 Mae'r ddebygedeisiedeisio ar gyfer rhai bobnau ein pethau, ond yn bwyd, Mae'r ddebygedeisio ar gyfer rhai bobnau ein pethau, ond mae'r ddebityg yn howach y nifer yng Ngheilwyr sy'n fawr o'r ymdd初ch. Mae'n gwaithau hefyd, o bobl yn ichi bwydol, ond mae'n gweithio ar gyfer ddymaiamhau sefydliadau. Mae'r ddebygedeisio ar gyfer ddymaimhaelyr, ond mae'n gweithio ar gyfer ddymaimhaelyr, ond mae'n gweithio ar gyfer ddymaimhaelyr. Yr cymdeithas, dweud yn oedd i ddim yn maen nhw'n fawr i fynd oedd iawn i gyd o'i sgrifun i Gwlad Agir, UNRE, a ddim yn ddigwydd i gyffredinol i'w adrach yng Nghymru ar yr adrach yng Nghymru aethau Yn mynd i'n cael gyesfynu'r gwaith i fynd i'u ddim yn dangos i ddim yn maen nhw. A bod i'n cael ei fod yn ei ddim yn maen nhw i gyrddian nhw, aur rydyn ni'n ddim yn ni hefyd i gyd o'i I am gell唉w gyd, onsst. A I feel we're missing a trick. Both on attracting tourists with a high disposable income to Scotland and missing out on a direct transport link for Scottish exports from Central Scotland and beyond. In recent years we've seen a demise of historic direct passenger ferry routes between the UK and Scandinavia. In September 2008 we saw the last ferry sail from Newcastle of Anger, Haugesund and Bergen in Norway, breaking a service that had lasted 130 years. Last year, the FDS announced that it had decided to withdraw the Harwich to Esbair Denmark service, which in effect means that there is now no direct passenger car ferry between the UK and Scandinavia. There are, of course, small campaigns on both sides of the North Sea calling for the reintroduction of these services. One that seems to be gaining significant traction and support is the international campaign for the ferry to Norway, who have demonstrated that there certainly is considerable demand for the return of the UK-Norway ferry link. They have gathered a significant volume of evidence from campaign supporters and tour operators from the United Kingdom, Norway and throughout the Nordic region. The ICFN highlights that the Office for National Statistics reports a 48 per cent rise in visitors from Norway to the UK, and further analysis of those statistics shows that, in 2013, there were 1.175 million travellers between Norway and the UK. Of those travellers, it said that approximately 8 per cent are required to make the UK to Norway ferry route a profitable ferry passenger service. That is all well and good, however, it clearly requires the will and investment from the private sector to make it happen, as there are, as always, state aid issues that hinder direct financial support from government. There is a glimmer of hope that the recently established firm called Norwegian Seaways will resurrect the Newcastle to Norway service, which, if successful, would reintroduce the historic service and see high spending Norwegians returning to Scotland, giving them the opportunity to both visit Scotland's vibrant cities, as well as our rich and historic countryside, and allowing us to capitalise on the goodwill towards Scotland from our Nordic neighbours. Let's not forget that the citizens of the Nordic countries are statistically some of the most frequent travellers in the world, with nearly 50 per cent of their travels to a foreign country. The Scandinavian countries also have some of the highest per capita income with Norway at the forefront, with an average per capita income of over £42,000. Now, our tourist industry could do with some of that. There are, of course, legitimate commercial reasons for the previous services being withdrawn. DFDS's ferry service from Harwich Dysbaird was abandoned in part due to high fuel costs, which we have seen in recent months is no longer the issue that it was. Another issue that has made ship operators nervous is the increasing costs for the new sulphur reduction regulations set by the international maritime organisation. Ships now passing through an emission control area, which includes northern European waters, must cut their sulphur emissions or face fines. That demands that ships cut sulphur content in the fuels that are used to 0.1 per cent, compared with current rules, allowing them up to 3.5 per cent sulphur content. In order to meet those new directives set to help to reduce the amount of emissions released, shipping and ferry services are required to use low sulphur fuel, or to fit their engines with a sulphur filtration system. I know that the fuel producers are already addressing that issue in my Falkirk East constituency. The operators of the Grangemouth refinery in EOS have installed sulphur recovery units at considerable cost, which is going some way to addressing the issue of sulphur content. As time moves on, we see the arguments against the introduction of new or former ferry routes diminish. I therefore hope that, given that there are less hurdles in the way for commercial operators to start new services, that the Scottish Government, perhaps in partnership with the Scotland office, Scottish Development International and Interested Regional Transport Partnerships, investigates the feasibility of