Ferry Services Development Through The Oban Hub. Structure of Presentation Existing transport services Transport interventions Approach to appraisal.

Ferry Services Development Through The Oban Hub

Structure of Presentation

Existing transport services

Transport interventions

Approach to appraisal

Appraisal findings

Existing Transport Services

Geography

Existing Ferry Services (1)

Craignure-distinct from other routes:

* Frequency* Crossing time* Length of sailing day

Oban-Islay

* Very infrequent* Seasonal * Long crossing time 

Existing Ferry Services (2)

Colonsay

* Less than daily

* Crossing time over 2 hours

* Irregular timetable

* Most arrivals in Oban are pm

Coll & Tiree

* Less than daily in winter

* Crossing times over 2½ hours

* Service calls at both islands

* Early morning departures ex Oban 

Existing Ferry Services (3)

Barra & South Uist

* Barra less than daily in winter

* South Uist less than daily all year round

* Crossing times around or over 5 hours

* Some sailings direct, some via the other island

* Alternative routing via Lochmaddy

Argyll Islands Air Services

Serve Coll, Tiree and Colonsay from Oban

Limited frequency-aims to complement ferry provision

Key strength is offering day return opportunities

Tiree and other islands also served from Glasgow

Transport Interventions

The Transport Interventions

TRANSPORT INTERVENTIONS FOR APPRAISAL

Transport

Intervention

Description

Reference Case

RET fares extended to Oban-Craignure and Oban-Colonsay ferry services

A New port facility on north/west Mull. Castlebay, Lochboisdale, Coll and Tiree ferry traffic routed via Mull rather than direct to/from Oban. Upgraded road connection between new Mull facility

and Craignure

B Fixed link between Coll and Tiree. Oban-Tiree ferry service ceases

C Mallaig-Lochboisdale service introduced. Oban-Lochboisdale service ceases. Castlebay continues to be served from Oban

D Mallaig-Lochboisdale/Castlebay ferry services introduced. Oban-Lochboisdale/Castlebay ferry services cease

E Enhanced Oban-Craignure service, with commuter-oriented timetable and longer sailing day

F Extension of Oban-Colonsay air service to Islay

G Introduction of Oban-Barra air service

H Reduction in air fares on Oban-Coll/Tiree and Oban-Colonsay

Approach to Appraisal

STAG Pre-Appraisal +

Greater detail on economic effects-notably generalised travel costs, although not a full TEE

High level analysis of revenues and costs (operating and capital)

Operational feasibility

Timetabling-frequency and arrival/departure times

Appraisal Findings

Intervention A1: Coll & Tiree Services

New port facility on north/west Mull. Coll and Tiree ferry traffic routed via Mull rather than direct to/from Oban. Upgraded road connection between new Mull facility and Craignure

TABLE 5.7: A1: PERFORMANCE AGAINST HIGH LEVEL OBJECTIVES Objective Performance Comment

Improve affordability to users Positive Financial costs would increase for foot passengers, but decrease for cars and CVs

Improve value for money for government Negative

If no traffic was stimulated, then the same number of users would require higher net operating costs and considerable capital investment

Reduce end to end journey times Negative Journey times would increase

Improve integration Negative

Benefits from improved links to public transport at Oban would be outweighed by the disbenefits from travel between two ports on Mull, particularly for foot passengers

Improve accessibility for island communities Positive

Coll and Tiree would have a significantly increased sailing frequency and a direct service to Mull. Mull would have ferry services to two new destinations

Reduce greenhouse gas emissions Negative Increased emissions from both land-based and sea transport

Intervention A1: Coll & Tiree Services: Issues

Along with A2 would place pressure on Oban-Craignure capacity

Basing vessel in Tiree operationally necessary but adds to capital cost

Public acceptability likely to be low

Potential economic benefits:

* Tourism-through frequency and link to Mull* Business services between Coll, Tiree and Mull* Fewer overnight stays for business trips* (Possible) reductions in freight charges

New port facility on north/west Mull. Coll and Tiree ferry traffic routed via Mull rather than direct to/from Oban. Upgraded road connection between new Mull facility and Craignure

Intervention A2: Barra & South Uist Services

New port facility on north/west Mull. Castlebay and Lochboisdale ferry traffic routed via Mull rather than direct to/from Oban. Upgraded road connection between new Mull facility and Craignure

TABLE 5.15: A2: PERFORMANCE AGAINST HIGH LEVEL OBJECTIVES Objective Performance Comment

Improve affordability to users Negative

Financial costs would increase for foot passengers and cars although would fall for CV traffic

Improve value for money for government Negative

If no traffic was stimulated, then carrying the same traffic volumes would require considerable capital investment

