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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“Gordon MacDonald: The United Kingdom Labour Government has recently ruled out introducing free bus travel for under-22s in England and Wales. Further, south of the border, older people are not entitled to free bus travel until they reach 66, unlike in Scotland, where entitlement begins at 60. Does the cabinet secretary agree that the Scottish National Party Government’s travel policies are designed to help to reduce barriers relating to age, disability, income and geography, enabling better access to education, employment, healthcare, social activities and essential services? Fiona Hyslop: I absolutely agree.”
“Public transport in the Edinburgh Pentlands constituency is primarily delivered by Lothian Buses. In October alone, more than 240,000 card holders in Edinburgh made 3.6 million free bus journeys through the young persons and older and disabled persons schemes. Residents and visitors also benefit from local, active and sustainable travel infrastructure developments and behaviour change projects, with Transport Scotland’s investment through the active travel infrastructure fund, the people and place programme and the bus infrastructure fund. The Scottish Government has committed £20 million as part of the Edinburgh and south-east Scotland city region deal to improve public transport infrastructure in west Edinburgh.”
“No. The First Minister: It is not—I am being corrected. I will take the issue away and we will explore the possibilities. I acknowledge that the connections are important and that the distances that are involved for other transport mechanisms are very significant for members of the public. We will explore the idea that Rhoda Grant has put to me. The Presiding Officer: We move to constituency and general supplementary questions. United Kingdom Government Local”
“It will be around that date that we are looking to finalise the arrangements. Clearly, it is not just about the purchase. The purchase is for a purpose, and that purpose is to ensure that Ardrossan harbour can be redeveloped. In the meantime, the member will know my commitment to ensure that there is a two-port solution in place and that it continues to serve”
“I will, of course, update Mr Gibson, other members of the Ardrossan harbour task force, the relevant parliamentary committee and other interested parties and MSPs on that outcome as soon as I am able to. Kenneth Gibson: The redevelopment and purchase of Ardrossan harbour were deadlocked for years and I therefore warmly and sincerely thank the cabinet secretary for breaking the logjam. On 8 October, I participated in a public meeting with more than 200 Ardrossan and Arran residents, at which a letter from Caledonian Maritime Assets Ltd was read out, expressing confidence that the purchase of Ardrossan harbour from Peel Ports would be concluded by Christmas. Can the cabinet secretary confirm that that timetable is still on schedule? Fiona Hyslop: I can confirm that there is continuing momentum.”
“I can confirm to Kenneth Gibson that the redevelopment of Ardrossan harbour and the current focus on potential purchase remains a priority for this Government. Caledonian Maritime Assets Ltd and Peel Ports remain in active dialogue on detailed terms and conditions as part of the heads of terms negotiations. I heard directly from CMAL’s chief executive officer earlier today about the progress being made and the complexities of some of the terms currently being negotiated. A further meeting between the two parties is being scheduled for early next month and it is hoped that the full detail of the outcome of the negotiations can then be reported through the CMAL board to Transport Scotland. Any agreement to buy the port must meet legal and commercial requirements and be supported by ministers.”
“In general, Kilmarnock enjoys fast and frequent public transport links that connect it with Glasgow, but, as I think everyone is aware, Saturdays and Sundays are becoming increasingly popular days for using our rail services. As I said, if resources become available, the current service will be revised.”
“Will the cabinet secretary give serious consideration to sorting out that anomaly before both she and I leave this place, so that my constituents can look forward to a service that meets the demands of modern times and at least matches what is in place elsewhere in Scotland? Fiona Hyslop: I said in my first answer that the service is under review and that ScotRail wants to improve it where possible. As I indicated, the importance placed on having a late service may perhaps be compromising mid-evening journey times. Complexities can often play a significant role in how services are designed and we must find a balance when providing public transport links.”
“Willie Coffey: The cabinet secretary will be well aware that Kilmarnock gave Scotland its first public railway line in 1812 and has an iconic place in Scotland’s railway history. However, in this day and age, more than 200 years later, my constituents have to put up with what must be one of the poorest services in Scotland on Sunday evenings. Having a train from Glasgow at 7 pm and a final one three hours later, at 10 pm, is hardly an example of a modern service and falls far behind the service enjoyed by many other towns, some of which are much smaller than Kilmarnock.”
