AGENDA ITEM NO. 8

ENVIRONMENT AND REGENERATION SCRUTINY COMMITTEE

WEDNESDAY 23 SEPTEMBER 2009

REPORT OF THE CHIEF TRANSPORTATION & ASSET MANAGEMENT OFFICER

PARKING MANAGEMENT

1. PURPOSE OF THE REPORT 1.1 To provide Members with the outcomes of a study relating to the feasibility of introducing Residents’ Parking Schemes (RPS) in Wrexham together with updates on the introduction of a ‘real-time’ car park monitoring system and development of long term solutions to manage the demand and impacts of long stay commuter parking.

2. SUMMARY 2.1 Following the meeting in April, specialist parking consultants RTA Associates LTD were commissioned to undertake a study relating to the financial and operational feasibility of RPS in Wrexham

2.2 Potential RPS were identified in the areas of Rhosddu, Smithfiled and Bradley Rd. Parking surveys were undertaken in these areas as part of the feasibility study.

2.3 Following the results of the feasibility study, a detailed proposed design and financial assessment for the introduction of a pilot RPS in the Bradley Rd area has been proposed. This pilot scheme will be used to help inform a consistent and robust set of policy criteria for the future wider application of RPS in Wrexham.

2.4 A tender document for the procurement of a system to provide ‘real time’ monitoring of Town Centre car park occupancy rates and traffic flows on the highway network is being prepared as part of the initial development of a future Urban Traffic Management Control system for Wrexham. It is envisaged the system will be in place and fully operational by the end of the financial year.

2.5 The Wrexham Transport Accessibility Study that is currently progressing, is considering some of the significant development proposals that will impact and influence the future development of the parking strategy.

3. RECOMMENDATIONS

3.1 The Chief Transportation & Asset Management Officer in conjunction with the relevant Local Members, finalise the details and design of a pilot Residents Parking Scheme for the Bradley Rd area, subject to statutory consultation with key stakeholders.

- 1 - 3.2 A report be prepared and submitted to Executive Board for approval regarding the implementation of a pilot Residents Parking Scheme in the Bradley Rd area subject to consultation with local members and key stakeholders.

3.3 A further report be prepared following the outcomes of the Wrexham Transport Accessibility Study when the implications on and requirements of the Parking Strategy can be further assessed.

3.4 A progress report on the implementation and on-going management of a Pilot Residents Parking Scheme in the Bradley Rd area be submitted to Members for consideration six months following the introduction of the scheme.

Martin Wright Chief Transportation & Asset Management Officer

4. INFORMATION

4.1 Residents Parking Schemes

Introduction 4.1.1 As part of the on-going development of a comprehensive parking strategy for Wrexham, in April Members were presented with some of the key policy development areas relating to the implementation of (RPS) in Wrexham. Members resolved that a feasibility study be undertaken to establish the financial and operational viability of such schemes in Wrexham.

4.1.2 Specialist parking consultants RTA Associates LTD were commissioned to undertake a study relating to the financial and operational feasibility of RPS in Wrexham. Members will recall that RTA Associates Ltd have successfully undertaken work for Wrexham in the past (i.e. Civil Parking Enforcement) and were the supporting consultancy in the development of the regional penalty notice processing partnership which has received national recognition for best practice in collaboration and joint working.

Principles of RPS 4.1.3 As reported to Members in April, the main principles upon which RPS are implemented are as follows: • RPS are not intended for areas where there is sufficient space to cater for all parking demands. • The necessary requirement to manage and regulate on-street parking as part of RPS reduces the availability of spaces. • RPS do not guarantee the availability of spaces, nor do they guarantee that a resident will be able to locate a space immediately adjacent to their property • RPS require a more onerous and resource intensive consultation process than is generally required for other traditional traffic and parking management measures. • Due to operational and management reasons, it is considered best practice for RPS to be implemented over an area, usually including several streets

- 2 - consisting of high and low parking demands that will ensure even distribution of any displaced vehicles.

RPS Feasibility Study Methodology 4.1.4 As part of the on-going traffic and network management work, a list of streets where requests for residents parking schemes have been made has been collated for a number of years. Parking pressures in these identified locations can be attributed to their proximity to the major Town Centre trip generators (e.g. Eagles Meadow, Island Green, Yale College etc) and the fact that a large proportion of the properties have no off-street parking facilities.

