Meeting of the Parliament

Meeting date: Tuesday, December 5, 2023

Official Report 953KB pdf

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Future Island and Rural Transport Infrastructure

The final item of business is a members’ business debate on motion S6M-11367, in the name of Beatrice Wishart, on future island and rural transport infrastructure. The debate will be concluded without any question being put.

Motion debated,

That the Parliament acknowledges what it sees as the importance of connectivity in Scotland’s rural and island areas; recognises Scotland’s net zero targets, which were voted for by the Parliament; notes the reportedly high output of carbon emissions from ferries serving Scotland’s islands; believes that reliable transport infrastructure is essential for local communities, providing social and cultural benefits, as well as underpinning local economies and tourism; notes the recommendation of the second Strategic Transport Projects Review (STPR2) to investigate potential fixed link connections, such as tunnels, along ferry routes on the Sound of Harris, the Sound of Barra, and between Mull and the Scottish mainland; further notes comments made by the then Cabinet Secretary for Net Zero, Energy and Transport, on 20 January 2022, that fixed links on these routes “could improve communities’ access to goods and services and make those islands more attractive for people to live and work in and visit” understands that tunnels to connect communities on the Shetland Islands were deemed out of scope of STPR2 by Transport Scotland; acknowledges the creation of Shetland’s grassroots tunnel action groups, made up of community members advocating the potential advantages of tunnels to connect the isles, and notes that some of these groups are crowdfunding for technical surveys; understands that there is support among stakeholders for opportunities to explore the benefits of short subsea tunnels in Shetland, and notes the calls for a fixed link to replace the ferry on the Corran Narrows.

17:02  

I thank those members who supported the motion to allow the debate to take place.

The debate is about future proofing transport connectivity for rural and island areas. We already know about the impacts of poor connectivity on women, fixed-income households and both older and younger people. Today, I call on the Scottish Government to listen to communities that feel that they would be better served by bridges or tunnels.

Members will not be surprised to hear that, in my contribution, I will focus on moving away from carbon-intensive, interisland ferries, in particular in Shetland. The tunnels debate is not new. In Shetland, however, it is currently set against the backdrop of an ageing ferry fleet with high carbon emissions, and a situation in which the recruitment and retention of ferry crews is difficult. All those issues are having an ever-increasing impact on the reliability of services.

There is proof of concept. More than a century ago, the short bridge between Muckle Roe and the Shetland mainland was seen as a means of reversing depopulation. The islands of Burra and Trondra were connected by bridges in the 1970s, and their populations have grown; Trondra’s population has increased eightfold from its lowest point, at just 17.

The issues of depopulation, the economy and social links are driving the campaign’s calls for short subsea tunnels. The economies of the islands are being stifled, and that, in turn, impacts on Shetland’s wider economic contribution to the national economy. Two ferries are needed to get to Unst, which is home to the new SaxaVord spaceport, in the most northerly location in the United Kingdom. The debate is of national strategic importance. The former First Minister agreed with that in December 2021, when she said:

“A development like that would be of strategic importance, as well as being important to the local community and economy.”—[Official Report, 23 December 2021; c 27.]

In Yell, a local haulier transports significant quantities of fish that are landed at Cullivoe pier, and salmon from the local processing factory. However, because of ferry delays out of Yell, there is a risk that they miss the onward ferry connection from Lerwick to Aberdeen, and the markets. Delays cost money for the haulier and for those exporting seafood.

With tunnel infrastructure, it is anticipated that social and cultural links would be enhanced, including better public transport, increased tourism opportunities and improved health and public services, not least emergency services provision.

However, there is a danger that some view discussions about interisland fixed-link connections purely through the lens of their benefiting only those people who live on those islands, rather than looking holistically at the benefits to Shetland, and ultimately to Scotland. If island communities are valued, they must be supported to reach their full potential. There is no shortage of potential in Shetland, from space, fishing and aquaculture to offshore and onshore energy in various forms.

In February 2022, my MP colleague Alistair Carmichael and I hosted an online public discussion about the prospect of short subsea tunnels in Shetland. We followed up that with our first “Tunnel Vision” event in summer 2022, with an islands tour, hosting discussions in community halls, to gauge the views from each island about the opportunities and challenges of tunnel connections. Community-led, grass-roots Unst and Yell tunnel action groups, known as UTAG and YTAG, were developed.

A further round of community engagement events this past summer saw the creation of a tunnel action group in Whalsay, which is the home of Shetland’s pelagic fleet, and where yesterday, one of its island ferries, the 41-year-old Hendra, broke down yet again.

