Bay Pier

Archaeological Evaluation

October 12th to 20th 2013

Nick Goldthorpe and Catherine Dagg

for

THE APPLECROSS TRUST

Applecross Bay Pier: Archaeological Evaluation

Site Name Pier Site Ref. HER MHG32165 and MHG35936 Canmore ID. 159050 Location NG 71211 44650 Nature of work Desk based evaluation, removal of overburden, trial trenching Date 20.10.13 Client Applecross Trust OASIS ref Catherin2-165292

Fig 1. Location of Applecross Bay pier

Table of Contents

1.0 Executive Summary 2.0 Introduction 2.1 Site Location 2.2 Site History 2.2.1 Archaeological Background 2.2.2 Historical Background 2.3 Present State 3.0 Objectives 4.0 Methodology 5.0 Results 6.0 Conclusions and Recommendations

ILLUSTRATIONS

1: Location plan. 2: Area of investigation highlighted. 3: Admiralty Chart 1850 4: 1st edition Ordnance Survey map 1875 5: Undated Postcard ‘Discharging Coals at Applecross’ 6. Photograph: Puffer and Landrover 1950s 7. Photograph: ‘Tin Tack’ 1960s 8. John R Hume 1999: Mains of Applecross Pier 9. Pier north east face before removal of shingle 10. Breakwater, south west side of pier 11. Beacon: stump of pole set to north of pier end 12. Location of Trenches 13. Pier wall partially exposed, showing extent of material built up against the wall 14. Upper section of pier wall, with vertically set capstones15. Lower section of pier walling, with large cobbles and mix of stone types

16. Breakwater, with exposed rubble fill of structure on left 17. Datum, benchmark carved onto east face of now freestanding stone 18. Pier profile, with pier wall face on right, banked breakwater on left 19. Trackway: exposed kerbstones on north east facing edge 20. Trench 3: South facing section 21. South west facing side of trackway defined by banked cobbles 22. Trench 4: Plan showing relationship of slipway to track edge and rubble bank. Shaded stones are limestone 23. Trench 4. Slipway on right and kerbed edge of trackway on left. Rubble bank on which the trackway is built exposed between the two.

APPENDICES

Appendix 1: Extracts from Historic Environment Policy Appendix 2: Bibliography and sources

Applecross Bay Pier: Archaeological Evaluation

1.0 EXECUTIVE SUMMARY

This report covers an archaeological investigation of a 19th century pier and its immediate surrounds, consisting of desk-based evaluation, removal of overburden and trial trenching. The pier walling was found to be in good condition and useful information about the date of construction and usage of the pier was acquired from the trial trenching

The work was carried out in order to inform decisions about development of the pier area. It was commissioned by the Applecross Trust for the ALPS Gateway project. The work was undertaken in October 2013 by Catherine Dagg, BA, AIfA and Nick Goldthorpe, and was restricted to the immediate vicinity of the pier and track way avoiding any contact with the salt marsh adjacent.

The evaluation report will primarily be used by all interested parties in order to design a new pier, access and car parking area for use in removing timber by boat. It will be submitted to Highland Council as part of any planning application for the project. Copies of the report will be presented to Applecross Heritage Centre, the Highland Historic Environment and RCAHMS Canmore

Further work: options for further work are considered, depending on the development of the project design. Further recording in advance of destruction of the pier may be required, and there may be the option of stabilising or renovating the existing structure as a heritage feature and public amenity

2.0 INTRODUCTION

2.1 Site Location

The area covered by this evaluation consists of the pier, extending some 70m NNE into the intertidal zone of Applecross Bay, the access track from the public road to the pier end and an area to the east of this track. The site is bounded to the west by a stream. This area is located at the south end of Applecross Bay at the road junction of Applecross South, the Bealach and the North Coast roads. The trackway forms a continuation of the Bealach road.

