3.
On-street Parking Supply
3.1
There are several ways in which to categorise the supply of parking places.
Categories may be defined on the basis of where they are; by who controls them or
by which motorists are permitted to use them.
3.2
The two principal categories of parking supply used in this study are on-street
parking and off-street parking. Off-street parking supply is further sub-divided. This
chapter identifies the quantity of on-street space provided within the study area and
the controls that currently operate.
Definition of On-street Parking Supply
3.3
Public on-street parking supply is defined as parking on the public highway, usually
at the roadside. Public on-street parking is often unrestricted however at some
locations roadside controls restrict waiting and loading. On-street parking may also
be in designated bays and charges may or may not be levied.
On-street Parking Supply
3.4
On-street parking supply and demand surveys were undertaken in March 2005.
Following consultation with the parking operations team, it was decided that the
surveys would be undertaken in two areas of the City. Each area was selected
because its predominant land-uses generate large numbers of trips. Both survey
areas are shown in Figure 3.1. Figure 3.2 indicates the type of survey undertaken in
different parts of the central area of Plymouth.
3.5
Each survey recorded the length of available parking space and the restrictions that
operate along each length. Where individual spaces are not defined using road
markings (i.e. in uncontrolled areas), the number of spaces provided is based upon
the assumption that each space is 5.5m long. The following paragraphs give the
results of the survey.
Central Survey Area
3.6
Since the controls that operate in and around the City centre vary, the central area
was sub-divided. The distinction between the different areas was made primarily for
the purposes of the demand surveys (discussed in Chapter 4). The three central
survey areas are shown in Figure 3.2.
3-1
Figure 3.1 – On-street Parking Survey Areas
3-3
Figure 3.2 – Central Survey Area
3-5
City Centre Core
3.7
3.8
3.9
3.10
8
The area shaded green in Figure 3.2 shows that almost all of the kerb length within
the City Centre core is controlled by a parking or waiting and loading restriction. The
following waiting and loading restrictions were recorded in the City centre core:
♦
bus stop clearways
♦
double yellow lines (no waiting at any time)
♦
single yellow lines (no waiting on certain days at particular times)
♦
no stopping (zig-zag markings)
The following types of designated parking area were also recorded:
♦
disabled parking bays
♦
loading bays
♦
motorcycle parking bays
♦
pay and display parking bays
♦
taxi rank
The surveys recorded the length of dropped kerb; across which it is illegal to park but
did not include lengths of Armada Way, Cornwall Street and New George Street that
are pedestrianised. Table 3.1 shows the number of parking spaces in the central
area. In the table the spaces are categorised by the type of restrictions in force along
each length of kerb as follows:
♦
unrestricted
♦
waiting never permitted – includes bus stop clearways, double yellow lines, zigzag markings and dropped kerbs
♦
waiting permitted at certain times – single yellow lines
♦
pay and display parking bays
♦
disabled bays
♦
loading bays
♦
defined users – includes motorcycle parking areas and taxi ranks
Table 3.1 also shows that in the City centre core there are 44 on-street pay and
display bays, six on-street disabled parking bays (disabled motorists may also park
for free in pay and display bays), nine spaces designated for loading and 35 spaces
for designated vehicles such as taxis or motorcycles8. In New George Street and Old
Town Street short lengths of unrestricted kerb were recorded.
Note that in this table one space is 5.5m in length (i.e. could accommodate 3 – 4 motorcycles
3-7
Table 3.1 – Number of Parking Spaces in the City Centre Core Categorised by
Restrictions
Defined Users
Loading Bays
Disabled Bays
Pay And Display
Parking Bay
Waiting
Permitted At
Certain Times
Unrestricted
Street Name
Waiting Never
Permitted
Number of Spaces
Cornwall Street
0
144
0
17
5
0
2
Courtenay Street
0
36
0
0
0
0
0
Derry's Cross
0
41
5
0
0
0
0
Market Avenue
0
66
0
0
0
0
0
Market Way
0
20
0
0
0
0
0
Mayflower Street
0
177
0
27
1
6
0
19
6
0
0
0
0
0
Old Town Street
7
20
0
0
0
0
0
Raleigh Street
0
26
0
0
0
0
18
Royal Parade
0
32
110
0
0
0
0
St Andrews Cross
0
24
0
0
0
0
0
Union Street
4
25
18
0
0
0
2
Western Approach
0
95
10
0
0
3
13
30
712
143
44
6
9
35
New George Street
Total
Controlled Parking Zones
3.11
The area shaded orange in Figure 3.2 indicates the extent of the central area
controlled parking zones. Within this area there are 34 different zones. There is
significant variation in the times when parking restrictions operate with 16 different
times of operation applied throughout the central area. Some operate 24 hours a day,
seven days a week; others operate only on weekdays for one to two hours in the
morning or afternoon. Table 3.2 shows the different times of operation that are used
in the central area of Plymouth.
