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I agree, but, unfortunately, the Department for Transport, which helps with our data measurements, used kilometres under the UK Conservative Government and still uses them under the new UK Labour Government.

As you are aware, I became the Minister for Transport in June 2023, so I am looking back at what happened. As you know, that target was first set out in the climate change plan update in December 2020, and it had to be aligned with our commitment to evidence-based policy making. An extensive period of evidence appraisal took place prior to a public commitment being made on car use.

The evidence that informed the adoption of the target included the Scottish TIMES model, independent modelling on decarbonising the Scottish transport sector, published academic material, international evidence and the UK Climate Change Committee’s evidence on the requirements for a modal shift. The UK Climate Change Committee forecast that a 10 per cent shift away from car use was needed to meet the UK’s net zero ambitions at that time, but work by Professor Jillian Anable from the University of Leeds institute for transport studies suggested that a reduction in car use of between 20 per cent and 60 per cent would be required. All those different pieces of evidence formed the evidence base that informed the target, which was very ambitious and required transformational change.

As the convener pointed out, at that time—December 2020—we were in the pandemic period, when there had been quite a change, so it was probably not unreasonable to think that the world could change and that we could meet the target, even though it was ambitious. People might have different views, but that was the context in which the target was first set, and it was subject to a 12-week consultation thereafter. I, too, wanted to ensure that I was aware of the origins of the target, which I have set out.

I think that that is her title—I do not want to mis-title her. We have engagement, but, by and large, the funding for transport will come from the budget that we currently hold in devolved areas.

We have more charging points per head of population than any other part of the UK outside the south-east of England, and we have more rapid chargers. I go back to the point about the geography of Scotland and the fact that the funding that has been provided for local authority consortiums has also been supplemented by rural and island EV funding.

I am suffering a bit.

There are two things. How do we take people with us? We need to get people to look at reducing their car use. Longer journeys contribute more to car kilometres. I would be better bringing in my officials to speak to the analysis of the data, but that is measured by agreed metrics that are used in Department for Transport assessments. Remember, I gave you the figure of 3.6 per cent reduction to date and that figure comes from using those data metrics. The issue then is that we cannot distil our individual policies on DFT metrics, if that makes sense. Does anyone want to help me on this?

I think that you asked whether we accept the report, and the report has recommendations on the job of Government. The Public Audit Committee does this all the time; its role is to look at what Audit Scotland is recommending. We are taking forward the recommendations in the report.

On the findings, I can question a number of issues. For example, there was consultation when the climate plan was produced in December 2020 that included that ambitious target. That ambitious target is the challenge. We had ambitious targets to try to reach.

On leadership, I have explained that there have been changes in leadership not only at Government level but at local government level. There has been a change in the cohort of councillors during the period.

Did we have a plan? Yes. We had the draft route map that was produced in February 2022. There was extensive consultation and involvement, including of the leadership of Transport Scotland, the relevant ministers and the relevant COSLA and local council representatives at that time, during that period for delivery.

All the things that can and could be done—such as developing guidance and the toolbox and all the things that we would expect as part of that—have been worked on and developed. However, the key issue is about getting approval for what is a bold and ambitious target to deliver on. Are we doing things to help deliver it? Yes. Have we provided leadership? Yes, we have.

Almost half, if not more, of the general public across Scotland have free access to buses through the most generous concession system. Are we ensuring that there is resource and funding in the budget to help with active travel and bus priorities in these difficult times? Yes, we are. The Government has done a variety of things to provide leadership.

To boil down to the specific issue of the ambitious target of reducing car kilometres, there were challenges in providing an agreed route map and delivery at all levels. The central issue is that the Government cannot do this on its own. I am not blaming local government at all—it has a place and perspective and is absolutely key to delivery. However, if local government is not comfortable with what is put in front of it, we have to respond to that.

Has that caused a delay with regard to the plan, the route map and so on? Yes, it has. Would we have a different route map if we are trying to achieve a 20 per cent reduction, whether that is in miles, kilometres or use, compared to what we would do to achieve what the Climate Change Committee has advised the UK Government? We are still awaiting the advice to Scotland but, if that changes, of course our route map and delivery plan will change.

