Professor John Robertson OBA

For more than a year now Scotland’s media have been blaming the Scottish Government for problems at Ardrossan harbour and it’s Arran ferry service. Little media coverage has targeted the owners, a Manchester billionaire.

How did we get here? I asked AI, carefully.

Today, known as Sir Malcolm Leslie Rifkind and The Lord MacGregor of Pulham Market, these men above, were successively secretaries of State for Scotland, at the time, driven by PM John Major’s ongoing Thatcherite sell-offs, who managed the privatisation the Clyde Port Authority which included Ardrossan.

Was the authority state-owned?

It was was a statutory trust port (also described as a self-governing public trust port or independent statutory body), established under the Clyde Port Authority Order 1965 (and subsequent legislation). This merged earlier trusts (including the Clyde Navigation Trust and Greenock Harbour Trust) into a public authority operating under its own Acts of Parliament.Key characteristics:

It was considered a public body or public agency in broader terms, distinct from private ownership. It was independent and self-financing, generating revenue from port operations rather than relying on direct government funding. Some board members were appointed by the Secretary of State for Transport, giving limited government oversight. It had statutory duties (e.g., maintaining navigation, conservation) as a harbour authority.

Was it a viable business before privatisation?

Yes, the Clyde Port Authority was a viable and financially sound business before its privatisation in 1992.

As a statutory trust port, it operated on a self-financing basis, generating revenue from port dues, charges, and operations to cover costs, maintenance, and investments. Trust ports like Clyde typically produced operating surpluses (equivalent to profits in a private company), which were reinvested into the port rather than distributed as dividends.

Why was it sold to Peel Ports in 2003?

In the context of difficult market conditions at the time (post-2000 dot-com bust and economic uncertainty), it provided certain cash value to shareholders rather than the risks of holding for potential future growth. Clydeport’s chairman described it as maximising shareholder value, with both port operations and property assets expected to be strengthened under Peel’s ownership.

So, of no value to 99.9% of those working or using the harbours?

Did Peel Ports invest in Ardrossan harbour’s maintenance and development to take account of the regular lucrative CalMac ferry traffic?

Note my question does not direct the AI to back any view. It is a more independent assessment than you would get from any media outlet or, probably, me!

No, Peel Ports did not sufficiently invest in Ardrossan Harbour’s maintenance and development to fully accommodate the needs of the regular and lucrative CalMac ferry traffic, particularly for the larger new vessels required on the Arran route.

Key Points on Investment and Disputes

• Peel Ports’ claims: They state they invested millions of pounds in recent years on maintenance (e.g., linkspans, pulleys, ropes, fenders) and repairs, including some attributed to damage from CalMac vessels. They also spent over £2 million of their own funds progressing the stalled redevelopment project and committed £1 million in capital expenditure in the last three years alone, while covering ongoing operational costs.
• Criticisms from stakeholders: CalMac, the Scottish Government (including former First Minister Humza Yousaf), CMAL, local MSPs, and campaign groups have repeatedly accused Peel Ports of severe lack of investment over decades, leading to deterioration, frequent linkspan failures, the permanent closure of the Irish berth in 2024 for safety reasons, and the harbour being described as “substandard.” CalMac highlighted this as unacceptable given £15.48 million paid in berth fees over 10 years.
• Planned development: In 2016–2017, Peel Ports committed to multi-million-pound marine infrastructure upgrades (e.g., harbour walls, bollards, gantries, dredge pocket) to support new CalMac ferries. However, the broader redevelopment project (initially £35–40m, later rising significantly) stalled due to disputes over cost-sharing and scope changes, with no major works completed. This forced new ferries (e.g., MV Glen Sannox) to operate from Troon instead.
• Outcome: The lack of progress led to ongoing negotiations (as of late 2025) for the Scottish Government/CMAL to purchase the harbour from Peel Ports, enabling public-funded upgrades. Critics argue Peel Ports prioritised profits (e.g., group-wide dividends and investments elsewhere, like Greenock) over Ardrossan, despite the ferry route’s economic importance.

While Peel Ports maintained basic operations and performed some repairs, the consensus from ferry operators and government is that investment was inadequate for long-term development and resilience tied to CalMac’s traffic.

Damning, I think, is the word.

Links to all evidence at – https://x.com/i/grok?conversation=2007745509268533729