UK Housing is not fit for the future.

The Assumption

There is a famous saying “Never ASSUME, because when you ASSUME, you make an ass of you and me.” Today there seems to be an assumption that the near future will look the same as the recent past. Electric vehicles will simply replace petrol and diesel ones and life will carry on as before. It is an assumption that is about to make an ass out of all of us. If nothing else the last 15 months of living with Covid-19 has shown us how quickly things can change when it’s necessary.

Current UK housing assumes car ownership. Today to own or occupy a house you need to own or have access to a car. This is especially true as our ever-spreading sprawling housing estates move us ever more distant from the facilities we need for everyday life. This is an assumption that does not stand up to examination because three things are now driving change that will see car ownership plummet and with it the desirability of estate and rural living.

1. Our Ageing Population

The Office of National Statistics estimates that over the next 50 years another 12.5m people will be over 65. This will reduce the number of drivers / car owners

UK housing is simply not suitable to grow old in. The UK has some of the smallest homes in the world. There is no room to fall or live with a wheelchair. As more boomers consider downsizing they will come to the conclusion that the new houses on offer isn’t a viable option for an ageing population. Consider how that small compact en-suite becomes a death trap as you move into old age or become in-firmed. The next time you sit on the toilet ask yourself “if you collapsed could someone get into to help you?”. Could a carer help you? The answer is invariably No. Inward opening doors will kill you. Check out if installing a stair lift is a viable option to delay your incarceration in the prison of your children’s choice.

2. Climate Change

Decarbonisation of the economy will reduce car ownership because

The end of new petrol and diesel cars (2030) will see demand for fuel decline. This decline will cause the cost of fuel to go up as refining of hydrocarbons needs volume to be profitable. Availability will go down as multiple fuel stations have insufficient throughput to survive; many are already more convenience store than petrol station. It will simple become too expensive to run the last traditional car that will probably have all but disappeared from our roads by 2045. The average lifespan of a UK car is 15 years.

We have all seen that new EV’s aren’t cheap. The battery is the expensive bit and at present lasts about 10 years (no doubt they will last longer as technology improves). Today a ten or even a fifteen year old car provides an economic and viable transport option for many people. In the future that affordable option will not exist as the cost of replacing the EV’s battery is almost the same as a new car. Low-income households running multiple older cars will simple not be able to afford to rely on the continuing availability of a steady stream of affordable used cars. Transport poverty will now drive the choice of homes we buy.

3. AI technologies

In the coming decade(s) AI technologies will take many of the jobs of those of working age. Autonomous trucks don’t just replace drivers but reduce the number of trucks by around 40% as they will now run 24 a day and not on the drivers legal hours. These trucks don’t need truck stops for food and rest. All those support jobs will go. Similar job loses can be expected in the legal, medical and construction industries. The resulting drop in household and UK PLC incomes as well as fewer commuters as people increasingly work from home we will see car ownership and the number of new cars decline significantly.

Self-driving AI cars that can be rented by the hour will provide a halfway house between car and no car. Call the car and it will turn up and take you to your destination. It’s a Pay as you Go solution and when compared to the annual cost of around £5k to run a small car you can do a lot of trips for £5K. Car ownership will plummet

Conclusion

There is no doubt that climate change, demographics and technology will bring to an end the traditional British housing estate not because people won’t want them. As a viable living space they will simply be increasingly socially and economically unaffordable.

Tipping Point

There is a tipping point coming where multiple elements of our society will find themselves living in the wrong place, the wrong house and without accessible affordable transport. Too far from a bus route. Too old to drive and personal cars too expensive with the limited disposable income we will be left with few uncomfortable options;

Own the sort of EV’s that dominates China, a car little bigger than a large mobility scooter.

Live in increasing isolation where leaving the house becomes an increasing rare treat. Only Amazon and your food delivery company will know you are alive. Your house will have become unsaleable as all those groups with transport poverty realise that your private house is just not worth it.

Or find a solution

The Solution

The UK is addicted to low rise housing and has demonised apartments whist accepting ever smaller houses. It’s no different than chocolate bars where the price remains constant but the product continues to get smaller. Admitting the situation is the first stage of recovery to any addiction. Shrinking houses have barely improved in 40 years. In comparison simply look at a 40 year old car and today’s offer from a car manufacturer. The difference is stark, not so UK housing.

