 Felly, mae'r busnes yn dweud i ddeblog o Môr 14266 yn ddwg Brian Whittle o bach o gondol unrhyw ffrasil o'r cyfrifiad i Sgwyl Fyglwodau. Rwy'n gweithio i gael eich ddweud o ddwelladau, dwi'n ddweud i ddweud i ddweud i ddweud o gondol I call on Brian Whittle to open the debate around seven minutes, please, Mr Whittle. I am delighted to be able to bring this debate to the chamber. I start by thanking all the tireless work that has been undertaken by business and community campaign groups such as the A77 action group, the Julie A77 campaign, the Airtust and War railway action group and the Mabel Bypass Committee and others and some of the members that I welcome to the chamber today. I think that the fact that the chronic lack of investment in the south-west infrastructure has been brought to light is due in no small part to their persistence. I have a map of Scotland with all the trunk roads in Scotland marked on it along with the speed limits. You can drive from Ayr to Galsby in Slyland, which is some 275 miles on trunk roads before hitting a 30-mile-an-hour limit. You can drive from Ayr to Aberdeen to Barcelona without hitting a 30-mile-an-hour limit. The reason that is significant is that the trunk roads that link Ayr to Gretna to the Port of Cairnryan are littered with 20 and 30-mile-an-hour speed limits through many small towns and villages. Towns and villages that are not set up to take the convoys of 44 tonne lorries and goods vehicles to the port of Cairnryan are littered with 20 and 30-mile-an-hour speed limits to take the convoys of 44 tonne lorries and goods vehicles charging to and from the third biggest port in the UK and the biggest in Scotland multiple times a day. The impact of the volume of commercial traffic over the years in those communities is significant in terms of health and the wellbeing of their populations and the wear and tear on the roads and housing. I took the opportunity of travelling down to Cairnryan on a 44 tonne lorrie and I suggest to the cabinet secretary that this is a journey worth taking if he really wants to understand the scale of the issue. Witnessing the driver negotiating the narrow streets of the towns such as Meebowl and Mineshant through the tight turns in Gervyn and the slow climate of Ballantrey on a narrow road as lorrie convoys from the recently docked ferries is coming the other way is eye-opening and quite unnerving in places, what's more how big does a pothole have to be for a 44 tonne lorrie to swerve to avoid it? The answer is far too big to be safe for any other road users and there are too many instances where this manoeuvre has to happen. The A70, the A75, the A76 and the A77 long ago became unfit for purpose and over the years have become woefully so. The rail service is far from satisfactory especially when we look across to the investment in the border's railway. Quite frankly, we are sometimes relieved to be able to say that there are any trains running at all with the issues at the air station and the station atel and we seem very far from resolving that issue. Touching on that briefly, with the news that the final structural survey is not due to come out till sometime in March, I hope that the cabinet secretary will join me in pushing for a speedy resolution to the questions hanging over the future of that building. At one point, when the rail link was closed, the A77 was also closed, effectively cutting off the south-west of Scotland. The diversion along the B-class roads, even less suited to heavy goods vehicles, adds about an hour on to a journey north. I am sure that that journey feels a lot longer if you are on the back of an ambulance or you are trying on a bus to get to air for cancer treatment. It can be a round-trip of over four hours plus medical treatment. It is just not fair, apart from anything else. I think that the timeline of promises over the last decade is worth mentioning. In 2010, the then First Minister, Alex Salmond, promised significant upgrades to the 75 and 77 when opening the ports. Stena had invested £240 million and P&O £90 million on the back of that promise. In 2011, the then transport minister, Alex Neil, attacked the previous Labour administration for its lack of investment in the south-west infrastructure, stating that it was scandalous. In 2016, I attended a transport summit in Dumfries, chaired by the Deputy First Minister and Humza Yousaf, where they listened to the concerns of freight haulers, shipping companies, businesses, local people and the politicians. In 2017, I organised a meeting between the then transport secretary, Humza Yousaf and the A77 and 75 action groups that he listened to. Last year, the new cabinet secretary for transport met the action group and listened to them. Jeane Freeman has now annual newsletters proclaiming that this is the year for the Mabel bypass, only for that to be shown as empty promises. Ten years of talking and listening with very little action, we now have a south-west infrastructure study that will feed into a national STPR2 paper, which will not be complete for another two years. Conveniently, I have to say just before the next election, call me an old cynic. It's easier to discuss what you will do than justify any action you're responsible for taking or not taking in this particular instance. While we're having this debate, the Cairnryan Strunrar route continues to be eroded. The Belfast to Dublin road is now motorway, and when offloading at Holyhead, hauliers are straight