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1 Introduction and context...........................................................................................1 2 Overview......................................................................................................................1 6 Traffic flow data............................................................................................................2 14 Road safety................................................................................................................3 20 Data on car clubs, workplace travel plans, school travel plans and car free households...........................................................................................................5 36 Cycle parking, cycle stations and training ................................................................9 44 Air quality ................................................................................................................10 48 Climate change........................................................................................................13 52 Other user satisfaction statistics..............................................................................13 56 Listening to community views on parking................................................................15 60 Camden’s sustainable community strategy and the corporate plan .......................16 67 What’s new.............................................................................................................17 68 Update of the CPZ review programme ...................................................................17 73 Update on the review of the visitor permit scheme south of Euston Road .............17 77 Restructure of Parking Services .............................................................................18 83 Changes to the way Blue Badges are issued..........................................................19 87 Environment Local project ......................................................................................19 91 Changes/closure to parking suspensions office .....................................................20 93 An update on the programme of reviews of waiting and loading facilities in town centres ...............................................................................................................20 100 Coding by vehicle type when PCNs are issued ....................................................21 105 Asset management project ...................................................................................22 111 Graphical representation of parking bays on website ..........................................23 114 ‘Love your local high street’ campaign .................................................................23 116 Camden’s policy of motorcycles in bus lanes .......................................................24 119 What’s coming up................................................................................................25 120 On-street electric vehicle charging bays ...............................................................25 124 CPZ review programme ........................................................................................25 127 Pay by phone parking and other PIP related projects ..........................................25 129 Review of emission-based parking permits...........................................................26 131 Introduction of emission-based charging for parking places on estates ..............26 135 Waiting and loading reviews .................................................................................27 138 Statistics, financial information, reviews and monitoring ..............................28 139 The number of PCNs issued by contravention type .............................................28 142 The number of PCNs issued by severity of contravention ...................................28 145 The number of PCNs paid, representations made and cancelled.........................29 149 The incidence of clamping and vehicle removals .................................................30 151 Financial statistics .................................................................................................30 159 Statistics on appeals and related ..........................................................................33 164 Performance statistics relating to Camden’s enforcement contracts, environment locals and CEOs’ safety ....................................................................................34 169 More information..................................................................................................38
Glossary.......................................................................................................................40 Appendix 1: Chronology of changes to parking in Camden from May 2006 ......43
Introduction and context
Overview This is Camden’s third Annual Parking and Enforcement Report. Four broad areas are covered in the report: The context of the borough, and the wider policy context in which parking and traffic enforcement sits. • What’s new – this deals with changes in policy and enforcement practices and new parking products and services that appeared over the last year. • What’s coming up – this looks ahead and indicates new changes that are being considered. • Reviews and monitoring – this provides updates on parking related reviews that are occurring and the results of relevant monitoring activity. Reference is also made to parking and enforcement statistics, as well as financial information with comparative data for previous years. The box below summarises the context of parking and enforcement in Camden. The rest of section 1 sets out in more detail issues around managing traffic demand and flows, road safety, the wider initiatives to reduce demand and make the borough more sustainable. Parking and traffic enforcement sits firmly within this wider context, and is a key tool in that wider toolbox for managing and improving the borough and its road network. The purpose of parking and traffic regulation and why they are enforced •
This annual report sets out some of the facts and figures of Camden's parking and enforcement activity but it is important also to bear in mind why the borough manages parking in the first place. The various parking policy objectives are set out more fully in the Parking and Enforcement Plan, but are also summarised here. Demand for parking in Camden far outstrips the supply of kerbspace available and the Council seeks to maintain an active balance between the different demands – from residents, their visitors, businesses and their deliveries and customers, access for disabled people, etc. This also needs to be balanced with the duty on the Council to keep traffic moving, avoiding unsafe and obstructive parking, and making sure there is good access for pedestrians, cyclists, buses and vehicles of all sorts. Alongside this is the aim of sustainability, restraining inessential traffic so that we achieve efficient movements for essential vehicles (e.g. emergency services and deliveries). In a crowded inner city we encourage people to move in the most efficient and sustainable ways possible and to help achieve this we improve conditions for walking and cycling, including making these movements safer, and improve the flow of public transport. In addition to the efficiency of our road network this has clear links to minimising the wider impacts of traffic on poor air quality and on the contribution to climate change. 5 Camden recognises that management of traffic and parking sits within a dynamic and changing context, and that constant adjustment and improvement is necessary to guarantee effective and responsive management. Recent years 1
have seen significant changes, such as the abandonment of clamping following a unique study, and Camden intends to continue to try and improve the management and enforcement of parking and traffic controls, delivering a fair and proportionate system that is seen to be so. 6 7 Traffic flow data Managing the road network in London is challenging given that there is a finite supply of road space and kerb space. Demand for the use of this space - for moving traffic, for servicing and for parking - considerably exceeds capacity in many parts of London, especially in the inner areas. Camden, situated as it is in the centre of London, experiences some of the worst congestion in Britain. Parking and enforcement policies offer important and effective means of managing demand: the extent, location and cost of parking have major implications for traffic levels, traffic congestion, the efficiency of public transport services and the health of the local economy. Parking controls should therefore be seen as a component of wider demand management techniques that restrain traffic. The introduction of CPZs resulted in a reduction of parked vehicles and hence traffic associated with it, as demonstrated by our parking beat surveys (Annual Parking and Enforcement Report 2007, table 3.12). Further details about the relationship between restraining traffic, parking policies and other Council policies are dealt with in the Parking and Enforcement Plan, Camden’s Local Implementation Plan and the Network Management Plan, which may be found on the Council website: camden.gov.uk/parkingplan camden.gov.uk/lip camden.gov.uk/nmp 11 Road traffic flows are monitored for changes in volume and type of traffic passing across screen lines. There are four screenlines in Camden - three assess changes in north-south radial traffic through the borough and one catches eastwest orbital traffic across the borough. Until 2006 only two screenlines were measured each year, with data interpolated for intervening years. We now carry out surveys of all four screenlines every year – two in spring, two in autumn. The results of the latest traffic counts in 2008 are given in table 1.1. Data has been collected from 1996 onwards, although data is presented here from 2001, which is the baseline for Camden’s and the Mayor of London’s motorised traffic reduction target of 15% by 2011. In summary: • • Since 2001 the surveys show a drop in motorised traffic (i.e. excluding cycles) of 15% (which meets our 2011 target) and a rise in cycling of 137% (which exceeds the target of 80% by 2010). Compared to 2007 the volume of traffic increased for all vehicle types (except for medium-sized and heavy goods vehicles which have both decreased). As car traffic and goods traffic have experienced trend declines since 1996, let alone 2001, car traffic remains stable with a 0.5% increase from 2007 to 2008 and a further decline of 9% overall for goods vehicles. 2
There has been a considerable increase in other traffic types including motorcycles (10%), light goods vehicles (11%) and bus/coaches (11%) which have contributed to a rise in motorised traffic of 2.8%. This is in contrast to the sharp declines for motorcycles, taxis and buses/coaches from 2006 to 2007. The dip in 2007 may be partly explained by the introduction of the western extension of the congestion charging zone in February 2007, and partly by the increase in petrol prices and economic slowdown later in 2007 affecting general commercial activity. Cycling experienced a substantial increase of 45% between 2007 and 2008. Despite the drop in cycling from 2006 to 2007, the 2008 surveys have established that cycling remains on a long term rising trend. Traffic flow data
Calendar year 2001 12,070 18,026 27,081 40,563 12,737 1,688 5,611 2002 2003 12,652 13,974 17,742 17,484 28,441 30,800 38,530 37,718 12,150 11,653 1,426 6,220 1,602 7,060 2004 16,525 17,231 30,654 37,515 10,969 1,660 7,494 2005 20,416 18,129 31,954 38,776 10,281 1,865 8,820 2006 23,496 19,710 35,577 40,219 10,561 2,409 9,394 2007 19,797 16,251 30,999 35,139 10,565 2,182 8,880 % % change change 2001 to 2007 to 2008 2008 2008 28,628 137.2 44.6 17,875 32,046 38,876 1,832 9,803 0.8 18.3 4.2 8.6 74.7 -8.0 10.0 3.4 10.6 -12.5 -16.0 10.4 0.5 6.3 2.8 4.3
6hr count totals over all screenlines Cycle Motorcycle Taxi Light goods vehicle Medium goods vehicle Heavy goods vehicle Bus and other PSVs Car Total flow Motorised vehicles Goods vehicles
159,577 145,539134,344 129,349 132,672 128,869 116,201 116,789 -26.8 277,352 262,699254,633 251,395 262,912 270,235 240,014 255,090
265,282 250,047240,659 234,870 242,496 246,739 220,217 226,462 -14.6 54,988 52,106 50,972 50,144 50,922 53,189 47,886 49,949 -9.2
Notes: PSVs are ‘passenger service vehicles’, such as coaches and minibuses. Motorised vehicles exclude cycles 14 15 Road safety Camden enforces its parking and traffic regulations so as to improve compliance with regulations, which in turn has a general beneficial impact on road safety. Badly parked cars, for example on street corners, can pose safety hazards, while enforcing bus lanes has the effect of reducing conflicts between buses and other road traffic. Enforcing moving traffic contraventions has obvious road safety benefits, and these can be very localised in nature – such as enforcing one way working. Under the new system of differential penalty charges, moving traffic contraventions involve the higher penalty charge rate as an explicit address to safety concerns (see sections 4.1 and 4.2). Further details about the relationship between road safety and enforcing parking and traffic regulations are given in the Parking and Enforcement Plan. Camden continues to adopt a wide ranging approach to casualty reduction in the borough involving education, training and publicity programmes, engineering 3
measures and the full use of our enforcement powers. Further details are given in Camden’s Local Implementation Plan and in particular the Road Safety Plan. 17 For the first time in 6 years there has been a slight increase in the number of people injured on Camden’s roads based on the latest data available for 2008. Overall, total casualties in 2008 were up by 1.4% on 2007 to a total of 853 reversing the general downward trend over recent years. Within the total of 853 casualties there were also increases in the total number of killed and seriously injured (KSI) and specifically in KSI pedal cycles, motorcyclists and children. The 300% increase in KSI children to 4 was a rise from a single serious child casualty in 2007, yet for the sixth year running there were no child fatalities. The only two categories to have decreased was the total number of slight casualties and KSI pedestrians. Table 1.2 Road casualty statistics
% annual change 2007 to 2008 17% -1% 1%
Casualty type KSI total Slight total TOTAL – all casualties KSI children KSI pedestrians KSI cyclists KSI motorcyclists
2003 192 1,078 1,270
2004 148 1,026 1,174
2005 131 905 1,036
2006 123 748 871
2007 105 736 841
2008 123 730 853
Casualty totals for target groups 18 86 23 36 9 61 20 37 11 58 19 33 8 57 16 29 1 49 22 19 4 45 23 27 300% -8% 5% 42%
Camden, along with a number of other boroughs, had already met most of the Mayor’s original 2010 casualty reduction targets by 2004. Therefore tougher targets were introduced at the London level and are set out below. In 2008 Camden had already exceeded all the new 2010 targets except the number of pedal cyclists killed or seriously injured. Unfortunately the slight increase in pedal cycle KSI casualties in 2008 suggests that this target is unlikely to be met by 2010, however this should be set against a background of rising numbers of cyclists on Camden’s streets. While motorcycle KSI casualties have also increased, we remain close to meeting the target as the overall trend for motorcycle casualties is still down. In every other category there were reductions compared with 2006. In terms of the number of KSI children, despite the recent increase in 2008, we have now met the new 60% child KSI casualties’ target. Despite the dramatic fall in motorcycle casualties in 2007, this category increased again in 2008, although we are now not far from meeting this target. As can be seen from the comparison with London-wide figures, Camden has reduced casualties by more than the London average across all categories. Table 1.3 Road casualty targets
New target for 2010 Baseline (1994-98 average) 250 1,431 25 104 31 41 % reduction required 50 25 60 50 50 40 Casualty numbers 125 1,073 10 52 15 25 Camden 2008 casualties (% change from baseline) 123 (-51) 730 (-49) 4 (-84) 45 (-57) 23 (-26) 27 (-49) Londonwide % change from baseline -47 -37 -67 -43 -21 -21
KSI total Slight casualties KSI children KSI pedestrians KSI cyclists KSI motorcyclist
Casualty totals for target groups
Camden’s success in reducing road casualties was instrumental in the borough receiving the road safety borough of the year award in the 2008 London Transport Awards. Data on car clubs, workplace travel plans, school travel plans and car free households Car clubs
Car clubs offer members the advantages of being able to use a car without the inconveniences of ownership – such as maintaining the vehicle, and paying tax and insurance – since these are dealt with by the car club. There is no need for a resident’s parking permit – car club vehicles have their own car club bays, where they are picked up when booked and returned to after use. Camden has been operating car clubs since December 2003 through accredited operators. There are currently three operators managing car clubs in the borough – WhizzGo, Streetcar and CityCarClub These operators also provide vehicles from off-street locations and have been joined by a fourth operator, ZipCar, solely operating off-street. The location of all car club bays in Camden (and London) can be found on the website carclubs.org.uk. Members can join one or more car clubs, but typically will join the club with bays closest to their home. As of summer 2009 Camden has 111 car club vehicles in 68 on-street locations and 34 off street bays in 21 locations across the borough. Since 2008 there has been a significant increase in the use of car club vehicles throughout Camden as well as an increasing number of applications for car club bays being processed across the borough. Camden’s successful promotion of car clubs is demonstrated by the rapid increase in car club members (table 1.4).
