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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“After frequently being egged on by Green members to penalise motorists, ministers should focus on delivering the long-overdue upgrades to vital routes. I have not driven on French roads recently, but I doubt that they are as pothole-ridden as ours. [Interruption.]”
“We will continue to use a range of road safety measures to tackle the issue. The Government is not pursuing a reduction in the national speed limit from 60mph to 50mph for cars, but we will monitor the situation. There are different speed limits in different parts of the country, and we know that that can make a difference. I refer the member to the example of France, which reduced the speed limit from 56mph to 50mph and saw a 10 per cent decrease in road deaths. We will continue to monitor and analyse different road speeds on different types of roads, but we are not pursuing that reduction in the speed limit. As I announced and wrote to the Net Zero, Energy and Transport Committee to make clear, ministers have determined that the Government is not pursuing that reduction. Sue Webber: Motorists have had enough of this Government.”
“From the start, the Scottish Conservatives campaigned against these unevidenced proposals and, unlike the Scottish National Party Government, we were on the side of most Scots, who did not want a change to the national speed limit. Although it is good that, as outlined in the cabinet secretary’s response, work will continue to raise the speed limit for HGVs, will she now guarantee that plans to reduce the speed limit to 50mph for cars and other vehicles will be permanently shelved? Will she ensure that she will not seek to punish motorists with any other damaging policies? Fiona Hyslop: First, we have to be mindful that this is about road safety and tackling deaths on our roads. Sixty-nine per cent of car fatalities in Scotland in 2024 occurred on single carriageway roads with a national speed limit of 60mph.”
“A report that summarised the findings from the national speed management review was published yesterday. After careful consideration of more than 19,500 responses and of the need to ensure that speed limit changes can be delivered and enforced with the support of the public—in order to secure behaviour change and effective compliance—ministers have determined not to take forward the proposal to reduce the national speed limit on single carriageway roads from 60mph to 50mph. Work is, however, progressing to increase speed limits for heavy goods vehicles from 40mph to 50mph on single carriageways and from 50mph to 60mph on dual carriageways. Those changes aim to improve journey time reliability, reduce driver frustration and enhance safety across Scotland’s road network. Sue Webber: That is a victory for common sense.”
“I absolutely recognise the economic importance of the A75, not just to the local area, but primarily through its having been identified as a union connectivity route to Northern Ireland and onward to Ireland for exports. I absolutely understand that. The member made the point about road improvements and the use of certain routes helping to save fuel. I understand those issues. Economic issues as well as environmental assessments have an impact on the business plans, and I have given a flavour of what has been happening in the south-west. The Deputy Presiding Officer: We have run over time, but we have a bit of time in hand this afternoon, so I call Craig Hoy. Battery Energy Storage Systems 8.”
“I think that, when the chamber is a bit empty, people perhaps do not realise how their voices carry. The A77 schemes include the Haggstone climbing lane, the Glen App wide single carriageway, Park End to Bennane, Symington to Bogend and, of course, the Maybole bypass. The member talked about Springholm to Crocketford, where the Scottish Government is leading on the design work. We are consulting locals on that, and looking at different aspects, including where there might be dual carriageway potential, or whether it should be a single carriageway, and associated issues. There are also initial immediate safety measures to be taken around Springholm and Crocketford, which I think the member asked about and wants to see. Things are happening.”
“Will the cabinet secretary replace spin with spades and commit to a funded and time-bound programme with clear milestones and road improvement plans for the A77 and A75, and report back to Parliament? Fiona Hyslop: Since 2007, we have invested in the A75 and the A77—£50 million for the A75 and £64 million for the A77. The A75 schemes include overtaking opportunities at Newton Stewart and Barfil to Bettyknowes—[Interruption.] The Deputy Presiding Officer: Cabinet secretary, please resume your seat. There have been a number of occasions when questions have been asked and questioners, with some others, have joined in and heckled throughout the answers. We are going to listen to the questions and the responses with courtesy. Fiona Hyslop: Thank you, Presiding Officer.”
“Finlay Carson: A strategic and economic impact report that was published by three local authorities makes it crystal clear that dualling the A75 and A77 could result in 95 million tonnes of carbon dioxide savings and unlock £5 billion in benefits, slashing haulage costs and cutting journey times. Yet, after years of promises, the Scottish Government has produced little or no timetable, no budget and no plan. Only last week, ferry and haulage bodies said that nothing less than a dualled bypass for Springholm and Crocketford is acceptable. Why is the Government content with endless reviews while businesses, communities and climate targets pay the price?”