4.1.5 Following discussions between officers and the consultants regarding the principles of RPS, these locations were re-defined to include neighbouring streets which would be considered susceptible to the inevitable displacement of vehicles, should restrictions be implemented on those streets with parking issues. This has resulted in three potential residents parking zones (Table 1)

Table 1: Proposed Residential Parking Zones (See Appendix A: Plans)

Zone 1 Zone 2 Zone 3 (Rhosddu Area) (Smithfield Area) (Bradley Rd Area) Cross Street Barons Road Bellevue Road Cunliffe Street Benajmin Road Bradley Road Foster Road Bernard Road Bright Street Garden Road Bertie Road Cobden Road George Street Caia Road Gibson Street Gerald Street Dale Street Jubilee Road Lorne Street Hightown Road Lea Road Rhosddu Road Manley Road/Court Peel Street Spring Road Oxford Street Villers Street Vernon Street Palmer Street Ruthin Rd (in part) Smithfield Road Llys David Lord

4.1.6 To determine the extent of parking problems in these zones, a series of parking surveys and street assessments have been undertaken.

4.1.7 The parking surveys involved the recording of vehicle registration marks in each zone on four separate occasions during a 24hr period (i.e. morning, afternoon, evening and night) during the week and at the weekend (Saturday). This information was used to:

• Determine the level of demand for parking in the three defined zones and the cause of the pressure i.e. residents, non-residents or a combination of both. • Assist scheme design in terms of the type and nature of restrictions and the level of enforcement required (i.e. night or day).

4.1.8 Street assessments were undertaken to determine the overall parking capacity of a zone. Factors used in determining parking capacity included vehicle length, kerb length, carriageway width, existing restrictions, accesses and any other localised factors which may impact on parking capacity.

- 3 - 4.1.9 Combining the results from the parking surveys and street assessments allowed a comparison to be made between parking demands and capacity for each of the three defined zones.

Results - Parking Survey/Street Assessment 4.1.10 Figure 1 and Table 2 provide a summary of the results obtained from the parking surveys and street assessments undertaken by the consultants for each of the three zones identified.

Figure 1: Zone Parking Demand vs. Zone Parking Capacity

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Table 2: Parking Demand (Residents & Non-Residents) Zone 1 Zone 2 Zone 3 (Rhosddu Area) (Smithfield Area) (Bradley Rd Area) Parking Capacity Parking Capacity Parking Capacity 380 Vehicles 452 Vehicles 243 Vehicles No. % No. % No. %

Weekday Max 272 72 288 64 215 88 Residents 184 68 184 64 142 66 Non-Residents 88 32 104 36 71 34

Saturday Max 238 63 268 59 227 93 Residents 128 54 126 47 108 48 Non-Residents 110 46 142 53 119 52

4.1.11 Summary: Zone 1 (Rhosddu Area)  Sufficient parking capacity in the zone to accommodate all existing demands.  Maximum demand for parking observed reached 72% of the total capacity of the zone.

- 4 -  Around 32% of parking in the zone during the week is assumed to be non- residential. This increases to 46% at the weekend.  There are some instances of observed parking pressures on individual streets, however much of this is as attributable to an insufficient amount of kerb space to cater for residents’ demands as it is from non-residential parking.  When considered on a zonal basis, approximately 30% of street capacity remains vacant even during peak parking demands.  It is recommended following the feasibility work that the pressure for parking in this zone does not warrant the introduction of a RPS at this time.

4.1.12 Summary: Zone 2 (Smithfield Area)  Sufficient parking capacity in the zone to accommodate all existing demands.  Maximum demand for parking observed reached 64% of the total capacity of the zone.  Around 36% of parking in the zone during the week is assumed to be non- residential. This increases to 53% at the weekend.  Certain streets within the zone are identified as having some parking pressures caused by a large percentage of non-residential parking. However treatment of isolated streets is not financially or operationally viable as the process needs to be repeated over and over again to manage the resultant continued displacement.  When considered on a zonal basis, approximately 40% of street capacity remains vacant even during peak parking demands.  It is recommended following the feasibility work that the pressure for parking in this zone does not warrant the introduction of a RPS at this time.