establishing a new ferry link between Scotland and our neighbours across the North Sea. We are watching closely whether there is any prospect of the new castle to Norway service being introduced. Clearly, if the new castle to Norway ferry was to be successfully resurrected in the near future, then there would be no need for a Scottish service. I am aware that Fergus Ewing, Minister for Business, Energy and Tourism, has been actively involved in talks with the North East of England local enterprise partnership, and I hope that the resurrection of the ferry to Norway has been one of the main items for discussion at these talks. Joint working between the Scottish Government and the North East LEP would clearly be of benefit to both the Scottish and the North East of England economies. However, if the new castle service is not to be resurrected, then there should be no doubt that a direct link between Scotland and the Scandinavian countries could provide a valuable connection, both aiding an increase in trade and an increase in tourist footfall from Scandinavian citizens with high disposable incomes. In my view, there are two options that would benefit Scotland directly. Number one, a recise to Norway, Denmark service, and two, and albeit less likely, an Aberdeen to Norway service. Recise, of course, already has a passenger terminal facilities in place, which is still used for visiting cruise ships. From informal discussions that I have had with port officials, they would certainly welcome approaches from interested ferry operators. Clearly, however, it would require significant financial investment from ferry operators and goodwill from government, both national and local, on both sides of the North Sea. Approximately five years ago, the Norwegian ferry operator Fjordline considered an Aberdeen to Stavanger Bergen service. However, in checking recently with the CEO of Fjordline, Ingval Fardal, he confirmed to me that the shipping company does not currently have any plans for establishing a new route from Stavanger to Aberdeen, with their priorities over the next few years being their existing three routes between Norway and Denmark and one route between Norway and Sweden. However, encouragingly, their evaluation is that there could be a market between the UK and Norway during four to six of the summer months. However, he cited that autumn, winter and early spring have limited potential primarily due to increased competition from low-budget airlines such as Ryanair and Norwegian Air Shuttle. The other Scottish option from Recise to either Norway or Denmark or a triangular route between all three would be a much more viable option. In closing, it is clear that we have a small number of options that, with co-operation, could be a reality. With the recent reduction in the cost of fuel, those options become even more realistic and not just part of a wish list. With the backing of the Scottish Government, Scottish Development International, local transport and enterprise partnerships, we can see the return of this historic link with our Nordic neighbours, and I look forward to cross-party consensus on this issue as we get closer to our goal. I want to start by warmly congratulating my former public petitions committee colleague, Angus MacDonald, on securing tonight's debate. I support the objective of Mr MacDonald's motion and was pleased to have signed up to it just before Christmas and hope in a small way help contribute to securing the debate tonight. Mr MacDonald, as you may guess, hails from the Western Isles, where ferries are not just a mode of travel but a way of life. When I met the leader of the council last month in Stornoway, we spent the majority of our discussion talking about the future of ferry services in Scotland from the important strategic level to the mundane but very important subject of ensuring that the times are changed to ensure that newspapers arrive in Stornoway before lunchtime, which I'm sure Mr MacDonald will sign up to as well. I also have an interest in ferry services, Presiding Officer. In the last Parliament, I was part of the previous transport committee, which carried out a major inquiry into ferry services. I underlined the development of new services in particular, and we held that by the by many consultations, including in Shetland and indeed in Dunoon. For members, I haven't read it, I would certainly endorse that report. I agree with Mr MacDonald that re-establishing direct links between Scotland and Norway would help to support our economy in Scotland further. Many ports, for example, around Scotland, which I'm particularly interested in, have seen an increasing employment and an increasing investment in trade from international shipping operations. Could a particularly flag up harbours such as Scrabster, which I've invested extremely heavily and just touching on my own region, Inverness and Vigorn in Stornoway, just to touch on harbours I've visited recently, I've all seen major investment. Looking wider than that, I know, of course, that Aberdeen and Recythe are excellent ports with great