1

SCOTTISH GOVERNMENT FERRY REVIEW

WORK PACKAGE 6 - VESSELS

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CONTENTS

1 Summary 4

1.01 Fleet age 4

1.02 Fuel 4

1.03 Reducing fuel consumption 4

1.04 Alternative fuels 4

1.05 Pollution 4

1.06 CO2 5

1.07 NOX & SOX 5

1.08 Procurement 5

1.09 Shore infrastructure 5

2 Vessels overview 6

3

3.01

3.02

3.03

3.04

Affordability

Cost basics

Cost example for a Type E vessel

Manning costs

Fuel costs

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8

8

9

10

4

4.01

4.02

4.03

Environmental emissions

CO2

NOX

SOX

11

11

11

12

5

5.01

5.02

5.03

5.04

Fuel types

LNG

Biodiesel

Hybrid

Fuel cell

13

13

14

14

15

6 Investment planning 16

7 Alternative vessel types 17

3

LIST OF ANNEXES

Annex 1 Ferry database 18

Annex 2 Type A – Small passenger only ferry 19

Annex 3 Type B – Small single ramp ROPAX ferry 20

Annex 4 Type C – Small double ended ROPAX ferry 21

Annex 5 Type D – Medium ROPAX ferry 22

Annex 6 Type E – Large ROPAX ferry 23

Annex 7 Type F – Very Large ROPAX ferry 24

Annex 8 Type G – Very large RORO ferry 25

Annex 9 Type X – Medium passenger only ferry 26

Annex 10 Type Y – Large SWATH type ROPAX ferry 27

Annex 11 Vessel profiles 28

Annex 12 Vessel fuel consumption and emission levels 29

Annex 13 Vessel capital costs 30

Annex 14 Vessel capital costs adjusted 31

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1 SUMMARY

1.01 Fleet age

The Scottish ferry fleet has an average age of nineteen years and in excess of 10%

of the vessels are over thirty years old. As a general rule the older a vessel becomes

the greater the maintenance burden will be on the installed equipment, an increased

number of steel renewals will be required and the greater the likelihood is that major

machinery failures will occur. In addition spare parts for old equipment becomes

difficult, if not impossible, to source. The fuel consumption of older vessels is going

be greater than that required by newer ferry designs and the engine emissions

higher. A further drawback of the older ferries is the lack of facilities for the mobility

impaired and also the route requirements may have changed significantly since the

vessels’ introduction.

1.02 Fuel

The cost of fuel for the fleet at current prices is about £30M per annum but a rapid

increase in this figure can be anticipated when worldwide demand increases post

recession. Over the long term the trend in the price of liquid petroleum fuel can only

be expected to rise as demand increases and the world reserves of liquid petroleum

fuel is becoming depleted. Security of supply of energy is a priority for the ferries

supplying lifeline services.

1.03 Reducing fuel consumption

New designs of vessels that have the capability of reducing fuel consumption, for the

same payload, have become a priority in the maritime industry. The saving in fuel

consumption by lowering the speed of vessels can be very substantial and many

operators are achieving significant savings by introducing fairly small speed

reductions. This is not always an ideal solution, for some older vessels, as their

machinery was designed to operate at optimum speeds and loadings and reduced

loading may cause an increased maintenance requirement.

1.04 Alternative fuels

It would be possible to reduce fuel costs by introducing alternative fuels such as LNG

or biodiesel but both of these would require a major infrastructure investment to

make them available.

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1.05 Pollution

Hand in hand with fuel consumption goes air pollution caused by burning petroleum

fuels. It should be as important, if not more important, that the emissions from the

ferries in the Scottish fleet are minimised as it is that the costs are minimised. CO2

reduction would be in proportion to any fuel consumption reduction (e.g. a 10%

reduction in fuel consumption would lead to a 20,000 tonne reduction per annum of

CO2 emissions from the Scottish ferry fleet).

