Your Transport Priorities for Glasgow

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• No change to traffic levels and associated pollution or emissions.
• The perception of safety for all road users is not improved.
• Traffic flows remain unchanged posing a challenge to the efficiency and reliability of bus services and transport equality in the city.
• Those who have alternative ways of travelling that are better for the environment and for communities will continue using their car for every day journeys which could be made on foot, wheeling or by public transport.

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• Minimal decrease in traffic levels and associated emissions and pollutants.
• The perception of safety for all road users is not improved.
• Traffic flows remain mostly unchanged posing a challenge to the efficiency and reliability of bus services and transport equality in the city.
• Those who have alternative ways of travelling that are better for the environment and for communities will continue using their car for every day journeys which could be made on foot, wheeling or by public transport.

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• Slight decrease in traffic and associated pollutants and emissions. 
• Slight improvement in the  perception of safety for all road users.
• Slight improvement in traffic flows resulting in minor enhancements in the efficiency and reliability of bus services. Small action to tackle transport equality in the city.
• Those who have alternative ways of travelling that are better for the environment and for communities will consider using  more sustainable transport for their everyday journeys.
• Slightly increased costs to individuals who rely on a car for transport.

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• Moderate decrease in traffic and associated pollutants and emissions, supporting the City's 2030 carbon neutral goal and air quality targets. 
• Moderate improvement in the  perception of safety for all road users.
• Moderate improvement in traffic flows resulting in moderate enhancements in the efficiency and reliability of bus services, improving their attractiveness to users. Small action to tackle transport equality in the city.
• Those who have alternative ways of travelling that are better for the environment and for communities will consider using  more sustainable transport for their everyday journeys.
• Some increased costs to individuals who rely on a car for transport although there may be improvements to alternatives.

 

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• Significant decrease in traffic and associated pollutants and emissions, supporting the City's 2030 carbon neutral goal and air quality targets.
• Significant improvement in the  perception of safety for all road users, and scope for roadspace reallocation to buses, bikes and potentially goods movement.
• Significant improvement in traffic flows resulting in moderate enhancements in the efficiency and reliability of bus services, improving their attractiveness to users. Transport equality is improved in the city.
• Those who have alternative ways of travelling that are better for the environment and for communities will have incentives to use  more sustainable transport for their everyday journeys. Some increased costs to individuals who rely on a car for transport though may be more investment in sustainable transport as an alternative.

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• Significant decrease in traffic and associated pollutants and emissions, positively contributing to the City's 2030 carbon neutral goal and air quality targets. 
• Significant improvement in the  perception of safety for all road users, and roadspace reallocation to buses, bikes and potentially goods movement.
• Significant improvement in traffic flows resulting in moderate enhancements in the efficiency and reliability of bus services, improving their attractiveness to users. Transport equality is significantly improved in the city.
• Many more people choose to use more sustainable transport for their everyday journeys and alternatives to the car are much more viable.

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• No extension to the current walking routes network or improvements to accessibility for those with mobility difficulties. People would have no additional incentives to walk for short journeys as opposed to using their car. 
• No decrease in carbon emissions or noise pollution, no improvement to air quality as a result of less traffic.
• No improvements in mental and physical health and wellbeing attributable to travel.
• No accessibility improvements for people who do not have access to a car.

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• Minimal extension to the current walking routes network and minimal improvements to accessibility. People would have little additional incentives to walk for short journeys as opposed to using their car. 
• Minimal decrease in carbon emissions or noise pollution, no improvement to air quality as a result of less traffic.
• Minimal improvements in mental and physical health and wellbeing attributable to travel.
• Minimal accessibility improvements for people who do not have access to a car.

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• Minor extension to the current walking routes network. Only a small number of people would have additional incentives to walk for short journeys as opposed to using their car.
• Minor improvements to the accessibility of the walking network, making it easier for some with mobility difficulties. 
• Minor modal shift from driving to active travel. Small decrease in traffic volumes, with small reductions in harmful pollutants, carbon emissions and noise pollution.
• Minor improvements in mental and physical health and wellbeing attributable to travel.
• Minor accessibility improvements for people who do not have access to a car.

