutraki (11,000 permanent inhabitants and 70,000 in summer) and Korinth (27,500 permanent inhabitants) thus totalizing 38,500 inhabitants (97,500 in summer). Several archaeological sites are close to the site: Ancient Corinthos at 15 km, Mycenae at 50 km, Epidaurus at 70 km, Delphy at 220 km and Olympia at 240 km. The most important is that yachts sailing from west (Ionian Sea - Adriatic Sea) are not obliged to cross the Korinth Canal in order to visit Athens, which is only at 85 km distance. 3 Transport accesses The Marina at Loutraki is connected through a 7 km long secondary road to the PATHE Motorway (Thessaloniki-Athens-Patra). A suburban rail is connecting Loutraki to Athens and R.R. Station of Korinth is at 10 km distance. The new international airport of Athens at Spata will be at a distance of 80 km upon completion of the peripheral road Stavros- Elefsis. 4 Potential future demand for berthing space in leisure harbours 4.1 Total demand for berthing space in Greece (1994-2014) The present chapter is based on the results of the study "Dynamics of Marina Market in Greece" completed on July 1994 by ROGAN ASSOCIATES. The international and the domestic demands have been evaluated for various Scenarios (3 Scenarios for the international and 3 for the domestic demands). The time horizon of related estimates was the year 2014 (20 years from the then study year, or 15-years from today). The results are compiled in Table 1. The following are noted regarding these forecasts: In each case (international and domestic demand), the final estimates of total demand are derived as the average of three scenarios, two of which are based on trends (related to tourism development in general and to incomes) while the third although is based and one is of substantial greater order of magnitude, based, however, on modest assumptions - in the case of international demand, on a modest share of
Coastal Engineering and Marina Developments 477 international boats cruising the Mediterranean and selecting Greece for berthing; and, in the case of domestic demand, on per capita leisure boat ownership in Greece after 20 years only half the corresponding index in Italy and France in 1990-1991, it is of substantially greater order of magnitude. Thus, overall these forecasts are considered modest. For the demand of boats for charter, it is assumed that the number will increase at the same rate as the number of individual leisure boaters in Greek waters (international and domestic). All the above are summarised in Table 2 and Figure 2. Table 1: Alternative scenarios of demand for berthing space in organised leisure harbours in Greece in the period 1994-2014 International Demand Scenario I- 1 Scenario 1-2 Scenario 1-3 Average Domestic Demand Scenario D- 1 Scenario D-2 Scenario D-3 Average Total Demand (Average) 1994 2,000 2,000 2,000 2,000 5,300 5,300 5,300 5,300 7,300 2000 2,700 2,200 3,100 2,700 7,100 6,200 11,200 8,200 10,900 2005 3,100 2,500 4,400 3,300 8,200 7,200 21,000 12,100 15,400 2010 3,600 2,700 6,200 4,200 9,500 8,400 39,200 19,000 23,200 2014 4,100 3,300 8,200 5,200 10,700 9,400 64,600 28,200 33,400 4.2 Future demand for berthing space in Attica and Argolis areas The Marina at Loutraki, situated at only 85 km distance from Athens Great Area, with a population of 4,500,000 inhabitants (more than 40% of Greece's population), is easily reached during the week-end (maximum one hour drive). It is, therefore, an attractive leisure harbour for domestic users originating the Attica area.
478 Coastal Engineering and Marina Developments Table 2 Total Demand for Berthing Space in Greece 1994-2014 Individual Yachtsmen International Boats Domestic Boats Total 1994 2,000 5,300 7,300 2000 2,700 8,200 10,900 2005 3,100 12,100 15,400 2010 3,600 19,000 23,200 2014 4,100 28,200 33,400 Boats for Charter 3,700 5,500 7,800 11,700 16,800 Grand Total 11,000 16,400 23,200 34,900 50,200 60,000 1994 2014 o - - International Boats o- - Boats for Charter Domestic Boats Grand Total Figure 2: Total Demand for Berthing Space in Greek Leisure Harbours 1994-2014 Future demand for berthing space in the greater area of Attica/Argolis, where the Marina at Loutraki can be considered as a gate to the next NZ for leisure (Korinthiakos Golf), is estimated on the basis of: Total demand for berthing space in the country estimated in the previous section and presented in Table 2 and Figure 2. Existing demand for berthing space in these areas. Logical assumptions, on the basis of which alternative scenarios of shares of the national totals are formulated. Existing demand for berthing space is estimated on the basis of available facilities, observations and trends in Greece as a whole.
