APPENDIX 3. POTENTIAL EFFECTS OF PROPOSALS ON EROSION

Current Service	Proposed (preferred option)	Theme	Erosion Potential Areas ^1,2	Ferry Information and Assumptions	Likely Impacts
Firth of Clyde
Arran Two routes: Ardrossan to Brodick, early morning to early evening, ~5-6 sailings per day	Extend operating day: very early morning to late evening (from around 7 am to at least 10 pm) Increase frequency of service Upgrade Ardrossan to Brodick service to a (new) two-vessel service Investment in / replacement of infrastructure at Brodick Harbour	Additional vessels/vessel movements on existing routes New vessels Physical works	Ardrossan and Brodick Ports: beaches of high erosion potential located immediately north and south of both ports. The Firth of Clyde is identified as a known erosion area in the SNH Futures.	Ardrossan-Brodick Large Ropax Ferry. 16 knots design speed. Vessel turning likely required to access ports.	Increase in vessel traffic at the Ardrossan and Brodick Ports could increase the risk of erosion in the vicinity of these ports, particularly during approaches and vessel turning.
Claonaig to Lochranza, operating specialist function in movement of dangerous goods	Review service between Claonaig and Lochranza following upgrade of Ardrossan to Brodick service.	Potential to discontinue service	No areas of significant erosion potential identified near Claonig and Lochranza		No effects identified
Bute Two routes: Wemyss Bay to Rothesay, 14 hr operating day (early morning to middle evening) Colintraive and Rhubodach (links northern part of island to Argyll and Bute peninsula)	Extension of operating day to midnight: Colintraive to Rhubodach	Additional vessel movements on existing route	Kyles of Bute - soft-rock and erodible cliffs located adjacent to the ports.	Colintraive-Rhubodach Small double-ended Ropax vehicle ferry. 10 knots design speed. No vessel turning required. Narrow water-way - likely low speeds.	Colintraive-Rhubodach Increasing vessel movements could increase the risk of erosion in the vicinity of the ports on the Kyles of Bute. However, the effect of increasing the operating day from 14 to 18 hours is unlikely to result in an increase in vessel numbers large enough to result in significant effects.
Cumbrae-Largs. Two vessel service, extended (14 hour) operating day, early morning-middle evening	Extension of operating day into late evening: increased services	Additional vessel movements on existing route	Cumbrae and Largs - beaches with high erosion potential located adjacent to both ports.	Small double-ended Ropax vehicle ferry. 10 knots design speed. No vessel turning required. Narrow water-way - likely low speeds.	Increased vessel movements could increase erosion potential of beaches adjacent to both ports. However, the effect of increasing the operating day from middle to late evening is unlikely to result in an increase in vessel numbers large enough to result in significant effects.
Cowal Peninsula/Dunoon Gourock to Dunoon: shuttle-basis seven days per week, early morning to very late evening. Hunter's Quay (Dunoon) to mcinroy's Point (Gourock): commercial service	Retain status quo	No change	No impacts	No impacts	No impacts
Inner Hebrides
Coll and Tiree Oban - Coll and Tiree Summer: 7 days/week; on one day the service is shared with the Barra/Castlebay to Oban service Winter: 4 days/week	Summer: retain status quo At least two additional sailing days in winter (to 6 days/week)	Additional vessel movements on existing route	Sound of Mull - reasonable width (>1.5km) but has a number of beaches and soft-rock cliff shorelines on both sides that are known to be susceptible to erosion. Oban - Cliffs susceptible to erosion in the vicinity of Oban. Coll and Tiree - beaches with high erosion potential in the vicinity of the port areas	Oban - Coll and Tiree Large ropax ferry. 16 knots design speed. Vehicle access through front and aft, but vessel turning is required at all ports.	Oban - Coll and Tiree Increasing the number of vessel movements in winter could increase the risk of localised erosion at locations along the Sound of Mull. However, large ropax ferries also travel to the outer Hebrides on other routes via the sound , and it is unlikely that increasing the winter sailings by 2 days a week for this route will greatly increase erosion. Localised erosion may occur in the vicinity of the Oban, Coll and Tiree ports due to additional vessels turning at these ports. It is uncertain whether this would be significant.
