LB Camden Annual Parking and Enforcement Report 2009 (1)

8/8/2019 LB Camden Annual Parking and Enforcement Report 2009 (1)

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Annual parking and enforcementreport 2009

October 2009


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ForewordI am pleased to present Camden's third Annual Parking and Enforcement Report.

The council is committed to bring greater customer focus to parking, to make parkingfairer and improve transparency for all users. The council also needs to balance theneeds of different users and to deliver wider council transport policy objectives,

particularly with regard to sustainability.The annual report is a testament to the councils commitment to improve transparency,and to do so in a rounded way that explains the policy changes the council has made.Statutory guidance under Part 6 of the Traffic Management Act 2004obliges localauthorities that enforce parking and traffic regulations to publish parking reports annuallyfrom this year and in particular to provide certain statistical information, such as that setout in section 4. However, the current report, like its predecessors, also sets outchanges that have occurred to Camdens parking regime. For convenience this reportincludes a chronology of the changes the council has made to parking over the lastthree years, and where to find out further details in previous annual reports.

The Annual Residents Surveyshows that the perception of parking is on balance poor.While I am pleased to see that the level of satisfaction continues to grow each year thisis not grounds for complacency; the council has more work to do in improving theperformance and perception of parking based around a stronger customer focus. Thecouncil will continue to try and improve the management and enforcement of parkingand traffic controls, delivering a fair and proportionate system which the council shallcontinue to update you about in forthcoming annual reports.

Nobody wants to receive a parking or traffic ticket, but if you feel that due to extenuatingcircumstances the ticket should be cancelled then make a representation and our backoffice staff will look at your case fairly, independently of the Civil Enforcement Officewho wrote out the ticket in the first place. Some cases are complex and end up going to

appeal. Statistics published by the adjudicators, PATAS, show that in 2008/9 as apercentage Camden won more parking appeals at adjudication than all other Londoncouncils and Camden ranks highly on bus lane and moving traffic appeals. I feel thatthis reflects well on how satisfactorily Camden deals with representations.

Sustainability is a core value of the Partnership Administration. The council is extendingits emission-based residents parking policy onto the private roads on council estates,and is looking at a range of alternatively fuelled vehicles in the councils transport fleetand promoting their use by others, including hydrogen fuel cells, biomethane andelectric and hybrid vehicles. The number of car club vehicles and members continues togrow, as do the numbers of workplace travel plans, school travel plans, planning

agreements relating to car capped and car free housing and number of peopleundertaking cycle training. These activities have contributed to a significant drop in cartraffic from 2001 to 2008 (by 27%) and a 137% increase in cycling.

Camden is at the forefront regarding researching and implementing sustainabletransport solutions. The council commissioned research through the Clear ZonePartnership comparing the environmental costs of different types of vehicles,downloadable from the Newride website (1) as the report Life Cycle Assessment ofVehicle Fuels and Technology. This research helped the council to develop its electricvehicle and emission-based residents parking policies (described in the 2007 AnnualParking and Enforcement Report) and also a web based tool (travelfootprint.org) that

compares the whole lifecycle environmental footprint for all modes of transport for whichCZP won an award for the most innovative transport project at the 2009 London


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Transport Awards. I am keen that the council continues to innovate and I am pleasedthat the council will be introducing Camdens first electric car club bay in autumn 2009 inLincolns Inn Fields.

I am pleased to note that the number of parking or traffic tickets (PCNs) issuedcontinues to decline and even though the sharp drop between 2007/8 and 2008/9 maybe partly due to the recession, I expect this trend to continue.

To help counter the recession Camden has launched the love your local high streetcampaign and continues to conduct reviews of parking and loading arrangements intown centres.

Although there was a slight increase in the number of people injured on Camdens roadsin 2008, I am pleased to see that the number of causalities still remain well below 900per year for the third year in a row.

Cllr Chris KnightExecutive Member for EnvironmentOctober 2009


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Table of contents iii1. Introduction and context .................................................................. 11.1. Overview ............................................................................................................11.2. Traffic flow data..................................................................................................21.3. Road safety ........................................................................................................31.4. Data on car clubs, workplace travel plans, school travel plans and car free

households.........................................................................................................51.5. Cycle parking, cycle stations and training ..........................................................91.6. Air quality .........................................................................................................111.7. Climate change ................................................................................................131.8. Other user satisfaction statistics.......................................................................141.9. Listening to community views on parking.........................................................151.10. Camdens sustainable community strategy and the corporate plan .................162. Whats new....................................................................................... 182.1. Update of the CPZ review programme.............................................................182.2. Update on the review of the visitor permit scheme south of Euston Road .......182.3. Restructure of Parking Services.......................................................................192.4. Changes to the way Blue Badges are issued...................................................202.5. Simplification of permit renewals and the closure of Environment Locals in

Hampstead and Kilburn....................................................................................202.6. Changes/closure to parking suspensions office ...............................................212.7. An update on the programme of reviews of waiting and loading facilities in town

centres .............................................................................................................222.8. Coding by vehicle type when PCNs are issued................................................232.9. Asset management project...............................................................................232.10. Graphical representation of parking bays on website.......................................242.11. Love your local high street campaign .............................................................252.12. Camdens policy of motorcycles in bus lanes...................................................253. Whats coming up............................................................................ 263.1. On-street electric vehicle charging bays...........................................................263.2. CPZ review programme ...................................................................................263.3. Pay by phone parking and other PIP related projects ......................................263.4. Review of emission-based parking permits......................................................273.5. Introduction of emission-based charging for parking places on estates ...........273.6. Waiting and loading reviews.............................................................................284. Statistics, financial information, reviews and monitoring ........... 294.1. The number of PCNs issued by contravention type .........................................294.2. The number of PCNs issued by severity of contravention................................294.3. The number of PCNs paid, representations made and cancelled ....................304.4. The incidence of clamping and vehicle removals .............................................314.5. Financial statistics ............................................................................................324.6. Statistics on appeals and related .....................................................................354.7. Performance statistics relating to Camdens enforcement contracts, environment

locals and CEOs safety ...................................................................................365. More information ............................................................................. 39


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Glossary .......................................................................................... 41Appendix 1: Chronology of changes to parking in Camden from

May 2006 ................................................................. 44


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1. Introduction and context

1.1. Overview

1.1.1. This is Camdens third Annual Parking and Enforcement Report. Four broadareas are covered in the report:

The context of the borough, and the wider policy context in which parkingand traffic enforcement sits.

Whats new this deals with changes in policy and enforcement practicesand new parking products and services that appeared over the last year.

Whats coming up this looks ahead and indicates new changes that arebeing considered.

Reviews and monitoring this provides updates on parking related reviewsthat are occurring and the results of relevant monitoring activity. Reference

is also made to parking and enforcement statistics, as well as financialinformation with comparative data for previous years.

1.1.2. The box below summarises the context of parking and enforcement in Camden.The rest of section 1 sets out in more detail issues around managing trafficdemand and flows, road safety, the wider initiatives to reduce demand andmake the borough more sustainable. Parking and traffic enforcement sits firmlywithin this wider context, and is a key tool in that wider toolbox for managingand improving the borough and its road network.

The purpose of parking and traffic regulation and why they are enforced

This annual report sets out some of the facts and figures of Camden's parking andenforcement activity but it is important also to bear in mind why the borough managesparking in the first place. The various parking policy objectives are set out more fully inthe Parking and Enforcement Plan, but are also summarised here.

Demand for parking in Camden far outstrips the supply of kerbspace available and theCouncil seeks to maintain an active balance between the different demands fromresidents, their visitors, businesses and their deliveries and customers, access fordisabled people, etc. This also needs to be balanced with the duty on the Council tokeep traffic moving, avoiding unsafe and obstructive parking, and making sure there isgood access for pedestrians, cyclists, buses and vehicles of all sorts.

Alongside this is the aim of sustainability, restraining inessential traffic so that weachieve efficient movements for essential vehicles (e.g. emergency services anddeliveries). In a crowded inner city we encourage people to move in the most efficientand sustainable ways possible and to help achieve this we improve conditions forwalking and cycling, including making these movements safer, and improve the flow ofpublic transport. In addition to the efficiency of our road network this has clear links tominimising the wider impacts of traffic on poor air quality and on the contribution toclimate change.

1.1.3. Camden recognises that management of traffic and parking sits within adynamic and changing context, and that constant adjustment and improvementis necessary to guarantee effective and responsive management. Recent years


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have seen significant changes, such as the abandonment of clamping followinga unique study, and Camden intends to continue to try and improve themanagement and enforcement of parking and traffic controls, delivering a fairand proportionate system that is seen to be so.

