Demand management means putting in place measures to manage the number of vehicle trips made on our transport network. This tries to ensure that where possible, people will choose more sustainable ways to travel if they can.

Measures under the demand management in transport policy normally include:

• limiting and/or controlling parking provision, and potentially schemes like a Workplace Parking Levy 
• reallocating road space for buses and bikes 
• controlling waiting and loading times in busy areas to ensure streetspace is available to those on foot, on bikes and travelling by public transport
• charging to drive in specific areas

Pros of allocating points to manage vehicles on our transport network:

• Generally speaking, these measures aim to discourage unnecessary vehicle travel, particularly for those who have alternative ways of travelling that are better for the environment and for communities.
• Less traffic will result in improved air quality, benefitting people on foot, wheeling, on bikes, on buses (particularly benefiting those with underlying health conditions).
• Less traffic will improve the efficiency and reliability of bus services.
• Less congestion can improve the movement of goods in the city. 
• Some of these measures (e.g. road charging and Workplace Parking Levy) could raise funds for investment for the delivery of other transport improvements.
• Less traffic means less carbon emissions which is important for climate change action and the City's 2030 carbon neutral target
• Less traffic reduces noise pollution which has a positive impact on people's wellbeing.
• Less traffic improves perception of safety for all road users.
• Over 40 in every 100 people in Glasgow do not have access to a car, and this is higher for those on low incomes, so these measures arguably benefit those who need the most support in society. 

Cons of allocating points to manage the demand for vehicles on our transport network:

• Some perceive measures controlling parking or loading might harm access to businesses (though there is little evidence to support this).
• Careful consideration must be taken to ensure the movement of goods is not impacted negatively by these measures.
• These measures could mean increased costs to individuals who rely on a car for transport, though in Glasgow over 40% of households do not have access to a car.
• To be successful, these types of measures should be accompanied by investment in alternative ways to travel such as walking, cycling and public transport.

Working towards a safe, inclusive, high quality and attractive network for all abilities 

This is to improve the environment for pedestrians to make walking safer, accessible and more attractive for all.

Pros of allocating points to walking improvements:

• Creating safe and attractive routes would encourage more people to walk for short journeys as opposed to using their car.
• Promoting modal shift from driving to active travel could lower traffic volumes and reduce congestion.
• It could improve air quality as people switch from driving to walking therefore reducing harmful emissions which are bad for our health.
• The switch from driving to walking would lower carbon emissions from motorised traffic, supporting our goal of a carbon neutral city by 2030.
• The switch from driving to walking would lower noise pollution which has a positive impact on people's wellbeing.
• Physical activity from walking improves our physical and mental health and wellbeing, and can even reduce costs to the NHS through improved health.
• It would improve accessibility for people who do not have access to a car, which is over 40% of households in Glasgow.
• Unlike road building schemes, smaller scale walking infrastructure improvements are comparatively inexpensive and quick to implement.

Cons of allocating points to walking improvements:

• This measure may not suit all journeys, particularly longer distance ones.
• Walking is not an option for all our citizens e.g. some may struggle to walk far due to health and mobility issues.

Complete a safe, high quality and connected cycling network for all ages and abilities. 

This means creating cycling infrastructures, such as our City Way cycling routes, to improve safety and encourage people to switch to cycling for shorter journeys.

Pros of allocating points on cycle improvements:

• Creating safer and well-connected routes would encourage more people to cycle for short and medium length journeys as opposed to using their car.
• Encouraging people to switch from driving to cycling could lower traffic volumes and reduce congestion, which benefits buses and movement of goods.
• It would improve air quality as people switch from driving to cycling therefore reducing harmful emissions.
• The switch from driving to cycling would lower carbon emissions produced from motorised traffic.
• The physical activity of cycling improves health and wellbeing, physically and mentally.
• It would improve accessibility for people who do not have access to a car, provided they can get access to a bike.
• Unlike road building schemes, cycling infrastructure schemes are less expensive and quicker to implement.

