The contracts for support services for the Small Vessel Replacement Programme commenced in 2019 and will conclude in 2027. The value of these contracts is commercially confidential.

Work is currently progressing with additional technical and economic studies, including ground investigation scoping, now underway by CMAL. It is vital that a robust business case is completed to refine the options, costs and risks, as well as outlining affordability and value for money, taking cognisance of the current fiscal challenges across the Scottish Government.

The Scottish Government recognises the importance of accountability and seeks to ensure that it is built into everything that we do. Regarding monitoring arrangements, the responsibility for oversight of compliance with the Equality Act 2010, including compliance with the Equality Act 2010 (Specific Duties) (Scotland) Regulations 2012 including Regulation 11, rests with the Equality and Human Rights Commission (EHRC), which has issued guidance on how the Regulations should be applied in practice.

The Scottish Government does not hold this information. Practices must apply to their Health Boards to close their lists and agree the conditions and timelines for reopening them.

Circumstances will arise where GP practices experience capacity issues and are unable to routinely accept new patients onto their lists. We expect Health Boards to work with practices as constructively and as flexibly as is appropriate to help manage these situations and ensure that all patients have access to GP services.

There are no Scottish Government vehicles purchased through loan or credit agreements.

The Scottish Government remain committed to increasing the Scottish Land Fund to £20m by 2026. Annual budgets for the SLF are set as part of the annual budget process.

The two schemes are not related.

The decision by the then Cabinet Secretary for Transport, Infrastructure and Connectivity to progress the Levenmouth Rail Link was based on the findings of the Levenmouth Sustainable Transport Study.

The study was undertaken in line with Scottish Transport Appraisal Guidance (STAG) and provided robust evidence of a Strategic Business Case (SBC) for the Rail Link. The SBC provided the initial stage of the business case for the Rail Link in accordance with Transport Scotland's guidance on the development of business cases, which then progressed through the subsequent stages of the business case process.

The Winchburgh station proposal is developer led. It is for Winchburgh Developments Limited to progress the required business case.

The station proposal is a developer led proposal with planning permission in principle granted by the Planning Authority, in this case West Lothian Council. It is for Winchburgh Developments Limited to progress the above items.

Transport Scotland, utilising its considerable experience of rail infrastructure construction, is currently supporting West Lothian Council and Winchburgh Developments Limited as they look towards identifying a lead promoter, or promoters, and the development of both the station design and business case process.

West Lothian Council (WLC) is the Planning Authority, who granted the planning permission in principle for the Winchburgh development in April 2012.

As a statutory consultee, Transport Scotland, acting on behalf of Scottish Ministers, provided a response prior to this decision which included reasonings for why it did not support the provision of a station, at that time.

The content of the Section 75 Agreement and Decision Notice was decided upon by WLC.

Transport Scotland does not have the powers to prevent WLC applying Section 75 developer obligations.

The Scottish Government remains committed to the Orkney Ferry Replacement Task Force, which is supporting the Council address its fleet replacement challenges.