Bus Infrastructure Fund
The Bus Infrastructure Fund (BIF) is the Scottish Government’s primary fund for the development, design and construction of bus infrastructure in Scotland. It replaces the Bus Partnership Fund and the Community Bus Fund. Delivering improvements to bus services through the infrastructure that supports them makes significant contributions to all the First Minister’s priorities: eradicating child poverty; growing the economy; tackling the climate emergency; and improving Scotland’s public services.
We want to make it easier and safer for people of all ages and abilities to choose healthier and happier sustainable travel across Scotland; where people can enjoy high quality public space and where businesses can thrive.
Bus travel is fundamental to all of the interconnected priorities of our National Transport Strategy and works alongside our commitment to reduce car use, supporting our transition to a net zero transport system.
Funding is being provided to Local Authorities and Regional Transport Partnerships working together with bus operators to develop, design and deliver local and regional bus infrastructure. These will improve the quality of infrastructure and perceived safety; make it easier to access bus services; improve integration between bus and other modes of transport; and make bus journeys shorter and more reliable. This will provide benefits for existing bus passengers as well as encouraging people to leave their cars at home and take the bus.
Funding for 2025-26
BIF has been allocated £20 million capital funding for 2025-26. This has been distributed through two tiers, building on the tiered model successfully adopted for our Active Travel Infrastructure Fund. Tier 1 funding of £10 million has been distributed through the General Capital Grant for distribution to all local authorities on a per capita basis based on levels of Transport Poverty. Tier 2 funding of £10 million is being awarded to Local Authorities and Regional Transport Partnerships on behalf of the voluntary Bus Partnerships that were undertaking work through the Bus Partnership Fund. Further information on Tier 1 and Tier 2 allocations can be found below.
View the types of bus infrastructure that would be supported/are eligible for funding, further down this page.
Bus Infrastructure Fund 2025-26 – Tier 1 Allocations
Tier 1 funding has been allocated based on levels of Transport Poverty Transport Poverty is defined as the lack of transport options that are available, reliable, affordable, accessible or safe that allow people to meet their daily needs and achieve a reasonable quality of life. This sees a higher proportion of funding being allocated to more rural areas where access to affordable transport is limited, and areas of deprivation.
A minimum threshold of £50,000 has been applied.
This methodology was agreed with COSLA.
View breakdown of Tier 1 allocations to each Local Authority
Bus Infrastructure Fund 2025-26 – Tier 2 Allocations
Voluntary Bus Partnerships that were previously undertaking work through the Bus Infrastructure Fund when it was paused were asked to submit a list of prioritised projects that they wished to take forward on behalf of their Partnerships.
Projects selected for awards put forward by voluntary Bus Partnerships required to contribute to the main objectives of the Tier 2 awards. A range of projects at varying stages are being funded from smaller scale bus infrastructure improvements to larger scale bus lanes, often alongside active travel, on corridors into some of Scotland’s largest cities. Other projects funded will improve interchange between bus and modes of travel.
A key aim of the Bus Infrastructure Fund, particularly for Tier 2 funding, is for local authorities and Regional Transport Partnerships to be working jointly with bus operators for the benefit of bus passengers in their area.
Through Tier 2 we are also providing funding to Orkney and Shetland Islands Councils to ensure that overall they receive a funding allocation equivalent to that of the Comhairle nan Eilean Siar Tier 1 allocation as per our Islands Communities Impact Assessment.
View Tier 2 funded projects to Local Authorities on behalf of their voluntary Bus Partnerships
Impact assessments
In line with Scottish Government commitments, the following impact assessments have been completed for the Bus Infrastructure Fund and will be published here in due course:
- Child Rights and Wellbeing Impact Assessment
- Island Communities Impact Assessment
- Equality Impact Assessment
- Fairer Duty Scotland
- Environmental Impact Assessment Screening
Types of bus infrastructure that are eligible for funding
Bus Infrastructure Fund includes but is not limited to:
- Accessible Features – Infrastructure designed to accommodate or improve access to bus services for those with disabilities, such as kerb improvements at bus stops or access to these, ramps, and audio/visual announcements where these are capital costs.
- Bus Stops – Designated places where passengers wait for and board buses, typically marked with signs and possibly shelters.
- Bus Shelters – Covered structures providing protection from the weather for passengers waiting at bus stops.
- Bus Stop Laybys – Removal of these where they increase bus reliability due to the removal of the need to rejoin mainline traffic.
- Bus Lanes – Special lanes reserved exclusively for buses (and other permitted vehicles), typically to reduce the impact of congestion on bus services through improving service speeds and reliability/punctuality.
- Bus Gates - A bus gate is a type of road infrastructure that restricts access to certain vehicles, allowing only buses (and other permitted vehicles) to pass through.
- Information Displays – Electronic or static boards providing passenger information, including Real-Time Passenger Information (RTPI) updates on bus arrivals, delays, and other relevant information, as well as the back-office systems that can support them where these are capital costs.
- Bus Priority Signals – Traffic lights or signal systems that give priority to buses to reduce delays and improve reliability/punctuality. And Urban Traffic (Management) Control upgrades that may be required to facilitate these where they are capital.
- Junction improvements to improve bus movements – Improvements to the operation and/or layout of junctions which does not lead to increases in capacity for general traffic with no specific advantage for bus. Where these address an evidence based bus related problem.
- Bus Stations – Larger hubs where multiple buses operate, often offering facilities like ticket offices, waiting areas, and information boards.
- Bus Terminals – Locations where bus routes begin or end, usually equipped with multiple bays for bus departures and arrivals.
- Ticket Machines – Automated machines at bus stops or stations for purchasing tickets or passes.
- Interchange Points – Locations where buses interchange with other modes of transport (e.g. trains, ferries, trams) intersect, allowing passengers to switch services.
- Transport (mobility) hubs that serve access to bus services – Hubs should not adversely impact on existing or planned services. They should also not detract from existing end to end sustainable journeys or undermine the opportunity to provide these. By default hubs should also provide access to active travel modes. Any funds for hubs (or pop-up hub trials) should also be delivered in conjunction with hub funding under the Active Travel People and Place programme covering sustainable travel to ensure a joined up approach is maintained.
- Funding for staffing costs associated with the business case, design and construction of bus infrastructure projects.
Items that will not be considered an appropriate use of BIF funding are as follows:
- Bus vehicles (both EV and Diesel)
- Bus Operator Offices – Offices for bus companies where staff manage operations, schedules, and customer services.
- Bus Route Maps and Timetables – Printed or digital materials outlining bus schedules and route information for passengers.
- Bus charging infrastructure.
- Bus Depots – Facilities where buses are stored, maintained, and sometimes refuelled when not in service.
- Infrastructure that is required resulting from development where it would be expected that a developer would be responsible for mitigating the impact of the development and/or paying for this mitigation.