1.06 CO2

It would seem likely that a direct cost will soon be placed on those operators emitting

CO2, either through rules developed by IMO or by the European Union. CO2

emissions can again be reduced by the use of LNG, biodiesel or introducing hybrid

type vessels that can utilise power from the national grid (average CO2 production

per kilowatt is at least 30% lower from the national grid than that produced from

marine diesel engines and could become lower still with the increasing introduction

renewable energy technology and hydro electric power into the grid supply).

1.07 SOX & NOX

SOX and NOX emissions are already controlled to some extent by legislation and the

reductions required will increase over the next decade. Scotland’s east coast is also

designated an emissions control area (ECA) requiring even lower emissions of SOX,

how long before the west coast?

1.08 Procurement

The introduction of new vessel designs will allow the vessels’ to more closely meet

the requirements of the users and also reduce costs in all areas. Smart procurement

across the fleet could bring about significant savings not only in purchase price but

also in operating costs through standardisation in equipment costs and better

interoperability of vessels on a wider number of routes hence reducing the need for

spare or standby vessels.

1.09 Shore infrastructure

Port location and pier design that would allow deeper draft vessels resulting in more

efficient hull designs should be considered as should the availability of shore power

for vessels berthed overnight requiring power for hotel loads and charging batteries.

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2 VESSELS OVERVIEW

The ferries serving Scotland’s islands and peninsulas are of many different types and

sizes and are operated by several different organisations. Altogether there are about

one hundred ferries serving domestic routes, seventy of which are owned or

operated by Scottish Government (or Scottish Government owned companies) or by

local authorities and councils (see annex 1).

The newest of these vessels was delivered in 2007 and the oldest was delivered in

1972 with an overall average age of 19 years. The majority of these vessels are

classed by Lloyd’s Register of Shipping and operate under UK (MCA) flag state rules.

Many of the vessels are restricted as to their area of operation by the MCA though

some of them may be able to be changed on application and if the design and outfit

allows.

The principal operating areas are.

Shetland inter island services

Orkney inter island services

Clyde and Hebrides services

Mainland Scotland to the Northern Isles

Although a large number of the ferries were designed principally for the

requirements, and the restrictions, of the routes they operate on they can be broadly

categorised into the following types (See appendix 2-8).

Type A Small passenger only ferry

Type B Small single ramp ROPAX ferry

Type C Small double ended ROPAX ferry

Type D Medium ROPAX ferry

Type E Large ROPAX ferry

Type F Very large ROPAX ferry

Type G Very large RORO ferry

These categories are used throughout the report to make estimates on replacement

costs, operating costs, fuel consumptions and emissions etc. Within each type there

is a reasonable expectation that different ferries could be utilised on different routes

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though this is far from certain. It should be noted that many of the ports currently

used by the vessels have severe draft restrictions that obviously impact on the

vessels’ designs and hence efficiency.

The sizes of the vessel types are relative to each other and not to vessels operating

in other countries which may be much larger.

The term ROPAX refers to a vessel that carries passengers, passenger vehicles and

freight vehicles, RORO refers to a vessel that mainly carries freight vehicles though

may also carry a limited number of passengers.

Route requirements covers items such as speed (to meet a timetable), passenger

numbers, passenger vehicle numbers, freight vehicle numbers, on board facility

requirements, manoeuvrability requirements and any statutory requirements for the

area of operation.

Route restrictions cover items such as depth of water, length/breadth of piers and

slipways, arrangement of shore infrastructure, environmental conditions etc.

Another major design restriction is affordability both in capital, voyage and operating

costs therefore the vessels are designed to meet the route requirements, given the

route restrictions and financial constraints.

Designs are also influenced by possible or expected changes in route requirements

or route restrictions, e.g. the passenger number or freight vehicle number may

change radically over the vessel life, though this does at times result in compromise

design solutions.

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3 AFFORDABILITY

3.01 Cost basics

The cost of a vessel can basically be sub-divided into three areas

Operating costs (manning, repairs, maintenance, insurance, administration)

Voyage costs (fuel, port costs)

Capital costs (debt repayment, interest)

The greatest costs are associated with manning, fuel and capital.