1.2. Traffic flow data1.2.1. Managing the road network in London is challenging given that there is a finite

supply of road space and kerb space. Demand for the use of this space - formoving traffic, for servicing and for parking - considerably exceeds capacity inmany parts of London, especially in the inner areas.

1.2.2. Camden, situated as it is in the centre of London, experiences some of theworst congestion in Britain. Parking and enforcement policies offer importantand effective means of managing demand: the extent, location and cost ofparking have major implications for traffic levels, traffic congestion, theefficiency of public transport services and the health of the local economy.

Parking controls should therefore be seen as a component of wider demandmanagement techniques that restrain traffic.

1.2.3. The introduction of CPZs resulted in a reduction of parked vehicles and hencetraffic associated with it, as demonstrated by our parking beat surveys (AnnualParking and Enforcement Report 2007, table 3.12).

1.2.4. Further details about the relationship between restraining traffic, parkingpolicies and other Council policies are dealt with in the Parking andEnforcement Plan, Camdens Local Implementation Planand the NetworkManagement Plan, which may be found on the Council website:

camden.gov.uk/parkingplan

camden.gov.uk/lip

camden.gov.uk/nmp

1.2.5. Road traffic flows are monitored for changes in volume and type of trafficpassing across screen lines. There are four screenlines in Camden - threeassess changes in north-south radial traffic through the borough and onecatches east-west orbital traffic across the borough. Until 2006 only twoscreenlines were measured each year, with data interpolated for interveningyears. We now carry out surveys of all four screenlines every year two inspring, two in autumn.

1.2.6. The results of the latest traffic counts in 2008 are given in table 1.1. Data hasbeen collected from 1996 onwards, although data is presented here from 2001,which is the baseline for Camdens and the Mayor of Londons motorised trafficreduction target of 15% by 2011.

1.2.7. In summary:

Since 2001 the surveys show a drop in motorised traffic (i.e. excludingcycles) of 15% (which meets our 2011 target) and a rise in cycling of 137%(which exceeds the target of 80% by 2010).

Compared to 2007 the volume of traffic increased for all vehicle types(except for medium-sized and heavy goods vehicles which have bothdecreased). As car traffic and goods traffic have experienced trend declines


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since 1996, let alone 2001, car traffic remains stable with a 0.5% increasefrom 2007 to 2008 and a further decline of 9% overall for goods vehicles.There has been a considerable increase in other traffic types includingmotorcycles (10%), light goods vehicles (11%) and buses/coaches (11%)which have contributed to a rise in motorised traffic of 2.8%. This is in

contrast to the sharp declines for motorcycles, taxis and buses/coachesfrom 2006 to 2007. The dip in 2007 may be partly explained by theintroduction of the western extension of the congestion charging zone inFebruary 2007, and partly by the increase in petrol prices and economicslowdown later in 2007 affecting general commercial activity.

Cycling experienced a substantial increase of 45% between 2007 and 2008.Despite the drop in cycling from 2006 to 2007, the 2008 surveys haveestablished that cycling remains on a long term rising trend.

Table 1.1 Traffic flow data

Calendar year6hr count totals over allscreenlines

2001 2002 2003 2004 2005 2006 2007 2008

%change2001 to

2008

%change2007 to

2008

Cycle 12,070 12,652 13,974 16,525 20,416 23,496 19,797 28,628 137.2 44.6

Motorcycle 18,026 17,742 17,484 17,231 18,129 19,710 16,251 17,875 0.8 10.0

Taxi 27,081 28,441 30,800 30,654 31,954 35,577 30,999 32,046 18.3 3.4

Light goods vehicle 40,563 38,530 37,718 37,515 38,776 40,219 35,139 38,876 4.2 10.6

Medium goods vehicle 12,737 12,150 11,653 10,969 10,281 10,561 10,565 9,241 -27.4 -12.5

Heavy goods vehicle 1,688 1,426 1,602 1,660 1,865 2,409 2,182 1,832 8.6 -16.0

Bus and other PSVs 5,611 6,220 7,060 7,494 8,820 9,394 8,880 9,803 74.7 10.4

Car 159,577 145,539134,344 129,349 132,672 128,869 116,201 116,789 -26.8 0.5

Total flow 277,352 262,699254,633 251,395 262,912 270,235 240,014 255,090 -8.0 6.3

Motorised vehicles 265,282 250,047240,659 234,870 242,496 246,739 220,217 226,462 -14.6 2.8

Goods vehicles 54,988 52,106 50,972 50,144 50,922 53,189 47,886 49,949 -9.2 4.3

Notes: PSVs are passenger service vehicles, such as coaches and minibuses.Motorised vehicles exclude cycles

1.3. Road safety1.3.1. Camden enforces its parking and traffic regulations so as to improve

compliance with regulations, which in turn has a general beneficial impact onroad safety. Badly parked cars, for example on street corners, can pose safetyhazards, while enforcing bus lanes has the effect of reducing conflicts betweenbuses and other road traffic. Enforcing moving traffic contraventions hasobvious road safety benefits, and these can be very localised in nature suchas enforcing one way working. Under the new system of differential penaltycharges, moving traffic contraventions involve the higher penalty charge rate asan explicit address to safety concerns (see sections 4.1 and 4.2). Furtherdetails about the relationship between road safety and enforcing parking and

traffic regulations are given in the Parking and Enforcement Plan.


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1.3.2. Camden continues to adopt a wide ranging approach to casualty reduction inthe borough involving education, training and publicity programmes,engineering measures and the full use of our enforcement powers. Furtherdetails are given in Camdens Local Implementation Planand in particular theRoad Safety Plan.

1.3.3. For the first time in 6 years there has been a slight increase in the number ofpeople injured on Camdens roads based on the latest data available for 2008.Overall, total casualties in 2008 were up by 1.4% on 2007 to a total of 853reversing the general downward trend over recent years. Within the total of 853casualties there were also increases in the total number of killed and seriouslyinjured (KSI) and specifically in KSI pedal cycles, motorcyclists and children.The 300% increase in KSI children to 4 was a rise from a single serious childcasualty in 2007, yet for the sixth year running there were no child fatalities. Theonly two categories to have decreased was the total number of slight casualtiesand KSI pedestrians.

Table 1.2 Road casualty statistics

Casualty type 2003 2004 2005 2006 2007 2008

% annualchange2007 to

2008

KSI total 192 148 131 123 105 123 17

Slight total 1,078 1,026 905 748 736 730 -1

TOTAL allcasualties

1,270 1,174 1,036 871 841 853 1

Casualty totals for target groups

KSI children 18 9 11 8 1 4 300

KSI pedestrians 86 61 58 57 49 45 -8

KSI cyclists 23 20 19 16 22 23 5

KSI motorcyclists 36 37 33 29 19 27 42

1.3.4. Camden, along with a number of other boroughs, had already met most of theMayors original 2010 casualty reduction targets by 2004. Therefore toughertargets were introduced at the London level and are set out below. In 2008Camden had already exceeded all the new 2010 targets except the number ofpedal cyclists killed or seriously injured. Unfortunately the slight increase inpedal cycle KSI casualties in 2008 suggests that this target is unlikely to be metby 2010, however this should be set against a background of rising numbers ofcyclists on Camdens streets. While motorcycle KSI casualties have alsoincreased, we remain close to meeting the target as the overall trend formotorcycle casualties is still down. In every other category there werereductions compared with 2006. In terms of the number of KSI children, despitethe recent increase in 2008, we have now met the new 60% child KSIcasualties target. Despite the dramatic fall in motorcycle casualties in 2007, thiscategory increased again in 2008, although we are now not far from meeting

this target. As can be seen from the comparison with London-wide figures,


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Camden has reduced casualties by more than the London average across allcategories.

Table 1.3 Road casualty targets

New target for 2010

Casualty type

Baseline

(1994-98average) % reduction

requiredCasualtynumbers

Camden2008casualties(% change

frombaseline)

London-wide %change

frombaseline

KSI total 250 50 125 123 (-51) -47

Slight casualties 1,431 25 1,073 730 (-49) -37

Casualty totals for target groups

KSI children 25 60 10 4 (-84) -67

KSI pedestrians 104 50 52 45 (-57) -43KSI cyclists 31 50 15 23 (-26) -21

KSI motorcyclist 41 40 25 27 (-49) -21

1.3.5. Camdens success in reducing road casualties was instrumental in the boroughreceiving the road safety borough of the year award in the 2008 LondonTransport Awards.

1.4. Data on car clubs, workplace travel plans, school travel plans and car freehouseholds

Car clubs1.4.1. Car clubs offer members the advantages of being able to use a car without the

inconveniences of ownership such as maintaining the vehicle, and paying taxand insurance since these are dealt with by the car club. There is no need fora residents parking permit car club vehicles have their own car club bays,where they are picked up when booked and returned to after use.

