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Argyll and Bute Council

Campbeltown Loch Marina

Technical and Feasibility Report

Draft Report

Campbeltown Loch Marina—Technical and Feasibility Report

Hyder Consulting (UK) Limited-2212959 \\hc-ukr-ex-fs-01\ex_proj\ua utils\ua002297-campbeltownlochmarina\f-reports\5000-ua002297-dvr-03 campbeltown marina feasibility study - draft report.docx

Hyder Consulting (UK) Limited

2212959

Unit 3 Kew Court Pynes Hill Rydon Lane Exeter EX2 5AZ United Kingdom

Tel: +44 (0)1392 374 600

Fax: +44 (0)1392 374 555

www.hyderconsulting.com

Argyll and Bute Council

Campbeltown Loch Marina

Technical and Feasibility Report

Draft Report

Author G Green & J Prescott

Checker J Prescott

Approver I George

Report No 5000-UA002297-DVR-03

Date 3 December 2010

This report has been prepared for Argyll and Bute Council in

accordance with the terms and conditions of appointment for

Technical and Feasibility Report dated 11 August 2010.

Hyder Consulting (UK) Limited (2212959) cannot accept any

responsibility for any use of or reliance on the contents of

this report by any third party.


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CONTENTS

1 Executive Summary .......................................................................... 1

2 Introduction ....................................................................................... 5

2.1 Project Background ........................................................................... 5

2.2 Project Objectives of the Scheme ...................................................... 6

2.3 Study Brief ........................................................................................ 6

2.4 Acknowledgements ........................................................................... 7

2.5 Other Projects within Campbeltown ................................................... 8

2.6 Existing Marina Facilities and Amenities ............................................ 9

3 Review of Existing Information ........................................................ 13

3.1 Historic Charts ................................................................................ 13

3.2 Geotechnical Investigations ............................................................. 14

3.3 Harbour Surveys ............................................................................. 16

4 Technical Review of Marina Proposals ............................................ 21

4.1 Marina Layout ................................................................................. 22

4.2 Wave Climate ................................................................................. 23

4.3 Dredging Works .............................................................................. 24

4.4 Stability of Harbour Structures ......................................................... 25

5 Operational Review of Marina Proposals ......................................... 27

5.1 Existing Harbour Activities ............................................................... 27

5.2 Vessel Movements .......................................................................... 28

5.3 New Marina Impacts on Harbour Operations .................................... 29

6 Marina Business Review ................................................................. 31

6.1 Market Review ................................................................................ 31

6.2 Demand Projection.......................................................................... 32

6.3 Market Requirements ...................................................................... 33

7 Discussion of Marina Proposals....................................................... 35

8 Marina Proposal Design Development ............................................. 37

8.1 Marina Layout Options .................................................................... 37

8.2 On Shore Masterplan ...................................................................... 44

8.3 Dredging and Construction Works ................................................... 46

8.4 Maintenance Works ........................................................................ 46

8.5 Construction Cost Estimates............................................................ 47

8.6 Initial Business Case ....................................................................... 49

9 Implementation ............................................................................... 53


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9.1 Licenses and Consents ................................................................... 53

9.2 Construction Programme ................................................................. 57

9.3 Funding .......................................................................................... 57

9.4 Procurement, Operations and Management ..................................... 57

10 Conclusions .................................................................................... 59

11 Recommendations .......................................................................... 61

12 References ..................................................................................... 63

Appendices

Appendix A

Historic Admiralty Charts

Appendix B

Original Marina Layout Proposal

Appendix C

Wave Modelling Report

Appendix D

Sediment Testing Results and Marine Scotland Action Levels

Appendix E

Harbour Wall Condition Survey

Appendix F

Dive Survey Report

Appendix G

Revised Marina Layout Options 1A and 2A

Appendix H

Revised Marina Layout Option 2B

Appendix J

On-shore Masterplan

Appendix K

Budget Cost Estimate

Appendix L

Initial Marina Business Case


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1 Executive Summary

Argyll and Bute Council have appointed Hyder Consulting, in association with DTZ, to undertake

a Technical and Feasibility Study of a new marina at Campbeltown. The study was

commissioned to assess the technical issues, operational constraints and the initial business

case for a new marina. The objective of this study is to allow the Council to assess the case to

proceed to Full Business Case.

The study has reviewed the information and data pertaining to this project. The information has

been obtained from Argyll & Bute Council, CLBC, the Harbour Master and discussion with

numerous stakeholders. This information has included site information (borehole records,

topographic and bathymetric surveys, condition surveys, and as-built drawings of related

structures), proposals for other projects in the harbour area, operational use of the harbour and

the current operations and business of the CLBC.

Using this information a technical, operational and commercial market assessment has been

undertaken of the proposals for a new marina at Campbeltown (based on the Option 4 proposal

recommended by the Campbeltown Options Appraisal report prepared by Scott Wilson). Initially

some changes were made to the marina layout in order to comply with current best practice in

marina design.

However, the initial business case review has projected insufficient demand to fill a 145berth

marina. The best estimate of demand for 2020 requires only 57 berths (current capacity is 18

berths with rafting potential to around 40 boats.

The reduced size marina will require less land take than originally proposed. Therefore, there

are two potential locations for the new marina; one in the harbour, the second north of the Old

Quay.

The wave modelling assessment has found the wave climate within the harbour to be less

sheltered than north of the Old Quay. However for both marina locations additional protection

would be required, by a breakwater.

The technical review found that dredging would be required in both locations. The sediment

sampling and testing found that some contaminants are present in the sediments in both areas.

However these are between Action Level 1 and Action Level 2, so Marine Scotland will need to

be consulted to decide whether sea disposal is appropriate for the dredged sediments.

Dredging and construction of a new marina within the harbour would require construction of toe

protection works to the Hall Street harbour wall (Wall O) and replacement of the Old Quay

harbour wall (Wall A).

The operational review found that the proposed marina in the harbour would impede use of the

Old Quay. This quay is currently used for berthing fishing vessels up to two deep alongside the

quay.

Although the original marina proposal north of the Old Quay conflicted with the Scottish Water

buried pipeline and outfall, the revised number of berths would require less seabed area and

therefore not extend as far as the buried pipeline.

It is recommended that the area north of the Old Quay is the best location for the new

marina.



Two marina layout options (1A and 2A) were prepared to assess the best pontoon arrangement.

During consultation with the Harbour Master it was identified that the location of the floating

breakwater in Option 1A would restrict the use of the Fish Quay and Fuel Berth. Therefore for

operational reasons Option 2A was preferred.

These layouts were also tested in the numerical wave model, which should that under normal

operating conditions (1 in 5 yr return period event) the required wave climate would be provided.

However under an extreme event (1 in 50yr return period) the wave conditions would not meet

the design standard.

As a result of this assessment, a further option (2B) was developed. This option utilises a piled

wavescreen to provide the required wave climate in the marina to suit current design standards.

On operational and technical grounds, Option 2B is recommended as the preferred

option. The budget cost estimate for the construction for this option is £2,664,460 including

30% ‘optimism bias’ and excluding VAT.

For longer term capacity planning, the design of Option 2B has in-built flexibility to

accommodate a cost-effective extension to the marina. With an estimated capital cost of only

£70k, an additional 12 berths can be provided increasing capacity from 45 to 57 berths.

The cost estimates are based on the assumption that the dredged material is suitable for

exaction by excavator and that all dredged material will be disposed at sea, at the Campbeltown

disposal site.

In order to reduce project risks, obtain greater cost certainty and enable the project to proceed,

the following work should also be undertaken:

� consultation with Marine Scotland and SEPA in order to determine an acceptable

dredging disposal route,

� consultation with Marine Scotland and the Planning Authority in order to determine if an

Environmental Impact Assessment is required

� geotechnical site investigations, to inform the design of dredging and construction works

and enable further sediment contamination testing at depth

� develop the designs further to take account of ground conditions

A number of marine and planning consents and licenses are required to undertake the

construction of the new marina. These are issued and managed by Marine Scotland and the

Planning Authority, Argyll and Bute Council.

Since the proposed marina will be constructed on seabed belonging to the Crown, Crown Estate

consent will also be required and an annual rent will be charged.

Once full marine and planning consent has been obtained, the project could be progressed to

detail design, contract tendering and construction.

As part of the initial business review, a financial business model has been prepared for the

proposed marina. The model shows that it is not possible for the new marina to be self

financing. The financial model demonstrates that neither the capital costs nor an allowance for

depreciation are fundable. Even in the most optimistic scenario there is an NPV of -£169k when

capital costs are excluded and depreciation included.

This analysis indicates that there is no commercial rationale for investment and that the project

is not commercially viable.



However, if capital costs and depreciation charges are excluded the ‘best estimate’ scenario

indicates a positive NPV of £42k. The level of profitability is marginal for the best estimate

scenario with discounted profit only averaging around £2k per annum.

In accordance with CHORD governance, this project is being assessed from a business

perspective and therefore the NPV analysis cannot be considered without capital costs and

depreciation. Therefore, in order for the project to proceed it would be necessary to identify

funding sources for the capital cost. Identification of additional income or operational cost

savings during the lifecycle of the project will also improve the commercial viability of the

project.

Alternative delivery models will also need to be reviewed to identify the ‘best fit’ for the new

marina. This could include Campbeltown Loch Berthing Company or a new private sector led

business.



2 Introduction

2.1 Project Background

Argyll and Bute Council has agreed to an ambitious and forward-looking programme to assist

regeneration and economic development in five of its waterfront towns – Campbeltown,

Helensburgh, Oban, Rothesay and Dunoon. In November 2009, the Council unanimously

agreed to allocate more than £30 million to the ‘CHORD’ programme. The multi-million pound

initiative will see major improvements to the town centres and waterfronts of all five towns. One

of the projects is the development of a new marina at Campbeltown.

There is currently an existing pontoon at Campbeltown that is used by resident and visiting

recreational boats and yachts, which has capacity to berth approximately 34 boats. The pontoon

is owned and operated by the Campbeltown Loch Berthing Company and is located on the

northern side of Campbeltown Harbour, within Campbeltown Loch.

Figure 2.1 – Location Plan of Campbeltown Harbour

In 2008, the consultants, Scott Wilson undertook an options appraisal report [Ref. 6] for a new

marina. The report recommended Option 4, which involves dredging and construction of new

pontoons on both sides (north and south) of the Old Quay. This option has been taken forward

for assessment in this study. Following this review, the study has evaluated revised option

designs.



2.2 Project Objectives of the Scheme

The objectives of this project are to:

� Increase the number of berths to 145.

� Improve and extend the existing facilities to provide an attractive facility for recreational

sailing.

� Market a redeveloped marina to capture a greater share of the recreational sailing sector.

At present the facility is envisaged as a ‘transit’ marina but the opportunity for

development of a commercial marina has not been ruled out.

� To put in place an agreed, robust and sustainable management organisation.

2.3 Study Brief

Hyder Consulting, in association with DTZ, were commissioned by Argyll and Bute Council to

undertake a technical feasibility study of a new marina at Campbeltown.

The project brief included:

� a review of existing information

� an assessment of infrastructure requirements and construction issues

� a review of the wave climate

� an assessment of the marina layout in accordance with current design standards.

� masterplanning of on shore facilities to support the marina.

� a review of the initial marina business case.

The above assessment was to be undertaken with due consideration and review of the existing

harbour operations and uses, the historic listed status of buildings in Campbeltown Harbour and

other ongoing infrastructure and regeneration projects in Campbeltown.

