highlands and islands air transport survey report - sra.scot · adt h&i working group highlands...

ADT H&I Working Group

Highlands and Islands Air Transport Survey


Report

Prof Sarah Skerratt (Scotland’s Rural College) and

Fiona Thompson (Scottish Rural Action)

January 2019



Contents 1. Introduction to the Report ................................................................................................................ 3

1.1. Background to the research ....................................................................................................... 3

1.2. Approach to the research .......................................................................................................... 3

2. Response to the Highlands and Islands Survey ................................................................................. 4

2.1. Number, geographical distribution and characteristics of respondents .................................... 4

2.2. Survey respondents’ flying patterns .......................................................................................... 9

2.3. Beneficial outcomes associated with air transport: individual and community ....................... 11

2.4. Disadvantages from lack of access to air transport .................................................................. 15

2.4.1. Disadvantages to individuals ............................................................................................. 15

2.4.2. Disadvantages to community or local area ....................................................................... 17

2.5. What specifically would you like to do differently in terms of air transport? .......................... 22

2.5.1. What would you like to do differently? ............................................................................. 22

2.5.2. What needs to change in order for you to do things differently? ..................................... 23

2.6. Single message to the Scottish Government about air transport in the Highlands and Islands 25

Appendix 1: Survey ............................................................................................................................. 29



1. Introduction to the Report

1.1. Background to the research The online survey and report was commissioned by the Scottish Government to support the work of

their Air Departure Tax (ADT) Highlands and Islands Working Group1 which was established in May

2018. The overall aim of the online survey was to: “gather new evidence from people living and

working in the Highlands and Islands, who use air transport for business, leisure or both.” The survey

would bring lived experience of air travel from individuals and communities across the Highlands and

Islands. The objectives were to investigate:

1. How people use air transport to and from the Highlands and Islands

2. How important air transport is

3. Views on what could be done differently

1.2. Approach to the research Format, promotion and timing: The survey was administered online. There was recognition that an

online approach could limit the breadth of respondents, so the survey was heavily promoted

through multiple offline and online networks, including: Scottish Rural Action; Scottish Rural

Network; ADT Working Group members; and SRUC’s rural networks. The survey was open for four

weeks (10th September to 8th October 2018).

Survey Themes: the full survey is available in Appendix 1. In summary, there were four Sections,

with a total of 25 questions:

1. Please tell us about your air transport use at the moment

2. How important is air transport to you?

3. What would you rather do differently in terms of air transport?

4. A bit about you (location, age etc.)

Data analysis: the quantitative data were exported from Survey Monkey to Excel, allowing the

creation of descriptive statistics of the survey sample and responses to closed questions. The

qualitative data from the open-ended questions were subject to an iterative process of Thematic

Analysis, whereby emerging sub-themes under each question are identified, together with any

consistencies or inconsistencies within those sub-themes. This allows for the richness of data to

come through, and for extra light to be shed on the quantitative data.

Report-writing: the report brings together the quantitative and qualitative data into a number of

themes. The purpose of the report is to describe the findings, not to distil any specific

recommendations from the evidence base, since this new data forms only one part of the evidence

being drawn on by the Working Group. However, one of the survey questions was: “What single

message do you want to give to the Scottish Government about air transport in the Highlands and

Islands?”, thereby giving those with lived experience the opportunity to make their

recommendations.

1 https://www.gov.scot/groups/adt-highlands-and-islands-working-group/

https://www.gov.scot/groups/adt-highlands-and-islands-working-group/



2. Response to the Highlands and Islands Survey

2.1. Number, geographical distribution and characteristics of respondents A total of 1460 people responded to the survey. The geographical distribution of survey

respondents is shown in Figures 1, 2 and 3 (below):



Figure 1: Survey Responses – Final Distribution

Figure 2: Number of responses per postcode district.



Figure 3: Percentage distribution of survey respondents within the Highlands and Islands

The survey also asked respondents to identify their closest airport, with the results being as follows:

Figure 4: Survey respondents’ closest airports (% of responses)

We also asked respondents for the gender to which they most closely related, their age and their

employment status. The results are show below (Figures 5, 6 and 7).

0.00%5.00%

10.00%15.00%20.00%25.00%30.00%35.00%40.00%45.00%

Which part of the Highlands and Islands do you live in?

Responses

0.00%5.00%

10.00%15.00%20.00%25.00%30.00%35.00%40.00%45.00%

Which is your closest airport? (tick one)

Responses



Figure 5:

Gender of survey respondents

Figure 6: Age distribution of survey respondents

0.00%

5.00%

10.00%

15.00%

20.00%

25.00%

16-25 26-34 35-44 45-54 55-64 65-74 75+ Prefer notto answer

Which age bracket you are in? (Years)

0.00%

20.00%

40.00%

60.00%

80.00%

To which gender identity do you most closely relate? (please tick one)

Responses



Figure 7: Employment status of survey respondents

0.00%

10.00%

20.00%

30.00%

40.00%

50.00%

60.00%

What is your current employment status?



2.2. Survey respondents’ flying patterns The purpose of air transport is shown in Figure 8 (below). The open-ended questions allowed us to

unpack the “other” category, with the main themes emerging as: attending health appointments

and maintaining family connections (e.g. sons/daughters away at university).

Figure 8: Purpose of survey respondents’ air transport

The frequency with which survey respondents used air travel was also sub-divided into

business/leisure/other (Figure 9), with almost 50% stating that they travel for leisure every 2-3

months, with almost 30% travelling for leisure once per year.

Business Leisure Other

0

1

2

3

4

5

6

What do you use air transport for? (0=never and 10=very frequently)

Weighted Average



Figure 9: Percentages of respondents reporting travel frequency

In responding to a separate question, 60% said that they fly more frequently than in 2013, with 35%

saying they did not fly more frequently. Those who answered that they fly more frequently than five

years ago were then asked the main reasons for this change. The first main theme is one of change

in people’s family, personal and/or business circumstances:

Family needs have changed: son/daughter at school or university or job on mainland; family

caring needs, including ageing parents; family have moved away/south; new grandchildren

in south; visiting the children who have grown up and moved to other parts of world;

Change in personal circumstances: more disposable income (e.g. as children have left home);

retired now so more time; able to take more holidays, so connecting to more long-haul

flights plus taking more short leisure trips; busier so need faster travel; disabled so flying

easier than driving long distances; no longer able to drive long distances; a need for

increased hospital appointments due to a range of medical reasons/conditions; moved to

highland/island location and it is essential for life and business and to stay connected;

Business needs increased due to: change of business role/responsibilities/job; Head Office

has moved meaning more travel; increased business activity; growth and geographical

spread of client base.