1.4.2. Camden has been operating car clubs since December 2003 throughaccredited operators. There are currently three operators managing car clubs inthe borough WhizzGo, Streetcar and CityCarClub These operators alsoprovide vehicles from off-street locations and have been joined by a fourth

operator, ZipCar, solely operating off-street. The location of all car club bays inCamden (and London) can be found on the website carclubs.org.uk. Memberscan join one or more car clubs, but typically will join the club with bays closestto their home.

1.4.3. As of summer 2009 Camden has 111 car club vehicles in 68 on-street locationsand 34 off street bays in 21 locations across the borough. Since 2008 there hasbeen a significant increase in the use of car club vehicles throughout Camdenas well as an increasing number of applications for car club bays beingprocessed across the borough. Camdens successful promotion of car clubs isdemonstrated by the rapid increase in car club members (table 1.4). We are

keen to innovate and will be introducing our first electric car club bay in autumn2009.


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Table 1.4 Car club vehicles and members (at financial year end)

2006/7 2007/8 2008/9 2009/10 2010/11

Actual Actual Actual Target Target

Number of cars/on-street parking spaces (1) 53 66 73 120 150

Number of cars/off-street parking spaces 34 50 70Number of members 1,898 2,501 4,050 5,300 6,500

Note (1) There is typically more than one car club vehicle at most locations (i.e. percar club bay).

1.4.4. Some people use car club vehicles as their main car, others as a handy secondor backup vehicle. While the detailed market research results by one Camdenoperator is confidential, we can report that some members have sold their carsafter joining the club, that overall car usage has decreased and more tripsformerly made by car are undertaken by public transport, walking or cycling. Ingeneral, UK studies suggest that each car club car typically replaces at least six

private cars (with 4-5 private cars replaced in Belgium and 7-10 in Bremen,Germany).

1.4.5. Car clubs can bring great benefits to low-income households, who mayexperience many barriers to owning a car, often resulting in those householdspurchasing cheaper, inferior vehicles with relatively high emission and lowersafety standards. One operator runs a multi vehicle scheme from one of itslocations, offering the user a range of vehicles including a larger vehicle andone with disabled person access. Other projects have also been developed toensure street vans are available for residents and businesses as well as havingvehicles available in social inclusion areas. WhizzGo was the first car club

operator in March 2007 to be involved in a social inclusion project whichenables residents on low incomes and with mobility difficulties easy access tocar club vehicles. Two Council estates were chosen for this project, MaitlandPark Road, NW3 and Troutbeck Road, NW1. Streetcar has also placed vehiclesin the following areas to achieve social inclusion: Lincolns Inn Fields, WC2; MillLane, NW6 and Parkhill Road, NW3.

Workplace travel plans

1.4.6. The Council encourages travel plans for facilities that attract large numbers ofstaff, visitors or vehicle movements. A travel plan is a site-based package ofmeasures to encourage walking, cycling, car sharing and public transport useand reduce the amount of car travel connected with the site.

1.4.7. The Councils Unitary Development Plan (UDP) policy T1 C requires planningapplicants to provide a travel plan to manage travel arising from anydevelopment that significantly increases travel demand or would otherwise havea significant impact on travel or the transport system. The table and figurebelow shows the number travel plans that have been agreed annually throughSection 106 agreements associated with planning applications since 2001/2.


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Table 1.5 Annual travel plans agreed through planning applications

Year 2001/2 2002/3 2003/4 2004/5 2005/6 2006/7 2007/8 2008/09

Cumulative number oftravel plans since 2001/2

28 45 62 73 94 118 133

Travel plans per year 16 12 17 17 11 21 24 15

Figure 1.1 Cumulative number of travel plans since 2001/02

Cumulative number of travel plans per year since 2001/02

0

20

40

60

80

100

120

140

2001

/2

2002

/3

200

3/4

200

4/5

2005/

6

2006

/7

2007

/8

2008

/09

1.4.8. Camden uses iTrace in the on-going monitoring of travel plans. It is a TfL-funded travel plan management tool that was developed in recent years inrecognition that a standardised approach to travel plan management isdesirable. By ensuring that a robust, standardised approach to the travel plan

process is applied, iTrace allows for like for like comparisons on travel plan data year on year and between organisations and boroughs.

School travel plans

1.4.9. There are 89 schools in Camden: 50 in the state sector, 30 in the independentsector and 9 special schools and pupil referral units. Altogether about 29,000pupils attend schools in Camden, about 25% in the independent sector.

1.4.10. Camdens independent sector is unusual both in terms of its relatively largescale and also on account of its tight geographic concentration centred onHampstead and Belsize. The school run has become an issue in this area for

local residents, with roads becoming clogged with cars taking children toschool. A cross party School Run Scrutiny Panel was set up in 2002 to look atthis issue, and a parking dispensation scheme for schools was established. Thenumber of permits issued was decreased by 20% each year from 2004, with theintention of reaching zero by the end of summer term 2008. By this time parentsand schools were expected to have adjusted their travel behaviour through thedevelopment of school travel plans to take account of the elimination of permits.

1.4.11. The Council reviewed the parking dispensation scheme in 2006/7, consultingwith parents, residents, schools, children and other interested groups (AnnualParking and Enforcement Report2007, section 2.12). This resulted in permits

being reduced to 1,000 from September 2007 and then to 500 from September2008 onwards. The permits are limited to nursery and key stage 1 children


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(under 7s) and from September 2008 permits are only issued to schools with aDCSF (Department for Children Schools and Families)1 compliant travel plan.

1.4.12. The tables below show the progress Camden has made with school travel plansand the percentage of pupils covered by these plan for each sector. Theincidence of car use is greater in the independent sector (where longer distance

are generally involved) and by parents with young children, hence theconcentration in completing plans for the independent and state primarysectors.

Table 1.6 Progress with school travel plans (at financial year end)

2005/6Actual

2006/7Actual

2007/8Actual

2008/9Actual

2009/10Target

DCSF approved plans 27 32 58 76% of schools 30 36 65 85Target (% of schools) 89 100

Number ofschools in

sector

DCSFapproved

plans

% of schools insector with

approved plans

State primary 41 38 93State secondary 9 9 100Independent primary 29 23 79

Independent secondary 1 1 100Other 9 5 56

Total 89 76 85

1.4.13. Detailed analysis of school travel plans and the mode used for school travel hasshown that for the state primary sector the percentage of trips made by car(including car sharing) fell from a base of 32% in 2003/4 to about 10% in2008/9. Over the same period, for independent schools car trips fell by about28% from a base of 70%. If these figures were applied to all state andindependent schools, then the impact of school travel plans on mode shift hasresulted in about 7,000 fewer pupils travelling by car each day.

Car capped and car free housing

1.4.14. The Council aims to promote sustainable lifestyles and to reduce the use ofprivate cars. Where planning applications are made in areas of parking stress,the Council promotes the development of:

car free housing - this is housing with no parking spaces on the site or withno eligibility for on street permits other than for people with disabilities

car capped housing - this is housing with a limited number of spaces on thesite but no eligibility for on street permits.

1This was formerly known as the DfES (Department for Education and Skills)


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For car free and car capped housing, a legal agreement is needed to ensurethat future occupants are aware they are not entitled to on-street parkingpermits. The table below gives the most recently available data for thenumber of agreements that have been made and the number of dwellingsinvolved.

Table 1.7 Planning agreements relating to car capped and car freehousing

2003/4 2004/5 2005/6(1)

2006/7(2)

2007/8

Number of agreements 63 127 95 106 117Number of units involved 460 904 620 1003 373

Note (1) 81% of these agreements involved car free units

Note (2) several major developments S106s were signed this year which involved

a large number of units

1.5. Cycle parking, cycle stations and training

1.5.1. The provision of cycling facilities encourages mode shift, which in turn helps toreduce car trips and ease car parking pressures. As table 1.1 shows, thenumber of cycling trips has been steadily increasing. By 2006 cycle trips hadincreased by 95% from 2001, and had exceeded the Mayor of Londons 2000-2010 target of 80% increase in cycling. In 2007 our screenline counts registereda fall of 16% from 2006. However, recent data shows that this was a blip yearas cycle traffic grew by 45% from 2007 to 2008. In terms of modal share,Cyclings mode share increased from 4% of all traffic modes in 2001 to 11% in2008. We await full 2009 results.

1.5.2. Details about cycling in Camden, including downloadable copies of CamdensCycling Plancan be obtained from camden.gov.uk/cycling. The fourth version ofthe plan went to committee in November 2008.

