SINCE 2000, several groups in Kintyre and Mid-Argyll have campaigned for a restart to the vehicle ferry link with Northern Ireland, on an all-year basis.

Despite elected representatives, both local and national, having expressed their continuing support, it has failed to materialise.

In reply to letters sent to Alex Salmond and Nicola Sturgeon last year, an official of the Scottish Government's ferries unit, cited "the dramatic reduction in public spending imposed on Scotland by the UK Government".

Michael Russell, in reply to a similar letter, stated that the Northern Ireland Executive "remain unwilling to contribute the resources required". The letter from the ferries unit also referred to "ongoing investment" and in particular to the Kintyre Express ferry, and the pilot service between Campbeltown and Ardrossan.

Regrettably, there has been no evidence of any noticeable number of tourists reaching this part of Kintyre by these services. The benefit to accommodation providers and retailers over the three years (1997-8-9) during which the summer car ferry service operated, was unmistakable.

A further letter to Ms Sturgeon, post-referendum, brought a similar reply from the ferries unit as I had received to the first.

It has long been recognised that a direct vehicle ferry link between Campbeltown and Ballycastle would benefit a wide area on both sides of the Irish Sea. New businesses, whether to service tourist needs, or taking advantage of a new opportunity, will help to reverse the current depopulation trend.

It has been claimed that the new Forth Road Crossing is due to be completed under budgeted cost, with a saving of some £50m. A small proportion of this saving would be sufficient to provide the necessary subsidy for the re-establishment of a vehicle ferry service between Kintyre and Northern Ireland

The pledge given by the SNP in 2007 to restart the Campbeltown/Ballycastle ferry service was unequivocal. Largely dependent on tourism, a vehicle ferry link between Northern Ireland and Kintyre was seen as "a vital component of future success" for these areas. The press release at that time recognized that Kintyre and related areas had been "badly let down in the past". It was further stressed that the SNP "keep their promises".

With the prospect of new and increased powers for the Scottish Government, this is an opportune time to press for the ferry's reinstatement. Both terminal ports have the appropriate facilities. There can be no justification for further delay in honouring the pledge given in 2007.

Ian Y Macintyre,

Caladh, Harbour Street, Tarbert, Argyll.

THE astute observations in a recent letter from Nigel Macleod of Clynder about the Arran ferry (January 7) barely scratch the surface of a number of real, complex and inter-related issues which face the people of the islnad

The underlying causes: the operating structure of the ferry company and the way in which the Arran community are represented in communicating with them; the reliability of the service, and now the consequences of the introduction of RET (Road Equivalent Tariff). The three Rs: Representation, Reliability and RET.

Representation: The operating structure of the related subsidised "companies" is not conducive to good communication through the quagmire of management structures and committees. In brief, Transport Scotland, authorised by Holyrood, set up CMAL (the asset holders) which in turn lets the operation of the service to Caledonian Ferries Ltd. (CFL but better known as Cal Mac). Resolving the Arran problem is clearly not high on anyone's agenda and attempts at representation are bogged down with no progress being made and no sign of any political will from Holyrood or Westminster to improve that. It's a bourach.

Reliability: The Arran service operates, as it has done for more than 50 years between Ardrossan and Brodick and has, at least in theory, a designated port of refuge at Gourock. The MVs Isle of Arran (1982) and Caledonian Isles (1993) were both purpose-built for this route. However, whereas in the past diversions to Gourock were, in the event of bad weather quite normal, they are now virtually unheard of - cancellations being preferred. CMAL owns Gourock, so with a Government underspend of £444m financing improvements there should not be a problem. CMAL, however, does not own Ardrossan, the main cause for the unreliability of the service, but a solution has to be found with government finance, by whatever means, to improve Arran's connectivity. The current £18m Brodick pier project will resolve the problem of an ageing pier and ramp but without any certainty where the boat will sail to it looks like another half-baked project. "The least reliable ferry service on the Clyde" is not the greatest slogan for Arran tourism or to help reverse a declining island population.

RET: The recent fare-reducing, heavily subsidised, tourist-focused initiative has ironically created an unintended but totally predictable consequence - a perverse incentive for island residents to take advantage of the reduced fares to travel to the mainland for fuel (25p per litre cheaper) and supermarket shopping with huge savings. This is because RET does not apply to heavy haulage consequently there is no reduction in the islander's costs of essential domestic consumables, particularly food and road fuel. The long-term effect of this on island retailers and petrol stations may take five years to come to light. If it has the negative effect that some already predict it will be too late to reverse. Ironically, the ill conceived RET which was at least partly designed to protect the rural idyll by boosting its economy may in fact change it adversely beyond recognition.

Neil Arthur,

Broombrae,

Kilpatrick,

Isle of Arran.