Hull City Council Parking Policy & Operating Arrangements

Hull City Council

Parking Policy & Operating Arrangements

June 2014

Highways Safety and Transport Festival House 93 Jameson Street Hull HU1 3JJ

Contents

1. Introduction……………………………………………………………….. 4 2. Background……………………………………………………………….. 5 3. Issues and Challenges…………………………………………………… 7 4. Parking in the City Centre……………………………………………….. 9 4.1.On Street parking……………………………………………….. 9 4.2. Car Parks……………………………………………………...... 10 4.3. Tower Street car park………………………………………….. 11 4.4. Car park accessibility, design ………………………………… 11 4.5. Baseline for future parking provision given loss of car park on redevelopment………………………………………………………………… 11 4.6. Publicity…………………………………………………………… 12 4.7. Coach and Large Vehicle Parking…………………………….. 13 4.8. Event Parking……………………………………………………. 13 4.9. Business User Parking…………………………………………. 13 4.10. Electric Vehicle Parking……………………………………….. 13 5. Parking in All Areas Outside of the City Centre………………………… 14 5.1 Controlled Parking Zones……………………………………….. 14 5.2 Business permits…………………………………………………. 15 5.3 Waivers……………………………………………………………. 15 5.4 Requests for New Zones, Parking Surveys and Consultation. 16 6. Assistance to those with Restricted Mobility……………………………. 16 7. Parking and Development………………………………………………… 17 8. Parking in Bus Lanes……………………………………………………… 18 9. School Run Parking……………………………………………………….. 18 10. Fees and Charges……………………………………………………….. 19 11. Management and Enforcement…………………………………………. 21 11.1. Overview………………………………………………………… 21 11.2. Parking Enforcement…………………………………………… 21 11.3. Grace Periods…………………………………………………… 22 11.4. Beats……………………………………………………………… 22 11.5. Foot Patrols……………………………………………………… 22 11.6. Mobile Patrols………………………………………………….... 22 11.7. Rapid Response………………………………………………… 23 11.8. Match Days and Special Events………………………………. 23 11.9. Other Specific Areas and Sites………………………………… 23 11.10. Beat Review……………………………………………………. 23 11.11. Adjudication and Discretion…………………………………… 23 11.12. Cancellations…………………………………………………… 24 12. Income v Expenditure…………………………………………………….. 24 Appendix 1 PCN Timetable…………………………………………………… 25 Appendix 2 Parking Enforcement……………………………………………. 26

Overview

This policy and operating arrangements set out how the Council will manage parking in the city for the next five years. As the city develops during this busy period when visitor numbers rise during the UK City of Culture in 2017 and work commences on the A63 Castle Street upgrade spanning the life of this document; how parking is managed is critical.

The policy recognises a number of principles and sets out a number of key points which underpin planning for the future as the city pulls out of the recession and the local economy grows through the UK City of Culture events. It recognises the need that for businesses to thrive they must be accessible but also recognises there has to be a balance whereby parking in the city centre is controlled so that parking spaces are not taken up by commuters. The most effective means of doing is through the use of a transparent charging policy which recognises the cost of alternative, more sustainable transport as a benchmark for calculating the tariff.

The car is of ever increasing significance to residents within the city, its visitors and commuters, certain streets and strategic routes suffer from congestion, which is an issue that can be influenced by parking provision and regulation. Consequently the management of residential and city centre parking is an important function of the City Council.

The Council’s role with regard to on-street car parking remains one of managing and enforcing of all on-street parking restrictions and operating a number of off street car parks. However, it extends beyond that to ensuring that this is undertaken in a transparent manner and that the prosperity of the city is not compromised by its policies and this role is guided by the following strategic principles:

1. For the city to function it is essential that people, goods and services can be transported efficiently.

2. Economically, the city must attract businesses and people to do business with them. This applies not only to private vehicles but also to goods and passenger vehicles.

3. Choice is important to everyone, either where we choose to shop or do business and how we travel to that particular destination. When motorists are exercising their choice to park in a controlled parking zone they have available to them a choice of payment methods.

4. Parking restrictions are in most instances put in place for the reasons of the safety of drivers and pedestrians, prevention of commuter parking in residential areas and to ensure the Council complies with its duty to ensure the expeditious movement of traffic, with enforcement focusing on preventing indiscriminate parking.

At the same time, the policy is intended to help achieve other objectives of the council, such as:

Improving journey times Sustaining and enhancing the vitality of town centres and contributing to a reduction in carbon emissions Reduce congestion caused by parked vehicles Make best use of the parking space available Enforce parking regulations fairly and efficiently Provide appropriate parking where needed Manage on street parking at all Primary Schools

1 Introduction

The parking policy sets out how the City Council will provide and administer parking provision throughout the city until 2019. Its scope includes the provision, management, and enforcement of parking along with defining links to Planning and The City Plan along with other local plans and initiatives.

Its development takes account of national and local planning, transport and parking regulations, policies, and guidance; the supply, demand and management of parking, perceptions; issues raised, and it anticipates future changes, such as in technology.

The present approach recognises the characteristics of the city, encourages acceptable standards of off-street parking provision, and parking in certain places, whilst prohibiting it in others to limit obstruction and congestion caused by parked vehicles. This is consistent with statute and practices advanced by national and local policies and regulations that complement the general promotion of accessible and sustainable transport options through the Local Development Plan and associated Area Action Plans, the Local Transport Plan, Transport Asset Management Plan, the City Plan, and design guidance.

With Government policy advocating fair and reasonable parking strategies, greater flexibility over parking management and its provisions, and significant amendments to elements of local authority parking policy, it is considered necessary to review the present approach. Furthermore, challenges are apparent and emerging within the City; Hull being compact and densely populated, and growing in terms of population and car ownership. Additionally, there have been considerable changes within the City Centre with redevelopment of some car parks, new parking places provided by a number of organisations, and the establishment of park and ride.

Safe, secure and accessible parking are key attributes for an attractive and viable city, and for its future promotion to help create a good environment and support events like the 2017 UK City of Culture. Whilst the availability of parking affects the level of car use and congestion, it is not possible to supply all with parking places; space is finite and the appropriate provision, efficient

management, control and enforcement are critical to the operation of the City to meet the pressures on, and the demand for use of, the limited amount of parking space available. Thus, there is need for a revised policy that sets out the approach, addresses the challenges and meets the opportunities offered by policy and technological changes.

2 Background

The arrangements for parking in the City are developed and influenced through a mixture of national and local rules, guidance and regulations encapsulated in the adopted 2008 Parking Policy for the City which recognises the City Council’s obligations under the:

2004 Traffic Management Act to control the parking of vehicles on the highway and to ensure the expeditious movement of traffic through the Network Management Duty. 2006 Planning Policy Statement 3 Housing requirements for local planning authorities to develop residential parking policies taking account of expected levels of car ownership, the promotion of good design and the need to use land efficiently. 2007 Civil Enforcement of Parking Contraventions Other planning and transportation policies setting the context and requiring the greater use of public transport, cycling and walking and sustainable transport outcomes.

