Step 2: Analysis of connectivity provided by the current timetabled service

For any route (or routes, where an island is served by more than one route, e.g., Mull) being assessed, it is essential to understand what the ferry service enables for passengers and freight, based in the first instance on the current published summer and winter timetables. It should be noted that timetables on routes can be affected by various external factors such as vessel maintenance, tidal restrictions etc. The focus should be on the ‘standard’ timetable, but factors which routinely affect how a route operates should be identified and discussed, for example the tidal restrictions on the Sound of Harris service or the refit timetable on internal services in Orkney. This can be most easily understood through the development of a set of route connectivity indicators, as follows: 

• Length of operating day (i.e., the elapsed time between the first departure and last arrival of the ferry service).
• Time of the first sailing from the island.
• Time of the last departure to the island.
  • And hence maximum time on mainland per day.
• Time of the first sailing from the mainland.
• Time of the last sailing to the mainland.
  • And hence maximum time on island per day.
• The ability to make a meaningful day-return trip to mainland / island without one or more overnight stays. The extent to which the day return trip offered is ‘meaningful’ will depend on the travel needs of each community and will be considered further in Step 4. Note, on routes such as Stornoway – Ullapool, it is technically possible to make a day return trip to Lewis, but time on island is limited to the turnaround time of the vessel (i.e., it arrives at 13:10 and departs at 14:00). The focus therefore has to be on the ability to make a ‘meaningful’ day return trip – the extent to which this is the case will vary by island and is a matter of judgement.
• Total ferry connections per day (i.e., frequency), split by direction.
• Connecting bus and rail services (departures and arrivals) – these can be shown graphically as part of a combined ferry / rail / bus timetable or in tabular format. Any other connecting transport options such as e.g., car or bike hire should also be listed.
• Public transport and car-based connectivity mapping, showing mainland onward travel times in colour contours based on selected ferry arrivals.

The above analysis should be undertaken separately for both the summer and winter timetable.

The route connectivity indicators provide a consistent basis around which a route narrative can be built. This narrative should also include:

• Commentary on any air-based connectivity where appropriate. This includes scheduled commercial flights (e.g., Stornoway – Glasgow) and Public Service Obligation flights (e.g., from the Inner Hebrides to Oban).
  • On most islands, flights serve a different market need or provide a specific service such as travel-to-school or island service delivery that the ferry delivers less well or not at all. It is important through the research and any engagement to understand the markets served as fully as possible, as well as any constraints on air service operation.
• For peninsular communities, where there is an alternative road route to the ferry, commentary on how the two interact for personal, business, leisure, supply-chain and service delivery travel.

It should be noted that understanding the respective use of air and ferry services (and road-based routes where appropriate) may require bespoke primary research with communities and stakeholder interviews. This should be assessed on a case-by-case basis.

The combination of Steps 1 and 2 effectively set out the ferry service supply-side in terms of the assets and resources used and the connectivity that these enable.