Fig. 2 Area of Evaluation: Plan from Highland HER mapping 2.2 Site History

2.2.1 Archaeological Background

The pier is recorded on the Highland Historic Environment Record as follows:

MHG32165 Pier, Applecross Grid Reference: NG 71211 44650 Map Sheet: NG74SW Civil Parish: APPLECROSS Geographical Area:

No historical information is given within this entry, although it is noted (HAW 5/2003) that the pier is starting to deteriorate badly

Also:

MHG35936 Mains of Applecross, Pier This entry created automatically by NMRS Register Utility

The pier is recorded on RCAHMS Canmore, ID 159050, again with no further information, although three recent aerial photographs and one photograph dating to around 1970 are included.

The pier and surrounding area have not previously been covered by any archaeological investigations.

2.2.2 Historical Background

There is no record of a pier at this location before 1850, although this omission can not be taken as evidence that a pier did not exist before this date.

The First Statistical Account, written in 1792, shows the importance of boats to the local economy, both for fishing and for the import and export of goods:

Each principal farmer hath generally a boat of his own, and among the lower class, either two, three, or four, make a joint purchase, according as their circumstances will permit. There are, besides, five vessels, of from 20 to 40 tons, employed in the fishing, one of which belongs to a fishing company, founded at a considerable expense, by Mr McKenzie of Firdon, one of the heritors of this parish. The patriotic exertions of this gentleman merit much praise, and as such an establishment, by affording a ready market and an example for improvement to our fishers, doth naturally quicken and improve their industry, the public is interested in its success....

Herring, packed for home consumption, give from 11s. to 15s. the barrel, but, if repacked for exportation, 4 of these barrels go to make up 3. Cod and ling are sold, either by the dozen, or by the ton; when by the dozen, the price depends on the size of the fish, if by the ton, it fetches from 12L. to 15L. Sterling. Oban and Greenock are the markets most commonly frequented. Kelp, prior to the American war, sold at 3L.10s. the ton; the price has since been fluctuating, nearly between 5L. 5s. and 4L. 15s. There will be about 50 tons annually brought to market. A greater quantity could be manufactured, but a considerable portion of the ware is appropriated for manure to the different farms. It may not be improper to observe that, close to the harbour of Poldown, there is a shelly sand, which, when used with discretion, not only meliorates the ground for corn, but after it is laid on, introduces, for a few years, excellent crops of white and red clover. Meal, and all other articles (excepting these now specified), which either the necessities or conveniencies of life require, are imported into this parish.

It is assumed that at this date the fishing boats unloaded their catches on the beach and were pulled up directly onto the foreshore. Between the writing of the first and second Statistical Accounts there were major social upheavals in Applecross, with many of the townships cleared and the inhabitants encouraged to take up fishing on a more commercial basis. The row of cottages known as the Street would have housed fishing families as well as farm workers and many crofters were also fishermen, but the foreshore below the Street would have afforded little shelter and it is unlikely boats would have been pulled up here.

The 2nd Statistical Account, written in 1836, has less to say about fishing:

They have suffered, also, by the failure of the herring fishing on this coast for several years back...

There are about 21 vessels of from eighteen to fifty tons burden, employed in the fishing and coasting trade.

It should be noted that this is referring to the entire parish of Applecross, including around Loch , where most of the herring fishing took place. Although no mention is made of it in the Statistical Account, kelp burning would have continued to be a major economic factor in the first decades of the 19th century. The Gaelic name for the south side of Applecross Bay, Ceann na h’Athan translates as the headland of the kilns, and may be referring to kelp kilns in the vicinity.

The 2nd Statistical Account also mentions the importation of materials by sea: it is found cheaper to buy lime from the kilns at Broadford in the Isle of Skye than to be at the expense of burning the stones here’

The first map to show the pier is the Admiralty Chart Southern part of the Sound of Raasay and Inner Sound , dating to 1851-1857.

3. Admiralty Chart, 1851 Reproduced by permission of the Trustees of the National Library of

This appears to show a dogleg shaped pier extending from the road junction, with the line of the foreshore much further back than today. The stream appears to emerge onto the beach immediately below the road bridge and the area of ground later occupied by an enclosed garden to the west of the stream appears as beach.

