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I have seen at first hand how communities and local authorities across my region, from Killin to Rosyth, are working tirelessly to try to find long-term housing solutions for displaced Ukrainians who have found sanctuary in Scotland. However, it is critically important that any housing offer empowers our new Ukrainian neighbours to have choices over their next steps.

I welcomed Tuesday’s statement by the Minister with special responsibility for Refugees from Ukraine, but will the cabinet secretary outline what further support will be made available specifically to local authorities such as Stirling Council to support the displaced Ukrainians to access that housing and also, critically, to co-ordinate efforts with local communities who have their own interests with regard to finding solutions for their Ukrainian neighbours and are engaged in their own efforts to do so?

I am sure that there is not a single member in the Parliament who has not been affected directly or indirectly by a tragic road accident over the years. In that spirit, I looked forward to a genuine debate about the actions that the Government can take to save lives on the A9 and the A96, from improving dangerous junctions to rolling out the use of average speed cameras. However, instead, we have seen an attempt to use recent accidents to bolster the case for dualling every inch of the A9 and the A96, without any analysis of why accident rates have worsened recently or how those accidents could have been prevented in the first place.

It is important that we go back to the basics. According to Transport Scotland, the case for the A9 dualling project was largely an economic one—it was about reducing journey times between Inverness and Perth—and the secondary benefits of reducing driver frustration and the severity, if not the frequency, of accidents came later. As members have said, there have been calls from communities along the A9 over many years to improve dangerous junctions and reduce speed.

Those priorities are reflected in the Bute house agreement, which commits the SNP and the Greens to addressing and tackling safety concerns on our roads while, at the same time, responding to community needs and delivering on our climate ambitions across Scotland. Investment should be directed where it is most needed and where it can make a real, tangible difference.

I accept that targeted improvements are needed, and, over a decade ago, I was proud to back the campaign to improve the dangerous Ballinluig junction on the A9. Every time I drive through that junction, I think back to how dangerous it was and I think about how many lives have been saved as a result of that investment. The community in Dunkeld and Birnam still live, with a high-speed junction that is confusing and dangerous, and I back their calls for investment in a safer junction, speed reduction, better signage and other measures. I look forward to the meeting that the minister will convene with local members on those issues next week.

However, as with the original problem at Ballinluig, those problems are made even more critical because of the high speeds that vehicles travel at on dualled sections of the road. Let us not forget that the continuously dualled section of the A9 between Perth and Dunblane has also had tragic junction accidents that have required further sustained investment over many years. Simply dualling is not a panacea to address deep-seated accident and road safety issues on our roads. An evidence-led approach is required.

With the A96, the Government’s review provides a chance to look afresh at what investments are genuinely needed on that corridor, including in public transport. That is embedded in the Bute house agreement. I have my doubts that that review will conclude that dualling every last inch of that road is the best option for safety for communities or for the climate.

I am running short of time. I do not think that there is time in hand.

We need to champion measures that have already worked on the A9 and on other roads in Scotland to improve road safety. It is clear that average speed cameras save lives. On the A9, the number of fatalities fell by 40 per cent in the first three years after their introduction. Collisions were down by nearly a quarter, while frustrating road closures due to accidents were also reduced by a quarter. Therefore, it is disappointing that there has been no mention so far in the debate, or in the Tory motion, of the role of average speed cameras. I hope that the minister will reflect on their potential for the A96 in her closing speech.

The Government is right to mention the worsening financial settlement that has been handed down to the Parliament, which will limit the Government’s ability to invest in the projects that we need in order to save lives. Projects to improve road safety, bypass communities or maintain roads will be threatened by the slash-and-burn austerity of the Tory party. We must have the ability to invest in genuine road safety improvements to protect lives across Scotland. That needs budget and a real focus on the measures that will actually work, backed up by the evidence.

Helen, is there a reason why your business has not bid so far?

I will make a brief comment. I think that, to make progress in the area, we will need community approaches, and it is important that funding mechanisms are available to registered social landlords and the public sector in order to establish heat networks. Understandably, a lot of the focus at the moment is on individual households getting assistance and applying for finance, but I think that it will be some of the broader, community-wide approaches that will crack the nut with regard to retrofitting and decarbonisation. I do not have any specific comments on the SSI beyond saying that we need to accelerate the work.

Okay.

Okay. My other question is around associated work that councils might be thinking of doing as they implement the regulations. One area might be around the designation of loading bays, where there might have been calls from the community for a long time to put a loading bay in place. This legislation brings that to a head, because the ability to pay and park will be taken away, quite rightly. I am wondering where councils are up to with that. Is there a need to push through a lot of traffic regulation orders on loading bays at the moment, or is there other associated work that councils are having to think through when they consider how to make communities work?

What have been the practical impacts of the exclusion of those flights up to this point? How has that affected the functioning of the ETS, its effectiveness or revenue raising?

If there is that wider experience, it would be useful to understand the reasons.

I am happy for what I have said to sit as a comment.