aj. rogan, sj. rogan, g. papageorgiou, c. solomonidis ...aj. rogan, sj. rogan, g. papageorgiou, c....

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: [email protected]

Abstract

The scope of this paper is the presentation of all the necessary stages for thecreation of a marina in a maritime European country, such as Greece, from thestarting point of its scheduling as a node in the National network of leisureharbours, to it's final design phase. The whole procedure is demonstrated withthe example of a new 700 berthing places Marina at Loutraki, a well-knownresort at the northwestern end of the Gulf of Korinthos. A number of parametersare examined, such as the hinterland, which the marina will serve as well as theexisting transport accesses. A thorough analysis of the existing and futuredemand for berthing places in leisure harbours, both for the whole of Greece,and more specifically for the Attica and Argolis areas is performed, setting astime horizon for the estimates the year 2014. The demand is compared to theexisting capacity in berthing places, thus establishing the necessity of creatingnew marinas in the area. The required capacity of the marina is then calculated interms of places in the sea and on dry, in relation to the local demand, but subjectto geographical and other constraints. The main goals of the Master Plan of themarina are outlined and the design proposal is presented with emphasis given onthe architectural concept which was followed.

Transactions on the Built Environment vol 40 © 1999 WIT Press, www.witpress.com, ISSN 1743-3509

474 Coastal Engineering and Marina Developments

1 Introduction

The Greek National Tourism Organisation (ONTO), having realized the needfor leisure harbours and the possibilities offered by Greece's natural and culturalattractions, asked the then Chair of Harbour Works of the National TechnicalUniversity of Athens (NTUA) to study the 1* Phase of a National System ofNavigational Zones for Leisure (NZL).

According to this study, which was completed in 1982 and approved by theGNTO, Greece was divided into eight (8) subsystems or NZ. The Marina atLoutraki belonged to NZ No 6: Corinthiakos-Saronikos-Argolikos Gulfs.

After a public invitation to tender, ROGAN ASSOCIATES wascommissioned by the Municipal Enterprise for Tourist Development ofLoutraki-Perachora (DETALP) to carry out the project aiming at selectingthe most appropriate site for the development of a Marina. The studyproposed three sites from which DETALP approved and selected the one atPoseidonia.

At the end of 1993, the Ministry of National Economy (meanwhile theGNTO had become a "General Secretariat" of this Ministry) passed Law2160/1993 on "Regulations for Tourism and other provisions", of whichArticle 30 §5 approved sixteen sites for development of Leisure Harbours.The site approved under the name LOUTRAKI KORINTHIAS coincidedwith the one at Poseidonia (see Figure 1).

Further to this, another company belonging to the LoutrakiMunicipality, the "Tourist Development Company of the Casino-Loutraki",the ATEKL, in Joint Venture with "Club Hotel Loutraki SA", owner of theCasino of Loutraki, invited a restricted number of contractors to bid for thedesign-construction of the "Marina Loutraki" on the site approved by Law2160/1993. AEGEK SA Contractors and ROGAN ASSOCIATES SADesigners were selected, and these latter were asked to adapt their initialpreliminary design to the regulations of Law 2160/1993. The MarinaLoutraki will have a capacity of 700 yachts.

In August 1997, the joint Venture ATEKL - CLUB HOTELLOUTRAKI submitted to the Secretariat for Support of Tourist Harbours(SSTH), which was created by Law 2160/1993, a request for the planningand creation of a leisure harbour.

The final decision is still pending due to diverging interpretations ofsome articles of Law 2160.


Coastal Engineering and Marina Developments 475

Figure 1: Geographical location of the Marina



2 The served hinterland

The proposed Marina is practically serving (due to the submerged bridge atthe west end of Korinth canal), both the towns of Loutraki (11,000permanent inhabitants and 70,000 in summer) and Korinth (27,500permanent inhabitants) thus totalizing 38,500 inhabitants (97,500 insummer).

Several archaeological sites are close to the site: Ancient Corinthos at15 km, Mycenae at 50 km, Epidaurus at 70 km, Delphy at 220 km andOlympia 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 tovisit 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 thePATHE Motorway (Thessaloniki-Athens-Patra).

A suburban rail is connecting Loutraki to Athens and R.R. Station ofKorinth is at 10 km distance. The new international airport of Athens at Spatawill 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 MarinaMarket in Greece" completed on July 1994 by ROGAN ASSOCIATES.

