CHAPTER 7 PARKING AND ENFORCEMENT PLAN

7.1 INTRODUCTION

7.1.1 In its White Paper “A New Deal for Transport”, published in July 1998, the
Government set out its agenda for promoting more sustainable travel, restraining road
traffic and increasing the role of other transport modes. The strategic management of
parking spaces can contribute directly to these objectives as the supply, location and
pricing of spaces can influence growth in the use of road vehicles and can encourage
more acceptable transport alternatives.

7.1.2 In London, the Mayor's Transport Strategy (MTS), published in 2001, highlights the
importance of parking management in providing a unified, sustainable and integrated
approach to the transport system. Because the availability and accessibility of parking
spaces can influence travel choice, effective parking management can contribute directly
to the Mayor’s key transport policies by:
• Reducing traffic congestion
• Improving bus services
• Improving journey time reliability for car users
• Improving access to town centres and regeneration areas
• Supporting walking and cycling
• Supporting Safer Routes to School
• Improving road safety
• Making the distribution of goods and services in London more reliable and efficient
• Improving accessibility

7.2 HILLINGDON’S PARKING POLICY

Local Context

7.2.1 Hillingdon’s location on the western edge of London has a significant influence on
the travel patterns that exist and therefore on the demand for parking.

7.2.2 Hillingdon’s north-south geographical position cuts across the predominately radial
pattern of strategic roads and public transport routes. Because of public transport
deficiencies, especially along north-south routes, most north-south and local movement in
the borough tends to be by car, as does much of the movement to and from the west.

7.2.3 Car ownership and use reflect all these issues, with Hillingdon having one of the
highest car ownership rates in London and one of the lowest proportions of public
transport use. In his Transport Strategy, the Mayor acknowledges that in many outer
boroughs, including Hillingdon, cars will continue to be the main mode of travel for a
number of years.

7.2.4 Parking issues in Hillingdon are therefore complex and the borough’s
characteristics must be reflected in all aspects of the parking plan and recommendations.

225
 Table 7.1 Car Ownership figures for the London Borough of Hillingdon
Number of Households Percentage of Households
Households with no
20,972 21.7%
van or car
Households with one
43,116 44.6%
van or car
Households with two
25,690 26.5%
vans or cars
Households with
5,225 5.4%
three vans or cars
Households with four
1,640 1.7%
or more vans or cars

Policy Context

7.2.5 Hillingdon’s planning policies will increasingly aim to ensure that travel intensive
development is concentrated in areas well served by public transport. Workplaces, shops
healthcare, education and recreation should be conveniently located so that travel to them
can be readily undertaken by all sections of the community and without over dependence
on cars. Policies on parking are included in the Core Strategy of the draft Local
Development Framework development plan documents. Hillingdon’s parking standards
are also included in the Core Strategy, Appendix 1. These parking standards are
consistent with those in the London Plan.

Hillingdon’s Design and Accessibility Statement (HDAS) Supplementary Planning

Document – Transport interchanges and Accessible Hillingdon also have information on
parking provision at new developments.

Hillingdon’s Parking and Enforcement Plan

7.2.6 The Hillingdon Parking Plan seeks to contribute to achieving the Mayor’s Transport
Strategy objectives through the management of both on and off street parking. This
document therefore provides a series of policy proposals to guide the overall direction of
parking management in the borough. These policy proposals address on-street parking
controls, enforcement, public car parks and the planning process.

7.2.7 The aim of the Parking and Enforcement Plan is to manage kerb-space and off-
street car parks effectively in order to:
• Reduce traffic congestion;
• Improve bus services;
• Improve safety;
• Support essential business activity and improve the reliability of servicing;
• Provide for special needs where these exist, particularly the needs of residents
and those with disabilities;
• Prevent the parking of large vehicles in unsuitable streets; and
• Encourage a shift from the use of private cars to more sustainable modes of
transport.

226
7.2.8 These aims support several parking related policy objectives of the Hillingdon
Council. For example, the Parking and Enforcement Plan should contribute to:
• Restraining the use of vehicles, particularly in the busiest locations, at the busiest
times, without undermining the economic life of the urban areas;
• Providing adequate short-stay parking to support shops, commercial and leisure
activities;
• Protecting the needs of residents, businesses and visitors, including through the use
of permit parking schemes;
• Protecting the environment;
• Improving the conditions for movement of pedestrians and cyclists;
• Controlling on and off-street parking.

7.2.9 It is the intention that the Parking and Enforcement Plan should be a living
document which is regularly reviewed and which evolves to incorporate and address new
parking issues, as and when they occur.

Table 7.2 Hillingdon’s Parking Hierarchy

Hierarchy Type Priority
1 Local disabled resident parking need
Road User 2 Non-local disabled parking need
3 Local resident parking need
4 Essential worker in the delivery of public service
5 Local business essential parking/servicing need
6 Short stay shopping/visitor parking need
7 Long stay shopper/visitor parking need
8 Long stay commuter parking need
1 Emergency vehicle
Vehicle Type 2 Cycle
3 Bus stops
4 Public service vehicle
5 Powered two-wheeler
6 Taxi
7 Shared/pool car
8 Cleaner/greener private car
9 Conventional private car

7.2.10 In order to assist overall parking management and prioritisation, Hillingdon seeks
to adopt the hierarchy shown in table 7.2 which prioritises parking need from the
perspective of both road user and vehicle type. This hierarchy will help to balance the use
of street space in the borough and create a safe and pleasant street scene. It will also aid
in the restraint of unnecessary private car travel, especially for local trips within the
borough, and will encourage sustainable travel choices, such as public transport, walking
and cycling. The hierarchy should be reflected in parking management policy and
implementation.

