Carbon Reduction and Environmental Impact

The consultation paper suggested that, with low carbon ferry engine technology still being developed, consideration needs to be given to alternative ways to reduce the carbon footprint of ferry services and their impact on the environment.

Around 340 respondents answered Question 12.

In addition to general support for the importance of reducing carbon emissions associated with ferry services, it was noted that the objective is consistent with national and local policy priorities around decarbonisation and sustainable economic growth. This included reference to relevant strategy and policy such as Transport Scotland’s Islands Connectivity Plan – Strategic Approach, and the Carbon Neutral Islands programme.

Points made by respondents in relation to specific ways in which ferries can reduce their carbon emissions are summarised below.

The prospect of reducing carbon emissions

Questions were raised about the extent to which carbon emissions associated with ferry services can be reduced sufficiently to meet Net Zero targets, and to meet these targets over the anticipated timescale. It was suggested that decarbonisation of ferry services will be challenging in the context of currently available technologies. Issues encountered in the ongoing construction of dual fuel vessels were described as illustrating the current state of technologies available to reduce carbon emissions and the potential scale of the challenge in decarbonising ferry services. While the Small Vessel Replacement Programme was seen as an important step in decarbonisation of CHFS services, it was suggested that decarbonising the whole CHFS fleet is likely to be significantly more difficult. For example, it was suggested that reducing emissions will be particularly difficult for essential lifeline services, and that low carbon technology ‘isn’t anywhere close’ to being workable for larger vessels. There was also concern that alternative power sources are not currently capable of serving all CHFS vessels.

Ferry Board, Committee or Group, Public Body and Transport Partnership respondents were amongst those raising concerns that reducing carbon emissions associated with the ferry network should not be at the expense of service quality and maintaining equality of access to travel. It was noted that the provision of a reliable ferry service (especially for lifeline services) is critical for island communities and economies. In this context, a Local Authority respondent proposed that the focus should be on use of tried and tested technologies in the short term to minimise risk to reliability of services. It was also suggested that ferry-related carbon emissions are unlikely to be significant for Scotland’s overall Net Zero targets, that less reliable ferry services will result in island residents having to make lengthy carbon-emitting journeys by car, and that across some islands the impact of emissions is secondary to the need for travel. In contrast, others suggested that sea level rise is likely to have a major impact on island populations and that change is required to limit these impacts.

Ferry design and fuel types

In terms of the ways in which ferry-related carbon emissions can be reduced, comments were most focused on ferry design and fuel use.

Comments around ferry design included that the current, ‘ageing fleet’ should be replaced to reduce carbon emissions, with delays in delivery of new vessels and in harbour improvement works seen as having contributed to increased carbon emissions; it was suggested that overcoming these delays would contribute towards Net Zero targets. Improving energy efficiency across CHFS ferries was also proposed to minimise emissions until renewable energy becomes feasible for the whole ferry fleet.

In terms of specific ferry design considerations, there were calls for:

• All new vessels to be capable of using genuinely renewable energy sources.
• Lighter vessels with more efficient hull forms, with catamarans seen as having a role to play.
• Larger vessels to reduce the need for multiple runs at peak times.

It was also noted that the new diesel-electric vessels currently being built for the Islay service will be more fuel efficient than the current fleet and will, in due course, use electric power when berthed.

Discussion of the potential role of fuel type and use in reducing carbon emissions included calls for the Operator to prioritise use of alternative fuels from sustainable sources wherever possible. Battery electric motors were highlighted as an option for smaller vessels and for journeys of up to 90 minutes. This included reference to Norway as a potential model, where battery power is used wherever feasible, and hybrid or hydrogen power is used for longer routes. Ongoing development of renewable energy generation on many islands was noted and it was suggested that this provides an opportunity to further reduce the carbon impact of battery powered vessels.

In terms of other energy sources, points raised included that solar panels can have a role to play in carbon reduction with reference to energy storage and battery packs that help manage electricity demand. It was noted that some offshore vessels already have these facilities.

In relation to hybrid and alternative fuel sources, it was suggested that there is a role for liquified natural gas (LNG) and hydrogen, with these described as proven energy sources for the maritime industry. There was thought to be a need to coordinate with development of green hydrogen production. However, some respondents were sceptical around whether LNG can make a meaningful contribution to net zero, and it was noted that any reduction in direct carbon emissions would be offset by the cost of importing LNG fuel.

Conversion of ferries to other liquid fuels was also discussed with reference to ammonia or green methanol. These were seen as having potential to reduce carbon emissions for larger vessels, and it was noted that there is significant ongoing investment in development of green methanol-powered ships.

Other measures to reduce environmental impact

In addition to ferry design and fuel use, respondents highlighted a range of other considerations to reduce the carbon and environmental impact of ferry services.