“All trunk road maintenance and improvement projects, including those in the south-west, undergo environmental assessment to identify potential impacts and ensure that appropriate mitigation is implemented. Environmental considerations are central to the design and assessment process of all our road projects. Where projects meet the criteria, they are subject to screening to determine whether statutory environmental impact assessment is required. If further assessment is required, the findings are published in a report and subjected to statutory consultation before Scottish ministers make a decision on whether the project should proceed.”
“I have heard directly about the benefits that will come to Ballantrae and some of the issues around Kirkoswald. Those issues can also be supported through the road safety improvement fund, a £14.5 million fund that delivers targeted road safety schemes. Sometimes, that is about junctions and sometimes it is about pedestrian aspects. The road safety framework includes local partnership forums, which help with best practice and partnership working. Communities that live in those areas know best and have that experience. I am certainly pleased to see progress being made on the A77. Road Improvement Projects (Environmental Impact) 7.”
“Elena Whitham: Community councils and local groups along the A77 in Ballantrae, Girvan, Kirkoswald and Minishant in my constituency have worked tirelessly with me to press for pedestrian safety improvements. I welcome the mitigations that Transport Scotland is now putting in place. Does the cabinet secretary agree that that kind of community-led campaign work is to be commended and that even greater progress can be achieved when national and local governments work together, hand in hand with our communities? Fiona Hyslop: Yes, I commend those communities for their campaigning for road safety improvements. With regard to working together to identify individual issues, Transport Scotland is working with local campaign groups and local authorities and is systematically going through some of the issues.”
“The Scottish Government is committed to enhancing safety across Scotland’s road network. “Scotland’s Road Safety Framework to 2030” set out a vision for Scotland to have the best road safety performance in the world by 2030. The framework contains mode and user- specific targets that focus on our priority areas, including pedestrians. In the 2025-26 financial year, the Scottish Government has invested a record £48 million in road safety, alongside significant investment in sustainable and active travel programmes to promote pedestrian safety. A dedicated stakeholder group has also been established to monitor risks, identify emerging trends and develop targeted measures for pedestrians and other vulnerable road users. Those actions demonstrate our on-going commitment to making Scotland’s roads safer for everyone.”
“That includes measures to reduce casualties across the trunk road network. The money also helps local authorities through the road safety improvement fund and is helping with 20-mile-per-hour roll-outs, targeting safety cameras and delivering national driver behaviour change campaigns. We are engaged in a mid-term review to assess where we go next. Yesterday, I chaired the national road safety partnership, in which Police Scotland, local authorities and a variety of other partners, including Public Health Scotland, come together to help to drive that improvement. I have taken a keen interest in that approach, and I think that the leadership that the partnership provides will start to bring about the necessary change. Energy Profits Levy (North-east Impact) 5.”
“It is vital that we continue to work with partners at all levels to reach our vision of Scotland having the best road safety performance in the world by 2030. David Torrance: The award is welcome recognition for Scotland, but we must never lose sight of the fact that one life lost on our roads is one too many. As the Government continues to work towards realising its long-term vision of no one being killed or seriously injured on Scotland’s roads by 2050, how will the Scottish Government build on the work that it has already undertaken? Fiona Hyslop: Any life lost on our roads is one too many. We are committed to that vision zero ambition, and we need to build on those foundations. That is why we have invested record levels of funding in road safety—£48 million for this year.”
“I am delighted that Transport Scotland has received that prestigious award. The Government recognises that, in order to really embed the safe system approach to road safety, leadership and co-ordination need to be set out from the top, and that is why we invested in that programme for the people of Scotland. It is critically important that we continue to change the road safety culture in our country. The programme consisted of publishing the world’s first safe system manual for practitioners and a cultural maturity playbook, and providing bespoke training for more than 500 of our partners. The success of the project solidifies Scotland’s position as a world leader in safe system delivery.”
“On the maintenance proposals, one of the points of the new direct award contract is that there is engagement, particularly on things such as maintenance. Maintenance is important, and I was keen to ensure that maintenance was in the contract as a regular part of the servicing of our vessels. That is the correct thing to do, but it has to be done with communities. That is why it is a proposal that can be engaged with. I have had representations from people in Cumbrae and others, including from Mr Gibson, who is the constituency MSP. I encourage all communities, when they are looking at the maintenance schedules, to engage directly, and I have asked CalMac to ensure that it is engaging.”
