Parking Services - Borough of Dartford · Parking Services It’s not just about enforcement… September 2016 This publication provides information about Dartford Borough Council’s

Parking Services It’s not just about enforcement…

September 2016

This publication provides information about Dartford Borough Council’s Parking Services including its legislative provision, service objectives, operational activities and the flexibility and constraints within legislative powers and processes that affect service delivery.

Parking Services: It’s not just about enforcement…

1 September 2016

Contents Introduction ........................................................................................................................... 3

Part 1: The Highway Authority and Dartford Borough Council’s supporting role .................... 4

The highway ...................................................................................................................... 4

Highways management ..................................................................................................... 4

The Council’s supporting role ............................................................................................ 4

Parking enforcement ......................................................................................................... 4

Part 2: Civil Parking Enforcement legislation ......................................................................... 5

The Road Traffic Regulation Act 1984 ............................................................................... 5

The Traffic Management Act 2004 ..................................................................................... 5

Supporting legislation for the introduction of TROs ............................................................ 5

Supporting legislation for the enforcement of TROs........................................................... 5

Highway law and inconsiderate drivers .............................................................................. 5

Part 3: Dartford Borough Council’s Parking Services team ................................................... 7

The Parking Services team’s purpose ............................................................................... 7

The Transport Services Manager ...................................................................................... 7

The Civil Parking Enforcement Supervisor ........................................................................ 7

The Civil Enforcement Officers (CEOs) ............................................................................. 7

The Notice Processing Supervisor ..................................................................................... 7

The Notice Processing Officers ......................................................................................... 7

Part 4: Dartford Borough Council’s approach to delivering Parking Services ......................... 9

Hiking up parking charges and over-pricing car parks, which kills town centres… ............. 9

Setting parking fine charges high to generate income… .................................................... 9

Giving CEOs parking fine targets and rewarding them with cash or other incentives… ..... 9

Hiding CEOs in doorways and behind trees to pounce on un-suspecting motorists… ....... 9

Targeting motorists and businesses… ............................................................................. 10

Sending out fines in the post to scare drivers into paying fines they don’t owe… ............. 10

Imposing regulations on residents and businesses… ...................................................... 10

Part 5: The Dartford Town Centre parking provision ........................................................... 11

Parking areas .................................................................................................................. 11

Pay-and-display parking tariffs ........................................................................................ 11

The town centre ............................................................................................................... 11

Trip purpose and convenience verses parking cost ......................................................... 12

Ticket sales analysis ........................................................................................................ 12

Preferred parking areas ................................................................................................... 12


2 September 2016

Parking area monitoring .................................................................................................. 13

Effects on the highway .................................................................................................... 16

Policy and the potential effects on parking ....................................................................... 17

Managing travel demand ................................................................................................. 17

Part 6: Parking management in residential areas ................................................................ 20

Part 7: Parking Services projects’ delivery .......................................................................... 21

Permit and PCN administration ....................................................................................... 21

CEO management and uniforms ..................................................................................... 21

School Safety Patrol vehicle ............................................................................................ 22

The purpose of the School Safety Patrol vehicle ............................................................. 22

Safety vehicle deployment for patrol and enforcement .................................................... 22

The safety vehicle data path ............................................................................................ 22

The safety vehicle’s effectiveness ................................................................................... 23

Part 8: Monitoring the Council’s Parking Services operation ............................................... 24

Honesty remains the best policy… .................................................................................. 24

Legislative requirements and guidance............................................................................ 24

Correspondence response times ..................................................................................... 24

PCN statistics for 2015-6 ................................................................................................. 25

Appendix A: Off-street parking areas 2011: Dartford Town Centre .................................. 27

Appendix B: On-street parking areas 2011: Dartford Town Centre .................................. 29

Appendix C: Parking area tariffs 2011: Dartford Town Centre ......................................... 32

Appendix D: Occupancy count results for the primary parking areas 2011: Dartford Town Centre ............................................................................................................................. 34

Appendix E: Off-street parking areas 2015: Council owned and managed ...................... 35

Appendix F: On-street parking areas 2015: Regulated parking places............................. 40

Appendix G: The process for the introduction of parking management schemes ............. 44


3 September 2016

Introduction Almost everyone has an opinion about ‘parking’ and views are particularly strong when it comes to parking management and enforcement. This report explains and clarifies Dartford Borough Council’s approach to both and includes information on the Parking Services team, the projects it has delivered over the last year, some statistics about the Council’s car park provision and use, and the ‘parking fines’ it has served in order to encourage drivers to be compliant with highway law for the benefit of the travelling public, the majority of whom are considerate highway users.

This report is intended to be informative, to explain why parking provision, management and enforcement is important and why the Council’s approach is fair and reasonable in balancing the demands of all highway users.

The Council is committed to delivering homes, jobs, services and facilities in order to evolve our borough into a place where people wish to live, work and socialise; ‘accessibility’ and ‘parking’ are key elements of the formula for success. Nobody welcomes a parking fine and drivers often feel that their parking fine was ‘unfair’. This publication seeks to explain why highway regulations are introduced, their purpose, and why it is important that drivers comply with them.

The publication consists of the following parts:

Part 1: The Highway Authority and Dartford Borough Council’s supporting role Part 2: Civil Parking Enforcement legislation Part 3: Dartford Borough Council’s Parking Services team Part 4: Dartford Borough Council’s approach to delivering Parking Services Part 5: The Dartford Town Centre parking provision Part 6: Parking management in residential areas Part 7: Parking Services projects’ delivery in 2015 Part 8: Monitoring the Council’s Parking Services operation


4 September 2016

Part 1: The Highway Authority and Dartford Borough Council’s supporting role The highway The roads, technically known as ‘carriageways’, are provided for motor vehicles (although many evolved before the motor car existed) and the pavements, technically known as ‘footways’, are provided for pedestrians. Carriageways and footways, along with footpaths, bridleways, cycle tracks, bus ways and others, are all types of ‘highway’.

Most of the highway network in the borough of Dartford is the responsibility of the local Highway Authority which is The Kent County Council. The County Council is responsible for adopting new sections of highway on new business and residential developments, and for managing all sections of the highway for everything including speed, weight and width regulations and kerb-space management regulations (yellow lines and bays).

Highways England is responsible for managing the remainder of the highway network comprising the ‘trunk’ roads and ‘motorways’; this includes the A2, A282, M25 and the Dartford to Thurrock River crossing.

There are some roads and accesses that are not the responsibility of either the Highway Authority or Highways England because they remain in private ownership. Historically, these tend to be discreet accesses leading to small holdings or a small number of properties; and more recently, the design of streets means that the County Council will not adopt some because they do not meet highway design and build standards.

Highways management The County Council has the ability to introduce clearways (signs and/or yellow lines), no waiting (yellow lines and/or signs) and no loading (yellow kerb blips and/or signs) regulations for ‘traffic movement’ and ‘road user safety’ reasons. Regulations of this kind prevent vehicles from parking in certain sections of the highway because parking in these sections will cause or contribute to congestion or reduce drivers’ ability to see by obstructing or partially obstructing the highway. An obvious example is when vehicles are parked on the corners of junctions preventing drivers from seeing other vehicles approaching the junction. The County Council will install ‘No waiting at any time’ regulations should it consider the potential consequences of the parking practice to be ‘severe’ enough. These installations are known as ‘corner protections’.

The Council’s supporting role Dartford Borough Council supports the County Council in its highway management responsibilities. The Council hosts quarterly meetings of the Joint Transportation Board, a committee which comprises county, borough and town and parish councillors who work with County Council officers to discuss and advise on all highway and transport related topics including highway improvements, highway maintenance, flood management, street lighting, public transport and cycle infrastructure provision, as well as kerb-space management regulations. County Council and Council officers share knowledge and information about highway management to ensure efficient and effective traffic flow.

Parking enforcement The Council is granted powers by the County Council to enforce ‘no waiting’, ‘no loading’, ‘bays’ and some ‘no stopping’ kerb-space management regulations. Enforcement is limited to: double and single yellow lines; double and single yellow kerb blips; yellow and white zig-zags; bus stop clearways; loading and parking bays; and specific clearways (Kent Police enforce the remaining clearways in the borough, and has powers to enforce many other highway offences).


