Scottish Ferry Services Review Public Consultation Meeting Hall Wednesday 22nd February 2012 at 7.30pm

ATTENDANCE Over 90 Members of the General Public and was hosted by representatives of the Ferry Committee, Arran Community Council and Arran Community and Voluntary Service.

The following is a summary of views and opinions obtained from attendees at this public consultation meeting.

Discussion groups focussed on proposals for the Isle of Arran taken from the ‘Scottish Ferry Services Draft Plan for Consultation’, Published in December 2011 by The Scottish Government. It was stressed that t he timing and funding of any changes were to be agreed.

WHAT HAPPENS NOW? To make your views known to the Scottish Government, please take time out to respond to the Consultation Document. Responses should be sent to:

Colin Grieve, Transport , Ferries Unit, Victoria Quay, Edinburgh EH6 6QQ e-mail: [email protected]

ARRAN ( page 21 )

25. Arran currently has two ferry routes; the principal route is from Ardrossan to Brodick, and the secondary route is between and Claonaig on .

Summary of Comments :

All attendees would be very happy with a two-ferry service on Ardrossan-Brodick route. Some suggest 1 large and 1 small vessel. Many suggest two similarly sized vessels. Future services must be’ fit for purpose’. No point in investing in new vessels if they are not reliable. Lochranza/Claonaig service must remain. Longer hours welcomed, as soon as possible. Do not see Lochranza/Claonaig as a secondary route, but a primary, and very important, route. With a 2 ferry service there should be a 6am sailing from both ports and finishing late (i.e. 9pm) Most of the problems with the present service are caused by the port of Ardrossan being unfit for service. Retain Ardrossan, but need boat to suit or improvement in harbour approach. Harbour at Brodick fine. The introduction of Road Equivalent Tariff on Lochranza-Claonaig route and the increased traffic on the Ardrossan route must increase use of Claonaig link. Demand should be met by a larger ferry when/if required. Secondary route between Lochranza-Claonaig must have improved public transport links. Lochranza-Claonaig route is vital to tourism, a major source of income for Arran, and important for ferry hoppers.

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Need a second port of refuge on the mainland side of the Clyde for adverse weather conditions. Lochranza-Claonaig must not be seen as ‘secondary’. It is vital to provide a ‘through route’ across Arran from Ayrshire to Kintyre. We have strong connections with HIE with HQ at Lochgilphead and need reliable transport there in all seasons. Hauliers and buses use it a lot when available and development would be of great value. Need for reliability

26. Currently a typical service day on Ardrossan to Brodick would run from early morning to early evening, with the first sailing to the mainland around 8.30 am and the last sailing around 7.30 pm. The Friday service offers an additional sailing later in the evening. There are around 5 to 6 sailings per day Monday to Saturday, less on a Sunday.

Comments :

Any service is reliant on boats being able to access ports. Problems with Ardrossan must be addressed. 7 am in both directions would enable commuting to work or college Sailing hours must be linked with working hours, rail and bus services. Evening service desirable Longer day An earlier Monday morning sailing might have a positive impact on tourism and help avoid the Sunday evening rush. Bookable service – doesn’t have to be. A 2-ferry service would enhance capacity.

27. Our needs based assessment for Arran suggests increasing the service provision on the Ardrossan to Brodick route so that the new operating day runs from very early in the morning (around 7 am) through to much later in the evening (at least 10 pm). We also suggest increasing the frequency of the service so that it closely matches a shuttle service. This proposal would substantially increase the connection between Arran and the Scottish mainland.

Comments :

Requests for 7am start in either direction. An early Sunday morning sailing is required, especially during the Summer timetable, albeit with the loss of a lunchtime sailing. Early morning sailings are important, as these would give people a chance to attend meetings or travel as far as Edinburgh for an event there. At present, such things cannot be achieved within one day. Recommend early boat 6am ex Brodick daily and late boat 10pm ex Ardrossan, possibly later on Saturdays. Infrastructure has to be able to cope with an increased service as do any connecting public transport links. Increased sailings and longer day could support an un-bookable service.

28. There are no low cost practicable options for how we might increase the service provision on Ardrossan to Brodick. Currently the route is served by one large vessel. To double-crew this vessel so that we could extend the operating day would be extremely expensive.

There were no comments concerning this statement. 2

29. A better long-term option would be to replace the existing vessel with two smaller vessels. These vessels would be more fuel efficient and each vessel would require a smaller number of crew than the current vessel. So while there is a substantial initial investment, the increase in running costs is significantly less. We may be able to achieve this change during the next CHFS contract (2013-2019) or it may be that this change is only possible as part of the vessel renewal programme to be published as part of the Final Ferries Plan.