We are still committed to car use reduction, even though the vast majority of emissions reductions will be met by other means. Also, as you know, we do not have control over some of the issues that are in the report. Some of the major issues are about motoring taxation, such as road tax and fuel duty. On that specific point, from the start, I have actively engaged with transport ministers in the previous Conservative Government and now the Labour Government. I am also seeking agreement with Welsh and Northern Irish ministers. We have discussed the issue at the British-Irish Council, because some of the issues will need a four-nation approach to have the best effect. I am very keen for that approach to help in this area, but it has to be done collectively.

There has by no means been an absence of activity, but has there been agreement? That is the core issue in the report: has there been collective agreement on a way forward? We have not been able to achieve that, despite how positively received the draft route map was in January 2022.

Car use in Scotland is currently contributing significantly to carbon emissions, and that must change. In 2022, car use accounted for 39 per cent of all transport emissions in Scotland, and for 12.4 per cent of total Scottish emissions. However, Scotland is a rural and sparsely populated country, so we will always need vehicles—including cars—to enable people, goods and services to get around, to and from Scotland and beyond. Therein lies our challenge but also an opportunity for safer, fairer and healthier communities.

We need to encourage more people out of their cars, to use public transport where they can and to switch to zero-emission vehicles. That requires investment that also benefits those without access to a car, not least so that people see the alternatives to car travel as affordable and sustainable.

The Scottish Government remains committed to reducing car use, and we are working with COSLA and the regional transport partnerships to take forward recommendations from Audit Scotland’s report. National Government cannot do that alone and, later this spring, we will publish a renewed policy statement with COSLA on car use reduction. The evidence shows that reducing car use also means reducing demand. Local authorities have powers in areas such as parking and planning to develop schemes locally. However, so far, only a few have shown interest in doing so.

As I advised Parliament on 6 March, we intend to review the target of 20 per cent by 2030, informed by the forthcoming Scotland-specific carbon budget advice from the United Kingdom Climate Change Committee. UK Climate Change Committee advice outlines that improvements to make buses and active travel more attractive, affordable and accessible will allow 7 per cent of car demand to be switched to public transport and active travel by 2035, and that there is potential for the UK Government to go a further 3 per cent on modal shift, through things such as reducing congestion.

When we set the 20 per cent target, it was ambitious, but that level of reduction will now not likely be required. However, even with the switch to electric vehicles, there is still a need for car use reduction, due to the emissions reduction benefit as well as the wider societal benefits. We therefore continue to invest to provide alternatives to travelling by car. In 2025-26, we will invest £263 million in sustainable travel measures, including putting more zero-emission buses on Scotland’s roads, helping local authorities leverage more private investment for electric vehicle charging and creating more safer and improved routes for walking and cycling.

Last month, I joined Xplore Dundee to welcome 12 new electric buses that had been partly funded by our Scottish zero-emission bus challenge fund, in which every pound that has been invested has attracted a further £3.20 in private sector investment. Scotland’s zero-emission bus fleet comprises 800-plus electric buses, while more than 200 million free bus journeys have been made by under-22s, helping them to choose to travel more sustainably from a young age.

In 2023-24, Scottish Government investment delivered more than 115km of new and improved active travel infrastructure, with much of that providing safer routes to school for children, benefiting their wellbeing and helping to protect them from the risk of harm and vehicle accidents. Last month, I joined young people in Milngavie to see how it is safer for children to walk, wheel, cycle or scoot to nursery and primary school. That is healthier and helps to make children happier, which is an important factor. Cutting car journeys and reducing emissions allow us to not only address the climate emergency but improve the health and wellbeing of people and communities and make communities safer for people to live in.

That is the context for our evidence to the committee.

No, it is not. That has been a challenge for society across many areas. When the target was set, I was Cabinet Secretary for Economy, Fair Work and Culture, and I was clear that it was an opportunity to try to make a change. However, society has changed, and it is difficult to interpret a lot of the transport data, because of the change in people’s work patterns. Virtual and home working has affected how many times people travel. We also know from rail and bus services that, increasingly, weekends are busier, because people are working from home during the week and they want to enjoy their leisure time at the weekends.

Generally, fewer people are travelling, because of the wider societal impacts, but I do not think that the step change that many people would have liked has happened. Although car use is down by 3.6 per cent in comparison to 2019 levels, there has not been the complete change that many people had hoped for. That is not specific to Scotland; it is the case across the world.

I will leave it there, then.