Fiona Hyslop
Scottish National Party · Scotland
“Our experience of ScotRail and the Caledonian Sleeper coming into public ownership is that greater accountability to ministers results in better outcomes for passengers. Public ownership has allowed for significant benefits to passengers, such as the scrapping of peak fares.”
“GBR will also deliver passenger services that are currently the responsibility of the Secretary of State for Transport. The Scottish ministers will retain their current devolved responsibilities, including securing the provision of ScotRail and the Caledonian Sleeper and specifying and funding rail infrastructure in Scotland.”
“As colleagues know, I have consistently advocated for full devolution of Scotland’s railways to better integrate track and train. Unfortunately, the UK Government is not willing to pursue that change at this time.”
“I support the policy intent of the bill, in particular its ambition to maximise the benefits of greater integration while respecting devolved arrangements. The Scottish Government supports open access and freight development and the LCM is about devolved responsibilities.”
“I thank all those who have been on the journey with me: parliamentary and constituency staff; members from all parties; and, of course, the people of Scotland, with their hopes and dreams of a Scotland that is fair and just for all and is the country that they know it can be.”
“From speaking to drivers across my Lothian region, who are spending hours of their time caught up in traffic every month, I know that there is growing frustration that we have not seen work begin on that upgrade. I welcome the answer that the cabinet secretary outlined to Parliament.”
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“There are far too many incidents of cyclists who do not have particularly effective rear lights—and some who have none at all—and they can be decked out from head to toe in black. On dark and often dreich evenings and mornings, some can hardly be seen until a motorist is almost on top of them and a collision just averted. I hear what the cabinet secretary says, but would she consider working with Police Scotland on a national campaign of “Be Seen, Be Safe” or “Be Safe, Be Seen” or “Be Bright, Be Seen” or “Do whatever you like, but, for goodness sake, be seen”? Fiona Hyslop: The advice to “Be Bright, Be Seen” is absolutely essential for cyclists and for other road users who are concerned about cyclists who do not have lights or dress brightly, particularly in the winter months.”
“We expect all road users to respect the rules of the road and follow the highway code, and advise cyclists to wear light or fluorescent clothing in poor light and reflective items in the dark. In 2025-26, the Scottish Government invested a record £48 million in road safety, and a further £2 million was awarded to the bikeability Scotland cycle training programme, which promotes safe and responsible cycling to schoolchildren. Police Scotland’s “Be Bright, Be Seen” campaign in Edinburgh is a great example of partnership working to promote cyclist safety during the winter months, with an emphasis on being visible. Christine Grahame: To put down a marker, I am not demonising all cyclists, only a minority, although probably a growing one.”
“Transport Scotland staff are engaging with the council on the business case for Blindwells, using the normal appraisal and business case process, which will identify what transport infrastructure Blindwells might need and set out a clear plan for how it will be funded and delivered. Cyclists (Visibility and Compliance with Highway Code) 6.”
“Paul McLennan: As the cabinet secretary knows, housing colleagues in the Scottish Government are engaging with East Lothian Council and the United Kingdom Government on the Blindwells business case, which she referred to, which would see a potential new town for East Lothian. What actions can Transport Scotland and the cabinet secretary take to ensure that transport solutions are progressed in tandem with housing proposals? Fiona Hyslop: The Government is committed to ensuring that infrastructure is considered and understood early, as stated in national planning framework 4.”
“For the current development at Blindwells, Government officials are engaging with East Lothian Council and the developer to implement improvements to the A1 trunk road. Those improvements were agreed as part of existing planning permission for up to 1,600 homes. For future development, officials are supporting the council as it prepares a new local development plan. Officials are also working with the council and other partners on a strategic outline business case for up to 10,000 homes that has been submitted to the Scottish Government under the Edinburgh and south-east Scotland city region deal.”
“Transport Scotland provided and co-ordinated mutual aid to Aberdeenshire Council, and it helped Network Rail to make sure that the lines were open by helping signallers to get to where they needed to be. With the exchange of assets, it is important that everybody pulls together. The public recognition and thanks have been given. There are more established arrangements that already exist in different parts of the country that are more directly led by local delivery partners through their strategic response, and they were working solidly right from the end of December. Bus Provision (Dumfries and Galloway) 4.”
