101-424: MacBrayne may refer to: Caledonian MacBrayne , a state-owned operator of passenger and vehicle ferries between the mainland and islands surrounding Scotland David MacBrayne , holding company that owns Caledonian MacBrayne, traded in its own right until 1973 Topics referred to by the same term [REDACTED] This disambiguation page lists articles associated with
202-585: A canal instead of the hazardous journey around the north of Scotland via Cape Wrath and the Pentland Firth . He obtained advice from Captain Gwynn of the Royal Navy, who stated that Loch Ness and Loch Lochy were sufficiently deep for any size of boat, and had safe anchorages if winds proved to be a problem, but that Loch Oich would need to be made deeper, as it was shallow in places. He established that Loch Garry , to
303-439: A canal to link Loch Eil to Loch Shiel , both to the west of Fort William, but ruled out the scheme because of the depth of cuttings that would have been required. The canal, as well as a number of projects to build roads, harbours and bridges, was the first time that public works of this sort had been funded by the government. Telford had convinced them that it was feasible, and that employing local people on it would help to stop
404-541: A control box, as levels of traffic on the road and canal were increasing. Nearby is the former bridge keeper's cottage, built in the 1820s. It was no longer needed to house a bridge keeper after 1965, and after being empty for some years, was converted into self-catering accommodation. A short distance to the south a second swing bridge was opened in June 2021, as part of the Inverness West Link project. A new control building
505-403: A decision to close the canal to allow repairs to be carried out, and the depth was increased to 18 feet (5.5 m) at the same time. The work was designed by Telford's associate James Walker , carried out by Jackson and Bean of Aston, Birmingham and completed between 1843 and 1847 at a cost of £136,089. However, not all of the traffic expected to return to using the canal did so. Commercially,
606-489: A lighthouse. The building is octagonal, with two storeys, and is a rare example of an inland light. There was once a ferry across the Bona channel at this point. In 1844, the channel was made deeper and wider when barges pulled by horses were replaced by steam tugs, and there is evidence that the building once included four stables. The canal section from Clachnaharry Sea Lock to Bona is 9.7 miles (15.6 km) long, and from there it
707-424: A long dry stone causeway provides access from the east. The A82 crosses the river on a three-arched concrete bridge designed by Mears and Carus-Wilson and constructed in 1932. Loch Oich is the summit of the canal, at 106 feet (32.3 m) above sea level , and despite its relatively small size compared to Loch Ness and Loch Lochy, it provides most of the 41.2 million imperial gallons (187 Ml) of water that
808-454: A number of problems. The entrance lock and the basin were built on rock, and this entailed excavating rock below the level of Loch Linnhe. A 20 hp (15 kW) steam engine was ordered from Boulton and Watt at Birmingham, to keep the work area dry, and an embankment was built beyond the sea lock, which served as a quay for incoming materials until the lock was constructed. Masons built several buildings at Corpach, but then moved on to building
909-419: A priority, because the steam engine had to be kept running until the gates could hold back the sea, and it was the first lock to become operational, being completed just before the sea lock at Clachnaharry. By 1816, the canal was complete as far as Loch Lochy, but could not be used until the level of the loch was raised, and that depended on work further along the canal being completed. The ground through which
1010-522: A small swing bridge which formerly provided an accommodation crossing over the canal. The more modern Aberchalder swing bridge carries the A82 over the canal. A single-storey three bay cottage designed by Telford once provided housing for the bridge keeper. Nearby is the old bridge that carried the road over the River Oich, which was probably designed by James Dredge in the 1850s. It is a chain suspension bridge, and
1111-406: A survey of the route. He published a report in 1774, which suggested that a 10-foot (3.0 m) deep canal from Fort William to Inverness, passing through Loch Lochy , Loch Oich , Loch Ness and Loch Dochfour, would require 32 locks, and could be built for £164,032. He emphasised the benefits to the fishing industry, of a shorter and safer route from the east to the west coast of Scotland, and
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#17328759558261212-723: A ten-year contract to provide a lifeline service to Rathlin Island in Northern Ireland . This service continued until 2008, when CalMac lost the tender. Various versions of a local poem (based loosely on Psalm 24) refer to MacBrayne's long dominance of Hebridean sailings: The Earth belongs unto the Lord And all that it contains Except the Kyles and the Western Isles And they are all MacBrayne's Several groups have proposed privatising
1313-552: Is MV Loch Seaforth at 116 m (381 ft) in length. MV Finlaggan is almost 90 m (295 ft) long and able to carry 550 passengers with 88 cars. She was built in Poland at a cost of £24.5 million and operates the Islay service. The others are MV Isle of Lewis , MV Clansman , MV Hebrides , MV Caledonian Isles , MV Isle of Mull , MV Isle of Arran and MV Lord of