UTAG and YTAG have been busy this last summer, crowdfunding for geotechnical investigations to complement the work that has already been done on the concept of tunnels.

I congratulate Beatrice Wishart on the work that she and Alistair Carmichael have been taking forward. The point that she makes about the community-led aspect of the campaign is vitally important. The message that I pick up from speaking to my constituents in Orkney, certainly among the younger population, is very much that the drive for those fixed links is coming, and that that is absolutely integral for retaining the population in our island communities in the future.

Liam McArthur makes some very good points, especially about the new generation.

A recent visit to the Faroe Islands from representatives of the TAGs culminated in a report, a copy of which was sent to the Cabinet Secretary for Transport, Net Zero and Just Transition. I, too, was able to visit the Faroe Islands earlier this summer. I met the Minister of Fisheries and Infrastructure, while Landsverk, the agency in the Faroe Islands that is responsible for the transportation network, took me through the newest tunnel network, which was then under construction.

When the network opens later this month, almost 90 per cent of the Faroese population will be connected by tunnels. I also saw the world’s first subsea roundabout, which was very impressive. A recent report relating to the potential construction of a further subsea tunnel in Faroe concluded that it was significantly more environmentally sustainable than ferries.

From our online meeting in February 2022 and the development of TAGs and their work for geophysical surveys, to Shetland Islands Council funding the development of the business case, Shetland PLC is working together to investigate whether tunnels can become a reality. That co-operation extends to Shetland’s engagement with both the Scottish and United Kingdom Governments.

Tunnels have an initial price tag, but they will pay off in the long term in comparison with several cycles of ferry replacements. However, it is not only Shetland that could benefit from fixed links.

My Highland councillor colleague Angus MacDonald has called for communities that are served by the Corran vehicle ferry to be connected with a fixed link. Earlier in the year, the ferry’s withdrawal for maintenance meant that those in the community faced a 42-mile road detour.

More than 100 years ago, the bridge to Muckle Roe was built to address depopulation. I urge Scotland’s Governments to emulate that foresight today. Investment now in sustainable transport infrastructure such as tunnels or bridges would serve communities for many decades to come, and would avoid providing replacement ferries with shorter lifespans. Vessels such as the 41-year old Hendra often continue in service well beyond their intended lifespan for the purposes of savings. Too often, those savings are short term and are wiped out by the eventual need to replace the asset.

There are some island communities that will, because of their geography, continue to need ferries. In replacing those vessels, we must avoid the Scottish Government’s west coast ferry fiasco from ever arising again or being replicated elsewhere in the country. Where communities make the case for tunnels, we should look beyond the next 20 years and invest in the future.

I agree with the sentiment that

“fixed links ... could improve communities’ access to goods and services and make ... islands more attractive for people to live and work in and visit.”—[Official Report, 20 January 2022; c 57.]

That is a sentiment that the former Cabinet Secretary for Net Zero, Energy and Transport expressed in the chamber in January 2022. However, political will and investment are crucial to ensure progress.

17:10  

First, I thank Beatrice Wishart and congratulate her on bringing the debate to the chamber. I know that she has a deep commitment to serving her island constituents.

I am grateful to speak on a matter of vital importance to Scotland, in particular for rural and coastal communities such as those that I represent in Banffshire and Buchan Coast. Although—I admit—we are not an island, there are threads of the same theme of connectivity running through. The coastal aspect of rural living adds an extra dimension, which raises issues that must receive proportional attention in Parliament.

Although we are here to acknowledge the significance of connectivity in Scotland’s rural and island areas, I also acknowledge the Parliament’s commitment to Scotland’s net zero targets, as it is essential that our actions align with those environmental aspirations.

The essence of my address today is the importance of local decision-making in infrastructure projects. Our rural and coastal communities, each with a unique set of needs and challenges, must have a say in the projects that directly impact their lives. Whether that involves implementing fixed links such as tunnels or enhancing other transport services, the voice of the local community is paramount. When local communities are at the forefront of such decisions, it not only ensures that the solutions are tailored to their needs, but instils a sense of ownership and commitment to the success of the projects.

Safety and economic vitality are at the heart of our concerns. Connectivity is not just a matter of convenience—it is a lifeline that supports local economies and tourism and ensures the safety of our residents.

In that context, I highlight the exemplary work—which I take any chance to plug—of the Campaign for North East Rail. As an ardent supporter of CNER, I have raised its work in the chamber previously, and I met the former Minister for Transport, Jenny Gilruth, to discuss the transformative impact of re-railing the north-east.

