Loch Maree

For over three decades, the iconic "Loch Class" vessels have been the unsung workhorses of the Firth of Clyde and the Hebridean archipelagos. Distinctive, double-ended, and dependable, these squat little ferries turned short sea crossings into seamless extensions of Scotland’s road network. But time and tide wait for no ship. As the aging fleet approaches the end of its long service life, a quiet revolution is taking shape on the slipways of Gdansk—one that will redefine short-crossing travel across the West Coast. Caledonian Maritime Assets Limited (CMAL) has embarked on its ambitious Small Vessel Replacement Programme (SVRP), a multi-phase project designed to deliver a cleaner, quieter, and far more resilient fleet to Caledonian MacBrayne’s vital island routes.

The transformation began in earnest in March 2025, when CMAL awarded the Phase 1 shipbuilding contract to Remontowa Shipbuilding S.A. in Poland. The deal marked a monumental milestone for both owner and builder, representing the largest passenger ferry series ever commissioned by Remontowa, measured by both hull count and overall value. Work on the seven-ship series moved at pace through late 2025 and into 2026. By mid-2026, the Gdansk yard celebrated a dual triumph with the formal keel-laying ceremony for the third hull (Yard No. B621/3) alongside the launch readiness of the pioneer vessel (Yard No. B621/1). If all goes to plan, islanders will see the first of these battery-powered ferries entering commercial service across nine Clyde and Hebridean connections starting in 2027.

While the new vessels borrow the proven double-ended layout of their namesakes to ensure rapid turnarounds, their underlying architecture is firmly 21st century. Measuring 49.90 metres in length with a beam of 12.48 metres, a draught of 2.10 metres, and a service speed of 9 knots with a crew complement of five, these ships are purpose-built to handle demanding coastal channels while eliminating direct operational emissions.

Rather than relying on traditional marine diesel engines, power is fed through a decentralised electric grid split across two independent battery rooms. Overnight shore charging will keep the fleet running on clean energy during daylight hours, while a pair of back-up diesel generators stands by to handle unexpected grid failures or emergency maneuvers. Maneuverability in notoriously tight slips and tidal currents is guaranteed by four azimuth thrusters—one at each corner of the hull—giving skippers pin-point 360-degree control in heavy weather.

To account for varying route requirements across the network, the seven-vessel order splits into two custom design profiles. Six vessels will be built to Design A, which serves as the core fleet platform optimized for vehicle-heavy runs with space for 150 passengers and 24 cars or 2 HGVs. A single vessel will be built to Design B, tailored for higher-density passenger routes by shifting deck space to accommodate 250 passengers and 16 cars or 2 HGVs.

While Phase 1 hulls take shape in Poland, naval architects are already tackling the trickier frontiers of the network under SVRP Phase 2. Focused heavily on shallow-water channels like the Sound of Harris and the Sound of Barra at Ardmhor, Phase 2 is currently navigating its concept design and feasibility stage following naval architect appointments in late 2024. Early technical assessments have earmarked a double-ended monohull design as the ideal candidate for these treacherous waters.

However, delivering electric ferries to remote island edges brings unique logistical hurdles. Discussions are underway with Scottish & Southern Electricity Networks (SSEN) to explore shore-charging feasibility on the Sound of Harris, while Ardmhor’s grid connection has already been confirmed as fit for standard shore power. At the same time, project partners are actively lobbying the Maritime & Coastguard Agency (MCA) to lift historical daylight-only operating restrictions through the Sound of Harris, opening up potential evening transit options.

With vessel deliveries penciled into Phase 2 of the Scottish Government’s Islands Connectivity Plan spanning 2026 to 2031, current projections target entry into service around 2029/30. As Scottish Ministers finalize capital allocations following the 2026 parliamentary elections, project teams are ensuring the business case is fully tender-ready the moment funding is greenlit.

The transition from traditional diesel to whisper-quiet electric propulsion marks the most significant leap forward for CalMac’s small vessel fleet in forty years. For islanders relying on these lifelines, 2027 cannot come soon enough.