Table 1.4 Car club vehicles and members (at financial year end)
2006/7 Actual 53 1,898 2007/8 Actual 66 2,501 2008/9 Actual 73 34 4,050 2009/10 Target 120 50 5,300
Number of cars/on-street parking spaces (1) Number of cars/off-street parking spaces Number of members
2010/11 Target 150 70 6,500
There is typically more than one car club vehicle at most locations (i.e. per car club bay).
Some people use car club vehicles as their main car, others as a handy second or backup vehicle. While the detailed market research results by one Camden operator is confidential, we can report that some members have sold their cars after joining the club, that overall car usage has decreased and more trips formerly made by car are undertaken by public transport, walking or cycling. In general, UK studies suggest that each car club car typically replaces at least six private cars (with 4-5 private cars replaced in Belgium and 7-10 in Bremen, Germany). Car clubs can bring great benefits to low-income households, who may experience many barriers to owning a car, often resulting in those households purchasing cheaper, inferior vehicles with relatively high emission and lower safety standards. One operator runs a multi vehicle scheme from one of its locations, offering the user a range of vehicles including a larger vehicle and one with disabled person access. Other projects have also been developed to ensure street vans are available for residents and businesses as well as having vehicles available in social inclusion areas. WhizzGo was the first car club operator in March 2007 to be involved in a social inclusion project which enables residents on low incomes and with mobility difficulties easy access to car club vehicles. Two Council estates were chosen for this project, Maitland Park Road, NW3 and Troutbeck Road, NW1. Streetcar has also placed vehicles in the following areas to achieve social inclusion: Lincolns Inn Fields, WC2; Mill Lane, NW6 and Parkhill Road, NW3. Workplace travel plans
The Council encourages travel plans for facilities that attract large numbers of staff, visitors or vehicle movements. A travel plan is a site-based package of measures to encourage walking, cycling, car sharing and public transport use and reduce the amount of car travel connected with the site. The Council’s Unitary Development Plan (UDP) policy T1 C requires planning applicants to provide a travel plan to manage travel arising from any development that significantly increases travel demand or would otherwise have a significant impact on travel or the transport system. The table and figure below shows the number travel plans that have been agreed annually through Section 106 agreements associated with planning applications since 2001/2.
Year Cumulative number of travel plans since 2001/2 Travel plans per year 16
Annual travel plans agreed through planning applications
2001/2 2002/3 28 12 2003/4 45 17 2004/5 62 17 2005/6 73 11 2006/7 2007/8 2008/09
94 118 21 24
Figure 1.1 Cumulative number of travel plans since 2001/02
Cumulative number of travel plans per year since 2001/02
140 120 100 80 60 40 20 0
02 / 03 / 04 / 05 / 07 / 01 / 06 / 20 20 20 20 20 20 20 08 / 20 09 3 2 4 5 6 7 8
Camden uses iTrace in the on-going monitoring of travel plans. It is a TfL-funded travel plan management tool that was developed in recent years in recognition that a standardised approach to travel plan management is desirable. By ensuring that a robust, standardised approach to the travel plan process is applied, iTrace allows for like for like comparisons on travel plan data – year on year and between organisations and boroughs. School travel plans
There are 89 schools in Camden: 50 in the state sector, 30 in the independent sector and 9 special schools and pupil referral units. Altogether about 29,000 pupils attend schools in Camden, about 25% in the independent sector. Camden’s independent sector is unusual both in terms of its relatively large scale and also on account of its tight geographic concentration centred on Hampstead and Belsize. The school run has become an issue in this area for local residents, with roads becoming clogged with cars taking children to school. A cross party School Run Scrutiny Panel was set up in 2002 to look at this issue, and a parking dispensation scheme for schools was established. The number of permits issued was decreased by 20% each year from 2004, with the intention of reaching zero by the end of summer term 2008. By this time parents and schools were expected to have adjusted their travel behaviour through the development of school travel plans to take account of the elimination of permits. The Council reviewed the parking dispensation scheme in 2006/7, consulting with parents, residents, schools, children and other interested groups (Annual Parking and Enforcement Report 2007, section 2.12). This resulted in permits being reduced to 1,000 from September 2007 and then to 500 from September 2008 onwards. The permits are limited to nursery and key stage 1 children
(under 7’s) and from September 2008 permits are only issued to schools with a DCSF (Department for Children Schools and Families)1 compliant travel plan. 32 The tables below show the progress Camden has made with school travel plans and the percentage of pupils covered by these plan for each sector. The incidence of car use is greater in the independent sector (where longer distance are generally involved) and by parents with young children, hence the concentration in completing plans for the independent and state primary sectors. Table 1.6 Progress with school travel plans (at financial year end) 2005/6 Actual 27 30 2006/7 Actual 32 36 2007/8 Actual 58 65 2008/9 Actual 76 85 89 2009/10 Target 100
DCSF approved plans % of schools Target (% of schools)
State primary State secondary Independent primary Independent secondary Other Total 33
Number of schools in sector 41 9 29 1 9 89
DCSF approved plans 38 9 23 1 5 76
% of schools in sector with approved plans 93 100 79 100 56 85
Detailed analysis of school travel plans and the mode used for school travel has shown that for the state primary sector the percentage of trips made by car (including car sharing) fell from a base of 32% in 2003/4 to about 10% in 2008/9. Over the same period, for independent schools car trips fell by about 28% from a base of 70%. If these figures were applied to all state and independent schools, then the impact of school travel plans on mode shift has resulted in about 7,000 fewer pupils travelling by car each day. Car capped and car free housing
The Council aims to promote sustainable lifestyles and to reduce the use of private cars. Where planning applications are made in areas of parking stress, the Council promotes the development of: car free housing - this is housing with no parking spaces on the site or with no eligibility for on street permits other than for people with disabilities • car capped housing - this is housing with a limited number of spaces on the site but no eligibility for on street permits. For car free and car capped housing, a legal agreement is needed to ensure that future occupants are aware they are not entitled to on-street parking permits. The table below gives the most recently available data for the number of agreements that have been made and the number of dwellings involved. •
This was formerly known as the DfES (Department for Education and Skills)
Table 1.7 Planning agreements relating to car capped and car free housing 2003/4 Number of agreements Number of units involved
Note (1) Note (2)
2004/5 127 904
2005/6 (1) 95 620
2006/07 (2) 106 1003
2007/08 117 373
81% of these agreements involved car free units several major developments S106s were signed this year which involved a large number of units
Cycle parking, cycle stations and training The provision of cycling facilities encourages mode shift, which in turn helps to reduce car trips and ease car parking pressures. As table 1.1 shows, the number of cycling trips has been steadily increasing. By 2006 cycle trips had increased by 95% from 2001, and had exceeded the Mayor of London’s 20002010 target of 80% increase in cycling. In 2007 our screenline counts registered a fall of 16% from 2006. However, recent data shows that this was a ‘blip’ year as cycle traffic grew by 45% from 2007 to 2008. In terms of modal share, Cycling’s mode share increased from 4% of all traffic modes in 2001 to 11% in 2008. We await full 2009 results. Details about cycling in Camden, including downloadable copies of Camden’s Cycling Plan can be obtained from camden.gov.uk/cycling. The fourth version of the plan went to committee in November 2008. Camden has an ongoing programme of installing on-street cycle stands to increase the provision of secure cycle parking across the borough. Cycle parking and facilities are provided in locations such as transport interchanges, shops, leisure facilities, businesses and other areas of high demand to actively encourage more people to travel by bike. Due to the high demand for cycle parking throughout Camden the annual programme aims to implement up to 250 cycle stands each year. The number of cycle parking stands across the borough is about 1,175. The Asset Management Project (AMP) team has created an inventory of all street furniture in the borough including details about cycle parking provision (section 2.10). Using this information online maps are available that show where people can park their bikes (section 2.11). Figure 1.2 shows the location of cycle parking across Camden produced by the AMP team. Cycle theft remains a significant issue. Although bike thefts have been decreasing in recent years, the Council aims to find new ways to tackle bike theft to ensure cycling increases, such as the CaMden stand described in last year’s Annual Parking and Enforcement Report. Camden has worked with local businesses such as Front Yard Company and Cycle Hoop to trial new cycle parking designs in the borough. The cycle hoops are attached to existing traffic sign posts (thereby reducing street clutter) and provide an effective method of quickly increasing cycle parking in an area especially where pavements widths are narrow. As a trial, 29 cycle hoops have recently been installed in Fitzrovia, Highgate and Kentish Town. If this trial is successful, Camden will seek to include cycle hoops as part of our annual cycle parking programme.