“Katy Clark: Islanders on Cumbrae are concerned about CalMac proposals for scheduled maintenance windows, which could lead to a direct cut to the island’s vital lifeline ferry services, and believe that CalMac and Transport Scotland must drop the proposals, which could mean that services are withdrawn for either six hours per week or one 24-hour period per month. Will the cabinet secretary provide reassurance that there will be no reduction in service and capacity next year, and that the 2026 summer timetable will match this year’s one? Fiona Hyslop: The Largs to Cumbrae service will benefit from the cascade and redeployment of existing younger vessels for that route, and a new slipway and shoreside facilities for Cumbrae are currently being built, following the awarding of more than £10 million of Scottish Government funding.”
“We set out our long-term vessels and ports plan in May. The first of six major vessels, the MV Glen Sannox, was delivered into service earlier this year, and we expect the first of the Islay class vessels to be delivered soon. We have commissioned seven electric vessels for routes across the west coast. Taken together, those measures mean that the Government has invested in renewing more than a third of CalMac’s entire fleet. We have also awarded the new Clyde and Hebrides ferry service contract and CMAL is progressing the procurement of two freight vessels for the northern isles routes that serve Orkney and Shetland.”
“That is a very practical aspect. I regularly meet CMAL representatives to ensure accountability with regard to how the vessels are progressing. CMAL staff are regularly at the Cemre yard to ensure that progress is being made.”
“When the MV Isle of Islay is delivered, the communities of Islay and Jura can look forward to a more resilient and modern ferry service. Sue Webber: Last week, it was announced that the MV Isle of Islay is going to be delayed. Considering that that is the first of our four vessels that are being built in Turkey, will the cabinet secretary say, in detail, what actions she is undertaking to ensure that the remaining three vessels will be delivered on schedule? How is she working with CMAL to ensure that the vessels can enter service more quickly and that they will not require immediate repairs on their arrival in Scotland? Fiona Hyslop: The CMAL and other testing— the sea trials and so on—for the first vessel will help to identify whether anything needs to be done, before the other three vessels begin sea trials.”
“Caledonian Maritime Assets Ltd and the Cemre shipyard are working hard to fully commission and deliver the MV Isle of Islay as soon as possible, and the Net Zero, Energy and Transport Committee was updated on the December target on 28 November. I can assure the Parliament of CMAL’s, CalMac’s and the shipyard’s combined strong focus during the final stages of vessel delivery. I meet CMAL regularly and have spoken of the possibility of delivering the remaining three vessels earlier than at the six-month intervals currently indicated. CMAL is discussing all options with the shipyard to deliver the vessels as soon as practicable, and further updates will be provided. I am pleased to report that the costs for all four vessels remain on budget.”
“We have also completed five major improvements on the A77, totalling £64 million, and six on the A75, with a total value of more than £50 million, further enhancing connectivity and improving road safety.”
“This Government has made significant investment to improve Scotland’s trunk road network and has a strong record of delivering road infrastructure projects. We also have a record level of funding in our trunk road maintenance budget, to ensure that our trunk roads are in a proper state of repair and to mitigate the impacts of climate change and wetter weather. This SNP Government delivered the new £1.34 billion Queensferry crossing, and, through the use of private finance, we have also delivered the Aberdeen western peripheral route, the Balmedie to Tipperty road and the M8, M73 and M74 motorway improvement schemes, which are delivering tangible benefits to lives across the country daily.”
“I move, That the Parliament recognises the importance of Scotland’s road network to delivering enhanced connectivity and economic growth across Scotland; urges the Scottish Government to accelerate the upgrading and dualling of key roads such as the A75, A77 and A96, and to adhere to its promise to dual the A9 by 2035 or earlier and to ensure that this project is finally completed by not rejecting private funding; believes that improved connections across Scotland can be enhanced through the provision of more safe and secure rest stops, particularly for the logistics sector; rejects the UK Labour administration’s planned imposition of a pay-per-mile tax for electric and hybrid vehicles, and urges the Scottish Ministers to undertake greater efforts to futureproof the EV charging network across Scotland’s key roads, and urges the Scottish Government to commit to ensuring that the upgrading of Scotland’s roads remains central to future economic and social development.”
“Road upgrades are not a luxury—they are central to our economic and social development. I want Scotland to thrive, and I think that we must put connectivity at the heart of our priorities. Although I am pleased that the SNP shares my concerns about EV issues and agrees that the roads need to be upgraded and maintained, I do not get the sense that it understands the urgency for that, or that our communities are crying out for help right now.”