The Admiralty Chart also shows the piers at Milton and . Other piers depicted on Admiralty Charts at this date are for the most part associated with established centres of fishing eg Badachro in Gairloch and Jeantown, Lochcarron, or ferry crossings eg Stromeferry. Beyond these, there are no small piers for local fishing activities recorded, and Applecross is unusual in having the three on its west coast. This may be attributable to the lack of road access and the dependence on sea travel.

The Applecross piers were built as part of a programme of famine relief in 1848. This would have provided the short term relief of employment and the lasting benefit of the facility. The Fortnightly Provision Expenditure Account for famine relief for May 23rd to June 6th 1848 lists the following projects: roads, piers, spinning, knitting, netting, no work and school. Over 300 individuals in Applecross parish were working on these projects in exchange for provision of food, with, in May/June 1848, 36 men working on piers. The 1st edition Ordnance Survey map, Ross-shire and Cromartyshire C11, surveyed in 1875, shows the shoreline filled in to its present line, with only the NE running length of pier below the high water line. A beacon, similar to many such beacons at the entrance to ports and anchorages in Applecross, is shown at the end of the pier, and a slipway running down the beach. The stream is now depicted running NNW north of the bridge, with on its west the garden area locally remembered as being made up of imported soil brought in as ballast.

4. 1st edition OS map 1875 Reproduced by permission of the Trustees of the National Library of Scotland

From the mid-19th century, more and more goods were brought in to Applecross by boat, notably coal. The boats, Clyde steamers, or ‘puffers’ were beached on the falling tide, then unloaded into carts, as in the postcard, undated but taken at the end of the 19th century, below. Although this is taken at , it shows the line of horse-drawn carts waiting to be loaded. Coal was manually shovelled from the hold into buckets, each holding about a ton, which was swung out of the boat using its own lifting gear. For this exercise, neither pier nor breakwater was necessary, but at Applecross bay the slipway from the top of the pier track would have allowed access from the road.

5. Undated postcard ‘Discharging coals at Applecross’ (Toscaig) reproduced with kind permission of Applecross Heritage Centre

During the discharge, there was a danger in ‘taking the ground’ that the boat would not float free on the rising tide, and it is possible that the line of rubble in the bay beyond the Applecross pier was a marker of the safe distance from shore.

6. Puffer and Landrover, 1950s

Although the above photograph shows the puffer still discharging coal in Applecross Bay in the 1950s, other boats were taking over delivery of goods and passenger services. The Passing Cloud II was a local boat used in the 1920s-30s for bringing stores from twice a week, crewed in rotation by farm workers. In the 1950s a boat regularly plied between Toscaig and Kyle and the MacBrayne’s mailboat between Stornoway, Mallaig and Kyle called in at Applecross to collect passengers, lying off the pier at Milton and reached by a large rowing boat.

Use of the Applecross Bay pier in living memory has been more concerned with leisure and small-scale fishing, but access for yachts, for example, is limited by the lack of any sheltered anchorage; only ‘temporary anchorage’ is recommended by the Clyde Cruising Club.

The Estate boat, the ‘Tin Tack’ is pictured in Fig.7 , moored fore and aft to settle as the tide receded on the leeside of the pier.

7.‘Tin Tack’ on a fore and aft mooring to lee of the pier, 1960s

The pier is remembered as being intact until around 1970. At around this date, a large quantity of gravel was removed from the beach to the west of the pier, and it is probably this which allowed storm damage to the top courses of the pier. Material washed over the pier by the waves built up on the sheltered east side until only the top surviving course was visible.

8. John R Hume 1999: Mains of Applecross Pier John Hume’s photograph of the pier area is dated to 1999 and shows a considerable build up of shingle at the top of the pier, although it appears to be clear further down. This image shows that the pier ran out relatively horizontally before dipping into a jetty at the lower end. There is a post, probably for a running mooring, attached to the pier wall.

2.3 Present State

An initial site visit as carried out in September 2013 in order to evaluate the extent of survival of the pier. The north-east vertical wall of the pier had a large build up of shingle against its face and only the top 2-3 surviving courses were visible. Along this section there are probably no surviving coping stones but a number of dislodged slabs probably represent the original walkway.