1414-503: Is 123 feet (37.5 m) long. The bridge, together with the adjacent signal box, designed by Mackenzie and Holland for the Highland Railway in 1890, is a category B listed structure. Clachnaharry lock is next to the swing bridge, and is bordered by a smiddy and workshops, dating from the canal's construction in 1810, and extended in 1840–50. The smiddy still contains two hearths for forging metal. Muirtown Basin provides moorings at
1515-508: Is about 10 miles (16 km) long, and the next canal section starts at its southern end. Its entrance is marked by a small lighthouse, while to the east of the canal is the Mucomir Cut, which delivers water from the loch to Mucomir hydroelectric station and the River Lochy. There are two locks at Gairlochy, the upper one being the only lock which was not built for the opening of the canal. It
1616-564: Is over 20 miles (32 km) along Loch Ness to the next canal section at Fort Augustus. At the foot of Loch Ness, the Caledonian Canal leaves the west bank of the loch, with the River Oich to the north and the River Tarff to the south. The A82 road crosses the canal on a swing bridge, at the foot of the five locks that rise through the centre of the village of Fort Augustus. In 1975 only
1717-401: Is required each day to keep the canal operating. The short section of canal between Loch Oich and Loch Lochy is crossed by a plate girder swing bridge carrying the A82 road at its northern end, and ends at a pair of locks at its southern end. Two jetties project out into Loch Lochy, and much of the structure is built on reclaimed land. A single-storey store with basement stands to the east of
1818-637: Is the trade name of CalMac Ferries Ltd , the major operator of passenger and vehicle ferries to the west coast of Scotland , serving ports on the mainland and 22 of the major islands. It is a subsidiary of holding company David MacBrayne , which is owned by the Scottish Government . Its predecessor, the government owned Caledonian MacBrayne Ltd , was formed in 1973 as a ferry owner and operator. In 2006 these functions were separated to meet EU requirements for competitive tendering . The company, renamed Caledonian Maritime Assets (CMAL), continued to own
1919-742: The Caledonian MacBrayne fleet and assets. The contract for operating Clyde and Hebrides Ferry Services using these vessels was put out to open competitive tender. and CalMac Ferries Ltd was created in October 2006 as a separate company to bid for the work. CalMac was awarded the contract, as well as a later competitive procurement process, and since 1 October 2007 has operated the services. CalMac operates 35 ferries, with one, MV Glen Sannox , currently undergoing crew familiarisation and harbour berthing trials ahead of being introduced into service. A further 5 vessels are currently under construction for
2020-694: The Caledonian Steam Packet Company . Their funnels were painted yellow with a black top. At the same time, the North British Railway fleet became part of the London and North Eastern Railway (which built the PS ; Waverley in 1947). With nationalisation in 1948, the LMS and LNER fleets were amalgamated under British Railways with the name Clyde Shipping Services . In 1957, a reorganisation restored
2121-617: The Firth of Clyde through the Crinan Canal to Oban and Fort William , and on through the Caledonian Canal to Inverness . Services were later added to Islay and the Outer Hebrides . In 1928, the company ran into financial difficulties, and the business was acquired by Coast Lines and the London, Midland and Scottish Railway (LMS Railway). In 1948, the shares in the company owned by
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#17328759558262222-645: The North British Railway and the Glasgow and South Western Railway . It extended its line to bypass the G&;SW's Prince's Pier at Greenock and continue on to the fishing village of Gourock , where they had purchased the harbour. After years of fierce competition between all the fleets, the Caledonian and G&SW were merged in 1923 into the London, Midland and Scottish Railway and their fleets were amalgamated into
2323-560: The River Ness , which flows over a weir to the south of the lock. A two-storey lock keeper's cottage and barn dating from the 1850s overlooks the lock. The final section of canal to Loch Dochfour is also scheduled, and the designated area includes the weir for the River Ness, and the west bank of Loch Dochfour as far as Loch Ness. At its southern end is Bona Lighthouse, built as a house by Thomas Telford in 1815, and altered around 1848 to act as
2424-480: The Royal Bank of Scotland named NorthLink Orkney and Shetland Ferries won the tender for the subsidised Northern Isles services, previously run by P&O Scottish Ferries , commencing in 2002. The ambitious programme ran into financial difficulties, and the service was again put out to tender. Caledonian MacBrayne won this tender, and formed a separate company called NorthLink Ferries Limited which began operating
2525-611: The Arran service) was launched on 21 November 2017, handed over in November 2024, and expected to enter service in early 2025. Repeated delays saw the delivery date of the second, MV Glen Rosa (the second Arran ferry) slip to September 2025. A £91 million contract to build two ferries for the Islay service was awarded to Cemre Shipyard in Turkey in March 2022. The first steel for two ferries
2626-562: The CSP name, and in 1965 a red lion was added to each side of the black-topped yellow funnels. The headquarters remained at Gourock pierhead. At the end of December 1968, management of the CSP passed to the Scottish Transport Group , which gained control of MacBrayne's the following June. The MacBrayne service from Gourock to Ardrishaig ended on 30 September 1969, leaving the Clyde entirely to
