Supplementary facts and observations about Parking Permit SchemesContextIn late October 2017, the SPJARA Working Group attended a meeting with key people from Gloucestershire County Council’s Parking and Highways Departments.
The purpose of the meeting was to • seek specific answers that we could not find elsewhere to a variety of questions about PPS • gain a better understanding of the PPS end-to-end process • understand the criteria required for GCC to start a PPS process |
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DisclaimerSPJARA takes a strictly neutral stance about on-street parking. It is important to state that SPJARA representatives were not at the meeting to lobby or promote any point of view. However, residents have expressed concern at the deteriorating parking situation, and in order to research all possible solutions, we must fully understand and explain the details of PPS.
We have done our best to ensure accuracy in this document, but if there are errors or omissions, please alert us with an email to [email protected]. Thanks! |
A note about Gloucestershire County Council (GCC)We were most impressed with the expertise, depth of understanding and willingness to help us demonstrated by the Council’s Officers. They were open and flexible. More than once, we heard phrases such as "…making life better for the residents", "seeking best outcomes", and we were sure they meant what they said. Also, they knew our area intimately.
Our thanks go to Jim Daniels, Parking Manager, Alexis Newport, Highways Project Manager, Traffic Regulation Orders and Kevin Mather, Parking consultant to GCC For the record, their opinion overall was that ours was and is a congested area and they felt, just as they did last time in 2012, that our area would benefit from a suitable scheme. |
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This document should be read in conjunction with Gloucestershire County Council's publication "Parking Permit Schemes" which provides most of the core details about these schemes.
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A note about 2012
It is worth noting that an extensive process was carried out in 2012 which resulted in residents turning down the proposed scheme at that time. All the details of that scheme can be seen here. If in the interim, the mood of the residents has changed to the extent that it is felt that a new consultation process might be initiated, it would seem sensible and cost-effective for the 2012 scheme to form a logical starting point for GCC.
If a body such as SPJARA can prove to GCC that there has been a significant change in residents’ opinion and provide evidence that there is a majority in favour of a PPS scheme, GCC would consider the Zone 9 process again, taking the current financial situation and current workloads/ resources into account.
If a body such as SPJARA can prove to GCC that there has been a significant change in residents’ opinion and provide evidence that there is a majority in favour of a PPS scheme, GCC would consider the Zone 9 process again, taking the current financial situation and current workloads/ resources into account.
The PPS process, costs and legalities
Overall we learned that the process is less formal and rigid than we might have expected. For example, there is no specific threshold of signatures needed to trigger the process. Theoretically, a request from a single resident is enough to get GCC to at least look at the issue. In practice however, GCC much prefer dealing with residents through a Residents’ Association such as SPJARA, especially if that Residents’ Association comes along with a reasonable degree of proof of a groundswell of demand for a PPS solution. GCC would not want to commit scarce resources unless they perceived a genuine local demand for a scheme.
The process of considering a request for a scheme and the informal consultations required is based on a case-by-case basis. Legislation defines the specific reasons for proposing any scheme that requires a Traffic Regulation Order (TRO) - which would apply to this scheme.
It is worth noting that GCC has no legal obligation to carry out an informal consultation process, but such a consultation process can be carried out if the council is convinced of the legitimate and viable case for doing so. The rest of the TRO process is, however, legally binding and must comply with all legislation, including legal timescales.
It is perhaps fortunate that the 2012 scheme exists as a starting point. That should help considerably to reduce the typical £50k - £80k cost. A scheme of this size could cost parking services £50k for the Traffic Regulation Order aspects alone. Construction costs would be additional to this figure and might be about £30k. The cost of implementing a Permit scheme is an up-front expense for the Council and it takes typically at least 5 years, perhaps up to 8 years to recoup the cost.
Councils are not allowed, by law, to make a profit from a Scheme. Therefore, the price of permits cannot be hiked up to provide income for GCC. At present, the cost of permits is projected as £50 for the first car and £100 for a second car. This is actually lower than it was in 2012 mainly due to certain economies of scale of managing adjacent Zones etc.
Usually only about 30% of residents apply for permits. Others may not drive a car, or may have off-street parking, or prefer not to pay and take the chance of parking in nearby unrestricted streets. That would mean (roughly) that this Zone would purchase about 200 permits*£50 = 10k payback per annum - hence the 5+ years payback
Final costs would also depend on the amount of conversations needed and the objections received.
The process of considering a request for a scheme and the informal consultations required is based on a case-by-case basis. Legislation defines the specific reasons for proposing any scheme that requires a Traffic Regulation Order (TRO) - which would apply to this scheme.
It is worth noting that GCC has no legal obligation to carry out an informal consultation process, but such a consultation process can be carried out if the council is convinced of the legitimate and viable case for doing so. The rest of the TRO process is, however, legally binding and must comply with all legislation, including legal timescales.
It is perhaps fortunate that the 2012 scheme exists as a starting point. That should help considerably to reduce the typical £50k - £80k cost. A scheme of this size could cost parking services £50k for the Traffic Regulation Order aspects alone. Construction costs would be additional to this figure and might be about £30k. The cost of implementing a Permit scheme is an up-front expense for the Council and it takes typically at least 5 years, perhaps up to 8 years to recoup the cost.
Councils are not allowed, by law, to make a profit from a Scheme. Therefore, the price of permits cannot be hiked up to provide income for GCC. At present, the cost of permits is projected as £50 for the first car and £100 for a second car. This is actually lower than it was in 2012 mainly due to certain economies of scale of managing adjacent Zones etc.