Since then the parking policy has been developing, notably since 2011 to: Meet the Government’s announcements to “end the war on motorists” and improve centres which include the removal of national limits on residential parking, the setting of more flexible parking standards having regard for local circumstances without trying to control car ownership, and to make decisions on parking to benefit the community. Align with planning policy to address newer guidance following cancellation and streamlining of previous documents , such as:

. the 2011 Transport White paper Creating Growth, Cutting Carbon – Making sustainable Local Transport Happen, to promote park and ride to reduce the need for parking in city centres, minimum and maximum levels of parking places and parking places for electric and car club vehicles. . 2012 National Planning Policy Framework that requires the authority to take into account the accessibility of new developments, its type, mix, use, the availability of and opportunities for public transport, local car ownership and overall need to reduce the use of high emission vehicles. Redevelopment of car parks and park and ride are supported within regeneration proposals and as part of a balanced transport policy.

The main principles and objectives are contained in the following documents:

2000 Local Plan

Policy M19 – Support for motor cycle facilities in development and at other appropriate places Policy M20 -Long stay parking in the City Centre will be restricted to a maximum of 4,000 spaces Policy M21 - Appropriate short-stay public car parking in shopping centres Policy M22 – Encouragement of public car parking at park and ride sites and the provision of other park and ride sites Policy M23 - Encouragement of cycle parking facilities in shopping centres Policy M24 – Consideration of residents’ parking schemes Policy M25 – Protection of coach park at Waterhouse Lane Policy M26 - Lorry park facility Policy M29 - Development will be allowed if it meets criteria, including adequate servicing and parking for motor vehicles and cycles Policy M30 – Development outside the City Centre allowed if it provides off-street motor vehicle parking and servicing space, complying with parking standards in Table M1 Policy M31 – Non-housing and housing development allowed if it provides appropriate on-site operational parking and servicing space. Policy M32 – Development of employment premises or places with public access allowed if it provides car parking space for the disabled complying with standards in Table M1. Policy M33 – Development allowed if it provides cycle parking facilities and designed to be safe, secure and convenient Policy M34 – Design of car parks to take into account access, safety security, materials, landscaping and amenity.

2008 Parking Policy

City Council parking charges follow a formula based on the cost of a return bus fare for two adults from the outskirts of the city to the city centre.

2010 Local Transport Plan 3 Car park guidance system Mini-interchanges at district centres Pedestrianisation and area access controls and car parking rationalisation Lorry park in east Hull Eastern park and ride site Northern park and ride site Enhanced parking capacity at Priory Park park and ride Development of other park and ride sites

2013 City Plan

Quality and supporting streetscene infrastructure

Parking is controlled by charging and restricting its availability. Some aspects such as the location of yellow lines, provision of on street parking bays etc. are available for the City Council to stipulate through the application of Traffic Regulation Orders (TROs), others such as the enforcement of TROs, the issue of Penalty Charge Notices (PCNs) and adjudication of appeals to PCNs issued are strictly regulated and governed by a prescribed process over which the authority has no jurisdiction.

For the provision of new parking spaces, developers and other parties are encouraged to refer to a number of publications available that provide detailed advice and guidance, such as the City Council’s 2000 Local Plan that sets out the movement policies, maximum levels of car parking and overall approach to parking for new development which is reinforced in the 2010 Local Transport Plan 3 and the 2012 Highway Design Guide for Developers that follow the two editions of Manual for Streets published in 2007 and 2010.

3 Issues and Challenges

Parking influences the appearance of the City. It adds to or reduces congestion and is a component of the street and transport system. Its availability, cost and perception influence decisions on choice of travel and viability of commercial areas. The adequacy of parking impacts on economic returns, affects property values and developer opportunities.

Well-designed on-street parking can positively contribute to the vitality of the City and can reduce traffic speeds along roads provided that issues surrounding safety and convenience are balanced with visual impacts and other physical and environmental constraints. Unallocated parking in developments represents the most efficient use of parking allowing a mix of resident and visitor parking.

Whilst the policy of low car parking provision in the city centre is a key component of an overall transport management system to reduce transport demand and inappropriate car use, it is being undermined by:

Physical constraints where new residential developments in the city centre are not provided with off-road parking Greater use of on-street space by residents allocated by parking permits of which there are unlimited numbers supplied at relatively low cost compared to other parking charges restricting space available to customers of business users who require higher turnover of parking spaces for the effective operation of their business Provision of city centre and edge of city centre off-street car parks that are privately run, greatly adding to the supply, undermining the transport

policy from use by commuters and being priced more competitively than the publicly run car parks

Within other controlled parking zones elsewhere in the city many residents wish to own cars where no space has been provided. Many zones are at or near capacity resulting in a lack of nearby parking, such as over night and other problems associated with inconsiderate parking of vehicles.

Regeneration of the city centre has impacted upon parking too with a loss of parking spaces combined with an increase in residents. Existing surface site car parks, and the multi storey car parks at George Street and Osborne Street are all listed as potential development land.

Businesses rely on an available supply of parking spaces that are fairly priced to attract customers. This is particularly the case with retailers in the city centre who are competing with out of town shopping centres and on line shopping. Visitors to city centre retailers often want to park close to their preferred retailer. To accommodate this, the Council will provide either on street or off street parking spaces close to clusters of retailers. The principal of charging adopted by the Council is that on street parking which permits the parking of vehicles, often outside of business premises is charged at a slightly higher tariff than off street car parks.

Beyond the city centre other parking pressures are noticeable, even in the newer parts of the City at Kingswood Parks with examples of parking on the footway and the blocking of driveways. Other areas see the removal of front boundary walls and frontage landscaping by residents to create hard standing areas for vehicles. This can have a harmful impact on the appearance of the street scene, rendering an unattractive space for residents and visitors.

Responses to planning applications, and comments by residents and others indicate that parking remains a significant issue for residents with concerns that parking provision in new developments is often inadequate leading to increased on-street parking. Issues raised include lack of availability and inconsiderate parking, high fees and unfair and over zealous enforcement.

Typical parking problems are pavement parking, obstruction of driveways and accesses, obstructions to larger delivery, refuse collection and emergency vehicles, damage to landscaping and footways, congestion associated with the school run and commuters resulting in the unreliability of journey times; over supply of residential permits with insufficient space to accommodate on streets; need for greater support for businesses, and abuse of special requirements, like blue badges, disabled bays loading and unloading.

Other impacts are being felt from the growth in population, car availability and use per household, and size and type of vehicles. The 2011 census recorded 60% of households as having a car and that the car is the most used mode for journeys to work with 35% being made by the car. Another 5% cycle and 8% travel by bus. Cycle and bus use is above that recorded for England; although declining as many still aspire to own and use a car.

City centre parking charges have lead to a significant number of drivers, particularly commuters seeking to park where charges are not in place, typically in the residential areas that surround the city centre. These areas see a major increase in traffic and congestion to the detriment of the neighbourhood and residents if parking controls are not introduced, such as through a controlled parking zone (CPZ).