Cons of allocating points on cycle improvements:

• Roadspace may have to be reallocated potentially resulting in a loss of on street parking or general running lanes for vehicles.
• Roadspace is finite and its reallocation to cycling must also consider the need for designated space for buses.
• Cycling does not cater for all journeys e.g. longer ones.
• Cycling is not an option for all our citizens e.g. some may struggle to cycle due to health and mobility issues (though inclusive cycling and electric bikes may help with some of these issues).
• A large proportion of the population in Glasgow do not have access to a bike (according to the Scottish Household Survey), although bike hire and community bike schemes can help with this.

Local streets are designed and managed to give priority to people over traffic, helping to create more attractive, vibrant and inclusive neighbourhoods.

Open school streets are created, more vibrant local retail and civic spaces are allowed to flourish, with the dominance of traffic being reduced. Local residential streets are quieter and safer with through traffic being discouraged or removed.

Improve our bus services and infrastructure to support growth and allow everyone to access opportunities and services easily.

Buses are a vital part of life in Glasgow. The use of public transport in Glasgow is very high compared to the rest of Scotland, with over 40% of households having no access to a car.  

Bus priority lanes or technology to improve bus priority, bus gates, investments in real time information technologies, low emission bus fleets, improvements to infrastructure such as better bus stops, more accessible bus infrastructure and vehicles for all abilities, more Park and Ride or Park and Choose facilities, looking again at bus routes and frequencies, even looking at new models of operation - these could all be part of a bus improvement package.

Prioritising road space for buses does not necessarily slow down general traffic - in fact, buses carry more people so more people can move in one vehicle, helping to reduce congestion for all road users. 

Pros of allocating points on bus service and infrastructure enhancements:

• Bus journeys could become more reliable as buses if bus movements have priority over general traffic, as they are not caught up in congestion at key points in the network. This can be done by reallocating roadspace to buses and by priority at signals. 
• Improved bus facilities can make using the bus a better experience, and encourage more people to use it.
• Improving the availability of information, and real time information, can promote the use of buses and give people more confidence in journey times.
• Congestion could be reduced as more people are moved around the city in fewer vehicles.
• This package supports those who rely on public transport for their journeys, and could look at ways to make fares cheaper.
• A low carbon and cleaner fleet will help Glasgow’s climate change action and would improve air quality. It should be noted this is already happening through Glasgow's Low Emission Zone and investment by bus operators and Transport Scotland in cleaner bus vehicles.

Cons of allocating points on bus service and infrastructure enhancements:

• Road space is limited, therefore in order to create bus lanes, road space might have to be taken from other modes. It should be noted buses can also have priority at signals using technology and this is already in place on some routes in Glasgow. 
• The bus system in the UK is complex with lots of different roles and responsibilities. This option will require lots of partnership working with multiple operators and stakeholders in Glasgow. 

Improve rail services

Glasgow has the most extensive rail network in Scotland, and a higher than average proportion of the population using rail, particularly for commuting. The rail network is not under the control of Glasgow City Council, and partnership working will be needed to achieve any improvements.

Typical rail improvements can include opening new rail stations or reinstating closed stations, and increasing frequency of trains around the city.  Recently, a new railway station was opened in Robroyston. Improvements can also focus on access to rail stations to make them more accessible for all abilities, and to encourage access to stations by walking and cycling or public transport. 

Transport Scotland has recently published a Rail Services Decarbonisation Plan for Scotland that will see a continued transition to low carbon railways in Scotland (rail is already a low carbon form of travel).

Pros of allocating points to improving rail services:

• Rail is a reliable form of transport, as it does not mix with other traffic and runs on its own track.
• There are a number of stations on the suburban rail network that have been closed for a number of years that could be reopened, along with new stations. 
• Improved accessibility to travel for people of all abilities reduces barriers for those with mobility difficulties.
• Electrified or hybrid rail services are a very low carbon form of transport (as opposed to diesel only trains). Improved rail services would contribute to Glasgow’s climate change action and would improve air quality. Transport Scotland has already committed to decarbonising rail in Scotland and this work is continuing.
• The frequency and capacity of trains could be improved although would require partnership working with stakeholders.

• Rail infrastructure projects are expensive and can take a very long time to deliver.
• Rail improvement projects require the support of the rail industry and Transport Scotland to deliver, and there are currently no plans for new rail stations in the Glasgow area by Transport Scotland or the ScotRail Alliance.
• Additional stations on a line can increase the journey times for all the other users of that rail line who get on at other stations. This can make rail less attractive for other users and encourage them to drive.
• The rail network is limited in capacity as with any fixed network, and it is not always easy to add extra services or trains if there is no space in the timetable or track for these.