The PlantLock is a solid planter which a bicycle can be locked to. The bike frame and both wheels can be secured to the bar. PlantLock requires minimum maintenance and is made from robust, durable materials. Each PlantLock accommodates 2 bicycles, and they are positioned in quieter residential areas. We are anticipating installing 15 PlantLocks in 2009/10. Figure 1.2 Cycle stands in Camden
Camden was awarded funding to carry out a demand feasibility study for cycle stations, which are secure indoor cycle parking facilities with shower facilities and lockers for cyclists. In April 2007 Camden launched the training standard Bikeability for London in partnership with TfL and Cycling England. Cycle training continues to rise, as shown in the table below. Table 1.8 Cycle training figures for recent years 2005/6 610 2006/7 653 7 76 2007/8 832 27 67 2008/09 1212 45 73
Number of people trained % increase from previous year % trained who were children 44 45
Air quality Air pollution is an important environmental issue in Camden. Despite the reduction in motorised traffic in the borough Camden has exceeded the Government’s health based air quality standards for nitrogen dioxide and particulate matter in recent years mainly due to its central London location. 10
Road traffic is the dominant source (36%) of nitrogen oxides (NOx) and particulate matter (PM10) (58%) emissions, with heavy good vehicles and taxis contributing proportional higher amounts of these emissions. The role of European exhaust emissions standards and the London Low Emission Zone in reducing emission was discussed in last year’s Annual Parking and Enforcement Report. 46 Camden’s Air Quality Action Plan in 2002 identified a package of measures to help reduce air pollution from road transport, and other emission sources. The document was revised and updated in 2009. The Air Quality Action 2009-2012 outlines a number of new measures to tackle air pollution from road traffic including support of electric, hybrid and bio-methane vehicles, expansion of car club bays, reducing the impact of freight traffic through promotion of clean vehicles, freight consolidation and modal shift, working with businesses to raise awareness about green fleet management, carrying out a hydrogen fuel cell bicycle trial, reducing the impacts of construction vehicles and raising awareness about the links between traffic emissions, health impacts and air quality. Further details about air quality monitoring and measures to improve air quality can be found in the Council’s Air Quality and Action Plan Progress Report 2008. A number of successful transport and air quality project have been carried out over the year. • A green fleet event was organised for businesses in Camden to promote clean vehicles, fuel efficiency driving measures, provide a national policy update on low carbon vehicles and case studies from key speakers. The event attracted over fifty attendees with feedback identifying the event being informative, well organised and useful. The Council launched its portable hydrogen fuel cell generator at the London Hydrogen Partnerships fuel cell event at City Hall. We are the first local authority in the UK to own and operate a hydrogen fuel cell generator. The fuel cell generator will be used to promote clean power at Council events and will be lent to other public and private organisations. Unlike a standard diesel generator, fuel cells operate using an electro-chemical process rather than fossil fuel combustion, resulting in zero air pollution and CO2 emissions with the additional benefit of operating very quietly. The unit was funded by TfL. Camden is diversifying its transport hydrogen fuel cell projects, and embarked on a hydrogen fuel cell bicycle trial with a local courier company in August 2009. Camden in partnership with Veolia Environmental Services, Gasrec (the UK’s first commercial producer of compressed biomethane (CBM) fuel) and vehicle manufacturer Iveco, carried out a six month trial of compressed biomethane (CBM) powered street cleansing vehicle. Biomethane is produced from the decomposition of organic waste at landfill sites and upgraded to be used as a sustainable transport biofuel. A CBM refuelling station has been installed at Camden’s transport depot to support this trial and future CBM vehicles. The trial delivered impressive results: whole life CO2 emissions per kilometre indicate 56% savings comparing CBM and CNG powered vehicles; exhaust emissions where reduced by 90% for particulates and 60% for nitrogen oxides compared to a diesel van. The
Iveco Daily CBM powered vehicle showed no reliability issues during the six month trial, and already meets and exceeds Euro 6 emissions legislation, which does not come into force until 2014. Camden plans to introduce CBM vehicles into our fleet over the next few years. Figure 1.2 Street cleaning vehicle used in the compressed bio-methane trial
Camden is the lead authority in a partnership between Islington, Hackney and City of London participating in the DfT’s Low Carbon Vehicle Procurement Programme. The scheme was introduced to stimulate large scale public procurement of low carbon vehicles and strengthen the development of electric and hybrid vans in the UK market. Camden secured DfT funding to procure five new electric vans for our vehicle fleet in August 2009. • Camden procured a large electric van for our fleet in 2009 which has been modified into an exhibition trailer. The van will be used to transport our hydrogen fuel cell around the borough to strengthen the sustainability aspects of using the fuel cell, and to promote environmental initiatives at Council events. The van has been used at a number of waste recycling and sustainable transport events. Figure 1.3 Camden’s new electric van
48 49 Climate change Carbon dioxide is the main green house gas responsible for global warming and driving climate change. Road transport is responsible for 13% of CO2 emission in Camden, with cars contributing the largest proportion of emissions. The Council’s emission-based charging policy for residents’ permits and its policy of encouraging the use of electric vehicles (discussed in section 2.3 and 2.4 of the 2007 Annual Parking and Enforcement Report) is intended to assist reductions in CO2 emissions from road transport in Camden. This will compliment other measures to mitigate climate change such as encouraging a mode shift to public transport, walking and cycling. Fuel efficiency and vehicle size are important characteristics that influence exhaust emissions. Measures to encourage people to use more fuel efficient and smaller vehicles will help reduce the impact of climate change. Encouraging residents to downsize their cars will also benefit air quality as smaller vehicles produce lower levels of PM10 and NOx emissions. Diesel fuelled vehicles are generally more fuel efficient than petrol fuelled vehicles of similar sizes and consequently produce relatively lower carbon dioxide emissions per kilometre. However, diesel vehicles give rise to higher emissions of nitrogen oxides and particulate matter so there is a trade off in terms of overall effects. Camden’s Life Cycle Assessment study shows that taking account of the reduced CO2 emissions of diesel with the higher levels of other pollutants on balance produces an overall pollution rating such that for most vehicle classes by vehicle size conventional petrol and mineral diesel are equivalent within confidence limits. The Clear Zone Partnership (CZP), which is made of the City of London, City of Westminster and Camden Council, developed a web based tool (travelfootprint.org) to compare the whole lifecycle environmental footprint for all modes of transport, including walking, cycling, public transport, vehicles, and flights. This website calculator is the first of its kind in the world to compare and calculate the whole lifecycle footprint of all modes of travel for climate change and air quality. The CZP won an award for the most innovative transport project at the 2009 London Transport Awards for the Travelfootprint website. It was the result of research on the Life Cycle Assessment of Vehicle Fuels and Technology (LCA) conducted as the first of its kind in the UK to compare the environmental costs of different types of vehicles and fuels from cradle to grave (including carbon dioxide and air quality). Other user satisfaction statistics Every year residents’ surveys are carried out in all the London boroughs using a set of common questions. Attitudes about perceived service delivery for several Council services are asked and some results from the Annual Residents’ Survey are given below. The survey involves face to face home interviews with over a thousand Camden residents and is carried out between January and March. The results for parking services are given in section 1.9. The Council works with TfL to make improvements to public transport and endeavours to maintain its urban realm to a good standard and makes substantial improvements where possible, such as Russell Square, Bedford Square, Fitzroy Square and Lincoln’s Inn Fields.
55 The results of the annual residents’ surveys (table 1.9 and graph below) demonstrate that public transport and urban realm related questions have been given increasingly positive ratings in recent years. Urban realm improvements encourage walking and cycling, while projects that improve public transport efficiency will encourage travellers to use public transport more. These effects should prompt mode shift, and reduce parking pressures and hence are relevant to this report. They also help explain the trend increases in bus and cycling flows, and decreases in car flows observed in our screenline traffic survey (section 1.2). Ratings for these service attributes are generally higher than the average for London boroughs. Table 1.9 Sample results taken from annual residents’ surveys (%)
2005 Public transport Excellent, very good, good Average Poor, very poor, extremely poor Don’t know ‘Good-excellent’ compared to London average Repair of roads/pavements Excellent, very good, good Average Poor, very poor, extremely poor Don’t know ‘Good-excellent’ compared to London average Street lighting Excellent, very good, good Average Poor, very poor, extremely poor Don’t know ‘Good-excellent’ compared to London average Street cleaning Excellent, very good, good Average Poor, very poor, extremely poor Don’t know ‘Good-excellent’ compared to London average 57 26 15 2 5 37 30 31 1 10 63 26 11 0 0 65 24 11 0 22 2006 64 24 10 3 -2 42 31 25 2 6 63 25 11 1 0 69 22 8 0 0 2007 64 23 11 2 3 41 30 27 2 3 65 24 10 1 0 68 23 8 1 14 2008 76 18 4 2 15 48 27 23 2 12 69 22 9 0 1 74 18 9 0 22 2009 80 13 4 2 15 49 27 21 2 7 73 19 7 1 6 72 20 8 0 17
90 80 70 60 50 40 30 20 10 0 2005 2006 2007 2008 2009 Public transport Repair of roads/pavements Street lighting Street cleaning
Listening to community views on parking Parking matters are invariably contentious, with widely differing views often held within the community. By listening to and taking account of these views, the Council aims to make its parking policies and practices fairer. Every year residents’ surveys are carried out in all the London boroughs using a set of common questions. Attitudes about perceived service delivery for several Council services are asked and some results from the Annual Residents’ Survey are given in section 1.8. The perception of parking was included in the 2007 Annual Residents’ Survey for the first time and the results since then are given below. While the perception of parking is on balance negative, the percentage regarding the service as excellent/very good or good continues to grow year on year. Appendix 1 sets out the changes to parking that have been made since May 2006. The perception of parking services in Camden was generally poorer than the London average. Whilst satisfaction is improving, this is a clear indicator that Camden has more work to do in improving the performance and perception of the parking enforcement regime, and we will continue to publish these figures. Table 1.10 The perception of parking (percentages across the table)
‘Good-excellent’ compared to London average -4 -9 -4
2007 2008 2009
1 1 0
3 3 3
17 19 23
27 23 22
22 19 17
8 12 10
7 6 5
15 18 20
100 100 100
Source: 2009 Annual Residents’ Survey 59 Your views are important to us – they help us make changes you want. The results of the 2009 Annual Residents’ Survey show that 59% of residents agree that the Council ‘listens to concerns of local residents’ and 55% agree that we ‘involve residents when making decisions’, higher amounts than the London borough average (by 5% and 6% respectively). These responses also represent an increase in the results of the 2008 Annual Residents’ Survey. Camden’s sustainable community strategy and the corporate plan Camden’s revised community strategy, Camden Together - Camden’s sustainable community strategy 2007-20122, was launched in March 2007. At its heart is a commitment for Camden to develop in a way that improves the quality of life for us and for future generations. The community strategy was developed closely with the Local Strategic Partnership – a group chaired by the Leader of the Council that represents Camden public service providers, including the police and local health services, along with local businesses and the voluntary and community sector. The overall vision is for Camden to be a borough of opportunity. That means working together to enable individuals and communities to achieve their full potential, in terms of both their work and social life. To develop this vision, councillors held public meetings across the borough, which hundreds of people attended to give their views. Over 1,200 people took an active role in the consultation. There are four themes in the vision: (1) a sustainable Camden that adapts to a growing population (2) a strong Camden economy that includes everyone (3) a connected Camden community where people lead active, healthy lives (4) a safe Camden that is a vibrant part of our world city 65 Our 2009-13 Corporate Plan Update renews and updates Camden's plans to deliver our commitments under the new community strategy3. In addition to delivery plans to achieve the four themes above, the corporate plan update also includes delivery plans to achieve the following: (5) a leading Council, delivering efficient and responsive services 66 These themes help to guide the initiatives set out in Sections 2 and 3.