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• Moderate extension to the current walking routes network. Some people are incentivised to walk for short journeys as opposed to using their car, with moderate reduction in car trips for shorter journeys locally. Some improvements to local air quality.
• A moderately more accessible walking environment for those with mobility difficulties.
• Moderate decrease in carbon emissions derived from motorised traffic. Enough to slightly alleviate our challenge in achieving Glasgow’s 2030 carbon neutral target.
• Moderate decrease in levels of noise pollution attributable to motorised traffic with some benefits to people's wellbeing.
• Moderate improvements in mental and physical health and wellbeing attributable to travel.
• Moderate accessibility improvements for people who do not have access to a car.

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• Significant extension to the current walking routes network. A large number of people would have additional incentives to walk for short journeys as opposed to using their car.
• Signifcantly more accessible walking environment for all, across much of the city. 
• Significant modal shift from driving to active travel. Substantial decrease in traffic volumes and good improvements in traffic flow.
• A larger number of people are incentivised to switch from driving to walking for shorter journeys. Significant reduction of harmful emissions derived from the portion of motorised traffic cut by substantial modal shift.
• Significant decrease in carbon emissions derived by motorised traffic. Enough to contribute to Glasgow’s 2030 carbon neutral target.
• Significant decrease in levels of noise pollution attributable to motorised traffic with substantial benefits to people's wellbeing.
• Significant improvements in mental and physical health and wellbeing attributable to travel.
• Significant accessibility improvements for people who do not have access to a car.

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• Large extension to the current walking routes network.  People in Glasgow would have additional incentives to walk for short journeys as opposed to using their car.
• Signifcantly more accessible walking environment for all, barrier-free. 
• Great modal shift from driving to active travel. Extensive decrease in traffic volumes and great improvements in traffic flow.
• The majority of people in Glasgow are incentivised to switch from driving to walking for shorter journeys. Great reduction of harmful emissions derived from the portion of motorised traffic cut by extensive modal shift.
• Great decrease in carbon emissions derived by motorised traffic, making a  great contribution to Glasgow’s 2030 carbon neutral target.
• Great decrease in levels of noise pollution attributable to motorised traffic with extensive benefits to people's wellbeing.
• Great improvements in mental and physical health and wellbeing attributable to travel.
• Great accessibility improvements for people who do not have access to a car.

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• No extension to the current cycle network. People would have no additional incentives to cycle for shorter journeys as opposed to using their car, and no modal shift from driving to cycling. Traffic volumes and traffic flow remain unchanged with no reduction of associated emissions, noise or air pollution.
• No improvements in mental and physical health and wellbeing attributable to travel.
• No accessibility improvements for people who do not have access to a car, which is over 40% of households in Glasgow.

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• Minimal extension to the current cycle network. People would have no additional incentives to cycle for shorter journeys as opposed to using their car, and no modal shift from driving to cycling. Traffic volumes and traffic flow remain mostly unchanged with no reduction of associated emissions, noise or air pollution.
• Minimal improvements in mental and physical health and wellbeing attributable to travel.
• Minimal accessibility improvements for people who do not have access to a car, which is over 40% of households in Glasgow.

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• Minor extension to the current cycle network. Only a small number of people would have additional incentives to cycle for short journeys as opposed to using their car.
• Minor modal shift from driving to cycling. Small decrease in traffic volumes and slight improvements in traffic flow, and minor reductions in associated emissions, noise and air pollutants.
• Minor improvements in mental and physical health and wellbeing attributable to travel.
• Minor accessibility improvements for people who do not have access to a car, which is over 40% of households in Glasgow.

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• Moderate extension to the current cycle network. Some people are incentivised to cycle for short journeys as opposed to using their car.
• Moderate modal shift from driving to active travel. Some decrease in traffic volumes and in associated noise and air pollution.
• Moderate reduction of harmful emissions derived by motorised traffic.
• Moderate decrease in carbon emissions derived by motorised traffic. Enough to slightly alleviate our challenge in achieving Glasgow’s 2030 carbon neutral target.
• Moderate improvements in mental and physical health and wellbeing attributable to travel.
• Moderate accessibility improvements for people who do not have access to a car, which is over 40% of households in Glasgow.

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• Significant extension to the current cycle network. A large number of people in different parts of the city would have additional incentives to cycle for short journeys as opposed to using their car.
• Significant modal shift from driving to cycling, for shorter and medium distance journeys. Substantial decrease in traffic volumes. Significant reduction of harmful pollution from traffic (air and noise).
• Significant decrease in carbon emissions derived from motorised traffic. Enough to contribute to Glasgow’s 2030 carbon neutral target.
• Significant improvements in mental and physical health and wellbeing attributable to travel.
• Significant accessibility improvements for people who do not have access to a car, which is over 40% of households in Glasgow. 

