CHAPTER 7 London Borough of Brent PARKING AND ENFORCEMENT PLAN

Transcription

1 CHAPTER 7 London Borough of Brent PARKING AND ENFORCEMENT PLAN Contents Overview Introduction Summary of Parking Management Measures Population, diversity and the local environment Stakeholders Plan structure Part 1 Aims, Objectives and Priorities Principles Aims and Objectives Part 2 Spaces for Resident Parking Controlled parking zones (CPZs) Part 3 Spaces for Public Parking On street parking bays Off street parking spaces Parking on housing estates Part 4 Parking Spaces for specific user groups and events Specific user groups Events Dispensations and suspensions Part 5 Parking Spaces & New Development Background Recommendations BRENT LOCAL IMPLEMENTATION PLAN CHAPTER 7 1

2 Part 6 Enforcement Introduction Specific enforcement issues CCTV enforcement Appeals Procedures beyond PCN s Part 7 Parking Management Data Collection Travel Initiatives Disabled bays Appeals Financial arrangements Consultation Monitoring performance BRENT LOCAL IMPLEMENTATION PLAN CHAPTER 7 2

3 Overview Introduction 1 Good parking management is an important tool that can contribute towards wider policy objectives for delivering better network management, reduced road danger, less motor traffic, improved conditions for walking, cycling and public transport use, improved traffic flow, less congestion, raising the quality and amenity in the borough s public spaces and reducing the costs of transport on people and the environment. 2 Intuitively, the private car is the most attractive of all modes; it is widely perceived to be the most convenient and easy to use, offering door-to-door, A-to-B-to-C travel without the hassle of waiting for public transport, the effort of walking or cycling, the limitations of set routes or the discomfort of sharing space with strangers. 3 Unfortunately, the downside is that the appeal of the car makes it a victim of its own success, producing parking stress alongside increased congestion, externalities (including air and noise pollution, road danger, anti-social parking and social exclusion), business inefficiency and degraded public realm particularly in town centres which are declining due to competition from car-oriented centres elsewhere. In Brent, the amount of motor traffic is increasing by 3 per cent per annum; if unrestrained, everyone travelling on the borough s roads by whatever mode will have to set aside extra time for their increasingly unreliable journeys. Furthermore, the GLA projects a 14 per cent increase in the borough s population, rising from 93,968 households in 2001 to a potential of 112,000 by 2016 a potential for over 40,000 additional motor vehicles, each making over 3 return trips per day to be added to the transport mix [source: TRICs data baseline]. 4 There is an inevitable conflict between the perceived need to cater for growth in car ownership and usage (currently rising by 3 per cent per annum) and the finite availability of streetspace and land for parking and movement. In reality, more than half of motorists (a statistically-significant 53% interviewed in a recent You-Gov poll) indicate that they could identify alternatives to the car for more trips; the great majority of which are, in any case, less than five miles in length easy cycling or public transport distance. And only around one in ten stated that they would not give up their car no matter how expensive it became to run [You-Gov, August 2006]. No. Cars/ Vans/household Household car ownership in Brent No. % No. % Car-free 40, , , , , , , , Total Households 93, , Table 1: Household car ownership BRENT LOCAL IMPLEMENTATION PLAN CHAPTER 7 3

4 5 The externalities of illegal parking include manifestations of road danger, obstruction, inconvenience, degraded public realm and footway (pavement) maintenance costs. Illegal footway parking in particular causes obstruction for pedestrians with wheelchairs and buggies and results in broken paving, which can become a trip hazard often leading to serious injury to elderly pedestrians, defeating the object of maintaining footways. Payments made by the Council (via its insurers and other parties) to settle claims for injuries resulting from trips, falls and other incidents due to defective surfaces totalled about 33,500 in 2005; a further 250,000 in claims was outstanding. 6 Brent s approach to transport policy is predicated upon the need to continuously and robustly improve the management of the borough s network, to reduce the need for travel and to facilitate more sustainable ways of using cars from promoting a shift to alternatives to car use to establishing city car clubs and car-free development. This Parking and Enforcement Plan builds on the existing three year forward plan, produced in 2003 Parking Service Developments, to produce a comprehensive policy framework for the future of parking management. We are confident that it offers a fair and consistent approach that takes into account the various needs of residents, visitors and businesses in the borough. Policy Context London-wide Transport Strategy (MTS) 7 London s transport strategy (MTS) sets out the borough s statutory requirement to develop a Parking and Enforcement Plan: 4G.Pr17: Parking and Enforcement Plans must fully reflect the objectives of the Transport Strategy and, in particular: be comprehensive, including consideration of parking provision, charging regimes, on-street controls and parking standards; be co-ordinated and compatible with surrounding authorities; provide a clear strategy for effective enforcement; support the economic viability of town centres, whilst reducing the overall availability of long-stay parking; ensure that the needs of disabled people, motorcycles, buses, coaches, business and freight are taken into account, along with loading and signing issues in relation to parking; demonstrate how the provision, location, safety and security of public car parks will deliver the objectives of the Strategy. London Plan The London Plan sets out the strategic planning framework for the whole of Greater London, including policies for parking. Minimum standards are set out in Annex 4; these are reflected at local level in the Unitary Development Plan and / or Local Development Framework. BRENT LOCAL IMPLEMENTATION PLAN CHAPTER 7 4