The second theme relating to increased air travel focuses on the characteristics of air travel itself.

Several respondents mentioned that the Air Discount Scheme (ADS) has enabled them to increase

their air travel in the past five years. In addition, respondents compared air travel with other

options, stating that: ferry times are not suitable for needs; air travel is the only time-efficient

option; and alternatives are too slow, particularly when travelling with (small) children.

0.00%

10.00%

20.00%

30.00%

40.00%

50.00%

60.00%

How often do you use air transport to and from the Highlands and Islands? (tick for

each)

Responses



The key types of routes shown are shown in Figure 10, with the highest percentage being flights

within mainland Scotland.

Figure 10: Respondents’ routes that they fly the most

2.3. Beneficial outcomes associated with air transport: individual and

community Respondents were asked to tick three specified categories of responses reflecting what air transport

“enabled” for them (Figure 11). Almost 90% highlight social aspects, with almost half noting business

and health activities. In the “other” category, respondents specified these activities: charitable trust

meetings; overseeing property (including holiday homes) elsewhere in UK; overseas holidays;

attending university, training courses and CPD; competing in sporting events at national and

international levels; theatre and concert breaks; shopping trips; following football; caring

responsibilities e.g. babysitting, elderly or ill relatives; coming home from work at weekends.

Direct flight tomainland

Direct flightwithin

mainlandScotland

Direct flightwithin

mainalnd UK

Connectingflight to

internationaldestination

Other (pleasespecify)

0.00%

5.00%

10.00%

15.00%

20.00%

25.00%

30.00%

35.00%

40.00%

45.00%

What route(s) do you fly the most? (tick one)

Responses



Figure 11: Air transport as an enabler at the level of the individual

These elements are also reflected in the responses to the open-ended question concerning the

beneficial outcomes at community level: Thinking about your community or local area, what

benefits does air transport currently bring? The responses are grouped under a number of themes

which emerged through the analysis, and are now briefly presented.

For those who did perceive benefits for their locality or community, these could be subdivided into

four main categories:

1. Business, employment, commuting, careers – all supported by air travel: Air travel allows

remoter rural areas to be places where “business can be done” with air travel being seen as a

“massive part of business life”:

A repeated theme is the fact that air travel enables face-to-face meetings to take place,

which in turn enables more to be achieved (compared with email, letters, Skype or face-

timing). It enables local businesses to connect with others elsewhere in Scotland and the

UK, establishing new relationships as well as strengthening existing ones. Air travel also

allows people to commute to work, particularly those working offshore (oil industry,

merchant navy etc.). It supports more agile work patterns, meaning more people can

still live in remote areas and work in their desired career. It is also a gateway for career

opportunities - being able to travel quickly and efficiently between larger cities where

there are more opportunities is seen as critical.

As well as enabling workers to connect outside of their locale, air travel is a magnet to

new businesses and investment into remoter rural areas – plus bringing in tourists,

business travellers and specialist workers. It makes the area more attractive to inward

investors, brings jobs, since businesses do not invest in areas with poor transport

infrastructure. It encourages new business and enables professionals to visit.

Socially e.g. seefriends/family,

other

Health (e.g.hospital

appointments,specialist medical

care, other)

Business (e.g. myown business, as anemployee going tomeetings, other)


0.00%10.00%20.00%30.00%40.00%50.00%60.00%70.00%80.00%90.00%

100.00%

What does air transport enable you to do as an individual? (Tick all that apply)

Responses



It lessens the sense of business isolation, which is beneficial for the local, regional and

national economy. It reduces a sense of vulnerability, of being “at the end of every

supply chain”. It creates an ability to be “on a par with southern competition”, with

international connections and prominence.

There is an increased likelihood of attracting and retaining students, young people and

workers from other parts of the UK/Europe/world and being able to promote the

Highlands and Islands as a viable place to study and work. In the long term this can

benefit economic stability and demographic challenges.

Providing employment on the island to manage the airport and support services. Hotels,

local bus and taxi companies and tourist attractions benefit from the additional visitors

to the area.

2. Connectivity and connectedness through air travel: As with business, this is a two-fold

connection: from the locality outwards, and bringing connections inwards. These are for social,

health and business reasons – being able to connect with the rest of the UK: “a lifeline connection

with the south”, making life more possible and also desirable for others if it is known that it is

possible to travel easily and quickly to other parts of Scotland for health or business reasons, or to

visit family and friends:

“Inside-Out”: Maintaining essential family connections over long distances. Maintaining

work relationships and professional knowledge. Keeps social networks alive – makes

remote communities part of the “bigger world”. Reduces isolation and population

decline. Enables people to remain living in, or move to, a beautiful rural location. Allows

people to visit cities to see gigs, rugby and football matches. Allows rapid access out in

emergency.

“Outside-in”: Allowing tourists to visit and boost local economies; makes remote rural

“more accessible to the rest of the world”; brings the rest of the UK/Scotland/world to

the Highlands and Islands - otherwise the local area is perceived as inaccessible. The

frequency of air service allows outside professionals to visit. This impacts on the local

population in many ways, including: Health - Access to specialists at Hospital locally;

Business - incoming specialists for local events; Business - enabling partners / suppliers /

customers to meet with local businesses which has a completely different effect to

meeting "down south". Provision of teaching services from itinerant teachers, provision

of other services such as podiatrist, provision of tutors for adult education.

3. Time-critical transport enabled by air travel: again, this is described as access out and access in:

Access out: fast access for hospital services; quicker access to medical services further afield. Literally

a lifeline in terms of healthcare as it allows diagnosis/treatment much faster. Hospital appointments

can be done in one day hence less expense and time away from work. It allows people to get down

to meetings or courses without adding on full day’s worth of travel on each end. When considering

Access in: quicker deliveries, particularly in bad weather. Daily newspapers arriving in a morning

rather than an evening, as well as timely parcels and post. Getting students back for family events

quickly e.g. funerals.

