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The Scottish Government is committed to maintaining alignment, where possible, with developing EU standards, including those set out by the EU Single-Use Plastics Directive. Last year, Scotland became the first part of the UK to implement a ban on some of the most problematic single-use plastic products through the Environmental Protection (Single-use Plastic Products) (Scotland) Regulations 2021. This legislation delivered Article 5 of the EU Single-Use Plastics Directive.

The Scottish Government is going further than these Regulations to deal with the problem of single-use plastics. For example, last year we announced plans to introduce a mandatory charge on single-use cups by 2025. This commitment aligns with Article 4 of the EU Single-Use Plastics Directive.

At present, the Scottish Government has not set a timetable for the implementation of Article 6 requirements. Any proposed Scottish Government action in this area will be subject to parliamentary scrutiny and public consultation. We are already taking concrete action, including by implementing a deposit return scheme and a reformed extended producer responsibility scheme for plastic packaging. With specific reference to Article 6, from 2025 drinks producers will be required to meet a 90% collection target of all in-scope drinks containers (plastic, glass, and metal).

The Scottish Government has surpassed its commitment to ensure every extra penny it receives from the UK Government is spent on health and social care. This means an extra £1 billion will be available to improve front line services and help fund the NHS pay deal for 2022-23. Scottish Government continues to keep the management of the 2022-23 budget under close and constant review, however, we do not anticipate further consequential funds from UK Government this financial year.

Scottish Government allocates sustainability payments on a per patient basis. Practices with higher list sizes will receive a proportionally larger sum than smaller practices.

The Scottish Government has no plans to reduce the allocated £10m in sustainability payments to general practices.

The Scottish Government intends to lay an affirmative Scottish Statutory Instrument in January 2023 that will seek to amend The Civic Government (Scotland) Act 1982 (Licensing of Short-term Lets) Order 2022. Subject to the approval of the Scottish Parliament, this amendment will extend the deadline by which existing hosts must apply for a short-term let licence from 1 April 2023 to 1 October 2023.

This is a one-off 6 month extension recognising the wider economic circumstances of the cost of living crisis that is placing pressure on existing short-term let hosts and businesses. It will not unduly delay our primary aim of ensuring that all short-term lets across Scotland meet consistent safety standards and are provided by fit and proper people.

Work has been undertaken throughout 2022 to scope a Clyde Metro Programme Level Business Case. This is being undertaken collaboratively, led by Transport Scotland and its partners Glasgow City Council and Strathclyde Partnership for Transport. A Delivery Plan will be prepared following the completion of the Programme Level Business Case.

A benchmarking exercise was undertaken, as part of the second Strategic Transport Projects Review’s appraisal of Clyde Metro. That work considered UK and international cities, with a comparable population to Glasgow for both the city itself and the wider urban areas and/or metropolitan area and a comparable mix of urban public transport offerings in terms of mode, historical systems, modern systems, etc.

Applying this criteria, resulted in the identification of a list of thirteen cities across the UK and eight other European countries, comprising:

• Newcastle (UK);
• Manchester (UK)
• Copenhagen (Denmark);
• Dortmund (Germany);
• Dusseldorf (Germany);
• Rotterdam (The Netherlands);
• Bilbao (Spain);
• Lille (France),
• Gdansk (Poland);
• Nuremberg (Germany);
• Lyon (France);
• Helsinki (Finland); and
• Oslo (Norway).

The transport systems in each of the above cities was then reviewed against the following criteria; the different public transport systems on offer (e.g. commuter rail, metro, tram) and the interaction between these; the historical development of the network; socio economic factors; engineering aspects including underground running; density of stations; total length of network; and distance served by mode.

The average distance of Metro services was assessed at around 14km from a City Centre, while Tram has an average range of 9km and Commuter Rail has an average range of 40km. The 14km range is comparable to the urban area of greater Glasgow and Glasgow also had a good suburban rail network density. Therefore it was on this basis that Clyde Metro was put forward as a transport system serving up to around 15km in range from the city centre.

The 15km value noted in the Strategic Transport Projects Review is representative of the average maximum range from the benchmarking study of similar cities and aligns well with the adjoining urban area of Greater Glasgow. However it is indicative, the exact extents of any Metro system will be for consideration as part of the future business case and design development work to determine.

Expenditure on clinical and associated travel costs arising from mesh removal surgery undertaken by the independent providers will be incurred following receipt of invoices from the contracted providers and travel agency. Separately, administrative costs have arisen in the NHS from the process of referring patients to the providers in question, however it is not possible at present to break these down in the manner requested.