PARKING POLICY AND ENFORCEMENT

Transcription

1 Appendix 1 Parking Policy and Enforcement PARKING POLICY AND ENFORCEMENT BCC On Street Parking Policy and Enforcement - Dec

2 1 Buckinghamshire The Need for a Parking Policy and Enforcement document What will the Policy do? The Policy Objectives Policy Structure Policy Context... Error! Bookmark not defined. 6.1 Legislation The Traffic Management Act National and Regional Guidance White Paper: A New Deal for Transport: Better for Everyone Delivering a Sustainable Transport System Manual for Streets Planning Policy Guidance and Statements Buckinghamshire County Council Structure Plan Error! Bookmark not defined Buckinghamshire County Council Local Transport Plan 2 (LTP2) Area Action Plans Parking and Access Studies District Council Planning Documents Development of the Parking Policy and Enforcement The Role of the County and District Councils Managing Parking Civil Parking Enforcement (formerly Decriminalised Parking Enforcement) Co-ordination with the Police Public Car Parking Off-Street Parking Prioritising the supply of parking Privately Operated Public Car Parks On-Street Parking Legal Background Objectives of On-Street Parking Control Waiting and Loading Restrictions Permit Parking Schemes Parking as Traffic Calming Parking Provision for those with Special Needs The Disabled (Blue Badge Holders) Doctors BCC On Street Parking Policy and Enforcement - Dec

3 11 Private Car Parking Standards Specialist Parking Parking for Heavy Goods Vehicles Loading Bays Taxis Coach Parking Parking for Powered Two Wheelers Cycle Parking Footway and Verge Parking Double Parking and Parking at dropped kerbs Access Protection Lines Increasing Demand for Parking Space Modal Transfer Achieving Modal Shift Bus Strategy Rail Strategy Cycling Strategy Supporting the Local Economy The Parking Service Economic Links Integrated Approach Key Town Centre Objectives Parking Operational Objectives The Customers requirements Meeting the Customers Requirements Parking Permits Seven Day Charging Off-Street Public Car Park Design and Maintenance Privately Operated Car Parks BCC On Street Parking Policy and Enforcement - Dec

4 APPENDICES A. Buckinghamshire Map B. Vehicle Ownership Statistics C. Civil Parking Enforcement effects of Traffic Management Act 2004 D. Civil Parking Enforcement operational issues E. Draft Police Memorandum of Understanding F. Permit Parking Policy G. Guidelines Use of Footways and Verges Parking H. Civil Parking Enforcement A-Z ASSOCIATED DOCUMENTS Individual District Council Civil Parking Enforcement Guidelines BCC On Street Parking Policy and Enforcement - Dec

5 1 Buckinghamshire Buckinghamshire covers approximately 156,500 hectares, extending from the borders of Slough and London in the south, to the new city of Milton Keynes and Northamptonshire to the north and is a county of contrast. It has a population of approximately 480,000 people living in 188,000 households, and the growth status of the district of Aylesbury Vale, in the north of the county, means that the population is estimated to rise to 511,800 by In contrast the district of Chiltern is protected from development by the metropolitan green belt, which also protects 87% of South Bucks and 48% of the district of Wycombe. Over a quarter of the county is included within the Chilterns Area of Outstanding Natural Beauty. Main towns in Buckinghamshire are shown in Appendix A Vehicle ownership in the county is generally above the national average and above that in the south east region. In particular there are less households without access to a vehicle and a higher percentage of households with access to two or more vehicles (Appendix B). 2 The Need for a Parking Policy and Enforcement document The Future of Transport White Paper published in 2004 set out a long term strategy for a modern, efficient and sustainable transport system. Effective management of the road network is a key part of this. The Traffic Management Act 2004 imposes a duty on local authorities to manage their network to reduce congestion and disruption. The Act also provides additional powers to do with parking and includes increased scope to take over the enforcement of parking and driving offences from the police. The management of parking is one of the most effective means of tackling congestion and its more serious consequences e.g. increased air pollution, delay and unreliability of public transport services. However, the ease and convenience with which visitors and shoppers can access a location by car can have a major influence on the location s overall success and in particular its economic vitality and viability. Planning Policy Guidance Note 13 on Transport states at section 49 The availability of car parking has a major influence on the means of transport people choose for their journeys. Some studies suggest that levels of parking can be more significant than levels of public transport provision in determining means of travel (particularly for the journey to work) even for locations very well served by public transport. This Policy is therefore needed as an integral part of the County Council s transport policy and will contribute to tackling congestion and changing travel behaviour. BCC On Street Parking Policy and Enforcement - Dec

6 3 What will the Policy do? This document sets out a joint parking Policy for Buckinghamshire. It contributes to the second Local Transport Plan (LTP2) for the County and will provide guidance to District Councils preparing Local Development Plans and Parking Management Plans. It will: establish objectives for the effective management of parking in Buckinghamshire, consistent with Government, Regional and County policies on travel choice and sustainable development; provide advice on the control of the supply of parking in new developments in order to support travel by non-car modes; regulate the cost and availability of public spaces to give higher priority to short stay parking in town centres; regulate on-street parking through controlled parking zones and, Civil Parking Enforcement (CPE); enable consistent local area parking management plans to be developed by District Councils. This Policy will be developed further in the light of experience and local needs and will be regularly reviewed during the current LTP2 period and regularly in the during future LTPs 4 The Policy Objectives This Policy aims to complement strategies to reduce traffic growth by controlling the availability of parking spaces, both on and off-street, and by managing the overall supply to meet priority uses. In this way, the management of parking can support policies to promote economic development and support town centres by assisting with the reduction in the levels of congestion. The objectives of this Policy are to: Assist the management of travel demand: by the integration of transport and land use planning at all levels, so that transport and planning work together to support more sustainable travel choices and forms of development; Help to reduce the need to travel: by locating major traffic generators in existing centres where they can be reached without needing a car; Introduce restraint-based parking standards: by avoiding the over-provision of parking spaces through the replacement of minimum with maximum parking standards; Help to sustain and enhance the vitality and viability of town centres: by the introduction of transport policies which support the prosperity of town centres and provide a balance of good public transport and short stay parking; BCC On Street Parking Policy and Enforcement - Dec

