4.

On-street Parking Demand

4.1 Parking demand is a function of the number of journeys made using the private car. It
is also affected by a number of other variables, significantly:
♦ trip purpose;
♦ availability and appropriateness of alternative forms of transport;
♦ location of parking areas in relation to attractors;
♦ ease of finding a space;
♦ cost of parking relative to other forms of transport;
4.2 In this study, analysis of parking data is designed to determine the current parking
demand. This evidence base is then used as a foundation to forecast the changing
profile of parking demand as the above factors are varied. This chapter describes the
surveys and analysis undertaken in order to develop an understanding of on-street
parking demand.

4.3 Later chapters consider future demand and describe strategies for managing the
forecast growth. Any conclusions drawn from the analysis of off or on-street data
should however not be made in isolation since it is important to consider how the
demand and supply of each interrelate.

On-street Parking Demand Methodology

4.4 In this study, the assessment of current demand for on-street parking spaces is
based upon:
♦ results of on-street parking surveys;
♦ analysis of parking permit sales; and,
♦ analysis of pay & display ticket sales.
Survey Methodology

4.5 On-street parking demand surveys were undertaken in March 2005. The surveys
focused upon a large area surrounding the City Centre and an area between
Derriford and Crownhill surrounding Derriford Hospital and Plymouth Business Park.

4.6 Each area was selected because the predominant land-uses generate large numbers
of trips. The City Centre attracts trips because of the high density of employment
sites, shopping areas and visitor attractions. The business park and the hospital also
generate a large number of trips. Additional developments around Derriford in
coming years may increase the number of journeys attracted to the area. Both survey
areas are shown in Figure 3.1.

4.7 In Plymouth’s City Centre core, limited waiting and pay & display controls are in
operation. Resident parking restrictions operate in the areas surrounding the City
Centre core and in many of the outer or suburban areas on-street parking is
uncontrolled. Parking surveys were tailored to suit the type of control and expected
level of activity in each of the areas surveyed.

4-1
4.8 Figure 3.2 shows the central survey area and indicates the types of survey
undertaken. Beat surveys were undertaken in the City Centre core (shaded green)
and in the streets outside the controlled parking zone (shaded blue). Occupancy
surveys were undertaken within the controlled parking zones (shaded orange). The
methodology used to undertake the parking supply and demand surveys is described
in the following paragraphs.

City Centre Core - Hourly Beat Surveys

4.9 In the City Centre core, hourly beat surveys were undertaken. The surveys were
undertaken on neutral weekdays (Tues, Wed or Thurs) between 07:00 and 17:00hrs
during March 2005. The following information was recorded every hour for each of
the parked vehicles:
♦ vehicle type and partial registration;
♦ parking controls in operation;
♦ street name;
Controlled Parking Zones – Occupancy Surveys

4.10 Occupancy surveys recorded the number of vehicles parked within each parking bay
in each street. They also recorded the number of vehicles parked on single and
double yellow lines. The occupancy surveys were undertaken once on a neutral
weekday9 when controls are operational and again at night.

Uncontrolled, Edge of Centre – Four Hourly Beat Surveys

4.11 Beat surveys were also undertaken around the edges of the controlled parking zone.
These areas are generally uncontrolled although at some locations waiting and
loading restrictions apply. Parking Beat surveys were undertaken on a neutral
weekday in March at 06:00, 10:00 and 14:00hrs. The following information was
recorded for each parked vehicle:
♦ vehicle type and partial registration;
♦ parking controls in operation; and
♦ street name.
Uncontrolled, Derriford – Occupancy Surveys

4.12 Parking in many streets in Derriford is uncontrolled except at discrete locations where
waiting and loading restrictions apply. Neutral weekday occupancy surveys were
undertaken in the Derriford Area (shown in Figure 3.1) using the method described in
paragraph 4.10. Surveys were undertaken once between 10:00 and 16:00hrs and
again at night between the hours of 23:00 and 06:00hrs.