“Rail passengers travelling between Kilmarnock and Glasgow have an hourly service throughout the day on Sundays, which mostly continues until the evening, with the last services scheduled for around 9 pm from Kilmarnock and 10 pm from Glasgow. I appreciate that there is a gap in late evening services for those who are returning from Glasgow, and ScotRail is working to address that issue, when its resources allow, to further enhance the existing service. Passengers in Kilmarnock also have good bus provision connecting them with Glasgow. I commend Mr Coffey’s commitment to ensuring that his constituents in Kilmarnock and Irvine Valley have a robust daily rail connection with Glasgow, including on Sundays. ScotRail continuously reviews its services and will make adjustments where appropriate, when resources and staff availability allow.”
“I remind him that there is existing legislation—the Transport (Scotland) Act 2001, which was introduced by the then Labour and Lib Dem Executive—on road user charging powers. It is up to local authorities to make decisions, and they want to manage their own road space, maintenance and congestion. If he does not believe that local authorities should be in charge of their own authorities, perhaps there are even more divisions in the Conservative Party than we realised. Rosyth to Dunkirk Proposed Ferry Route 7.”
“Moreover, if every other local authority followed suit, we would have, in effect, a series of custom posts all over Scotland, with people being charged every time they crossed a city or council boundary anywhere in Scotland. That would be a disaster for the economy and a completely unrealistic and unfair burden on motorists. Fiona Hyslop: It was my understanding that the Conservatives wanted to have more decentralisation and more powers for councils— [Interruption.] The Presiding Officer: Let us hear the cabinet secretary. Fiona Hyslop: However, Jackson Carlaw now wants me to step in on an issue that should best be resolved by East Renfrewshire Council and Glasgow City Council.”
“The Scottish Government has not held specific discussions with Glasgow City Council regarding any potential at-city-boundary charge or regarding any toll charge to use the Clyde tunnel. Jackson Carlaw: Perhaps the cabinet secretary might urgently do so, because my Eastwood constituents would be unfairly charged by the Scottish National Party-run council every time they crossed the local authority boundary by car for work, university, college, family or social reasons. For example, every time they went to the Queen Elizabeth university hospital for essential medical care, they would be charged for crossing the city boundary.”
“Rail is funded with more than £1.5 billion a year, and trunk roads and their issues receive about £1 billion, so it is incorrect to characterise the Scottish Government’s funding in that way. The extensive announcements that I have made on procurement and electrification have been welcomed, particularly in the Borders and Fife, and they are testament to our commitment to rail. New House Building and Affordable Housing Supply 3.”
“I appreciate that there are potential improvements to be secured by dualling the Highland main line, but no active projects for that are under way. Ariane Burgess: My interest is in the Highland main line in particular. As long as 17 years ago, the Scottish Government promised rail passengers that it would cut journey times between Inverness and Perth by half an hour. In the intervening 17 years, just four minutes have been saved on that route, because the Government has not prioritised rail in its spending. What will the cabinet secretary do to fulfil the promise that has been broken and provide speedy, reliable rail for people in the Highlands? Fiona Hyslop: I think that the member is incorrect. Rail constitutes the vast bulk of my budget, compared with other modes of transport.”
“Network Rail, instructed by Transport Scotland, has investigated options to electrify the Highland main line. That work contributed to developing our plans to replace ScotRail’s intercity fleet, which I announced to Parliament in December 2024. As I said in the debate that the member led last week, we are firmly committed to electrifying our railways. Projects that are already delivered or under way, such as those for Edinburgh to Glasgow, Barrhead and East Kilbride, and our recently announced plans for the phased electrification of the Fife and Borders routes, are evidence of that commitment. A refreshed rail decarbonisation action plan will be published during this parliamentary session, which will specify how we are going to achieve phased decarbonisation of our rail network by 2045.”
“The Greens, meanwhile, will continue to bring forward the bold actions that are necessary to bring down emissions fast and achieve the healthier, fairer and more equal society that we know is possible. 18:04”
“The Greens recognise that carbon budgets must be set if we are to see a new climate change plan come forward. That plan is urgent—after all, it is actions that cut emissions, not targets or budgets. Therefore, we will not oppose the carbon budgets, but it seems clear that, instead of accelerating action, the SNP is slowing down in key areas. I cannot begin to see how any climate plan that it produces in those circumstances can get Scotland back on track in cutting emissions. I expect the SNP to go into next year’s election with a lacklustre plan. Instead of asking voters to compare that plan to what the science demands, the SNP will ask for a comparison with the increasingly denialist and defeatist stance on the political right.”