Light rail network enhancements

Light rail is different from heavy rail (the trains we travel on every day and which carry goods). Glasgow already has a Subway system which SPT operate. Subways, trams, metro systems - these are a sustainable way to travel, like heavy rail and buses, as they can carry many people in the same vehicle or collection of vehicles. This makes it possible to move large numbers of people on the same route with greater efficiency.  

The City is currently exploring a wider strategy to transform our fixed public network with a comprehensive Glasgow Metro service. The Glasgow Metro would be a network of high capacity rapid transit lines serving as much of the city as possible. The Glasgow Metro network could be created from:

• Parts of the existing heavy rail network
• Reopened sections of dormant infrastructure
• Wholly new sections of route
• Street running sections

The Glasgow Connectivity Commission recommended that the city consider a Glasgow Metro. You can read this report at https://www.glasgow.gov.uk/CHttpHandler.ashx?id=45064&p=0

Pros of allocating points to enhance the city's light rail network:

• It can move large numbers of people, resulting in less vehicle trips in our city.
• A fixed light rail network with its own route means it will be reliable and not subject to delays from traffic congestion.
• New routes could connect areas of new housing growth in the city to employment centres, providing an alternative to the car for daily commuting.
• It could result in improved accessibility for people who rely on public transport for their journeys (provided the overall public transport level of service remained the same or improved).
• A low carbon emission light rail network would contribute to Glasgow’s climate change action and would improve air quality.

Cons of allocating points in enhancing a light rail network in the city:

• It could be costly to implement, particularly if land has to be purchased for infrastructure.
• It could cause disruption during construction though this is only a short-term issue. 
• These schemes typically take a long time to deliver, as they are major infrastructure projects.
• Care would need to be taken to ensure overall public transport levels stayed the same, or improved, for all communities, and that a Metro was part of an integrated public transport system for all citizens.

Shared mobility in the city

The concept of shared mobility, or co-mobility, is about putting more emphasis on using transport as opposed to owning transport. Glasgow already has a car club and bike hire scheme, and these are forms of shared mobility. Sharing a journey in the same vehicle is also part of shared mobility - whether that's car-sharing, in a taxi or some other form of on-demand transport. For more info, check out https://como.org.uk/shared-mobility/co-mobility-themes/comobility/.

We could continue to enhance access to car clubs and bike hire in the future, and potentially e-scooters at some point. We could also explore the concept of "mobility hubs". Mobility hubs create space designed specifically to bring together lots of different travel choices for people, for use by local residents and businesses as well as visitors. By bringing them together, or "co-locating" them in a recognisable space, it makes it easier for people to see the types of sustainable travel choices they have to and to switch between them. They can be big or small, and ideally located in a convenient place for people to access. The could also involve local public realm improvements to make them nice places to spend time, and could be positioned close to local shops and services. 

In a Glasgow context, a mobility hub could be a place where you can pick up a car from the Co-wheels Car Club, or a bike from the Nextbike Cycle Hire Scheme, potentially hire a cargo bikes for moving some heavier items around, and even get a bus. It should also be a place where you can easily get information about your journey options, and get the tickets you need.

Pros of allocating points to shared mobility:

• Maximising the efficiency of vehicles by sharing journeys and space.
• Promoting active and sustainable travel.
• Opening up new journey opportunities to those who cannot afford to own transport (and reducing the need to own a car). 
• Mobility hubs could provide an opportunity for public realm projects and to create more 'liveable' spaces.
• Mobility hubs could increase footfall locally for businesses such as cafes and shops.
• Mobility hubs in local communities could support more car-free living, by providing people with a range of travel options close to where they live. 

Cons of allocating points in shared mobility:

• Mobility hubs could see a possible loss of car parking spaces if located in a local neighbourhood.
• They would require buy-in and cooperation between lots of organisations who run these different services, and are not all under the control of Glasgow City Council.

Travel information and behaviour change projects 

Everyone needs high quality and accurate information to help them plan their journey, and not knowing where to find this information can be the first barrier to making a choice about how you will travel. Increasingly, many people expect to be able to find information online, and realtime, live information. 