“That is if they can even find the rate of the kilowatt listed somewhere in the small print when they are sent to a website. They might not have a network signal to connect to the internet. They also will not know whether the charger even works. EV charging is a lottery, and we all know that those who play the lottery rarely come out on top. Reliable charging points along key roads will encourage the uptake of electric vehicles. For far too long, our economy has suffered because the road network is not up to the standard that our cities and key routes need. The A9 to Inverness remains a killer because of the long single carriageway stretches, and dualling is decades behind schedule. I want the upgrade of the A77 and A75 to Stranraer to be put front and centre.”
“Will the member give way? Sue Webber: If Ms Hyslop does not mind, I have quite a bit to say. If I have time, I will bring her in. Motorists cannot be expected to make the shift to EVs without having confidence that charging will be accessible, affordable and convenient. I am an EV user and I had charging anxiety, which was the biggest barrier to my making the decision to get the car. That is still the case for so many people, especially those who do not have home charging and who rely on the public charging network. Those who charge at public charge points have no idea what they are going to be charged per kilowatt, because it is dependent on so many things, including the speed of the charger and who owns the charger.”
“The Scottish Government has taken on board the request from Highland Council and has ensured that there is funding for a replacement Corran ferry. As part of that, Caledonian Maritime Assets Ltd is developing the concept design and has prepared for the new electric ferry with a tender specification that is ready for submission to a shipbuilder. Far from not being involved, Highland Council and the Scottish Government have taken on their responsibilities. I look forward to the Corran ferry being one of the first vessels in phase 2 of the small vessel replacement programme. United Kingdom Government Budget (Impact on North East Scotland) 7.”
“The ferry route is one of the busiest in Scotland, and local communities are losing faith in the Scottish Government and Highland Council, which is led by the Scottish National Party. The MV Corran has experienced serious reliability issues, and its back-up vessel, the MV Maid of Glencoul, is so old that she has just been added to the register of historic vessels. I was in Fort William last week, and local people were clear that the impact on their communities is significant. They do not care whether the vessel is electric; they just want a reliable new vessel as soon as possible—even if it is a replacement diesel ferry—and a fixed link in the longer term. Why is the SNP not listening to them? Fiona Hyslop: I am not sure that Jamie Halcro Johnston listened to my first answer.”
“I last met local stakeholders and community members in August 2023 at Ardgour hall, in Ardgour, along with the local MSP, Kate Forbes, to discuss Corran ferry matters, including on-going issues and impacts at the time. The Corran ferry is the responsibility of Highland Council, which runs the service. At the council’s request, the Scottish Government agreed to include funding for the ferry replacement vessel in a revision to the Inverness and Highlands city region deal. Transport Scotland and Scottish Government officials continue to engage regularly with Highland Council and other partners on the investments in vessel and port infrastructure. Jamie Halcro Johnston: The Scottish Government cannot just wash its hands of the issue.”
“The Deputy Presiding Officer: That concludes the debate. 13:40 Meeting suspended. Committee of the Whole Parliament [The Convener opened the meeting at 14:01]”
“If Glasgow City Council, or any other local authority, considers using the powers, I am sure that it will set out the details of the costs and benefits and will consult widely. I would expect councils to engage with neighbouring local authorities. I thank Jackson Carlaw for enabling me to set out a number of these issues as part of the debate. It started with Mr Carlaw’s characteristic hyperbole, but he has opened up issues for which everyone has responsibility—the move to tackle climate change, but also the move towards place- based transport planning, as was set out by Mr Sweeney. If we use the Parliament constructively, we can help to set the conditions for that, and that is what the tenor and manner of the debate should be. I thank the member for allowing me to make those points in my summing up.”
“I have always been clear that decisions that shape communities should be made by those closest to them. Local authorities must be empowered to act in the best interests of their areas and remain accountable to the people whom they serve. Should any authority choose to progress with a demand management scheme, we expect it to work constructively and in partnership with neighbouring councils and regional partners where that is needed. Pam Gosal misunderstands the law. Under the 2001 act, any revenue raised through road user charging must be reinvested to deliver the priorities that the relevant authority’s local transport strategy has set. That would ensure that every pound that is raised supports better transport outcomes.”
“Local road user charging powers apply only to roads in respect of which local authorities are also traffic authorities. Meghan Gallacher might not be aware that the prohibition on tolls applies to bridge authorities. It was the SNP Government that abolished the Conservative-introduced tolls on our bridges, which means that authorities cannot charge for the use of trunk roads, as the Scottish ministers are the traffic authority for those roads. The Scottish ministers have no plans to introduce road user charging on trunk roads. Today’s debate is also about local democracy. Time and time again, the Scottish Conservatives call for greater local decision making, yet when those very powers are placed in the hands of local authorities the Conservatives resist decentralisation.”