9
Neutral weekday = Tuesday, Wednesday or Thursday
4-2
On-street Parking Demand Results

4.13 The following paragraphs present the results of the on-street parking surveys
undertaken in Plymouth during March 2005. In areas of the City where simple
occupancy surveys were undertaken (within the controlled parking zones and around
Derriford employment area) the results are compared against the supply of parking
spaces recorded.

4.14 In the City Centre core and in areas surrounding the controlled parking zone where
parking is largely unrestricted, beat surveys were undertaken. The resulting data is
more detailed and enables an assessment of the length of time vehicles are parked,
when they are parked and how many are parked.

City Centre Core - Hourly Beat Surveys

4.15 The data resulting from the hourly beat surveys undertaken in the City Centre core
were subject to three analyses:
(i) occupancy;
(ii) duration; and
(iii) number of vehicles parked in contravention of waiting restrictions.

Parking Bay Occupancy

4.16 Figure 4.1 shows the occupancy of designated parking areas recorded on the day of
the survey. It shows that occupancy of pay and display parking bays was higher in
the morning between 10:00 and 13:00hrs than at any other time. In the morning
occupancy of the 44 pay and display bays remained between 80% and 93%.

4-3
 Figure 4.1 – City Centre Core Parking Bay Occupancy

120

100

80
% Occupancy

Pay and Display

60 Taxi Ranks
Disabled

40

20

0
08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00
Beat Time

4.17 Figure 4.1 also shows that demand for on-street disabled parking bays was high
throughout the duration of the survey. From 10:00hrs until after 16:00hrs the six
disabled parking bays were completely full and at some points had more vehicles
parked in them than they were intended for.

4.18 Figure 4.1 also shows the occupancy of the City Centre taxi ranks that are provided
in Raleigh Street, Union Street and on Western Approach. It shows that occupancy
was relatively consistent throughout the day with occupancy ranging between 59%
and 70%. Detailed analysis reveals that the majority of this demand is centred upon
the large taxi rank in Raleigh Street and that the other parking bays designated for
taxis are relatively under-utilised.

4.19 The survey recorded motorists making use of the loading bays in Mayflower Street
and on Western Approach. At every beat between one and three vehicles were
recorded in each of these bays. On only one occasion were all three of the spaces on
Western Approach occupied. The bay on Mayflower Street was never observed to be
fully occupied.

4.20 Very few vehicles were seen parked in bus stop clearways or across pedestrian
dropped kerbs. This could however be because such acts are usually short (e.g. as
passengers are dropped off or picked up) and could not have been recorded during
the survey.

Duration of Parking Acts

4.21 Figure 4.2 shows the duration of parking acts on different restrictions. It shows that
the majority lasted less than one hour. The chart also shows that parking on zig-zag
road markings, a traffic offence that currently can only be enforced by the police, was
longer in duration than other illegal parking acts. This could be because enforcement
action for parking on zig-zag markings is very rarely taken.
4-4
Figure 4.2 – Duration of Parking Acts within the City Centre Core

100%

80%
Proportion of Parking Acts (%)

60%
3+ hours
Up to 3 hours
Up to 2 hours
Up to 1 hour
40%

20%

0%
Pay and Display Disabled Double Yellow Single Yellow Lines Zig Zag Markings
Lines
Type of Restriction

Figure 4.3 – No. Vehicles in City Centre Core Parked on Double or Single
Yellow Lines and on Zig-zag Markings

90

3
80 3 3 4
1
4
7
3
70 3 2
2 2
3
1
2
60 3
No. Vehicles

50 Zig Zag Markings

3 Single Yellow Lines
1
40 78 79 Double Yellow Lines
71 72
4 67 67
1 63
30 58

43
20
30

10

0
08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00
Beat Time

4-5
4.22 Figure 4.3 shows the number of vehicles parked along restricted kerb lengths. There
were more vehicles parked illegally on double yellow lines within the City Centre than
on other restrictions. This is because the length of double yellow lines far exceeds
that of any other restriction. It can also be seen that the peak time for illegal parking
acts is later in the day (11:00 – 14:00hrs) than the peak time for parking in pay and
display bays (10:00 – 13:00hrs).

