Chapter 7: Parking and Enforcement Plan · 7.4 Bus Lane Enforcement 7.5 Moving Traffic...

Chapter 7: Parking and Enforcement Plan

Contents Page Number

London Borough of Barking and Dagenham - Draft Parking and 351 Enforcement Plan

Chapter 7: Parking and Enforcement Plan 349

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LONDON BOROUGH OF BARKING

AND DAGENHAM

Draft Parking and Enforcement Plan


CONTENTS

Part 1

Introduction

1.1 Borough Profile

1.2 Mayor for London’s Transport Strategy

1.3 Barking and Dagenham Transport Strategy

Part 2

Background

2.1 National Policy a) White paper (A New Deal for Transport) b) Road Traffic Acts 1991 and 1997

2.2 Local Policy a) UDP (Unitary Development Plan)

2.3 LIP (Local Implementation Plan)

Part 3

Parking Demand

3.1 Introduction

3.2 What is a Parking and Enforcement Plan?

3.3 Parking objectives

3.4 Hierarchy of parking needs in Barking and Dagenham

3.5 Parking policy of On-Street and Off-Street

3.6 Controlled Parking Zone

i) What is a Controlled Parking Zone? ii) How a Controlled Parking Zone is implemented iii) Where vehicles cannot be parked iv) Where vehicles can be parked v) Company vehicles in Controlled Parking Zone vi) How the resident and visitors parking places will be identified vii) Residents parking permits


viii) Resident parking permits costs ix) Visitor parking permits x) Visitor parking permits costs xi) Parking for disabled within Controlled Parking Zone xii) Business Parking xiii) Health visitors and care permits xiv) Operational permits xv) Hours and days of operation xvi) Weddings xvii) Barking and Dagenham staff permits xviii) Essential workers and utilities workers xix) Refunds xx) Enforcement xxi) Name of the Zones xxii) Dispensation of Loading and Unloading restrictions xxiii) Suspension of parking bays

3.7 Mini parking schemes

3.8 Car reduction in planning agreements

3.9 Review of Loading and Unloading restrictions

Part 4

Parking Supply

4.1 Funerals

4.2 Motorcycle Parking

4.3 Pedal Cycles

4.4 Doctors Parking Bays

4.5 Disabled parking

(a) On-Street (b) Off-Street (c) Other on-street disabled parking provision (d) Parking issues for disabled people

4.6 On-Street Pay and Display Meters

4.7 Events

4.8 Permits for Skips

4.9 Taxi Bays


Part 5

Off-Street Parking

5.1 Parking Standards for Off-Street Parking

5.2 Off-Street Public Car Parks

5.3 Front garden parking for Off-Street parking

5.4 Housing Estate Road Parking

Part 6

On-Street Parking

6.1 Traffic Management Orders

6.2 On-Street Parking Demand

6.3 Waiting and Loading Restrictions

6.4 Footway Parking

Part 7

Enforcement

7.1 Enforcement Policy

7.2 Clamping and Removal Policy

7.3 Enforcement outside Schools

7.4 Bus Lane Enforcement

7.5 Moving Traffic Contraventions

7.6 Enforcement of Persistent Evaders

7.7 Overnight Parking and Lorry Ban Enforcement

7.8 Red Routes in the Borough

7.9 CCTV Technology

7.10 Borough Policy for Bus and Cycle Lanes

7.11 Bus Stop Clearways


7.12 Bus Stop Accessibility

7.13 Abandoned Vehicles

Part 8

Partnerships and Other Agencies

8.1 Partnership

8.2 Transformational Governments appeals

8.3 School Travel Plan

8.4 Maintaining Road Lines

8.5 Maintaining Road Signs

Part 9

Policy

9.1 Operating Plan

9.2 Work Plan

9.3 Legal Implications

9.4 Equality Implications

9.5 Environmental Implications

9.6 Financial Implications

9.7 Monitoring and Evaluation of Parking Policy

9.8 Financial Statements and reasons for On-Street and Off-Street Parking

Part 10

Services

10.1 Customer Care


Appendices

Appendix A - Procedures that will be applied within the Controlled Parking Zone (Residents Permits).

Appendix B - Procedures that will be applied within the Controlled Parking Zone (Visitors Permits).

Appendix C - Procedures that will be applied within the Controlled Parking Zone (Business Permits).


Part 1

Introduction

1.1 Borough Profile

The London Borough of Barking and Dagenham is an outer London Borough covering 2420 hectares, bounded to the west by the London Borough of Newham, to the north by the London Borough of Redbridge, to the east by the London Borough of Havering and to the south by the River Thames. It is the second smallest Borough in London in terms of population. The Borough has the population of approximately 167,700 .The Borough is ranked 15th in the department of Environment Transport and Regions table of deprived districts in the country.

The Borough has the highest proportion of pensioner household in London at 37.9%. The average income of the Borough’s residents is the second lowest in London.

The increasing population and demography of our residents indicate the importance of public transport in the Borough particularly to serve the needs of people without access to cars.

The eastern part of the Borough contain a mixture of turn of the century and inter-war residential suburbs surrounding older villages and green open areas, part of which has been developed as a Country Park.

The north contains a mixture of industrial and residential uses, and the northernmost areas make up part of the Metropolitan Green Belt.

In the middle of the Borough is the Becontree Housing Estate, built by the London County Council between 1921 and 1930.

Car ownership level in the Borough is fairly low with 43% of the Boroughs population having no access to a car compared with an average of 39% for the rest of London and an outer London figure of 32%. It is anticipated that car ownership will increase in line with national trends. This will place more pressure on the Borough road network and parking facilities.

The development of Barking Reach brown-field is expected to stimulate an increase in the number of households with a car, and therefore placing even further pressure on our roads and parking capacity.

1.2 The Mayor of London’s Transport Strategy

The Mayor of London’s Transport Strategy (July 2001) requires all London Boroughs to submit a Parking Enforcement Plan as part of their local transport strategy, and it must fully reflect the objectives set out in the Transport Strategy.


The purpose of the Parking Enforcement Plan is to ensure and support a better and safer environment whilst improving parking conditions with effective parking management throughout the Borough and PEP should reflect the following:-

• Compatible with neighbouring Boroughs

• Efficient enforcement of Waiting and Loading restrictions.

• Reduce and control effectively on street parking through Controlled Parking Zones and availability of parking for disabled people.

• Review and work with TfL the options to extend real time information signage for Public Transport and to ensure sustainable access for people and goods.

• Promote transport services and patterns of movements which will improve air quality, green house gas emissions, noise, visual, amenity and community integrations.

• Control of off-street parking for residential and non-residential through planning applications.

1.3 Barking and Dagenham Transport Strategy

Transport is vital for every individual. It enables people to carry out everyday activities such as going to work, shopping, visiting friends, using leisure and recreation facilities. Thus the community as a whole relies on the transport network and it is essential that transport policies meet the needs of all people in the community. Therefore it is vitally important to plan a sustainable transport system to support the economic success and a good quality local environment.

The Borough will encourage the following:-

* Fast, reliable, affordable, convenient, safe and attractive bus services serving all sectors of our community.

* To develop Barking as the premier transport hub in the Thames Gateway including a connection to the Dock Lands Light Railway and directly to Stratford via cross rail.

* Regeneration and renewal of Barking Station

* A fast reliable convenient river bus serving the Thames and maybe River Roding through Town Quay.

* A shift to walking and cycling for local journeys

The overall objectives of the Barking and Dagenham Council’s policy are:-


� To increase accessibility to town centres, community facilities, employment opportunities and development areas for all residents within the Borough, prioritising improvements for people with poor access to public transport services, mobility impairments and those without access to a car, in order to reduce social exclusion.

� To optimise the potential of transport schemes to maintain and enhance regional, national and international links and to facilitate the regeneration of derelict, previously developed and under used land within the Borough and within the wider Thames Gateway area.

� Transport infrastructure should also underpin the vitality and viability of existing town centres.

� To ensure that the need to travel by private car or by Lorries other than for essential trips is reduced whilst accepting the role of the car and lorry is helping to meet transport needs.

� To improve the safety and security of the transport system.

� To ensure that the movements of commercial goods and people are met in the most efficient way which will support and facilitate the increasing growth of the Borough’s economy without compromising environmental quality.

� To reduce the pollution and nuisance created by traffic and thus the resulting adverse impact on the environment and on the health and safety of the residents of the Borough.

� To promote the integration of new developments with transportation, reduce the need to travel and facilitate more sustainable patterns of land use and development.

� To support those public transport schemes that minimise adverse impact on the environment, provide useful links in the transport network improve the opportunities for transfer between services and promote a positive image of the Borough.

� To improve the integration between transportation modes and services and in particular to strengthen Barking railway station’s sub-regional role as a key public transport interchange in East London without compromising the quality of life of those that live and work in the Borough.


Part 2

Background

2.1 National Policy

(a) White Paper

Since the publication of ‘A New Deal for Transport’ White Paper in July 1998 which sets out framework for a more integrated policy involving, greater choice of travel, improvements to public transport and tackling congestion. The carrot and stick approach is required to reduce the use of car and make more use of public transport.

(b) Road Traffic Act 1991 and 1997

The Road Traffic reduction Act 1997 requires all Local Authorities to produce a report outlining the measures of how to tackle and reduce the levels of traffic within their area by reducing the growth in road traffic by a third from 7.5% to 5% between 2001 and 2011.

2.2 Local Policy

(a) UDP

The UDP support measures to restrain traffic and outline key objectives for transport development policies are:-

T1 - The Council will seek to ensure that new developments which will be used by large numbers of people should be accessible to public transport networks. New major employment developments should, where appropriate, provide support for bus services where an extension of the existing network is required to link the development to the public transport network.

T2 - The Council will seek the integration of different modes of passenger transport by:-

i) Supporting the introduction of integrated timetables and a common interchangeable fare structure for all London Regional Transport and train operating company services.

ii) Relating footpaths and cycle routes to public transport facilities, requiring secure and adequate cycle parking and seek the co-operation of public transport authorities to achieve an appropriate level of parking at railway stations.

iii) Displaying public transport network maps and encouraging proper signing at interchange points.

iv) Supporting and promoting the development of taxi ranks, including pick-up points and telephones that can be used by people with disabilities at


British Rail/London Underground stations and at shopping centres as a means of moving passenger interchange facilities.