Travel information improvements can include:

• Providing accessible, interactive, clear and user-intuitive online info and online mapping;
• Providing integrated multi-modal trips information and online journey planning.
• Providing mobile apps that help to plan journeys across different types of transport, all in one place.
• Real-time information to show how your bus or train is progressing, and if you should expect delays.

Behaviour change programmes can help people to make better travel choices. They can range from awareness raising campaigns (such as giving people space when cycling) through training (such as Bikeability for children) to personalised travel planning, where people are provided with detailed information on how to get from A to B using sustainable ways to travel, and possibly even travel discounts as incentives. 

Pros of allocating points to improve travel information and behaviour change programmes:

• Promotion of sustainable travel and incentivising people to use alternatives to the car with all the benefits that brings.
• Maximising the value of investment in infrastructure and services, by ensuring people know about them and how to use them.
• They can make use of the latest technology to get people interested and to help communicate complex information in a simple, accessible manner (e.g. journey planning apps on your smartphone). 
• They can be mostly cost effective ways to achieve a lot.

Cons of allocating points to improve travel information and behaviour change programmes:

• Suitable infrastructure and services need to be in place in order to encourage people to use them.
• Measures will need to keep up to date with rapid changes in technology.
• If information is inaccurate for whatever reason, people will quickly lose confidence in the system and this is hard to recover.
• Some personalised behaviour change programmes can be very cost-intensive (though effective).

Provide smart, integrated, affordable ticketing for an easier public transport experience and a better connected Glasgow.

Smart travel is about providing modern, digital or electronic options for tickets and / or payment when travelling on public transport – no matter which operator or mode of travel. It aims to provide cross mode, cross operators, standardised smart ticketing and payment services.

Smart and integrated ticketing allows you to travel across multiple modes of public transport within the city, using smartcards or mobile tickets in line with Transport Scotland’s ambition to deliver a customer-focused smart ticketing system across Scotland. For more information go to https://www.transport.gov.scot/public-transport/smart-and-integrated-ticketing/).

The SPT Zonecard already exists, and is progressing towards being digital. There is also a Glasgow Tripper smartcard for buses.

As well as having a smart, integrated ticket covering all ways to travel sustainably in Glasgow, this option could aim to explore how to provide more affordable fares in an integrated ticket, as per some other city initiatives globally.    

Pros of allocating points to deliver smart and integrated ticketing:

• It would make public transport more attractive and encourage people to use it instead of driving their car. 
• It could make it cheaper to make journeys that involve different modes of transport and different operators.
• Other transport schemes could be added to the system e.g. hiring a bike.
• Even if contactless card payments are used instead of a smart card, an integrated ticketing system can still apply and a maximum 'cap' can be applied to your payment so you know how much you will pay in one day.

Cons of allocating points points to deliver smart and integrated ticketing:

• For those who only want a single journey involving one operator, an integrated ticket may not be the best value ((though that can also be the case without integrated ticketing). 
• Integrated ticketing is difficult to achieve - it requires cooperation between the public and private sector, multiple operators and standardisation of systems. It will require significant partnership working between different organisations in Glasgow's transport system.
• Not everyone likes digital or mobile technology, and some might even feel excluded by it (creating a 'digital divide').

Improving road safety in Glasgow.

The main purpose of Glasgow City Council's road safety service is to reduce casualties on Glasgow’s roads and protect our most vulnerable road users. We do this using a holistic approach to road safety which includes education, training, publicity, engineering and partnership working.

When considering funding in this area, it should be noted that each and every collision has a resultant cost on society. For example, a collision which results in a fatality is estimated to cost society in the region of £2.2m whilst a serious injury is estimated to cost £250k. Ultimately the main cost of any road collision is the human element and the associated pain and suffering caused through loss of life or a life changing injury. The need to improve safety for all transport users, and reduce casualties and fatalities, is a key part of any transport system. 

It should be noted that the Council has statutory duties relating to road safety (as well as maintenance and several other areas). 