Reduce end to end journey times Mixed

Compared to some existing trips some journey times would be extended. Compared to other existing trips-in winter, and for indirect sailings-overall journey time would fall

Improve integration Negative

There would be disbenefits from the need to travel between two ports on Mull and particularly for foot passengers. There may be reduced public transport connectivity at Oban

Improve accessibility for island communities Positive

There would be increased frequency of sailing for South Uist all year round and also for Barra in the winter. There would be a slight reduction in sailing frequency to Barra in the summer

Reduce greenhouse gas emissions Negative Increased emissions from both land-based and sea transport

Intervention A2: Barra & South Uist Services: Issues

Along with A1 would place pressure on Oban-Craignure capacity

Public acceptability likely to be low

Potential economic benefits:

* Tourism-through increased frequency * Fewer overnight stays for business trips * (Possible) reductions in freight charges

New port facility on north/west Mull. Castlebay and Lochboisdale ferry traffic routed via Mull rather than direct to/from Oban. Upgraded road connection between new Mull facility and Craignure

Intervention B: Why No Appraisal Was Undertaken

“Showstopper” environmental designations

Low levels of public acceptability

Likely capital cost

Nevertheless there are potential benefits-ferry

service operation and public service delivery

Fixed link between Coll and Tiree. Oban-Tiree ferry service ceases

Intervention C

Mallaig-Lochboisdale service introduced. Oban-Lochboisdale service ceases. Castlebay continues to be served from Oban

TABLE 5.23: C: PERFORMANCE AGAINST HIGH LEVEL OBJECTIVES Objective Performance Comment

Improve affordability to users Positive

Ferry fares and overall journey costs would fall for existing users of the Oban-Lochboisdale service

Improve value for money for government Negative

An additional vessel and service would be required, although some traffic would be stimulated

Reduce end to end journey times Positive These would fall for South Uist traffic and, to a lesser extent, for Benbecula traffic

Improve integration Negative

Based on existing provision there would fewer public transport connected sailings at Mallaig than at Oban. Likely levels of demand would not strongly support the case for additional/ retimed train or bus services at Mallaig

Improve accessibility for island communities Positive

Would significantly increase sailing frequency out of Lochboisdale. Would offer a relatively high frequency alternative to the Lochmaddy service for traffic elsewhere in the Uists

Reduce greenhouse gas emissions Negative Increased emissions from both land-based and sea transport

Intervention C: Issues

Would free up additional vessel time to serve Barra-could provide a daily service Oban-Barra sailing

Improved timings and costs for freight traffic-but links have developed via Lochmaddy

Bridge heights on A830 mean that high vehicles would not use the service

Over 60% of residents’ trips do not include an overnight stay in Oban

Over 40% of South Uist visitors spend at least one night in Oban

Mallaig-Lochboisdale service introduced. Oban-Lochboisdale service ceases. Castlebay continues to be served from Oban

Potential economic benefits:

* Tourism-through increased frequency * Fewer overnight stays for business trips * (Possible) reductions in freight charges

Intervention D

Mallaig-Lochboisdale/Castlebay ferry services introduced.

Oban-Lochboisdale/Castlebay ferry services cease

TABLE 5.29: D: PERFORMANCE AGAINST HIGH LEVEL OBJECTIVES Objective Performance Comment

Improve affordability to users Positive Lower ferry fares and total journey costs for cars and CVs

Improve value for money for government Positive

More traffic carried than on Oban-Castlebay/ Lochboisdale service, with similar overall route financial performance, However, the overall position would depend on the extent of abstraction of traffic from the Lochmaddy service and whether a new vessel was required

Reduce end to end journey times Positive

Positive impacts for South Uist and Benbecula traffic, and for Barra traffic during winter months

Improve integration Negative

Based on existing provision there would fewer public transport connected sailings at Mallaig than at Oban. Likely levels of demand would not strongly support the case for additional/ retimed train or bus services at Mallaig

Improve accessibility for island communities Positive

Would increase frequency out of Lochboisdale and Castlebay. Would offer a relatively high frequency alternative to the Lochmaddy service for traffic elsewhere in the Uists

Reduce greenhouse gas emissions Negative

Given that most mainland origins and destinations would be south of Oban, there would be an increase in road miles travelled

Intervention D: Issues

An additional vessel may be required

Bridge heights on A830 mean that high vehicles would not use the service

45% of Barra residents’ trips include an overnight stay in Oban

40% of Barra visitors spend at least one night in Oban

Mallaig has fewer services and less visitor accommodation than Oban

Some resistance in terms of public acceptability, although would be welcomed by some freight operators

Mallaig-Lochboisdale/Castlebay ferry services introduced.