5 September 2016

Part 2: Civil Parking Enforcement legislation The Road Traffic Regulation Act 1984 This provides the powers for highway authorities to manage the highway network by the introduction of ‘Traffic Regulation Orders’, or ‘Traffic Management Orders’ for London boroughs. A Traffic Regulation Order (TRO) is the legal document required to introduce highway management regulations including double and single yellow lines; double and single yellow kerb blips; yellow zig-zags; loading and parking bays; and clearways. A TRO is not required for white zig-zags, bus stop clearways or ‘School Keep Clear’ markings.

The Traffic Management Act 2004 This provides the powers for the Council, on behalf of the County Council, to enforce highway network regulations under Civil Parking Enforcement (CPE) such as ‘no waiting’, ‘no loading’, ‘bays’ and some ‘no stopping’ kerb-space management regulations. Other legislation enables the enforcement of ‘moving’ contraventions such as the Transport Act 2000 for ‘Bus Lane’ regulations.

Supporting legislation for the introduction of TROs A TRO can only be enforced when the ‘prescribed’ lines and signs are in place. These are set by the Department for Transport in ‘The Traffic Signs Regulations and General Directions 2016’ (TSRGD). The TSRGD is supported by the ‘Traffic Signs Manual’ which provides the technical installation requirements. It means that all regulations are installed in the same way across the country so drivers can understand them wherever they are.

Supporting legislation for the enforcement of TROs Ideally, enforcement would not be necessary once the TRO and necessary lines and signs are in place, but some people do not regard parking management regulations as ‘the law’ and park on them meaning enforcement must be undertaken. Enforcement by the police and local authorities using CPE powers ensure driver compliance is achieved so that highway users benefit from a ‘safer journey’ and/or ‘journey time’ reduction. Supporting legislation for the enforcement of TROs includes:

Statutory Instrument 3482: The Civil Enforcement of Parking Contraventions (England) Representations and Appeals Regulations 2007;

Statutory Instrument 3483: The Civil Enforcement of Parking Contraventions (England) General Regulations 2007;

Statutory Instrument 3484: The Removal and Disposal of Vehicles (England) Regulations 2007;

Statutory Instrument 3485: The Civil Enforcement Officers (Wearing of Uniforms) (England) Regulations 2007;

Statutory Instrument 3486: The Civil Enforcement of Parking Contraventions (Approved Devices) (England) Order 2007; and

Statutory Instrument 3487: The Civil Enforcement of Parking Contraventions (Guidelines on Levels of Charges) (England) Order 2007.

Highway law and inconsiderate drivers The Council introduces highway management regulations only if drivers and other highway users do not act in a considerate way to those travelling along the highways, especially for carriageways and footways in busier built-up areas. It’s a simple formula:

Inconsiderate drivers + bad parking practice = risk and inconvenience to others resulting in TRO installation and Enforcement


6 September 2016

Avoiding a ‘parking fine’ is easy, simply park properly. Consider the following: When parking on the road…

Look out for road/zone entry signs; Look out for road markings (yellow lines or bays) and read the accompanying

signs when regulations apply for specific users and/or for only some of the time (a road marking alone means it applies all of the time); and

Don’t risk it if you don’t understand the lines and signs – use a car park. And when using a car park…

Park your car within bay markings (it’s easier for you and your passengers to get out if you park centrally within the bay); and

Read and understand the car park signs, paying for your parking if required to do so.

If there are no kerb-space management regulations (no ‘lines and signs’ or parking bays)…

Be considerate to the needs of others and park in accordance with The Highway Code


7 September 2016

Part 3: Dartford Borough Council’s Parking Services team The Parking Services team’s purpose To provide customers with the correct advice for highway and parking related enquiries; and to undertake the legislative process for the processing of ‘parking fines’ (Penalty Charge Notices commonly referred to as PCNs). Specifically this will include:

enabling customers to easily engage with the Parking Services team via the Council’s preferred contact channels;

responding to all communications clearly and precisely within Council and statutory timescales enabling customers to undertake necessary and appropriate action;

processing Permit, Exemption, Dispensation and Disabled Persons Parking Bay (DPPB) applications efficiently and effectively;

ensuring all PCN challenges and representations are dealt with in a fair and reasonable manner considering the relevant facts and mitigating circumstances where applicable; and

understanding how customers perceive the quality of our advice and instructions in accordance with relevant legislation.

The Council’s Parking Services team comprises a Manager, two Supervisors, eight officers on patrol and three administrative officers. The duties of each role is summarised as follows:

The Transport Services Manager The Manager is responsible for strategic and operational enforcement activities and the element of kerb-space management which balances parking demand. This means the Manager must find the right balance of managing service delivery and advising on and installing kerb-space management schemes whilst providing support and advice on parking fine specific enforcement.

The Civil Parking Enforcement Supervisor This Supervisor is responsible for the officers patrolling the kerb-space management regulations. The role supports the Manager in the monitoring of TRO installations ensuring compliance with TSRGD and the physical installation of the Council’s TROs for kerb-space management that ‘balance parking demand’.

The Civil Enforcement Officers (CEOs) All eight officers are trained to NVQ II in Civil Parking Enforcement and Kent Police approved under the Community Safety Accreditation Scheme (CSAS). CEOs patrol the kerb-space management regulations in the borough ensuring drivers comply with them so other highway users are not delayed or inconvenienced unnecessarily. In the course of patrolling, they offer advice in the form local knowledge and advice on where and how to park in accordance with regulations. The CEOs also collect intelligence to assist local businesses and residents in the prevention of crime and provide a traffic management and support role at events such as Remembrance Parades and Dartford’s Christmas lights switch on.

The Notice Processing Supervisor This Supervisor is responsible for all of the administrative ‘permit issue’ and legislative ‘parking fine’ processes. The role requires the provision of advice on parking and inconsiderate parking matters and monitors and manages the processing of parking fines in accordance with legislative requirements.

The Notice Processing Officers The three officers issue parking permits and process Penalty Charge Notices (PCNs also known as parking fines). Officers are trained to NVQ III in Notice Processing and have acquired considerable highway knowledge which enables them to advise those enquiring about parking and highway related issues.


8 September 2016

The Council’s parking services team can advise on: The Council’s car parks – locations, their regulations and payment options; The Highways England’s roads; Kent Police force’s highway responsibilities; The County Council’s highway responsibilities; The Council’s supporting role for highways management; The process via which the borough’s residents and businesses can request

highway management regulations; The eligibility and process for Resident Permit issue; and The legislative process for the processing of ‘parking fines’.

At the very least, these officers will point enquirers in the right direction for the information they seek.

Although the Parking Services team is primarily involved with Civil Parking Enforcement, it does much more, from providing supporting roles at community events to providing advice on where best to park one’s car when attending those events. This information illustrates that delivering parking services in the Borough of Dartford is not just about enforcement.


9 September 2016

Part 4: Dartford Borough Council’s approach to delivering Parking Services The Council considers many aspects for parking management, not just enforcement, however, when enforcement is necessary, the Parking Services team takes a fair and reasonable approach in its delivery and administration. It must be remembered that those receiving a parking fine have broken the law.

Local authorities are accused of many things when it comes to delivering parking services; however, none apply to Dartford Borough Council and the reasons why are detailed for each example.

Hiking up parking charges and over-pricing car parks, which kills town centres… The Council set all its parking area charges at the same rate so that drivers do not need to drive from area to area looking for the cheapest parking space available. This can contribute unnecessarily to congestion and so the Council attempts to prevent this by its tariff setting. All tariffs work on the same fifty pence per hour equivalent rate, but parking in the short stay areas must not exceed two hours in Central Car Park and Westgate House Car Park or one hour in the on-street pay-and-display bays within the town’s ring road.

All other council parking areas operate on £1 up to two hours, £2 up to four hours and £5 for stays longer than four hours. This tariff supports both short and long stay users who have a choice between paying in advance for their parking event using the pay-and-display (P&D) machines; and using the cashless service which allows drivers to record the start and finish times of their parking event via their mobile phone. The cashless service provider sends statements to users informing them of all of their parking events for the month with the relevant parking duration, the appropriate charge and a request for payment. This service means drivers never need to worry about carrying change, overstaying time or paying more for parking than they need to for their trip.

Analysis of the Council’s ticket sales data by tariff level reveals approximately thirty per cent of drivers park in the Council’s parking areas for up to one hour and a further fifty per cent of drivers park for up to two hours; these equate to a fifty pence and £1 parking charge respectively. Therefore, approximately eighty per cent of drivers pay £1 or less when they park in Dartford town centre.

