Return to Agenda

ITEM EX8

EXECUTIVE - 15 APRIL 2003

SUMMERTOWN RESIDENTS’ PARKING SCHEME

Report by Assistant Director (Network Management)

Introduction

  1. This report on the Summertown Residents’ Parking Scheme is submitted to the Executive, with the assent of the members of the Transport Implementation Committee, in view of the scale and complexity of the scheme. Some 31 roads are included in the scheme and a total of 1576 residents and businesses are directly affected. This includes Oxfam who employ 750 staff in various offices within Summertown. A location plan showing the area covered by the scheme is attached.

  2. The objective of the scheme is to reduce uncontrolled on–street parking, particularly all day parking by commuters. This has meant that some local residents have been unable to get to their homes easily or find anywhere to park nearby. Such parking has also hindered access by delivery, service and emergency vehicles. Implementation of the scheme is now made possible by the opening of the Water Eaton Park and Ride. It estimated that some 300 commuter vehicles will be displaced by the new restrictions, most of which should use the new facility. The scheme is one of three new Residents’ Parking Schemes in the area: North Oxford, Summertown and North Summertown.

    3. Background

  3. Summertown consists of a mix of houses, flats, business and retail premises. Its shops and restaurants provide its central focus. There are competing parking demands from residents, office and shop workers and shoppers. The City Council maintains two off-street car parks in Summertown whose tariff levels are set at levels which discourage long term parking. Long term parking is now catered for by the Water Eaton Park and Ride.

  4. Oxford City Council began work on this scheme in August 1995. Parking surveys were carried out by them in 1996 and 1998. Informal consultation process took place in March/April 1999; this took the form of a static display in the Summertown Public Library and 2-day manned exhibitions at the Ferry Centre and Summertown Church Hall.

  5. The proposals were then amended in line with consultees’ objections wherever possible, and approved for formal consultation by the City Highways and Traffic Committee on 17 June 1999 and 14 October 1999. However no further progress was made on the scheme before it was transferred to the County Council in November 2001 when the Oxford agency ended.

  6. Using the City Council’s approved plans as a basis, the scheme was sent out to formal consultation from 11 January 2002 to 1 February 2002. Plans were displayed in the Summertown Public Library as well as being available at County Hall and at the City Council offices in Blue Boar Street. Notices were posted in every road and placed in the Oxford Times and Oxford Mail.

  7. There was a huge response to the proposals from residents and businesses, the vast majority being adverse. The main thrust of the objections was that the scheme was too complex. Residents objected that there was insufficient residential parking. Similarly businesses complained about the lack of business and short term parking. It was felt that too much emphasis was placed on ‘No Waiting at Any Time’ restrictions.

  8. Due to all the adverse comment it was felt that this scheme could not be recommended to members and needed further review. The scheme was completely redesigned. This involved the use of single yellow lines with restricted parking between 10.00 am and 12.00 noon Monday to Friday. The single yellow lines replaced many of the double yellow lines. An increase in short term parking was also provided. Another informal consultation was carried out from 10 July 2002 to 31 July 2002. Every resident affected by the scheme was sent a plan of their street showing the proposals. Despite these changes it remained unpopular. Although the single yellow line restrictions removed most of the commuter parking, it also seriously affected car owning residents who had no off street parking and wished to stay at home during the day. However many interest groups recognised that efforts were being made.

    9. New Proposals Developed During 2002

  9. Again it was felt that this scheme could not be recommended to members so new proposals were designed. Meetings with local representatives, residents’ associations and businesses have been held to discuss changes to the scheme. Meetings have also been held with local members and Councillor Roy Tudor Hughes who was the Executive Member for Transport at the time and whose involvement has continued for this reason. These have proved very useful in gaining additional views about specific problem areas.