Recognising the inadequacy of the UK housing offer and understanding the new drivers is the first stage of delivering the change needed to meet the challenges we face.

Affordability

Affordability will no longer be just about the cost of the house and most other costs being equal but the cost of living at your address will be impacted by transport costs. We will find that the proximity to a fixed bus route, safe cycleway or simply being within walking distance of frequent destinations that negates the need for a car will become the key selection criteria.

People need to retain more of their disposable income. Increasing disposal income will improve our desperate high streets and let us lead better lives.

Other solutions such as autonmous cars such abeing developed by Zoox will provide a viable alternatives to personal cars.

Energy costs.

Houses compared to apartments and flats are inefficient energy wise. Developers don’t even offer a solar system to heat a daily tank of water.

Size

UK housing is too small for an anyone other than the smallest household unit. We need to increase the size of apartment and balconies where the benefits of single level living can allow people to live safely and independently longer.

Location

The assumption that home owners are also car owners will go. The reality is that we need to be with a mile or so from towns and shops. The ability to walk, cycle or indeed use a mobility scooter offers the least cost solution and greater disposable income and ultimately a better quality of life.

It’s now time to stop building out and start building up.

It doesn’t have to be sky scraper but it does need

1) a lift to allow the elderly and young families with young children to use the upper floors

2) a large balcony where its possible to sit , grow plants and entertain.

3) to be of a decent size where a couple who use wheel chairs can function with dignity.

20/08/201820/08/2018

UK Construction; the coming change is not what people imagine

The UK Government initiatives through the Construction Industries Training Board (CITB) and the construction industry in general continues to think in terms of migrating people’s skills.

What has been apparent for a long time is that with the UK’s an ageing population and the crutch of our cheap overseas labour being removed the time is right for the wholesale removal of people from the construction process. Companies like Laing O’Rourke are making the investment, but the rest of the UK construction industry seems oblivious to the tsunami of change about to hit Europe.

China with its ageing workforce is already making huge strides with true OSM and it won’t be long before we see Chinese companies bringing that technology to the UK and the EU. With automated factories and sites running 24 hrs day they will slash delivery times and cost. Soon to be legalised automated driving systems means even the delivery trucks won’t need drivers or be constrained by driving hours.

If the Chinese dont drive OSM the cost of second hand manufacturing robots will. A used robot usually seen in a car factory can now be bought for £10-15k (1/3 of the annual employment cost of a semi-skilled operative) and with 60,000 hours time left in the machine that is less than 25P per hour plus operating cost. It won’t be long before the change in our process is driven from the bottom up.

A look at this advert tells you what you need to know

http://www.globalrobots.com/product.aspx?product=23064

In many ways UK construction stands on the edge of a new industrial revolution with the cost of automating construction dropping and entry levels cost being within reach of small companies and not just the largest the conditions to disrupt UK construction is well timed. It will soon be possible to create low cost production lines using second equipment manufacturing small construction elements for an investment of less than the cost of a UK house.

The CITB initiatives looks less like progress and more like King Canute. UK construction faces with the exception of maintenance being wiped out as an industry unless it changes rapidly.

14/08/201813/09/2018

Build the Bridgwater Tidal Barrier at Combwich

The option of building the Bridgwater Tidal Barrier at Combwich was always affordable and as we now see the full whole life cost of the present scheme being made public its clear the best location was never considered.

Why Combwich?

Combwich would be a conventional location for a tidal barrier as its near the mouth of the River Parrett. Combwich is a unique site that would offer Somerset a long term solution to protecting the southern Levels as a barrier and associated embankment would close the narrow gap between Stockland Bristol and the Polden Hills via Pawlett Hill. The location also offers an appreciable increase in the fluvial conveyance capacity of the existing River Parrett catchment river system.

COMBWICH & BRIDGWATER TIDAL BARRIER LOCATIONS

Original image is courtesy of the British Geological Society.

The yellow colour in the above image is the soft clay deposited around 11,000 years ago. The existing river banks will see the new flood defences from Combwich up to the site of the proposed Bridgwater Tidal Barrier built on this soft material that is up to 20m deep. Defences that due to settlement will need to be built back up every 30-35 years defending land that will have been flooded with saltwater.

The argument is that it’s the cheapest solution where it is in Bridgwater.