3.12
Ten of the controlled parking zones are operational 24 hours a day, seven days a
week. Some of these (zones BA, H, L, MA and MB) are adjacent to and south of the
City centre in areas of the City that are popular with visitors. Five, however, are
relatively small zones dotted in locations throughout the central area.
3.13
Six of the controlled parking zones operate from Mondays to Saturdays between
09:00 and 19:00. The majority of these are in the residential areas north of the City
3-8
centre. Figure 3.3 shows how the times of operation vary in the central area of
Plymouth and some rationalising may be appropriate.
3.14
However, the times of operation for controlled parking zones have been largely
determined following lengthy consultation with local residents. On discussion with
staff from both Parking Operations and Traffic Management it is evident that there
are many advantages and disadvantages in having the numerous different times of
operation and that these would need to be taken into account in conjunction with
further consultation before any major changes to these could take place. Table 3.3
presents some likely benefits and associated dis-benefits that may result from
rationalising zones.
Table 3.2 – Controlled Parking Zones in the Central Area of Plymouth
Times of Operation
No.
Operational
Days
No.
Operational
Hours
Zones
Mon – Sun, At Any Time
7
24
B, BA, BC, G, H,
IR, K, L, MA, MB
10
Mon – Sun, 09:00 - 18:00
7
9
Y
1
Mon – Sat, 08:00 - 20:00
6
12
I
1
Mon – Sat, 08:00 - 18:00
6
10
AA
1
Mon – Sat, 09:00 - 19:00
6
10
A, BB, C, D, F, FF
6
Mon – Sat, 10:00 - 17:00
6
7
J
1
Mon – Sat, 08:00 - 10:00
6
2
GG, S, U
3
Mon – Sat, 12:00 - 14:00
6
2
HH
1
Mon – Sat, 14:00 - 16:00
6
2
DD
1
Mon – Sat, 14:00 - 15:00
6
1
R
1
Mon – Fri, 09:00 - 16:00
5
7
N
1
Mon – Fri, 10:00 - 17:00
5
7
TA, TB, TC
3
Mon – Fri, 10:00 - 11:00
5
1
E
1
Mon – Fri, 11:00 - 12:00
5
1
Z
1
Mon – Fri, 14:00 - 15:00
5
1
P
1
Mon – Fri, 15:00 - 16:00
5
1
V
1
3-9
No.
Zones
Table 3.3 - Benefits and Dis-benefits of Rationalising Restrictions Applied
Within Controlled Parking Zones
Benefits
Dis-benefits
Having fewer zone times of operation with
longer operational periods will allow the times
at which enforcement is undertaken to be
varied more easily and will increase the
flexibility over the times when enforcement is
carried out. It will also reduce the number of
sign types that are required and so may
reduce long-term maintenance costs.
Changing the zone times of operation will
require public consultation and changes to
traffic orders and signing. Making these
changes will involve a number of initial costs.
Longer operational periods will increase the
likelihood of residents being able to park
close to their homes.
Longer operating periods would increase
income from penalty charge notices.
The introduction of shared use (limited
waiting / pay-and-display / permit holder)
parking bays within the controlled zone would
allow shoppers and visitors to local services
to park if appropriate.
The introduction of shared use parking bays
within the controlled zone would maximise
use of available on-street parking during the
day.
All day (09:00 – 18:00) operational hours
would address problems caused by
commuters, shoppers, schools, GP surgeries
and bus / train stations. The provision of
shared use parking bays would cater for
short-term parking acts if appropriate.
All day operational hours are likely to be
more effective at deterring commuters. It
would also remove the problem of
commuters moving their vehicles at lunchtime
from a zone with an am restriction to a zone
with a pm restriction.
Residents who do not own a vehicle such as
the elderly, single mothers or the mobilityimpaired, who may welcome frequent visitors
by car, would be disadvantaged.
It would be likely to be residents’ visitors who
would receive penalty charge notices if no
limited waiting or pay and display bays are
provided.
If longer operational periods were put in place
without shared use bays, local shops and
businesses and visitors to those services
would be disadvantaged.
If longer operational periods are put in place
without shared use bays, streets may be left
empty whilst visitors to local shops and
businesses cannot park.
This would not necessarily address the
problems associated with shift worker
parking.
This may result in more commuters parking in
areas outside the controlled zone meaning
these areas may then require parking
controls.
3-10
Figure 3.3 – Controlled Parking Zones: Times of Operation
3-11
3.15
On-street surveys recorded the lengths of all parking and waiting and loading
restrictions that operate within the controlled parking zones together with restrictions,
such as keep-clear markings, loading bays and disabled bays. Table 3.4 summarises
the number of parking spaces in the controlled parking zones.
