Seòmar agus comataidhean

Yes, I do. I think that we need more islander representation on those boards, although boards are not the only way in which I expect CMAL and CalMac to listen to island communities.

You heard from Morag McNeill, who is the first woman to hold the role of chair at CMAL. At the end of last year, I was able to appoint Murdo MacLennan, as a non-executive member, to the CMAL board. He is already making a big impact on that board in relation to the work that he is undertaking with island communities. However, I agree that it is really important that we have islanders on those boards, so that they can reflect the lived experience of people who live on our islands and depend on those lifeline services.

There is a challenge there and, following it through, I suppose, if Transport Scotland had any pushback for me, it would be that we need to ensure that people who are on the board have the necessary skills and experience. Working with CMAL and CalMac, the Scottish Government and Transport Scotland need to ensure that there are opportunities for people to get those extra skills and experience if they need them. We need to focus on upskilling people, if there is a need for that, as well as recognise that islanders will bring a strength to those boards in relation to the delivery of services for island communities.

I will build on Chris Wilcock’s point. I have alluded to project Neptune in a couple of my responses already. Angus Campbell, who is leading on the work, is hugely important in that respect. Although he is a former islander, I think that he has a house in Stornoway. Angus Campbell is leading on that work and, as an islander, the information that he is able to glean from some of the consultation events is different to that that mainlanders might get, if that makes sense. Because he has a relationship with island communities, he is able to garner much better information—much more qualitative feedback—to inform an improvement to the service, which is really important.

It is not just about islanders on boards, although that is important and I absolutely agree with Ms Lennon’s point. It is also about ensuring that we build on islander representation throughout the process, whether that is CHFS, project Neptune or the ICP.

Yes, I do. Something that I picked up with Transport Scotland a few months ago brings me back to Mr Kerr’s question about the choreographing of all those things—CHFS3, project Neptune and the ICP—because my concern as minister was that we could not go out and consult on three different things. I do not think that that is wise. We are trying to learn lessons through project Neptune and gather some information through Angus Campbell’s hugely important work in that regard.

However, I recognise what Ms Lennon has said about consultation fatigue. In my view, that is what happens when people do not see things changing, and they get fed up. The next important step is to show people what change will look like in future and to follow that up. Angus Campbell’s work, which concludes at the end of next month, will be vital in setting out what the next steps will be and where the community wants us to go and ensuring that that is where we get to and that we avoid the issues that Ms Lennon has outlined.

I have probably said enough already this morning, convener.

Motion moved,

That the Net Zero, Energy and Transport Committee recommends that the Pavement Parking Prohibition (Exemption Orders Procedure) (Scotland) Regulations 2022 [draft] be approved.

Exemptions for goods delivery vehicles are already set out in the act. There is a 20-minute limit on the delivery of goods. There is also an exemption for emergency vehicles and I think that one other type of vehicle also falls into that category.

Thank you for inviting me today to provide evidence on the draft Pavement Parking Prohibition (Exemption Orders Procedure) (Scotland) Regulations 2022.

As the committee will be aware, the Transport (Scotland) Act 2019 already gives local authorities the relevant powers to exempt areas of footway from the pavement parking prohibitions. It also confers powers on Scottish ministers to make detailed provisions for the process that local authorities should follow when making, amending or revoking such exemption orders.

In line with commitments that were made when Parliament approved the 2019 act, the regulations were laid in Parliament last month, and the SSI, which is technical in nature, sets out the framework that local authorities must follow. Putting the regulations in place will support local authorities’ decision making by providing a consistent, fair and transparent process for all to follow when making exemption orders, and they are needed to give local authorities a detailed procedure for putting such orders in place where they deem appropriate and in line with the powers in the 2019 act.

In setting out the procedures, my officials have consulted the parking standards stakeholder working group, which consists of all 32 local authorities and other interested parties, and the group’s input has been really vital in shaping the regulations that are under discussion. As well as those views, we received 626 responses to the public consultation, the findings of which were published in June, and those comments have shaped the regulations, too.

It is important to stress that inconsistent, obstructive or dangerous parking can and does cause serious problems for everyone, and it puts the safety of pedestrians and, often, other motorists at risk. The pavement parking prohibitions, therefore, are aimed at promoting, supporting and advancing the rights of pedestrians to ensure that our pavements and roads are accessible to all.

Local authorities are best placed to make informed decisions on the management of their local road network, and the implementation of the regulations will allow them to complete their road assessment process and to determine appropriate exemptions to the ban that suit the needs of pedestrians and road users alike. There will be a period of around 12 months before the commencement of the enforcement regulations to give local authorities time to review any initial exemptions that they wish to put in place before they can undertake any enforcement action. Funding of £2.4 million has already been issued to local authorities over the past two years to allow the assessments to take place, and my officials will, of course, keep in touch with local authorities in order to gather information on the number of exemption orders that are likely to be promoted before they can start to issue penalty charge notices in late 2023.

It is also worth saying that Transport Scotland will be undertaking a significant awareness-raising campaign in the lead-up to the implementation of the new prohibitions and potential exemptions. The initial market research and design work for the campaign has already started, with the aim of going live in late 2023. That will ensure that the public are aware that they are permitted to park in areas where the local council has made an exemption order and that such areas will be clearly signed and lined.

I am happy to answer the committee’s questions on the content of the regulations.

I am satisfied. I might bring in my officials to talk about the history of the 2019 act, which you will appreciate pre-dates my time in office, but, as you know, the act introduced the national ban. What we are discussing today is the technical procedure that local authorities must follow. I will ask my officials to talk about the historical background of the definition that you have alluded to.

In relation to the national marketing campaign, I discussed that with officials yesterday. I have mentioned that the market research behind that is already under way. I do not have the budget line in front of me, but I am more than happy to write to the committee, if it would like to have evidence on the budget line that is associated with the campaign. The campaign is under way, so there will be an associated budget line.

On messaging, local authorities have a responsibility to consult their local communities and to carry out an equalities impact assessment. They can also use social media to promote the changes through different forums. No budget is associated with that per se, but I mentioned in my response to Mark Ruskell that there is £2.4 million-worth of funding to support local authorities with the assessment and implementation of the changes.

I am satisfied.

I take on board your point, convener; that is a vast area of Scotland. In the regulations, there is the power for local authorities to decide for themselves how to administer any hearings process; it is not for Government to dictate.