on to a dual carriageway. Currently, about 45 per cent of Northern Ireland trade with the UK comes through the port of Cairnryan, much of it the so-called just-in-time goods, worth more than £1 billion. Once that trade has been lost to other routes, history shows us that it is unlikely to return. This is not just about the future economy of the south-west, but about the economy of the whole of Scotland. We should have a cycle route from Yrtych yn Rar, similar to the North Coast 500, to tap into the huge cycle tourism market. It would be a fabulous route that would attract thousands of enthusiasts. There are so many obvious benefits to proper long-term planning. I'm sure that contributions from the SNP benches will be quick to recognise the final arrival of the bypass for Mailbowl. I would like to ask the Cabinet Secretary if we have a contractor for that yet. Before we do, let's remind ourselves of a few of the other infrastructure projects elsewhere in the country that have been completed between the first pledge from this Government for the Mailbowl bypass and today. The Queensbury crossing at £1.34 billion, the M8M73M74 improvement project at £450 million, the Aberdeen bypass, which is more or less complete at £745 million, with the contractor now asking for an increase to £1 billion, the border's railway line at £350 million, the Dylrai bypass at £60 million. If we add in the £3 billion commitment to the dual electrify the A9, that is a total that is the thick end of £7 billion of investment in infrastructure projects across Scotland, compared to a proposed £30 million in the south-west for the much-delayed Mailbowl bypass. The plan is submitted afar from my deal and shows a lack of foresight from the Scottish Government. It will not be dual carriageway. Moreover, it has resisted calls to build bridges in such a way as to be able to convert to dual carriageway in future without major reconstruction. It speaks of short-termism and getting away with as little as possible. Throughout the campaign, the ask has been entirely reasonable and pragmatic from all parties concerned. A long-term investment strategy and a level of parity investment in the south-west. After more than a decade of this Government, it is clear that the south-west of Scotland has never been a priority for this or any other Scottish Government. Moreover, I think that we have tried to keep the on-going debate politically light because the outcome is far more important and far reaching for the south-west than any political agenda. However, we have had to drag ministers to the table to discuss this. Quite frankly, the SNP has only become interested, it seems, because of the interest generated by other parties. That should not be beyond this place to come together and deliver what is obvious. There has been a lot of rhetoric over the last decade and more that has resulted in a south-west infrastructure network being so neglected that to bring it up to any kind of standard that is fit for purpose will take an investment that makes it extremely problematic. However, the longer the south-west is ignored, the more difficult that solution will become. We are beyond debate and discussion. The south-west needs investment and it needs it now. There can be no more excuses. We move on to the open debate and speeches of around four minutes. Emma Harper, followed by Finlay Carson. First, I congratulate Brian Whittle for securing this important debate in chamber this evening. There is yet another debate on how we can improve the infrastructure in the south of Scotland. This demonstrates combined work from members across the chamber that are from the south Scotland constituency as well as region MSPs. I highlight the absolute need for major infrastructure investment and improvement in the south of Scotland. It is important that we all work together across all parties for our constituents across the region. I thank the cabinet secretary for being so supportive as well with my engagement with him. P&O ferries have seven crossings every day from Cairnryan to Larn during the week, and Stenoline has six daily crossings from Cairnryan to Belfast. Both companies are responsible for over 10,000 freight vehicle crossings every year, and all of these vehicles access the ports via the main arterial routes, the A75, the A76 and the A77. This is just an example of how important south Scotland is to the whole of the UK as well as to the Republic of Ireland and the EU. I have said in previous debates that there is a need for wider upgrades to infrastructure around south Scotland, particularly the A75, the A76 and the A77. Those main arterial routes connect the south west to the wider Scotland, businesses and local people. Our emergency services rely on those routes for their day-to-day business and operations. They are essential in bringing visitors, tourists and investment to the region. However, the roads are not fit for purpose and Brian Whittle has outlined that. It is causing much upset, much dismay and much frustration for the people and the businesses locally. I have listened to the people in south Scotland and I am not alone in my desire for more attention and investment. Many people feel isolated and forgotten in our corner of Scotland. I would like the Government to assure me that we are not forgotten and that the necessary work will continue. Back in August 2018, I hosted the meeting in Strunrar with representatives from both the A75 and A77 action groups. The meeting