Disabled Bay
Permit Holder Bay
Shared Use
(Permit Holders +)
Pay And Display
Limited Waiting
Waiting Permitted
At Certain Times
Unrestricted
Zone
Waiting Never
Permitted
Table 3.4 – Number of Parking Spaces in the Controlled Parking Zones
Categorised by Restrictions
A
137
1277
4
18
0
0
236
23
AA
244
967
190
0
0
0
169
15
BA
0
36
0
0
0
3
14
0
C
46
324
0
44
0
0
159
1
D
218
974
123
31
40
0
320
8
E
174
1112
1568
0
0
86
995
9
F
42
518
133
12
5
48
157
0
G
205
109
0
6
0
0
120
1
GG
92
74
23
0
0
0
150
0
H
39
2501
74
0
105
743
348
14
151
67
0
7
0
0
19
3
J
22
872
25
71
0
0
186
1
L
0
269
4
0
20
0
57
1
18
454
4
0
21
0
27
1
N
118
201
1
7
0
0
33
0
P
143
1253
99
26
4
0
282
5
R
34
323
576
51
0
0
494
5
S
75
450
361
18
0
0
533
4
TA
2
296
0
14
0
0
129
0
TA / TB /
TC
3
405
0
0
0
0
82
0
221
808
20
25
0
0
533
3
HH
MA./ MB
U
3-13
Disabled Bay
Permit Holder Bay
Shared Use
(Permit Holders +)
Pay And Display
Limited Waiting
Waiting Permitted
At Certain Times
Waiting Never
Permitted
Unrestricted
Zone
V
6
321
11
13
0
0
201
2
X
0
17
0
0
0
0
0
0
Y
44
183
5
0
0
0
13
1
Z
323
743
15
7
0
145
189
0
Uncontrolled Edge of Centre
3.16
The areas surrounding the City centre that are not subject to parking controls are
shaded blue in Figure 3.2. Like the other central survey areas, waiting and loading
restrictions were recorded (double yellow lines, dropped kerbs etc). Table 3.5
summarises the number of spaces recorded.
Table 3.5 – Number of Parking Spaces in the Uncontrolled Edge of Centre
Survey Areas Categorised by Restrictions
Number of Spaces
Area
Unrestricted
Waiting Never
Permitted
Waiting
Permitted at
Certain Times
Disabled Bays
Area 1
1969
378
8
3
Area 2
2974
772
14
9
Area 3
1672
72
0
1
Area 4
2100
289
23
10
Area 5
1756
352
2
8
Area 6
1848
1464
347
22
Derriford Survey Area
3.17
A very small proportion of the kerb length within the Derriford survey area (shown in
(Figure 3.1) is subject to parking or waiting and loading restrictions. In the majority of
streets parking is entirely unrestricted. Like the central survey area, parking supply in
each part of the Derriford survey area is categorised by the types of restriction that
operate.
3-14
3.18
The Derriford survey area has been broken down into eleven neighbourhoods as
indicated in Figure 3.4 The extent of each neighbourhood is based upon
geographical and land use factors. Table 3.6 lists the number of on-street spaces in
each part of the Derriford survey area. Numbers shown on the plan area are crossreferenced against Table 3.6.
Figure 3.4 – Derriford On-street Survey Area
2
1
8
7
6
10
5
11
4
9
3
3-15
Table 3.6 – Number of Parking Spaces in the Derriford Survey Area
Categorised by Restrictions
Number of Spaces
Ref.
Unrestricted
1
956
313
0
0
1269
2
1599
623
0
0
2224
3
385
248
168
1
805
4
564
134
0
0
702
5
412
105
0
0
522
6
27
511
0
0
544
7
744
298
0
0
1049
8
1177
46
0
9
1240
9
1231
122
0
16
1378
10
460
12
0
1
483
11
218
90
0
0
319
Waiting
Never
Permitted
Permit
Parking
Total
Disabled
Bays
Problems and Issues: On-street Supply
♦
There are very few on-street disabled parking bays within the City centre core.
♦
There is a large variation in the number of different controls operating within the
central area controlled parking zone.
♦
There are lengths of unrestricted roadside within the controlled parking zones.
3-16
Recommendations
Rationalize Parking Controls within the Central Area Controlled Parking Zone
3.19
Although parking controls need to be tailored to local conditions there should be a
degree of consistency. A macro review of parking controls (rather than on a zone by
zone basis) would identify the best way in which to implement this rationalisation.
A greater degree of consistency regarding the controls operational in the controlled
parking zones would:
♦
make the controls more easily understandable;
♦
allow a more flexible approach to enforcement; and
♦
reduce the cost of maintenance of traffic signs in the longer term.
Implement Parking Controls at any length of Unrestricted Roadside within the
Central Area Controlled Parking Zone
3.20
Controlled parking zones are designed to protect residents from the problems caused
by commuter parking. CPZ also contribute to a demand management strategy by
removing the areas where commuters may park on-street if they may no longer park
at their place of work. Allowing commuters to park within the CPZ is not consistent
with either National or Regional policy.
3-17