5 Brent Local Implementation Plan Brent s Parking and Enforcement Plan is published as Chapter 7 of the Local Implementation Plan, which sets out policies and proposals for transportation in Brent. In Chapter 5, section E (Streets) policies 4G.Pr1 (motorcycle parking); 4G.Pr2 (Functions of the Network); 4G.pr4 (Bus lanes and enforcement); 4G.Po5 (CPZs); 4G.Pr15 (Parking and Enforcement Plan); 4G.Po6 (Parking standards); 4G.Pr16 (Public car parks); 4G.Pr17 (Parking and Enforcement Plan); and 4G.Pr18 (Parallel Initiatives). Section H (Cycling) policy 4J.Pr7 and Brent Cycling Action Plan establish the concept of Home Bike Parking and provides a commitment to installing short and long stay cycle parking across the borough. The cycling action plan sets out cycle parking (minimum) standards for new development. Engaging with the public 10 Ongoing communication with the public and stakeholder groups is an essential part of the development and implementation of Brent s transport policies, programmes and implementation, including the development and implementation of this Parking and Enforcement Plan. 11 There are a number of key stakeholders with a close interest in this document. Some may be affected personally and directly, whilst others, including locally elected members and officers need to consider their wider role in serving the best interests of the Council and the borough as a whole. A number of public bodies can be indirectly affected and others have a duty as regulators to ensure London wide and national policies are addressed. 12 This Parking and Enforcement Plan seeks to balance often conflicting stakeholder interests and at the same time remain consistent with the Council s wider policy objectives relating to road danger reduction and the judicious management of the road network. 13 Brent s Local Implementation Plan was subject to consultation via a borough-wide questionnaire, the findings of which can be found in LIP Chapter 10. A Parking Conference was held early in 2005 to establish the public s views on the issues surrounding parking management; further consultation will help to bed down the contents of this plan. Chapter 10 also outlines the value and benefits of public engagement, notably that local people are the best commentators on local conditions. Structure of the Parking and Enforcement Plan 14 Part 1, Aims, objectives and priorities, sets out the Council s parking and enforcement aims and objectives having regard to the following contextual documents: The Council s Parking Strategy and the Forward Parking Plan Brent s Local Implementation Plan, and in particular Chapters 5 (policies and proposals) and Chapter 6 (Brent Road Danger Reduction Plan); Planning policy guidance notes and statements, including PPG6 (town centres) and PPG13 (transport); London s Transport Strategy; BRENT LOCAL IMPLEMENTATION PLAN CHAPTER 7 5

6 Brent s Unitary Development Plan, Local Development Framework and associated maximum parking standards; and Brent Air Quality Action Plan. 15 Part 2, Spaces for resident parking, sets out specific arrangements for residents parking in the borough including proposals to expand the borough s portfolio of controlled parking zones (CPZs) which aim to reduce local parking stress by managing provision and demand, particularly in areas close to railway stations where drivers from outside the borough come to park in order to complete their trips to central London by train or Underground. Details of the current permit charging regime and a comparison with other boroughs are provided. 16 Part 3, Spaces for public parking, describes the range of public off and on street parking provision available in the borough. It includes parking arrangements for tenant and leaseholder residents of housing estates, which are often served by private or unadopted streets. Details of on street and off street parking and permit charges are included. 17 Part 4, Parking for specific users, describes a range of measures intended to provide and manage parking for specific users including disabled people, the emergency services, cyclists and commercial motor vehicles. The section also sets out policies with regard to festivals, events and major places of worship that play an important role for Brent s diverse population. 18 Part 5, Parking spaces for new Development, sets out parking standards and other planning considerations that the Council will take into account when considering applications for new development. 19 Part 6, Parking Restrictions and Enforcement, sets out range of restrictions used around the borough to control parking and details about the Council s enforcement operation. A number of issues are identified and recommendations made to improve the service. 20 Part 7, Parking management, covers a wide range of parking support services and requirements and introduces the important element of monitoring upon which improvements and any future adjustments can be based. 21 Part 8, Targets and Actions, provides a summary of relevant targets and actions to be achieved over the three year lifespan of this parking and enforcement plan. BRENT LOCAL IMPLEMENTATION PLAN CHAPTER 7 6

