ROAD EQUIVALENT TARIFF STUDY

1
ROAD EQUIVALENT TARIFF STUDY

• Argyll Bute Council
• Lochgilphead
• Thursday 17 April 2008
• Graham Laidlaw, The Scottish Government

2
ROAD EQUIVALENT TARIFF STUDY

• The SNPs manifesto contained a commitment to
• Commission a study into Road Equivalent
  Tariff (RET), reporting on options for improved
  connection to our northern isles and western
  isles by end of 2007. As part of this we will
  undertake a pilot project on RET to the Western
  Isles which will include support for freight and
  tourist journeys.

3
ROAD EQUIVALENT TARIFF STUDY

• John Swinney, Cabinet Secretary for Finance and
  Sustainable Growth announced during a visit to
  Stornoway on 13 August 2007 that the Scottish
  Government was fulfilling this manifesto
  commitment to carry out a study, including a
  pilot exercise on one or more of the Western
  Isles to mainland routes.

4
ROAD EQUIVALENT TARIFF STUDY

• On 26 February Stewart Stevenson, Minister of
  Transport, Infrastructure and Climate Change
  announced that
• the pilot exercise would commence on 19 October
  2008
• the pilot exercise would feature all the Western
  Isles to mainland routes and also include
  services to Coll and Tiree.

5
3 Phases

• Phase 1 Desk based exercise
• Phase 2 Monitoring the pilot study
• Phase 3 Evaluation of the pilot

6
Phase 1 stage 1

• Review approaches to fare setting for public
  service ferries in other countries, including the
  RET approach

7
Phase 1 stage 2

• Offer definitions of RET that could be applied to
  all categories of passenger and vehicular traffic
  in the context of ferry fares for the Clyde and
  Hebrides and Northern Isles routes which are
  subsidised by the Scottish Government

8
Phase 1 - stage 3

• Provide an initial analysis of the potential
  impacts (especially in economic and social terms)
  of the introduction of the RET approach

9
Phase 1 stage 4

• Make recommendations on the design and
  implementation of a pilot study applying RET
  probably on one or more of the routes connecting
  the Scottish mainland and the Western Isles,
  including the choice of route(s), anticipated
  costs, start date, length of the pilot,
  operational constraints and any capacity
  constraints that may emerge

10
Phase 1 stage 5

• Carry out any baseline information gathering in
  advance of the pilot that is considered necessary
  for subsequent monitoring and evaluation purposes

11
Scottish Ferry Network

• Clyde and Hebrides Ferry services serves 22
  islands and 4 peninsulas on Scotlands west coast
• Caledonian MacBrayne has recently undergone a
  restructuring
• For the first time CHFS was put out to tender
• Fare levels are a consequence of historical
  reasons and tend to increase in line with
  inflation
• Return fares for cars range from 13.25 for the
  Colintraive Rhubodach route to 137.00 on the
  Oban Castlebay/Lochboisdale route
• Return fares per mile for cars range from 10.70
  on the Colintraive to Rhubodach route to 0.77
  per mile on the Oban to Castlebay/Lochboisdale
  route

12
Scottish Ferry Network

• Northlink Ferries Limited operate ferry services
  between the Scottish mainland to and from Orkney
  and Shetland
• Similarly to CHFS the services are tendered to
  comply with European legislation
• Fare levels are set in the tender specification
  and have been arrived at through historical
  reasons from commercial fares set by P O,
  through to todays Public Service Contract
• Return fares for cars range from 86.40 on the
  Scrabster Stromness route to 221.00 on the
  Aberdeen Lerwick route
• Return fares per mile for cars range from 0.50
  on Aberdeen - Lerwick to 1.45 on the Scrabster
  Stromness route.

13
Ferry fares - international comparison

• A review was carried out into fare setting for
  public service ferries in other countries,
  including the RET approach. The countries
  reviewed in stage 2 include
• Denmark, Sweden, Norway, Canada, Ireland, Spain,
  Germany and New Zealand.