Coastal Engineering and Marina Developments 479 In 1994 there were a total of 3,985 berths in the organised leisure harbours of Attica. It was assumed that the existing berthing space represents approximately 60% of total demand. Thus, existing demand for the two areas is estimated as follows: 4 Attica area: 6,600 berths, of which 1,055 by private boats under international flag, 3,167 by boats under Greek flag and 2,378 by boats for charter. + Argolis area: 400 berths, of which 76 by boats under international flag, 168 by boats under Greek flag and 156 by boats for charter. Scenarios of future demand for berthing space are formulated on the basis of population, tourism and arrivals of leisure boats in various ports. Those scenarios are summarized in Table 3 and Figure 3. The final estimates are the averages of the three alternative scenarios. Demand in years intermediate to 1994 and 2014 is estimated assuming constant annual compound rate of growth in the period in question. Table 3: Estimate of future demand for berthing space in Attica and Argolis areas 1994-2014 Attica Area Scenario 1 (Population - Tourism) Scenario 2 (Boat arrivals - Charter Leases) Scenario 3 (Overnight stays by bed) Scenario 4 (Average - Total Attica Area) Argolis Area Scenario 1 (Population - Tourism) Scenario 2 (Boat arrivals - Charter Leases) Scenario 3 (Overnight stays by bed) Scenario 4 (Average - Total Argolis Area) Total Attica and Argolis Area 1994 6,600 6,600 6,600 6,600 400 400 400 400 7,000 2000 7,779 8,663 10,874 9,105 462 795 519 592 9,697 2005 9,149 10,928 16,649 12,242 523 1,445 652 873 13,115 2010 10,989 13,847 25,711 16,849 593 2,685 827 1,368 18,217 2014 12,897 16,782 36,617 22,098 656 4,470 1,006 2,044 24,142
480 Coastal Engineering and Marina Developments 25,000 1994 2014 - Total of Lagontssi Area - Total of Porto Hydra Area Figure 3: Future demand for berthing space in Attica/Argolis areas 1994-2014 It is interesting to note that plans and programmes for creation of leisure harbours in the areas under study will meet only limited proportions of the total demand for berthing space in the year 2013 (Table 4). Table 4: Planned Capacity of Leisure Harbours in Relation to Demand for Berthing - Space in Attica/Argolis Areas in Year 2014 Capacity Demand Capacity % Demand Attica 6,095 22,100 27.6 Argolis 1,150 2,000 57.5 Capacity will be a very low proportion of total demand, especially in the greater area of Attica which includes the capital city of the country. It is quite possible that this will induce expansion of leisure harbour capacity in this area far beyond the level of existing plans and programmes. In addition, spillover effects will probably appear in the form of leisure harbour expansion around the area of Athens. This confirms the necessity of creating new Marinas at areas with good air, rail and road access from Athens, which is the case of the Marina at Loutraki.
Coastal Engineering and Marina Developments 481 5 Capacity of the marina related to local demand A leisure harbour (Marina) in addition to satisfying demand from the wider Attica area can also be justified simply based on demand expected to be generated in the future in the narrow area around the Marina, which includes the cities of Korinth and Loutraki-Perachora. Taking into account the population figures given in 2 and making the basic assumption that the leisure boat ownership per 1,000 population in Greece by the year 2014 will reach half the level of Italy and France in 1990-91, we can evaluate that the average leisure boat ownership in Greece in the year 2014 will be 9.2 per 1,000 population. It is estimated that due to the physical barrier of the Isthmus of Korinth and the limited northern hinterland of Loutraki, the ownership index has to be reduced to 2/3 i.e roughly to 6 per 1,000 capita. Thus, the demand for berths for the residents of Loutraki - Korinth urban complex (which is expected to have a population of around 47,000 in year 2014) will be: 47,000 x 6 =2 82 berths. 1,000 For the 70,000-1 1,000 = 59,000 summer residents it is estimated that 1/3 pocess a secondary residence in Loutraki-Korinth area and to each secondary residence correspond 4 persons. The basic assumption is that 15% of those residences will need a berth, thus the demand for berth for the summer residents will be: 0.33x59,000 15 - x - =730 berths 4 100 It is estimated that the demand of foreigners for berths will correspond to 5% of the number of berths for the permanent and summer residents i.e.: (282 + 730) -51 berths ^ / Finally, it is estimated that transit boats will need additional berths amounting to 10% of number of berths for the permanent and summer residents i.e. ^(282 + 730) = 102 berths 100