9. Pier north east face before removal of shingle

The south east side of the pier proved to be a breakwater formed of obliquely set large beach cobbles, again surviving to only 2-3 courses, although it was unclear whether this did extend any deeper

10. Breakwater, south west side of pier

At a short distance from the end of the pier is the remains of the beacon, in the form of the stump of a post set in to a mortared rubble base.

11. Beacon: stump of pole set to north of pier end

There were no visible built features between the pier and the public road. This area is now grassed with a number of mature trees. A modern sewage outflow pipe crosses the trackway and the stream and there is a substantial grassed mound of unknown material east of the trackway.

3.0 OBJECTIVES

The objects of the evaluation were as follows:

 Remove shingle from pier face to ascertain the degree of survival of the pier walling, how high the vertical pier wall rises from natural and the original profile of the beach prior to construction.  Record the pier walling at least photographically in advance of development  Trial trenches across the trackway to verify the suggestion on historic mapping that this was originally also a pier accessible from both sides at high tide and if so, how deep is the walling and what material has built up against the sides  Trial trench across the mound to the east of the trackway to ascertain the nature and depth of deposits and the original ground profile.  Record all associated fixtures and fitting on and near the pier

4.0 Methodology

A mechanical excavator was used to pull shingle back from the pier wall and remove overburden from the trenches. Excavation then continued by hand until it was considered that the sequence of construction and use was evident; this did not necessarily involve excavation down to natural. Trenches across the trackway were placed where it appeared there would be least disturbance from tree roots or the sewage pipe.

Trenches containing archaeological features were recorded by plan, section drawing and photograph (digital). Samples were taken of representative materials, although it is not anticipated that any of these will require post-excavation analysis

Trenches were plotted onto an overall plan using taped offsets. The overall plan was supplied by the developer and had been surveyed digitally.

5.0 RESULTS

5.1 Fieldwork

Within the allocated budget and time constraints, four days were given over to the investigation. This was carried out between 11.10.13 and 16.11.13 Work along the pier was limited to low tide, but this was prioritised for the first three days. Hand excavation and recording was carried out on 16.11.13 in dry and sunny weather conditions.

Trenches were as follows:

12. Location of Trenches

Feature 1: Pier

Trench 1

Location Along SE face of the pier Dimensions Alignment Justification Expose and evaluate surviving pier wall

The main purpose of this trench was the removal of the build up of shingle against the pier wall. This was done entirely by machine; and a quantity of stone blocks and slabs from the damaged upper part of the pier were recovered from the shingle and placed back on the pier for possible reinstatement.

13. Pier wall partially exposed, showing extent of material built up against the wall

The exposed south east-facing pier wall runs initially ESE from the end of the trackway wall (datum stone), then curves to run in a straight line north east, measuring a total of 78.5m. The bottom, NE end is rounded and splayed and there is an awkward transition from vertical walling to the angled breakwater. The first 11.50m from datum stone is surviving & all the stonework appears to be in situ and in good condition, with the exception of a small damaged section at the corner of the north east end. The stones on this side of the pier were almost exclusively a quarried sandstone shaped into blocks and slabs, although at the bottom, NE end, stones were larger and rougher with at least one limestone boulder, measuring 280x450x200cm. At the top of the pier the surviving copestones are placed vertically and measure 650x260x180cm, but along the straight section they have been lost.

14. Upper section of pier wall, with vertically set capstones

15. Lower section of pier walling, with large cobbles and mix of stone types

It is assumed that slabs were placed horizontally to form the pier surface along the straight section. A number of slabs, measuring 660 x 660 x 180cm survive but are not in situ. The coursing of the wall follows the angle of slope. Six courses survive more or less the full length of the pier and it is assumed that up to three courses have been lost, mostly at the bottom end, although the 1970s photograph indicates that the last quarter of the structure angled more steeply down as a jetty. The present height of the pier wall is 1 to 1.4m and the original total height calculated to be 1.4m.