Within planning guidance the size for a standard off street residential car parking space is set at 2.4m x 4.8m for a main road and 2.4m x 4.3m on a side road, but this is smaller than newer car models that have increased in width and height whilst others have increased in length, although few cars are longer than 4.4m. Where garages have been provided, there is a trend to forfeit the original purpose for use as storage or room conversion. This results in vehicles being parked overhanging the highway from driveways becoming shorter, increases in the demand for on-street parking spaces, congestion as well as unsightly street scenes, notably where streets have been laid out to encourage and keep speeds low. Unfairness is reported where bays are marked and those with larger or more vehicles take up more space.

4 Parking in the City Centre

4.1 On Street Parking There are currently a total of 833 on street parking spaces, 76 disabled bays and 17 motorcycle parking bays. Regular reviews are undertaken to ensure that wherever practicable parking spaces are available close to attractors of footfall.

Residents of the city centre are entitled to a parking permit restricted to an on street parking place which provides unlimited parking. The cost of this permit is currently £75 and there are 244 active permits from a possible 1462 residential properties within the city centre meter zone. At present this figure is sustainable however with the city centre seeing an ever increasing number of residents and increased car ownership alternative forms of parking for their vehicles may have to be considered. This may involve utilising the multi storey car parks and the 24 hour entry system for both pedestrians and vehicles which is available or restricting the number of residents parking permits that can be issued.

City Centre residents wishing to have multiple parking permits are also able to purchase additional permits to cover any further vehicles they own, the price of these additional permits is the same as the first permit, however in order to manage city centre parking an increase in the cost of any subsequent permit after the first along with a maximum number of permits per residence within the city centre is to be established.

On average a total of 110 pay and display bays are occupied each day by a vehicle displaying a blue badge. Of the 833 on street pay and display bays an

average of 354 are occupied on any given day by resident permit holders and users of a blue badge.

To ensure there are always sufficient on street parking spaces available, we will Review on an annual basis, the location of car park spaces in the city centre Establish a maximum number of city centre on street residents parking permits Establish an increased charge for second and subsequent permits Establish city centre residents permits that can be used in the multi storey car parks Monitor and address the abuse of the Blue Badge

4.2 Car Parks

Car parks under Council control are designed to cater for a wide range of parking needs. This is reflected in the two different types of car park on offer which cater for long and short term parking. There are a total of 1869 long term car parking spaces spread across the three multi storey car parks and five surface sites. A further 419 spaces are available for short term parking and these sites are generally more centrally located, however short term parking is also available in all of the long stay sites.

Car park Long or short term Spaces available parking Albion Street short stay 260 Blanket Row long stay 120 Francis Street long stay 182 George Street long stay 549 History Centre long stay 51 Hull Arena, long stay 70 Westenders Way John Street long stay 52 Lowgate short stay 61 Osborne Street long stay 419 Pryme Street long stay 514 Tower Street short stay 90 Waterhouse Lane short stay 18 Waterhouse Lane long stay 12 large vehicle park Total spaces 2288

Blanket Row car park is situated outside of the city centre meter zone and due to its location was not widely used. In an attempt to increase patronage an experimental lower all day charge was introduced. This proved to be popular and will lead to other car parks being considered for lower all day charges wherever practicable.

4.3 Tower Street car park

The Old Town area of the city centre does not have any conveniently located car parks, the narrowness of a number of streets is not conducive to on street parking and as a consequence parking options are limited. To provide a parking alternative close to the area and boost the economy a new car park on Tower Street has been established.

Set just outside the perimeter of the city centre, whilst giving easy access over Scale Lane footbridge this car park is unique within the city. It was commissioned in the late summer of 2013 and provides a 2 hour free of charge parking period with the option of an additional hour at a cost of £1.00. Any vehicle wishing to make use of the car park can do so only once during a 24 hour period. As a result the vehicle’s registration number must be entered into a pay and display machine on arrival and is printed onto the ticket. Logistical problems rule out payment of the £1.00 additional charge by the MiPermit system.

It is hoped that this car park will assist with regeneration of the Old Town and ease congestion.

4.4 Car park accessibility, design

It is essential that all new car parks are designed to take account of accessibility for those with access difficulties, this should include access and parking for modified vehicles which will not fit within a conventional parking bay and in addition to being longer than standard may also be taller. Pay and Display machines should also be provided at a height suitable for wheelchair users.

4.5 Baseline for future parking provision given loss of car park on redevelopment As many of the existing city centre car parks are potential development sites and a number of sites such as at Pryme street, Mason street and Charlotte Street Mews have been lost to redevelopment over recent years it is essential that when such development takes place the loss of parking spaces is mitigated with the provision of alternative publicly available spaces within the development or elsewhere within the city centre meter zone. Currently 2288 spaces are available within Council controlled car parks and this should be set as the minimum baseline as although some capacity does in general exist these spaces are fully utilised during the Christmas period and when events are run within the city centre, the provision of these spaces will be critical to support the City Of Culture 2017.

Sites that have been demolished within the city that are awaiting redevelopment should be considered for use as temporary car parks in order to ensure adequate off street car parking can be provided in areas where a high demand for parking exists.

4.6 Publicity For the Council’s car parks to be fully utilised it is essential that they are adequately publicised. To do this information relating to their locations, opening hours and charges will be publicised through the Council web site, this will be supplemented by press releases during planned events and at Christmas where discounted rates may be applied. Availability of spaces within the car parks will also be provided through roadside Car Park Guidance signs. In addition the use of smart phone applications that can provide information on the availability of parking spaces within the Council’s car parks will be developed.

To ensure there are suitable parking spaces available in our car parks that meet the needs of our customers, we will Review on an annual basis, the location of car park spaces in the car parks and whether they meet the demands of our customers.

4.7 Coach and Large Vehicle Parking Visitors to the city often arrive by coach and popular productions at the city’s theatres see an increase in this form of travel. This will be particularly the case during 2017 when the city becomes the UK City of Culture and is unlikely to have adequate capacity for major events. Whilst some commercial sites cater for coach parking, Waterhouse Lane Large Vehicle car park is the only Council vehicle park in day to day use for coaches and large vehicles.

Large vehicles are considered to be for domestic use, such as caravanettes and of a size that they are not able to park within marked parking bays or on car parks elsewhere in the city. There is capacity for 9 vehicles only; coach parking is free with all other vehicles paying a tariff of £2.00 per hour. Payment of this charge is required to be made by MiPermit as it is expected that take up will be low and would not justify the cost of a pay and display machine.

Outside the city centre parking places for lorries are provided on Blanket Row and St Peter Street.

A formal lorry park was previously established as part of the park and ride site at Priory Park; however this facility was closed due to changes within the economy, although the facility remains in place and can be opened should sufficient demand exist.

To meet the demands of the need for large vehicle parking we will Establish the demand for lorry parking at the Priory Park and Ride site through annual surveys and re-open if sufficient demand exists Identify other suitable locations for coach and large vehicle parking for events to be held during the period of the UK City of Culture 2017

4.8 Event Parking

There are occasions when there is an increased demand for parking of commercial vehicles close to the city centre. This may be connected with a travelling market, or for any similar event. To support events such as these parking can be made available on Blackfriargate and car parks such as Francis Street and the History Centre where capacity is seldom reached.