1.5.3. Camden has an ongoing programme of installing on-street cycle stands toincrease the provision of secure cycle parking across the borough. Cycleparking and facilities are provided in locations such as transport interchanges,shops, leisure facilities, businesses and other areas of high demand to activelyencourage more people to travel by bike. Due to the high demand for cycle

parking throughout Camden the annual programme aims to implement up to250 cycle stands each year. The number of cycle parking stands across theborough is about 1,175.

1.5.4. The Asset Management Project (AMP) team has created an inventory of allstreet furniture in the borough including details about cycle parking provision(section 2.10). Using this information online maps are available that showwhere people can park their bikes (section 2.11). Figure 1.2 shows the locationof cycle parking across Camden produced by the AMP team.

1.5.5. Cycle theft remains a significant issue. Although bike thefts have beendecreasing in recent years, the Council aims to find new ways to tackle bike

theft to ensure cycling increases, such as the CaMden stand described in lastyears Annual Parking and Enforcement Report. Camden has worked with local


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businesses such as Front Yard Company and Cycle Hoop to trial new cycleparking designs in the borough. The cycle hoops are attached to existing trafficsign posts (thereby reducing street clutter) and provide an effective method ofquickly increasing cycle parking in an area especially where pavements widthsare narrow. As a trial, 29 cycle hoops have recently been installed in Fitzrovia,

Highgate and Kentish Town. If this trial is successful, Camden will seek toinclude cycle hoops as part of our annual cycle parking programme.

The PlantLock is a solid planter which a bicycle can be locked to.Thebikeframe and both wheels can be secured to the bar. PlantLock requires minimummaintenance and is made from robust, durable materials. Each PlantLockaccommodates 2 bicycles, and they are positioned in quieter residential areas.We are anticipating installing 15 PlantLocks in 2009/10.

Figure 1.2 Cycle stands in Camden

1.5.6. Camden was awarded funding to carry out a demand feasibility study for cyclestations, which are secure indoor cycle parking facilities with shower facilitiesand lockers for cyclists.

1.5.7. In April 2007 Camden launched the training standard Bikeability for London inpartnership with TfL and Cycling England. Cycle training continues to rise, asshown in the table below.


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Table 1.8 Cycle training figures for recent years

2005/6 2006/7 2007/8 2008/09

Number of people trained 610 653 832 1,212% increase from previous year 7 27 45

% trained who were children 76 67 73

1.6. Air quality

1.6.1. Air pollution is an important environmental issue in Camden. Despite thereduction in motorised traffic in the borough Camden has exceeded theGovernments health based air quality standards for nitrogen dioxide andparticulate matter in recent years mainly due to its central London location.Road traffic is the dominant source (36%) of nitrogen oxides (NOx) andparticulate matter (PM10) (58%) emissions, with heavy good vehicles and taxiscontributing proportional higher amounts of these emissions. The role ofEuropean exhaust emissions standards and the London Low Emission Zone inreducing emission was discussed in last years Annual Parking andEnforcement Report.

1.6.2. Camdens Air Quality Action Planin 2002 identified a package of measures tohelp reduce air pollution from road transport, and other emission sources. Thedocument was revised and updated in 2009. The Air Quality Action 2009-2012outlines a number of new measures to tackle air pollution from road trafficincluding support of electric, hybrid and bio-methane vehicles, expansion of carclub bays, reducing the impact of freight traffic through promotion of cleanvehicles, freight consolidation and modal shift, working with businesses to raise

awareness about green fleet management, carrying out a hydrogen fuel cellbicycle trial, reducing the impacts of construction vehicles and raisingawareness about the links between traffic emissions, health impacts and airquality.

1.6.3. Further details about air quality monitoring and measures to improve air qualitycan be found in the Councils Air Quality and Action Plan Progress Report 2008.A number of successful transport and air quality project have been carried outover the year.

A green fleet event was organised for businesses in Camden to promoteclean vehicles, fuel efficiency driving measures, provide a national policy

update on low carbon vehicles and case studies from key speakers. Theevent attracted over fifty attendees with feedback identifying the event beinginformative, well organised and useful.

The Council launched its portable hydrogen fuel cell generator at theLondon Hydrogen Partnerships fuel cell event at City Hall. We are the firstlocal authority in the UK to own and operate a hydrogen fuel cell generator.The fuel cell generator will be used to promote clean power at Councilevents and will be lent to other public and private organisations. Unlike astandard diesel generator, fuel cells operate using an electro-chemicalprocess rather than fossil fuel combustion, resulting in zero air pollution and

CO2 emissions with the additional benefit of operating very quietly. The unitwas funded by TfL. Camden is diversifying its transport hydrogen fuel cell


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projects, and embarked on a hydrogen fuel cell bicycle trial with a localcourier company in August 2009.

Camden in partnership with Veolia Environmental Services, Gasrec (theUKs first commercial producer of compressed biomethane (CBM) fuel) andvehicle manufacturer Iveco, carried out a six month trial of compressed

biomethane (CBM) powered street cleansing vehicle. Biomethane isproduced from the decomposition of organic waste at landfill sites andupgraded to be used as a sustainable transport biofuel. A CBM refuellingstation has been installed at Camdens transport depot to support this trialand future CBM vehicles. The trial delivered impressive results: whole lifeCO2 emissions per kilometre indicate 56% savings comparing CBM andCNG powered vehicles; exhaust emissions where reduced by 90% forparticulates and 60% for nitrogen oxides compared to a diesel van. TheIveco Daily CBM powered vehicle showed no reliability issues during the sixmonth trial, and already meets and exceeds Euro 6 emissions legislation,which does not come into force until 2014. Camden plans to introduce CBM

vehicles into our fleet over the next few years.

Figure 1.2 Street cleaning vehicle used in the compressed bio-methanetrial

Camden is the lead authority in a partnership between Islington, Hackneyand City of London participating in the DfTs Low Carbon VehicleProcurement Programme. The scheme was introduced to stimulate largescale public procurement of low carbon vehicles and strengthen thedevelopment of electric and hybrid vans in the UK market. Camden securedDfT funding to procure five new electric vans for our vehicle fleet in August2009.

Camden procured a large electric van for our fleet in 2009 which has beenmodified into an exhibition trailer. The van will be used to transport ourhydrogen fuel cell around the borough to strengthen the sustainabilityaspects of using the fuel cell, and to promote environmental initiatives atCouncil events. The van has been used at a number of waste recycling andsustainable transport events.


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Figure 1.3 Camdens new electric van

1.7. Climate change

1.7.1. Carbon dioxide is the main green house gas responsible for global warming anddriving climate change. Road transport is responsible for 13% of CO2 emissionin Camden, with cars contributing the largest proportion of emissions. TheCouncils emission-based charging policy for residents permits and its policy ofencouraging the use of electric vehicles (discussed in section 2.3 and 2.4 of the2007 Annual Parking and Enforcement Report) is intended to assist reductionsin CO2 emissions from road transport in Camden. This will compliment othermeasures to mitigate climate change such as encouraging a mode shift topublic transport, walking and cycling. Fuel efficiency and vehicle size are

important characteristics that influence exhaust emissions. Measures toencourage people to use more fuel efficient and smaller vehicles will helpreduce the impact of climate change. Encouraging residents to downsize theircars will also benefit air quality as smaller vehicles produce lower levels of PM10and NOx emissions.

1.7.2. Diesel fuelled vehicles are generally more fuel efficient than petrol fuelledvehicles of similar sizes and consequently produce relatively lower carbondioxide emissions per kilometre. However, diesel vehicles give rise to higheremissions of nitrogen oxides and particulate matter so there is a trade off interms of overall effects. Camdens Life Cycle Assessmentstudy shows that

taking account of the reduced CO2 emissions of diesel with the higher levels ofother pollutants on balance produces an overall pollution rating such that formost vehicle classes by vehicle size conventional petrol and mineral diesel areequivalent within confidence limits.

1.7.3. The Clear Zone Partnership (CZP), which is made of the City of London, City ofWestminster and Camden Council, developed a web based tool(travelfootprint.org) to compare the whole lifecycle environmental footprint for allmodes of transport, including walking, cycling, public transport, vehicles, andflights. This website calculator is the first of its kind in the world to compare andcalculate the whole lifecycle footprint of all modes of travel for climate change

and air quality.The CZP won an award for the most innovative transport projectat the 2009 London Transport Awards for the Travelfootprint website. It was the


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result of research on the Life Cycle Assessment of Vehicle Fuels andTechnology (LCA) conducted as the first of its kind in the UK to compare theenvironmental costs of different types of vehicles and fuels from cradle to grave(including carbon dioxide and air quality).