7 Part 1 Principles, Aims, Objectives and Priorities Principles 1.1 Brent Parking and Enforcement Plan sets out the Council s commitment to the achievement of a series of key principles. These are set out below. Principle 1: Brent s hierarchy of parking provision and need: 1.2 The policies of this plan are predicated upon the following set of hierarchies for road users and motor vehicle types in order to maximise the contribution that is made by parking policies to the Council s wider policy objectives: Hierarchy Type Overarching policy objectives and targets (arising from the MTS and local priorities) Road user hierarchy On-street parking need *Includes residents additional parking requirements for visitors and tradespeople (eg builders) who may require operational parking all day. Public off-street parking need Vehicle type Priority Road Danger Reduction and perception of reduced danger for all modes; Modal shift to walking, cycling and public transport use and more sustainable patterns of car use; Network Management Duty and balanced street space allocation; Requirements for sustainable developments; Improved air quality; Improved public realm; Facilitation of travel plans; Road user hierarchy (see principle 3 below). All parking schemes must have practical regard to the needs of road users in accordance with the hierarchy, even if this entails the loss of parking spaces. 1. Local disabled resident parking need* 2. Non-local disabled parking need* 3. Local resident parking need* 4. Essential worker in the delivery of public service 5. Local business operational parking/servicing need 6. Short-stay shopper/visitor parking need 7. Long-stay shopper/visitor parking need 8. Long-stay commuter parking need 1. Disabled persons parking need 2. Operational and servicing need (for local businesses) 3. Shopper and visitor parking 4. Commuter parking 1. Emergency vehicle 2. Pedal cycle 3. Shared/pool car including city car clubs 4. Cleaner/greener private car 5. Powered two-wheeler BRENT LOCAL IMPLEMENTATION PLAN CHAPTER 7 7

8 Other vehicles conventional private car Buses, public service motor vehicles, taxis and other motor vehicles require short term parking and standing facilities to enable efficient operation. These needs will be considered outside of the hierarchy. Table 1.1: Hierarchy of Parking Needs Principle 2: Brent s Hierarchy of Road Users The Council adopts the Hierarchy of Road Users as follows: 1. Pedestrians and disabled people; 2. Cyclists; 3. Public transport; 4. Freight access; 5. Business motorised motor vehicles; 6. Private motor cars. 1.3 The Traffic Management Act 2004 defines all of the transport users and modes listed above as traffic ; thus in Brent s policies, specific modes or users are referred to individually, for example, as pedestrian traffic, cycle traffic or motor traffic / motor vehicles. The benefits of the careful and fair management of parking in Brent should be felt by everyone making journeys in Brent, regardless of mode. Principle 3: Brent s local hierarchy of streets 1.4 In order to deliver its Local Implementation Plan and Road Danger Reduction Plan policies, the Council has adopted the following local hierarchy of streets. It is important to note that this hierarchy is an additional layer upon the nationally defined categorisation and is intended as a measure to influence the planning and design of highway schemes. The Parking and Enforcement Plan will have due regard to the hierarchy as follows: The Environmental/social realm: Social streets (generally home zones and other streets with motor speed and access restricted); and Social streets with a distributor function (having a primary social function and appearance but which are also adapted to carry larger volumes of motor traffic. Example: Exhibition Road, Kensington. The intermediate realm: Social streets with a through motor traffic and distributor function where motor traffic has priority, but is not allowed to dominate the space. Measures include de-engineering, removal of guardrailing and excessive signage, making wide, direct at-grade pedestrian crossings, providing cycle parking in the median strip and introducing lower speed limits. Examples: Kensington High Street and 20mph zones. BRENT LOCAL IMPLEMENTATION PLAN CHAPTER 7 8

9 The travel (inter-urban) realm: Streets that facilitate the distribution of large volumes of motor traffic. Such streets include the North Circular, the motorway network and lengths of borough principal streets. Other than on motorways, cyclists and pedestrians would be welcomed and their movement appropriately facilitated, however for those who would wish to avoid using such streets, an alternative well-signed network (for cyclists, comprising alternative streets and connecting (off-road) links to maximise permeability and minimise diversion) should exist. 1.5 This hierarchy was agreed as a local principle by Brent s Public Realm Theme Group at its meeting of 7 th November A map of the network will appear in the Streetscape and Road Danger Reduction Design Manual. Principle 4: The Road Danger Reduction Charter 1.6 The Road Danger Reduction Charter establishes the Council s approach to reducing danger on the borough s streets, improving the borough s environment and achieving modal shift: The Council adopts the Road Danger Reduction Charter, which is a pledge to: 1. Seek a genuine reduction in danger for all users by identifying and controlling the principal sources of threat. This has relevance in terms of the need to use parking management, design, implementation and enforcement policies to control the level of danger on the borough s streets; 2. Find new measures to define danger [and perceptions and attitudes towards risk ] on our streets. These will more accurately monitor the use of and threat to benign modes. This has relevance in terms of the need to measure the levels actual and perceived risk associated with parking and enforcement policies, enforcement issues and the design of parking measures, on the basis that this policy contributes; and 3. Pursue a transport strategy for sustainable travel based on developing efficient, integrated public transport systems. This would recognise that current levels of motor traffic should not be increased. Parking restraint measures, together with other initiatives, including car clubs, travel plans for workplaces and schools, will assist in the management of finite parking space, facilitate more efficient operation of public transport and reduce the amount and perception of danger for people on foot or cycle. Principle 5: Broad environmental criteria for establishing (revised) parking and Permit charges 1.7 The Council will progressively develop a parking and CPZ permit charge structure that reflects a balanced transport policies and overarching environmental aims and objectives. On this basis, and subject to local conditions, parking and permit charges will be higher in areas where the combination of motor traffic and parking impose the greatest external BRENT LOCAL IMPLEMENTATION PLAN CHAPTER 7 9