14
Phase 1 Stage 2

• Offer definitions of RET that could be applied to
  all categories of passenger and vehicular traffic
  in the context of ferry fares for the Clyde and
  Hebrides and Northern Isles which are subsidised
  by the Scottish Government

15
Factors Influencing Vehicle Running Costs

• Size of the engine
• Depreciation
• The age of the vehicle
• Fuel efficiency
• The weight or size of the vehicle
• The cost of fuel
• Petrol or diesel
• Mileage

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Sources Considered

• Cars
• Her Majestys Revenue and Customs
• RAC
• AA

17
Sources Considered

• Commercial Vehicles
• Road Haulage Association
• Freight Transport Association

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Sources Considered

• Passengers
• Rail Passenger Fares
• Bus Passenger Fares

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Inclusion of core fare element

• Core fare added to pure RET fare element
• Affordability Budget for RET scheme announced in
  the Comprehensive Spending Review
• Cost Recovery Large fixed cost element of ferry
  travel
• (e.g. harbours and other infrastructure)
• Practicality (on short routes the fare would be
  too low and may not be worth collecting)

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Recommended RET rates
Passenger Passenger Car Car CVs CVs
Core fare Rate per mile Core fare Rate per mile Core fare Rate per metre per mile
2.00 0.10 5.00 0.60 20.00 0.18
21
Impact of RET on current fares

• The Scottish Government has insisted that no
  subsidised ferry fares should increase under RET.
  
• Where the new RET fare formula results in an
  increase above the current cheapest fare level
  the RET fare will be pegged at the lowest
  available fare.
• The following tables show that the new RET fare
  formula results in substantial discounts compared
  to commonly purchased tickets types on the vast
  majority of routes considered.
• However, there are a few exceptions reflecting
  the significant range of distances involved
  across the CHFS and Northlink networks and the
  numerous fares that currently exist.

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RET fares comparison 1
Comparison of RET fares and ½ 2008 summer 5 day
saver return ticket
  Current RET Change Current RET Change Current RET Change
  Passenger Passenger   Car Car   CVs CVs  
Gourock - Dunoon 2.85 2.43 -14.77 7.03 7.57 0.0 81.78 32.57 -60.17
Wemyss Bay - Rothesay 3.33 2.68 -19.49 13.50 9.06 -32.87 71.44 37.82 -47.06
Colintraive - Rhubodach 1.05 2.06 0.0 6.63 5.37 -18.91 24.68 24.81 0.0
Tarbert - Portavadie 2.78 2.35 -15.50 12.75 7.07 -44.55 N/A 30.80 N/A
Ardrossan - Brodick 4.48 3.18 -28.92 27.00 12.09 -55.24 116.56 48.48 -58.41
Lochranza - Tarbet/Claonaig 4.03 2.50 -37.96 18.00 7.98 -55.66 83.66 34.01 -59.35
Largs - Cumbrae 1.90 2.12 0.0 8.00 5.71 -28.65 57.22 26.00 -54.57
Kennacraig - Islay 7.20 5.23 -27.35 38.50 24.39 -36.66 173.90 91.84 -47.19
Oban - Craignure 3.63 2.93 -19.12 25.50 10.59 -58.46 122.91 43.21 -64.84
Fishnish - Lochaline 2.23 2.19 -1.44 9.65 6.16 -36.19 71.21 27.58 -61.26
Fionnphort - Iona 1.98 2.10 0.0 N/A N/A N/A N/A N/A N/A
Oban - Coll/Tiree 11.40 7.97 -30.08 67.00 40.83 -39.07 241.82 149.79 -38.06
Oban - Castlebay/Lochboisdale 18.75 10.95 -41.61 68.50 58.69 -14.32 323.83 212.75 -34.30
Mallaig - Armadale 2.98 2.50 -16.07 16.25 7.98 -50.88 55.70 34.01 -38.93
Uig - Tarbert - Lochmaddy 8.55 4.92 -42.46 41.00 22.52 -45.07 181.42 85.26 -53.01
Ullapool - Stornoway 13.25 7.22 -45.51 63.50 36.32 -42.80 257.56 133.90 -48.01
Tayinloan - Gigha 2.85 2.25 -21.09 10.55 6.49 -38.45 81.55 28.77 -64.72
Raasay - Sconser 2.50 2.19 -12.28 9.75 6.16 -36.84 88.36 27.58 -68.78
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Phase 1 Stage 3

• Provide an initial analysis of the potential
  impacts (especially in economic and social terms)
  of the introduction of the RET approach

