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It is important to note that through the Redesign of Urgent Care Programme, NHS 24 is available 24/7 and will be able to assist patients across Scotland, including the North East Scotland region, access the most appropriate healthcare pathway over a 24 hour period.

The decision to close the service overnight is an operational decision for local health boards and integrated joint boards to get the best combination of local and specialist services that meets the needs of their population in line with the National Clinical Strategy. It has been reported by NHS Grampian that this bring this service in line with other services across Moray and Aberdeen City. The Scottish Government do not have a specific policy on the provision of Minor Injury Units in communities.

It is important to stress that these Minor Injury Units will continue to operate during the day and the Board report that there is minimal activity at these units during the out of hours period. These services are only equipped to deal with minor injuries which do not need immediate attention. Those patients that may have attended the MIU during the proposed closure times will either be provided with a scheduled appointment through NHS 24 to attend the next morning, or if an emergency will be directed straight to A&E.

Minor injury services are also available at the majority of the local GP practices.

The Scottish Government continues to support NHS Dumfries and Galloway respond to the cyber-attack through the provision of the Scottish multi-agency cyber incident support arrangements. These arrangements bring national agencies, including the National Cyber Security Centre, law enforcement (including Police Scotland), NHS Cyber Security Centre of Excellence, NHS Boards and the Scottish Government together to support the response and recovery to the incident.

For further information I refer the member to the answer to question S6T-01869 on 19 March 2024 which is available on the Parliament's website, the search facility for which can be found at https://www.parliament.scot/chamber-and-committees/official-report/search-what-was-said-in-parliament .

Expert advisory groups are set up in response to the specific needs and demands of the individual policy context. Decisions on the need to set up such groups and membership are taken by the relevant Minister.

The Scottish Government is aware that Network Rail has arrangements in place to assist other organisations to invest in appropriate developments around the railway estate. These arrangements are intended to facilitate beneficial third-party investment in the railway, and we continue to support the use of these by Scotland’s Railway.

Notwithstanding the fact that licensed motor vehicles, including cars, are at highest levels both in terms of number and age, we are committed to finding ways to make alternative travel modes more attractive, and supporting people to take fewer journeys by car. The Scottish Government’s plans to encourage the use of public transport and active travel alongside plans to reduce car use, are set out in the draft route map on 20% reduction in car kilometres by 2030, jointly developed with COSLA. Our 2023 Programme for Government included a commitment to publish a final version of the route map to achieving the 20% car kilometre reduction this year, and we look forward to publishing this in the coming months.

Following significant pandemic-related road traffic reductions in 2020, the latest figures show that estimated road traffic continued to rebound, increasing by 9% overall (to 47 billion vehicle kilometres) and by 10.7% for car km between 2021 and 2022. A 6.3% reduction against the 2019 baseline for car km travelled reflects ongoing changes to travel patterns, including increased use of digital connectivity. It is also worth noting that fewer people drove every day in 2022 (34%) compared to 2019 (43%).

There remains however uncertainty regarding travel patterns in the longer term, but it is expected car traffic will continue to rise in subsequent years before interventions to deliver reductions in car traffic start to make an impact. Evidence is clear that incentivising sustainable alternatives alone will not be sufficient to bring about the behaviour change to deliver the scale of 20% car KM reduction.

The most direct levers on the cost of buying or running a petrol or diesel car – fuel duty and vehicle excise duty – are currently reserved. We will continue to press the UK Government for a fair and progressive future transport tax system that better incentivises the transition to zero-emission vehicles, reduces unnecessary journeys and raises revenues to fund policies to support a shift to more sustainable travel.

The Fair Fares Review, published on 22 March 2024, considered the range of discounts and concessionary schemes which are available across all modes including bus, rail and ferry.

On bus travel, the Review maintains existing eligibility to the National Concessionary Travel Schemes for those groups who currently benefit, which comprise over 2.3 million people across Scotland – a higher percentage than anywhere else in the UK and commits to development of a proposal for a bus flat fares pilot for an area-based scheme to provide flat fares on bus travel, or reduced fares on zonal integrated travel for consideration in future budgets.

In addition, the Review has recommended that further policy development work be undertaken by the Scottish Government to consider better targeting of public funds towards supporting access to public transport for those who need it most, including consideration of concessionary travel support for those experiencing financial poverty.

I refer the member to the answer to question S6W-26336 on‎ 11 April 2024. All answers to written Parliamentary Questions are available on the Parliament's website, the search facility for which can be found at https://www.parliament.scot/chamber-and-committees/written-questions-and-answers

The Scottish Government will develop implementing actions to deliver our Vision for Scotland’s Public Electric Vehicle Charging Network in response to the UK Climate Change Committee (CCC) recommendation.

The implementing actions will be developed in collaboration with key stakeholders who share responsibility for delivering public EV charging across Scotland to deliver the right charge points in the right locations to meet the needs of communities across Scotland, including rural and island communities.

The responsibility for licensing and regulating operators of public service vehicles (PSVs) and local bus services sits with the Office of the Traffic Commissioner. It is for their office to take action against a vehicle operator, bus service operator or driver of a bus or minibus and they can impose financial penalties on registered bus service operators who are unable to maintain the conditions of the licence of the registered route including punctuality of services.

Transport Scotland also provides funding for Bus Users Scotland (BUS) to support this. BUS conduct compliance monitoring to check bus services are running where and when they should be. They also focus on working with government, local authorities, special interest groups, and bus companies to make sure the views and interests of passengers are properly represented.

Additionally, the Scottish Government’s recently published Bus Taskforce report outlines the positive steps taken by operators to address bus driver shortages which can be a factor impacting the reliability of services. The report can be found at https://www.transport.gov.scot/publication/bus-taskforce-summary-report/

The Scottish Government do not currently have any plans to introduce national regulations for electric vehicle (EV) charging.

In November 2023 UK-wide regulations were implemented to improve consumer experience of public charging. This includes improving pricing transparency so that all costs are presented in pence per kilowatt hour. All public EV charging networks in Scotland must comply with these new regulations including ChargePlace Scotland (CPS).

Overstay charges are applied at the discretion of the charge point owner or operator in order to encourage fair usage of public charging infrastructure. Overstay charges are most commonly applied to rapid and ultra-rapid charge points where a full or nearly full charge can be achieved quickly and therefore there is no need for a vehicle to dwell longer than 45-60 minutes.