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• Large extension to the current cycle network.  People across Glasgow would have additional incentives to cycle for short journeys as opposed to using their car. Cycling becomes mainstream for many more people, all ages and abilities. 
• Great modal shift from driving to cycling. Extensive decrease in traffic volumes.
• Great reduction of harmful pollution from traffic, air and noise.
• Great decrease in carbon emissions derived from motorised traffic, making a substantial contribution to Glasgow’s 2030 carbon neutral target.
• Great improvements in mental and physical health and wellbeing attributable to travel.
• Great accessibility improvements for people who do not have access to a car, which is over 40% of households in Glasgow. 

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• Many streets continue to be dominated by car parking.
• Few primary school children travel to school independently. Few children travel to school by bicycle.
• Traditional town centres suffer from a lack of high quality public space, making it more difficult to compete with large scale retail areas.  
• The majority of neighbourhood streets are unsuitable for play or public space use. 
• Many neighbourhood streets do not feel safe for walking and cycling.
• Many neighbourhood streets function as through routes, which negatively impacts on streets capacity to offer a high quality of life.  

 

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• Many streets continue to be dominated by car parking.
• Few primary school children travel to school independently.  Few children travel to school by bicycle.
• Traditional town centres suffer from a lack of high quality public space, making it more difficult to compete with large scale retail areas.
• The majority of neighbourhood streets are unsuitable for play or public space use. 
• Many neighbourhood streets do not feel safe for walking and cycling.
• Many neighbourhood streets function as through routes, which negatively impacts on streets capacity to offer a high quality of life. 

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• Many streets continue to be dominated by car parking. 
• Some primary school children travel to school independently. Minority of children travel to school by bicycle.
• Traditional town centres suffer from a lack of high quality public space, making it more difficult to compete with large scale retail areas. Some town centres demonstrate potential for change
• The majority of neighbourhood streets are unsuitable for play or public space use. Some neighbourhood streets demonstrate the potential for improvements for play and public space.
• Many neighbourhood streets do not feel safe for walking and cycling. Some neighbourhood streets demonstrate key safety improvements for walking and cycling.
• Many neighbourhood streets function as through routes, which negatively impacts on streets capacity to offer a high quality of life. Some through routes' are closed, helping to improve conditions in some neighbourhoods.

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• While many streets continue to be dominated by car parking, large areas of the City show significant improvement. 
• Some primary school children travel to school independently. A significant proportion of children travel to school by bicycle.
• Some town centres demonstrate potential for change and economic improvement through increased active travel footfall and improved public space quality.  
• The majority of neighbourhood streets are unsuitable for play or public space use. Some neighbourhood streets demonstrate the potential for improvements for play and public space.
• Some neighbourhood streets demonstrate key safety improvements for walking and cycling.
• Many 'rat runs' are closed, helping to improve conditions in some neighbourhoods.
• Many neighbourhood streets function as through routes, which negatively impacts on streets capacity to offer a high quality of life. Some through routes' are closed, helping to improve conditions in some neighbourhoods.

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• A large number of neighbourhoods in Glasgow provide a very high quality of life, demonstrating the potential across the whole City.  These neighbourhoods have a strong identity as leaders of change and provide inspiration to communities across the City.  
• Large areas of the City show the significant benefits that can be derived by better management of parking at the neighbourhood level. 
• In some areas primary school children travel to school independently.  A significant proportion of children travel to school by bicycle.
• Many  town centres demonstrate potential for change and economic improvement through increased active travel footfall and improved public space quality.  The noise, air quality and severance impacts of traffic are significantly reduced.  
• The majority of neighbourhood streets are suitable for play or public space use.  Many neighbourhood streets demonstrate the potential for improvements for play and public space.
• Many neighbourhood streets demonstrate key safety improvements for walking and cycling.
• Many through routes' are closed, helping to improve conditions for walking, cycling and play across large areas of the City.  