1.8. Other user satisfaction statistics1.8.1. Every year residents surveys are carried out in all the London boroughs using a

set of common questions. Attitudes about perceived service delivery for severalCouncil services are asked and some results from the Annual ResidentsSurveyare given below. The survey involves face to face home interviews withover a thousand Camden residents and is carried out between January andMarch. The results for parking services are given in section 1.9.

1.8.2. The Council works with TfL to make improvements to public transport andendeavours to maintain its urban realm to a good standard and makessubstantial improvements where possible, such as Russell Square, Bedford

Square, Fitzroy Square and Lincolns Inn Fields.1.8.3. The results of the annual residents surveys (table 1.9 and graph below)

demonstrate that public transport and urban realm related questions have beengiven increasingly positive ratings in recent years. Urban realm improvementsencourage walking and cycling, while projects that improve public transportefficiency will encourage travellers to use public transport more. These effectsshould prompt mode shift, and reduce parking pressures and hence arerelevant to this report. They also help explain the trend increases in bus andcycling flows, and decreases in car flows observed in our screenline trafficsurvey (section 1.2). Ratings for these service attributes are generally higherthan the average for London boroughs.


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Table 1.9 Sample results taken from annual residents surveys (%)

2005 2006 2007 2008 2009

Public transport

Excellent, very good, good 57 64 64 76 80

Average 26 24 23 18 13Poor, very poor, extremely poor 15 10 11 4 4

Dont know 2 3 2 2 2

Good-excellent compared to London average 5 -2 3 15 15

Repair of roads/pavements


Average 30 31 30 27 27

Poor, very poor, extremely poor 31 25 27 23 21

Dont know 1 2 2 2 2

Good-excellent compared to London average 10 6 3 12 7

Street lighting

Excellent, very good, good 63 63 65 69 73Average 26 25 24 22 19


Dont know 0 1 1 0 1


Street cleaning


Average 24 22 23 18 20


Dont know 0 0 1 0 0


0

1020

30

40

50

60

70

80

90

2005 2006 2007 2008 2009

Public transport

Repair of

roads/pavements

Street lighting

Street cleaning

1.9. Listening to community views on parking

1.9.1. Parking matters are invariably contentious, with widely differing views often heldwithin the community. By listening to and taking account of these views, theCouncil aims to make its parking policies and practices fairer.

1.9.2. Every year residents surveys are carried out in all the London boroughs using aset of common questions. Attitudes about perceived service delivery for several


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Council services are asked and some results from the Annual ResidentsSurveyare given in section 1.8. The perception of parking was included in the2007 Annual Residents Surveyfor the first time and the results since then aregiven below. While the perception of parking is on balance negative, thepercentage regarding the service as excellent/very good or good continues to

grow year on year. Appendix 1 sets out the changes to parking that have beenmade since May 2006. The perception of parking services in Camden wasgenerally poorer than the London average. Whilst satisfaction is improving, thisis a clear indicator that Camden has more work to do in improving theperformance and perception of the parking enforcement regime, and we willcontinue to publish these figures.

Table 1.10 The perception of parking (percentages across the table)

Excellent

Verygood

Good

Average

Poor

Verypoor

Extremely

poor

Dontknow

TOTAL

Good-exc

ellent

compared

to

Londonaverage

2007 1 3 17 27 22 8 7 15 100 -4

2008 1 3 19 23 19 12 6 18 100 -9

2009 0 3 23 22 17 10 5 20 100 -4

Source: 2009 Annual Residents Survey

1.9.3. Your views are important to us they help us make changes you want. Theresults of the 2009 Annual Residents Surveyshow that 59% of residents agreethat the Council listens to concerns of local residents and 55% agree that weinvolve residents when making decisions, higher amounts than the Londonborough average (by 5% and 6% respectively). These responses also representan increase in the results of the 2008 Annual Residents Survey.

1.10. Camdens sustainable community strategy and the corporate plan

1.10.1. Camdens revised community strategy, Camden Together - Camdenssustainable community strategy 2007-20122, was launched in March 2007. Atits heart is a commitment for Camden to develop in a way that improves the

quality of life for us and for future generations.

1.10.2. The community strategy was developed closely with the Local StrategicPartnership a group chaired by the Leader of the Council that representsCamden public service providers, including the police and local health services,along with local businesses and the voluntary and community sector.

1.10.3. The overall vision is for Camden to be a borough of opportunity. That meansworking together to enable individuals and communities to achieve their fullpotential, in terms of both their work and social life. To develop this vision,councillors held public meetings across the borough, which hundreds of people

2The community strategy and the messages from the consultation can be downloaded from the Camden

Together website (camdentogether.org.uk/).


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attended to give their views. Over 1,200 people took an active role in theconsultation.

1.10.4. There are four themes in the vision:

(1) a sustainable Camden that adapts to a growing population

(2) a strong Camden economy that includes everyone(3) a connected Camden community where people lead active, healthy lives

(4) a safe Camden that is a vibrant part of our world city

1.10.5. Our 2009-13 Corporate Plan Updaterenews and updates Camden's plans todeliver our commitments under the new community strategy3. In addition todelivery plans to achieve the four themes above, the corporate plan update alsoincludes delivery plans to achieve the following:

(5) a leading Council, delivering efficient and responsive services

1.10.6. These themes help to guide the initiatives set out in Sections 2 and 3.

3Details are given on camden.gov.uk/ccm/navigation/council-and-democracy/plans-and-

policies/corporate-plan/.


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2. Whats new2.1. Update of the CPZ review programme

2.1.1. The CPZ review programme was established following a borough-wideconsultation in 2007 (APER 2008, section 3.5).

2.1.2. Three controlled parking zones (CPZs) were reviewed in 2008/09 based aroundissues raised in the 2007 consultation, all involving longer hours of operation.

Zone Issue

CA-L (outer) West Kentish TownWeekend hours of control in the TalacreRoad area.

CA-P(c) Fortune GreenExtending weekday hours of controllonger than 2 hours per day.

CA-F(n) Camden Town North Longer hours of control throughout thewhole week.

2.1.3. Consultation steering groups were formed to inform the consultationquestionnaires that were sent to all the addresses in the areas affected.

2.1.4. Based on the consultation results the following outcomes were obtained thatreflect the majority views of residents, businesses and groups.

For CA-L (outer) and CA-P(c) it was recommended that the hours of operationstay the same. The analysis of responses took account of results on a street-by-street basis in making these recommendations.

In the north west section of CA-F(n) the hours of operation will be extended to11.00pm, throughout the whole week, Monday to Sunday, although the starttimes will remain the same (8.30am Monday-Friday, 9.30am Saturday andSunday). It is expected that the new sub area will be formed in October 2009and that everyone in the sub area will be contacted.

2.2. Update on the review of the visitor permit scheme south of Euston Road

2.2.1. A pilot visitor permit scheme was established for the zones south of EustonRoad in July 2007, and was subject to a review in February 20094. Since thescheme started there have been no complaints about increased parking stress

south of Euston Road and the quantity of VPs sold show that the effect of VPtake-up levels on global occupancy levels is marginal. For these reasons, thepilot was considered successful and it was agreed to make the current schemepermanent with some enhancements.

2.2.2. Parking pressures are still high in CA-C (Holborn and Covent Garden), thoughthis will lessen when some under-used pay and display parking spaces areconverted to residents bays. The quarterly allocation of visitor permits will beretained at 20 visitor permit hours for adult residents but subject to theconversion housebound residents will be allowed an enhanced allocation of 50hours per quarter.

4Review of Visitor Permit Scheme South of Euston Road(CENV/2008/98), report to the Executive

Environment (Sub-Group), 12/2/2009.


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2.2.3. In CA-D (Kings Cross) and CA-E (Bloomsbury and Fitzrovia) the quarterlyallocation was increased from 40 hours to 50, with an enhanced quarterlyallocation of 60 hours for housebound residents.

2.3. Restructure of Parking Services

2.3.1. Progressing the Councils policy and in response to the enactment of Part 6 ofTraffic Management Act 2004(section 1.12 of the Annual Parking andEnforcement Report2008) and the fall and projected continued decline in PCNs(see section 4.1 for details), the Council decided to review the effectiveness andefficiency of the parking service structure and the roles and responsibilitieswithin it.

2.3.2. Following an independent external analysis and an internal review, the Councilconcluded that the case for changing the current parking service structure wasstrong. Weaknesses were identified in the way activity and responsibility wasdistributed across the teams, and opportunities were identified to clarify certain

roles and allow more flexibility in the way work is allocated. Ways in whichThere was potential for Parking Services to become better integrated with therest of the Culture and Environment Directorate so that it could become moreeffective at interacting with other public realm responsibilities; offer a morejoined up service to customers; and contribute towards shaping the places inwhich our customers live and work.

