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The Scottish Government believe that transport plays a crucial role in supporting a green and fair recovery and that in the face of the climate emergency we need to shift away from new road projects that encourage more people to drive, and instead focus on maintaining roads, improving safety and providing a realistic and affordable alternative through investing in public transport and active travel. This is set out in the shared policy programme element of the agreement with the Scottish Green Party.

Future investment in our transport network will be set out in the second Strategic Transport Projects Review and will align with the sustainable mode and investment hierarchies. In the shared policy element of the agreement we state that during this parliamentary session, new roads projects will normally only be taken forward where they reduce the maintenance backlog; address road safety concerns or adapt the network to deal with the impacts of climate change or benefit communities such as bypassing settlements. We will not build road infrastructure to cater for forecast unconstrained increases in traffic volumes.

The Scottish Government recognises the important role the A1 plays in providing access to key markets, jobs and services between the south east of Scotland and north east England, and beyond. The Borders Transport Corridors Study, published in March 2019, identified intervention on the A1 within its 21 recommendations and further appraisal work is being down through STPR2.

The appraisal process for STPR2 is considering the performance of all options against the transport outcomes we are seeking, and against the Transport Planning Objectives, which are aligned to our National Transport Strategy priorities and outcomes. Therefore, we need to consider the social and economic benefits and impacts based on performance against these objectives, and against the five Scottish Transport Appraisal Guidance criteria, to determine overall Value for Money. Also underpinning STPR2 is the Sustainable Investment Hierarchy where we will aim first to reduce the need to travel unsustainably, make better use of and enhance existing infrastructure, before investing in new capacity. This hierarchy is also central to the Infrastructure Investment Plan. STPR2 will conclude later this year, with publication of recommendations for investment and an appropriate statutory consultation period.

Until the appraisal process is completed, it is not possible to make individual decisions on options being considered including improvements to, or dualling of, the A1 south of Dunbar.

To ask the Scottish Government what assessment has been made of the present capacity of the A1 south of Dunbar, and what its position is on its suitability for the amount of HGV traffic that (a) currently uses the route and (b) is estimated to use the route in the future.Transport Scotland works with road Operating Companies and Local Authorities to continually monitor usage and performance of the Trunk Road Network, this data feeds in to the Transport Model for Scotland (TMfS) and various regional transport models. These are used on an ongoing basis to assess performance of the network in current and estimated future conditions. Figures for traffic currently using the A1 from the National Traffic Data System (NTDS) count site at Grantshouse show a daily average traffic flow of 9,113 vehicles in 2019 with an average of 15.6% HGVs (approximately 1,400 HGVs per day).

This shows that currently less than one fifth of vehicles at this count site on the A1 are an HGV. Analysis undertaken previously as part of the Borders Transport Corridors Study did not identify an issue with unsuitable proportions of HGV traffic at this location, and indeed found that HGV traffic on the A1 had reduced by 2% between 2010 and 2016, despite increases on other trunk roads in the area.

Transport modelling to assess current performance and predict future use is currently being undertaken as part of the emerging Strategic Transport Projects Review. STPR2 is ongoing, therefore is not possible to take a position on the future suitability of particular (sections of) roads until the modelling being used to inform the appraisal process is completed.

Information on how many dementia specialist appointments have been held in each year since 2007 is not collected or held centrally. National-level information on the number of referrals into old age psychiatry does not include dementia-specific referrals.

ScotRail advise that between 6 January 2019 [the start of 2018-19: reporting period 11] and 24 July [the end of 2021-22: reporting period 4], there were 216 full cancellations and 74 part-cancellations on the North Berwick line as a result of infrastructure issues.

While full- or part-cancellations as a result of track congestion are not reported separately, ScotRail also advise that there were a further 34 full cancellations and 29 part-cancellations to ScotRail services as a result of the actions of other train operating companies.

Portobello to Newcraighall enhancements is a package of works which is being considered as part of the ‘pipeline-based approach’ to rail development and delivery. The project considers the railway infrastructure between Portobello and Newcraighall Junctions and seeks to improve the resilience and efficiency of the corridor today and for the future.

Looking further forward, improved capacity and frequency on the North Berwick route are two of the rail based options currently being appraised as part of the second Strategic Transport Projects Review (STPR2). The appraisal process for STPR2 is considering the performance of all options against the transport outcomes we are seeking, the Transport Planning Objectives, which are aligned to our National Transport Strategy priorities and outcomes. The interventions will seek to contribute to our vision of a sustainable, inclusive, safe and accessible transport system helping deliver a healthier, fairer and more prosperous Scotland for communities, businesses and visitors.