Comments :

A 2-ferry service should be introduced as soon as possible. Seven day week for 2 boats Agree with 2 boat service Would the two smaller ferries be of the same size? Some people preferred that both vessels were of the same size; others wanted 1 large and 1 small vessel. Vessels must be seaworthy and designed to withstand adverse weather conditions. No point in having a more frequent service if boats are unreliable due to weather or port constraints. What happens during overhaul/repair/maintenance periods? Should one ferry be larger to cover these and for economic reasons to operate alone during winter? For some people a fast journey was more important than catering facilities. Specification for new ferries must refer to feedback from the community regarding disabled access issues, including the need for better on-board medical facilities. The lack of an on-board defibrillator was raised as a concern. Although not mentioned in the Draft Ferries Review, problems with Ardrossan Harbour were a concern with all attendees with many agreeing that it was unfit for purpose. Accessibility to Ardrossan Harbour is essential for the success of any future service provision. An alternative Clyde port must be identified for when Ardrossan is inaccessible. Put pressure on Clydeport Authority to make Ardrossan fit for purpose by considering the option of an outer breakwater.

30. We recognise that the current harbour infrastructure at Brodick acts as a capacity constraint and that this needs to be addressed prior to the introduction of RET on this route. Major investment is planned at Brodick to replace the ageing harbour infrastructure. That work will be taken forward by CMAL over the current Spending Review period 2012/13 to 2014/15. In addition to addressing the current capacity problems, the improvement work will improve the operational resilience of Brodick for existing and future vessels.

Comments :

RET is necessary, as soon as possible. Concerns were voiced about Arran’s ability to accommodate the potential increase in footfall. Putting huge investment into redeveloping Brodick Harbour is pointless without providing secure anchorage at a mainland destination. The need to make Ardrossan fit for purpose was reiterated. In the event of not being able to berth at Ardrossan, there must be a primary port on the mainland where a rail connection can be established with the least possible expense. One person mentioned ‘Registered Resident’ Priority boarding, with priority 365 days a year. 3

Those present anticipated capacity problems with the introduction of RET, but generally feel it will be a good thing.

31. CLAONAIG TO LOCHRANZA (PAGE 22) Claonaig to Lochranza largely fulfils a specialist function in the movement of dangerous goods. In terms of passenger and vehicle numbers it is very much a secondary route to the Ardrossan and Brodick service - for every passenger travelling between Claonaig and Lochranza, there are around 16 passengers travelling between Ardrossan to Brodick. The figure for cars is around 9 to 1 in favour of Ardrossan to Brodick.

See comments in the following section.

32. It would be our intention to review services between Claonaig and Lochranza following the upgrade to Ardrossan to Brodick.

Comments :

North End is an essential route, not only for tourism. It is not considered a secondary route. Everybody present stated that this service should not be reduced in any way, and indeed enhancement would be welcome.

Lochranza/Tarbert service is not mentioned in the Review. It would be better if this was enhanced to give a return journey each day from Lochranza on the Winter route.

The service from Lochranza, winter and summer, facilitates a valuable through route into Kintyre from the mainland and it is imperative that it is retained. It opens up access to the Western Isles, is an important link for Hopscotch ticket users and is also used for carrying hazardous cargo.

Members of the farming community present at the meeting stated that the Lochranza service permits them access to livestock markets for breeding stock in particular. The farming industry on the island would undoubtedly suffer if this service was reduced.

It is unfair to compare carrying figures between the Lochranza and Brodick routes as an indicator of service uptake, as the capacity is much smaller on the North End boat.

Quite often, the Lochranza service is more reliable in adverse weather than the Brodick/ Ardrossan service.

KINTYRE (PAGE 37)

136. Given the inaccessibility of the Kintyre peninsula via road, we have looked at the potential for a new ferry route between and the Scottish mainland. This would be subject to two smaller vessels being introduced on the Arran route, specifically, a service operating

4 between Kintyre, via Arran to Ardrossan (or Troon). The service would operate one or two days per week and allow for a meaningful day return trip to the Scottish mainland.

Comments :

Many said ‘No’ to Campbeltown. Some said they would only like to see a Campbeltown service as long as it was not at the expense of the Lochranza/Claonaig service. The Lochranza/ Tarbert service in winter is not mentioned in the Review. It would be better if this service was enhanced to give a return journey each day from Lochranza. At the moment it is not possible to return to Lochranza on the same day in winter.

FARES PROPOSALS (page 18)

Our proposals are summarised as follows:

1. We will replace the route-specific nature of fare-setting with one single overarching framework. 2. We will roll-out RET across the network as the basis for single fares for passengers and cars. 3. We will work with operators to better manage demand where necessary. Stakeholders must be consulted. 4. We are not satisfied that RET for commercial traffic is cost effective. Therefore, in the short term we will continue to support existing discount schemes such as the Traders Rebate Scheme. In the longer term it is our aim to develop an overarching freight fares policy. 5. Once RET is introduced there will be no need for multi-journey discounts. 6. RET will be rolled out further during the term of this Parliament. An announcement was made on 29 November. 7. A new system of annual fares reviews will be implemented in line with the cost of travel. 8. In the current Northern Isles tender and the next CHFS tender we will make it a requirement for ferry operators to work with other transport providers to encourage integrated ticketing and better timetabling.