Pros of allocating points to road safety:

• Members of the public and schools are provided with a one-stop shop for all matters related to road safety and active travel within the community.
• Road casualties continue to fall in line with Scottish Government set targets.
• Analysis of collision data provides engineers with the necessary information to implement targeted casualty reduction measures such as traffic calming and reduced speed limits.
• Every child in the city at every stage of their education receives some form of ‘skills for life’ road safety and active travel education to create the next generation of safe active travellers – this includes free on road cycle training.
• Every school has access to a road safety and active travel service, which includes school zone safety reviews, school travel planning and car free zones
• Local campaigns, community engagement and events take place to protect our most vulnerable road users.
• Glasgow’s planned 20mph city-wide residential zone and associated traffic calming measures will be implemented.
• Glasgow road safety and safe active travel plan is developed and delivered with a vision of zero fatal and serious road casualties by 2030.

Cons of allocating points to road safety:

• Successful active travel measures, resulting in significantly less cars on our roads and evolving in-car collision prevention technology, may reduce casualties without the need for a fully resourced road safety education, training and publicity service. However, it should be noted that 95% of collisions involve human error and in-car technology at this present time is unproven, unreliable and costly. New and emerging modes of transport, such as electric scooters, combined with the increase in the number of cyclists, may also create a new focus for continued road safety development.    
• A mandatory 20mph speed limit may be seen by some as targeting motorists with increased journey times and pollution. However, recent research has shown that a reduced speed limit, will have little or no impact on journey times and pollution.
• Traffic calming can increase traffic noise levels in local communities, however, before and after speed surveys support their effectiveness.         

Invest in SMART technologies to improve Glasgow's transport systems

Glasgow City Council already invests in SMART technology to benefit the transport system. This includes live traffic monitoring via our SCOOT system, automated cycling and pedestrian counts, systems to support the movement of buses through more "green time" at traffic lights.  

Self-monitoring, Analysis, and Reporting Technology (SMART) applied to transport services is a technology that uses artificial intelligence, machine learning, and big data analysis to provide services that present transport information dynamically and offer interactive tools for managing transport activity.

SMART technology could be invested in further in the city. This could involve employing SMART technologies in partnership with our transport stakeholders to provide services such as providing single platforms online or on mobile phone apps to plan journeys and buy integrated tickets across all public transport, bike hire, car clubs, taxis. 

Investment in SMART technology could also help provide more real-time and instant information to users - on public transport journey progress or delays, parking availability, congestion issues. Some of this information is already available through various mechanisms, though it would be ideal for people to see all the information they need on their journey in one place. And importantly, for this data to link to each other so that our systems are intelligent and efficient.

SMART technology investment through sensors in our infrastructure, can also support our environment and even reduce public spending. For example, giving people better and live access to air quality information from on-street sensors might help them decide to choose a different route or way to travel. Having sensors embedded into our infrastructure (e.g. our pavements or roads) could help Councils know when short-term maintenance is required, and avoid bigger problems in the future. 

SMART technology can also connect devices and systems, help them to communicate and to react to live information. Autonomous and Connected Vehicles could react to each other and current traffic conditions to help avoid congestion building up. 

Pros of allocating points to SMART technologies for transport systems:

• It will support greater partnership working between the Council, SPT and transport operators to improve integration of services and improve journey time reliability.
• It could be cost effective to work in partnership with technology providers to provide the services.
• More people choosing to use sustainable ways to travel if they have better information and can book everything they need in one place.
• Higher transport efficiency and consequent reduction of fuel consumption and emissions.
• May attract innovation into Glasgow for both transport provision and management.

Cons of allocating points to SMART technologies for transport systems:

• Measures will have to keep up to date with rapid changes in technology, and wider changes may be needed for common standards and systems used by all operators and stakeholders.
• It is reliant on technology companies to offer the services for which the Council can form a partnership with, subject to procurement rules.
• Not everyone likes to or can access their information online or on mobiles, so it is not inclusive or accessible for all.

Low or zero carbon vehicle investment

This package is focused on investing in measures to support the adoption of low carbon vehicles in particular. Walking and cycling are the ultimate forms of low or zero carbon transport, and public transport is also very low carbon. This package though refers to ways we can reduce carbon emissions from vehicles, and in particular, cars and vans which cause the biggest issues in carbon emissions. 