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• Glasgow's neighbourhoods offer an outstanding urban quality of life. The culture of place, space and movement has radically changed in Glasgow. 
• Walking, cycling and wheeling are the first choice modes of travel for journeys to education. Many primary school children and all secondary age children are confident and safe for independent travel to school.  
• Neighbourhood streets facilitate independent journeys for all ages and physical mobility capacities. Children, teenagers, the elderly and less physically mobile benefit from increased social interaction and exercise as part of everyday routines.  
• Glasgow's neighbourhood streets are attractive, quiet and green. They provide high quality public space and play environments. Reduced traffic flow, speeds and parking all contribute to improved community social relations.  
• Glasgow's local town centres are strengthened as high quality public space and active travel modes draw footfall to the traditional urban centres.  
• Demand for car ownership and use decline as attractiveness of active modes and public transport increase.
• All of these factors have a significant impact on health outcomes, health inequality, educational engagement and inclusive economic development across Glasgow.

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• No particular improvement in bus journeys, bus facilities and passenger information.
• No improvement to accessibility for people who rely on public transport for their journeys.
• No modal shift from car to bus and no impact on traffic levels and resulting emissions and pollutants.
• No further road space is taken from other modes to accommodate priority bus lanes and better bus stops.

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• Minimal improvements to bus journeys’ reliability, bus facilities and passenger information.
• Minimal improvements to accessibility for people who rely on public transport for their journeys.
• Minimal modal shift from car to bus, with minimal improvements in air quality, minor reduction in carbon emissions and noise pollution.
• Minimal road space is taken from other modes to accommodate priority bus lanes and better bus stops.

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• Minor improvements to bus journeys’ reliability.
• Slight improvements to bus facilities and passenger information.
• Small improvements to accessibility for people who rely on public transport for their journeys.
• Minor modal shift from car to bus, with minor improvements in air quality, minor reduction in carbon emissions and noise pollution. 
• Minimal road space reallocation to accommodate priority bus lanes and better bus stops.

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• Moderate improvements to bus journeys’ reliability.
• Moderate improvements to bus facilities and passenger information.
• Some improvements to accessibility for people who rely on public transport for their journeys.
• Moderate modal shift from car to bus, with resulting improvements in air quality, reduction in carbon emissions and noise pollution. Some contribution to Glasgow's 2030 carbon neutral goal. 
• Some road space is reallocated to accommodate priority bus lanes and better bus stops.

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• Significant improvements to bus journeys’ reliability.
• Substantial improvements to bus facilities and passenger information.
• Significant improvements to accessibility for people who rely on public transport for their journeys.
• Significant modal shift from car to bus, with resulting improvements in air quality, reduction in carbon emissions and noise pollution. Substantial contribution to Glasgow's 2030 carbon neutral goal.
• Some road space is reallocated to accommodate priority bus lanes and better bus stops.

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• Extensive improvements to the reliability of bus journeys, making it an attractive choice for all.
• Extensive improvements to bus facilities and passenger information.
• Extensive improvements to accessibility for people who rely on public transport for their journeys.
• Significant modal shift from car to bus, with significant improvements to air quality and making a signficant contribution to Glasgow's 2030 carbon neutral target.
• Some road space is taken from other modes to accommodate priority bus lanes and better bus stops, combined with technology to support flow and priority of buses.

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• No change to the rail network in Glasgow. 
• No modal shift from car to rail. 
• The opportunity to reopen disused stations or to open new ones is not investigated.
• Accessibility to rail travel for people of all abilities is not improved.
• No journey times increased by additional stations on a line.
• Existing plans to decarbonise the railway network by Transport Scotland continue.

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• Minimal change to the rail network in Glasgow. 
• Minimal modal shift from car to rail. 
• The opportunity to reopen disused stations or to open new ones in some locations is investigated.
• Accessibility to rail travel for people of all abilities is not improved significantly.
• No journey times increased by additional stations on a line.
• Existing plans to decarbonise the railway network by Transport Scotland continue.

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• The opportunity to reopen disused stations or to open new ones is investigated.
• Minor improvements to make rail travel accessible for people of all abilities by improving access to stations.
• Minimal contribution to Glasgow’s 2030 carbon neutral goal through a switch from driving to rail.
• No increases to journey times for existing rail passengers by additional stations on a line.
• Existing plans to decarbonise the railway network by Transport Scotland continue.

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• The opportunity to reopen disused stations or to open new ones is investigated to a more advanced level.
• Moderate improvements to make rail travel accessible for people of all abilities by improving access to stations, and improvements to walking, cycling and bus links to stations.
• Moderate contribution to Glasgow’s 2030 carbon neutral goal through a switch from driving to rail.
• No increases to journey times for existing rail passengers by additional stations on a line.
• Potentially improvements to capacity and frequency of services. 
• Existing plans to decarbonise the railway network by Transport Scotland continue.