For any given set of basic requirements for a vessel the capital cost may vary very

significantly dependant on several factors e.g.: -

Cost of raw materials.

Timing of purchase relative to shipping market cycle.

Country of build.

In addition the capital cost is subject to many other variables such as: -

Quality of equipment and materials used in the construction

Level of equipment redundancy

Enhancement of comfort levels

Enhancement of passenger facilities and services

Enhanced environmental protection

Enhanced automation

Energy consumption reduction measures.

All these variables are likely to increase the capital cost of a vessel but have the

effect of reducing operating and voyage costs or increasing revenue.

3.02 Cost examples for a Type E vessel

A decrease in annual maintenance costs of 5% brought about by installing

high quality equipment and materials on the vessel would result in a saving of

£0.9M on maintenance and repair costs over 30 years.

A vessel fitted with enhanced automation systems allowing a reduction of one

crew member would accrue a saving of £2.5M in operating costs over 30

years.

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A vessel with an overall reduction in energy consumption of 5% brought about

by outfitting the vessel with various energy consumption reduction measures

(e.g. low friction hull coatings, high efficiency propulsors, automatic control of

lighting, heating, ventilation and pumping systems, enhanced insulation etc.)

would save £2.5M over a 30 year life (at £0.35 pence/litre).

These changes would result in an estimated total savings in operational and voyage

costs of £5.9M over 30 years.

The Type E vessel, costing £35M, purchased with a loan at 5% interest over a thirty

year period would result in an initial capital and interest payment of £2.9M in year

one reducing to a final payment of £1.2M in year thirty; a total repayment of £61M.

If the capital costs of the vessel was increased by £2.0M to allow for the above

enhancements a total repayment of £64.5M an increase of £3.5M

These figures together give a net reduction of £2.4M over 30 years.

3.03 Manning costs

The number of crew employed on a vessel is dependent on many factors and the

cost of these crews is likely to be the largest individual cost of the vessel (e.g. Type E

vessel £75M over thirty years).

Numbers required to ensure the statutory working time regulations are

adhered to (hours of rest, hours of work)

Numbers required ensuring normal tasks carried out by crew members can

be undertaken.

Numbers required ensuring emergency tasks carried out by crew members

can be undertaken.

Company/Staff agreements

Level of service and facilities available to passengers

The design of vessels can influence the number of crew members required in a

variety of ways e.g. installing equipment or using materials that requires little or no

maintenance, installing automated equipment, arranging spaces that are easy to

clean and maintain, centralisation of passenger services (cafe, shops etc.), installing

safety equipment and arranging muster stations that require less supervision.

Although there is likely to be an increase in the capital cost for including these items

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there would be some reduction due to a decreased number of crew cabins required

on board as well as the reduction in manning costs.

3.04 Fuel costs

Fig 1 shows the relationship between the speed and fuel cost of a Type E vessel

operating for 10 hours. It can be seen that the fuel consumption and hence fuel cost

is very sensitive to speed. In this example a 0.5 knot reduction in speed from 16.0

knots to 15.5 knots would reduce the fuel cost by £1000 for a ten hour per day

operating period (at £0.35/litre), this equates to £365,000.00 over a year. (These

figures relate to using marine gas oil, the fuel used on the majority of Scottish

ferries).

Fig 1 Speed: Fuel cost (10 hour operating day)

The reduction in the required installed total propulsion power, for this 0.5 knot

reduction in speed, is 1200kW resulting in lighter, less expensive engines, auxiliaries,

shafting, propellers etc. giving not only a reduction in capital (-10% of machinery

costs) and maintenance costs but also a greater cargo carrying capacity (+10

tonnes).

When scheduling the vessels’ timetables the cost of fuel should be a significant factor

in the decision; over a nominal two hour passage for this Type E vessel the extra

journey time would be less than 5 minutes at this reduced speed (See annex 12 for

estimated typical Fuel consumption and emission levels).

