HIATT BAKER PARKINGMANAGEMENT PLAN
REPORT ON PARKING SURVEYS
APRIL 2013Prepared by:
Key Transport Consultants Ltd26 Berkeley SquareBristolBS8 1HP
Tel: 0117 920 9430Email: [email protected] Site: www.key-transport.com
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CONTENTS
1. INTRODUCTION 1
2. EXISTING PARKING 2
3. PARKING SURVEYS 4
4. SURVEY ANALYSIS – ON STREET PARKING 5
5. SURVEY ANALYSIS - ON CAMPUS PARKING 31
6. POSSIBLE ON STREET PARKING CONTROLS 37
7. CONCLUSIONS 42
FIGURES
1 Location Plan
2 Stoke Bishop Campus Parking Survey Locations
3 Proposed Residents’ Parking Scheme for Shaplands
4 Proposed Waiting Restrictions on Stoke Park Road
APPENDICES
A Analysis of Campus Parking
© Key Transport Consultants Ltd26 Berkeley Square
BristolBS8 1HP
Tel: 0117 920 9430
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1. INTRODUCTION
1.1 Key Transport Consultants Ltd. has been appointed by BDP Architects on behalf of the
University of Bristol (UoB) to provide professional transport advice in respect of parking
management around the student halls of residence located at the Stoke Bishop Campus to
the north west of The Downs, Bristol.
1.2 In August 2012, planning permission reference 12/01954/F was granted for 323 additional
bed spaces at Hiatt Baker Hall together with, among other things, a new vehicular access off
Parry’s Lane, a new internal access road and a transport “hub” providing three bus stops and
a bus layover bay within the campus. These new facilities are now under construction, in
part, on the site of the former Hiatt Baker car parks.
1.3 Condition 2 of the planning consent required the preparation of a Parking Management Plan
(PMP) to explain how parking is to be managed in future across the Stoke Bishop campus.
The PMP was approved by Bristol City Council (BCC) on 5th February 2013. Among other
things, the PMP undertook to conduct a series of parking surveys to provide up to date
information on parking practices at the Stoke Bishop Campus and on the predominantly
residential, surrounding roads. This report sets out the methodology, results and key findings
of those parking surveys.
1.4 The PMP also proposes to investigate a number of ideas that might be employed to manage
on street parking at Stoke Bishop, including the introduction of additional (yellow line) waiting
restrictions and a Residents’ Parking Scheme. For convenience, the report includes a section
explaining the emerging proposals and the outcome of preliminary enquiries with the local
highway authority, BCC.
Format
1.5 The report continues in section two with a short description of existing parking provision at
and around Stoke Bishop Campus and section three explains the survey methodology. The
results for the on street surveys are analysed in section four and parking on the campus is
considered in section five. Section six explains proposals for the introduction of additional
parking controls on roads near the campus, together with enquiries made to date with BCC
and conclusions are set out in section seven.
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2. EXISTING PARKING
2.1 The Stoke Bishop campus is located north of The Downs in Bristol, as shown on Figure 1.
Churchill Hall is separated from the remainder of the campus by, and lies to the west of,
Stoke Park Road. The entire campus, including Churchill Hall, currently provides 2093 bed
spaces, which are distributed as set out in Table 2.1 below.
Table 2.1: Existing Bed SpacesHall Bed spaces CateringBadock 434 CateredChurchill 356 CateredDurdham 224 Self-CateredHiatt Baker (Existing) 443 CateredUniversity 301 Self-CateredWills 335 CateredTotal 2093
Car Parking
2.2 UoB provides off-street parking within the campus for students, staff and visitors. The
locations of the car parks within the Stoke Bishop campus are shown on Figure 2. The
existing parking provision is summarised in Table 2.2 below.
Table 2.2: Existing Parking Provision
Hall Parking Area TotalA B C DBadock 45 22 9 76Churchill 29 30 59Durdham 3 31 7 4 45Hiatt Baker 0 0 0 0 0University 27 12 45 84Wills 7 18 18 30 73Total 111 113 79 34 337
Control of On Site Parking
2.3 Hall car parks are not allocated to specific users but use by students and staff is subject to the
display of a UoB permit. Permit issue is managed by individual halls of residence and, in the
past, students were charged a fee for a parking permit.
2.4 For a trial period, which may be restricted to this academic year only, no charge is being
levied for student permits. The reason for this is to test the effects of charging on student
parking on adjacent roads.
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2.5 Also this year, hall managers have been placing letters on the windscreens of cars believed to
belong to students found parked on adjacent roads, encouraging use of the campus car
parks. The letters have been followed by meetings with students to add verbal
encouragement.
2.6 The UoB Botanic Garden is located at The Holmes, which is within the Stoke Bishop campus.
It has a car park located within a Walled Garden served by an access off Stoke Park Road.
The car park is currently unmarked, has space for approximately 32 cars and its use is
separately managed by the Botanic Garden. Students are not permitted to park in the Walled
Garden car park. A planning consent granted on 21 February 2013 requires that the car park
is upgraded within six months to provide 33 parking spaces, including three disabled spaces.
Changes Associated with Hiatt Baker Hall Extension
2.7 The extension of Hiatt Baker Hall will provide some 323 additional bed spaces by the start of
the 2014 autumn term. This will take the total number of bed spaces at Stoke Bishop campus
from 2093 in 2011 to 2416 in 2014.
2.8 The new accommodation at Hiatt Baker is being constructed, in part, on the site of the Hiatt
Baker hall car parks. Consequently in preparing for the start of construction, some 87 parking
spaces were taken out of service prior to the start of the 2012 autumn term. This has reduced
the total number of parking spaces within the campus from 414 to 337.
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3. PARKING SURVEYS
Survey Area
3.1 Surveys were conducted in all campus car parks at the Stoke Bishop Campus including the
Botanic Garden. On-street parking has been surveyed on Shaplands, Elmlea Avenue, Parry’s
Lane, Cote Paddock, Rylestone Grove, Saville Road, Hollybush Lane, Stoke Park Road and
Hollymead Lane.
3.2 With the exception of Saville Road Figure 2 identifies the location of the on and off street
parking areas surveyed.
Survey Methodology
3.3 A comprehensive set of parking beat surveys were undertaken to monitor the levels of on and
off street parking. The parking beat surveys operated an hourly parking beat, and the survey
ran from 07:00 until 21:00.
3.4 The parking beat surveys were undertaken on Thursday 6 December 2012, Thursday 20st
December 2012 and Thursday 31st January 2013. The first and last survey were conducted
during university term time, and the second survey was undertaken during the Christmas
break.
3.5 For the parking beat survey each of the residential roads was broken down into zones, so
those zones most affected by student parking could be identified.
3.6 It was initially thought that student vehicles parking on-street could be identified as they would
display certain traits. For example it was expected that the vehicles would typically be parked
on street first thing in the morning and remain there for most of the day. Parking associated
with local schools and commuters would not be expected to be on site at 07:00 and were not
expected to remain until 21:00.
3.7 For the parking beats on-street and within the campus car parks the survey team recorded a
location, a partial registration plate number and an observation time for each vehicle seen on
each parking beat. The partial registration plates were then matched to calculate the duration
of stay of each of the vehicles observed to be parked.
3.8 For vehicles parked within the UoB car parks the survey team also recorded whether a
vehicle was displaying a UoB parking permit.
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4. SURVEY ANALYSIS – ON STREET PARKING
4.1 The survey findings and analysis for each road in the study area are provided below.
Shaplands
4.2 Shaplands is a residential cul-de-sac adjacent to the Hiatt Baker hall of residence. It is
accessed from Parry’s Lane via a priority controlled T-junction. Shaplands also provides
access via University Close to University and Hiatt Baker halls of residence. As mentioned
previously, there is currently no student parking available at the Hiatt Baker hall due to
ongoing building work.
4.3 On the north side of Shaplands double yellow lines run around the bellmouth of the junction
with Parry’s Lane and extend for approximately 10m. On the south side of Shaplands double
yellow lines extend around the Parry’s Lane bellmouth and continue for approximately 40m.
There are no other formal parking restrictions on Shaplands, although a considerable amount
of the kerb line is formed with dropped kerbs to private driveways, which limit the space
available for parking.
4.4 The Shaplands parking beat survey was broken down into seven sections: labelled A to G, as
shown in Image 4.1 below.
Image 4.1: Shaplands Parking Beat Areas
4.5 In order to analyse the parking survey results, a calculation has been undertaken to provide
an estimate of the parking capacity of each zone and each road in total. The estimate is
based upon the kerb length of each zone minus areas where parking restrictions or dropped
kerbs and junctions prevent parking. The parking length is then divided by 6m to convert the
length into an approximate number of parking spaces. Typically, parallel parked cars are
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parked closer to one another than 6m, so the parking capacity indicated below is expected to
represent a lower limit. Table 4.1 below sets out the parking capacity of Shaplands.
Table 4.1: Shaplands Parking Capacity
Zone Kerb length inZone
Kerb length availablefor legal parking
Estimated numberof parking spaces
A 147m 68m 11B 156m 94m 15C 92m 58m 9D 87m 68m 11E 15m 15m 2F 12m 12m 2G 20m 20m 3
ShaplandsOverall 529m 335m 53
4.6 The estimated parking capacity, along each road has then been used to provide context to
the levels of parking recorded in each of the surveys. A summary of the results from the
parking surveys on Shaplands are summarised in Tables 4.2, 4.3 and 4.4 below.
Table 4.2: Shaplands Parking Survey Results December 6th 2012
ZoneParkingcapacity
(cars)
Peakoccupancy
(cars)% of
capacityPeak time(hh:mm)
Averageoccupancy
(cars)
Averageduration(hh:mm)
A 11 7 64% 11:00 4.3 01:17B 15 4 27% 21:00 1.1 01:26C 9 4 44% 14:00 1.1 00:47D 11 3 27% 07:00 1.2 01:00E 2 0 0% N/A 0.0 00:00F 2 2 100% 13:00 0.9 00:18G 3 1 33% 11:00 0.5 00:36
ShaplandsOverall 53 14 26% 21:00 9.1 01:00
4.7 With the exception of Shaplands zone F, a small close at the end of Shaplands, space was
generally available to park in all zones at the peak time on the day of the first survey. It is
noted that the peak level of parking in each zone occurred at different times of the day, which
means that the peak figure for the whole of Shaplands is not a sum of the peaks in each
zone.
4.8 The survey recorded a much shorter average duration of stay than was expected for student
parking.
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Table 4.3: Shaplands Parking Survey Results December 20th 2012
ZoneParkingcapacity
(cars)
Peakoccupancy
(cars)% of
capacityPeak time(hh:mm)
Averageoccupancy
(cars)
Averageduration(hh:mm)
A 11 6 55% 14:00 3.5 01:53B 15 0 0% N/A 0.0 00:00C 9 0 0% N/A 0.0 00:00D 11 0 0% N/A 0.0 00:00E 2 0 0% N/A 0.0 00:00F 2 0 0% N/A 0.0 00:00G 3 0 0% N/A 0.0 00:00
ShaplandsOverall 53 6 11% 14:00 3.5 01:53
4.9 The parking survey undertaken during the University Christmas holiday period is summarized
in Table 4.3 above. It clearly shows different parking habits to those recorded in the
December 6th survey. However, it is important to consider that, while the absence of university
students will contribute to the difference in the figures, it is likely that some commuter and
school related activity will also be absent during this time. The survey results give an
indication of the level of parking associated with the residents of Shaplands, although there
may have been some residents who were away from home during the survey period.
Table 4.4: Shaplands Parking Survey Results January 31st 2013
ZoneParkingcapacity
(cars)
Peakoccupancy
(cars)% of
capacityPeak time(hh:mm)
Averageoccupancy
(cars)
Averageduration(hh:mm)
A 11 9 82% 11:00 6.5 04:23B 15 6 40% 09:00 2.6 01:47C 9 5 56% 11:00 3.5 09:24D 11 4 36% 11:00 2.1 01:40E 2 0 0% N/A 0.0 00:00F 2 0 0% N/A 0.0 00:00G 3 1 33% 11:00 0.2 00:30
ShaplandsOverall 53 20 38% 11:00 14.9 03:22
4.10 The results of the survey undertaken at the end of January 2013 are provided in Table 4.4.
They show levels of parking above those seen in the first parking survey, with the peak
occupancy and the average occupancy levels recorded on the road as a whole, both a little
higher. However, the peak parking time is more uniform along the road and the duration of
stay was more than double that recorded in the original survey.