It is intended that by providing this service a contribution can be made to making Hull a more attractive and pleasant environment thereby increasing attendance at such events, promoting the city and aiding local businesses.

4.9 Business User Parking

Business users who choose to travel to work by car or require a car as a part of their business are encouraged to utilise Council car parks through a discounted pass process, although this discount is only applicable to businesses who have in excess of 50 pass holders. The discount may be applied to smaller businesses at the discretion of the City Streetscene Manager in consultation with the Portfolio Holder.

4.10 Electric Vehicle Parking

The use of electric vehicles continues to be an area of growth and although these vehicles can be accommodated within existing car parks no facilities currently exist that will allow such vehicles to be charged. Too promote the use of electric vehicles charging points will need to be introduced within Council car parks in the City Centre

To encourage the use of electric vehicles we will Review the suitability of City Centre Car parks to establish future potential for electric vehicle charging points

5 Parking in All Areas Outside of the City Centre

5.1 Controlled Parking Zones The City Council makes use of Controlled Parking Zones (CPZ) to limit full access to on-street parking places to better meet local activities and requirements both within the City Centre and in areas surrounding it. The current zones are shown in Table 1 below.

CPZ name Number of permits in use 14/11/13 Barrington Avenue 118 Zone A 139 Chanterlands Avenue 12 Zone A1 16 Cranbrook Avenue 34 Zone B 82 Hurley Close 4 Zone D 38 Inglemire Avenue 47 Zone E 66 Jesmond Gardens 21 Zone G 54 Queens Road 8 Zone H 149 Reservoir Road 2 Zone J 68 South Bridge Road 7 Zone K 71 Stadium Zone 1 2,545 Zone L 149 Stadium Zone 2 1,268 Zone M 7 Stadium Zone 3 1,779 Zone N 104 Stadium Zone 4 744 Zone Q 180 Stadium Zone 5 1,018 Zone S 210 Stadium Zone 6 715

Total 9,655

Within the residential areas surrounding the city centre residents can apply for permits for their own vehicles at an annual cost of £7.50. Day permits (scratch cards) for use by visitors and tradesmen are available at a cost of £0.50. These are restricted to 10 per month to prevent abuse. Parking controls are in place throughout the working day Monday to Friday and restrict the length of time for which non-permit holders can park, typically two hours in any three or four hour period.

In the area surrounding the KC Stadium there is a need to control vehicles due to the influx of drivers attending events at the stadium into the residential area. It is not possible to restrict this control to the occasions when the stadium is hosting an event and operational hours are as a consequence designed to cover occasions when it is likely that an event would be hosted. From Monday to Friday control commences at 6.30pm and runs to midnight, on Saturdays, Sundays and Bank Holidays control commences at 12 noon and runs to midnight.

Residents are allowed a permit for their own vehicle and each household is allowed two permits for visitors and tradesmen. In addition, no charge is made for these permits as the residents have had the additional parking demand imposed on them by the construction of the stadium at this location.

It has been identified there is an increasing number of multiple permit holders at individual properties particularly houses in multiple occupation which is causing pressure on the availability of parking spaces. Further consideration should be given to restricting the number of permits issued to those properties

Elsewhere around the city CPZ’s are in place to combat an influx of vehicles where parking is at a premium and demand from non-residents is high, such as around the University of Hull.

Zone N covering Mulgrave Street, Egton Street, Whitby Street and Redcar Street is unique in that the residents of this area have requested that permits be issued to only one vehicle per household as the surveys revealed that the major congestion factor lay with the residents themselves.

5.2 Business permits For all areas, outside the city centre the City Council offer permits to businesses to a maximum of two permits per company to allow them to carry out their business. Companies that fall within a CPZ may see their business adversely affected if they are subject to the same parking control as non- residents. Within the city centre there are simply too many businesses to make this a viable and practical proposition and no business permits are available.

5.3 Waivers All councils have a system for allowing commercial vehicles under specific circumstances to obtain a permit waiving parking restrictions and or charges. Such a Parking Exemption Permit (PEP) is most often used for builders and tradesmen for whom the presence of their vehicle close to the location at which they are working is a requirement.

PEPs are strictly controlled and there are a number of streets where because of the narrowness of the carriageway or the amount of traffic a PEP is not ordinarily issued. In such instances, close liaison with the applicant takes place and if no agreement over the times at which work is to occur can be reached the final option of a temporary road closure is considered.

To ensure that PEPs are not abused and seen as an easy and cheap way of obtaining parking a charge of £10 for the first day and £5.00 per consecutive day thereafter is applied for all PEPs throughout the City. PEPs are currently available through the Customer Service Centre and development of the MiPermit system will in future allow for the issue of a virtual PEP.

Other waivers may apply for business permits, such as for companies who were in existence at the time of establishment of a CPZ. Exceptions to the two permits per business rule can be applied if circumstances dictate as in Zone Q. This Zone covers the streets off Clarence Street just to the east of the river Hull. It has very few residents and as a consequence was the last area of the city to have controls put in place to deter commuters from parking. Such was the level of commuter parking within this zone that businesses themselves were suffering and demanded action. Controls were put in place

to assist the few residents and also to provide for the businesses to park their own vehicles and receive customers/visitors. Should the situation arise where parking becomes so restricted that residents suffer, a review may be considered.

5.4 Requests for New Zones, Parking Surveys and Consultation The process by which a CPZ is brought into being involves a parking study, a two stage consultation process and determination by local area councillors in response to residents identifying a need to their ward councillors. After parking needs are assessed and all residents are canvassed on their views and provided there is a majority response in favour, the outcome is reported to councillors with rules suggested for the operation of the CPZ. Options or a recommended scheme are then put to the residents again for approval before councillors give the final go ahead. Typically, rules will include the number and types of permits, scratch cards for visitors, visitors passes, time limits on parking etc.

To ensure that CPZ’s are not introduced at the request of a small minority of residents, a formal request must be received from the occupants of 10 or more properties followed by a public consultation exercise of all affected properties to determine that public support exists for the scheme to go ahead. Where a nil return or no response occurs, these are reported as being in favour of the scheme.

To ensure there is a suitable system of permits in place we will Review the cost of permits annually to ensure the cost of operating the scheme is self funding Investigate the possibility of establishing a virtual permit system

Review the charges applicable for PEPs to reduce their usage and

encourage use of existing parking provision throughout the City

Investigate whether new residents in the Stadium Zones should

pay for a residents permit

6 Assistance to those with Restricted Mobility The Local Authorities’ Traffic Orders (Exemption for Disabled Persons) (England) Regulations 2007 stipulates that holders of a Blue Badge may park for free and in excess of any time limit when correctly making use of such a badge. This exemption is restricted to on street parking only and is not applicable to car parks.

Unlike adjoining councils this exemption has been extended within the city centre to allow blue badge holders to park for free on any of the City Council’s car parks except for George Street and Osborne Street multi storey car parks. The spirit of the blue badge scheme is to allow a person with restricted mobility to park close to the premises they wish to visit. In Hull, this is adequately covered through use of the surface car parks. Should a blue

badge holder wish to use a multi storey car park, free parking is made available through the Pryme Street car park which offers the most modern facilities including access to disabled toilets.