T3 -The Council will encourage the provision of safe, regulated taxi and minicab services which supplement bus and rail services:-

i) By ensuring that the location of mini-cab offices:-

a) Do not have any significant adverse environment effects on nearby residential occupiers.

b) Are convenient to public transport users.

c) Provide safe waiting areas for passengers.

d) Provide adequate off-street parking not resulting in Traffic hazard.

ii) By investigating, in conjunction with London Regional Transport and other relevant organisations, a taxi card service for users in the borough.

iii) As long as the proposal does not conflict with any other policy in the plan.

T4 - The Council will resist any reduction of train operating company and London Regional Transport Passenger Rail services, and will seek the following:-

i) Pressing London Regional Transport and other operators to continue to improve services used by those living, working in, or using the amenities of the borough.

ii) Advocating the creation of new routes and improvements to the network, or the extension or greater frequency of services on present routes, to serve areas with relatively poor access to public transport.

iii) Continued improvement of rolling stock, including the provision of gangways throughout trains, provision for carriage of bicycles, more seating capacity and toilet facilities.

iv) Improved and increased access to railway stations and facilities to assist the setting down/picking up of rail passengers by bus, taxi and car, the promotion of on-street parking controls around stations, and seek where appropriate the co-operation of public transport authorities to achieve an appropriate level of parking at railway stations.

v) Provision of improved passenger information at stations.

vi) Improved access to, through and around stations with provision of facilities for people with disabilities.

vii) The provision of toilets accessible to everyone, with baby care facilities at larger stations.


viii)Measures to improve personal safety and security at interchanges, stations and trains, including the reversal of policies of destaffing at facilities, a good standard of lighting, secure waiting areas, easy access to telephones and alarm system.

T5 - The Council will support implementation of the following proposed improvements.

i) A light rapid transit link between Beckton and Barking town centre via the Roding Valley with extensions to Barking Reach, the University of East London and Ilford/Newbury Park/Redbridge.

ii) The serving by Railtrack East Anglia of a new station in the vicinity of Renwick Road/Choats Manor Way on the London-Southend railway line.

iii) Improvements to access and car parking at Dagenham Dock Station.

iv) The Crossrail scheme and links to it.

v) The electrification of the Barking and Gospel Oak line.

vi) A direct service between Barking and Stratford.

T7 -The Council will encourage the improvements of bus services and facilities with particular regard to cross Borough services to employment areas, shopping centres and community facilities by:-

i) Pressing for extension of the night bus network in the Borough.

ii) Supporting and encouraging community based transport schemes for special needs or community groups, the Council shall also ensure that Bus routes are as direct as possible and pass within 200 metres to main passenger destinations (e.g. shopping centres, entertainment facilities, places of employment and health facilities.)

iii) Bus stops are located within 400 metres walking distance of residential dwellings, close to road crossing facilities, and to focal points in the footpath network.

iv) Pedestrian access to bus stops is made as direct, safe and environmentally attractive as possible.

v) The waiting environment at bus stops is made as pleasant as possible with provision of shelters and seats where appropriate.

vi) Adequate bus waiting and turning facilities are provided for terminating bus services, preferably off the public highway.

vii) Exclusive bus lanes and bus priority measures are applied where congestion for other road users is not unduly increased, and will support London Transport’s bus priority initiative.

viii)Interchange facilities between bus and rail services are as easy as possible.


ix) Allowing cycle traffic to use bus lanes within the Borough where appropriate.

x) Encourage and where appropriate, implement greater enforcement of parking and loading regulations in the vicinity of bus stops, in bus lanes and on the main bus routes.

T9 -Within the town centres, The Council will place special emphasis measures to improve the convenience of bus routes by:-

i) Supporting the introduction of bus priority measures.

ii) Reducing on-street parking and servicing where these impede bus flows.

iii) Seeking to maintain or improve accessibility of buses to town centres.

iv) Ensuring that bus stops are located within 400m walking distance of residential areas, and 200m walking distance in town centres.

T10 - The Council will assess all development proposals against the present and potential availability and accessibility of public transport services and its capacity to meet increased demand.

Users particularly dependent on public transport, such as major employment generators, indoor leisure/recreation facilities, schools and health facilities, should be located where frequent public transport services are available or can easily be provided.

Users such as large supermarkets or entertainment facilities should be located near public transport interchanges (within 400 – 750 metres walking distance), to ensure that they are easily accessible by public transport.

T11 -The Council will support the introduction of a river bus service between central London and Barking Reach, which should also be integrated with the public transport network.

2.3 LIP

The Councils policy is adopted to further the implementation of Mayor’s Transport Strategy at the borough level. The following Transport Objectives are within the Borough’s LIP.

a) To increase accessibility for all to town centres, community facilities, employment opportunities and development areas, recognising that improved accessibility is more important and sustainable than increased mobility.

b) To prioritise improvements for people with poor access to public transport services for people with disability, and for those without access to a car- not least to promote social inclusion and equity.


c) To optimise the potential of schemes to maintain and enhance regional, national and international links.

d) To facilitate the regeneration of derelict, previously developed and under used land in the Borough and Thames Gateway.

e) To underpin the viability and vitality of town centres.

f) To ensure the need to travel by private car or lorry is minimised by promoting attractive and accessible alternatives.

g) To improve the safety and security of the transport system.

h) To ensure the movement of commercial goods and people are met in the most efficient way that will support regeneration and growth of the Borough’s economy without compromising environmental quality.

i) To reduce the pollution and nuisance created by traffic, so reducing adverse environmental impacts, contributing to the health and safety of Borough residents, meeting air quality and noise reduction objectives.

j) To promote the integration of new development with transportation to reduce the need to travel and promote more sustainable patterns of land use and development.

k) To support and promote public transport schemes that minimise adverse impacts on the environment, make up for deficiencies and gaps in the transport network, improve opportunities for transport/interchange between services and otherwise promote a positive image of the Borough.

l) To improve integration between transport modes and services, in particular to strengthen Barking’s role as a sub regional transport hub/interchange.

In principal the Council will support measures to manage travel demand, reduce the rate of increase in road traffic, and promote alternatives to cars.

Parking controls can have a major impact on how people travel- if there is no space to park at a destination then they may not travel at all, may go somewhere else or may go by some other means than the car. They also provide an opportunity to effect traffic restraint and reduction.

However the use of parking controls for restraint needs to be balanced against the need for parking to provide for businesses and services to operate and thrive.

Parking controls may also be in the interests of road safety, keeping pavements clear and controlled parking zones are introduced for such reasons.


Part 3

Parking Demand

3.1 Introduction

The Parking Enforcement Plan will provide a strong policy framework to guide the future parking management activities within the Borough.

The overall aim of the parking enforcement plan is to help and support a better and safer environment and generally improved the parking conditions in the Borough.

The Parking Enforcement Plan is supported by a series of strategic objectives and parking objectives to provide a clear framework for effective parking management in the Borough.

3.2 What is Parking Enforcement Plan?

The Parking Enforcement Plan is a policy tool which helps to manage parking in the Borough and, in doing so, reduce unnecessary car travel and influence car ownership in the Borough. The Parking Enforcement Plan aims to support the Council’s wider objectives, e.g. to improve air quality, reduce traffic flows. Improve road safety; enhance the general street scene (e.g. remove abandoned vehicles) and assist public transport, especially local buses.

The Parking Enforcement Plan seeks to meet the needs of all road users and to clearly prioritise different parking needs in the Borough, such as the needs of disabled people, local residents, local businesses as well as sustainable transport modes, such as walking and cycling. The Parking Enforcement plan aims to manage parking in the borough on a fair and consistent basis.

This change in increasing parking demands in part of the Borough at particular times and, as a result, increasing pressures on the local parking supply, both on-street and off-street. This is particularly the case in areas of parking stress, where it is becoming increasingly difficult to find available parking spaces.

The Parking Enforcement Plan provides a clear framework to enable the Council to meet these challenges and better manage parking across the Borough. The Council has a range of tools to achieve this, including the introduction of new parking controls (e.g. Controlled Parking Zones), the issue of difficult types of parking permits, parking enforcement by parking attendants, level of pay and display parking charges etc.

3.3 Parking Objectives

Barking and Dagenham is a diverse Borough experiencing change. The Borough’s population is increasing and so too are levels of car ownership (including levels of multi-car ownership). Local evening and night time economies are also expanding in particular areas.


The Council will look into the following objectives:-

• The council will manage parking supply to meet short-stay shoppers and visitor parking needs to support the Borough’s retail economy, long-stay commuter parking will be discouraged.

• Current pay and display charges will be reviewed annually, the Council will undertake a comprehensive review using information generated by the data management strategy.

• The Council will vary residents’ permit prices to encourage cleaner, greener vehicles, e.g. alternative fuel and electric vehicles.

• The Council will give greater priority to local disabled residents’ parking needs and introduce measures to reduce the level of Blue Badge abuse in the Borough.

• The Council will consider delivering via a new parking enforcement contract that supports a fair, consistent, transparent, and policy-driven and quality led enforcement operation.

• The Council will reduce the number of abandoned and untaxed vehicles from the Borough’s street, as well as the number of persistent evaders.

• The Council will ensure the provision of secure and conveniently located cycle parking and storage facilities, especially in areas of high demand.

• The Council will ensure the provision of secure and conveniently located motorcycle parking facilities, especially in areas of high demand.

• The Council will develop revised parking standards which accord with requirements set out in the Mayor of London’s, London Plan (February 2004), which takes account of local circumstances.

• The Council will implement a two-stage public consultation process for parking proposals, with stage one (In Principle) and stage two (detailed design) consultations.

• Car parking will be managed in a manner which discourages reliance on the car for journeys where there are effective alternatives.

• The level of commuter parking will be further reviewed through work on the Road Traffic Act.

• Increased demand for short-stay parking will be balanced with the need to maintain the economic vitality of town centres through a re-allocation of long stay spaces.

• The quality and security of car parks will be reviewed with partner authorities and improved secure car parks where necessary.