10 costs on the community and the environment, and also in locations that are highly accessible by public transport, walking and cycling. In addition, maximum stay parking will periods will be set to discourage commuting. 1.8 The broad criteria for setting charges are as follows, although each case will be considered on more detailed merits: Highest charge Lowest charge or free (in exceptional circumstances only) Exceptions to the general rules Locations that are highly accessible by public transport, walking and cycling and therefore have the greatest potential for mode shift, and which suffer high levels of congestion and parking stress; Locations where the environmental impact of high motor traffic volumes is greatest, including congestion, costs to the economy, air pollution, noise, danger and community severance. The most acutely affected areas are generally within parts of the borough designated as Air Quality Management Areas; Locations where enhancement and maintenance of the built environment is most needed and where parking and motor traffic volumes are judged to significantly undermine the quality of the built environment and discourage walking and cycling; Areas where local strategies for transport are directed towards restraining the use of private cars; Secondary shopping locations on the edges of town centres and including smaller district centres with good public transport, cycling and walking accessibility, where nevertheless the car plays a significant role in maintaining a viable local economy; Areas that have poor public transport accessibility and low density catchment areas, where the car is acknowledged as an essential tool to meet daily needs. In local shopping areas, the Council will consider the merits of providing free short stay parking (max half an hour) in order to facilitate stop and shop ; Charges for specified users, low emission vehicles and city car club vehicles will be varied according to their adjudged contribution to reducing the negative externalities of car use. Cycle parking will be provided free of charge except where there is good reason to make a charge (for example to cover the reasonable costs of maintenance and (re)provision of long stay facilities). Motorcycle parking will also be free of charge, but only until such time as the Council identifies a robust mechanism for registering that a motorcyclist has paid for parking. Table 1.2: Broad environmental criteria for establishing car parking charges 1.9 Pricing mechanisms can however be used to influence motor vehicle ownership, type and usage within the borough. When reviewing parking permit charges, the Council will take into consideration the need to encourage a shift to vehicles that have the lowest negative externalities and set permit prices based on DVLA charging models. The cost of permits is used to pay for the continuation and expansion of the service and any excess is invested in transportation projects. BRENT LOCAL IMPLEMENTATION PLAN CHAPTER 7 10

11 BRENT LOCAL IMPLEMENTATION PLAN CHAPTER 7 11

12 Highest permit charges Lowest permit charges Large fuel-hungry vehicles including SUV s and other large-engined cars (which also impose significant other externalities); Vehicles with medium fuel consumption engines, but in excess of 1400cc Small vehicles with engine sizes of less than 1400cc Medium to small-engined vehicles running on alternatives to petrol or diesel, including hybrids Medium to small-engined vehicles running exclusively on non-petroleum sources, including renewable energy sources and biodiesel. Table 1.3: Variations to parking permit charges based on fuel consumption and propulsion. Overarching Aim 1.10 The Council s overarching aim is to plan, implement, manage and enforce parking in the borough in a transparent, fair and sustainable manner in order to deliver, within reasonable parameters, the highest quality of service to all residents, businesses and visitors in the borough and contribute to the effective and sustainable management of demand for the use of the borough s streets To achieve this aim, a good parking and enforcement plan will meet the following standards: Objectives Be comprehensive, including consideration of parking provision, charging regimes, on-street controls and parking standards; Be co-ordinated and compatible with surrounding authorities; Provide a clear strategy for effective enforcement; Support the economic viability of town centres, whilst reducing the overall availability of long-stay parking; Ensure that the needs of disabled people, motorcycles, buses, coaches, business and freight are taken into account, along with loading and signing issues in relation to parking; and Demonstrate how the provision, location, safety and security of public car parks will deliver the objectives of the strategy. Strategic objectives S1: Give priority to reducing danger on the borough s streets, raising the quality and amenity of the borough s public spaces, promoting the modes (walking and cycling) which impose the least costs, including danger, on other people and on the environment, and in the process improving the health and wellbeing of the borough s citizens. S2: Reduce the need to travel, especially by car, and encourage and facilitate more sustainable patterns of travel. BRENT LOCAL IMPLEMENTATION PLAN CHAPTER 7 12

13 S3: Effectively manage traffic in the Borough to reduce motor traffic congestion and transfer demand for travel to a choice of modes. S4: Support strong, diverse and sustainable economic growth and job creation, and locate new development where it can be readily accessed by sustainable travel modes and where the need for additional parking can be minimised; S5: Promote the social, environmental and economic revitalisation, regeneration and development of the Borough s town centres and other centres by improving accessibility for all modes of travel. S6: Deliver an integrated transport policy, which supports community opportunity, social inclusion and equity by improving access to jobs and services for all, in accordance with clearly identified priorities. Parking objectives P1: Managing overall parking supply and demand and allocate space in accordance with policy principles based on a transparent assessment of needs and priorities; P2: Prioritise the provision of high quality cycle parking across the borough including programmes for providing parking at rail stations, schools and other locations that are not on the highway network; P3: Ensuring that the management of parking around schools is influenced and supported by school travel plans that also foster more walking and cycling; and respond to the reasonable concerns of schools that are negatively affected by parking activity; P4: Ensuring that parking management supports road danger reduction initiatives (especially for pedestrians, cyclists and other vulnerable road users), including Safer Routes to School initiatives and emergency access requirements; P5: Responding to the needs of disabled people and providing conveniently located and effectively enforced parking to enable easy access to activities and facilities; P6: Progressively install CPZs in all areas of the Borough experiencing on-street parking stress, subject to consultation with the local community P7: Supporting the legitimate parking and loading requirements of businesses, taking into account commercial needs for delivery and servicing movements and the opportunity for changing delivery schedules and motor vehicle sizes; BRENT LOCAL IMPLEMENTATION PLAN CHAPTER 7 13