4.11 In summary the results of the parking survey identify that there is a significant difference in
parking volumes on Shaplands between term and non-term time periods, which suggests that
UoB related activity is accountable for part of the term time parking demand. The survey
shows that around a third of the parking capacity of the road is taken up at peak times,
although on the sections nearest the university frontage, 80 – 100% of parking can be taken
up at peaks. This would doubtless cause irritation to the residents, whose visitors would be
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unable to park directly outside their properties.
Parking on both sides also restricts the through
carriageway to a single vehicle width.
4.12 In order to quantify the level of student parking
on Shaplands the data has been interrogated
further to identify the number of vehicles
parked on street at 07:00 and which remain
parked on street for a significant amount of
each survey day.
4.13 Table 4.5 below sets out the number of
vehicles parked at 07:00 and at 21:00 on the day of the survey. The table also sets out the
number of vehicles that were parked on street for more than 12 hours on each of the survey
days.
Table 4.5: Analysis of Long Stay Parking on Shaplands
ZoneParkingcapacity
(cars)
Thursday 6th December2012
Thursday 20th December2012
Thursday 31st January2013
Vehiclesparked at
Durationof stay
more than12 hours
Vehiclesparked at
Durationof stay
more than12 hours
Vehiclesparked at
Duration ofstay more
than 12hours07:00 21:00 07:00 21:00 07:00 21:00
A 11 5 5 - 3 0 1 8 4 4B 15 0 4 - 0 0 - 4 2 -C 9 0 2 - 0 0 - 4 2 3D 11 3 1 - 0 0 - 1 3 -E 2 0 0 - 0 0 - 0 0 -F 2 0 1 - 0 0 - 0 0 -G 3 0 1 - 0 0 - 0 0 -
ShaplandsOverall 53 8 14 - 3 0 1 17 11 7
4.14 If it is assumed that vehicles parked at 07:00 and those parked at 21:00 are indicative of the
number of cars parking overnight on the preceding and following night respectively. The
survey results suggest that between 8 and 17 cars were parked overnight by both students
and residents in the term time surveys. Of these, it appears that the three cars parked at
07.00 in the Christmas break may belong to residents. Hence, this calculation suggests that
student parking may account for between 5 and 14 cars parked on Shaplands in term time.
4.15 The results of the survey cast doubt on the starting assumption that student vehicles tend not
to be used a great deal, as none of the surveys have identified any significant level of long
stay parking during the day.
4.16 To provide further context to the findings of the 2012/13 surveys, comparisons can be made
to the results of surveys commissioned by Capita Symonds in December 2007 and January
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2008, and in February 2012. In the December 2007 term time survey parking on Shaplands
at 07.00 was recorded as four vehicles and this rose to eight vehicles in the January 2008
survey. In the February 2012 survey some 10 vehicles were parked on Shaplands at 07.00.
With term time parking at 07.00 recorded at eight and 17 vehicles in the December 2012 and
January 2013 surveys respectively, it appears that parking on Shaplands associated with UoB
activity is now at the highest level recorded in any of the recent surveys, in spite of UoB’s
campaign to discourage student car use. The current high level of parking is assumed to be
due partly to the construction work on the Hiatt Baker extension and partly to the loss of Hiatt
Baker parking.
Shaplands Summary
4.17 The survey results identified on-street parking on each of the survey days and a noticeable
increase in the levels recorded during term time, indicating that there is some university
related (probably student) parking occurring on Shaplands.
4.18 The survey revealed that there is generally sufficient capacity to meet demand for parking
along the length of Shaplands, although the demand for parking in the vicinity of the university
frontage is such that residents may not be able to find available space directly outside their
property. Parking on both sides also restricts the through carriageway to a single vehicle
width.
4.19 Further analysis of the data identified some long stay and overnight parking on Shaplands,
which is considered likely to be associated with UoB students.
4.20 It is recommended that waiting restrictions and a Residents’ Parking Scheme should be
considered to limit the attractiveness of the on-street parking to students. This proposal
needs to be balanced against the desire to maintain parking on street for residents and their
visitors.
Elmlea Avenue
4.21 Elmlea Avenue is a residential road on the opposite side of Parry’s Lane to Shaplands and
the Hiatt Baker hall of residence. It is connected to Parry’s Lane via a priority controlled T-
junction. Unlike Shaplands, Elmlea Avenue is a through road passing through and linking to a
wider residential area. At its eastern end Elmlea Avenue becomes The Dell. In addition to the
properties fronting onto Elmlea Avenue the road also provides access to the Elmlea Infant
School. Only the western end of Elmlea Avenue between Parry’s Lane and Rylestone Grove
has been included in the study area.
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4.22 To the north and south of Elmlea Avenue double yellow lines run around the bellmouth of the
junction with Parry’s Lane and extend for approximately 10m. There are no other formal
parking restrictions on Elmlea Avenue within the study area, although as with Shaplands a
considerable amount of the kerb line is formed with dropped kerbs to driveways, which limit
the space available for parking.
4.23 The Elmlea Avenue parking beat survey was broken down into four sections, labelled A to D,
as shown in Image 4.2 below.
Image 4.2: Elmlea Avenue Parking Beat Areas
4.24 An estimate has been made of the number of legal parking spaces available in each of the
zones and Table 4.6 below sets out the parking capacity of Elmlea Avenue.
Table 4.6: Elmlea Avenue Parking Capacity
Zone Kerb length inZone
Kerb length availablefor legal parking
Estimated numberof parking spaces
A 46m 37m 6B 47m 40m 6C 68m 50m 8D 72m 41m 6
Elmlea AvenueOverall 233m 168m 26
4.25 The estimated parking capacity along the road has then been used to provide a context to the
levels of parking recorded in each of the surveys. Summaries of the results from the parking
surveys are provided in Tables 4.7, 4.8 and 4.9 below.
Table 4.7: Elmlea Avenue Parking Survey Results December 6th 2012
ZoneParkingcapacity
(cars)
Peakoccupancy
(cars)% of
capacityPeak time(hh:mm)
Averageoccupancy
(cars)
Averageduration(hh:mm)
A 6 1 17% 13:00 0.3 00:20B 6 2 33% 17:00 0.3 01:00C 8 1 13% 18:00 0.1 00:00D 6 5 83% 17:00 2.5 02:05
ElmleaAvenueOverall
26 8 31% 18:00 3.1 01:33
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4.26 In the December term time survey Elmlea
Avenue generally appears to have adequate
levels of parking. For reasons of convenience,
university related parking would be expected to
be concentrated in the areas nearest to the
campus, these being zones A and B. With
abundant space available in those zones at all
times, but only short average durations of stay,
the parking on Elmlea Avenue is not
considered likely to be connected with the
university.
Table 4.8: Elmlea Avenue Parking Survey Results December 20th 2012
ZoneParkingcapacity
(cars)
Peakoccupancy
(cars)% of
capacityPeak time(hh:mm)
Averageoccupancy
(cars)
Averageduration(hh:mm)
A 6 0 0% N/A 0.0 00:00B 6 0 0% N/A 0.0 00:00C 8 0 0% N/A 0.0 00:00D 6 6 100% 17:00 3.1 01:52
ElmleaAvenueOverall
26 6 23% 17:00 3.1 01:52
4.27 The parking survey undertaken during the University Christmas holiday shows similar parking
characteristics to the first term-time survey, which reinforces the view that university related
parking is not taking place on Elmlea Avenue.
Table 4.9: Elmlea Avenue Parking Survey Results January 31st 2013
ZoneParkingcapacity
(cars)
Peakoccupancy
(cars)% of
capacityPeak time(hh:mm)
Averageoccupancy
(cars)
Averageduration(hh:mm)
A 6 0 0% N/A 0.0 00:00B 6 9 150% 15:00 1.8 01:05C 8 5 63% 15:00 1.1 00:42D 6 1 17% 12:00 0.4 02:00
ElmleaAvenueOverall
26 14 54% 15:00 3.3 01:00
4.28 The survey undertaken at the end of January 2013 shows similar overall results to the
previous two surveys. However, the January survey recorded one anomaly where nine
vehicles were parked in zone B, which has an estimated capacity of six parking spaces. The
survey team recorded that the high demand was due to parents picking up pupils at the
school, and that cars were parked on double yellow lines and in front of dropped kerbs for a
short period of time.
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4.29 As the survey results do not show any significant levels of UoB related parking no further
analysis of the results has been undertaken.
Elmlea Avenue summary
4.30 The survey results identified some on-street parking on each of the survey days. However,
aside from school related activity, there was no significant difference between the levels
recorded during term time and the levels recorded during the university holiday period. This
indicates that there is little, if any, UoB related parking taking place on Elmlea Avenue.
Consequently, no action is recommended.
Parry’s Lane
4.31 Parry’s Lane is a local distributor class road with some
residential frontage that runs along the eastern boundary of
the Hiatt Baker Hall and Wills Hall grounds. Properties are
typically set back further than on Shaplands or Elmlea
Avenue and most have significant off street parking.
4.32 With the exception of short lengths, either side of the
junctions with Shaplands and Elmlea Avenue described
previously, there are generally no parking restrictions within
the study area. However, cycle lanes are marked on both
sides of the carriageway and these appear to deter parking.
4.33 The Parry’s Lane parking beat survey was broken down into
four sections: labelled A to D, as shown in Image 4.3.
4.34 As with the other roads surveyed, an estimate has been
made of the number of legal parking spaces available in
each of the zones. Table 4.10 below sets out the parking
capacity of Parry’s Lane.
Table 4.10: Parry’s Lane Parking Capacity
Zone Kerb length inZone
Kerb length availablefor legal parking
Estimated numberof parking spaces
A 216m 190m 31B 188m 108m 18C 64m 44m 7D 85m 59m 9
Parry’s LaneOverall 553m 401m 65
Image 4.3: Parry’s LaneParking Beat Areas
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4.35 The estimated parking capacity along the road has then been used to give context to the
levels of parking recorded in each of the surveys. Summaries of the results from the parking
surveys are summarised in Tables 4.11, 4.12 and 4.13 below.
Table 4.11: Parry’s lane Parking Survey Results December 6th 2012
ZoneParkingcapacity
(cars)
Peakoccupancy
(cars)% of
capacityPeak time(hh:mm)
Averageoccupancy
(cars)
Averageduration(hh:mm)
A 31 0 0% N/A 0.0 00:00B 18 1 6% 16:00 0.1 00:00C 7 0 0% N/A 0.0 00:00D 9 0 0% N/A 0.0 00:00
Parry’s LaneOverall 65 1 2% 16:00 0.1 00:00
Table 4.12: Parry’s Lane Parking Survey Results December 20th 2012
ZoneParkingcapacity
(cars)
Peakoccupancy
(cars)% of
capacityPeak time(hh:mm)
Averageoccupancy
(cars)
Averageduration(hh:mm)
A 31 1 3% 14:00 0.1 00:00B 18 0 0% N/A 0.0 00:00C 7 0 0% N/A 0.0 00:00D 9 0 0% N/A 0.0 00:00
Parry’s LaneOverall 65 1 2% 14:00 0.1 00:00
Table 4.13: Parry’s Lane Parking Survey Results January 31st 2013
ZoneParkingcapacity
(cars)
Peakoccupancy
(cars)% of
capacityPeak time(hh:mm)
Averageoccupancy
(cars)
Averageduration(hh:mm)
A 31 0 0% N/A 0.0 00:00B 18 2 11% 10:00 0.5 00:24C 7 0 0% N/A 0.0 00:00D 9 0 0% N/A 0.0 00:00
Parry’s LaneOverall 65 2 3% 10:00 0.5 00:24
4.36 It can be seen that in all surveys very little parking was recorded along Parry’s Lane. As the
survey results do not show any significant levels of parking, and hence, no UoB related
parking, no further analysis of the results has been undertaken.