Within residential areas as the demand for on-street parking continues to rise with the ongoing increase in car ownership parking is also becoming a premium within many residential areas where the Blue Badge Scheme is not targeted. To ensure Blue Badge Holders are not disadvantaged in these areas, provision is created by the establishment of advisory disabled bays. An on street advisory disabled bay will only be considered where all alternative methods of access have first been explored, such as use of rear tenfoot access or construction of a vehicle access to the property. In addition, as such bays are advisory they fall outside the DfT Blue Badge Scheme and are unenforceable if misused.

The assessment and approval of alternative access and ultimate establishment of an on street advisory disabled bay is undertaken by the City Council’s access officer, although where modifications such as a vehicle crossing is advised or approval of an advisory disabled bay is given all funding to provide such a facility must be provided by the applicant

Where an advisory bay becomes unusable due to regular abuse by non blue badge holders a formalised bay can be established through a TRO which would allow enforcement action to be taken against any non authorised users.

Should such a formal disabled bay be considered appropriate this would require approval via area committee along with relevant funding as the creation of such a disabled bay falls outside the standard blue badge scheme and is not a statutory requirement of the City Council.

Where such disabled bays are established it can be expected that such bays may no longer be required in the long term due to the users moving house. To ensure such bays are appropriate and remain in use a review of these bays will be undertaken on a biannual basis.

7 Parking and Development The amount of parking, its design and layout are material considerations in the determination of planning applications. Proposed new developments must seek to promote walking, cycling and public transport with the parking requirements for building uses assessed against the applicable parking standards, physical constraints and accessibility. Developers may make a case for negotiating the provision of parking below the Minimum standards based on clear evidence and travel planning. The dimension and location requirements for parking bays, driveways and turning areas shall be in accordance with the guidance in Manual for Streets and the Highway Design Guide for Developers. The City Council does not consider, however, that residents will chose not to own cars even if they live within the most accessible areas or corridors, and that all new development should, as far as possible, be self-sufficient in providing for future occupiers’ parking.

To ensure the provision of an adequate number of parking spaces are available to meet the city’s future requirements we will

Develop residential car parking standards based on projected car

ownership levels obtained from census data at ward level.

Offer a flexible approach to the issue of resident’s permits where there is clear evidence of spare capacity and it is not detrimental to other residents, businesses, shoppers or visitors. Develop a structured parking formula or matrix for conversions, redevelopment or additions of properties consistent with and advancement of objectives. Develop shared spaces to decrease the amount of land needed for the storage of cars to reflect different parking capacities and demands at different times of the day.

8 Parking in Bus Lanes The efficient use of bus lanes is essential and parking is restricted during the operating times of the bus lanes. However enforcement of bus lanes is difficult as it requires a civil enforcement officer (CEO) to be on site in order to issue any appropriate penalty charge notice. As a result many motorists will stop for a short time to load / unload or make a quick trip to a shop. Where motorists simply use the bus lane as an additional lane to drive along the presence of a CEO is ineffective. Such abuse of bus lanes cause significant issues to local bus service operation and adversely affect journey times. Camera enforcement of these bus lanes is being developed which will then allow enforcement to be undertaken without the need for a CEO to be present on street.

9 School Run Parking School run parking is an issue close to many schools across the City, where problems are generated by parents dropping off or picking up their children. Although in many instances the schools do all they can to encourage parents to park lawfully and considerately, it is clear that very often this does not happen. There is however only a limited amount that can be achieved by the introduction of parking restrictions, as there are exemptions to most restrictions that allow stopping for a short time to drop off or pick up passengers. In addition as all the children tend to arrive and leave at the same time and parents try and park as close as possible to the school, it is a concentrated problem over a relatively short period of time, typically this is a thirty minute period at the start and end of the school day.

This is a problem that requires a broad approach and although the appropriate policing of parking restrictions is a key factor implementation of School Travel Plans which are designed to promote sustainable travel and reduce the reliance on the use of cars for the school run are a key factor. S Problems are often caused not so much by illegally parked cars but by cars that are parked in such a way that they are causing a danger or obstruction which the authority’s Civil Enforcement Officers are unable to action.

Any restrictions designed to tackle parking problems near schools will require careful analysis prior to being implemented. They should only be installed if certain to achieve the desired result and satisfy expectations.

10 Fees and Charges Timed parking charges are used to control patterns of parking across the city centre improving traffic flow and thereby contributing to a safer, cleaner environment. Additionally, the appropriate setting of charges and timings help to increase footfall for businesses by ensuring a steady turnover of vehicles.

Within the city centre, parking charges for on-street and car parks managed by the City Council follow a formula that is based on the cost of a return bus fare for two adults from the outskirts of the city to the city centre plus a percentage excess.

No Charge is applied for solo motorcycles at specific city centre locations, both on street and within the surface and multi storey car parks. This is to encourage use of such vehicles and to assist with congestion. Similarly, this also applies to the parking of cycles at on-street cycle stands or within the multi storey car parks.

The City Council uses a pay and display system with payment being made by cash or phone depending on the duration of stay required. Other options are available in the car parks, such as annual passes

The majority of motorists elect to make payment by pay and display ticket obtained from a ticket machine.

Motorists have the option to pay for parking by the use of a mobile telephone that is linked to an account they can set up. This service is currently operated by MiPermit on behalf of the Council which attracts a small administration charge. Its introduction has proved popular and is growing. This payment option provides a number of advantages, such as being more convenient for those with no or limited change and ease of use after the initial set up for returning customers with an ability to change details on car parks, duration of stay, and vehicle registration details. Text reminders are sent acknowledging payment and reminders when the parking time is due to expire with an option to extend the stay. Once payment for a parking stay has been made and linked to a vehicle registration number a virtual parking permit is created and this information is circulated to the hand held computers in use by all Civil Enforcement Officers (CEOs). In this fashion payment for a parking stay can be verified during the patrols undertaken by the CEOs without the use of a pay and display ticket.

There are a number of advantages for both the motorist and Council through using the pay by phone method. It reduces the amount of coins the motorist has to carry, reduces the risk of theft of cash from the machines, cash

collection and handling costs and should reduce, in future years the number of ticket machines that have to be provided.

Annual passes attract a significant discount to the customer (33%) the uptake is low as it requires a one off payment of £1098.50 which is seen as a barrier to many people. In addition the administration of the scheme is significant and management is problematic with pass holders wishing to cancel passes and receive refunds.

Plans are now in place to offer a variety of options for payment of parking charges over set periods with a minimum of one week. Access to these plans will be restricted to MiPermit users only which should also see an increase in use of the system. The intention being that familiarity will extend use of MiPermit over and above the plans on offer. Administration costs will be kept to a minimum. However no discounts will be available for passes of less than one month duration.

The Council’s stock of parking ticket machines are being incrementally modernised to provide improved data collection which will enable more targeted use of tariffs.

