Seòmar agus comataidhean

COVID-19 is first and foremost a public health crisis, and the measures to combat it have been necessary to save lives. But those measures also cause harm, including for our Faith and Belief Communities.

We know that the virus spreads between people and we’re particularly concerned when it spreads between members of different households. Over time, the virus has mutated to spread more quickly. The Delta variant is even more transmissible than previous variants.

In order to reduce transmission of the virus, we have to reduce opportunities for the virus to spread. There have been varying degrees of restrictions implemented and adjusted as the pandemic has progressed and our understanding has developed. Ministers are obliged to keep these restrictions under regular review to ensure that they remain necessary and proportionate in responding to the pandemic, This is particularly important given that many restrictions significantly interfere with fundamental rights as enshrined in the European Convention on Human Rights (e.g. Article 9 - freedom of religion, Article 8 - right to private and family life., Article 2 protocol 1 - right to education, Article 1, protocol 1 – right to property, and to the peaceful enjoyment of possessions – which protects every type of business).

The Scottish Government considers a wide range of evidence when making assessments to inform decisions on restrictions. Details of impacts from economic, general wellbeing, mental health and anxiety and other non-Covid related health harms can be found in the four harms dashboard which is updated weekly and can be found at https://data.gov.scot/coronavirus-covid-19/ . Further information about the Scottish Government’s decision-making framework can be found in the paper published on 11 December 2020: Coronavirus (COVID-19): framework for decision making - assessing the four harms. This paper provides an overview of key analysis and evidence (and links to more detailed evidence) in support of decisions on how best to limit the effects of COVID-19. In this document, we describe how the four harms approach works in practice and present evidence under each of the harms to illustrate how we used the four harms to make decisions about levels, activities and restrictions.

Protective measures, or non-pharmaceutical interventions (NPIs), are a critical tool in the management of the epidemic. Our levels system is a crucial aspect of this and it works by limiting members of different households from interacting in different settings and activities. Decisions must be made about which activities and settings to restrict in order to achieve the required suppression of the virus. When different restrictions would have similar effects on transmission, difficult decisions must be made about which restrictions to apply, informed by the impacts on the four harms of the different options, as well as impacts on particular groups in society, including those with protected characteristics.

We understand that different sectors or interest groups will often want the restrictions that affect them, and their fundamental rights, to be eased more quickly and will perhaps argue that there is little or no evidence of transmission in that particular setting or activity, or that it is less risky than other comparable settings or activities facing lesser restrictions. Although we do take the transmission risk of different settings and activities very much into account, we take a broader view across all four harms in order to make judgements about the sequencing of any easing. As an example, the importance placed on the education and wellbeing of children led to a decision on the opening of schools as a priority.

The easing of restrictions, has to be balanced with the need to keep the virus suppressed. If we opened everything and lifted all restrictions too early, the virus would resurge. Notwithstanding the positive impact of the vaccination programme, this could lead to exponential growth in hospital admissions and serious health harm. So at this stage, with all adults yet to be offered both doses of the vaccine, we still need to keep some restrictions in place.

As the First Minister set out on 1 June, we do have cause for optimism. Emerging evidence is providing us with a firm basis to believe that in the next phase of the pandemic, expected during summer 2021, we will be able to deal with the virus differently and less restrictively. There should be much less need for legal restrictions on different settings and activities and more scope for people to apply personal judgement as the risk of harm from COVID recedes and much greater normality is restored to our lives.

The Scottish Government is reviewing physical distancing including the impact on places of worship, who are subject to physical distancing based capacity, and an announcement expected in the near future. The review will consider the faster spreading Delta variant as well as the effectiveness of the vaccination roll out. Sectoral guidance will be further updated to reflect the outcome of the review, including proposals for as clear a route as possible to the reduction/removal of physical distancing, enabling people and organisations to plan effectively for a full reopening. We continue to regularly engage with Faith and Belief Communities regarding the scope for further easing.

The Scottish Government offers a range of initiatives delivered through the Energy Savings Trust (EST) to support low income households in Scotland, this will ensure all households are able to enjoy the benefits that come with making the switch to electric vehicles. More detail on these initiatives is as follows:

Plugged-in Communities (PiC)

This grant programme is aimed at housing associations, housing cooperatives and not-for-profit organisations, it aims to provide access to Electric Vehicles (EV’s) and the associated infrastructure to low-income communities across Scotland in the form of shared-use EV car clubs. To date these vehicles have covered over 100,000 pure EV miles.

Low Carbon Transport Loan (LCTL)

In September 2020, the loan was extended to offer interest free funding to individuals looking to purchase used EV’s, this removed some of the barriers attributed to the high up front cost of EV ownership, so far we have supported more than 96 individuals purchase used EV’s to a value of over £1.2m

Low Emission Zone (LEZ) support fund

For 2021-2022, £3.7m has been allocated to the LEZ support fund, this offers an incentive for low-income households within a 20km radius of a LEZ to take older, more polluting vehicles off the road, applicants can receive a cash grant of £2000 plus up to £1000 ‘travel better’ credits per household to support the uptake of sustainable travel options.

Chargeplace Scotland (CPS) network

To date we have invested over £45m in developing the CPS network for EV charging, we now have over 1700 charge points across Scotland which offers significant cost saving benefits to its users. This also ensures that households and communities across Scotland are able to enjoy a high quality charging network to support their switch to electric vehicles.