The community strategy and the messages from the consultation can be downloaded from the Camden Together website (camdentogether.org.uk/). 3 Details are given on camden.gov.uk/ccm/navigation/council-and-democracy/plans-andpolicies/corporate-plan/.
68 69 70
Update of the CPZ review programme The CPZ review programme was established following a borough-wide consultation in 2007 (APER 2008, section 3.5). Three controlled parking zones (CPZs) were reviewed in 2008/09 based around issues raised in the 2007 consultation, all involving longer hours of operation. Zone
CA-L (outer) CA-P(c) CA-F(n) West Kentish Town Fortune Green Camden Town North
Weekend hours of control in the Talacre Road area. Extending weekday hours of control longer than 2 hours per day. Longer hours of control throughout the whole week.
Consultation steering groups were formed to inform the consultation questionnaires that were sent to all the addresses in the areas affected. Based on the consultation results the following outcomes were obtained that reflect the majority views of residents, businesses and groups. For CA-L (outer) and CA-P(c) it was recommended that the hours of operation stay the same. The analysis of responses took account of results on a streetby-street basis in making these recommendations. In the north west section of CA-F(n) the hours of operation will be extended to 11.00pm, throughout the whole week, Monday to Sunday, although the start times will remain the same (8.30am Monday-Friday, 9.30am Saturday and Sunday). It is expected that the new sub area will be formed in October 2009 and that everyone in the sub area will be contacted.
Update on the review of the visitor permit scheme south of Euston Road A pilot visitor permit scheme was established for the zones south of Euston Road in July 2007, and was subject to a review in February 20094. Since the scheme started there have been no complaints about increased parking stress south of Euston Road and the quantity of VPs sold show that the effect of VP take-up levels on global occupancy levels is marginal. For these reasons, the pilot was considered successful and it was agreed to make the current scheme permanent with some enhancements. Parking pressures are still high in CA-C (Holborn and Covent Garden), though this will lessen when some under-used pay & display parking spaces are converted to residents’ bays. The quarterly allocation of visitor permits will be retained at 20 visitor permit hours for adult residents but subject to the conversion housebound residents will be allowed an enhanced allocation of 50 hours per quarter.
Review of Visitor Permit Scheme South of Euston Road (CENV/2008/98), report to the Executive Environment (Sub-Group), 12/2/2009.
76 In CA-D (Kings Cross) and CA-E (Bloomsbury and Fitzrovia) the quarterly allocation was increased from 40 hours to 50, with an enhanced quarterly allocation of 60 hours for housebound residents. Restructure of Parking Services Progressing the Council’s policy and in response to the enactment of Part 6 of Traffic Management Act 2004 (section 1.12 of the Annual Parking and Enforcement Report 2008) and the fall and projected continued decline in PCNs (see section 4.1 for details), the Council decided to review the effectiveness and efficiency of the parking service structure and the roles and responsibilities within it. Following an independent external analysis and an internal review, the Council concluded that the case for changing the current parking service structure was strong. Weaknesses were identified in the way activity and responsibility was distributed across the teams, and opportunities were identified to clarify certain roles and allow more flexibility in the way work is allocated. Ways in which There was potential for Parking Services to become better integrated with the rest of the Culture and Environment Directorate so that it could become more effective at interacting with other public realm responsibilities; offer a more joined up service to customers; and contribute towards shaping the places in which our customers live and work. The scope of the restructure is broad. Of 180 posts currently in the parking service, 162 posts are directly affected in some way by this review. The proposals will result in a net reduction of 25 posts, although these are not all occupied by staff at present. The new operational model was approved by the Executive Member for Environment on 18th June 2009 and went live in September 2009. The key features of the new model include: • The permanent establishment of a Directorate Parking Board to oversee the changes, to achieve a cost-effective and improved customer focus, and produce a leaner parking service. The first Directorate Parking Board meeting was held in July 2008. The Board is charged with the responsibility for and development of all key strategic, policy and financial decisions in parking, subject to political consideration and agreement. The new structure allows the parking service to focus on operational improvement as operational decisions will continue to be made by the Parking Services Management Team. A more effective allocation of operational responsibilities across the following three teams: o Parking enforcement o Parking infrastructure o Customer enquiries and debt recovery The centralisation of Parking Services’ support functions (business administration; communications; service improvement; procurement support) into a Directorate team, to enable the more efficient sharing of these staff across the Directorate.
A flatter management structure and broader pools of multi-skilled staff who are better informed about the breadth of the services offering to customers and better able to meet peaks and troughs in demand for work. • Greater variety within roles and more devolved responsibility to staff. • Advantages for enhanced service delivery to the public through simplification of the parking regime to make it easier for public to understand and delivering better value for money by reducing costs. This project also forms an important part of the Directorate’s efficiency programme. In response to falling parking income and the wider pressures on local authority finances, we have taken the opportunity to ensure staffing costs are tightly controlled and resources are scaled according to demand for services. For example, as parking ticket issuance falls, appeals against those tickets should fall, and the costs of staffing the service should also fall. Changes to the way Blue Badges are issued The passenger and accessible transport service (PATS) is now responsible for the administration of Blue, Green, Substitute, Organisational and Dedicated Badges (for use of a particular bay). This change came into effect in June 2009. Customers using Camden’s concessionary travel schemes are now able to enjoy a ‘one stop shop’ for the provision of a range of services. The travel schemes for older/disabled residents include services such as Blue Badges, Freedom Passes and Taxi Cards. Previously customers had to deal with two separate teams to obtain the various services: disabled Badges used to be provided by parking services, while Freedom Passes and Taxi Card were provided by PATS in housing and adult social care (HASC). The issuing of disabled Badges was transferred to PATS to eliminate the confusion often experienced by customers and others, to simplify the delivery of disabled Badges to applicants meeting the eligibility criteria. Parking Services will continue to combat the theft and fraudulent use of disabled blue. Environment Local project The Environment Local project is part of the corporate Better and Cheaper phase II programme, agreed as part of the Medium Term Financial Strategy in 2007 to deliver savings from 2008/9. The project’s objectives were to: • • • • • • review and simplify parking permits, particularly the duration of permits on offer review the ways (channels and access points) that customers can transact with the Council for parking permits and suspensions increase the use of self service online permit applications review the outsourcing of the Suspensions service deliver efficiency savings of £300K in 2008/09 and ongoing deliver consistently high standards of service across all permits and suspensions, increasing satisfaction across all customer groups •
90 The project has delivered: • • • • • • • An improved parking contact centre to handle telephone enquiries; Rebranded and simplified permit forms and website, including significant changes to enhance the online permits system; Removed the one month permit duration for resident permits, and one and three month durations for motorcycles; Changed the Permission to Park (PTP) permit so that you can now apply, pay and print off your own Permission to Park permit online without any officer involvement; Builders’ scratch cards were discontinued and replaced by the improved Permission to Park permit A £10 saving for renewing resident permits online by declaration The number of visitors to the three Environment Locals and Town Hall Cashiers has decreased as more residents and businesses obtain their parking permits online or by other channels. As of September 2009 70% of residents whose details haven’t changed are now renewing their resident permit online by declaration. This enabled us to close the Hampstead and Kilburn Environment Locals on 26 June 2009. The Environment Local at 100 St Pancras Way and the Town Hall Cashiers continue to provide a face to face permit service for those that need it. The Suspensions office was closed 30 March 2009 as part of this project, as described in section 2.6; Restructure the permits team, without any redundancies being made through agency workers being released; and Ongoing savings for the Council of £300,000 per annum
• • • 91 92
Changes/closure to parking suspensions office The Parking Suspensions office at Crowndale Road was closed in March 2009 and the service moved to the back office at Parking Services at 100 St Pancras Way. This had virtually no impact on users of the service since almost 100% of applications were made online, by fax, email or post rather than face-to-face. A range of improvements were made prior to the closure of the service, such as simplified forms and changes to Camden’s website. Online applications can be made at Camden’s libraries for those that do not have computer facilities at home. The closure was supported by a full communication campaign informing the community of the change. An update on the programme of reviews of waiting and loading facilities in town centres The Council is conducting a rolling programme of waiting and loading reviews across Camden’s town centres and commercial areas. The objective of these reviews is to simplify controls and increase short stay parking provision and loading bays where possible. These reviews take two years to complete. In the first year an area is studied to obtain an understanding of the needs of businesses, and proposals for change are developed. In the second year proposals are consulted on, leading to implementation of supported components. 20
96 In 2008/9 a project in Holborn was completed, resulting in more than 60m of additional loading bays. CPZ CA-C is within the study area and is unusual in that, due to high demand for parking facilities there are 22 shared-use loading bays (12 of which can be used by residents and 10 by disabled people in the evening) in addition to conventional loading bays. Maximum times do not apply to conventional loading bays in Camden, though for the Holborn project the 20 minutes maximum stay for the shared-use loading bays were increase to 40 minutes. Two studies were completed in 2008/9: • In West Hampstead – based around the commercial centres in West End Lane, and Mill Lane • On part of the A5 - Kilburn High Road and Maida Vale, as well as side roads. This is a partnership project involving Brent, Camden and Westminster with an emphasis on developing proposals to help improve traffic flow on the A5. 98 The Council is also progressing another project based around a ‘corridor’ approach, which aims to consider an area from the point of view of all road users, including considering demand for parking and waiting and loading facilities. As such it seeks a better overall balance in the design and management of a corridor than would be delivered by a narrower focus on a single travel mode. The ‘Bloomsbury corridor’ project involves that part of the A4200 across the heart of Bloomsbury, running from Theobald's Road in the south via Southampton Row, Russell Square, Woburn Place, Tavistock Square and Upper Woburn Place to Euston Road in the north. This corridor was studied in 2007/8 and is being implemented in stages over several years. The study concluded that the current level of waiting and loading facilities along the corridor meet existing levels of demand and that traffic flows are not impeded by the waiting and loading facilities that are provided. The project will involve rearrangements parking bays in the area. 99 On completion of each review we will produce a leaflet for use by local businesses, their customers and suppliers. Our website now features parking and loading guides for four areas where reviews and changes to loading and parking facilities have been introduced – Kentish Town Road, Tottenham Court Road, Fortess Road and Holborn. The leaflets contain information on the location of pay and display bays, where loading and unloading is permitted and guidance on how to understand the signs and road markings on street. They can be downloaded from our website at: • camden.gov.uk/kentishloadingplan • camden.gov.uk/tottenhamloadingplan • camden.gov.uk/fortessloadingplan • 100 101 camden.gov.uk/holbornloadingplan
Coding by vehicle type when PCNs are issued From February 2009 when a PCN is issued to a vehicle the vehicle type involved is included in our PCN database. The categories of vehicles coded for include commercial vehicles (small vans under 3.5 tonnes, large vans under 7.5 tonnes, rigid lorries and articulated vehicles), cars, PSVs (buses, coaches and the like),
taxis, powered two-wheelers (motorcycles) and ‘others’ (a catch all category). With this information we are able to establish how many commercial vehicles receive PCNs in Camden, and if there are geographical concentrations, ‘PCN hotspots’, where delivery companies are experiencing difficulties in making delivering to enable us to address particular issues in certain areas in a more focussed way. 102 Camden’s central London location results in extremely high demand for kerbside space – including that for loading/unloading on yellow lines where permitted. In June 2007 London Councils recommended that new uniform maximum loading/ unloading times be applied across London on yellow lines, with the maximum time increased from 20 to 40 minutes. When Camden introduced the longer time (Annual Parking and Enforcement Report, 2008, section 2.6) this also applied to smaller vehicles leading to less effective enforcement, higher potential congestion and reduced access to yellow lines by larger vehicles that generally need longer delivery times. Vehicle type coding has enabled us to revise the 40 minute rule to be fit for purpose. Heavy good vehicles that require longer unloading/loading times – large vans and lorries - are allowed up to 40 minutes, whereas smaller vehicles 3.5 tonnes under (including small vans) that require less time for this activity are allowed up to 20 minutes. Vehicle type coding will allow us to monitor the effect of the policy change. Camden has retained the 11 o’clock rule due to the high demand for kerbside space (contrary to London Councils recommendation) that allows loading/unloading to take place on yellow lines where permitted for an unlimited amount of time from the end of the controlled parking zone restrictions until 11am for all vehicles irrespective of size. Asset management project In April 2008 Camden embarked on the first stage of its highways Asset Management Plan (AMP) to create an asset inventory of every fixed item on the public highway for which Camden Council is the maintaining authority. The data capture phase of the project was completed in December 2008 and covers all type of street furniture (e.g. cycle stands, cycle tracks, street lights, signs, pedestrian crossings, trees, bollards and guard railing), all road markings (e.g. parking bays, yellow lines, cycle advance stop lines) and surface types on footpaths (e.g. types of paving, dropped kerbs). The location of these assets can be viewed through a Geographical Information System (GIS) in map form. All highway authorities have a statutory requirement to provide accurate estimates of the value of assets that each authority maintains. The development of a street inventory in GIS format provides an example of best practice. The AMP assists managing an asset over its life, from installation, maintenance and repair to potential replacement. The GIS representation enables street assets such as road markings to be reinstalled in their correct positions when a road is resurfaced, and to be replaced when damages occur due to vandalism or theft. Placing a monetary value on highway assets, assessing each asset’s life cycle length and using suitable depreciation rates and maintenance fees assists engineers to seek the appropriate funding streams to keep assets maintained.