The study has assessed the feasibility of providing the new marina in the locations

recommended by the Scott Wilson options appraisal report [Ref.6].

The initial marina business case has been developed by DTZ.

The objective of this study is to allow the Council to proceed to detailed design and subsequent

Full Business Case.



2.4 Acknowledgements

In undertaking this study, Hyder and DTZ have consulted with and received information from a

number of sources. In particular we would like to thank the following individuals for their time

and assistance:

� Stuart Green and Nicola Debnam – Argyll and Bute Council

� Stephen Scally and David Martin – Campbeltown Harbour Master and Assistant

John Mactaggart, Willie MacDonald and Michael Taylor – Campbeltown Loch Berthing

Company

� Martin Gorringe – Argyll and Bute Council

� Jim Bryson and Arthur McCullock – Argyll and Bute Council

� George Bradley – RNLI

� Colin Craig – West Coast Motors

� Brian Keating – Kintyre Development Company

� Richard Johnston – Clyde Fishermans Association

� Rachael Duncan – Marine Scotland

� Joanne Casey – AECOM

� Jeremy Cox and Billie Barr – Halcrow

� Ross MacPhie - Scott Wilson

� Campbeltown Loch Sailing Club members:

� Alastair Cousin

� Michael Foreman

� David Lord

� Robert Craig



2.5 Other Projects within Campbeltown

The following infrastructure and regeneration projects are ongoing within Campbeltown:

2.5.1 Campbeltown Townspeople Heritage Initiative

The Townscape Heritage Initiative (THI) is to provide improvement to the heritage and

conservation sites of the town. The project focuses on the regeneration and conservation of

local buildings and architecture, mostly in the town centre. This project is part of the CHORD

programme.

2.5.2 Campbeltown Kinloch Road Regeneration

This project is to provide physical regeneration of the Kinloch Road area, including improvement

of the public realm. The project involves a land transfer legal agreement between Argyll and

Bute Council and ACHA in order to realign the road through Park Square. The Highways depot

is being demolished and the land is being passed to ACHA. The garage area next to Park

Square may be purchased by the Council and used in the interim as a car park.

2.5.3 Campbeltown Infrastructure Project

This project will provide infrastructure improvements within the Campbeltown area to enable the

transfer of large indivisible loads (such as wind turbine tower sections) between a new factory

developments at Machrihanish Airfield and the New Quay at Campbeltown Harbour for export.

This improvement is proposed to provide the infrastructure required to facilitate the development

of renewable energy industry in the area.

The project involves a package of road works and modifications to the New Quay at

Campbeltown Harbour. These works include:

� road works between Machrihanish and the town – including new road through Park Sq;

� dredging to deepen the New Quay berth

� works to New Quay existing open deck, combi wall and slipway,

� new revetment in north west corner of the harbour and new road alignment at Old Quay /

Hall St junction,

� new road realignment at the New Quay



2.6 Existing Marina Facilities and Amenities

2.6.1 Berthing

The existing floating pontoon has been located in its existing location since the late 1980’s. The

pontoon is secured in place by a chain and anchor system which allows the pontoon to move up

and down with the tide. The surround seabed has been dredged to provide approximately 3m

water depth at lowest astronomical tide (LAT).

The pontoon is approximately 100m long. This can accommodate approximately 16 yachts

alongside (with no rafting), assuming an average boat length of 10m. This includes two

dedicated commercial berths, plus 8 boats on either side of the main pontoon.

Figure 2.2 The Existing Pontoon

However, current demand during peak periods is often 30+ boats. The consequence is that

rafting up is the norm. The limit of the marina when rafting is used is approximately 34 boats,

which would assume double rafting on both sides of the pontoon:

The two dedicated commercial berths are used by rigid inflatable boats (RIBs) operated by the

Kintyre Express and Mull of Kintyre Seatours.

The pontoon is owned and managed by the Campbeltown Loch Berthing Company (CLBC),

who employ an attendant to undertake day to day housekeeping – collecting berthing fees from

the honesty box, restocking information leaflets, keeping the pontoon clean and tidy – and

assisting visiting boats approaching or leaving the berth and with enquiries. This role is

provided on a part-time basis throughout the summer season.

Visiting yachtsmen can also choose to pay their dues at the Visit Scotland Tourist Information

Office that is located on the Old Quay. Visit Scotland levy a charge to CLBC for this service, but

it facilitates collection of dues from visiting boats without the need for a full time marina manager

role.



2.6.2 Showers and Toilets

The following crew facilities are provided within walking distance of the pontoon:

Aqualibrium – dedicated showers and toilet facilities for sailors are provided in the new

Aqualibrium building. There is one shower and one toilet for each sex, plus a washing machine

for laundry.

There is currently a charge or £3 levied per person to use these facilities.

Although there is a dedicated external access to these facilities, it is not currently used and

access is managed via the Aqualibrium front desk. As a result access is only available during

Aqualibrium opening hours:

� Mon & Wed 07.00 – 21.00

� Tues & Thur 08.00 – 21.00

� Sat & Sun 10.00 – 17.00

Public toilets – located in Balgram St, with access via a keypad access code for out of hours

access. The standard of these toilets is poor. There is no charge to use these facilities.

2.6.3 Electricity and Water

There is provision of electricity and water supply for berthed vessels on the existing pontoon.

Electricity is provided from 8 bollards, with four sockets per bollard. At present the spatial

distribution of bollards is such that not all boats can access a power point during busy periods.

There are currently three water-points are provided on the pontoon.

2.6.4 Fuel and Gas

Red diesel, petrol and replacement gas canisters can also be purchased from D. McNair & Son,

whose premises on the waterfront are a short distance from the current marina. They also sell

diesel from the fuel berth on the Old Quay, provided by a hose to vessels moored alongside.



Figure 2.3 Existing Fuel Berth

2.6.5 Chandlery and Engineering Services

Local companies including CMC Ship Chandlers, L&A Marine, DM Fabrication (welding

including stainless steel) and JIG Joinery, provide local chandlery and engineering services for

the resident fishing fleet, leisure and commercial craft.

2.6.6 Restaurants, Cafes and Bars

Campbeltown offers a typical variety of eat in, take away and social venues. The majority of

restaurants and bars are located on Longrow and Main Street, which is approximately 200m

walk from the Old Quay. The general standard of the amenities is not high and therefore

provides no significant draw to visiting yacht crews.

The proposed improvements of the marina and potential increase in trade may offer scope for

local businesses to provide a service more appropriate to visiting crews.



3 Review of Existing Information

A large number of data and information sources have been used to inform this study. A full list

of references is provided in Chapter 12.0 of this report. In addition surveys of the harbour

structures have been commissioned to support this study and future design development and

construction works.

3.1 Historic Charts

The UK Hydrographic Office holds within its archives historic charts that have been surveyed

and issued by the Admiralty. Historic Admiralty charts of Campbeltown Loch date back to 1840.

These charts have been viewed and compared for this study to determine changes that have

historically occurred in and around Campbeltown Harbour.

The figures in Appendix A show a selection of the historic Admiralty Chart extracts.

The charts show that Old and New Quays/Piers have existed in some form to create a harbour

at Campbeltown since 1840. These quays have been modified and changed in width and form

over time to their current arrangement, although their overall length has remained approximately

the same.

Between 1848 and 1854 a new harbour wall was constructed between the Old Quay and New

Quay. The highway and houses of Hall Street are now found alongside this wall.

In 1840 the inner harbour area dried at low water. Between 1854 and 1892 the harbour was

deepened so that approximately one third of the harbour was flooded at low water. By 1943 the

seabed levels had changed to create deeper water alongside the Old Quay. In 1983 the

harbour entrance was dredged to 4.0m below Chart Datum (CD), which also provided deeper

water alongside the seaward end of the New Quay. Since that time the dredged level has not

been strictly maintained, however, the charts show that the seabed levels have not significantly

changed.

In 1990 the seabed on the north side of the Old Quay was dredged to 3.0m below CD to

accommodate the new yacht pontoon.

It is noted that seabed levels within Campbeltown Harbour and north of the Harbour have not

historically been recorded significantly lower than the current seabed levels. There is also little

evidence of significant erosion or accretion within the Loch and dredging has been minimal.

It is interesting to note that the Admiralty Charts do show that in the mid 19th century a large

area of the Loch foreshore was reclaimed to create a new recreation ground, which is now

Kinloch Park and the Esplanade.



3.2 Geotechnical Investigations

Argyll and Bute Council and previous local authority, Strathcylde Regional Council have

procured a number of intrusive site investigations within the Campbeltown Harbour. The aims of

the investigations were to understand the ground make-up for a variety of projects proposed

within the harbour, and to the development or improvement of the New and Old Quays.

The majority of the historic boreholes sites are located within the harbour or close to the Old and

New Quay walls. No investigations have been identified further north of the Old Quay.

Nicholson Site Investigation (September 1974)

Site investigative work was undertaken alongside the New Quay in 1974 by Nicholson Site

Investigation. It is presumed the works were undertaken to provide the relevant data for the first

inward extension of the New Quay.

Exploration Associates Ltd – 134100

Factual Report on Ground Investigations (Feb, 1995)

5 no. boreholes were undertaken adjacent to the north and south face of the Old Quay wall.

The aim of the investigation was to provide ground conditions for the replacement of the existing

sheet piled walls (later defined as Fuel Berth Phases 1 & 2 and Inner Wall Phases 1 & 2).

Norwest Holst Soil Engineering Ltd - F11707

Report on Ground Investigation at Campbeltown Harbour (Nov, 2000)

Norwest Holst undertook 9 no. boreholes within the harbour area, north of the New Quay.

The purpose of the investigation is not defined, but it is thought a sheet piled structure was

proposed within the harbour. An extension to the New Quay was proposed for a fabrication

area for the offshore wind turbine structures.

Fugro Engineering Services Ltd - NEA041006

Factual Report on Ground Investigation (Jan, 2005)

14 no. boreholes were undertaken within the harbour, north of the New Quay wall and around

the Old Quay head.

Again, the purpose of the investigations is not defined, but it can be assumed to be an

extension to the Norwest Holst investigation undertaken in November, 2000. It is likely that the

boreholes located around the head of the Old Quay were to provide information for the

replacement of the sheet piled walls of the Fish Quay.

Scott Wilson – S106508

Campbeltown New Quay Expansion – Consolidated Tender from Structural Soils Ltd

(Jan, 2010).

The report produced by Scott Wilson identifies the undertaking of 13 No. boreholes with the

harbour.

The survey works forms part of investigation works into the extension of the New Quay.



Previous investigations have been mostly focussed in the harbour area. To determine the

composition of the seabed in the areas proposed by the Scott Wilson Option 4, the Norwest

Holst survey [Ref 7] has been reviewed. The boreholes undertaken for this site investigation

were located on the north and south face of the Old Quay.

No borehole records have been identified further north of these boreholes alongside the Old

Quay

Figure 3.1 Norwest Holst Soil Engineering Ltd Borehole Location Plan

North of the Old Quay (Boreholes No. 5 & 6)

The uppermost seabed stratum is a 1.0m to 2.0m layer of soft silty sediment. This underlain by

a 1.3m thick layer of medium dense sand, which overlies a 0.6m thick soft gravelly clay strata

consistent across both boreholes.

An inconsistent level of bedrock was identified, -10.9mCD to -13.8mCD.

The two boreholes penetrated the seabed lower than the proposed dredging level. If the strata

is consistent north of the Old Quay, based on the observation made to date, dredging should be

possible to the required maximum depth of -3.0mCD.