4. Health benefits of access to air travel: Three sub-themes emerged here: Accessing vital

healthcare is a recurring theme, thereby improving physical and mental wellbeing. The detrimental



effects of alternative journey-types on health and wellbeing (especially for the elderly and

particularly in poor winter weather) for medical appointments, on ferry and/or by train/road/bus.

Returning home quicker from hospital is also possible, as is visiting those receiving care whilst they

are away from family.

5. None or limited benefits: In spite of these benefits, there was a sizeable number of respondent

who, in answering this question, said there were no benefits. It is interesting, and important, that

respondents felt they could describe “no benefits” in response to this “positive” question, which

means these views must be particularly strongly held by those who responded. The main themes to

emerge were: distance to nearest airport (e.g. 85 miles; 3 hours and 2 ferries away); cost (cheaper to

fly from London to Canada than from Stornoway to Glasgow; paying nearly £300 for a flight to

another city in Scotland); and lack of facilities for those with physical disabilities. Some of these

disadvantages are reflected in the subsequent sections of the report, particularly around cost of

flights.



2.4. Disadvantages from lack of access to air transport Respondents were asked to consider how they as individuals, and their communities, would be

disadvantaged if they did not have access to air transport. It is important to note that, whilst this

might be considered an extreme situation, i.e. “no access to air transport”, it was important to

propose this scenario in order for respondents to consider the impact that air travel has on their

daily lives – both positive and negative. The usefulness of these findings is that we now have insights

into the ways in which air travel is embedded into people’s day to day experience – across health

and wellbeing, education, arts and culture, business, as well as their concerns for the in/out

migration, isolation and future sustainability of their communities. Their responses are now

summarised, with any pertinent differences (between individual and community) highlighted.

2.4.1. Disadvantages to individuals

Firstly, respondents were asked about disadvantages in a multiple choice way, with three (plus

“other”) options. Figure 12 shows the results, with 80% saying they would be disadvantaged socially,

half the respondents saying health-wise, and just over 40% saying they would be disadvantaged in a

business-sense:

Figure 12: Disadvantages to the individual associated with a lack of access to air transport

The qualitative findings throw more light on these figures. People were categorical in their

statements; that is, they were clear and direct, with no ambiguity. For example, air transport

determines, for many, where they can live. Without it, respondents said “I could not live in the

Highlands”; “I would not live on the islands”; “I would have to live elsewhere due to limited job

availability”. More specifically, people pointed to a range of disadvantages, many of which are again

stated in unequivocal language.

1. Negative impact on health and wellbeing: Respondents report a lack of health services, where

they already feel disadvantaged by postcode, and that this would be further exacerbated by lack

of air transport, which itself also relates to postcode – so it becomes a double disadvantage

Socially (e.g. to seefriends and family)

Health (hospitalappointments,

specialist medicalcare)

Business (my ownbusiness, going to

meetings as anemployee)


0.00%10.00%20.00%30.00%40.00%50.00%60.00%70.00%80.00%90.00%

In what ways, if any, would you be disadvantaged as an individual if you did not have access to air transport? (please tick all

that apply)

Responses



simply due to geographical location. The majority emphasised that they would simply be unable

to take up necessary medical appointments, because:

Decisions over accepting treatment would have to be weighed up against the logistical

challenges of travel accommodation etc.;

Longer travel (boat, train, car) would necessitate the added costs of staying overnight,

and in some cases childcare costs, which would be prohibitive for many;

Longer travel would mean appointments which would require too much time off work;

Impossible to make appointments on time due to longer journey times.

2. Impact on education and culture: Lack of access to air transport would give an overall sense of a

lack of integration within mainstream education and culture, and an inability to contribute. This

would be experienced, for example, through: educational options for sons or daughters being

severely limited; greatly reduced access to wider cultural/leisure opportunities, including being

unable to attend national competitions; and constrained opportunities to fulfil volunteer roles in

national charitable organisations, e.g. as a trustee.

3. Impact on local businesses: this would play out in a number of key ways, mostly relating to the

time required to achieve outcomes currently achieved by air travel. Firstly, staff would not

attend businesses meetings, national/international conferences, making them “out of touch”

and reducing their business opportunities. They would make fewer trips than are actually

needed for the sustainability of their business. Secondly, staff would have to be away longer,

and/or have to spend money on overnight accommodation, on business trips that would

otherwise be completed in one day by air travel – both of these impacting on the business.

Thirdly, there would be impact on home life due to longer hours spent travelling. Fourthly, fewer

tourists visiting the locality, affecting tourist providers. Finally, this combination of factors would

mean that local businesses would become unsustainable and would face closure, for example:

“Our office, which employs 30 people in the north of Scotland, would have to close.”

4. Time-critical nature of travel: this would be experienced in two main ways. Firstly, it would not be possible for people to accept short-notice work. Secondly, without air transport it would become impossible to respond to emergencies (including family emergencies when a family member is ill or dying, as well as health emergencies) and/or have rapid access to services.

5. Length of time taken to travel by other means: this relates to the previous point, is a recurring

theme and exacerbates the experience of distance for people in the Highlands and Islands.

Without air travel, fundamentally, the multiplier is significant, e.g. 2 days instead of one hour; 8

hours instead of 35 minutes. This means that, for annual leave, more time would need to be

taken simply to cover the travel time to/from the mainland/major airport, or if that is not

possible, then the holiday itself is shorter; plus short (e.g. weekend) breaks to see friends or

family would be impossible. This would lead to fewer holidays abroad, due to not being able to

connect with international flights so easily, thus reducing travel options from the Highlands and

Islands. Secondly, people would be away from their family for longer and experience loss of

family time, when travelling for work. Thirdly, overnight stays become necessary for day

appointments or meetings, using additional time and money. In short, flights “make work/family

life possible” for many in the Highlands and Islands.



6. Impact on employment: air travel enables people to live in the Highlands and Islands to

continue their employment, e.g. in the oil and gas industry, enabling participation in crew

changes and training courses. This would be impossible without air transport. Secondly,

businesses are able to meet the needs of clients who are distant from their Highlands and

Islands locality (e.g. in the south of England).