109 Information held by the AMP is kept up to date as changes are made to the street environment. This gives officers who use the AMP the most up-to-date information. It also improves communication between officers and the public when queries are raised due to the readily availability of information that is easily accessible. For example, the AMP can be used by officers in Parking Services to view the geographic extent and location of all parking bays. Like all GIS objects held in the AMP, parking bays can be selected through the map interface and further details can be obtained about that particular bay, such as the type of bay it is, the hours and days of control and tariff details for pay & display bays. Information contained in the AMP is being used in other ways. For example, AMP parking bay information is used on our website to enable the public to find where various kinds of bays can be found (section 2.10). It is anticipated that the AMP will be enhanced further in future, for example to show where London’s Cycle Hire locations can be found. Graphical representation of parking bays on website The ‘where to park’ section on our website has a webpage camden.gov.uk/findparking that enables users to specify a street and type of parking bay. Information is then displayed on a map showing the location of relevant bays in the area. The users can zoom in or zoom out of the map. The map allows residents to locate a range of parking bays including: • • • • • • • • 113 Residents’ bays Shared use bays Disabled blue badge holder’s bays Disabled green badge holder’s bays Car parks Pay and display bays Metered bays Coach parking
The search map was launched in September 2009 as part of the Council’s wider promotion of town centres ‘love you local high street campaign’ (see section 2.11). A quick link to the map was included in a YourCamden supplement which was distributed to 95,000 households in the borough with a further 10,000 distributed to Council reception points, libraries, sports centres, community organisations and supermarkets. ‘Love your local high street’ campaign This campaign is part of the Council’s wider programme of recession initiatives to promote our local high streets by providing information on parking options for use in promotional material and support local businesses during the economic downturn. The campaign is also aligned with the 2012 London Olympic Games with the aim of attracting visitors as well as residents to shop locally as well as promoting local visitor attractions that are currently not being advertised. The campaign promotes some of Camden’s busy town centres by providing information on local parking facilities to the public. Key to this campaign is the
new search map on Camden’s website for locating parking bays in any street around the borough (section 2.10). 116 117 Camden’s policy of motorcycles in bus lanes The Mayor for London recently made a commitment to allow motorcycles in bus lanes on TfL’s roads, the TLRN, which are also known as red routes. Motorcyclist casualties have traditionally been harder to reduce on London’s roads than other road user casualties. However, pilot studies have found that there is no clear consensus on whether road safety is improved for motorcyclists in bus lanes. The issue becomes more complicated when consideration is given to whether the policy encourages motorcycle use at the cost of discouraging cycling that is allowed in bus lanes. TfL is negotiating with the 33 London boroughs to extend the proposal onto borough roads. Currently Camden does not allow motorcyclists to use bus lanes on its roads. We have considered various policy options: retaining the current position trialling a scheme to allow motorcycles in bus lanes or to object to TfL’s proposals. Camden will wait until the results of the TfL trial have been assessed. There is weight in taking forward a trial on Camden’s roads if the inner London boroughs agree collectively to the proposal for the purposes of consistency.
119 What’s coming up
120 121 On-street electric vehicle charging bays This pilot scheme became operational in November 2008 with charging points in five locations: 40 Charlotte Street, 26 Red Lion Square, 8-14 Store Street, Malet Street (outside University of London Union) and Sardinia Street. Details about the scheme are as follows: • • The scheme is only available to Camden residents by applying for a ‘Newride permit’ at an annual cost of £50 (the fee is waived for those with renewable sourced electricity at home). Applicants must also purchase a charging cable that connects their vehicle to the charging point. The cable is purchased for a one-off cost of £100 from the supplier of the charging point. This is a standard cost that operates throughout London. Permits allow for free on-street charging (there is no charge for the electricity) and free pay-and-display parking (some conditions apply) for up to three hours – the time required to fully charge an electric vehicle. The pilot scheme will be reviewed after 12 months of operation.
• • 122
Charging points are currently being installed in the following locations: Warren Street, Bernard Street, Doughty Street and Acton Street. In additional a car club bay is being installed in Lincolns Inn Fields for use by an electric vehicle. Information about charging points can be found on newride.org.uk and Camden website at camden.gov.uk/e-vs. CPZ review programme Reviews in several zones were recently completed (section 2.1) and the review of CA-B will start in Autumn 2009, with that of CA-H to follow. Issues about the hours and days of control have been raised in other zones and partial reviews are recommended [to be updated after the October Executive (Environment) Sub-Group meeting] for the following: • • • • Primrose Hill, CA-J – introducing weekend controls in the south and east of the zone. Highgate zone, CA-U – introducing longer hours of control and at weekends in the Highgate village area. Redington-Frognal, CA-S/W – extending the size of this area. Bloomsbury and Fitzrovia, CA-E J – introducing weekend controls
123 124 125 126
Pay by phone parking and other PIP related projects 128 Partners in Parking (PiP) is led by the City of Westminster in partnership with TfL, LB Camden, City of London, LB Islington, LB Lambeth and RB Kensington & Chelsea. PiP members are collaborating to harmonise parking equipment, services, controls and practices so that there is a more consistent customer experience both within areas covered by individual authorities, and
across Council boundaries. PiP procurements of services also deliver savings to its partners through the buying power of group procurements. 3.3.2. Projects or procurement framework agreements that Camden is either working on, or will evaluate in the future include: • • Pay by phone. Several central London boroughs have some form of cashless or pay by phone parking in place. In the next year Camden will be investigating introducing pay by phone in the borough. Persistent Evaders. New legislation (Part 5 of the London Local Authorities and Transport for London Act 2008) gives London authorities additional powers to deal with persistent evaders (a vehicle registered to a keeper that has at least three PCNs outstanding). Authorities’ taking up the powers will be able to take enforcement action against a stationary vehicle belonging to a persistent evader on a road in Greater London, whether or not it is in contravention. London Councils is running a pilot project with City of Westminster, Ealing, Hammersmith & Fulham, and TfL. The pilot is looking to set up a cross borough database of persistent evaders. No decision has been taken by Camden whether to take up these powers. Blue Badge database. Camden was one of the five authorities who piloted the Lost, Stolen and Fraudulent Blue Badge Database. The Pilot was successful and in February 2009 London Councils’ Transport and Environment Committee agreed to expand this database to all 33 London Boroughs. Widespread use of this database will improve its effectiveness in dealing with lost, stolen and fraudulent Blue Badges. Procurement contracts. PiP procurement arrangements will be considered when Camden renews some of its contracts in future, such as those relating to parking stationery contract and on-street pay & display equipment contract. The Pre Debt Management contract (that City of Westminster has in place) will be considered as an option by the wider Council debt recovery project being led by the Finance Team.
Review of emission-based parking permits 130 A review was originally intended to be undertaken in 2008/9 but the scope for residents to downsize to a smaller vehicle is now reduced due to the economic downturn and the reduction in new vehicles purchased (and hence the impact that this will have on the second-hand market). The scheme will be reviewed in 2010. Introduction of emission-based charging for parking places on estates The Council lets out more than 5,000 parking spaces and garages on its housing estates through the Council’s district housing offices. Roads in estates are private and do not form part of the public highway. Consequently, residents' permits do not apply to parking on estates. Instead, a resident on estates rent their own specific space that is charged weekly through the rents system.
Following consultation the Executive decided5 to introduce emission-based charging for parking places on estates. The system is similar to that for residents' permits and based on the polluter pays principle; the more CO2 emissions that are produced per kilometre travelled the higher the permit charge that applies. Currently there are various kinds of parking spaces on estates, each with its own flat rate daily charge. Under the new system four tariffs will apply to each kind of space depending on the size of the vehicle. The Council's rent accounting systems is being changed to accommodate the new charges. Pending successful test runs, it is intended that the proposed charges will be implemented in autumn 2009. Waiting and loading reviews The Council’s rolling programme of waiting and loading reviews is described in section 2.7. Hampstead town centre is being studied in 2009/10 and the review covers the main part of the town centre around Hampstead Underground station and also the commercial area around South End Green. Proposals developed from the study will be consulted on in due course and the scheme should be implemented in 2010/11. 137 Parking arrangements are being changed in Chalk Farm Road as part of a town centre project. A parking and loading leaflet will be published on the Council website in 2009/10.