“Fiona Hyslop: I put on record—as the First Minister did at the time—our thanks to everyone involved, including members of the farming community, who are obviously part of their local communities, for their efforts in helping to support their neighbours and colleagues. As the member might be aware, some of that activity is undertaken on a contracted basis. In Aberdeenshire, the amount of such activity that is undertaken by farmers on a contracted basis has increased. However, the voluntary effort, too, was significant. The patience of so many people over such a prolonged time was a credit to the communities affected. Mutual aid was delivered to neighbouring councils by various local authorities.”
“Patients who had to travel down the A9 and other roads faced issues, folk were cut off from care support in the Highlands and in Orkney, where I was, and people struggled to get to work in the public and private sectors, which has a massive knock-on effect on local businesses. Farmers were affected, too, some of whom struggled to get to different parts of their farms or some of their more remote landholdings to check on livestock. Many of those same farmers were also busy helping to keep local roads free and helping out in their communities more generally. Is the Scottish Government considering my Scottish Conservative Highlands and Islands colleague Tim Eagle’s call for the Minister for Agriculture and Connectivity, Jim Fairlie, to look at how it might reward farmers for their community spirit and their efforts?”
“Maintaining strong collaboration with contractors and partners across the Scottish Government is central to planning and preparing for, and responding to, both planned and unplanned events, and it helps to keep Scotland’s transport links operating wherever it is safe to do so. Jamie Halcro Johnston: I remind members of my entry in the register of members’ interests: I am a partner in a farming business. The recent severe weather left communities across the Highlands and Islands cut off. The cabinet secretary will know what impact that can have on our rural communities.”
“Transport Scotland has contracts in place with its operating companies to ensure that the trunk road network is safe, efficient and well managed during periods of severe weather. Transport Scotland works in close partnership with other transport operators, including ScotRail, and with key agencies such as the Met Office and Police Scotland, through established multi-agency response team—MART—arrangements, which can be activated during severe weather events to support a co-ordinated and effective response to large-scale network disruption. Such arrangements, which form part of the Scottish Government’s wider resilience response, were active during the weather warning periods at the end of December and the beginning of January. I thank all partners for their important work over a prolonged period.”
“That work is in its early stages and, rest assured, we shall work with the haulage industry, Police Scotland and other stakeholders on that important matter. In the near future, I will be meeting the Road Haulage Association, which is one of the largest trade associations for hauliers, regarding the provision of heavy goods vehicle drivers’ welfare, secure facilities and aspects of freight crime.”
“Given the key role played by our road haulage industry in supporting our economy—not least in the building of new homes, constructing wind farms and improving our national infrastructure, to name but a few—can the cabinet secretary say more about the progress that is being made following the audit in order to improve safety for hauliers and reduce freight crime across the country? Fiona Hyslop: I am aware of the valuable work of the national vehicle crime intelligence service, which is a United Kingdom national police unit that is funded by commercial companies. I recognise the importance of secure rest and welfare facilities for hauliers across Scotland. The need for an initial audit of existing facilities was identified as part of the work of the second strategic transport projects review.”
“Although the justice secretary and I speak regularly about matters of shared interest, we have not discussed freight crime in Scotland. Audrey Nicoll: Increasing freight crime reporting is a significant challenge for hauliers. The true cost of freight crime is estimated by the national vehicle crime intelligence service to be around £700 million a year and, largely, it is carried out by organised criminal gangs. The second strategic transport projects review included a recommendation for a national audit of freight facilities—specifically, lorry parks and rest areas, which are crucial to drivers’ safety and secure parking.”
“The visible work that we can all see on the route will continue to ramp up, and I want to take the opportunity to thank all road users for their patience while we undertake this vital work to upgrade Scotland’s arterial route, which will support the Highlands and benefit all of Scotland. The Deputy Presiding Officer: The cabinet secretary will now take questions on the issues raised in her statement. I intend to allow around 20 minutes, after which we will need to move on to the next item of business. As ever, I would be grateful if members who wish to ask a question could press their request-to-speak buttons.”
“That decision-making process has led to the 2026 delivery plan that I am announcing today, which provides further detail and certainty on the target dates for key milestones for the remainder of the dualling programme. The Government is fully aware that much work remains to be done to deliver this vital major infrastructure programme, and we are relying on the contracting industry to work collaboratively with us to achieve that outcome. The Government has made it clear that completion of the A9 dualling programme by the end of 2035 is an absolute priority, and we have now set out clearly how we intend to achieve that goal. I hope that today’s update further reassures the communities that are served by the A9 that there is a clear, robust plan for dualling the A9 between Perth and Inverness by the end of 2035.”