14 P8: Ensuring that parking management is supportive of the safe and efficient operation of the public transport network in the Borough; To support effective parking management by: P9: Coordinating the management (including charging) of on- and offstreet parking to ensure a comprehensive and complementary approach; P10: Monitoring, reviewing and consulting on the provision and operation of CPZs; P11: Allocating parking permits with clear conditions of use based on transparent and consistent principles, which give priority in accordance with the defined hierarchy of parking need; P12: Preventing or deterring parking on footways and verges where alternative options exist to ensure that the safety and convenience of pedestrians, the visually impaired and disabled is paramount; P13: Giving priority to short-stay shopper/visitor and city car club parking over long-stay commuter parking, to complement policies that encourage town centre vitality and discourage inter and intra Borough car trips; P14: Regularly collecting parking data and monitoring changes in the parking stock to inform parking management activities; P15: Maximising the potential of the Council s information technology (IT) to support an effective and efficient parking management operation; P16: Ensuring the following issues are considered: a - The safety of all road users; b - Projected demands for day-time and night-time residents car parking; c - Visual intrusion of proposed car park/s on the surrounding environment; d - The balance between car-parking for residents, visitors and local businesses; e - Opportunities for and implications for the dual-use of parking; f -Convenient parking provision for delivery and service motor vehicles; g - Parking for medical practitioners on call; h - Shared use bays specifically to benefit health care workers; I - Business permit requirements; j - Resident permit requirements; k - Signage that is clear, unambiguous and well-maintained; l Opportunities for and implications for the dual-use of parking spaces; BRENT LOCAL IMPLEMENTATION PLAN CHAPTER 7 14

15 m Restraint on traffic growth by reducing available commuter parking; and n Restraint on motorcycle traffic growth by allocating limited numbers of dedicated parking bays. To ensure all new development has regard to the requirements of this PEP by: P17: Having regard to the specific characteristics of new development when considering residential planning applications to ensure that wherever possible provision is made for: a Convenient and secure parking for bicycles (and provision of showers and changing facilities for cyclists); b Convenient car-parking for people with disabilities; c Operational parking and servicing needs; d Car parking related to shift and unsociable hours working; and P18: Actively seeking car free or car-capped development where accessibility by non-car modes is particularly good or can be made so, by requiring developers to enter into a Section 106 (legally binding agreement) to secure the measures necessary to improve accessibility by non-car modes; P19: Actively prioritising parking provision for city car club motor vehicles; P20: Ensuring that the location of car-parking spaces takes into account the priority of the need for a secure, safe and sensitive pedestrian environment with a multiplicity of direct routes when considering planning applications for residential developments; and P21: Using S106 Planning Agreements to secure developer contributions towards the costs of meeting and ameliorating the travel demand generated by improving public transport, walking and cycling, installing Controlled Parking Zones (CPZs), establishing car clubs and, where necessary, creating regulated and controlled public car parks; To focus on Customer needs by: P22: Engaging and communicating with both internal and external stakeholders to inform them of parking management issues. BRENT LOCAL IMPLEMENTATION PLAN CHAPTER 7 15

16 Environmental Objectives To improve sustainable access by: E20: Providing secure and conveniently located short-stay and long stay-cycle parking, especially in areas of high demand, ensuring that it is designed and located without obstructing access for pedestrians or being hazardous to people with sensory impairments; E21: Ensuring that parking management is supportive of sustainable travel initiatives, such as travel plans, car clubs and car free development; E22: Improving accessibility for essential traffic such as buses, delivery motor vehicles, emergency services and for pedestrians and cyclists; E23: Providing parking for powered two-wheel motor vehicle parking to meet operational requirements but not to encourage greater use of these motor vehicles, which represent a safety and environmental concern; To meet environmental objectives by: E24: Ensuring that parking management complements the Council s transport policies, having regard to street traffic, modal shift and road danger reduction targets and the need to reduce unnecessary car travel; and E25: Taking all reasonable steps to meet air quality and other environmental objectives through the implementation of this plan. Enforcement Objectives The six PEP Enforcement Objectives are: Enf 1: Ensure an effective, transparent, consistent and fair enforcement operation is maintained to maximise compliance with the Borough s parking regulations; Enf 2: Give high priority to the enforcement of parking and road traffic regulations with emphasis on reducing road danger, obstruction and impacts on bus services; Enf 3: Increase the number of bus lanes able to be enforced by camera; Enf 4: Ensure that the most appropriate method of parking and bus lane enforcement (e.g. moving camera, static camera, parking attendant) is utilised for each location; Enf 5: Ensure traffic signage is both maintained and kept clean in order BRENT LOCAL IMPLEMENTATION PLAN CHAPTER 7 16