Setting parking fine charges high to generate income… The Government sets parking fines (penalty charges) and they penalty charges outside London have remained at the same rate since 1991, whereas many other charges have increased significantly in this twenty-five year period.

There are two rates; £50 and £70 and which one applies depends on the severity of the contravention. Vehicles left in contravention of yellow line type regulations will receive a £70 penalty charge because the regulation is there to ensure traffic flow or assist visibility for potential hazards or hazardous scenarios. Vehicles left in contravention of parking bay regulations will receive a £50 fine because the regulation will have been installed to achieve a specific objective such as to provide for many drivers to access businesses and services using the same parking spaces on a ‘time-sharing’ basis.

Giving CEOs parking fine targets and rewarding them with cash or other incentives… The Council does not set targets or provide incentives for CEOs to issue fines. CEOs patrol regulations and car parks and serve Penalty Charge Notices to all vehicles found in contravention of them.

The Council monitors service provision, service efficiencies and budget for service delivery to ensure good local authority management.

Hiding CEOs in doorways and behind trees to pounce on un-suspecting motorists… This is related to the previous and next sections. Patrols are predominantly undertaken on foot and the CEOs use one vehicle for patrolling regulations mostly out of Dartford’s town


10 September 2016

centre, although it is sometimes used when there are fewer CEOs available to undertake foot patrols. Many regulations require officers to complete an observation period in order to collect evidence to confirm the contravention is taking place. These are wrongly considered as ‘grace periods’ by drivers.

Some regulations are contravened more than others by drivers because the risk of ‘getting caught breaking the highway law’ is low as the trip purpose is likely to be very quick, such as ‘popping to a cashpoint’ or ‘nipping into the newsagent’. It is often the contravention of regulations for these purposes where drivers accuse the CEOs of ‘lying in wait ready to pounce’; however, it isn’t true and it’s simply coincidence the patrol passes at the moment drivers choose to ‘risk it’. This type of driver behaviour tends to be habitual, but ‘getting caught’ once seems to make them forget all the times before they may have got away with ‘risking it’. It should be remembered kerb-space management regulations are highway law whether or not patrolled by CEOs and therefore drivers should never ‘risk it’, even for very short trip purposes.

Targeting motorists and businesses… Some drivers take exception to receiving a parking fine despite it being their choice to ignore the regulations and some accuse local authority officers of being discriminatory. The fact is that CEOs serve PCNs to a vehicle breaking highway law. They do not know who a vehicle belongs to so it is not possible to serve a PCN with discriminatory intent, parking enforcement targets only inconsiderate drivers, whether residents, visitors or businesses.

This Council will always work with businesses to explain highway law and identify flexibilities within regulations in order to assist businesses. For example, Dartford town centre has regulations specifically for businesses and Business Permit holders have greater flexibility in the servicing of their businesses.

Sending out fines in the post to scare drivers into paying fines they don’t owe… Legislation provides for postal PCNs in certain circumstances, most commonly when CEOs are ‘prevented from serving’ due to aggressive behaviour or ‘vehicle drive-aways’, and when standard foot patrols are ineffective such as outside schools. PCNs served via this process are not issued automatically; CEOs (or approved devices) must still collect evidence to prove the contravention took place and CEOs authorise the serving of the PCN via post. The Council’s Notice Processing Officers (NPOs) must then double-check the postal PCNs before serving them via first class post. Therefore, drivers who ‘risk it’ and get caught may still receive a PCN despite their best efforts to avoid one. The legislative stages from this point are the same as if the PCN were served at the time of the contravention, providing the same opportunities to challenge the PCN if the recipient feels it has been wrongly issued.

Imposing regulations on residents and businesses… The County Council is responsible for regulations (most commonly yellow lines) dealing with ‘traffic movement and road user safety’ issues and the Council has delegated responsibility to install regulations for ‘balancing parking demand’ (most commonly parking and loading bays). The County Council can ‘impose’ regulations for traffic movement and safety reasons because technical and hazardous reasons exist that prevent safe highway navigation or obstruction causes congestion; however, the Council does not ‘impose’ parking regulations on the local community. Part 2 of this report describes how TROs come about, most commonly because of inconsiderate and inappropriate parking practices and requests from residents and businesses. Kerb-space management regulations are installed primarily for two reasons: for ‘traffic movement and road user safety’; and for ‘balancing parking demand’. For permit parking type regulations, the Council stipulates the majority of households in a street must state their support for the introduction of regulations. This means that sometimes a good consultation response rate is achieved with the majority supporting regulation introduction, but if that majority doesn’t equate to more than half of the households in a street, regulations are not introduced.


11 September 2016

Part 5: The Dartford Town Centre parking provision Parking areas Although there have been some changes in car park layouts over the last five years, capacities and demand are largely the same as in 2011 and this section confirms there is ample car parking provision for Dartford’s town centre and that users favour specific parking places. However, it also identifies considerations for the successful evolution of parking provision benefiting all highway users.

Appendices A and B detail the good mix of short stay and long stay parking provision in and around the town centre both on and off street. The provision of more than four thousand five hundred spaces (4,500) (from a 2011 survey) varied in quality and comprised:

805 Council owned spaces of which 643 were general use and 162 were dedicated to Fairfield Pool and The Orchard theatre (not in general use for members of the public).

2311 privately owned spaces of which 1958 were dedicated to retail and 353 were provided by Network Rail.

424 managed spaces on street including 168 pay-and-display, 35 limited waiting, 168 permit and 33 disabled persons parking spaces. There were also loading and taxi bays provided around the town centre and the loading bays provided an additional free 45 spaces in the evenings, overnight and on Sundays.

512 uncontrolled on street spaces with many more just beyond the study area. A number of private parking spaces were provided by approximately thirty employers

in and around the town, but the number of spaces per site and total were unknown.

Pay-and-display parking tariffs All the parking tariffs for all the public parking areas within the 2011 study area were collated and all car park tariffs were similar to the Council’s fifty pence per hour rate up to two hours, with the exception of Prospect Place which was free for the first two hours of parking and Priory surface car park which started at £1.50 for the first hour. Appendix C details the 2011 parking tariffs for all the public parking areas within the study area. There were also seven hundred and twenty-seven limited waiting and uncontrolled (on-street) free general use parking spaces which were being used by drivers to the study area; this excluded Prospect Place car park which added another six hundred and forty free parking spaces for stays less than two hours.

The town centre Town centres are dependent on the provision of sufficient good quality access including the availability of quality public transport in addition to convenient car, motorcycle and cycle parking provision.

Trip purpose is influenced by the offer of the town centres and Dartford’s provides a range of retail, service sector, leisure, cultural and civic facilities and is home to a small residential community. However, the retail offer has been in decline for some time, with the recession exacerbating the situation. Many Dartford residents travel to more distant centres for their food shopping, everyday services and regular comparison shopping.

The Dartford Retail and Commercial Leisure Study concluded a strengthened convenience shopping offer is necessary to attract shoppers back into the town centre which will bring wider benefits too. The increased customer base is most likely to be drawn from the area immediately surrounding the town centre especially with the delivery of new housing, resulting in more sustainable travel patterns which do not therefore require an increase in car parking capacity. The study also recommended a strengthened leisure offer, providing facilities such as a cinema and an increased range of eating and drinking places.

Accessibility is a very important factor in contributing to a successful town centre, but the offer is the most important factor. In an open and competitive market, any downgrading of


12 September 2016

the importance of car parking in Dartford town centre is likely to have a detrimental effect on the competitive position of the town centre and its viability because car based consumers will shop elsewhere if the level of town centre parking is inadequate or of inferior quality. The town’s current car parking capacity appears to be adequate for its current retail offer as does its convenient locations, but it is the quality of some of the parking provision that is questionable for some parking areas meaning improved standards should be aspired to.

Trip purpose and convenience verses parking cost People visit Dartford’s town centre for many reasons but the Thursday and Saturday markets are a specific trip attractor according to 2011 occupancy counts for the town’s primary parking areas. People also visit Central Park and The Orchard theatre and complete service type activities such as visits to the Post Office and the Council.

Shoppers: Whilst parking cost is considered by drivers, parking convenience is often the deciding factor for drivers visiting retail centres. The fifty pence per hour rate for most of the parking areas around the town appears to be considered reasonable for many drivers because shoppers choose to park in a fifty pence pay-and-display space even when non-chargeable spaces are available in less convenient locations. This suggests the charge is not a deterrent to parking in the town centre. Observations of driver behaviour in Market Street also indicates parking convenience to be the significant decider because drivers will queue to park in the P&D bays in Market Street on one side of the road closest the town centre when Central Car Park on the opposite side is the same price and seldom full.