Usually only about 30% of residents apply for permits. Others may not drive a car, or may have off-street parking, or prefer not to pay and take the chance of parking in nearby unrestricted streets. That would mean (roughly) that this Zone would purchase about 200 permits*£50 = 10k payback per annum - hence the 5+ years payback
Final costs would also depend on the amount of conversations needed and the objections received.
Custom Solutions
We felt reassured that tailored solutions to match specific street or road needs were not only possible but were actually being suggested to us.
No one overall solution will match the needs of every road and street in this area. That said, there needs to be a certain degree of consistency both with surrounding zones and with streets in the same zone in order to avoid confusion for the motorist and to ensure that enforcement remains effective.
What is the impact on my road?
Here is a link to a document that describes the possible solution or options that might apply to each street or road. Note that this is based on the 2012 recommendations. It is useful to give you an idea of the options for your own road.
Examples of the differing characteristics of our roads and streets are:
There are solutions to some or all of these problems, which might or might not suit residents e.g.
There is however no ‘a la carte’ menu of all the options from which residents can pick and choose; rather, appropriate solutions, on a road-by-road basis would be presented by GCC during the process.
No one overall solution will match the needs of every road and street in this area. That said, there needs to be a certain degree of consistency both with surrounding zones and with streets in the same zone in order to avoid confusion for the motorist and to ensure that enforcement remains effective.
What is the impact on my road?
Here is a link to a document that describes the possible solution or options that might apply to each street or road. Note that this is based on the 2012 recommendations. It is useful to give you an idea of the options for your own road.
Examples of the differing characteristics of our roads and streets are:
- some roads have no off-street parking at all e.g. much of Ashford Road
- narrow roads e.g. Tryes Road, Gratton Road
- junctions and road safety issues e.g. Painswick Road and Ashford Road
- pavement parking has become “normalised” e.g. St Philips Street
- Many garage drop kerbs on one side e.g. one side of Andover Street, rear Park Place
There are solutions to some or all of these problems, which might or might not suit residents e.g.
- Bays that use half the road and half the pavement
- A road where “Permit Holders only” are allowed in particular section of the road, possibly useful where there are many drop kerbs and garage entrances and yellow lines would be wasteful of precious space (e.g. Andover Street, west side)
There is however no ‘a la carte’ menu of all the options from which residents can pick and choose; rather, appropriate solutions, on a road-by-road basis would be presented by GCC during the process.
Parking Bays - size and configuration considerations
- Parking bays are typically not divided across their width. This is so as to maximise capacity and allows flexibility on length of car and reduce waste - provided of course that people park sensibly and considerately
- It seems that "if it fits in a bay, it can have a permit" seems to be the practical answer to the question of what size and type of vehicle can be granted a permit. The minimum width of a bay is 1.8 metres. It would therefore seem sensible for residents to agree carefully the width of bays at the consultation stage as a sensible measure to prevent the parking of vehicles that are inappropriate to the residential nature of our area.
- It would also suggest that bays might benefit from being a particular length, again to prevent overly large vehicles from parking. That needs to be coupled with effective enforcement of correct parking within bays.
Zone Size
A Zone should have "the capacity to absorb its own displacement" - which seems to mean that a Permit Holder should always be able to find a space within the Zone, albeit perhaps not directly outside the resident’s home. It is felt by SPJARA that a smaller zone - or zones - has certain inherent advantages that should be explored fully with GCC during the consultation process.
No Return
The GCC county-wide order states “Save as provided in Article 32 of this Order no person shall cause or permit any Motor Vehicle to return to a parking place or another parking place in the same road during Operational Hours until after the expiration of the time shown on the Plans when a vehicle is permitted to return to the same parking place.’
Parking on Pavements, e.g. St. Philips Street
GCC (APCOA) can enforce pavement parking when vehicles are parked adjacent to a yellow line as the yellow lines cover the entire highway's boundary and not just the main carriageway. The highway boundary includes the carriageway and the footway.
The police can issue a fixed penalty notice to a vehicle that is parked on a pavement that is obstructing pushchairs, wheelchairs.
Please be mindful that obstruction is a very broad issue. The police review on a case-by-case basis and can only issue a fixed penalty in certain circumstances. It is not an offence to park on a footway outside of London.
The police can issue a fixed penalty notice to a vehicle that is parked on a pavement that is obstructing pushchairs, wheelchairs.
Please be mindful that obstruction is a very broad issue. The police review on a case-by-case basis and can only issue a fixed penalty in certain circumstances. It is not an offence to park on a footway outside of London.
Visitors' Permits
• Vouchers are valid for 1 year from date of purchase
• Cannot be accumulated into another year
• It's £1 all weekend for a visitor. Pay for Saturday - but Sunday is free
• Unless stated on the sign plate (and in the TRO), bank holidays are classed as normal day.
• Cannot be accumulated into another year
• It's £1 all weekend for a visitor. Pay for Saturday - but Sunday is free
• Unless stated on the sign plate (and in the TRO), bank holidays are classed as normal day.
Yellow Lines
SPJARA was assured that Highways and Parking Departments work closely with each other when it comes to Yellow Lines and parking bays. This was mentioned in response to our question about the danger of say, yellow lines being implemented at particular points where subsequently, were a PPS to be put in place, they might no longer be required – and a parking space could be lost. GCC departments adopt a joined approach to working both internally and with external stakeholders.