South of the Old Quay (Boreholes No. 3 & 4)

The two boreholes reviewed identify a slight variation of strata formation. The common

uppermost seabed stratum is a 0.1m to 0.8m layer of soft silty clay. At BH3 an underlying layer

(0.3m thick) of loose silty sand and gravel is present, with a 6.9m formation made up of soft

gravelly clay to a firm clay. BH4 identifies a 9.7m thick layer of stiff clay and coarse gravel

directly underlying the slender seabed strata.

A consistent level of bedrock was identified, -12.29mCD to -12.58mCD.

BH 3 penetrated the seabed lower than the proposed dredging level. The strata show some

consistency, therefore the proposed -3.0mCD reduced level will cut into the stiff clay and gravel.

The characteristics of this stratum will dictate the method of dredging.



3.3 Harbour Surveys

3.3.1 Harbour Wall and Revetment Surveys

Arch Henderson LLP - Campbeltown Harbour Old Quay Survey Report,

Ref No. 05229 (Dec, 2005)

A survey was undertaken in December 2005 to investigate the condition/ deterioration of the Old

Quay walls. The walls were inspected visually above MLWS and by divers beneath. Thickness

readings of the sheet piles were taken at regular intervals (vertically and horizontally).

Figure 3.2 Arch Henderson LLP – Survey Location Plan Showing Wall Designations

The report identified the Old Quay required remediation action to improve the condition of the

sheet piles and prevent further corrosion damage. The report identified Walls A and L were in

need of immediate reconstruction.

The remaining surveyed walls suffered from accelerated low water corrosion. As a result from

the corrosion, holes and a reduction in the steel sheet pile thickness were identified.

Since this survey was undertaken, Wall L has been replaced with a concrete block revetment,

and the timber suspended deck (Wall K) has been reconstructed with a new filled retaining wall

of sheet piles, with new tie rods. The new tie rods extend horizontally across the full width of

the Old Quay structure and are either connected to the sheet piled Wall A, or where the

structural condition of this wall is not competent, a concrete anchor block has been constructed

immediately behind Wall A. The reconstruction of the Wall K was designed by Arch Henderson

in 2005 and works undertaken in 2006.



Although the survey was thorough, it does not include areas of key importance that relate

directly to Scott Wilsons proposed marina options. Therefore additional survey work was

required on the revetment north of Old Quay and the harbour wall adjacent to Hall Street.

The following surveys have been commissioned to inform this project:

Hyder Consulting Ltd – Harbour Wall Condition Survey,

Ref no. UA002297 (Oct, 2010)

As part of this study, Hyder undertook a visual inspection of the Old Quay structure, the

revetments north of the Old Quay (Walls L, M & N) and the harbour wall adjacent to Hall Street

(Wall O). In addition thickness readings were measured of the sheet piles that form the Old

Quay. All inspections and thickness readings were taken above water level.

The survey report compares its findings to the previous Arch Henderson LLP survey and

provides solutions to remedy the walls existing condition.

Figure 3.3 Hyder – Harbour Wall Survey – Wall Descriptions and Chainages

The survey found that the structure is generally suffering from various degrees of accelerated

low water corrosion. The wall condition was found to be dependent on the age, location and

protection systems applied to the walls.

Walls A, F, G and H were found to be in worst condition. In all cases the steel sheet piles have

suffered from accelerated corrosion, particularly in the low water region. The corrosion has lead

to loss of steel thickness, holing and exposure of mass fill within the structure. Significant repair

works or replacement is recommended to ensure the integrity of the quay structure at these

locations.



Walls C, D & E are also suffering from corrosion, particularly in the low water and splash zones.

The more recently constructed (c.2000) Walls B & J have suffered less corrosion, and an

application of paint has provided some additional protection to Wall B. However, a reapplication

of protection system should be applied to impede further deterioration.

Wall K was generally found to be in good condition and protected with applied paint and

cathodic protection (sacrificial anodes) systems.

The revetment directly north of the Old Quay (Wall L) is a newly constructed concrete block

revetment which is good condition and no remedial work is required.

The revetments further north (Walls M and N) are generally constructed of masonry blocks laid

on a slope, from the beach level to the road above. The age of these structures are not known,

although the original reclamation was constructed c.1850. The revetment structures were found

generally in fair condition but in some places masonry blocks are missing and the revetment has

been locally eroded. Localised repairs are recommended to ensure the integrity of these

structures.

The Hall Street harbour wall (Wall O) is generally in good condition. Sections of pointing have

been damaged by erosion, only minor patch repairs are required to protect the harbour wall in

the future.

Caldive – Campbeltown Marina – Dive Survey and Seabed Sampling,

Ref no. CAL/715/10 (Oct, 2010)

A dive survey of the Old Quay was undertaken in order to identify the condition of the quay walls

below low water level. Caldive were contracted and undertook the dive survey in October,

2010.

The survey used the same wall reference names and chainage markers as the Hyder survey.

The dive survey reported widespread accelerated corrosion, from low water level down to the

bed. Holing was identified to Walls A, G and H. Significant loss of the steel sheet pile wall

thickness was found on Walls A, C, F, G, H and J.

Caldive reported Walls B and K to be in good condition below water, with the protective paint

system mainly intact. Ultrasonic thickness readings on Wall B and K identified dissimilar pan

and web thicknesses to their design values.

The Hyder, Caldive and Arch Henderson surveys have all identified similar areas of concern,

although the condition of the harbour walls appears to have worsened, and in particular Walls A

and H.

3.3.2 Sampling Survey

In addition to a dive survey, Caldive were commissioned to undertake a sampling survey of the

harbour and marina bed. Samples were collected by using a Van Veen Grab deployed from a

small workboat and were taken from within the harbour and north of the existing pontoon; as

shown in Figure 3.4. The sediment samples were transferred to containers supplied by the

testing laboratory, Exova, and transferred the labs by cooler boxes packed with ice.



Figure 3.4 Caldive - Marina Survey and Sample Locations

The sediment sampling and testing was undertaken in accordance with the Marine Scotland,

Draft Guidance for the Sampling and Analysis of Sediment and Dredged Material to be

Submitted in Support of Applications For Sea Disposal of Dredged Material [Ref.4].

The results of the sediment testing are presented in Appendix D. The results have been

compared with the list of Action Levels provided by Marine Scotland (also shown in Appendix D)

and are summarised in Table 3.1.

Location On-site Observations Results Summary

N1

Sandy brown layer 2-3mm thick

overlying narrow black band <1mm

thick.

Several PAHs found to exceed AL1

N2Soft, black harbour mud. Sulphurous

smell.

Several metals found to exceed AL1

but less than AL2


smell.


but less than AL2


smell.

Several metals and PAHs found to

exceed AL1 but less than AL2

S12 grabs each for samples B and C,

multiple grabs for sample A.

All results below AL1

S2

Light brown silty sandy layer 2-3mm

over black harbour mud with

sulphurous smell.


but less than AL2

S3Soft, black harbour mud. Sulphurous

smell.

Several metals and PAHs found to

exceed AL1 but less than AL2

Table 3.1 Sediment Sampling and Testing Summary Results



The results show that contaminants were found in surface sediments at almost all locations. In

all cases the contamination concentrations were found to be less than Action Level 2 (except

PAHs for which an AL2 is not defined). If dredging is required in these locations, then it is

recommended that Marine Scotland be consulted to determine whether the marine sediments

are acceptable for sea disposal. At this stage this remains a significant risk to the project cost

estimates.

Whilst undertaking the dive survey Caldive observed extensive amounts of steel debris, and

significant amount of dead catch on the bed. Notably, the piles on Wall J have been damaged

by the bed debris and future dredging and disposal operations may be impeded by the debris.

If dredging exceeds 1m depth then sediment core samples will be required to identifying the

depth of the contaminated sediments.

3.3.3 Topographical & Bathymetric Survey

Topographic and bathymetric surveys have been carried out by Aspect Land & Hydrographic

Surveys. The topographical survey of the harbour structures, land areas surrounding the

harbour, including the intertidal foreshore, was carried out in September 2010. The topographic

survey was required to tie-in with the bathymetric survey (August 2006) of Campbeltown Loch

and Harbour.

The topographic and bathymetric surveys have been used in this study for the numerical wave

modelling, technical review of dredging works and stability of harbour structures, and for the

marina layout planning and on-shore master planning.



4 Technical Review of Marina Proposals

This chapter provides a technical review of the marina proposal (Option 4) recommended by the

Scott Wilson report; Argyll & Bute Council – Campbeltown Options Appraisal [Ref 6], as shown

in Figure 4.1.

The following Chapters 5, 6 also review the operational issues and demand for a marina of this

size and layout.

Figure 4.1 Scott Wilson Option 4 Marina Proposal

The Scott Wilson proposal includes 66no. 10m long berths in the harbour and 79no. 10m long

berths north of the Old Quay. A new floating breakwater is proposed to extend from the

northeast corner of the Old Quay to provide wave protection to the marina berths north of the

Old Quay.



4.1 Marina Layout

For the purpose of the technical, operational and business case assessment, the marina layouts

proposed by Scott Wilson have been modified in accordance with good practice in marina

design.

Figure 4.2 Revised Marina Layout

The modified marina layout (as shown in Figure 4.2) includes the following changes:

� Rafting of moored vessels has been eliminated and replaced with individual finger

pontoons for each berth. As discussed in detail in the DTZ Campbeltown Marina

Business Plan (Appendix L) individual berths are preferred by sailors as vessels stand

greater risk of damage when rafted together. It is also inconvenient for the inner vessel

attempting to leave the marina and there is limitation of privacy for inner berthed vessel.

� Vessels have been orientated so that they face towards the prevailing wind and wave

direction. This reduces the roll and heave of vessels at berth and therefore reduces the

risk of damage to vessels and the discomfort onboard.

By making these changes to the berthing arrangement the overall number of berths has been

maintained (145no.) but the footprint of the marina has increased. This increase in footprint will

require greater quantity of dredging both within the harbour and north of the Old Quay. [Note

that further review of market demand and recommendations of sustainable numbers of berths

are made in Chapters 6 & 7 of this report.]

In the area north of the Old Quay, the extended dredge area will conflict with the existing

Scottish Water emergency outfall buried pipeline. As a result if a marina of this size is required,

then the outfall pipeline would have to be rerouted.



4.2 Wave Climate

Detailed numerical modelling has been undertaken of the wave climate in Campbeltown Loch

for this study. In particular the modelling has focussed on the wave climate in the region of

Campbeltown Harbour. A report describing the modelling inputs, method and results is

provided in Appendix C.

The proposed marina will be exposed to a wide range of wind and wave conditions and water

levels during its lifetime. In order to investigate the overall feasibility of the proposed locations

for the pontoons, two representative environmental conditions were considered, as detailed in

Table 4.1, with reference to the YHA Code of Practice (2007) [Ref 1] which was used to define

the acceptable wave climate criteria. Waves can and do occur at all stages of the tide,

however, model applications were considered for the highest appropriate water level as this can

support the largest waves, thereby providing a conservative assessment of feasibility.

Environmental

Condition

Description Wind/Wave

Conditions

Water Level

Normal Operating

Condition (NOC)

The conservative worst case wind and

wave climate which can be expected to

be experienced by the marina during

normal operations year round

1 in 5 year return

period values

Mean High

Water Springs

(MHWS)

Design Condition The worst case storm conditions which

may be experienced by the marina

during its design lifetime

1 in 50 year return

period values

1 in 1 year

extreme water

level

Table 4.1 Model Applications

Figure 4.3 Revised Marina Layout Predicted Distribution of Significant Wave Height

under Normal Operating Conditions (left) and Design Conditions (right)

The results show the sheltering effect of the Old Quay, with wave heights in the vicinity of the

existing pontoon being reduced relative to the incident waves by up to 70%, as with the NOC

results. The predicted wave heights are compliant with the design acceptance criteria in parts

of this area. However, wave heights exceed 0.4 m for much of the present marina location.