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Demand for ferry services

• To estimate the anticipated change in demand and
  the impact on revenue from the introduction of
  RET it is necessary to know the price elasticity
  of demand for ferry services.
• The price elasticity of demand is used to measure
  consumers behavioural response to changes in the
  price of a particular good or service.
• Important to note that some users may be
  relatively more (or less) price sensitive e.g.
  Visitors, Residents, Freight users

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Demand for Ferry Services

• Scottish Office Study (1980s) Most
  comprehensive study available but dated, silent
  on timescale of impacts, silent on visitor and
  resident elasticities, based on marginal not step
  changes in fares.
• In response to these challenges it was agreed
  that this exercise would simply consider the
  impact on revenue if fares were amended to
  reflect the RET system and demand did not
  increase.
• While demand is unlikely to remain constant, this
  would represent a worst case scenario in terms
  of estimating the revenue impact as well as the
  need for additional subsidy.

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Potential Revenue Impacts
Potential change in fares revenue under RET (No
change in demand)
Route Change in Revenue (000,000)
Western Isles -7.65  
Orkney -2.60  
Shetland -0.18  
Firth of Clyde -7.23  
Inner Hebrides  -4.19
Skye -0.65  
Southern Hebrides  -2.16
Total -24.64
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Economic Impacts

• Analysis based on consultations with local groups
  including councillors, council officials,
  business representatives, hauliers, Visit
  Scotland, HITRANS and CalMac as well as findings
  from of other research studies.
• Overall the introduction of RET was welcomed by
  consultees and it is believed it will make a very
  important contribution to improved economic
  performance of the islands.

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Economic Impacts

• Impact on business transport costs a number of
  consultees suggested that reduced fares would
  lead to an increase in their competitiveness,
  compared to other companies on the mainland,
  through reduced costs. Others noted fares are
  small of total transport costs.
• This could lead to an increase in demand and
  output, resulting in higher levels of employment
  and improved economic performance in general.
• Winners and Losers It was suggested that RET
  would increase local business exposure to
  mainland based competition (e.g. local
  retailers). Also suggested that current ferry
  fares may be protecting some local businesses
  from mainland competition and RET would remove
  this barrier.

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Economic Impacts

• Hauliers rebates 2 - 15 discount off standard
  CV fares. Hauliers emphasised that these rebates
  enable them to compete and operate on a par with
  mainland hauliers.
• Large retailers (e.g. Boots, Superdrug and
  Woolworths) It was explained by the hauliers
  however that reduced fares may mean the logistics
  of delivering goods direct to the Western Isles
  using company-own lorry fleets may become cost
  effective.

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Economic Impacts

• Business travel a reduction in fares would
  allow business to travel more with a limited
  travel budget or make savings on a fixed number
  of trips, savings that could be invested on other
  aspects of company business.
• Business start-ups the consultees also claimed
  that reduced fares could make business
  opportunities that are currently not viable a
  more attractive proposition in the future.

31
Social Impacts

• A number of consultees felt that the main
  benefits of reduced fares via RET would be social
  rather than economic. The case was made that RET
  would provide islanders with greater opportunity
  and choice and allow them to engage in activities
  that those on the mainland engage in.

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Social Impacts

• Declining population An independent Study for
  Comhairle nan Eilean Siar entitled the Outer
  Hebrides Migration Report identified the cost and
  availability of transport as a key driver of
  population change.
• It was suggested by the vast majority of people
  consulted that lower ferry fares would eliminate
  one of the factors that was prohibiting people
  from staying on the island. It would also help to
  attract others. Making it more affordable for
  people to visit friends and family on the
  mainland would allow people to feel more socially
  included.

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Social Impacts

• Proposed Ferry Discount Scheme Research for
  HITRANS identified numerous potential social
  impacts
• Allow increased social interaction with family
  and friends on the mainland
• Provide cheaper access to specialist services and
  facilities on the mainland which are not
  available on the islands.
• Increased travel opportunities for those on lower
  incomes and/or with families for whom the ferry
  will remain more affordable than air services,
  even with the Air Discount Scheme
• Meet the increasing expectations of
  mobility/transport services which are prevalent
  not only in the Outer Hebrides but throughout
  Scotland
• Allow increased interaction between groups,
  societies and sports teams based in the islands
  and those on the mainland
• In sum, allow greater participation of island
  residents in Scottish society by reducing travel
  costs to a level closer to those mainland
  communities.

