Chamber and committees

The Scottish Government routinely publishes analysis of changes in UK inflation (CPIH) and earnings in Scotland in its Monthly Economic Brief. The latest version of the brief is available at this link:

https://www.gov.scot/publications/monthly-economic-brief-october-2020/

Employment law is reserved to the UK Government and changes to pay are generally driven by employer and employee engagement. But we are doing all we can with the powers available to us to promote fair working practices here in Scotland, including ensuring people have security of income.

The Scottish Government is committed to the principles of Fair Work, including payment of at least the real Living Wage to all workers. Our flagship Fair Work First policy asks employers to commit to adopting fair working practices to help create workplaces where workers have greater security of pay and contract, can develop their skills, and have an effective voice.

The Office for National Statistics’ (ONS) Annual Survey of Hours and Earnings (ASHE) for 2020 reports that Scotland remains the best performing of all four UK countries for the percentage of employees (aged 18 years and over) paid the real Living Wage or more (84.8%).

Marine Scotland does not routinely engage with fishermen regarding the illegal activity of other potentially unlicensed fishermen.

However, if licensed fishermen were to approach Marine Scotland with any information with regard to the unlicensed operations of others, that would be added to our intelligence database and our vessels and officers would be tasked accordingly to investigate.

Marine Scotland does not hold data on non-registered operators.

Restrictions are however in place to limit the amount of shellfish that can be taken by non-registered operators not in possession of a commercial fishing licence. These operators are not required to submit fishing returns. The collecting of scallops for commercial purposes without a licence would constitute a fisheries offence.

The Shellfish (Restrictions on Taking by Unlicensed Fishing Boats) (Scotland) Order 2017 states that an unlicensed fishing boat may take no more than six king or queen scallops in the Scottish zone in any day.

The Registration of Fish Sellers and Buyers and Designation of Auction Sites (Scotland) Regulations 2005 makes it an offence for a registered buyer to purchase fish (including shellfish) directly from an unlicensed fishing vessel.

Commercial scallop diving requires a fishing licence. Unlicensed fishing activity regularly features in the priorities and tasking of Marine Scotland Compliance vessels and officers.

However, recreational scallop diving without a licence is allowed, subject to certain catch limits if the scallop diving is from a boat.

If intelligence is received regarding unlicensed commercial scallop diving activity then this will be investigated and enforcement action potentially taken.

The Scottish Government has discussed the promotion of rail freight with the UK Government, including arrangements for the continuation of channel tunnel freight trains after Brexit, and the importance of electrification of rail links to ports in England to facilitate the efficient and competitive movement of international freight to and from Scotland by rail.

All competent authorities which manage activities that occur within marine protected areas are required to take into account the conservation objectives of the site and management advice provided by JNCC. The level of resources needed for protection measures will depend on a range of factors, including evidence of the sensitivity of the protected features and the risk of potential threats, which will indicate the degree of protection required to ensure activities do not impact adversely on the conservation status of the site.

A well-maintained and well-managed trunk road network is vital to Scotland, as it supports economic growth and connects communities, regions and nations. Transport Scotland is responsible for the operation, maintenance and management of the motorways and trunk roads, known as the trunk road network. In undertaking these duties, which include a focus on managing the safety of trunk road users, Transport Scotland applies recognised best practice in asset management as set out in our Road Asset Management Plan (RAMP), published in 2016 ( https://www.transport.gov.scot/media/32978/j408891.pdf ).

The asset management practices set out in the RAMP are then reflected in our trunk road maintenance contracts and include road user surveys, tools and techniques for identifying works that provide best value for money and procedures for assessing and mitigating risks. These works (which also include preceding investigations and designs as necessary) are broadly split into budgets and programmes covering bridge maintenance, road maintenance, road safety and road operation (including winter treatment and incident response).

In managing the contractual performance of the maintenance agents (including programme reviews and prioritisation), Transport Scotland holds regular contractual and programming meetings with our Operating Companies to discuss delivery, performance and other contractual matters. Transport Scotland is supported by the Performance Audit Group (PAG) whose role it is to independently audit, monitor and report on the financial, technical and performance aspects of the Operating Companies to ensure standards are being met. This involves more than 60 detailed audits, 400 monitoring exercises and 150 site visits each year. PAG also reviews the invoice submissions from the Operating Companies to ensure the charged sums and items are appropriate.

The Performance Audit Group (PAG) monitors compliance of both the technical and performance aspects of our Operating Companies, including compliance monitoring of road marking throughout the Trunk Road network, including roundabouts. Whilst the Operating Companies are responsible for inspecting road markings, raising defects and undertaking repairs, contractual provisions are in place to allow PAG to issue non-conformances if processes are not followed and standards not met. Within the last four years, there have been no specific non-conformances or remedial notices raised for road markings at roundabouts.

During road marking inspections, all observed defects that provide any foreseeable degree of risk to users will be recorded and risk assessed. A number of factors are taken into account when determining the defect category of road markings at roundabouts, including the location of the defect, the characteristics and speed of traffic, the level of deterioration, and the type of marking (badly worn regulatory ‘stop’ or ‘give way’ markings are generally considered to be Category 1).

Transport Scotland has discussed this issue with both Caledonian Sleeper and the RMT.

This remains an operational matter and Transport Scotland continues to encourage meaningful dialogue between both parties to find a reasonable solution to this dispute.