Islands Connectivity Plan: Strategic Approach and Vessels and Ports Plan

This is a first and foremost requirement of a public transport service. Lack of it has been the principal cause of distress and disappointment amongst both islanders and island visitors alike and a major cause for anxiety for those in need of travel for medical reasons and other emergencies. In addition, many islanders derive their income from tourism, and poor reliability is a significant factor in cancellation and, hence, loss of earnings, so threatening island economies.

First, acquire data on the pattern and demand for travel with a vehicle; this can be done through a short set of questions at the time of booking or, in dire emergencies, when the ticket is obtained. This can be used to determine and, subsequently, modify provision.

Second, reserve a limited number of car spaces on all crossings, the number depending on vessel size and island population; these spaces can be released to other 'unbooked' travellers immediately before sailing if not taken up by emergency travel. Emergencies can be classified and a list produced that indicates level of decreasing priority; so, serious medical conditions of those travelling are likely to classified as of highest priority.

It is self-evident that timetables should be coordinated such that onward travel, both on the mainland, other islands and the island where journeys start or finish is facilitated. Only by doing this will travel by public transport be facilitated/encouraged and use of private cars be reduced.

The question should be asked: what justification is there for subsidising businesses through reduced charges made for ferrying, given that adoption of island living, and, thus, the need for freighted goods and services, is, in modern times, a life-style choice for the majority?

A further question is: why is freight carried by ferries, especially in summer when capacity can be filled by visitors' cars, camper vans etc? Could/should freight be carried by ro-ro freighters, at least in summer?

However, there is over-provision of ferry services for particular islands at both national and local authority level.

An example is Lismore, which has a resident population of circa 140, yet, daily in winter and summer, it has 4 return vehicle sailings and 13 return passenger sailings.

A further example is Colonsay which has a resident population of circa 140, yet has, in winter, four return sailings to Oban per week as well as four scheduled flights.

This over-provision could be used elsewhere in cases where provision is insufficient or where it can be utilised to facilitate ferry maintenance.

There are too many factors that are unpredictable, such as ferry mechanical breakdown and/or weather, or are not easily determined in the short-term, such as de-population, especially where resident island population is very small and subject to significant proportional change through small absolute changes e.g. Canna.

Not mentioned (as far as I can see) are the logistical and strategic issues that will arise from sea-level rise. The British Antarctic Survey has recently declared that collapse of the West Antarctic Ice Sheet is certain, though the exact timing is less certain. However, the impact is predicted to be a rise in sea-level of circa 5 metres. This will compromise all coastal facilities, not least the docking facilities of ferries.

Increased storminess due to unpredictable shifting of the upper atmosphere Jet Stream will affect (a) exposed or difficult port approaches, which may require modification or abandonment; (b) ferry reliability arising from cancelled sailings due to adverse sea conditions where routes are exposed to long wave fetch.

There is a case for pan-European collaboration intended to address issues such as these so that best contingency plans can be developed well ahead of the impacts.