Parry’s Lane Summary
4.37 The survey results identified almost no on-street parking on each of the survey days.
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Cote Paddock and Orchard Close
4.38 Cote Paddock is a private road which forms a cul-
de-sac on the eastern side of Parry’s Lane. Cote
Paddock provides access to Orchard Close, which
is also a private road. The properties accessed
from these roads are retirement houses and flats
operated by Brunelcare.
4.39 The initial section of Cote Paddock leading from
Parry’s Lane has no residential frontage, although
where Cote Paddock and Orchard Close meet
there are properties to the east of the road.
4.40 There are no formal parking restrictions along
either Cote Paddock or Orchard Close but it is
noted that, as private roads, these would be difficult
to enforce.
4.41 The Cote Paddock and Orchard Close parking beat survey was broken down into six
sections: labelled A to F, as shown in Image 4.4.
4.42 An estimate has been made of the number of legal parking spaces available in each of the
zones and this information is set out in Table 4.14 below.
Table 4.14: Cote Paddock and Orchard Close Parking Capacity
Zone Kerb lengthin Zone
Kerb length availablefor legal parking
Estimated numberof parking spaces
A 48m 48m 8B 45m 41m 6C 146m 96m 16D 142m 88m 14E 61m 54m 9F 58m 54m 9
Cote Paddock/OrchardClose Overall 500m 381m 62
4.43 The estimated parking capacity along the road has then been used to provide context to the
levels of parking recorded in each of the surveys. Summaries of the results from the parking
surveys are provided in Tables 4.15, 4.16 and 4.17 below.
Image 4.4: Cote PaddockParking Beat Areas
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Table 4.15: Cote Paddock Parking Survey Results December 6th 2012
ZoneParkingcapacity
(cars)
Peakoccupancy
(cars)% of
capacityPeak time(hh:mm)
Averageoccupancy
(cars)
Averageduration(hh:mm)
A 8 0 0% N/A 0.0 00:00B 6 0 0% N/A 0.0 00:00C 16 6 38% 11:00 1.1 00:27D 14 3 21% 10:00 1.9 01:09E 9 2 22% 16:00 0.9 01:10F 9 0 0% N/A 0.0 00:00
Cote PaddockOverall 62 7 11% 11:00 3.8 00:53
Table 4.16: Cote Paddock Parking Survey Results December 20th 2012
ZoneParkingcapacity
(cars)
Peakoccupancy
(cars)% of
capacityPeak time(hh:mm)
Averageoccupancy
(cars)
Averageduration(hh:mm)
A 8 0 0% N/A 0.0 00:00B 6 0 0% N/A 0.0 00:00C 16 0 0% N/A 0.0 00:00D 14 6 43% 10:00 4.3 02:12E 9 0 0% N/A 0.0 00:00F 9 0 0% N/A 0.0 00:00
Cote PaddockOverall 62 6 10% 10:00 4.3 02:12
Table 4.17: Parry’s Lane Parking Survey Results January 31st 2013
ZoneParkingcapacity
(cars)
Peakoccupancy
(cars)% of
capacityPeak time(hh:mm)
Averageoccupancy
(cars)
Averageduration(hh:mm)
A 8 0 0% N/A 0.0 00:00B 6 0 0% N/A 0.0 00:00C 16 0 0% N/A 0.0 00:00D 14 3 21% 10:00 1.7 01:36E 9 3 33% 12:00 2.1 02:27F 9 0 0% N/A 0.0 00:00
Cote PaddockOverall 62 6 10% 20:00 3.8 02:00
4.44 All surveys recorded some vehicles parking along Cote Paddock and Orchard Close, but not
in significant numbers. Similar levels of parking were
recorded during the Christmas holiday to those
recorded in the term time surveys. It is, therefore,
unlikely that parking spaces are being used in
connection with UoB activity, especially as no cars
were ever recorded as having parked in zones A
and B, which are closest to the campus.
4.45 As the survey results do not show any significant
levels of parking, no further analysis of the results has been undertaken.
F:\DATA\Jobs\0415 Bristol University Student Accommodation\HB PMP\Parking Survey Report Final RMM.doc 16
Cote Paddock / Orchard Close Summary
4.46 The survey results identified very little on-street parking on each of the survey days and it is
considered unlikely that any vehicles were parked in connection with activity related to UoB.
Rylestone Grove
4.47 Rylestone Grove is a short section of
residential road linking Parry’s Lane with
Elmlea Avenue.
4.48 Most properties fronting onto Rylestone Grove
have off-street parking and most also have a
garage.
4.49 There are no formal parking restrictions along
Rylestone Grove, however, on street parking
provision is limited by the length of dropped
kerbs along either side of the road. If a clear
through route is to be maintained, the road is
only wide enough to permit parking on one
side of the road.
4.50 The Rylestone Grove parking beat survey was
broken down into two sections: labelled A and
B, as shown in Image 4.5.
4.51 An estimate has been made of the number of legal parking spaces available in each of the
zones. Table 4.18 below sets out the parking capacity of Rylestone Grove.
Table 4.18: Cote Paddock and Orchard Close Parking Capacity
Zone Kerb lengthin Zone
Kerb length availablefor legal parking
Estimated numberof parking spaces
A 208m 157m 26B 210m 128m 21
Rylestone GroveOverall 418m 285m 47
4.52 The estimated parking capacity along the road has then been used to provide context to the
levels of parking recorded in each of the surveys. The results from the parking surveys are
summarised in Tables 4.19, 4.20and 4.21 below.
Image 4.4: Cote PaddockParking Beat Areas
Image 4.5: Rylestone Grove Parking BeatAreas
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Table 4.19: Rylestone Grove Parking Survey Results December 6th 2012
ZoneParkingcapacity
(cars)
Peakoccupancy
(cars)% of
capacityPeak time(hh:mm)
Averageoccupancy
(cars)
Averageduration(hh:mm)
A 26 4 15% 10:00 2.0 01:30B 21 4 19% 08:00 3.1 01:08
RylestoneGrove Overall 47 8 17% 10:00 5.1 01:15
4.53 The survey results recorded a number of vehicles parked on-street along Rylestone Grove.
Although each side of the road has the potential to accommodate around 20 vehicles it must
be remembered that vehicles can typically only park on one side of the road, and therefore
the actual parking capacity of the road is around 20 - 25 vehicles. Even so the peak parking
occupancy would only work out to around 40%.
4.54 The short duration of stay suggests that the parking is unlikely to be related to the UoB.
Table 4.20: Rylestone Grove Parking Survey Results December 20th 2012
ZoneParkingcapacity
(cars)
Peakoccupancy
(cars)% of
capacityPeak time(hh:mm)
Averageoccupancy
(cars)
Averageduration(hh:mm)
A 26 0 0% N/A 0.0 00:00B 21 14 67% 09:00 4.8 01:00
RylestoneGrove Overall 47 14 30% 09:00 4.8 01:00
4.55 An increase in parking demand was recorded in the parking survey which took place during
the UoB Christmas holiday period. The short duration of stay suggests that the vehicles
parking are similar to the ones recorded in the first survey.
Table 4.21: Rylestone Grove Parking Survey Results January 31st 2013
ZoneParkingcapacity
(cars)
Peakoccupancy
(cars)% of
capacityPeak time(hh:mm)
Averageoccupancy
(cars)
Averageduration(hh:mm)
A 26 0 0% N/A 0.0 00:00B 21 21 100% 15:00 4.2 00:39
RylestoneGrove Overall 47 21 45% 15:00 4.2 00:39
4.56 The survey undertaken in January 2013 shows an increase in parking demand. However,
given that the peak occurred at 15:00 and the duration of stay was less than 1 hour, this is
likely to be related to school pickup. As previously noted, the January 2013 survey on Elmlea
Avenue recorded a peak of parking demand at the same time on this day.
4.57 The survey results do not suggest any significant levels of UoB related parking on Rylestone
Grove.
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Rylestone Grove Summary
4.58 The survey results identified some on-street parking on each of the survey days, however this
is likely to relate to drop off and pick up parking for the local school rather than related to the
UoB. Consequently, no further action is recommended.
Saville Road
4.59 Saville Road is a busy local distributor road which runs along the north-west side of The
Downs. Saville Road provides access to Durdham Hall via Hollybush Lane, and to Wills Hall
via Wills Lane. Unlike the other roads in the study area, Saville Road does not have
residential properties fronting onto it and it does not provide direct access to any properties.
4.60 With the exception of a short length of double yellow lines at its western end and either side of
the bellmouth at the junction with Hollybush Lane, there are no parking restrictions along the
length of Saville Road.
4.61 The Saville Road parking beat survey was broken down into six sections, labelled A to F, as
shown in Image 4.6.
Image 4.6: Saville Road Parking Beat Areas
4.62 An estimate has been made of the number of legal parking spaces available in each of the
zones and Table 4.22 below sets out the parking capacity of Saville Road.
Table 4.22: Saville Road Parking Capacity
Zone Kerb lengthin Zone
Kerb length availablefor legal parking
Estimated numberof parking spaces
A 183m 160m 26B 180m 170m 28C 155m 120m 20D 158m 158m 26E 210m 205m 34F 211m 200m 33
Saville Road Overall 1097m 1013m 167
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4.63 The estimated parking capacity along Saville Road has then been used to provide context to
the levels of parking recorded in each of the surveys. A summary of the results from the
parking surveys are summarised in Tables 4.23, 4.24 and 4.25 below.
Table 4.23: Saville Road Parking Survey Results December 6th 2012
ZoneParkingcapacity
(cars)
Peakoccupancy
(cars)% of
capacityPeak time(hh:mm)
Averageoccupancy
(cars)
Averageduration(hh:mm)
A 26 0 0% N/A 0.0 00:00B 28 7 25% 13:00 2.2 01:04C 20 0 0% N/A 0.0 00:00D 26 7 27% 10:00 3.7 00:54E 34 0 0% N/A 0.0 00:00F 33 7 21% 14:00 2.3 00:35
Saville RoadOverall 167 17 10% 14:00 8.2 00:50
4.64 The survey results recorded a number of
vehicles parked on-street along Saville
Road. Given the parking capacity of
Saville Road there are no major parking
issues with the level of parking occurring
on the road. However, congestion was
observed when the path of eastbound
traffic was obstructed by 16 service buses
at the stop on Saville Road and
westbound traffic queuing for the nearby
traffic prevented the use of the westbound
lane to overtake the bus(es). The short duration of stay suggests that the parking is unlikely to
be related to the UoB.
Table 4.24: Saville Road Parking Survey Results December 20th 2012
ZoneParkingcapacity
(cars)
Peakoccupancy
(cars)% of
capacityPeak time(hh:mm)
Averageoccupancy
(cars)
Averageduration(hh:mm)
A 26 5 19% 12:00 0.7 00:00B 28 0 0% N/A 0.0 00:00C 20 0 0% N/A 0.0 00:00D 26 1 4% 20:00 0.1 01:00E 34 0 0% N/A 0.0 00:00F 33 1 3% 20:00 0.1 01:00
Saville RoadOverall 167 5 3% 12:00 1.0 00:09
4.65 A reduction in parking demand was recorded in the parking survey which took place during
the UoB Christmas holiday period. The short duration of stay suggests that the vehicles
parking are similar to the ones recorded in the first survey.
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Table 4.25: Saville Road Parking Survey Results January 31st 2013
ZoneParkingcapacity
(cars)
Peakoccupancy
(cars)% of
capacityPeak time(hh:mm)
Averageoccupancy
(cars)
Averageduration(hh:mm)
A 26 6 23% 12:00 3.5 00:54B 28 0 0% N/A 0.0 00:00C 20 0 0% N/A 0.0 00:00D 26 0 0% N/A 0.0 00:00E 34 0 0% N/A 0.0 00:00F 33 0 0% N/A 0.0 00:00
Saville RoadOverall 167 6 4% 12:00 3.5 00:54
4.66 The survey undertaken in January 2013 shows similar levels of parking to the first parking
survey. As stated previously the duration of stay is unlikely to be indicative of UoB related
traffic and is more likely to be associated with people parking to use The Downs for
recreational purposes.