Emissions Based Parking Charges on Council Housing Estates (HASC/2009/32), Executive report, 22 July 2009.
138 Statistics, financial information, reviews and monitoring
139 140 The number of PCNs issued by contravention type Table 4.1 gives details on the number of PCNs issued in recent years by different types of contraventions Table 4.1 The number of PCNs issued by contravention type
Financial year 2004/5 Parking Bus Lane Moving Traffic Total - all PCNs 463,944 45,778 52,091 561,813 2005/6 448,085 24,514 106,479 579,078 2006/7 434,646 15,324 109,186 559,156 2007/8 404,675 11,481 113,718 529,874 2008/9 320,304 9,019 90,343 419,666
500,000 450,000 400,000 350,000 300,000 250,000 200,000 150,000 100,000 50,000 0 2004/5 2005/6 Parking 2006/7 Bus Lane 2007/8 Moving Traffic 2008/9
PCN data given in this report excludes ‘voids’ that occur for a number of reasons, including PCNs that were not issued due to a vehicle driving away, enforcement staff (CEOs on-street) being prevented from serving the PCN, or an error in writing out the PCN by the CEO. The number of PCNs issued by severity of contravention From 1st July 2007 a new system of differential PCN charges was introduced by London Councils (see Annual Parking and Enforcement Report 2008, section 4.2). The charge for minor parking breaches decreased relative to the former flat rate, while more serious parking contraventions (such as those liable to be obstructive to traffic movement, buses, cyclists and pedestrians, and parking in bays for disabled people), bus lane contraventions and moving traffic contraventions were increased. Table 4.2 gives the number of PCNs issued by severity of contravention in Camden, before and after differential charging commenced.
The number of PCNs issued by severity of contravention in Camden
PCNs issued in 2007/8 April-June 2007 Flat rate charges July 2007 – March 2008 Higher level
191,119 8,764 84,060 283,943 104,765
2007/8 Total Higher level
404,675 11,481 113,718 529,874 196,040 9,019 90,343 295,402
2008/9 Lower level
124,264 0 0 124,264
320,304 9,019 90,343 419,666
Parking Bus Lane Moving Traffic Total - all PCNs
108,791 2,717 29,658 141,166
The number of PCNs paid, representations made and cancelled When a PCN is issued the recipient can either pay the PCN or make an informal representation asking us to cancel the PCN, citing relevant information and evidence for us to take into account. A leaflet can be downloaded from our website (camden.gov.uk/pcn) giving advice on parking and driving in Camden, how to avoid a PCN and what you can do if you receive one. If a PCN is paid promptly, 14 days from the date of issue, a 50% discount applies. Representations received within the initial 14 day period can result in a PCN being cancelled, but if we decide not to cancel the PCN we allow a further 14 days from the decision date for payment to be made at the 50% reduced rate. Recipients of a formal Notice of Rejection, following formal representations against a Notice to Owner, can take matters further if they wish and make an appeal through the adjudication service. Table 4.3 shows, for PCNs issued in 2008/9, the number of cancellations, those paid in full or at the discount rate, and others not yet paid or in the process of making a representation or appeal. Table 4.3 The number of PCNs issued in 2008/9 (with row percentage shown in brackets)
Paid at discount rate 137,723 (43.0) 5,012 (55.6) 52,912 (58.6) 195,647 (46.6) Paid in full 80,600 (25.2) 1,998 (22.2) 20,855 (23.1) 103,453 (24.7) Other (1) 87,274 (27.2) 1,872 (20.8) 12,965 (14.4) 102,111 (24.3) Total 320,304 (100.0) 9,019 (100.0) 90,343 (100.0) 419,666 (100.0) % paid (sum of 2nd and 3rd columns) (68.2) (77.7) (81.7) (71.3)
Cancellations that have representations Parking Bus Lane Moving Traffic Total - all PCNs 14,707 (4.6) 137 (1.5) 3,611 (4.0) 18,455 (4.4)
Other includes those PCNs not yet paid, cancelled as a result of an appeal or otherwise still in process of representation/appeal or cannot be traced ‘cos not registered with the DVLA
The incidence of clamping and vehicle removals Table 4.4 gives the numbers of vehicles clamped and removed in recent years. The number of vehicles clamped has been steadily falling over this period and the sudden drop in 2006/7 is due to the ending of widespread clamping in September 2006 (Annual Parking and Enforcement Report 2007, section 2.1). The small number of clamped vehicles in recent years largely relates to persistent evaders. Table 4.4 Clamped and removed vehicles
2004/5 Vehicles Clamped Vehicles Removed 26,070 4,833 2005/6 26,453 8,697 2006/7 8,113 8,732 2007/8 64 4,314 2008/9 7 3,474
30,000 25,000 20,000 15,000 10,000 5,000 0 2004/5 2005/6 2006/7 2007/8 2008/9
Financial statistics Within the Council’s budgeting processes and procedures the parking account is a ‘memorandum account’ which is set up and collated into this account from the Council’s accounts. It is necessary to set up the parking account as a memorandum account, since any surplus generated must be spent on certain allowable purposes specified by law and to be accounted for separately in the Council’s accounts to show transparency in this respect. The income and expenditure on the Parking Account is presented in table 4.5. The total expenditure stated in table 4.6 relates to direct expenditure incurred in running the services that generate the parking account income. The income categories relate to the following: • • Parking meters/pay and display – income from parking meters and pay and display machines. Parking permits: resident’s - income from parking permits issued to residents in the London Borough of Camden.
Parking permits: other - income from parking permits issued to businesses, doctors, visitors, market traders, and miscellaneous permits in the London Borough of Camden. The increase in income for other parking permits in 2008/09 was due to the transfer in of the suspensions budgets and income in the period from the parking meters/pay and display area. • Clamping and removals – income from the penalty fees from clamping cars and the removal of cars to the car pound and storage fees while at the pound. • Penalty charge notices – income from parking tickets issued to drivers who commit parking and moving traffic contraventions. • Other income – this is a variety of income that falls outside the other parking account categories, e.g. the grant from TfL for the Persistent Evader Scheme in 2004/5. Table 4.5 Parking account: income and expenditure
2004/5 Income Parking meters/pay and display Parking permits: resident’s Parking permits: other Clamping & removals Penalty charge notices Other income Total income Total expenditure Surplus (£,000) 11,047 2,670 1,210 3,047 23,467 287 41,728 20,814 20,914 2005/6 (£,000) 11,822 2,862 1,444 2,981 20,178 91 39,378 24,604 14,774 2006/7 (£,000) 12,045 2,910 2,193 1,928 24,522 253 43,851 24,833 19,018 2007/8 (£,000) 12,566 2,965 1,679 841 26,348 219 44,619 23,308 21,311 2008/9 (£,000) 10,178 (1) 2,999 4,903 (1) 879 20,164 246 39,368 25,325 14,043
In 2008/9 the fall in pay and display income and increase in parking permits (other) is due to how suspensions income is now accounted for (it was moved from the former to the latter category).
The 2008/9 figures given here are provisional in that they are from unaudited accounts and may change as a result of the audit. This does not include all Parking Service income and expenditure, only the on-street income and expenditure. Although the level of permit and pay and display charges are set by Camden Council, the level of penalty charge notices (PCNs), clamping, and removal fees are set externally – by London Councils with the Mayor of London’s approval and ratified by the Secretary of State. Changes that have occurred to income levels over this period are due to several factors: • • Penalty charge, clamping and removal fees are reviewed every four years by London Councils and TfL. They were last changed in July 2007 (see Annual Parking and Enforcement Report 2007, section 2.2). Recovery rates for PCNs have remained broadly constant in recent years.
The PCN surplus decreased significantly in 2008/09 due to a fall in issue rates of c20% from 530,000 (07/08), to 430,000 (08/09), due to challenging economic conditions. A high recovery rate was maintained. • At the end of each financial year there are a large number of PCNs that have been issued but have not been paid. We make a prudent estimate of the income we expect to receive in relation to these tickets and include the figure in the accounts for Parking Services in the year in which the PCNs were issued. Accounts need to be closed two months after the end of the financial year. If the amount actually collected is different to that estimated then an adjustment is made in the subsequent financial year. The accrual made at end 2008/09 was less than in 2007/08, reflecting the downturn in PCN volumes. Table 4.6 shows how the parking surplus identified in table 4.5 is spent. The Council has discretion on how to spend any surplus that may arise, within the allowable uses set by law. Under current legislation the application of any surplus is limited to meeting the cost of providing and maintaining parking facilities, highways improvement schemes, highway maintenance, public passenger transport services and certain other categories (as explained in Annex C of the Parking and Enforcement Plan). Table 4.6 Application of surplus
2004/5 (£,000) Off-street parking Highway and traffic improvement, and highways maintenance Concessionary fares (Freedom Pass) and Taxicard scheme Transport planning costs Home to school transport Total expenditure from parking surplus 954 10,144 2005/6 (£,000) 821 7,243 2006/7 (£,000) 663 7,098 2007/8 (£,000) 1,004 8,054 2008/9 (£,000) 935 6,657
6,169 1,538 2,109 20,914
6,710 0 0 14,774
7,195 1,433 2,629 19,018
7,548 1,859 2,846 21,311
6,451 0 0 14,043
Table 4.6 only presents the relevant expenditure in each category up to the amount of the surplus for each year. Explanations of allowable relevant expenditure for these categories are as follows: • Off-street parking – This relates to staff and running costs at the car parks Camden manages at Bloomsbury Square, Brunswick Square and Henderson Court. This excludes income and includes staff salaries, rent, rates, and telecoms. Highway and traffic improvement, and highways maintenance - This relates to the highway and traffic improvement expenditure, the debt charge and contributes towards maintaining Camden’s public highway. It covers items such as the highway partnering contract, the public lighting contract, gully cleaning contract, gully repairs and maintenance, traffic management and control and contribution to improvements such as 32
pedestrian crossings, cycling facilities and upgrades to the walking environment. Concessionary fares (Freedom Pass) and Taxicard scheme. Transport planning costs - This relates to transport planning activities such as the project management of road safety projects, urban realm improvements, town centre improvements, preparation of the plans and strategies such as the Walking Plan, Cycling Plan, Streetscape Design Manual, school travel plans, workplace travel plans, and other such activities facilitating the implementation of the Mayor of London’s Transport Strategy. The contribution to these costs will depend on the amount of available surplus year on year. Home to school transport – This relates to the home to school transportation expenditure under the special educational needs service for certain statemented pupils (see the Glossary for definition of this term), and certain pupils of the primary pupil referral unit. The contribution to these costs will depend on the amount of available surplus year on year.