To ensure a fair and transparent means of setting parking tariffs is in place we will Recognise that businesses rely on the turnover of parking spaces to function effectively so our parking tariff will recognise there should be reasonable charges for visitors to the city centre. Develop a flexible charging structure which is flexible and competitive with the private sector but supports sustainable travel Enable regular users of City Council car parks to obtain a discount dependant on the level of use. Encourage the use of more sustainable transport by not charging for the parking of motor cycles.

To ensure users of parking facilities in the city centre are given a choice of payment methods we will Continue with our programme of modernising parking ticket machines Develop a pay by phone pre payment system for the public that will allow for any duration to be purchased between one week and 52 weeks in advance Develop the pay by phone service to allow for advance payment of parking on a weekly incremental basis up to a maximum of 52 weeks.

11 Management and Enforcement 11.1 Overview The City Council took on responsibility for most aspects of parking enforcement in 2006. The A63 (T) and A1033(T) form the major highway through the city and is under the control of the Highways Agency. As the City Council is not responsible for this road their authority to enforce parking regulations does not apply. The police retain the responsibility for parking enforcement on the Highways Agency’s highway and also for any non specific vehicle obstruction which is not covered by Civil Parking Enforcement.

The Traffic Management Act 2004 governs the issue of a PCNs and the procedure to be followed. The table at Appendix 1 indicates the basic timetable for a PCN as it progresses through its various stages. Variations to this timetable may occur depending upon appeals against the service of a PCN being received

11.2 Parking Enforcement Penalty Charge Notices (PCNs) are issued both on-street and in City Council car parks that are covered by a TRO. These ensure that traffic is allowed to flow free from obstruction around the city; controlling dangerous and obstructive parking whilst also enforcing the rules in place for CPZ’s, car parks and other specific parking regulations. The aim is to issue as few notices as possible whilst ensuring the safety of road users and compliance with parking regulations. To that end any person contesting a notice is not only provided with a response to their appeal but also advice for the future.

11.3 Grace Periods CEO’s are instructed to act against any vehicle they come upon that is parked in breach of parking regulations. They do however abide by a discretion policy that has been put in place by the City Council to ensure that where safety is not an issue motorists are not issued with a PCN the instant a transgression occurs. An example of this policy is validating a pay and display ticket for 5 minutes beyond its expiry time. An example of safety being an issue is a vehicle parking within the confines of a “School Keep Clear” marking where the service of a PCN would be instant.

11.4 Beats For parking enforcement purposes the city is patrolled by CEO’s and divided into sectors, called beats. There are 60 in total with enforcement officers working three shifts: 07.30 to 16.30 hrs, 09.00 to 18.00 hrs and 13.00 to 22.00 hrs. The frequency of patrol takes account of the location, level of parking provision and parking restrictions along with level of contravention that is taken from historic data. Typically, this means that the city centre beats are all undertaken on foot and have a more frequent patrol to take account of the 2 hour maximum, on-street stay, where outlying areas are undertaken by mobile patrol on a less frequent basis; other areas will have a mixture of foot and mobile patrols and the frequency of patrols will vary from beat to beat

depending on the type of parking provision / restriction that is prevalent within the beat area. Beats are rotated on a daily basis across the city to ensure appropriate coverage and prevent obvious patterns being established that can be abused by motorists and refined by reference to the level of transgression of parking regulation as established from outputs from the Parking Management software package containing information dating back to 2006.

11.5 Foot Patrols The majority of patrols undertaken by the CEOs will be undertaken on foot and have been designed to operate from a City Centre base, patrolling first down the city’s arterial routes and then dispersing into the anti-commuter zones that form the defined beats.

11.6 Mobile Patrols Where parking provision / restrictions are less prevalent beats have been designed that can be patrolled by CEOs on mopeds, this allows for the areas to be adequately covered whilst ensuring greater coverage by a CEO on foot in areas with a higher density of parking provision / restriction. As mobile CEOs are able to cover large areas in a short timescale this allows for an effective method for enforcing restrictions such as yellow lines and loading bays, where the CEO on a moped can easily spot if a vehicle is in contravention whilst driving past, in addition the mobile patrol allows for a rapid response service to be provided.

11.7 Rapid Response The mobile patrol allows for a rapid response service to be provided in order to attend areas that have been identified as a safety concern. This type of response primarily reacts to ad hoc requests when the speed of the response is of paramount importance.

11.8 Match Days and Special Events On match days at the KC Stadium, and Craven Park, and at times of special events, such as Hull Fair, deployment patterns are amended with additional CEOs present in the areas surrounding the stadium/event. This is achieved by reducing the number of CEOs on beats with low levels of contraventions.

11.9 Other Specific Areas and Sites Some beats contain facilities that require additional patrols to be undertaken at specific times during the day in order to be effective. Examples are schools and bus lanes etc. To adequately manage these additional daily patrols over and above those undertaken on the routine beats will be scheduled to be undertaken. These are undertaken by the mobile patrol units with the patrol itself being undertaken on foot.

11.10 Beat Review The established beats are not required to be changed unless a significant change occurs to the parking provision or restriction within the beat area and as such the beats will be reviewed on a bi-annual basis. Where any significant change is implemented, such as the establishment of new parking provision or a new CPZ, a beat will be reviewed and amended as a part of the implementation of the changes to the parking provision.

Due to the nature of parking, localised areas of contravention within a beat area can become established in a short timescale, due to local demands / needs. To adequately manage such contraventions analysis of the previous weeks PCN issue is undertaken and ad hoc patrols undertaken where such areas are identified.

11.11 Adjudication and Discretion Civil Parking Enforcement legislation requires the City Council to consider appeals against the serving of a PCN. As part of this process adjudication staff are required to prepare and present the City Council’s evidence at hearings of the Traffic Penalty Tribunal where necessary. This is an independent organisation who provide the adjudication service on a National basis.

The progression of a PCN through its various stages needs careful handling to ensure accuracy, methodical and objective responses. It involves liaison with officers at the County Court where cases may ultimately be registered prior to bailiffs being instructed to recover any outstanding debt. On rare occasions, it is necessary for a member of staff to present a case to the County Court in opposition to a request for a warrant to be withdrawn.

In order to ensure a consistent approach is applied to the issue and adjudication of PCN’s and their appeals, whilst ensuring the City Council is acting reasonably a discretionary process has been established as detailed in Appendix 2.

11.12 Cancellations Once issued a PCN should not be cancelled as the adjudication process and discretion allows for such PCNs to be formerly withdrawn or for the charge to be nullified and provides a fully auditable process and avoids allegations of any undue influence being applied in regards the cancellation of the PCN, however where circumstances arise that it is appropriate for a PCN to be cancelled this can be approved by the City Streetscene Manager who will provide the appropriate authorisation detailing the circumstances authorising the cancellation.