2727-507: The CSP. On 1 January 1973, the Caledonian Steam Packet Co. acquired most of the ships and routes of MacBrayne's and commenced joint Clyde and West Highland operations under the new name of Caledonian MacBrayne, with a combined headquarters at Gourock. Funnels were now painted red with a black top, and a yellow circle at the side of the funnel featuring the red Caledonian lion. In 1974, a new car ferry service from Gourock to Dunoon
2828-658: The Clyde: MV ; Chieftain is leased from I'm Clyde Marine Services for the Gourock to Kilcreggan service. MV Alfred is a catamaran ferry owned by Pentland Ferries , currently on charter to CalMac for the Arran service. The smallest vessel in the fleet is MV Carvoria , built in Shetland for the Kerrera route. The first of two dual fuel ferries under construction by Ferguson Marine Engineering , Glen Sannox (for
2929-598: The Gourock to Dunoon, and Rathlin to Ballycastle services. Following a European Commission decision not to subsidise a passenger and vehicle service, the route was again put out to tender. In May 2011, Argyll Ferries Ltd , a newly formed subsidiary of David MacBrayne, was named as the preferred bidder for a passenger-only Dunoon-Gourock service. The timetable was extended into the early hours at weekends, with additional sailings integrated with rail services. Two passenger-only ferries, MV Ali Cat and MV Argyll Flyer (formerly MV Banrion Chonomara ), were arranged for
3030-558: The Isles . The tenth "major unit", MV Glen Sannox , due to enter service on the Troon-Brodick route in early 2025, was handed over to Calmac on 21 November 2024, and is now undergoing crew familiarisation and harbour berthing trials. There are 13 "Loch Class" vessels in different shapes and sizes. These double-ended ferries are mostly symmetrical when viewed from the side, with no operational bow or stern (although in official documents
3131-622: The LMS Railway passed to the British Transport Commission , thus partially nationalising it. In July 1969, Coast Line's 50% shareholding passed into state ownership, so that the company became wholly nationalised, and all the shares were transferred to the state-owned Scottish Transport Group . The Caledonian Railway at first used the services of various early private operators of Clyde steamers , then began operating steamers on its own account on 1 January 1889 to compete better with
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3232-656: The Lewis community, particularly the Lord's Day Observance Society and the Free Church of Scotland . However, CalMac stated that EU equality legislation made it unlawful to refuse a service to the whole community because of the religious beliefs of a part of it. During the COVID-19 pandemic , CalMac operated a much reduced timetable. From 22 March 2020, they provided a turn up and go service to ensure essential goods and services were delivered to
3333-530: The Ministry of Transport in 1920, and then to British Waterways in 1962. Improvements were made, with the locks being mechanised between 1964 and 1969. By 1990, the canal was in obvious need of restoration, with lock walls bulging, and it was estimated that repairs would cost £60 million. With no prospect of the Government funding this, British Waterways devised a repair plan, and between 1995 and 2005, sections of
3434-670: The Northern Isles ferry service on 6 July 2006. On 29 May 2012, NorthLink Ferries Ltd lost the contract for provision of the Northern Isles ferry services to Serco . To meet the requirements of a European Union guideline on state aid to maritime transport, the company's routes were put out to open tender. To enable competitive bidding on an equal basis, Caledonian MacBrayne was split into two separate companies on 1 October 2006. Caledonian Maritime Assets Limited (CMAL) retained ownership of CalMac vessels and infrastructure, including harbours, while CalMac Ferries Ltd submitted tenders to be
3535-926: The Uig triangle, with Lord of the Isles and Isle of Arran providing services to Lochboisdale, Coll/Tiree and Colonsay from Oban. Hebridean Isles operated to Arran (22 April – 2 May) and Islay (27 May – 2 June) while Caledonian Isles and Finlaggan were out of service. Unused vessels were laid up: Hebridean Isles in Campbeltown; Coruisk at Craignure; Loch Riddon , Loch Linnhe and Loch Fyne at Sandbank; Loch Bhrusda in Mallaig (covered Sound of Barra service while Loch Alainn in Troon); Argyle and Isle of Cumbrae in Rothesay and Isle of Arran in Troon. 31 of
3636-547: The aqueducts to carry the canal over rivers, since the lower canal needed to be completed to enable materials to be brought to the great flight of locks at Banavie. The work was to prove a serious challenge to John Telford's health and he died in 1807, to be replaced by Alexander Easton. He was buried in Kilmallie churchyard, where his ornate grave, now in dilapidated condition, can still be seen. At Banavie, two houses for lock keepers were built by Simpson and Wilson before work on
3737-526: The back of Tomnahurich, near Inverness , at a time when the only navigable route near the location was the River Ness , on the other side of Tomnahurich. Engineers started to look at the feasibility of a canal to connect Loch Linnhe near Fort William to the Moray Firth near Inverness in the 18th century, with Captain Edward Burt rejecting the idea in 1726, as he thought the mountains would channel