Statistics on appeals and related Table 4.7 gives the results of parking appeals considered by London’s independent adjudicators, the Parking and Traffic Appeals Service, PATAS, and the data is derived wholly from PATAS’s own statistics published on London Councils’ website. Recent data is given up to the latest information available - for 2008/9. The number of ‘appeals allowed’ are those cases which are found against the Council. The number of ‘appeals refused’ are those cases which are found against the appellant. The table shows that for parking contraventions Camden performs better than most London authorities. For Camden the percentage of appeals found against the Council is lower than the London average and Camden ranks highly compared to other boroughs. In table 4.7, the lower the percentage allowed the better a council is performing relative to its peers – i.e. it has won relatively more cases at appeal. In 2008/9 Camden’s rank of 1 out of 34 means that it won more cases at appeal than any other London authority. The table shows that the percentage of appeals lost by London Councils, on average, has increased over time. The percentage of cases going to appeal in Camden relative to the number of PCNs issued is less than the London average and reflects the Council’s success in resolving matters at an early stage when representations are made to the Council about tickets issued. The number of bus lane appeals has steadily fallen over this period, with Camden generally performing better than the London average and is ranked towards the top of the ‘league’ table. For appeals relating to moving traffic contraventions, Camden has consistently won more appeals than the London average and has ranked well. As shown in the table the number of authorities enforcing bus lane and moving traffic contraventions has increased over time, so Camden’s rank should be looked at from that perspective. 33
PATAS Statistics for Camden and London Authorities
% of PCNs going to appeal in Camden
Of cases going to appeal, % allowed Appeals allowed Appeals refused Rank in London Average London authorities 60.8 55.6 68.5 72.3 72.9 43.2 40.5 45.6 48.7 58.6 54.7 55.6 56.7 59.8 64.7
In Camden 35.4 40.1 46.0 52.4 34.0 28.6 47.1 33.3 37.5 45.8 53.2 46.5 55.3 48.9 36.6
Number 6 9 7 13 1 2 15 5 11 9 1 3 7 6 3
Out of… 34 34 34 34 34 20 25 28 28 28 5 10 18 18 23 0.32 0.41 0.74 0.52 0.84 0.28 0.42 0.35 0.35 0.27 0.15 0.29 0.92 0.49 1.04 1.13 1.00 1.09 0.77 1.34 0.54 0.45 0.63 0.47 0.54 0.23 0.22 0.51 0.74 1.14
2004/5 2005/6 2006/7 2007/8 2008/9
530 731 1,482
969 1,092 1,740 1,001 1,769 90 54 36 25 13 36 167 451 283 595
910 36 48 18
2004/5 2005/6 2006/7 2007/8 2008/9
11 41 145 558 271 344
2004/5 2005/6 2006/7 2007/8 2008/9
Source of data: London Councils 164 165 Performance statistics relating to Camden’s enforcement contracts, environment locals and CEOs’ safety The Council operates two parking enforcement contracts, for north and south of Euston Road, and uses the following key performance indicators (KPIs) to monitor the performance of its parking enforcement contracts: • KPI 1, Staff retention – the contractor has to ensure that the majority of parking enforcement staff has more than six months experience. It is expected that more than 75% will have more than six months experience through the contractor’s staff retention scheme. KPI 2, Staff training and training plan progress - the staff training package has to include a minimum of two weeks classroom based and four weeks on the job training for each CEO. This should cover technical issues on the Road Traffic Act 1991, customer care and dealing with confrontational situations. KPI 3, Daily deployment levels - minimum daily deployment levels of CEOs and supervisory staff are set to ensure that parking compliance is achieved across the borough.
KPI 4, Complaints upheld against Parking Attendants – this indicator measures the number of complaints about Parking Attendant behaviour that are upheld in the complainants’ favour. • KPI 5, Reduction in CEO errors – the contractor has to ensure that measurable CEO errors are kept to low levels, with targets for the number of errors as a proportion of PCNs issued set to reduce over the period of the contract. • KPI 6, Penalty charge notices with photos. This was introduced in August 2007. We expect that a minimum of 95% of PCNs issued by handheld devices with an integrated camera will have at least one photo attached. The current enforcement contracts started in 2005/6 and table 4.8 gives the expected and actual KPIs for the last three financial years.
KPIs for Camden’s parking enforcement contracts
Actual Expected More than 75% 100% 2005/6 70% 100% 98% 96% 96% 97%
Less than 240
KEY PERFORMANCE INDICATORS PARKING ENFORCEMENT NORTH KPI 1: Staff retention KPI 2: Training plan progress KPI 3: Daily deployment (1) 2005/6, target greater than 90% 2006/7, target greater than 92% 2007/8, target greater than 94% 2008/9, target greater than 96% KPI 4: Complaints upheld against PAs per annum KPI 5: CEO errors (2) 2005/6, target less than 5% 2006/7, target less than 4% 2007/8, target less than 3% 2008/9, target less than 2% KPI 6: PCNs with Photos SOUTH KPI 1: Staff retention KPI 2: Training plan progress KPI 3: Daily Deployment (1) 2005/6, target greater than 90% 2006/7, target greater than 92% 2007/8, target greater than 94% 2008/9, target greater than 96% KPI 4: Complaints upheld against PAs per annum KPI 5: CEO errors (2) 2005/6, target less than 5% 2006/7, target less than 4% 2007/8, target less than 3% 2008/9, target less than 2% KPI 6: PCNs with photos
2006/7 82% 100%
2007/8 83% 100%
2008/9 81% 100%
2.0% 2.6% 2.8% 95% More than 75% 100% N/A 66% 100% 101% 98% 99% 97%
Less than 240
N/A 83% 100%
97% 78% 100%
96% 78% 100%
2.1% 2.3% 2.9% 95% N/A N/A 95% 92%
Targets for this indicator are subject to continuous improvement year on year. The target is to achieve greater than a certain percentage of the planned deployment. Targets for this indicator are subject to continuous improvement year on year. The target is to achieve less than a certain percentage of the PCNs issued.
Camden also collects KPIs for its environment locals – those directly operated by Parking Services (St Pancras Way, Hampstead and Holborn, which closed in 2006/7) and under contract in Kilburn. Table 4.9 KPIs for Camden’s Environment Locals
Actual Expected 100%
KEY PERFORMANCE INDICATORS ENVIRONMENT LOCALS KPI 1: Opening/closing hours KPI 2: Number of complaints upheld per annum KPI 3: Cash handling accuracy KPI 4: Errors in administration of permits and other products
2005/6 100% 0 100% 0%
2006/7 100% 2 100% 0.16%
2007/8 100% 4 100% 0%
2008/9 99% 3 100% 0.01%
Unfortunately, CEOs are subject to high levels of abuse and assault, both verbal and physical, whilst carrying out their duties. In order to provide support to CEOs our contractor has implemented an alarm system that can be sent by personal radio to their control room. If code yellow is sent by a CEO it indicates that he or she is being subjected to an intense verbal assault that could become physical. CEOs are encouraged to distance themselves from the person who is abusing them at this point. • Code red indicates that a CEO either has been subjected to a physical assault or feels that it is imminent. If a Code Red is broadcast all CEOs and mobile units in the area will move to provide support to the threatened CEO. Table 4.10 gives the number of physical (code red) and verbal (code yellow) assaults. Table 4.10 Annual statistics on civil enforcement officers’ safety
Actual 2005/6 Code Reds Code Yellows 89 65 2006/7 111 33 2007/8 89 47 2008/9 47 46
169 More information
170 Camden’s parking and enforcement activity is described in detail in the Council’s Parking and Enforcement Plan, which can be viewed and at camden.gov.uk/pep. The Annual Parking and Enforcement Report can be downloaded from the above webpage. The Parking and Enforcement Plan and this document are companion documents. The former is the more comprehensive document and it is intended that it will be revised every four or five years. The Parking and Enforcement Plan not only covers the enforcement of parking regulations, but also that of bus lanes and certain moving traffic contraventions. A note on the Council website 172 In addition to the Parking and Enforcement Plan and the annual parking reports the Council website provides up to date information about parking related matters in the borough. Motorists can search for places to park in particular streets or CPZs at camden.gov.uk/wheretopark and camden.gov.uk/parkit. Information given includes the types of bays available and the hours of parking control that apply. Other general information about parking bays in Camden can be found at camden.gov.uk/cpz. Drivers can look up current and planned parking bay suspensions in any street or CPZ in the borough by visiting camden.gov.uk/parkingbaysuspensions. Details about the Council’s online email alerts for suspensions are given on camden.gov.uk/parkingalerts. Suspensions may arise for various reasons including, in particular, streetworks. Streetworks can affect local traffic flows, for example if they involve temporary street closures. Advance notification of streetworks is given on the Council website at camden.gov.uk/streetworks. To obtain advice on parking and driving in Camden, and how to avoid a fine (a penalty charge notice or ‘PCN’), a leaflet can be downloaded at camden.gov.uk/pcn. The Council adheres to its parking charter, which sets out our role and our aims in delivering a high quality parking service; visit camden.gov.uk/parkingcharter. Drivers have the right to challenge a PCN; details of how to do this are contained on our website at camden.gov.uk/pcnobjections. When considering appeals, Camden uses its discretionary powers to cancel a PCN at any point during the process if it is deemed that reasonable circumstances warrant this. For further details see camden.gov.uk/pcndiscretion. Obtaining committee reports from the Council website 179 The Council is committed to making its decision-making, strategies and plans as transparent as possible. Committee reports can be downloaded from our
website, including those referred to in this document. Visit camden.gov.uk/templates/committees/searchstart.cfm. Enter a suitable keyword and select the period you are interested in, and a list of possible entries will be produced. If you open an agenda item for the meeting in which you are interested, a list of hyperlinks to available documents dealt with at the meeting are given at the end of the agenda, including annexes and supplementary documents.
This glossary provides:
The full title to common acronyms used through the document. Definitions of technical terms used.
