CMAL, as the procuring authority, has highlighted that Scottish public procurement regulations explicitly state that contracting authorities cannot artificially narrow competition by designing a procurement with the intention of unduly favouring, or disadvantaging, any particular economic operator. This means that CMAL cannot lawfully weight or design the contract requirements to favour Scottish shipyards or businesses. All candidates must be treated equally and fairly.

Careful consideration was given to the most efficient phasing of the Small Vessel Replacement Programme. This resulted in the current split with seven similar vessels procured in the first phase.

Phase two of the programme takes in other routes in the Clyde and Hebrides Ferry Service network where the service requirements differ from the seven vessels in phase one, including routes where specific requirements need to be addressed. CMAL will be commencing with studies and engagement on these vessels later this year.

Scotland’s national refugee integration strategy has been in place for over a decade. In March 2024 the third New Scots refugee integration strategy was published. It is a UK-leading integration approach built on a partnership led by the Scottish Government, COSLA and Scottish Refugee Council. It was informed by an engagement process involving over 2,000 refugees and people seeking asylum. The strategy is accompanied by a delivery plan setting out the actions that New Scots partners will undertake to deliver the strategy. We hope that other governments can learn from our work.

Scottish Ministers have held introductory calls with their new UK Government counterparts and we look forward to working closely with the UK Government to support delivery of a more effective and humane asylum system and resettlement schemes. We are not aware of any plans, however, to publish a UK integration strategy.

I refer the Member to the answer to question S6W-28627 on‎ 31 July 2024.

All answers to Parliamentary Questions are available on the Parliament’s website, the search facility for which can be found at http://www.parliament.scot/chamber-and-committees/questions-and-answers .

The Scottish Government has been working with AssistFM and Improvement Service to map existing breakfast provision across Scotland, including a survey to all primary and special schools to understand the scale and uptake of provision.

Advance works to a cost of £22.6 million have been undertaken for the A9 Dualling: Tomatin to Moy project, to de-risk the main construction works contract.

This cost is broken down as follows:

The planned in-service dates provided by CMAL in the June 2024 update to the NZET Committee were end November 2024 for MV Isle of Islay and end March 2025 for MV Loch Indaal.

Transport Scotland, CMAL and CalMac will keep these dates under review as the vessel builds progress. The dates will be subject to successful completion of construction, now entering the complex systems commissioning phases, and further crew familiarisation and berthing trails upon arrival in Scottish waters.

Further updates will be provided to Parliament in due course.

The decision to grant planning permission for an extension to an existing substation at Bearholm near Moffat was made by the relevant planning authority, Dumfries and Galloway Council.

Planning authorities are required to determine any valid application submitted to them in accordance with the relevant local development plan and National Planning Framework 4 (NPF4) unless there are material considerations which justify a departure from the plan. The decision notice of the authority is required to include the reasons for the decision. In addition, as part of the decision-making process the authority is required to produce a report setting out their consideration of the application and the material considerations taken into account. The decision notice and report are published on the planning authority’s website.

Applications for consent for the Rivox Wind Energy Hub and Scoop Hill Community Wind Farm projects are currently with the Scottish Ministers for determination under section 36 of the Electricity Act 1989.

The work to undertake the temporary propping is extremely complex. Each of the 23 supports requires individual propping designs to take account of the varying column heights, span lengths and widths resulting in different loads to be supported by the props.

Additionally, the propping foundations are affected by a number of buried services, ground conditions and the SPT Subway tunnels beneath the viaducts, which has a major impact on the solutions available. There were also a number of public utilities diversions or protection measures required in agreement and partnership with the various utility owners.

The extent of the work on each support is, therefore, exceptionally difficult to quantify until it is underway.

The cost of the temporary propping, which is extremely complex, is expected to be between £126m - £152m. The cost is dependent on a number of factors, for example duration and extent of works. Our estimated cost range includes allowances for risk, contingency and inflation, which is standard industry practice for large infrastructure projects.