“Will the member give way? Patrick Harvie: I am afraid that I do not have time—I have only four minutes. The heat in buildings bill, which is already wildly overdue, has only a few months left to pass through Parliament. To me, that confirms the suspicion that the Government has filleted it of any serious delivery mechanisms. The Scottish policy landscape, including on climate, is littered with targets that were introduced with no mechanism to deliver. It now seems clear that the Government intends to do the same again on clean heat. The Government is also rejecting the advice of the UK Climate Change Committee on how to cut agriculture emissions. So far, there is no indication of any alternative actions that can compensate for the watered-down climate change policies in those three key areas.”
“I am confident that the Government is taking steps to maintain the crucial transport links that are needed by growing rail freight in the region and investing in our passenger services to connect more communities and people with the Highlands, both now and into the future. In bringing the debate to the chamber, Ariane Burgess has presented us with a great opportunity to explore all those issues. The Deputy Presiding Officer: That concludes the debate. 13:29 Meeting suspended. 14:30 On resuming— Portfolio Question Time Social Justice and Housing”
“In Scotland, as we often hear from our colleagues south of the border, that provides much greater value for money for the Scottish Government with regard to the level of investment. We have announced our investment for electrification and partial electrification in the Borders and in Fife. With regard to continuing decarbonisation, we will publish our decarbonisation refresh, which people are anticipating, because we need to complete the decarbonisation process. More information will be available when that refresh is published. Our climate change plan and our goals for 2045 require us to look at decarbonisation across many modes, and that is the appropriate place for us to set out those plans.”
“Will the cabinet secretary say a little more about where electrification of the Highland main line sits in the Government’s wider programme of electrification and decarbonisation of the entire rail network? Are we going to get that? Fiona Hyslop: Had Mr Ruskell not interrupted me, I would have come on to make remarks about the matters that he has just raised. With regard to unlocking the economic potential of the Highlands, we know not only that electrification and decarbonisation of the railways stimulates growth for those who use it, but that rail investment, in and of itself, helps to generate income through that spend. Mr Ruskell will have heard—indeed, he referred to it in his own remarks—about the importance of the continued pipeline of decarbonisation.”
“I fully welcome the opportunity to celebrate the importance of the Highland main line and recognise the central role that it plays in unlocking the economic potential of the Highlands— Mark Ruskell: Will the cabinet secretary give way? Fiona Hyslop: As I close my remarks, I give way briefly to Mr Ruskell. Mark Ruskell: I would have liked the cabinet secretary to have reflected on the core theme of this debate, which is electrification. We have heard from a number of members that electrification can unlock the opportunities for freight and for passenger rail, and it can transform what the Highland main line does. Instead of having diesel locomotives chugging at 20mph up Drumochter pass, we can have something that is truly modern.”
“I point out to Jamie Halcro Johnston, in response to his request for movement on procurement, that, last year, I commenced a procurement exercise to replace the high-speed trains that operate on the line. The replacement trains will provide reliability and resilience for the long-distance rail services that will sustain vital connections for communities and visitors to the north of Scotland, and they will present Scotland in an improved way. I am proud that ScotRail is one of the highest- performing train operators in the UK. However, we know that it can perform better, not least on the Highland main line, which is why the Scottish Government continues to press our delivery partners to improve train punctuality and reliability across Scotland’s railway.”
“Again, that highlights the benefit of freight movement and shift. I note that Highlands and Islands Enterprise has published research that explores regional transformation opportunities in the region. I have asked my officials to work with colleagues across the Scottish Government and partners in the renewables industry to consider opportunities for transport to support that work. The Highland main line is a popular travel choice for tourists, as it provides a scenic gateway to the Highlands. We know that tourism is one of Scotland’s most important industries, and getting more people to visit our rural communities will boost local economies and enable growth. Now that peak fares are gone for good, we have made travel across the Highlands more affordable and accessible for the people of Scotland and for our visitors.”
“That joint investment with West Fraser will help to reduce Scotland’s transport emissions, reduce road congestion and improve air quality. It is only right that that should be celebrated, particularly during Scotland’s climate week. Supporting private investment is key to success, as the Highlands Spring rail freight terminal at Blackford has already demonstrated. That facility, which received £4.47 million of Scottish Government funding, will remove a minimum of 10 million lorry miles from Scottish roads in the first 10 years of its operation. In the summer, we provided more than £345,000 to John G Russell to enable the company to purchase a reach stacker for the Needlefield facility at Inverness, allowing the continued loading and unloading, and movement, of supermarket goods.”