was attended by the Cabinet Secretary for Transport, Infrastructure and Connectivity, Michael Matheson, and representatives from both Stenoline and Peno ferries, along with local politicians and MSPs, Brian Whittle, Finlay Carson and Colin Smyth. The message from those who attended the meeting was unanimously clear that the South West of Scotland requires major transport upgrades, particularly on the three main roads that are mentioned. In order to attract business and people to the region, which will allow our south-west economy to flourish, I am sure that the Government understands how important it is for large business such as Stenoline and Peno to remain in the region and small and micro businesses of which we have many also rely on those roads. Those businesses are local employers, they attract people to the region, they allow for economic growth and we need to work with them in order to ensure their future. There has been anecdotal evidence to suggest that the likes of Stenoline and Peno might even pull out of the Cairnryan and move their operations south of the border to Holyhead, where the infrastructure would be described as absolutely more favourable. That must not be allowed to happen and I would ask the Cabinet Secretary for a commitment that he will work with and listen to the concerns of Stenoline and Peno, as well as other businesses. Shortly before the Christmas recess, I attended a Transport Scotland briefing in Dumfries about the initial findings of the South Scotland strategic roads review. I was encouraged to hear the officials acknowledge the need for upgrades and that they have listened to the voices of the local people. I look forward to seeing the results and recommendations published as soon as possible. I know that the Scottish Government has invested in the A75, A76 and A77 with the creation of just one example, and the Maball bypass, which has been lobbied for for many, many years. That is what my motion was about late last year. We have witnessed lorries passing each other on blind corners on narrow cliff-edge roads near Bal and Trey. We have got dash cam footage of lorries passing three abreast on gatehouse bypass going up the hill. There have been too many deaths on those roads. I hear the frustration of the road users. I know the frustration of the road users. I declare an interest because I am one of those road users as well. In conclusion, I would like to reiterate the comments and thoughts from my constituents, as well as from the businesses on the need for the major upgrade improvements to those roads. I would also like to recognise the work that the Scottish Government has carried out on progressing with the South Scotland strategic transport study. I would encourage the cabinet secretary to publish the full findings and recommendations from the study as soon as possible. I would like to take the opportunity to stress to the cabinet secretary how important it is for this SNP Government to ensure that the people in the south-west are listened to, are connected to the wider Scotland, the central belt and the rest of the UK and, most importantly, feel as though they are not forgotten. Finlay Carson, followed by Willie Coffey. I thank my colleague Brian Whittle for securing this hugely important debate this evening and for raising a matter of great concern to my constituents in Galloway and West Dumfries and that far too often forgotten and ignored south-west of Scotland. Born and brought up in the edge of the A75, we are acutely aware of the need for upgrades to our transport infrastructure and that need has never been more urgent. Over the last 20 years, investment in Dumfries and Galloway has been significantly reduced in relation to other major trunk roads. Just compare that to the time of Ian Lange and Sir Hector Monroe when they delivered new bi-patties and other major upgrades at Glenloos, Newton-Stewart, Pylnure, Cursleuth, Creteown, Gatehouse of Fleet, Berlucca, Ringford, Bridge of D, Carls Douglass, Dumfries, Cullin and Annan. What a record compared to the one example that we have had today of two bi-patties that we have seen from this SNP Government and their predecessors. The local MSP SNP members merely skirted around this issue during Emma Harper's recent members' debate in the subject. Now, of course, I do welcome investment in other poor roads in Scotland, but not at the expense of the south-west. We just want equality and equity of investment. The current trend of routes in the south-west of Scotland, including A77 and A75, cannot continue to be ignored. In 2016, I attended the much-heralded transport conference in Dumfries where the Deputy First Minister and Transport Minister promised action on transport. Two and a half years later, the people of south-west of Scotland are saying a big thank you for nothing. Mr Swinney, the Deputy First Minister, of course, has a history of promising and that they are not delivering. On a pre-election visit to Sunrar in April 2016, he announced five key pledges for the south of Scotland, including further improvements to the A75 and A77, calling the package an ambitious action plan for the south. It did have a timescale with Aileen McLeod welcoming the announcement, saying that she was confident that it would bring a massive difference to the region over the next five years. But only by casting votes for the SNP can we ensure that those are delivered in full. While the SNP is in government, up to now, the only thing that they