Controlled Parking Zones – Occupancy Surveys

4.23 Occupancy surveys within the CPZ were undertaken once on a neutral weekday
when controls were operational and again on a neutral weekday night. Since there is
such variation in the times when the CPZ controls operate the daytime surveys were
not necessarily undertaken at the same time of day (see Table 3.2).
4.24 Figure 4.4 shows the occupancy of the permit holder only bays (i.e. resident bays).
Many of the controlled parking zones were close to capacity both during the day and
at night. Zones where occupancy is at or above 80% can be considered full since in
these conditions residents would experience difficulty finding a parking place. In
some of the zones additional parking pressure was evident at night. This is likely to
be due to residents, who use their cars during the day, returning home from work.
4.25 More detailed analysis of the data reveals that on the days of the survey there was
very little abuse of the resident parking restrictions. Less than 10% of the vehicles
recorded in residents’ bays during the daytime operational hours were non-permit
holders. The only zones in which non-permit holders were recorded in permit holder
bays were A, D, F, GG, H, N, P, R and V. At night, although controls are not
operational in many of the zones there were again very few non-permit holders
indicating that most residents do buy permits for their vehicles.

Figure 4.4 – % Occupancy: Permit Holder Bays

110

100

90

80

70
% Occupancy

60
% Occupancy: Daytime
50 % Occupancy: Night Time

40

30

20

10

0
C
D

N
F

Y
J
G
BA

P
L

TA / TB / TC
HH

Z
GG
A
AA

Zone

4-6
4.26 Figure 4.5 shows the occupancy of pay and display parking bays. In every case
occupancy was greater during the day than at night. Low occupancy in Zone H may
be due to the time of year when the surveys were undertaken (March). Much of the
parking activity in this part of the City is attributable to visitors and tourists. Although
tourists are present in the City throughout the year, they do not begin to arrive in
significant numbers until May.

Figure 4.5 – % Occupancy: Pay & Display Bays

100

90

80

70

60
% Occupancy

% Occupancy: Daytime
50
% Occupancy: Night Time

40

30

20

10

0
D F H L P
Zone

4.27 Figure 4.6 shows the occupancy of shared use parking bays. These bays may be
used either by
♦ permit holders and motorists paying for a ticket, or
♦ permit holders and motorists parking only for a limited time
4.28 Apart from Zones BA and Z occupancy in these bays is at a similar level during the
day as at night. This is either due to permit holders parking in the bays continuously
or non-permit holders parking in the day with residents parking at night. It is likely to
be the former however there is no evidence to support this assumption. If this is the
case it may mean that non-permit holders would struggle to find a parking place at
particular times of the year.

4-7
 Figure 4.6 – % Occupancy: Shared Use (Permit Holder / Pay &
Display Bays)

120

100

80
% Occupancy

% Occupancy: Daytime
60
% Occupancy: Night Time

40

20

0
BA E F H Z
Zone

4.29 Table 4.1 shows the percentage occupancy of each of the zones surveyed both at
night and during the day. The table gives the occupancy of the different types of
parking bay and shows the number of vehicles parked on unrestricted parts of the
carriageway.

4-8
Table 4.1 – Day and Night Time Occupancy of Streets Within Central Area
Controlled Parking Zone
% OCCUPANCY: DAYTIME % OCCUPANCY: NIGHT TIME

SINGLE YELLOW

SINGLE YELLOW
PERMIT HOLDER

PERMIT HOLDER
UNRESTRICTED

UNRESTRICTED
SHARED USE

SHARED USE
PAY AND

PAY AND
DISPLAY

DISPLAY
WAITING

WAITING
LIMITED

LIMITED
LINE

LINE
ZONE
A 30 54 n/a 10 n/a 0 21 36 n/a 2 n/a 0
AA 50 n/a n/a 28 n/a 2 75 n/a n/a 33 n/a 7
BA 85 n/a n/a n/a 109 n/a 10 n/a n/a n/a 73 n/a
C 91 79 n/a 14 n/a n/a 92 94 n/a 17 n/a n/a