7 Effectively manage the total parking supply: by developing parking management plans which include all types of parking and consider short stay priorities, regulation, charges and enforcement. This Policy is based upon a number of key principles: Relevant Parking legislation. Parking Management Plans will need to cover all aspects of parking supply; Parking Management Plans will need to ensure effective enforcement of both on and off-street parking; Parking charges will be used in high demand areas to manage the supply of parking spaces; Parking Management Plans should ensure that the specific parking needs of local residents are considered; In town centres convenient, short stay parking will be given priority; Long stay parking spaces will be provided in less convenient locations, generally on the periphery of town centres; The quantity and cost of long stay parking should seek to discourage commuting wholly by car. BCC On Street Parking Policy and Enforcement - Dec

8 5 Policy Structure This Policy sets out the context and the overall aims and objectives for parking in Buckinghamshire. These will then be developed by a series of supplementary documents prepared and agreed jointly with the District Councils. The overall framework is: Structure Plan Local Transport Plan District Council Local Development Frameworks Parking Policy District Council Parking Management Plans Parking Standards for New Developments Civil Enforcement Procedures Traffic Regulation Order Procedures Operational Manual 6 Policy Context CEO Manual Consultation and Communication Plan 6.1 Legislation The Traffic Management Act 2004 The Traffic Management Act (TMA) received Royal Assent on the 22nd July The main objective is to reduce congestion and disruption on the road network. The TMA sets out certain Network Management Duties, to help and encourage local traffic authorities to achieve its traffic aims including: More effective co-ordination by traffic authorities of the various works carried out in the street, whether these are authority road works, utility street works or miscellaneous activities such as the placing of skips, scaffolds and deposits on the highway; Co-ordination of any operation that may affect the highway network for example refuse collection, deliveries, school transport and events such as carnivals, sporting events etc BCC On Street Parking Policy and Enforcement - Dec

9 Introducing a range of new powers to allow utility works to be better controlled by the introduction of The Traffic Management Permit Scheme 2007; Allowing certain contraventions of the law, such as parking offences, to be dealt with by civil means by Civil Enforcement Officers, rather than through the criminal process. The Traffic Management Act is in seven parts: 1. Traffic Officers 2. Network Management by Local Traffic Authorities 3. Permit Schemes, Street works and Fixed Penalty Notices 4. Street Works 5. Highways and Roads 6. Civil Enforcement of Traffic Contraventions 7. Miscellaneous & General Part 6 of the Act, came into force in April 2008 and provides a single framework for the civil enforcement by local authorities of parking and waiting restrictions, bus lane restrictions and some moving traffic offences. This Part is supplemented by regulations that give authorities outside London civil enforcement powers to cover some moving traffic offences (such as ignoring the rules at box junctions and banned turns) on the basis of camera evidence or the statement of a Civil Enforcement Officer. It also gives additional powers in respect of parking enforcement in areas outside London equivalent to those which already exist in London. Statutory Guidance to Local Authorities on Civil Parking Enforcement was published in February 2008 which describes what local authorities must have regard to when embarking on civil parking enforcement. That document is complemented by Operational Guidance to Local Authorities: Parking Policy and Enforcement dated March 2008 and replaces Part II and Schedule 3 of the Road Traffic Act National and Regional Guidance White Paper: A New Deal for Transport: Better for Everyone The White Paper addresses a wide range of transport issues from cycle parking to the imposition of congestion charges and workplace parking levies, the power for which was introduced by the Transport Act Delivering a Sustainable Transport System Delivering a Sustainable Transport System-2008 outlines the Department for Transport's approach to long-term transport planning in response to the Eddington Study and Stern Review. This document explains how we are putting this into action in a way that both tackles our immediate problems and also shapes our transport system to meet the longer term challenges that are critical for our prosperity and way of life. The document outlines five goals for transport, focusing on the challenge of delivering strong economic growth while at the same time reducing greenhouse gas emissions. It discusses BCC On Street Parking Policy and Enforcement - Dec