have delivered is broken pledges. I am committed to supporting the vital port of Cairn Rhine, and the cabinet secretary will have been left in no doubt as to the importance following the meeting that we both attended in Sunrar in August last year, where both Stenna and Peno attended. The Freight Transport Association Policy Management for Scotland said, for such a key route, the lack of consistent road surface is a headache for both freight operators, local residents, and it deserves urgent attention. Bypasses need to be constructed as a priority for the villages that the road currently travels through. We would urge Transport Scotland to investigate the possibility of duplicating the current A9 pilot scheme, which uses average speed cameras and increased speed limits of 50mph to keep this key economic corridor to and from Northern Ireland open and functioning efficiently. Cairn Rhine handles around 45 per cent of Northern Ireland's trade with the UK, with around 9,000 salons a year in Loch Rhine to Belfast, accounting for 410,000 units of freight. Growth in the route has grown by 1.3 per cent over the last year, but that is outstripped by far greater growth in movement between the ports of Holyhead and Dublin. That will only continue if the inadequate quality of the A75 and A77 is not addressed. The feeling of being forgotten was extremely apparent last year when the trains did not run for over two months on the air to Stranraerling. Although the safety issues at Ayrst Hotel could not be ignored, full rail route closures in the future will not be tolerated by the people from Stranraer, and I seek the cabinet secretary's assurance that contingency plans are now in place to ensure that. The line is a lifeline for rural commuters heading for work, further education and social activities, yet at times my constituents could have been forgiven for believing that they may not have ever seen a train running again on that line. Like Brian Whittle, I would like to play a tribute to the campaign groups who are fighting tirelessly for the transport infrastructure upgrades in the south-west. The A77 action group and the dual A75 group in particular have highlighted why those roads deserve to be brought into the modern age. Presiding Officer, it's time that those groups in the south-west were paid more than just lip service. We don't need report after report and review after review. We don't need a government that just listens. We don't need a government that makes pledges. We need a government that listens and then delivers on its pledges. And where is that more greater than the south-west of Scotland? Willie Coffey, followed by Colin Smyth. Thank you very much, Presiding Officer. There has been substantial investment in road and rail infrastructure in the south-west of Scotland since 2007. Some of us who are in Parliament then who can't paint for those investments welcomed these and so did the many hundreds of thousands of commuters at the time and still do. Why those works weren't carried out prior to the SNP taking power remains a mystery that perhaps only our colleagues in the Tory and Labour parties can answer since those problems have been evident for many, many years. On the roads network, around 10 schemes all together in the A77 and A75 were brought forward by this government and an investment of around £85 million was committed. No, thanks. The infamous problems and dangers at the Simonton-Tuboggan toll just south of my constituency was finally attended to by this Government making that road much, much safer for commuters. It has to be said that the significant farming community that has access to that road at all times of the day, too. I recall, Presiding Officer, some horrific incidents in this road over many years, yet nothing was done about it until this Government came into office and got it done. We should all recognise that, I think. That particular investment alone was over £10 million and was money well spent. On the rail network, I along with my colleagues at the time campaigned for the introduction of the half-hourly rail service from Comarra to Glasgow, which has been a huge success. Not only has the frequency of service doubled but the investment in the stations, platforms and car parking that has gone along with it has transformed the rail service to Glasgow for people in Asia. As I recall, that investment cost around £38 million at the time. It had been talked about for eight years in this Parliament before 2007, but, like the Simonton improvements, nothing was done about it until this Government put up the money and got it done. That is just the Comarra to Glasgow line. From 2014, over £146 million has been spent on rail infrastructure and things like track renewal and refurbishment and signalling improvements. Over the period from 2007 you can see from various parliamentary answers that about £190 million has been spent on the A77, 75 and 76 on maintaining these roads. That is a substantial investment and exceeds by some margin anything that had been done prior to this. When Labour was in power here, it managed to deliver one major project to the A75. Excuse me a moment, Mr Coffey. Could the chaps on either side of me please extend the courtesy to Mr Coffey that was extended to yourself when you were making your own contributions? Mr Coffey. I am looking forward to hearing the contribution that they might make to the debate. As I was saying, when Labour was in power here, it managed to deliver one