Chamber and committees

The performance and management fees due to Abellio ScotRail and Serco Caledonian Sleepers Limited under the Emergency Measures Agreements (EMA) in place from April to September have been determined following a full financial reconciliation at the end of 2020. These payments form part of the current EMA payments which will be published on the Transport Scotland website in April 2021 after the current EMAs come to an end.

It is a matter of record that both Abellio and Serco have incurred significant losses from these franchises which remain far larger in scale than any possible management / performance payments.

Public consultation and engagement with stakeholders will be central to the development of the Islands Connectivity Plan and will be undertaken to assist with determining each island’s needs for future transport connectivity. This is anticipated to take place during 2021 and into 2022, with a view to finalising the Plan by the end of next year.

The Scottish Government has not held specific discussions regarding this matter, however we are in regular contact with the UK government to ensure that we can continue to support the sector. For example,the Oil and Gas and Energy Transition Strategic Leadership Group (SLG) which I co-chair has continued to be updated on the progress of the Energy Services Agreement by Trade Unions and industry at these meetings, most recently in December where I welcomed the progress by UNITE, RMT and GMB and the 15 employers on the Energy Services Agreement, noting that the number of signatories demonstrates the value of this agreement. I also directly encouraged businesses to discuss this with those who have signed up with a view of becoming part of the ESA recognising its longer term value to the UKCS in terms of providing transparency, certainty and stability for operators, supply chain companies and employees. A further update to the Group was provided at the last meeting of the SLG in February.

Discussions with all three parties have taken place and are ongoing, and have already yielded results. On the Northern Isles Ferry Service network, the MV Hamnavoe has been fitted with cold ironing equipment that allows the vessel to utilise shore side power rather than having to run off its own engine’s whilst berthed overnight. Once the shore side works have been completed by Orkney Islands Council, an estimated annual generation of over 2,600 tonnes of CO 2 will be prevented.

Working with CMAL and CalMac, our recently announced Small Vessels Replacement Programme for the Clyde and Hebrides Ferry Service network will explore the possibilities for full electrification of the new vessels where possible to do so as well as investigate alternative fuel options and the investigation into improving efficiency and performance via hull design has already begun within the new vessel for Islay project.

As part of the Island Connectivity Plan investigation of the opportunities and technologies available to the maritime sector will take place. Setting out pathways towards the delivery of vessels that will operate with zero or significantly reduced carbon emissions helping Scotland achieve its ambitious target of net zero emissions by 2045.

The last meeting of the FIAG was held on 17 October 2019. No further meetings have been held due to the focus remaining on the response to COVID, although we continue to engage closely with key stakeholders

Membership, Terms of Reference and minutes of meetings, including papers discussed, are published on the Transport Scotland Website:

https://www.transport.gov.scot/public-transport/ferries/ferry-industry-advisory-group/

Transport Scotland does not routinely publish correspondence, however on review Transport Scotland can find no such correspondence from members on these specific topics affecting Scottish ferry workers in their FIAG role. There is of course ongoing correspondence between Group members including between Transport Scotland, CMAL and CalMac on a variety of policy matters, albeit in their own capacity rather than in relation to their FIAG roles; that correspondence would not be routinely published.

We have other channels for dialogue on issues affecting Scottish ferry workers. For example, we continue to engage quarterly with trade unions on matters affecting Scottish ferry workers, the delivery of ferry services in Scotland and the deployment of fair work principles in procurement decisions. Those discussions continue to be valuable and constructive.

Railway Safety is a matter reserved to the UK Government, and regulated by the UK Office of Rail and Road. The Scottish Government has funded the determination of the ORR for the current regulatory control period. The determination provides an increase in 21% in the funding available to Network Rail for the safe operation, maintenance and renewal of the Scottish Railway network.

Network Rail is therefore responsible for the operation, maintenance and renewal work of Scotland’s rail network and it is the role of the ORR to monitor expenditure and the delivery of outputs on Scotland’s rail network. As such Transport Scotland does not hold this information.

Railway Safety is a matter reserved to the UK Government, and regulated by the UK Office of Rail and Road. The Scottish Government has funded the determination of the ORR for the current regulatory control period. The determination provides an increase in 21% in the funding available to Network Rail for the safe operation, maintenance and renewal of the Scottish Railway network.

Transport Scotland has not been provided with detailed information regarding particular asset inspections or impacts associated with weather related impacts as Network Rail is responsible for maintaining and renewing the rail network in Scotland, with railway safety being a reserved matter.

Following the Stonehaven rail accident on 12 August 2020 Transport Scotland received a copy of the Network Rail Interim Report in September 2020 and continues to press Network Rail in terms of improving resilience relating to climate change.

My officials are in regular contact with Skills Development Scotland although, as I understand it, there are no immediate, live concerns around Scotland’s ability to meet future demand for seafarers, but I agree this is something that would be important to keep under review.

The Scottish Offshore Wind Energy Council’s (SOWEC) Skills Group is led by Jim Brown, Director of Energy Skills Partnership, who has a wealth of expertise and invaluable knowledge of the key skills specific issues in Scotland. One of the Skills Group’s areas of focus at SOWEC meetings has been, and will undoubtedly continue to be, understanding the Skills demand in Scotland and, moreover, how colleges and the sector-at-large can best meet this demand. Energy Skills Partnership is also a member of the Energy Skills Alliance and the Offshore Wind Industry Council’s Investment in Talent Group.

I am aware that the Energy Skills Partnership has established a Marine and Maritime Training Network to consider this issue and I would encourage the sector to engage with our Skills Agencies and SOWEC to ensure that it receives appropriate coverage.

The £1 billion cuts decision was taken by the UK Government for its funding of enhancements in England. This decision was taken without consultation with the Scottish Government and will therefore have no effect on current plans for protecting Network Rail infrastructure assets from weather-related impacts in Scotland.

The Scottish Government has not held discussions with the UK Government regarding seafarer welfare on drill ships currently moored in the Port of Hunterston. Shipping safety and seafarer welfare are matters reserved to the UK Government.

Transport Scotland officials recently consulted with the Maritime and Coastguard Agency (MCA) and the Statutory Harbour Authority regarding a drill ship at the Port of Hunterston which had become adrift.

As a consequence of the incident, the MCA undertook General Inspections on the Ensco DS-8 vessel and on the Valaris DS-4 vessel. During these inspections, a number of deficiencies were noted and enforcement notices issued. Full and separate investigations have been completed by Clydeport as the Statutory Harbour Authority and by the ships’ management companies.

The Harbour Authority has been liaising closely with the Marine Accident Investigation Branch (MAIB) and its report on the investigation has been submitted to the MAIB.

The Scottish Government expects the highest shipping safety and crew welfare standards and for these to be applied in the case of those vessels and personnel accessing our ports and coastal areas.