2.3.3. The scope of the restructure is broad. Of 180 posts currently in the parkingservice, 162 posts are directly affected in some way by this review. Theproposals will result in a net reduction of 25 posts, although these are not alloccupied by staff at present.

2.3.4. The new operational model was approved by the Executive Member forEnvironment on 18th June 2009 and went live in September 2009. The keyfeatures of the new model include:

The permanent establishment of a Directorate Parking Board to oversee thechanges, to achieve a cost-effective and improved customer focus, andproduce a leaner parking service. The first Directorate Parking Boardmeeting was held in July 2008. The Board is charged with the responsibilityfor and development of all key strategic, policy and financial decisions inparking, subject to political consideration and agreement.

The new structure allows the parking service to focus on operational

improvement as operational decisions will continue to be made by theParking Services Management Team.

A more effective allocation of operational responsibilities across thefollowing three teams:

o Parking enforcement

o Parking infrastructure

o Customer enquiries and debt recovery

The centralisation of Parking Services support functions (businessadministration; communications; service improvement; procurementsupport) into a Directorate team, to enable the more efficient sharing of

these staff across the Directorate.


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A flatter management structure and broader pools of multi-skilled staff whoare better informed about the breadth of the services offering to customersand better able to meet peaks and troughs in demand for work.

Greater variety within roles and more devolved responsibility to staff.

Advantages for enhanced service delivery to the public throughsimplification of the parking regime to make it easier for public to understandand delivering better value for money by reducing costs.

2.3.5. This project also forms an important part of the Directorates efficiencyprogramme. In response to falling parking income and the wider pressures onlocal authority finances, we have taken the opportunity to ensure staffing costsare tightly controlled and resources are scaled according to demand forservices. For example, as parking ticket issuance falls, appeals against thosetickets should fall, and the costs of staffing the service should also fall.

2.4. Changes to the way Blue Badges are issued

2.4.1. The passenger and accessible transport service (PATS) is now responsible forthe administration of Blue, Green, Substitute, Organisational and DedicatedBadges (for use of a particular bay).This change came into effect in June 2009.

2.4.2. Customers using Camdens concessionary travel schemes are now able toenjoy a one stop shop for the provision of a range of services. The travelschemes for older/disabled residents include services such as Blue Badges,Freedom Passes and Taxi Cards. Previously customers had to deal with twoseparate teams to obtain the various services: disabled Badges used to beprovided by parking services, while Freedom Passes and Taxi Card wereprovided by PATS in housing and adult social care (HASC).

2.4.3. The issuing of disabled Badges was transferred to PATS to eliminate theconfusion often experienced by customers and others, to simplify the delivery ofdisabled Badges to applicants meeting the eligibility criteria. Parking Serviceswill continue to combat the theft and fraudulent use of disabled blue.

2.5. Simplification of permit renewals and the closure of Environment Localsin Hampstead and Kilburn

2.5.1. Resident permit renewal was simplified in November 2007. Provided addressand vehicle details remain the same, permits can be renewed online or byphone by making a declaration to this effect. This is more convenient forcustomers since there is no need to travel to council offices with documents,which is good for the environment as well. The end date of the electronic permitis updated automatically.

2.5.2. Online applications reduce transaction costs for the council since processing ishandled through computer systems. All other types of transactions by post, byphone or face-to-face are more costly since they involve officer time.Incremental improvements have been made to online application processesmaking it progressively easier for users, with better system functionality androbustness. A new telephony system was introduced to support permitspurchases over the phone with improvements made to the parking contactcentre for telephone inquires. Parking pages on the council website have been

incrementally improved. Although these changes were driven by focussing on


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customer needs to make it easier to renew permits this led to simplifying andimproving permit processing.

2.5.3. When residents parking permits were increased in April 2009 a 10 discountwas introduced for online applications5 and to reduce the number of rarely usedtransactions, one month resident parking permits and one month/three month

motorcycles permits are no longer issued. If required, refunds can be made inperson or online. Changes made to the Permission to Park permit enable usersto apply, pay and print permits online without officer involvement making thebuilders scratch-off cards redundant. Residents and businesses can makeonline application through Camdens numerous libraries, where access to theinternet is free. Although librarians cannot give detailed advice about permits(this can be obtained from the parking call centre or through online queryforms), librarians can assist users to gain access to online application forms.

2.5.4. As residents and businesses increasingly obtain permits online, by phone orpost, purchases through Environment Locals and Town Hall Cashiers

decreased - enabling closure of Environment Locals in Hampstead and Kilburnon 26th June 2009. By September 2009 70% of residents renewed permitsonline. The Environment Local at 100 St Pancras Way and the Town HallCashiers continue to provide a face-to-face permit service. The impact of theEnvironment Locals closures has been monitored. Permits issued to NW3 andNW6 postcodes from 26th June to 15th October 2009 show a 39% increase inonline applications. A communications campaign supported these changes witharticles in Your Camden, e-newsletters to businesses, bus shelter posters,information on the website and information slips and posters in EnvironmentLocals, Town Hall Cashiers and Libraries. Direct mail letters were issued to allpermit holders affected, and information slips and posters promoting the

changes were placed.

2.5.5. These changes delivered efficiency savings of about 300,000 in 2008/09. It isexpected that there will be ongoing annual savings of this order.

2.6. Changes/closure to parking suspensions office

2.6.1. The Parking Suspensions office at Crowndale Road was closed in March 2009and the service moved to the back office at Parking Services at 100 St PancrasWay. This had virtually no impact on users of the service since almost 100% ofapplications were made online, by fax, email or post rather than face-to-face. Arange of improvements were made prior to the closure of the service, such as

simplified forms and changes to Camdens website. Online applications can bemade at Camdens libraries for those that do not have computer facilities athome. The closure was supported by a full communication campaign informingthe community of the change.

5This is similar to the lower charge that applies to online applications for vehicle tax disk renewals

recently introduced by the DVLA.


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2.7. An update on the programme of reviews of waiting and loading facilitiesin town centres

2.7.1. The Council is conducting a rolling programme of waiting and loading reviewsacross Camdens town centres and commercial areas. The objective of thesereviews is to simplify controls and increase short stay parking provision andloading bays where possible.

2.7.2. These reviews take two years to complete. In the first year an area is studied toobtain an understanding of the needs of businesses, and proposals for changeare developed. In the second year proposals are consulted on, leading toimplementation of supported components.

2.7.3. In 2008/9 a project in Holborn was completed, resulting in more than 60m ofadditional loading bays. CPZ CA-C is within the study area and is unusual inthat, due to high demand for parking facilities there are 22 shared-use loadingbays (12 of which can be used by residents and 10 by disabled people in the

evening) in addition to conventional loading bays. Maximum times do not applyto conventional loading bays in Camden, though for the Holborn project the 20minutes maximum stay for the shared-use loading bays were increase to 40minutes.

2.7.4. Two studies were completed in 2008/9:

In West Hampstead based around the commercial centres in West EndLane, and Mill Lane

On part of the A5 - Kilburn High Road and Maida Vale, as well as sideroads. This is a partnership project involving Brent, Camden andWestminster with an emphasis on developing proposals to help improve

traffic flow on the A5.2.7.5. The Council is also progressing another project based around a corridor

approach, which aims to consider an area from the point of view of all roadusers, including considering demand for parking and waiting and loadingfacilities. As such it seeks a better overall balance in the design andmanagement of a corridor than would be delivered by a narrower focus on asingle travel mode. The Bloomsbury corridor project involves that part of theA4200 across the heart of Bloomsbury, running from Theobald's Road in thesouth via Southampton Row, Russell Square, Woburn Place, Tavistock Squareand Upper Woburn Place to Euston Road in the north. This corridor was studiedin 2007/8 and is being implemented in stages over several years. The studyconcluded that the current level of waiting and loading facilities along thecorridor meet existing levels of demand and that traffic flows are not impededby the waiting and loading facilities that are provided. The project will involve re-arrangements parking bays in the area.

2.7.6. On completion of each review we will produce a leaflet for use by localbusinesses, their customers and suppliers. Our website now features parkingand loading guides for four areas where reviews and changes to loading andparking facilities have been introduced Kentish Town Road, Tottenham CourtRoad, Fortess Road and Holborn. The leaflets contain information on thelocation of pay and display bays, where loading and unloading is permitted and

guidance on how to understand the signs and road markings on street. Theycan be downloaded from our website at:


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camden.gov.uk/kentishloadingplan

camden.gov.uk/tottenhamloadingplan

camden.gov.uk/fortessloadingplan

camden.gov.uk/holbornloadingplan

2.8. Coding by vehicle type when PCNs are issued

2.8.1. From February 2009 when a PCN is issued to a vehicle the vehicle typeinvolved is included in our PCN database. The categories of vehicles coded forinclude commercial vehicles (small vans under 3.5 tonnes, large vans under 7.5tonnes, rigid lorries and articulated vehicles), cars, PSVs (buses, coaches andthe like), taxis, powered two-wheelers (motorcycles) and others (a catch allcategory). With this information we are able to establish how many commercialvehicles receive PCNs in Camden, and if there are geographicalconcentrations, PCN hotspots, where delivery companies are experiencingdifficulties in making delivering to enable us to address particular issues in

certain areas in a more focussed way.