  10. A total of 1250 on-street spaces were available with this design within the proposed zone. Provision was made for 1000 long term spaces of which a maximum of 200 spaces were allocated to businesses. The 250 space balance was used for short term parking of which 80 spaces were also available for residents. All resident parking surveys demonstrated that there would be sufficient capacity within the scheme to cater for all existing resident parking. Existing off street car parking is available at Ferry Pool (125 spaces) and Diamond Place (115 spaces).

  11. A Business Permit Scheme was devised in order to balance the interests of businesses and residents. Businesses within the zone would be allocated permits on a sliding scale according to the number of employees. The cost of each permit would be £100 per year, the same as in other zones within the City.

  12. Businesses with up to 49 employees would be allowed 2 permits, up to 74 employees 3 permits and up to 99 employees, 4 permits. Surveys showed nearly all the businesses would only be eligible for 2 permits based on operational need, except Oxfam where a larger number of permits might be issued. However their off street parking facilities would be taken into account.

  13. In addition to the existing off street pay and display car parking, many of the 250 short term parking places would support local retailers, service providers and other business interests in the area. Most of the short term spaces were provided at the end of each road nearest the shops and businesses. The remainder were available for short term visitor parking.

  14. The new proposals provided considerably more permit parking spaces in some areas than the previous scheme and provided more permit parking overall. Part of this has been achieved by what is known as Community Management Parking. This would allow permit holder bays to be formed on-street across driveways, allowing residents or neighbours to park there if they wished. Driveways would be clearly marked by a white access protection line. This proposal was originally discussed and agreed with local members and is acceptable to the Department for Transport. However it is possible that this could give rise to obstruction problems by visitors to the zone, especially outside the permit restriction periods and where roads are already heavily parked.

  15. As it was thought that there was no general parking problem across the whole zone during the evenings and weekends, all specific permit parking was designated between 10 am and 4 pm Monday to Friday. Residents would be able to apply for a maximum of 3 permits per household, this entitlement being reduced according to the availability of off-street parking. Subject to these limitations each eligible resident over the age of 17 who has a vehicle registered in his/her name would be entitled to one residents’ parking permit.

  16. Any eligible resident, with or without a car, would be entitled to 50 visitor permits per year. This would entitle visitors to park as if they were a resident for the whole day the permit is used. Those with special needs, e.g. requiring frequent visits by health visitors or carers, would be able to apply for additional visitor permits at the discretion of the Director of Environmental Services. Alternatively to save using a visitor’s permit, short stay visitors would be able to use time limited spaces.

  17. Carers’ permits and guest house permits could also be used within the zone. Disabled badge holders would be exempt from the restrictions in the permit holder parking bays provided they have a disabled badge displayed in the vehicle.

    18. Consultation: December 2002-January 2003

  18. These proposals were sent out to informal consultation to all residents and businesses within the zone, the consultation period being 16 December 2002 to 24 January 2003. In general the proposals were much better received than the earlier ones and were generally supported. Positive feedback was aided by each resident receiving a map of their area showing local proposals, details on the background to the scheme, a Frequently Asked Questions sheet and a simplified questionnaire. Examples of these can be seen in the Members’ Resource Centre.

  19. During the informal consultation process it became apparent that Community Management would not work in some streets. Roads where there already is considerable parking pressure preferred the security of double yellow lines, whereas in other areas, double yellow lines were extremely unpopular as residents preferred the freedom offered by the Community Management option.

  20. By the end of the consultation period (24 January 2003), comments were received from 577 households, a response rate of 36% which is the highest received for such a scheme. The comments received from residents in each street within the proposed zone are scheduled in Annex 1. (download as .doc file)

    21. Current Proposals Recommended for Formal Consultation

  21. All the points raised have been carefully considered and the plans amended wherever possible. The proposed scheme as now redesigned shown on Plan No. 721/AO/3000 Rev D shows these amendments. (A copy of this plan is in the Members’ Resource Centre and will be displayed at the meeting.) The new scheme has slightly reduced the amount of on-street parking in line with residents’ concerns about obstructive parking. A total of 1224 spaces are now available: 1041 would be permit holder spaces, 200 of which could be allocated to businesses; the balance of 183 would be used for short term parking of which 137 would also be available for residents. This reduced amount still caters for all existing residents’ parking.