The north-west facing breakwater consists of an angled face of large cobbles, surviving to a vertical height of 0.6m and two to three courses. This does not appear to extend below the present level of the shingle beach, but the cobble courses did rise to the height of the coping on the east side, separated by a narrow walkway.

16. Breakwater, with exposed rubble fill of structure on left The exposed core of the structure appears to consist of large cobbles.

The present width of the structure, from the base of the breakwater slope to the pier wall, is 5.7m at the splayed bottom end and 3.9m at the point at which the surviving section of the breakwater begins, 35.2m from the datum stone.

Fixtures and fittings on the pier consist of

a. a small ring set into the top of a large stone, now out of place but assumed to have been set as part of the walkway. It is located 8.3m from the bottom end of the pier. The ring is iron, 50mm external & 25mm internal diameter and 15mm thick, fixed with lead centrally into a stone measuring 500x600x400mm. b. a piece of angle iron hammered into the remaining pier surface 29.2m from the datum and measuring 250x60x40mm. This appears to be a later addition

One stone, placed in the angle between the pier wall and the kerbed trackway, is now freestanding on the uppermost surviving course of stones but is assumed to have once been part of a complete course. This has a benchmark carved on its east face; this is not an Ordnance Survey mark and is assumed to be either the surveyor’s datum used during construction of the pier or a marker for tide heights.

17. Datum, benchmark carved onto east face of now freestanding stone

The pier wall appears to have been built directly onto the original gently shelving shingle beach. Where the natural ground level rises steeply from the shingle, the base of the wall sits on a compacted silty clay with an intervening, thin, discontinuous layer of marine shells. The ground is presumed to be a natural mound or bar onto which the trackway and top of the pier were built.

Most of the material pulled back from the pier wall was natural shingle, accumulated either through longshore drift or from being thrown over the breakwater during storms since the removal of gravels from the west side. However, at the top, SW end, extending 18m from the junction with the trackway kerb, was a deposit consisting of alternating layers of small coal fragments and sand/gravel, reaching a depth of 500mm and with approximately three distinct coal layers. The layers were sloping at a shallow angle away from land and did not appear to have been tipped from the landward side, so are more likely to have been washed up by wave action after the discharging of coals onto carts out in the bay.

18. Pier profile, with pier wall face on right, banked breakwater on left

Feature 2: Trackway

This feature runs for 27.5m south east from the datum stone. Removal of topsoil along its full length revealed that the north east facing side is bounded by a low wall and neat kerbstones, and that it curves gently to the junction with the pier.

19. Trackway: exposed kerbstones on north east facing edge

Trench 2

Location Across trackway

Dimensions 1m x 7m

Alignment NW-SE

Justification To ascertain the nature of the trackway at the junction with the pier

Removal of grassy topsoil revealed a top layer of compacted soil/small cobble mix. Time constraints allowed excavation only to a depth of 250mm. Successive layers of medium sized cobbles did not resolve into one distinct surface, but appear to have been a build up of several surfaces over time, with material deposited in soft soil between layers. One notable deposit consisted of coral sand, a material used for liming soils and found locally. The deposit here probably represents spillage.

Within this trench, the north east side of the trackway was well-defined by a low wall, 400mm in height, but the south west side of the track could not be found within the depth of excavation. Trench 3

Location Across trackway

Dimensions 6m x 1m

Alignment E-W

Justification To ascertain the nature of the trackway at the highest point not disturbed by the insertion of the water main

Removal of grassy topsoil exposed a compacted soil/cobble surface on which slight wheel ruts were discernible. The north east edge of the trackway was defined by kerbstones forming the top of a wall which at this point was 650mm in height , but the south west edge by a loose setting of slightly larger cobbles. A sondage 1m in length at this end of the trench revealed the overlying soil/cobble layer to be 75 to 100mm deep. Below the loose cobble setting, a more compact bank of large cobbles, faced with set stones in a similar manner to the breakwater side of the pier, dropped steeply to the stream edge.

The height of the trackway surface from the stream edge totalled 1.1m, and the distance between the stream edge and the SW edge of the trackway surface 800mm.