7. Impact on links with family and friends: respondents were direct about the impact of lack of

access to air transport. Phrases such as “I’d never see my son” and “I wouldn’t see family; I

would be afraid”, were common. Contact and interaction would be severely limited, with people

in the Highlands and Islands unable to visit family, and those living away unable to visit their

family within the Highlands and Islands. This could and would lead to an increase in social

isolation, particularly for those visiting and caring for elderly family. Respondents also took the

opportunity to point out that the “Unaccompanied minor service” is no longer available, and this

has “caused distress”.

2.4.2. Disadvantages to community or local area

When “scaling-up” from the individual to the community or local area level, we note the recurrence

of some themes and the emergence of new themes. Health, Business, Education and time taken to

use alternative transport come through again as critically important. Also emerging are concerns

around impact on: tourism, arts and culture; and particularly outmigration/in-migration and

isolation. All these themes will now be explored, with the “repeated” themes (i.e. those appearing at

both individual and community levels) taken first.

1. Health concerns: a key issue is the community loss of medical care, specialist care, and lack of

access to emergency facilities, particularly the air ambulance, as “the road journey is unsuitable”.

There are similar concerns over a lack of air-enabled maternity services. Timeliness and rapidity of

appointments, and therefore being diagnosed, is also seen as a troubling loss, with worries over a

rise in mortality. For example:

“Cancer patients would be marooned as there is only an occasional visit by oncologist”.

“No visiting Consultants at the hospital - so no orthopaedic clinics, no rheumatology clinics,

no mental health clinics, no ophthalmic clinics etc.”

Secondly, the distances to travel via road, rail and ferry, to medical appointments, particularly for

chronic conditions, is a strong concern, meaning services being 110 miles away or two nights away.

Thirdly, there are concerns about the community care of those who either are not in their own

community OR are in their home community and need air transport to take them to their regular

appointments. The following two quotes illustrate this theme:

“Inability to look after those receiving healthcare not available at local healthcare facilities.”

“Members of community are able to retain homes on the islands, surrounded by a strong network of family and friends, whilst travelling to the mainland for healthcare appointments. Were that air travel not available to them, they would have to sacrifice their health, either by not attending specialist appointments or by moving away from their familiar network of kin to live on the mainland which would be detrimental to their health in other ways.”



Finally, a lack of access to air transport would lead to a further recruitment and retention challenge

for medical facilities and practices in the Highlands and Islands. Respondents highlighted that “many

professionals commute to the area weekly”, and therefore there would be a real challenge in

providing the “necessary services to care for and treat the residents”.

2. Business and employment impacts in the local area: three sub-themes emerge.

Firstly, without air transport, there will be significant challenges in attracting employers and

employees to the area/region, since without good infrastructure, the area would not be attractive to

businesses. Potential relocating employees and business owners would also realise that it would be

harder to visit friends and family from the remote rural location; as one respondent states: “How

can we attract people into a community which is entirely cut off? Air transport needs to be increased

as it makes living here more desirable, otherwise people would be disadvantaged”. Respondents see

a future of less business start-ups, a spiral of reduced investment, reduced employment, with

businesses relocating away from the area and less workers coming in for day working. Local areas

would be seen as “a backwater”, with professionals reluctant to take up posts. There is a sense that

this would lead to areas being cut off economically, leading to a scenario where there would be: “a

collapse in house prices, a lack of employment opportunities particularly for young people and a

general view that this area is not an efficient place to do business leading to a lack of investment in

the local community.” This would lead to general community decline and deprivation, coupled with

job losses.

Secondly, businesses within the local community would find it much more difficult to compete in the

wider marketplace. They would lose ability to travel south for business meetings, it would be harder

for businesses to attend trade fairs and demonstrate/showcase their products, with much fewer

opportunities for business links, and greater inefficiencies for business. Businesses would be in a

worse position to compete with those who operate on the mainland and are able to meet and

network in a face-to-face capacity regularly. There would be a greater reliance on e-communication

and video-conferencing, but to enable this, such facilities would have to improve.

Thirdly, there would be no possibility for many to live and work from the local area of the Highlands

and Islands, particularly as air transport is an essential service for oil workers commuting to their

jobs. Many employees and businesses would have to move back to mainland UK. Career

opportunities would also be significantly and negatively affected.

3. Education: Firstly, schools, teachers and children would suffer. This is because it would be more

difficult to move teachers over to remoter islands to teach for the day (ferries are often cancelled).

Teachers could then not be sourced to come to these locations. Teachers would also miss out on

training courses and other opportunities which are not offered in the Highlands and Islands, such as

Teachers’ SQA Courses. Without air travel, it would take teachers two days rather than one, resulting

in “pupils in the north not having the same access to information as pupils in the rest of Scotland.”

Secondly, school children and their families would suffer: primary school children would miss out on

time at home (at moment they fly to/from school); and secondary school children would have a

longer journey home and less time at weekends with their families, potentially becoming stranded at

their hostel during poor weather.



4. Challenges associated with alternatives: Survey respondents were asked whether there are other

means of transport for the journeys they currently take by air. Figure 13 shows that just over 80%

answered yes to this question. However, as the qualitative responses show, this does not necessarily

mean that there is a preference for taking journeys by such alternative means.

Figure 13: Other means of transport rather than air travel

Firstly, the key issue with the alternatives to air travel is the extended length of journey time –

typically by a combination of car, ferry, train and/or bus - particularly in adverse weather conditions

when journeys can also become unreliable, delayed or dangerous. For many, journeys are more than

seven times longer, and they are: “unable to travel anywhere in a restricted time period as public

transport takes a ridiculous time to reach central belt”. For businesses, their goods and services are

significantly slower by road and rail.

Secondly, there is a particular theme around ferry travel and the challenges this presents for

meetings and appointments, whereby: “Our air service regularly fills in for missed boats during

winter months, allowing people to depart to visit sick relatives, or attend family funerals, have

babies and attend short-notice hospital appointments.” Further points include that, in severe

weather, ferries are more likely to be subject to cancellations, sometimes for long periods (and for

longer periods than for air travel), such that in winter they become less of an option for key

appointments. Ferries also require refit, also leading to cancellations and rescheduling. Seasonality is

also a challenge in summer, when the overnight ferry’s limited cabins and car spaces are fully

booked by tourists, meaning there is no space for local island residents. Also, seasickness is a

problem for many seeking to travel the 14-hour overnight ferry journey.