Reflection from the Old and New Quay result in an area of positive interference offshore of the

harbour entrance, as with the NOC results.



4.3 Dredging Works

Dredging will be required to provide sufficient water depth for boats to navigate safely in to the

marina at all states of the tide. The dredged or natural depth should be at least 0.5m more than

the draught of craft using the harbour. [Ref. 1]. Yachts up to 15m length will typically not exceed

2.5m draft. Therefore it is recommended that the seabed be dredged to at least -3.0m CD to

provide safe water depth within the marina.

A review of bathymetry and topographic survey data shows that dredging will be required to

accommodate new marina proposals both within the harbour and north of the Old Quay. Table 2

shows the estimated dredging quantities for both area, based on the latest bathymetry and

topographic data.

Marina Location Dredge Quantity

In Campbeltown Harbour 27,200m3

North of the Old Quay 32,300m3

Table 4.2 Estimated Dredging Quantities

As the review of the historic charts in Chapter 3.1 has shown, there is no evidence that the

harbour has previously been dredged below current levels. Therefore the stability of harbour

walls may be put at risk if additional dredging is undertaken without protecting these structures.

In order to determine the seabed properties, the geotechnical site investigation data has been

reviewed (see Chapter 3.2). On the basis of this data and the restricted access to the site it is

anticipated that the seabed will be dredged by a long reach excavator from a barge.

In order to assess whether the seabed material is acceptable for sea disposal, sediment

samples have been taken from the dredging locations both within the harbour and north of the

Old Quay. The test results (see Appendix D) show that some of the samples contained heavy

metals and polyaromatic hydrocarbons exceeding the Action Level 1 values issued by Marine

Scotland. No results were found to exceed Action Level 2. Consultation will be required with

Marine Scotland to determine whether this material would be suitable for sea disposal.

If Marine Scotland determine that the dredged material can be disposed at a licensed disposal

site at sea. The closest sea disposal site to Campbeltown is MA060 – Campbeltown which is

centred at 55° 26.84’N 005° 31.65’W. The dredged material will be transported by spilt hopper

barges to the disposal site (approximately 5.5Km sailing distance from Campbeltown Harbour).

If Marine Scotland determine that sea disposal is not acceptable then the dredged material will

be taken to a specialist land disposal site. An initial waste categorisation analysis (using the

CATWASTE application) shows that preliminary classification of the materials is Non-

Hazardous. However, the sediment samples tested recorded high Organic Matter

concentrations ranging from 0.1 to 9.6% although not directly comparable to Total Organic

Carbon (TOC), the possibility remains that the TOC for the sediment samples could exceed the

Non-Hazardous Criteria of 5%. Further testing and consultation with the Scottish Environment

Protection Agency (SEPA) would be required in order to confirm its suitability for land disposal.

The nearest Non-Hazardous disposal site to Campbeltown is at Lochgilphead (50miles by road

from Campbeltown Harbour). Alternatively it may be possible to remediate the material for safe

use or disposal. The cost of both of these methods will be significantly higher than sea disposal.



4.4 Stability of Harbour Structures

From the results of the conditional surveys reviewed in Chapter 3.3 of this report, it has been

identified that some harbour structures are in poor condition. New marina facilities constructed

on or close to these structures may be at risk if their condition is not improved. Therefore, in

order to ensure the safety of marina users and long term viability of the marina the following

structures have been assessed:

Hall Street Harbour Wall (Wall O) – new marina facilities constructed within the harbour will

require dredging of the harbour. Without protection, these works are likely to reduce the stability

of the harbour wall and may undermine the toe of the wall. Therefore it is recommended that the

toe of this wall would need to be protected by construction of a new sheet pile low level

retaining wall, or with a stabilised dredged slope.

Old Quay Wall A – new marina facilities constructed within the harbour will rely on the integrity

of this sheet pile wall, which is currently found to be in poor condition. Also dredging works

required to deep the harbour will reduce the stability of the harbour wall. Therefore it is

recommended that this wall would need to be replaced with a new sheet pile retaining wall.

Old Quay Walls B, C and D – a new marina in the harbour is not likely to impact on the stability

of these walls due to their distance from the proposed marina.

Old Quay Walls J and K – a new marina north of the Old Quay is not likely to impact on the

stability of these walls due to their condition and the sufficient existing water depth adjacent to

these walls, will not require additional dredging.

Kinloch Road Revetment (Wall L) – a new marina north of the Old Quay is not likely to impact

on the stability of this revetment due to its condition and the existing water depth does not

necessitate additional dredging.

Revetment (Walls M & N) – a new marina north of the Old Quay will require dredging close to

the toe of this revetment. Without protection, these works may undermine the toe and reduce

the stability of the revetment.

Scottish Water Emergency Outfall – a new marina north of the Old Quay of the size shown in

Figure 4.2 will conflict with the buried pipeline and outfall. It will be therefore be necessary to re-

route the pipeline in order to accommodate the proposed marina.



5 Operational Review of Marina Proposals

5.1 Existing Harbour Activities

Existing Campbeltown Harbour is a traditional small harbour on the west coast of Scotland. The

New Quay and Old Quay harbour provides safe berths and quays for a diverse range of

commercial and recreational craft. The activities within the harbour and marina can be divided

into the following categories:

Timber – Timber is exported from the New Quay. The timber is stored on the New Quay and

loaded onto vessels up to 65m length. There are noise restrictions imposed on these

operations outside daylight hours.

Renewable Energy Industry – Skykon, formerly Welcon and Vestas, specialise in the

fabrication of wind turbine towers at a manufacturing facility in Machrihanish. Vessels berth Roll-

on Roll-off (Ro-Ro) ferry terminal on the south side of the New Quay to deliver steel sheets used

for the fabrication of the turbine towers. Fabricated towers are exported from the berth on the

north side of the New Quay. ~145m vessels export the turbines.

There are also currently imports of wind turbines and tower sections for a new wind farm

development on the Kintyre Peninsular. These components are unloaded from vessels on the

north side of the New Quay.

General Cargo – The Ro-Ro terminal on the south side of the New Quay was used by the

Campbeltown to Ballycastle ferry until operations ceased in 1999. The terminal is now used

infrequently for general cargo imports and exports.

Fishing – Campbeltown Harbour has been used as a home port and visitor port by the fishing

industry for many centuries. Although the fishing fleet has declined in number, the harbour is still

used daily by a fleet of up to 30 fishing vessels to unload fish stocks. The vessels unload catch

alongside the Fish Quay at the head of the Old Quay. Fishing vessels also frequently berth up

to two deep on the Old Quay inside the harbour and against the Fuel Berth.

Fishing boats using the harbour frequently arrive at last light and leave the harbour before

dawn.

There is a building on the Fish Quay that is used for the storage of landed fish, ice making

machine and other fishing equipment.

Tourism - Four commercial RIBS have permanent or reserved berths at the landward end of

the pontoon. The Kintyre Express, Mull of Kintyre and newly formed Isle of Sanda provide links

for tourists who travel from other destinations such as Lochranza, Ayrshire and Northern Island.

Campbeltown Harbour is visited by the Waverley and Balmoral. These historic passenger ships

operate during peak season and berth on the east face of the Old Quay head (the Fish Quay).

Visitors - Campbeltown Marina accommodates transit and destination visitors, Campbeltown

Loch Berthing Company (CLBC) allocate approximately 20 berths for visitor boats during the

summer season. The number of visitor boats fully utilises any remaining berthing space on the

pontoon. Rafting is the only available method to accommodate the visiting vessels on the

pontoon.



Leisure - Campletown Sailing Club (CSC) currently has a membership of approximately 20-23.

There are no dedicated berths on the pontoon for the sailing club, although some members do

pay for “occasional use” of the pontoon.

Residents CLBC manages the pontoon sited north of the Old Quay. At present, the business

comprises of approximately 8 vessels, either shallow draft or ribs. Although there are

approximately 10 resident boats during the summer season, this figure is managed by CLBC to

control available berthing space on the pontoon.

RNLI – The RNLI has a boat house with crew facilities on the Old Quay. Adjacent to this, on the

north side of the Old Quay, there is a fixed berthing pontoon for an RNLI Severn Class offshore

rescue boat, which is permanently berthed at this location. There is also an inshore rescue boat

housed within the boat house, which is launched from the slipway within the harbour adjacent to

the New Quay.

5.2 Vessel Movements

Estimate vessel movement figures have been obtained from information supplied by

Campbeltown Harbour Master (HM), Campbeltown RNLI and Campbeltown Loch Berthing

Company.

Activity Movements Period

Timber (Import & Export) 10 Month

Wind Towers (Import & Export) 5 to 8 Month

Fishing 80 Month

RNLI 100 Annum

Table 5.1 Commercial and Trade Vessel Movements

Commercial and trade vessel movements provided by the HM are based on an average of

records taken over the last 3 years. Additionally, the figures provided by Campbeltown RNLI

identify an approximate number of launches during 2009.

CLBC have provided figures for VBNs (Number of Visitor Boat Nights). The figures produced

identify a steady decline in VBNs from 2007 to 2010 (1800 to 1300 VBNs). DTZ’s business plan

report assumes that 75% of visits to Campbeltown Marina are transit vessel, compared to

around 25% which are destination based.

It can be assumed the number of destination vessels will increase if the marina and facilities are

improved, and therefore the transit/destination ratio will become more balanced.



5.3 New Marina Impacts on Harbour Operations

The revised marina layouts (as shown in Figure 4.2) will have the following implications on

harbour operations:

Harbour Marina - The extent of the proposed marina pontoons and berths are likely to impede

use of the Old Quay within the harbour, which is frequently used for berthing fishing vessels up

to two deep within the harbour.

Fishing vessels leaving the harbour at early hours in the morning are likely to create some noise

and therefore nuisance to marina users.

It will be necessary to restrict movements of small craft (marina users) whilst commercial

vessels are entering or leaving the harbour. This practice is common in other ports and

therefore sailors are normally prepared to accept some inconvenience with this regard. Since

current the commercial craft movements are infrequent, this is unlikely to have significant impact

on marina users in the short term. However, if vessel movements increase then restrictions may

be become more frequent.

The proposed location of the marina in the harbour will not impact on access to the New Quay

by commercial vessels.

Marina North of the Old Quay - The extent of the proposed marina pontoons and berths north

of the Old Quay will not impede use of the Old Quay. However, the location of the floating

breakwater will impede use of the Fish Quay and Fuel Berth. In particular, large vessels (such

as the Waverley) that berth against the Fish Quay will be restricted from springing off the berth.

Fishing vessels leaving the Old Quay at early hours in the morning are likely to create some

noise and therefore nuisance to marina users.

The use of the harbour and New Quay will not be affected by the proposed marina pontoons

and berths north of the Old Quay.



6 Marina Business Review

To ensure a successful marina proposal is developed, DTZ have produced an initial business

case (see Appendix L) to ensure the proposed marina meets the future market demand,

customer requirements, financially viable and produces a viable long term solution.

The DTZ initial business case has been reviewed to determine if its study has produced an

accurate projection for the future of the Campletown marina.