People continue to believe the width of the river and the length of the barrier structure is the only driving cost of the scheme. Whilst size does matter it is not all that matters. Like most schemes that start without a clear direction the final cost proves to be significantly more expensive than expected and the Bridgwater Tidal Barrier is no exception. The EA project team didn’t understand its costs just its objective. They are not the same and nor are they aligned with securing Somerset’s long term future.

Most people are aware that present scheme originated from a 2009 scheme that was little more than a knee jerk reaction to climate change and the long-standing need for a control system in the river. What we have seen is that inexperience in project delivery saw the early focus on one element of the scheme rather than the scheme as a whole. Effort was exclusively focused on the barrier, the type of gate and location within a short length of the River Parrett and it clouded objective thinking about an holistic scheme. It was so bad that the EA team doing the barrier were unaware of the test bank being done by the EA and Team Van Oord; there was simply no joined up thinking.

Nobody at that time or since has been willing to stand back and take a cold hard look at what was needed when the Cameron Government’s political promise of post 2014 flood money removed critical thinking from the delivery process.

The simple fact is that every activity has a cost and the choice the client and the designer has is where you spend the money today and tomorrow. A simple comparison of where our money will be spent is produced below. You can spend money on lawyers and land agreements for secondary flood defences or spend the money on a better barrier. Paper does not keep the sea out.

Combwich offers a number of advantages that offset the barriers extra length and the constraints of the present location in Bridgwater. These advantages include the use of precast concrete construction, the availability of space for construction, no need for an expensive diversion channel and the long periods when the river is empty make considerable cost savings.

The key savings are given below.

a barrier structure could also support a future bypass.

Barrier and replacement Dunball Wharf at Combwich

The good thing about the River Parrett and there are very few is that its possible to work on the river bed without the need for a coffer dam. If you have the space and you’re in the infrequently used navigation channel of the Parrett you move and do things in the water during high tide and then drive down the bank onto a prepared river bed. and work during low tide.

18/06/201802/08/2018

Bridgwater Tidal Barrier Cost; an unacceptable defence

The January 2018 news that the estimated cost of the Bridgwater Tidal Barrier (BTB) had reached £100M caused the BBC last week to interview stakeholders at the EA, Sedgemoor and Bridgwater Town Council. Anyone who heard the interviews and knows anything of the history of this project will be as equally concerned as Bridgwater’s Town Council. The risk regarding withdrawal of funding is real; Government will not accept being led on and neither should the ratepayer which is becoming the real story of the Bridgwater Tidal Barrier.

EA and SDC interviews.

The EA chose somewhat disingenuously to blame the hike in price on the Government making a perfectly normal and responsible demand regarding cost information. Information not previously provided to the SDC ratepayer. It was clear during the public consultations (the boards are still available on the SDC website) that the selection method (river width) was flawed in ignoring the cost of the downstream works and the associated maintenance costs that went with them. Cost confusion about this project has been a problem ever since work started on developing options and presenting the options to the public. Previous written responses raised this issue in March 2016 and nothing was done to clarify the situation in subsequent public consultations.
The well known poor ground conditions of the Parrett Estuary were again blamed. Ground conditions have become a convenient hook to hang cost increases on. If the costs associated with ground conditions are being continually underestimated at such a late date there is clearly a management issue that needs to be fixed.
SDC again conflated Cameron’s “never again “statement made in 2014 with the Bridgwater Tidal Barrier. People will continue to imagine that the Bridgwater Tidal Barrier will somehow mitigate a 2014 flood when that isn’t the case.

Readers can listen to the program on BBC iPlayer for a few weeks. Move the bar along to hear the EA at 40min and SDC is around 140min

The defence of the cost is indefensible.

The reality is that neither the EA’s technical management team, those responsible for providing senior project management/Governance (EA/SDC) or the councillors providing oversight have the necessary experience for a project like this. (£29M was beyond their reach and £100M is farther still and requires experienced management). The BTB was always going to get away from under them as it clearly has.

As a contributor to the EFRA Future Flood Prevention report in 2016 I highlighted the issues that are deeply embedded in this project. Entitled Managing local UK infrastructure; the Client Deficit. it highlighted the lack of an independent adviser to stakeholders as a continuing problem with UK locally managed infrastructure projects, it is a situation repeated elsewhere and in Somerset the SRA is a particularly good example of people being responsible for delivering projects that they are not experienced or qualified to do and not being provided with the support they need. The KSD expansion project seems to be struggling in a similar way to the BTB. Googling ones mobile phone is not a valid substitute for experience nor is having laid a patio in earlier years.