• Links will be made with personal safety strategy in regard to crime and disorder issues.

• Shopmobility schemes for the disabled motorist will be encouraged in town centre car parks.

• Secure off-street parking facilities will be provided for cyclist in accord with the London Cycling Strategy.

• Greater integration between cycling and public transport will be promoted through the provision of secure cycle parking at bus and rail stations.

• Facilities for motorcyclists will be taken into account both in new and existing developments and at public transport interchanges.

• Standards for car parking provision for new developments will be developed in accordance with the requirements of planning reviews.

• Where standards are reduced to deter car use commuted sum payments will be sought from developers to reflect the need to provide alternative transport facilities for the displaced car trips.

• The Council will encourage Green Travel Plans, which encourage employees to car share and adopt sustainable modes of transport where appropriate.

• Promote the economic regeneration in local shopping centres.

• The re-investment of car park revenue into sustainable transport initiatives will be maximised.

3.4 Hierarchy of parking needs in Barking and Dagenham

In the London Borough of Barking and Dagenham it is necessary to improve and manage the parking in the Borough as the Council faces the challenges of balancing parking needs for residents, visitors, services and businesses, with the need to encourage less reliance on the private car and assist public transport and less mobile members of the community.

The Council will take measures in order to improve the following:-

• Ensure traffic levels reflect the role of the roads in the hierarchy, • Ensure efficiency of public transport and of traffic flows on strategic roads, • Improve road safety for pedestrians, cyclists and passengers, • Reduce on-street car parking, • Reduce traffic levels in residential areas to improve the environment for

residents, • Improve accessibility for people with disabilities.

Traffic management measures will help to reduce physical constraints that can divide communities, such as pollution, traffic accidents associated with


main roads by improving the environment roads and will be attractive for those wishing to walk, cycle or use public transport.

The reallocation of some of the road spaces devoted to private car will be made available to other modes of transport for more efficient and safer use.

The Council will use traffic calming measures to reduce use of minor roads by through traffic. In-essential travel will be encouraged to use public transport and to make their journey at a less busy time, and in turn this will save delays in business traffic, emergency services and buses, and reduce pollution and rat-running.

3.5 Parking policy for on-street and off-street

The illegal action of causing an obstruction by parking on footways, thereby restricting pedestrian movements and posing a threat to person safety, will be addressed through parking enforcement and educational initiatives.

Residential parking schemes will be considered where justified on road safety or environmental grounds but all schemes will need to be self-financing.

Parking on the footway will be prohibited subject to enforcement resources, where it endangers public safety and where reasonable alternative facilities, either private or public, exist.

Taxi and private hire vehicle ranks will be provided, where appropriate, in convenient and safe locations.

Charging for on-street parking will be supported within the vicinity of Town Centers to maximise the efficient use of available spaces. All schemes will need to be self-financing.

Council will seek to manage the demand for on-street parking outside schools through implementation of Travel Plan, Safer Routes to School initiative and through partnership arrangements with the owners of neighboring private car parks.

The Executive Committee agreed the Council’s first Parking Plan in July 2001. It has been amended subsequently. The drafting of a new parking Plan in the format of a Parking and Enforcement Plan was considered useful to ensure a comprehensive examination of parking policy, which also reflects the proposed work being undertaken as part of the Best Value Implementation Plan.

3.6 Controlled Parking Zone

Controlled parking schemes should be designed so that they are self-financing and thereby do not require any on-going subsidy to operate.

In allocating parking spaces in the design of a controlled parking zone the primary objective will be to achieve a balance of parking needs according to a descending order of the following groups in this order.


A - Residents B - Shoppers, visitors and those directly adding to the local economy C - Local workers D - Commuters

With a higher priority, within these groups, for people with mobility impairment.

Providing parking spaces to meet demand in the above order ensures that the needs of local residents and protection of the local residents and protection of the local economy is achieved. It is however recognized that there is an increasing demand on parking space year on year as car ownership increases with no consequent increase in on-street parking space. There is therefore a need to ensure an appropriate balance of parking controls and review of these on a regular basis, to ensure that the use of parking spaces on the highway is maximised wherever possible. This will inevitably mean some compromise between different types of parked vehicles.

i) What is Controlled Parking Zone? (CPZ)

A Controlled Parking Zone (CPZ) is an area where parking is regulated by means of waiting restrictions and provision of parking places. Parking places are mainly for residents and their visitors to park, with exceptions in some locations to facilitate business parking. The issue of resident’s permits are strictly administered through Traffic Management Orders of the Controlled Parking Zone and residents with a vehicle registered at an address within the Controlled Parking Zone are to be issued with a permit.

The London Borough of Barking and Dagenham have introduced Controlled Parking Zone (CPZs) around all rail stations. This has been undertaken in consultation with the local community. The extent and nature of zones are subject to review depending on the degree of which parking is merely displaced elsewhere and the views of the local community.

The objectives of such schemes are generally to safeguard the amenity of residential areas and to alter travel mode, with the expectation that commuters will be encouraged to make their whole journey by rail rather than ‘park and ride’. The introduction of the London congestion charging scheme has made this even more of an imperative by increasing commuter parking pressure around stations outside the area of the congestion charging schemes.

These types of traffic measures serve a number of purposes in an area where there is pressure on on-street car parking spaces. This mitigates the effects of long term parking near public transport interchanges and can ensure local residents and essential users have access to local parking.

With the Mayor for London’s decision to introduce congestion-charging in central London there has been increased pressure on public transport interchanges where those travelling into central London choose to change


travel modes. This Council will continue to review the existing controlled parking zones as necessary.

In administration of car parks and controlled parking zone, the Council is striving to bring its overall parking account to self financing, and any move into profit will be invested in transport, highways and parking initiatives.

For rules and regulations of Controlled Parking Zone permits see Appendix A, Appendix B and Appendix C.

ii) How a Controlled Parking Zone is implemented

Parking Places will be marked in white lines throughout the area of the CPZ. Some parking places will be in the road, some will be on the footpath and some will be partly on the footpath and partly in the road.

The layout will ensure that adequate account is taken of the safety of pedestrians using the footpath.

Yellow lines will be introduced between parking places (AND ACROSS DRIVEWAYS) where an approved crossing has been constructed. Enforcement of the yellow lines will be carried out as vigorously as the rest of the area.

iii) Where vehicles cannot be parked

During the Controlled hours or days of the zone vehicles are not permitted to park on yellow lines, also vehicles parked in the CPZ parking places without an official parking permit will be committing an offence.

As part of the legal requirements, private access to off street parking facilities needs to be protected from any obstruction by means of yellow line markings and the scheme does not allow any individuals to park on the driveway (outside the property) or elsewhere apart from within designated parking bays.

iv) Where vehicles can be parked

Vehicles can only park in the CPZ designated parking places with an official parking permit during the controlled hours or days of the zone.

V) Company vehicles in Controlled parking Zone

The keeper of a company vehicle, which is registered to the Company address, will require a letter from the company on headed notepaper stating that you are the keeper of the vehicle. Proof of residence and a current fee of £17.70 per permit for first and second and third vehicle £22.00 fourth and any subsequent vehicle £50.00.


vi) How the residents and visitors parking places will be identified

Parking places will be marked out, though not individual bays. Signs and lines will clearly indicate where parking places are. Residents and visitors for instance can only park in the designated parking places upon display of a valid parking permit. There can be no guarantee that a parking space will be available outside every property.

vii) Residents Parking Permits

Residents who park more than one vehicle on street need to make a separate application for each vehicle. Permits need to be fixed to the inside of the windscreen at all times during operating hours of the controlled parking zone and must be clearly visible.

Any residents who are the owner of a vehicle or vehicles with an overall height which does not exceed 2.50 metres and the overall length which does not exceed 5.25 metres may obtain a resident permit by making an application to the Council and shall include the particulars and information required by such form to be supplied.

The resident permit issued is valid for the vehicle it was applied for and not transferable to another person or to another vehicle.

The resident permits are valid for a period of twelve months running from the beginning of the month in which the permit first becomes valid.

There is no restriction in the number of permits issued per household. Officers are currently investigating the increase in outlets in the Borough which can issue permits.

viii) Residents Parking Permits and Costs

Resident Parking Permits will be available at an annual cost of £17.70 per permit for first, second and third vehicle £22.00 for fourth and any subsequent vehicles £50.00.

ix) Visitors Parking Permits

Visitor’s permits can be purchased subsequently by residents of the CPZ for use by their visitors/relatives who have to park on street during the CPZ hours.

The visitors permit card is issued to the resident, therefore proof of residence is required when purchasing a visitors permit.

The Council issue visitors parking permits for a vehicle or vehicles of overall height does not exceed 2.30 metres and the overall length which does not exceed 5.25 metres and belonging to a person or person visiting that resident.

The Council may at any time require an applicant for a permit or a permit holder to produce to an officer of the Council such evidence in respect of an application for a permit made to them as they may reasonable call for to verify


any particulars or information given to them or in respect of any permit issued by them as they may reasonably call for to verify that permit is valid.

Upon receipt of the appropriate charge the Council on being satisfied that the applicant is a resident, the Council may issue two or more visitors permits at the discretion of the issuing officer to any household and may require the production and surrender of used visitors permits before issuing a further permit or permits.

x) Visitors Parking Permit Costs

Residents are allowed to purchase Visitor permits for use in Controlled Parking Zones (CPZs). Each permit allows half a days (4.5 hours visit) parking for £3.30 for 10.

xi) Parking for Disabled within CPZ

Disabled resident drivers may apply for a resident’s parking permit which will be issued free of charge on production of their disabled badge and proof of residence and certificate of insurance. All disabled drivers will be allowed to park in a resident parking bay for up to a maximum of 4 hours by displaying a disabled parking badge and correctly set clock.

xii) Business Parking

If surplus resident parking capacity is identified, shared bays may be introduced for business parking. Business users i.e. local traders who want to park in such a parking place must purchase a business-parking permit and clearly display the permit.

Business users are presently allowed to purchase business permits at a cost of £300 per annum for Town Centre/outside Town Centre £50.00.