£0

£1,000

£2,000

£3,000

£4,000

£5,000

£6,000

£7,000

13.00 14.00 15.00 16.00 17.00

Co

st (

£)

Speed (knots)

Speed: Fuel Cost

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4 ENVIRONMENTAL EMISSIONS

4.01 CO2

There is an exact correlation between fuel consumed (kilowatts generated) and

emissions of the greenhouse gas CO2. (Approximately 650 grams for every kilowatt

hour for a typical marine diesel engine).

Fig 2 shows the relationship between CO2 emissions and vessel speed for a type E

vessel operating for 10 hours.

Fig 2 Speed: CO2 Emissions (10 hour operating day)

At 16 knots the engines would produce 36 tonnes of CO2 per day reducing to 28

tonnes at 15.5 knots, an 8 tonne reduction per day.

Over a full operating year 2920 tonnes less CO2 would be produced equating to a

22% reduction at the reduced speed.

4.02 NOX

There is a similar relationship between NOX emissions and fuel consumed (kilowatts

generated) though this is also affected by engine types i.e. more modern engines will

generally release less NOX

0

10

20

30

40

50

60

13.00 14.00 15.00 16.00 17.00

CO

2 E

mis

sio

ns

(to

nn

es)

Speed (knots)

Speed: CO2

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Fig 3 Speed: NOX emissions (10 hour operating day)

A reduction in speed of 0.5 knots from 16 knots to 15.5 knots would reduce

emissions by 0.18 tonnes per day; 65 tonnes annually. NOX emissions are

responsible for acid rain, damaging eco systems, corrosion of building materials and

can affect human health particularly people suffering from asthma, emphysema and

bronchitis. The emissions can be reduced by various forms of engine technology

and also by flu gas treatment but the size of this equipment would make it difficult to

install on existing vessels.

4.03 SOX

SOX emissions are a result of the sulphur contained in petroleum fuels. These

emissions result in sulphuric acid producing acid rain, health problems and harming

plant material. The SOX emissions generated can be reduced by installing

scrubbers that pass the exhaust gas through sea water though again this equipment

is large and difficult to retrofit.

0.00

0.20

0.40

0.60

0.80

1.00

1.20

1.40

13.00 14.00 15.00 16.00 17.00

NO

X (

ton

ne

s)

Speed (knots)

Speed : NOX

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5 FUEL TYPES

Diesel engines are used throughout the Scottish ferry fleet and the predominant fuel

used is marine gas oil (MGO) which is widely available, is generally relatively low in

sulphur content and requires little if any conditioning prior to use. It is the most

expensive of the liquid petroleum products and is subject to the volatile price

fluctuations being experienced at present. The CO2 produced is related directly to

the quantity of fuel consumed whereas the NOX emissions are related to some

extent by the engine type and exhaust gas conditioning equipment installed. The

SOX emissions will be low due to low sulphur content of this fuel. It is easy to store

on board vessels and if a spill should occur causes the least pollution of the liquid

products generally in use.

A number of the larger vessels use intermediate fuel oil (IFO). IFO requires heating

before use and this necessitates installing additional equipment on the vessel. Low

sulphur IFO is available but at a price premium. In general the cost of IFO is 25%

less than that of MGO and hence a substantial voyage cost saving can be made.

Options for powering the ferries of the future are limited given the available

technology and infrastructure. Some of the possibilities are: -

Liquefied natural gas (LNG)

Biodiesel

Hybrid (electric)

Fuel cell

5.01 LNG

LNG is predominately methane gas that has been cooled to -160˚C and stored at

close to atmospheric pressure. It can be used in modified diesel engines and

produces a reduction in CO2 emissions and almost eliminates NOX and SOX. The

cost of LNG is generally lower than liquid petroleum fuels and world production is

increasing. The reduced emissions from LNG may, in the future, make this option a

good proposition but the capital cost of both the vessels and the shore infrastructure

will be high also bulk LNG is not available at the ports serving the Scottish ferry fleet

at present. There are technical issues to be overcome in the vessel designs but

Norway already has several LNG powered domestic passenger ferries operating

around their coastline.

