Objectives

This draft Plan reflects our ambition to replace the fleet and enhance resilience as quickly as possible, but this will be subject to affordability and Value for Money, with each project assessed and developed through detailed business plans. The overall programme set out in the Plan will be kept under regular review, and the proposals within it prioritised, in the light of the financial environment and progress towards the financial sustainability of our ferry networks.

As discussed in the ICP Strategic Approach paper, we have engaged with key stakeholders across various themes to help inform the development of the ICP as a whole. The following themes were most pertinent to help develop an understanding of the key challenges in relation to vessel and port investment:

  • Resilience and reliability
  • Vessels and Ports
  • Capacity and demand
  • Accessibility
  • Low carbon and environmental impact
  • Freight services

Based on the Vision set out in the ICP Strategic Approach paper, and the challenges discussed, the Vessel and Ports Plan will work to achieve the following objectives:

  • To maintain and safely operate existing lifeline transport connectivity for all communities, and that opportunities continue to be taken to enhance transport connectivity to support the growth of island populations and economies;
  • improve weather and technical reliability, primarily through renewing the fleet and upgrading ports in response to asset age and condition;
  • reduce the average age of the total fleet (across both CHFS and NIFS networks) to around 15 years by the end of this decade;
  • improve resilience through an expansion in the major vessel fleet and through increased interoperability and standardisation of vessels and ports within the major and small vessel fleets;
  • improve accessibility for transport users through vessel and port design, and;
  • progressive decarbonisation of both vessel fleet and port operations, by 2045.

How we will deliver our Objectives

Vessel renewal and Port upgrades

This Plan proposes investment across four phases up to 2045 in vessels and ports in order to deliver these objectives. Phase 1 consists of a series of vessel and port projects outlined in the Scottish Government’s Infrastructure Investment Plan (IIP), published in February 2021. These projects are being taken forward between April 2021 and March 2026, and will also include the completion of vessels 801 (MV Glen Sannox) and 802 (MV Glen Rosa).

Since the publication of the IIP, decisions have also been taken:

  • to purchase the second-hand vessel MV Loch Frisa;
  • to procure two new vessels rather than one vessel for Islay;
  • to procure two more “Islay class” vessels to enable a 2 vessel service on the Little Minch routes, between Uig-Tarbert/Lochmaddy, in the summer;
  • to deploy both MV Glen Sannox and MV Glen Rosa to the Arran routes for at least the peak summer period;
  • to initiate a Port Ellen (Islay) redevelopment project; and
  • to retain an additional Major Vessel in the CHFS Fleet to provide additional resilience until at least 2030.

The information below outlines the expected dates of new vessels which are being delivered or require investment decisions over the short to medium term. These are of course subject to funding approval and procurement. In addition, given the long time period of the Plan, some reprioritisation and flexibility may be required, particularly for the later phases, as the availability of funding will ultimately determine the programme of delivery.

Vessels under construction (dates shown indicate delivery of vessels, not actual deployment):

  • MV Glen Sannox – expected May 2024
  • MV Isle of Islay – expected October 2024
  • MV Loch Indaal – expected February 2025
  • MV Glen Rosa – expected May 2025
  • MV Lochmor – expected June 2025
  • MV Claymore – expected October 2025

Proposed vessels where the outline business case is nearing completion:

  • Gourock-Dunoon/Kilcreggan vessels – earliest estimate for delivery 2026-2027
  • Small Vessel Replacement Programme (Phase 1) – seven vessels – earliest estimate for delivery - between 2026 and 2028
  • MV Lord of the Isles – earliest estimate for delivery 2027-2028
  • Northern Isles Freight Vessels – earliest estimate for delivery 2028-2029

Proposed Vessels where the outline business cases are in early development:

  • MV Isle of Mull
  • Small Vessel Replacement Programme (Phase 2)

Standardisation

Given the wide variety of communities and routes served by these fleets, increased standardisation does not need to mean identical vessels but should allow for increased interoperability of vessels and ports.