10 the difficulties of planning over the long term in the context of uncertain future demand and describes the substantial investments we are making to tackle congestion and crowding on our transport networks. The five goals are: To support national economic competitiveness and growth, by delivering reliable and efficient transport networks To reduce transport s emissions of carbon dioxide and other greenhouse gases, with the desired outcome of tackling climate change To contribute to better safety security and health and longer life-expectancy by reducing the risk of death, injury or illness arising from transport and by promoting travel modes that are beneficial to health To promote greater equality of opportunity for all citizens, with the desired outcome of achieving a fairer society To improve quality of life for transport users and non-transport users, and to promote a healthy natural environment Manual for Streets Manual for Streets is a 2007 joint publication by the Communities and Local Government and Department for Transport. That document replaces Design Bulletin 32 and focuses on the design of lightly trafficked streets and includes a section devoted to parking Planning Policy Guidance and Statements Planning Policy Guidance Notes (PPGs) and their replacements Planning Policy Statements (PPSs) are prepared by the Government to explain statutory provisions and provide guidance to local authorities and others on planning policy and the operation of the planning system. They also explain the relationship between planning policies and other policies that have an important bearing on issues of development and land use. Planning Policy Statement 3 (PPS3): Housing states that Local Planning Authorities should, with stakeholders and communities, develop residential parking policies for their areas, taking account of expected levels of car ownership, the importance of promoting good design and the need to use land efficiently. It is to be expected that, with a sustainable approach to parking, local authorities will revise their parking standards to allow for significantly lower levels of parking than have been the case recently, particularly for developments: in locations where services are readily accessible by walking, cycling or public transport; which provide housing where the demand for parking is likely to be less than for family housing; which involve conversions where off-street parking is less likely to be successfully designed into the scheme. Whatever format of parking is chosen, special account needs to be taken of those with restricted mobility, especially in getting in and out of parked cars and approaching the front door of a house. BCC On Street Parking Policy and Enforcement - Dec

11 Planning Policy Guidance Note 13: Transport (PPG13) requires development plans to set maximum levels of car parking for broad classes of development. The region exhibits a wide range of social and economic circumstances that necessitates a flexible approach to identifying appropriate levels of car parking. Such an approach should provide a level of accessibility by private car that is consistent with the overall balance of the transport system at the local level. Nevertheless, the constraints that will continue to exist in terms of the capacity of the transport system, when coupled with the need to rebalance the use of the transport system, means that overall local authorities should seek a level of parking provision that is more demanding than that set out in PPG13. Planning Policy Statement 6 (PPS6) has replaced PPG6 (Town Centres and Retail Developments). Key areas of policy emerging from this document in relation to Parking Policy include: Local planning authorities should assess the extent to which development proposals have been tailored to meet the Government s objectives as set out in PPG13. Developers and operators should consider reduced or reconfigured car parking areas New developments should be accessible by multiple forms of transport. Planning Policy Statement 12: Local Development Frameworks (PPS12) which sets out the government s policy on the preparation of local development documents contains the following policy advice on the integration of transport and land-use policies: B9. The integration of transport and spatial planning is central to the development and delivery of effective local development frameworks. Local transport policies need to reflect and support the aims of the core strategy development plan document. Land use planning, in turn, needs to take account of the existing transport network and plans for its development. B10. To deliver integration, local development documents outside London should be consistent with the local transport planning policies of the local transport authority for their area. The local transport plan sets out the local authority s transport policies and detailed investment priorities over a five year period. The first local transport plans cover the period up to 2005/6 and the second 2006/7 onward. These should be consistent with the regional transport strategy, an integral part of the regional spatial strategy. B11. Consistency between local development documents and local transport planning policy (as set out in the local transport plan or equivalent) is particularly crucial in shire counties where the district authority prepares local development documents and the county is responsible for transport planning. The South East Plan is a full revision of Regional Planning Guidance 9 (RPG9 - the current Regional Spatial Strategy for the South East) to cover the period to It is not considered a minor amendment of RPG9. The Plan requires that Local Development Documents and Local Transport Plans should seek to achieve a re-balancing of the transport system in favour of non-car modes and BCC On Street Parking Policy and Enforcement - Dec

12 should be based upon an integrated package of measures reflecting, inter alia, the scale of provision and management (including pricing) of car parking both on and off-street. They should also include policies and proposals for the management of the total parking stock. Policy T7: Parking states: Local Development Documents and Local Transport Plans should, in combination: i Adopt restraint-based maximum levels of parking provision for non-residential developments, linked to an integrated programme of public transport and accessibility improvements; ii Set maximum parking standards for B1 land uses within the range 1:30m 2 and 1:100m 2 ; iii Set maximum parking standards for other non-residential land uses in line with PPG13, reducing provision below this in locations with good public transport; iv Include policies and proposals for the management of the total parking stock within regional hubs that are consistent with these limits; v Apply guidance set out in PPG3 on residential parking standards, reflecting local circumstances; vi Support an increase in the provision in parking at rail stations where appropriate; vii Ensure the provision of sufficient cycle parking at new developments including secure cycle storage for new flats and houses which lack garages. The document recognizes that The health and survival of small retailers and services in towns that are not primary retail destinations is highly dependent on convenient and available parking. Care needs to be taken not to discourage visits whilst at the same time minimising car use and prioritising the needs of pedestrians where possible. It is recognised that minimal car usage does not always mean minimal parking provision Local Development Frameworks In seeking to restrain future levels of traffic growth in the county, and to promote more environmentally sustainable travel, the County Council will implement measures to reduce growth in the length and number of motorised journeys; encourage alternative means of travel which have less environmental impact than the private car; and reduce reliance on the private car. The measures to be implemented will include: The implementation of an integrated strategies for town centre on-street and offstreet parking throughout the County. BCC On Street Parking Policy and Enforcement - Dec