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5.02 Biodiesel

Biodiesel is manufactured by transforming vegetable oils, used cooking oil or tallow

though in Scotland it is only produced using used cooking oil or tallow. There is the

potential to reduce the CO2 emissions but this is somewhat dependant on the

change of land use used to produce the oils. There is a decrease in SOX emissions

but an increase in NOX emissions though this could be contained using Selective

Catalytic Reduction technology. Biodiesel is usually blended with a high percentage

of petroleum fuel and can be used in unmodified diesel engines. Production levels of

biodiesel in Scotland would have to increase significantly if widespread use on ferries

was to be considered.

5.03 Hybrid

Hybrid power, similar to that being increasingly used on motor vehicles, is a strong

possibility. The vessels propulsors would be powered by a combination of diesel

engines and electric motors that are fed from batteries. The batteries could be

charged from a shore supply overnight thus reducing emissions from the vessels

engines. There is a lot of development work to be undertaken in the design of a

vessel of this type though a tug boat is already in service using this technology. It is

only suitable for a vessel using limited propulsion power e.g. a Type B or Type C.

Ship’s

Batteries

Hotel Load

M/G Set

No.1

M/G Set

No.2

Diesel

Engine

No1

Diesel

Engine

No.2

Propeller

No.1

Propeller

No.2Shore

Supply

Local Wind Turbine and

Power from renewable utility

(wind/hydro)

Clutch

Arrangement

Clutch

Arrangement

Fig 4 Hybrid Ferry – Simplified block diagram

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5.04 Fuel cell

Fuel cell technology is being developed for use on vessels for auxiliary power. In

principle, a fuel cell operates like a battery. Unlike a battery, a fuel cell does not run

down or require recharging. It will produce energy in the form of electricity and heat

as long as fuel is supplied. The fuel is hydrogen but this can be from any

hydrocarbon fuel e.g. natural gas. The process is a chemical reaction rather than

combustion and therefore emissions are much reduced. The size and weight of fuel

cells preclude these being used extensively on vessels in the immediate future.

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6 INVESTMENT PLANNING

A significant investment in new ferries will be required over the length of the Scottish

Government Ferries Review; to attempt an estimate of the investment required the

following assumptions were made: -

Ferries replacement was made after 30 years of operation (or later if the

vessel was already over 30 years old or sooner if the operator indicated this

was required)

The ferries were replaced on a like for like basis.

There was no allowance made for price inflation or deflation over the Scottish

Government Ferries Review period (in reality estimating vessel replacement

costs accurately is difficult due to the extremely cyclic nature of the

shipbuilding industry).

The estimated replacement costs and build period are as shown in the table

below.

Description Type Cost

(£M)

Build period

(years)

Small passenger only ferry A 0.25 1

Small single ramp ROPAX ferry B 5.0 1

Small double ended ROPAX ferry C 8.0 2

Medium ROPAX ferry D 15 2

Large ROPAX ferry E 35 2

Very large ROPAX ferry F 45 3

Very large RORO ferry G 30 3

The annual estimated costs are shown in annex 13 with the total for the Scottish

Government Ferries Review period being £604M and an average of £37.75M per

annum over the period (See annex 13 Capital costs).

Annex 14 shows that by slight adjustment of the order dates across the entire fleet of

vessels due for replacement, thus allowing for multiple orders of types of vessels,

there was a significant potential saving of £95M for the Scottish Government Ferries

Review period (See annex 14 Capital costs adjusted).

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The basis for the saving was based on the following assumptions

2 vessel order -15%

3 vessel order -20%

4 vessel order -25%

5 or more vessel order -30%

This gave an uneven spending profile but could be smoothed somewhat by adjusting

delivery dates.

7 ALTERNATIVE VESSEL TYPES

Vessel types X and Y are examples of vessels not much used around Scottish

waters. They are both designs that incorporate twin hulls that can have the

advantage of reducing the overall resistance and hence powering requirements than

that required for a vessel design, of similar carrying capacity, with a conventional hull.