To ensure an enforcement service is transparent and focuses on preventing indiscriminate parking we will Carry out a review of Beats on an annual basis Carry out a review of permitted discretions detailed in Appendix 2 on an annual basis

12 Income v Expenditure Income generation as a result of the application of parking charges and enforcement through patrols undertaken by the CEOs is strictly governed by national legislation. Section 55 of the Road Traffic Regulation Act 1984, later amended and incorporated into the Traffic Management Act 2004 dictates that all revenue generated from on-street car parking charges, parking permits and income received for payment of PCN’s for both on and off street contraventions are ring fenced. This is to fund the provision of such parking spaces, their management and administration including the enforcement and adjudication service. Furthermore the legislation dictates that should any surplus income remain after the operating costs are covered this can only be used for the provision or operation of, or of facilities for, public passenger transport services, the purposes of a highway or road improvement project in the local authority's area the purposes of environmental improvement in the local authority's area However the legislation does allow for such income to be built up over a maximum three year period in order that larger schemes can be funded through the use of this income that may otherwise not be possible

Income generated from all other off street parking is not governed by any such legislation and can be used by the authority as it sees fit.

Income from permits issued offsets a small percentage of the full costs of their servicing and takes up 75% of the time of two full-time equivalent officers engaged within the Parking team. Income received for payment of penalty charge notices must first be used to pay for the enforcement. This is not restricted solely to on street enforcement officers but also includes the back office staff and other agencies to ensure that the entire process and system run efficiently.

Appendix 1 PCN Timetable Time Lapse Documents Issued Comment Day 1 PCN Day 14 Discounted period expires Day 28 Notice to Owner This is sent to the owner of the vehicle who is responsible for payment. Day 56 Charge Certificate At this point no further appeal can be made and charge increases by 50%. Day 63 Pre debt registration letter Day 70 Forms TE3 TE9 At this point a limited form of appeal can be made to the County Court who will only consider whether or not the process has been complied with. £7.00 court cost added to charge. Day 91 Warrant Warrants issued are processed through the debt management team using the City Council’s approved bailiffs

Following the receipt of a notice to the owner, any appeal rejected by the City Council can be considered by the independent Traffic Penalty Tribunal which is the final arbiter. The Traffic Penalty Tribunal is financed by a levy on every penalty charge notice issued. Parking enforcement is intended to be self financing and not a financial burden on the City Council.

Appendix 2

Parking Enforcement Table of permitted discretion

PCN Observation Description Examples of why a PCN Examples of why a PCN is Code Times may be cancelled unlikely to be cancelled Code 0 Minutes Parked in a restricted A) Vehicle can be proven to A) W.A. regulation not 01 Statutory street have been actively unloading complied with to a serious (H) outside allowed hours or loading. extent. 5 Minutes (single and B) W.A. not displayed B) Repetition of identical Discretionary double yellow lines, correctly but now proven to error. pedestrian area) be valid.

Code 0 Minutes Parked or A) Reasonable confusion A) Driver unaware of the 02 (H) Statutory loading/unloading in a over validity of W.A. regulations restricted street where 2 minutes waiting and Discretionary loading/restrictions are in force (double yellow lines with single or double kerb markings)

Code 0 Minutes Parked after the expiry A) Serious problem with A) Planned meeting overran 05 Statutory of paid for time (on vehicle, driver or any B) Delayed returning to (L) street pay and display vulnerable passenger. vehicle by everyday event. 5 Minutes parking areas) B) Unforeseeable Discretionary emergency

NB. The five minutes observation period will only apply for the five minutes following the expiry of a pay and display ticket. Where a vehicle is discovered with a pay and display ticket that expired over 5 minutes previously then no observation period will be carried out.

Code 0 Minutes Parked without clearly A) W.A. not displayed A) W.A. regulation not 06 Statutory displaying a valid pay correctly but now proven to complied with to a serious (L) and display ticket / be valid. extent. 5 Minutes permit (on street pay B) If there are records B) I went to get change for Discretionary and display parking confirming a malfunction with the pay and display machine areas) a ticket machine and there c) Repetition of identical are no other ticket machines error. nearby which were available.

PCN Observation Description Examples of why a PCN Examples of why a PCN is Code Times may be cancelled unlikely to be cancelled Code 0 Minutes Parked with payment A) If the total time purchased A) Total time well in excess 07 Statutory made to extend the does not exceed the of 2 hour limit. (L) stay beyond initial time maximum stay for that 5 Minutes parking place i.e. 2 hours in Discretionary the city centre no PCN will be issued.

Code 0 Minutes Parked displaying A) A PCN will only be issued A) Where the tickets on 09 Statutory multiple pay and where the number of pay display cause serious (L) display tickets where and display tickets on view confusion as to which if any 5 Minutes prohibited causes difficulty deciding are valid. Discretionary which if any are valid. A B) Repetition of identical CEO needs permission from error. a Supervisor before using this contravention.

Code 0 Minutes Parked in a residents' A) W.A. not displayed A) Unaware of the 12 Statutory or shared use parking correctly but now proven to regulation. (H) place or zone without be valid. B) Repetition of identical clearly displaying either error. 5 Minutes a permit or voucher or Discretionary pay-and-display ticket issued for that place – (In Hull this translates as parked in residents' parking bay without displaying a permit)

Code 0 Minutes Parked in a permit A) W.A. not displayed A) Unaware of the 16 Statutory space without correctly but now proven to regulation. (H) displaying a valid be valid. B) Repetition of identical permit B) Serious problem with error. 5 Minutes vehicle, driver or any Discretionary vulnerable passenger. C) Unforeseeable emergency

Code This contravention is not 17 relevant to Hull

PCN Observation Description Examples of why a PCN Examples of why a PCN is Code Times may be cancelled unlikely to be cancelled Code 0 Minutes Parked in a suspended A) Vehicle parked prior to A) Unaware of the 21 Statutory bay / space bay being suspended. suspension. (H) B). Serious problem with B) Repetition of identical vehicle, driver or any error 2 Minutes vulnerable passenger. Discretionary C) Unforeseeable emergency

Code 0 Minutes Re-parked in the same A) Serious problem with A) Unaware of the 22 Statutory place vehicle, driver or any regulation. (L) vulnerable passenger. B) Repetition of identical B) Unforeseeable error. 5 Minutes emergency Discretionary

Code 0 Minutes Parked in a parking A) Serious problem with A) “I didn’t see the signs 23 Statutory place or area not vehicle, driver or any informing me of the (H) designated for that vulnerable passenger. restriction” 5 Minutes class of vehicle B) Unforeseeable Discretionary emergency

PCN Observation Description Examples of why a PCN Examples of why a PCN is Code Times may be cancelled unlikely to be cancelled Code 0 Minutes Not parked correctly A) Serious problem with A) Another vehicle was badly 24 Statutory within the markings of vehicle, driver or any parked and not in its bay (L) the bay or space vulnerable passenger. B) “ I did not see the lines” 5 Minutes B) Unforeseeable C) “My vehicle is quite big Discretionary emergency and one of my wheels was outside the bay markings. I parked the best I could.” D) “There were bollards / boxes in the way which prevented me from parking as close to the kerb as I could” Code 0 Minutes Parked in a loading A) “I was loading at the time” A) “I did not realise it was a 25 Statutory place during restricted – (proof required i.e. delivery loading area” (H) hours without loading note) B) “I was only there a short 5 Minutes B) W.A. tend not to apply time” Discretionary within a loading bay. C) Serious problem with vehicle, driver or any

vulnerable passenger. D) Unforeseeable emergency Code 0 Minutes Parked in a special A) Serious problem with A) “I did not realise it was a 27 Statutory enforcement area next vehicle or driver. dropped footway” (H) to a pavement dropped B) Unforeseeable B) “I was displaying my blue 5 Minutes footway emergency badge and thought I was ok Discretionary to park there” C) There were no signs stating the restriction D) I was only partially obstructing the crossing. Code 0 Minutes Parked for longer than A) Serious problem with A) “I did not realise there 30 Statutory permitted vehicle, driver or any was a time limit” (L) vulnerable passenger. B) “The maximum length of B) Unforeseeable stay was not long enough” emergency C) Delayed returning to vehicle by everyday 5 Minutes event. Discretionary D) Permit recently expired.

