Chamber and committees

My officials have had multiple discussions with their counterparts in the Department for Transport on the Bus Services (No. 2) Bill both before and after it was introduced in the House of Lords.

In addition, the Minister for Local Transport, Rt. Hon. Simon Lightwood MP, wrote to me in December when the Bill was introduced, setting out the Bill’s purpose, territorial extent and application, and its interaction with Scotland. We also discussed the UK Government proposals when Mr Lightwood and I met in person on 3 April 2025.

As you know, Project Willow has identified nine alternative projects that could be developed at Grangemouth including plastics recycling, bio-refining, sustainable aviation fuel and low carbon hydrogen production, demonstrating that a long term, new industrial future at Grangemouth is achievable if the public and private sector work together in the coming months to deliver.

If all nine potential projects identified in the base case were taken forward, Project Willow could create up to 800 jobs by 2040 and contribute £600-£700m in Gross Value Added, demonstrating the transformative impact Project Willow could bring to Grangemouth.

I am committed to realising as many of these opportunities as possible which is why Scottish Enterprise and the UK Office for Investment have established an Investor Taskforce to identify and attract investors with an interest in progressing the Project Willow proposals. Protecting and promoting the interests of the workers, businesses and wider Grangemouth community, remains this Government’s absolute priority.

Transport Scotland and our operating company BEAR Scotland have held discussions with various local stakeholders regarding the A84 Teith Bridge and options for active travel improvement between Doune and Deanston. Transport Scotland is working closely with Stirling Council in regard to this matter.

Consideration has been given to widening the existing bridge. The existing structure is Category A listed, therefore options to widen the bridge or construct a new facility immediately adjacent to it cannot be taken forward. In addition, there would be a need to realign and widen the A84 and acquire land. The limited width on the bridge deck and the inability to widen the bridge means that any improvement to the active travel infrastructure must be either a new structure further away from the existing bridge, or restrictions to vehicular space on the existing bridge.

Restrictions to vehicular space will impact the movement of vehicles across the bridge introducing queuing and delay, including to public transport services. To assess the impacts of this, a vehicular traffic modelling exercise was undertaken considering the viability and merits of potentially introducing permanent traffic signals. The detailed traffic modelling simulates the operation of vehicles in one direction at a time across Teith Bridge with traffic signals on both north and southbound approaches. This would allow the vehicular space on the bridge to be reduced to a single lane and give more space for wider footways. A pedestrian phase in the signals would allow active travel users to cross the A84 on the south side of the bridge.

Two options have been modelled. The first used traffic signals to control vehicles on the A84 in one direction at a time across the bridge. A second option incorporated the adjacent B8032 into the traffic signals. This improves access and egress to and from the local road, however increases delay for traffic on the A84. Both options included the pedestrian phase for crossing the bridge. Traffic survey data was gathered in early 2024 to inform the modelling. To simulate peak visitor times and future years, appropriate factors based on existing and historical traffic data were applied to test a range of scenarios.

The exercise was completed in January 2025, ahead of schedule. The modelling showed that the three way operation incorporating the B8032 would result in unacceptable levels of delay and queuing. A simple vehicular shuttle operation on the bridge may operate with acceptable levels of delay and queuing for vehicles including in average traffic conditions in the summer. However, the modelling indicates that in the peak hours in the summer and easter periods there may be longer delays to vehicles which may not be acceptable. As a result, further investigation is required.

Transport Scotland and BEAR have shared the results of the modelling with Stirling Council and met with them to discuss it. Stirling Council has requested that a live exercise be undertaken to directly investigate the impact on delays to vehicular traffic.

Taking account of the requirements of all modes of travel, including public transport services, it is recognised that the best form of improvement may not be amendment to the trunk road and the existing bridge, or that these may only be a temporary measure. It may be more practical and effective to create an entirely new, offline facility. The results of the traffic modelling exercise will help to inform this. Alternative options would lie outwith the trunk road and therefore outwith the responsibility of Transport Scotland. Progression of these would be the responsibility of Stirling Council or the Regional Transport Partnership to take forward, and Transport Scotland has suggested that the Council continue to appraise the best means of active travel connection between the two communities.

Discussions are underway in Transport Scotland to establish the potential for bringing forward the live exercise, however this will be subject to available budgets and the prioritisation of active travel schemes across the country. Should it be possible to undertake the trial, following this, further discussions will be held with stakeholders, including Stirling Council, and a decision on any further steps balancing the needs of the users of all modes of travel will be made.

The following table provides the amount of Liquified Natural Gas (LNG) consumed by the MV Glen Sannox for the period covering December 2024 until March 2025.

Scotland remains committed to being a leader and bridge builder on climate justice. This includes by convening and influencing at international events, to champion climate justice and amplify Global South voices.

We have previously incorporated debt justice within our climate justice advocacy positions: advocating prior to, during and after COP29 for a proportion of the UNFCCC Fund for Responding to Loss and Damage to be ringfenced so as to make finance directly available to communities in the form of grants, not loans. As a government we are currently scoping opportunities to increase the strength and reach of our advocacy on the issue of the global climate debt crisis, including at key upcoming international events.

The Scottish Government recognises the importance of the findings of the UN report and the need to promote sustainable resource use.

As well as the recent UN report noted in S6W-35438, Zero Waste Scotland was also influenced by recent Circularity Gap Reports in setting its Corporate Plan target. These highlighted the importance of cutting material consumption by one third:

https://www.circularity-gap.world/2023#download

https://www.circularity-gap.world/2024#download

The Circular Economy and Waste Route Map sets out the Scottish Government’s intention to set its own circular economy targets by 2027.

https://www.gov.scot/publications/scotlands-circular-economy-waste-route-map-2030/

Officials are undertaking work with the chair of the Scottish Hospice Leadership Group and Hospice UK to fully understand the requirements to provide pay parity to those delivering frontline services in line with NHS Agenda for Change levels. Officials are also continuing to explore the mechanisms for providing this funding, while respecting local commissioning arrangements.

This funding does not bring hospice staff under AfC terms and conditions and is only intended to provide pay parity with NHS Agenda for Change levels. Independent hospices will have their own terms and conditions for the staff they employ.

Scotland remains committed to being a leader and bridge builder on climate justice. This includes by convening and influencing at international events, to champion climate justice and amplify Global South voices.

We have previously incorporated debt justice within our climate justice advocacy positions: advocating prior to, during and after COP29 for a proportion of the UNFCCC Fund for Responding to Loss and Damage to be ringfenced so as to make finance directly available to communities in the form of grants, not loans. As a government we are currently scoping opportunities to increase the strength and reach of our advocacy on the issue of the global climate debt crisis, including at key upcoming international events.

This information is not held by Scottish Government.

The University of Glasgow (UoG) is responsible for the monitoring and evaluation of the Childsmile programme. Since 2013, UoG has published annual national headline reports on the Programme, which includes data on a range of Childsmile activity in multiple settings. The reports can be accessed via the Childsmile website: https://www.childsmile.nhs.scot/professionals/resources/research-publications/

Information on the Programme prior to this may be available from individual NHS Health Boards.

The Scottish Budget 2025-26 identified funding of £5 million to help support independent hospices deliver pay parity with Agenda for Change (AfC) levels for 2025-26. Officials continue to work with the chair of the Scottish Hospice Leadership Group and Hospice UK to understand the requirements from each hospice. Officials are also undertaking work to explore the mechanisms for providing this funding, while respecting local commissioning arrangements. Funding will be provided in financial year 2025-26.

To note, it is the responsibility of Integration Joint Boards (IJBs) to commission palliative care services, including independent hospices, to meet the needs of their local populations.