The Scottish Government’s allocation of funds from the just transition fund for CNER’s feasibility study marks a significant step forward. It awarded CNER £0.25 million pounds from the fund, and the feasibility study has made great leaps forward in the past few months, with the appointment of world-leading consultancy firms AECOM and Stantec to explore the possibility of passenger and freight services running north of Dyce and onwards to Peterhead and Fraserburgh for the first time in more than half a century.

My office’s recent conversation with Jordan Jack, the general secretary of CNER, highlighted the campaign’s focus on collaboration with local interest groups. That approach, which aligns with the former transport secretary’s advice, ensures that our efforts in improving transport infrastructure are inclusive and community driven.

Would the member also like to see the dualling of the A90 north of Ellon, up to places such as Peterhead and Fraserburgh?

That needs to come under part of another feasibility study. We need to start thinking outside the box and looking more towards rail. If the member meets CNER—I hope that he has done—and talks to the group about its future plans, he will know that we are talking about getting cars off the road and decarbonising. If we look towards electric rail for the future, that would be the best investment to make.

I am looking forward to the feasibility study that is due in spring 2024. It is eagerly anticipated, and I hope that it will play a crucial role in shaping our transport landscape.

The need for an integrated approach in transport that involves all modes, from ferries to rail, and that deeply engages with local communities cannot be overstated. The motion before us is about not just building tunnels or enhancing ferry services, but building a more connected, sustainable and inclusive Scotland. I know that our current Minister for Transport is dedicated to creating that Scotland, and I thank her for her communications and outreach with local projects in my constituency that I have raised with her.

As we consider the recommendations of the strategic transport projects review 2 as well as the aspirations of Shetland’s grass-roots tunnel action groups and initiatives such as the Campaign for North East Rail, we should remember that at the heart of those projects are the people whom they serve. Let us commit to a future in which every decision that is made is a step towards a safer, more prosperous and more connected Scotland for all.

17:14  

I thank Beatrice Wishart for securing today’s debate, which acknowledges the importance of connectivity in Scotland’s rural areas.

We all agree that reliable transport infrastructure is essential for local communities, economies and tourism. Karen Adam was right to mention Scotland’s net zero targets, because achieving those will depend on better transport services across the country.

The stark reality is that various aspects of Scottish life, particularly our economy, receive less attention in more rural areas. In Ayrshire, there is a pressing need for a much better transport network. Let us take the example of the A77, which serves as the main artery connecting the central belt to Northern Ireland, through the port at Cairnryan.

It is a vital route for businesses, haulage companies, commuters and farmers; it also brings tourists to the beautiful south-west corner of Scotland. That is why it is unbelievable that the average speed on such an important road is just 37.7 mph. The Government’s own “South West Scotland Transport Study” identified the A77 as the slowest A road in the country. It takes an average of 69 minutes to travel a 43-mile stretch.

Given that the United Kingdom Government is providing £8 million for a business plan to build up the case for bypassing Crocketford and Springholm on the A75, does she agree that the Scottish Government should step up to the mark and at least match fund the UK Government in its investment in the A77?

I absolutely agree with that, and I think that local communities would welcome any extra investment in their infrastructure.

Because the road is so slow, it is not safe; people take unnecessary risks. The number of accidents on the A77 is unacceptable. For years, we have been asking for the A77 to be fully dualled, which would stop many of those dangerous incidents and save lives. I have been speaking about this road since my maiden speech.

Small towns and rural areas are disadvantaged by the out-of-date infrastructure. The lack of investment limits job creation and holds back local businesses and the local economy. What incentive is there to start a business near the slowest A road in the country? What incentive is there for people to move to the area when it takes so long to get to work? Although we all aspire to meet net zero targets, the necessary actions, such as investing in our public transport services, are lagging behind.

Numerous towns in my area, such as Mauchline or Cumnock, could benefit from having a train station but there are currently no trains going south from Ayr, following a devastating fire next to Ayr station.

It has been almost three weeks since the First Minister assured me that I would be provided with a written update on the actions that the Scottish Government has taken on Ayr station, along with full details of its interactions with the local authority. I am still waiting for a response. This might not be an urgent situation for the SNP Government, but it is for the people of Ayrshire.

The closure of the station is having a detrimental impact on local businesses and the local economy. We need to get the trains up and running, which will have the added benefit of helping us to reach net zero. To help people to ditch their cars, we need to provide them with reliable alternative transport options.

Improving rural connectivity is a matter of urgent necessity for the wellbeing of our communities and the prosperity of our local businesses. The SNP Government must make that its priority. Otherwise, it will let down our rural communities and risk missing our net zero targets.