CMAL is striving to standardise its ports across the network, where possible, with a view to reducing the constraints on the vessels that can operate from each, hence increasing flexibility and ultimately resilience. This will include items such as dredging for vessels with a deeper draught, ensuring piers and fendering can accommodate heavier vessels, and providing linkspans that are wider to accommodate vessels with a larger beam, for example. Development at ports will also take into account the need to make them more resilient as a result of climate change and will also consider opportunities for improved integration with public transport and active travel as part of onward connection in overall journeys.

Nevertheless, for CHFS and NIFS, we aim to work with CMAL and the operators towards a “menu” of vessel options:

  • The “Islay vessel” design or a variant will become the standard for major vessels where possible on CHFS, with the exception of Arran and Stornoway routes (given existing vessels being constructed or deployed on these services). This will require upgrading of some ports on routes identified for these vessels. Where this would represent a disproportionate cost or poor Value for Money, or the costs are currently unaffordable, an adapted vessel design can be deployed. The Islay vessel was designed to respond to a high freight usage and a relatively low passenger demand – other routes may require a higher passenger capacity but lower freight (and therefore lower deadweight) but the objective will be to manage these modifications within the current design to promote inter-operability and retain a high level of standardisation.
  • The first phase of the Small Vessel Replacement Programme has been designed to bring consistency in hull form and on-board engineering, bridge and safety equipment. This will allow inter-operability of vessels and crew where required and also help with maintenance and retaining spare parts. We will seek to replicate as much of this as possible in the second phase of the SVRP, noting that these vessels are likely to require consideration of some more bespoke elements given the characteristics of the routes being served.
  • Between these two standardised designs there remains, potentially, a requirement for a medium sized vessel. This will be considered as we take forward proposals for replacements for Mull and South Uist.
  • Also some specific solutions may be needed e.g. Small Isles or the vessels operating on Gourock/Dunoon/Kilcreggan.
  • For the Northern Isles Vessels, the current work being undertaken by CMAL, Northlink and Transport Scotland is focused on a Freight Plus option that will allow greater resilience in poor weather as well as improved timetables with higher operating speeds. This design will also provide the option of operating in passenger mode with the provision of cabins, lounges and other facilities to help meet demand in peak season and improve resilience across the NIFS fleet. The current intention is that the hull form being considered will also be standardised and could be used as the basis for the replacement of the 3 RoPax (Roll-on Roll-off and Passenger) vessels. Again, on-board systems and equipment would also be intended to be standardised as much as possible.

Second hand tonnage

Second hand tonnage will continue to be explored and may present opportunities to accelerate benefits to communities by meeting an interim need when longer-term tonnage is being developed, or may represent a more appropriate provision for the fleet/route. It may also contribute to improved reliability, accessibility and other key objectives. Each case will be considered on its own merits and the Plan adjusted accordingly if appropriate. Affordability and Value for Money would be key considerations.

Decarbonisation

There will be a separate chapter of the ICP that more fully considers the options around decarbonisation. Scottish Ministers intend to explore all options and take action to decarbonise the ferry fleets going forward. The process of decarbonisation is already underway and will be built upon in the coming years. The Scottish Government is, and remains, committed to Net Zero Targets.

This includes the SVRP where the intention is that these vessels will operate on a fully electric basis. Challenges remain across the wider shipping industry around the ability to decarbonise the major vessel fleets given the current technology available. We will continue to explore opportunities to do so as technology develops, including potential options that may allow vessels to be retrofitted as solutions emerge. CMAL has already incorporated measures around more efficient hull forms and more efficient engines in the development of the most recent Islay Class vessels currently under construction and this will form a key consideration around the development of new vessel proposals.

As recognised in the National Transport Strategy, in addition to minimising the future impacts of transport on our climate, our transport system, including our ferry system, needs to adapt to climate change impacts. Climate change directly affects the transport sector through the increasing number of more severe and frequent extreme weather events and the disruption they cause, such as erosion of our coastal areas, landslides and rising water levels.

We are taking action, such as through CMAL, where we have been actively monitoring the effects of climate change on rising sea levels to inform the design or improvements to port infrastructure.

These impacts may alter our investment prioritisation in later phases of this Plan.