17 to ensure regulations are both clear to motorist and legally enforceable; and Enf 6: Ensure parking facilities and controls situated at the Borough boundaries are co-ordinated with neighbouring authorities; Enf 7: Ensure that enforcement activities include targeted enforcement in the vicinity of schools to reduce the level of illegal, dangerous and anti-social parking activity. BRENT LOCAL IMPLEMENTATION PLAN CHAPTER 7 17

18 Part 2 Spaces for Resident Parking Controlled Parking Zones (CPZs) 2.1 CPZs are usually implemented to assist areas suffering from parking stress particularly in locations with high demand, such as around public transport interchanges. They have become essential in Brent as measures to improve the environment, reduce the amount of extraneous motor traffic, improve conditions for walking and cycling and to assist the operation of local public transport so that it becomes a more attractive travel option. 2.2 The first CPZ in the borough was implemented in 1997 in response to severe congestion in Wembley Town Centre. Further CPZs were subsequently implemented around other town centres to protect residential areas in the south from motor traffic displaced by the congestion charging zone. Currently there are 36 CPZs in Brent accounting for just under 35 percent of the Borough. Most are located in the south (27) than the north of the borough (9). Operating times for CPZs and special parking zones are as follows: CPZ area Operating hours Days GA; GM; MC Mon - Sat MA; MK Mon - Fri QA Mon - Sat GB; GC; GD; GH; KS; NS Mon - Fri C; G; H; HS; HW; KM; MW; NC Mon - Sat K; KB; KC; KD; KG; KL; KQ; KR Mon - Fri E; W Mon - Sun Temple Area Any time Wembley Event Days 8am to midnight on event days Parking arrangements for bank holidays will be considered on a case by case basis; however in most cases a bank holiday will be regarded as equivalent to a Sunday. Table 2.1: Individual CPZ Operating Hours CPZs outside the Wembley Protective Zone 2.3 There are approximately 23,600 residents permit spaces allocated to local residents in borough CPZs. Business permit spaces are also available; however business permit holders are also permitted to use residents permit bays (see paragraph 2.7 below). This situation has been changed in some CPZs where simple shared-use permit bays have been introduced for both types of permit holder. Revenue from CPZs is used to cover the cost of enforcement and CPZ review, development and administration. 2.4 Every resident who lives within a CPZ, who keeps and uses a car, may apply for a resident permit provided they can verify with evidence that they reside at an address within the zone boundary. Permits are issued subject to the availability of bays. In planning and reviewing CPZs, the Council will seek to place appropriate limits upon the availability of bays in order to restrain the growth in household motor vehicle ownership, particularly in areas with good public transport accessibility and local services within easy walking and cycling distance. BRENT LOCAL IMPLEMENTATION PLAN CHAPTER 7 18

19 2.5 Visitor Parking Permits (scratch cards) are also available to enable residents' visitors to park all day in a resident permit holder bay. Visitor permits are validated by scratching out the day and month, and entering the motor vehicle registration number. 2.6 In addition, residents may purchase an annual Visitor Household Permit. These can be given to their visitors to display on the inside of the windscreen, to the front nearside of their motor vehicle. These permits can only be used in the street indicated on the permit in which the resident resides, and are not valid elsewhere in the CPZ. 2.7 Business permits are available for a business located within a CPZ for company owned motor vehicles, or employees personal motor vehicles, on the condition that they are used for the purchase and sale of goods, and/or services on behalf of that company. A business permit displaying the letter "B" and the zone identification letter(s) allows the holder to park in any permit holders and shared (permit / pay-and-display) parking space within that zone. All spaces are clearly signed. 2.8 CPZs can be tailored to meet the parking needs of disabled people and short-stay shoppers, as well as the essential waiting and loading needs of local businesses. CPZ controls assist the operation of local buses by preventing illegal, obstructive on-street parking activity. They can also enhance the local environment by creating a safer, less cluttered street scene, free from dangerously parked and abandoned motor vehicles. Review of existing CPZs outside the Wembley Protective Zone 2.9 With regard to existing CPZs, a number of issues have now emerged which will be addressed: There are currently 5 Band A and 31 Band B charging zones in the borough where the penalty charge for illegal parking is 100 and 80 respectively which is inconsistent. There is a lack of compliance in some of the older CPZ areas because they have not been reviewed or re-banded recently; Bank holiday operation of CPZs will be considered on a case by case basis. In general, bank holidays should be considered as equivalent to a Sunday ; and There is a need, as part of all new and reviewed schemes, to incorporate adequate local on-street secure cycle parking for residents in order maximise the contribution of CPZs to encourage demand for cycling as an alternative to driving Table 2.2 below includes details of CPZs that have been, or will be, reviewed. CPZ Development Programme (not including Wembley Protective Zone) 2.11 Brent is committed to the introduction of new and extended controlled parking zones where there is parking stress and public demand, and has a programme of implementation within the borough. The introduction of the CPZ programme is subject to detailed public engagement; new or extended BRENT LOCAL IMPLEMENTATION PLAN CHAPTER 7 19