This package could include:

• greater investment in electric vehicle charging points, or working in partnership with partners on this.
• exploring ways to financially support the public in the move towards electric vehicles. The Scottish Government has set a goal of phasing out the need for new diesel or petrol vehicles in Scotland by 2032. Glasgow has a low take-up of electric vehicles compared to other local authority areas in Scotland, although this may be partly due to the high number of households without access to a car or van to begin with. Transport Scotland has recently announced new interest-free loans to purchase low emission vehicles. 
• exploring ways to financially support businesses and industry in Glasgow to move towards zero carbon fleets, in partnership with the Scottish Government. Transport Scotland has recently announced new interest-free loans to purchase low emission vehicles. 
• investment in more low and zero carbon vehicles and fuel / power options for the Council's own fleet of transport. The Council has already published a Fleet Strategy and set a goal of all of the Council's 2000 vehicles should be emissions free by the end of 2029. This will involve moving all our vehicles to electric or hydrogen power/fuel sources. You can read more here https://www.glasgow.gov.uk/article/25007/Glasgow-City-Council-On-Road-To-Zero-Emissions-Vehicle-Fleet.

Pros of allocating points to low or zero carbon vehicles in Glasgow:

• Passenger cars and vans are the biggest contributor to transport-related carbon emissions in Glasgow (shipping and aviation also contribute strongly). In addition to encouraging people to use vehicles less, reducing the carbon emissions of vehicles will support us in achieving our 2030 carbon neutral goal.
• Low or zero carbon vehicles also help to improve air quality as they result in less harmful air pollutants. 

Cons of allocating points to low or zero carbon vehicles in Glasgow:

• A large proportion of the population in Glasgow have no access to a car or van to begin with (over 40% of households) so we have to be careful not to subsidise car-use for those who do have access to cars, and increase inequalities in the city. Cars, whether electric or petrol/diesel, still take up roadspace, still cause accidents and still reduce our levels of physical activity. We also know that those on higher incomes are most likely to have access to a car.
• Even electric cars generate harmful particulates from tyre and brake wear, which are harmful to human health.
• The Council has limited powers over the various private sector industries involved in this, though it can work in partnership and it can support with controls on emissions - our Low Emission Zone is an example of how we can do this.  

Sustainable movement of goods and freight in Glasgow

This package could to look at ways of improving how we move goods in our city, particularly focusing on:

• Finding cleaner ways to move goods by road, and moving away from diesel vehicles which are harmful for the environment. As an example, the use of hydrogen is being explored by the HGV sector as an alternative fuel. 
• Finding ways to move more goods onto rail (and even water if clean energy is used). 
• Finding cleaner and sustainable ways to move goods within communities and the city centre, and for the last mile. As an example, e-cargo bikes for certain deliveries, or trying to combine some local deliveries into localised hubs. 
• Regional freight distribution centres that might reduce the number of delivery / goods vehicles to an extent within the city.
• Exploring ways with the Scottish and UK Governments to better regulate the LGV (light goods vehicles) market, to ensure they have standards and regulations similar to HGVs (e.g on cleaner engines). 
• The Council can also explore ways to make the movement of goods and supplies it commissions and uses more efficient, and to use cleaner fuels.
• Working with industry to better manage the timing of goods deliveries to reduce the impact on local communities and protect goods movement from peak hour congestion delays.

Pros of allocating points to supporting sustainable movement of goods:

• The miles travelled by goods may reduce if better coordinated locally, removing vehicles from our streets. This helps to improve air quality through less harmful emissions, and helps to reduce carbon emissions which contribute to climate change.
• Working with industry on innovative last mile solutions could create local jobs and improve local skills.
• Supporting goods to move in the city during off-peak periods could improve the efficiency of goods movement and protect goods from delay by being caught in morning congestion, for example. It could also free up more roadspace for sustainable ways to travel during the day e.g. buses and bikes.

Cons of allocating points to supporting sustainable movement of goods: 

• The Council is limited in what it can do on its own, as goods are mainly moved by private companies. Many of these e.g. supermarkets, have their own fleets for deliveries which may be very difficult to coordinate into distribution hubs. This option will require lots of partnership working with various organisations and stakeholders.
• It should be remembered that HGVs (large lorries) can carry significant volumes of goods, and would take many more LGVs (vans) to replace them which means more vehicles on our roads.
• Re-timing of goods e.g. to overnight deliveries, could have some noise impacts on communities. It also requires the end-user e.g. shops and businesses to have staff available to receive goods out of hours, which may increase their staffing costs.

