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The additional £5 million funding allocated in the 2020-21 budget has been used by Transport Scotland to support the rail decarbonisation programme which includes the work currently being undertaken to electrify the routes between Glasgow and Barrhead, and Glasgow and East Kilbride.

These enhancement projects will see the respective railway lines transformed to accommodate quieter, more environmentally friendly electric trains, whilst increasing capacity of services and improving network resilience. They will have a transformative effect on the railway and will deliver wide-ranging passenger benefits.

In addition, the funding supported the platform extensions at Milngavie, which enabled the introduction of a performance-enhancing timetable in 2020, as recommended in the Donovan Review, with the consequence that there is no longer a requirement for any additional infrastructure within the Milngavie area, though, of course, this will kept under review.

There is no order generally referred to as an emergency traffic regulation order in Scotland.

Traffic authorities may make temporary traffic regulation orders (which are known as TTROs), under the Road Traffic Regulation Act 1984. These can prohibit or restrict the use of a road for a number of reasons, such as road works, damage to the road or danger to the public and generally can last for up to a maximum of 18 months. The Scottish Government issued guidance to local authorities on the use of TTROs and Notices in relation to the Covid-19 response in April 2020 which can be found at

There is no procedure for a TTRO to become a permanent order. A traffic authority can only make a permanent traffic regulation order in compliance with the relevant provisions of the Road Traffic regulation Act 1984 and the relevant procedures as contained in the Local Authorities' Traffic Orders (Procedure) (Scotland) Regulations 1999 (for local roads) or the Secretary of State’s Traffic Orders (Procedure) (Scotland) Regulations 1987 (for trunk roads).

There is no order generally referred to as an emergency traffic regulation order in Scotland.

Traffic authorities may make temporary traffic regulation orders (which are known as TTROs), under the Road Traffic Regulation Act 1984. These can prohibit or restrict the use of a road for a number of reasons, such as road works, damage to the road or danger to the public and generally can last for up to a maximum of 18 months. The Scottish Government issued guidance to local authorities on the use of TTROs and Notices in relation to the Covid-19 response in April 2020 which can be found at

There is no procedure for a TTRO to become a permanent order. A traffic authority can only make a permanent traffic regulation order in compliance with the relevant provisions of the Road Traffic regulation Act 1984 and the relevant procedures as contained in the Local Authorities' Traffic Orders (Procedure) (Scotland) Regulations 1999 (for local roads) or the Secretary of State’s Traffic Orders (Procedure) (Scotland) Regulations 1987 (for trunk roads).

The emissions pathways for Transport are set out in the Climate Change Plan update and, as with all sectors, have been determined by the TIMES model alongside other evidence and assessments.

The CCPu, published in December 2020 includes a commitment to a 20% reduction in car kilometres by 2030 (against a 2019 baseline). This was arrived at through consideration of a range of analysis, including published academic material and UK Committee on Climate Change assertions on mode shift away from private car use. Moreover, Transport Scotland commissioned research via consultants (Element Energy) which helped inform this. The Element Energy work modelled a number of scenarios to account for the many uncertainties between now and 2030, including the disruption to transport demand brought about by the Covid-19 pandemic and including the 20% reduction.

The Element Energy research will be published in due course.

The Cabinet Secretary for Net Zero, Energy and Transport has held a number of discussions with the UK Government about the benefits of HS2 to Scotland. The most recent discussions have focussed on the potential for a train manufacturing facility in Longannet and for a stabling and light maintenance depot for HS2 trains in Annandale, also highlighting that 25 Scottish based companies’ have won contracts for the construction of HS2.

In addition, the Feasibility Study completed by Transport Scotland in 2018 which identified the potential for a 3 hour journey time between Edinburgh and London in conjunction with the eastern leg of HS2 was discussed.

The Scottish Government has consistently supported high-speed rail, but not just northwards to Birmingham, Manchester and Leeds. To realise its full benefit for all of the UK high-speed rail infrastructure needs to be extended ‘further and faster’ to reach Scotland so that all regions can realise the benefits from the increased capacity and substantially reduced journey times that HS2 can bring.

The Scottish Government is aware that issues are being raised on the minimum age to enter a marriage or civil partnership and that a Private Member’s Bill has been lodged at Westminster to increase the minimum age in England and Wales:

The Scottish Government will obtain more information on this issue and discuss the minimum age with key stakeholders. Before any steps were taken to raise the minimum age for entering a marriage or civil partnership in Scotland, there would need to be a full public consultation. If the member has any points she would like to discuss on the minimum age, I would be happy to meet her.

Proposals to the Bus Partnership Fund were scored against the following criteria, which were published when the Fund opened on 9 November 2020:

• Evidence of congestion and ideas to reduce congestion, through improved emissions (25%)
• Partnership strength and demonstrated commitment, which will include match in kind (20%)
• Deliverability: the ability of the lead local authority and its partners to deliver the proposed developments, including local political buy-in (15%)
• bus services (40%)
• How the proposal fits with the partnership area’s overall strategy for integrated transport, to encourage a modal shift from cars to more sustainable transport and reduce

The details of the levels of active travel capital funding for the next five years will be discussed and agreed as part of the annual budget process.

Performing arts activities and venues bring people together, sometimes from across a wide geographical area, in close proximity, often for an extended time period. These provide opportunities for transmission of COVID-19 as we know from, for example, SAGE evidence published in June 2020 High risk factors associated with transmission of the virus include indoor spaces, where ventilation and physical distancing may be less easy to maintain, and places where people come together to spend prolonged periods of time (more than 15 minutes) in close proximity, enabling the virus to spread from person to person, particularly from aerosol and droplet transmission. It is possible to have control of and to mitigate many of the risks in a venue. The Scottish Government guidance on performing arts and venues is, therefore, that organisers should take steps to avoid audiences needing to raise their voices to each other. Organisers of performing arts venues should also prevent other close contact activities such as communal dancing, singing or crowding. This guidance will be reviewed as decisions are taken on whether to reduce and remove remaining restrictions in the coming weeks.