17:18  

I, too, congratulate Beatrice Wishart on bringing this matter to the chamber.

As the constituency MSP for Arran, Cumbrae and Holy Isle, I am all too aware of the specific challenges?that are related to?island connectivity. In the context of my Cunninghame North constituency, it has been a disappointing month in relation to connectivity: partners in the Ardrossan harbour project have further work to do after the plan to go out to tender was paused this summer due to the scope of the necessary works being expanded.

There are genuine concerns locally about delays to that project, which are due to increased costs and the refreshed business case. Arranachs and Ardrossanites wonder why the need for the extension of Winton pier and the Irish berth, which?ferries need?in winter weather?to manoeuvre out of the harbour, was not initially anticipated.

On a visit to Arran on 23 August, the First Minister gave assurances that Ardrossan will remain the main port for Arran once the improvements are complete. That was welcomed by people in?Arran and Ardrossan, who had previously expressed concerns?that the Arran ferry?might?move to Troon permanently.

The MV Glen Sannox?is now scheduled for?spring next year, with a view to its commencing service in the summer, to be followed soon after by the MV Glen Rosa. The motion refers to the?

“high output of carbon emissions from ferries serving Scotland’s islands”.

Both Glens will eventually have dual-fuel propulsion systems, using traditional marine diesel and liquefied natural gas, with the latter producing a smaller amount of exhaust pollutants and potentially 25 per cent less by way of greenhouse gases. However, we must ensure that the supply chain of LNG is resilient and is as environmentally friendly as possible.

The recommendation?of STPR2 to

“investigate potential fixed link connections, such as tunnels, along ferry routes on the Sound of Harris, the Sound of Barra, and between Mull and the Scottish mainland”

is one that I whole-heartedly support. Having visited the Faroe Islands in 2018, I am a big fan of the Faroese undersea tunnel network. The Faroese?used to cut?passages through their mountains?before building 21 undersea tunnels from the?early 1960s until now, which has revolutionised live and travel in the Faroe Islands. For example, the travel time between the capital Tórshavn and Runavík has fallen from an hour and 14 minutes to just 16 minutes. Such tunnels are good value for money, fully connecting communities throughout the Faroe archipelago and enabling them to thrive and grow. A?planned tunnel from the southernmost island of Suðuroy to the island of Sandoy of around 13 to 15 miles is estimated to cost around £390 million. Considering the price tag of the Queensferry crossing, which was a 10th of that length, or of new ferries, which have to be crewed and are impacted by the weather, tunnels can be cost effective. Of course, all UK procurement projects are much more expensive than those elsewhere in Europe, and that matter requires investigation.

Shipping is often a polluting form of transport, so subsea tunnels could contribute to reaching our net zero goals, although not all cars using the tunnels would be electric, and they would produce emissions. That is a matter that has to be assessed. Although it is less appropriate for the Clyde and the routes to Arran or the Cumbrae islands, I share the motion’s sentiment that subsea tunnels?in Scotland?should be explored for the Hebrides, Orkney and?Shetland,?where talks are reported to be at an advanced stage. I was pleased that a delegation of Scottish MPs, including Inverclyde MP Ronnie Cowan, travelled to the Faroe Islands on Friday to?engage with the nation that has led the world in undersea tunnelling. Of course, a Dunoon to Gourock tunnel could be a future possibility—and that is no doubt why Ronnie was there.

It is clear that our island constituents deserve transport infrastructure that is reliable and as resilient as possible. While that has not always been the case, I hope that the future looks brighter with the delivery of?low-emission?ferries as well as potential?fixed-link connections, ushering in a new era of prosperity for our island communities.

I again thank Beatrice Wishart for bringing this interesting motion to the chamber.

17:22  

I, too, congratulate Beatrice Wishart on securing the debate, which highlights the importance of connectivity, especially in our island communities.

Much has been said about the ferry fiasco in the Western Isles, but there are issues with an ageing fleet in Shetland, too. The council owns the ferry fleet, which is ageing and unreliable, and it needs to be renewed. However, because of funding commitments, that is not something that councils are able to do. Shetland Islands Council has been in talks with the Scottish Government, looking for assistance to renew its ferry fleet. Every time a ferry is renewed, however, there is a need to consider replacing it in the future. Is it better value for money to build tunnels and fixed links? That argument for tunnels and bridges instead of ferries to link communities has been coming from Shetland for decades. It is sad that communities are now crowdfunding to try to make that a reality, at a time when the Government should be listening.