major project to the A75. In the first five years of the SNP Government, over £36 million was spent on that road compared to Labour's £6 million. In the same period on the A77 in South Ayrshire this Government has spent over £35 million compared to the previous administration's paltry spend of about £1.9 million. You can even look back into the mists of Hansard from a way back in 1989 onwards when the various mentions of projects in Ayrshire and the south west that never got started. Dunragett was one of them. Binans, Barley and Mabel were all mentioned as early as 1889. All talked about but all had to wait for the SNP to arrive to deliver. On the horizon, of course, the Mabel pie pass, another scheme that has been talked about for decades but nothing was ever done. My former colleague Adam Ingram Caryc, Cymru ac Ndoon valley was a great champion of the project and it will be delivered by this Government at a cost of about £30 million. Looking ahead to what the south west of Scotland's future needs are Transport Scotland is currently undertaking this work at the moment as part of its strategic transport projects review. For me, a key part of this has to be how we better connect to Ayrshire not just to Glasgow and Stoplayer but how to better connect to Ayrshire to Edinburgh, for example, and the north, particularly by rail how to better connect to us with the south of Scotland and the borders and perhaps whether to connect us directly with the ports of Dublin and Dunleary in the Republic of Ireland via our excellent ferry ports in Ayrshire a direct connection that I'm sure would provide a huge boost to Ayrshire economy. Far from a tale of lack of investment spun by the Tories and their Labour supporters the facts are quite different and show that when it comes to delivering in transport infrastructure projects in the south west it's the SNP Government that has actually delivered and it's this Government that will continue to deliver for the people of the south west of Scotland. The last of the open debate contributions is from Colin Smyth. Thank you to Brian Whittle for tabling his motion. Can I begin by declaring her interest as a chair of a local campaign group on the Nith Valley line in south west Scotland. In November when we debated in this chamber roads infrastructure in the south west are stressed fundamentally the issues not simply about roads it's about the economy. Much of the south west of Scotland is plagued by low pay, rising unemployment and an outward migration of young people because of a lack of local high skilled and high paid employment opportunities in the area. There's no doubt that the lack of investment in infrastructure, physical and digital has contributed to these economic weaknesses and acted as a barrier to growth for existing firms and to our ability to attract new businesses to south west Scotland. Both the A75 and the A77 are of strategic importance not just to south west Scotland but to all of Scotland, the north of England and Northern Ireland providing clear connectivity to the ferry port at Cairn Rhyon yet both roads are simply not fit for purpose. Had the ferry companies known there would have been so little investment from the current Government on the A75 and the A77 in recent years they may well not have made the investment they have done in the ferry terminals in Cairn Rhyon. At a time the Government is pledging £3 billion to dual the A9 from Perth to Inverness. It's a scandal that just 1% of that investment is planned for trunk road upgrade projects in the whole of south west Scotland. The fact that the south west is a forgotten part of Scotland when it comes to road improvements isn't just confined to the A75 and the A77. The A76, which links Dumfries and Galloway and East Ayrshire, cuts through many communities whose local economies have never recovered from the impact of the closure of the mines. Part of that so-called trunk road at Interkinfwt has been reduced to a single lane with traffic lights now for more than four years when it comes to road improvements in the area. I pay tribute to the A75, the A76 and the A77 action group, some of whom are in the public gallery today for the work that they are doing in highlighting the plight of those communities along those roads being let down by the lack of that urgency and investment. Unfortunately they don't share the view of Willy Cofi that everything is fine but as the motion highlights that inadequacies in our transport infrastructure in the south-west of Scotland go beyond roads. Much has been said in recent weeks about the roll-out of the new ScotRail timetable but that new timetable has completely bypassed the south-west with no increase in services given the shambolic way that has been implemented in other areas with cancellations delays and overcrowding and maybe that's a blessing. However it remains the case that whether it's Transpennine Express or Virgin Rail from Lockerbate or ScotRail trains in the area are just not frequent enough and are holding back the economy of the area. The potential to get more people off our roads and onto our trains in the area is enormous but that potential is not being realised. It's an issue that hasn't yet been mentioned so far but it's also no exaggeration to say that in many parts of the south-west the bus network is close to collapse with recent cuts and routes right across Ayrshire and Dumfries and Galloway. I can tell the cabinet secretary there are many more cuts on the way