Direct Ferry Links: Scotland and Mainland Europe

Neale Hanvey Excerpts

Wednesday 12th January 2022 Westminster Hall

[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.

[Neale Hanvey (Kirkcaldy and Cowdenbeath) (Alba)]

Does my hon. Friend share my deep regret that a comparative drop in the ocean of investment would be sufficient to move this project forward? The reluctance of the Scottish Government to do so undermines Scotland’s case for independence and the valiant work and efforts of the hon. Member for Dunfermline and West Fife (Douglas Chapman).

--- Later in debate ---

[Iain Stewart]

The hon. Gentleman makes a perfectly fair point. I will come on to some of the specifics of maritime in the next eight minutes. However, it is only right for me to point out that the impression that the Government are not interested in connectivity in all its forms is simply not true.

[Neale Hanvey]

Will the Minister give way?

[Iain Stewart]

I will give way one last time and then I must make progress or I will not get round to the maritime points.

[Neale Hanvey]

I thank the Minister for giving way; he is being a good sport. On HS2 and the benefits it may deliver at some distant point in the future, dependent on the project’s development and links, if we are trying to achieve a comprehensive transport strategy, does he not think it would be a useful investment, and small in comparison with the massive investment in HS2, to support the development of maritime connectivity as part of that comprehensive transport link? Will he commit to meet me and my hon. Friend the Member for East Lothian (Kenny MacAskill) at some point in the future to discuss maritime strategy in more detail?

[Iain Stewart]

Indeed. The Union connectivity review is across all modes of transport. I do not think only one single intervention is important. I am always happy to meet the hon. Gentleman and his colleagues. I know the hon. Member for Dunfermline and West Fife has been to see the Secretary of State for Scotland to discuss the specifics of the Rosyth-Zeebrugge route.

Let me make some progress on this. I understand that the proposed ferry link would replace a service that was previously run by DFDS Seaways from Rosyth to Zeebrugge. That started as a combined passenger and freight service in 2002 but was changed to freight-only in 2010 due to insufficient demand. Even after cost-saving measures were taken by the operator, including changing to freight-only and double-stacking the containers, the route continued to make losses, and a fire on board sealed the fate of the service in 2018. I understand the opportunities such a direct ferry link could present, encouraging passengers to use fewer short-haul flights and diversifying the connectivity.

Leaving aside all the other arguments about Brexit—I am sure we could have a fascinating debate about that—it is surely a truism that it is better to have more diversity in transport links, so that if one is constrained for whatever reason, such as industrial action on the continent or whatever, there are alternatives. Indeed, there are services from Zeebrugge to the UK—I think there is a daily service at least from Zeebrugge to Hull. What I cannot do is commit today to one specific route—that has to be a commercial matter. But the infrastructure required is there at both ends so there would be no need for additional infrastructure at Zeebrugge or Rosyth.

The one bit of additional resource that would be required, which is not impossible and I understand discussions have already happened, is to have Border Force manpower at Rosyth to deal with passengers and freight coming in. Those discussions can happen and that could be put in place, but the request must come from the operators who wish to establish such a service.

Let me put this discussion into the broader context of changing international shipping patterns, particularly freight. The hon. Member for East Lothian may not know that I spent seven years serving on the Transport Committee, so this is a subject I have given some consideration to. Looking at the scale and patterns of international shipping, particularly from the far east to Europe, the vessels are becoming larger and larger. Whereas in the past they would come from the far east and serve various European ports and then return, now they tend to come to one port, such as Felixstowe or Rotterdam.