Commuters: An unknown proportion of vehicles are parked in and around the town because their drivers work in the area or they are completing a multi-modal trip with a change to rail. Individuals parking in the town on a daily basis consider parking costs differently to ‘shoppers’ as costs can quickly add up to hundreds of pounds over the course of a year. Whilst parking convenience is considered, parking costs are often the significant influence in the decision of where to park and drivers are therefore prepared to walk a little further because it can save lots of money over time. Residents report commuters parking on-street and many commuters are observed walking from residential streets. Ticket sales analysis This section considers the analysis of the 2011 ticket sales information provided for the Orchards, Priory and Council operated parking areas. It was not possible to obtain similar information for Prospect Place and so the following information excludes this. Analysis of ticket sales data by tariff level indicates up to eighty per cent of drivers park in the town centre for less than two hours (Figure 1). Specifically, the less than two hour trip durations equate to seventy-nine per cent for the Council managed parking areas with not too dissimilar for Orchards and the Priory parking areas increasing to approximately ninety per cent for up to three hours parking. The two to three hour dwell time compares with average dwell times for Bluewater and Lakeside of one hundred and fifty-one minutes (Lend Lease 2011).

Preferred parking areas The Council’s pay-and-display parking provision is sited in numerous locations around the town and analysis of ticket sales provides an indication of user type for each of the parking areas, which can help to determine which are preferred by shoppers and which are preferred by all day parkers, most commonly town workers and rail-based commuters.

Figure 2 indicates drivers park closer to the retail core for shorter stay trips (up to two hours), whilst longer stay trips (more than four hours) are biased in parking areas furthest from the retail core. The data suggests the Overy Street parking areas are preferred by longer stay visitors and these car parks are sited most conveniently for access to Dartford railway station and have the Council’s tariff, which provides the cheapest daily rate in the town centre.


13 September 2016

Figure 1. Dartford Borough Council’s 2010 ticket sales

Figure 2. Long stay versus short stay ticket sales

Analysis of the same ticket sales data shows Sainsbury’s, Orchards, Priory and Central accounting for more than eighty per cent of the ticket sales for 2010 (Figure 3). This data does not include Prospect Place or Westgate which was closed as a multi-storey car park and not operational during 2010.

Parking area monitoring There had been no data collection for Dartford’s town centre parking areas for some time and so the 2011 review included monitoring of the town’s primary parking areas which provided 2,141 parking spaces for the retail core and included: Central Car Park; Market Street (Old Market); Orchards Car Park; Waitrose Car Park; The Priory Centre Car Park; Sainsbury’s Car Park; Prospect Place Car Park; and Westgate Car Park. The proportional distribution is detailed in Table 1.

Up to 1 hour 31.3%

Up to 2 hours 47.9%

Up to 4 hours 5.2%

Over 4 hours 15.6%

0%10%20%30%40%50%60%70%80%90%

100%

Tariff level ticket sales by parking area

Up to 1 hour Up to 2 hours Up to 4 hours Over 4 hours


14 September 2016

Figure 3. Parking area usage based on annual ticket sales for 2010

Parking area occupancy counts were completed at 8.30am, 1pm and 5pm over a three week period during September 2011 on Tuesdays, Thursdays and Saturdays. The tables at Appendix D detail the average occupancy counts for each parking area and the proportion of capacity used at the various count times. The counts revealed Saturdays to be the busiest for the town’s car parks and the 1pm count indicated this to be one of the busiest parts of the day. Table 1 identifies the parking area capacities and their respective usage at the busiest time of the week according to the monitoring information collected. Aside from the Priory Centre Car Park, the numbers of vehicles using each area were similar to the distributional equivalent of the town’s primary parking area provision.

These primary parking areas operated at approximately seventy-five per cent capacity on Saturdays and so the town’s parking supply was perceived as inadequate during its busiest time by visitors to the town. However, the 2,141 spaces monitored by the 2011 study represented about fifty-three per cent of the town’s supply at the time, albeit some were considered as too far to walk to by some shoppers, but are nonetheless within a five minute walk of the town centre.

Table 1. Retail parking area capacity and usage based on monitoring during September 2011

Parking area Capacity Parking area share

on Saturdays at 1pm

Capacity used

Prospect Place 640 29.9% 31.00% 491 76.6% Priory 441 20.6% 12.80% 203 45.9%

Sainsbury's 394 18.4% 21.70% 344 87.2% Orchards 243 11.3% 12.00% 190 78.0% Waitrose 164 7.7% 8.90% 141 86.0% Westgate 118 5.5% 4.80% 77 64.8% Central 110 5.2% 6.90% 110 100.0%

Old Market 31 1.4% 1.90% 30 96.8%

Figures 4, 5 and 6 illustrate the average parking area distributions for those where occupancy counts were completed. They show the parking distribution at moments in time, but the parking behaviour observed during the occupancy counts appeared to be fairly typical of the 2011 usage.

Central 14.2%

Darenth Road 0.6% Heath Street

0.6% Highfield

Road 0.9% Hythe

Street 0.9%

Kent Road 0.8%

Old Market Street 8.4% Orchards

18.6%

Overy Street 2.6%

Priory 16.1% Priory Hill

0.6%

Spital Street 0.3%

Sainsbury's 34.2%

Westgate House 1.3%


15 September 2016

Figure 4. September 2011 monitoring: Parking area distribution at 8.30 am

Figure 5. September 2011 monitoring: Parking area distribution at 1.00 pm

Figure 6. September 2011 monitoring: Parking area distribution at 5.00 pm

Central 6.3% Old Market

3.5% Orchards

4.7% Waitrose

8.7%

Priory 19.0%

Sainsbury's 26.8%

Prospect Place 20.8%

Westgate 10.3%

Central 6.6% Old Market

2.3%

Orchards 10.9%

Waitrose 9.8% Priory

16.4%

Sainsbury's 16.5%


Westgate 6.4%

Central 7.4%

Old Market 3.7%

Orchards 8.4%

Waitrose 10.3% Priory

14.1%

Sainsbury's 18.8%


Westgate 5.0%


16 September 2016

Old Market, Market Street Old Market is a one hour on-street parking area, but it is unconventional as its layout is like a car park. It is next to the town’s high street which makes it very convenient for parking when trips are to be less than one hour. Its convenience and fifty pence tariff makes it a preferred parking location for access to the retail core and often operates at capacity. The parking area occupancy counts indicated that it is also well used by Blue Badge holders who are able to park in the bays for up to three hours with their Blue Badge and time clock correctly displayed. The results of the 2011 occupancy counts indicated about one-third of bays were occupied by Blue Badge holders on a regular basis peaking at one-half during the monitoring weeks.

Central Car Park, Market Street Central is a two hour off-street parking area and it often operates at or close to capacity. It is also well used by Blue Badge holders with the occupancy counts indicating typically one-tenth of bays are used by Blue Badge holders and this rose to about one-third on Thursdays, which is a market day.

Sainsbury’s, Instone Road The car park’s tariff is set to attract ‘shoppers’ with a lower charge up to four hours and a much higher charge for parking longer than four hours. Until September 2014, the capacity of the car park reduced by forty-seven per cent on Thursdays because of the market, but the occupancy counts indicated its busiest days were Saturdays during 2011 when the mid-week’s occupancy counts were doubled on Saturdays.

Prospect Place, Westgate Road The car park’s tariff is set to attract ‘shoppers’ only because it is free up to two hours with higher charges up to three and four hours, but parking longer than this is not permitted. During the 2011 study, some drivers were observed parking and walking straight towards the town centre, but the majority of drivers parking in Prospect Place were using the retail outlets within the retail park. Further monitoring of vehicle flows in to and pedestrian flows out of the retail park will need to be completed to ascertain the degree to which town shoppers use Prospect Place as town centre parking provision.

The 2011 occupancy counts revealed many of the vehicles typically in the car park at 8.30 a.m. belonged to staff working on the retail park, although the number of vans observed outside B&Q indicated the car park is used by customers of the retail park at this time. Further investigation is required to ascertain the exact proportion of the counted vehicles that belong to Prospect Place staff, but it is not unreasonable to assume that approximately ten per cent of the parking capacity is used by those working at Prospect Place on a daily basis.