“Secondly, Transport Scotland will continue to investigate the potential introduction of temporary traffic signals at the A923 Dunkeld junction and an associated reduced speed limit. Assuming that those proposals are confirmed, our target is to deliver those improvements during the 2026-27 financial year. Thirdly, we will continue to prioritise road safety along the corridor. In 2025, we completed a £5.2 million package of short-term measures. We continue to work in partnership with Police Scotland and our wider road safety partners to respond, where appropriate, to any safety concerns on the route through our established processes, including the A9 safety group. The 2023 delivery plan provided certainty on the target dates for key early milestones, as well as allowing for a further decision-making process to be completed in late 2025.”
“When adjusted for inflation, that is equivalent to £2.5 billion at April 2008 prices, which remains well within the original cost estimate of £3 billion at 2008 prices. This Government remains committed to providing the necessary funding in support of the estimated costs in order to deliver the dualling programme on track in 2035. I will briefly cover three related matters. First, the Government has been progressing work to secure planning consent for the proposed active travel route between Aviemore and Carrbridge. Subject to obtaining the planning consent and completing land acquisition, those works will be included within the now earlier Dalraddy to Slochd section.”
“With continuous construction activity taking place across the corridor, dualling will continue to be brought into operation on a phased basis, with 50 per cent of the route between Perth and Inverness operating as dual carriageway by the end of 2030; 67 per cent by the end of 2032; 91 per cent by the end of 2034; and 100 per cent by the end of 2035. Today’s confirmation of the procurement and funding route for the remaining sections of the A9 dualling programme provides further reassurance for communities and businesses throughout the corridor on the timelines for construction of those projects. I can also confirm that the updated cost estimate for the programme is now £3.97 billion at April 2025 prices.”
“Next week, in support of that aim, Transport Scotland will launch a further market consultation with interested parties on the design of the framework agreement. That consultation will inform procurement of the framework agreement, which is planned to commence in spring this year, with appointments being confirmed by the end of the year. Once it is in place, the framework will be used to procure five contracts for completion of the six projects that are yet to commence procurement. Full details of the target dates for each contract to be procured are set out in the 2026 delivery plan, which has been published today on both Transport Scotland’s website and the dedicated A9 dualling website. The 2026 delivery plan maintains the target of having dualling operational between Perth and Inverness by the end of 2035.”
“It brings forward the start of works for the Dalraddy to Slochd section in the north, providing earlier completion of the new grade-separated junctions that serve Aviemore and Carrbridge. It facilitates the earlier completion of a section of dualling that includes the new grade-separated junction at Dalnaspidal as part of a combined Glen Garry to Crubenmore contract, rather than as a stand-alone advance works contract. The 2026 delivery plan is based on establishing a framework agreement that will streamline the procurement process and provide a pipeline of work, as the market has requested. We will continue to engage with the construction industry on the A9 dualling programme, including with the Civil Engineering Contractors Association, which has welcomed the use of capital-funded contracts.”
“It was concluded that using MIM contracts for the A9 dualling programme would provide poorer commercial value for money than would be provided by capital-funded contracts. Therefore, the Government will progress the A9 dualling programme to completion using capital-funded contracts. That important decision demonstrates the strength of the Government’s commitment to meeting its target of completing the A9 dualling programme by the end of 2035. The decision not to use MIM contracts has implications for how completion of the A9 dualling programme by 2035 will be achieved. The 2026 delivery plan continues to balance factors including industry’s capacity to deliver and the need to minimise disruption to road users. It also takes into account the likely need for a public local inquiry for the Pass of Birnam to Tay crossing project.”
“Our updated business case confirmed that the rationale for completing the dualling programme remains strong and that it is considered to provide value for money. Our market consultation indicated a strong appetite among European contractors for involvement in the delivery of MIM contracts and an appetite among domestic contractors for involvement in the delivery of capital-funded contracts. Our updated financial modelling indicates that the cost of MIM contracts is now around 28 per cent higher than the cost of equivalent capital- funded contracts—an increase from the 16 per cent difference estimated in 2023. The increased difference is primarily linked to the fact that the expected costs of borrowing for each MIM contract are now around 2 per cent higher per annum, which reflects macroeconomic factors impacting on borrowing costs.”