The international and the domestic demands have been evaluated forvarious Scenarios (3 Scenarios for the international and 3 for the domesticdemands).

The time horizon of related estimates was the year 2014 (20 years from thethen 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 estimatesof total demand are derived as the average of three scenarios, two ofwhich are based on trends (related to tourism development in generaland to incomes) while the third although is based and one is ofsubstantial greater order of magnitude, based, however, on modestassumptions - in the case of international demand, on a modest share of



international boats cruising the Mediterranean and selecting Greece forberthing; and, in the case of domestic demand, on per capita leisureboat ownership in Greece after 20 years only half the correspondingindex in Italy and France in 1990-1991, it is of substantially greaterorder of magnitude.

• Thus, overall these forecasts are considered modest.

For the demand of boats for charter, it is assumed that the number willincrease at the same rate as the number of individual leisure boaters in Greekwaters (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 leisureharbours in Greece in the period 1994-2014

International DemandScenario I- 1Scenario 1-2Scenario 1-3

Average

Domestic DemandScenario D- 1Scenario D-2Scenario D-3Average

Total Demand (Average)

1994

2,0002,0002,000

2,000

5,3005,3005,3005,300

7,300

2000

2,7002,2003,100

2,700

7,1006,20011,2008,200

10,900

2005

3,100

2,5004,400

3,300

8,2007,20021,000

12,100

15,400

2010

3,6002,7006,200

4,200

9,5008,40039,200

19,000

23,200

2014

4,1003,3008,200

5,200

10,7009,40064,600

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'spopulation), is easily reached during the week-end (maximum one hour drive). Itis, therefore, an attractive leisure harbour for domestic users originating theAttica area.



Table 2 Total Demand for Berthing Space in Greece 1994-2014

Individual

Yachtsmen

International BoatsDomestic Boats

Total

Boats for Charter

Grand Total

1994

2,000

5,300

7,300

3,700

11,000

2000

2,7008,200

10,900

5,500

16,400

2005

3,100

12,100

15,400

7,800

23,200

2010

3,600

19,000

23,200

11,700

34,900

2014

4,10028,200

33,400

16,800

50,200

60,000

1994 2014

• o - - International Boats

•o- - • Boats for Charter

• Domestic Boats

•Grand Total

Figure 2: Total Demand for Berthing Space inGreek 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 forleisure (Korinthiakos Golf), is estimated on the basis of:

• Total demand for berthing space in the country estimated in theprevious 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 ofavailable facilities, observations and trends in Greece as a whole.



• In 1994 there were a total of 3,985 berths in the organised leisureharbours of Attica.

• It was assumed that the existing berthing space representsapproximately 60% of total demand. Thus, existing demand for thetwo 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 byboats for charter.

+ Argolis area: 400 berths, of which 76 by boats underinternational flag, 168 by boats under Greek flag and 156 byboats for charter.

Scenarios of future demand for berthing space are formulated on the basisof population, tourism and arrivals of leisure boats in various ports.

Those scenarios are summarized in Table 3 and Figure 3. The finalestimates are the averages of the three alternative scenarios. Demand in yearsintermediate to 1994 and 2014 is estimated assuming constant annual compoundrate of growth in the period in question.

Table 3: Estimate of future demand for berthing space in Attica andArgolis areas 1994-2014

Attica AreaScenario 1 (Population - Tourism)Scenario 2 (Boat arrivals - CharterLeases)Scenario 3 (Overnight stays by bed)

Scenario 4 (Average - Total AtticaArea)

Argolis AreaScenario 1 (Population - Tourism)Scenario 2 (Boat arrivals - CharterLeases)Scenario 3 (Overnight stays by bed)

Scenario 4 (Average - Total ArgolisArea)

Total Attica and Argolis Area

1994

6,600

6,6006,600

6,600

400

400400

400

7,000

2000

7,779

8,66310,874

9,105

462

795519

592

9,697

2005

9,149

10,92816,649

12,242

523

1,445652

873

13,115

2010

10,989

13,84725,711

16,849

593

2,685

827

1,368

18,217

2014

12,897

16,78236,617

22,098

656

4,4701,006

2,044

24,142



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 leisureharbours in the areas under study will meet only limited proportions of the totaldemand for berthing space in the year 2013 (Table 4).