Business permits are available to all business holders within the Controlled Parking Zone. Business bay are generally provided as a way of helping local businesses which require vehicle parking to assist their operations. Their most common use is in areas where a CPZ is introduced specifically to stop all day on-street parking.

Whilst a CPZ can reduce or deter commuter parking, it may have an adverse effect on local businesses, particularly where a vehicle is required to be available to service the business during the day.

In such cases business parking bays need to be provided, controlled by permits which is issued by the Councils parking office.

This Authority provides business parking bays where it is safe and demanded through consultation by the local business holders.

To obtain a business permit, proof of employment/business address and your vehicle registration document must be produced.


The business permits will be available at an annual current cost of £115.00 for each vehicle, which shall not exceed 2.30 metres in height or 5.25 metres in length.

Permits must be permanently fixed to the inside of windscreen and shall be clearly visible.

The business permits holders can only park in indicated shared parking places within the zone.

Business permit holders are not allowed to park in any other parking places during the controlled hours of the zone.

xiii) Health visitors and Carer Permits

This permit is particularly aimed at elderly or disabled residents who rely on friends, family, or professional Carers visiting them on a daily basis. This ‘Carer’ permit is issued to a particular resident who then passes it to their carer when they visit. The current annual current cost is £17.70 (which is applied to cover administration costs).

A ‘care worker’ permit will be revised in line with on-street and off-street parking charges and consultation will take place before introducing new charges.

The health visitors or occupational nurse may have an operational permit subject to the information provided as required by the parking office together with BMA badge or an official letter to obtain an operational permit.

The cost of operational permit is same as CPZ’s residential permit and same rules and regulations apply to an operational permit.

xiv) Operational Prmits

Operational permits are normally issued to a number of road users who find themselves in a position that they cannot operate or carry out their normal day to day duties and they do not qualify for resident, visitor or business permits within the Controlled Parking Zone.

These operational permits are designed to be used occasionally within the Controlled Parking Zone such as primary care trust staff, council workers, health visitors, nannies, window cleaners.

The operational permits are issued to an owner of the vehicle of the following class, that is to say a passenger vehicle, a goods vehicle, the overall height of which does not exceed 2.30 metres and the overall length of which does not exceed 5.25 metres, a motor cycle or an invalid carriage.

A charge for operational permit is made for twelve months and the permit starts only from the beginning of the month and expires at the end of the month.


When a CPZ area is divided into more than one sector and a permit is issued for a particular sector, the permit is only valid for that particular sector.

xv) Hours and Days of Operation

Hours of operation of the CPZ will depend on the result of the consultation. Such ours of operation will clearly be marked and signed in accordance with The Traffic Signs Regulations and General Directions 2002.

The hours and days of operation of Controlled Parking Zones should meet the needs of local people by ensuring that these controls operate when the majority of parking problems occur.

xvi) Weddings

At present there is no charge for suspension of any parking bays with regard to wedding receptions as long as the resident informs the parking office.

Currently the Council is looking into the possibility of charging for any wedding or parties held within the Controlled parking Zone during the controlled hours of the day.

xvii) Barking and Dagenham Staff Permits

There is a need to link staff parking issues with a Work Travel Plan (or “Green Travel Plan”) and this will be tackled by the Work Travel Plan Co-coordinator. This person will lead on initiatives intended to reduce staff dependence on the use of private cars for transportation.

Separate work is also being undertaken with Schools, and Barking and Dagenham employ a School Travel Plan Co-coordinator for this purpose. The Co-coordinator will help Schools put together travel plans to target the specific issues related to that School. This role will help the School support the plan once it is in place and will also identify possible physical measures around Schools to address safety issues funded from the Safe Routes to School Programme.

The Council will look into the possibility to allow staff employed at Schools within or bordering CPZs, without their own on site car parking, are able to purchase permits for £100 which allows them to park in on street parking bays within the relevant CPZ. This is subject to appropriate parking bays being identified and there being no detriment to resident amenities.

A target is to be set for Schools to have travel plans in place. The issue of parking permits for School staff to park on street or in the Council’s off-street car parks and will be dependent on the School having a travel plan in place by this date.

xviii) Essential Workers and Utilities Workers

Essential workers permits can be used by traders within the Controlled Parking Zone or residents can provide the essential worker with a visitors permit to carry out the essential work.


The trader or builder can also apply to the parking office for a dispensation order if the vehicles have to be parked on a yellow line at a cost of five pounds a day.

Utilities workers normally do not require a permit to carryout any emergency works within Controlled Parking Zone or to work on restricted streets (Yellow Lines)

xix) Refunds

A permit holder who surrenders a permit before the permit becomes valid shall be entitled to refund for the valid permit subject to the deduction of administrative costs.

The part of the charge which is refundable to be calculated as the sum of 50 pence in respect of each complete month of the period specified thereon as the period during which it shall be valid which remains unexpired at the time when the permit is surrendered to the Council.

xx) Enforcement

All parking bays and waiting restrictions will be patrolled and enforced by the Council’s Parking Attendants.

Overnight parking prohibition of heavy goods vehicles exceeding 5 tonnes gross weight apply between the hours of 6.30pm to midnight and midnight to 8.00am.

xxi) Dispensation - Loading and un-loading review of waiting & loading restrictions

There are a number of vehicles that need to be parked within the controlled parking zone or on the yellow lines during the restricted hours of the day to carry out maintenance work for domestic purposes or building works to a property within the zone.

Under special circumstances the Authority allow builders, maintenance workers and others to apply for dispensation orders from the parking office together with the name of the firm on a letter headed pad, an explanation of the proposed work together with an administrative charge of £5.00 for each day.

xxii) Suspension of parking bays

The suspension of parking bays are occasionally required by various parties of the community as for example:- building workers, funerals, filming operations, erecting of telecommunication masts, erecting of advertising signs, removal vans and for marriages.

At present suspension of parking bays may be carried out by a Council’s authorised parking person from the parking section, in order to carry out essential work or to facilitate the movement of traffic or promoting its safety.


A police constable in uniform may also suspend the parking bays for not longer than twenty four hours if necessary.

The Council at present do not charge any fees for such suspension but will be looking into such fees.

xxiii) Name of the Zones

There are six main Controlled Parking Zones in The London Borough of Barking and Dagenham and they are as follows:-

1. Chadwell Heath Controlled Parking Zone. See map no 1 Operating days and hours - Monday to Friday (8.30am to 5.30pm)

2. Barking Town Centre Controlled Parking Zone. See map no 2 Operating days and hours Zone - B, C, D, E, F, K - Monday to Saturday (8.30am to 5.30pm) Zone - G, H, I - Monday to Friday (8.30am to 5.30pm) Zone - J - Monday to Sunday (8.30am to Midnight)

3. Upney Station area Controlled Parking Zone. See map no 3 Operating days and hours - Monday to Friday (1.30pm to 2.30pm)

4. Dagenham East Controlled Parking Zone. See map no 4 Operating days and hours - Monday to Friday (8.30am-5.30pm)

5. Heathway Controlled Parking Zone. See map no 5 Operating days and hours - Monday to Friday (8.30am-5.30pm)

6. Becontree Controlled Parking Zone. See map no 5 Operating days and hours - Monday to Friday (8.30am-5.30pm)


Map 1


Map 2


Map 3


Map 4


Map 5


Map 6


3.7 “Mini” parking schemes

Apart from controlled parking work there is a need to address other parking requirements in the Borough. At small shopping parades outside of controlled parking zones a formal parking regime can help support the local shops and thereby also the local economy. It can also address safety issues of particular groups including children and senior citizens.

Funding of new waiting and loading restrictions is currently from a small revenue budget. Funding for small scale schemes around shopping areas is being sought from TfL via the Borough Spending Plan process.

3.8 Car reduction in Planning Agreements

It is anticipated that planning policy advocating high density mixed use schemes in Town Centers will bring forward significant numbers of new residential units in such locations in the borough over the next ten years. The ease of access to public transport in these locations will enable a restrictive approach to the provision of car parking within such developments. This should encourage the use by future residents of alternative modes of transport to the car and reduce the impact of car journeys to and from Town Centers.

To ensure the effective operation and control of such car-reduced schemes and to prevent overspill parking into surrounding roads, the council’s approach will be to prevent future residents of the proposed buildings from qualifying for on-street parking permits for adjacent Controlled Parking Zones. Developers of such schemes in Town Centers or other locations within Controlled Parking Zones with high public transport accessibility (TfL PTAL levels of 5 to 6) will be required to enter into a Section 106 Agreement tied to the relevant planning permission to achieve this outcome.


Part 4

Parking Supply

4.1 Funerals

The Council’s policy regarding the parking arrangements for funerals is that a flexible approach is applied to reasonable residents’ requests. No charge is made for this service.

No change is recommended to this informal approach.

For funeral service within the Controlled Parking zone there is no charge for suspension of any bays or for visitors to park within the CPZ, as long as the family of the deceased person inform the parking office the name of the road and the time of the mourner’s arrival.

The parking office inform the enforcement team the location, time and date for not to enforce any vehicles attending a funeral.

4.2 Motorcycle Parking

To date limited motorcycle bays have been provided in off-street car parks where solo motorcycles can park free of charge. These bays should be provided, where necessary, in order to encourage increased use of a more efficient form of transport that takes up less road space.

Presently the Borough has no dedicated on-street solo motor cycle parking bays. If a motorcyclists wishes to use the normal on-street CPZ parking bay then a Resident’s Permit must be purchased at the standard rate.

However, this will be reviewed in conjunction with environmental improvements as proposed by the regeneration of Barking Town Centre and other public realm improvements.


Map 7


4.3 Pedal Cycle

Cycle Parking forms an integral part of the cyclist’s network, because cyclists need to be able to park securely at the ends of their journeys. The London Cycling Action Plan states that a variety of cycle parking solutions are required in order to meet the different convenience and security needs of cyclists. For example, short-term “Sheffield type” parking should be provided along shopping streets, while more sophisticated medium-to-long stay parking solutions are needed for locations at which cyclists are likely to remain for longer periods, such as at home or at educational establishments.