ALG Association of London Government, now known as London Councils. Annual Report This is the abbreviated name for this document, the Annual Parking and Enforcement Report. Bands (for PCNs) PCN levels for Camden are in Band A – the highest band – except for a few boundary roads that are in the next lowest level, Band B, which generally applies in Outer London. The Parking and Enforcement Plan specifies which roads are in Band B. CCTV ‘Closed circuit television’: relates to the camera and associated technology that may be used for surveillance and enforcement purposes. CC Charge certificate CEO Civil enforcement officer. Following the enactment of Part 6 of the Traffic Management Act 2004 on 31st March 2008 with respect to civil parking enforcement, ‘Parking Attendants’ are now referred to as CEOs. CLFQP Central London Freight Quality Partnership CPZ Controlled Parking Zone. All public highways in Camden are covered by CPZs in which parking is regulated within certain controlled hours. The hours of control vary between CPZs, and in some CPZs there are sub-areas with their own hours of control. The hours and days of control in CPZs and sub-areas have been developed to meet local community needs following detailed consultation. Contravention This refers to a breach of parking, bus lane and certain moving traffic regulations. This was formerly referred to as an ‘offence’ when regulations were enforced by the police. All London traffic authorities – the London boroughs, the City of London and Transport for London (TfL) – have taken up enforcement powers for parking and bus lanes. Not all London traffic authorities have taken up enforcement of certain moving traffic contraventions (see Appendix 1), though an increasing number of authorities are doing so. Other traffic offences, such as speeding and dangerous driving, are still enforced by the police. Decriminalisation This is the process whereby local authorities take up enforcement powers from the Police. Camden has taken up powers to enforce parking, bus lanes and certain moving traffic contraventions (such as banned moves). EN Enforcement notice Enforcement In this document ‘enforcement’ activity by the Council covers that of parking controls and decriminalised traffic contraventions (enforcement of bus lanes and of moving traffic offences). FQP Freight Quality Partnership 40
Greater London Authority. This was formed in 2000 by the Greater London Authority Act 1999. KPI Key performance indicator KSI Killed and seriously injured – this relates to annual road casualties. London Councils This body represents the interests of local government in London, comprising nominated representatives, with a small specialist staff. It is responsible for the parking adjudication service, PATAS, and administration of the London lorry ban. MTCs Moving traffic contraventions. These relate to contraventions such as banned turns, the banning of certain vehicles in parts of the carriageway, box junctions and school zigzags and have safety implications. They are fully defined in the PEP and in Appendix 1 of the Annual Parking and Enforcement Report 2007 – see camden.gov.uk)/pep NOx This term refers collectively to the oxides of nitrogen, pollutants that can arise from vehicle emissions. NTO Notice to owner PATAS Parking and Traffic Appeals Service PA Parking attendant; from March 31st 2007 known as a civil enforcement officer PCN Penalty charge notice Persistent evader A persistent evader is defined as a vehicle with three or more unpaid penalty charge notices that have progressed to the charge certificate stage and which are not the subject of a representation or appeal. Charge certificates are issued to evaders that have not paid penalty charge notices and continue not to respond to further calls to pay PCNs after a notice to owner has been sent to the vehicles registered keeper. See section 6.1 of the Parking and Enforcement Plan for the stages leading up to the Charge Certificate stage. PM10 PM10 refers to particles measuring 10µm or less; 1µm is a ‘micrometre’ - a millionth of a metre). Particulate matter can cause health problems especially in combination with other pollutants. The PM10 standard was designed to identify those particles likely to be inhaled by humans, and PM10 has become the generally accepted measure of particulate material in the atmosphere in the UK and in Europe. The main sources of primary PM10 are road transport all road transport emits PM10, but diesel vehicles emit a greater mass of particulate per vehicle kilometre. Recovery rate The percentage of PCNs issued that have been paid. Non payment of PCNs may arise due to those receiving the PCN or as a consequence of the Council not being able to obtain the keeper details from the DVLA (Driver and Vehicle Licensing Agency). Statemented pupils This relates to pupils with special education needs, whose needs are assessed by the Council and described in a ‘statement’ describing the special help they should receive. TEC London Councils’ Transport and Environment Committee (formerly ALG TEC).
Transport for London, one of the bodies that the GLA and the Mayor of London is responsible for. TLRN Transport for London Road Network - This is the ‘GLA Road’ network as defined and brought into being by the Greater London Authority Act 1999. TMA Traffic Management Act 2004 TMO Traffic Management Order. TMO is used as a generic term in this report to cover any traffic management or traffic regulation orders that are used to designate parking and traffic controls. Traffic authority This has the same meaning as in the Road Traffic Regulation Act 1984. ‘Local traffic authority’ (“LTA”) means a traffic authority other than the Secretary of State or the National Assembly for Wales – i.e. the appropriate level of ‘local government’ that pertains to a particular area. In London each of the 33 London boroughs (including the Corporation of London) is the LTA for borough roads. TfL is the LTA for the TLRN. VED Vehicle exercise duty – the annual ‘car tax’. The Parking and Traffic Appeals Service website provides explanations for a number of terms and phrases related to parking and traffic at parkingandtrafficappeals.gov.uk/ explanation.htm.
Appendix 1: Chronology of changes to parking in Camden from May 2006
The following chronology charts the main parking changes made in recent years. Where further details about the changes are including in last year’s Annual Parking and Enforcement Report (APER, 2007) or this year’s report (APER, 2008) the relevant section is given. Year Month
Change that occurred
The Partnership Administration set out its agreed policy agenda that included a fair deal on parking for residents and improving Camden’s environment. (APER, 2007, Foreword) A report was presented to the Executive recommending that clamping should cease except for persistent evaders (with three or more repeatedly unpaid and unchallenged parking tickets) and Blue Badge fraudsters. (APER, 2007, section 2.1) A report was presented to the Executive giving the results of consultation on the Parking and Enforcement Plan. (APER, 2007, section 1.4) Camden entered into a ‘Partnership Plus’ agreement with the Police and its parking enforcement contractor covering: reporting/ investigating assaults on CEOs; sharing information/intelligence to prevent crime, disorder and similar incidents; the provision of support to deal with civil and local emergency events; and training relating to these issues. (APER, 2007, section 3.10) Widespread clamping of vehicles ceased. (APER, 2007, section 2.1) The Executive (Environment) Sub-Group agreed to introduce a pilot visitor permit schemes south of Euston Road and to increase the quantity of visitor permits to disabled and elderly housebound people. (APER, 2007, sections 2.5, 2.6) The Executive (Environment) Sub-Group agreed to introduce a mobile patrol to monitor suspended parking bays and release them back into use more quickly; e-mail alerts to inform recipients when bays are due to be suspended and a new charging system for parking suspensions requested by utility companies undertaking statutory works. (APER, 2007, section 2.7) The mobile patrol to monitor suspended parking bays started. (APER, 2007, section 2.7) Vehicle removals no longer applied to the certain situations: permit holder will have a seven days’ grace period when permits expire; resident permit holders will not have their vehicle towed at all if they park in another zone provided they are not committing a contravention that would make them liable for removal. (APER, 2007, section 2.8) The Executive (Environment) Sub-Group and the Culture and Environment Scrutiny Committee considered a report about reviewing the school run policy - setting out the review process to be agreed, the scope of the review and the evidence to be collected. (APER, 2007, section 2.12) The Executive (Environment) Sub-Group agreed to introduce an emissionbased resident parking permit scheme. (APER, 2007, section 2.3) The Executive (Environment) Sub-Group agreed to policies designed to
2006 July 2006 July
2006 September 2006 September
2006 October 2006 October
2007 January 2007 January
Change that occurred
encourage electric vehicles. (APER, 2007, section 2.4) The Executive (Environment) Sub-Group agreed to a methodology for a borough–wide consultation on CPZ arrangements. (APER, 2007, section 2.11) The Executive (Environment) Sub-Group agreed to the formation of a multi-borough Partners in Parking arrangement for group procurement relating to parking and harmonising/updating parking technologies, services and practices across councils and TfL. (APER, 2007, section 2.9) The Executive (Environment) Sub-Group and the Culture and Environment Scrutiny Committee considered a report about consultation of the school run policy. (APER, 2007, section 2.12) Consultation on the school run policy took place. (APER, 2007, section 2.12) ‘Email alerts’ for bay suspensions started. (APER, 2007, section 2.7) Daily charging started of utility companies that suspend parking bays. (APER, 2007, section 2.7) The ‘CPZ Arrangements Consultation’ took place. (APER, 2007, section 2.11) The Executive (Environment) Sub-Group considered the school run consultation results and agreed to changes in the dispensation scheme. (APER, 2007, section 2.12) The Executive (Environment) Sub-Group agreed that a vehicle parked in contravention in a pay and display or residents’ bay will not be towed away on the day the contravention occurs, but will be liable to removal on the following day. (APER, 2007, section 2.8) Differential PCNs were introduced by all London boroughs and TfL. (APER, 2007, section 2.2) The pilot visitor permit scheme south of Euston Road commenced. (APER, 2007, section 2.5) The increased quantity of visitor permits for disabled and elderly housebound people commenced. (APER, 2007, section 2.5) Options for administrating the electric vehicle pay and display permit were put to and agreed by the Executive Member for Environment. (APER, 2008, section 2.1) A new ‘builder’s permit scheme’ was introduced and being marketed as ‘scratch-off permits for trades people’. (APER, 2008, section 2.5) Camden’s new system of emission-based charging from residents’ parking permits commenced. (APER, 2007, section 2.3) The Council’s first Annual Parking and Enforcement Report was published. A text messaging service was introduced for vehicles that have been removed to the pound. (APER, 2008, section 2.13) The Executive (Environment) Sub-Group considered the ‘CPZ Arrangements Consultation’ results and agreed to a programme of CPZ reviews. (APER, 2008, section 3.5) The process for renewing residents’ permits was simplified. Only if a resident’s circumstances have changed since their last permit do we
2007 March-April 2007 April 2007 April 2007 May-June 2007 June
2007 July 2007 July 2007 July 2007 July
2007 July 2007 August 2007 October 2007 October 2007 November
Change that occurred
require that documentation is presented. (APER, 2008, section 2.10) The Executive agreed new contracts for debt recovery operations (which include a number of customer care measures). The new contracts start in December 2007. (APER, 2008, section 2.14) The maximum time for loading and unloading on yellow lines where permitted was increased to 40 minutes. (APER, 2008, section 2.6) The conditions of use for visitors’ permits were changed; the period of stay can now be topped up to the maximum stay of 4 hours. (APER, 2008, section 2.11) Consultation on converting underutilised pay & display parking spaces in zone CA-C into residents’ bays took place. Following strong support it is expected that conversion of some parking spaces will be implemented by autumn 2009. (APER, 2008, section 2.12) The Executive considered recommendations proposed by the Sustainability Task Force report on transport. (APER, 2008, section 3.1) Part 6 of the Traffic Management Act 2004 relating to civil parking enforcement was enacted. (APER, 2008, section 1.12) Following consultation on extending the parking controls in the Camden Town (North) CA-F(n) controlled parking zone, the Executive agreed the creation of a new sub-zone within CA-F(n) with longer controls to be implemented in October 2009. (APER, 2009, section 2.1) Following consultation on extending the parking controls in the West Kentish Town (Outer) CA-L(outer) controlled parking zone, the Executive agreed that the existing control hours be retained. (APER, 2009, section 2.1) Following consultation on extending the parking controls in the Fortune Green CA-P(c) controlled parking zone, the Executive agreed that the existing control hours be retained. (APER, 2009, section 2.1) The visitor permit scheme in the zones south of Euston Road was reviewed. The Executive (Environment) Sub-Group agreed to increase the quarterly allocation of visitor permits in CA-D (Kings Cross) and CA-E (Bloomsbury and Fitzrovia) from 40 to 50 hours and the higher allocation of 60 hours for housebound residents. In CA-C (Holborn and Covent Garden) the quarterly allocation of visitor permits was retained at 20 hours with 50 hours for housebound residents. (APER, 2009, section 2.2) From mid February 2009 the type of vehicle that PCNs are issued is included in our PCN database. (APER, 2009, section 2.8) The Parking Suspensions office at Crowndale Road closed and the service moved back to the Parking Service office at 100 St Pancras Way. (APER, 2009, section 2.6) The administration of disabled badges (Blue Green, Substitute, Organisational and Dedicated Badges) was transferred to PATS. (APER, 2009, section 2.4) The Hampstead and Kilburn Environment Locals closed on 26 June 2009. The Environment Local at 100 St Pancras Way and the Town Hall cashiers continue to provide a face-to-face permit service. (APER, 2009, section 2.5) A restructure of Parking Services was approved by the Executive Member
2007 December 2008 January
2008 February April
2008 March 2008 March 2008 August September
2009 March 2009 March
2009 June 2009 June
Change that occurred
for Environment on 18th June 2009 and went live in September 2009. (APER, 2009, section 2.3)
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