Thank you, Deputy Presiding Officer. Nicely following on from the plastic promises, if we're serious about climate change, then we need to use all the tools at our disposal to get the behaviour change we need. In line with the 5p carrier-bag levy, a modest workplace parking levy would get employers and employees thinking about the environmental cost of using the car to get to work, and improve the sustainability of their business operations.

How many businesses really consider this and have an active travel plan to share with their employees? Clearly some do. HM Revenue and Customs is relocating from Llanishen to Cardiff city centre, where next to none of their staff will be using private cars to get to work. The BBC is having to think about this too, as they move from Llandaf to Central Square. A workplace parking levy could concentrate BBC minds on how many vehicles they really need for that rapid response to breaking news, and the transport of expensive and sometimes heavy recording equipment, which, practically speaking, I agree needs to be done in one of their dedicated vehicles.

This charge would be on the use of commuter parking places and complements a future clean air Act, as well as the draft national development framework. It's designed to encourage employers to manage and potentially reduce the amount of workplace parking places they provide, or as to whether that resource could be used more effectively for some other activity. It would give public bodies an injection of cash to pump prime public transport and active travel routes, where these are inadequate, which, unfortunately, is the case in most parts of Wales. Nowhere in Wales do we have the public transport infrastructure enjoyed by other comparable European countries.

Nottingham introduced a workplace parking levy in 2012. This is a lot easier to implement than a standard congestion charge, and they were clearly outlining that the first 10 parking places are free. It does not apply to disabled parking places, front-line emergency services or vehicles being used for the transport of goods to and from as part of their business. Staff parking at hospitals and other premises are also exempt. The impact has been fantastic. The air quality has improved, nitrogen oxide emissions have gone down and it's generated £44 million in the last seven years, ring-fenced for transport projects. Nottingham bus and tram use per head is the highest in the country outside London. Employers rather than employees are responsible for paying the workplace parking levy, although eight out of 10 companies in Nottingham do pass the charge on to their employees, which stands this year at £415 a year or £8 a week. So, at least it encourages drivers to consider other modes of transport or at the very least car sharing.

The power to impose a workplace parking levy was granted to transport authorities in England and Wales under the Transport Act 2000, but no Welsh local authorities have yet taken this up. Is it that they aren't aware of their new powers or did they body-swerve away from it?

Cardiff did include a workplace parking levy in a recent green paper and say they're still considering it. And towering over it is the High Court ruling last year against the UK Government, Welsh Government and local authorities, including Cardiff, to reduce nitrogen oxide emissions in the shortest time possible. We have to remind ourselves that Cardiff's air pollution is now worse than Manchester or Birmingham, which are much larger cities.

It isn't just Cardiff that has so far failed to follow Nottingham's example. Newport and Swansea have no plans either and Wrexham is keeping a watching brief on how this pans out in other local authorities in recognition of its potential contribution to tackle town centre congestion. They've recently imposed parking controls on their own councillors and staff using the council's town centre premises.

There is a problem with just leaving this to local authorities. The Scottish workplace parking levy, recently passed by the Scottish Parliament, could lead to a large increase in income for, say, Edinburgh, which they'll no doubt spend on local transport proposals, but it won't solve the congestion caused by commuters coming from further afield, say, the border areas, where the transport provision is so abysmal that people are obliged to come by car.

So, this Bill would enable a whole-of-Wales focus on where workplace parking levies are required in line with the particularities of each local authority and where they could shape it to their own local circumstances. Transport for Wales and the city deals would need to have a role in shaping the application of the money to measures that will maximise the reduction of car use for commuting to work.