TABLE 1: CYCLE TRAFFIC PARKING STANDARD

Type of Land Use No. of Spaces (minimum)

A1 - Shops - Food - Non-food

1 space per 150 sqm 1 space per 350 sqm

A3 - Food and Drink - Take-away/restaurant - Public house/wine bar

1 space per 10 seats or part thereof 1 space per 20 sqm licensed floor space

B1/A2 - Business/financial and professional services

Up to 400 sqm - 2 spaces Over 400 sqm - 1 space per 200 sqm or part thereof

B2-B7 - Industrial and B8 -Storage & Distribution

Up to 700 sqm - 2 spaces Over 700 sqm - 1 space per 350 sqm or part thereof

C1 - Hotels and hostels Hotels - Parking for hotel guests is not normally required but 1 space per 10 members of staff should be provided

Hostels - 1 space per 7 students in students hostels; 1 space per 10 bedrooms for other hostels

C2 - Residential institutions For hospitals, 1 space per 40 beds for visitors plus 1 space per 10 members of staff

C3 - Dwelling houses 1 space per unit Space should be provided within blocks of flats and within the curtilages of dwelling houses to allow cycles to be safely stored undercover. In multiple occupancy buildings 10% of total units to be provided for public use

D1 – Non-residential institutions

1 space per practitioner 1 space per 10 students


1 space per 10 staff 1 space per 10 staff plus 1 space per 10 students To be individually assessed 1 space per 20 seats

D2 - Assembly and leisure 1 space per 10 staff plus 1 space per 10 seats

The design and positioning of cycle parking and off-road cycle links will have regard to the needs of partially sighted pedestrians and the likelihood of interference with footway continuity and desire lines.

Parking facilities should be provided for cyclists at all main destinations including local shopping parades to improve security and to overcome problems such as bikes being left strewn over the footway or padlocked to pedestrian guard rails. There would be no charge for use of basic cycle parking facilities. However, the use of more elaborate cycle parking/storage facilities is currently being investigated, including cycle parking with small lockers. In view of the cost of providing such facilities a small charge may need to be levied in these situations

Barking and Dagenham provides generous parking facilities in Barking Town Centre, Barking Station, Schools, Car parks, Library and Offices Borough wide.

At present the Council provide 64 cycle stands around the Barking Town centre, 10 stands opposite the Barking Train Station and 20 in the multi-storey car park


Map 8 Chapter 7: Parking and Enforcement Plan 388

4.4 Doctor Parking Bays

Limited number of Doctors parking bays exists in the Borough, these Doctor’s parking bays are for designated Doctors only. The parking bays are located close to their surgery or home and these bays are issued to specific vehicles by raising a Traffic Management Order at a cost of an annual charge of £45.00.

A revised charge for Parking in Doctor’s Bays will be produced in the parking charges report.

These doctors’ bays were provided at the above cost whether inside or outside the Controlled Parking Zone and these bays are only allocated to a doctor.

The parking bay is indicated by road markings with “DOCTOR” together with sign indicating doctors “permit holders only”.

The doctors may change their parking permit via the parking office at a cost of £5.00 administrative charge for each change.

The Council may withdraw the permit any time if found to have been misused without reimbursement.


Map 9


4.5 Disabled Parking

There are two types of disabled parking bays:

(a) On-street disabled parking bays

Formal (Statutory) Disabled Bay. These bays are legally enforceable and in addition to the marking on the carriageway includes a post and sign. It requires a Traffic Management Order and therefore involves significant administration and at much greater cost to install. It is the only type recommended by the Department of Transport.

Informal (Courtesy) Disabled Bay. This has no legal force but comprises of marking on the carriageway and the word” disabled”. It acts as a reminder to neighbours and visitors to respect the needs of the disabled resident. It is often very effective, but where it is not respected by other motorists there is no action that can be taken by the local Authority. Some Council in the UK only provide this type of bay in residential areas. However, they cannot be used where other Waiting and/or Loading restrictions exist and would conflict with e.g. adjacent to double yellow lines with loading restrictions.

The policy allows for (formal or informal) bays to be provided should the following criteria be met:

i) The applicant is in possession of a valid disabled persons’ blue badge

ii) The applicant resides in a dwelling that cannot facilitate off-street parking.

iii) The on-street parking conditions have been observed to be severe on a regular basis.

iv) The applicant’s vehicle must be permanently based at the applicant’s address and in use most days.

v) The applicant need not be the driver but the vehicle must be registered at the relevant property.

Informal bays can only be installed in areas which are not already subject to statutory controls so it cannot therefore be applied for areas covered by Controlled Parking Zones. There will continue to be a need to consider applications for formal disabled parking bays. Informal bays may be converted to Formal bays where they are not regularly respected by non-blue badge holders.

(b) Disabled Parking Bays- off-street

The Council’s Unitary Development Plan requires all car parks with 20 or more spaces to have a minimum provision of 5% disabled bays. These bays are marked out for exclusive use of blue badge holders with a minimum width of 3.2 metres compared to 2.8 metres for other bays. All the Council’s off-street surface car park must comply with this requirement. No charge is made for this parking.


(c) Other On-street Disabled Parking Provision

Blue badge holders are permitted to park on dual or triple use parking bays in Controlled Parking Zones or on pay and display bays for unlimited time (no charge being applied). Blue badge holders can also park on single or double yellow lines for up to three hours providing they are not causing an obstruction (either physically or due to impaired sight lines) but not:

i) where loading/unloading is prohibited ii) on school “keep clear” markings iii) on “zig-zag” markings on either side of pedestrian crossings iv) on suspended parking bays v) where temporary restrictions are in place as indicated by “no waiting”

cones or similar devices vi) on residents parking bays vii) on bays reserved for defined uses e.g. taxi ranks or motor cycle bays viii)On a pavement, unless this is indicated as being permitted at a particular

location.

In town centres and other sites of attraction disabled bays are provided where possible and where the use of the Blue Badge Scheme may not address all the parking needs of disabled people. Situations may arise where it is not possible to provide any safe disabled parking within the recommended 50 metres of a particular facility.

(d) Parking issues for Disabled people

There are many disabled people in the Borough who rely on private cars as a main mode of transport and it very important that they park as close as possible to their home or close to their destinations. Therefore the blue badge scheme was introduced in April 2000 as a standardised European parking card for people with disabilities.

The Blue Badge scheme replaced the former Orange Disabled Persons Badge, which ceased to be recognised after 31st March 2003.

The Disabled Persons Blue Badge Scheme provides parking concessions to people whose mobility is severely impaired.

The Blue Badge belongs to the disabled person and not to a specific vehicle. The badge holder may park on residential bays with correctly set clock for up to 4 hours without any fees, and can also park on designated disabled parking spaces as reserved for Blue Badge holders only.

The Blue Badge holders may also park on the yellow lines for a maximum of 3 hours providing there is no loading restriction and correctly set clock.

The Council have at present a number of dedicated disabled bays within the town centre and shopping areas and in other public service areas.


Map 10


4.6 On Street Pay and Display Meters

There are four on-street pay and display machines and currently this Authority is considering to install an additional ten on-street pay and display machines, which will be placed around the Barking town centre.

Within the next five years the Council will examine the possibility of installing on-street pay and display machines at small shopping centres.

The charges will be bench marked against other nearby London authorities to ensure that the charges are not excessive and therefore encourage short term visitors who often make a contribution to the local economy.

Map number 11 indicates present on-street pay and display parking meters locations.


Map 11


4.7 Event Policy

The London Borough of Barking and Dagenham have no special event day zone but the Authority allow residents of the community to carry out special events by raising Traffic Management Orders.

4.8 Permits for Skips

The London Borough of Barking and Dagenham operate a skips licence scheme through the Highways Reactive Maintenance Department and therefore the parking department is not involved in issuing of any skip licence.

If the skips require to be placed within a Controlled Parking Zone or on restricted roads then the Parking Office should be informed for their comments on the length of time the skip is to be allowed within the CPZ or the restricted roads.

At present the Council only charge a licence fee for skips to be placed on the highway but no fees are charged for skips to be placed off the public highway.

The policy of issuing skip licences will be reviewed to ensure that skips do not take up too much time or too much space within parking places and in particularly busy areas.

4.9 Taxi Bays

There are some taxi bays in the Barking station area and these taxi bays are designated by the Public Carriage Office and enforcement are carried out by Metropolitan Police. The Council will review in the final PEP the enforcement of taxi bays by Council’s enforcement staff by placing the taxi rank under special parking places orders.


Part 5

Off-Street Parking

5.1 Parking Standards for Off-street Parking

The London Borough of Barking and Dagenham recognise that traffic congestion and pollution is a major issue for local people and business. Fumes from vehicles can lead to health problems. Traffic congestion adds to journey times and therefore the costs to essential road users.

The Council are continually looking at ways of reducing people’s need to travel by private vehicle through encouraging new developments to locate close to existing public transport links.

It is widely recognised that people are much less willing to travel by car if it is difficult to park at the end of the journey. Therefore one way of reducing traffic levels on our roads is to cut down on the number of parking spaces available within the new developments.

In housing, car free areas will be considered where walking distances are close to public transport and where demand for car parking may be particularly low, such as housing for older people, students and for conversions.

The provisions of car parking standards are considered on the merits of each case taking into account the characteristics of the surrounding area.

5.2 Off- Street Public car parks

The London Borough of Barking and Dagenham operate 10 off-street car parks with two of these car parks being multi-storey. The Council maintain these car parks to a high standard of repair ensuring comfort, convenience, accessibility for shoppers and people conducting other business which is important to the economic vitality of the town centres.

Car parks will also be kept secure and user friendly and in particular, accessibility will be maximised for persons with a mobility impairment.

Map Number 12 indicates off-street car parks locations.


Map 12


Off-street Car Park improvements to ACPO standards

The Council is committed to upgrading of car parks to ACPO standards where practicable, and otherwise provides for the improvement to all permanent car parks to an equivalent standard.

5.3 Front Garden Parking for Off-street parking New Crossovers

Applications for new crossovers will be considered by a range of factors. Applications for crossovers on the TLRN will be referred to Transport for London. Applications on classified roads and in some cases in conservation areas will require Planning Permission in the first instance. The Council’s Contractor will carry out the work. Where the footway is being reconstructed, residents will be given the opportunity to apply for crossovers at a discounted rate. Within CPZs an additional £100 will be levied in order to cover the additional cost of the Traffic Management Order amendments that will be required or removal of any street furniture. The applicant would also be required to cover the cost of any signing and lining work that may be required. The amendments to the Traffic Management Order will be carried out in batches in order to reduce costs and therefore there may be some delay in this work.