227
7.3 ON-STREET PARKING

7.3.1 On-street parking management is used to influence private car travel. On-street
management also introduces some order into street layouts and arranges parking spaces
where they will not cause obstruction or danger.

7.3.2 On street parking management can therefore improve the appearance of streets
making them safer and more accessible while preserving freedom of movement for
pedestrians, buses, cycles and other traffic. On-street parking management should seek
to address the demand for limited kerb side parking and should accord priority based on
local needs.

7.3.3 The Council can vary the supply and location of on-street, kerb side space to
either encourage or discourage specific parking demands and to give priority to short stay
shopper/visitor parking in the town centres. Charging policies can also significantly
influence parking demand, parking space turnover and ultimately car use and ownership.

Pricing Policy

7.3.4 Pricing is recognised as a tool for managing vehicle use and therefore can have a
significant contribution to reducing traffic congestion. Hillingdon’s pricing policy addresses
this objective. However, the following factors should also be considered:
• Parking policies and charges in adjacent authorities. It is essential that there is
consistency in the management of all forms of publicly available parking
• The consistency between the management of publicly available off-street car-
parking spaces and on-street parking spaces
• The availability and acceptability of public transport alternatives
• Maintaining the vitality and viability of town centres

7.3.5 Pricing policy in Hillingdon will be used to encourage cycle and motorcycle use.
Therefore cycle and motorcycle parking will be provided free of charge or at most,
charges will reflect the recovery of operational and administration costs.

7.3.6 Charges in Hillingdon will reflect local on-street parking demand and turnover of
spaces. Where demand for short-stay parking is high such as around busy shopping
areas and public buildings, the pricing mechanism, in parallel with the maximum length of
stay, will be used to encourage appropriate turnover of spaces.

Parking Management Areas (PMAs)

7.3.7 A Parking Management Area (PMA) is an area in which parking controls apply
throughout specified hours. The main purpose of a PMA is to protect the parking needs of
local residents from non-local parking demands it can also effectively manage on-street
parking activity in an area and in doing so improve traffic movement, road safety and the
general street scene.

7.3.8 PMAs can be tailored to balance the parking needs of disabled people, residents
and short-stay shoppers, as well as the essential waiting and loading needs of local
businesses. PMA controls also assist the operation of local buses by decanting illegal,
obstructive on-street parking activity. PMAs can also enhance the local environment by
creating a safer, less cluttered street scene, free from dangerously parked vehicles.

228
7.3.9 To meet specific local parking needs different types of on-street parking bays can
be put in place. For example residents’ bays, business permit bays, pay and display bays
and shared use bays can all be provided to manage on-street parking activity.

7.3.10 PMA’s are considered where there is a strong groundswell from residents that
parking is a problem in their area. The Council is therefore only reactive to residents
parking concerns.
7.3.11 The number and type of PMAs created by the Council can have a significant
impact on parking demand across the borough and can influence car ownership patterns.
Consequently, PMAs are a vital parking management tool to help achieve stated Parking
and Enforcement Policy objectives.

Table 7.3 Hillingdon’s Existing Parking Management Areas

Zone Name Type of Spaces Hours of Operation
Resident’s Scheme, Zones E & E2 9am-5pm Mon-Sat
Eastcote
Town Centre, Zone E1 8:30am-6:30pm Mon-Sat

Hayes Resident’s Scheme, Zone HY1 9am-5pm Mon-Sat

Resident’s Scheme, Zone H1:

‘At any time’
Residents Bays
Heathrow 8:30am-6:30pm Mon-Sat
Shared Use Bays
9am-5pm Mon-Fri
Residents Scheme, Zone H2

Residents Scheme, Zone N 1pm-2pm Mon-Fri

Northwood
Town Centre Scheme, Zone N1 8:30am-6:30pm Mon-Sat

Uxbridge
Residents Scheme, Zones U1 & U3* 8:30am-6:30pm Mon-Sat
North

Uxbridge Residents Scheme, Zone U4 8:30am-6:30pm Mon-Sat

South Residents Scheme, Zone U5 9am-5pm Mon-Fri

Uxbridge Town Centre 8:30am-6:30pm Mon-Sat

West Drayton and Yiewsley Town Centre 8:30am-6:30pm Mon-Sat

*Except for South Common Road, West Common Road, North Common Road and Colnedale
Road, which are 11am to 12 noon, Monday to Friday.

7.3.12 Hillingdon has put in place a limited number of PMAs throughout the borough,
though the use of this type of controlled parking may well be extended in the future as the
availability of space comes under pressure and there are more competing demands for
the limited on-street parking availability. Appendix 10 shows the locations of existing
PMAs. Some of the current PMA schemes were funded by the Mayor’s Congestion
Charging Scheme. These were already on Hillingdon’s established programme at
locations, particularly near stations, which might have become alternative parking
locations for vehicles previously driven into Central London. The current PMAs in
Hillingdon are principally in residential and commercial centres and there is an on-going
programme of review, modification and extension of these schemes.

7.3.13 A range of internal pressures, including pressures from new development,

increased car ownership and residents’ complaints is increasing the need for additional
parking controls in Hillingdon. The borough also faces a number of external pressures for
on-street parking controls with the largest pressure stemming from Heathrow airport.
Without suitable parking controls, the area around the airport would be prone to acute

229
parking stress caused by commuter parking activity. The expansion of PMAs in
neighbouring boroughs also increases the pressure for further parking controls as a result
of cross-boundary-displaced on-street parking activity.