20 CPZs in areas that meet the criteria are based on the advice given in Traffic Management Parking Guidance for London As a result, 11 new CPZs were successfully implemented in Brent in the 2003/04 financial year funded mainly from Transport for London (TfL), to mitigate the impact of the Central London Congestion Charging Scheme. In , another 17 CPZ schemes were implemented and in 2006/7, eight new CPZs and seven CPZ reviews are programmed. The main source of funding for these schemes was the Transportation Service Unit revenue budget All new CPZ schemes are designed in accordance with Government policies and guidelines relating to integrated transport, motor traffic restraint, environmental improvement, commuter parking control and modal shift. Council will also maximise the contribution that CPZs and their revenue can play in reducing road danger and improving conditions for walking and cycling. The programme of work for the 2005/06 financial year as set out in Table 2.2 below: Scheme Stage Proposed Dates New zones or extensions Zone GS (new) Zone HW extension Zone GB extension Zone NT (new) Zone E extension Consultation and All Soul s Avenue Implementation Zone NS extension Preston Road 1 hour free parking Review Zones GC, GH, E, GD, QA, KL, NC Consultation and financial year September - October 2006 Implementation The implementation of CPZ schemes will include the design and implementation of on-street covered cycle parking or the provision of home bike parking solutions for residents where appropriate. Table 2.2: Implementation and review of borough CPZ s Charges for permits outside of the Wembley Protective Parking Zone 2.14 The types of permit and the charges currently levied in Brent are as follows: Permit Type Period Charge Resident permits Business permits Visitor Scratchcards Temporary permits Annual Annual Per Year Per Day (For the 1 st motor vehicle) 75.00(For the 2 nd motor vehicle) (For the 3 rd motor vehicle) Note A maximum of three (3) permits per household are issued (See Table 2.4 for comparison with other boroughs) 50p 1 Month 5 BRENT LOCAL IMPLEMENTATION PLAN CHAPTER 7 20

21 Essential User permits Annual Doctor s permits Per Bay per year 150 Short stay visitor s permits Per day 50 pence/voucher (Available for purchase in books of 10) Special Parking permits Per Annum 75 Suspension & Dispensation Per day 15 (and a one-off administration charge of 10/application is required) Table 2.3: Current Parking Permit Charges at February Note: Permits issued to the residents of housing estates and people with disabilities are discussed separately in paragraphs 3.3 & 5.1 respectively 2.15 Resident parking is regulated though the provision of CPZ residents permits. At the time of writing (February 2006), the borough allows each household to purchase up to three resident parking permits and any number of Visitor Parking Permits or vouchers. Resident s permits are ONLY issued to applicants who are residing at an address within the Controlled Parking Zone boundary. In all cases proof of residency is required upon application to prevent non-residents from obtain a Resident Parking Permit Parking permits are issued by the Council s Parking Shops for use in designated parking places in the Borough s CPZs. Various types of permit are issued, and there are currently around 17,500 in circulation. These will increase with the creation of new CPZs in the future Permits are not issued to residents and/or business users who have outstanding parking fines unless proceedings have progressed to the appeals stage or where there is evidence that the outstanding payment will be made. The Brent Housing Partnership also operate a strict policy of not issuing estate resident s permits to applicants who are in debt to the Council, in addition to applicants who cannot prove that a motor vehicle is taxed. This could now be mirrored by the Council as an effective policy to reduce the number of untaxed motor vehicles on the Borough s streets In order to ascertain whether vehicles are registered, taxed and insured, StreetCare requires additional resources and an improved IT system that is capable of accessing the DVLA register of vehicles and keepers. This is because it is possible to ask vehicle owners to produce valid tax discs, because whilst the vehicle is parked on-street without the disc on display, the driver would be liable to prosecution The cost of a Resident Parking Permit was last reviewed in April Table 2.3 sets out the current charges in Brent and Table 2.4 below illustrates how this compares with neighbouring boroughs. BRENT LOCAL IMPLEMENTATION PLAN CHAPTER 7 21