“This year, as we have heard, we have invested more than £3 million in improving access within Dunkeld and Birnam station for those with reduced mobility, which has facilitated wheelchair users to board and alight at that station for the first time. Ariane Burgess stated that we should make things easier for freight, including timber. That point was also made by Richard Leonard. They might not be aware that, yesterday, I announced a £3 million Scottish Government investment to enable the construction of a new £11.2 million rail freight terminal at Dalcross. Over a 10-year period, that project is expected to result in the removal of more than 8.5 million lorry miles from Scotland’s roads and more than 17 million from UK roads.”
“I understand that, and I am sure that my colleagues will want to join me in celebrating the investment that the Scottish Government has already made in unlocking that potential. In 2023, we opened a station at Inverness airport as part of our £42 million Scottish Government investment to increase capacity and strengthen resilience on the network. As well as providing a new, green means of accessing the airport for passengers and staff, the new station serves the Inverness airport business park and the growing new town of Tornagrain. As Mark Ruskell pointed out, there have been improvements. Those include the £57 million phase 2 of the Highland main line enhancement programme, which was completed in March 2019, and the platform extensions that he mentioned.”
“I give a special thanks, as others have done, to the Highland Main Line Community Rail Partnership for all its work in creating a welcoming environment for passengers who visit the Highlands. I am aware of the positive changes that it has made through various projects, including the installation of new signage at Pitlochry station to support wayfinding towards local amenities and cultural hubs, and the maintaining of historical assets along the line, such as the Dalwhinnie station clock and the Victorian semaphore signal at Pitlochry station, which have been restored. There is currently a focus on investing in rail to unlock the economic potential of the Highlands.”
“I, too, thank Ariane Burgess for securing the debate, which, rightly, highlights the value of the Highland main line railway in contributing to the wealth and prosperity of the Highlands. A variety of points have been made. I heard what Fergus Ewing said about the incident that he described. I am aware of it and have urged a rapid response, and I will ensure that ScotRail responds quickly to him and his constituents. Ariane Burgess referred to the Victorian era. The quickest journey time from Inverness to Perth has reduced from three hours and 15 minutes in the late 19th century to two hours and three minutes in the present day. Stations along that stretch of railway have a distinct charm and character.”
“I therefore call Douglas Ross to ask question 8. Community Council Convention of the Highland Council Area (Unified Statement) 8.”
“It is important that we reference what the islanders think. For a bit of balance, I will quote John Daniel Peteranna from the South Uist business impact group, who said in local media: “We have every sympathy for the skilled workforce at Port Glasgow, and for the need to sustain shipbuilding on the Clyde. But sympathy cannot come at the cost of island lives, livelihoods, and long-term sustainability. To use our ferry needs as a tool for political point-scoring would send out a deeply damaging message to our communities.” The tone and context in which Katy Clark asked the question has allowed all members to consider this very important issue and reflect on all the needs of the workforce and the islanders. The Presiding Officer: I regret that, for connectivity reasons, I am unable to contact and call Sandesh Gulhane.”
“I am sure that the United Kingdom Government would be willing to work with the Scottish Government on that, given that it has already made representations in relation to procurement law. Alternatively, if the Scottish Government is going to put the contract out to tender, will it look at what is happening in other parts of the UK, where the UK Government is placing a minimum 10 per cent social value weighting element into the assessment of bids for shipbuilding contracts? That is not happening in Scotland, so will the Scottish Government look to include such an element in any tendering process? Fiona Hyslop: We have social value weighting in our current procurement legislation. I can confirm that we are actively looking at the options of direct award and competitive procurement to determine an appropriate and lawful route for procurement.”
“Ministers consider all new vessel projects, including the replacement of MV Lord of the Isles, on a case-by-case basis to determine an appropriate and lawful route to market. Shipbuilding is a competitive global market. Any direct award of a public contract must comply with applicable procurement and subsidy control rules, and be capable of withstanding legal challenge. The direct award of public contracts is possible only in strictly limited circumstances, and those matters take time to consider. We are considering the business case and the next steps in relation to the replacement of MV Lord of the Isles, and we will confirm those in due course. Katy Clark: Given that such lifeline ferries are critical infrastructure, will the Scottish Government consider a direct award under section 45 of the Subsidy Control Act 2022?”