Parking Permits and Charges for Parking Management Areas

7.3.14 Where charges are applied in a PMA, these can be by purchase of a permit or by
cash payment on the day. Permits will normally be issued only to permitted types of
users, such as residents or local businesses and will normally be valid for a long-term
period. Other road users will generally be able to buy short-term ‘pay and display’ tickets
on the day from machines in the street. Visitors’ vouchers can be provided for visitors of
local residents; mobile permits may be purchased by businesses and charitable
organisations and can be made available for carers of the aged or infirm.

7.3.15 Part IV of the Environment Act 1995 requires local authorities to monitor air quality
in their area. If a Local Authority identifies a local air quality problem, the authority is
required to declare an Air Quality Management Area (AQMA) and prepare a Local Air
Quality Action Plan to improve local air quality in the designated AQMA.

7.3.16 Encouraging the use of environmentally friendly vehicles can assist boroughs to
improve air quality especially in areas such as those described above. Discounted
permits for cars run on alternative fuels and those with smaller engine sizes, such as
smart cars should be investigated. This will promote the use of these environmentally
friendly vehicle options and may help to improve local air quality.

7.3.17 Examples of permit types and charges are shown in the table below. Motorcycles
are able to park in any available resident’s parking space free of charge. Drivers who
lawfully display a Disabled Persons Badge will be able to park, without payment and time
limit, in any designated parking place apart from Business Permit bays. In common with
most areas, the Council has one main Penalty Charge Notice (PCN) rate of £80.00
throughout the Borough for any breach of parking regulations in a Special Parking Area.
This rate is set by the Association of London Government in consultation with the Council.
The charge is discounted to £40 if paid within the discount period of 14 days from the
issue of a PCN. These rates are in line with other neighbouring boroughs. They reflect
the balance between ensuring that parking does not contribute to congestion in residential
areas but is affordable and available to local residents.
Table 7.4 Parking permit types
Permit type Description Cost per annum

Residents’ Permits* Entitle the vehicle to park in any parking

bay within the scheme, apart from pay First car free
and display bays, loading bays and £40 per additional vehicle
business permit bays.

Visitors’ Vouchers* Visitors will be able to park in the same

designated parking places used by £5 for a book of 10 (first
residents by displaying a voucher. Valid book free)
for 1 day.

Pay and Display Parking for customers of shops and

businesses in Town centres, shopping
Varies
parades, public houses and businesses,
usually having a maximum 2-hour stay.

Mobile Permits For Businesses and organisations who £480 for businesses
need to make visits in Parking

230
 Management Schemes (for use in bays £20 for health visitors or
only) £20 for non-profit –making
service providers.

Carers’ Permits* May be obtained by an individual or

organisation that is the registered carer of Free
a resident (for use in bays only)

School Permits For parents or guardians of pupils who go

to schools in a scheme, but who do not
live in the area. For designated parking £20
places at pre-agreed times when children
are delivered to or collected from school.

Business Permits To enable an essential business vehicle

to be parked. Limited to one per £480
company.
* These permits are scheme specific and will only permit parking within the boundaries of that
scheme.

Below Table7.5, 7.6, 7.7 and 7.8 give the type and number of parking permits issued by
area/parking zone.

Table 7.5 Permits in Issue as at the 1st

February 2006

Car Parks 150

Schools 261
Trader 5
Extended Waiver - Non Profit 134
Extended Waiver - Council 296
Mobile Permit - Non Profit 74
Mobile Permit - Council 371
Older People Service 10
Disabled Bays 73
Source: London Borough of Hillingdon
Parking Operations

Note: These figures include permits that are valid across different parts of the borough
(e.g. an extended waiver is valid throughout the borough and not just in one zone).

Table 7.6 Business Permits

in Issue as at the 1st
February 2006
Zone H1 2
N 2
R1 3
U5 1
Total 8

Source: London Borough of Hillingdon

Parking Operations

231
Table 7.7 Carer Permits in
Issue as at the 1st
February 2006
Zone E 2
E2 1
H1 10
HH 3
HY1 4
N 3
U1 11
U3 4
U4 1
U5 15
Total 54

Source: London Borough of Hillingdon

Parking Operations

Table 7.8 Residents Permits in issue as at the 1st February 2006

Resident Permits 1st 2nd 3rd 4th Total
Zone E 180 39 5 224
E1 16 16
E2 103 25 6 134
H1 586 75 4 1 666
H2 52 5 57
HH 181 17 3 201
HY1 168 29 6 1 204
N 277 36 2 1 316
N1 16 2 1 19
R1 18 18
U1 514 101 9 3 627
U3 109 19 3 1 132
U4 93 21 2 2 118
U5 587 103 19 3 712
Total 2,900 472 60 12 3,444
Source: London Borough of Hillingdon: Parking Operations

Waiting and Loading Restrictions

7.3.18 The effective management of waiting and loading restrictions plays a critical role in
operational efficiency and safety of the road network.

7.3.19 Waiting and loading restrictions will be used to:

• Regulate the use of kerbside space where the provision of parking will create
potential danger, will inhibit vehicle flow or will obstruct frontage accesses.

232
 • Regulate the use of kerbside space on strategic routes, London distributor roads
and local distributor roads, where the full carriageway width is required to secure
unimpeded passage for emergency services vehicles and for the priority
movement of buses.
• Provide for and not seek to restrain the essential parking/waiting needs of
operational vehicles.
• Encourage the unimpeded flow of traffic

7.3.20 Waiting and loading restrictions will be implemented though both proactive and
reactive programs of work such as Local Safety Schemes, cycle and bus improvement
schemes, through public petitions and through periodic review of existing waiting and
loading restrictions.