PCN Observation Description Examples of why a PCN Examples of why a PCN is Code Times may be cancelled unlikely to be cancelled Code 0 Minutes Parked in a designated A) On the first occasion 40 Statutory disabled persons when a valid Blue Badge is (H) 2 Minutes parking place without displayed incorrectly. Discretionary clearly displaying a valid persons badge

Code 0 Minutes Parked in a vehicle This contravention is not 41 Statutory place designated for relevant to Hull (H) 5 Minutes diplomatic vehicles Discretionary Code 0 Minutes Parked in a parking A) “I was only there a short 42 Statutory place designated for time” (H) 5 Minutes police vehicles Discretionary Code 0 Minutes Parked on a taxi rank A) W.A. tend not to apply A) “I was displaying my blue 45 Statutory within a taxi rank. badge” (H) 2 Minutes Discretionary Code 0 Minutes Stopped where A) Serious problem with A) “I hadn't seen any signs” 46 Statutory prohibited (on a vehicle or driver. B) Unaware of the regulation (H) clearway) B) Unforeseeable 5 Minutes emergency Discretionary Code 0 Minutes Stopped in a restricted A) Serious problem with 47 Statutory bus stop/stand vehicle, driver or any

(H) 2 Minutes vulnerable passenger. Discretionary B) Unforeseeable emergency

PCN Observation Examples of why a Examples of why a PCN Examples of why a PCN is Code Times PCN may be may be cancelled unlikely to be cancelled cancelled Code 0 Minutes Stopped on a restricted A) “I was just dropping my 48 Statutory area outside a school children off” (H) (school zig zag) 0 Minutes Discretionary Code 0 Minutes Parked wholly or partly A) Cycle lane is not covered A) “I didn’t know it was 49 Statutory on a cycle track / lane within a Traffic Regulation compulsory to keep out of (H) 5 Minutes Order the cycle lane – I never saw Discretionary any signs”

Code 0 Minutes A commercial vehicle A) My vehicle does not A) Unaware of the regulation 55 Statutory parked in a restricted exceed five tonnes (proof (H) 5 Minutes street in contravention required) Discretionary of overnight lorry waiting ban

Code 0 Minutes Parked in A) I was instructed / 56 Statutory contravention of a authorised to park in commercial vehicle contravention of the (H) 5 Minutes waiting restriction restriction by the police and Discretionary produce evidence. Code 0 Minutes Parked for longer than A) Serious problem with A) Unaware of the regulation 80 Statutory the maximum period vehicle, driver or any B) Delayed returning to (L) 5 Minutes permitted. vulnerable passenger. vehicle by everyday event. Discretionary B) Unforeseeable Car Parks Only emergency

Code 0 Minutes Parked in a restricted A) Serious problem with A) There was no where else 81 Statutory area in a car park vehicle, driver or any to park. vulnerable passenger. B) I considered I was not (H) 5 Minutes B) Unforeseeable causing an obstruction. Discretionary emergency

PCN Observation Description Examples of why a PCN Examples of why a PCN is Code Times may be cancelled unlikely to be cancelled Code 0 Minutes Parked after the expiry A) Serious problem with A) Delayed returning to 82 Statutory of paid for time vehicle, driver or any vehicle by everyday event (L) 5 Minutes vulnerable passenger. B) Repetition of identical Discretionary Car Parks Only B) Unforeseeable error. emergency

Code 0 Minutes Parked in a car park A) Ticket displayed A) Repetition of identical 83 Statutory without clearly incorrectly but serial number error. (L) 5 Minutes displaying a valid pay on view. Discretionary and display ticket or B) W.A. valid but not permit displayed correctly Code 0 Minutes Parked with additional Not relevant to Hull at this Not relevant to Hull at this 84 Statutory payment made to time time. (L) 5 Minutes extend the stay beyond Discretionary time first purchased

Car Parks Only Code 0 Minutes Parked in a permit bay A) W.A. valid but not A) Repetition of identical 85 Statutory without clearly displayed correctly error. (H) 5 Minutes displaying a valid Discretionary permit

Car Parks Only Code 0 Minutes Parked beyond the bay A) Another vehicle was badly 86 Statutory markings parked and not in its bay (L) 2 Minutes B) “ I did not see the lines” Discretionary Car Parks Only C) “My vehicle is quite big and one of my wheels as outside the bay markings. I parked the best I could.” D) “There were bollards / boxes in the way which prevented me from parking as close to the kerb as I could” Code 0 Minutes Parked in a designated 87 Statutory disabled persons (H) 2 Minutes parking place without Discretionary displaying a valid persons badge in the prescribed manner

Car Parks Only

PCN Observation Description Examples of why a PCN Examples of why a PCN Code Times may be cancelled is unlikely to be cancelled

Code 0 Minutes Vehicle parked 89 Statutory exceeds the maximum (H) weight or height or 5 Minutes length permitted Discretionary Car Parks Only Code 0 Minutes Re-parked within one Not relevant to Hull 90 Statutory hour or other specified time of leaving a (L) 5 Minutes bay/space in a car park Discretionary

Car Parks Only Code 0 Minutes Parked in a car park or A) Unaware of the regulation 91 Statutory area not (H) 0 Minutes designated for that Discretionary class of vehicle

Car Parks Only Code 0 Minutes Parked causing an A) Unaware of the regulation 92 Statutory obstruction (H) 5 Minutes Discretionary Car Parks Only

Code 0 Minutes Parked in a car park A) Car park not adequately A) I didn’t see the signs 93 Statutory when closed signed.

(L) 5 Minutes

Discretionary Code 0 Minutes Stopped on a A) Serious problem with 99 Statutory pedestrian crossing vehicle, driver or any (H) and / or crossing area vulnerable passenger. marked by zig zags B) Unforeseeable emergency C) When a Police Officer has issued a Fixed Penalty Notice in addition to PCN, the PCN will be cancelled on appeal or when the City Council becomes aware.

W. A. = Written authority, this is an exemption document and may take the form of a Blue Badge, Residential Permit, Pay and Display ticket or similar. (H) Higher - £70 outside the deadline for discount payment £35 to settle at discounted stage (L) Lower - £50 outside the deadline for discount payment £25 to settle at discounted stage