The 2011 occupancy counts also revealed the omission of any motorcycle parking in Prospect Place as up to six motorcycles were counted in the car parking spaces on a regular basis.

Effects on the highway Most of the parking areas’ accesses operate effectively allowing cars to get in to them without queues forming on the highway. Queuing cars interrupt pedestrian and vehicle flows on the highway causing congestion and frustration and this is observed at Old Market and Prospect Place. Given highway constraints, further monitoring will be required to inform highway and access re-design.


17 September 2016

Policy and the potential effects on parking The Council’s 2011 Core Strategy identified six key development sites, namely Station Mound, Kent Road (Westgate Car Park) and Hythe Street (old Co-op store), Orchards Shopping Centre, Priory Shopping Centre, Acacia Hall and Lowfield Street, which is now subject of new development plans. Based on indicative planning information at that time, the combination of development sites was anticipated to provide a potential nett increase in the town’s parking provision in the order of two thousand spaces, bringing the total public parking provision to approximately four thousand and the town’s total provision to about six thousand spaces. These numbers excluded the uncontrolled residential streets just outside of the study area; however, it is highly probable that successful regeneration of the town will exacerbate parking related issues for residents nearby who already compete for parking space with those using the railway station and working or visiting the town centre. Parking management, including tariffs, should assist in balancing the use of capacity across the town centre, although trip purpose and the convenience of parking will always be a significant factor for drivers visiting the town on an ad hoc basis for ‘shopping’.

Managing travel demand The Core Strategy also identified the role of cycling in managing transport demand and there was inadequate cycle parking provision in terms of capacity and quality. The town centre had twenty-two cycle stands most of which are rarely used and cycles tend to be padlocked to railings instead. The 2011 railway supply of thirty spaces was saturated throughout the year with approximately forty cycles parking at the station on a daily basis. This excess demand was especially obvious during the summer months. The building of the new station increased parking capacity to one hundred and fourteen cycles and saw new management and enforcement against the padlocking of cycles to railings. Cycle usage to the railway station remains high and usage often exceeds seventy per cent of capacity.

It is national policy and widely accepted that motorcycles and motor-scooters have a role to play in managing transport demand and can contribute to minimising congestion levels and carbon emissions; however, Dartford’s town centre motorcycle parking provision is inadequate in terms of location, capacity and quality.

The 2011 study recommended new developments provide appropriate parking provision for cycles and motorcycles and that the existing facilities should be considered for improvements. The Council has since introduced designated motorcycle parking bays in all of its car parks included in the 2011 study. Questions answered… The 2011 Dartford town centre parking review was initiated by the Town Centre Forum in July 2011 by requests for two hours ‘free’ parking to assist with the economic regeneration of the town. This prompted the following points for consideration. Little has changed since 2011 and these conclusions remain current.

1. Was there enough parking provision for ‘shoppers’, commuters, and others? The study indicated the car parking provision was mostly adequate for 2011 demand and provision was sited adequately across the town.

The situation before the recession was different and demand was closer to saturation for the long stay parking areas in Overy Street, which is preferred by rail-based commuters (that choose to pay for their parking). Monitoring of long stay pay-and-display parking areas outside of the ring road was not completed as part of the 2011 review, but observations indicated that usage is down in these areas and so there was ample managed provision.

With regard to short stay provision, the primary parking areas identified in Table 1 operated at reasonable levels of capacity throughout the week. Saturdays were the busiest days for parking demand, but capacity was available in most car parks with the exception of Old Market and Central, which operate at or very close to capacity.


18 September 2016

Residents continue to report parking related issues pertaining to rail-based commuters and workers in the town, and the Council may need to consider requests for resident permit parking schemes.

2. What are the relevant parking related issues? The study indicated many of the ‘complaints’ about parking in the town centre were not supported by the evidence which suggested that provision and tariff levels did not appear to have a detrimental effect on the economic success of the town and were unlikely to have a detrimental effect on its economic regeneration.

3. Was there an imbalance in parking area usage and will balancing tariffs resolve the issue? The study indicated there was not an imbalance in parking area usage and that ‘shoppers’ tend to park in the most convenient place for their trip regardless of whether or not a parking charge applies. This suggests that retail offer is the key determinant for their choice of parking area. The balancing of tariffs between Council and privately managed areas is unlikely to make a difference unless there are significant differences in the tariff levels set. This was proven true by the change in tariff of the Priory surface car park where the first hour charge was set at £1.50, nearly three times its previous cost and fifty per cent more than the previous cost for two hours. The car park usage was significantly reduced.

Other relevant considerations Considering parking charges from a parking area operator’s perspective, approximately eighty per cent of 2011’s total ticket sales were for tariff levels up to two hours. To provide two hours free parking would place an expectation for operators to write-off eighty per cent of their parking income and this is likely to be considered unreasonable by operators. For example, the revenue from the Council’s own car parks not only pays for their maintenance, but also helps to fund many other Council services and community initiatives and a loss of revenue of any magnitude would have a negative impact on members of Dartford’s community in receipt of those services and initiatives.

Additionally, it should be noted the cost of parking is important in achieving modal shift and so parking tariffs need to be considered carefully and set at a level to discourage unnecessary car use by ensuring public transport costs are competitive for town based trips.

Residential streets close to the town centre are negatively affected by those using the railway station or working and to a lesser extent ‘shopping’ in the town, and the successful regeneration of the town with an improved retail and leisure offer may exacerbate parking related problems for residents. Where parking related problems can be evidenced, parking management will be considered and introduced on a street-by-street basis if supported by the majority of households affected.

Appropriate and effective travel planning and well managed parking areas are important for the town’s regeneration. The primary weakness identified by the Kent Thameside transport strategy work was a lack of signing from the main roads. Kent County Council’s second Local Transport Plan identified £45,000 for the installation of directional and real-time parking space availability to encourage more efficient use of parking capacity. The project was not delivered, but further investment is required in order to address this issue which remains.

Appropriate parking standards for town centre developments coupled with a suitable parking strategy and supported by a town centre travel plan should assist in providing adequate car parking whilst achieving modal shift. The Fastrack bus services are simple to use and well branded and other bus services serving the town could adopt a similar approach to marketing to encourage car drivers on to them. Motorcycles and cycles offer the opportunity for flexible independent travel, but parking provision for these modes is exceptionally poor in


19 September 2016

capacity, location and quality. Rectifying issues around these modes is relatively simple and cheap to achieve, but it is widely accepted that new cyclists prefer segregated off-road networks and whilst the Council, with Sustrans, has made good progress in recent years improving and completing the cycle network around Dartford, more targeted work is required to complete routes in to and out of the town centre from the east and west.

Park-and-ride is often cited as a way of improving travel to the town centre, but Dartford’s town centre is not geographically suited to such a solution. The most successful park-and-ride services have corridor lengths of two to three miles with express shuttle bus services afforded priority in bus lanes to ensure the journey to a town centre is quicker than driving. Equally, passenger numbers need to be high to ensure commercially viable services.


20 September 2016

Part 6: Parking management in residential areas As was explained in Part 1, the Council does not impose parking management schemes on the communities within the borough. It simply responds to requests for ‘something to be done’ when residents and businesses request. The Council has the capacity to undertake two to three schemes (depending on size and complexity) each year.

The Council’s Cabinet has empowered the local councillors to decide whether or not to respond to requests for parking management schemes. The rationale for this approach is the local councillors have best knowledge about the areas they serve and therefore they will understand the reported issues and the level of support for potential parking management options. Appendix G details further the process for the introduction of parking management schemes, but the following summarises.

Preliminary consultation: The Council has developed a survey comprising seven questions and a free-text field. The survey seeks to confirm if the majority of households in a street state there is a ‘parking issue’, who is causing it and when; the level of demand for on-street parking by residents; and the stated preference for parking management including a ‘do nothing’ option. Responses are encouraged to be completed online via the Council’s website and the majority do engage via this channel.

Scheme design and TRO consultation: Only if the majority of households state they would like a parking management solution to be considered will this step be completed. Whilst the residents’ views will be considered, there are typically only two viable options for ‘balancing on-street parking demand’, namely a ‘No waiting’ at a specific time where residents have their own off-street parking provision; and ‘Permit holders only’ when residents want to park on-street because they have no provision of their own within their property boundaries. An appropriate scheme is designed balancing the demands of all highway users and the statutory consultation for TROs is completed. The Council’s consultation includes a Public Notice in the local press, Notices installed on-street and letter drops to every property within the area proposed for parking management regulations. Again, responses are encouraged to be completed online and there are three possible responses: support the proposals as proposed; support the proposals in principle requesting minor amendments such as reducing the operational time of the regulation; and object to the proposals briefly stating why. The results are collated and analysed (with the local councillors) and a report with recommendations submitted to Cabinet. The recommendations are considered and a decision taken to proceed with scheme delivery if the majority of households state their preference for a scheme.