Figure 7.1 Parking in Uxbridge Town Centre

7.3.21 A programme of assessment and works is planned for ‘A’ roads and busy bus
routes to ensure that parking and loading controls protect buses and traffic whilst ensuring
necessary access for local shops, community facilities and residents, particularly for
disabled people.

7.3.22 Parking and loading controls on ‘A’ roads and busy bus routes are to be reviewed
as part of the Parallel Initiatives programme outlined in section 4.4 form number 22. This

233
work will also be linked with work undertaken as part of the congestion hot spots
programme outlined in section 4.4 form number 13.

7.3.23 TfL have set out clear guidelines for implementation of the Parallel Initiatives
programme with the milestones described below:
1. List sections of ‘A’ Roads and Busy Bus Routes for investigation by July 2005
2. Determination of the principal functions of the section of network in terms of the
importance of the different road users based on the MTS with TfL by July 2005
• Hillingdon is to set out a hierarchy of road users for these roads. For the Transport
for London Road Network (TLRN) and most other ‘A’ roads there is a presumption
in favour of distribution, particularly for those making business journeys, bus
passengers and commercial vehicle operators.
3. Assessment of the problems experienced on the section of network by road users
taking account of the priorities for main roads identified above by December 2006
• From the identification of the key road users, this requires boroughs to assess the
problems that are being experienced
• Boroughs may wish to consult through focus/user groups or any other means of
consultation appropriate
4. Design and development of schemes to address the problems identified above by
March 2011
• Using the key road user identification and the responses to consultation, boroughs
can identify a program of works to be delivered on the various sections of the ‘A’
roads and busy bus routes.

Overnight Parking Restrictions on Commercial Vehicles

7.3.24 Inappropriately parked commercial vehicles can obstruct free traffic movement and
create a hazard. Hillingdon has therefore implemented an on-street overnight parking ban
of vehicles over 5 tonnes maximum gross weight. The ban operates from 6:30pm to
8:00am the following day. A number of designated overnight parking areas have been
allocated through out the borough.

7.3.25 Hillingdon will support the development of a London wide network of strategically
located overnight lorry parks. Conveniently located overnight facilities should be provided
at these lorry parks for non-resident drivers.

Footway Parking

7.3.26 Footway parking is a steadily increasing problem, which is now widespread and
needs to be controlled. Footway parking can have numerous negative effects and
contradicts key aspects of the Mayor’s Transport Policy. Footway parking reverses the
road hierarchy, giving preference to the private car; it impedes travel for pedestrians,
parents pushing buggies and those using wheel chairs and electric carts. It also creates
maintenance problems resulting in potential hazards to legitimate footway users, and
higher costs to the Council.

7.3.27 Footway parking is not permitted in London under Section 15 of the Greater
London Council (General Powers) Act, 1974. However, exceptions to this ban can be
given in designated streets.

7.3.28 Footway parking should only be considered in exceptional circumstances and

where it is essential, either on safety grounds or to secure the unimpeded movement of

234
emergency service vehicles. Footway parking will only be considered if a clear width of
footway of at least 1.5 metres can be maintained for pedestrian movements.

Bus Stops, Bus Stop Clearways and Bus Lanes

7.3.29 Operational and safety problems result when vehicles encroach on bus stops. To
address this “No stopping at any time” road marking will be installed at all bus stops.
Installing coloured surfacing at bus stops could also be considered to act as a further
deterrent.
Parking restrictions on bus lanes should be introduced to provide unobstructed sections
for as greater length of time as possible while taking into account parking needs of
adjacent developments. Restrictions should at least apply to the morning and afternoon
peak periods.

7.3.30 The Mayor’s Transport Strategy notes that Bus Stop Clearways provide a facility
for buses to pull in close to and parallel with the kerb so that all passengers (including
those in wheelchairs) can board and alight with ease and safety. The MTS is for all bus
stops, to be covered by bus stop clearways and to be made fully accessible.

7.3.31 Under the 2002 TS Regs the need for traffic orders for each bus stop clearway
was abolished altogether. As carriageways are resurfaced and remarked bus stop
clearways are automatically remarked to new standards (2002 TS regulations). During
the course of 2006 a mop-up process will be initiated with a view to addressing the
balance of un-modified clearways.

7.3.32 Hillingdon views bus lane enforcement as integral in ensuring high levels of bus
priority. The Borough of Hillingdon has few ‘A’ roads and Busy bus routes that are affected
by parking in the borough. However, Route 222 (West Drayton) is recognised as a route
where Parking contributes to traffic congestion. The Council will look at the possibility of
rationalising parking and realigning curbs to improve throughput for all traffic (refer to LIP
form 8).

7.3.33 The Council meets on a quarterly basis with a wide range of relevant stakeholders
including police and bus operators and TfL’s bus priority unit at which there is an active
dialogue concerning issues with bus priority. From this both short and long tern bus
priority improvements are developed and refined. One of the many functions of the
borough traffic liaison meetings is to seek feedback from bus operators with regards to
parking concern. These issues are taken on board by the Council’s bus priority team.

Park and Ride

7.3.34 Park and ride involves the provision of special facilities for modal interchange
between public transport and cars. They provide convenient transfer points where drivers
can leave their cars and complete the journey by other means.