“The member clearly makes the case for added infrastructure investment, and, obviously, he knows what we have to prioritise. A considerable amount of infrastructure investment is already taking place in our railways, within the current budgets. There are no immediate plans to double track the line, which is what would be required to deliver what the member is asking for, but he has made the case and brought the matter to my attention, so I will ensure that my officials discuss it with Network Rail. The Presiding Officer: As we have been unable to make contact with Dr Gulhane, we will continue to question 7. Ferguson Marine (Direct Award) 7.”
“Kenneth Gibson: When the Largs line was electrified in 1987, the double track was reduced to a single one, restricting the number of trains that were able to run in each direction. Last year, Largs station served 384,000 passengers—25 per cent more than in the previous year—and numbers are virtually back to pre-Covid levels, while national rail usage still lags behind. There is clearly an appetite for more train travel to Largs, but line infrastructure limits the current service to one train an hour. Will the cabinet secretary press Network Rail and other partners to invest in the branch line to deliver a half-hourly service that better reflects growing demand? Fiona Hyslop: As I said in my initial answer, the current service level for passengers in Largs is consistent with pre-Covid levels—it meets existing demand.”
“Transport Scotland officials are in a continuing dialogue with ScotRail and Scottish Rail Holdings to ensure that the services provided by ScotRail meet passenger needs as much as possible. ScotRail has no immediate plans to increase the current service level between Largs and Glasgow Central, as it continues to meet passenger demand and matches the frequency provided prior to the Covid pandemic. Thanks to the Scottish Government’s investment, passengers travelling on the line benefit from the consistently high-performing electrified railway. In addition, commuters are now saving considerable amounts on their travel since this Government’s initiative to remove peak fares for good.”
“We would not necessarily expect uncharted or unrecorded obstruction, or obstruction that is recorded in a different area, to be a penalty issue. I think that everybody understands that the project is difficult and challenging. Pauline McNeill asked whether the work can be accelerated. We will try to do that, particularly in relation to the elements that require more attention because of the intensity of the traffic. Equality Act 2010 4.”
“Given the nature of the contract—that it has no penalty clauses— what measures can be put in place by the expert group and Turner & Townsend, which is monitoring contract performance, to ensure that Amey is held to account and that there are no further delays to the repair of the M8 viaducts? Fiona Hyslop: Clearly, safety is a primary concern, but so are value for money and cost management, which I referred to. Those must be regularly scrutinised and accounted for. On penalty clauses, I refer Pauline McNeill to the briefing that she and other members received about the challenges that have been faced in 23 locations, which have to be addressed. That includes uncharted obstruction near the Strathclyde Partnership for Transport subway.”
“Pauline McNeill: The cabinet secretary is aware that the completion dates for the M8 Woodside viaduct repairs are currently autumn 2026 for the eastbound carriageway and late 2027 for the westbound carriageway, which is six years since the project began. Further, the budget has gone from £33 million to £152 million. In 2021, the works were classed as an emergency, which means that there are no penalty clauses for late delivery. How will the Scottish Government ensure that the work is done efficiently and in a timely manner? Can it require Amey to take reasonable steps to accelerate the works, such as paying overtime?”
“Since May 2023, Turner & Townsend has provided Transport Scotland with commercial assurance and project control support on the M8 Woodside temporary propping project. It is in regular dialogue with the Transport Scotland team and attends frequent project programme boards, at which it provides commentary regarding project progress. Turner & Townsend reviews and comments on tender submissions from Amey and its subcontractors, reviews cost forecasting and assists Transport Scotland with future budget setting. It inputs to project risk reviews and quantifies a suitable risk allowance to be included in the project cost range.”
“Traffic Scotland undertook quality checks in November 2023 following Ms Smith’s intervention, and my officials have recently instructed Traffic Scotland to undertake further sample checks of sign setting and removal on the motorway network, including between Fife and Edinburgh. That process is on-going. Traffic Scotland welcomes reports, which are helpful, as any specific examples, particularly during weekdays, allow it to pinpoint the exact issues. I should say that Traffic Scotland’s website will be unavailable between 13 and 16 September due to essential building work at the national control centre. The information has already been advertised, but I just add it here as a public information notice. Community Facilities 4.”