20. Trench 3: South facing section

21. South west facing side of trackway defined by banked cobbles

Trench 4

Location Along NE edge of trackway

Dimensions 4m x 2m

Alignment N-S

Justification Extended from initial exposure of kerbstones when it became apparent they were placed on an artificial surface

The SW edge of this trench was defined by the set kerbstones which form the NE edge of the trackway. At the top, SE end, the kerb was only one stone deep, but a second course was introduced as the underlying ground surface sloped down at a steeper angle than the trackway. This ground surface consisted of rubble, predominantly limestone, interpreted as being deliberately laid to form a causeway on which the trackway was built.

Angling away from the trackway edge was a set line of small slabs, again predominantly limestone, forming the edge of a very compacted surface which is interpreted as being the constructed track or slipway giving access to the foreshore, as shown on the 1st edition OS map

22. Trench 4: Plan showing relationship of slipway to track edge and rubble bank. Shaded stones are limestone

23. Trench 4. Slipway on right and kerbed edge of trackway on left. Rubble bank on which the trackway is built exposed between the two.

Trench 5

Location Through grassy mound east of trackway

Dimensions 1.6m x 12m

Alignment E-W

Justification To ascertain the nature of deposits of mound

The trench was excavated by machine to a natural ground surface, which sloped steeply down from the constructed trackway. The overlying deposits , at a depth below the present ground level of 150mm contained mixed materials which are consistent with storage of goods brought in and out by boat, including one small deposit of lime, and layers of coal. Overlying this was a mound layer of deposited soil approx 2m deep, containing modern objects, indicating that this area has been used to dump surplus materials, probably from construction projects.

5.2 Artifacts

Artifacts recovered during excavation proved useful in identifying the range of materials brought ashore and probably stored temporarily in the pier area, but were intermixed with a broad range of 19th-20th century ceramics and glass which have the appearance of domestic midden material. This suggests that the pier area was the usual dumping ground for domestic rubbish from the houses in the street.

Material found in large quantities was predominantly coal, found across the whole area, with a number of broken factory made clay drainage pipes deposited immediately north east of the trackway wall. The quantity of fragments of roofing slate also suggest importation, although these may be part of the midden depositions. The single deposit of lime may represent the early 19th century importation of quicklime from the Broadford lime kilns, or the export of quicklime from the Applecross kiln which operated late in the 19th century.

One interesting find at the head of the pier is the tie plate from a railway line. The most likely source for this is the Raasay iron mines. Scrap iron, including much of the railway, was removed from Raasay by puffer in 1922, and it is quite possible that Applecross was the next port of call and took some of the scrap.

The large quantity of domestic midden material, including glass and ceramic fragments, is of too broad a distribution and general date range to be of interest

6.0 CONCLUSIONS AND RECOMMENDATIONS

6.1 Conclusions

The programme of evaluation has shown that the pier and associated trackway, with an access slipway to the foreshore, were constructed together and are consistent with the known historical record of having been built as a famine relief project in 1848.

There is likely to have been a natural bar off shingle or silt, built up on the east side of the mouth of the stream, which was used as the foundation of a causeway of imported limestone rubble onto which the trackway was built. A kerbed edge, developing into a low wall, defined the SE side of the trackway, while the NW side may have been no more than a sloping bank, with the track edge defined visually by a rough line of small cobbles.

The range of deposits and artifacts noted within the overburden and on the foreshore help to build up a picture of the importance of the bay area in the economy of Applecross

6.2 Recommendations

This report has been produced in order to inform the final design of the new pier facility in advance of submission of a planning application.