facilities, and I'm sure my colleague Lewis MacDonald behind me would want to endorse at least half of that argument. Will Mr Stewart take an intervention? I'm very grateful to Mr Stewart for accepting that intervention. Will he indeed confirm that the plans for expansion of the harbour at Aberdeen create many possibilities for improved traffic across the North Sea to a number of potential destinations? I'm very happy to agree that and I'm sure the minister has heard his strong endorsement extremely well. Obviously, then, a direct link will bring in further investment through increased tourism, which is important, and also for freight transport and on the infrastructure committee. If I read the gender correctly, I think that committee, which I will join tomorrow, is actually looking at doing inquiry into freight in the future. Could I recommend to Mr MacDonald, if he's not already read it, the book Who Pays the Ferryman by Roy Pererson, an ex-Highland councillor, who I suspect is perhaps near his political perspective of my own, but nevertheless has great expertise in the area of ferries. Incidentally, he claims to be the inventor of road equivalent tariff. I do accept that that's perhaps not the same as penicillin, radial or radar. Nevertheless, road equivalent tariff is something to be looked at and I would endorse his expertise, which developed from his time as a young man working for HIDB. Reading the book and applying the principles very quickly in the few minutes that I've got left, there's a couple of things that I would really endorse that Mr MacDonald would touch on. We've got to look at the frequency of the service, if it's a vehicle ferry, which I believe is essential, at looking at practical issues such as the shortest feasible route. I also believe that we've got to look at efficient vessel design, which is absolutely crucial and important for the crossing. Of course, that will minimise capital costs and fuel consumption and perhaps avoid some problems that we've found in other ferry routes, particularly if you look at the Gwyrrach to Denun through Agyle ferries, there are problems of not having the correct ferry for that route. In my few seconds left, my summary would be that you need to look at the right routes with the right speed. One best example that I would give you is the P&Rol Express catamlang service, which does 40 knots, the fastest in Scotland. We need to look at having the right port facility and avoid the problems, for example, in Denun, where we've not been able to use the link span properly with the right frequency of services. Finally, I believe that this is a very positive idea whose time has come, and I wish Mr MacDonald very well in his future campaign in this area. Thank you, Deputy Presiding Officer. I, too, would like to pay tribute to Angus MacDonald for bringing this. I think that it is an important concept. It is one that has been around for a good few years. As I was saying to him earlier, I myself remember going to speak at a conference in Christiansund some decade ago supported by Fourth Ports Ltd, where the authority in the Christiansund area was very keen. Equally, despite the fact that I think that there is a good deal of desire for it and there is good reason why it should be, I don't think that we should underestimate—and I think that, to be fair, to Angus MacDonald—he hasn't underestimated the difficulties and the challenges. It is, as I say, a good idea, and we need to truck at it and for it. Equally, I concur with what David Stewart was saying. I have read Roy Pederson's book. I know him personally, and I would recommend it. It tends to be more geared towards Scotland than international links, but the points are made within that book. I think that there's a good reason why we should do it. The links with Scotland and Scandinavia are long-standing. There's something manifestly wrong when you look at a globe, an atlas, a map and you see the close proximity. Scots travelled across the air long before they were going down and back up the Thames. When I was in Christiansund, I remember going out for a walk from the hotel I was staying in to notice that the street the hotel was situated on was Ramsey Gata. I was told when I raised this that the street in from the airport had been Dahl Strasza. The major company that we also went to see that, to his involved in fishing, was Gordon and, indeed, other Scots names abound, whether Greek or anywhere else. That was due to emigration encouraged by King Haccon back in post-Jacobite area. Just because there's those historic links doesn't mean that it can operate today and we shouldn't underestimate the challenges. Low-cost carriers have come in and that has undermined efforts and I can simply concur with the comment made by Angus MacDonald. Although I went to Christiansund a decade ago, some four years ago my son went to study for two years at Gothenburg University in Sweden as the caring father, I thought, oh well I could drive him over. I'll go and get a ferry from Newcastle. As Angus MacDonald has said, no you can't. I think I'll go