unless firm action is taken to grow investment in supporting our bus network in that area. I'm sure that in summing up, the cabinet secretary will point to the current south-west transport story that is being carried out which will feed into the strategic transport projects review but the completion of that review is years not months away. It's not clear how the south-west story will influence the outcome of the wider Scotland-wide review or even how the many projects that I'm sure will be listed will be prioritised for investment and won't simply become a wish list never delivered but what is clear is the clock is ticking. We need to see a fairer share of transport investment come to the south-west of Scotland to support the local economy an economy that simply cannot wait for the outcome of our review that is still years away. I now call Michael Matheson to conclude the debate for around seven minutes please The cabinet secretary. I congratulate the member in securing time for this important debate. It's given me again an opportunity to hear more about the problems, opportunities, the issues, the matters of concern about transport infrastructure within the south-west of Scotland. Quite a number of the points that have been raised in the debate here this evening are very similar to the points that were raised back in the debate in the sixth of November that was taken forward by Emma Harper. I also echo many of the points that I heard when I visited Stranraer back in August of last year where I know a number of the members who were present here this evening attended that particular meeting along with local campaigners. One of the things that I want to reassure all members and I'm conscious that these things can become quite fractious in terms of where priorities and spending should be made but the Scottish Government recognised that transport links within the south-west of Scotland play not just to those who live there but also to the local economy, the regional economy and also to our national economy. As Willie Coffey rightly points out, although for some they may not like it, the reality is that there has been significant investment made over at this Government's term of office although having said that I recognise for some it just isn't enough. Of course many of the projects that were also completed in other parts of the country bring wider economic benefit to the whole of Scotland which benefits us as a country, as a whole. Several members have made reference to the Mabel bypass. What I can confirm to the chamber here this evening is that the tender competition for the A77 Mabel bypass has now been concluded and is currently in mandatory standstill period. The winning contractor will be announced at the end of the standstill period construction work is expected to commence early this year once the successful contractor starts his programme of work as they have set out. There is absolutely no doubt that this is a project that will help to separate local traffic from those travelling further afield particularly those heavy goods vehicles that may be going to the port in the future. I had the pleasure of meeting the Mabel bypass committee a number of months ago a meeting hosted by Jean Freeman to hear about their experience around traffic problems passing through Mabel itself. They were pleased to hear about the progress that was being made and I want to put on record again my thanks for their commitment on this issue over many decades. Determined to see improvements in Mabel and the bypass will be delivered in the course of the coming year. I also recognise that the difference that this will make to a town such as Mabel will be very significant. Estimated that it will reduce traffic on a high street by approximately 50 per cent and the number of heavy goods vehicles that we are passing through Mabel is estimated to be cut by some 90 per cent. There is no doubt that this will have a significant benefit for those who live and work in the area of Mabel and those who are going further afield. We also recognise about the important role that our strategic road network has and our rail network has as well. The A75 and the A77 provide important links to the ports of Cairnryan used for daily journeys from those who are going to Northern Ireland and those who are coming from Northern Ireland whether it be freight or whether it be passenger transport. Many Scottish businesses in the south-west of Scotland and further afield rely on these transport links to get goods and materials and also to make sure that they are able to access key markets. What I can say to the concern that has been raised by Emma Harper is that we fully recognise the important role that the port of Cairnryan normally plays to the south-west of Scotland but to Scotland as a whole and we want to see it continue to play an important part within our economy. We are having to take forward a whole range of different programmes across our transport network whether it be road, rail or freight or air in very challenging financial circumstances. The fiscal environment makes it challenging in having to set the priorities that we want to see our investments being made in in order to make sure that they are invested in order to get the right type of return for that local area and for the country as a whole. Of course, we want to support economic development right across the country and the south-west of Scotland is no different to that but there is a process that