Other business or representative body and Individual respondents were amongst those commenting on the potential to maximise efficiency and use of available ferry capacity, as a means of reducing carbon impacts. This included suggestions that there are a significant number of unnecessary sailings across some routes, with very few passengers during winter months. There were calls for a review of demand across the network to minimise the number of ferries running with low cargo and passenger volumes. Potential changes to make best use of ferry capacity on sailings included more efficient use of deck space, by providing advance information on ferry capacity for prospective travellers, and greater automation and onboard control systems to maximise efficiency of operations. It was also noted that lower ferry speeds could reduce carbon emissions, although there were objections to this option on the basis that it would lead to a poorer service and would not eliminate use of fossil fuels.

Reducing car use and supporting more public transport use were referenced by a number of respondents as an opportunity to reduce carbon emissions associated with ferry services. This was most commonly in relation to improving connections with public transport. Better links and coordinated timetabling were seen as having potential to encourage more people to reduce their car use, and it was suggested that alignment of ferry and bus/rail timetables should be mandatory. Other ways in which ferry services could contribute to a wider reduction in transport-related carbon emissions included:

• Use of flexible fares to support Net Zero targets and encourage use of lower carbon travel options. This included proposals for an additional carbon offset charge for non-islander fares, higher fares for larger/less fuel-efficient cars, and free travel for foot passengers and cyclists.
• Use of freight-only ferry services to divert road-based freight was seen as having potential to make a significant contribution to decarbonisation of travel.
• More reliable ferry services encouraging more people to reduce car usage.
• Support for increased linkage between ferries and cycle infrastructure such as more dedicated cycle lanes on islands.
• Enabling crew to live closer to ports to minimise travel to and from work.
• Connecting islands with tunnels or bridges to reduce the need for ferry services.

Respondents also proposed ways in which overall energy use and other environmental impacts associated with ferry services could be reduced. These included:

• Turning off ferry engines and generators overnight.
• Use of renewable energy shore power connections to meet any overnight energy needs.
• Use of low energy options where possible (e.g. for onboard lighting).
• Minimising waste through reduced plastics and packaging in goods sold or used on board and maximising recycling.
• Use of e-ticketing.

Resourcing

Resourcing and the cost implications of Net Zero were seen by some respondents as a potential barrier to reducing the carbon impact of ferry services. It was suggested that significant investment will be required, particularly to replace the current fleet with cleaner ferries, and to deliver the necessary shoreside infrastructure to service these vessels. This included comments identifying investment as the key factor in whether carbon emissions associated with ferry services can be reduced.

It was also suggested that investment in infrastructure will be required to secure sufficient supply of power for ferry services. There were calls for the Operator to engage with local authorities around plans for on-island development of renewables, and reference to a potential need for local LNG storage to avoid the need for shipping of LNG across the UK. There was also reference to the resources required for upskilling and preparing ferry crews as new vessel designs and alternative energy sources are introduced.

Responses to Question 13 by respondent type are set out in Table 18 below.

Table 18: Responses to Question 13 by respondent type

Organisations	Yes	No	Total
Community Council or Development Trust	0	5	5
Farming or land management organisation	1	2	3
Ferry Board, Committee or Group	1	5	6
Haulage company or representative body	0	2	2
Local Authority or HSCP	0	1	1
Public Body	1	1	2
Tourism business	1	1	2
Trade Union	0	0	0
Transport Partnership	2	0	2
Voluntary sector organisation	1	1	2
Other business or representative body	0	2	2
Total organisations	7	20	27
% of organisations	26%	74%	Not Applicable
Individuals	131	233	364
% of individuals	36%	64%	Not Applicable
All respondents	138	253	391
% of all respondents	35%	65%	Not Applicable

A majority of respondents – 65% of those who answered the question – would not consider reducing their car use when travelling by ferry. This rose to 74% of the organisations that answered the question.

Around 315 respondents made a comment at Question 13, with some respondents referring back to their comments at previous questions and to Questions 3-5 in particular. Reflecting the analysis at those questions, amongst those who would not consider reducing their car use when travelling by ferry, the most frequently made points were that:

• It would not be possible or practical to reduce car use, for example because of transporting shopping or luggage, travelling with pets or livestock, mobility issues or having a disability, or needing a vehicle for work.
• Public transport, particularly on the islands, is not fit-for-purpose and in some cases, there is none. Reduced car use would only be an option if reliable public transport, integrated with ferry timetables, was available.

Other comments included that people would be unlikely to pay to transport a vehicle unless they needed to take it with them for some good reason and, ultimately, it is an issue of personal choice. An associated point was that any move by Transport Scotland to disincentivise cars on ferries must be subject to a rigorous Island Impact Assessment process on each island community.

Those who would consider reducing their car use when travelling by ferry raised similar issues about the need for reliable public transport and an integrated transport system, including around timetabling. Other suggestions included that:

• An efficient integrated ticketing system would be essential.
• Through tickets for ferries, buses and trains could be discounted.

Other suggestions relating to how people could be encouraged to reduce their car use when travelling by ferry included:

• Offering discounts for group travel, for example for a sports team to travel by bus rather than in a number of individual vehicles.
• Looking at the practicalities of transporting luggage and bulky items, such as household fixtures and fittings.
• Making Car Hire or Car Club options available on either side of ferry crossings; it was suggested that the cost should be road-equivalent to incentivise travellers to use the service, otherwise they will simply use their own car.