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Will the member take an intervention?

I think that that is a useful contribution from Mr Sweeney. Later in my speech, I will come on to talk about how we need to reform the system so that we have much more public control over and transparency in the way that our public transport is being run in Scotland.

My third point is that our buses must be accessible. That means ensuring two things: that communities have a bus service that they can access and that services meet the needs of all passengers. Rural communities are particularly vulnerable to the boom-and-bust cycle of profit-driven private bus services. From the withdrawal of the X53 service in 2021 to the recent axing of the 155 service connecting Tibbermore residents to Crieff and Perth, cash-strapped local authorities are expected to patch up what is effectively a broken commercial system.

Too often, rural communities are left with no public transport provision of any sort. However, communities such as the Glenfarg Community Transport Group are showing us what can be done. In April, the community group launched bus service 55, which runs on another recently axed route from Glenfarg to Kinross. I am pleased to say that it carried around 200 passengers in its first week. Such community-driven projects show exactly what buses can do when private profit is taken out of the picture. We need to see community transport groups such as that in Glenfarg integrated into Scotland’s bus network.

We also have one of the most expansive concessionary travel schemes in the world, with all under-22s, people over 60 and disabled people benefiting from free bus travel across Scotland, but we must aspire to go further to address the acute transport poverty that is faced by some communities. That means investing in a bus fleet that empowers anyone with a wheelchair, mobility requirements, a baby buggy or a bike to choose the bus, and extending free bus travel to people seeking asylum in Scotland, who are forced to live on only £45 a week—I commend Paul Sweeney’s leadership in that area.

Finally, we need system change, as I said earlier. Our buses must surely now be run in the public interest. Years of deregulation of bus services has left a fragile patchwork of services and operators in which the needs of passengers are secondary. From that broken system, we need to build an ecology of bus travel that shifts the balance of power away from for-profit models towards the public interest.

We already have some of the tools that we need to build this new system. Through the Transport (Scotland) Act 2019, local authorities can franchise and set up municipally owned services. Those models will not work for all local authorities, but some of them are desperate to get things moving. Glasgow City Council has already taken its first steps in exploring public control for buses, and Highland Council has invested in a fleet of buses to serve community needs. I hope that the community bus fund will provide a source of start-up capital to accelerate the radical shift in bus ownership that we desperately need to see.

Full transformation of Scotland’s bus services will require significant investment, but Tory austerity has a stranglehold on Scottish budgets. Therefore, it is more important than ever that we consider all possible ways to raise revenue and finance this reform. That means diverting funds from high-carbon road building projects to public transport, putting the workplace parking levy back on to our agenda and using the powers available to introduce local road user charges. We need all members and people across our local and national Governments, in our communities, organisations and passengers to back our buses and deliver the transformation in local bus networks that people in Scotland want and deserve

I look forward to working with colleagues from all parties, the Minister for Transport and communities on the ground to deliver on that ambition. I also look forward to the contribution of other members and the minister in this debate.

I thank the member for explaining some of the challenges with integrating services when we have a very fragmented set of companies running those services.

Does the member acknowledge that, with the benefit of hindsight, the deregulation of bus services in the 1980s was perhaps a wrong-headed move?

The Scottish Greens will be taking that duty seriously.

I welcome the debate. It comes after world bicycle day on Saturday, when we celebrated what I believe the Dutch call fietsgeluk, or bicycle happiness—a state that is perhaps typified by Graham Simpson and his rambling journeys around the countryside together with his lead-out man, Brian Whittle.

It is clear that the record-breaking levels of investment to create dedicated spaces where we can walk, wheel and ride in safety are starting to deliver. If we build it, they will come, and I am very encouraged by the minister’s announcement of the transformation fund today. It will really help to build the capacity in local authorities, which has been dwindling in recent years.

We heard some examples from Stirling from Evelyn Tweed. In Stirling, we have the new railway station concourse and the routes around town and out to the university. They represent the most significant step in redesigning the city’s transport infrastructure that we have seen in more than a generation. I know that the minister visited Stirling recently.

The green shoots that are starting to appear around the country are testament to the work of a movement that has been relentless in its goal to reclaim the streets for people. I pay tribute in particular to Ian Findlay, who was such a wonderful advocate and an inspiration personally to me and to many others who joined him in that important mission.

Of course, the debate on active travel is about much more than simply modes of transport. Ultimately, it is about designing places that are friendlier, safer and healthier—places that feel accessible regardless of people’s mobility, age, income or ability to drive. It is about places that are nice to spend time in—green, beautiful and sociable spaces.

We can ask people to walk, wheel and cycle and we can train and support them to do so, but if the streets are dangerous—if pavements are blocked and traffic is too congested or too fast—they will not do so. Even segregated infrastructure cannot possibly join up every single journey from door to door.