5. Tourism, arts and culture: the main concerns relate to not being able to pull in tourists or

performing talent, due to poor transport infrastructure, meaning business and culture suffer. Firstly

then, there is a concern that lack of air transport will lead to remote rural places being less

accessible, with a lack of visitors leading to loss in local employment, resulting in trade/local

Yes No Other (please specify)

0.00%

10.00%

20.00%

30.00%

40.00%

50.00%

60.00%

70.00%

80.00%

90.00%

Are there any other means of transport for the journeys that you make by air transport?

Responses



businesses suffering. Visitors will spend more time travelling to/from the rural locations, rather than

being in those locations, and there is a fear of a “fundamentally negative impact on communities

dependent on tourism. The tourist industry benefits greatly from flights being available and you

would see a dramatic reduction in this if this service was lost”. The second theme focuses on the

inability to run “big ticket” events. This is due to those musicians who visit festivals being less likely

to come because the visiting performers would not be able to get to the remoter locations, plus the

added days travelling via road and sea would put them off. In addition, those planning Science

Festivals, Church Festivals, Folk Festivals etc. would have reduced access to the wider industry, and

individuals within it: “We may not be able to attract high profile artists, or be part of a wider touring

circuit”.

6. Outmigration/in-migration: this is one of two themes described for communities that is distinct

from the disadvantages expressed for individuals. Air transport is described as “the biggest lifeline

we have”. Without access to it: “the population would start to decrease rapidly as many people

would not be able to cope with the reduced ability to stay in touch with people and services on the

mainland”. This population decline would be through:

Reduced population retention and greater out-migration, particularly “the forced relocation

of young people away from the community”, because “they cannot easily do the things they

want to do”; this would lead to a loss of community talent;

Lower in-migration and fewer new residents due to: the Highlands and Islands becoming less

attractive as places to live and work; talent attraction being very difficult; people will be put

off if access to the islands is only by ferry.

This combination would in turn mean a reduction in services, since they would be harder to

maintain, so a circle of decline would follow: “It would set the community back in time 50 years.

Provisions, jobs, access to the wider Scottish and international community would be severely

impaired.”

8. Isolation: this is the second of two themes described for communities that is distinct from the

disadvantages expressed for individuals. Once again, respondents state that air travel is a

“lifeline not a luxury”, with many implications. Firstly, there is a sense of personal isolation,

particularly for those who are on their own, “with a resultant decrease in mental health and

wellbeing”. People would feel “more and more remote”, and lack of access to air travel would

“further isolate a community that relies on this means of transport for many basic interactions”.

Individuals and communities are already cut off and more isolated, when: ferries are cancelled

due to adverse weather; when roads become unreliable; when roads are closed due to an

accident or weather, and there is no alternative route; transport options are severely limited

within and off the islands. Secondly, there is isolation from the mainstream, with limited access

to the “outside world” – Scottish cities, the rest of Scotland and UK and the world, with the

knowledge that people would be missing out on “a lot of opportunities and services that are not

available in out remote location”:

“Again the feeling and reality that we are not part of the bigger picture - that the

world goes on without us. Being able to travel easily by air to major travel hubs

makes us part of the bigger world and not something we look at from a distance.”



This is significant, since there is a concern that otherwise, areas of the Highlands and Islands would be “written off” as areas that did not want to progress by maintaining their vital communication link. In addition, many companies and businesses would see these regions as being too isolated.



2.5. What specifically would you like to do differently in terms of air

transport? Respondents listed a number of changes they wished to make; however, they also made clear the

conditions that would need to be put in place before they could make those changes. These findings

echo the quantitative responses which are also shown below.

2.5.1. What would you like to do differently?

More than 80% of respondents indicated that they would like to fly more often:

Figure 14: Percentage of respondents who indicated they wished to fly more often

If respondents answered yes to this question, they were then asked why. Responses to this question

can be grouped into the following sub-themes:

Benefit from the ease and efficiency compared with alternatives: time-efficient, fast; quicker

and cheaper than using roads; roads can be dangerous; stress free; convenient for connecting

flights (compared with bus/train);

Connect with the world: to see arts, culture, city life; see more places; cultural events;

educational trips for the children; creates more opportunities from an isolated area; city

breaks for weekends and day trips; be able to join competitions at national and international

levels, i.e. at higher levels; accomplish more in life; to increase education; overcome loneliness

and isolation; options to fly north (e.g. Norway, Iceland) – not always have to go through UK;

Benefit businesses: to develop and expand businesses; to be able to meet future corporate

customers face-to-face; to take products to trade shows.

Yes No Other (please specify)

0.00%

10.00%

20.00%

30.00%

40.00%

50.00%

60.00%

70.00%

80.00%

90.00%

100.00%

Would you like to fly more often than you do at the moment?

Responses



Connect with people: see friends and family far more frequently; spend more time with loved

ones rather than travelling to/from them; visit family who are living internationally; would

enable distant family to come back and visit more regularly in Highlands and Islands;

Enhance medical care: for hospital appointments, rather than long uncomfortable journeys;

2.5.2. What needs to change in order for you to do things differently?

However, when asked what stops them from flying more often (note: respondents were given the

option to say they did not wish to fly more often), the following responses were selected (Figure 15),

with price being the most often-cited issue, by almost 80% of respondents:

Figure 15: Reasons for not flying more than they do at the moment

The reasons given by those who answered “other” can be grouped as follows:

Environmental awareness: “carbon-guilt”;

Personal circumstances: available finance; limited time to escape; limited physical mobility;

Conditions of flying:

o costs of tickets: particularly post-monopoly; “astronomical” costs of flying,

particularly for simply flying to the mainland (e.g. 35-minute flight is often at least

£144); ADS does not really reduce airline’s own prices; costs for families are

prohibitive; pricing structure that penalises those who book closer to the travel time

through no fault of their own; cannot use ADS for business;

o poor reliability: regular cancellations and delays creating an unreliable service for

business and connections; not possible to book inter-island flights online, with an

airline said to be implementing restrictions on the ADS and limited seats; planes full

in tourist season – insufficient capacity; block-booking of seats by council;

Price Number ofroutes

Frequency ofroutes

Distance tolocal airports

I do not wishto fly morethan I do atthe moment

Other(pleasespecify)

0.00%

10.00%

20.00%

30.00%

40.00%

50.00%

60.00%

70.00%

80.00%

90.00%

What stops you from flying more often than you do at the moment?