An advantage of this type of design is the inherent stability these vessels can offer

but this can also lead to an uncomfortable ride in adverse weather conditions making

them unsuitable for certain routes subject to strong winds and high waves.

Although not of exactly similar carrying capacity a comparison can be made between

a Type D conventional hull vessel and a Type Y twin hull vessel. For a ten hour

operating day the reduction in fuel cost over a year would be in excess of £150,000

(20%) and an equivalent percentage reduction in emissions.

The Type X vessel has both a low operating and capital cost and would be suitable

for an inshore passenger only commuter route where car and freight capabilities are

not required or as a supplement to a ROPAX vessel.

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19

Annex 2 Type A – Small passenger only ferry

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Annex 3 Type B – Small single ramp ROPAX ferry

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Annex 4 Type C – Small double ended ROPAX ferry

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Annex 5 Type D – Medium ROPAX ferry

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Annex 6 Type E – Large ROPAX ferry

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Annex 7 Very large ROPAX ferry

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Annex 8 Type G – Very large RORO ferry

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Annex 9 Medium passenger only ferry

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Annex 10 Type Y – Large SWATH type ROPAX ferry

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Annex 11 Vessel profiles

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Annex 12 Vessel fuel consumption and emission levels

Vessel

Ty

pe

Ow

ner/

Op

era

tor

Pri

ncip

le r

ou

te

An

nu

al

ho

urs

An

nu

al

fue

l

(lit

res)

An

nu

al

CO

2

(to

nn

es

)

An

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NO

X

(to

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es

)