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• The opportunity to reopen disused stations or to open new ones is a possibility.
• Major improvements to make rail travel accessible for people of all abilities by improving access to stations, and improvements to walking, cycling and bus links to stations.
• Moderate contribution to Glasgow’s 2030 carbon neutral goal through a switch from driving to rail.
• Potentially significant improvements to capacity and frequency of services.
• Existing plans to decarbonise the railway network by Transport Scotland continue.

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• The opportunity to reopen disused stations or to open new ones is a possibility.
• Significant improvements to make rail travel accessible for people of all abilities by improving access to stations, and improvements to walking, cycling and bus links to stations.
• Moderate contribution to Glasgow’s 2030 carbon neutral goal through a switch from driving to rail.
• Potentially significant improvements to capacity and frequency of services.
• Existing plans to decarbonise the railway network by Transport Scotland continue.

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• Completion of the Subway modernisation, which is underway, but no further improvements
• No new light rail (Metro) connections for areas of new housing growth or areas without fixed public transport links in the city to employment centres.

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• Exploration of improvements to the light rail network. 

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• More advanced exploration of improvements to the light rail network. 

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• Potential for a new route to connect new areas with a fixed public transport link. 
• Some modal shift from car to light rail, with reduction in traffic and associated emission and pollution. 
• Some disruption during construction. 

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• Potential for multiple new routes to connect new areas with a fixed public transport link. 
• Modal shift from car to light rail, with reduction in traffic and associated emission and pollution. 
• Some disruption during construction. 

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• Potential for extensive new light rail network connecting many parts of the city with a new fixed public transport link. 
• Significant modal shift from car to light rail, with reduction in traffic and associated emission and pollution. 
• Some disruption during construction. 

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• Missed opportunity to further promote active and sustainable travel.
• Less opportunities for public realm projects to create more liveable spaces.
• No loss of local car parking spaces if mobility hubs are in local neighbourhood centres.

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• Minimal increase in the promotion of active and sustainable travel.
• Minimal increase in public realm projects to create more liveable spaces.
• No loss of local car parking spaces if mobility hubs are in local neighbourhood centres.

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• Minor increase in the promotion of active and sustainable travel.
• Slight increase in public realm projects to create more liveable spaces.
• Increased footfall at the project’s location which might benefitt local businesses e.g. cafes, shops.
• Possible small loss of local car parking spaces if mobility hubs are in local neighbourhood centres.

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• Moderate increase in the promotion of active and sustainable travel.
• Moderate modal shift from car to sustainable travel, with reduced traffic volumes and improved air quality, reduced carbon emissions and reduced noise pollution. 
• Some increase in public realm projects to create more liveable spaces.
• Increased footfall at the project’s location which might benefit local businesses e.g. cafes, shops.
• Loss of some local car parking spaces if mobility hubs are in local neighbourhood centres..

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• Significant increase in the promotion of active and sustainable travel.
• Significant modal shift from car to sustainable travel, with reduced traffic volumes and improved air quality, reduced carbon emissions and reduced noise pollution. 
• Substantial increase in public realm projects to create more liveable spaces.
• Increase footfall at the project’s location which might benefit local businesses e.g. cafes, shops.
• Loss of local car parking spaces if mobility hubs are in local neighbourhood centres..

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• Great increase in the promotion of active and sustainable travel.
• Extensive modal shift from car to sustainable travel, with reduced traffic volumes and improved air quality, reduced carbon emissions and reduced noise pollution. 
• Extensive increase in public realm projects to create more liveable spaces.
• Increase footfall at the project’s location  which might benefit local businesses e.g. cafes, shops.
• Loss of local car parking spaces if mobility hubs are in local neighbourhood centres.

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• No additional promotion of active travel and public transport.
• No additional incentives for people to use alternatives to the car.
• No modal shift from cars to active travel and public transport.

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• Minimal additional promotion of active travel and public transport.
• Minimal additional incentives for people to use alternatives to the car.
• Minimal modal shift from cars to active travel and public transport.

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• Minor additional promotion of active travel and public transport.
• Minor additional incentives for people to use alternatives to the car.
• Minor modal shift from cars to active travel and public transport, with some improvements to air quality and reduced carbon emissions.
• Small investment in new information technology.