The criteria for provision of a crossover are as follows:

1. The proposed crossover would ensure as far as is practicable, safe access and egress from premises.

2. The construction of a crossover (or crossovers) would not present special difficulties for pedestrians – in terms of levels, inter-visibility, width of crossovers(s), frequency of cross-over or on other safety considerations.

3. the proposed crossover would not have a detrimental effect on the passage of vehicular traffic on highway.

4. The Council will not usually permit crossovers where this will result in a detrimental effect to the street environment by the removal of grass verges, other planted areas or trees.(under review).

5. Where engineering issues such as utilities or levels make the construction of a crossover impracticable.

The Council’s front garden parking criteria states that the parking area must have a clear length of 4.5 metres from the public footpath towards the building and width of at least 2.4 metres. This area should be clear of any obstacle that could affect the passage of a vehicle. If the area is less than that described an application for parking at an angle, can be entered by a vehicle from the road in a single and safe movement. The parking space must be maintained at all times.

A hard standing area must be provided in the front garden prior to a crossover being constructed. (It shall be the responsibility of the resident to confirm with


the Council the most appropriate location of such a hard standing). We recommend that no work is carried out on your hard standing (if required) until such time as the Highways department has made a formal offer of approval and you have received your quotation.

A crossover shall be a single width of 3.6 metres (including ramped kerbs) when serving one property. Only one crossover will be permitted per property.

Where an existing crossover already serves the front of a property (ie for a garage or otherwise) a second crossover will not be permitted.

Only locations, which have adequate sight lines for vehicles and pedestrians, will be approved. Recommendations may be made regarding improvements required to sight lines for the crossover to be approved. Such improvements shall be carried out prior to construction of the crossover. Front garden parking will not be approved where the crossover is in close proximity to existing or proposed features i.e. school entrance, road junction, pelican or zebra crossing, bus stop, road bend or traffic calming measures etc.

Approval will not be granted if it requires the removal of highway trees, highway shrubbery or amenity greens.(under review)

It is unlikely that approval will be given if the crossover requires the relocation of any street furniture e.g. lamp columns, road signs, litter bins or bus shelters. Consideration will only be given if the applicant agrees to meet the full cost of any relocation, including electrical supplies if appropriate, and if an alternative site is considered suitable. British Telecom does not allow the relocation of telegraph poles. Applications will not be considered unless there is direct access to the publiccarriageway (a crossover to a pedestrian only cul-de-sac (banjo) will not be approved).

Where an application is within a Controlled Parking Zone or Designated Parking Area, approval will only be granted (subject to the previous criteria being met) where the removal of available parking bay(s) would not unduly affect available parking space for the residents in the Zone or general vicinity.

Construction of a crossover will be subject to prior payment of the full cost of the works involved and if property is council or ex-council the Council must have written permission from local Housing Office as stipulated on the application form.

Applications will not be considered for extensions to existing crossovers in order to meet the criteria standards, if this requires removal of existing boarders, managed shrubbery or trees on the public highways.

The Council has the right to reject any application under Section 184 of the 1980 Highways Act which it considers would result in a potential hazard to drivers or pedestrians having regard to the need to ensure safe access and egress from the premises and the need to facilitate the passage of vehicular traffic on the highway.


A current fee of £25.00 will be charged upon application and if the application is denied or the applicant chooses to decline the offer, the non-refundable application fee applies. If it is approved for a footway crossing and the applicant chooses to accept the quote, the fee will be deducted from the final costs.

5.4 Housing Estate Road parking

As the housing estate roads are not part of the public highway, and not maintained at public expense by highway authority therefore the highway authority do not enforce any of the housing estate roads and these roads are treated as private roads. This arrangement is under review.


Part 6

On-Street Parking

6.1 Traffic Management Orders

A Traffic Management Order is achieved through the implementation of a variety of procedures and measures.

Under the Road Traffic Regulation Act 1984 the local Authorities are authorised to make Traffic Regulation Orders (TROs), to regulate the speed, movement and parking of vehicles on the public highway. The Highways Act 1980 also give powers to local Authorities to make traffic calming measures under the amendments of Traffic Calming Act 1992 to reduce accidents or improve the local environment.

By Traffic Management Orders, drivers are made to comply with the Orders, and for not obeying the Orders, the drivers may be convicted of an offence and the Courts may impose penalties, such as fines, the endorsement of a licence or even disqualification from driving.

The making of Traffic Management Orders, require Public Notices, consultation with local residents and representatives of commerce and industry, but it is for the Order-making Authority to decide on the extent of additional consultation.

The Notices are required to be published in the local paper, setting out proposals and inviting objections.

The Council are also required to advertise Orders, under Section 6 of the Road Traffic Act 1984 and in the London Gazette.

The validity of the Orders may be challenged or questioned during the six weeks after it is made, on the grounds either that it is outside the Authority’s powers or that the interests of the applicant were prejudiced by the Authority’s failure to follow the specified procedures.

The Road Traffic Act 1991 provides non-endorsable on-street parking offences and it permits to create Special Parking Areas within the Local authority to designate on-street parking places, such as meter bays, resident bays, disabled persons parking bays, doctors parking bays, business parking bays and free parking bays.

6.2 On-Street parking demand

The final PEP will take into account the review of on street parking demand, a report and recommendations will be submitted to the Executive for their decision.

The report will examine the parking demand from drivers outside the borough who have encroached on the available on-street parking, which has had a


negative impact, in particular, on Borough resident’s ability to park their own cars.

There is no on-street parking around stations except around Barking station where short term on-street parking is available for station users.

The Borough encourages travel to stations on foot, by cycle or by bus, it does not positively support the provision of additional parking at stations.

There are no formal park and ride facilities in the Borough, and there is no such location where Council could offer an alternative to drivers.

6.3 Waiting and Loading restrictions

The waiting and loading restrictions are measures to control vehicles parked on the public highway other than in a designated parking place.

The Waiting and Loading restrictions also advise drivers not to wait at places where it may cause traffic congestion; in addition the drivers are advised not to wait at places indicated by advisory markings where hazards are identified.

The waiting and loading restrictions may be introduced to prohibit waiting at any time or to restrict waiting at certain times of the day or on certain days of the week or to limit the length of stay.

6.4 Footway parking

Parking of motor vehicles on any footway within the Borough is not permitted. However, the Council recognises that consideration will need to be given to exempt certain streets from footway parking appropriately through the GLC General Powers Act 1974. The Council has prescribed procedure to apply to applications for footway parking, considering site survey assessment, suitability against set criteria and public consultation.

Footways are designed for pedestrian use and safety is of the utmost importance to the Council who are aware that vehicles are parking on the footpath. In some cases vehicles are causing obstruction and preventing pedestrians and other users from passing along the footway without hindrance.

This Act is a recognised London-wide legislation in 1974 (The Greater London Council) General Powers Acted in 1974, which introduced a ban on footway on all London Boroughs.

A Borough wide scheme has already begun whereby footways have been marked with white lines and signs. The marked areas are the permitted areas for vehicles to park. The drivers parking their vehicles outside the marked areas will be rendering the vehicle liable to receive a Penalty Charge Notice. There are more than 250 roads or parts thereof which have been exempt from the footway parking ban.


Criteria are used to decide whether an exemption is appropriate, and these includes the carriageway width, the traffic volumes and the footway width that would remain for pedestrian use if parking on or partly on the footway were to be allowed. The Council as a general rule footway width of 1.5 metres is aimed for, but this can be reduced to an absolute minimum of 1.2 metres.


Part 7

Enforcement

7.1 Enforcement Policy

The Council will take consistent enforcement action of inconsiderate parking and pursue parking ticket evaders to recover debt owed to the Council.

The Council work with police to protect parking attendants against abuse and violence, as well as prevent crime and anti-social behaviour.

Attendants will take photographs for all parking contraventions to support the issue of the ticket if challenged and also monitor and report of any incorrect signs or lines.

7.2 Clamping and Removals policy

There are currently no clamping or removal operations in The London Borough of Barking and Dagenham except on the Housing estate road (non adopted public highway).

The Council is considering introducing clamping and removal operations.

7.3 Enforcement out side Schools

Parking around the School is an emotive issue, which puts every child at risk by dangerously parking around the Schools.

The Council is determined to reduce child causality rates and will not tolerate parking and dangerous driving behaviour that increases risks to children.

In support of this objective parking conservations are being enforced and will be expanded to be enforce by use of fixed and mobile CCTV cameras

At present the parking enforcement office has a roster in place to cover various Schools in the borough and the parking attendants visit the Schools when complaints are received from a particular School.

7.4 Bus lane enforcement

Bus lanes are infringed by illegally parked vehicles or by vehicles travelling in the bus lanes. It is the Council’s policy to make bus lanes effective and operate efficiently.

Bus lanes play a key role to move buses during the peak hours of the day and encourage passengers with high degree of certainty and reliability, which encourage more efficient bus operations, better performance for passengers and hence model shift to public transport.


The London Local Authorities Act 1996 extended the scope of decriminalised powers so that London Boroughs were able to issue PCNs to drivers travelling in bus lanes, or other respects contravening regulations to the operations of bus lanes.

The London Borough of Barking and Dagenham propose to enforce bus lanes by CCTV under the permitted legislation of London Local Authorities Act 2000.

7.5 Moving traffic contravention

At present the London Borough of Barking and Dagenham is enforcing moving traffic contravention on bus lanes, Borough is considering applying for authority to test the new powers made available to Local Authorities in London through the London Authorities and Transport for London Act 2003. The Council is considering mobile CCTV enforcement at various locations throughout the borough.

7.6 Enforcement of persistent evaders

At present The London Borough of Barking and Dagenham have no separate policy to deal with persistent evaders, but the Council will consider to join up with other Borough’s to deal with persistent evaders which is at present funded by TfL.