D 90 92 52 19 n/a 4 99 88 41 20 n/a 3
E 44 n/a n/a 24 70 1 72 n/a n/a 16 76 2
F 67 100 82 31 75 1 96 0 82 26 59 0

G 51 85 n/a 15 n/a n/a 78 51 n/a 18 n/a n/a

GG 51 n/a n/a 78 n/a 0 81 n/a n/a 67 n/a 0
H 75 n/a 39 0 52 18 80 n/a 14 0 52 12

HH 74 32 n/a 30 n/a n/a 62 0 n/a 38 n/a n/a

J 88 64 n/a 54 n/a 0 80 37 n/a 44 n/a 0
L 34 n/a 93 n/a n/a 0 n/a n/a 16 n/a n/a 0

N 42 90 n/a 40 n/a 0 65 0 n/a 3 n/a 0

P 38 n/a n/a 11 n/a 1 39 33 n/a 5 n/a 0
R 57 n/a n/a 25 n/a 0 80 13 n/a 16 n/a 0

S 80 n/a n/a 45 n/a 1 61 24 n/a 25 n/a 0

TA 43 n/a n/a 0 n/a n/a 75 n/a n/a 0 n/a n/a

TA /
TB / 53 n/a n/a 0 n/a n/a 74 n/a n/a 0 n/a n/a
TC
U 74 n/a n/a 29 n/a 5 85 n/a n/a 31 n/a 22
V 90 n/a n/a 20 n/a 0 97 n/a n/a 0 n/a 10
Y 26 n/a n/a 2 n/a 0 69 n/a n/a 2 n/a 0

Z 55 0 n/a 11 80 7 66 32 n/a 7 18 0

4-9
4.30 Figure 4.7 shows, in absolute terms, the number of vehicles parked on sections of
carriageway where parking is not permitted at any time. The surveys did not record
the duration of each parking act. Detailed analysis shows that the parking acts were
predominantly motorists parking on double yellow lines. This is likely to be a function
of the lengths of this type of restriction in comparison to others. Other contraventions
that are included within the chart totals are listed below with the total number for the
CPZ:
♦ drop kerb (135 contraventions);
♦ zig-zag markings (41 contraventions);
♦ keep clear (20 contraventions); and
♦ zebra crossing (3 contraventions).

Figure 4.7 – No. Vehicles Illegally Parked

180

160

140

120
No. Vehicles

100
Daytime
Night Time
80

60

40

20

0
Y
BA

MA / MB

P
G
F

TA

X
J

TA / TB / TC
A

AA

V
G

GG

HH

Zone

Uncontrolled, Edge of Centre – Four Hourly Beat Surveys

4.31 The Edge of Centre survey area was split into six geographical sub-areas for the
purposes of data collection. The relative size of the six areas in terms of parking
spaces is shown in Table 3.5. The data resulting from the four-hourly beat surveys in
the edge of centre area were analysed in terms of:
♦ Occupancy; and
♦ number of vehicles parked illegally

4-10
4.32 Figure 4.8 shows the percentage occupancy of unrestricted spaces recorded on the
day of the survey for each area at 06:00, 10:00 and 14:00hrs. It shows that overall
the demand for parking in all six areas was relatively low with occupancy levels
commonly being below 50%. No zones reached 80% occupancy at any time, which
therefore suggests that there are no widespread parking problems in these areas.

4.33 Figure 4.8 also shows that the demand for on-street parking is highest early in the
morning with occupancy at 06:00hrs varying between 29% and 59% across all areas
(45% on average). This peak in demand early in the morning is likely to be due to
residents, who use their cars during the day, parking overnight on-street. By 10:00hrs
the demand has decreased significantly to between 15% and 46% across all areas
(33% on average). Data collected during beat surveys commencing at 14:00 was
only available for areas 2, 3 and 4 and these revealed similar levels of demand as
was observed at 10:00hrs.