13 The County Council believes that controls over car parking in towns are at the nub of their integrated approach to transport. In future the objective will be to match the scale and type of parking provision in towns to their physical and environmental capacity. Within this broad approach, priority will be given to the needs of those who only need to park for short periods of time such as shoppers. This objective will be delivered through controls over both on street and off-street parking and the operation of development control policies. Policy TR4 states: The County Council, in conjunction with the District Councils, will selectively use parking controls to influence car use in towns and manage the demand to travel by car. Parking will be managed by controlling the number of spaces, drawing a distinction between long and short stay parking and differential charging both in car parks and on the highway. It is the policy of the local authorities that both off-street (public and private) and on street provision will be considered together to ensure that provision is complementary. The policy specifically includes giving priority to the provision of short stay parking in order to support shopping, commercial and leisure activities. It also seeks to deter long stay commuter parking, with the exception of parking provision for rail users Buckinghamshire County Council Local Transport Plan The second Local Transport Plan (LTP2) (April 2005 to March 2011) identified a clear set of priorities for local transport improvements: Improving the condition of roads and pavements Improving public transport Tackling congestion Improving road safety It is structured as follows: Part One: Our vision for transport Part Two: Our transport priorities Part Three: Our plan for the future Part One: Our vision for transport sets the context and background for the LTP. It identifies the national, regional and local influences, including the growth agenda, the Community Strategy and the Corporate Plan. This has enabled a twenty-year transport vision that aims to: Secure the strategic and local transport infrastructure and services to sustainably develop the economy; to facilitate growth; and improve accessibility; whilst balancing free, safe and efficient movement of people and goods with protection of the environment. BCC On Street Parking Policy and Enforcement - Dec

14 Supporting this aim, there are four cross-cutting themes for public service, economic, environmental and social development: Transport, growth and the economy Transport, customer priorities and meeting personal access needs Transport and the environment Transport and the development of safe, strong and healthy communities These four themes have a total of 14 associated key policy objectives: Transport, growth and the economy Deliver the strategic transport infrastructure to support sustainable growth, balance housing and employment growth, and minimise growth in commuting Ease or prevent congestion to enable the efficient movement of people and goods and support economic development Reduce the need to travel and improve access to employment Transport, customer priorities and meeting personal access needs Address local priorities for transport improvements, including condition of roads and pavements, public transport, congestion and road safety Address the travel needs of children and young people, including access to employment, education and leisure Address the travel needs of older people, with a focus on improving public transport access to healthcare, food shopping and other essential needs Transport and the environment Maintain and protect the rural environment whilst improving access and amenity, supporting tourism and the rural economy Enhance urban areas by addressing the impacts of traffic and transport on the street scene and the local environment Improve local air quality, especially in Air Quality Management Areas Transport and the development of safe, strong and healthy communities Reduce the number of deaths and serious injuries on the roads of the County Promote healthy travel choices (i.e. walking and cycling) Seek to improve access to healthcare facilities Reduce crime and the fear of crime by enhancing community safety in the maintenance and management of the transport network Work with local communities to develop transport services tailored to the needs of local people, supported by localised delivery and decision making Part 2: Our transport priorities identifies five priorities and develops five transport strategies: BCC On Street Parking Policy and Enforcement - Dec

15 Section A This accessibility strategy has three objectives: Section B Mainstreaming accessibility to ensure all Council services and stakeholders fully consider and address access to goods and services in their activities Meeting strategic accessibility needs to improve people s ability to access major centres (particularly for young and older people) Meeting local accessibility needs by working with local communities to understand access problems and develop local accessibility action plans Tackling congestion - This strategy has four objectives: Section C Keep traffic moving by maximising the use of infrastructure to increase travel capacity, prioritising work on Priority Congestion Management Corridors Achieve modal shift from the private car to more sustainable travel by providing and promoting high quality cycling, walking and public transport routes Manage demand and reduce the need to travel by working closely with District Councils to integrate land use, transport planning and parking policies Increase or build new transport capacity by providing new infrastructure or significant facilities Improving our environment - This strategy has three objectives: Section D Improving air quality by working closely with other partners, especially the District Councils in designated Air Quality Management Areas Addressing transport impacts in urban areas by ensuring transport schemes fully consider quality of life issues Protecting and Promoting the rural environment by safeguarding the unique landscape, heritage and biodiversity of the county Improving Safety - This strategy has three objectives: Section E Mainstreaming road safety throughout all transport schemes and projects Targeting at risk groups especially the younger male (17-40) car driver and motorcyclists to develop interventions that improve safety for all road users Targeting sites, routes and areas of concern to improve the safety of the road environment in Buckinghamshire Managing and maintaining the transport asset - This strategy has three objectives: BCC On Street Parking Policy and Enforcement - Dec

16 Maintaining our transport asset to a very high standard, using nationally recognised technical assessment methods Meeting customer priorities using feedback to identify and respond to customer concerns and aspirations Meeting wider transport objectives to maximise the benefits of maintenance schemes for other transport strategy areas Part 3 Our Plan for the Future sets out the indicators and targets (28 in total) that will be monitored to measure performance. Parking is a recognised influence in many of the strategic areas of the LTP. The LTP seeks to encourage the development of strategies for car parking that benefit short stay over long stay parking. This approach will encourage shopping and support economic activity and also incentivise more sustainable travel to work. However, the LTP recognises that this approach also needs to reflect the rural nature of much of the county, which means that for many people the car remains the most suitable means of transport. There is a need therefore to ensure that parking charges for employees are set at levels that do not prevent local businesses recruiting staff. The LTP also recognises the demand for parking at railway stations. Typically these are 94% full on weekdays and most spaces are occupied before 9.00 a.m. Passenger numbers are likely to continue to increase with a commensurate increase in the demand for parking spaces at or near to the railway stations. The County Council is seeking to encourage the use of alternative modes of travel to the stations Area Action Plans The Transport Area Action Plans (AAPs) have been developed from the Local Transport Plan to enable the residents of Buckinghamshire to understand the work being carried out by the Transportation Service in their local community area. This approach is in line with the 'Getting Closer to Communities' initiative that aims to match services to local needs and address local priorities. A total of eighteen Area Action Plans have been produced and these cover the entire County. Each Action Plan contains specific proposals to tackle congestion in the area and in many cases these actions include objectives relating to the management of parking, both on and off-street Parking and Access Studies Parking and Access Studies have been prepared for both Aylesbury and High Wycombe Town Centres. These contain policies which seek to maintain a readily available supply of BCC On Street Parking Policy and Enforcement - Dec