6.2.1 Preservation in situ

The initial recommendation, based on Highland Historic Environment Strategy, (see Appendix 1 for relevant extracts) is the preservation of the pier. There are, however, constraints and options: (cost implications are not addressed)

 No action: If the pier is left exposed as it is at present, with no rebuilding or consolidation work, it is probable that winter storms will damage the surviving walling  Construction of new pier facility to the west of existing pier: any new construction on the seaward side of the pier would probably act as a breakwater and protect the pier from storm damage.  Re-cover. If no other options are available, the surviving pier would be best protected for posterity by restoring the shingle bank to the height of the top of the wall. This would allow for re-exposure in the future when funds are available for consolidation or rebuilding  Consolidation: The surviving structure could be protected from storm damage by levelling of the walkway and breakwater using the recovered stones. These could be back-bedded using a lime-cement mortar to create a storm-resistant cap.  Reconstruction: full restoration of the pier to its original dimensions, involving raising the height of the upper part of the pier which appears to have been at a shallower angle than the lower part It is assumed that a quantity of stones have been removed and new stone would have to be sourced

6.2.2. Preservation by Record

If physical preservation of the pier proves impossible then preservation by record is the only option. In addition to the work carried out for the production of this report, other archaeological interventions are recommended in order to gain the fullest understanding of the pier:

 Full photographic record of the stonework  Archaeological monitoring during removal of material from the pier, in order to record the nature of the fill  Archaeological monitoring during ground-breaking work above the pier , in order to recognise and record any archaeologically significant features or deposits  Removal of the stone bearing the benchmark and any other significant stones or material (to be lodged at Applecross Heritage Centre) 

N. Goldthorpe Forge End Applecross Strathcarron IV54 8ND Tel: 01520 744434 E-mail : [email protected]

Catherine Dagg, BA, AIFA 2, Ruigh’riabhach Scoraig Peninsula Dundonnell Garve Wester Ross IV23 2RE Tel: 01854 633 337 e-mail: [email protected] 12.11.13

Appendix 1: Highland Historic Environment Policy (extracts)

The Highland-wide Local Development Plan, specifically Policy 57 Natural, Built and Cultural Heritage states that the main principles of this guidance will ensure that:

• Future developments take account of the historic environment and that they are of a design and quality to enhance the historic environment bringing both economic and social benefits

The historic environment is an irreplaceable and valuable regional and national asset which makes a significant contribution to economic development, tourism, regeneration, recreation, leisure, sustainability and community and cultural development.

The Historic Environment Strategy of Highland Council gives:

Strategic Aim 2: To ensure that the historic environment is enhanced, protected and promoted and is recognised as the foundation for encouraging high quality and appropriate development to meet the future social and economic needs of the local communities with the Highlands.

Strategic Aim 16: To ensure that the importance of non-designated archaeological sites and landscapes and their settings are understood and wherever possible are protected from harmful developments.

Strategic Aim 17: To ensure no asset or its setting is lost or altered without adequate consideration of its significance and of the means available to preserve, record and interpret it in line with national and local policy and Highland Council’s Standards for Archaeological Work.

The quality of the design of new development within Highland is a key aspect of the development management process. It is also an essential consideration in the protection of the historic environment. New developments should be designed to positively complement the historic environment and to respect established plan form, layout and grain of established settlements, landscapes and vernacular styles. It is possible to design new developments to allow the retention of important heritage assets such as historic buildings and the layout of mediaeval town cores.

Strategic Aim 30: To ensure that new development is sensitive to the historic environment and responds to and reflects the established qualities of the surroundings.

Strategic Aim 33: To ensure that proposed new developments have due regard to the archaeological, historical and cultural significance of all aspects of the local environment.

The Council is also provided with the power to serve a Building Preservation Notice where an unlisted building is considered to be of sufficient special architectural or historic interest and the building is threatened by demolition or inappropriate works which will detrimentally affect its character. Highland Council will consider the use of its statutory powers to protect historic buildings wherever it is expedient to do so.

Strategic Aim 34: To ensure that through the development management process appropriate measures of intervention are taken to protect the historic environment from harmful changes and inappropriate developments.

Appendix 2. Bibliography

MacQueen, Rev J. 1792Parish of Applecross Statistical Account of Scotland

MacRae, Rev. R 1836 Parish of Applecross 2nd Statistical Account of Scotland

Ordnance Survey: Ross-shire & Cromartyshire (Mainland), Sheet CII Surveyed: 1875. Published: 1880 Admiralty Chart 2498Southern part of the Sound of Raasay and Inner Sound 1851-1857

Edinburgh Section of the Central Board of Destitution: Wester Ross report, April - August 1848