7.3.35 Hillingdon has not identified any locations for park and ride schemes as it is
considered that there are no suitable locations in the borough. The broad range in the
scale and nature of park and ride schemes means they are likely to have widely varying
economic, social, environmental and behavioural effects. Hillingdon supports the
application of TfL’s draft Park and Ride Assessment Framework when considering
potential schemes. The fundamental principals of the framework, which are relevant to
Hillingdon, include:

235
• Proposals for new sites or substantial increases to existing park and ride car parks
outside zone 3 can be considered provided they result in shortening of car vehicle trips
and an overall reduction in car vehicle kilometres.
• Exceptions to the above point will only be considered if the proposal is proven to
relieve highway bottlenecks and if any additional trips would use sections of the
networks which have spare capacity forecast in the future.
• Proposals which encourage railheading should in all cases be discouraged. (I.e. that
encourages existing drivers to drive further into London due to cheaper fares or higher
frequency).
• Proposals for permanent park and ride sites to improve access to town centres should
be considered only where it is difficult to provide adequate access by bus, walking or
cycling and where there is an associated decrease in parking capacity in the town
centres. Where the latter is not appropriate, if the park and ride proposal is in line with
Mayoral objectives and sustainable planning principles, then a town centre parking
plan with satisfactory rationale for any proposed rearrangement of parking provision
should be provided.
• Pricing proposals should not encourage a greater number of trips by car and should
be sensitive to local pricing of car parking to ensure sites are not used for general
parking.
• Provision for high occupancy vehicles should be considered when reviewing the
potential of individual proposals.
• Priority should be given to accessible parking for blue badge holders.

Parking Facilities for Disabled People

7.3.36 Many disabled people rely on the private car as a main mode of transport. The
ease with which they can reach their destination is largely dependent on whether they can
park close to that destination. The availability of conveniently located disabled parking
bays at key destinations such as places of residence, workplaces, shops and public
buildings is therefore vital.

7.3.37 The Disability Discrimination Act (DDA) (1995) aims to end the discrimination
which many disabled people face by giving them employment, access to goods, facilities
and services and other areas. Part 3 of the DDA gives disabled people important rights of
access to everyday services that others take for granted.

7.3.38 To support the DDA Hillingdon should provide, as far as practicable, adequate,
conveniently located disabled parking facilities at all locations especially at or close to all
public buildings. Problems in achieving this are found only in the major centres, where
general parking pressures are already high.

7.3.39 Provision has been made for parking for the disabled in the Hillingdon Design and
Accessibility Statement – Accessible Hillingdon Supplementary Planning Guidance, 2005.
Table 7.9 below shows minimum recommended numbers for disabled parking. Guidance
is also provided on bay design.

236
Table 7.9: Minimum recommended numbers of bays for Blue Badge holders in
off-street car parks
Car park use Car park size
Up to 200 bays Over 200 bays
Employees and visitors to Individual bays for each 6 bays plus 2% of total
business premises disabled employee, plus 2 capacity
bays or 5% of the total
capacity, whichever is
greater.
Shopping, recreation and 3 bays or 6% of capacity, 4 bays plus 4% of total
leisure whichever is greater capacity
Source: Traffic Advisory Leaflet 5/95, Department for Transport cited in London Borough
of Hillingdon, Dec 2005)

7.3.40 Enforcement patrolling beats will include all designated bays within the normal
patrolling pattern for the locality to ensure that facilities provided are retained for their
intended use.

7.3.41 The Blue Badge Scheme is a European parking concession scheme for people
with severe walking difficulties who travel either as drivers or passengers. It allows badge
holders considerable flexibility in where they can park on-street. Badge holders can park
free of charge for an unlimited time in pay and display bays and shared use bays,
provided a valid Blue Badge is displayed, the bay has not been suspended and the
vehicle is being used to transport the Blue Badge holder. Blue badge holders are also
allowed to park for a maximum of 3 hours on single and double yellow lines, except where
there is a loading ban or where a bus or cycle lane is in operation. Table 10 below
outlines parking benefits available to blue badge holders.

Table 7.10: Parking Benefits available to Blue Badge Holders

Parking Benefits Conditions
Badge holders may park free of charge and The Blue Badge must be displayed
without time limit at parking meters on
street and ‘pay-and display’ on-street
parking unless a local traffic order,
specifying a lime limit for holders of
disabled parking Badges, such as a ban on
loading, is in force.
Badge holders may be exempt from limits The Blue Badge must be displayed
on parking times imposed on other users.
Badge holders may usually park on single The Blue Badge must be displayed, and in
or double yellow lines for up to three hours England and Wales the special blue parking
in England and Wales, or without any time disc must also be displayed showing time of
limit in Scotland except where there is a arrival
ban on loading and unloading, and at a few
locations where local schemes apple – e.g. There must be an interval of at least one
the area of Central London. hour from a previous period fo waiting
before the same vehicle can be parked in
the same road or part of a road on the
same day.
Source: The Blue Badge Scheme – Explanatory booklet – Department for Transport.
Source: Blue Badge Scheme – Explanatory Booklet – Department for Transport

237
Cycle Parking

7.3.42 Cycling is a sustainable form of transport and therefore, the Council will ensure
that secure, convenient cycle parking and storage facilities are provided in areas of high
demand across the borough. Facilities for parking cycles should be provided in town
centres and railway stations, to encourage cycle plus train through journeys. A policy on
ensuring adequate, secure and attractive cycle parking facilities in borough’s town
centres, at public transport interchanges and other major attractions is included in the
Core Strategy of the draft LDF development plan documents.

7.3.43 Cycle parking can obstruct the footway. Where there is a high demand for cycle
parking and available footway space is limited, the Council will consider introducing kerb
build outs to provide additional space for cycle parking.

Motorcycle Parking

7.3.44 Strategic policy guidance emphasises the air quality and traffic congestion benefits
that may arise if car use is substituted by the use of certain types of powered two-wheel
(PTW) vehicles. This is because PTW vehicles produce relatively low pollutant emissions
and use both road and kerbside space more efficiently. Between 5 and 7 PTWs occupy
the same space as a single car and PTWs can also park in redundant parts of the
highway that are unsuitable for other users.