Beatrice Wishart spoke about the Corran ferry and the length of time that it was off in the summer, which created a huge detour for communities, preventing people from crossing what is a very narrow strait and getting to Fort William much quicker. I totally agree that a fixed link should be considered there. Beatrice Wishart also talked about the benefits to communities of fixed links. We should consider how the Western Isles used European funding to build bridges and causeways: Harris and Scalpay were joined together; so were Berneray and North Uist, Benbecula and South Uist, South Uist and Eriskay, and Barra and Vatersay.

We saw an economic benefit as a result of that, and there was also a social benefit because people had much easier access to services. The links between Eriskay and Barra and between Berneray and Harris obviously need to be looked at for the future. Those islands are still served by ageing ferries but it would benefit them to have fixed links as well.

More controversial is having fixed links from island groups to the mainland. People are perhaps not so keen on that because they lose the benefits of island life. We look to Skye very often and we can see the huge economic benefit to Skye of having a bridge. However, people now see that its economy is overheating, with a lack of houses for young people and the like.

Therefore, we have to be careful and plan with local communities, listening to what they want and how we can fulfil their ambitions. Government must listen to those communities and make a strategic plan that fulfils their wishes and ambitions. Everyone knows that that cannot be done overnight but it will never be done if we do not start making a plan. Therefore, I urge the Government to look at the issue and start on a strategic plan immediately.

I call Jamie Halcro Johnston, who is joining us remotely.

17:26  

I congratulate Beatrice Wishart on lodging the motion and securing the debate. I apologise that I did not formally support the motion. It was merely an oversight and I put on record my support for the sentiments in it, because it is an important issue not just in Shetland but in island and other rural communities right across my Highlands and Islands region.

I also apologise that I am not able to be in the chamber to take part in the debate. I am having to take part remotely because my ferry yesterday was cancelled at the last minute due to technical issues. That was the ferry that was brought back into service to allow the MV Alfred to cover gaps in the CalMac Ferries fleet on the west coast. I have repeatedly warned of Orkney being impacted by the growing ferries crisis on the west coast and that kind of proves my point.

I will start by talking briefly about Shetland. During the summer I met the people who are campaigning for tunnels for their communities and with Shetland Island Council about its efforts. I have had countless approaches from local residents, businesses and other groups in Shetland making the case for fixed links. It is quite clear that tunnels or bridges should be considered when linking islands and other rural communities, as is the case in countries right across the world—yet they have not been given enough consideration by the Scottish National Party-led Government.

Although, as the motion states, fixed links have now been included in STPR2 in the Western Isles, Scotland continues to focus on replacement ferries where ferries are currently operating. That is despite there being examples of successful fixed links projects right across Scotland already. Yesterday, in my abortive attempt to cross the Pentland Firth by ferry, I headed across the Churchill barriers that link Orkney’s south isles. They were originally built to defend Scapa Flow against attacks during the war but they now provide a vital road link for the communities that they connect. There is also the Skye bridge, as previously mentioned, built under the Conservatives, which links Skye with the mainland of Scotland and has transformed connectivity for that island.

However, it is not just island communities that could benefit from fixed links. I have repeatedly raised the issue faced by local residents and businesses that rely on the Corran Narrows ferry link, which was mentioned earlier, and the damage that is being done to their communities with both the main ferry and the replacement boat being out of action for long periods, including at peak times over the summer. The Corran Narrows is a vital crossing, yet local people have suffered a year of disrupted services that has put real pressure on their communities. For some, it has put into question the very sustainability of the local area for the future—some people are already talking of packing up and moving elsewhere.

In the Chancellor’s autumn statement, the UK Government announced that £20 million-worth of funding could be made available for infrastructure improvements. Although that is welcome, it will not help with the immediate challenges being faced by local people. Local surveys have highlighted that many people within the local community want a fixed link, whether that is a bridge or a tunnel, and I would support that ambition. Looking longer term, a fixed link should be part of any consideration of how to deliver a Corran Narrows crossing for the future.

However, in the shorter term those local residents and businesses need a ferry service that they can rely on, and they need it now. Most people whom I spoke to in those communities when I was there in the summer do not care whether it is an electric ferry or another diesel ferry; they just need it to run when it is supposed to. Will the transport minister, either now or in her closing speech, advise what consideration, if any, the Scottish Government, in consultation with Highland Council, which operates the route, is giving to procuring or securing a diesel replacement vessel to strengthen resilience across the Corran Narrows?