482 Coastal Engineering and Marina Developments Thus, the total demand is: 282 + 730 + 51 + 102 = 1,165 berths. This demand falls within the forecast given in Table 4 for Attica and Argolis areas estimated to 17,960 berths. The morphology of the site has allowed the design of Marina with a capacity of 700 berths < 1,105 of estimated demand C = 700. According to the recommendations of PIANC if Np = Number of permanent boats then the Number of transit boats is: N, = N/3 and the number of berths for boats under repairs is: 1 1 Thus C = Np + Nt + K = Np(l+- + ) ~ 1.433 C 700 2 1 = ~ 490 berths ( N. in the sea and 1.433 1.433 ~ 3 " 3 1 1 ( ~ 1 60 berths( N< < in the sea and on dry) Np 1 4 N,. = - ~ 50 berths ( N, in the sea and on dry) 700 berths This was the split for the initial DETALP study. The final split corresponding to the proposal submitted in 1 997 by the Joint Venture ATEKL - CLUB LOUTRAKI is: 452 in the sea and 248 on dry = 700 as port capacity. The master plan of the proposed marina with the berths and occupancy, as well as dry storage area, is shown in Figure 4.
Coastal Engineering and Marina Developments 483 Figure 4: Master plan of the 700 berths marina at Loutraki, Korinthos, Greece.
484 Coastal Engineering and Marina Developments 6 Main goals for the master plan The main goals, which are taken into consideration for the layout of the different functions of the Loutraki Marina, are the following: a. To concentrate the larger part of the buildings around the northern basin of the harbour. There are two reasons for this choice: To reach the possibility, after a decent architectural concept, for the development of a quite dense building context and To give a feeling of "urbanity" among the building complexes, instead of a feeling of dispersion and looseness which might derive after scattering unconnected functions in different places of the onshore area. b. To concentrate in the Southwest onshore area of the Marina all the functions which need minor or not at all building installations. Such type of functions are the onshore boat storage (dry storage), a large part of parking areas, the boat repair yard, which includes the necessary repair shop, and finally a group of sales areas for new and used boats combined with ship chandleries. The above mentioned functions, by leaving almost free of building volumes the area near the exit of the Korinth Canal, facilitate the navigation. In addition, since these functions give both an impression of "disorder" (repairs, dry storage) and a feeling of increased noise, they may be adjusted better with the relative functions of the Canal and its surrounding context than with commercial functions, entertainment and housing which might be developed around the opposite onshore area (north basin). c. To extend inside the marina the pedestrian mall which is going to be developed along the Loutraki coast. This mall might start up to the northeast edge of the Marina and finish in its southeast edge near the Korinth Canal. The same mall might connect, inside the marina, different areas which might be spots of life for both the clients of the Marina and the different visitors. In addition, a bicycle way, which would run in an almost parallel direction to the mall, could offer a strong possibility of connection by bicycle of the Marina together with the city of Loutraki and the Korinth Canal. 7 Design proposal for the master plan 7.1 Architectural concept, urban and architectural acceptances The main architectural concept for the layout of the onshore facilities in the Loutraki Marina Master Plan corresponds to different distinctive design criteria. One of them is the basic acceptance that the very interesting
Coastal Engineering and Marina Developments 485 northern view towards both the city of Loutraki and the Gulf of Corinth should be exploited by most of the parts of the building complexes. This acceptance leads to the combination of two grid systems in order to reach better escapes towards the views as well as a simultaneous protection, as much as possible, from the preponderant northwest and west winds of the area. Furthermore, an important design criterion was to achieve the possibility of the construction of the building complexes along three distinctive phases. By this way, the operation of the Marina might start earlier as well as the flow of capitals for its construction might be more rational. From a design point of view, this design criterion leads to a division of larger building complexes into smaller distinctive ones without neglecting to keep an overall design sense of unity. Another general design criterion for the marina was to divide into smaller groups the required superficies of parking areas which are very extended. Where that is not possible, the solution of covered parking areas is preferred. The reason for these choices is to achieve both an equilibrium in the offer of parking places allover the Marina and a minimum aesthetical damage from the concentration of vehicles. All the above mentioned design criteria, in combination with the main goals of the master plan, area leading to a design proposal in which the main concept is to develop a "wall-building" between the two basins in the central onshore area. This "wall-building" is going to be the main unifying element of the proposal or the central "spine" of the whole