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Tourism Impacts

• One of the main benefits of lower ferry fares
  identified by a number of consultees was the
  positive impact it would have on tourism.
• It is anticipated that the reduction in fares
  would make holidaying in the Western Isles a more
  attractive proposition and lead to a greater
  number of visitors to the islands.

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Tourism Impacts

• A reduction in ferry fares is more likely to
  benefit the long-stay holiday market rather than
  the short-break visitor as the latter is more
  sensitive to air fares given the length of the
  visit.
• There was some concern raised that at present
  there is not enough accommodation to satisfy any
  increase in tourism demand, particularly in the
  peak periods. Consultees explained however that
  capacity would increase to satisfy any positive
  shift in demand.

36
Tourism Impacts

• While there is no strong evidence to suggest that
  the current ferry fares are a major prohibitive
  factor for people holidaying in the Western
  Isles, the proposed RET rates would generate a
  significant reduction in the cost of travelling
  between the mainland and the Western Isles.
• However, it is clear that the cost of the ferry
  is only one part of the total cost of a holiday.
  Other factors such as the availability and
  quality of accommodation also important. Evidence
  suggests there is limited spare capacity in the
  summer months.

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Infrastructure Issues

• In addition to economic and social impacts, the
  introduction of RET is also likely to lead to an
  increase in the number of vehicles on the main
  ferry routes.
• As part of the impact analysis for the Western
  Isles an assessment was undertaken to determine
  the possible impact on the supporting
  infrastructure, in particular the roads serving
  the main ferry terminals.
• Overall there were no significant issues
  identified in relation to the supporting
  infrastructure which would inhibit the
  introduction of RET on routes serving the Western
  Isles.

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Phase 1 Stage 4

• Make recommendations on the design and
  implementation of a pilot study applying RET
  probably on one or more of the routes connecting
  the Scottish mainland and the Western Isles,
  including the choice of route(s), anticipated
  costs, start date, length of the pilot,
  operational constraints and any capacity
  constraints that may emerge

39
Recommendation 1

• Due to the anticipated displacement that may
  occur if RET is introduced on one or two routes
  and not others then, if the aim of the pilot
  study is to give a reliable indication of the
  impact of introducing RET across the network, it
  is recommended that the pilot study include all
  routes sailing between the mainland and the
  Western Isles.

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Recommendation 2

• To gain a better understanding of the impact of
  rolling RET out across the network, it is
  recommended that, while there are clear
  affordability issues, the Scottish Government
  give consideration to also including a shorter
  route with different demand characteristics
  within the pilot.

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Recommendation 3

• The introduction of the pilot study may distort
  demand on the Oban Coll/Tiree route and provide
  users with an incentive to buy the cheaper ticket
  for the longer Oban Castlebay/Lochboisdale
  route. In response to this it is recommended that
  the Oban Coll/Tiree route be included in the
  pilot.

42
Recommendation 4

• There are a large number of discounts and rebates
  offered to CalMac users. Once RET is introduced,
  it is recommended that all discounts and rebates,
  other than concessions, be removed.

43
Recommendation 5

• To ensure that mechanisms are in place to
  maximise opportunities from RET, it is
  recommended that RET be introduced to coincide
  with the introduction of the winter timetable in
  October 2008.

44
Recommendation 6

• It is recommended that RET be introduced as a
  pilot in October 2008 and operate until the
  spring of 2011.
• The impacts will be monitored and evaluated with
  a decision made towards the end of this period on
  rolling out the fare system across the network in
  summer 2011.

45
Phase 1 Stage 5

• Carry out any baseline information gathering in
  advance of the pilot that is considered necessary
  for subsequent monitoring and evaluation purposes

46
Short term indicators

• Annual Ferry Traffic Numbers
• Passengers, Cars CVs
• Capacity Utilisation
• Split of user type by season
• Passengers/Cars Residents
• Passengers/Cars Visitors

47
Short term indicators

• Key Labour Market Statistics
• Employment
• Unemployment
• Participation rates

48
Short term indicators

• Indicators of local business activity
• Accommodation occupancy rates
• Business confidence, turnover, profitability and
  costs
• Business start-ups

49
Short term indicators

• Other important indicators
• Prices of goods and services
• House prices
• Quality of life
• Environment

50
Medium long term indicators

• Overall economic indicators
• (including GVA, Population, Demographics etc)
• Sectoral activity and performance
• Investment levels
• House and land prices
• Quality of life