6.1 Market Review

DTZ have undertaken an assessment into the number of berths required at the new marina by

analysing the main market segments currently at Campbeltown marina;

� Resident boats – Those who pay for a season berth (May to October and/or November to

April).

� Occasional berthing – Local based boats. Regular users, occasional users and

concessionary users.

� Visitor boats – Which are not based at Campbeltown Loch.

Resident Boats – DTZ believe around 10 resident vessel berth at the marina, although this

number is managed by CLBC, to ensure sufficient space is available on the pontoon for visiting

boats. In addition all the CLBC moorings have all been accommodated for. This is presumed to

be down to the low mooring charge rate per metre.

The predominant vessel types within the marina are motor boats. The Campbeltown Sailing

Club (CSC) members are expected to use the moorings within the loch. During winder, the

majority of the CSC are withdrawn and stored on land, few berth on the pontoon.

If a larger marina is developed on dedicated berths, it is foreseen the marina will receive a

constrained increase in demand. This is like to be from sailing club members, winter residents

and summer residents who will visit from within the Kintyre catchment. Also to this demand

berthing space will be required from the commercial ribs, who currently have reserved berths on

the existing pontoon. DTZ estimates that because of the season nature of the market and

limited catchment, there will be no significant change in the demand for commercial berths at

the marina.

Occasional Berthing – Current vessels are slipped, and infrequently berth along the pontoon.

The space on the pontoon is not used effectively as vesting yachts cannot raft against the ribs.

Members of the CSC only use the pontoon for minor operations, and berthing on the pontoon is

prohibited. Reserved berthing for concessionary berthing will not be required on the proposed

pontoon arrangement.

Visitor Boats – The predominant vessels that visit are either transit or destination. DTZ believe

the majority of the visitor boats are on transit, and estimate that 75% are transit and the

remaining 25% are destination based.

Data on Visitor Boat Nights (VBNs) obtained by DTZ, between 2003 -2007 show no discernable

trend increase. The VBNs/annum remains consistent, but the VBNs between 2007 – 2010

decline.



Although the VBNs have recently decreased, it is clear that the VBNs have not increased;

therefore it can be assumed Campbeltown is a stable/contracting market which is not

expanding. The lack of capacity, problems with berthing means the latent demand is greater

than expressed demand.

6.2 Demand Projection

The values within Table 6.1 represent projections calculated by DTZ regarding the proposed

VBNs and associated proposed berthing space for future scenarios. DTZ believe the best

estimate assumption of a 2.5% annual compound growth rate best suits the characteristics of

Campbeltown marina;

No. of

VBNs

No. of

Berths

No. of

VBNs

No. of

Berths

No. of

VBNs

No. of

Berths

2011 1300 22 1300 22 1300 22

2012 1600 28 1600 28 1600 28

2013 1600 28 1640 28 1680 29

2014 1600 28 1681 29 1764 30

2015 1600 28 1723 30 1852 32

2016 1600 28 1766 30 1945 33

2017 1600 28 1810 31 2042 35

2018 1600 28 1856 32 2144 37

2019 1600 28 1902 33 2251 39

2020 1600 28 1949 34 2364 41

Pessimistic Scenario -

0% compound growth

rate p.a.

Best EstimateScenario

- 2.5% p.a. compound

growth rate

Optimistic Scenario -

5% p.a. compound

growth rate

Figure 6.1 DTZ Projected Growth in Visitor Boast and Berths

DTZ have projected that to meet the estimated number of berths required to meet periods of

peak demand over the period 2011 – 2020 is 57, an increase of 22 berths.

2010 2020 Increase

Resident Boats - Commercial (Ribs/Shallow Draft) 3 3 0

Resident Boats - Occasional (Ribs/Shallow Draft) 0 3 3

Resident Boats - Leisure (Motor Boast & Yachts) 10 17 7

Visitor Boats (Yachts) 22 34 12

Total 35 57 22

No. of BerthsMarket Segments

Figure 6.2 DTZ Calculation of Required Marina Size

The 57 berths specified are to accommodate the maximum demand in 2020. Therefore to

produce a more cost effective design, one based on accommodating the mean berth numbers

during peak season, it would be wise to design a 45 berth proposed marina with 45 berths, with

potential to expand to meet the foreseen 2020 berth requirements.

To accommodate the market requirements at Campbeltown marina, berths should be sized for

10m, 12m and 15m vessel. To reduce the dredging within the marina, the shallow draft vessel

(commercial and leisure ribs) should be sited close to the land entrance of the marina.



6.3 Market Requirements

In order to provide an attractive and accommodating marina to visiting and permanent yachts

and motorboats, provisions of the following marina facilities are recommended:

� Marina office and receptionist, for paying dues, bookings, enquiries, general information

and on-site support.

� Modern shower, toilet and laundry facilities, that are clean and close to the marina, with

24hr access. The numbers of facilities required for new marinas are shown in Table 6.3.

Male Female

Toilets 1 per 50 berths 1 per 50 berths

Urinal 1 per 75 berths

Wash Basin 1 per 50 berths 1 per 75 berths

Showers 1 per 75 berths 1 per 75 berths

Washing Machine 1 per 300 berths

Drying Machine 1 per 300 berths

Deep Basin 1 per 300 berths

Table 6.3 Marina Facilities Numbers [Ref 1]

� Electricity and water supply on the pontoons

� Waste disposal (chemical toilet and solid waste), that regularly emptied, cleaned and

close to the marina.

� Sale of fuel, gas and chandlery close to the marina and open all days of the week.

� Engineering services are not essential but useful for permanent berth holders and

emergency repairs to visiting boats.

� Security provision suitable for the location (e.g. CCTV and restricted access to pontoons,

berths and marina facilities.

� Wifi broadband internet connect – useful but not essential.

All facilities should have facilities for disabled people, in accordance with the Disability

Discrimination Act.

It is also recognised that the regeneration of the waterfront area and the upgrading of the

restaurant facilities would enhance Campbeltown’s attractiveness as a destination for yachts

cruising in the Clyde Estuary. This would support both the commercial viability of the new

marina and boost the local economy through increased tourism expenditure.



7 Discussion of Marina Proposals

From the business review undertaken for this study, it is evident that the proposed 145 berth

marina capacity far exceeds projected demand. Therefore construction of a marina of this size

is not recommended.

Best estimate projections suggest a maximum demand in 2020 for 57 berths. This value is far

lower than the 145 berths recommended by the previous Campbeltown Options Appraisal report

[Ref 6] and the project objectives. The Scott Wilson Options Appraisal report does not provide

justification for the provision of 145 berths. Therefore, it is recommended that the proposed

marina size be reduced to 57 berths.

Such a reduction in marina capacity will only require development of one marina site at

Campbeltown Harbour. The principal options for marina location are either within the Harbour or

north of the Old Quay. In both locations the overall size of the marina will be reduced from that

shown in Figure 4.2, since fewer berths will be required.

The study has shown that the wave climate within the harbour is less protected than the area

north of the Old Quay. However, development of a marina in both locations will require the

construction of additional wave protection, in the form of a breakwater structure.

The construction of the marina in the harbour will require works to protect the toe of the Hall

Street harbour wall (Wall O) and replace Old Quay harbour wall (Wall A), due to the additional

dredging required to accommodate yachts in the marina. The marina in the harbour will also

impede use of the Old Quay by fishing boats and occasional restrictions will be applied to

vessels enter or leaving the marina due to movements of commercial vessels entering or

leaving the New Quay.

Construction of the marina north of the Old Quay will require extensive dredging works.

However, the extent of these works and dredging volume will be reduced significantly since the

marina capacity in this area will be reduced to 57no. from 79no. This reduction in dredge area

will also avoid the Scottish Water outfall, and therefore negate any works to re-route the buried

pipeline.

The location north of the Old Quay will provide a separate marina area, away from the activity

and noise of other harbour activities. However, the construction of a breakwater directly

adjacent to the Fish Quay, may impede use of the head of the Old Quay.

On this basis it is recommended that the area north of the Old Quay is promoted as the

preferred location, but options to reposition or replace the breakwater be considered.



8 Marina Proposal Design Development

The findings of the previous chapters have been taken forward to develop proposals for a new

marina design. New marina layout options are assessed in Chapter 8.1. The financial business

plan for the developed Option 2B and the on-shore masterplan is then assessed.

8.1 Marina Layout Options

Two new marina layout options were developed with a reduced marina capacity of 57 berths in

accordance with projected demand for 2020, as shown in Figures 8.1 and 8.3 below. A further

Option 2B is a development of Option 2A, as shown in Figure 8.5. [Larger copies of these

drawings are presented in Appendices G & H.]

8.1.1 Option 1A

Figure 8.1 Revised Marina Layout Option 1A

Option 1A utilises the existing pontoon, in its current position, with three additional pontoon

lengths extending north. All berths are accessed by individual finger pontoons.

The berths are arranged for a range of vessel sizes, with 10m length boat on the first pontoon,

12m length boats on the second and 15m length on the third. The continuous berth on the south

side of the main pontoon enables a flexible berthing arrangement, accommodating a range of

vessel sizes as required.

This arrangement enables the dredge depth to be designed to suit the draft of boats (-2.5mCD

area and -3.0mCD area, as shown), and thereby minimising the dredging quantity. The

estimated dredging quantity is 13,250m3.



The navigation entrance to the main area of pontoons is located on the north side of the marina.

The entrance channel and northern extent of the dredged area will be marked by lights and

painted piles to aid navigation.

The entrance at the north of the marina provides a separation between recreational craft using

the marina and commercial/fishing vessels using the Old Quay. This arrangement will not

impact the movement of the RNLI Severn Class lifeboat or the day fishing boats that currently

use the Old Quay. However, a floating breakwater attached to the north east corner of the Old

Quay does restrict use of the Fish Quay, particularly for large vessels that ‘spring off’ the corner

of the quay.

Pedestrian access to the marina has been changed from its current entrance on Kinloch Road

to a new entrance directly onto the Old Quay. This provides more direct access to the marina

facilities and office located on the ground floor of the Harbour Master’s office building.

The floating breakwater attached to the north east corner of the Old Quay provides some

protection to marina from waves. Figure 8.2 shows the predicted significant wave height

distribution for the proposed Option 1A under normal operating conditions (1 in 5yr return period

event) and under design conditions (1 in 50yr return period event).

Under normal operating conditions the predicted wave heights in the marina area and the

entrance channel are compliant with the NOC acceptability criteria of a maximum wave height of

0.3 m [Ref 1].

Under a 1 in 50 yr return event a significant part of the marina area, between the floating

breakwater and the middle pontoon, shows predicted wave heights which are in excess of the

maximum 0.4 m wave height specified for design conditions [Ref.1]. Although it is unlikely that

the entrance channel will be used in these conditions, there are a number of berths within the

marina that fall below the specified design standard.

Figure 8.2 Option 1A Predicted Distribution of Significant Wave Height under Normal

Operating Conditions (left) and Design Conditions (right)



8.1.2 Option 2A

Figure 8.3 Revised Marina Layout Option 2A

The pontoon layout for Option 2A provides a spine pontoon at the north side of the marina with

three additional pontoon lengths and all marina berths to the south. Again all berths are

accessed by individual finger pontoons.

The berths are arranged for a range of vessel sizes, with 10m length boat on the first pontoon,

12m length boats on the second and 15m length on the third. For this option the third pontoon is

also a floating breakwater, which is wider and more robust than normal marina pontoons.

As for option 1A, this arrangement enables the dredge depth to be designed to suit the draft of

boats (-2.5mCD area and -3.0mCD area, as shown), and thereby minimising the dredging

quantity. This estimated dredging quantity for this option is 12,700m3.