down to Hull. No you can't. Eventually the only route, as he pointed out, was to Denmark. That, I understand from him, is simply now gone. Then I would have had to travel all the way up, having crossed the Orison back up through Sweden. There's something manifestally wrong with that. I do appreciate that it was much easier, apart from initially going with my son to deposit his belongings. It was much easier to take the Ryanair flight into Gothenburg and that's how people tend to go between Edinburgh and Gothenburg, but not all. It certainly doesn't deal with the trade and there are huge links, not simply in the oil sector between Scotland and Norway. The fishing industry is significant and I do remember discussions at one stage with fourth ports where it was considered whether he should be able to take the recithes of Bruggeferry up to Aberdeen that would have linked in also with ferries coming across from Norway. So to say, I think there's a desire for it. We have to recognise the challenges, not simply that we are in the age of low-cost travel through airlines. Despite the challenges that causes for the environment, it's probably a reason why we do have to look at other alternatives, because we cannot go on with the problems that we're causing in the environment and low-cost travel is desired, but we have to look elsewhere. The challenge is significant. It's not simply about getting one Government, but probably two, if not more. It's about interacting, as we'll no doubt hear from the minister, with the European Commission. It's about making sure that not only do we have ferry operators, but we've also got those who operate ports, given that they've been privatised in the main ones here in Scotland. We have to make sure that there is, in fact, a travel and a trade. I think that the trade can be generated equally in terms of the travel. Many might choose to go by the Ryanair flight. Others will wish to take a more sedentary journey and enjoy the sail, as we see with the growth in cruise liners. As I say, I recognise the difficulties, but I think that this is a matter that's long overdue. I pay tribute to the member for raising it and will support his campaign and, indeed, any other campaign being raised to try and ensure that we can deliver it. I now call Alex Johnson to be followed by Cameron McHannan. Can I begin, Presiding Officer, by congratulating Angus MacDonald on bringing this matter before Parliament? It's one of great interest and one that I support in principle, and I will go into that in slightly greater detail before I finish my remarks. I'd also like to thank Kenny McCaskill for reminding us that, in the light-hearted term, the crossing of the North Sea by ship is something that has been happening for a good 1,200 years, and the Scandinavians were not always as friendly then as they are today. As a result, we need to work very carefully to ensure that we can restore ferry links, if possible. There are a number of challenges, however. Already mentioned is the fact that cheap air travel exists between Norway and Scotland today, and, as a result, there is significant competition for passengers on that route. Also, it has to be noted that, although there is not a ferry crossing the North Sea today, there is a considerable trade in freight charters across the North Sea, not least working in the oil and gas industry, where there is a common interest on both sides. We have heard mention of the issue of vessel design, which brings to mind the fact that vessels are not always designed for the routes on which they find themselves. In fact, the experience of the Rossith Zebrugge route and the difficulties that were faced there seem to indicate that, while that route was profitable, the problem was that the ship that was plying that route would be more profitable elsewhere, and, as a consequence, the ship was lost. It is an extremely difficult set of circumstances that we find ourselves dealing with. A competitive route where there is no ferry service at the moment and where whoever decides to take that ferry service forward will be taking a considerable risk. That is why it is extremely important that the suggestion that is carried in that motion is taken quite seriously. Everyone who has an interest in this—whether it is Government, local government in some areas or commercial interests—need to work together. The port authorities here in Scotland or the United Kingdom, along with those on the other side of the potential route, need to understand the demands of any route very, very strictly before they take that forward. I think that it will also require the Government here in Scotland, if the route is to be run from here, to interpret the European rules on competition and subsidy, to ensure that, where money can be made available to underpin such a service, it is done so on a limited scale, one that assists any operator to avoid the fluctuations of demand and cost, but one that will ultimately find its way past those European regulators, which is not always easy. There is a great deal to be achieved if we can achieve