Earn additional points to allocate to your priorities from a Workplace Parking Levy scheme in Glasgow.

A Workplace Parking Levy (WPL) is a scheme over a specific area which requires workplaces with private parking spaces to register for a license for these parking spaces. Charges could then be applied on these spaces. It should be noted that based on other similar schemes in the UK, a number of workplaces are likely to be registered for the scheme, but would be exempt from paying any charge.  It is likely blue badge holders would also be exempt.

The exact details of any scheme would be consulted on as part of the delivery process.  For example in Nottingham, which is the only local authority to implement such a scheme at present though several others are exploring it, employers with less than 10 spaces do not need to pay a charge, and overall, a minority of private parking spaces are subject to a charge.

Importantly though, the money generated from these charges have been used to help fund a Nottingham tram, significant improvements to rail and bus services, and some active travel improvements (walking and cycling). The Nottingham scheme is city-wide.

Pros of implementing Workplace Parking Levy schemes:

• It could incentivise people to make their commute via sustainable transport, if the employer passed the charge on to staff.
• It could help reduce congestion and harmful emissions.
• It could generate additional revenue to contribute towards sustainable transport improvements.
• It gives the Council a way to manage private parking, particularly in the city centre. Parking is a very important way to manage traffic levels.
• Tackling private parking also helps to make the transport system fairer. Currently, only some people have a free parking space at work whilst others have to pay to use public transport to get to work. Equality evidence tells us that those who drive are more likely to be on higher incomes, whilst those who don't have access to a car and rely on public transport tend to be on lower incomes.  

Cons of implementing Workplace Parking Levy schemes:

• It could result in businesses relocating to areas outside the workplace parking levy zone or into neighbouring local  authorities.
• It is not a comprehensive measure as it only targets specific journeys to a business place of work, and should be viewed as one element of an overarching parking strategy for the City.
• It could particularly affect those on low incomes who have to drive to work although over 40% of households in Glasgow don't have access to a car, with this figure being higher for low income households.

Earn more points to allocate to your transport priorities by introducing congestion charges.

Congestion charging could be applied to the most polluted zones and the busiest routes with the most traffic.

Options could be provided for purchasing on a daily, weekly, monthly or annual basis.

Pros of introducing zonal congestion charges:

• It could incentivise more people to travel using green options or public transport, and deter people from traveling by private vehicle as a single occupant into zones with the highest air pollution levels.
• It could help reduce congestion, atmospheric pollution and harmful emissions.

Cons of introducing zonal congestion charges:

• It could result in businesses relocating to areas outside charging zones.
• It could affect those on low incomes the most, however 40% of households in Glasgow don't have access to a car, with this figure being higher for low income households so it could actually improve equalities in the city.

Earn more points to allocate to your transport priorities by supporting greater control and management of parking in the city.

Parking policy is one of the most important ways we have of managing traffic and the demand to use vehicles in the city.

The Council has the option to set charges for parking vehicles ‘on-street’ where restrictions have been introduced, ‘off-street’ within surface and Council managed multi-storey car parks.  The Council can increase or decrease parking charges as appropriate to manage demand (and not to raise revenue specifically). The Council also has a number of Controlled Parking Zones in the city which aim to manage parking, and avoid commuter parking in residential areas. 

Pros of increasing greater management of parking:

• Greater control on parking can discourage people from driving where they could choose to travel on foot, by bike or by public transport instead. This would reduce the amount of vehicles on our roads, and reduce the harmful impacts of too many vehicles - pollution, carbon emissions, collisions and accidents, lack of physical activity, congestion.  

Cons of greater management of parking:

• Higher prices might encourage others to travel elsewhere if they have a choice.
• This would need to be part of a comprehensive parking strategy, to ensure that any increased parking charges in one area did not displace more traffic and parking problems to areas nearby.
• It could affect those on low incomes the most, however 40% of households in Glasgow  don't have access to a car, with this figure being higher for low income households  so it could actually improve equalities in the city.