3838-405: The banks. By the time the banks were completed, the price of foreign timber to construct a coffer dam had risen so much that work was postponed. The four Muirtown locks were finished in 1909. During this time, Davidson noticed that the sea banks were settling into the mud, and the idea of turning the two banks into a peninsula and then excavating the lock into it was formulated. It is unclear whether
3939-478: The basin into Inverness was renamed Telford Street, and Simpson and Cargill built a row of houses for overseers and contractors to live in, including themselves. To build the sea lock, two banks were built out into the Beauly Firth across mud which was 56 feet (17 m) deep. Two tramways with a gauge of 3 ft 3 in ( 991 mm ) were constructed along the banks, to bring rubble and earth to extend
4040-637: The block of routes, but CalMac retained all its existing routes. During September 2006, David MacBrayne Group Ltd acquired the entire share capital of CalMac Ferries Ltd. Thus, from leaving the hands of David MacBrayne 78 years earlier in 1928, the west coast ferry service returned to the fold in 2006, vastly enlarged. At the time, no bids were made for the separate Gourock–Dunoon route and the service continued as before. In August 2006, David MacBrayne Group Ltd directed two of its subsidiary companies, Cowal Ferries Ltd and Rathlin Ferries Ltd, to take over operation of
4141-415: The building of the canal, and a pair of two-storey houses for the lock keepers, dating from around 1830, on the east bank. On the east side of the lock is a single-storey storehouse dating from 1815 to 1820, which has three bays and internally is divided into a store and an office for the lock keeper. The final part of the canal on this section runs from the lock to Loch Oich, and includes the abutments of
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4242-466: The canal was cut was variable, and further difficulties were experienced with the construction of the locks, the largest ever built at the time. There were also problems with the labour force, with high levels of absence, particularly during and after the potato harvest and the peat cutting season. This led to Telford bringing in Irish navvies to manage the shortfall, which led to further criticism, since one of
4343-399: The canal were drained each winter. Stainless steel rods were used to tie the double-skinned lock walls together, and over 25,000 tonnes of grout were injected into the lock structures. All of the lock gates were replaced, and the result was a canal whose structures were probably in a better condition than they had ever been. In 1993, British Waterways and Parks Canada agreed to twin
4444-658: The canal with the Rideau Canal in Ontario , Canada . The canal is now a scheduled monument , and attracts over 500,000 visitors each year. British Waterways, who work with the Highland Council and Forestry and Land Scotland through the Great Glen Ways Initiative, were hoping to increase this number to over 1 million by 2012. There are many ways for tourists to enjoy the canal, such as taking part in
4545-429: The canal. Similarly, heading north from Loch Oich, parts of the canal would be constructed in the bed of the River Oich, which would be diverted to the east. At the northern end of Loch Ness, the channel through Loch Dochfour would have to be made deeper, and a weir was to be constructed at its northern end, to maintain the loch at the same level as Loch Ness. Telford and Jessop had a long list of things to do, because of
4646-437: The concept was Telford's, Jessop's or Davidson's, but it saved the expense of building a coffer dam. The peninsula was allowed to settle for six months before excavation began, and a 6 hp (4.5 kW) Boulton and Watt steam engine was used to keep the lock pit dry during the work. The structure was completed in 1812, three years later than Davidson's original estimate. At Corpach , near Fort William , John Telford faced
4747-579: The construction until Jessop died in 1814. The canal was expected to take seven years to complete, and to cost £474,000, to be funded by the Government, but both estimates were inadequate. Telford understood the need for competent men to be involved in such a grand project, and convinced most of those who had been involved with him on building the Ellesmere Canal and the Pontcysyllte Aqueduct to move north to Scotland. He ensured that Jessop became
4848-514: The consulting engineer, while Matthew Davidson, who was a stonemason from Dumfrieshire and had been Superintendent of Works on the Ellesmere project, became the resident engineer at the Clachnaharry end, near Inverness. The Corpach end, near Fort William, was managed by John Telford, who is thought not to have been related to Thomas, but was known to him from Ellesmere. At the time, Telford's scheme for
4949-656: The designation of such is given). MV Loch Portain is able to handle Force 7 gales and carry 36 cars and 149 passengers, with a crew of five. A new "super loch", MV Loch Shira , entered service in 2007 on the Largs – Cumbrae route. Similar in outward appearance to the Loch Class vessels are the three diesel-electric ferries built by Ferguson Marine Engineering : MV Hallaig (2013; for Raasay ), MV Lochinvar (2013; for Tarbert ) and MV Catriona (2015; for Lochranza ). MV Lochnevis (2000)
5050-681: The development of the Highlands was the largest programme of works ever undertaken for a specific area in Britain. Telford was responsible to the Caledonian Canal Commissioners in London for the canal work, and to the Commissioners for Roads and Bridges for the construction of roads. He visited the Highlands twice a year, to plan the work and inspect the progress, and was always on the move, to