4.1.13 Summary: Zone 3 (Bradley Rd Area)  Demand for parking in the zone is reaching capacity. Opportunities to locate spaces within the zone are limited during peak demands.  Maximum demand for parking observed reached 93% of the total capacity of the zone.  Around 34% of parking in the zone in the week is assumed to be non- residential. This increases to 52% at the weekend.  Pressure for parking in zone exaggerated by the existing but necessary traffic management restrictions on Bradley Road (No Parking 8am and 6pm Monday to Saturday). Bradley Road residents are forced to use side streets.  It is recommended following the feasibility work that the pressure for parking in this zone warrants the introduction of a RPS.

Pilot Residents Parking Scheme – Zone 3 (Bradley Rd Area) 4.1.14 Following the results of the initial parking survey work, RTA associates have undertaken a financial assessment (Table 3) for the introduction of a pilot RPS for the Bradley Rd Area.

4.1.15 This pilot scheme will be used to help establish a robust set of policy criteria for the wider application of RPS as demand inevitably grows.

- 5 - Table 3: Annual Financial Assessment – Zone 3 (Bradley Rd Area)

Total Capital Set-Up - Physical Engineering Works (£25,608) £30,388 Costs - Permit Hardware Set-Up (£4,780). Total Annual Revenue - Penalty Charge Notices (£23,523) £36,016 Income - Permit Payments (£12,493) Total Annual Revenue - Additional Enforcement (£21,369) £29,302 Expenditure - Processing & Administration (£7,933) Surplus to be used to recover initial set-up Total Annual Surplus £6,714 costs over a five year period.

* The financial assessment is based upon a proposed pilot scheme design and can only be considered as indicative at this stage. Costs are likely to vary as the scheme evolves through consultation.

4.1.16 The main operational and financial considerations used in the design of the pilot RPS for the Bradley Rd Area were as follows:

 To control and manage potential displacements, the zone is to be extended to include the addition of Llys David Lord and a section of Ruthin Rd from the Railway bridge to its junction with Pen-y-Bryn.

 The scheme will operate between the hours of 8am-6pm Monday to Saturday to alleviate the problem of all day commuter parking. These are the most critical times in terms of peak parking pressures as identified by the surveyed intelligence.

 Visitor parking will be accommodated within the zone through the use of dual use bays (e.g. 2hr limited waiting with RPS permit holders exempt). This will also permit local service needs i.e. recreational facilities in Bellevue Park.

 Disabled Blue Badge Holders will be exempt from any restrictions imposed as part of the scheme.

 Residents will be charged for permits to help cover the cost of implementing and maintaining the scheme.

 Permit costs in the pilot schemes have been modelled to deliver a cost neutral scheme over a five year period. (Based upon an assumed level of vehicular ownership in the zone, the cost of an annual permit to residents for the first five years will be £60.00 per vehicle, which is comparable to that charged to Chester residents for similar schemes).

Resource Implications - Pilot RPS (Zone 3 – Bradley Rd Area) 4.1.17 It is important to consider that the introduction and management of RPS are an additional task for the Transportation and Asset Management Department. There are currently no spare financial or operational resources available and their adoption will present more burdens in areas already stretched with their existing remits (i.e. parking enforcement, traffic and network management and transportation planning).

4.1.18 As Members are aware there is currently significant activity in the area of transportation planning. Concurrent with the development of a Regional Transport Plan and the Strategic Transport Accessibility Study of Wrexham that is currently being undertaken, it is acknowledged that the delivery of an effective long term Transport Planning Strategy will require a flexible, reactive and robust Parking Strategy. - 6 - 4.1.19 Integral to the control and influence of traffic and network management and hence transportation policy is the manipulation of parking provisions and controls. To achieve tangible and effective results in this area it is important that there is no overburden of the existing limited resources.

4.1.20 As pressure for more parking management and controls increases both to ensure the continued success of the Town as a regional centre and the drive towards the delivery of longer term aspirations for parking provision and transport management, extensive work has been undertaken on the development of a robust business case to provide for future RPS so as not to establish a legacy of revenue support on the department and Authority.

4.1.21 A financial model has therefore been prepared that demonstrates that the initial capital investment required to implement the pilot project is recoverable within a five year timeframe, whilst also ensuring annual revenue costs are also recouped.

It is therefore proposed that the initial Capital set-up costs will be met via an advance from the Council’s Invest to Save Scheme or prudential borrowing and repaid within a five year period.