complex. In a parallel direction to the central complex and in the opposite side of the north basin is going to be developed a housing complex. This housing complex together with both the central complex and a linear complex vertically arranged between them along the south-east pier, they enclose the northwest basin which is destinated for the smallest boats. By this way, an atmosphere of a small traditional harbour might be reached. The second basin of the marina is enclosed by the central complex, the repair and dry storage areas in the opposite side and another linear development between them. This building context is not dense as in the previous complex. The above mentioned linear development acts mainly as a transition towards a more void area where repair and storage functions are concentrated. According to the general design proposal for the onshore facilities, the whole complex is composed by four distinct units, which are the following with their responsive construction phases in parenthesis:
486 Coastal Engineering and Marina Developments a) The central mixed-uses complex with its vertical "finger" complex (Phase B). b) The housing complex (Phase C). c) The linear complex in between the repair areas and the central complex including cafeterias, super-market and nautical schools (Phase A). d) The repair, sales and storage area (Phase A) with an isolated discotheque (Phase B or C). For each of the above units, the following specific concepts should be mentioned. 7.1.1 Central mixed uses complex The main design concept in this complex was the formation of the central "wall building" which is its main unifying element. This building has such a form that it leads to memories from both a boat and a trip. That's why it might be also described as a "boat-building". Its longitudinal form is broken partially from a group of volumes which are interconnected to it following another grid system and reaching successful transition of view towards the Korinthian Gulf and the City of Loutraki. In addition, the end of this linear building is emphasized by a smaller linear and vertical to it volume. This last volume functions also as a limit between the open air entertainment areas and the main street of the Marina. The "plaza", which is enclosed between the volumes of this building complex, might create a basic "nucleus" of life like in the small traditional greek harbours. 7.1.2 Housing complex The main design concept for the housing complex was the development of multilevel groups of apartments around a central "plaza" forming altogether an "idealized" trapezoidal scheme. The central "plaza" includes a swimming pool complex, green areas and walkways towards the entrances of the apartments. Every group of apartments has three levels: A ground floor with independent apartments, and two more levels where are arranged maisonettes accessible from the 1st floor by balcony access.
Coastal Engineering and Marina Developments 487 7.1.3 The linear complex between repair areas and the central mixeduse complex The linear complex between the repair areas and the central mixed use complex constitutes, by a design point of view, a continuation of the second one. 7.1.4 The repair, sales and storage area Also the repair complex constitutes a synthetical continuation of the previous complexes. At the top end of the repair area, with a special view towards the entrance of the Canal of Korinth, is situated a discotheque the main organizing concept of which is the development of two main volumes around a central open air space. The first volume includes the disco area, and the second volume includes a restaurant. 7.1.5 Parking areas Required parking places for a Marina supporting activities as described above, are 1,3 places for each berthing place in the sea. According to this acceptance, the total required parking places for the Loutraki Marina are approximately 452x1,3=586 places. Taking into consideration that the construction of 105 apartments is proposed, it is necessary to have 105x1,20=125 more places for parking. Consequently the total disposable parking places should be at least 545+125=711.Actually in the Marina, the total places offered for parking are 646. 8 References [1] Examen des normes selectionnees qpplicables a la conception d' appontements flottants, AIPCN, Supplement au Bulletin N 95 (juin 1997) [2] Empfehlungen des Arbeitsausschusses, Ufereinfassungen Hafen und Wasserstrassen EAU 1996, Ernst & Sohn, Berlin 1997 [3] A.J.Rogan, C.G.Antonopoulos, Development of nautical tourism in Cyprus, Comp.Mech.Public., Southampton 1995
488 Coastal Engineering and Marina Developments [4] A.J.Rogan, The development of the National System of Leisure Harbours in Greece, Marina Technology, Comp.Mech.Public., Thomas Telford, London 1992 [5] Donald W.Adie, "MARINAS" a working guide to their development and design, The Architectural Press Ltd., London 1984 [6] Rapport final de la Commission Internationale pour la navigation de sport et de plaisance, AIPCN, annexe au bulletin NO 25 (Vol. IH/1976)