5151-525: The eastern Sea, by Inverness and Fort William; and for taking the necessary steps towards executing the same. The act appointed commissioners, to oversee the project, and some funding to enable the work to start. Less than a year later, on 29 June 1804, the commissioners obtained a second act of Parliament, the Caledonian Canal Act 1804 ( 44 Geo. 3 . c. 62) which granted them £50,000 per year of government money, payable in two instalments, to fund
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#17328759558265252-755: The eastern bank of the canal next to the bridge. The section below Moy Bridge includes four aqueducts which carry the canal over local rivers. These are the Loy aqueduct, the Muirshearlich aqueduct, the Sheangain aqueduct and the Mount Alexander aqueduct. The Loy aqueduct consists of three parallel arches, 260 feet (79 m) long, with the River Loy passing through the centre arch, and the side arches used for pedestrians and animals, although they sometimes carry flood flow from
5353-400: The eastern end of the canal, being completed in 1807 by Simpson and Cargill. Simpson was another of Telford's recruits from the Ellesmere project. Muirtown Basin was also completed in the same year. It was 800 by 140 yards (730 by 130 m), and construction was aided by the fact that its bottom was above the level of low tides, and so it was relatively easy to keep the works dry. The road from
5454-513: The eastern end of the canal, which takes a right-angled turn at the far end to pass under a swing bridge carrying the A862 road to reach the flight of four Muirtown Locks. From the top of the flight, the canal continues southwards to Tomnahurich swing bridge, which carries the A82 road over the canal. The original timber bridge was replaced by a steel structure in 1938, designed by Crouch and Hogg, which included
5555-546: The eastern half became offices for Scottish Canals. The building is a category C listed structure. At the opposite end of the peninsula to the sea lock, a swing bridge carries the Far North railway line across the canal. The first bridge at the site was designed by Joseph Mitchell for the Inverness and Ross-shire Railway, and was constructed of wrought iron in 1862. This was replaced by a similar structure in 1909, made of steel, which
5656-416: The end of a man-made peninsula to ensure that boats could always reach the deep water of the Beauly Firth. Because the peninsula is built with mud foundations, it has required regular maintenance ever since. Next to the lock is the former lock-keeper's house, a two-storey building with a single-storey bothy at its western end and an enclosed garden. At an unknown date, the house was divided into two, and in 2005
5757-435: The entire length is man-made, the rest being formed by Loch Dochfour , Loch Ness , Loch Oich , and Loch Lochy . These lochs are located in the Great Glen , on a geological fault in the Earth's crust . There are 29 locks (including eight at Neptune's Staircase , Banavie ), four aqueducts and 10 bridges in the course of the canal. The canal starts at its north-eastern end at Clachnaharry Sea Lock, built at
5858-454: The extent that the Canal Commissioners allowed him to choose the dates when he would find it convenient to meet with them. In the Highlands, Telford faced a number of problems, in that the canal was to be built in an area where people lived a subsistence lifestyle, managing by keeping a few cows and paying low rents. They had virtually no knowledge of wheeled vehicles, and no construction skills, but were hardy and willing to learn. While surveying
5959-452: The ferry operator. Their bid for the main bundle, Clyde and Hebrides Ferry Services , succeeded and on 1 October 2007 CalMac Ferries Ltd began operating these services on a six-year contract. The Gourock to Dunoon service was the subject of a separate tender, but no formal bids were made. In an interim arrangement, CalMac Ferries Ltd continued to provide a subsidised service on this route, until 29 June 2011, when Argyll Ferries took over
6060-414: The final sea lock to allow boats to access Loch Linnhe . The canal has several names in Scottish Gaelic including Amar-Uisge/Seòlaid a' Ghlinne Mhòir ("Waterway of the Great Glen "), Sligh'-Uisge na h-Alba ("Waterway of Scotland") and a literal translation (An) Canàl Cailleannach . In 1620, a Highland prophet called the Brahan Seer predicted that full-rigged ships would one day be sailing round
6161-534: The fleet. The two vessels, MV Claymore and MV Lochmor are expected to be delivered by the end of 2025. Caledonian Canal The Caledonian Canal connects the Scottish east coast at Inverness with the west coast at Corpach near Fort William in Scotland. The canal was constructed in the early nineteenth century by Scottish engineer Thomas Telford . The canal runs some 60 miles (100 kilometres) from northeast to southwest and reaches 106 feet (32 metres) above sea level. Only one third of
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#17328759558266262-460: The fleet. The company serves over 50 ports and harbours on the west coast of Scotland, with CMAL owning 16 of these ports and harbours. Caledonian MacBrayne operate on average over 162,700 sailings annually. 2018 was the company's busiest in terms of passenger numbers, carrying an estimated 5,309,771 passengers. MacBrayne's, initially known as David Hutcheson & Co., began in 1851 as a private steamship operator when G. and J. Burns , operators of