4.1.22 In order to assess and report on the financial and operational success of a pilot RPS, it is essential that all associated expenditure and income be ring-fenced from the existing parking management operations. These will remain unaffected by the pilot project.

Timescale - Pilot RPS (Zone 3 – Bradley Road Area) 4.1.24 Subject to Member agreement regarding the principles of a pilot RPS in Bradley Rd Area, work can start immediately on finalising the details of the scheme in preparation for consultation with key stakeholders. RPS are in effect Traffic Regulation Orders (TRO’s), albeit more complex and onerous than traditional traffic management measures. The proposed RPS pilot scheme will therefore be incorporated within the existing TRO making process that Members are familiar with and take within the region of 9-12 months for implementation.

Residents Parking Schemes – Policy Development 4.1.25 It is essential that in the future, parking management becomes more proactive as it will help to deliver long term transport planning aspirations including long term solutions to commuter parking.

4.1.26 It is envisaged that a successful pilot RPS in the Bradley Rd Area will allow for the wider adoption of these measures in other areas in and around the Town Centre. Over time these RPS could eventually amalgamate with one another and the existing on-street restrictions to form a radial zone around the Town Centre. It is important therefore that all schemes are managed and implemented in a consistent manner. To provide for this, a proposed initial set of policy criteria has been developed following the outcomes of the RPS feasibility study.

4.1.27 The following are regarded as the main criteria which should be met prior to the consideration of a residents parking scheme:

a. Not less than 85% of the available kerb side space is occupied during the identified peak periods of parking demand, and a bona fide need of residents is established. - 7 - b. Not more than 50% of the car owning residents have, or could have parking available within the boundary of their own property, or within 200 metres walking distance by way of garages or other private off-street space.

c. The peak or normal working day demand for residents’ spaces should be able to be met.

d. The introduction of a scheme should not cause unacceptable problems in adjacent roads.

e. The Authority should be satisfied that a reasonable level of enforcement of the proposals can be maintained by Civil Enforcement Officers.

f. The proposals should be acceptable to the greater proportion of the residents.

g. Permits for non-residential premises should be able to be limited in their use to essential operational use only.

h. In areas where parking space is severely limited, the introduction of reserved parking does not seriously affect the commercial viability of the area.

i. After a full consultation process a minimum of 50% of the residents of the streets directly affected are in favour of the proposals.

4.2 Transportation Planning & Management – Real Time Information

4.2.1 Further to the current transportation work and to compliment this, a tender document is being prepared for the procurement of a system that will allow for the ‘real time’ monitoring of Town Centre car park occupancy rates and traffic flows on the highway network. Improved data collection and management is seen as a critical first phase approach to the future management of the transport network where innovative Intelligent Transport Solutions (ITS) solutions will play a significant role in the planning, management and operation of the transport network. Typical applications could include Parking Guidance Information Systems, Traffic Information Systems to relay network conditions to users, co- ordination of traffic signals etc.

4.2.2 In the short term, this system will allow for a more comprehensive, informed and responsive approach to transportation planning in Wrexham. For example, comprehensive hourly/daily car park occupancy data could be used to inform the setting of variable charges to better manage variations in high/low parking demands. This real-time data can also be made available to the public via the Council’s website to help inform route and parking destination choice.

4.2.3 The procured system will in essence form the basic building blocks of a future Urban Traffic Management and Control System (UTMC) for Wrexham, capable of monitoring and utilising ITS solutions to improve network efficiency and accessibility for all travel modes.

4.2.4 It is envisaged that the tender exercise will be concluded by December with a fully operational data collection and management system in place funded via Highway Capital Improvement Programme by the end of this financial year. - 8 - 4.3 Managing the Impacts of Commuter Parking

4.3.1 Members will recall that earlier in the year, a series of changes were made to the management of the Town Centre car parks. This included reduced long stay parking charges in an attempt to make better use of underperforming car parks (i.e. Multi-storey – 56% occupancy) and provide an affordable alternative to free parking in the residential fringes.

4.3.2 Manual Town Centre car park surveys are scheduled for the week beginning 22nd September and will provide an indication of the effect the April changes have made on car park occupancies. Initial observations would suggest that the changes have proved successful in attracting long stay commuters into the car parks (Multi-Storey – 95% occupancy). The availability of free parking in residential areas within acceptable walking distances of the Town Centre does however remain an attractive option.