17 parking spaces for those making short visits to the town centres for shopping trips or trips to access the towns other facilities; thus improving access for those who choose, or have no alternative but to travel by car. They also actively encourage trip makers to consider which form of transport is most appropriate / convenient for their purpose. 6.3 District Council Planning Documents The four District Councils are all working on the preparation of Local Development Frameworks (LDFs) comprising a series of Local Development Documents (LDDs) that together will provide the framework for delivering the special planning strategy for the areas. Typically the LDDs will be made up of the following components: Statement of Community Involvement Development Plan Documents Supplementary Planning Documents The Development Plan Documents will include a Core Strategy Document and a Development Control Policy Document. It may also include Area Action Plans. These may include policies and strategies relating to parking in the areas. Pending the completion of the LDFs the existing District Local Plans remain in operation. All four Local Plans contain specific parking policies and strategies together with car parking guidelines for new developments. BCC On Street Parking Policy and Enforcement - Dec

18 7 Development of the Parking Policy and Enforcement 7.1 The Role of the County and District Councils The County Council is responsible for matters of overall Parking Policy and strategy, which include the definition of maximum parking standards for new developments. The County Council, as traffic authority, will also ensure that on-street parking is controlled, subject to operational and safety considerations, in some cases delegating management of it to District Councils. District Councils are responsible for off-street parking management within their areas and will have regard to the Policy through the preparation of local parking management plans. They will also need to consider the Policy within their Local Development Frameworks and Local Development Documents. The County Council will expect conformity between these documents and the main elements of this Policy. It has also developed a partnership arrangement with the District and local Councils (A New Deal for Buckinghamshire which sets out the arrangements for consultation between authorities. Implementation and monitoring of the Policy at all levels will be co-ordinated through the LTP and District Councils LDFs. In preparing local parking management plans, the District Councils will need to consider the phased implementation of the Policy to safeguard the vitality and viability of town centres, and to enable development patterns to reflect potential improvements to public transport services, e.g. through green travel plans. 8 Managing Parking By definition, all vehicle journeys begin and end in a parking space. As a consequence it is possible to influence demand, journey patterns, times of travel and modal choice with parking policies. Aspects of the parking service that can help to provide that influence include: Civil Parking Enforcement (CPE) Future provision, both public and private Provision of parking for alternative modes Charging strategy Park and ride Management of on street parking Provision for those with specific accessibility needs BCC On Street Parking Policy and Enforcement - Dec

19 8.1 Civil Parking Enforcement (formerly Decriminalised Parking Enforcement) The process which is now generally referred to as "decriminalisation" is a consequence of the opportunity included as an aspect of the Road Traffic Act 1991 that local authorities can apply to the DfT to transfer the responsibility for parking enforcement from the local Police to themselves. These powers were decided upon as a consequence of increasing dissatisfaction with the criminal system of justice as applied to parking enforcement, particularly in London. The Police priorities for enforcement, their ability to meet the growing and changing needs for enforcement, and the ability of the court system to cope with the consequences of non-payment of parking tickets all contributed to the pressure to introduce fundamental change to the system. The position now is that all of the London Boroughs have implemented the powers, and there is a steady growth in interest outside of London at the adoption of the powers. A significant number of non-london authorities, including Buckinghamshire, have introduced CPE. In Buckinghamshire, CPE has been established in Chiltern District, Aylesbury Vale District and Wycombe District. The South Bucks Civil Enforcement Area Steering Group is progressing CPE in South Bucks. A summary of the CPE procedures and the effect of the Traffic Management Act is provided in Appendix C. As required in the Government Guidance, when CPE covers the whole of the County, it will be important to ensure that it is managed and operated in a consistent, uniform and appropriate manner in all areas. Issues which will need to be considered include: Public Consultations Staff Training and Qualifications Enforcement Policies o Staff deployment o Identification of contraventions o Observation rules o Civil Enforcement Officers discretionary powers Permit management o Processing o Cancellation strategy o Debt recovery Annual Reports o Data collection o Publicity Policy review These issues are considered in Appendices D and H and the County Council will seek to agree a uniform set of policies and procedures with all District Councils. District Councils will need to build these into their Parking Management Plans. BCC On Street Parking Policy and Enforcement - Dec