the objectives that have been set out in that motion. It is not easy, but we must do all that we can to ensure that we improve links between Scotland and Northern Europe, because at the moment those who wish to transport freight in particular across that and smaller quantities require to travel to the south of England and then drive back north again. That is a disaster if our objective is to reduce carbon dioxide emissions, but it is also a disaster if your objective is to transport goods competitively and sell them in another market. It is important to remember that it is perhaps equally important, if not more important, to the economy of those countries on the other side of the North Sea to be able to link into the UK economy, because those who have relied on easier access into central Europe will fast be realising that the UK is the fastest growing part of the European economy, and that is where their markets may expand in future if markets are lost in Germany and other central European nations. For that reason, I think that this is an opportune moment for us to be discussing the possibility of ferry services across the North Sea once again. If we all work together and this gets a fair wind, no pun intended, I think that we can actually achieve something. Now is the time to talk about it, so let's get together and have these discussions. I know Colin Cameron Buchanan, after which I moved the closing speech from the minister. Thank you, Presiding Officer. As a frequent visitor or a frequent traveller to Scandinavia for many, many years and also to the continent by car, I used to use that ferry from Rossaith quite a bit. The problem with it was that it had a very slow speed up the fourth and it took too long, therefore the freight people didn't take it. That's the problem with Rossaith. It was a great place, but it was too slow. Aberdeen I also took a couple of times, but that also took rather a long time. I'm a great believer in having a ferry service for Scandinavia. It's very important, just as Angus MacDonald said, particularly because we have so many ties to Scandinavia. But I wonder if Denmark isn't maybe the best place to have it to Esbjerg because it's a shorter crossing, and that's the key, I think, if there's a crossing that can be shorter and not too extended. Rossaith was excellent. It had very nice luxury ferries, but it didn't prove economical. The freight people didn't take it. Going up to 15 knots up the fourth estuary was just too long. So I wonder if we shouldn't do something like Newcastle where there's a bigger catchment area. Aberdeen would be great, but people aren't going to go to Aberdeen, except from Glasgow or Edinburgh, but they're not going to go from England up to Aberdeen to take a freight ferry. And I think that's the key. I think we do need to do it and I think we can, if there's a will towards it, I'm very much in favour of it, and I do hope that we can get it. And I fully support Angus MacDonald's motion. Thank you. Thank you very much. I now call Minister Derek Mackay to close the debate on behalf of the Government's seven minutes of thereby minister, please. Thank you, Presiding Officer. I, too, would like to thank Angus MacDonald MSP for raising this motion. It's important to recognise the strong cultural and historic ties between Scotland and Scandinavia, and the many links, both with oil and gas fishing and numerous other industries, along with an increasing number of high-spend tourists visiting our country. Those links result in considerable economic benefits to our economy, and this would only be enhanced by further increasing the range of travel options available to tourists and businesses. As you'll know, the Scottish Government has been very active in exploring ways of increasing the number of tourists coming to Scotland, and that has been seen with a huge success in increasing the number of direct flight routes from Norway to Scotland from six. In 2009 to 2018 and 2015, a challenge that other members and an opportunity as well that other members have picked up on. The Scottish Government certainly wants to see the expansion of direct ferry connections from Scotland to Scandinavia, which could bring a different type of tourist to those already travelling by air. We have a very productive relationship with European ferry operators, and we continue to explore all possibilities. We have been approached on an occasion by parties exploring the potential for a Norway service that is calling at the Scottish Port, and we have welcomed discussions and engaged with them enthusiastically, offering all the support that we can within the confines of state-aid regulations that members have mentioned. To date, we have yet to overcome the challenges that are involved in putting in place a viable service, but we will continue to work with any potential operator that brings forward such a proposal. I am sure that colleagues in the chamber will be aware that any such service would have to operate on a commercially viable basis, and that would be a matter for any prospective ferry operator