4.34 More detailed analysis of the data reveals that there were a small number of
individual streets that reached occupancy levels in excess of 80%, mainly at
06:00hrs. These were mainly concentrated in parts of Peverell, St Judes and Prince
Rock where the predominant land use is residential. Some of these instances of
higher occupancy levels overnight are likely to be due to overspill from controlled
parking zones. Localised differences in the physical nature of streets (in terms of
length and width) together with the density of housing could also be a contributing
factor.

Figure 4.8 – Uncontrolled, Edge of Centre Occupancy

70%

60%

50%
% Occupancy

40% 06:00
10:00
30%
14:00
20%

10%

0%
Area 1 Area 2 Area 3 Area 4 Area 5 Area 6 All
Area

4.35 Figure 4.9 shows the actual number of vehicles parked on sections of the
carriageway where parking is not permitted at any time. Over 60% of these parking
acts were motorists parking on double yellow lines. This is likely, as it was in the
case of the other survey areas, to be a function of the comparative dominance of this

4-11
 type of restriction (nearly half of all restricted spaces have double-yellow lines).
Other contraventions included within the chart totals are listed below:

♦ bus stop; (11 contraventions)

♦ double red; (8 contraventions)
♦ drop kerb; (56 contraventions) and
♦ zig-zag markings (2 contraventions).

4.36 It can be seen from Figure 4.9 That there is a relatively low number of illegal parking
acts occurring across the whole of the edge of centre area. The majority of these
were observed at either early or mid-morning.

Figure 4.9 – No. Vehicles Illegally Parked in Edge of Centre Area

40
35
30
No. Vehicles

25 06:00
20 10:00
15 14:00

10
5
0
Area 1 Area 2 Area 3 Area 4 Area 5 Area 6
Area

4.37 To summarise, the key points the edge of centre beat surveys have revealed are as
follows:
♦ There is generally a low occupancy of on-street parking spaces.
♦ There is a low level of illegal parking acts.
♦ Results indicate that there are no widespread or strategically significant parking
problems in this part of the City.
♦ Where problems do occur they are localised.

4-12
Uncontrolled, Derriford – Occupancy Surveys
4.38 The following paragraphs present the results of the on-street parking surveys
undertaken in the Derriford Area (see Figure 3.1) during March 2005. The results
show that for the whole area, approximately 15% of on-street parking spaces were
occupied during the day and 19% at night.
4.39 The survey area can be further broken down into eleven neighbourhoods each with
distinct characteristics but not necessarily containing an equal number of parking
spaces. Table 4.2, below shows the number of vehicles parked within the survey
area and the proportion of viable parking spaces occupied at the time of the surveys.
The results are shown for each neighbourhood. Reference numbers used in the table
are also shown in Figure 4.10, a plan showing the Derriford survey area.

Table 4.2 – Day and Night Time Occupancy of Streets in Derriford Area
Ref. No. Daytime Occupancy Night time Occupancy Change
Parking from
Spaces10 No. % No. % Daytime %

1 950 176 19 290 31 12

2 1589 118 7 156 10 2

3 545 133 24 106 19 -5

4 558 240 43 276 49 6

5 408 60 15 83 20 6

6 75 39 52 2 3 -49

7 742 36 5 4 1 -4

8 1220 198 16 229 19 3

9 1224 272 22 435 36 13

10 458 44 10 87 19 9

11 217 15 7 3 1 -6

Total 8716 1342 15 1684 19 4

4.40 Table 4.2 indicates that each part of the survey area experiences different patterns of
parking activity. As may be expected of areas associated with employment, the
number of vehicles parked in the roads servicing the Plymouth International and
Derriford Business Parks (Ref. 6) was significantly less at night than during the day.

4.41 There are relatively few viable on-street spaces within the business parks due to the
length of double yellow lines (no waiting at any time). The surveys indicated that in
Brest Road (highlighted pink in Figure 4.10) there were more vehicles parked on
street during the day than there were viable spaces indicating that some vehicles
were illegally parked.