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• Some additional promotion of active travel and public transport.
• Some additional incentives for people to use alternatives to the car.
• Moderate modal shift from cars to active travel and public transport, with some improvements to air quality and reduced carbon emissions.
• Moderate investment in new information technology.

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• Substantial additional promotion of active travel and public transport.
• Substantial additional incentives for people to use alternatives to the car.
• Moderate modal shift from cars to active travel and public transport, with some improvements to air quality and reduced carbon emissions (though this relies on improved services and infrastructure also being invested in).
• Significant investment in new information technology.

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• Extensive additional promotion of active travel and public transport.
• Widespread additional incentives for people to use alternatives to the car.
• Moderate to significant modal shift from cars to active travel and public transport, with some improvements to air quality and reduced carbon emissions (though this relies on improved services and infrastructure also being invested in).
• Extensive investment in new information technology.

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• No further incentives for people to use public transport as an alternative to the car.
• Retention of existing products. No further smart and integrated ticketing among transport modes and operators.

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• Minimal further incentives for people to use public transport as an alternative to the car.
• Retention of existing products. No further smart and integrated ticketing among transport modes and operators.

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• Minor further incentives for people to use public transport as an alternative to the car.
• Improvement of and extension of existing products. Smart ticketing may not necessarily cover all modes of travel.

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• Moderate further incentives for people to use public transport as an alternative to the car.
• Progress towards smart ticketing covering multiple modes.

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• Significant further incentives for people to use public transport as an alternative to the car.
• Smart, integrated, affordable ticketing covering multiple modes.

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• Significant further incentives for people to use sustainable transport as an alternative to the car.
• Smart, integrated, affordable ticketing covering multiple modes and accessible to all.

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• No further investment in additional road safety campaigns .
• No further investments in physical road safety infrastructure.
• No further improvement in road safety perception.
• No further budget is allocated to road safety education and relative public engagement.

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• Minimal investment in further road safety campaigns .
• Minimal investments for further physical road safety infrastructure.
• No improvement in road safety perception.
• Minimal budget is allocated to road safety education and relative public engagement.

£0

• Minor investment in further road safety campaigns .
• Minor investments for further physical road safety infrastructure.
• Slight improvement in road safety perception.
• Small budget allocation to road safety education and relative public engagement.

£0

• Moderate investment in further road safety campaigns .
• Some investments for further physical road safety infrastructure.
• Some improvement in road safety perception.
• Some budget is allocated to road safety education and relative public engagement.

£0

• Significant investment in further road safety campaigns .
• Significant investments for further physical road safety infrastructure.
• Substantial improvement in road safety perception.
• Substantial budget is allocated to road safety education and relative public engagement.

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• Extensive investment in further road safety campaigns .
• Extensive investments for further physical road safety infrastructure.
• Widespread improvements in road safety perception.
• Extensive budget is allocated to road safety education and relative public engagement.

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• No further partnership with technology providers to provide the SMART services.
• No further incentives to to use sustainable transport through technological innovation.
• No further improvements to transport efficiency and consequent reduction of fuel consumption and harmful emissions.

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• Exploring the possibility to partner with technology providers to provide SMART services.
• Minimal incentives to to use sustainable transport through technological innovation..
• Negligible improvements to transport efficiency and consequent reduction of fuel consumption and harmful emissions.

£0

• Establishment of  partnerships with technology providers to provide SMART services.
• Minor iincentives to to use sustainable transport through technological innovation.
• Small improvements to transport efficiency and small contribution to the reduction of fuel consumption and harmful emissions.

£0

• Securing partnerships with technology providers to provide the best SMART services available.
• Some incentives to to use sustainable transport through technological innovation.
• Some improvements to transport efficiency and some contribution to the reduction of fuel consumption and harmful emissions. 

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• Securing  partnerships with technology providers to provide the best SMART services available.
• Secured investments to develop new technology and keep up to date with emerging software / hardware.
• Substantial incentives to to use sustainable transport through technological innovation, and improving the sustainable transport offer to the public.
• Improvements to transport efficiency and some contribution to the reduction of fuel consumption and harmful emissions. 