7.3.45 To encourage motorcycle use in the borough every Pay and Display parking area
has facilities for powered two-wheelers. Powered Two wheelers can park for free in
designated areas, however, riders must pay if parked in car parks.

7.3.46 Majority of Powered Two Wheeler bays in the borough are not used to capacity,
however, in some areas of high demand, such as town centres capacity has been
exceeded. Monitoring needs to occur to identify these areas and to look at increasing
provision. The Council will seek to introduce more secure on-street PTW parking facilities
in the borough, especially in areas of high demand such as at main commercial areas and
around key public transport interchanges.
Coach Parking

7.3.47 The London Plan states that all large developments should provide for appropriate
coach parking/stands. It is therefore recommended that the Council review coach-parking
provision in the borough to ensure that any future coach parking demands are met.

Access Protection Marking

7.3.48 Hillingdon has adopted common criteria for assessing applications for the
installation of white bar markings across access points to off-street premises. These
criteria are outlined in the report “Criteria for Determining White Bar Marking” November
2001.

7.3.49 The marking has no legal significance and Council has no powers to undertake
enforcement. The marking is intended to draw attention to the existence of an access
point. When used infrequently it is more likely to have an impact. Installation costs of the
bar marking will be passed onto the applicant. The Metropolitan Police have powers to
take action in response to the offence of a vehicle access being obstructed.

238
7.4 OFF-STREET PARKING

7.4.1 Off-street parking management contributes to a number of the Mayor’s Transport

Strategy aims. For example, off-street parking management contributes to:
• Reducing traffic congestion;
• Supporting essential business activity and improving the reliability of servicing;
• Providing for special needs where these exist, particularly the needs of residents
and those with disabilities; and
• Encouraging a shift from the use of private cars to more sustainable modes of
transport.

7.4.2 The availability of off-street parking has a significant influence in the overall
number of car trips undertaken. The management of off-street car parks can therefore be
an important tool in discouraging non-essential car-based trips, such as commuter
journeys, where there are alternative and more sustainable travel choices realistically
available.

Council Car Parks

7.4.3 The Council should seek to encourage short-stay parking with a frequent turnover
of spaces to give priority over long-stay parking. The Council should also seek to
encourage the use of publicly available off-street, paid parking facilities over the use of on-
street pay and display parking.

7.4.4 Public off-street car parks, either multi-storey or on the ground, should be well
maintained, convenient to use and feel both safe and attractive. Charges for car parks
should be set according to local demand. Less popular locations may offer low prices on
medium and long stays, while car parks in more popular locations such as shopping
centres should be geared towards short stay users and should either not permit long stays
or charge higher prices.

7.4.5 Below is a list of off-street public parking spaces in Hillingdon. Public multi-storey
parking is presently confined to Uxbridge, while surface level car parks are found at
various other places around the borough.

239
 Table 7.11 Details of off-street public parking spaces
Car park Disability Controlled
Location Spaces Days
name Spaces hours

8.30am -
Blyth Rd, Hayes Blyth Rd 44 0 Mon -Sat
6pm

Brandville Rd, Brandville 8.30am -

44 2 Mon -Sat
West Drayton Rd 6pm

Pavilions,
Cedars 555 6 At all times All day
Uxbridge

Pump Lane, 8.30am -

Civic Hall 122 4 Mon -Sat
Hayes 6pm

Community Community 8.30am -

37 0 Mon -Sat
Close, Ickenham Close 6pm

Devon Parade, Devon 8.30am -

45 0 Mon -Sat
Eastcote Parade 6pm

Devonshire Devonshire 8.30am -

194 2 Mon -Sat
Lodge, Eastcote Lodge 6pm

Fairfield Rd, 8.30am -

Fairfield Rd 167 4 Mon -Sat
Yiewsley 6pm

Falling Lane, 8.30am -

Falling Lane 21 0 Mon -Sat
Yiewsley 6pm

Pavilions,
Grainges 534 20 At all times All days
Uxbridge

Green Lane, 8.30am -

Green Lane 147 2 Mon -Sat
Northwood 6pm

Central Avenue 8.30am -

Hayes Pool 92 2 Mon -Sat
Hayes 6pm

Kingsend
Wood Lane , South 8.30am -
49 - Mon -Sat
Ruislip 6pm
(long term)

Kingsend
Wood Lane ,
South 249 9 At all times All days
Ruislip
(Waitrose)

Kingsend 8.30am -
Kingsend, Ruislip 38 0 Mon -Sat
North 6pm

Linden Avenue, Linden 8.30am -

86 0 Mon -Sat
Ruislip Avenue 6pm

Long Drive, 8.30am -

Long Drive 563 4 Mon -Sat
Ruislip 6pm

Long Lane, 8.30am -

Long Lane 26 3 Mon -Sat
Hillingdon 6pm

North View, 8.30am -

North View 136 4 Mon -Sat
Eastcote 6pm

240
 Car park Disability Controlled
Location Spaces Days
name Spaces hours

Oak Grove,
Oak Grove 42 Free free
Eastcote

Oaklands Gate, Oaklands 8.30am -

13 1 Mon -Sat
Northwood Gate 6pm

Pembroke Pembroke 8.30am -

94 0 Mon -Sat
Gardens, Ruislip Gardens 6pm

Pump Lane, 8.30am -

Pump Lane 70 8 Mon -Sat
Hayes 6pm

St. Martin’s St Martin’s 8.30am -

116 4 Mon -Sat
Approach, Ruislip Approach 6pm

Uxbridge Civic 8.30am -

Civic Centre 550 0 Sat only
Centre 6pm

West Drayton Rd Lorry Park 50 0 At all times All days

In addition to the above car parking the Chimes shopping centre in Uxbridge have 1,600
car parks with disability spaces on every level.