Scheme delivery: The TRO is finalised and the lines and signs installed. Residents are informed of the consultation outcome and kept apprised of scheme delivery and a ‘go live’ date. Time is built in to ensure residents can prepare and be ready for the scheme start date.

The Parking Services team delivered new parking management schemes for: Bowmans Road in Heath ward; Elizabeth Street and Church Hill in Stone ward; and Priory Road (South) and Gordon Road in Town ward during the last year. However, there remains many reports of parking related issues across the borough, some of which the Council has undertaken ‘preliminary consultation’ and ‘TRO consultation’ for, but the response rates did not achieve the ‘majority of households must state support’ criterion the Council has set.

Further schemes have already been prioritised for 2016-17 and the Council will continue with its policy to introduce parking management schemes only where the majority of households state their support for them.


21 September 2016

Part 7: Parking Services projects’ delivery In addition to the daily operations of the Parking Services team and the introduction of parking management projects, the service has undergone a number of improvements over the last year. The changes were focused around improved service delivery with the overarching objective being improved efficiency and effectiveness.

Permit and PCN administration This project has provided a significant step forward and involved the migration to new systems for the processing of permit applications and PCN processing. One of the biggest benefits of the new systems is the self-serve functionality via the Council’s website.

Permits: Residents can now apply online for Resident Permits and manage any changes too. The system will also be configured to manage applications for other services like Vehicle Access Markings, Disabled Persons Parking Bays and bay suspensions making those processes simpler for applicants too.

PCNs: Drivers caught leaving their vehicle in contravention of regulations can now view the evidence online via the Council’s website and either challenge the serving of the PCN or pay the penalty charge. The evidence remains available for the duration of the statutory process and adjudicators may also use the functionality should the driver choose to Appeal to the Traffic Penalty Tribunal.

CEO management and uniforms The CEOs were restructured back to the Parking Services team in May 2015 and a number of changes have been made. The overarching objectives are to provide a professional service as required by legislation and to deliver improved, reliable and consistent service. Changes include:

The provision of new Standing Instructions (SIs) and Standard Operating Procedures (SOPs).

The issue of new uniform designed specifically for patrolling which comprises footwear; trousers; shirts; soft shells (fleece type jackets); overcoats; all seasons caps; light-weight waterproof over trousers and over jackets; and tailor-made Parkvests to mount and store patrol kit.

The issue of new patrol equipment comprising: one smart-phone; one printer; one body-worn camera; and one radio.

Newly installed patrol software enabling greater evidence collection with: PCN procedure prompting by contravention code; direct cashless parking interfaces; new capabilities enabling the enforcement of regulations difficult to monitor before; 4G communications enabling immediate upload of PCN data; and hourly system updates for permit issue and NPO to CEO special messages for vehicles and streets.

Newly defined ‘patrol routes’ mapped with quantified information including distances and patrol times.

The provision of a new patrol vehicle with enforcement and monitoring capability via an ‘approved device’.

Regrettably, the Council’s CEOs are subject to much abuse, physical and verbal. Much work has gone into helping the CEOs to understand how their response to members of the public can affect public perception and that they must continue deliver the ‘professional service’ in attitude and practice.

Enhancements will be made to SIs, SOPs and patrol routes, but the team has all it needs to continue to provide a professional service as required by legislation and to deliver the improved, reliable and consistent service objectives.


22 September 2016

School Safety Patrol vehicle For some years, the London Boroughs and Transport for London have used camera technology to enforce highway management regulations. Legislation enables enforcement of some parking management regulations and bus lanes through fixed and mobile camera technology (approved devices). Regulation enforcement using approved devices is only one part of a number of measures to manage congestion and pollution and to improve the reliability of journey times for all highway users including those using public transport. The use of approved devices should be undertaken where Civil Enforcement Officer enforcement is difficult, sensitive and not practical. The Deregulation Act 2015 limited camera technology enforcement to school zig-zags, bus stops, bus lanes and red routes.

The Council was asked repeatedly by schools and concerned parents to ‘deal with parking outside schools’. The Council works with Kent County Council and Kent Police to address parking related issues around schools, but there was no longevity in the effectiveness of previously deployed initiatives and enforcement because drivers ‘behave’ when officers in uniform are present and ‘do not’ when officers are not present.

Due to the lack in effectiveness of other initiatives, the Council engaged with all of the schools in the borough in order to collect information about parking practices outside schools and to establish if support existed for enforcement employing camera technology. Ninety-two per cent of schools confirmed their support for more effective enforcement and on this basis, the Council procured the ‘School Safety Patrol’ vehicle which employs an approved device to monitor and collect evidence of illegal parking outside schools.

The purpose of the School Safety Patrol vehicle The ‘School Safety Patrol’ vehicle (safety vehicle) employs ‘automatic number plate recognition’ (ANPR) camera technology to identify potential contraventions of school ‘entrance markings’ regulations, commonly known as ‘school zig-zags’ and ‘school keep clear markings’. The safety vehicle simply replaces ‘foot patrols’ with ‘driving patrols’; it is driven past schools and is never ‘parked up’ and used to ‘spy’ on drivers parking in contravention of the regulations.

Safety vehicle deployment for patrol and enforcement The ‘School Safety Patrol’ vehicle’s approved device is loaded with the school zig-zag locations (patrol areas) and the safety vehicle is driven past schools and the ANPR camera activates for the patrol areas only during the enforcement period, typically 8.00 to 9.30 a.m. and 2.30 to 4.00 p.m. An ‘evidence pack’ is created for each number plate it reads in each patrol area during the enforcement periods.

The safety vehicle data path Evidence Packs are created and all data are encrypted. The evidence packs cannot be reviewed or tampered with within the vehicle. All evidence packs are uploaded to a secure area within the Council’s computer network and a CEO reviews the evidence packs. Each pack includes a piece of footage which the CEO watches in order to confirm whether or not the parking contravention occurred. Evidence packs confirming a contravention did not occur are deleted. Evidence packs confirming a contravention did occur are transferred to the Council’s PCN processing system. Prior to evidence pack transfer, the CEO selects ‘still images’ from the footage, and data not relevant to the contravention are ‘blurred out’; this includes faces and other vehicles’ number plates. The PCN processing system manages the parking contravention case along the legislative process for CPE which starts with an application to the DVLA for the contravening vehicle’s ‘registered keeper’s’ (owner’s). A ‘Notice to Owner’ (postal PCN) is then served to the vehicle’s owner via first class post and the owner is able to ‘pay’ or ‘challenge’ the postal PCN online on legislatively defined grounds. All camera footage is deleted (after a short retention period) once the contravention case is closed by either payment of the penalty charge or successful ‘challenge’ via the legislative process.


23 September 2016

The safety vehicle’s effectiveness The safety vehicle was showcased at all of the schools in the borough who wanted to see it before it began patrolling and leaflets and badges were given out to parents and children confirming when it was to begin its patrols.

It is early days, but feedback to date has been supportive and the low number of PCNs issued suggests much improved compliance of School Keep Clear markings.


24 September 2016

Part 8: Monitoring the Council’s Parking Services operation Honesty remains the best policy… The Council, in its supporting role to the County Council, has a responsibility to administer CPE in a fair and reasonable manner whilst ensuring the efficiency and effectiveness of service delivery. Additionally, given the ‘interest’ from some quarters of the media and some members of society, this section provides facts and figures about the Council’s parking provision and its enforcement related activity under CPE.

Legislative requirements and guidance There are a number of bodies suggesting the data to be reported by local authorities and the following is that of the Department for Transport’s ‘Operational Guidance to Local Authorities: Parking Policy and Enforcement’ and PATROL’s ‘Annual Report Toolkit 2015 which incorporates the Department for Communities and Local Government’s ‘Local Government Transparency Code 2015’.

Correspondence response times The paragraph references are to ‘DfT’s Operational Guidance to Local Authorities: Parking Policy and Enforcement’.

Activity Statutory limit

BPA suggested target from date

of Service, receipt of

communication or relevant

activity.