20 8.2 Co-ordination with the Police Whilst the primary duty of parking enforcement will be transferred to the County Council, the enforcement of most moving traffic offences will remain with the Police. It is important that there is a good working relationship between the Police and the County and District Councils. There are opportunities for mutually beneficial information sharing and support which should not be lost by the transfer of powers. In order to achieve a continuing good working relationship between the parties the County Council will seek to agree Memoranda of Understanding for each District Council Area. A pro-forma draft is included at Appendix E. 9 Public Car Parking The different categories of public parking are long and short stay, regulated and unregulated, free and charged, on and off-street. These need to be addressed in the preparation of parking plans. Parking management policies on maximum duration of stay, charges and enforcement levels can all be used to influence travel demand. The controls, which an authority has available to it, or chooses to use, will depend upon the type of area and its level of ownership of off-street spaces. At one extreme, on-street controls and charging will be minimal where parking densities are low and do not affect highway operations. Elsewhere, probably in larger centres, parking demands will create onstreet pressures and congestion, which may require greater control to satisfy priority demands. Parking demands place pressure on the control and management of spaces through the competition for spaces. This is most evident on street around major attractors, such as railway stations where commuters and residents compete for limited spaces. In town centres the parking supply must accommodate a range of short and long stay uses, to deter queues at car parks or excessive circulation in search of spaces. 9.1 Off-Street Parking Policies and charges for off-street parking are a District Council responsibility, although as traffic authority and a statutory consultee the County Council is required to approve new offstreet parking charge proposals where there are no existing charges and consider charge proposals where there are existing charges. Wherever possible the County Council will seek to influence charging regimes, specifically in the urban areas, to influence demand and balance the needs of commuters or employees (i.e. long stay parking) and the requirements of local businesses and shoppers (i.e. short stay parking). During the period of the second LTP the County Council will work closely with District Councils to encourage the development of strategies for car park charges that benefit short stay over long stay parking. Not only will this approach encourage shopping and support economic activity, it will also incentivise more sustainable and congestion friendly travel to work. The County Council will continue to work with local businesses and employees to encourage the use of long stay car parks, Park & Ride, car sharing, car clubs, public transport, cycling and walking for the work journey. BCC On Street Parking Policy and Enforcement - Dec

21 This approach also needs to reflect the rural nature of much of the county, which means that for many people the car remains the most suitable means of transport. It is important, therefore, to ensure that parking rates for employees are set at levels that do not prevent local businesses recruiting staff. 9.2 Prioritising the supply of parking Controlling the type, availability and location of parking can also influence travel demand. Locating public transport and sustainable transport facilities (e.g. cycle parking) closer to the main attractions rather than car parking in a town centre can make these modes more attractive; whilst prioritising parking spaces in car parks, such as locating car share spaces closest to the exit, can also influence modal choice. 9.3 Privately Operated Public Car Parks In some town centres there are privately operated public car parks. The County Council believes that it is essential to the effectiveness of car park management that the operation and tariff structures of these car parks is compatible with that applying at car parks managed by the District Councils. Accordingly, District Councils will be encouraged to enter into management agreements with private car park operators. The management agreements will seek to achieve: Co-ordinated tariff structures which support the County Council s Policy of giving preference to short stay parking in town centres; Co-ordinated signage and information boards; Adequate provision for those with special needs. 9.4 On-Street Parking The main issue concerning designated areas of regulated parking is how controls are managed, charged and enforced. In many parts of the County there will be little or no need for on-street controls apart from selective waiting restrictions applied for safety or capacity reasons. More stringent controls are more likely to be required in town centres, commercial areas or around railway stations where competition for spaces will be greater. Where competition for spaces occurs, priority will normally be given to short stay parking. Longer stay commuter parking will be discouraged in town centres as it will reduce the opportunity for shorter stay parking which is vital to local economy. Subject to the needs of residents being safeguarded, long stay parking will be directed towards the periphery of town centres or Park and Ride sites. Short stay parking should be conveniently situated for shoppers and visitors. Long stay parking should preferably be located in areas within walking distance of centres or where public transport services exist. BCC On Street Parking Policy and Enforcement - Dec

22 Parking controls will be applied selectively in order to address specific problems and will not be used unnecessarily. Limited waiting pay and display spaces or car club spaces close to neighbourhood shopping centres may be introduced in order to provide adequate short stay spaces without the need for more extensive controls. In larger areas where conflicts are likely to be more widespread, the introduction of controlled parking zones will be introduced to manage area-wide parking issues. In the context of residential parking provision, on-street parking can be used by different users at different times and is more flexible than off-street provision. This may be especially relevant in areas where there is a high level of parking demand. In those situations, where planning permission would be required the local planning authority will need to carefully consider planning applications for new off-street parking that would affect the level of onstreet parking provision Legal Background In law, highways/roads are provided for the free movement of goods and people, and parking can be an obstruction. However in recognition of the demand to park and the need to control that parking, legislation exists to prohibit parking (waiting) and to provide spaces where vehicles can be safely parked. The Road Traffic Regulation Act 1984 (RTRA 1984) and Road Traffic Regulation (Parking) Act 1986, empower the County Council to control waiting and loading and to provide parking places where it is necessary for the purpose of relieving or preventing traffic congestion. Parking can be provided free of charge, or a charge may be made. Traffic Signs and markings need to be used that comply with the Traffic Signs Regulations and General Directions 2002 (TSRGD 2002) or that are specially authorised by the Secretary of State Objectives of On-Street Parking Control To remove the danger to other road users caused by obstructive parking; To ensure adequate road space is available for the free movement of all classes of road users including pedestrians; To regulate and control the parking of vehicles, as far as is possible, to such places and times as are convenient to all road users and the needs of the community. To ensure a fair distribution of suitable on-street parking space, within competing demands and resources available. To reduce the need to travel by private car and encourage the use of alternative means (public transport, cycling and walking). To minimise the adverse effects of motorised transport on the environment and to improve health (by reducing noise and air pollution). To improve accessibility, particularly for non-car owners and people with mobility or sensory impairment. To maximise parking in off-street car parks. To enable the safe servicing of industrial and commercial premises. BCC On Street Parking Policy and Enforcement - Dec