Saville Road Summary
4.67 The survey results do not suggest any significant levels of UoB related parking on Saville
Road and no action is recommended.
Hollybush Lane
4.68 Hollybush Lane is a narrow road providing access to a small
number of houses, and Wills and Durdham Halls. At its southern
end it meets Saville Road at a priority controlled T-junction.
4.69 Hollybush Lane has some frontage access to residential
properties, all of which have off-street parking.
4.70 Double yellow lines are painted along both sides of Hollybush
Lane from its junction with Saville Road, for a distance of
approximately 40m. Hollybush Lane is only wide enough to allow
parking along one side at any time. The survey generally only
recorded vehicles parking along the western side.
4.71 The Hollybush Lane parking beat survey was broken down into
two sections: labelled A to B, as shown in Image 4.7.
4.72 An estimate has been made of the number of legal parking spaces available in each of the
zones and Table 4.26 below sets out the parking capacity of Hollybush Lane.
Image 4.7: Hollybush LaneParking Beat Areas
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Table 4.26: Hollybush Lane Parking Capacity
Zone Kerb lengthin Zone
Kerb length availablefor legal parking
Estimated numberof parking spaces
A 158m 78m 13B 160m 79m 13
Hollybush LaneOverall 318m 157m 26
4.73 The estimated parking capacity along the road has then been used to provide context to the
levels of parking recorded in each of the surveys. Summaries of the results from the parking
surveys are provided in Tables 4.27, 4.28 and 4.29 below.
Table 4.27: Hollybush Lane Parking Survey Results December 6th 2012
ZoneParkingcapacity
(cars)
Peakoccupancy
(cars)% of
capacityPeak time(hh:mm)
Averageoccupancy
(cars)
Averageduration(hh:mm)
A 13 7 54% 12:00 4.4 06:20B 13 1 8% 08:00 0.3 03:00
HollybushLane Overall 26 7 27% 12:00 4.7 06:00
4.74 The December term time survey results recorded a number of vehicles parked on-street along
Hollybush Lane, with a higher average duration of stay than recorded on any of the on-street
surveys covered so far, suggesting that a significant proportion might be UoB related.
Table 4.28: Hollybush Lane Parking Survey Results December 20th 2012
ZoneParkingcapacity
(cars)
Peakoccupancy
(cars)% of
capacityPeak time(hh:mm)
Averageoccupancy
(cars)
Averageduration(hh:mm)
A 13 8 62% 15:00 5.1 03:45B 13 0 0% N/A 0.0 00:00
HollybushLane Overall 26 8 31% 15:00 5.1 03:45
4.75 A similar level of parking demand was recorded in the parking survey which took place during
the UoB Christmas holiday period. This casts doubt on the previous observation that the
parking might be related to UoB activity.
Table 4.29: Hollybush Parking Survey Results January 31st 2013
ZoneParkingcapacity
(cars)
Peakoccupancy
(cars)% of
capacityPeak time(hh:mm)
Averageoccupancy
(cars)
Averageduration(hh:mm)
A 13 12 92% 13:00 6.1 01:24B 13 0 0% N/A 0.0 00:00
HollybushLane Overall 26 12 46% 13:00 6.1 01:24
4.76 The survey undertaken in January 2013 showed an increase in the level of parking, both at
peak and on average, although the average duration of stay was much lower than recorded
on the previous two surveys.
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4.77 In order to quantify the level of University related parking on Hollybush Lane the data has
been interrogated to identify the number of vehicles parked on street at 07:00 and remain
parked on street for a significant amount of each survey day.
4.78 Table 4.30 below sets out the number of vehicles parked at 07:00 and 21:00 on the day of the
survey. The table also sets out the number of vehicles that were parked on street for more
than 12 hours on each of the survey days.
Table 4.30: Analysis of Long Stay Parking
ZoneParkingcapacity
(cars)
Thursday 6th December2012
Thursday 20th December2012
Thursday 31st January2013
Vehiclesparked at
Durationof stay
more than12 hours
Vehiclesparked at
Durationof stay
more than12 hours
Vehiclesparked at
Duration ofstay more
than 12hours07:00 21:00 07:00 21:00 07:00 21:00
A 13 0 4 3 4 4 - 6 4 1B 13 0 0 - 0 0 - 0 0 -
HollybushLane
Overall26 0 4 3 4 4 - 6 4 1
4.79 The results show some early, late and
long stay parking on Hollybush Lane.
The presence of vehicles parked at the
start and end of the surveys in the
Christmas break survey suggests that
most cars belong to local residents. The
small increase in the number of cars
parked at 07.00 in the January term time
survey might suggest university related
activity. However, analysis of the usage
of the nearest Wills Hall car park (addressed in the next section of the report) revealed low
levels of use and suggest there is no need to park on Hollybush Lane in connection with UoB
activity. Furthermore, the photographs show that a significant proportion of activity was
associated with residential building projects.
Hollybush Lane Summary
4.80 The survey results show that a number of vehicles are parked on-street for extended periods
of time on Hollybush Lane, including all day parking and overnight parking. Most of this
parking is considered to be associated with the adjacent residences, rather than being related
to the UoB, so no further action is recommended.
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Stoke Park Road
4.81 Stoke Park Road is a residential access class road which loops around a crescent connecting
to two junctions with Stoke Hill. Off-street parking at Churchill Hall, Badock Hall and the UoB
Botanic Garden are accessed from Stoke Park Road, and a number of properties benefit from
frontage access, although all have off-
street parking available.
4.82 Both junctions with Stoke Hill are priority
controlled T-junctions. The north-western
junction also has a ghost island right turn
lane to prevent vehicles turning into
Stoke Park Road blocking through traffic.
4.83 Parking restrictions are imposed along a
significant length of Stoke Park Road.
From the south-eastern junction for a
distance of approximately 30m double
yellow lines prevent parking on both
sides of the road. Beyond this point
double yellow lines continue along the
eastern kerbline for another 280m. On
the western kerbline parking is permitted
along most of Stoke Park Road
alongside the Churchill Hall grounds,
with the exception of short sections
adjacent to the vehicular entrances to
the hall car parks. Alongside and north of
Badock Hall parking is generally permitted along both sides of the road, although vehicles
typically only park on one side of the road.
4.84 The Stoke Park Road parking beat survey was broken down into seven sections, labelled A to
G, as shown in Image 4.8.
4.85 An estimate has been made of the number of legal parking spaces available in each of the
zones and Table 4.31 below sets out the parking capacity of Stoke Park Road.
Image 4.8: Stoke ParkRoad Parking Beat
Areas
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Table 4.31: Stoke Park Road Parking Capacity
Zone Kerb lengthin Zone
Kerb length availablefor legal parking
Estimated numberof parking spaces
A 151m 130m 21B 38m 36m 6C 205m 190m 31D 96m 75m 12E 51m 42m 7F 111m 105m 17G 109m 60m 10
Stoke Park RoadOverall 761m 638m 104
4.86 The estimated parking capacity along the road has then been used to provide context to the
levels of parking recorded in each of the surveys. Summaries of the results from the parking
surveys are provided in Tables 4.32, 4.33 and 4.34 below.
Table 4.32: Stoke Park Road Parking Survey Results December 6th 2012
ZoneParkingcapacity
(cars)
Peakoccupancy
(cars)% of
capacityPeak time(hh:mm)
Averageoccupancy
(cars)
Averageduration(hh:mm)
A 21 4 19% 10:00 2.9 05:09B 6 6 100% 18:00 4.5 05:48C 31 4 13% 08:00 3.4 06:17D 12 8 67% 10:00 6.5 04:06E 7 7 100% 07:00 5.9 03:14F 17 6 35% 09:00 4.2 06:00G 10 0 0% N/A 0.0 00:00
Stoke ParkRoad Overall 104 34 33% 10:00 27.4 04:37
4.87 The December term time survey
results recorded significant levels of
on-street parking in the majority of the
parking zones, with some zones being
effectively full. Overall the maximum
occupancy on Stoke Park Road was
only 33%, which would suggest that
anyone wanting to park on Stoke Park
Road at any time during the day would
be able to do so, although not necessarily directly outside the premises that they were
visiting. The peak periods are typically seen in the morning and the average duration of stay
was fairly high. The surveyors noted that an event at the Botanic Garden gave rise to
exceptional demand for evening parking in the vicinity, which accounts for the peak
occupancy of zone B at 18.00. The results suggest that a significant proportion of all parking
is UoB related.
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Table 4.33: Stoke Park Road Parking Survey Results December 20th 2012
ZoneParkingcapacity
(cars)
Peakoccupancy
(cars)% of
capacityPeak time(hh:mm)
Averageoccupancy
(cars)
Averageduration(hh:mm)
A 21 0 0% N/A 0.0 00:00B 6 0 0% N/A 0.0 00:00C 31 0 0% N/A 0.0 00:00D 12 3 25% 10:00 1.9 08:20E 7 0 0% N/A 0.0 00:00F 17 2 12% 09:00 0.6 03:30G 10 1 10% 09:00 0.2 02:00
Stoke ParkRoad Overall 104 6 6% 10:00 2.7 05:40
4.88 The survey undertaken during the Christmas holiday period shows a significantly lower level
of parking, reaffirming the assumption that a considerable amount of the on-street parking is
UoB related.
Table 4.34: Stoke Park Road Parking Survey Results January 31st 2013
ZoneParkingcapacity
(cars)
Peakoccupancy
(cars)% of
capacityPeak time(hh:mm)
Averageoccupancy
(cars)
Averageduration(hh:mm)
A 21 14 67% 08:00 11.9 06:25B 6 6 100% 09:00 3.7 05:52C 31 6 19% 11:00 2.5 03:45D 12 5 42% 07:00 4.4 12:12E 7 6 86% 07:00 5.2 07:40F 17 3 18% 20:00 2.1 06:45G 10 2 20% 13:00 1.1 07:00
Stoke ParkRoad Overall 104 39 38% 09:00 30.8 06:41
4.89 The survey undertaken in January 2013 shows a return to the levels of parking recorded in
the first survey. As recorded in early December some parking zones are recorded as being at
or near capacity, although the road as a
whole only records peak occupancy of
38%. This is explained by the fact that
much of the legal parking on Stoke Park
Road is located in areas where parking
is permitted on both sides of the road.
Hence, in these areas parking by
considerate drivers on one side only,
effectively halves the theoretical parking
capacity of those sections.
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4.90 In order to quantify the level of UoB related parking on Stoke Park Road the data has been
interrogated to identify the number of vehicles parked on street at 07:00 and which remained
parked on street for a significant amount of each survey day. Table 4.35 below sets out the
number of vehicles parked at 07:00 and at 21:00 on the day of the survey and the number of
vehicles that were parked on street for more than 12 hours on each of the survey days.
Table 4.35: Analysis of Long Stay Parking
ZoneParkingcapacity
(cars)
Thursday 6th December2012
Thursday 20th December2012
Thursday 31st January2013
Vehiclesparked at
Durationof stay
more than12 hours
Vehiclesparked at
Durationof stay
more than12 hours
Vehiclesparked at
Duration ofstay more
than 12hours07:00 21:00 07:00 21:00 07:00 21:00
A 21 3 2 - 0 0 - 13 9 4B 6 4 6 1 0 0 - 4 2 1C 31 1 2 1 0 0 - 2 1 -D 12 5 6 1 0 1 1 5 2 3E 7 7 4 - 0 0 - 6 5 3F 17 4 3 2 1 0 - 2 3 1G 10 0 0 - 0 0 - 1 1 1
StokeParkRoad
Overall104 24 23 5 1 1 1 33 23 13
4.91 The results show significant levels of overnight parking in the term time surveys and a marked
reduction in the Christmas break survey, all of which indicates significant levels of UoB
related parking.