Responses



o timing of flights: not convenient for business or on-going connections (e.g. single

outward flight to Edinburgh or Glasgow in middle of day) and often then require

expensive overnight stays; poor winter timetables.

Costs associated with/additional to the flight ticket: distance to airports; car parking costs at

local airports; overnight stays due to poor timetabling.

The following qualitative responses are consistent with the above findings. Survey respondents

outlined a number of changes that would increase their frequency of flying; these are now briefly

summarised.

1. The cost of flights must be reduced and be made more competitive. Even with Air Discount

Scheme (ADS), ticket prices remain absolutely prohibitive for many, particularly families. Multiple

examples were given by respondents of the comparison between flying from remote Scotland to a

mainland Scotland/England airport, and then on to an international airport. Examples included:

Manchester to Florida costs less than Kirkwall to Manchester; return flights between Edinburgh and

Bangkok £408 each, whereas return flights between Sumburgh and Edinburgh £410 each. Further,

the cost for children and teenagers is almost as expensive as an adult ticket, with suggestions for

family cards (like Family Railcards) plus extension of the friends and family discount scheme (like

Northlink) – including for those living on the mainland coming back to family members in remoter

rural areas or on the islands. Suggestions were made that:

ADS is needed for health board appointments;

Make flights more affordable for poorer families; price set more affordable for all;

Bring back competition between airlines, since there is now a monopoly and that is

not good for pricing and experience;

Offer ADS to direct family members if a person lives in the Highlands and Islands; to

reduce isolation and loneliness;

Open-return tickets at non-prohibitive prices if visiting sick relatives. Open-return

tickets for students coming home to visit family;

Offer Unaccompanied Minor flights again.

2. Pricing should be transparent, fair and not penalise who have to make their travel arrangements at the last minute: there is great concern at the variability of prices, which directly disadvantage those in a rural and island context, and that there is no monitoring of these prices and their discriminatory effect (by geography or income). The following suggestions for change were made by multiple respondents:

Each flight, to a particular airport, should cost the same. Why does it cost £100 more depending on the time of day, or when booking it one week in advance instead of one month in advance?

There should be different fare structures e.g. standby fares rather than half-empty planes.

Introduce a very last-minute discount scheme when flights are not full. i.e. the opposite of what exists at the moment, where prices increase dramatically the closer you are to the departure date. Not appropriate in an island or remote rural setting. One example (of many):

o “I remember booking a flight to Aberdeen. Flight was £92 return in December because I had booked it months in advance. The girl across from us had to go



and visit her dad in hospital and had only booked her flight a week before leaving, she paid £258 return. Same seat, same service.”

3. The number and location of direct routes should be increased. Examples include: Sandy to Kirkwall; Kirkwall to Edinburgh (increase number); Oban to Belfast; and inter-island flights (especially for medical appointments). There should also be direct flights to London or Manchester each week; plus direct flights to: Bristol, Exeter, Birmingham, Southampton and Luton. Direct flights to Amsterdam need to operate, as this “opens up the world”, plus more direct routes north to Scandinavia, Iceland, Faroes, other Scottish Islands. 4. Reliability of flights should be increased. This includes reducing cancellations and changes in timings. This is particularly important for ensuring link-up with connecting flights. 5. There needs to be a change in timing of flights to allow for longer day trips. Respondents require earlier morning and later evening flights, to fit in with working day and/or medical appointments, and to reduce the need and cost of overnight stays. There is recognition that this may need investment in airport lighting, but it is viewed as necessary to increase options. Timing changes are also required that allow for weekend breaks away, to Edinburgh, Glasgow, London. (Late afternoon Friday OUT, late afternoon Sunday RETURN). Timings should also take into account the need for coordination of inter-island flights to stop the need for overnight stays. Timetables need to be better set up to allow links with inter-island ferries for the same reason. 6. Finally, there are further specific conditions of travel that would increase the frequency with which respondents would use air travel. These include:

Shorter check-in for internal flights;

Check-through hold luggage on all connections even for different carriers, with increased luggage allowance to match ongoing flights;

Remove airport car parking charges;

Improve public transport connections to airports;

Consider the specific needs of disabled passengers.

2.6. Single message to the Scottish Government about air transport in the

Highlands and Islands Respondents highlight a number of themes for the Scottish Government in relation to air transport;

these are now briefly outlined.

1. Although air transport “is a vital lifeline, not a luxury travel option”, it has not received the

additional investment over the past two to three decades to maintain its core function in the lives

of thousands of people and communities of the Highlands and Islands. Investment is required in

airports (including lighting to allow for early morning and later evening flights), planes (to reduce

breakdowns and delays), and integrated transport (ferries, buses, trains, planes). This investment is

particularly important given the given reduction in, and centralisation of, health and other services,

and therefore growing reliance on centralised specialists, with air transport becoming increasingly

vital to many remote and rural communities.

2. Air transport is essential to quality of life, and acts as an enabler in so many ways that are often

interconnected. Repeatedly, it is called a “lifeline”, “vital not a luxury”, for social and

economic/work/education/sport/cultural reasons, including in the areas of:



HEALTH: a medical lifeline to cities and specialists;

BUSINESS: enables professionals to carry out their work, otherwise they would have to

relocate; if not, people lose jobs from local communities , particularly if commutable

working is lost; opens individuals up to other career opportunities, otherwise facing limited

opportunities or unemployment locally;

INCLUSION IN MAINSTREAM SOCIETY AND CULTURE: supports excellence/those who have

excelled in education, sport, business, to be mobile and have same opportunities as those on

mainland;

POPULATION AND REPOPULATION: encourages more young people to come to, remain in,

or come back to, the Highlands and Islands; otherwise more people will move away and

communities will fail.

3. Air transport is proportionately more important in a rural setting. Population numbers may be

smaller than urban - but this compounds, rather than dilutes, the impact of air transport and any

changes. The lack/centralisation of services, coupled with significant road distances, are key points

that are consistently highlighted, as these quotes illustrate:

“In the Highlands and Islands north of Inverness (where there is still 125 miles more

mainland road), we are increasingly experiencing more centralised healthcare (e.g. 100 to

200-mile road trips to Raigmore, Aberdeen, Central Belt), therefore there is greater (and

growing) necessity of direct, affordable air transport to central locations”;

“Other parts of infrastructure are weak in Highlands and Islands, with less reliable road/rail

transport, so air travel is proportionately more significant; roads are in poor condition and

often not fit for purpose/long journeys, so air travel is a necessity not a luxury”.