6363-434: The introduction of steam-powered iron-hulled ships , many of which were by that time too big to use the canal. The Royal Navy did not need to use the canal either, as Napoleon had been defeated at Waterloo in 1815, and the perceived threat to shipping when the canal was started was now gone. Before long, defects in some of the materials used became apparent, and part of Corpach double lock collapsed in 1843. This led to
6464-523: The islands. There were no reservations and no onboard retail facilities. Timetables were modified to meet local needs, with occasional additional crossings and extended layovers. The Portavadie, Campbeltown and Armadale services were cancelled. Crossing frequencies were reduced on other routes, with single vessels at Rothesay, Largs and Kennacraig. On the smaller vessels, vehicle occupants were required to remain in their vehicle. Until Hebrides returned from dry dock in Liverpool, Clansman remained on
6565-431: The lack of construction skills in the region where the canal was built. As well as the normal surveying, inspection and payment duties, they had to train local people in how to become workers. They were required to source all of the building materials, to construct workshops and settlements for the workers, design tools and waggons to be used by the workers, and in some cases, ensure they had supplies of food and drink. All of
6666-419: The largest of the Clyde fleets, decided to concentrate on coastal and transatlantic services and handed control of their river and Highland steamers to a new company in which Hutcheson, their manager of these services, became senior partner. One of the other partners was David MacBrayne (1817–1907), nephew of Messrs. Burns. In 1878, the company passed to David MacBrayne. Their main route went from Glasgow down
6767-439: The listing, whereas most bridges are either included or excluded. About 1.25 miles (2.01 km) further downstream is Moy Swing Bridge, an original accommodation bridge. It consists of two halves, and the lock keeper from Gairlochy opens the eastern half by operating a capstan, and then crosses the canal by punt to perform a similar action on the western half. A three-bay single-storey cottage, dating from around 1820, survives on
6868-433: The local culture, including bans on wearing tartan, playing the bagpipes, and speaking Scottish Gaelic . Many emigrated to Canada or elsewhere, or moved to the Scottish Lowlands . Crop failures in 1799 and 1800 brought distress to many, and prompted a new wave of emigrants to leave. The engineer Thomas Telford was asked to investigate the problem of emigration in 1801, and in 1802 published his report, which suggested that
6969-400: The locks started, which were occupied by masons during the estimated four years that it would take to finish the flight. The stonework was largely completed by 1811, three and a half years after work started. By early 1810, the steam engine at Corpach was ready, and the coffer dam to enable the sea lock to be built was completed by mid-1810, after considerable difficulty. Completing the lock was
7070-429: The locks were included in the scheduled monument designation, but that was subsequently extended to include all of the canal between them and Loch Ness, including the lighthouse at the entrance to this section of canal. At the top of the locks, a road beside the canal is spanned by a railway bridge, which was constructed to carry an intended line from Fort Augustus to Inverness. The bridge was in use from 1903 to 1906, when
7171-441: The locks, which was probably used to store materials and to provide stabling for horses while the canal was being constructed. On the west bank is Glenjade Cottage, dating from 1840 to 1860, which was once a pair of cottages but was converted into a single dwelling in the late 20th century. Ivy Cottage was also built for lock keepers, but was completed for the opening of the canal, and so is older than Glenjade cottages. Loch Lochy
7272-399: The main aims of the project was to reduce unemployment in the Highlands. The canal finally opened in 1822, having taken an extra 12 years to complete, and cost £910,000. Over 3,000 local people had been employed in its construction, but the draught had been reduced from 20 to 15 ft (6.1 to 4.6 m) in an effort to save costs. In the meantime, shipbuilding had advanced, with
7373-473: The main cause was landowners who had previously kept cattle creating vast sheep-farms. Realising that direct government action to confront the issue would be seen as interference, he therefore suggested that a programme of public works, involving roads, bridges, and canals, would be a way to provide jobs for people who had been displaced by the sheep farming, and to stimulate industry, fishery, and agriculture. Telford consulted widely with shipowners, who favoured
7474-468: The money provided by Parliament passed through Telford's personal bank account. Because of the remoteness of the location, construction was started at both ends, so that completed sections could be used to bring in the materials for the middle sections. In order to help the Highlanders to learn the habits of paid employment, Telford appointed organisers and pace-setters, who would impart skill and activity to
7575-413: The ongoing work. Provision was made for private investors to buy shares in the scheme, for any amount over £50, and as well as building the main line of the canal, the engineers could alter Loch Garry , Loch Quoich and Loch Arkaig , to improve their function as reservoirs. Telford was asked to survey, design and build the waterway. He worked with William Jessop on the survey, and the two men oversaw