4.92 Although it is legal to park on both sides of some sections of Stoke Park Road, those parking
in these sections tend to do so in order to leave a clear through route along the road.
However, this situation could be improved by providing additional waiting restrictions, to
secure the provision of a clear through route.
4.93 The high levels of term time parking in zones A and B in the January 2013 survey, coupled
with the availability of parking in the Churchill Hall car parks (described in the next section of
the report) indicate that students residing in the southern blocks of Churchill Hall are choosing
to park on the nearest area of Stoke Park Road for reasons of convenience, rather than
because there is no space available in the allocated hall car parks.
4.94 The same comment does not apply to student parking alongside Badock Hall, as its car parks
are generally more heavily used and were at or close to full occupancy in both term time
surveys.
4.95 To provide further context to the findings of the 2012/13 surveys, comparisons can be made
to the results of surveys commissioned by Capita Symonds in December 2007 and January
2008, and in February 2012. In the December 2007 term time survey parking on Stoke Park
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Road at 07.00 was recorded as 29 vehicles and this rose to 42 vehicles in the January 2008
survey. In the February 2012 survey some 53 vehicles were parked on Stoke Park Road at
07.00. With term time parking at 07.00 recorded at 24 and 33 vehicles in the December 2012
and January 2013 surveys respectively, it appears that UoB’s experiment to encourage
students to park on campus by issuing free permits has had the desired effect of reducing the
amount of on street parking on Stoke Park Road.
Stoke Park Road Summary
4.96 The survey results show that a number of vehicles are parked on-street for extended periods
of time, including all day parking and overnight parking.
4.97 The survey results identified some on-street parking on each of the survey days and there
was a noticeable difference between the levels recorded during term time and the levels
recorded during the university holiday period, indicating that much of the term time parking on
Stoke Park Road is UoB related (probably student) parking.
4.98 The survey revealed that there is generally sufficient capacity for vehicles to park along the
length of Stoke Park Road, although in some instances residents may not be able to find
available space directly outside their property.
4.99 Further analysis of the data identified long stay and overnight parking on Stoke Park Road,
which is considered likely to be associated with UoB students. In the case of Churchill Hall,
where space was always available in the hall car parks during the surveys, some of the
students appear to be parking on Stoke Park Road adjacent to the southern blocks for
reasons of convenience.
4.100 The numbers of cars parked overnight on Stoke Park Road in the two recent term time
surveys are between 20 and 30 vehicles fewer than were parked overnight in the February
2012 survey, indicating that the issue of free parking permits has been effective in reducing
the amount of on street parking.
4.101 It is recommended that additional waiting restrictions be investigated to limit the attractiveness
of the on-street parking on Stoke Park Road to students. However, this needs to be balanced
against the desire to maintain free parking on-street for residents and their visitors.
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Hollymead Lane
4.102 Hollymead Lane is a narrow residential
road running south to north from Stoke
Park Road to Little Stoke Road. At its
northern end the made-up carriageway
construction ends and the section between
Hollymead Lane and Little Stoke Road is
constructed of compacted hardcore,
suggesting that this section is a private
road.
4.103 Residential properties front onto the west
side of Hollymead Lane and the east side
of the road follows the boundary wall of
Badock Hall.
4.104 As the road is narrow, it is only possible for vehicles to park along one side of the road.
Normally vehicles park along the western side of Hollymead Lane.
4.105 Double yellow lines run around the bellmouth on both sides of the junction between Stoke
Park Road and Hollymead Lane, the parking restrictions continue for approximately 20m
beyond the junction.
4.106 The Hollymead Lane parking beat survey was broken down into two sections: labelled A to B,
as shown in Image 4.9.
4.107 An estimate has been made of the number of legal parking spaces available in each of the
zones and Table 4.26 below sets out the parking capacity of Hollybush Lane.
Table 4.36: Hollymead Lane Parking Capacity
Zone Kerb lengthin Zone
Kerb length availablefor legal parking
Estimated numberof parking spaces
A 180m 102m 17B 180m 160m 26
Hollybush LaneOverall 360m 262m 171
4.108 The estimated parking capacity along the road has then been used to provide context to the
levels of parking recorded in each of the surveys. A summary of the results from the parking
surveys are summarised in Tables 4.37, 4.38 and 4.39 below.
1 The total capacity is given for the capacity on one side only, as there is insufficient width for cars to park on both sides whilemaintaining a clear through route. Zone A has been chosen as that is the side where people tend to choose to park.
Image 4.9: HollymeadLane Parking Beat
Areas
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Table 4.37: Hollymead Lane Parking Survey Results December 6th 2012
ZoneParkingcapacity
(cars)
Peakoccupancy
(cars)% of
capacityPeak time(hh:mm)
Averageoccupancy
(cars)
Averageduration(hh:mm)
A 17 5 29% 20:00 2.3 01:32B 26 0 0% N/A 0.0 00:00
HollymeadLane Overall 17 5 29% 20:00 2.3 01:32
4.109 The December term time survey results recorded a small number of vehicles parked on-street
along Hollymead Lane. The average duration of stay recorded is lower than typically expected
for UoB related parking, although as the peak parking demand occurred at 20:00, the short
duration of stay might be a function of the survey period ending at 21:00 rather than the
vehicles departing.
Table 4.38: Hollymead Lane Parking Survey Results December 20th 2012
ZoneParkingcapacity
(cars)
Peakoccupancy
(cars)% of
capacityPeak time(hh:mm)
Averageoccupancy
(cars)
Averageduration(hh:mm)
A 17 2 12% 13:00 0.9 01:36B 26 0 0% N/A 0.0 00:00
HollymeadLane Overall 17 2 12% 13:00 0.9 01:36
4.110 A lower parking profile was recorded during the UoB Christmas holiday, suggesting that there
is some UoB related parking occurring during term time.
Table 4.39: Hollymead Lane Parking Survey Results January 31st 2013
ZoneParkingcapacity
(cars)
Peakoccupancy
(cars)% of
capacityPeak time(hh:mm)
Averageoccupancy
(cars)
Averageduration(hh:mm)
A 17 3 18% 09:00 1.1 04:20B 26 0 0% N/A 0.0 00:00
HollymeadLane Overall 17 3 18% 09:00 1.1 04:20
4.111 The survey undertaken in January
2013 recorded results between
those recorded in the two
December surveys, but the
duration of stay was significantly
higher.
4.112 As it is not clear from the results
above whether there is any UoB
related parking taking place on
Hollymead Lane, the data has been interrogated further to identify the number of vehicles
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which are parked on street at 07:00 and remain parked on street for a significant amount of
each survey day. Table 4.40 below sets out the number of vehicles parked at 07:00 and
21:00 on the day of the survey and the number of vehicles that were parked on street for
more than 12 hours on each of the survey days.
Table 4.40: Analysis of Long Stay Parking
ZoneParkingcapacity
(cars)
Thursday 6th December2012
Thursday 20th December2012
Thursday 31st January2013
Vehiclesparked at
Durationof stay
more than12 hours
Vehiclesparked at
Durationof stay
more than12 hours
Vehiclesparked at
Duration ofstay more
than 12hours07:00 21:00 07:00 21:00 07:00 21:00
A 13 4 4 - 0 0 - 1 0 -B 13 0 0 - 0 0 - 0 0 -
HollybushLane
Overall26 4 4 - 0 0 - 1 0 -
4.113 The results do show that some overnight parking is occurring on Hollymead Lane during term-
time, however the levels are low and vehicles are not being left on the road for significant
periods of time during the day. Consequently, no action is considered necessary to address
parking on Hollymead Lane.
Hollymead Lane Summary
4.114 The survey results show that a small number of vehicles park on-street overnight during term-
time, some of which may be associated with UoB but the amount of parking is not considered
to be sufficient to warrant action.
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5. SURVEY ANALYSIS - ON CAMPUS PARKING
5.1 Parking practices at each hall of residence have been analysed and the results are set out in
Appendix A. The referencing of each car park is shown on Figure 2 and the results are
summarised below.
Wills Hall
5.2 Peak occupancy of the existing car parks at Wills Hall was 75% but this occurred in the
evening of 6rh December 2012, when an event was held at the Botanic Garden. On the 31st
January 2013 the peak occupancy was 73%. As a comparison, the peak occupancy in the
February 2012 survey was 56%.
5.3 In February 2012 the parking survey commissioned by Capita Symonds revealed that the
lowest (ie. worst) ratio of peak parking to bed spaces at Wills Hall was 1:8.17. In the 2012/13
surveys the peak ratio was 1:8.0. As parking permits are free this academic year, the minimal
increase in peak demand for parking suggests that parking is very well managed at Wills Hall
and no changes to the current regime are needed.
5.4 If the current demand for parking is maintained at Wills Hall the pro rata parking requirement
for 335 beds would be 42, as compared to the current provision of 73 spaces. As there
appear to be surplus spaces available at Wills Hall, UoB may wish to consider reallocating
some spaces, say ten, from the least used Wills Hall car park off Hollybush Lane to the
Botanic Garden, for use by its staff, thereby relieving pressure for parking in the Walled
Garden car park at The Holmes.
Durdham Hall
5.5 Peak occupancy of the car parks at Durdham Hall in the 2012/13 surveys was 68%: this
compares with a peak occupancy in the February 2012 survey of 62%.
5.6 The lowest peak ratio of parking spaces to beds in February 2012 was 1:8.00 but in the
recent surveys this had improved to 1:10.2. The reduction in parking demand in the last year,
when free student permits have been available, represents a significant improvement and
suggests an excellent parking management regime.
5.7 During the surveys the four space car park backing onto Hollybush Lane (most remote from
the hall) was used by just one car on one occasion and the three space car park located
closest to the hall, which includes a disabled bay, was never used.
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Badock Hall
5.8 Peak occupancy in Badock Hall’s two
main car parks varied from 84 to 100%
in the 2012/13 surveys whereas in
February 2012 peak occupancy was
76%.
5.9 In February 2012 the lowest ratio of
peak parking to bed spaces was 1:8.51.
In the 2012/13 surveys the peak demand for parking was 1:6.0, representing a 40% year on
year increase in demand for parking.
5.10 The above figures do not include on street parking, which is assessed to add perhaps 10 to
12 student cars to the demand from Badock Hall. The convenience of the nearest off-campus
parking, on Stoke Park Road alongside the hall car parks, may be a factor influencing the
high demand for parking at Badock Hall. Put simply, there is no risk in bringing a car to
Badock Hall because, if the hall car parks are full, a space can always be found nearby on
Stoke Park Road.
5.11 To address the above issues, the following measures are suggested:
(i) a management campaign to discourage car use by the 2013 student intake; and
(ii) extending the waiting restrictions on Stoke Park Road.
Churchill Hall
5.12 Peak occupancy at Churchill Hall varied from 59 to 90% in the 2012/13 surveys and this
compares to a peak occupancy in February 2012 of 53%.
5.13 The lowest ratio of peak parking to bed spaces in February 2012 was 1:11.5, whereas in
2012/13 this had risen to 1:7.0, representing a 60% year on year increase in demand for
parking.
5.14 The above figures do not include on street parking on Stoke Park Road. A definitive figure for
student parking is not discernible from the recent surveys but the number of cars parked at
07.00 and 21.00 in the January 2013 survey suggests that up to 19 cars parked on Stoke
Park Road may have been there in connection with Churchill Hall.
5.15 Free issue parking permits appear to have given rise to an increase in demand at Churchill
Hall, some of which is met by parking on the adjacent street, although as noted at 4.99 and
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4.100, free issue of permits also appears to have led to a reduction in total on street parking
on Stoke Park Road, which has reduced since the previous survey in February 2012.
5.16 The availability of at least 20 spaces in
the hall car parks when there were
estimated to be 19 cars parked
alongside the hall on Stoke Park Road,
suggests that convenience of the
location alongside the southern blocks
is a factor in the drivers’ decisions to
park on the road.