The Council are keen to engage in activities that increases compliance with traffic regulations.

Persistent evaders are defined as a vehicle with three or more unpaid penalty charge notices that have progressed to the charge certificate stage and which are not subject of a representation or appeal. Charge Certificates are issued to evaders that have not paid penalty charge notices and are not responding to further calls to pay PCNs after a “Notice to owner” has been sent to the vehicles registered keeper.

The Enforcement Task Force (EFT) was created to take forward the work outlined in TfL’s Enforcement Plan, and consists of the ALG, TfL, and Metropolitan police. The Purpose of the EFT is to improve the co-ordination of traffic enforcement across London. This Authority is very keen to share information with other boroughs in targeting persistent evaders.

7.7 Overnight parking and lorry ban enforcement

At present there is a borough-wide ban on overnight parking by commercial vehicles over 5 tonnes maximum gross vehicles weight. The ban applies every day between 6.30pm and 8.00am the following morning.

The London Borough of Barking and Dagenham have no overnight parking facilities for commercial vehicles. The Council enforce on a regular basis the London wide lorry ban scheme and also enforce the lorry ban on request of the residents.


In the future the Council will undertake enhanced enforcement of the overnight lorry ban.

7.8 Red Routes in the Borough

The red route within the Borough is not enforced by the Council’s parking enforcement team. The enforcement of Red Route is carried out by TfL street management team

Map number 13 indicates the TLRN Roads.


Map 13


7.9 CCTV Technology

The London Borough of Barking and Dagenham took on the powers for enforcements by the use of CCTV technology to enforce against vehicles driving in bus lanes and waiting and loading restrictions. These enforcements powers were undertaken mainly to assist journey time improvements to LBPN routes in the Borough in partnership with TfL.

At present the London Borough of Barking and Dagenham are issuing Penalty Charge Notices to owners of vehicles parking or driving in bus lanes during the operating hours and regularly reports the effects of this enforcement to TfL.

The Council, also using CCTV for enforcement of Waiting and Loading restrictions to various parts of the Borough in order to reduce congestion, which keeps the traffic and buses moving.

Map number 14 indicates the locations of CCTV cameras.


Map 14


7.10 Borough policy for Bus Lanes

The Borough currently has a number of bus lanes enforced using CCTV cameras and foot patrol. All implementation of bus lanes are with the assistant of TfL.

On bus lanes, cycles and taxis are allowed and Council may consider the use of bus lane by motor cycle in some bus lanes as a trial of pilot scheme if approved by TfL.

Map number 15 indicates the bus lanes within the borough of Barking and Dagenham.


Map 15


7.11 Bus stops Clearways

All bus stops in the Borough have twenty four hour clearways and cage lengths will be in accordance with accessible bus stop design guidance where this does not conflict with other use of the highway. All new bus stops installed will have twenty four hour bus stop clearways as policy.

As all the bus stops are controlled by parking regulations, it is prohibited for any vehicles to load or unload in any bus stops within the Borough.

7.12 Bus Stop Accessibility

The Council have an on going policy to improve all bus stops within the Borough in partnership with Transport for London (TfL).

In some cases, bus stop accessibility is obstructed by legal or illegal loading or parking on the approach to the bus stop. In such cases, the Council look into the possibility of rearranging the parking arrangements in order to assist buses to pull near to the kerbside for passengers.

7.13 Abandoned Vehicles

The Council policy is to remove abandoned vehicles from the public highway and from Councils estate roads as soon as possible in order to keep the Borough roads neat and tidy.

When a vehicle is suspected or the Council is informed that a vehicle is abandoned, the dedicated abandoned vehicle team members inspect the vehicle and record the type of vehicle and the road or street where it is abandoned and if it is deemed to be abandoned a formal Notice will be issued and affixed to the vehicle.

If the vehicle is deemed fit for destruction only it is designated as a class A vehicle, and the Notice states that the vehicle will be disposed of.

For other vehicles a seven day Notice is affixed, and officers attempt to trace the owner through DVLA records. After seven days the vehicle is taken to storage before final destruction.

The Council disposed of 1102 abandoned vehicles during the year 2005.


Part 8

Partnership with Other Agencies

8.1 Partnership

The London Borough of Barking and Dagenham works in partnership with other Authorities including Transport for London and the Metropolitan Police.

Close partnership working with other agencies is essential to keep clear of unwarranted congestion. Illegally parked vehicles that cause blockages and congestion raise Councils particular concerns in keeping the traffic flow freely within the Borough.

8.2 T- Government appeals

The National Strategy for Local T-Government requires 100% of government services. Within this strategy, it has been identified priority services and has set requirements in terms of achieving targets.

The Parking Office provides facilities for payments of permit and fines on-line or by telephone. On-line payments of automated IVR payments will be available to the public within a short period of time.

8.3 School Travel plan

The London Borough of Barking and Dagenham run a campaign through Traffic and Road Safety Group for its travel awareness programme and its aim is to provide information to various targeted groups regarding alternative sustainable travel modes that can benefit an individual and society at large.

The Travel Awareness Programme also includes -

• Reduction of the use of single occupancy car use • More use of cycles and walking • Cycle day in the borough • Walking day to school

The Council is developing School travel plans and the road safety group has appointed a School travel plan officer to develop the School travel plans in the London Borough of Barking and Dagenham.

There are various measures taken in partnership with other groups and agencies to reduce School trips by car, and to increase the use of public transport.

8.4 Maintaining Road Lines

The Council has on going programme of maintaining existing road markings and Borough roads are regularly inspected by the Council inspectors and


reported for remarking. Some of the remarking would be undertaken when a complaint is received via the Boroughs Customer First Services.

Most of the Borough’s busiest roads were programmed to remark the existing road markings every three year and the quiet residential roads were programmed to remark every five to seven year or where it is necessary as requested by the Parking Attendants.

All waiting restrictions and parking place markings will be inspected regularly to make sure that the lining is adequate enough and in accordance with The Traffic Signs Regulations and General Direction 2002.

8.5 Maintaining Signs

The Council is responsible for the replacement of damaged or missing signs and the general upkeep of road signs other than on the TRLN and general directions signs. Road users depend on signing for information guidance.

The Parking Office depends on signing for the efficient working and the enforcement of traffic regulations for parking control and aid to enforcement of Traffic Management Orders.

There are six Controlled Parking Zones in the London Borough of Barking and Dagenham, and all Controlled Parking Zones signs are in accordance with Traffic Signs Regulations and General Directions 2002.


Part 9

Policy

9.1 Operation Plan

The Council’s overall parking objectives are:

• To protect the environment and pursue sustainable development through use of parking control as a means of traffic restraint.

• To provide for the safety of road users and the prevention of personal injury accidents.

• To ensure a free flow of pedestrian and vehicular traffic, particularly for the mobility and visually impaired.

• To contribute to the Council’s Air Quality Management Programme.

• Facilitate the competitiveness and regeneration of Barking and Dagenham economy.

To achieve this, the Borough is divided into fifteen patrolling beats and patrols which may vary to achieve a random pattern of enforcement. This enforcement flexibility allows the Council to concentrate resources at particular times or locations according to need.

Deployed parking enforcement should meet the Council’s overall objectives in respect of main shopping areas waiting and loading restrictions, Controlled Parking Zones, School keep Clear marking and bus lanes.

As an absolute minimum patrol frequencies should be as follows:

Main Shopping Areas and Priority Locations 2 times per day Council’s Car Park 7 times per day Controlled Parking Zones 3 times per day School Keep Clear Markings Every Priority School

Once Per fortnight Non-priority once per month

Every road comprising of public highway once a day Bus Lanes via CCTV and on foot. Contraventions

Currently being monitored prior

to enforcement


9.2 Work Plan

Six Controlled Parking Zones were implemented in the last few years and are now in urgent need of review/amendment by the end of March 2008.

The methodology established for the prioritisation of new parking schemes is to carry out a very widespread initial consultation in areas where members of the public have raised concerns about parking problems and where the level of on street parking demand appears to be approaching or exceeding safe parking capacity.

This consultation will seek to establish whether there is support for a Controlled Parking Zone within each area. It will also allow a work plan to be established by putting areas into a priority order for detailed design, consultation and implementation.

It is suggested that only those areas achieving at least a 7.5% response rate (questionnaires returned out of total delivered) will have been considered to have achieved a sufficient level of response from the local community. A ranking order for detailed work can be established in terms level of support from each area.

9.3 Legal Implications

The proposals in this PEP report are authorised by the Road Traffic Regulation Act 1984, which gives the council extensive powers to provide, regulate and charge for on and off street parking.

Where any surplus in the parking account is not applied at the end of the financial year for a specific project it will be carried forward from year to year until any deficits to the parking account need to be made good first before surpluses can be applied elsewhere.

The Council has to report annually to the Mayor of London, explaining how it has dealt with any deficit or surplus in the previous financial year’s account.

9.4 Equalities Implications

Drivers with blue badges are allowed to park on yellow lines for a period of three hours (provided no loading restrictions are in force and provided that they do not cause an obstruction). Orange/blue badge holders are also allowed to park for an unlimited period free of charge in paid for parking places. Disabled persons’ parking places can also be provided both on and off street in order to assist disabled people. These issues are addressed in more detail in the draft Policy Plan of the Parking Enforcement Plan.

The policy changes suggested amendment to the Council’s current policy for provision of residential disabled parking bays. This includes allowing for the provision of informal parking bays and the widening of the criteria which will apply to applicants for both formal and informal disabled parking bays.


9.5 Environmental Implications

New parking schemes will generally improve the street scene by reducing the level of on street parking, though there will be some intrusion with additional signs and road markings. Residential areas close to transport facilities or local amenities are more often used and it is therefore not necessary to include an additional criterion for disabled bays.

9.6 Financial Implications

In accordance with financial regulations and the 1984 Road Traffic Regulation Act the Councils are required to maintain a ‘Parking Control Account’. All income derived from on street parking either from enforcement penalties or through charges must be used to either.

• Make good to the General Fund any amount charged to it in prior years in respect to any deficits in the parking account.

• In London

i. For the maintenance or provision of on/off street parking either within the Authority, to another Authority or to a third party

ii. For costs incurred in providing or supporting public transport.