Dartford Borough Council’s average

Response to challenge or pre-Notice to Owner (NtO) correspondence

None given; stated ‘in a timely manner’

14 days (para.11.10) < 10 working days

Response to a representation against a PCN

56 days 21 days (para.11.28) < 10 working days

Response to a representation against immobilisation or removal

56 days 21 days (para.11.28) N/A

Response to a referral by the adjudicator for re-consideration of mitigation

35 days - < 10 working days

Despatch of a postal PCN

28 days if the DVLA request is sent

within 14 days of the appropriate date, or

longer if DVLA information is not

received

14 days (para. 8.64) < 10 working days

Despatch of Notice to Owner (except where the NtO is a PCN)

6 months from the ‘relevant date’ –

normally the date on which the PCN is

56 days (para. 10.32) 30 days


25 September 2016

Activity Statutory limit

BPA suggested target from date

of Service, receipt of

communication or relevant

activity.

Dartford Borough Council’s average

served. (See para. 10.32 for other

instances.)

Removal of an immobilisation device

None given

Within one hour of payment being received, with a maximum time

limit of two hours (para. 8.99)

N/A

PCN statistics for 2015-6 Penalty Charge Notices served

Total number of PCNs served 7955 Higher level PCNs served (Statutory guidance) 5186 Lower level PCNs issued (Statutory guidance) 2769 Regulation 9 PCNs served 7532 Regulation 10 PCNs served 378 PCNs served - on-street 6346 PCNs served - off-street 1609

Penalty Charge Notices served PCNs paid (Statutory guidance) 4887 PCNs paid at the discounted rate (Statutory guidance) 3233 PCNs paid before Charge Certificate served (within 56 days) 4562 PCNs paid after Charge Certificate served 325 Charge Certificates registered 1475 Warrants of Control issued 613 PCNs cancelled 810 PCNs written-off 791

Penalty Charge Notices challenged PCNs resulting in challenge (Statutory guidance) 2407 Challenges resulting in cancellation (Statutory guidance) 470 Challenges resulting in rejection of challenge (Statutory guidance) 337 PCNs resulting in representation (Statutory guidance) 1558 Representations resulting in Notice of Acceptance (Statutory guidance) 157 Representations resulting in a Notice of Rejection (Statutory guidance) 145 Vehicles immobilised (Statutory guidance) 10 Vehicles removed (Statutory guidance) 2

Appeals to the Traffic Penalty Tribunal Total number of appeals to the Traffic Penalty Tribunal 13 Appeals allowed 3 Appeals dismissed 5 Appeals not contested 5


26 September 2016

Financial information Income collection from on-street parking (Transparency Code) £120,307 Income collection from off-street parking (Transparency Code) £424,926 Income from on-street Penalty Charge Notices (Transparency Code) £225,018 Income from off-street Penalty Charge Notices (Transparency Code) £42,263 Income from Resident Permits, Visitor Permits and Season Permits £25,152 Expenditure: employees and operational costs £830,040 Deficit of the ‘parking account’ (Transparency Code) -£7,642

Method of PCN serving On-street Off-street Combined Approved Device 1.6% 0.0% 1.3% Attached to Vehicle 87.8% 95.6% 89.3% Handed To Driver 6.2% 2.1% 5.3% Not Printed 0.5% 0.9% 0.6% Prevented From Serve 0.5% 0.6% 0.5% Vehicle Driven Away 3.5% 0.9% 3.0%

Appendix A: Off-street parking areas 2011: Dartford Town Centre

Name Type Payment control

Days of operation

Hours of operation

Maximum stay

Motor cycle DPPBs Parent

& Child Reserved General use

Total No. of spaces

Acacia Hall Surface P&D Mon to Sat

8am to 6.30pm All Day - 13 - 32 178 223

Central Surface P&D Mon to Sat

8am to 6.30pm 2 hours 6 4 - - 106 110

Civic Centre Surface Free - At any time 1 hour 2 2 - - 7 11

Cranford Rd Surface Free Mon to Sat 8am to 6pm 2 hours - 2 - - 19 21

Fairfield Pool Surface Free - - - - 4 - - 131 135

Highfield Rd Surface Free - - - - - - - 50 50

Overy Street.

(Rebore) Surface P&D Mon to

Sat 8am to 6.30pm All day 2 - - - 22 22

Overy Street (Rose)

Surface P&D Mon to Sat

8am to 6.30pm All day - - - - 41 41

Overy Street (Irish)


8am to 6.30pm All day - - - - 23 23

Overy Street

(Wickes) Surface P&D Mon to

Sat 8am to 6.30pm All day - - - - 14 14

Orchard Theatre Surface Permit

Holders - - All day - 6 - 10 11 27

Springvale Surface P&D Mon to Sat

8am to 6.30pm All day - - - - 21 21


28 September 2016

Name Type Payment control

Days of operation

Hours of operation

Maximum stay

Motor cycle DPPBs Parent

& Child Reserved General use

Total No. of spaces

Westgate Surface P&D Mon to Sat

8am to 6.30pm All day 10 7 - - 111 118

Network Rail Surface P&D ? ? All day - 3 - - 153 156

Network Rail Surface P&D

Mon to Fri Saturday Sunday

24/7 All day 5 4 - 13 180 197

Orchards Multi-storey P&D Mon to

Sun 8am to 12am All day - 5 - - 238 243

Priory Multi-storey P&D

Mon to Sat

Sunday

7am to 7pm 9am to 5pm All day - 28 - - 413 441

Prospect Place Surface P&D Mon to

Sat 8am to 6pm 4 hours - 24 6 - 610 640

Sainsbury’s Surface P&D Mon to Sat 8am to 5pm All day 4 8 9 -

377 (185 lost

for market)

394

Waitrose Surface

Pay on Exit Free

for customers

Mon to Sat

Sunday

8am to 8pm 10am to 4pm All day - 9 5 - 150 164

Wickes Surface Free for customers

Mon to Sat

Sunday

7am to 8pm 10am to 4pm 1½ hours - 3 4 - 69 76


29 September 2016

Appendix B: On-street parking areas 2011: Dartford Town Centre

Site Primary parking control

Maximum duration

P&D M-S 8am -

6.30pm 15

hours NR 2 hours

Motor cycle DPPBs

Business Permit holders

only M-S 8am-

6:30pm 1 hour NR 1 hour

Permit holders

only (some time

limited)

Limited Waiting: (some time

limited)

Loading (No. of bays)

Taxi Uncontrolled Total No. of spaces

Anne of Cleves Road

Resident Permit Unlimited - - 1 - 46 - - - 41 88

Cranford Road Uncontrolled Unlimited - - - - - - - - 43 43

Darenth Road Mixed Unlimited 30 - - - - - - - 46 76

Essex Road Limited waiting 2 hours - - - - - 13 - - - 13

Gordon Road Uncontrolled Unlimited - - - - - - - - 64 64

Heath Street Pay & Display Unlimited 27 - - - - - - - - 27

High Street No parking 0 hours - - - - 3 - - - - 3

Highfield Road Uncontrolled Unlimited - - - - - - - - 14 14

Hythe Street Mixed 1 hour 6 - 3 1 - - 3 6 - 19

Ingram Road Uncontrolled Unlimited - - - - - - - - 53 53


30 September 2016


Maximum duration

P&D M-S 8am -

6.30pm 15

hours NR 2 hours

Motor cycle DPPBs


only M-S 8am-


Permit holders

only (some time

limited)


limited)



Instone Rd Mixed 1 hour - - 2 - - - - - 5 7

Junction Road Resident Permit 2 hour - - - - 13 3 - - - 16

Kent Road Pay & Display 1 hour 9 - - - - - 1 - - 10

Market Street Pay & Display 1 hour 31 - 9 1 - - 1 - - 42

Mount Pleasant Road

Resident Permit 2 hour - - - - 57 17 - - - 74

North Street Uncontrolled Unlimited - - - - - - - - 4 4

Orchard Street DPPBs 3 hours - - 3 - 1 - 2 - - 6

Overy Street No parking 2 hours - - - - - 2 - - - 2

Phoenix Place Uncontrolled Unlimited - - - - - - - - 53 53

Priory Hill Mixed Unlimited 20 - - - - - - - 65 85

Priory Place Uncontrolled Unlimited - - - - - - - - 6 6


31 September 2016


Maximum duration

P&D M-S 8am -

6.30pm 15

hours NR 2 hours

Motor cycle DPPBs


only M-S 8am-


Permit holders

only (some time

limited)


limited)