“Procurement of the fifth section, Pitlochry to Killiecrankie, commenced in July this year, and we are on track to award that contract in autumn 2026. That will bring another four miles of the programme into construction. The Government has also made significant progress with statutory processes. Since December 2023, we have published draft orders for one project, made orders for a further three projects and completed land acquisition for six projects. The 2023 delivery plan anticipated the use of two mutual investment model contracts to achieve completion of the dualling programme. The Government indicated at the time that that would be subject to further decision making in late 2025, to take account of updated assessments of expected market conditions. Extensive work to inform that decision making was undertaken throughout 2025.”
“As the Government indicated yesterday in the budget and spending review statement, the programme will be delivered using capital-funded contracts instead of mutual investment model contracts, and it will still achieve dualling of the A9 between Perth and Inverness by 2035. I am pleased to provide an update for the Parliament on the A9 dualling programme and further detail on the decision making and on how that decision affects our delivery plan for the completion of this vital programme of work. The 2023 delivery plan set target dates for progress of the dualling programme. So far, the Government has met all those targets dates, and construction is under way on the third and fourth sections of the programme—Tomatin to Moy and Tay crossing to Ballinluig—which, together, will provide approximately 11 miles of dualling.”
“The A9 is a vital element of our national infrastructure that connects the communities of the Highlands and Islands with central Scotland and supports their economic and social wellbeing. Dualling the A9 between Perth and Inverness will improve the safety, reliability and resilience of the route, and this Government has been consistent in its commitment to completing that vital work. In support of that commitment, in December 2023, the Government announced its delivery plan for the completion of the A9 dualling programme by the end of 2035. That plan involved the procurement of four design and build contracts and, subject to further decision making in late 2025, the procurement of two mutual investment model contracts.”
“I do not think that it is satisfactory if procedures are not followed, and I am sure that the permanent secretary, in looking further into the circumstances, will want to indicate how public corporations such as CalMac should deal with the process.”
“Chucking CalMac under the bus is not the answer, because this is symptomatic of the Government failing to follow due process in signing off such payments, and it follows a series of repeated events in which high-profile heads of public agencies have departed with substantial golden goodbyes—this is yet another example. Will the Government immediately open an internal inquiry to get to the bottom of how these endlessly repeated breakdowns in the process are happening? Will the Government get a grip of such severance payments once and for all? Fiona Hyslop: I make it clear that what is identified as making up a settlement agreement includes payment in lieu of notice, compensation for loss of office, legal fees and, as I said, accrued holiday pay.”
“Jamie Greene: I am still none the wiser as to whether the cabinet secretary knew about the scale of the payment that would be made and when that information was made available to Government. The cabinet secretary just stated that the Government was told that there would be a payment, which I presume means that it was told in advance of the payment being made. However, it sounds as though it was given the wrong information about the value of the payment that would be made; the total value then went over the limit at which ministers would have had to intervene to authorise the payment. The whole thing is entirely unacceptable.”
“Jamie Greene set out well what is in the finance manual, and that is exactly the process. I add that the then head of the ferries division at Transport Scotland wrote to CalMac to say that, if the settlement was in excess of £95,000, it would require a new business case, so CalMac was alerted to that. What happened is that the accrued holiday pay of just over £12,000 should have triggered the different process that has been set out. As I indicated, we take the matter seriously. The permanent secretary has undertaken to look further into the circumstances as to why the additional £12,000 of accrued holiday pay was not added to the original amount, which would have triggered the requirement for ministerial approval.”
“Paragraph 7.5 of the section on settlement agreements is clear that “views must be obtained” in any particularly “high profile cases”. I have to say that the CEO’s exit from CalMac is a particularly high-profile case. In light of what the cabinet secretary just said, at what point did she know that the payment had been made? Was that after the payment had been made? One presumes so. At any point up until then, did anyone in the Government or the civil service receive a business case for the severance package? If so, who signed it off? Fiona Hyslop: There were a number of points in there. On notice, ministers were given information that there would be a settlement. Obviously, it is up to CalMac to make decisions about employment positions. Officials signed off the business case; there was indeed a business case.”
“Given the level of the settlement, the decision should have come to ministers, and I therefore find the position to be entirely unsatisfactory. The permanent secretary has undertaken to look further into the circumstances around the settlement, and officials have now written to the CalMac CEO and the chair to remind them of the need to comply with the Scottish public finance manual and to seek a full and detailed explanation as to why due process was not followed in that case. Jamie Greene: I am glad that I asked, because it is difficult to see whether any of that would ever have come to light for the public. The Scottish public finance manual is abundantly clear on the process for severance packages. Ministerial views must be sought on any payments of more than £95,000.”