“I think that it is the wrong decision for motorists, for our climate and for Scotland. She is ignoring the need for a broader reform of motoring taxation. We have repeatedly called on the UK Government to reform it and to engage with the devolved nations on the matter. What is needed is a four-nations approach to such reform to ensure that it aligns with wider considerations such as climate change, investment in public transport alternatives and road maintenance requirements. It is vital that the Scottish Government is involved in that. On the current legislation, we are conducting a regulatory check of the 2001 act’s powers on local road user charging, to ensure that they remain fit for purpose. That process brings together local authorities, regional transport partnerships and key stakeholders to assess those powers collaboratively.”
“Any policy aimed at reducing car use must recognise that reality. That is why the draft climate change plan places a strong emphasis on the switch to electric vehicles through incentives and investment in infrastructure. We have refined our approach, and our primary target is now a 16 per cent reduction in car emissions. Car use is still the largest contributor to greenhouse gases. It accounts for 38.9 per cent of transport emissions and 12.9 per cent of our total emissions. We need to tackle climate change, to have public investment in public transport and to ensure that things are done rationally. I want to talk about what needs to be done in that wider context. I am concerned about the Labour chancellor’s approach to fuel duty and her EV pay-per-mile proposal.”
“In relation to people who enjoy living in East Renfrewshire but get opportunities to work in Glasgow, or receive health services in city hospitals, or want to enjoy the city’s leisure, recreation and study facilities, the balance of who should pay for what services has long been an issue—long before the idea of local road user charging at the Clyde tunnel was raised. Patrick Harvie referred to that. Jamie Hepburn raised the issue of congestion. Local road user charging generally aims to ease congestion and to generate funds for transport infrastructure and public transport. That is not a new idea—indeed, many cities around the world have implemented such schemes as part of broader strategies to manage car demand. Car use remains vital for Scotland, given our many rural and semi-rural communities.”
“Glasgow City Council has previously asked Transport Scotland to adopt it as a trunk road, which was not agreed to because it is a route that data has indicated is mostly used by traffic from the wider Glasgow area. All members have talked about the local nature of the tunnel. I suggest that Mr Carlaw would question what constitutes the wider Glasgow area and that he might not want East Renfrewshire to be seen as part of it. However, I point out that East Renfrewshire is part of the Strathclyde Partnership for Transport area and also part of the Glasgow city region deal that includes commitments on transport. In a thoughtful speech, Paul Sweeney set out some of the challenges of regional work in relation to transport—[Interruption.] I want to address everybody’s points, if I can.”
“Should such proposals emerge, we would fully expect a comprehensive consultation with communities and businesses. Until that process begins, it would not be appropriate for me to comment on any particulars. I have not had any meetings with Glasgow City Council on the matter, but I know that it has concerns about the upkeep of, and investment in, the Clyde tunnel, which makes up 0.04 per cent of its road network but requires about 10 per cent of its annual maintenance budget to remain operational. In his contribution, Davy Russell talked about previous neglect in relation to investment. Paul Sweeney: Will the cabinet secretary take an intervention? Fiona Hyslop: I want to make some progress. Jackson Carlaw talked about how important the Clyde tunnel is to his constituents.”
“The policy on local road user charging schemes is given effect in the Transport (Scotland) Act 2001, which was introduced by the Labour and Liberal Democrat coalition Administration at the time. It has not been used since then, nor has there been a move by any MSPs, including those in the Conservative Party, to remove the option, under the law in Scotland, for Glasgow City Council or any other local authority to choose to use it. Indeed, in opposition, more than 20 years ago, I campaigned against City of Edinburgh Council implementing congestion charging, precisely because it had not engaged properly with the interests and needs of people in West Lothian, including my constituents. Glasgow City Council has not published specific proposals.”
“Colin Beattie: Many of my constituents are growing increasingly concerned about the delay in the progress of the Sheriffhall interchange project. Will the cabinet secretary give my constituents in Midlothian North and Musselburgh any comfort regarding timelines for the delivery of the scheme? Fiona Hyslop: I reassure the member that the Scottish Government remains committed to delivering improvements at Sheriffhall. Although I cannot give a definitive timeline today, I reassure him that ministers recognise it as a priority, and my officials are reviewing the reporter’s report, along with the considerable number of objections, to inform next steps. Funding for the project remains part of the city region deal. Critical National Infrastructure 6.”