9.7 Monitoring and reviewing of parking policy

The PEP objectives for the borough will be to update the parking services which includes;-

Motorcycle parking -Council to undertake Borough wide parking studies aimed at increasing the provision of motorcycle bays in the Borough where appropriate.

Decriminalised traffic offences -Council will use decriminalised powers available to enforce traffic offences and process for moving traffic offences will be reviewed shortly.

CCTV enforcement on bus lanes -The CCTV enforcement of bus lanes will be taken up by Council within the next enforcement review.

Review of existing Controlled Parking Zone - The Council will also be undertaking the review of all existing Controlled Parking Zone within the next enforcement review.

Review of waiting and loading restriction -All existing waiting and loading restriction will be programmed to review as and when necessary.

Review of on-street and off-street parking -The Council will undertake to review all on-street and off-street parking places to meet the following objectives:-


• Kerb-side strategy, in terms of management technology and co-ordination with neighbouring Boroughs parking strategy.

• Review with aim of simplifying the cost and procedure for residents parking permit,

• Annual review of meter tariffs and operational hours

Disabled parking provisions -The Council will meets objectives through existing disabled parking scheme and review its existing disabled parking places.


9.8 Financial Statements and parking reserve accounts for on-street and off-street parking

On Street Parking Account

Estimate 2005/2006

Description

Expenditure

Estimate (Including

Capital Charges) £

Estimate (Excluding

Capital Charges)

£

Employees 476,220 476,220

Premises Expenses 1,420 1,420

Transport 8,690 8,690

Supplies and Services 86,280 86,280

Contractors 13,330 13,330

Overheads 795,200 795,200

Capital Charges 16,900 0

Total Expenditure 1,398,040 1,381,140

Income

Pay & Display Fees Permits Penalities etc.

21,010 144,350

1,381,290

21,010 144,350

1,381,290

Total Income 1,546,650 1,546,650

Subsidy / (Surplus) (148,610) (165,510)


PARKING INCOME - ON STREET

ResidentPermits

Resident Permits

Visitor Permits

Business Permits

Operational Permits

Estimated Quantity Issued 3,482 151 10,059 8 293

Current Situation Current Price

Current Income £17.70

£61,631 £22.00 £3,322

£3.30 £33,195

£295.00 £2,360

£40.00 £11,720

ADDITIONAL INCOME

1.04 Option 1 (1.69%) Proposed Price

Proposed Income Additional Income

£18.00 £62,676 £1,045

£25.00 £3,775

£453

£3.40 £34,221 £1,026

£310.00 £2,480

£120

£41.00 £12,013

£293 £2,937

1.1 Option 2 (5%) Proposed Price


£18.59 £64,730 £3,099

£23.10 £3,488

£166

£3.47 £34,905 £1,710

£309.70 £2,478

£118

£42.00 £12,306

£586 £5,679



£19.47 £67,795 £6,163

£24.20 £3,654

£332

£3.63 £36,514 £3,319

£324.50 £2,596

£236

£44.00 £12,892 £1,172 £11,223



£20.35 £70,859 £9,227

£25.30 £3,820

£498

£3.80 £38,224 £5,030

£339.25 £2,714

£354

£46.00 £13,478 £1,758 £16,867



£21.24 £73,958 £12,326

£26.40 £3,986

£664

£3.96 £39,834 £6,639

£354.00 £2,832

£472

£48.00 £14,064 £2,344 £22,446


Off Street Car Parking Account

Estimate 2006/2007

Estimate Estimate (Including (Excluding

Capital Description Capital Charges) Charges)

£ £ Expenditure

Employees 52,910 52,910

Premises 141,030 141,030

Transport 8,690 8,690

Supplies and Services 9,590 9,590

Contractors 1,480 1,480

Overheads 98,280 98,280

Capital Charges 224,620

Recharges (61,900) (61,900)

Total Expenditure 474,700 250,081

Income

Pay & Display Fees 363,630 363,630 Penalities etc. 47,690 47,690

Total Income 411,320 411,320

Subsidy / (Surplus) 63,380 (161,239)


Current Situation PAY AND DISPLAY TICKET - INCOME

Proposed Price £0.80 £1.60 £4.00 £8.00 £2.50 £4.00 £0.60 £1.20 Proposed Income £287,200 £67,200 £1,600 £640 £13,500 £87,600 £11,484 £12,660 Additional Income £0 £0

OFF STREET TICKETS £0 £0 £0 £0 £0 £0

ON-STREET TICKETS £0 £0

Parking Duration (hours) 0-2 2-4 4-6 6+ 2-6 6+ 30mins 1 hour

Ticket Issues 359,000 42,000

400 80 5,400 21,900

19,140

10,550 Current Situation Short Stay Short Stay Short Stay Short Stay Long Stay Long Stay Current Price £0.80 £1.60 £4.00 £8.00 £2.50 £4.00 ADDITIONAL £0.60 £1.20 ADDITIONAL Current Income £287,200 £67,200 £1,600 £640 £13,500 £87,600 INCOME £11,484 £12,660 INCOME

Option 1 (12.50%) Proposed Price £0.90 £1.80 £4.50 £9.00 £2.80 £4.50 £0.70 £1.30 Proposed Income £323,100 £75,600 £1,800 £720 £15,120 £98,550 £13,398 £13,715 Additional Income £35,900 £8,400 £200 £80 £1,620 £10,950 £57,150 £1,914 £1,055

£2,969


£8,048


£19,457


£27,211

Option 5 (62.50%) Proposed Price £1.30 £2.60 £6.50 £13.00 £4.10 £6.50 £1.50 £3.00 Proposed Income £466,700 £109,200 £2,600 £1,040 £22,140 £142,350 £28,710 £31,650 Additional Income £179,500 £42,000 £1,000 £400 £8,640 £54,750 £286,290 £17,226 £18,990

£36,216

Recommended Chapter 7: Parking and Enforcement Plan 423


LBBD’s Public Car Parks and Current Charging Policy

Long Stay: • London Road Multi Storey Car Park in Barking (Secure Car Park) • The Mall Multi Storey Car Park in Dagenham Heathway • Wakering Road Car Park in Barking • Linton Road Car Park in Barking (available Monday/Wednesday/Friday)

Charges: 0 - 2 hours £0.80 2 - 6 hours £2.50 6 + hours £4.00

Short Stay: • Town Hall Car Park in Barking (only available on Saturday) • Axe Street Car Park in Barking • London Road/North Street Car Park in Barking

Charges: 0 - 1 hours £0.50 2 - 4 hours £1.60 4 - 6 hours £4.00 6 + hours £8.00

• Clockhouse Avenue Car Park in Barking (maximum stay 4 hours)

Charges: 0 - 2 hours £1.00 2 - 4 hours £1.20


Part 10

Services

10.1Customer Care

The London Borough of Barking and Dagenham are committed to provide efficient and high level of customer services to all.

It is very important for the parking services to deal with the customer very courteously and efficiently as possible.

Reply parking ticket challenges accurately and consistently within the allocated time period.

New handheld technology will be introduced to reduce incorrectly issued tickets.

The Council have guidelines of customer care policy and will review in final PEP.


Appendix A

THE FOLLOWING PROCEDURES WILL BE APPLIED WITHIN THE CONTROLLED PARKING ZONE FOR PERMITS

RESIDENTS PERMITS

1. To obtain a resident permit, proof of residence and your vehicle registration document or certificate of insurance must be produced at the parking office, Town Hall, Barking.

2. Permits shall be permanently fixed to the inside of the windscreen and must be clearly visible. THIS IS YOUR RESPONSIBILITY.

3. The resident’s permit issued for the CPZ you live in, will allow you to park in any residents parking place within that zone. This does not allow you to park in any other CPZ of the Borough.

4. If you change your vehicle during the valid period of the permit, you will be required to complete a new application form and produce all the relevant documents for the new vehicle. The first change of permit is free subsequent permit changes will be charged a fee of £5.00.

5. For renewal of your residents permit you must produce relevant documents as stated in item 1 above.

6. It is the responsibility of the permit holder to renew the permit and to display it correctly and clearly in the vehicle. Failure to display correctly will result in a Penalty Charge Notice being issued.

7. Resident permit will not be issued to vehicles exceeding 2.3 metres in height or 5.25 metres in length.


Appendix B


BUSINESS PERMIT

1. To obtain a business permit, evidence of employment/business address and your vehicle registration document must be produced.

2. The permit will not be issued to vehicles exceeding 2.3 metres in height or 5.25 metres in length.

3. Permit must be permanently fixed to the inside of the windscreen and shall be clearly visible.

4. Business permit holders are permitted to park in a shared (resident/business) parking bays within the zone. These will be clearly signed.

5. Business permit holders are prohibited from parking other than in designated bays within CPZ as in item 4 above or in other Controlled Parking Zones of the Borough.

6. It is the responsibility of the permit holder to renew the permit and to display it correctly in the vehicle.


Appendix C


VISITORS PERMITS

1. The visitors’ permit will be issued only to residents of the Controlled Parking Zone.

2. A visitor’s permit must be clearly displayed inside the front windscreen of the vehicle or on the near side when the vehicle is parked in a parking bay within the CPZ during the operational hours of the zone.

3. The person in control of the vehicle to which it is to be affixed shall ensure that the permit has been completed IN INK with the date and time at which the vehicle was first parked in the parking place and the vehicle registration number. This shall validate the permit when clearly displayed in the windscreen.

4. The visitors permit when displayed with one line complete on that day shall remain valid for a period of up to 4 ½ hours or when two lines are completed for any one-day the maximum valid period shall be 9 hours on that day.

5. The visitors permit when not being used must be retained by the Permit holder until it is fully completed and produced to the Parking Control Officer for issue of new permit(s) at an appropriate cost, together with proof of residence.

6. Any erasure or overwriting on the visitor’s permit will invalidate the permit and will result in a Penalty Charge Notice being issued.

7. The Council may at any time require a visitor’s permit holder to produce the permit to an officer of the Council and any particulars or information in respect of any permit issued as may reasonably be called for to verify that the permit is valid.

8. The use of visitor permit is not valid on yellow lines or outside designated bays.


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