Mull Four services: Iona (see below) Oban - Craignure, early morning to early evening Fishnish to Lochaline Tobermory to Kilchoan	Increase Craignure - Oban service to a two vessel service, operating as a shuttle service over an extended operating day (from 7 am to around 10/11 pm); Review operations on Fishnish to Lochaline after Craignure to Oban upgrade Replace Tobermory to Kilchoan with a passenger-only service.	Increase number of vessels Extend operating day Replace vehicle service with passenger-only	Craignure to Oban - reasonably sheltered water way. Cliffs and beaches in vicinity of Oban and Craignure identified as susceptible to erosion. Tobermory to Kilchoan - beaches at Tobermory and a small, sheltered beach adjacent to Kilchoan port identified as erosion susceptible areas.	Craignure - Oban Large ropax ferry. 16 knots design speed. Vessel turning required. Fishnish to Lochaline. Small double-ended Ropax ferry. 10 knots design speed. No vessel turning. Tobermory to Kilchoan Replacing small single ramp ferry with small passenger service. Speeds 10-14 knots likely. Vessels will still require vessel turning at both ends of the route.	Craignure - Oban: Increasing vessel numbers to a two vessel service could increase erosion potential at Oban and Craignure ports during vessel turning at both ends of the route. Significance of effect is uncertain. Fishnish to Lochaline: Removing service will eliminate erosion risk along this route from this service. Tobermory to Kilchoan: Significant impacts are considered unlikely as the change is not expected to result in a significant increase in vessel movements.
Iona Summer and winter services	No change to winter service Summer service: Overnight berthing facility (location to be decided) Extend evening service by 90 minutes (to around 8 pm)	Physical works Increase length of operating day with additional vessel movements	Fionnphort-Iona A high potential erosion area (sheltered beach) has been identified immediately adjacent to the existing Fionnphort Ferry Terminal.	Fionnphort-Iona Small double-ended Ropax ferry. 10 knots design speed. No vessel turning required. Reasonably wide crossing (1km).	Increase in vessel movements could increase risk of erosion immediately adjacent to the existing Fionnphort Ferry Terminal. However, the effect of increasing the operating day by 90 minutes is unlikely to result in an increase in vessel numbers large enough to result in significant effects. Secondary impacts from construction works, dredging and changes to the wave patterns generated by this new berthing facility may result in localised erosion or accretion at Fionnphort. This would need to be explored at project level.
Ardnamurchan / Morvern Four ferry routes: Fishnish to Lochaline (see Mull) Tobermory to Kilchoan (see Mull) Corran ferry at Ardgour Passenger-only service at Camusnagaul	See Mull See Mull Retain the status-quo	No change	No impacts	No impacts	No impacts
Lismore Two routes: Vehicle service to Oban Passenger-only service between Port Appin and Ramsey Point	Replace the two services with one passenger and vehicle service between Port Appin and Point	Remove one route Number of total vessel movements likely to increase slightly on retained route	Port Appin and Ramsey Point Port - significant areas of erosion potential (beaches surrounding Port Appin and soft-rock cliffs near Ramsey Point Port). Oban - Cliffs susceptible to erosion in the vicinity of Oban.	Oban-Achriacroish No vessel information available, but likely to be a small or medium ferry. 10-14 knot speed likely. Vessel turning likely required. Port Appin-Ramsey Point Small passenger service only currently. 10 knot maximum design speed, but as narrow and relatively sheltered waterway (<1km) actual speeds likely to be less. Vessel turning likely required.	Oban-Achriacroish: Removing service will eliminate erosion risk along this route from this service. Port Appin-Ramsey Point: Increase in services could increase potential for erosion in susceptible areas at Port Appin and Ramsey Point. Particular concern is during vessel turning (if a single ramp vehicle vessel is introduced rather than a double ramp vessel) and vessels approaching and leaving both ports. Significance is uncertain.