I could speak for longer and in more detail about some of the other areas which could be included in such considerations, but this is a short, albeit welcome, debate. I hope, however, that it has highlighted to the transport minister and to her SNP and Green colleagues just how important those links are and just how devastating their loss can be to our local communities. Although she has only recently rejoined the Scottish Government, I hope that she will accept that her party’s record on supporting existing and delivering new lifeline links to our island and remote communities simply has not been anywhere near good enough.

17:30  

I, too, thank Beatrice Wishart for bringing the debate on island connectivity and fixed links to the chamber and framing it in the context of our climate ambitions. I also thank the Shetland grassroots tunnel action group for spurring on Beatrice Wishart to lodge the motion, because without them, I do not think that we would be here this evening. I am grateful to be able to speak on behalf of the communities that I represent in the Highlands and Islands.

Members have talked tonight about how Shetland has been making a noise about fixed links for some time, and as I was preparing for the debate, I remembered a Shetland newspaper article that revealed ambitious plans for a six-line, isles-wide underground rail network, with a fantastic image of the London underground imposed on Shetland. That was published on 1 April 2011. It was an April fool, but it was a tremendous provocation to having conversations about the importance of fixed links. Fixed links are transformative, as has already been described this evening. They bring economic and social benefits and, if they are part of a multimodal shift of transport, they can also bring environmental benefits.

As we heard from Kenneth Gibson, the story of the Faroe Islands is tremendous; I remember hearing about it and seeing it with my own eyes. One of the things that struck me about it was that the Faroese said that it was a democratic act and that they wanted to provide fixed links so that everyone could have access to the capital city. I was struck by that aspect of what they were trying to do there.

It is not just that people can access the city, but that the links allow far-flung communities in the Faroe Islands to survive and thrive. Instead of all the young people moving to the capital, Tórshavn, they can stay in the communities that they grew up in and thrive, because everyone is so close to the capital if they need to get there.

I thank the member for that intervention and for bringing that balance. He is absolutely right.

As we have heard, we already have fixed links in Scotland. The Churchill barriers, which were built in 1945, have been mentioned and they were transformative. It would, of course, be remiss of me not to mention the question of who looks after them. They were built a long time ago, and that seems to be a missing link in relation to those fixed links.

We have the Skye bridge. Rhoda Grant talked about the need for balance and whether we want to open up an island to that access. I think that it has brought a tremendous amount of benefit, but I would want to listen to the communities there.

The Eriskay causeway, which was opened in 2001, is smaller, but it has had no less of an impact. Again, it brings tremendous benefit to the communities there.

We have a duty to address rural and island population loss and rural and island connectivity is a big part of that. We must listen to islanders and rural communities.

The member is talking about listening to rural communities. Does she not think that we should listen to those who are demanding that the A9 be fully dualled?

We need to address the safety issues of the A9 right away. That is being tackled. Those are the things that we can do right now. I would also like much more work to be done on dualling the rail line between Inverness and Perth.

As I was saying, we have a duty to rural and island communities, and they must be listened to. That is reflected in the work of Transport Scotland. The second transport project review points out:

“The current ferry routes on the Sound of Harris, Sound of Barra and between Mull and the Scottish mainland face a number of issues and challenges. Replacing ferry services with fixed links (bridges, causeways and/ or tunnels) can improve reliability, connectivity, capacity and travel times and allow for the wider reconfiguration of ferry services.

STPR2 recommends that further work is undertaken on business cases to better understand the benefits, costs and challenges associated with these options.”

I align my thoughts with those of Beatrice Wishart and others who want the Shetland fixed links to be part of that process, along with the Corran Narrows link, as Jamie Halcro Johnston mentioned.

We must consider the context for all of that. We are in a cost of living crisis and are impacted by inflation. On both the committees that I sit on, I hear about the rising cost of construction and the lack of skilled workers that is often caused by Brexit. We will also have the next budget in a few weeks’ time. How are we to afford such initiatives? I wonder whether we could invite businesses—including those in the space, energy and salmon farming sectors—which will certainly benefit from those fixed links, to consider investing in them.

We all need to support fixed links. However, we must ensure that we are listening to the communities who are taking the lead, so that we get the right fixed links in the right places.

17:36  

It is a pleasure to take part in this debate and I congratulate Beatrice Wishart on securing it.

We have heard a range of positive speeches from around the country, particularly, and rightly, from the Highlands and Islands region that I am proud to represent.

This issue is critically important to our communities. We have heard about and know about the on-going issues in the Western Isles and the failure to build the ferries that were promised to those communities. Jamie Halcro Johnston spoke about the difficulties of living and working in our island communities. Ferry failures, whether they are due to weather or to maintenance and mechanical issues, have a direct impact on the daily lives of people who live and work in our island communities.