must be undertaken in order to identify where those strategic investments should be made and we have commenced the second strategic transport project review. It is not something that will happen in years that has already started and the initial focus of that has been on the south-west of Scotland. I understand that a number of the members here tonight attended the opportunities that were provided to participate in some elements of that study where briefing sessions were provided in Dumfries and Ayr. I want to thank those who took the time out of their day to participate in those events. The study is now moving forward since the debate on 6 November. The stakeholder engagement programme has now been completed and work to summarise and report on the outcome from this is presently being taken forward. I was also very encouraged to hear that there were some 3,200 people responded to the public survey and that successful stakeholder events which were delivered in Sturnau, Mabel and Dumfries. I am also aware that the sessions in Dumfries and Ayr allowed a number of the members who are here tonight to participate in that event. I want to take this opportunity to put on record my thanks for those in the local community who participated in this particular event. If it helps, I am happy to give some feedback to members on what some of the initial feedback has come from the stakeholder programme. It has reinforced some of the areas in which we saw them as priorities and an important aspect has been access to report and the impact that freight has on the existing road network particularly the A75 and A77. Key issues that have emerged has been a call for improved integration between bus and rail services. A call to consider the impact of freight traffic on the road network and how that can be reduced. A call to address the lack of resilience on the road network when incidents do occur. That part of the process has been completed. That will now be drawn into the next stage in the south-west of Scotland in looking at developing options to address the key issues that have been highlighted as part of the engagement process. That will also look at the possibility of further appraisals and that will then form part of the overall thinking for our strategic transport projects review. I recognise that members have come along this evening to put the case for the south-west. However, I have got no doubt that members are simply to finish this point. I have absolutely no doubt that it is members from the north-east, from the north-west or from the south-east. They would all be arguing for strategic investments to take place within their respective regions. As a Government, the responsible way in which we will look at those matters is to consider where the range of priorities are right across the country and then to come to collective decisions on what would be the most appropriate measures to provide investment and support in order to achieve the outcomes from the strategic transport review. I am happy to give way to Mr Carson. Just this once, Mr Carson. Thank you for taking my intervention. If the review that is currently undertaken if a report comes out and says that there is time for critical interventions or emergency, will you commit to bringing forward finance to undertake those investments prior to the national review? Michael Matheson. I find it a wee bit rich of Conservatives demanding we bring forward capital spending when the UK Government is doing everything they can to take up our capital budget year on, year out. I think that the member in terms of demanding capital spend is on pretty thin ice given a UK Government's track record and it's repeating cuts to our capital budgets. I can see that the member will be aware that there is a maintenance programme in there for dealing with any urgent matters that need to be dealt with. The strategic transport project review, this is the second of them to be taken forward, is a key approach that we have to take forward to look at all of the demands right across our transport network. Will that be a matter? No, Mr Carson. Will that be a matter whether it's in road, rail, ferries or air? All of those matters have to be considered. I will draw my remarks to a close, Presiding Officer. Can I finish on the point regarding air station hotel and the difficulties that the poor state of that building has caused given the risk that it posed to the line in air in order to take action to make progress on this issue? Because it's very clear consecutive administrations in South Ayrshire Council should have taken action at a much earlier stage given the deterioration of that building, which they are responsible to the local community in taking action on. Over a considerable period of time they have not taken action which is necessary. We as a Government stepped in and created a task force in order to make sure that appropriate measures were taken and also to provide the financial support that is necessary to encapsulate the building in order to make it safe to allow the line to continue to be used. We will continue to do what we can, Presiding Officer, to make sure that we get the right investments in our transport network right across Scotland, including in the south-west of Scotland, and I'm committed to making sure that we continue to listen to the views of those in south-west of Scotland as to what those priorities should be. Thank you everyone. That concludes the debate and the meeting is closed.