Table 4: Planned Capacity of Leisure Harbours in Relation to Demand forBerthing - 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 thegreater area of Attica which includes the capital city of the country. It is quitepossible that this will induce expansion of leisure harbour capacity in this areafar beyond the level of existing plans and programmes. In addition, spillovereffects will probably appear in the form of leisure harbour expansion around thearea of Athens. This confirms the necessity of creating new Marinas at areaswith good air, rail and road access from Athens, which is the case of the Marinaat Loutraki.



5 Capacity of the marina related to local demand

A leisure harbour (Marina) in addition to satisfying demand from the widerAttica area can also be justified simply based on demand expected to begenerated in the future in the narrow area around the Marina, which includes thecities of Korinth and Loutraki-Perachora.

Taking into account the population figures given in §2 and making thebasic assumption that the leisure boat ownership per 1,000 population in Greeceby the year 2014 will reach half the level of Italy and France in 1990-91, we canevaluate that the average leisure boat ownership in Greece in the year 2014 willbe 9.2 per 1,000 population.

It is estimated that due to the physical barrier of the Isthmus of Korinth andthe limited northern hinterland of Loutraki, the ownership index has to bereduced to 2/3 i.e roughly to 6 per 1,000 capita.

Thus, the demand for berths for the residents of Loutraki - Korinth urbancomplex (which is expected to have a population of around 47,000 in year 2014)will be:

47,000 x 6

1,000=2 82 berths.

For the 70,000 - 1 1,000 = 59,000 summer residents it is estimated that 1/3pocess a secondary residence in Loutraki-Korinth area and to each secondaryresidence correspond 4 persons. The basic assumption is that 15% of thoseresidences will need a berth, thus the demand for berth for the summer residentswill be:

0.33x59,000 15- x - =730 berths

4 100

It is estimated that the demand of foreigners for berths will correspond to5% 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 berthsamounting to 10% of number of berths for the permanent and summer residentsi.e.

(̂282 + 730) = 102 berths100



Thus, the total demand is:

282 + 730 + 51 + 102 = 1,165 berths.

This demand falls within the forecast given in Table 4 for Attica andArgolis areas estimated to 17,960 berths.

The morphology of the site has allowed the design of Marina with acapacity of 700 berths < 1,105 of estimated demand

C = 700.

According to the recommendations of PIANC if Np = Number ofpermanent boats then the Number of transit boats is:

N, = N/3

and the number of berths for boats under repairs is:

1 1Thus 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 4N,. = - • ~ 50 berths ( — N, in the sea and — on dry)

700 berthsThis was the split for the initial DETALP study.

The final split corresponding to the proposal submitted in 1 997 by the JointVenture 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.



Figure 4: Master plan of the 700 berths marina at Loutraki, Korinthos, Greece.



6 Main goals for the master plan

The main goals, which are taken into consideration for the layout of thedifferent functions of the Loutraki Marina, are the following:

a. To concentrate the larger part of the buildings around the northernbasin of the harbour. There are two reasons for this choice:• To reach the possibility, after a decent architectural concept, forthe 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 mightderive after scattering unconnected functions in different places ofthe onshore area.

b. To concentrate in the Southwest onshore area of the Marina all thefunctions which need minor or not at all building installations. Suchtype of functions are the onshore boat storage (dry storage), a largepart of parking areas, the boat repair yard, which includes thenecessary repair shop, and finally a group of sales areas for new andused boats combined with ship chandleries. The above mentionedfunctions, by leaving almost free of building volumes the area nearthe 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 adjustedbetter with the relative functions of the Canal and its surroundingcontext than with commercial functions, entertainment and housingwhich might be developed around the opposite onshore area (northbasin).

c. To extend inside the marina the pedestrian mall which is going tobe developed along the Loutraki coast. This mall might start up tothe northeast edge of the Marina and finish in its southeast edgenear the Korinth Canal. The same mall might connect, inside themarina, different areas which might be spots of life for both theclients of the Marina and the different visitors. In addition, abicycle way, which would run in an almost parallel direction to themall, could offer a strong possibility of connection by bicycle of theMarina 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 theLoutraki Marina Master Plan corresponds to different distinctive designcriteria. One of them is the basic acceptance that the very interesting



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. Thisacceptance leads to the combination of two grid systems in order to reachbetter escapes towards the views as well as a simultaneous protection, asmuch as possible, from the preponderant northwest and west winds of thearea.