22 Borough Barnet Islington Camden Enfield Hackney Charge 1 st motor vehicle - 35 per annum 2 nd motor vehicle - 65 per annum 3 rd motor vehicle - 90 per annum 95 per annum 90 per annum TBC 80 per annum 1 st motor vehicle - 30 per annum Waltham Forest Subsequent motor vehicles per address - 50 Table 2.4: Comparison of Resident Parking Permit charges 2.20 Whilst it is evident that charges in Brent compare favourably with charges in other London boroughs, the cost of a Resident Permit needs to be reviewed annually and benchmarked against the charges of other boroughs in London, taking into account factors including the broad externality-based criteria for applying parking charges set out in Table 2.3 above. This will help ensure that a fair and equitable balance is maintained across North West London. As a general rule, the borough will increase permit charges annually based on the retail price index plus two per cent Parking space is at a premium in parts of the borough in particular in the Wembley and Kilburn areas. The Council has already introduced the principle of incremental charges for Resident Parking Permits and this principle could now be extended to support the Councils traffic reduction policies. Permit allocation criteria and measures to influence demand could then be progressively introduced to meet the broader objectives set out in this PEP Residents parking permit charges are however, a highly sensitive subject, and local residents frequently raise the issue during CPZ public consultation exercises. Care will therefore need to be exercised both before and during the implementation stages of any such policy decision. Visitor Parking 2.23 On-street visitor parking in the Borough s CPZs is controlled through the issue of visitor parking vouchers, which take the form of scratch cards Daily visitor scratch cards enable a visitor to park all day in a designated resident bay without further payment. They are supplied in books of 10 permits at 5 per book. A maximum of 15 books per year per household will be supplied at this price; thereafter the cost per book will be 10. The Council is currently considering increasing the charge of the scratchcards from the current 5 per book to 10 per book. To prevent loss or theft visitor s permits have to be collected in person from the Parking Shop Visitors parking permits are validated by scratching out the date and entering the motor vehicle registration number on the permit. The terms and conditions of use are shown on the permit. BRENT LOCAL IMPLEMENTATION PLAN CHAPTER 7 22

23 2.26 Residents can also purchase an annual visitor permit at 75 per annum, which must be displayed on the inside of the windscreen of their visitor s motor vehicle. It must be stressed that these permits are only valid for use by bone fide visitors to residents in the particular street for which it has been issued. Any fraudulent use of the permit will lead to the withdrawal or cancellation of the permit The Council does not currently require powered two-wheel motor vehicles to display visitor vouchers, as displayed vouchers are vulnerable to theft Table 2.5 below shows the charges made by neighbouring boroughs for visitor permits than Brent. Area Barnet Islington Charges Book of 10 scratch cards 5 Temporary 3 month permit - 35 Book of hour scratch cards - 6 Book of 10-3 hour scratch cards - 18 All day 5.25 (max 10 per annum) Camden Enfield Short stay 40p per hour for 1 st 40 hours 80p per hour for next 40 hours 1.20 per hour for last 40 hours TBC Hackney Book of 10-8 Waltham Forest 10 x 5 hour permits x 2 hour permits x 1 hour permits - 5 Table 2.5: Comparison of the Current Charges for Visitor Parking Business Parking Permits 2.29 Permits are available for all businesses located in a Controlled Parking Zone for company owned motor vehicles, or employee s personal motor vehicles, provided that they can adequately demonstrate a genuine need for operational parking requirements. The Business permit scheme is intended to support companies who need to use their motor vehicle to carry out functions essential for their business, for example carrying out deliveries The Council s Highways Committee last reviewed Business Permit charges in January 2003 and approved an increase of 20% effective from 1st April The increase was slightly higher than the national inflation rate over the 4 year period that they were last reviewed. However, the committee accepted that higher charges would encourage businesses to use their motor vehicles as effectively and economically as possible thereby helping to support the Council s broader sustainable transport objectives. The current charges are illustrated in table 2.6 below: BRENT LOCAL IMPLEMENTATION PLAN CHAPTER 7 23

24 Type of Business Permit Standard Delivery vehicle 12 Month Permit Month Permit Month Permit Table 2.6: Current Business Permit Charges 2.31 Table 2.7 below shows that these charges are on the whole lower than those being charged by other London boroughs: Borough Islington Hackney Tower Hamlets Charges 250 per annum Limited Zones; 800 per annum 450 per annum Multi Permit: 450 for first, 160 for 2 nd to 5 th and then 350 for 6 th Wandsworth All Zones 450: individual zones [with discount for green fuel] ranging from 350 to 88 Barnet South of Euston Road 770 [for installation] for permit. North of Euston Road 190 Table 2.7: Comparison of Business Permit Charges in Other boroughs 2.32 In 2000, the Road Charging Options for London (RCOL) report estimated that the rental value of a parking space in inner London was approximately 1,500. This estimate will have increased with inflation and the introduction of the CCS. This further indicates that current business permit charges in Brent are low The application forms and qualifying criteria have been reviewed to close any loopholes that have previously been exploited by those who use their motor vehicle for convenience rather than an essential tool in carrying out their business. When applying for a business permit two photographs of motor vehicles are required, one to show the company logo/corporate identity and one the motor vehicle registration number. Liveried permit holders are permitted to park in any permit holder bay The Council has been receiving an increasing number of complaints from businesses that they do not have enough parking permits for staff. There is a strong case to vary charges when more than one permit is issued per business. Shared use bays may also be used to alleviate this problem. The Council will undertake a comprehensive review of all business permits in the borough, looking at the existing situation, including permit supply and demand and benchmarking it against the schemes of other London boroughs The Council will ensure that the reasonable and legitimate on-street parking needs of local businesses are met to support the Borough s local economy and will consider varying business permit charges across the Borough. Onstreet business parking is an alternative to off-street provision, the costs of which are higher in the south than the north of the Borough Business permits and charges, including private sector usage of the all zone business permit, will be comprehensively reviewed. The review will BRENT LOCAL IMPLEMENTATION PLAN CHAPTER 7 24