Comments :

Freight should be included in RET. Will RET apply to the Lochranza service? Many were concerned that the poor condition of Arran’s roads would deteriorate further with an increase in motor vehicles when RET comes in.

CONCESSIONARY FARES (page 16)

The Scottish Government will retain the current terms and conditions of the National Concessionary Travel Scheme for older and disabled people. Those eligible are entitled to

5 two concessionary return trips as foot passengers only each year. A similar commitment exists for the young persons' scheme for people aged between 16 and 18 years of age.

Comments :

Restore free concession for 60+. 2 free journeys per annum for elderly residents. Introduce concession for island students through Strathclyde Passenger Transport Longer boat hours could allow a commute to college; therefore student concessions may become more relevant. Concessions should not be lost but maintained at the current level.

ACCESSIBILITY (page 50)

Our proposals are summarised below:

1. In the next Northern Isles and CHFS tenders we will specify a number of requirements and also seek to encourage operators to adopt as many of the 'Accessibility' reports recommendations as possible. (This will include putting an 'Accessibility Information System' in place); 2. We intend to set up an 'Accessibility Improvement Fund' and will develop this further for the Final Ferries Plan; 3. We will also write to all Local Authorities, Independent Trust Ports and private owners of vessels and ports and harbour facilities to ensure they are aware of their obligations under the current legislation. We will also encourage them to make progress, in terms of improving accessibility; 4. We will ensure the owners of all infrastructure (vessels, ports and harbours) used for subsidised ferry services continue to be aware of the need to make progress in improving accessibility.

Comments :

If an alternative Clyde port is identified for the Arran service, suitable connectivity must be established prior to use.

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WHAT HAPPENS NEXT?

The above comments will be submitted as part of the review process.

All comments from the Public Meeting held in Brodick Hall on 22 February 2012 will be available on www.arrancvs.org.uk, circulated to community groups and the Arran Banner

Any other public comments or views relating to Caledonian MacBrayne Services should be forwarded to:

Customer Care Caledonian MacBrayne Ferry Terminal Gourock PA19 1QP

Tel: 01475 650338

OTHER BUSINESS ARISING FROM THE PUBLIC MEETING:

Ken Thorburn addressed the meeting and reported the following:

• CalMac would meet with Clydeport regarding an additional breakwater. • No success as yet regarding student concessions • The Ferry Committee has no statutory rights • CalMac has no control over concessionary fares • CalMac are considering introducing a Smart Card system • Ferries can be hired if necessary for a 2-ferry system • £17m to be invested in Brodick Harbour, including the linkspan, causeway and offices, which is the reason for RET not being rolled out until 2014 • Caledonian Isles was built in 1992 with an expected lifespan of 25 years. • The Ferry Committee meet in Brodick Castle each month and representatives are responsible for reporting back to their respective organisations.

He advised that a further public meeting would take place on publication of the final draft of the Ferries Review.

Further Comments :

As a point of principle, if you book for a sailing you should be given priority. On a recent occasion when sailings were disrupted, the first ferry of the day was controlled but following sailings were a free for all

Action : To be discussed at next Ferry Committee meeting. 7

It should not take hours and hours to get a crew together for a replacement vessel in an emergency. A relief vessel should be ready with a skeleton crew.

Action: Ken Thorburn advised that this would be brought up at the next Ferry Committee meeting.

Gary Robertson brought figures to last Ferry Committee meeting covering every sailing for every month.

Action: Ken Thorburn is to request that these figures be published

There was a strong body of opinion that the Ferry Committee should publish minutes of their meetings and act more transparently.

Action: The Committee members who act as representatives of other organisations each can present reports from Ferry Committee meetings.

The ambulance room on the Caledonian Isles is unsuitable for hospital transfers.

Action: There is included in the Review feedback a request to have suitable facilities on any new vessels.

Disrupted services and lack of communication from Caledonian MacBrayne are recurring issues. The Ship Captain decides on service status, and communication is a Calmac issue.

Action: This will be an ongoing issue on the Ferry Committee Agenda

Why is there no Defibrillator on board vessel? These are readily available, cheap and very user- friendly.

Action: This issue is to be addressed to the Managing Director of Calmac by the Ferry Committee

There were concerns raised about the recent accident’s effect on future Health and Safety restrictions. Attendees reiterated the wind speed limitations that currently affect the service.

Why are the plans for a breakwater at Ardrossan not being put to use? Can the plans be brought up to date?

Action: The Ferry Committee are to research the potential effectiveness of a breakwater at Ardrossan.

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