Furthermore, an important design criterion was to achieve thepossibility of the construction of the building complexes along threedistinctive phases. By this way, the operation of the Marina might start

earlier as well as the flow of capitals for its construction might be morerational. From a design point of view, this design criterion leads to adivision of larger building complexes into smaller distinctive ones withoutneglecting to keep an overall design sense of unity.

Another general design criterion for the marina was to divide intosmaller groups the required superficies of parking areas which are veryextended. Where that is not possible, the solution of covered parking areasis preferred. The reason for these choices is to achieve both an equilibriumin the offer of parking places allover the Marina and a minimum aestheticaldamage from the concentration of vehicles.

All the above mentioned design criteria, in combination with the maingoals of the master plan, area leading to a design proposal in which the mainconcept is to develop a "wall-building" between the two basins in the centralonshore area. This "wall-building" is going to be the main unifying elementof the proposal or the central "spine" of the whole complex. In a paralleldirection to the central complex and in the opposite side of the north basin isgoing to be developed a housing complex. This housing complex togetherwith both the central complex and a linear complex vertically arrangedbetween them along the south-east pier, they enclose the northwest basinwhich is destinated for the smallest boats. By this way, an atmosphere of asmall traditional harbour might be reached. The second basin of the marinais enclosed by the central complex, the repair and dry storage areas in theopposite side and another linear development between them. This buildingcontext is not dense as in the previous complex. The above mentioned lineardevelopment acts mainly as a transition towards a more void area whererepair and storage functions are concentrated.

According to the general design proposal for the onshore facilities, thewhole complex is composed by four distinct units, which are the followingwith their responsive construction phases in parenthesis:



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 isolateddiscotheque (Phase B or C).

For each of the above units, the following specific concepts should bementioned.

7.1.1 Central mixed uses complexThe main design concept in this complex was the formation of the central"wall building" which is its main unifying element. This building has such aform that it leads to memories from both a boat and a trip. That's why itmight be also described as a "boat-building". Its longitudinal form is brokenpartially from a group of volumes which are interconnected to it followinganother grid system and reaching successful transition of view towards theKorinthian Gulf and the City of Loutraki. In addition, the end of this linearbuilding is emphasized by a smaller linear and vertical to it volume. Thislast volume functions also as a limit between the open air entertainmentareas and the main street of the Marina.

The "plaza", which is enclosed between the volumes of this buildingcomplex, might create a basic "nucleus" of life like in the small traditionalgreek harbours.

7.1.2 Housing complexThe main design concept for the housing complex was the development ofmultilevel groups of apartments around a central "plaza" forming altogetheran "idealized" trapezoidal scheme. The central "plaza" includes a swimmingpool complex, green areas and walkways towards the entrances of theapartments.

Every group of apartments has three levels: A ground floor withindependent apartments, and two more levels where are arrangedmaisonettes accessible from the 1st floor by balcony access.



7.1.3 The linear complex between repair areas and the central mixed-use complex

The linear complex between the repair areas and the central mixed usecomplex constitutes, by a design point of view, a continuation of the secondone.

7.1.4 The repair, sales and storage area

Also the repair complex constitutes a synthetical continuation of theprevious complexes. At the top end of the repair area, with a special viewtowards the entrance of the Canal of Korinth, is situated a discotheque themain organizing concept of which is the development of two main volumesaround 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 describedabove, are 1,3 places for each berthing place in the sea. According to thisacceptance, the total required parking places for the Loutraki Marina areapproximately 452x1,3=586 places. Taking into consideration that theconstruction of 105 apartments is proposed, it is necessary to have105x1,20=125 more places for parking. Consequently the total disposableparking places should be at least 545+125=711.Actually in the Marina, thetotal places offered for parking are 646.

8 References

[1] Examen des normes selectionnees qpplicables a la conceptiond' appontements flottants, AIPCN, Supplement au Bulletin N°95 (juin 1997)

[2] Empfehlungen des Arbeitsausschusses, UfereinfassungenHafen und Wasserstrassen EAU 1996, Ernst & Sohn, Berlin1997

[3] A.J.Rogan, C.G.Antonopoulos, Development of nauticaltourism in Cyprus, Comp.Mech.Public., Southampton 1995



[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 theirdevelopment and design, The Architectural Press Ltd., London1984

[6] Rapport final de la Commission Internationale pour la

navigation de sport et de plaisance, AIPCN, annexe au bulletin

NO 25 (Vol. IH/1976)


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