Direct Ferry Links: Scotland and Mainland Europe

Debate between Kenny MacAskill and Douglas Chapman

Wednesday 12th January 2022 Westminster Hall

[Kenny MacAskill (East Lothian) (Alba)]

I beg to move,

That this House has considered direct ferry links between Scotland and mainland Europe.

It is a pleasure to serve under your chairmanship, Mr Davies.

Connectivity is critical, if not king, in the 21st century. As coronavirus has shown, telecommunications are vital, allowing for home working and for businesses to operate, even during lockdowns. Zoom and Teams have come to the fore, even in this House, and have proven essential for many, but other, more established, physical methods of connectivity are equally vital.

Road, rail and air have shown how essential they are in a globalised world, and have been supported by Governments both sides of the border, even before coronavirus struck. Yet there is one major aspect of connectivity where Scotland has been left high and dry: direct ferry links to mainland Europe. It is not just a long-standing issue, but a long-standing omission. It was a major gap even before the impacts of coronavirus and Brexit, which have simply compounded the existing need.

Road freight has been hit hard, through driver absence and customs nightmares, let alone additional bureaucracy. Trade, which could have gone swiftly and with ease from a safe Scottish harbour, has been struggling to access routes south and, even then, facing delays and backlogs at English ports. The spectre of arterial routes becoming truck parks as lorries backed up and loads rotted in the back would be laughable if it were not so tragic.

At the same time, the cost of fuel has rocketed. Not only have there been challenges with fuel shortages, but profitability has reduced through having to trunk our goods to ports a considerable distance south, whether to the Tyne or Humber—or even far beyond to the channel ports. The former are a considerable distance, but the latter, especially for seafood or other perishable items, already meant an absurd journey, and it is one that has been made so much worse through additional delays and impediments.

There is yet another compelling reason for investing in maritime links, beyond the connectivity they provide. Despite COP26 taking place in Glasgow, little thought has been given to improving maritime links because of their environmental benefit. There are issues with maritime fuel, and action to address that—whether through reducing the pollution from marine diesel or exploring alternative fuels, such as batteries—is essential. However, it is still better for our environment to load freight aboard one ship than to have dozens, if not hundreds, of lorries struggling down congested roads.

These risks were known to be looming on the horizon, as were the opportunities that would be beneficial economically, socially and environmentally. It is not as if many of these events were not foreseeable, even for those who only foresaw sunny uplands for Brexit. Customs delays were always going to kick in and other nations, such as Ireland, prepared, but shamefully that was not done in Scotland, by either the Scottish or UK Governments. As a result, many businesses have paid a heavy price.

It is not as if Scotland lacks access to the seas or is devoid of ports. The nation has the facilities and, historically, the links. Scotland was always linked by sea routes to Europe, which continued even when the major trade moved to the west coast and the Atlantic. Pantiles, on the roofs of many homes in my East Lothian constituency, testify to links with the low countries. Along the shores of the Forth and the port of Leith, where I was born, street names are equally redolent: Baltic, Cadiz and Hamburg, although that name was changed to Hamburgh in the first world war.

More recently, the superfast service that sailed from Rosyth to Zeebrugge was enjoyed by many, benefiting both trade and tourism. That port and the facilities constructed for the ro-ro services still exist. Despite the valiant efforts of the hon. Member for Dunfermline and West Fife (Douglas Chapman), it currently serves as a safe harbour for berthed covid cruise ships with the ro-ro infrastructure moribund, rather than providing a major link for Scottish trade and tourism. There are other options, including in existing harbours and in the potential for a new port at Cockenzie in my own constituency.

The historic links and the infrastructure remain, so why has there been no progress in launching routes over past years when they would have been welcomed, or now, when they are essential? It is not as if the maritime sector globally, let alone in Europe, has been idle. Other nations have acted, and so must Scotland. Ireland, seeing the problems that Brexit would bring, prepared and added significantly to the services already operating.

[Douglas Chapman (Dunfermline and West Fife) (SNP)]

The hon. Member mentioned exports and trade. Is it not time that we had a substantial maritime support policy from the UK Government to support trade post Brexit, as he outlined is the case in Ireland? The low countries, which he also mentioned, have a direct support package to increase trade post Brexit.

[Kenny MacAskill]

I think that is something that should be done by the UK Government, but, as I will go on to say, transport—certainly maritime transport—is largely devolved, which is why my demands are not simply to the UK Government, but to the Scottish Government.

As I was saying, despite distance and sail times being longer, Ireland ensured alternatives to the land bridge that was the previous favoured route for many. That meant sailing to a port in Scotland, Wales or England and then journeying on via the UK motorway network to the channel ports. Not for them a Boris bridge or any other delusional nonsense. Instead, Ireland arranged to sail direct to Europe. Direct freight routes were expanded and passenger services increased, thus avoiding customs backlogs, reducing road journeys, avoiding the difficulties of driver absences through illness or self-isolation, and making environmental gains.

In Ireland, three main operators now offer passenger services. Brittany Ferries, Irish Ferries and Stena Line offer services, with some sailing up to five times a week from Cork, Dublin and Rosslare, heading to Roscoff, Bilbao and Cherbourg, ensuring access to their principal markets and allowing for inbound as well as outbound tourism. Those are not the only routes available across the Irish sea to access Europe. Other services provide for freight only, whether for vehicles with haulage or unaccompanied freight. Since Brexit, services and routes have increased, allowing further options and avoiding the problems that have arisen, especially at the channel ports.

Scotland and Ireland have similar sized populations, and both are dependent on trade and tourism. For both countries, Europe is a big and major market. In several instances, Ireland is a direct competitor, yet Irish maritime links are growing almost exponentially, and Scotland remains tied up in port with increasing paperwork. It is not only Ireland that has been acting to increase maritime links. Countries across Europe have been taking action to address the challenges that they faced—even if not the Brexit-imposed customs debacle—allowing for new opportunities for trade and tourism.

Many have accessed funding from the EU, but all have been financially assisted by government to develop. A tender has been issued to re-establish a ferry link between Greece and Cyprus. Support funding of €5.5 million is being provided for a three-year service, with the possibility of an extension beyond. Other nations have acted similarly. Stockholm in Sweden to Rostock in Germany is to begin this spring. Yes, it is having a state subsidy, but it is saving on CO₂ and other costs—and it is not just in the Baltic, but in the North sea, as a Norway to Netherlands service is to commence in April.

So why are we devoid of action in Scotland? Transport is largely devolved, and therefore much of the failure to date and, indeed, the action that needs to be taken rests with the Scottish Government. They have failed to show any sign of urgency, let alone any sign of ambition for the country. Instead, they have remained thirled to a free market dogma that might be expected of London, but which could and should be rejected by an Administration with Scotland’s interests at heart. Although a four-nations approach may have merit in aspects of health policy, with ferries it leaves Scotland isolated, sucking everything into the ports in England and leaving Scotland marooned.

Oral Answers to Questions

Debate between Kenny MacAskill and Douglas Chapman

Thursday 17th September 2020 Commons Chamber

[Kenny MacAskill (East Lothian) (SNP)]

What recent steps he has taken to support the UK transport sector and its supply chains during the covid-19 outbreak.

[Douglas Chapman (Dunfermline and West Fife) (SNP)]

What recent steps the Government have taken to support the UK transport sector and its supply chains during the covid-19 outbreak.