1 Argyle D CFL Wemyss Bay to Rothsay 3000 1,350,000 3589 83 2 Bute D CFL Wemyss Bay to Rothsay 3050 1,372,500 3649 85 3 Caledonian Isles E CFL Ardrossan to Brodick 3200 3,120,000 8294 192 4 Clansman E CFL Oban to Castlebay/Lochboisdale 4050 3,948,750 10497 244 5 Coruisk D CFL Mallaig to Armadale 2000 900,000 2392 56 6 Eigg B CFL Oban to Lismore 1550 127,875 340 8 7 Hebridean Isles E CFL Kennacraig to Islay 3100 3,022,500 8035 186 8 Hebrides E CFL Uig to Tarbet/Lochmaddy 3200 3,120,000 8294 192 9 Isle of Arran E CFL Kennacraig to Islay 2600 2,535,000 6739 156 10 Isle of Cumbrae C CFL Tarbet LF to Portavadie 2000 180,000 478 11 11 Isle of Lewis F CFL Ullapool to Stornoway 3250 5,890,625 15659 363 12 Isle of Mull E CFL Oban to Craignure 2900 2,827,500 7516 174 13 Loch Nevis D CFL Mallaig to Eigg/Muck/Rum/Canna 1800 810,000 2153 50 14 Loch Alainn C CFL Barra to Eriskay 1900 171,000 455 11 15 Loch Brusda C CFL Barra to Eriskay 800 72,000 191 4 16 Loch Buie C CFL Fionphort to Iona 1250 112,500 299 7 17 Loch Dunvegan C CFL Colintraive to Rhubodach 2100 189,000 502 12 18 Loch Fyne C CFL Fishnish to Lochaline 2000 180,000 478 11 19 Loch Linnhe C CFL Tobermory to Kilchoan 1950 175,500 467 11 20 Loch Portain C CFL Berneray to Leverburgh 1900 171,000 455 11 21 Loch Ranza C CFL Tayinloan to Gigha 1950 175,500 467 11 22 Loch Riddon C CFL Largs to Cumbrae 1400 126,000 335 8 23 Loch Shira C CFL Largs to Cumbrae 2900 261,000 694 16 24 Loch Striven C CFL Sconser to Raasay 1450 130,500 347 8 25 Loch Tarbet C CFL Barra to Eriskay 2400 216,000 574 13 26 Lord of the Isles E CFL Oban to Castlebay/Lochboisdale 3250 3,168,750 8424 195 27 Raasay B CFL Tobermory to Kilchoan 400 33,000 88 2 28 Saturn D CFL Ardrossan to Brodick 1100 495,000 1316 31 29 Jupiter D CFL Gourock to Dunoon 3461 1,557,450 4140 96 32 Muirneag G CFL Ullapool to Stornoway 2000 1,650,000 4386 102 33 New Advance A Atlantic Ferries (Shetland) Walls to Foula 500 22,500 60 1 34 Seabus A Clyde Marine Services (SPT) Gourock to Kilcreggan/Helensburgh 2000 90,000 239 6 35 Camusnagaul Ferry A Crannog Concept Camusnagaul to Fort William 1400 63,000 167 4 36 Drimin Community Ferry A SoMTG /Ardnamurchan charters Laga Bay to Tobermory/Drimin 500 22,500 60 1 37 Corran C Highland Council Nether Lochaber to Fort William 1500 90,000 239 6 39 Gylen Lady A Kerrera Ferry Kerrera to Gallanach Road 700 31,500 84 2 40 Hamnavoe F RBS/Northlink Stromness to Scrabster 3000 5,437,500 14455 335 41 Hjaltland F RBS/Northlink Lerwick to Kirkwall/Aberdeen 4350 9,461,250 25151 583 42 Hrossey F RBS/Northlink Lerwick to Kirkwall/Aberdeen 4350 9,461,250 25151 583 43 Hascosay G Northlink Lerwick to Kirkwall/Aberdeen 4250 5,259,375 13981 324 44 Clare G Express Shipping of Denmark Lerwick to Kirkwall/Aberdeen 4250 5,259,375 13981 324 45 Earl Sigurd D Orkney Ferries Outer North Isles Service 3000 1,350,000 3589 83 46 Earl Thorfinn D Orkney Ferries Outer North Isles 3000 1,350,000 3589 83 47 Eynhallow B Orkney Ferries Inner Isles-Rousay, Egilsay & Wyre 2100 173,250 461 11 48 Graemsay B Orkney Ferries South Isles - Graemsay & North of Hoy 2100 173,250 461 11 49 Shapinsay B Orkney Ferries Inner Isles - Shapinsay 2000 165,000 439 10 50 Varagen D Orkney Ferries Outer North Isles 3000 1,350,000 3589 83 51 Golden Mariana A Orkney Ferries Westray & Papa Westray Inter-Island 1900 85,500 227 5 52 Hoy Head C Orkney Ferries South Isles - Graemsay & North of Hoy 2500 225,000 598 14 54 Bigga C Shetland Bluemull 1800 162,000 431 10 55 Daggri D Shetland Yell 1500 2,925,000 7776 180 56 Fivla B Shetland Bressay 500 41,250 110 3 57 Good Shepherd IV A Shetland Fair Isle 600 27,000 72 2 58 Leirna C Shetland Bressay 500 45,000 120 3 60 Dagalien D Shetland Yell 1500 675,000 1794 42 61 Filla B Shetland Skerries 1500 123,750 329 8 62 Geira C Shetland Bluemull 1800 162,000 431 10 63 Hendra C Shetland Whalsay 2100 189,000 502 12 64 Snolda B Shetland Papa Stour 550 45,375 121 3 65 Linga C Shetland Whalsay 2100 189,000 502 12 66 Ellenbeich - Easdale A Argyle & Bute Council Seil & Luing, Easdale & Seil, Port Appin & Point Lismore 1500 16,875 45 1 67 Eilean Dhiura B Argyle & Bute Council Port Askaig - Feolin 1100 90,750 241 6 68 Belnahua A Argyle & Bute Council Between Seil and Luing 1000 11,250 30 1 69 Lismore A Argyle & Bute Council Between Port Appin and Lismore Point 1500 16,875 45 1 70 Renfrew Rose B SPT Renfrew - Yoker 1000 82,500 219 5 71 Yoker Swan B SPT Renfrew - Yoker 1000 82,500 219 5

83,044,325 220759 5121

30

Annex 13 Vessel capital costs

31

Annex 14 Vessel capital costs adjusted