“This time of asking, I ask the cabinet secretary this: will she assure those constituents that she will press Transport Scotland to do something about this on- going problem? Fiona Hyslop: It is important that dynamic messaging is timely and accurate, because driver frustration, whether it be Ms Smith’s or that of others, should be avoided. Thousands of messages are displayed and removed daily in response to changing and dynamic situations. When Ms Smith last wrote to me on this issue, we asked for specific occurrences, because that information can help improve quality control.”
“When gantry signs are not being used to support high-priority operational responses such as those that I have mentioned, background safety information is displayed to coincide with topical events or other areas of road safety focus. Those messages are reviewed annually by Traffic Scotland. Liz Smith: I asked the same question of the cabinet secretary in June 2023 and of her predecessor, Humza Yousaf, in 2017, and I am asking again on behalf of my constituents in Mid Scotland and Fife who make extensive use of the M90 and M9 motorways. There are still issues with gantry signs that are not time sensitive—indeed, I have seen that for myself—and about information being displayed about congestion or queues ahead when there are no such things. That is unhelpful to drivers, who have to make a decision about which roads they are going to take.”
“The messages displayed on electronic signs on gantries are part of the Traffic Scotland service that is provided by Transport Scotland. Traffic Scotland gathers real-time information on Scotland’s trunk road and motorway network, which informs the messaging displayed on gantries. Messages can include information on reduced speed limits, on implementation of lane restrictions or on incidents or congestion ahead. Those messages are deployed as soon as possible after verification and aim to reduce the disruption caused by trunk road closures, congestion, events, roadworks, adverse weather, accidents and other incidents.”
“The powers that will be introduced by the amendment to the Bus Services (No 2) Bill will reinforce the Scottish Government’s climate change ambitions by setting out the timeline for restricting the use of non-zero emission buses on local bus services from a date that is no earlier than 2030. I ask the Parliament to support the motion in my name. I move, That the Parliament agrees, in relation to the Bus Services (No. 2) Bill, introduced in the House of Lords on 17 December 2024, and subsequently amended, that the five clauses affecting registration of zero-emission vehicles for local services in Scotland, so far as these matters fall within the legislative competence of the Scottish Parliament and alter the executive competence of the Scottish Ministers, should be considered by the UK Parliament. 17:15”
“The regulations that are required to set the date on which the prohibition will take effect must be made using the affirmative resolution procedure, ensuring accountability to the Scottish Parliament. Therefore, members will be provided with future opportunities to fully engage in the details of the arrangements. Prior to the implementation of any legislation, detailed consultation will take place with affected stakeholders, including bus operators, bus manufacturers and local transport authorities. Working in collaboration with local authorities and bus operators is crucial to achieving our emission goals and creating a legacy for the future, providing much-needed certainty to operators of bus services and the manufacturers of vehicles.”
“The clause will also provide Scottish ministers with the ability to make provisions about documents that may be relied on to determine what is included in the tailpipe emissions from a vehicle and specify descriptions of vehicles and local services to which the prohibition will not apply, allowing Scottish ministers to implement legislation in a way that reflects the Scottish context. I welcome the collaborative engagement between the Scottish Government and the UK Government on the development of the amendment. I am also conscious that tabling the amendment late in the bill’s Westminster passage has compressed the time that is available for the Scottish Parliament to consider the motion, and I am grateful for members’ consideration of it this afternoon.”
“The motion before the Parliament covers the clauses that would be introduced by the amendment, which—as is set out in the legislative consent memorandum—fall within the legislative competence of the Scottish Parliament and alter the executive competence of Scottish ministers. The Scottish Government recommends consent to the new clause that would be introduced by amendment NC38, on the use of zero-emission vehicles for local services in Scotland. The clause will prohibit the use of new non-zero emission buses on local bus services in Scotland—that is, those that are registered under section 6 of the Transport Act 1985—as well as on franchised services, from a date that will be set in regulations by Scottish ministers. That date cannot be before 2030.”
“The timing of the UK Government bill means that the motion before us has had to come directly to the chamber, as the UK Parliament will be voting on the bill imminently. As members will be aware, this is the final term of the current parliamentary session, and there are many other pieces of legislation to be progressed. We have sought this amendment to the UK legislation because there is a need for clearer direction on future decarbonisation of the bus network, as well as demand for zero-emission buses. Indeed, the Scottish Government has previously called for the UK Government to ban the import and sale of new non-zero-emission buses, and the amendment provides a vehicle to enable that sooner than our own legislation would.”