Therefore, we need to consider the social and economic benefits and impacts based on performance against these objectives and the five Scottish Transport Appraisal Guidance criteria, to determine the overall Value for Money. This also takes into account risks, uncertainties and other factors such as affordability, deliverability and the wider acceptability of options. This will be an important consideration given pressures on current and future public finances.

Also underpinning STPR2 is the Sustainable Investment Hierarchy where we will aim first to reduce the need to travel unsustainably, make better use of and enhance existing infrastructure, before investing in new capacity. This hierarchy is also central to Infrastructure Investment Plan. STPR2 will conclude later this year, with publication of recommendations for investment and an appropriate statutory consultation period.

Until the appraisal process is completed, it is not possible to make individual decisions on specific rail based options.

Local authorities are responsible for commissioning and delivering flood protection schemes. In recognition of the importance of reducing flood risk the Scottish Government has provided, since 2007, a total of £42 million a year through the General Capital Grant to local authorities to allow them to invest in flood protection schemes.

In 2012 an arrangement was agreed between the Scottish Government and COSLA whereby the flooding component of the General Capital Grant would be distributed to major projects according to an agreed set of eligibility criteria. Between 2012 and 2016, it was decided that 7 schemes were eligible for 80% Scottish Government grant funding, 2 of which were in the South of Scotland.

The proposals contained in the National Care Service consultation paper are based on the findings of the Independent Review of Adult Social Care (IRASC), which engaged extensively with people and organisations who have lived experience of using social care, including unpaid carers as well as trade unions, providers in the third sector and charitable organisations, and staff from local authorities. The IRASC met with over 1,000 people in total.

Prior to the election, Scottish Government and COSLA published a Joint Statement of Intent outlining how we would work together to deliver a number of areas in the IRASC. This covered topics including fair work, non-residential charging, overhaul of eligibility criteria and support for unpaid carers. There has been ongoing engagement with COSLA to take forward the Joint Statement.

We regularly meet and engage with stakeholders and partners, including trade unions, carers organisations, third sector organisations and professional bodies as part of our work to improve social care. A programme of formal engagement with relevant stakeholders is taking place during the consultation period, and engagement will continue after the consultation has closed.

All of the services highlighted in the question, apart from social care in prisons, must or can currently be delegated to integration authorities. The Independent Review of Adult Social Care recommended the formation of a National Care Service, and the reform of Integration Joint Boards (IJBs) to take full responsibility for commissioning and procurement of adult social care. Despite the Independent Review’s focus on adult services, it also highlighted integrated arrangements worked especially well where all social care, social work, and community based healthcare were delegated to the greatest extent, and highlighted potential dangers of fragmentation of services if a National Care Service was only developed for adult social care services.

The Review’s recommendations were based on extensive evidence gathering and engagement, as summarised in the evidence paper published alongside the main report. We have carefully analysed the Independent Review, including its evidence and recommendations, in order to develop proposals for the National Care Service.

The Scottish Government is currently consulting on the scope of the National Care Service. All responses to the consultation and engagement events will be carefully analysed to inform the Government’s position on what services will be included in the remit of the National Care Service.

The Scottish Government are continuing to progress work on a draft NPF4 and will lay it in the Scottish Parliament in Autumn 2021. Public consultation will run alongside Parliamentary scrutiny.

The Scottish Government is committed to ensuring there is resilience and capacity in the health and social care system to aid us in our mobilisation, support staff to recover from previous COVID-19 waves, and to manage the need to remain vigilant against any future wave.

The most recently published data indicates a total of 258,269 patients were seen at new outpatient appointments during the first quarter of 2021. This is down 20.4% from the same period in 2020, prior to implementation of social distancing restrictions. At 31 March 2021, 48.1% of those waiting for a new outpatient appointment had been waiting 12 weeks or FEWER. This IS down from 74.4% in the same period in 2020. At 31 March 2021,184,224 new outpatients had experienced ongoing waits greater than 12 weeks, up 177.8% from the same period in 2020 (66,325).

It is difficult to quantify the impact that the two-metre social distancing restrictions have had on capacity and throughput in outpatient settings, not least because of the differences in Wave one where elective services halted and Wave two where services began to remobilise. In addition to this there is considerable variance in the layout, structure and fabric of NHS facilities across Scotland.

Whilst the two metre distancing restrictions will have played a part in capacity and throughput, other factors will also have influenced them. These include bed closure, staff absences (including those who have been deployed elsewhere to assist with the pandemic or were shielding) and throughput lost to other IPC controls, which include removal of beds to reduce potential risk of COVID-19 transmission.

There has been a change in the way services have been delivered in outpatient settings, for example – staggered waiting times to avoid overcrowding within these areas/ reduce footfall, one-way access/egress and the use of Near Me where possible to avoid face to face consultations.