CalMac re-deployed the Isle of Mull to Lochboisdale from April 15th, replacing the Mallaig service with sailings to Oban instead. It will continue to run that service until May 10th when the Finlaggan should return from overhaul.
In effect therefore, the MV Isle of Mull is now pretty much duplicating the service operated by the Isle of Lewis, which sails between Oban and Castlebay on Barra. Barra and South Uist are linked by the Sound of Barra ferry. We demonstrated in our submission that there was ample spare capacity on the Oban-Barra service to accommodate all the displaced South Uist traffic (with a second ferry available to add capacity on the Sound of Barra if needed). We also showed that leaving Mull with the two smallest ‘major’ vessels in the CalMac fleet would result in us being significantly short of capacity, as has been proven. Our detailed assessment of CalMac’s own carrying figures showed that as many as 2,500 foot passengers and 900 vehicles would be denied travel to Mull and Iona; whilst at the same time, all the traffic to/from both Barra and South Uist could fit in the Isle of Lewis, which is CalMac’s second-largest ferry.
In the years-long ferry crisis, CalMac have inevitably had to make re-deployment decisions that amount to robbing Peter to pay Paul. Many islands protest that they get the short straw, often with justification.
Last year, CalMac produced a new ‘Route Prioritisation Framework’ in response to criticism that their decision-making was poor. However, there is no evidence that their new methodology has made those decisions any clearer or fairer. The decision to re-deploy the Isle of Mull is particularly indefensible, on any balanced assessment of available route capacity versus route demands.
By criticising the re-deployment, some may criticise us for ‘pitting one island against another’ – something we absolutely do not set out to do. That is why when we presented our response to the proposal, it was entirely objective and evidence-based. We assessed the demand versus capacity on the routes concerned, to determine if there would be a net benefit across all the islands affected. Had our analysis shown that a) the Frisa/Coruisk service would provide sufficient capacity for Mull, and b) there was not enough spare capacity on the Oban-Barra service to accommodate the displaced traffic from Mallaig, then re-deployment of the Isle of Mull would have been the right decision. There would have been a clear net benefit. But the evidence in CalMac’s own carrying statistics showed the opposite – there was ample spare capacity on the Oban-Barra service, and Frisa/Coruisk could not meet the demand for Mull. By advocating for the IOM to stay on the Craignure-Oban service we were simply responding to the evidence objectively. By contrast, CalMac did not offer any analysis of comparative demand on each route, nor any assessment of need. Instead, we got vague statements such as “…it will best support our business and communities during this period.”
The decision has been taken however and can’t be un-done. We are two weeks through nearly four weeks of re-deployment, and there is little chance of improvement to the Craignure-Oban service.
We can only hope that with the arrival of new vessels later this year, zero-sum choices like this will not arise again. Meantime, we have been trying our best to get mitigations to the Craignure-Oban service reduction.
Additional sailings by the Frisa
We proposed timetables to CalMac that were based around both the Coruisk and the Loch Frisa over-nighting in Craignure. This would have allowed the Loch Frisa (which benefits from having two sets of crew) to operate a longer day, by keeping the Oban linkspan clear. CalMac were very resistant to this proposal, but could not offer any substantive operational reason why it could not happen. Then, late in the process, we were told that the South berth of Craignure pier (where the Coruisk could have rested overnight) was already pre-booked by visiting cruise ships, and therefore the Council could not accommodate the Coruisk.
We were surprised to learn that cruise ships would take precedence over lifeline ferry services at our public ferry terminal. It seemed plainly obvious to us that cruise ships should be asked to berth elsewhere during these weeks of disruption (like for example Fishnish timber pier or Lochaline), so that CalMac could operate the fullest timetable possible, and stand a better chance of satisfying daily demand. We wrote to the Chief Executive of Argyll and Bute Council to express that. After some back-and-forth, the upshot is that no, the Council will not ask those visiting cruise ships to find alternatives. They are insistent that the best use of the south berth of Craignure pier right now is to allow cruise ships to occupy it, rather than make it available to lifeline ferry services.