7676-515: The other workers, and wherever possible, the work was done by piecework, so that earthworks were paid at 6 pence (2.5p) per cubic yard, cutting rock in Corpach Basin was paid at two shillings (10p) per cubic yard, and rubble masonry work was paid at 11 shillings (55p) per cubic yard, for example. The number of men employed fluctuated widely, not least because many would take time off to attend to peat cutting, herring fishing or harvesting. John Telford
7777-515: The potential for supplying the population with cheaper corn, but again, thought that winds on the lochs might be a problem. William Fraser, when proposing his own scheme for a canal in 1793, announced that "nature had finished more than half of it already". At the time, much of the Highlands were depressed as a result of the Highland Clearances , which had deprived many of their homes and jobs. Laws had been introduced which sought to eradicate
7878-408: The railway project was abandoned. As well as the bridge, some piers built to carry the line over the River Oich can also be seen, although these are in a poor state of repair. The canal to Kytra Lock and the lock itself are both scheduled monuments. The canal continues to Cullochy Lock, where to the north of the structure there is a single storey lock keeper's cottage on the west bank which dates from
7979-524: The river. Torcastle aqueduct is similar but slightly shorter at 240 feet (73 m), and carries the Allt Sheangain in two of the arches, with the third used as a roadway. Mount Alexander aqueduct only has two arches, one used by the Allt Mor, and the other a footpath. Soon the canal arrives at the top of Neptunes Staircase, a flight of eight locks that drop the level of the canal by 64 feet (20 m) in
8080-455: The route for the canal, Telford agreed to increase the size of the locks to accommodate 32-gun frigates for the Royal Navy, and Jessop insisted that the locks should be built of stone, rather than having turf sides, as Telford had suggested. The highest point on the route was at Laggan, between Lock Oich and Loch Lochy. A deep cutting was required, so that the canal continued at the same level as Loch Oich. The loch would need dredging, because it
8181-580: The run. When the service began on 30 June 2011, preparation of the Argyll Flyer was incomplete, and as an interim measure the cruise boat MV Clyde Clipper was leased from Clyde Cruises. Argyll Ferries was incorporated into Caledonian MacBrayne on 21 January 2019. On 14 July 2009, it was announced that CalMac would begin Sunday sailings to Stornoway on Lewis from Sunday 19 July. These had historically faced strong opposition from Sabbatarian elements in
8282-479: The second vessel following in the second quarter of 2025. In October 2022 it was announced that two further vessels would be built to a very similar specification as the ferries under construction for Islay. CMAL signed a contract in January 2023 for Cemre Shipyard to also build the two ferries, which would allow a dedicated, peak season services to Tarbert and Lochmaddy from Uig and provide additional resilience in
8383-515: The service, and there has been a long commercial and political struggle with a privately owned company, Western Ferries , which has run a rival unsubsidised service from Gourock to Hunters Quay (near Dunoon ) since 1973. In 2005, the Scottish Executive put the collective Hebrides routes out to competitive tender, with the Dunoon route being a separate tender. Some island and union groups opposed
8484-521: The service. The company enjoys a de facto monopoly on the shipment of freight and vehicles to the islands, and competes for passenger traffic with a number of aircraft services of varying quality and reliability. Nonetheless, few if any of the routes currently operated by CalMac are profitable, and the company receives significant government subsidies due to its vital role in supplying the islands: these routes are classified as "lifeline" services. In 1996, CalMac opened its first route outside Scotland, winning
8585-446: The space of 500 yards (460 m). Halfway down the flight to the west is another house similar to that at Gairlochy, but split to provide accommodation for two lock keepers. On the eastern bank is a smithy and sawpits, dating from the 1820s, and a workshop dating from 1880 to 1890. Neptunes Staircase was originally fitted with 36 capstans each of which had to be rotated 20 times to operate the lock gates and sluices, but progress through
8686-519: The structure was sped up in the 20th century when the flight was mechanised. At the foot of the locks, a swing bridge carries the A830 road over the canal, and a steel bow truss swing bridge, built in 1901 by Simpson and Wilson, carries the West Highland Line from Fort William to Mallaig . The canal turns to the west to reach a pair of staircase locks at Corpach, which is followed by a small basin and
8787-495: The tendering process, fearing it would lead to cuts in services and could be a prelude to full privatisation. During the tendering period, the company of David MacBrayne Ltd, which had been legally dormant for many years, was re-activated on 4 July 2006. David MacBrayne Group Ltd acquired the full share capital of NorthLink Ferries Ltd , and took over operations of the NorthLink routes on 6 July 2006. Three operators submitted bids for
8888-557: The tide of emigration, but no one considered whether it would pay its way when it was completed. On 27 July 1803, an act of Parliament , the Caledonian Canal Act 1803 ( 43 Geo. 3 . c. 102) was passed to authorise the project, and carried the title: An Act for granting to his Majesty the Sum of £20,000, towards defraying the Expense of making an Inland Navigation from the western to