“CalMac Ferries has confirmed in response to those press reports that its former chief executive officer did not receive a severance package of £170,000; it confirmed that payments consisted of salary and pension payments to which the CEO was entitled, in addition to compensation payments for loss of office. When the settlement agreement was proposed, CalMac initially indicated that the settlement would be £95,000, in line with the requirements of the Scottish public finance manual. We have recently been advised by CalMac that that figure did not include accrued holiday pay, as it should have done. Payment for that was subsequently added and, in including that, the final payment that reflected the compensation settlement was £107,635, which is above the threshold at which ministerial approval should have been sought.”
“Importantly, CMAL has already given consideration to immediate works that could be undertaken on proposed sale completion to further ensure the resilient and safe operation of the port before the long-term works are procured. That will help ensure the continued and reliable operation of MV Caledonian Isles from Ardrossan in the interim period. Lost Boys Campaign 6.”
“As I have noted, both parties are continuing to work closely to conclude the purchase as soon as is practical. However, to try to unlock investment, we are having to buy back essential infrastructure that was privatised by previous Conservative Governments. With regard to the port infrastructure at Ardrossan, it is still the responsibility of Peel Ports Group, as the statutory harbour authority, to maintain and upgrade the infrastructure as required in order to ensure that the harbour is fit for purpose. It is important that any live operational issues are addressed by both parties—that is, CalMac and Peel Ports Group—in order to resolve them and ensure minimal impact with regard to disruption to the service and the island communities.”
“Kenneth Gibson: I thank the cabinet secretary for that response, although I understand that heads of terms were discussed months ago. With the months dragging on with no purchase date in sight, will the cabinet secretary advise Ardrossan and Arran residents whether a deadline has been set for concluding negotiations? CalMac has had to cancel numerous sailings due to Ardrossan harbour’s navigation lights frequently being out of operation in recent months. As that is clearly the responsibility of Peel Ports Group, what steps are being taken to ensure that it fulfils its obligations so that the harbour functions normally? Fiona Hyslop: Concluding negotiations on heads of terms is a significant point in the sale process, and it has many parts to it.”
“I met Kevin Hobbs, chief executive officer of CMAL, earlier today and he updated me on Ardrossan negotiations. As the First Minister noted over the festive period, discussions are now at an advanced stage. I inform the Parliament that CMAL and Peel Ports Group have now concluded negotiations on the draft heads of terms and are moving to the detail of the potential purchase agreement. The Scottish Government is progressing the required review of legal, commercial and subsidy considerations based on the draft heads of terms, which are currently non-binding. The matter remains complex and commercially sensitive and our focus remains on achieving a purchase, a clean title and a final sale and asset transfer. I will continue to keep the Parliament updated on progress at appropriate stages.”
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“At col 12, para 1, line 1— Original text— Technical cancellations are a very small percentage in comparison with the numbers of cancellations as a result of weather, which are by far the most substantial. Corrected text— Technical cancellations impact a relatively small percentage of overall sailings, around 3 per cent in the period referenced in the question, as do weather-related cancellations. This is the final edition of the Official Report for this meeting. It is part of the Scottish Parliament Official Report archive and has been sent for legal deposit.”
“The 13 new vessels coming into the fleet will address some of the issues that the member has, understandably, addressed.”
“Given the delays to the MV Glen Rosa and the two Turkish vessels that have been ordered coming into service, and given the number of vessels that keep being taken out of commission for repairs, how can CalMac realistically be expected to plan its annual deployment timetable with any degree of confidence? Fiona Hyslop: Management across the fleet, particularly in periods of overhaul—which we are now in—can be quite complex. The member needs to differentiate between some maintenance costs and repairs. Some 50 per cent of repairs are completed within four hours—although that can still cause disruption. In maintaining our fleet, we want to be proactive with the new contract, ensuring that regular maintenance takes place not just at the time of annual overhaul but throughout the period. That would minimise disruption.”
“That sometimes includes complex work, which costs money—such as overhauling propulsion units or engines and sourcing spare parts to minimise disruption to lifeline services. The issue is not just about repairs; it involves statutory annual overhauls. For the year that the member is referring to in particular, the MV Caledonian Isles will have been a substantial part of the picture, as there was an extended period of work on it following its annual overhaul. Katy Clark: The increase in costs is clearly a result of the ageing fleet and the failure of the Scottish Government to order new vessels over many years.”