4.3.3 Although it is not possible to fully quantify the level of commuter parking in the residential fringes, the limited area defined survey work undertaken by RTA Associates would suggest that in these areas alone, the numbers are significant. The potential displacement of these vehicles through on-street parking management measures will create a demand for affordable long stay parking that cannot be fully met by the surplus capacity that currently exists in the Council’s Town Centre car parks. This presents real future challenges and areas of further work and consideration in the development of the Parking Strategy.

Parking Strategy Development - Future Parking Management 4.3.4 The management of parking in the Town Centre and residential fringes is an effective and desirable means of managing the impacts of commuter parking and hence traffic and network management. There are however considerable resource and revenue implications concerning:

 the management and implementation of an additional programme of Traffic Regulation Orders (e.g. Residents Parking Schemes, limited waiting restrictions) specifically targeted at managing on-street parking demands.

 the provision of alternative arrangements to cater for the inevitable increase in demand for affordable long stay parking in the Town Centre resulting from the wide-scale application of on-street parking measures.

4.3.5 There a number of potential options that can be examined to provide for the longer term management of commuter parking in the Town Centre. These include:

 maximising the usage of long stay Town Centre car parks through tariff charges and length of stay restrictions

 park & ride/walk

 modal shift to public transport, walking and cycling.

 other innovative solutions e.g. car sharing, home working etc.

To present viable and realistic business case solutions, improved data collection, and analysis of transport statistics and robust financial feasibility are essential.

- 9 - 4.3.6 Following the results of the Wrexham Transport Accessibility Study and the advancement of some significant development proposals that are progressing, the implications on and requirements of the parking strategy can be further assessed.

4.3.7 Future areas of work will consider the development of sustainable business case solutions for parking management in support of broader transport strategy goals.

5. EQUALITIES IMPACT ASSESSMENT 5.1 An initial screening exercise has been undertaken on the development of a draft RPS policy. Additional information is required before a full assessment of the impacts of a RPS policy can be undertaken. This information will be obtained as part of the integral statutory consultation process that is required with key stakeholders.

6. RESOURCE IMPLICATIONS 6.1 There are currently no spare parking enforcement resources (i.e. Civil Parking Enforcement Officers) available to provide the necessary enforcement levels associated with RPS.

6.2 A financial and operational feasibility study has developed a project model that accounts for the necessary additional resources and demonstrates that the initial Capital investment is recoverable within a five year timeframe, whilst ensuring on- going revenue costs are also recouped.

6.3 All associated expenditure and income be ring-fenced from the existing parking management operations (these will remain unaffected by the pilot project). The initial set up costs will be met via an advance from the Council’s Invest to Save Scheme or prudential borrowing and repaid within the five year period.

7. LEAD MEMBER COMMENT

7.1 The Lead Member for Environment and Transport supports the introduction of a pilot RPS in Bradley Rd Area subject to satisfactory consultation with local residents and other key stakeholders. Does have concerns in respect of the utilisation of Civil Enforcement Officers if any RPS scheme is to be expanded in the future to other areas and concerns which would reduce the effectiveness of our Civil Parking Enforcement operations in the Town Centre and rural communities. Welcomes the start of a process to obtain real-time car park and traffic information. This improved data is essential to future transport policy development and as input to the creation and deployment of innovative and effective tools to help manage our car park and network operations. This supports agreed objectives in support of the Regional Transport Plan.

8. WEBSITE INFORMATION

8.1 N/A

CTAMO/52/09

- 10 - Play ing Field Appendix: Residents Parking SchemesC a r P a rk (Zone 1 – Rhosddu Area)

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Queensway Sports Complex

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D e p o t D e p o t - 12 - Multistorey Car Park Appendix: Residents Parking Schemes (Zone 3 – Bradley Rd Area)

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P l a y A re a S h e l t e r

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GP H i g h g a t e Parciau Ya rd B o wl i n g Gre e n T a n k s Par c iau 2 9

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Bryn Offa F S Parciau S P T C B

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Croesnewydd South Junction Garden of Rest

S t Gi l e s C a r P a rk J u n i o r C o n t ro l l e d

P a rk s i d e Car Park PH Garden of Rest I n f a n t s Co n t ro l l e d Garage Sc h o o l

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