We have subsequently also learned that Argyll and Bute Council do not charge any harbour dues to visiting cruise ships, as a matter of policy. The cruise ship operators seem therefore to be benefiting from very generous free parking at Mull’s public ferry terminal, at the cost not only of potential Council income, but our own ferry service too. These two layers of corporate welfare come at great cost not just to the Council, but the entire island community and the wider economy that depends on tourist traffic coming through our ferry terminal. The result of the Council’s decision is that as many as 20 return sailings by the Loch Frisa in each week of the current disruption cannot go ahead.
We will be writing to our Local Authority Councillors to insist that as a matter of policy, ferry services always get priority at Council piers. If you feel the same, we encourage you to write too. Whether the council will change their approach in the remaining 2 weeks of disruption remains to be seen.
Foot passenger charter
As soon as the IOM re-deployment was proposed, we asked that a foot passenger charter be secured. The Frisa and Coruisk have 199 and 250 passenger spaces respectively, compared to the Isle of Mull’s 962. Early departures from Oban and late afternoon returns regularly exceed the carrying capacity of those two boats. Much of Mull and Iona’s tourism economy relies on these day-trippers. Without the capacity to bring them here, tourist attractions, restaurants, boat trips and retailers have all been suffering. Island residents have also found it more difficult to travel when they need to. CalMac have been unable to secure a charter however, and foot passenger capacity remains very tight. If you need to travel to Oban as a foot passenger, do not assume you can turn-up-and-go as usual. Make sure you buy your tickets in advance to be sure of being carried.
Second vessel for Lochaline – Fishnish
We also asked that a second vessel be deployed to add capacity between Lochaline and Fishnish. This was done, and the Loch Bhrusda is helping out as required. We had hoped that she would be able to lengthen the operating day, providing a genuine alternative for people who would have been heading for a later Oban service. That proved not to be possible, because of insufficient space at the slip for the Bhrusda to berth whilst the Lochinvar was tied up on the aligning structure.
Call-ins by the Isle of Mull
We also requested that the Isle of Mull call in at Craignure on her way to and from Lochboisdale, on as many days as possible. These are now happening on Mondays, Thursdays and Saturdays. Crucially, they have also been added to e–booking, with tickets available to buy online. Previously when call-ins have operated they weren’t published, and consequently they got little use. This time we hope they will be better utilised.
The breakdowns keep coming
As well as two of our local minor vessels suffering breakdowns in recent days, the Isle of Lewis had to make a visit to Greenock for repairs to her bow visor. Whilst she was gone, the Isle of Mull operated a combined Castlebay and Lochboisdale service, and Craignure call-ins were suspended. She’s now back in service.
The same can’t be said of the Caledonian Isles, who’s extensive unplanned hull refurbishment at Cammell Laird’s in Liverpool has now been extended to August. That’s very bad news for Arran, but also places the rest of the network under strain too. Should another major vessel break down, there is a high likelihood that the Isle of Mull will be called on again.
For those interested in the detail of the work being carried out on the Cale Isles, there is a PDF below. After the delivery of Glen Rosa or perhaps before, there is a chance that the Cale Isles will be re-deployed to Mull, replacing the Isle of Mull. So we have another reason to be interested in her repairs!
Your analysis is based purely on capacity; that is not the only criteria.
There are businesses (fishing) that utterly rely on a specific link being available. Adding an extra ferry journey and hence much much longer total travel times renders the business inoperable.
Hi Alastair. You’re right, there are other considerations, like the practicality of the alternatives. In this instance, if the link to Mallaig was utterly relied upon by one business or another, it has been lost already. What’s being offered is Oban instead of Mallaig. For many people/businesses, Uig is a more practical alternative to Oban and much of the traffic has diverted that way already. For those that Oban is a viable alternative, it already has that option via Barra. That alternative could have been made more convenient by adding a second vessel to the Sound of Barra service.
On Mull, there are many businesses that rely on day tripper traffic, and their ability to travel on foot in quite tight windows each day. That traffic cannot get here at all now, it cannot transfer to alternatives.