4. Ticket pricing is high, prohibitive for many, and has a significant negative impact for individuals

and communities: this has already been noted by respondents elsewhere in the survey. However,

respondents clearly feel this so strongly that they are taking the opportunity to restate this issue

here too. Sub-themes to emerge are:

9. The need for reduced prices on flexible, last-minute bookings. The cost is, for example, £50 two

months in advance; then two to three times that within one week of booking. Given air

transport is a necessity not a luxury, “not everyone knows three months in advance that they

need to travel” and must not be penalised for needing to make last-minute plans.

10. There must be reduction in prices for:

shorter routes e.g. Wick to Aberdeen, Wick to Inverness;

family travel, otherwise families are forced to use alternatives, including spending five-plus

hours in a car, with many respondents describing the added time a family has to travel by

alternative means, simply due to the cost barrier: “it can easily cost double the onward

journey just to get to the mainland”;

local families, to allow for children and grandchildren to return to the Highlands and Islands

for visits, with listed friends/family to benefit from the Air Discount Scheme;

locals, through significant subsidy, in order to make it more accessible to people price-wise;

prices must differentiate between offshore workers and locals on rural wages.

A key request is for a review of pricing structures, with many giving examples of the comparative

expense of flying from their local airport to a mainland Scotland airport (e.g. Orkney to Aberdeen),



compared with then flying from mainland Scotland to mainland Europe. There is a need to monitor

what airlines charge, otherwise the ADS (which is is crucial/vital/essential /precious/appreciated ) is

being undermined. For example:

£567 for 2 adult returns to Glasgow from Kirkwall for March 2019 including ADS.

Dearer because extra luggage allowance for onward long haul flight.

Kirkwall to Edinburgh on 21/9 at a cost of £367.66; Kirkwall to Glasgow on 5/10 at a

price of £274.06.

Respondents are greatly concerned that “there is only one airline flying in and out of many rural

communities in Scotland”, with individuals having no choice but to pay what is being charged, even

when “near-empty” planes are flying back and forth. The argument is that if flight prices were far

more reasonable, then the flights would be full, both ways, thus making the whole system more

economical and equitable.

Finally, and related to ticket prices, there is much outrage at the introduction of car parking charges

at local airports, where “connection by car is only feasible option for the vast majority of rural

populations (buses don’t exist/integrate with flights)”.

5. Equity and inclusivity issues: there are three sub-themes to emerge here.

Geographical equity: respondents re-emphasise that air transport is “essential to live a

‘normal’ life, to do the things that people take for granted in other parts of Scotland”.

Respondents are arguing against “discrimination according to postcode” or geography, and

for “services that others in Scotland enjoy”. As one respondent states:

o “The Highlands and Islands are an important and integral part of Scotland, with the

Islands (Scotland ) Act 2018 aiming to ensure these communities are considered in

all proposed legislation and policies. Air transport to the Highlands and Islands is a

vital aspect of provision that must be considered and planned to maximise

opportunities for all in these parts of Scotland.”

Inclusion of those on low incomes: Air transport must be affordable for all sections of the

community, particularly those on lower incomes, e.g. apprentices;

Inclusion of those with disabilities:

o disabled people should be put first in all thinking, services, policies, procedures, etc.

and then there will be universal coverage for everyone; there should be ramps

instead of narrow steps for those with limited mobility - otherwise there is the use

of ambulift with fire service needing to operate it;

6. Connects and addresses isolation: this continues the previous theme, with respondents wanting

to underline the social inclusion and wellbeing outcomes of air transport, particularly in a time of

service reduction and centralisation. Air transport “helps prevent isolation”, is “important to

physical and psychological wellbeing of Highlands and Islands residents”, and reduces the sense of

feeling “stranded and alone at times of need”. As stated elsewhere by respondents, air transport is a

“source of connection to the rest of the world”, and keeps people in remote rural areas “in touching

distance” of major Scottish and international destinations. Further, it emphasises that the Highlands

and Islands “is not a backwater but a viable place to live and work”. For some, the experience of

remote rural living is tough, with air transport once again providing that lifeline:

“I would like them to understand the hardship of the island, no jobs, low pay, hence

men/women need to go to the mainland to work. It’s cheaper to go abroad from the



mainland than it is for island folk to get to the mainland. We live in times of change but we

feel we are going backwards instead of forwards… There are no shops which mean we need

to be going to the mainland more often.”

7. Investment that air transport then generates: this connectivity is also critically important in the

sense of bringing people, by air, out to remote rural locations. Respondents emphasise that air

transport “brings new business and prosperity to the area; allows businesses to grow without being

disadvantaged”. Given this, there must be investment in airports, planes and routes, “otherwise

businesses won’t invest in the area”. Investment generates economic growth and will lead to further

inward investment, will provide direct and indirect jobs (including “commutable options”), bring

tourism to the area, and ultimately “keeps us on the economic map”. Respondents wish to stress

how air transport contributes to the “viability of rural Scotland as an attractive place to live and

work, particularly the islands’ sustainability”.

8. Improve reliability, routes and frequency: for these aspirations of connectivity, inclusion,

regeneration and being “on the map” to be fully realised, reliability must be increased, because “lack

of reliability forces people to use other means of transport (cars, buses, trains)”. Cancellation rates

must be reduced, as these also discourage use. Respondents also restated their need for a wider

choice of flights to enable connections to on-going flights including to other UK cities, an increase in

direct routes (rather than always having to change at Inverness/Glasgow) to major cities including

London, more morning and evening flights to increase mobility and reduce need for expensive

overnight stays, and more Saturday flights (e.g. Wick/Edinburgh).



Appendix 1: Survey

Have Your Say on air transport in the Highlands and Islands

This survey is designed for those living and working in the Highlands and Islands, who use air transport for business, leisure or both. The survey’s main themes are:

How you currently use air transport

How important air transport is to you

What you would like to do differently or be different. The Scottish Government wants to find what you think and has launched this survey to gather new evidence from people living and working in the Highlands and Islands. The survey is running for 4 weeks, from Monday 10

th September at 12 noon to 8

th October at 12 noon.