5.17 To address the above (and other)
issues the following measures are
proposed:
(i) a management campaign to discourage car use by the 2013 student intake;
(ii) introduction of a 4 hour waiting restriction on Stoke Park Road alongside the
south end of Churchill Hall;
(iii) extension of the double yellow lines on Stoke Park Road opposite the Botanic
Garden coach drop location, to make sure a clear route is maintained for through
traffic.
University Hall
5.18 Peak occupancy at University Hall varied from 59 to 75% in the 2012/13 surveys. This
compares to the peak occupancy in the February 2012 survey of 23.8%.
5.19 The lowest ratio of peak parking to bed spaces was 1:15.8 in Feb 2012 but this had risen in
the 2012/13 surveys to 1:5.9. It is assumed that this threefold increase is attributable both to
the use of University Hall car parks by students residing in Hiatt Baker Hall and by the
availability of free parking permits.
5.20 Current provision of parking at University Hall is meeting the peak demand with about a 15%
surplus, or 12 spaces. However, this calculation ignores the use of Shaplands for university
related activity.
5.21 Assuming that measures will be introduced to prevent all day, university parking on
Shaplands, no changes to the overall parking provision at University Hall are considered
necessary. However, UoB may wish to consider allocation of say 10 to 15 spaces to Hiatt
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Baker Hall, to help meet its demand now and, particularly, when the Hall extension opens in
2014.
Hiatt Baker Hall
5.22 Currently, there are no car parks at Hiatt Baker Hall but, as noted previously, it is assumed
that students are parking at University Hall, partially accounting for the large increase in
parking in those car parks.
5.23 Examination of registration numbers of cars parked on the three survey days in 2012/13 at
different times of day, suggests that up to 14 cars were parked on Shaplands in term time in
connection with activities at the university. Of these, six were present in both the December
and January term time surveys with a further five in the January survey alone. Based upon
their presence in all three surveys, two cars are thought most likely to belong to residents of
Shaplands.
5.24 Looking ahead to when the Hiatt Baker extension is occupied there will be 1067 bed spaces
in Hiatt Baker and University Halls. Treating the halls as a combined generator of demand,
and taking a parking to bed spaces ratio of 1:10, in line with the ratio currently achieved at
Durdham Hall, the two halls would require a total of 107 spaces. University Hall has 84
spaces, suggesting a net combined shortfall of 23 spaces.
5.25 To address the above (and other) issues the following measures are recommended:
(i) a management campaign to discourage car use by the 2013 student intake; and
(ii) introduction of a Residents’ Parking Scheme on Shaplands including a 4 hour
waiting restriction alongside the university premises.
5.26 Of all the halls at Stoke Bishop, Hiatt Baker and University halls will benefit the most from the
introduction of the bus hub that is currently under construction and will come into use in
September 2013, a year ahead of opening the Hiatt Baker extension. This allows time in the
autumn 2013 term for UoB to review the effects of improved bus accessibility, and any other
measures it adopts to discourage students from bringing cars to university, on demand for
parking.
5.27 Furthermore, the introduction of centralized control of parking at Stoke Bishop would enable
UoB to reassign parking to different halls. This would, for example, allow some of the surplus
spaces at Durdham Hall to be reassigned for use by residents of Hiatt Baker and University
halls.
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Parking Permits
Displaying Permits
The proportions of cars on campus displaying and not displaying a permit have been
examined and the results are set out in Table 5.1 below for the two term time surveys. It can
be seen that cars not displaying a permit represented between 22 and 40% of the totals
parked at times of maximum occupancy in the December 2012 survey, and between 0 and
51% in the January 2013 survey.
Table 5.1: Proportion of Permit Holders to Non-Permit Holders at Maximum Occupancy6th December 2012 31st January 2013
Hal
l
Park
ing
Spac
es
Bed
s
Tota
lnum
ber
ofca
rspa
rked
Tota
lnum
ber
ofpe
rmit
hold
erca
rpa
rked
Tota
lnum
ber
ofno
n-pe
rmit
hold
erca
rpa
rked
Prop
ortio
nof
non-
perm
itho
lder
sTo
taln
umbe
rof
cars
park
edTo
taln
umbe
rof
perm
itho
lder
car
park
edTo
taln
umbe
rof
non-
perm
itho
lder
car
park
edPr
opor
tion
ofno
n-pe
rmit
hold
ers
Wills 73 335 39 27 12 31% 39 19 20 51%Durdham 45 224 21 14 7 33% 21 15 6 29%Badock 76 434 66 42 24 36% 61 43 18 30%
Churchill 59 356 49 38 11 22% 39 28 11 28%University 84 301 43 26 17 40% 50 50 0 0%
5.28 With uncontrolled access to the car parks, some of the cars parked without permits will
doubtless include legitimate short term visitors to the campus. However, the relatively high
incidence of non-permit parking suggests that casual visitors alone do not account for this
entire group of cars. The inference is that some drivers of vehicles not displaying permits are
regular visitors to the campus (students or staff) who do so without obtaining a permit
because they do not fear the imposition of sanctions for failing to display a permit.
5.29 The contrast between the amount of non-permit parking in University Hall car parks is
notable. One explanation may be that the car park was being used for conference parking on
the day of the first survey. A similar event may account for the marked increase in non-permit
parking at Wills Hall in the January survey.
5.30 This evaluation has identified that a significant proportion of parking on the campus is by non-
permit holders. Some non-permit parking is essential for use by casual visitors. However,
regular use by drivers without a permit on the campus takes up space that could otherwise be
occupied by a permitted vehicle. It also creates uncertainty for UoB in managing use of the
campus car parks.
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5.31 UoB is, therefore, recommended to consider how it can improve the control of parking on
campus to restrict use by cars not displaying permits. One option would be to implement a
visitors pass system for all short stay visitors, obtainable through the hall administration.
Free Student Permits
5.32 The issue of free parking permits to students this academic year appears to have had little
effect on demand for parking at Wills and Durdham Halls but it is considered to be the most
likely reason for the significant increase in the number of cars parked in Badock and Churchill
Hall car parks. It probably also accounts for this year’s reduction in parking on Stoke Park
Road.
5.33 UoB is recommended to consider reintroducing a charge for student permits, as a means of
managing a reduction of demand for hall parking. However, the significant reduction in on-
street parking on Stoke Park Road achieved at the same time (see paragraph 4.95) and the
increase in parking on Shaplands (see paragraph 4.16) suggests the charge should not be
reintroduced until better control of on street parking on Stoke Park Road and Shaplands are
introduced.
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6. POSSIBLE ON STREET PARKING CONTROLS
6.1 The PMP undertook to investigate the possibility of introducing additional yellow line waiting
restrictions and a Residents’ Parking Scheme (RPS) on roads around the Stoke Bishop
Campus on the basis that these measures might provide a permanent solution to problems of
campus related on-street parking. Such measures can only be instigated within the public
highway by the responsible local highway authority, BCC, so preliminary discussions were
held with BCC to establish the potential for their introduction. The outcome of those
discussions is summarized below and an emerging proposal is put forward for further
consideration.
First Consultation with Bristol City Council
6.2 A meeting was held with BCC on 1st February 2013 in which a wide ranging discussion of
options to increase the regulation of on street parking on the roads surrounding the Stoke
Bishop Campus was held. It was accepted that, being exploratory, the discussions would not
prejudice any position that UoB or BCC might subsequently choose to take on the matters
discussed. The main issues discussed are summarized below.
Context
6.3 The context was explained as follows:
(i) ongoing residents’ complaints about students parking on Shaplands and Stoke
Park Road;
(ii) a commitment in the PMP to explore the introduction of a RPS and more waiting
restrictions;
(iii) the parking situation at the campus varies each year. For instance, this year the
University is experimenting with not charging for student parking permits. Also,
the Hiatt Baker extension building contract is underway meaning there are no
parking spaces in the north east corner of the campus;
(iv) three sets of parking surveys were being undertaken to quantify the scale and
location of on street parking and the availability of spare space on and off the
campus;
(v) the Hiatt Baker extension is due to open in September 2014 and a new transport
hub within the scheme by September 2013. The new bus hub, with three
boarding bays and one alighting, will improve access to the campus by public
transport and should reduce the need for students to bring cars to university; and
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(vi) to address the issue of student parking on Shaplands, UoB is considering the
possibility of reintroducing some parking on campus in the vicinity of Hiatt Baker
Hall.
Resident’s Parking Scheme
6.4 Discussions on the introduction of a RPS covered the following issues.
(i) In the past all RPS have been in a collar around the city centre. However, a
scheme is currently being progressed at Bower Ashton to protect residential
streets from overspill parking that has arisen since a charge was introduced for
parking at Ashton Court. This sets a precedent for the introduction of isolated
schemes remote from the city centre collar.
(ii) The Mayor is keen to extend the existing RPS collar around the city centre and
has tasked officers to deliver significant extensions by 2015. This will take up all
available resources for the time being. Hence, the earliest BCC officers could
spend significant time on a Stoke Bishop RPS is probably 2016.
(iii) From start to finish - comprising scheme development, informal consultation,
scheme confirmation, publication of a Traffic Regulation Order (TRO), formal
consultation and confirmation of TRO - it typically takes 12 months.
(iv) Defining the boundary of the scheme is a crucial issue. Based on past
experience, BCC define an RPS tightly around the area experiencing problems
and promise consultation with neighbouring areas after implementation. It was
noted that this approach may not be welcomed by residents of Elmlea Avenue,
as repeated concerns voiced about parking on Elmlea Avenue had not been
evidenced in the first two parking surveys.
(v) As BCC will be unable to work on a scheme until 2015/16, it would be acceptable
to BCC for UoB to engage in an informal consultation with residents on a
proposed scheme. UoB could also provide the resource to develop a scheme so
the formal TRO procedure can be progressed.
(vi) BCC are unlikely to be willing to fund the scheme.
Waiting Restrictions
6.5 Discussions on waiting restrictions covered the following issues.
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(i) Waiting restrictions should be easier to introduce than an RPS and could be
adopted as an interim measure prior to subsequent introduction of an RPS.
(ii) Previous waiting restriction schemes consulted upon for the roads around the
Stoke Bishop Campus in 2009 were based upon introducing double yellow lines
banning parking at all times. In the meeting a four hour waiting limit between
9am and 5pm was considered as a means of allowing short daytime and
evening/overnight visitor parking for residents, while preventing 24 hour student
parking.
(iii) UoB could consult residents about the principle of introducing waiting restrictions
but BCC would wish to approve a scheme prior to UoB consulting residents.
(iv) Introducing waiting restrictions is a simpler TRO process. Costs are likely to be
£5,000 to £7,000 per street.
(v) The overall timescale to introduce a waiting restriction is also typically 12 months
but BCC could commence work on a waiting restriction TRO in the 2013/14
financial year.
(vi) BCC noted that the Neighbourhood Forum (NF), covering Westbury on Trym and
Stoke Bishop, has not raised concerns about parking on the streets around the
Stoke Bishop Campus. However, the NF may be willing to help promote any
schemes taken forward.
Other Issues Discussed
6.6 The discussions prompted comment on the following related issues.
(i) BCC is progressing a scheme to introduce a four hour waiting restriction on one
side of Stoke Road across The Downs, where commuter parking on both sides
has increased and is impeding through traffic movement, especially buses.
(ii) A bus lane and box markings on Parry’s Lane are required as part of the Hiatt
Baker Hall extension and a TRO needs to be implemented by August 2013, as
the bus hub will be used from September 2013. The Hiatt Baker extension S106
was believed to cover this and BCC undertook to check progress.
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Preliminary Scheme for Further Consideration
Proposed Scheme
6.7 The parking surveys revealed that university related parking is occurring on Shaplands and
Stoke Park Road but not in significant quantities elsewhere. So to further discussion about
waiting restrictions and Residents’ Parking, the preliminary proposals shown on Figures 3 and
4 were developed for these roads. The proposals include the introduction of a Residents’
Parking Scheme on Shaplands and new areas of four hour waiting restrictions on Shaplands
and Stoke Park Road. Some modest alterations to double yellow lines are also proposed on
these roads.