Public Transport

Bus is already one of the most climate-friendly transport choices people can make. Transitioning buses to be zero-emission increases the benefits of bus as a transport choice.

Over 2020-2021 we awarded £50.7m, and unlocked over £71m of private investment, to support 272 new battery-battery buses and associated charging infrastructure, we have also committed a further £120m to build on this progress over the coming 5 years.

Significant grant funding of over £12m has been awarded to the bus industry to help with the costs of retrofitting over 700 buses to LEZ entry standards. This will help support the affordability and accessibility of public transport for many lower income households by safeguarding bus service provision in LEZ cities.

I refer the member to the answer to question S6W-00514 on 16 June 2021. All answers to written Parliamentary Questions are available on the Parliament's website, the search facility for which can be found at https://www.parliament.scot/chamber-and-committees/written-questions-and-answers

The Scottish Government has provided exceptional additional funding in excess of £35 million to maintain full employment on full pay for Caledonian Sleeper Staff, throughout the pandemic period, despite the significant reduction in passenger numbers. In total, the Scottish Government has spent around £1bn thus far to maintain essential services and full railway staff employment since the start of Covid lockdown.

Given this exceptional financial support, there is no additional funding available to support an increase in costs. However, Serco Caledonian Sleepers Limited is authorised to increase pay where this can be fully funded by agreed efficiencies negotiated though the established collective bargaining process with staff representatives.

I understand that discussions on possible efficiencies have been offered and I encourage staff representatives to negotiate to secure a reasonable agreement that will avoid their proposed disruption to passengers and significant and unnecessary loss of pay for railway staff.

Since becoming Minister for Transport, I have prioritised issues on our ferry networks. I have met with senior CalMac representatives to provide support and with local MSPs (25 May) to hear their concerns. I have agreed to continue with regular dialogue given the importance of the issue.

Following these discussions and in light of the recent issues with the MV Loch Seaforth, funding has now been agreed which will allow officials to work with CalMac Ferries Ltd to implement the process of chartering the MV Pentalina. Berthing trials are happening this week to assess the suitability of the vessel across the network.

In relation to the issue with the MV Hebridean Isles, I understand all goods were shipped early Saturday morning and the remainder later that afternoon (29 May 2021) on the MV Isle of Lewis.

Collective bargaining agreements are a matter for the relevant employer and employees. The employer in each case would depend on the type of charter entered into. If a vessel is chartered on a ‘bare boat’ basis and crewed by CalMac staff then existing contract arrangement regarding collective bargaining arrangements would apply. If a time charter on a temporary basis is progressed, for example the MV Pentalina, then the employer of the crew would not be CalMac and different arrangements would apply.

I refer the member to the answer to question S6W-00322 on 16 June 2021. All answers to written Parliamentary Questions are available on the Parliament's website, the search facility for which can be found at https://www.parliament.scot/chamber-and-committees/written-questions-and-answers

The cause of the breakdown remains subject to ongoing investigation. It would be inappropriate to comment further until that investigation is complete.

The timetable impact of the breakdown of the MV Loch Seaforth is summarised below:

The MV Loch Seaforth was removed from service on 14 April and other vessels were redeployed to ensure continuity of service across the network.

CalMac were unable to charter any suitable vessels at short notice, meaning re-deployment of a vessel from within the current fleet was required. The MV Isle of Lewis was redeployed from Castlebay-Oban to cover daytime Stornoway-Ullapool sailings, and the MV Isle of Arran redeployed from Ardrossan-Brodick to cover the overnight freight service. The MV Lord of the Isles provided a combined Castlebay-Oban-Lochboisdale-Mallaig service. The MV Isle of Arran subsequently incurred a technical issue and was swapped with the MV Hebridean Isles on the Kennacraig-Islay service, maintaining Islay’s two vessel service and a dedicated freight service for Ullapool-Stornoway, with the Ardrossan-Brodick service reduced to a single vessel service and delayed the start of the summer only Ardossan-Campbeltown service which shares a vessel with Ardrossan-Brodick. Some additional capacity for Arran was provided by deploying a second vessel, MV Loch Linnhe, to the Lochranza-Claonaig service. These changes resulted in revised timetabling for the affected routes. CalMac operated additional sailings where possible, however this was restricted by crew hours and availability.

MV Loch Seaforth resumed full service on Stornoway-Ullapool on the evening of 31 May. All services were back to normal with their usual vessel deployment on 3 June.

We are aware of the significant impact on communities and businesses throughout this unacceptable period of service. This includes impacts on island producers, tourism and haulage businesses across the network. As I have stated to Parliament, we are looking at all options to provide greater resilience to minimise disruption during any future prolonged periods of disruption – as well as ensuring any lessons are learned that prevent further breakdowns where these could be avoided.

Transport Scotland (TS) and the Scottish Government Islands Team meet regularly with elected members and officers of Comhairle nan Eilean Siar to discuss a range of ferries issues including future planning and have also engaged on the Comhairle's Local Transport Strategy. The Comhairle were also a partner in a recent study, commissioned and funded by TS, of future options for ferry services to, from and within the Outer Hebrides. The Comhairle has produced a paper setting out proposals for ferry service improvements and future vessel investments and an initial meeting to discuss this with government officials has been arranged.