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That is not such a factor for long-term contracts. For long-term borrowing, the interest rate levels out. That point that has been put to me by the industry, which says that Transport Scotland does not seem to have understood it.

Thank you.

Thank you for that answer, but what do you mean by “presence”? I know that certain companies have been involved, such as Jacobs and Atkins, which have had a presence—an office—in the north, although I think that at least one of those companies pulled out of its Elgin office, because of the lack of progress on the A96. What do you mean by the “presence” that Transport Scotland has in Inverness?

You would be very welcome to do that.

I suggest that we write to the Commissioner for Ethical Standards in Public Life in Scotland and to Western Isles Council, Orkney Islands Council and Shetland Islands Council to seek their views on the action that is called for in the petition—specifically, the suggestion that island knowledge should be added as an essential criterion in the skills matrix for boards that deliver lifeline services to island communities, and the processes for encouraging island residents to apply for those roles.

In addition, we should write to the Minister for Transport to seek a response to the four suggestions that are set out in the background information on the petition; to ask what consideration has been given to developing a more structured role for local councils to suggest potential candidates when vacancies arise on public boards that deliver lifeline services to island communities; and to seek further information on the methodologies that are being used to encourage more applications from island residents and give them confidence to engage with the recruitment process. For example, video conferencing technology could be used to allow people to participate in interviews, rather than there being a requirement to physically travel, which can involve an awful lot of time and expense and is a deterrent in some cases, as we have heard.

I propose that we close the petition under rule 15.7 of the standing orders, on the basis that a working group that includes MSPs from all parties has been established to explore alternatives to PPPs, and the Scottish Government has provided a response to the recommendations proposed by Jubilee Scotland and is continuing to work to improve the financing models at its disposal.

In closing the petition, perhaps the committee could write to the Public Audit Committee to draw its attention to the issues that are raised by the petition ahead of that committee taking evidence from the director general of the Scottish exchequer, which the convener alluded to.

With your permission, convener, I will raise one matter at the outset of today’s public session. The documents that were furnished by Transport Scotland initially maintained that, for an unspecified period, I was the lead Scottish Government minister for infrastructure projects. That is wrong. I was never the lead minister. I was, of course, bound by collective responsibility and I was, for a while, copied into some material. That practice of receiving copied material ceased in 2018.

I took the matter up with the help of our clerks and then directly with Transport Scotland. That led to Transport Scotland acknowledging that the assertion that I was the lead minister was an error. It kindly apologised for the mistake, and I am happy to accept that apology, but I wish to make that clarification on the record.

I will, just to pursue the issue that was raised previously, about framework long-term contracts for your members so that they have guaranteed work—a pipeline, or a preparation pool, as it might otherwise be termed, of work—over seven or eight years. That is in contrast to the current position: I believe there are no road contracts in Scotland at all at the moment. If we want to get from where we are now to having framework contracts, should we be advocating to the Scottish Government that such an arrangement be deployed? Would you argue that, for that to work, there needs to be much more clarity about the work that will be available over that seven, eight or 10-year period?

Therefore, would you welcome three things? First, would you welcome early clarity on the mutual investment model contracts that are to be used for the central and northern sections of the A9? As I understand the situation, those are still subject to a caveat that they will be reviewed in 2025.

Secondly, would you welcome an early process for made orders relating to the A96 between Inverness and Auldearn, including the Nairn bypass section, so that that would form part of the preparation pool? That section is also a firm commitment of the Scottish Government. Finally, do you agree that, because disruption is a practical factor in relation to how the work is best carried out on the A9, and because you cannot do everything at once—otherwise, the A9 would have to be closed, which is just not possible—would it help to spread the disruption across the network? Would that point to industry desiring that the A96 contract go ahead concurrently with the A9, rather than the ludicrous prospect of having to wait until the A9 dualling is complete?

Whoever.

Good morning, Mr Barn. I have three questions, which all look to see how best we can complete the promised dualling of the A9.

First, in your evidence last June, you kindly set out the changes that you felt would need to be made to the procurement process. I believe that you broadly advocated, inter alia, that the NEC4 contract—the type of contract that is used elsewhere in the United Kingdom—be adopted. We recently had a briefing from the Cabinet Secretary for Transport, Net Zero and Just Transition that this has now happened in relation to the retender of Tomatin to Moy. Are you able to say yet whether the industry is now satisfied that the form of contract that Transport Scotland is now apparently proposing to use—Transport Scotland accepted the thrust of your arguments last June as industry’s voice, which is very welcome—is sufficient and satisfactory to your members?