2.8.2. Camdens central London location results in extremely high demand forkerbside space including that for loading/unloading on yellow lines wherepermitted. In June 2007 London Councils recommended that new uniformmaximum loading/unloading times be applied across London on yellow lines,with the maximum time increased from 20 to 40 minutes. When Camdenintroduced the longer time (Annual Parking and Enforcement Report, 2008,section 2.6) this also applied to smaller vehicles leading to less effectiveenforcement, higher potential congestion and reduced access to yellow lines bylarger vehicles that generally need longer delivery times.

2.8.3. Vehicle type coding has enabled us to revise the 40 minute rule to be fit forpurpose. Heavy good vehicles that require longer unloading/loading times large vans and lorries - are allowed up to 40 minutes, whereas smaller vehicles3.5 tonnes under (including small vans) that require less time for this activity areallowed up to 20 minutes. Vehicle type coding will allow us to monitor the effectof the policy change.

2.8.4. Camden has retained the 11 oclock rule due to the high demand for kerbsidespace (contrary to London Councils recommendation) that allowsloading/unloading to take place on yellow lines where permitted for an unlimitedamount of time from the end of the controlled parking zone restrictions until

11am for all vehicles irrespective of size.

2.9. Asset management project

2.9.1. In April 2008 Camden embarked on the first stage of its highways AssetManagement Plan (AMP) to create an asset inventory of every fixed item on thepublic highway for which Camden Council is the maintaining authority. The datacapture phase of the project was completed in December 2008 and covers alltype of street furniture (e.g. cycle stands, cycle tracks, street lights, signs,pedestrian crossings, trees, bollards and guard railing), all road markings (e.g.parking bays, yellow lines, cycle advance stop lines) and surface types onfootpaths (e.g. types of paving, dropped kerbs). The location of these assets

can be viewed through a Geographical Information System (GIS) in map form.


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2.9.2. All highway authorities have a statutory requirement to provide accurateestimates of the value of assets that each authority maintains. The developmentof a street inventory in GIS format provides an example of best practice. TheAMP assists managing an asset over its life, from installation, maintenance andrepair to potential replacement. The GIS representation enables street assets

such as road markings to be reinstalled in their correct positions when a road isresurfaced, and to be replaced when damages occur due to vandalism or theft.

2.9.3. Placing a monetary value on highway assets, assessing each assets life cyclelength and using suitable depreciation rates and maintenance fees assistsengineers to seek the appropriate funding streams to keep assets maintained.

2.9.4. Information held by the AMP is kept up to date as changes are made to thestreet environment. This gives officers who use the AMP the most up-to-dateinformation. It also improves communication between officers and the publicwhen queries are raised due to the readily availability of information that iseasily accessible. For example, the AMP can be used by officers in Parking

Services to view the geographic extent and location of all parking bays. Like allGIS objects held in the AMP, parking bays can be selected through the mapinterface and further details can be obtained about that particular bay, such asthe type of bay it is, the hours and days of control and tariff details for pay anddisplay bays.

2.9.5. Information contained in the AMP is being used in other ways. For example,AMP parking bay information is used on our website to enable the public to findwhere various kinds of bays can be found (section 2.10). It is anticipated thatthe AMP will be enhanced further in future, for example to show whereLondons Cycle Hire locations can be found.

2.10. Graphical representation of parking bays on website

2.10.1. The where to park section on our website has a webpagecamden.gov.uk/findparking that enables users to specify a street and type ofparking bay. Information is then displayed on a map showing the location ofrelevant bays in the area. The users can zoom in or zoom out of the map. Themap allows residents to locate a range of parking bays including:

Residents bays

Shared use bays

Disabled blue badge holders bays

Disabled green badge holders bays

Car parks

Pay and display bays

Metered bays

Coach parking

2.10.2. The search map was launched in September 2009 as part of the Councilswider promotion of town centres love you local high street campaign (seesection 2.11). A quick link to the map was included in a YourCamdensupplement which was distributed to 95,000 households in the borough with a

further 10,000 distributed to Council reception points, libraries, sports centres,community organisations and supermarkets.


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2.11. Love your local high street campaign

2.11.1. This campaign is part of the Councils wider programme of recession initiativesto promote our local high streets by providing information on parking options foruse in promotional material and support local businesses during the economicdownturn. The campaign is also aligned with the 2012 London Olympic Games

with the aim of attracting visitors as well as residents to shop locally as well aspromoting local visitor attractions that are currently not being advertised. Thecampaign promotes some of Camdens busy town centres by providinginformation on local parking facilities to the public. Key to this campaign is thenew search map on Camdens website for locating parking bays in any streetaround the borough (section 2.10).

2.12. Camdens policy of motorcycles in bus lanes

2.12.1. The Mayor for London recently made a commitment to allow motorcycles in buslanes on TfLs roads, the TLRN, which are also known as red routes.Motorcyclist casualties have traditionally been harder to reduce on Londonsroads than other road user casualties. However, pilot studies have found thatthere is no clear consensus on whether road safety is improved formotorcyclists in bus lanes. The issue becomes more complicated whenconsideration is given to whether the policy encourages motorcycle use at thecost of discouraging cycling that is allowed in bus lanes.

2.12.2. TfL is negotiating with the 33 London boroughs to extend the proposal ontoborough roads. Currently Camden does not allow motorcyclists to use buslanes on its roads. We have considered various policy options: retaining thecurrent position trialling a scheme to allow motorcycles in bus lanes or to objectto TfLs proposals. Camden will wait until the results of the TfL trial have been

assessed. There is weight in taking forward a trial on Camdens roads if theinner London boroughs agree collectively to the proposal for the purposes ofconsistency.


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3. Whats coming up

3.1. On-street electric vehicle charging bays

3.1.1. This pilot scheme became operational in November 2008 with charging pointsin five locations: 40 Charlotte Street, 26 Red Lion Square, 8-14 Store Street,Malet Street (outside University of London Union) and Sardinia Street. Detailsabout the scheme are as follows:

The scheme is only available to Camden residents by applying for aNewride permit at an annual cost of 50 (the fee is waived for those withrenewable sourced electricity at home).

Applicants must also purchase a charging cable that connects theirvehicle to the charging point. The cable is purchased for a one-off cost of100 from the supplier of the charging point. This is a standard cost that

operates throughout London. Permits allow for free on-street charging (there is no charge for the

electricity) and free pay-and-display parking (some conditions apply) forup to three hours the time required to fully charge an electric vehicle.

The pilot scheme will be reviewed after 12 months of operation.

3.1.2. Charging points are currently being installed in the following locations: WarrenStreet, Bernard Street, Doughty Street and Acton Street. In additional a carclub bay is being installed in Lincolns Inn Fields for use by an electric vehicle.

3.1.3. Information about charging points can be found on newride.org.uk andCamden website at camden.gov.uk/evs.

3.2. CPZ review programme

3.2.1. Reviews in several zones were recently completed (section 2.1) and thereview of CA-B will start in Autumn 2009, with that of CA-H to follow.

3.2.2. Issues about the hours and days of control have been raised in other zonesand partial reviews are recommended [to be updated after the OctoberExecutive (Environment) Sub-Group meeting] for the following:

Primrose Hill, CA-J introducing weekend controls in the south and eastof the zone.

Highgate zone, CA-U introducing longer hours of control and atweekends in the Highgate village area.

Redington-Frognal, CA-S/W extending the size of this area.

Bloomsbury and Fitzrovia, CA-E J introducing weekend controls

3.3. Pay by phone parking and other PIP related projects

3.3.1. Partners in Parking (PiP) is led by the City of Westminster in partnership withTfL, LB Camden, City of London, LB Islington, LB Lambeth and RBKensington & Chelsea. PiP members are collaborating to harmonise parkingequipment, services, controls and practices so that there is a more consistent

customer experience both within areas covered by individual authorities, and


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across Council boundaries. PiP procurements of services also deliver savingsto its partners through the buying power of group procurements.

3.3.2. Projects or procurement framework agreements that Camden is eitherworking on, or will evaluate in the future include:

Pay by phone. Several central London boroughs have some form ofcashless or pay by phone parking in place. In the next year Camden willbe investigating introducing pay by phone in the borough.