The entrance to the marina, will be marked by lights to aid navigation. It is located on the south

side of the marina, which requires recreational craft entering the marina to sail alongside the

commercial/fishing vessels and the RNLI lifeboat berthed against the Old Quay. However,

sufficient space has been allowed in the layout for vessels to pass safely and for the RNLI life

boat to access her berth safely.




Since this option does not require a breakwater attached to the Old Quay, there is no restriction

on vessels using the Fish Quay and Fuel Berth.



Figure 8.4 shows the predicted significant wave height distribution for the proposed Option 1A

under normal operating conditions (1 in 5yr return period event) and under design conditions (1

in 50yr return period event).

Figure 8.4 Option 2A Predicted Distribution of Significant Wave Height under Normal

Operating Conditions (left) and Design Conditions (right)

Wave heights within the marina area are predicted to be compliant with the NOC acceptability

criteria of a maximum wave height of 0.3 m. However, as for Option 1A, a significant portion of

the marina area is shown to have predicted wave heights in excess of the design standard of

0.4 m for extreme (1 in 50 yr return period) events [Ref 1].



8.1.3 Developed Option 2B

Options 1A and 2A are comparable in many ways. Of the two options, Option 2A provides the

least disruption to existing harbour operations, because the breakwater is detached from the

Old Quay. However, neither option meets the required wave climate required by design

standards [Ref 1] under extreme wave conditions.

Both Options 1A and 2A provide sufficient berth capacity to accommodate 57 vessels.

However, the demand projections show that this requirement will not be realised until year 2020.

For this reason the Business Plan (presented in Chapter 6) recommends that the marina be

designed to initially accommodate 45 berths, with sufficient space to expand capacity at a later

date to meet the foreseen 2020 berth requirement of 57 berths.

These issues have been considered in the development of the recommended Option 2B (see

Figure 8.5).

Figure 8.5 Revised Marina Layout Option 2B

Based on the same footprint area as Option 2A, this option initially provides 45 berths, with

space to expand to 57 berths at a later date. The initial construction includes dredging the whole

marina basin and installing all pontoon piles. The only works required to increase the marina

capacity will be to procure and install additional pontoons (shown dashed in Figure 8.5). The

guide piles for the future pontoon extension will initially be used to mark the edge of the dredged

area, as an aid to navigation.

As for option 2A, this arrangement enables the dredge depth to be designed to suit the draft of

boats (-2.5mCD area and -3.0mCD area, as shown), and thereby minimising the dredging

quantity. This estimated dredging quantity for this option is 12,700m3.

The revised Option 2B includes a piled wavescreen (see Figure 8.6) rather than a floating

breakwater. This structure is designed to reflect more wave energy and thereby provide greater



shelter from waves. Since the breakwater is not attached to the Old Quay, there is no restriction

on vessels using the Fish Quay and Fuel Berth.

Figure 8.6 Piled Wavescreen

The piled wavescreen acts to prevent the long design waves from enter the marina. Figure 8.7

shows the predicted significant wave height distribution for the proposed Option 2B under

design conditions (1 in 50yr return period event).

The predicted wave heights throughout the marina area are compliant with the defined

acceptability criteria of 0.4 m for the design condition. There is a small area of reflection from

the existing marina revetment which results in slightly elevated wave heights between the two

pontoons.

The wavescreen causes reflection of waves, which does increase the wave climate on the

seaward side of the screen, and wave heights in the approach channel, between the pontoons

and the Old Quay are in excess of 0.4 m. However, it is not expected that vessels will be

entering or leaving the marina during the extreme wave events.






Figure 8.7 Option 2B Predicted Distribution of Significant Wave Height under Design

Conditions



8.2 On Shore Masterplan

A masterplan for the on-shore facilities has been developed for the marina, as shown in

Appendix J. The masterplan has been developed with consideration to the local streetscape,

listed structures, harbour operations and modern marina requirements.

8.2.1 Marina Facilities

Marina facilities will be provided on-shore facilities expected by sailors in modern marinas and

at least the minimum specified by the Yacht Harbour Association.

The marina will provide the following facilities:

� Marina office and receptionist, for paying dues, bookings, enquiries, general information

and on-site support

� Modern shower, toilet and laundry facilities, with 24hr access, as shown in Table 8.1.

Male Female

Toilets 2 2

Urinal 1

Wash Basin 2 2

Showers 1 1

Washing Machine 1

Drying Machine 1

Deep Basin 1

Table 8.1 Proposed Marina Facilities

� Waste disposal, for chemical toilet and solid waste

It is proposed that the new marina office, showers, toilets, laundry and chemical toilet disposal

facilities will be provided on the ground floor of the Harbour Master’s office. A space of

approximately 80m2 will be required, to be leased from Argyll & Bute Council. The building will

be fitted with fixtures expected of modern marinas, which are anticipated to require

refurbishment every 5 years. A new entrance to the building will be built on the north side of the

building to provide a dedicated entrance to the marina facilities.

If the marina is to be constructed in a phased approach (as proposed for Option 2B), it is

feasible for the existing yachtsmen’s facilities that are provided in the Aqualibrium to be utilised,

if the number of berths is less than 50. Changes will be required to enable access to the

facilities 24hrs a day. This will require a key pad or swipe card system and CCTV to be installed

at the entrance to the facility, on the south side of the building. This option would save costs in

the short term for development of the marina.

On the Old Quay, it is proposed that the area in front of the new marina facilities be

redeveloped. The area will be resurfaced and an integrated area for use by pedestrians and

vehicles, where priority will be given to pedestrians. The mostly pedestrian area will be

furnished with new seating, lighting and planters, providing a safe and attractive environment

with an outlook over the marina. Examples of street furniture are provided on the On-shore

Masterplan (see Appendix J).



Security for the new marina will include the provision of CCTV coverage over the marina

pontoons and entry gate, that will monitored and controlled from the marina office. A pin code or

swipe card entry system will provide access to the pontoons, berths and marina facilities.

Currently the following facilities are provided by local businesses.

� Sale of fuel, gas and chandlery close to the marina and open all days of the week.

� Engineering services are not essential but useful for permanent berth holders and

emergency repairs to visiting boats.

It is expected that these facilities will remain and increase in supply as the marina expands.

8.2.2 Local Amenities

Campbeltown offers a variety of restaurants, public houses, bars, hotels and fast-food take

away venues. The majority of restaurants and bars are located on Longrow and Main Street,

which is approximately 200m walk from the Old Quay. There is also a cinema located adjacent

to the harbour on Hall Street.

8.2.3 Development Opportunities

The development of a new marina brings with it opportunity for investment in other local

business. A predicted increase in visiting and permanent boat numbers will bring greater

numbers of visitors to Campbeltown. Also with proposed improvements to the public realm on

the Old Quay and Kinloch Road (proposed as part of the Kinloch Road Regeneration project),

greater uses of the harbourside area is foreseen. This increase in footfall is likely to provide an

increase in trade in Campbeltown and in particular the harbour area. This will offer opportunity

for local businesses to provide new shops, restaurants, and bars, along Hall Street with views

overlooking the harbour.

The Kintyre Development Company also has proposals to develop the Royal Hotel, with £2m of

funding committed (£1.1m by HIE) and the residual funding requirement of £5m coming from

debt/equity finance. The Company propose to provide good quality bar and restaurant facilities.

In its prominent location in Kinloch Road directly opposite the proposed marina, the

redeveloped Royal Hotel will provide a natural draw to yachtsmen.



8.3 Dredging and Construction Works

The marina will be constructed using both floating and land based plant.

There are approximately 12,700m3 of sediments to be dredged to provide sufficient water depth

in the new marina. The dredging works will be undertaken by a long reach excavator from a

spud-leg barge. Depending on the licensing conditions set out by Marine Scotland and SEPA,

the disposal of dredging will either be to a licensed sea disposal site, to land fill or, alternatively,

using remediation methods.

If the dredged sediments are allowed to be disposed at sea they will be transferred to a split

hopper barge and towed to the licensed sea disposal site, approximately 5.5km from

Campbeltown Harbour. If the dredged material is to be taken to land fill and is designated Non-

Hazardous material, it will be carried 50miles by road to a landfill site at Lochgilphead. This is

anticipated to generate approximately 1000 lorry journeys.

The pontoon guide piles and breakwater piles will be driven into the seabed from a spud-leg

barge or jack-up rig. The piles will be pre-painted and then re-applied if any paint is lost during

piling. Each guide pile will be capped with white polyethylene caps.

All works to the quayside surfacing and street furniture, and marina facilities building will be

undertaken by conventional civil engineering and building methods. CCTV and gate entry

systems will be installed by a specialist M&E contractor.

Due to the remote location of site and long travel distance by road it is likely that the larger

construction materials, such as piles and pontoons will be delivered by sea and lifted from ship

to a dedicated construction compound on the quayside for storage during construction.

It is recommended that use of local skilled and non-skilled labour, and local materials is actively

encouraged in the construction contract.

8.4 Maintenance Works

Anecdotal evidence from the Harbour Master and CLBC suggests that siltation in the area north

of the Old Quay is currently very low. This is supported by the review historic Admiralty Charts

which shows very little change in seabed levels. It is reported that there has been no dredging

undertaken in that area to maintain water depths in the last 20 years. Therefore it is anticipated

that the future maintenance dredging requirements will be minimal.

The marina pontoons and piles will have a 20 – 25yr life if regularly inspected and maintained.

The Pontoons and electricity and water services will require bi-annual inspections and the

gaskets and bolted connections between pontoons tightened regularly.

It is anticipated that the marina facilities (showers, toilet and laundry) will require refurbishment

every 5 years, to ensure that a good standard is maintained.



8.5 Construction Cost Estimates

A budget estimate of construction and maiantenence costs for the new marina has been

prepared by Gardiner & Theobald firm of quantity surveyors who are experienced in marine

construction works.

The budget cost estimates for the construction of Option 2B are presented in Table 8.1. These

cost estimates have been used in the business plan presented in Chapter 8.6 of this report.

Item Description Cost Estimate £

1 Dredging Works 259,150

2 Pontoons 918,985

3 Hard Landscaping 62,700

4 Soft Landscaping 1,000

5 External Lighting 12,000

6 Buildings 135,750

7 Infrastructures 85,000

8 Contractor Preliminaries (12.5%) & OHP (7.5%) 308,000

9 Professional Fees (15%) 267,000

10 Optimism Bias (30%) 614,875

Total Project Costs excl VAT 2,664,460

Table 8.1 Recommend Option 2B Budget Cost Estimates

The estimated budget cost for future installation of additional pontoons to increase the berth

capacity from 45 berths to 57 berths (at today’s rates and without inflation) is shown in Table

8.2.

Item Item Cost Estimate £

2 Additional Pontoons 38,650

8 Contractor Preliminaries (12.5%) & OHP (7.5%) 8,092

9 Design Fees (15%) 7,011

10 Optimism Bias (30%) 16,126

Total Project Costs excl VAT 69,879

Table 8.2 Additional Marina Pontoon Budget Cost Estimates

A full breakdown of the budget cost estimates for Option 1A, 2A and 2B is provided in Appendix

K. The cost estimates are based on the concept design drawings prepared by Hyder and a

number of assumptions stated in the cost estimate report.

The cost estimates provided here are based on the assumption that the dredged material is

suitable for exaction by excavator and that all dredged material will be disposed at sea, at the

Campbeltown disposal site.