  22. The consultation process showed that residents living in roads closest to the shopping area would prefer 7 day permit restrictions with longer restriction hours. To address this need, a new 7 day permit restriction zone in the southern part of the zone is proposed to run from 8 am to 10 pm. The remaining part of the zone would restrict permit parking from 10 am to 4 pm Monday to Friday.

  23. Many residents believed that the allocation of 3 permits per household was too much and that reducing the entitlement according to off street availability was also unfair. It is now proposed that each household should be entitled to 2 permits regardless of the number of off street parking spaces contained within the property.

  24. Some roads with fewer available spaces will be made resident permit holders only. Residents and their visitors will be able to use these spaces but during the restricted hours business permit holders would not. Roads affected by this proposal lie mainly to the west of Banbury Road.

  25. In general terms, business permit holders on the west side of Banbury Road would only be allowed to share permit holder bays with residents at the ends of each street. To the east of Banbury Road where shortage of parking spaces is not so acute, business permit holders would be allowed to share permit holders bays with residents along each street.

  26. Oxfam have objected to the 22 on-street permits they would receive after taking into account their off street parking facilities. They have requested 50 based on operational need. This figure when added to the other likely business permit requests would exceed the figure of 200 set for the scheme. The local member and officers are in negotiation with Oxfam regarding this matter.

  27. The comments from each street have been incorporated into feedback packs. The pack details the changes to zone policy within the area, residents’ concerns within the street and what the Council can do in response. An analysis of the questionnaire results together with the number and type of comments made both in coloured chart form are also included. A full set of these packs can be seen in the Members’ Resource Centre.

    28. Environmental Implications

  28. This scheme will make a direct contribution in reducing traffic congestion within the vicinity of Summertown and north of the zone along the Banbury Road. It is expected that many commuters would change their mode of travel from car to the Water Eaton Park and Ride and in some cases change mode altogether.

  29. The most obvious benefit will be the reduction in parking congestion within the zone itself which should improve the quality of life for residents. There would also be some reduction in vehicle emissions and the scheme would contribute towards the Council’s sustainability agenda.

  30. There would be some environmental impact in residential streets due to the necessary signing that would require to be erected. Road markings would also have to be laid to define parking areas and restrictions. The recent changes in the new Traffic Signs Regulations and General Directions 2002 mean that the No Waiting at Any Time road markings no longer require supplementary signing.

    31. Financial and Staff Implications

  31. The estimated cost of the scheme is £90,000 and is included in the Capital Programme for 2003/4. Operation of the scheme itself would be funded from within the on-street parking account.

  32. Business parking permits would generate an income of £20,000 pa. Based on previous experience in other zones, this new zone should generate on street parking penalties of £73,000 pa. The net cost of operating the scheme including enforcement by Control Plus who would need to employ additional staff is estimated to be £39,000. This would be a charge on the on-street parking account. The increased use by commuters of the Water Eaton Park and Ride is estimated to attract an additional income of £48,000.

  33. There would be no staffing implications resulting from these proposals.

    34. RECOMMENDATIONS

  34. The Executive is RECOMMENDED:

          1. not to proceed with the original proposals advertised between 11 January 2002 and 1 February 2002;

          2. to authorise the Director for Environment & Economy to publish a draft order for the current Summertown Residents’ Parking Scheme proposals as described in paragraphs 21 et seq of the report and indicated on Drawing No 721/AO/3000 Rev D.

RICHARD DIX
Assistant Director (Network Management)

Background papers: Reponses to Consultation

Contact Officer: Richard Kingshott Tel 01865 815716, Charlie Bevan Tel 01856 815650

April 2003

Return to TOP