Persistent Evaders. New legislation (Part 5 of the London LocalAuthorities and Transport for London Act 2008) gives London authoritiesadditional powers to deal with persistent evaders (a vehicle registered to akeeper that has at least three PCNs outstanding). Authorities taking upthe powers will be able to take enforcement action against a stationaryvehicle belonging to a persistent evader on a road in Greater London,whether or not it is in contravention. London Councils is running a pilotproject with Camden, City of Westminster, Ealing, Hammersmith &

Fulham and Royal Borough of Kensington and Chelsea. Phase 1 of thepilot involved setting up a cross borough database of persistent evaders.A report recommending that Camden takes up these powers in Phase 2will be put to the Executive.

Blue Badge database. Camden was one of the five authorities who pilotedthe Lost, Stolen and Fraudulent Blue Badge Database. The Pilot wassuccessful and in February 2009 London Councils Transport andEnvironment Committee agreed to expand this database to all 33 LondonBoroughs. Widespread use of this database will improve its effectivenessin dealing with lost, stolen and fraudulent Blue Badges.

Procurement contracts. PiP procurement arrangements will be consideredwhen Camden renews some of its contracts in future, such as thoserelating to parking stationery contract and on-street pay and displayequipment contract. The Pre Debt Management contract (that City ofWestminster has in place) will be considered as an option by the widerCouncil debt recovery project being led by the Finance Team.

3.4. Review of emission-based parking permits

3.4.1. A review was originally intended to be undertaken in 2008/9 but the scope forresidents to downsize to a smaller vehicle is now reduced due to theeconomic downturn and the reduction in new vehicles purchased (and hence

the impact that this will have on the second-hand market). The scheme will bereviewed in 2010.

3.5. Introduction of emission-based charging for parking places on estates

3.5.1. The Council lets out more than 5,000 parking spaces and garages on itshousing estates through the Councils district housing offices. Roads inestates are private and do not form part of the public highway. Consequently,residents' permits do not apply to parking on estates. Instead, a resident onestates rent their own specific space that is charged weekly through the rentssystem.


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3.5.2. Following consultation the Executive decided6 to introduce emission-basedcharging for parking places on estates. The system is similar to that forresidents' permits and based on the polluter pays principle; the more CO2emissions that are produced per kilometre travelled the higher the permitcharge that applies. Currently there are various kinds of parking spaces on

estates, each with its own flat rate daily charge. Under the new system fourtariffs will apply to each kind of space depending on the size of the vehicle.

3.5.3. The Council's rent accounting systems is being changed to accommodate thenew charges. Pending successful test runs, it is intended that the proposedcharges will be implemented in autumn 2009.

3.6. Waiting and loading reviews

3.6.1. The Councils rolling programme of waiting and loading reviews is describedin section 2.7. Hampstead town centre is being studied in 2009/10 and thereview covers the main part of the town centre around Hampstead

Underground station and also the commercial area around South End Green.Proposals developed from the study will be consulted on in due course andthe scheme should be implemented in 2010/11.

3.6.2. Parking arrangements are being changed in Chalk Farm Road as part of atown centre project. A parking and loading leaflet will be published on theCouncil website in 2009/10.

6Emissions Based Parking Charges on Council Housing Estates(HASC/2009/32), Executive report, 22

July 2009.


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4. Statistics, financial information, reviewsand monitoring

4.1. The number of PCNs issued by contravention type

4.1.1. Table 4.1 gives details on the number of PCNs issued in recent years bydifferent types of contraventions

Table 4.1 The number of PCNs issued by contravention type

Financial year

2004/5 2005/6 2006/7 2007/8 2008/9

Parking 463,944 448,085 434,646 404,675 320,304

Bus Lane 45,778 24,514 15,324 11,481 9,019

Moving Traffic 52,091 106,479 109,186 113,718 90,343

Total - all PCNs 561,813 579,078 559,156 529,874 419,666

0

50,000

100,000

150,000200,000

250,000

300,000

350,000

400,000

450,000

500,000

2004/5 2005/6 2006/7 2007/8 2008/9

Parking Bus Lane Moving Traffic

4.1.2. PCN data given in this report excludes voids that occur for a number ofreasons, including PCNs that were not issued due to a vehicle driving away,

enforcement staff (CEOs on-street) being prevented from serving the PCN, oran error in writing out the PCN by the CEO.

4.2. The number of PCNs issued by severity of contravention

4.2.1. From 1st July 2007 a new system of differential PCN charges was introducedby London Councils (see Annual Parking and Enforcement Report2008,section 4.2). The charge for minor parking breaches decreased relative to theformer flat rate, while more serious parking contraventions (such as thoseliable to be obstructive to traffic movement, buses, cyclists and pedestrians,and parking in bays for disabled people), bus lane contraventions and movingtraffic contraventions were increased.


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4.2.2. Table 4.2 gives the number of PCNs issued by severity of contravention inCamden, before and after differential charging commenced.

Table 4.2 The number of PCNs issued by severity of contravention inCamden

PCNs issued in 2007/8

April-June2007

July 2007 March 2008

2008/9

Flat ratecharges

Higherlevel

Lowerlevel

2007/8Total Higher

levelLowerlevel

Total

Parking 108,791 191,119 104,765 404,675 196,040 124,264 320,304

Bus Lane 2,717 8,764 11,481 9,019 0 9,019

Moving Traffic 29,658 84,060 113,718 90,343 0 90,343

Total - all PCNs 141,166 283,943 104,765 529,874 295,402 124,264 419,666

4.3. The number of PCNs paid, representations made and cancelled

4.3.1. When a PCN is issued the recipient can either pay the PCN or make aninformal representation asking us to cancel the PCN, citing relevantinformation and evidence for us to take into account. A leaflet can bedownloaded from our website (camden.gov.uk/pcn) giving advice on parkingand driving in Camden, how to avoid a PCN and what you can do if youreceive one.

4.3.2. If a PCN is paid promptly, 14 days from the date of issue, a 50% discount

applies. Representations received within the initial 14 day period can result ina PCN being cancelled, but if we decide not to cancel the PCN we allow afurther 14 days from the decision date for payment to be made at the 50%reduced rate. Recipients of a formal Notice of Rejection, following formalrepresentations against a Notice to Owner, can take matters further if theywish and make an appeal through the adjudication service.

4.3.3. Table 4.3 shows, for PCNs issued in 2008/9, the number of cancellations,those paid in full or at the discount rate, and others not yet paid or in theprocess of making a representation or appeal.


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Table 4.3 The number of PCNs issued in 2008/9 (with row percentageshown in brackets)

Cancellationsthat have

representations

Paid atdiscount

rate

Paid in

fullOther (1) Total

% paid (sumof 2

ndand 3

rd

columns)

14,707 137,723 80,600 87,274 320,304Parking(4.6) (43.0) (25.2) (27.2) (100.0) (68.2)

137 5,012 1,998 1,872 9,019Bus Lane(1.5) (55.6) (22.2) (20.8) (100.0) (77.7)

3,611 52,912 20,855 12,965 90,343Moving Traffic

(4.0) (58.6) (23.1) (14.4) (100.0) (81.7)

18,455 195,647 103,453 102,111 419,666Total - allPCNs (4.4) (46.6) (24.7) (24.3) (100.0) (71.3)

Notes (1) Other includes those PCNs not yet paid, cancelled as a result of anappeal or otherwise still in process of representation/appeal or cannotbe traced cos not registered with the DVLA

4.4. The incidence of clamping and vehicle removals

4.4.1. Table 4.4 gives the numbers of vehicles clamped and removed in recentyears. The number of vehicles clamped has been steadily falling over thisperiod and the sudden drop in 2006/7 is due to the ending of widespreadclamping in September 2006 (Annual Parking and Enforcement Report 2007,section 2.1). The small number of clamped vehicles in recent years largelyrelates to persistent evaders.

Table 4.4 Clamped and removed vehicles

2004/5 2005/6 2006/7 2007/8 2008/9

Vehicles Clamped 26,070 26,453 8,113 64 7

Vehicles Removed 4,833 8,697 8,732 4,314 3,474

0

5,000

10,000

15,000

20,000

25,000

30,000

2004/5 2005/6 2006/7 2007/8 2008/9

Vehicles Clamped Vehicles Removed


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4.5. Financial statistics

4.5.1. Within the Councils budgeting processes and procedures the parkingaccount is a memorandum account which is set up and collated into thisaccount from the Councils accounts. It is necessary to set up the parkingaccount as a memorandum account, since any surplus generated must be

spent on certain allowable purposes specified by law and to be accounted forseparately in the Councils accounts to show transp

Documents

LB Camden Annual Parking and Enforcement Report 2009 (1)