Residential Car Parks

7.4.6 At resident’s own homes, there are no limits on the amount of parking permitted
within the property, except in the case of very large houses or locations near town
centres. The Council does not know numbers of private residential and non-residential
parking spaces. However, the Council has ordinate survey maps, where if the number of
garages are counted this that can be used as a proxy for off street car park numbers.

New Developments

7.4.7 In February 2004, the London Plan was published, following a public examination
of the draft London Plan. The London Plan superseded the Regional Planning Guidance
for London, which had previously set parameters for key parking standards. The London
Plan maintains the national and previous regional planning policy approach of ‘parking
restraint’ but provides a greater degree of prescription than was previously contained
within Regional Planning Guidance.

7.4.8 Policy 3C.22 of the London Plan seeks to ‘ensure that on-site car parking at new
developments is the minimum necessary and that there is no overprovision that could
undermine the issue of more sustainable on-car modes.’

7.4.9 Specifically, the London Plan requires London boroughs to:

• Adopt on- and off- street parking policies that encourage access by sustainable
means of transport, assist in limiting the use of the car and contribute to minimising
road traffic;
• Adopt the maximum parking standards set out in the annex on parking standards
(Annex 4) where appropriate, taking account of local circumstances and allowing
for reduced car parking provision in areas of good transport accessibility;

241
 • Recognise the needs of disabled people and provide adequate parking for them;
and
• Take account of the needs of business for delivery and service movements.

7.4.10 Following on from this, Policy 3C.23 of the London Plan requires London boroughs
to specifically set out appropriate parking standards for town centres. These should,
enhance the attractiveness of town centres, reduce congestion and should also take into
account:
• The standards set out in Annex 4;
• The current vitality and viability of the town centres;
• Regeneration and town centre management objectives;
• Existing on-and off- street parking provision and control;
• Public transport provision and the need to reduce travel by car; and
• Pedestrian and cycle access.

7.4.11 The plan contains an element of flexibility in respect to employment parking

standards which allows for some regard to be had to parking standards outside of London
when assessing parking provision within London.

7.4.12 The provision of off-street parking up to the maximum allowed will clearly need to
be considered in many instances in Hillingdon, recognising the limited range of alternative
transport modes and the need to ensure attractive, viable development.

7.4.13 Parking in new developments will be limited, to discourage use by car commuters
and to provide only those spaces needed for the development to operate satisfactorily.
This process of restriction is intended to contribute to restraining traffic, particularly at
peak times. Hillingdon’s Interim Parking Standards define detailed regulations for the
various permitted categories of development. These should be considered in conjunction
with Public Transport Accessibility Levels when determining off-street parking provision in
new developments. Public Transport Accessibility Levels have been adopted by the GLA
and Transport for London as a standardised London-wide measure of broad public
transport accessibility levels of sites and locations.

7.4.14 Where restricted parking in large new developments leads to rising parking
demand in surrounding streets, associated on-street measures may be needed. This
could include installing new measures where none currently exist or making amendments
to existing schemes to increase their effectiveness in handling increased demand.

7.4.15 The difficulty of finding a safe and secure place to park a cycle is also identified in
the Mayor of London’s Transport Strategy as one of the biggest obstacles to cycling in
London. Proposal 4J.7 of the Transport Strategy expects London boroughs to require
developers, wherever practicable to:
• Provide good cycle access to the development;
• Install secure cycle parking; and
• Provide showers, lockers and changing facilities.

242
Existing Developments

7.4.16 While parking provision in new developments is tightly controlled, these restrictions
are not retrospective. Existing buildings will usually have been built at a time when
parking provision was much more generous and the spaces already provided in these
buildings can be kept in use. It is the Council’s intention, as powers of regulation become
available, to promote and enforce levels of parking within existing development which
better accord with the Council’s standards. This will include ensuring the provision of
disability parks, cycle parking and motorcycle parking.

7.4.17 The Mayor has proposed that all workplace parking spaces should be the subject
of a new charge aimed at discouraging the use of such spaces. This would require
legislation, on which the Mayor has taken no action to date.

Heathrow Airport

7.4.18 The airport is an exceptionally large focus for surface travel demand. This has
resulted in extensive parking facilities being provided to handle the large number of
people using private cars for their airport journey. The airport’s parking facilities are well
used despite the high prices charged as other means of travel to and from the airport are
relatively limited,

7.4.19 The total number of spaces at the airport will be substantially increased by the
addition of a fifth terminal on the western perimeter. However a cap of 42,000 parking
spaces has been agreed for all five terminals.

7.4.20 To reduce car travel to the airport, the borough wishes to see very substantial
increases in the range and capacity of public transport routes to the airport, an objective
shared by the airport’s owners. Parking management has also been pursued along the
airport perimeter, to counter the growing amount of parking in local streets by airport staff
and passengers.

7.4.21 BAA Heathrow have agreed a car parking strategy with Hillingdon, for the period
up until 2016. Traffic to and from the airport makes a major contribution to the
exceedences of the air quality standards around the airport.

7.5 ENFORCEMENT STRATEGY

7.5.1 The success of parking management depends largely on the degree of

enforcement applied. Pressure to use cars and other vehicles is intense and relaxed
enforcement can rapidly lead to widespread flouting of parking regulations and the
undermining of policy objectives.

7.5.2 For many years, enforcement was regarded entirely as a police matter. This has
gradually led to a situation where the police are unable to give priority to parking
enforcement and observance of parking regulations has fallen away.