to fully consider. It is important to recognise the enormous contribution that the maritime sector makes to our economy, and any additional ferry routes from Scotland to Europe would therefore only increase the economic benefits throughout Scotland. We will bring considerable advantages, both economic and environmental. One area of the maritime sector in particular, which has continued to succeed as the cruise industry in Scotland, is the UK market leader for inbound cruise tourism, with almost 400,000 people visiting airports injecting £41 million into the Scottish economy. Passager numbers for this year's calls are forecast to be up on last year. In line with our Team Scotland efforts to support air route development to Scotland, VisitScotland equally supports the development of inbound visitors to Scotland via ferry. That has included campaigning and carrying out collaborative partnership marketing campaigns with superfast and Norfolk line on the direct routes into Scotland, and continues with partners, including DFDSC waves on the north of England routes, where there are considerable opportunities to grow the proportion of passengers who turn right on disembarking. Looking specifically at Norway in 2013, there were over 100,000 visitors to Scotland spending £87 million, Scotland's sixth largest international market. That has increased from 75,000 visitors from Norway in 2010. We know that Scotland is well connected to Norway by air, with direct flights available via Aberdeen, Edinburgh and Glasgow and Sumbara. The challenge will be for ferry operators to compete as a different mode of transport. We will continue to work on a Team Scotland approach to look at the potential of new services, and that will involve a range of marketing and tourism campaigns, focused on intelligent trade support. Scottish Enterprise can help to evaluate potential freight market, and it may also be able to offer joint funding support around marketing in this element. Scottish Government has also explored options for other forms of commercial support that we may be able to offer potential operators as part of their overall business plan. That highlights some of the ways in which we can assist ferry operators and encourage more tourists to choose Scotland as their holiday destination. Of course, there are some parallels and challenges in the experience around the recife to the Zabruga ferry service. The challenges that are faced by that route over time are similar to those that will be faced by any potential new ferry operator. Despite the recent drop—I think that it was David Stewart that mentioned this—despite the recent drop in wholesale oil and gas prices, marine oil prices have become more expensive due to the introduction of the EU directive on sulphur in marine fuels. Regarding any possible Scottish Government funding, we have to be clear that although it will be beneficial to our economy, a Norway service could not be considered a lifeline route such as those to the western and the northern isles, so our options to provide direct funding support are indeed more limited. Around state-aged rules, it limits possible funding to freight facilities grant and waterborne freight grant schemes. Grant awards under those schemes are dependent on the transfer of freight from road to water, which is unlikely to be significant on a Scotland to Scandinavia route. Any new passenger service would also require freight custom to be commercially viable. It should also be noted that freight services are operating between Aberdeen and Norway, albeit not for passengers. A further challenge for operators of passenger ferry services is the availability of suitably configured vessels, such as Alex Johnson, which is covered in terms of cabin spaces and passenger facilities, coupled with fuel efficiency. The minister will know that I raised the issue of vessel design being a crucial factor on how viable it is and the difference between a 40-knot catamaran that I mentioned from P&O and some of the slower vessels that some other members have mentioned are absolutely crucial. Speed makes all the difference, and there have been failures across Scotland where we have had any ad hoc vessel being used, rather than the vessel being spoke for that particular route. Certainly, in that point, there are a number of issues, and the Scottish Government will continue to be supportive. Indeed, my next point was going to be how creative Government can be in trying to find the right vessel and providing support, such as has been the case with DFDS. The Scottish Government will do everything that we can to help ferry operators to overcome such challenges. Short of time, despite the challenges, we will continue to encourage ferry operators to keep the option open of introducing passenger ferry services from Scotland under review. The Scottish Government stands ready to work closely with any ferry operator looking up to set any new route linking Scotland directly to Europe. That concludes this evening's and today's business, and I now close this meeting of Parliament. Thank you all.