In accordance with HM Treasury guidance, an ‘optimism bias’ has been added to the capital

cost estimates. This factor reflects the fact that unforeseen costs and necessary changes to

project can increase project costs as the project is developed and constructed. In this case a

percentage figure of 30% has been applied which is commonly used at this stage of projects. It

is recommended that if the scheme is progressed then a more detailed risk assessment be

undertaken and a risk valuation is calculated using the Monte Carlo or similar approach.

In order to reduce project risks and obtain greater cost certainty the designs must be developed

further, geotechnical site investigations undertaken to inform the design. Consultation should

be undertaken with Marine Scotland and SEPA in order to determine an acceptable disposal

route.



8.6 Initial Business Case

DTZ have produced an initial business case (see Appendix L). A financial model has been

prepared to review the commercial feasibility of the proposed development (Option 2B). This is

based on an assessment of the following financial parameters for the recommended marina

development:

� Capital costs

� Income projections

� Operating costs

The capital costs are based on the budget cost estimates provided by Gardiner & Theoblad.

The income projections and operating costs are in part based on the current figures provided by

CLBC, but have been updated to account for future increased rates, projected demand and any

additional expenditure. The income projections are made on the following assumptions:

� Increased berthing charges – the following rates will apply from the date of the marina

opening:

Permanent summer berths – from £60/m to £100/m (6 months)

Permanent winter berths – from £30/m to £50/m (6 months)

Frequent berthing – from £23/m to £30/m (1 month in summer)

Occasional berthing – from £100 to £125 (per annum)

Concessionary berthing – from £50 to £75 (April to October)

Visitor boat berthing – from £1.80/m to £2.10/m (per night)

� Number of Resident Boats – for our ‘best estimate’ the number of resident boats increase

as follows:

Summer residents – from 13 to 20 boats

Winter residents – from 12 to 24 boats

The summary income projections for the first 20 years of the marina’s operation are presented

in Table 8.3. A detailed breakdown of income by income category for each of the income

scenarios is presented in the DTZ report in Appendix L.



Year Income Scenarios (£'s)

Pessimistic Best Estimate Optimistic

1 55,390 62,590 69,790

2 55,390 63,355 71,319

3 55,390 64,138 72,925

4 55,390 64,942 74,611

5 55,390 65,765 76,381

6 55,390 66,609 78,240

7 55,390 67,474 80,192

8 55,390 68,361 82,241

9 55,390 69,270 84,393

10 55,390 70,201 86,652

11 55,390 71,156 89,025

12 55,390 72,135 91,516

13 55,390 73,138 94,131

14 55,390 74,167 96,878

15 55,390 75,221 99,761

16 55,390 76,301 102,789

17 55,390 77,409 105,968

18 55,390 78,544 109,306

19 55,390 79,707 112,811

20 55,390 80,900 116,492

Source: DTZ projections

Table 8.3 New Marina Income Projections Continued

The financial appraisal has been conducted under the following assumptions:

� Time horizon – a 20 year operational lifespan as being suitable for a marina project of this

nature. This has been confirmed by the cost consultants who estimate the lifespan of the

pontoons and piles to be 25 years and other elements 20 years.

� Year 0 – allowed up to 12 months for the construction and installation period. Operational

costs and revenues are then calculated from years 1 – 20.

� Discounting – all capital costs, operating costs and income over the 20 year period have

been discounted to give a Net Present Value (NPV) to compare the different options and

sensitivity tests. The Government’s 3.5% Test Discount Rate has been used.

� Inflation – all costs and income are in ‘constant costs’ so no allowance has been made for

inflation. Again this is appropriate given that we are discounting and all figures are given

in present day values.

� VAT – this has not been included in the financial appraisal for capital costs.

� Depreciation – a straight-line depreciation over 25 years has been assumed for the

hardware elements of the capital costs (pontoons, piles and hard landscaping, etc.)



� Residual value – there would be a residual value for the capital equipment at year 20

equivalent to 20% (i.e. 20 years out of 25 year lifespan).

� Optimism bias – capital costs have been increased by 30% to allow for ‘optimism bias’.

Sensitivity Testing – we have modelled Option 2B under three scenarios – pessimistic, best

estimate and optimistic scenarios: see Table 8.4.

Sensitivity Assumptions Pessimistic Best Estimate (BE) Optimistic

Capital costs – no change Same as BE As per G&T budget

cost estimates

Same as BE

Operating cost contingency 10% increase 5% increase 0% increase

Resident boat income – long stay 25% < BE Flat line yrs 1 - 20 25% > BE

VBN income – CAGR p.a. 0% 2.5% 5%

Source: DTZ assumptions

Table 8.4 Assumptions Underpinning Scenarios

An initial business plan report, including the financial model for the three Option 2B scenarios

are presented in is presented in Appendix L.

Table 8.5 shows the summary NPV results for a range of scenarios.

Funding Assumptions Pessimistic

Scenario

Best Estimate

Scenario

Optimistic Scenario

Full funding – capital and

depreciation included -3,310,537 -3,087,571 -2,833,338

Partial funding 1 – capital

excluded -646,077 -423,110 -168,877

Partial funding 2 – capital &

depreciation excluded -181,049 41,914 296,150

Source: DTZ

Table 8.5 NPV Summary at Year 2020 in £’s

The results shows that for best estimate scenario, the implication of this analysis is that funding

sources will be required to fund capital costs. In fact it is only when capital costs and

depreciation are excluded from the model that the marina business will break even.

From the NPV analysis shown in Table 8.5, the following observations are made:

Capital costs are not fundable – it is not possible for the new marina to be self financing. The

financial model demonstrates that neither the capital costs nor an allowance for depreciation are

fundable. Even in the most optimistic scenario there is an NPV of -£169k when capital costs are

excluded and depreciation included.

There is no commercial rationale for investment in this project on strictly commercial grounds.

Therefore, the only recourse is to public sector funding and /or philanthropic fund raising. The

latter is highly unlikely on its own. Therefore the project would not proceed without a public

sector funding commitment.



Operating profit is possible – the ‘best estimate’ scenario indicates a positive NPV of £42k if

capital costs and depreciation charges are excluded. This is good news if the required capital

funding can be secured, in that the projected revenues will more than offset operational

expenditure over the lifetime of the marina. Furthermore, given the planned maintenance

programme that has been budgeted, there should be a residual value for the marina of at least

£200k, which is over and above the NPV of £42k.

But there are risks – the NPV analysis shows that the level of profitability is marginal for the

best estimate scenario with discounted profit only averaging around £2k per annum.

Furthermore, the pessimistic scenario would result in a cumulative loss of c. £180k.



9 Implementation

9.1 Licenses and Consents

The following statutory legislation generally applies to marine construction works in nearshore

and harbour locations, such as the proposed marina at Campbeltown.

9.1.1 Marine and Coastal Access Act 2009

The licensing and licensing enforcement provisions in the Marine and Coastal Access Bill (Part

4) combine existing regulatory regimes from the Food and Environment Protection Act 1985 and

the Coast Protection Act 1949.

On April 1, 2010 The Scottish Ministers have delegated the licensing and licensing enforcement

functions to The Marine Scotland Licensing Operations Team (MS-LOT) is based at the Marine

Laboratory in Aberdeen using the order making power in the Marine and Coastal Access Bill

(Part 4).

The activities provided by MS-LOT are:

� managing applications and inquiries;

� determining and granting licences;

� undertaking inspections to ensure compliance with licences and licence conditions;

� varying, revoking, suspending and transferring licences;

� issuing stop and emergency safety notices;

� identifying and carrying out or ordering remediation works as necessary;

� issuing compliance and remediation notices;

� issuing (and reviewing issue of) notices of intent/monetary penalties; and

� maintaining a register of licensing activities.

9.1.2 Food and Environmental Protection Act 1985 (known as ‘FEPA’)

The UK Secretary of State for Environment, Food and Rural Affairs (and in Wales, the National

Assembly) has a statutory duty to control the deposit of articles or materials in the sea / tidal

waters; the primary objectives being to protect the marine ecosystem and human health, and

minimise interference and nuisance to others.

This duty is exercised under powers conferred by the Food and Environment Protection Act

1985 Part II (FEPA), which requires that a licence be obtained from the licensing authority to

deposit any articles or substances in the sea or under the seabed.



9.1.3 The Coast Protection Act 1949 (known as ‘CPA’)

Under Section 34 of the Coast Protection Act 1949 (as amended principally by Section 36 of the

Merchant Shipping Act 1988) the consent of the Secretary of State for Environment, Food &

Rural Affairs is required for the following operations:

� the construction, alteration or improvement of any works on, under or over any part of the

seashore lying below the level of mean high water springs;

� the deposit of any object or materials below the level of mean high water springs;

� the removal of any object or materials from the seashore below the level of mean low

water springs (e.g. dredging).

Controls under Section 34 normally apply anywhere within the limit of territorial waters. The

introduction of environmental regulations extended Section 34 in some circumstances such that

account must additionally be taken of potential environmental effects.

It is the applicant's own responsibility to satisfy himself that he has power to undertake the tidal

works concerned and that any other necessary consents are obtained before work is

commenced. The issue of a Section 34 consent does no more than indicate that, the extent of

the works may represent an obstruction or danger to navigation, they may be undertaken in

accordance with any conditions laid down in the Secretary of State's consent to minimise that

obstruction or danger.

Section 36 of the Act sets out the powers of the Secretary of State or a Harbour Authority to

enforce the provisions of section 34 and to take any necessary remedial action. A consent

under the CPA Part II is normally valid for a period of three years. However, so that applicants

may elect to make a joint application for works that also require a FEPA licence, the duration of

a consent may be amended so as to bring the expiry dates of both consents (where issued) into

alignment.

Exemptions to the Act include certain works that have been authorised under local Acts or by

Order under the Transport & Works Act.

9.1.4 Harbours Act 1964

The undertaking of development works within UK harbours is normally controlled by the

Harbours Act 1964. Section 14 of the Act requires the Harbour Authority to submit a Harbour

Revision Order for works, including improvement of the harbour or port, for approval by the

appropriate Minister of Her Majesty’s Government.

As part of the consultation process confirmation will be sought to establish if this is applicable at

Campbeltown Harbour.

9.1.5 Town and Country Planning

All forms of land development are deemed to require the benefit of planning permission unless

permitted development rights dictate otherwise. Statutory planning control under the Town and

Country Planning (Scotland) Act 1997 and associated legislation extends to the mean low water

mark of ordinary spring tides (LWMOST) and to marine fish farming out to three nautical miles.

Since the proposed development will include some works above LWMOST, including the

pontoons, linkspan and bankseat and improvements to the Old Quay public realm, is likely that

planning permission will be required.



It is recommended that the planning authority, Argyll and Bute Council, be consulted to confirm

if planning permission is required.

The Scottish Planning Policy recommends that “Development plans should protect the coastal

environment, indicate priority locations for enhancement and regeneration, identify areas at risk

from coastal erosion and flooding, and promote public access to and along the coast wherever

possible.”

9.1.6 Environmental Legislation

Applications for marine consents and planning permission under the legislation described above

may trigger the requirement for a formal Environmental Impact Assessment and similarly, where

the project is within or adjacent to a designated conservation site, a Habitats Regulations

Assessment (HRA) under the Conservation (Natural Habitats) Regulations 1994 (commonly

known as the ‘Habitats Regulations’).