Oban-Lochboisdale/Castlebay ferry services cease

Potential economic benefits:

* Tourism-through increased frequency * Fewer overnight stays for business trips* (Possible) reductions in freight charges

Intervention E

Enhanced Oban-Craignure service, with commuter-oriented timetable and longer sailing day

TABLE 5.34: E: PERFORMANCE AGAINST HIGH LEVEL OBJECTIVES Objective Performance Comment

Improve affordability to users Neutral Lower (RET) fares are part of the Reference Case

Improve value for money for government Negative

Net cost per unit of traffic moved would increase-although this is largely a function of the Reference Case

Reduce end to end journey times Neutral No impact on crossing times

Improve integration Positive

There would be more public transport connected sailings and reduced connection times at Oban

Improve accessibility for island communities Positive

Longer sailing day and more frequent service during hours of ferry operation

Reduce greenhouse gas emissions Negative

Increased emissions from land-based transport. Potential increase in ferry-related emissions

Intervention E: Issues

Many impacts derive from the Reference Case

Uplift in vehicle demand would make single vessel operation unworkable

Fast passenger craft not appropriate

Investment may be needed to allow overnight berthing at Craignure

Could provide more sailings to Colonsay-but may be an issue in summer

Enhanced Oban-Craignure service, with commuter-oriented timetable and longer sailing day

Potential economic benefits:

* Off-island commuting* Growth in tourism* Expanded markets for island businesses* Greater flexibility for freight operators

Intervention F

Extension of Oban-Colonsay air service to Islay

TABLE 5.38: F: PERFORMANCE AGAINST HIGH LEVEL OBJECTIVES Objective Performance Comment

Improve affordability to users Neutral

Air fares would be higher than existing ferry fares but this reflects day trip opportunities and reduced journey time

Improve value for money for government Positive

For the new air services, the extent of improvement would depend on fares charged and consequent passenger demand. Would lead to more intensive use of publicly-owned airfields at Oban, Colonsay and Islay. Would make more intensive use of the aircraft providing the Argyll Islands PSO service

Reduce end to end journey times Positive Reduced journey times for travel between Islay and Oban and Islay and Colonsay

Improve integration Positive Would offer opportunity of air travel between Colonsay and Glasgow via Islay

Improve accessibility for island communities Positive

More frequent, faster and direct services on links that are presently served intermittently

Reduce greenhouse gas emissions Neutral Environmental impact of additional flights would be minimal

Intervention F: Issues

Fare levels a key factor

PSO requirement?

Some Oban-Islay flights could be direct

Daylight only operations reduce time at destination in winter

Extension of Oban-Colonsay air service to Islay

Intervention G

Introduction of Oban-Barra air service

TABLE 5.42: G: PERFORMANCE AGAINST HIGH LEVEL OBJECTIVES Objective Performance Comment

Improve affordability to users Neutral Air fares would be higher than existing ferry fares but this reflects reduced journey time

Improve value for money for government Positive

Extent of improvements would depend on fares charged and consequent passenger demand. Would lead to more intensive use of publicly-owned airfields at Oban and Barra. Could also make more intensive use of the aircraft providing other PSO services

Reduce end to end journey times Positive Reduced journey times for travel between Barra and Oban

Improve integration Neutral No impact

Improve accessibility for island communities Positive

More frequent and faster links between Oban and Barra, including on days when no ferry services are provided

Reduce greenhouse gas emissions Neutral Environmental impact of additional flights would be minimal

Intervention G: Issues

Tidal restrictions at Barra Airport

Inter-authority PSO

Fare levels a key factor

Long flight time in a small aircraft

Limited potential demand for trips to Oban and business travel?

Introduction of Oban-Barra air service

Intervention H

Reduction in air fares on Oban-Coll/Tiree and Oban-Colonsay

TABLE 5.46: H: PERFORMANCE AGAINST HIGH LEVEL OBJECTIVES Objective Performance Comment

Improve affordability to users Positive Fares would be reduced

Improve value for money for government Positive

There would be increased capacity utilisation of the aircraft on the PSO service and of the four publicly-supported airports

Reduce end to end journey times Neutral No impact Improve integration Neutral No impact

Improve accessibility for island communities Positive

Reducing the cost of travel for those already using the air services. Some trips presently made by surface transport would be affordable by air with reduced journey times and day trip opportunities

Reduce greenhouse gas emissions Neutral

No additional flights required. Emissions per passenger would fall due to increased load factors

Intervention H: Issues

Lack of detailed knowledge of market and constraints on demand-although consultations suggest fare levels are an issue

30% fare reduction could stimulate 21% increase in demand

Reduction in air fares on Oban-Coll/Tiree and Oban-Colonsay