We all now understand that the Bridgwater Tidal Barrier solution (location) was driven solely by the promoted idea that “river width” somehow equated directly to project cost; getting the barrier as far upstream (narrowest point) was the cheapest option for the EA. it was always a flawed strategy and the cost we are now seeing is the result of that approach. It is the result of not doing work that should have been done during the options study. The initial cost of the downstream raising of the river banks and the cost associated with the intent to continue to do so does not appear to have been fully considered in the original location decision.

Unfortunately, valuable and costly time was spent on what sort of gate we should have had rather than looking at the overall solution and there was no challenge to the 2009 B&V spread of locations. Long term costs and the EA’s rather ambiguous position regarding the long term raising of the river banks were conveniently ignored in the 2016 public consultations. Consultations that completely ignored the principles set out in Government guidelines on public consultations.

This situation was compounded by the obvious client project inexperience shown in the rush to engineering studies before an outline plan was agreed that always results in the cost escalation we are seeing. The sudden arrival of the secondary flood defences is something that should have been highlighted in the option studies, it may not have been needed at sites farther downstream and was not shown in the early public consultations. After 30 years of managing the design process on much larger projects than the BTB starting a project without a real plan is always a trap waiting for the unwary. Sadly, as a result of the BTB execution strategy what we now have is less normal project delivery and more an episode of Grand Designs. At least the consultants should avoid any blame.

What was striking in last week’s radio interview was the lack of any new arguments after all the work that has apparently been done to support the scheme in its present form. What is equally impressive is that both the EA and SDC imagine that Bridgwater will not want to grow beyond the line of the barrier over the next 100 years or that a critical piece of infrastructure should be located so close to the town. Shouldn’t someone have asked how big will Bridgwater be in 100 years? The whole BTB project appears to have now deteriorated to the justification of an original poor decision. It is most disappointing.

The information the ratepayer has seen to date raises questions of transparency or competency neither of which seems to have been achieved or available to any degree.

Ratepayers should not be paying for all the people involved in the BTB project and the broader Somerset Flooding issues to be learning on the job which seems to be the case.

Its well past the time that the Bridgwater Tidal Barrier including its location is independently reviewed before it is presented to the ratepayer one last time. Its time we considered moving the Bridgwater Tidal Barrier downstream to Combwich.

The questions of

transparency with regard to cost and economic impact.
management team competency
oversight competency and relevant experience
the approved barrier location
what happens at the end of the 100 year design life; Bridgwater Tidal Barrier 2?

clearly needs to be looked at as the information previously provided to the public and one assumes our councillors did not reach the standards we should expect and was wrong.

Projects do not suddenly almost double in price in 15 months without good reason. The defence of the cost increase presented in the interviews was as unacceptable as the scheme itself has now become.

16/12/201716/12/2017

Sedgemoor, will the HPC community monies provide a real legacy?

Bridgwater and the surrounding district area of Sedgemoor continues to be dominated by claims regarding the benefits of the HPC monies. This is money the community received as part of the planning process; will it actually be a tangible legacy? The litmus test might be an imaginary HPC plaque similar to the blue ones put on buildings remembering that famous people were born or lived there. In a generation or so could we take our children around the district pointing to things that we got because of HPC? The answer is probably No.

HPC has for Bridgwater and the surrounding area been like winning the lottery and like many winners the win has been frittered away on things that would in time have come anyway. New Infrastructure is always good value but difficult to do cheaply in our crowded and over developed land yet Sedgemoor until recently had everything on a plate, time, available strategic land in the right place and money. Bridgwater Cellophane site (BCL) factory in Bath Road cleared and the old Bridgwater Livestock Market cleared on the other side of the railway provided a unique opportunity to do something constructive with our HPC legacy to the benefit of the local town., its residents, businesses and the economy. Transport and communication is all.

Like the Somerset Flood Action Plan that did little more than recognise the EA’s lack of maintenance that had been permitted across the Somerset Levels whilst the EA had previously spent £20M on the Steart Peninsular project; the HPC legacy is more of the same, money is without doubt being squandered in the wrong places. Sedgemoor did it before with the now demolished Splash when it sold the Lido to Morrisons, its decision not to go for a Northern Bridgwater bypass a recent example and not to spend this money strategically and well when you have the opportunity is not a track record to be proud of.