Everything you tell us will be treated in a way that cannot be traced back to you as an individual. So although we ask for the region you live in, and the first part of your postcode, this is just to get an idea of the spread of survey respondents. We cannot trace back your responses to where you live. Plus when we pull all the answers together to analyse what people have told us, it’s not possible for us to link anyone’s answers back to them – it’s all anonymous. Your responses will help to shape the Scottish Government’s thinking around Highland and Island air transport. Make sure you Have Your Say and please tell others about this survey!

Thank you for taking the time to tell us what you think.

Section 1: Please tell us about your air transport use at the moment

1.1. What do you use air transport for? [CLICK ON SLIDING SCALE FOR EACH]

BUSINESS (Use a scale: 0 = NEVER; 10 = VERY FREQUENTLY)

LEISURE (Use a scale: 0 = NEVER; 10 = VERY FREQUENTLY)

OTHER (Specify plus use a scale: 0 = NEVER; 10 = VERY FREQUENTLY)

1.2. How often do you use air transport? [TICK FOR EACH]

BUSINESS (daily, once or twice a week, once or twice a month, every 2-3 months, once a

year, never)

LEISURE (daily, once or twice a week, once or twice a month, every 2-3 months, once a

year, never)

OTHER (daily, once or twice a week, once or twice a month, every 2-3 months, once a year,

never)



1.3. Which is your closest airport? [TICK ONE]

Barra Benbecula Campbeltown Inverness Islay Kirkwall Stornoway Sumburgh Tiree Wick Other: please give airport name

1.4. Which route do you fly the MOST? [TICK ONE]

DIRECT FLIGHT TO MAINLAND

DIRECT FLIGHT WITHIN MAINLAND SCOTLAND

DIRECT FLIGHT WITHIN MAINLAND UK

CONNECTING FLIGHT TO INTERNATIONAL DESTINATION

OTHER (describe):

1.5. Looking back 5 years to 2013, do you fly more now compared with back then?

[TICK YES, NO or OTHER; if YES, tick an option]

YES

NO

OTHER (describe)

1.5.1. If YES, what are the main reasons for this?

CHEAPER

MORE ROUTES

OTHER (describe)

1.6. Are there any alternative means of transport for the journeys that you make by air

transport? [TICK YES, NO or OTHER; if OTHER, describe]

YES

NO



1.6.1. If YES: How does it compare as a substitute (e.g. easier, more direct, faster) –

please describe the alternative and how it compares with air flight

Section 2: How important is air transport to YOU?

2.1. What does air transport enable you to do as an individual? [Tick responses under

each category, plus OTHER]

SOCIALLY (e.g. see friends; see family; OTHER)

HEALTH (e.g. hospital appointments; specialist medical appointments; OTHER)

BUSINESS (e.g. for my own business; as an employee going to meetings; OTHER)

OTHER (describe)

2.2. Could you achieve these things without air transport? [Select plus explain]

YES – please explain

NO – please explain

OTHER – please explain

2.3. In what ways, if any, would you be disadvantaged as an individual if you did not

have access to air transport? Please be as specific as possible: [Tick responses under

each category, plus OTHER]

SOCIALLY (e.g. see friends; see family)

HEALTH (e.g. hospital appointments; specialist medical appointments)

BUSINESS (e.g. for my own business; as an employee going to meetings)

OTHER (describe)

2.4. Thinking of your community or local area, what benefits does air transport

currently bring? Please be as specific as possible: [OPEN-ENDED]



2.5. In what ways, if any, would your community or local area be disadvantaged if you

did not have access to air transport? Please be as specific as possible: [OPEN-

ENDED]

Section 3: What would you like to do differently in terms of air

transport?

3.1. Would you like to fly more than you do at the moment? [TICK YES, NO or OTHER;

if OTHER, describe; IF YES, WHY?]

YES

NO

OTHER (describe)

If YES: why is that?

3.2. What stops you from flying more than you do at the moment? [TICK ALL THAT

APPLY, PLUS USE OTHER IF REQUIRED]

PRICE

NUMBER OF ROUTES

FREQUENCY OF ROUTES

DISTANCE TO LOCAL AIRPORTS

OTHER (explain)

I DO NOT WISH TO FLY MORE THAN I DO AT THE MOMENT

3.4. Please tell us any other specific thing that you would like to do differently in

terms of air transport: [OPEN-ENDED]

3.5. What single message do you want to give to the Scottish Government about air

transport in the Highlands and Islands? [OPEN-ENDED]



Section 5: A bit about you

5.1. Which part of the Highlands and Islands do you live in? [TICK ONE]

Argyll and Bute Caithness, Sutherland and Ross Inverness and Nairn Moray Na h-Eileanan an Iar Orkney Shetland Skye, Lochaber and Badenoch

5.2. Please tell us the first part of your postcode? (e.g. KW15)

5.3. Please can you tell me which age bracket you are in? [please tick one]

Age bracket Please tick one

16-25

26-34

35-44

45-54

55-64

65-74

75+

prefer not to answer

5.4. To which gender identity do you most closely relate [please tick one]:

Gender identity Please tick one

Male

Female

transgender female

transgender male

gender variant/non-conforming

not listed [specify]

prefer not to answer

5.5. What is your current employment status [please tick one]:

Employment status Please tick one

Employed full time

Employed part time

Unemployed and currently looking for work

Unemployed and not currently looking for work

Student

Retired

Homemaker



Self-employed

Unable to work

5.5.1. If you are employed/self-employed (paid/voluntary), please can you tell us the

nature of your work? [please tick primary and/or secondary employment]

Job type Primary Secondary

Education

Health and social work

Local Government

Third sector/charities

Agriculture, forestry and fishing

Tourism (attractions, activities)

Accommodation and food services

Mining, energy and water supply

Manufacturing

Construction

Wholesale, retail and repair of motor vehicles

Transport and storage

Information and communication

Financial and insurance activities

Real estate activities

Professional scientific and technical activities

Administrative and support services

Public admin and defence; social security

Other [describe]

5.6. FINALLY: Your survey response is confidential and cannot be traced back to you.

HOWEVER, if you would be willing to be contacted with follow-up questions, please

supply a contact email address. Your email address will be stored separately from your

survey response.

EMAIL ADDRESS:

highlands and islands air transport survey report - sra.scot · adt h&i working group highlands...

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