Kerrera, Luing and Easdale Island Gallanach - Kerrera Siel (Cuan) - Luing Ellenabeich (Isle of Seil) - Isle of Easdale	Retain status quo	No change	No impacts	No impacts	No impacts
Northern Isles
Services to Aberdeen Lerwick-Aberdeen every day with overnight journey to Aberdeen. Stops at Kirkwall on three days. Two-vessel service	Retain status quo	No change	No impacts	No impacts	No impacts
Pentland Firth Three routes: Scrabster to Stromness Gill's Bay to St Margaret's Hope John O'Groats to Orkney (summer only)	Retain status quo	No change	No impacts	No impacts	No impacts
Orkney and Shetland Isles Operated by local authorities	Retain status-quo (SG to work with Local Authorities to review suitability of services)	No change	No impacts	No impacts	No impacts
Skye, Raasay, the Small Isles and Knoydart
Skye Mallaig to Armadale: Summer: 7-day service (8 per day) Winter: six day service (2-3 services/day)	Maintain summer and winter service. Summer service to receive minimum subsidy; winter service to continue as per the status quo.	Subsidy change only	No impacts	No impacts	No impacts
Raasay Sconser to Raasay, every day, early morning to early evening	Retain status quo but explore further as part of next CHFS contract	No change	No impacts	No impacts	No impacts
The Small Isles (Muck, Eigg, Rum and Canna) are currently served by one vessel operating from Mallaig (for them all). Depending on the actual island there are between four and five sailing days in summer and three to four in winter. The number of sailings per day ranges from one to two sailings. The current time-table allows visitors to make a meaningful return trip in the course of a day, but does not allow residents to travel to the mainland and back on the same day.	Shorter-term options: A new Sunday service to each of the Small Isles; A Friday/Saturday level of service on more days (i.e. Two sailings as opposed to one sailing per day); At least one day per week where it will possible for residents of each island to make a meaningful return trip to the mainland in the course of a normal working day. Longer-term option: Upgrade from a single to a two vessel service. A passenger and loose freight service to operate on a daily basis to each of the islands. Supplement with a once-per-week ro-ro service, for each island.	Increase in number of vessel movements	Mallaig - sheltered beach area identified immediately east of Mallaig port. Eigg - beaches and cliffs susceptible to erosion identified around Eigg isle and port. Rum - port and entire coastline occupied by sheltered beaches and erosion-susceptible cliff areas. Muck - port area located in short and narrow bay, surrounded by beaches and erosion-susceptible cliff shorelines. Canna - area around port consists of beaches and erosion-susceptible cliff shorelines.	Mallaig to Small Isles Medium ropax ferries. 14 knot design speed. Vessel turning required.	Increased ferry traffic at Mallaig port could increase localised erosion from the service, particularly due to vessel turning and particularly at the sheltered beach area identified immediately east of the port. Significance is uncertain. Increasing services in the short and long term could increase localised erosion potential at ports and surrounding areas on Eigg, Rum, Muck and Canna. Significance is uncertain.
Knoydart Mallaig-Inverie-Tarbet: Summer: five days per week Winter: three days per week	Community asked for views on whether additional sailing days in both the summer and winter seasons required.	Increase in number of vessel movements	Erosion-susceptible shorelines including beaches, soft strands and soft-rock cliffs along the north and east banks of Loch Nevis, and in the vicinity of the Tarbet and Inverie ports.	Wide but reasonably sheltered loch (>1km), but narrowing near Tarbet). No vessel details available, but likely a small or medium vessel. 10-14 knots speed likely. Vessel turning likely to be required.	Increased services could increase erosion risk on identified susceptible shorelines, particularly in the vicinity of the Tarbet and Inverie ports during vessel turning. Significance is uncertain.
Southern Hebrides
Islay and Jura Kennacraig-Port Askaig/ Port Ellen: Seven days/week, 3-4 services/day. Port Askaig-Feolin (Jura): small shuttle service.	Islay-mainland: retain status quo Jura-mainland: no fare for portion of trip between Jura-Islay when part of the onward trip to the mainland Run more services from Port Askaig and fewer services from Port Ellen	Changes in certain routes. No fare option on certain routes.	Jura - Significant beach areas have been identified on west coast of Jura with high erosion potential, particularly on narrow strait. Few erosion-susceptible areas were identified along the south coast of Islay or in the vicinity of Port Ellen, although an SAC was identified on the SE coast adjacent to ferry route.	Islay-mainland and Jura-mainland Large Ropax ferry. 16 knots design speed. Port Askaig No vessel information available. Based on current ferries docking at Port Askaig, likely to be large ropax ferries. 16 knots design speed likely. Vessel turning considered likely. Port Ellen No vessel information available. Based on current ferries docking at Port Askaig, likely to be large ropax ferries. 16 knots design speed likely. Vessel turning considered likely.	Islay-mainland and Jura-mainland: No impacts as no changes proposed. Port Askaig: Additional ferry vessels from traversing the narrow (~0.6km) Sound of Islay and docking in Port Askaig. May increase risk of erosion at beach areas identified on west coast of Jura (with high erosion potential), particularly with additional vessel turning at Port Askaig located in the narrow strait. Significance is uncertain. Port Ellen: No significant changes are expected as few erosion susceptible areas have been identified on this route.