A quick look back

Bridgwater over 40 years like most towns has changed. Once our manufacturing sites were spread throughout the town, Clarke’s beside the railway station, Wellworthy in Colley Lane, Gerber in Wembdon, Cryptons in Bristol Road, Van Heusen and Leffmans in Bath Road. The multiple locations and predominance of cycling to get to work meant our road system could quickly absorb and dissipate traffic whether on two or four wheels. Employment and where we live have become divided, employment has largely migrated to the outskirts of town mostly to the north and we mostly live in the south and west with development slowly marching towards North Petherton. If not we have to find our way over one of the inadequate number or river and rail crossings we have. The Railway and the River Parrett dominate how we live.as they divide Bridgwater into a series of strips running north to south.

Every day the town get up and has to traverse the Cross Rifles roundabout whether to commute, shop go to school or get to the bus and rail stations largely because of the Bath Road railway bridge. There is no sign of a plan to deal with this problem.

What could have been done

In my view two related and not too grand things to improve the town and areas with HPC money could have been done. and still should be pursued.

Move the Bridgwater Railway Station north onto the then empty BCL and market sites and include a public foot/cycle path over the railway.
Extend The Drove through to the market site linking the NDR directly to relocated railway station.

Alternative Bridgwater Railway Station Location

This would put the railway station near business, the Bridgwater College, The McMillan Theatre and on existing bus routes. HPC workers could have arrived by train directly to the HPC accommodation on Bath Road. Rail would provide a viable alternative to inward commuting. Encourage people going to work in the town to cycle. avoiding the Cross Rifles roundabout. If you cant fix the road at least give people choice of other methods to get to work or to the station. There is no bus link to the existing station.

Bridgwater Railway Station is simply of the wrong era has short low platforms and is in the wrong place. It serves nobody at the end of St John Street. Spending money on it is throwing good money after bad. Its time is up.

With the delay of HPC starting and the availability of these sites there was plenty of time to ensure the HPC legacy was used to secure long term infrastructure benefits that would generate increased economic activity. Activity that would in turn generate wealth that would have multiplied the HPC money many times over in the generations to come, there is simply no excuse for the lack of vision and competency shown at County and District Level.

01/07/201714/08/2021

Retention of Concrete Consistency

Designing concrete mixes for specific purposes often raises questions that you don’t know the answers to. Familiar products have fallen into disuse and new products are just new. A recent project in Shetland required a mix able to get into areas of heavily congested reinforcement that had previously failed the first time around.

Highly plasticised mixes look and behave differently from “ normal “ concrete and the current mix was a 100% Portland cement mix that appeared to have followed me over from Abu Dhabi with the same original contractor having developed a similar mix for two different projects. Shetland and Abu Dhabi having in common a lack of cement replacements particularly in the oil & gas industry. A situation further complicated as the current mix had a very high cement content was plasticised but not retarded making it very difficult to use in all but the simplest pours. It has very little time to be placed.

The rework had a number of challenges that followed from the earlier pour.

Hanging shutters that obstructed the passage of concrete.
A relatively small volume; less than 10m³
Over detailing of reinforcement; surplus reinforcement that had not been removed during original fixing.
Complicated shuttering and finishing that required considerable time to complete after the bulk of the concrete had been placed.

For the revised rework mix a new mix with the following requirements was developed.

A 10mm aggregate for congestion and cover issues.
Place using the chute from the back of the truck.
Delay the setting time to around 3 hours.
Retain the waterproof qualities of the existing mix.
Characteristic strength of 35N
Satisfy durability requirements for a Marine Environment.

TESTING & APPROVAL

Sika provided a S4 mix design based on the above requirement; to obtain client approval and to understand what we had and how it worked a simple test was done twice.

Batches of the revised concrete mix were mixed and held in a truck mixer replicating a long discharge time on site.

The truck mixer was progressively emptied over 3 hours.

Slump test were taken every 20 minutes and cubes at hourly intervals (1, 2 and 3 hours) for testing at 7 and 28 days.

Testing at EMN Plant’s Scatska Batching Plant in Shetland April 2017

RESULTS

they were very good

the mix stayed at or around the design slump only marginally dropping off in the last two results but still within limits.
cube results were consistent and all passed.