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Phase 2

• Will involve the monitoring of the pilot study
• Gathering of traffic statistics and information
• Consultation with ferry users and local
  employers, including freight and tourist sectors
• Designed to allow the impact of the pilot to be
  assessed especially in economic and social terms

52
Phase 3

• Involve an evaluation of the pilot
• Making use of the information gathered through
  the baseline and monitoring exercise
• Quantify the costs and benefits which could arise
  should RET be applied on a permanent basis and
  rolled out across the CHFS and Northern Isles
  networks
• Identify any capacity constraints that may emerge
  from a permanent roll out
• Quantify the costs of increasing the capacity to
  meet demand through additional or larger vessels,
  and new shore infrastructure

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RET Presentation

• Questions

54
Annex
55
Her Majestys Revenue and Customs
Approved Mileage Allowance Payments
Flat Rate First 10,000 miles Miles over 10,000
Car 40p 25p
Motorcycle 24p 24p
Bicycle 20p 20p
56
Her Majestys Revenue and Customs

• Aimed to represent a fair reimbursement for car
  use
• But may not represent the average cost of running
  a car
• Designed to encourage the use of environmentally
  friendly cars
• Set in 2002-03 but hasnt risen since then
  despite increases in fuel costs

57
RAC Factors included in running costs

• Engine size
• Fuel consumption
• Depreciation
• Financing charges
• Fuel cost
• Servicing and maintenance
• Tyres and replacement parts
• Insurance premium