“The Scottish Government continues to support the promotion of improvements to Sheriffhall roundabout as part of its £300 million commitment to the Edinburgh and south-east Scotland city region deal. As the member will be aware, a public local inquiry was held to consider the significant number of objections that were received, and the independent reporter has since submitted her conclusions and recommendations. Those are under consideration. Advice will be provided following that and a decision will be made by Scottish ministers on whether to complete the statutory process. Although I am keen for there to be progress, it is essential that due process is followed and that careful consideration is given to the substantial volume of information that will inform ministers’ decisions.”
“It remains our strong position that the best policy is to devolve rail powers fully, which would enable us to build on success and would reflect the level of funding that we provide to Scotland’s railway—more than £1.5 billion this year. However, within the limitations of the bill, I have secured greater ministerial powers of direction for the aspects of rail that we fund and set strategy for.”
“Notwithstanding what the cabinet secretary has already said, does she agree that, despite the UK Government’s current position, the bill provides a major opportunity to devolve powers over Scotland’s railways fully into the control of this Parliament and Government and to let us get on with the job of running the best railways in the UK? Fiona Hyslop: In Scotland, public ownership by the SNP Government has created the opportunity to deliver a railway that is truly run for the benefit of passengers, our communities and our businesses. Our approach is widely admired and even envied elsewhere in Great Britain. Our counterparts in Wales and the north of England want to follow the success of our devolved model, which has resulted in consistently higher passenger satisfaction in ScotRail train performance than the GB average.”
“Although we are supportive of the bill, it will be subject to further scrutiny, including through the Scottish Parliament’s legislative consent process, which we are now going through. Further updates will be provided in due course. Bob Doris: Despite the majority of funding for Scotland’s railways coming from the Scottish Government, not all aspects of them are fully accountable to the Scottish Parliament. The cabinet secretary addressed that point in her initial response. The bill will not alter the fundamental reality of that. The Scottish National Party has shown what can be achieved when decisions about Scotland’s railways are taken in Scotland.”
“The UK Government’s Railways Bill has, as we understand it, been informed by the success of the Scottish Government’s policy of integrated management of track and train in Scotland’s railway. Our preferred policy position remains that it is in Scotland’s best interests for rail powers to be devolved fully. However, we support the bill’s policy intent, as it seeks to maximise the benefits of greater rail industry integration while respecting current devolved responsibilities. The bill will allow the Scottish Government to have greater accountability for rail infrastructure, reflecting the significant financial investment that we make. It will also give the Scottish ministers new powers to give directions and guidance to Great British railways on Scottish railway activities.”
“It would address the gaps that he has identified in public transport provision in the region and make sure that there is connectivity between sectors of education, employment, leisure and tourism, and it is clear that Paisley is one of the key areas that need to be connected. However, as I set out, it is SPT’s role to develop those network selections.”
“Does the cabinet secretary agree that the station would be one of the more important parts of the Clyde metro, as it is smack in the centre of the universe of Paisley? Fiona Hyslop: The on-going stage of the development process for the Clyde metro will inform decisions on network selection, phasing, implementation and funding. I confirm to George Adam that the work includes consideration of access improvements to Glasgow airport by public transport. I am sure that he will make representations to Strathclyde Partnership for Transport on the case for links to Paisley Gilmour Street as part of that process. The Clyde metro is a transformational project.”
“The on-going stage of the development process for Clyde metro, known as the case for investment, is being led by Strathclyde Partnership for Transport. It is being supported by Glasgow City Council, with Transport Scotland providing a project assurance role. That key stage, which will inform decisions around network selection, phasing and implementation, is well under way and is anticipated to be complete in 2027. George Adam: The cabinet secretary will be aware that one of the proposals for Clyde metro is to have a rail link from Glasgow airport through Paisley Gilmour Street station. Given that Paisley Gilmour Street is one of the busiest stations in Scotland, does she not agree that having that link would make the entire project more viable and offer economic success for the town of Paisley?”
“The member is correct to identify all the various benefits that free bus travel can bring, but he is also correct to point out that the free bus pass for under-22s is available only here in Scotland under the SNP Government and that older people in England and Wales have to wait another six years to receive their free bus pass. That is another example of the SNP Government, at a time when household bills are increasing, providing support for older people, younger people and families, along with all the other benefits that he set out. International Ferry Route (Rosyth) 5.”