The Marine Works (Environmental Impact Assessment) (EIA) Regulations 2007 impose extra

requirements upon the consenting authorities. The Environmental Impact Assessment Directive

(97/11/EC) requires an EIA to be carried out in support of an application for development

consent for categories of project listed in the Directive at Annexes I and II. Subject to

confirmation by the Local Planning Authority, the proposals may also require an EIA under

Town and Country Planning (Environmental Impact Assessment) Regulations 1999.

As part of the FEPA licence application there is a requirement to provide the licensing authority

with such information as it deems necessary to enable it to properly consider the application.

This requirement may be met by information contained within an EIA.

With regard to the CPA, an EIA is also required to satisfy the Harbour Works (Environmental

Impact Assessment) Regulations 1999 (SI 1999/3445) where a scheme is proposed which is to

be sited in or partly within a port or harbour.

Once the preferred option has been identified and agreed, a screening opinion would be sought

from the planning authority, Argyll and Bute Council, SEPA and Marine Scotland regarding the

need for an EIA. If it is determined that EIA is required, through effective scoping it should be

possible to limit the environmental topics considered within the Environmental Statement. A

Habitats Regulations Assessment (HRA) Screening exercise will be needed to determine if the

preferred option is likely to have a significant effect. Depending upon the outcome of the

Screening Report and liaison with SEPA it may be necessary to prepare a Statement to Inform

an Appropriate Assessment.

Where the various consents impose a requirement for an EIA, the consenting authorities will

normally be content for the developer to provide a single document, provided that its scope is

sufficient to embrace the range of environmental issues which each authority would need to

consider. This may, for example, take the form of separate volumes addressing particular

topics.



9.1.7 Crown Estate

The Crown Estate manages the land and seabed owned by the Crown. It understood that the

seabed north of the Old Quay at Campbeltown is owned by the Crown.

If new developments are to be constructed on Crown land/seabed then consent will be required

from the Crown Estate. It is likely that an annual rent will be charged for use of the seabed.

Previously the CLBC have paid an annual rent to Crown Estate of £770, which is a fixed annual

charge based on seabed area. It is anticipated that this charge will increase for the proposed

new marina, which has a larger footprint area.



9.2 Construction Programme

Prior to works starting on site the following work will need to be complete:

� Confirmation of Funding and Procurement Strategy

� Geotechnical Site Investigations

� Detailed Design

� Planning and Marine Consents

� Environmental Impact Assessment (if deemed necessary)

It is estimated that the construction works will take approximately 6 – 9 months to complete.

In order to minimise disruption to visiting boats and other harbour operations, it is recommended

that the marina construction works take place out of the peak visitor season. During the

construction the existing pontoon and any permanent bertholders should be moved alongside

the north side of the Old Quay.

9.3 Funding

Since the financial model demonstrates that neither the capital costs nor an allowance for

depreciation are fundable. It is recommended sources of public sector funding and /or

philanthropic fund raising be reviewed.

If the capital cost of £2.66m can be secured, then the project moves into a ‘green light’ zone. If

not, then lower capital cost solutions will need to be developed modelling different marina

designs/sizes.

9.4 Procurement, Operations and Management

Alternative delivery models will need to be reviewed to identify the ‘best fit’ for the new marina.

Options may include:

1. Grant Funded, Council Owned and Operated by the Harbour Master

2. Grant Funded, Privately Leased and Operated

3. Privately Funded, Owned and Operated (site leased by Council)

Private investors will need to be investigated. Only then will the project be ready to move to the

development phase of detailed planning, procurement and installation.



10 Conclusions

A technical, operational and commercial market assessment has been made of the proposals

for a new marina at Campbeltown (based on the Option 4 proposal recommended by the

Campbeltown Options Appraisal report prepared by Scott Wilson). Initially some changes were

made to the marina layout in order to comply with current best practice in marina design.

However, market assessment has projected insufficient demand to fill a 145 berth marina. The

best estimate of demand for 2020 requires 57 berths.

The reduced size marina will require less land take than originally proposed. Therefore there

are two potential locations for the new marina; one in the harbour, the second north of the Old

Quay.

The wave modelling assessment found the wave climate within the harbour to be less sheltered

than north of the Old Quay. However for both marina locations additional protection would be

required, by a breakwater.

The technical review found that dredging would be required in both locations. The sediment

sampling and testing found that some contaminants are present in the sediments in both areas.

However these are between Action Level 1 and Action Level 2, so Marine Scotland will need to

be consulted to decide whether sea disposal is appropriate for the dredged sediments.

Dredging and construction of a new marina within the harbour would require construction of toe

protection works to the Hall Street harbour wall (Wall O) and replacement of the Old Quay

harbour wall (Wall A).

The operational review found that the proposed marina in the harbour would impede use of the

Old Quay. This quay is currently used for berthing fishing vessels up to two deep alongside the

quay.

Although the original marina proposal north of the Old Quay conflicted with the Scottish Water

buried pipeline and outfall, the revised number of berths would require less seabed area and

therefore not extend as far as the buried pipeline.

In consideration that the area north of the Old Quay is, therefore, considered to be the

preferred location for the new marina.

Two marina layout options (1A and 2A) were prepared to assess the best pontoon arrangement.

During consultation with the Harbour Master it was identified that the location of the floating

breakwater in Option 1A would restrict the use of the Fish Quay and Fuel Berth. Therefore for

operational reasons Option 2A was preferred.

These layouts were also tested in the numerical wave model, which should that under normal

operating conditions (1 in 5 yr return period event) the required wave climate would be provided.

However under an extreme event (1 in 50yr return period) the wave conditions would not meet

the design standard.

As a result of this assessment, a further option (2B) was developed. This option utilises a piled

wavescreen to provide the required wave climate in the marina to suit current design standards.

This option also has reduced berth capacity of 45 berths to meet current berth demand, but with

room to be extended in the future to accommodate the projected 57 total number of berths in

2020.



On operational and technical grounds, Option 2B is recommended as the preferred

option. The budget cost estimate for the construction for this option is £2,664,460 including

30% ‘optimism bias’ and excluding VAT.

For longer term capacity planning, the design of Option 2B has in-built flexibility to

accommodate a cost-effective extension to the marina. With an estimated capital cost of only

£70k, an additional 12 berths can be provided increasing capacity from 45 to 57 berths.

The cost estimates are based on the assumption that the dredged material is suitable for

exaction by excavator and that all dredged material will be disposed at sea, at the Campbeltown

disposal site.

If the scheme is progressed a number of marine and planning consents and licenses are

required to undertake the construction of the new marina. These are issued and managed by

Marine Scotland and the Planning Authority, Argyll and Bute Council.

Since the proposed marina will be constructed on seabed belonging to the Crown, Crown Estate

consent will also be required and an annual rent will be charged.

As part of the initial business assessment, a financial business model has been prepared for the

new marina. The model shows that it is not possible for the new marina to be self financing.

The financial model demonstrates that neither the capital costs nor an allowance for

depreciation are fundable. Even in the most optimistic scenario there is an NPV of -£169k when

capital costs are excluded and depreciation included. There is no commercial rationale for

investment in this project on strictly commercial grounds.

If capital costs and depreciation charges are excluded the ‘best estimate’ scenario indicates a

positive NPV of £42k. The level of profitability is marginal for the best estimate scenario with

discounted profit only averaging around £2k per annum. Furthermore, the pessimistic scenario

would result in a cumulative loss of c. £180k.

In accordance with CHORD governance, this project is being assessed from a business

perspective and therefore the NPV analysis cannot be considered without capital costs and

depreciation. Therefore, in order for the project to proceed it would be necessary to identify

funding sources for the capital cost. Identification of additional income or operational cost

savings during the lifecycle of the project will also improve the commercial viability of the

project.



11 Recommendations

Option 2B is recommended as the preferred option on technical and operational grounds. The

budget cost estimate for the construction for this option is £2,254,585 excluding VAT.

In order for the project to proceed it will be necessary to identify funding sources to meet the

capital cost. Identification of additional income or operational cost savings during the lifecycle of

the project will also improve the commercial viability of the project.

In order to better define and manage the project risks it is recommended that a project risk

assessment be undertaken. This will enable the existing ‘optimism bias’ figure of 30% to be

refined and greater cost certainty to be provided.

In order to reduce the project risks and provide greater cost certainty the following work should

also be undertaken:

� consultation with Marine Scotland and SEPA in order to determine an acceptable

dredging disposal route.

� consultation with Marine Scotland and the Planning Authority in order to determine if an

Environmental Impact Assessment is required

� geotechnical site investigations, to inform the design of dredging and construction works

and enable further sediment contamination testing at depth.

� develop the designs further to take account of ground conditions.

� identify if a the proposed construction works are within the jurisdiction of the Harbours Act

or whether a Harbour Revision Order is required.

If the project is progressed to Full Business Case, marine and planning consents will be

required to progress the project to construction.

Alternative delivery models will also need to be reviewed to identify the ‘best fit’ for the new

marina. This could include Campbeltown Loch Berthing Company, Argyll and Bute Council or a

new private sector led business.



12 References

1. The Yacht Harbour Association Ltd., 2007 A Code of Practise for the Design, Construction

and Operation of Coastal and Inland Marinas and Yacht Harbours.

2. AS3962-2001 Australian Standard, Guideline for Design of Marinas.

3. BS6349-1:2000 British Standard, Maritime structures — Part 1: Code of practice for general

criteria

4. Marine Scotland, Food and Environment Protection Act 1985, Part II Deposits in the Sea

(as Amended) (FEPA), Draft Guidance for the Sampling and Analysis of Sediment and

Dredged Material to be Submitted in Support of Applications For Sea Disposal of Dredged

Material, by Marine Scotland, September 2010.

5. Contamination Action Level List, by Marine Scotland, September 2010.

6. Argyll & Bute Council – Campbeltown Options Appraisal, Final Report, by Scott Wilson,

April 2008, Ref. S105227

7. Report on Ground Investigation at Campbeltown Harbour, by Norwest Holst Soil

Engineering Ltd, Nov, 2000, Ref. F11707.

8. Campbeltown Marina Business Plan, by DTZ, October 2010.

9. Factual Report on Ground Investigations, by Exploration Associates Ltd, February 1995,

Ref 134100.

10. Factual Report on Ground Investigation, by Fugro Engineering Services Ltd, January 2005,

Ref NEA041006.

11. Campbeltown New Quay Expansion – Consolidated Tender from Structural Soils Ltd, by

Scott Wilson, January 2010, Ref S106508.

12. Dive Survey and Seabed Sampling, by Caldive Underwater Contractors, October 2010, Ref

CAL/715/10

13. Annual Report and Accounts – Year Ending 2007, 2008 & 2009, by Campbeltown Loch

Berthing Company, December 2007, 2008 & 2009, Ref SC 116845

14. Contract Berth Charges, by Campbeltown Loch Berthing Company, April 2010, Ref SC

116845

15. Sailwest Project: A Strategic Programme for the Development of Marine Leisure Activities

and Infrastructure in the Republic of Ireland Border Region, Northern Ireland and the West

of Scotland, Final Report, November 2007.

16. SEUPB: Addendum to the Economic Appraisal of the Sail West Project, October 2009.

17. Campbeltown Locality Socio-Economic Baseline: Argyll and Bute Council, by EKOS,

February 2009.

18. National Renewables Infrastructure Plan, by Scottish Enterprise, Highlands and Islands

Enterprise.

19. Marina Development Opportunities in Scotland, by RGA Waterfront Ltd, September 2008.

20. Coast Protection Act 1949: Section 34 Consent – Guidance for Applicants, August 2006.

21. Scottish Enterprise: Sailing tourism in Scotland, Final Report, by Tourism Resources

Company, February 2010.

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