Transport Scotland has set out a Stage 1 and Stage 2 evaluation of the Young Persons’ Free Bus Travel Scheme following the first full year of operation. The evaluation will assess the short and medium outcomes and the long term impact of the scheme by comparing conditions at different stages.

During the first year of operation (Stage1), short term outcomes of the scheme such as uptake of entitlement and travel behaviour will be evaluated. Uptake of the scheme will be monitored directly through the application process, which launched on 10 January 2022, and data on usage of the entitlement will be collected through recording of journeys made using the National Entitlement Card. Reports from this evaluation will be published on the Transport Scotland website.

It is an objective of the free bus schemes that bus operators should be financially no better and no worse off as a result of their participation. This objective should mean that there are not subsequent fare pressures on fare paying passengers as a result of the scheme. We have worked with the Confederation of Passenger Transport to arrive at reimbursement rates which seek to meet this aim. Usage of the Young Persons Scheme will be closely monitored to refine the reimbursement model as necessary.

The Scottish Government is working closely with business organisations to develop an action plan to identify actions to mitigate the impact of labour shortages on businesses across affected sectors. Longer term interventions will include consideration of the current skills system, specifically how this links with the wider education landscape and careers guidance services.

With the exception of skills and training, most of the levers available to mitigate the acute HGV driver shortages we have seen in the last 6 months are reserved to the UK Government. Our Modern Apprenticeships continue to support individuals to enter the logistics sector. The Freight Logistics Apprenticeship Framework encompasses the planning, routing and movement of freight across all transport modes as well as associated activities such as warehousing and storage.

Collectively there were 1107 starts on these frameworks in 2020-21 and up to the end of Quarter 2 of 2021-22, there have been 770 Modern Apprenticeship starts in freight logistics with 1456 individuals in training in total. In addition, as of September 2021, 95 individuals have been supported through the Employability Fund to train as HGV drivers.

Skills Development Scotland is also developing a small pilot with the Road Haulage Association to support up to 30 drivers with an HGV licence to undertake Driver Certificate of Professional Competence training allowing them to re-enter the sector. The pilot will help establish the demand for this type of training.

We are also monitoring the impact of bus driver vacancies and on bus service levels. My officials are in regular contact with the Department for Transport regarding issues such as delays in processing licence applications and driver testing. In addition, officials are also working with the bus sector to facilitate solutions to workforce issues through the Labour and Skills Shortages Action Plan, and connecting Local Employability Partnerships (LEPs) who are aware of opportunities in their areas with bus service operators through the Confederation of Passenger Transport (CPT). This includes sharing examples of good practice across the network of both LEPs and members of the CPT to encourage more local level collaboration to meet the needs of each area.

The Scottish Government has provided £79.3 million directly to taxi and private hire drivers and operators in response to the Covid-19 Pandemic. Further support of up to £28 million was announced on 5 January 2022 from within the £375 million package of funding announced on 21 December 2021, bringing total support for the sector to over £107 million.

The Travel Innovation and Strategy budget stream funds a range of transport interventions. The change in budget from financial year 2021-22 of £39.9 million to £21.6 million in 2022-23 reflects a reduction in the capital grant support required for the Glasgow Subway Modernisation programme due to the re-profiling of programmed works by Strathclyde Partnership for Transport. There is no impact on deliverables through this budget movement.

As is normal practice, a number of projected scenarios using various estimated levels of ScotRail’s patronage and revenue were analysed in respect of different fares options.

Therefore, the range of £6.5m to £9.1m reflects the potential, estimated cost of a fares freeze across varying patronage and revenue scenarios. If a partial freeze was to be implemented there would be a proportionate reduction to those costs.

The cost of any fares freeze or below-RPI fares increase would also have a cumulative effect, recurring annually.

Public Health Scotland (PHS) releases a quarterly publication presenting statistics on the number of patients waiting for one of the eight key diagnostic tests, which are covered by the national six-week standard. Further information on these tests and the latest available statistics up to the 30 th September 2021 can be found here:

Diagnostic waiting times - Waits for key diagnostic tests 30 November 2021 - NHS waiting times - diagnostics - Publications - Public Health Scotland

In addition, PHS collects data on patients waiting for six other tests not covered by the national six-week standard, including Echocardiography. However, these data are not routinely quality assured and completeness may vary by Board. Verified data for patients waiting for an Echocardiogram is therefore not available centrally.

Transport Scotland has worked closely with operating partners and stakeholders throughout the pandemic to ensure that transport services have been maintained for those who rely upon them. For example, under the Critical National Infrastructure (CNI) scheme, transport operators were able can apply for an exemption to allow essential workers to volunteer to leave self-isolation and return to work in certain limited circumstances in order to allow vital services to continue.

Although this scheme has now closed following changes to the general population self isolation policy, we continue to work closely with the sector on maintaining service and network resilience. This includes working with CalMac and ScotRail to introduce temporary timetables to protect lifeline services and minimise Covid related cancellations as a result of staff absences arising from the recent surge in cases caused by the Omicron variant.

The decrease in financial support required for the Northern Isles Ferry Services reflects a forecast recovery in fare box revenue, a reduction in the forecast fuel consumption costs and the exclusion of year one contract mobilisation costs that will not recur in 2022-23.

The Scottish Government does not hold this information.

We recognise the negative impact that long COVID can have on the health and wellbeing of those affected. We are taking action to ensure that people are supported in the most appropriate way possible. The Advisory Subgroup on Education and Children’s Issues takes account of long COVID in their deliberations.

ONS’ long COVID estimates by employment sector aren’t broken down by nation – all estimates by employment sector are at UK level only.

The annual Scottish Greenhouse Gas Statistics publication is the main source of data used to assess territorial emissions of greenhouse gases in Scotland. Although each annual publication is accompanied by a spreadsheet containing all background data at its full resolution, it is not currently possible to distinguish between types of generation or fuels using these data.

The Scottish energy strategy, published in December 2017, confirmed the Scottish Government’s continued opposition to new nuclear stations under current technologies.

Our priority continues to be to support energy efficiency, develop Scotland’s huge renewable resource and to promote storage and flexibility. The opposition to new nuclear generation takes into account the continued operation of Torness, subject to safety cases being met.

We believe that nuclear power represents poor value for consumers. There remains considerable uncertainty around the economics of new nuclear generation, and the long-term storage of nuclear waste remains a difficult issue. The latest Contracts for Difference (CfD) auction delivered offshore wind at £39.65 per megawatt hour – substantially below the £92.50 awarded to Hinkley. Internal analysis tells us that in 2030 alone Hinkley could add almost £40/year to a consumer bill, whilst the equivalent offshore wind farm would reduce consumer bills by £8/year.