8989-560: The title MacBrayne . If an internal link led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=MacBrayne&oldid=1006091545 " Category : Disambiguation pages Hidden categories: Short description is different from Wikidata All article disambiguation pages All disambiguation pages Caledonian MacBrayne Caledonian MacBrayne ( Scottish Gaelic : Caledonian Mac a' Bhriuthainn ), in short form CalMac ,
9090-453: The venture was not a success, but the dramatic scenery through which it passes led to it becoming a tourist attraction. Queen Victoria took a trip along it in 1873, and the publicity surrounding the trip resulted in a large increase in visitors to the region and the canal. The arrival of the railways at Fort William, Fort Augustus and Inverness did little to harm the canal, as trains were scheduled to connect with steamboat services. There
9191-419: The vessels operated by CalMac, plus MV Glen Sannox , are owned by the asset holding company CMAL. Two ferries, MV Ali Cat and MV Argyll Flyer , are directly owned by CalMac, and a further two, MV Alfred and MV Chieftain , are on charter from other owners. Of the vessel, ten can be categorised as "major units" – ships of 80 m (262 ft) or more in length. The largest
9292-410: The west of Invergarry , and Loch Quoich , beyond that, would provide an adequate water supply. He estimated that a canal suitable for ships with a draught of 20 feet (6.1 m) could be built in seven years, and would cost around £350,000 . An additional benefit would be the protection that the canal offered to shipping from attacks by French privateers . Telford also looked at the possibility of
9393-453: The wind and make navigation too precarious. The Commissioners of Forfeited Estates had originally been set up to handle the seizure and sale of land previously owned by those who had been convicted of treason following the Jacobite rising of 1715 . By 1773, they had turned their attention to helping the fishing industry, and commissioned the inventor and mechanical engineer James Watt to make
9494-414: Was added in 1844, and was constructed by Jackson and Bean. Between the locks is Telford House, a large lock keeper's house built in 1811–13, and much larger than most of the other houses built along the canal. The B8084 road crosses the canal on a swing bridge at the upstream end of Gairlochy lower lock, but it is unclear whether it is part of the scheduled monument, since it is not specifically mentioned in
9595-518: Was an upsurge in commercial traffic during the First World War , when components for the construction of mines were shipped through the canal on their way from America to “U.S. Naval Base 18” ( Muirtown Basin , Inverness), and fishing boats used it to avoid possible enemy action on the longer route around the north of Scotland. During this period there was 24-hour operation, facilitated by buoyage and lighting throughout its length. Ownership passed to
9696-422: Was built between the two bridges, so that both could be controlled from a single location. The concept behind the second bridge was that traffic could be diverted to use one of the bridges while the other was open for canal traffic. The canal from Muirtown Locks to Dochgarroch Lock is a scheduled monument, as is Dochgarroch Lock, which was designed to protect the canal from flooding caused by fluctuating levels in
9797-408: Was cut at a ceremony in Turkey in October 2022, with the second vessel's being done in January 2023, in the same week as the first vessel's keel was laid. In May 2023, the same week as the second vessel's keel was laid, it was announced that these ferries would be named MV Isle of Islay and MV Loch Indaal . Isle of Islay is expected to be delivered by the first quarter of 2025, with
9898-607: Was designed for the Small Isles service. MV Bute (2005) and MV Argyle (2007), both built in Gdańsk , are on the Wemyss Bay – Rothesay route. In 2022, a Norwegian ferry was purchased for the Mull service; after modification it entered service as MV Loch Frisa . MV Ali Cat , MV Argyll Flyer and MV Chieftain are passenger-only vessels that operate on
9999-597: Was introduced with the ferries MV Jupiter and MV Juno . In 1990, the ferry business was spun off as a separate company, keeping the Caledonian MacBrayne brand, and shares were issued in the company. All shares were owned by the state, first in the person of the Secretary of State for Scotland , and (after devolution ) by the Scottish Government. A joint venture between Caledonian MacBrayne and
10100-501: Was too shallow in places, but it was fed by water from Loch Garry and Loch Quoich to the west, which would provide a suitable supply for the canal. To reduce the depth of cutting between Loch Oich and Loch Lochy, a dam would be built at the south end of Loch Lochy, to raise its level by 12 feet (3.7 m). A new channel for the River Lochy would be cut, allowing it to flow into the River Spean , so that its previous course could be used for
10201-400: Was upset because many of his men did not return after the harvest, but they were not used to working during the winter months. Many saw working on the canal as a way to supplement their meagre income, not as a way to escape from their subsistence livelihood. At Clachnaharry, to the west of Inverness, Davidson was overseeing the construction. Clachnaharry Lock was the first to be constructed at
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