23 To reduce personal injury collisions. To provide a level of enforcement commensurate with the scale of contravention and the finances available. Safety on the highway and congestion on traffic sensitive streets are the two key considerations when prioritising requests for changes to parking restrictions Waiting and Loading Restrictions Waiting restrictions Waiting and loading restrictions can only be introduced by making an appropriate Traffic Regulation Order (TRO). These may be introduced to prohibit waiting at any time or for certain times of the day and/or certain days of the week and/or to limit the length of stay. It is important that the restriction is appropriate to address the identified problem. For example, "at any time" restrictions are only be used where there is a constant problem throughout the day and night. Exemptions to waiting are normally included in the Order; however, each site will be carefully examined to ensure the exemptions are appropriate. Waiting restrictions are indicated by the application of road markings and where necessary the erection of signs. Normally the standard yellow colour will be used; however, in conservation areas the alternative primrose or deep cream colours are permitted as are narrower lines. Such markings are not approved in isolated situations. All signing and lining will be in accordance with Traffic Signs Regulations and General Directions and DfT Guidance. Loading restrictions Loading restrictions form part of the TRO dealing with the associated waiting restrictions. Where it is proposed to prevent loading/unloading and objections to the TRO have not been withdrawn, a public inquiry will be held, unless the prohibited period is only between 0800hrs and 0930hrs or 1600hrs and 1800hrs. Bus stop clearways/red Routes Bus stop clearways no longer require the backing of a TRO but will normally only be provided where stopping buses are regularly obstructed by parked vehicles. BCC On Street Parking Policy and Enforcement - Dec

24 Mandatory School Keep Clear Marking These will only normally be considered where non-mandatory markings are regularly obstructed by parked vehicles and there is concern for the safety of the school children. Permitted Parking Within parking places, parking can be set aside for a particular demand or can be shared with other demands. Charges can be made for parking in a parking place and revenue collected. For safety reasons parking places will generally be provided parallel to the kerb. Rightangled or echelon parking will only be used in exceptional circumstances where it can be shown that safety will not be compromised. Free parking places Historically, most on-street parking places have been free to use. These do though rely on regular enforcement to ensure that they are not abused. The County Council will retain free bays in appropriate locations for short-term parking in commercial areas where there is a high turnover of parking. Where there is a high demand for short or medium term parking, charges will be considered to ensure better use of the available spaces. In residential areas, spaces may either be free or charged for and a longer maximum period of stay may be more appropriate. 9.5 Permit Parking Schemes The County Council has adopted a Policy for the provision of permit parking schemes where demand for parking spaces by non residents creates excessive difficulties for residents. The Permit Parking Policy is at Appendix F. There are a number of existing schemes in places within the county and these will be reviewed in order to bring them into conformity with the Policy. Several different control measures have been utilised in the past and these, too, are under review. 9.6 Parking as Traffic Calming Vehicles will not be unilaterally removed from roads, on street parking will be permitted where it is considered appropriate and safe. The County Council recognises that properly managed and sensibly located on street parking can provide a means of slowing moving traffic and reducing the risk of collisions. BCC On Street Parking Policy and Enforcement - Dec

25 10 Parking Provision for those with Special Needs 10.1 The Disabled (Blue Badge Holders) The County Council will follow the general advice included in Parking for Disabled People and PPG13 Good Practice Guide, both published by the former Department for the Environment, Transport and the Regions (DETR). For non-residential developments, 6% of parking spaces should be allocated for disabled persons. In areas of high parking restraint this may not give sufficient spaces, and additional provision may be required. Car parking spaces for people with disabilities should be larger than usual to enable a wheelchair user to transfer easily to and from a car, and thus should have minimum dimensions of 5.0m x 3.6m. Spaces for those with disabilities should be located close the pedestrian entrance/exit of the car park and on an easy access route to the shopping area. Specific on-street parking spaces for the disabled should be conveniently located and suitable routes provided to the shopping area. In residential areas where on street parking is at a premium consideration will be given to the provision of special parking spaces for disabled residents. These will be marked in accordance with the regulations and will not be person specific and may be used by any disabled badge holder. The requirements for eligibility are: 1. Applicants must hold a current valid blue badge. 2. There should be no suitable off-street parking available (e.g. drive or garage). 3. The vehicle used should be registered to the badge holder s address. 4. Safety - the vehicle parked is not likely to cause obstruction i.e. there is sufficient road width for emergency vehicles to pass, the location is not less than 10m from a junction, road space intended as turning space should not be used for marked bays (even if this practice currently occurs) etc. Initially an advisory Disabled bay marked as per the Regulations would be provided. These are generally respected but if non-disabled parking persists within the marked bay a formal TRO will be considered Doctors Consideration will be given to the provision of specific on-street parking spaces for a legally qualified medical practitioner where there is no off-street parking available at the surgery and who may be called to medical emergencies away from the surgery. This will not apply at a doctor s residential property. Any spaces so provided will be marked in accordance with the regulations. BCC On Street Parking Policy and Enforcement - Dec