A key litmus test here is our schools. If young people and their families who live within just a couple of miles of places find it difficult to walk, wheel or cycle there, we clearly need intervention and investment. The streets where we live, work and play have to feel safer, with the car being a guest, and a polite and respectful one at that. Getting the foundations right is vital.

I highlight two simple national interventions that will be transformational for communities across Scotland: 20mph speed limits and the enforcement of restrictions on pavement parking—two issues on which I have enjoyed working closely with Kevin Stewart over the past couple of months. I very much wish him well for the future.

Traffic speed is often cited as the biggest barrier to cycling. Twenty miles per hour is the right maximum speed for the majority of roads on which motor vehicles mix with pedestrians, wheelers and cyclists. For every 1mph reduction in average speed, there is a 4 to 6 per cent reduction in road casualties—real lives that are being saved. The extensive Scottish Borders Council pilot has shown conclusively that 20mph benefits both urban and rural communities. That limit is popular, too; no sooner has one community switched to 20 than others demand to go 20 as well.

Some members might remember that, in 2019, I introduced a member’s bill to make 20mph the norm in Scotland. Although that bill did not pass at the time, progress has been made since then. The Welsh Government passed an almost identical measure and, as a result, the majority of Welsh roads that are currently 30mph will have flipped to 20mph by September this year.

In Scotland, all appropriate roads will be designated as 20mph by 2025. Councils have been asked to draw up detailed plans for implementation that are similar to those of Welsh councils. Some, such as Highland Council, have already led the way, rolling out 20mph across 116 communities early, before that deadline. Stirling Council hopes to complete the full roll-out of 20mph by the end of the coming year, with only four communities yet to have those limits installed.

However, there is still some way to go and it is critical that, in the absence of a national legislative change like the one in Wales, all councils commit to implementation in the same timescale so that the benefits of national communication and roll-out can be achieved, and that funding is provided by the Scottish Government.

I have found that the roll-out of 20mph often triggers a community conversation about how we can make our streets safer. I hope that the roll-out of the enforcement of pavement parking restrictions will do the same. The daily frustration that is felt by so many when vehicles block pavements is a barrier that many of us do not fully understand until we push a child’s buggy or walk alongside friends who use a wheelchair. I therefore urge everyone who has a stake in their community’s safety to respond to the current Transport Scotland consultation on enforcement.

This summer, we will see the power of the bike across Scotland. Incredible moments and memories will be made through the cycling world championships. However, I hope that the legacy of that will include greater awareness as well as greater participation.

As a sport, cycling is one of the great levellers. Although heroes such as Wout van Aert have already been seen training on the roads around Stirling ahead of the championship, there is nothing to stop mere mortals such as you and me, Presiding Officer, from hopping on a bike and joining him on the same roads.

However, another cycling hero—record-breaking Christina Mackenzie—was knocked off her bike last September while out training on those same roads around Stirling. The driver did not stop and has not been caught. Christina has made a recovery but, for too many others, a ghost bike by the side of the road is a lasting reminder of recklessness and tragedy. A fitting legacy for these first combined cycling world championships, here in Scotland, would be the delivery of a long-awaited dashcam portal from Police Scotland, and I urge the Government to help to make that happen.

I look forward to a summer of fietsgeluk as we continue our journey towards becoming a safe and confident nation of cyclists, wheelers and walkers.

Last week, Labour’s First Minister of Wales, Mark Drakeford, criticised the UK Government for reneging on a 2019 agreement that allowed Scotland and Wales to establish our own deposit return schemes that include glass. Westminster’s Tory Government wants Wales and Scotland to wait for an English scheme, but what assurances has the minister had that there will actually be a DRS in England? When will it be up and running and will the rules for interoperability be?

I share Mr Swinney’s experience of the difficulties of cycling around Perth. Does he agree that it has not helped that the local council there has taken out a number of cycle lanes over time, thereby making the streets potentially more dangerous?

It is on a different topic.

My last question is about feminist foreign policy, which is something that we have not yet discussed this morning. Have you seen any particular leadership or initiatives globally that, again, sub-state actors can be involved with?

The reparation aspect brings me to the issue of climate justice. There have been quite a few comments this morning about climate change being a strategic priority, but I wonder whether I can get your reflection on the conference of the parties—or COP—processes and the role of sub-state actors either within COP or at least at the side of it. Was the Scottish Government’s involvement in the 26th United Nations climate change conference of the parties—COP26—effective? Do you see other forums in which sub-state actors are coming together in ways that might present opportunities to develop new initiatives and to lead change that can feed into the COP process?