6.8 As the parking surveys found no justification for introducing new controls on any other streets
in the vicinity, the proposals follow BCC’s advice to keep the boundaries tight and no new
restrictions are proposed on streets where there is no current evidence of an existing
university related parking problem.
6.9 The proposal to introduce a four hour waiting restriction is offered for consideration and is not
a firm recommendation. During term time, it is more convenient for some students,
particularly those in Hiatt Baker Hall and the southern blocks of Churchill Hall, to park on
street alongside their block than to park in the nearest hall car parks, which are some
distance away. Students are resident seven days a week during term time. Hence, the
objective is to prevent all day student parking in these locations every day of the week, while
maintaining some availability of parking to serve visitors and tradesmen associated with the
adjacent private residences. To seek to achieve this objective, the tentative proposal is to
apply the waiting restriction for seven days a week, which would be unusual.
6.10 At present, the proposal is to restrict waiting to four hours between the hours of 08.00 and
22.00, these hours being selected on the basis that it would allow residents’ visitors to park
overnight but not all day. However, a restriction to these hours would allow a car to be parked
legitimately from four hours before 22.00, that being 18.00, until four hours after 08.00 or
12.00 noon. Hence, it would permit parking for 18 continuous hours from 18.00 on one day
until 12.00 noon of the following day. If this is considered to be too generous, it may be
appropriate to extend the restricted period to operate from say, 06.00 until 00.00 each day.
Bristol City Council Response
6.11 Sanctioned by UoB, BCC’s views on the above proposals have been sought and their
comments are summarised as follows.
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(i) The Shaplands scheme could work well as a restricted zone from its junction with
Parrys Lane. The zone could restrict all parking to permit holders only.
Households would be eligible for residents' and visitor permits.
(ii) The hours of operation could be Mon-Fri 9am-5pm, Mon-Sat 9am-5pm or Mon-
Sat 9am-10pm perhaps. Zone signing at the entry to Shaplands could remove
the need for signs and lines on the road.
(iii) The need for the limited waiting is questioned. If not needed, it could be
removed, or alternatively it could be pay and display parking.
(iv) The limited waiting on Stoke Park Road could be useful, but it would be difficult
to enforce due to the long maximum stay and weekend operation. It may be that
very little enforcement would be required in practice and that specific targeted
efforts would be sufficient if problems did occur.
(v) The current model for RPS costs and enforcement relies upon annual income
from permit fees, supplemented by pay and display parking charges and any
penalty charge notice revenue (enforced by BCC Civil Enforcement Officers).
£20,000 – 40,000 should be sufficient to introduce a scheme on Shaplands,
including a review and any necessary changes after six months of operation. If
UoB was prepared to cover the on-going costs of residents' permits, this would
make the proposal more popular. Permit costs and eligibility criteria are set out
on the RPS website at: http://www.bristol.gov.uk/page/residents%E2%80%99-
parking-schemes. However, first and second permit costs may well increase to
£50 and £100 per annum in the future.
(vi) The cost of implementing further waiting restrictions on Stoke Park Road, or on
Shaplands as an interim measure, is estimated to be in the range £5,000 to
£7,000 per road. All schemes are likely to take 12 months to deliver from
scheme inception.
(vii) Consistent junction and access protection on Stoke Park Road would be
desirable.
(viii) Displaced parking may become a consequent problem on the western end of
Stoke Park Road.
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7. CONCLUSIONS
Parking Surveys
7.1 Parking beat surveys were conducted on the Stoke Bishop Campus and the adjacent roads in
term time on 6th December 2012 and 31st January 2013, and during the Christmas break on
20th December 2012, to obtain tangible evidence of current parking practices.
On Street Parking
7.2 Analysis of the surveys revealed that significant university related parking occurs on
Shaplands and Stoke Park Road. At Shaplands it is estimated that up to 14 cars may be
parked in association with university activity. At Stoke Park Road up to 19 cars may be
parked alongside Churchill Hall and up to 14 alongside Badock Hall in connection with
university activity. The parking on Shaplands has increased by perhaps five cars since the
last surveys in February 2012 but parking on Stoke Park Road has reduced by 20 to 30 cars.
7.3 No evidence of significant university related parking was found on any other roads in the
vicinity of the Stoke Bishop Campus.
7.4 The surveys identified that students residing in Hiatt Baker Hall and the southern blocks of
Churchill Hall are parking on Shaplands and Stoke Park Road respectively because it is more
convenient to park on the adjacent road than in the nearest hall car parks, which are some
distance away. In the absence of a charge for campus parking permits, the students’
decisions to park on the nearest street must reflect a matter of convenience. This
“convenience factor” has not been identified in previous surveys.
On Campus Parking
7.5 Current on campus parking practices have been assessed to establish ratios linking peak car
park usage to the number of bed spaces in each hall. This academic year the ratio is
influenced by the experimental availability of free student parking permits. This has evidently
had a particular impact in increasing demand for parking at Badock and Churchill Halls. The
loss of all parking at Hiatt Baker Hall during the construction of the extension has also
impacted upon demand at University Hall, where the car parks are being shared with Hiatt
Baker Hall.
7.6 In the term time surveys the ratio of on campus parking varied between 1 parking space per
10.2 beds at Durdham Hall, to 1:8.0 at Wills Hall, 1:6.0 at Badock and 1:7.0 at Churchill.
Being used by both University and Hiatt Baker residents, the ratio of combined use of
University Hall’s car parks has peaked at just 1:14.6, reflecting the lowest peak demand of
any hall on the campus. These ratios highlight the current variation in demand for parking,
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with demand at Durdham Hall being significantly less than the demand for parking at Badock
and Churchill Halls. To address these variations and enable better allocation of spaces to
meet demand, UoB is recommended to introduce central control of parking permits at Stoke
Bishop Campus.
7.7 The projection of demand for parking at Hiatt Baker Hall could support a case for construction
of a small new car park to meet the demand for parking generated by the extended Hiatt
Baker Hall. However, Hiatt Baker and University halls will benefit the most from the
introduction of the bus hub that is currently under construction and will come into use in
September 2013. UoB is, therefore, recommended to review the effects of improved bus
accessibility, and any other measures it adopts to discourage students from bringing cars to
university, on demand for parking during the autumn 2013 term. Provided a decision is taken
in autumn 2013 there would remain sufficient time to secure planning consent and construct
additional parking by September 2014, should it be considered necessary.
On Street Parking Restrictions
7.8 Responding to the on-street parking problems identified in the surveys, preliminary proposals
have been developed to introduce new waiting restrictions on Stoke Park Road and
Shaplands, the latter alongside a Residents’ Parking Scheme. These are shown on Figures 3
and 4.
7.9 BCC officers have advised that the local highway authority would be willing, in principle, to
consider the introduction of these restrictions but does not have the resources or funding to
progress them until the next financial year in the case of the waiting restrictions, and until
2015/16 in the case of the Residents’ Parking Scheme. However, BCC is willing to co-operate
if UoB chooses to progress the schemes.
7.10 The cost of implementing a Resident’s Parking Scheme on Shaplands is likely to be in the
range £20,000 to £40,000. The cost of implementing further waiting restrictions on Stoke
Park Road, or on Shaplands as an interim measure, is estimated to be in the range £5,000 to
£7,000 per road. BCC advise that all schemes are likely to take 12 months to deliver from
scheme inception.
REDLAND
A4018 WESTBURY ROAD
HIATT BAKER HALL
A4018 WESTBURY ROAD
A4018 WHITELADIES ROAD
STOKE ROAD
A4 PORTWAY
BISHOPSTON
WESTBURY PARK
SNEYD PARK
STOKE BISHOP
WILLS HALLBADOCK HALL
CHURCHILL HALL
DURDHAM HALL
UNIVERSITY HALL
SAVILLE ROAD
THE DOWNS
UNIVERSITY OF BRISTOLSTOKE BISHOP PARKING SURVEYS
LOCATION PLAN1:10,000
FIGURE 1
SHAPLANDS
SAVILLE GATE CLOSE
PARR
Y'S LA
NE
HILL
STOKE
HO
LL
YB
US
H L
AN
E
ROADSTOKE
LANE
HOLLYMEAD
PARK
3
1
6
Farm
2
5
Home
4
1
2
3
34
Badgers Holt
26
28 30
12
Lower Lodge
Upper Lodge
Beechdale
2
Waltham Cottage
(nursing Home)
House
17
The Grange
House Pinke
rs
Kitale
Hillsdown
The Downs Lodge
The
Downs Hall