I was in Shetland earlier this year. At my surgeries on Mainland and out on the other islands, the issue came up time and again. I met the Unst and Yell tunnel action groups during one surgery and was proud to support the campaign and the work that they have done. They should be given credit in Parliament for everything that they have done and for the growing momentum. Just last year, the groups rightly criticised Transport Scotland for looking at fixed links elsewhere in Scotland but largely ignoring calls for work in Shetland. I was encouraged by the comments that were made by the new transport minister back in September, during her discussions in Shetland, when she said that there will now be more discussion of the subject. Rhoda Grant commented on that.

I commend the groups for the current online auction of 80 lots that have been donated by local businesses and supporters. That is commendable, and I wish the action groups every success, but it is disappointing that campaigners have to fundraise in that way for work that I believe should be done by the Scottish Government. The funds that are raised will help with work on geotechnical investigations and on social, economic and environmental impacts. That work is vital, but surely it should be done by the Scottish Government on behalf of our constituents in Shetland and the islands.

Kenny Gibson, Beatrice Wishart, Rhoda Grant and many others have spoken about the fact that, although building tunnels comes at a big initial cost, it will save taxpayers money in the long run. It will be a better way of moving people to, from and between islands. I believe that, in the long run, it will be a spend-to-save measure that the Scottish Government should take forward. We all need to get behind that work, so I have been encouraged by what I have heard so far.

We should also look at the impact that fixed links would have on encouraging people to move to our islands. It is difficult to get young people and families to move to our islands, and there is no doubt that the often, for various reasons, unreliable service from the ferries puts people off. Fixed links could revitalise some communities, which have so much to offer.

We should recognise the work that is done not just in Parliament but in the local council. When I was up in Shetland earlier this year, I found that the chief executive, the leader and the convener of Shetland Islands Council and the representatives on the transport committee are united on the matter. I hope that they are encouraged by what they hear in Parliament this evening.

As the debate is about connectivity in rural and island communities, I will speak for a moment about rural issues that do not relate to an island community. I come from Moray, which is a rural constituency in a rural part of Scotland. Connectivity issues are significant in Moray, in other parts of the Highlands and Islands and—as we have heard from Sharon Dowey and Finlay Carson—in other parts of Scotland. We rightly have a lot of debates in the Parliament about the A9, so it would be interesting if the minister would take the opportunity tonight to say when the A9 will be fully dualled. We have also had a commitment and promises made to fully dual the A96, which goes through Moray. Fergus Ewing rightly calls for a Nairn bypass, but what about bypasses for Elgin and Keith?

We need those vital infrastructure upgrades. Constituents and business in Moray have been calling for them for many years, and we need that connectivity to open up further opportunities in Moray. The pledge was made by the SNP many years ago, and I do not want to see it backsliding on it just because the Greens are in government. The SNP made that promise and must deliver it, as the people and businesses of Moray expect it to do.

17:41  

I, too, thank Beatrice Wishart for securing this debate on the role that transport plays in connecting and sustaining all our island and rural communities across Scotland. Ms Wishart has regularly raised the potential for fixed links to play a part in future thinking and in future-proofing connectivity for the isles that she represents. As she knows, Shetland Islands Council leads on interisland connectivity in its area, but I hope that she and other members will be pleased to hear that I recently met the council, which relayed its plans for its interisland transport connectivity programme. I look forward to seeing the outcome of the council’s preliminary business case work on short sea crossings. We have consistently offered the assistance and advice of my officials at Transport Scotland in that process.

Of course, that is connected to the drive of the Unst and Yell tunnel action groups to get that research on the table. I had the pleasure of meeting those groups last summer in Lerwick. As I said at the time, I am interested in that aspect of connectivity. Much is being drawn from the Faroese experience. Interestingly and importantly, the developments there are privately financed and underwritten by the state Government of Denmark. Given the need for reliable access for workers travelling across islands, particularly in developing the space and energy sectors, there is clearly a common interest with business.

We have heard from members about the challenges and concerns that are faced by communities in different parts of Scotland. That reflects my discussions and observations while visiting Shetland, Orkney, Fort William and Mull over the summer and, more recently, Stornoway, and in the many virtual meetings that I have held with community groups, from Arran and Islay, among others.

The islands connectivity plan, which is due to be published, will recognise much of what has been articulated this evening. It will set out a wider understanding and recognition of future needs and a strategic vision for the future, as well as setting out the long-term vessel and port plans and plans for consultation of our island communities to establish an agreed way forward.