“Katy Clark: It is reported that more than £260 million has been spent on repairs in the past 11 years. The bill was £50.1 million in 2024-25, compared with £25 million two years earlier. Does the cabinet secretary agree with campaigners that costs are out of control? Fiona Hyslop: The member will be aware that annual overhauls are mandatory. There is a legally required period when every vessel must be taken off service for annual maintenance and overhaul. There are issues with inflation over that period, but the member will also be aware of the work on the MV Caledonian Isles continuing for a considerable amount of time, and funds for that will have particularly increased in the past year. The costs and scope of the annual overhauls and the recertification of the vessels are planned well in advance, in line with statutory regulations.”
“Annual overhauls, regular maintenance and vessel repairs are required to achieve safety standards for carrying passengers and goods to and from our islands. In recent years, we have been investing additional sums to maintain fleet reliability and resilience, while we continue delivery of the 13 new vessels that are currently on order for CalMac routes. As part of the Clyde and Hebrides ferry service 3 contract arrangements, vessels will be subject to an increased programme of regular maintenance outwith the annual overhaul schedule in order to reduce unplanned disruption and overhaul overruns. CalMac is in the early stages of considering and delivering that revised approach, and it will be engaging with communities in the coming months and weeks.”
“On trams, I point out that 11,000 responses were submitted during the consultation period, which closed on 17 November, and that the consultation will inform the development of a strategic business case for the expansion of the tram network. The business case will be presented to the City of Edinburgh Council’s transport and environment committee in 2026, and that is the appropriate course. New Teacher Recruitment 6.”
“Does she agree that any extension of the Edinburgh tram network would be a vanity project by the City of Edinburgh Council and that it would be far better if the council spend its money on fixing potholes and mending the pavements, which are so badly maintained? Fiona Hyslop: I will not comment on the City of Edinburgh Council’s running of its own transport system. That is a matter for the council, which is held to account by the city’s councillors and by the public. I emphasise that the second strategic transport projects review is quite specific about the need for a cross-region mass transit system, which is what we anticipate will be developed.”
“Work has recently begun to develop a proposed mass transit system for the south-east Scotland region known as SEStransit, which will be led by the regional transport partnership. The project is an important recommendation from the second strategic transport projects review. It aims to improve connectivity across the region, potentially comprising a mix of tram and bus- based transit modes, including bus rapid transit. The Scottish Government has no plans to fund a stand-alone extension of Edinburgh’s tram network, which is a separate project that is being promoted by the City of Edinburgh Council. Jeremy Balfour: I thank the cabinet secretary for her answer and, in particular, the end of it.”
“The measures that Richard Leonard has set out would involve my working with the Cabinet Secretary for Justice and Home Affairs, and the member has my full assurance that we are taking the matter extremely seriously.”
“Fiona Hyslop: There are a number of aspects to that. I have raised my concerns about the situation with the British Transport Police—indeed, I wrote to it on 15 December. Part of the action that I am taking, along with our rail authorities, is to look at an enhanced police service agreement. That should not be needed, but we are prepared to take such action. As for further legislation, the working group that I mentioned is bringing people together, including the unions. I work with the unions on a regular basis, and they are pleased with the activity that has been taking place through the group, which is looking at a number of issues including fixed- penalty notices, banning orders, greater protections for rail workers and youth justice. As I have said, we are working with the Crown Office and Procurator Fiscal Service, too.”
“Violence on our rail network is on the rise, and transport workers are in particular danger. British Transport Police has reported a 43 per cent increase in assaults against rail workers in Scotland between April and September this year, compared to the same period last year. When I met workers from rail, ferries and the taxi trade just last week, they described to me assaults at work that no one—no one—should face, and all this is happening at a time when the British Transport Police is reducing jobs and station coverage. So, will the cabinet secretary act to end unsafe lone working practices on ScotRail and make sure that minimum safe staffing levels are met? Will she support the creation of a stand-alone offence for assaulting a public transport worker, similar to existing protections for other high-risk sectors like retail?”
“Assaults against transport workers are never acceptable and will not be tolerated. This month, I helped launch the respect our rail workers campaign, which pledges that partner organisations will work together to ensure that staff feel more protected and supported when they are faced with unacceptable behaviour. We have convened a working group to examine police enforcement powers on the railway and to strengthen responses to unacceptable behaviour. We are also working with Police Scotland and the Crown Office and Procurator Fiscal Service to review existing fixed-penalty notice legislation. I have also written to the British Transport Police Authority to express my concerns about its budget cuts to Scotland, which were not consulted on or agreed to. Richard Leonard: I thank the cabinet secretary for that reply.”