Marlow
Kimberly
5
3
Cottage Down Ho
use
Downs
The Holmes
Claverton
Cottage
The Gate House
The Holly Bush
Atherton House
Greystones
Springfort
HouseSpringfort
Springfort Down
29
25
23
21
Aabletone
Waltham Lodge
Cottage
Memorial
2
Downs Edge The Pi
llars
Cottage Gran
ge
Cottage Walth
am
The Grange
Springfort
27
1
6
22
14
11
82.6m
BM 84.66m
BM 84
.95m
BM 82.92m
BM 81.10m
BM 75
.02m
BM 85.86m
BM 87.90m
BM 73.30m
85.6m
BM 88.98m
BM 88.80m
BM 53.92m
55.2m
BM 51.82m
52.4m
Ponds
3
9
8
11
5
1
ORCHAR
D CLOSE
16
20
60.0m
6
14a
CO
TE
74.4m
12
1
PA
DD
OC
K
10
LB
14
68.6m
30
32
26
2
28
2
5
1
4
PARRY'S LANE
A
AB
BC
C G
GD
D F
FE
A B
BB A
AA ABBB BDD A ACCDDC
C B
B AA C
C D EF
G
DC
EF
84.4m
PARRY'S
LANE
82.6m
FA
BT
HE
PR
OP
ER
TY
OF
TH
IS D
RA
WIN
G IS
VE
ST
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IN
KE
Y T
RA
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KEY TRANSPORT CONSULTANTSLTD 26 BERKELEY SQUAREBRISTOLBS8 1HPTel : 0117 920 9430E-mail : [email protected]
CAD FILE NAME: F:\DATA\Jobs\0415 Bristol University Student Accommodation\AutoCADARKING SURVEY FIGURE 2.dwg
UNIVERSITY OF BRISTOLSTOKE BISHOP CAMPUS PARKING
SURVEY LOCATIONS1:2000 @ A3FIGURE 2
SHAPLANDS
ELMLEA AVE
PA
RR
Y'S
LAN
E
HOLL
YMEA
D LA
NE
STO
KE P
ARK
ROAD
HO
LLYB
USH
LAN
ECHURCHILL HALL
BADOCK HALL
UNIVERSITY HALL
DURDHAM HALL
WILLS HALL
BOTANIC GARDEN
CO
TE P
AD
DO
CK
B
A
A
D
A
AB
BC
B
B
C
C
C
A
D
RYLESTO
NE G
RO
VE
20
60.0m
30
32
26
2
28
5
1
4
SHAPLANDS
3
1
6
18
17
Farm
25
Home
4
1
2
49
3
Stoke Abbey Farm
34
Badgers Holt
26
28
30
12
14
15
16
19
2223
24
25
27
22
21
20
TH
E P
RO
PE
RT
Y O
F T
HIS
DR
AW
ING
IS
VE
ST
ED
IN
KE
Y T
RA
NS
PO
RT
CO
NS
ULT
AN
TS
LT
D A
ND
MU
ST
NO
T B
E C
OP
IED
OR
RE
PR
OD
UC
ED
IN
AN
Y W
AY
WIT
HO
UT
TH
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WR
ITT
EN
CO
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EN
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AP W
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KEY TRANSPORT CONSULTANTSLTD 26 BERKELEY SQUAREBRISTOLBS8 1HPTel : 0117 920 9430E-mail : [email protected]
CAD FILE NAME: F:\DATA\Jobs\0415 Bristol University Student Accommodation\AutoCAD\0415-002-003.dwg
UNIVERSITY OF BRISTOLPROPOSED RESIDENTS' PARKING
SCHEME FOR SHAPLANDS1:1000 @ A3FIGURE 3
EXISTING DOUBLEYELLOW MARKINGS
PROPOSED DOUBLEYELLOW MARKINGS
RESIDENTS ONLYPARKING
LIMITED WAITING 4HRS MAXSTAY, MON-SUN, 08:00 - 22:00
Beechdale
Springfort
House
Springfort
29
25
23
21
Aabletone
Waltham Lodge Cotta
geSprin
gfort
22
ROAD
STOKE
PARK
20
Hollygate Lodge 1
22
1411TH
E P
RO
PE
RT
Y O
F T
HIS
DR
AW
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IS
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IN
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Y T
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KEY TRANSPORT CONSULTANTSLTD 26 BERKELEY SQUAREBRISTOLBS8 1HPTel : 0117 920 9430E-mail : [email protected]
CAD FILE NAME: F:\DATA\Jobs\0415 Bristol University Student Accommodation\AutoCAD\0415-002-003.dwg
UNIVERSITY OF BRISTOLPROPOSED WAITING RESTRICTIONS
ON STOKE PARK ROAD1:1000 @ A3FIGURE 4
EXISTING DOUBLEYELLOW MARKINGS
PROPOSED DOUBLEYELLOW MARKINGS
RESIDENTS ONLYPARKING
LIMITED WAITING 4HRS MAXSTAY, MON-SUN, 08:00 - 22:00
University of Bristol
Stoke Bishop Campus
Analysis of Campus Parking APPENDIX A
Zone Zone Type
Length
of
zone
Kerbspace
available
for legal
parking
Estimated
parking
space
maximum
occupancy
%
occupancy
at peak
Peak timeAverage
Occupancy
Average
length of
stay
Duration of
stay more
than 12
hours
Vehicles
Parked at
07:00
%
occupancy
at 07:00
Vehicles
Parked at
21:00
%
occupancy
at 21:00
maximum
occupancy
%
occupancy
at peak
Peak timeAverage
Occupancy
Average
length of
stay
Duration of
stay more
than 12
hours
Vehicles
Parked at
07:00
%
occupancy
at 07:00
Vehicles
Parked at
21:00
%
occupancy
at 21:00
maximum
occupancy
%
occupancy
at peak
Peak timeAverage
Occupancy
Average
length of
stay
Duration of
stay more
than 12
hours
Vehicles
Parked at
07:00
%
occupancy
at 07:00
Vehicles
Parked at
21:00
%
occupancy
at 21:00
Wills Hall A (Permits) Car Park - - 0 N/A 0.0 00:00 - 0 0 1 07:00 0.3 03:00 - 1 0 0 N/A 0.0 00:00 - 0 0
Wills Hall A (No Permits) Car Park - - 4 09:00 2.3 03:15 - 2 2 0 N/A 0.0 00:00 - 0 0 4 19:00 2.3 04:40 1 1 2
Wills Hall B (Permits) Car Park - - 1 07:00 0.7 09:00 - 1 0 1 07:00 0.5 03:00 - 1 1 1 12:00 0.1 00:00 - 0 0
Wills Hall B (No Permits) Car Park - - 6 09:00 2.3 02:53 - 0 3 0 N/A 0.0 00:00 - 0 0 4 11:00 1.6 01:24 - 1 1
Wills Hall C (Permits) Car Park - - 8 07:00 5.5 06:33 5 8 7 0 N/A 0.0 00:00 - 0 0 7 09:00 4.5 03:32 2 5 2
Wills Hall C (No Permits) Car Park - - 3 10:00 0.4 01:00 - 0 0 0 N/A 0.0 00:00 - 0 0 5 09:00 3.2 02:26 - 2 1
Wills Hall D (Permits) Car Park - - 21 07:00 18.5 05:19 11 21 21 12 09:00 5.3 02:49 1 4 0 13 09:00 10.4 07:40 7 8 7
Wills Hall D (No Permits) Car Park - - 0 N/A 0.0 00:00 - 0 0 0 N/A 0.0 00:00 - 0 0 9 09:00 6.3 03:57 3 8 1
Wills Hall Total Car Park - - 73 39 53% 10:00 29.7 04:52 16 32 44% 33 45% 14 19% 09:00 6.1 02:50 1 6 8% 1 1% 39 53% 11:00 28.3 04:07 13 25 34% 14 19%
Durdham Hall A (Permits) Car Park - - 0 N/A 0.0 00:00 - 0 0 0 N/A 0.0 00:00 - 0 0 0 N/A 0.0 00:00 - 0 0
Durdham Hall A (No Permits) Car Park - - 0 N/A 0.0 00:00 - 0 0 0 N/A 0.0 00:00 - 0 0 0 N/A 0.0 00:00 - 0 0
Durdham Hall B (Permits) Car Park - - 14 09:00 9.7 08:04 6 7 6 2 07:00 2.0 14:00 2 2 2 15 08:00 12.3 06:40 6 14 8
Durdham Hall B (No Permits) Car Park - - 7 09:00 5.8 06:55 3 6 4 3 09:00 2.1 04:20 - 2 1 5 10:00 3.5 06:26 2 1 3
Durdham Hall C (Permits) Car Park - - 0 N/A 0.0 00:00 - 0 0 0 N/A 0.0 00:00 - 0 0 0 N/A 0.0 00:00 - 0 0
Durdham Hall C (No Permits) Car Park - - 0 N/A 0.0 00:00 - 0 0 0 N/A 0.0 00:00 - 0 0 1 07:00 1.0 14:00 1 1 1
Durdham Hall D (Permits) Car Park - - 0 N/A 0.0 00:00 - 0 0 0 N/A 0.0 00:00 - 0 0 0 N/A 0.0 00:00 - 0 0
Durdham Hall D (No Permits) Car Park - - 1 07:00 0.1 00:00 - 1 0 0 N/A 0.0 00:00 - 0 0 0 N/A 0.0 00:00 - 0 0
Durdham Hall Total Car Park - - 45 21 47% 09:00 15.5 07:19 9 14 31% 10 22% 5 11% 09:00 4.1 06:45 2 4 9% 3 7% 21 47% 11:00 16.7 06:50 9 16 36% 12 27%
Badock A (Permits) Car Park - - 29 10:00 18.5 05:57 5 11 9 8 10:00 2.9 03:53 - 3 0 29 09:00 16.3 05:15 6 21 7
Badock A (No Permits) Car Park - - 9 10:00 6.9 04:25 2 2 3 5 10:00 3.0 05:26 1 3 1 9 09:00 10.5 05:05 3 7 12
Badock B (Permits) Car Park - - 11 10:00 8.6 06:10 2 8 5 1 07:00 1.0 14:00 1 1 1 12 07:00 10.5 10:17 8 12 7
Badock B (No Permits) Car Park - - 10 10:00 5.7 05:37 - 2 1 7 09:00 2.7 03:06 - 1 0 9 07:00 7.1 07:14 5 9 8
Badock C (Permits) Car Park - - 4 08:00 1.7 05:15 - 0 0 0 N/A 0.0 00:00 - 0 0 2 07:00 0.9 05:30 - 2 0
Badock C (No Permits) Car Park - - 5 08:00 2.5 06:36 - 0 0 0 N/A 0.0 00:00 - 0 0 1 07:00 0.1 01:00 - 1 0
Badock Total Car Park - - 76 66 87% 10:00 43.9 05:39 9 23 30% 18 24% 20 26% 10:00 9.7 04:22 2 8 11% 2 3% 61 80% 09:00 45.5 06:10 22 52 68% 34 45%
Churchill A (Permits) Car Park - - 16 07:00 11.7 06:57 4 16 4 5 09:00 2.3 05:48 1 2 1 10 09:00 9.7 08:40 6 11 7
Churchill A (No Permits) Car Park - - 6 08:00 5.7 05:37 1 3 3 0 N/A 0.0 00:00 - 0 0 7 17:00 4.5 06:27 2 2 5
Churchill B (Permits) Car Park - - 23 10:00 17.2 03:52 - 20 10 5 11:00 4.1 06:45 3 4 4 21 07:00 16.5 07:14 12 21 12
Churchill B (No Permits) Car Park - - 4 10:00 2.9 03:00 - 1 3 4 13:00 1.7 01:30 - 2 1 3 07:00 4.1 04:38 1 3 4
Churchill Total Car Park - - 59 49 83% 10:00 37.5 04:41 5 40 68% 20 34% 13 22% 11:00 8.1 04:15 4 8 14% 6 10% 39 66% 17:00 34.7 07:00 21 37 63% 28 47%
Botanic A (Permits) Car Park - - 18 19:00 8.0 05:19 3 0 18 0 N/A 0.0 00:00 - 0 0 4 07:00 3.8 05:20 2 4 5
Botanic A (No Permits) Car Park - - 15 16:00 13.6 05:22 1 0 15 14 11:00 5.3 03:27 - 2 0 16 10:00 10.3 04:08 2 4 9
Botanic Total Car Park - - 30 33 110% 19:00 21.6 05:20 4 0 0% 33 110% 14 47% 11:00 5.3 03:27 - 2 7% 0 0% 20 67% 10:00 14.1 04:24 4 8 27% 14 47%
University Halls A (Permits) Car Park - - 7 08:00 5.8 04:48 1 4 4 2 09:00 2.3 02:05 1 4 1 16 11:00 9.5 03:12 1 9 9
University Halls A (No Permits) Car Park - - 6 08:00 2.3 02:11 - 2 1 5 09:00 1.4 00:55 - 2 1 0 N/A 0.1 00:00 - 1 0
University Halls B (Permits) Car Park - - 1 07:00 1.4 03:12 - 1 0 2 08:00 1.9 04:48 - 3 2 9 11:00 4.3 03:20 2 3 3
University Halls B (No Permits) Car Park - - 5 10:00 2.5 01:43 - 4 0 3 10:00 0.7 01:00 - 0 0 0 N/A 0.0 00:00 - 0 0
University Halls C (Permits) Car Park - - 18 10:00 16.1 05:55 5 17 14 4 13:00 2.7 07:00 1 2 2 26 08:00 22.7 07:18 13 25 17
University Halls C (No Permits) Car Park - - 7 07:00 6.2 04:28 2 7 7 0 N/A 0.0 00:00 - 0 0 1 08:00 0.1 00:00 - 0 0
University Hall Total Car Park - - 84 43 51% 10:00 34.4 04:19 8 35 42% 26 31% 14 17% 10:00 8.9 02:37 2 11 13% 6 7% 50 60% 11:00 36.7 04:58 16 38 45% 29 35%
60% 56% 38%
59% 37% 33%
75% 25% 25%
80% 80% 53%
67% 27% 47%
33% 33% 0%
59% 45% 41%
84% 62% 42%
95% 95% 68%
14% 14% 14%
0% 0% 0%
0% 0% 0%
65% 48% 35%
9% 4% 4%
36% 9% 5%
0% 0% 0%
0% 0% 0%
0% 0% 0%
16% 13% 10%
January 31st 2013
57% 14% 29%
28% 6% 6%
67% 39% 17%
73% 53% 27%
26% 22% 7%
42% 25% 17%
30% 20% 17%
47% 7% 0%
0% 0% 0%
17% 7% 3%
29% 13% 2%
56% 53% 47%
December 20th 2012
14% 14% 0%
6% 6% 6%
0% 0% 0%
40% 13% 0%
48% 22% 19%
50% 42% 0%
90% 70% 43%
110% 0% 110%
100% 0% 0%
76% 66% 24%
29% 27%
95% 45% 27%
0% 0% 0%
25% 25% 0%
December 6th 2012
57% 29% 29%
39% 6% 17%
30
30
7
18
0% 0% 0%
68% 42% 32%
61% 44% 39%
70% 70% 70%
84%
27
12
45
4
45
22
9
29
18
30
3
31
7
F:\Jobs\0415 Bristol University Student Accommodation\HB PMP\Parking Surveys\Summary 2 On & Off Street Parking by Zone 08/03/2013