Chamber and committees

The development of rail freight is a reserved matter and as such is the responsibility of the Strategic Rail Authority (SRA). However, in April, the Scottish Executive commissioned consultants to carry out a study to take a strategic view of the potential for developing sustainable freight movements across the whole of Scotland. This will enable prioritisation of investment projects aimed at promoting a shift to sustainable modes, such as rail, inland waterway or sea. The outcome of this study will assist our discussions with the SRA when it draws up the Freight Strategy for Scotland as part of its GB Freight Strategy.

The Strategic Rail Authority envisage that benefits during the two-year extension to the GNER franchise will concentrate on better performance, rolling stock and passenger facilities throughout the East Coast Main Line.

The Scottish Executive is in regular contact with the Strategic Rail Authority (SRA) and Her Majesty's Government on a wide range of matters, including cross-border franchises.Under the Transport Act 2000, the Scottish ministers can give statutory Advice to the Strategic Rail Authority on cross-border franchises. They will do so in relation to the forthcoming negotiations on the East Coast Main Line franchise. Before the enactment of that Act, the Scottish ministers gave non-statutory advice to the SRA on the franchise in June 2000 (question S1W-8248).

This funding is not subject to VAT.

To be eligible for a Powershift grant, vehicle models must be on the approved Powershift Register; all those which are can be converted in Scotland. Once converted these vehicles achieve an overall reduction in their emissions in line with the current European standard (Euro III). The figures below indicate the level of grant support available towards the vehicle conversion cost, which relates to the standard achieved.

Level of Grant	Overall Emissions Reduction Achieved
40%	0 - 49%
60%	50 - 64%
75%	65% and over

I refer the member to my announcement on 2 August of an additional £5.51 million for VisitScotland for the purposes of marketing Scotland. Funding for VisitScotland has increased by 95% since February 2000, and is now at a record level of over £37 million. It is for VisitScotland to determine how its funding should be used to promote Scotland. The promotion of direct access routes is an important part of its strategy. Edinburgh and Lothians Tourist Board is responsible for the promotion of Edinburgh as a tourist destination.The Scottish Executive will continue to encourage the development of more commercial and cost effective air services to and from Scotland for the benefit of the travelling public and the Scottish economy. This is a matter that we discuss regularly with the Enterprise Networks, with VisitScotland, and with the airport operators.

As of 1 August, there were 8 approved Powershift applications to the value of £7072 awaiting payment by the Energy Saving Trust in Scotland. These grants will be paid shortly.

The form of relationship between contractors and their employees or sub-contractors is in general a matter for the contractor rather than the contracting authority. The stipulation of labour status within public construction contracts could be open to challenge under European law on the free movement of persons, freedom to provide services and non-discrimination. The Health and Safety Executive is working on a Scottish Construction Health and Safety Action Plan and the Scottish Construction Industry Group is represented on the HSE Scottish committee looking at the health and safety and other issues involved. The issue of construction procurement and health and safety was also raised at my last meeting with the Group, and I have invited it to submit a paper summarising its views to the Scottish Executive for consideration.

Under the provisions of the Scotland Act 1998 international relations and matters concerning the regulation of aviation and air transport are reserved to the UK Government.

There is no contractual obligation for the companies responsible for the maintenance of the trunk roads to have full time employees except for key posts nor is there any requirement for those employed or sub-contracted to undertake work not to be CIS4 holders. This is no different to the previous contractual arrangements.