58
RAC
RAC Estimated Vehicle Running Costs Petrol
Engines
Engine Size (cc) 1000 1200 1500 1800 2000 2500 3000 3000
Cost per mile 28.0 33.3 37.3 52.5 61.1 76.4 85.3 106.2
59
AA
AA Estimated Vehicle Running Costs (in pence)
Petrol Engine per mile
Cost new (s) Cost new (s) Cost new (s) Cost new (s) Cost new (s)
Up to 10,000 10,000 to 13,000 13,001 to 20,000 20,001 to 30,000 Over 30,000
5,000 miles 55.99 69.34 92.47 130.64 193.91
10,000 miles 36.32 43.88 56.70 78.55 112.80
15,000 miles 29.93 35.60 45.09 61.64 86.52
20,000 miles 26.83 31.62 39.52 53.54 73.95
25,000 miles 24.80 28.98 35.80 48.12 65.50
30,000 miles 23.41 27.17 33.24 44.39 59.67
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Road Haulage Association (RHA)
RHA Estimated commercial vehicle running costs
(in pence) per mile
  Vehicle Type Vehicle Type Vehicle Type Vehicle Type Vehicle Type Vehicle Type Vehicle Type Vehicle Type Vehicle Type Vehicle Type Vehicle Type
  3.5 Tonne 7.5 Tonne 13 Tonne 18 Tonne 26 Tonne 32 Tonne 32/33 Tonne 38 Tonne 40 Tonne 41 Tonne 44 Tonne
Total distance related costs per mile 17.9 26.8 33.7 38.7 49.3 59.6 50.4 55.7 56.7 58.9 61.4
Total distance related costs per km including depreciation 29.6 41.7 52.1 54.7 68.9 84.2 63.5 68.2 70.6 73.4 78.5
Total time and distance related cost per mile 96.0 116.9 148.0 140.9 153.5 178.0 149.0 143.7 149.5 152.0 161.4
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Freight Transport Association (FTA)
FTA - Estimated commercial vehicle running costs
(in pence) per mile
  Vehicle Type Vehicle Type Vehicle Type Vehicle Type Vehicle Type Vehicle Type Vehicle Type Vehicle Type Vehicle Type Vehicle Type Vehicle Type
  3.5 tonnes - petrol 3.5 tonnes - diesel 7.5 tonne 10 - 12 tonnes 12 - 14 tonnes 17 tonnes 3 axle rigid 24.39 tonnes 4 axle rigid tipper 32 tonnes 2 axle tractor / 2 axel trailer 33 tonne artic 2 axle drawing vehicle / 2 axle trailer 32.5 tonne 3 axle tractor / 3 axel trailer - 44 tonne artic
Total distance related costs per mile (pence) 27.7 21.8 30.2 34.6 38.8 36.5 47.3 78.4 54.8 51.8 67.8
Total time and distance related cost per mile (pence) 134.3 107.3 90.1 103.9 110.2 103.6 116.2 179.5 125.1 122.1 137.9
Costs per mile are for a selection of
commercial vehicle types
62
First Scotrail
First Scotrail Estimated passenger cost per
mile ()
Departure Point Arrival Point Equivalent Road Distance (Miles) Standard Return Fare - Fare per mile (return) -
Alness Invergordon 3.19 3.60 0.56
Fearn Tain 3.88 3.00 0.39
Plockton Kyle of Lochalsh 7.99 3.80 0.24
Spean Bridge Fort William 9.29 5.40 0.29
Taynuilt Oban 12.3 6.40 0.26
Georgemas Junction Wick 15.24 6.00 0.20
Glasgow Ardrossan 31.71 9.45 0.15
Bridge of Orchy Fort William 39.85 14.40 0.18
Inverness Kyle of Lochalsh 78.59 30.00 0.19
Glasgow Stranraer 84.55 34.80 0.21
Glasgow Oban 96.9 29.30 0.15
Inverness Wick 103.26 25.20 0.12
Glasgow Fort William 107.23 38.20 0.18
Edinburgh Aberdeen 125.46 60.00 0.24
Glasgow Mallaig 149.62 44.60 0.15
63
Citylink
Citylink Buses Estimated passenger cost per
mile ()
Departure Point Arrival Point Road Distance (Miles) Standard Single Fare - Fare per mile (single) - Standard Return Fare - Fare per mile (return) -
Inverness Kyle of Lochalsh 78.59 13.80 0.18 23.40 0.15
Glasgow Stranraer 84.55 13.80 0.16 18.40 0.11
Glasgow Oban 96.90 15.00 0.15 26.59 0.14
Inverness Wick 103.26 15.00 0.15 26.00 0.13
Glasgow Fort William 107.23 16.10 0.15 17.20 0.08
Edinburgh Aberdeen 125.46 19.70 0.16 33.50 0.13
Glasgow Mallaig 149.62 21.00 0.14 36.50 0.12
64
CalMac
CalMac - Estimated passenger cost per mile ()
Departure Point Arrival Point Crossing Distance (miles) Standard Return Fare - Fare per mile (return) -
Colintraive Rhubodach (Bute) 0.6 2.05 1.71
Largs Cumbrae Slip 1.2 4.20 1.75
Tobermory Kilchoan 3.7 6.70 0.91
Wemyss Bay Rothesay (Bute) 6.8 6.50 0.48