LESSON LEARNT

One important thing that was noted was that the consistency (slump) potentially drops for a short period below the specification ,about 1 hour after batching was completed, and then regains the required consistency. It occurred on both batches.

The lesson for Contractors, Consultants and QA /QC processes is that

The time from batching to the initial test is important and that there is the potential to reject concrete that is actually ok.
When doing trial mixes develop tests that explore what could happen when a concrete pour goes wrong and placing of concrete is delayed identifying any characteristics that might explain a rogue test result during placing operations.

04/04/201718/09/2017

Northgate School Bridgwater

Walking across what is left of the Brewery Field building contractor Kier is building the perimeter fence. Considering how much the school is costing and the visibility of this fence to the public the ratepayers might have expected a reasonable standard of detail and workmanship. This appalling detail can be seen beside the pathway.

The fence changes direction and instead of using special bricks to close off the coping and manage how brick pier is turned we got the mess below; we did not even get a solid brick but a standard brick with holes.

Its bad enough that this should be built anywhere but in a town that was once one of the brick making centres of the country it is doubly so. It will either be broken or displaced by the smallest amount of thermal movement. It doesn’t even have the the usual galvanised steel ties at the end. Where are the architects?

Copping detail with standard brick and no metal tie.

Fixed

The pier and brickwork was fixed. The image above was what we started with and the image below showing the improved masonry.

Northgate School – Boundary Wall Rebuilt

25/03/201728/05/2017

West Quay Collapse

In November 2011 a section of Bridgwater’s West Quay collapsed. It was an old quay wall, possibly medieval in parts and close to or at the location where the demolished Bridgwater Castle would gain access to the River Parrett. Whilst there is no official report explaining the failure it was probably the usual one; a build up of water behind the wall that exceeded the ability of the wall to resist it. It had rained very heavily beforehand. This is why holes are provided at the base of retaining walls to let the water escape and reduce the water pressure behind. Old walls often fall over and some relatively new ones fall over as well.

However since collapse the EA and Sedgemoor District Council appears to have developed their own interpretation on the collapse implying that West Quay is a flood defence which it isn’t. It was part of the old port of Bridgwater and the legacy of that commercial activity.

The EA’s public 1016 consultation boards on the Bridgwater Tidal Barrier imply that the West Quay collapse would not have happened if the Tidal Surge Barrier and its associated defences had been in place which is implausible to say the least. It also makes a statement that the wall was in poor condition, who knows what condition it was in and a wall can be in perfect condition and still fall over if its capacity is exceeded.

EA Barrier Location Consultation March 2016

Sedgemoor ratepayer’s have been asked for comments on the location of the the Bridgwater Tidal Barrier in 2016 and the Draft Local Plan in 2017. They rely on the efficacy of the information provided by our statutory authorities and in the case of West Quay the information and the story presented seems questionable.

22/03/201708/08/2017

A Tidal Surge Barrier, A Bridge & Dunball Wharf

One of the problems with building the Bridgwater Tidal Barrier downstream of Dunball Wharf is the marine traffic to Dunball Wharf. Sedgemoor District Councils current draft local plan states “The Council will support the continued operation and potential development of Bridgwater Port including Dunball Wharf and Combwich Wharf (Policy D16 applies). It will also support the re-establishment of active commercial wharf’s at suitable locations elsewhere on the River Parrett. In all cases the construction or operation of new wharf’s should not adversely impact upon the Severn Estuary internationally designated site.”

The reality is that the Dunball Wharf’s with their tidal drying berths, dependency on high tides and difficult navigation is never going to be a commercial success but the 200m wide river at Combwich might. Construction of the tidal surge barrier could enable the relocation of Dunball Wharf to a better location.

Much hangs on what is considered to be adverse.

Concepts of what the river structures might look like have not been forthcoming since 2009. Apart from the tower and turning vertical gate Bridgwater’s gate structure will be considerably shorter than the Hull Barrier structure we have been repeatedly shown.

What would a barrier with a road bridge options look like?

Another wharf at Combwich, EDF have one there already, would not require an opening bridge or clearance much more than Drove Bridge on the NDR. A tidal surge barrier with a 40m fixed navigation span and a road deck might look like

Keeping Dunball Wharf would require a one larger gate and an opening bridge. Dunball currently sees 40 or so vessel movements a year so its operation would not affect the bypass traffic.

The engineering is relatively simple and with a purpose built wharf everything could be shipped in during construction.