Step 1: Route Service Level

In order to provide a degree of structure to the process, a ‘Route Service Level’ typology has been developed within which every route can be allocated to a ‘level’ based on current supply-side arrangements, i.e., number of vessels and crews. This provides a consistent means of comparing all routes across the network in terms of the service offered in the present day.

The Below sets out the incremental ‘Route Service Levels’ which have been developed for this methodology:

Level A

Shared single vessel, single crewed - the operating day of a single crewed vessel is limited to the maximum hours that can be delivered by a single crew within the hours of work regulations and crew contractual agreements. For example: Several routes in Orkney including: Rousay, Egilsay and Wyre; Stromness - Graemsay / Hoy; and Houton – Lyness / Flotta.

Level B

Shared single vessel, with more than a single crew - more than a single crew’ is where a small number of additional crew are added to the complement to extend the operating day. However, this falls short of a full extra crew. For example: Uig – Tarbert / Lochmaddy (summer, currently).

Level C

Dedicated single vessel, single crewed. For example: Various ‘small vessel’ routes in the CHFS network, e.g., Sconser - Raasay, Tayinloan - Gigha etc.

Level D

Dedicated single vessel with more than a single crew. For example: Colintraive – Rhubodach, which uses a shift system to offer an extended operating day

Level E

Two dedicated vessels, each with a single crew. For example: Wemyss Bay – Rothesay.

Level F

Two dedicated vessels, with one operating with more than a single crew. For example: Several routes on the Shetland inter-island network, e.g., Symbister – Laxo / Vidlin.

Level G

Two dedicated vessels, with both operating with more than a single crew. For example: CalMac Ferries Ltd (CFL) Gourock – Dunoon route.

The allocation of each route to a level would have to be undertaken for the summer and winter timetable as these can vary significantly between routes. Differences from core winter provision associated with drydock / refit cover should also be drawn out where appropriate. 

The service frequency which can be provided will be a reflection of: (i) crossing and turnaround time; and (ii) the number of vessels operating. The number of connections per day will be a reflection of the service frequency and the length of the operating day (itself determined by the crewing arrangement). The direction of travel of the first and last sailing can be influenced by the location of crew residences (for vessels where the crew do not live aboard), the availability of overnight berths and indeed the ability for a vessel to safely lie overnight at a given port.

In assigning a route to a level, it is important to engage with the relevant operator to understand any other constraints out with crewing which may shape how a route operates (e.g., overnight berthing arrangements, tidal conditions, vessel classification etc).