Chamber and committees

I refer the member to the answer to question S6W-26609 on 17 April 2024. All answers to written Parliamentary Questions are available on the Parliament's website, the search facility for which can be found at https://www.parliament.scot/chamber-and-committees/written-questions-and-answers .

I refer the member to the answer to question S6W-26336 on‎ 11 April 2024. All answers to written Parliamentary Questions are available on the Parliament's website, the search facility for which can be found at https://www.parliament.scot/chamber-and-committees/written-questions-and-answers

I refer the member to the answer to question S6W-26609 on 17 April 2024. All answers to written Parliamentary Questions are available on the Parliament's website, the search facility for which can be found at https://www.parliament.scot/chamber-and-committees/written-questions-and-answers

Notwithstanding the fact that licensed motor vehicles, including cars, are at highest levels both in terms of number and age, we are committed to finding ways to make alternative travel modes more attractive, and supporting people to take fewer journeys by car. The Scottish Government’s plans to encourage the use of public transport and active travel alongside plans to reduce car use, are set out in the draft route map on 20% reduction in car kilometres by 2030, jointly developed with COSLA. Our 2023 Programme for Government included a commitment to publish a final version of the route map to achieving the 20% car kilometre reduction this year, and we look forward to publishing this in the coming months.

Following significant pandemic-related road traffic reductions in 2020, the latest figures show that estimated road traffic continued to rebound, increasing by 9% overall (to 47 billion vehicle kilometres) and by 10.7% for car km between 2021 and 2022. A 6.3% reduction against the 2019 baseline for car km travelled reflects ongoing changes to travel patterns, including increased use of digital connectivity. It is also worth noting that fewer people drove every day in 2022 (34%) compared to 2019 (43%).

There remains however uncertainty regarding travel patterns in the longer term, but it is expected car traffic will continue to rise in subsequent years before interventions to deliver reductions in car traffic start to make an impact. Evidence is clear that incentivising sustainable alternatives alone will not be sufficient to bring about the behaviour change to deliver the scale of 20% car KM reduction.

The most direct levers on the cost of buying or running a petrol or diesel car – fuel duty and vehicle excise duty – are currently reserved. We will continue to press the UK Government for a fair and progressive future transport tax system that better incentivises the transition to zero-emission vehicles, reduces unnecessary journeys and raises revenues to fund policies to support a shift to more sustainable travel.

Our 2023 Programme for Government included a commitment to publish a final version of the route map to achieving the 20% car kilometre reduction this year, and we look forward to publishing this in the coming months.

The UK Government’s equivalent to Bus Services Improvement Partnerships (BSIPs) in Scotland are “Enhanced Partnerships”. Both models take a similar approach to partnership working, ensuring that operators and local transport authorities collaborate to achieve improved bus provision, but there are some key differences which reflect the Scottish context.

For instance, while both BSIPs and Enhanced Partnerships allow for the setting of requirements in respect of service frequency and timings, they take different approaches to addressing overprovision of services.

Also, BSIPs specifically allow for the setting of maximum fares which is not included in Enhanced Partnerships.

BSIPs schemes are required to include either facilities or measures to be provided by the Local Transport Authority (LTA); Enhanced Partnership schemes may include facilities or measures but these are not required.

Both BSIPs and Enhanced Partnerships have an operator objection mechanism based on the number of operators in an area and the registered distance they operate. The objections mechanism allows operators to object to the proposed making, variation or revocation of a plan or a scheme. The criteria for being excluded from the objection mechanism varies between the two models. The thresholds used to determine what constitutes a "sufficient number of persons" for the purpose of the objection mechanism also differs between the two models, to account for network variations across Scotland.

Furthermore, the Enhanced Partnership model allows, and in certain circumstances requires, the traffic commissioner to delegate to the LTA their registration functions as regards the services within the Enhanced Partnership scheme area. That is not included in BSIPs.

The Scottish Government has invested significantly in vessels and key ports and harbours to support lifeline ferry connections. Shore side power upgrades across the lifeline ferry network are planned for the introduction of new and current vessels.

However, for those ports that are privately owned, decarbonisation measures or supporting infrastructure for vessels is a commercial decision for the port operators. The Scottish Government can work with ports owned by local authorities, and potentially Trusts, to explore potential solutions which are proportionate to the scale of operation and the vessels served.

It is important to clarify the difference between Bus services improvement partnerships (BSIPs) in the Scottish and UK context. BSIPs in Scotland are partnerships between local transport authorities and bus operators to improve bus services in their areas, and are equivalent to the UK Government’s Enhanced Partnerships.

In England a Bus Service Improvement Plan or BSIP is a public document prepared by every Local Transport Authority in England, outside London, which sets out the vision and plan for improving bus services and growing bus patronage in their local area, in line with the UK Government’s National Bus Strategy aims. The document referred to in the question is intended to provide guidance for these authorities in updating their BSIPs for 2024.

In Scotland, as stated in the recently published Fair Fares Review, Transport Scotland, working with local government, industry and other stakeholders, will develop a bus service improvement plan and delivery framework, over the next 18 months to improve the future availability of bus services across Scotland.

As the framework is still to be developed, the Scottish Government has not rejected any approach at this time. As we develop the framework we will consider actions taken in other parts of the UK, to determine the most appropriate approach for Scotland. This includes the UK Government’s National Bus Strategy and supporting documents, such as the one mentioned in the question.

Since 2011 the Scottish Government has supported individuals and businesses across Scotland with over £220 million of interest free loans to support the transition to zero emission vehicles.

In addition, the Plugged-in Communities grant fund has provided community transport organisations with grants worth almost £4 million to procure zero emission vehicles.

The Scottish Government is currently considering the future of its EV incentive schemes, with no final decision yet made.

The Scottish Government has commissioned a study which will look at EV adoption to-date and will model future demand across a number of scenarios. This study will help to inform the ongoing development of Transport Scotland’s strategic framework for the adoption of electric vehicles (EV) and the development of charging infrastructure across Scotland.

Freight transported by rail (whether hauled by diesel or electric locomotives) is an environmentally friendly mode of transport and a significant proportion of Scottish rail freight is already electrically-hauled. The Scottish Government’s leadership in support for rail freight is outlined in our rail freight strategy and put into practice with significant investment and through our regulatory rail freight growth targets.

We will carefully consider the report’s recommendations. The Scottish Government will continue to seek to maximise benefits for rail freight in its investments in the rail network, including in the refresh of the rail decarbonisation action plan highlighted by the Climate Change Committee.