Colonsay Oban-Colonsay: Summer: 6 days Winter: 3 days	Summer: additional sailing day At least one day per week where there is a return sailing between Colonsay and the mainland Longer-term aim: Work towards more sailing days during winter if (and when) other vessels are released across a reconfigured network	Increase in number of vessel movements	Cliffs and beaches identified respectively near Oban and Colonsay ports as being susceptible to erosion.	Oban-Colonsay No ferry type listed, but likely to be a medium to large vessel. 16 knots speed likely. Likely vessel turning required.	Increasing services could increase localised erosion potential at Oban and Colonsay ports, particularly during vessel turning and port approaches at both ends of the route. However, given the small increase in service numbers, significant erosion impacts are considered unlikely. These potential impacts at Oban may be offset with the closure of other services from Oban (ie. Oban to Achriacroish, movement of services out of Mallaig instead of Oban).
Gigha Gigha-Tayinloan: seven days per week; early morning to early evening; frequent basis.	Construct berthing facility at Ardminish Extend operating day	Physical works Increase length of operating day with additional vessel movements	Gigha to Tayinloan - significant beach areas identified at both Tayinloan (to the immediate north and south) and Gigha (to the immediate south) ports.	Gigha-Tayinloan Small-double ended ropax ferry. No vessel turning required.	Increased vessels could increase erosion risk to the significant beach areas at both Tayinloan and Gigha ports during approaches to and leaving the ports. Significance is uncertain.
Kintyre Tarbert-Portavadie	Retain Tarbert-Portavadie Longer-term: new route between Campbeltown, via Arran, to Ardrossan or Troon (return sailing on 2 days/week)	New route Increase in number of vessel movements	Campbeltown-Arran-Ardrossan/Troon - soft-rock cliffs identified on the southern shoreline of Campbeltown Loch adjacent the Campbeltown port, beaches and soft-rock cliffs identified to the north and south of Brodick port, and a known erosion area in the beaches to the north and south of the Troon port. Ferries between Campbeltown and Brodick will pass known active erosion areas including beaches and soft-rock cliffs (high and medium erosion potential) on the south Arran coast.	Campbeltown-Arran-Ardrossan/ Troon No ferry information available, but likely to be large ropax ferries. 16 knots speed likely. Vessel turning considered likely.	An increase in vessel traffic at the Campbeltown, Brodick and Troon Ports could increase the risk of erosion in the vicinity of these ports, particularly during vessel turning. However, given the projected increase, significance is uncertain. Ferries between Campbeltown and Troon may need to keep a sufficient distance from the coast north and south of Troon to reduce erosion risk in this identified actively eroding area. This needs to be investigated further at project level.
Western Isles
Lewis and Harris: Stornoway to Ullapool Tarbert to Uig Uists and Benbecula: Lochmaddy to Uig (vessel shared with Tarbert) Lochboisdale to Oban (vessel shared with Barra) Barra: Castlebay to Oban. Triangular service shared (in part) with Lochboisdale on South Uist. Sound of Harris (inter-island service Berneray - Leverburgh) Southern "set" South Uist Lochboisdale to Oban Sound of Barra (inter-island service Aird Mhor, Barra - Eriskay) Five services to mainland, two inter-island services	Retain status quo - all 5 services being retained Service provision to Barra is viewed as being insufficient, but no viable cost effective options can be identified. Within the Western Isles the Barra service will be given priority for funding in the future. Number of improvements and upgrades to infrastructure at Stornoway and Ullapool.	No change	No impacts	No impacts	No impacts