Figure 4.10 – Derriford On-street Survey Area

10
No. of spaces = total kerb length (excluding length of double yellow or white lines, drop kerbs, keep clear or zig zag
markings) divided by the average length of kerb taken up by a parked vehicle (5.5m)
4-13
 2

8
7
6 10

5
11
4
9

4.42 There were also fewer vehicles parked at night in roads surrounding the hospital,
Tamar Science Park and the College of St Mark and St John (Ref. 7) than there were
during the day. This pattern of parking is likely to be because land in these parts of
the survey area is predominantly used for employment. The difference in day and
night time occupancy in this part of the survey area is entirely attributable to parking
in Blunts Lane (highlighted in purple).

4.43 In the area of land east of the A386 and south of the B3413 (Ref.3), fewer vehicles
were recorded parked at night than during the day. The difference was, however,
very small and may be attributable to the shops that are located in this part of the
survey area. Although the area is within a controlled parking zone two of the roads
experienced particular parking pressure on the day of the survey. 85% and 147% of
viable parking spaces in Coleridge Avenue and Morshead Road respectively
(highlighted in black) were occupied during the day.

4-14
4.44 The frontages along Coleridge Avenue are predominantly residential and the only
viable parking spaces (12 No.) are restricted for the use of permit holders only. At the
time of the survey ten were occupied. Morshead Road is the main shopping street in
Crownhill providing 14 parking spaces and three permit holder only spaces. The rest
of the length is restricted with double yellow lines or zigzag markings. A recorded
occupancy of 147% indicates that some vehicles were parked illegally. At night only
half of the available spaces were occupied.

4.45 Two residential areas deserve particular mention. The first is Tailyour Road in
Crownhill highlighted in green on Figure 4.10 During the daytime survey 78% of the
viable spaces on the main branch of Tailyour Road were occupied, whilst at night
only 16% of the viable spaces were occupied. The reverse was apparent in the cul-
de-sacs leading from Tailyour Road which were half empty during the day but over-
capacity at night (90% – 119%) indicating that vehicles were parked across dropped
kerbs or on double yellow lines.

4.46 The second residential area is accessed via Looseleigh Lane and Looseleigh Close.
The streets are highlighted in red on Figure 4.10. The City Council has received
representations from the residents of these streets complaining of commuter parking
outside their homes. The surveys showed that 33 vehicles were parked during the
day and 30 overnight. The vehicles were occupying approximately a quarter of the
available spaces.

Problems and Issues: On-street Demand

♦ On-street designated disabled parking bays within the City Centre are
oversubscribed throughout the day.
♦ On-street pay and display bays are at capacity throughout the day.
♦ The proportion of vehicles illegally parked on zig-zag markings for longer than
one hour was significantly higher than the proportion illegally parked on double
yellow lines for longer than one hour.
♦ Many of the controlled parking zones are oversubscribed
♦ There are high numbers of illegal parking acts in some of the controlled parking
zones
♦ Parking attendants employed by the City Council do not currently have the power
to enforce all parking offences.

4-15
Recommendations

Increase the Number of on-Street Disabled Parking Bays within the City
Centre Core

4.47 Disabled motorists, more than most, need to be able to park close to their
destination. In most cases the nearest parking place will be on-street. In the City
centre core disabled motorists may park within pay and display bays however in
doing so they will be in competition with other motorists. The provision of more
dedicated on-street parking bays will increase the likelihood that disabled motorists
will be able to park close to their destination.

Charge Higher Tariffs for Short Stay On-Street Parking than in Off-Street
Car Parks

4.48 There is a higher demand for on-street spaces due to their convenient location.
Charging a higher rate at these more convenient spaces will ensure a high turnover
and good availability of spaces.

Apply for Powers enabled by the Traffic Management Act 2004

4.49 Currently Parking attendants may only issue penalty charge notices to motorists who
contravene parking or waiting and loading restrictions. Illegal parking on zigzag
markings, on keep clear marking or across pedestrian crossings must be enforced by
a police officer or traffic warden. The Traffic Management Act 2004 allows the
Secretary of State to grant local authorities the power to enforce such offences. The
City Council will be seeking to take up these powers in the next few years.

4-16