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• Securing  partnerships with technology providers to provide the best SMART services available.
• Secured investments to develop new technology and keep up to date with emerging software / hardware.
• Extensive incentives to to use sustainable transport through technological innovation and an improved sustainable transport system. Potential modal shift from the private car and/or reduced need to own a car.
• Significant improvements to transport efficiency and contribution to the reduction of fuel consumption and harmful emissions. 

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• No significant change to current uptake of low carbon / electric vehicles.
• Continued decarbonisation of Council fleets.

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• Minimal change to current uptake of low carbon / electric vehicles.
• Continued decarbonisation of Council fleets.
• Some feasibility work.

£0

• Minor increase in uptake of low carbon / electric vehicles.
• Continued decarbonisation of Council fleets.
• Some feasibility work.
• Potentially investing in more electric vehicle charging points

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• Moderate increase in uptake of low carbon / electric vehicles amongst the public and businesses. Moderate contribution to Glasgow's 2030 carbon neutral goal.
• Continued decarbonisation of Council fleets, at a faster pace.
• Moderate change, more investment in electric vehicle charging networks.

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• Substantial increase in uptake of low carbon / electric vehicles amongst the public and businesses. Increased contribution to Glasgow's 2030 carbon neutral goal.
• Continued decarbonisation of Council fleets, at a faster pace.
• Greater resilience of local energy generation and storage.

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• SIgnificant uptake of low carbon / electric vehicles amongst the public and businesses.
• Significant contribution to Glasgow's 2030 carbon neutral goal.
• Rapid decarbonisation of Council fleets, reducing the carbon footprint of the city.
• Greater resilience of local energy generation and storage.
• Roadspace is still taken up by vehicles. 

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• No further change to how goods are moved in the city.

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• Minimal change to how goods are moved in the city.
• Feasibility work could be started on improvements including alternative fuels and delivery / distribution hubs

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• Minor change to how goods are moved e.g. better partnership working on some elements 
• More feasibility work to explore low carbon movement of goods and last mile solutions

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• Moderate change to how goods are moved
• Setting up partnerships to support better coordination of deliveries in some sectors
• Trialling of alternative fuels
• Smallscale local delivery hub and low carbon last mile trials

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• Better coordination of deliveries in more sectors.
• Wider uptake of alternative fuels for delivery of goods.
• Innovative last mile solutions for goods to the city centre
• Some local coordination of deliveries in local neighbourhoods. 

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• Better coordination of deliveries in more sectors.
• Decarbonisation of movement of goods in the city, and using cleaner fuels with improved air quality.
• Low carbon last mile solutions for goods to the city centre.
• More efficient and low carbon delivery models in local neighbourhoods. 

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• No Workplace parking Levy is introduced.
• No additional revenue is generated to contribute towards sustainable transport improvements.
• No further incentives for people to make their commute via sustainable transport.
• No further contribution to reduce congestion, air pollution and carbon emissions.

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• More incentives for people who work in the City Centre to make their commute via sustainable transport.
• Reduced congestion, improved air pollution and reduced carbon emissions.
• Some additional revenue to contribute towards sustainable transport improvements.

£0

• More incentives for people who work in Glasgow to make their commute via sustainable transport.
• Reduced congestion, improved air pollution and reduced carbon emissions.
• Maximum revenue generated to contribute towards sustainable transport improvements.

£0

• No additional revenue is generated to contribute towards sustainable transport improvements.
• No further incentives for people to travel via sustainable transport.
• No further contribution to reduce congestion, air pollution and carbon emissions.

£0

• Some additional revenue is generated to contribute towards sustainable transport improvements.
• Some incentives for people to travel via sustainable transport.
• Some reduction of congestion and reduced traffic volumes, reduced air pollution and carbon emissions.

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• Substantial additional revenue is generated to contribute towards sustainable transport improvements, benefitting many in the city.
• Significant incentives for people to travel via sustainable transport.
• Significant reduction of congestion and reduced traffic volumes, reduced air pollution and carbon emissions. Contribution to Council's 2030 carbon neutral goal.

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• No changes from current traffic or congestion levels.
• No further contribution to air quality improvement with no decrease in harmful emissions derived from cars.

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• Less congestion on our roads.
• Improved air quality with lower harmful emissions derived from cars.
• Promotion of active travel and public transport as viable alternatives to cars.

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• Significantly less traffic on our roads as those who can use alternatives to the car will have an incentive to do this.
• Improved air quality with lower carbon emissions from cars.
• Promotion of active travel and public transport as viable alternatives to cars.