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No application for the use of Asulox during 2024 was submitted.

Asulam, the active substance in Asulox, has been withdrawn in the UK for over 15 years. For 10 years Asulox was approved annually as an emergency authorisation, for limited and controlled use each season, following application by the Bracken Control Group. An application must be submitted in order for emergency authorisation to be considered. Emergency authorisation applications are then assessed on a case-by-case basis against the legislative requirements.

It is important to recognise that the dualling of the A9 between Tomatin and Moy and indeed, the whole A9 dualling programme seeks to enhance journey reliability and safety for all road users, including pedestrians, cyclists, and bus and coach passengers, as well as vehicle drivers and passengers. The design of each project builds in these elements, for example, the provision of new bus stops is integral to the contract for the Tomatin to Moy section.

The advance works listed in the response to S6W-28536 on 7 August 2024 include the following elements of work that will make improvements for pedestrians, cyclists, and bus and coach passengers.

? Tomatin Distillery Access and Local Road Improvements Project:

This advance works contract provided new facilities for pedestrians, cyclists, and bus and coach passengers to facilitate more reliable and safer travel in the area. This included footpaths, a new footbridge which replaced an existing footbridge over All na Frithe watercourse, and new bus stops and bus shelters. Public lighting was also provided along the new footpaths. These enhancements were completed in autumn 2022.

? Lynebeg Railway Underbridge:

This advance works contract included the provision of a new bus lay-by and bus shelter, and associated sections of new footpath, to provide better facilities for pedestrians and bus and coach passengers. This enhancement was completed in Spring 2022.

The cost information available does not enable a breakdown of costs to be provided for each of these measures included in these advance works contracts.

These works have been delivered early as part of the advanced works contracts for the A9 Dualling: Tomatin to Moy project, which was the subject of statutory consultation following publication of draft Orders and the Environmental Statement on 18 May 2018. Prior to that date, consultations on developing proposals were undertaken with a number of individuals and organisations and those findings helped to inform the nature of and design of the measures set out above that have been undertaken to improve reliability and safety for pedestrians, cyclists and bus and coach passengers who travel on this section of the A9.

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 .

Advance works to a cost of £22.6 million have been undertaken for the A9 Dualling: Tomatin to Moy project, to de-risk the main construction works contract.

This cost is broken down as follows:

Following careful consideration of the single tender received in 2022, the price of which was significantly higher than expected, Ministers concluded that award of the contract at that time would not represent best value for the taxpayer. Further background on this decision is set out in my response to S6W-28531 on 7 August 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 .

CMAL, as the procuring authority, has highlighted that Scottish public procurement regulations explicitly state that contracting authorities cannot artificially narrow competition by designing a procurement with the intention of unduly favouring, or disadvantaging, any particular economic operator. This means that CMAL cannot lawfully weight or design the contract requirements to favour Scottish shipyards or businesses. All candidates must be treated equally and fairly.

Following the conclusion of the procurement process and contract award for the A9 Dualling Tomatin to Moy project, I recently wrote to the Net Zero Energy and Transport Committee to disclose this information which I am aware is of great interest. An extract of this letter containing this information is provided below:

'Having considered carefully our obligations around confidentiality and transparency, and following consultation with the contractor involved, I can advise that the contract value for the single bid received in October 2022 in relation to the previous procurement for the A9 Dualling: Tomatin to Moy project was £169,986,287.00 at October 2022 prices.

At the time of receipt of this tender, which was the first procurement of a major roads project undertaken by Transport Scotland following the occurrence of the COVID-19 pandemic, the Scottish Ministers were unable to conclude that the tender submission represented best value for the taxpayer. As only a single tender was received on that procurement, no direct market comparator cost was available at that time. The cost of the tender received was significantly higher than both the original £115 million cost estimate for this project, even after allowing for significant inflationary effects, and a cost comparator bid of £136,945,150 compiled by Transport Scotland’s technical advisors.

I am delighted that the recent procurement process has led to a successful contract award and I am pleased to see progress with the delivery of the dualling. I am strongly of the view that the conclusion reached in respect of the previous procurement was appropriate based on the information available at that time. It is imperative that the Government ensures appropriate use of public funds and as best value for the taxpayer could not be demonstrated as outlined above, it was clearly not appropriate for the Government to proceed with a contract award at that time.'

During the development of the Transport (Scotland) Act 2019, which brought in the ban on pavement parking, Transport Scotland convened a Parking Standards Group to seek views on the policy. This group comprised of a wide range of key stakeholders, including the Federation of Small Businesses.

This group continued to meet during the evolution of the Act, along with the development of secondary legislation that was required to bring the ban into force. No concerns were raised by the Federation of Small Businesses during this process. A number of consultations were undertaken throughout this period and no concerns were highlighted regarding small businesses, either from the Federation of Small Businesses or any other parties.

Particular consideration was given to small businesses during the development of the Act which allows for a 20 minute exception for goods to be loaded or delivered, where 1.5 metres of clear pavement is left for the passing of pavement users.

Furthermore, statutory Business and Regulatory Impact Assessments were carried out for each piece of legislation and no impacts to small businesses were identified.

The Scottish Government has been working with AssistFM and Improvement Service to map existing breakfast provision across Scotland, including a survey to all primary and special schools to understand the scale and uptake of provision.

Publication of the 20% car use reduction route map is planned in autumn this year. It is being produced in partnership with CoSLA.

On 25 April 2024 planning guidance on local living and 20 minute neighbourhoods was published, setting out a framework and information on how the concepts of local living and 20 minute neighbourhood can be applied in a Scottish context, as set out in the fourth National Planning Framework.

The above-mentioned route map does not commit to delivering 20 minute neighbourhoods, although both policies mutually support each other.

The work to undertake the temporary propping is extremely complex. Each of the 23 supports requires individual propping designs to take account of the varying column heights, span lengths and widths resulting in different loads to be supported by the props.

Additionally, the propping foundations are affected by a number of buried services, ground conditions and the SPT Subway tunnels beneath the viaducts, which has a major impact on the solutions available. There were also a number of public utilities diversions or protection measures required in agreement and partnership with the various utility owners.

The extent of the work on each support is, therefore, exceptionally difficult to quantify until it is underway.