Oban Lismore 7.5 4.90 0.33
Oban Craignure (Mull) 9.3 7.10 0.38
Ardrossan Brodick (Arran) 11.8 8.75 0.37
Mallaig Eigg 12.4 9.85 0.40
Mallaig Canna 23 18.3 0.40
Uig (Skye) Tarbert / Lochmaddy 29.2 16.75 0.29
Kennacraig Islay 32.3 14.10 0.22
Oban Colonsay 36.6 19.80 0.27
Ullapool Stornoway (Lewis) 52.2 26.00 0.25
Oban Coll/Tiree 59.7 22.35 0.19
Oban Castlebay / Lochboisdale 89.5 37.00 0.21
65
RET rate analysis
Matrix of RET fares considered
Passenger Passenger Car Car CVs CVs
Core fare Rate per mile Core fare Rate per mile Core fare Rate per metre per mile
0 0.10 3 0.40 10.00 0.15
1 0.20 4 0.50 20.00 0.16
2 0.30 5 0.60 30.00 0.17
3   6 0.65   0.18
      0.70   0.19
Note a combination of core fares and RET rates
were tested as part of the RET rate analysis for
all user types including Passenger, Car and CVs.
66
RET fares comparison 2
Comparison of RET fares and 2008 winter single
fare
  Current RET Change Current RET change Current RET change
  Passenger Passenger   Car Car   CVs CVs  
Gourock - Dunoon 2.85 2.43 -14.77 8.00 7.57 -5.33 81.78 32.57 -60.17
Wemyss Bay - Rothesay 3.00 2.68 -10.77 12.20 9.06 -25.72 71.44 37.82 -47.06
Colintraive - Rhubodach 1.05 2.06 0.0 5.80 5.37 -7.38 24.68 24.81 0
Tarbert - Portavadie 3.20 2.35 -26.72 14.65 7.07 -51.74 N/A 30.80 N/A
Ardrossan - Brodick 3.95 3.18 -19.47 25.50 12.09 -52.60 116.56 48.48 -58.41
Lochranza - Tarbet/Claonaig 3.85 2.50 -35.14 19.80 7.98 -59.69 83.66 34.01 -59.35
Largs - Cumbrae NA 2.12 N/A N/A 5.71 N/A 57.22 26.00 -54.57
Kennacraig - Islay 6.60 5.23 -20.74 37.50 24.39 -34.97 173.90 91.84 -47.19
Oban - Craignure 3.35 2.93 -12.48 24.85 10.59 -57.38 122.91 43.21 -64.84
Fishnish - Lochaline 2.55 2.19 -14.00 11.15 6.16 -44.77 71.21 27.58 -61.26
Fionnphort - Iona na 2.10 N/A N/A N/A N/A N/A N/A N/A
Oban - Coll/Tiree 10.60 7.97 -24.80 63.00 40.83 -35.20 241.82 149.79 -38.06
Oban - Castlebay/Lochboisdale 16.70 10.95 -34.44 68.00 58.69 -13.69 323.83 212.75 -34.30
Mallaig - Armadale 2.70 2.50 -7.52 15.70 7.98 -49.16 55.70 34.01 -38.93
Uig - Tarbert - Lochmaddy 8.75 4.92 -43.77 40.00 22.52 -43.70 181.42 85.26 -53.01
Ullapool - Stornoway 12.45 7.22 -42.01 59.00 36.32 -38.44 257.56 133.90 -48.01
Tayinloan - Gigha 2.55 2.25 -11.80 8.90 6.49 -27.03 81.55 28.77 -64.72
Raasay - Sconser 2.10 2.19 0.0 8.70 6.16 -29.22 88.36 27.58 -68.78
67
RET fares comparison 3
Comparison of RET and 2008 multi-journey ticket
  Current RET Change Current RET change Current RET change
  Passenger Passenger   Car Car   CVs CVs  
Gourock - Dunoon 2.32 2.43 0 5.10 7.57 0 81.78 32.57 -60.17
Wemyss Bay - Rothesay 2.75 2.68 -2.65 9.50 9.06 -4.61 71.44 37.82 -47.06
Colintraive - Rhubodach 0.83 2.06 0 4.60 5.37 0 24.68 24.81 0
Tarbert - Portavadie 2.23 2.35 0 8.83 7.07 -19.96 N/A 30.80 N/A
Ardrossan - Brodick 3.61 3.18 -11.84 19.83 12.09 -39.06 116.56 48.48 -58.41
Lochranza - Tarbet/Claonaig 3.23 2.50 -22.57 12.50 7.98 -36.14 83.66 34.01 -59.35
Largs - Cumbrae 2.59 2.12 -18.22 9.40 5.71 -39.28 57.22 26.00 -54.57
Kennacraig - Islay 5.83 5.23 -10.33 26.33 24.39 -7.39 173.90 91.84 -47.19
Oban - Craignure 2.95 2.93 -0.61 17.67 10.59 -40.05 122.91 43.21 -64.84
Fishnish - Lochaline 1.78 2.19 0 6.75 6.16 -8.77 71.21 27.58 -61.26
Fionnphort - Iona 2.56 2.10 -17.81 N/A N/A N/A N/A N/A N/A
Oban - Coll/Tiree 9.33 7.97 -14.60 45.83 40.83 -10.93 241.82 149.79 -38.06
Oban - Castlebay/Lochboisdale 15.17 10.95 -27.82 47.17 58.69 0 323.83 212.75 -34.30
Mallaig - Armadale 2.41 2.50 0 11.33 7.98 -29.57 55.70 34.01 -38.93
Uig - Tarbert - Lochmaddy 7.00 4.92 -29.71 28.83 22.52 -21.90 181.42 85.26 -53.01
Ullapool - Stornoway 10.83 7.22 -33.35 44.33 36.32 -18.08 257.56 133.90 -48.01
Tayinloan - Gigha 1.97 2.25 0 6.40 6.49 0 81.55 28.77 -64.72
Raasay - Sconser 1.44 2.19 0 4.55 6.16 0 88.36 27.58 -68.78
Note multi-journey tickets shown in cost per
single journey