Supporting that are the 45 recommendations that were set out in the second strategic transport projects review, which was published last December. That represents a repositioning of our transport investment priorities, with a focus firmly on how transport can help us to protect our climate and improve the quality of people’s lives. STPR2 recommends that we continue our significant investment in port and vessel infrastructure to improve our ferry network. By 2026, there will be six new major vessels serving Scotland’s network, which will help to improve reliability and resilience across our networks.

That will be followed by the small vessel replacement programme, which is on track and will deliver vessels between 2026 and 2028. As the motion notes, STPR2 further recommends investigation of potential fixed links at the Sound of Harris and the Sound of Barra and between Mull and the Scottish mainland, which could improve communities’ access to goods and services, thereby making those islands more attractive for people to visit and to live and work in.

At the convention of the Highlands and Islands meeting that I attended last week, it was set out that the initial community sense of desirability for fixed links should now be explored. My officials and I understand the critical need to listen to communities in order to arrive at solutions that work for them, and that opinions on the issue differ among communities. Rhoda Grant made that point very well. While we explore solutions to the transport needs of our island communities, we know that ferry networks will continue to be needed until a suitable fixed link is developed and is operational.

We recognise the challenge for local authorities that have responsibility for ferries. Since 2018, the Government has provided those councils with more than £178 million in revenue to support the running of services. The Scottish Government continues to work closely with Orkney Islands Council and Shetland Islands Council through the ferry replacement task force, the latest meeting of which was on 23 November, when the Deputy First Minister and I met Shetland Islands Council to talk about progressing the work of the Shetland task force.

On the replacement for the Corran ferry, Caledonian Maritime Assets Ltd is engaging with Highland Council, which is responsible for the Corran ferry’s future design. That is allowing CMAL to benefit from work on the small vessel replacement programme, which, if implemented, can provide the local ferry network with the additional resilience that a standard roll-on, roll-off ferry design offers. However, it remains the case that decisions on the future of local ferry services, including decisions relating to replacement by a fixed link, are for the respective local councils to make.

The issues that we are addressing today must be put in the context of the fiscal environment that we face. Clearly, we are operating in an extremely challenging fiscal environment, so the Government faces some stark decisions. The situation was set out clearly in the Deputy First Minister’s letter to the Finance and Public Administration Committee on 23 November. The choices are even starker because we no longer have access to European funding. An independent Scotland would offer greater flexibility in respect of the funding levers that could be applied and would allow us, once again, to access European Union funds. Independence would also provide us with the power and opportunity to potentially make different strategic investment decisions from those that are made by the Westminster Government.

Until the minister moved on to independence, there was, largely, cross-party consensus on what we, as a Parliament, are looking to achieve on fixed links. Karen Adam, Douglas Lumsden and I all mentioned road upgrades—in particular, to the A9 and the A96. In her final few moments, will the minister tell us when the A9 will be fully dualled and what her plans are for dualling the A96?

As Douglas Ross will be aware—because it has been stated a number of times in the chamber—the Cabinet Secretary for Transport, Net Zero and Just Transition will make a statement on the A9 in which she will set out those plans.

In relation to the motion, I am not sure that road aspects were central to Beatrice Wishart’s approach. I want to reflect on and respect the motion that has been signed by a number of members.

Minister, could you resume your seat for a second? For the sake of clarification, I note that how members respond to issues that are raised is obviously entirely a matter for them, but I took the trouble to reread the motion at the start of the debate, given the number of issues that were being raised, and I satisfied myself that reference to the importance of, for example, “reliable transport infrastructure” allowed for a wider focus.

I absolutely accept that point. I think that I would need more than seven minutes to cover the range of issues that have been raised in the debate, which is why I have focused particularly on the points that were made in the opening speech by the member who lodged the motion.

The importance of resilient, reliable and affordable transport for rural and island communities needs to be addressed with intent and purpose. In close consultation with communities and local action groups, the Government continues to work on what that looks like and how it can best serve those communities.

Financial uncertainties, inflation and 10 per cent reductions in our capital budget are the realities that we face. Funds that have been received through the levelling up fund fall short of the funding that our island communities received from the European Union, which the levelling up fund was meant to replace.

Although fixed links could be a solution for some communities at some point in the future, they must be considered at the same time as we consider short-term and medium-term needs. The challenge is in marrying the two issues. I assure members that fixed links are an important consideration as we deliver future transport solutions for our island communities.

Meeting closed at 17:50.