26 11 Private Car Parking Standards In accordance with national and structure plan guidelines all District Councils have produced parking standards for new developments which are applied as maximum provisions rather that the previous minimum standards. The standards applied in all Districts are generally compatible and only contain minor variations for local circumstances. The County Council will continue to work with District Councils to reduce the amount and effect of uncontrolled private non-residential parking in town centres. 12 Specialist Parking 12.1 Parking for Heavy Goods Vehicles The on-street parking of heavy goods vehicles in residential areas will be discouraged and where necessary controlling TROs will be introduced. The County Council will work with District Councils to ensure that adequate overnight offstreet parking facilities are provided for heavy goods vehicles Loading Bays 12.3 Taxis In town centres and business areas consideration will be given to the provision of specific bays reserved for vehicles loading/unloading and nearby premises. Each individual site will be considered on its merits. The County Council will work with District Councils to ensure that adequate provision is made for ranks for the standing of licensed Hackney Carriages. These will be provided for access to town centres in locations where parked vehicles will not hinder normal traffic flows. Additionally, part-time evening and overnight ranks will be considered in locations which serve the night time economy Coach Parking The County Council will work with District Councils to ensure that adequate levels of offstreet coach parking are provided in town centres and at tourist attractions. On street set down and pick up facilities for coach passengers will be provided where a specific need is identified and justified Parking for Powered Two Wheelers The number of motor cycles is increasing nationally and with it the demand for parking facilities in town centres. The County Council will consider requests for on street parking bays for motor cycles and work with District Councils to consider the provision of conveniently located, secure off-street provision in public car parks. BCC On Street Parking Policy and Enforcement - Dec

27 12.6 Cycle Parking Nationally one third of all car trips are for less than two miles and cycling is an ideal way to make many of these local journeys and assist with the reduction of congestion and CO 2 emissions. In common with car journeys cycle trips end with a need for a parking facility. The County Council will work with District Councils to provide suitably located, safe and secure parking facilities both on and off-street in town centres, transport interchanges and at other locations where demand justifies. The Council is preparing a Community Safety Action Plan for Cycling Security. 13 Footway and Verge Parking The Guidelines covering Parking on Footways and Verges are shown in Appendix G. Traffic Regulation Orders allowing parking, wholly or partly on the footway, have been enacted in some residential areas where parking space is at a premium and where footway parking will not adversely affect the needs of pedestrians. The Highway Code says: Do not park partially or wholly on the pavement unless signs permit it. Under section 19 of the Road Traffic Act 1988, Heavy Goods Vehicles are banned from parking on the footway, although the section is subject to a number of exemptions: in particular an HGV may be parked on the footway when loading/unloading is in progress. Some urban Local Authorities have adopted powers (through Local Acts) to prohibit parking on footways and verges throughout their areas. This prohibition is usually indicated by signs at the boundaries of the urban area. Part 6 of the Traffic Management Act 2004 enables action to be taken when a vehicle is parked alongside a dropped kerb in a Special Enforcement Area. BCC On Street Parking Policy and Enforcement - Dec

28 14 Double Parking and Parking at dropped kerbs Section 85 and 86 of the Traffic Management Act 2004 impose prohibitions on double parking and parking at dropped or raised footways in special enforcement areas designated under the Act. Statutory Instrument No. 1116, dated 2009, provides that there is no requirement to place traffic signs for the purpose of enforcement. Civil Enforcement Officers will enforce dropped kerbs or raised footways where they are defined by tactile paving. Other dropped kerbs, such as private drives, will only be enforced when there are complaints of obstruction and there are sufficient resources available at the time to undertake the enforcement. Parking more than 500mm from the kerb will be enforced by Civil Enforcement Officers in the normal course of their beat routes or specifically where there are sufficient resources available at the time to undertake the enforcement. 15 Access Protection Lines These are lines that are used to protect access to properties. The lines themselves are technically not enforceable but anyone parked on them (other then the property owner) is causing obstruction and therefore the crossover can be enforced in the manner described in paragraph 14 above. Generally it has been found that vehicle drivers do observe the marking. The cost of the lines is paid for by the resident. If waiting restrictions within a road are in place and a new a new access to a property is created within a parking bay then the following conditions will apply: If the parking bay is a limited waiting bay or pay and display bay then the resident will need to fund an amendment to the Traffic Regulation Order as the bay will need to be changed to ensure their access is not blocked by a visiting motorist. If the parking bay is a residents permit holder bay then an access protection line is provided at the cost of the resident. Should the line not be observed then the permit of a resident causing the obstruction would be revoked. Under no circumstance will access protection lines be allowed if the new access has not received the appropriate licence. 16 Increasing Demand for Parking Space The Road Traffic Forecasts for England 2007 indicate that continued growth in all forms of transport can be expected. The graph below indicates the high, medium and low growth expectations. BCC On Street Parking Policy and Enforcement - Dec

29 Over the last twenty years HGV traffic has grown more slowly than other traffic and this trend is expected to continue. Forecast traffic growth is shown below: Vehicle kms, change from 2003 Cars LGV HGV Total Traffic Year All Areas London Large Urban Areas * Other Urban Areas Rural % 1% 12% 9% 13% % 13% 20% 17% 23% % 20% 23% 23% 31% % 17% 17% 17% 17% % 33% 34% 34% 35% % 65% 67% 67% 68% % 2% 3% 2% 4% % 4% 6% 3% 7% % 7% 12% 7% 13% % 7% 12% 12% 11% % 17% 20% 21% 21% % 26% 28% 32% 31% * Large urban areas include Metropolitan areas and towns and cities with a population of more than 250,000. Looking at the potential overall traffic growth from 2007 the following estimates can be extrapolated from the available data: Traffic Growth Forecast Low 7.6% 10.8% Medium 10.1% 17.0% High 11.5% 19.8% BCC On Street Parking Policy and Enforcement - Dec