7.5.3 In order to remedy this position, the Government introduced legislation (Road
Traffic Act 1991) to decriminalise parking offences and make them civil offences against
the community. This means that enforcement can now be carried out by other agencies,
particularly Local Authorities, who can set their own priorities. The ability for Councils to
retain revenue from parking charges and penalties has made finance available for
adequate staffing for effective enforcement.

243
7.5.4 Hillingdon is one of the many Councils, which have taken the opportunity to
implement a process for managing parking enforcement. The Hillingdon Council has
developed a coordinated enforcement operation based around the issue and processing
of penalty charge notices.

7.5.5 The aim of parking enforcement in Hillingdon is to maximise compliance with

regulations in order to achieve the Council’s policy objectives. Effective parking
enforcement in the borough should:
• Make Hillingdon’s streets safer for all road users, particularly vulnerable road users
such as children;
• Prevent obstruction and delays, especially for buses and emergency vehicles;
• Ensure that parking bays are available for their intended use; and
• Improve the general street scene and facilitate traffic movement.

7.5.6 In August 2003 the council procured a new contract for the provision of a Parking
Attendant (PA) service, including vehicle clamping and removal. The service covers both
on-street and public off-street car parks in the borough and is under the control of the
Parking Services section, which reports directly to the Group Director of Environment and
Consumer Protection.

7.5.7 The council can define the deployment of Parking Attendants across the borough
to meet enforcement needs and can instruct the contractor to vary these as required. The
contract contains a schedule of rates to facilitate the charging of the contractor's costs.
This will ensure a good parking enforcement regime that is both consistent and
transparent.

7.5.8 Generally the Council does not have any specific plans to deal with persistent
evaders as there is little action that we can take against them without using physical
measures such as clamping and/or removal of the vehicle. This is not a service that the
Council currently employs (primarily due to the costs of having to run a pound, etc).
However, dealing with persistent evaders is something that the Council may investigate in
the future possibly during the 2007/08 financial year depending on funding.

Applicable Legislation

7.5.9 The Road Traffic Act (as amended) is the key piece of legislation as far as parking
enforcement is concerned as this act allows the Council to enforce most traffic regulations
within the area of the Council.

7.5.10 The following documents also contain legislation and guidelines relating to parking
enforcement.
• Road Traffic Regulation Act (1984) as amended, (RTRA);
• London Local Authority Acts
• Guidance, issued by the Department of Environment, Transport and the Regions in
May 1995;
• Code of Practice for Parking Enforcement (COPPE) issued by the Parking
Committee for London.

Parking charges

244
7.5.11 The charge for parking will be determined partly by supply and demand and partly
by the need to be comparable with competing locations in neighbouring councils. The
need to be comparable to nearby areas stems from the fact that Hillingdon’s commercial
centres are in competition with a wide variety of other centres in neighbouring boroughs
and counties. Setting parking prices relatively high may serve transportation objectives by
limiting road traffic but will also encourage potential customers to go elsewhere. For
Hillingdon, the problem is exacerbated by the borough’s position on the edge of London,
with extensive areas of the shire counties within easy reach. In these areas, a different
balance between the various methods of transport may apply and parking charges may be
generally lower. In setting parking charges, due regard has to be taken of availability of
public transport choices.

7.5.12 In general, charges for residents own parking near their homes will be kept down
to a self-financing level, while general parking charges may be set at a level which will
more than cover the costs of providing and operating the parking facilities.

7.5.13 Legislation controls the way in which this financial surplus may be applied, with
funding generally limited to related transport measures (refer to Chapter 12).

Enforcement

7.5.14 The Council has traffic management orders controlling parking throughout the
main commercial and shopping centres of the borough and at critical sites in other built up
areas. Traffic management orders also exist for all parking management schemes in the
borough.

7.5.15 The London Borough of Hillingdon undertakes the enforcement of these traffic
regulation orders in terms of determining general policy and in providing guidance on a
tactical basis as to the use of the Penalty Charge Notices (PCN). This may mean that
certain geographic areas are targeted, or that certain contraventions are given particular
attention. It is recognised that consistent high levels of traffic enforcement is important on
major bus corridors. However in general the council operates a flexible approach to its
parking enforcement service and adjusts the available enforcement levels to meet the
prevailing needs.

7.5.16 Parking Attendants, who are in uniform, carry out enforcement within the scheme.
A PCN can be issued to vehicles that infringe the parking regulations and the penalty is
£80, but a discounted payment of £40 is applicable if the fine is paid within two weeks.
The council enforces bus lanes using CCTV and the penalty charge is £100, which is
similarly reduced by 50 percent if paid within the discount period. CCTV is also starting to
be used to enforce routine parking contraventions where this is practical and the
enforcement of certain moving vehicle offences using CCTV is planned for 2005.

7.5.17 Hillingdon’s Service Level Agreement (SLA) with TfL for the bus lane enforcement
partnership expired at the end of December 2004. Hillingdon is currently in discussion
with TfL regarding the renewal of the SLA and it is anticipated that approval to do so will
be submitted to Cabinet in March 2005.

Closed Circuit Television (CCTV) Enforcement

7.5.18 The Council will employ CCTV and traffic management enforcement cameras to
assist parking enforcement in the Borough.

245
The Council also considers the taking of digital photographs in support of PCNs issued to
be a significant factor in supporting its aim of seeking to provide a quality parking
enforcement service.

Appeals

7.5.20 The Council participates fully in the central services provided by the Parking and
Traffic Appeals Service. The Appeals Processing team is a core in-house group with
responsibility for handling representations, appeals and court actions. The management of
parking permits is also the responsibility of this section.

246