Priory Road (South) Uncontrolled Unlimited - - - - - - - - 20 20

Spital Street Mixed 1 hour 27 - 9 1 3 - 4 - 3 47

Springvale (north) Uncontrolled Unlimited 18 - - - - - - - 23 41

Springvale (south) Uncontrolled Unlimited - - - - - - - - 36 36

Suffolk Road Mixed 3 hours - - 6 - 12 - - 3 - 21

Summerhill Road Uncontrolled Unlimited - - - - - - - - 15 15

Trinity Gardens Uncontrolled Unlimited - - - - - - - - 14 14

Vaughn Close Uncontrolled Unlimited - - - - - - - - 7 7

Westgate Road Resident Permit 0 hours - - - - 24 - - - - 24


32 September 2016

Appendix C: Parking area tariffs 2011: Dartford Town Centre

Operator Name Payment control

Maximum duration

Tariff: Up to 1 hour

Tariff: Up to

1½ hours

Tariff: Up to

2 hours

Tariff: Up to

3 hours

Tariff: Up to

4 hours

Tariff: Up to

5 hours

Tariff: Up to

6 hours

Tariff: Up to

12 hours

Tariff: Up to

24 hours

Tariff: Over 2 hours



Tariff: Before

2pm

Tariff: After 2pm

Scratch cards

Tariff: Season Permit

DBC Orchard Street DPPB 3 - - - - - - - - - - - - - - - - DBC Suffolk Road DPPB 3 - - - - - - - - - - - - - - - - DBC Civic Centre Free 1 - - - - - - - - - - - - - - - - DBC Instone Road Free 1 - - - - - - - - - - - - - - - -

Private Wickes Free 1.5 - - - - - - - - - - - - - - - - DBC Cranford Road Free 2 - - - - - - - - - - - - - - - - DBC Essex Road Free 2 - - - - - - - - - - - - - - - -

Private Fairfield Pool Free 2 - - - - - - - - - - - - - - - -

DBC Mount Pleasant Road Free 2 - - - - - - - - - - - - - - - -

DBC Anne of Cleves Road Free 24 - - - - - - - - - - - - - - - -

DBC Cranford Road Free 24 - - - - - - - - - - - - - - - - DBC Gordon Road Free 24 - - - - - - - - - - - - - - - - DBC Highfield Road Free 24 - - - - - - - - - - - - - - - - DBC Highfield Road Free 24 - - - - - - - - - - - - - - - - DBC Ingram Road Free 24 - - - - - - - - - - - - - - - - DBC North Street Free 24 - - - - - - - - - - - - - - - - DBC Phoenix Place Free 24 - - - - - - - - - - - - - - - - DBC Priory Place Free 24 - - - - - - - - - - - - - - - -

DBC Priory Road (South) Free 24 - - - - - - - - - - - - - - - -

DBC Springvale (north) Free 24 - - - - - - - - - - - - - - - - DBC Springvale (south) Free 24 - - - - - - - - - - - - - - - - DBC Summerhill Road Free 24 - - - - - - - - - - - - - - - - DBC Trinity Gardens Free 24 - - - - - - - - - - - - - - - - DBC Vaughn Close Free 24 - - - - - - - - - - - - - - - -

DBC Junction Road Free /

Resident Permit

2 - - - - - - - - - - - - - - - -

DBC Overy Street No parking 0 - - - - - - - - - - - - - - - - DBC High Street No parking 1 - - - - - - - - - - - - - - - - DBC Hythe Street P&D 1 - - £1.00 - - - - - - - - - - - - - DBC Kent Road P&D 1 - - £1.00 - - - - - - - - - - - - - DBC Spital Street P&D 1 - - £1.00 - - - - - - - - - - - - - DBC Central P&D 2 £0.50 - £1.00 - - - - - - - - - - - - -

Private Prospect Place P&D 4 - - £0.00 £3.00 £5.00 - - - - - - - - - - - Private Priory Centre P&D 15 £0.60 £0.60 £1.00 £2.00 £3.00 - - - - £6.00 - - - - -

DBC Acacia Hall P&D 16 - - £1.00 - £2.00 - - - - - £4.00 - - - - £60 per month

Private Orchard Centre P&D 18 £0.50 - £1.00 £1.50 £2.00 £3.00 - - - - £10.00 - - - - DBC Heath Street P&D 24 - - £1.00 - £2.00 - - - - - £4.00 - - - - -

Private Network Rail P&D 24 - - £1.00 £2.00 - £3.00 £5.00 £6.00 - - - - - - -

Private Network Rail P&D 24 - - - - - - - - - - - - £6.00 £5.50

Numerous up to

£180 per 30 days

Numerous up to

£1072 per annum


33 September 2016

Operator Name Payment control

Maximum duration

Tariff: Up to 1 hour

Tariff: Up to

1½ hours

Tariff: Up to

2 hours

Tariff: Up to

3 hours

Tariff: Up to

4 hours

Tariff: Up to

5 hours

Tariff: Up to

6 hours

Tariff: Up to

12 hours

Tariff: Up to

24 hours




Tariff: Before

2pm

Tariff: After 2pm

Scratch cards

Tariff: Season Permit

DBC Overy Street (Irish) P&D 24 - - £1.00 - £2.00 - - - - - £4.00 - - - - -

DBC Overy Street (Rebore) P&D 24 - - £1.00 - £2.00 - - - - - £4.00 - - - - -

DBC Overy Street (Rose) P&D 24 - - £1.00 - £2.00 - - - - - £4.00 - - - - -

DBC Overy Street (Wickes) P&D 24 - - £1.00 - £2.00 - - - - - £4.00 - - - - -

Private Sainsbury’s P&D 24 £0.50 - £0.90 £2.00 £3.00 - - - - £10.00 - - - - - DBC Springvale P&D 24 - - £1.00 - £2.00 - - - - - £4.00 - - - - - DBC Westgate P&D 24 - - £1.00 - £2.00 - - - - - £4.00 - - - - - DBC Market Street P&D / DPPB 1 £0.50 - - - - - - - - - - - - - - - DBC Darenth Road P&D / Free 24 - - £1.00 - £2.00 - - - - - £4.00 - - - - - DBC Priory Hill P&D / Free 24 - - £1.00 - £2.00 - - - - - £4.00 - - - - -

Private Waitrose Pay on Exit / Free 24 - £0.00 £0.50 - - - - - - £5.00 - - - - - -

DBC Orchard Theatre Permit Holders 24 - - - - - - - - - - - - - - - -

DBC Westgate Road Resident Permit 0 - - - - - - - - - - - - - - - -


34 September 2016

Appendix D: Occupancy count results for the primary parking areas 2011: Dartford Town Centre

Average occupancy count results from Tuesday 6th to Saturday 24th September 2011

Tuesdays (No. of vehicles) Thursdays (No. of vehicles) Saturdays (No. of vehicles)

Parking area No. of spaces 08:30 10:30 13:00 17:00 08:30 10:30 13:00 17:00 08:30 13:00 17:00

Central 110 6 72 62 44 9 98 95 63 54 110 69 Old Market 31 3 30 31 29 4 26 30 30 31 30 29 Orchards 243 18 33 109 26 20 - 140 31 13 190 143 Waitrose 164 34 31 115 73 29 - 136 70 32 141 102

Priory 441 69 - 173 81 70 - 284 76 68 203 178 Sainsbury's 394 77 - 168 127 89 - 151 125 126 344 197

Prospect Place 640 77 99 353 154 72 - 405 219 77 491 400 Westgate 118 27 20 73 37 22 - 105 47 63 77 35

Average occupancy count results for the proportion of capacity used

Tuesdays (Capacity used) Thursdays (Capacity used) Saturdays (Capacity

used) Parking area Capacity 08:30 10:30 13:00 17:00 08:30 10:30 13:00 17:00 08:30 13:00 17:00

Central 110 5.5% 65.5% 56.4% 39.5% 7.9% 89.1% 86.1% 57.0% 48.6% 100.0

% 62.7% Old Market 31 9.7% 97.8% 98.9% 91.9% 14.0% 83.9% 96.8% 96.8% 98.4% 96.8% 93.5% Orchards 243 7.5% - 44.7% 10.6% 8.4% - 57.5% 12.8% 5.1% 78.0% 58.8% Waitrose 164 20.5% - 70.3% 44.7% 17.7% - 82.7% 42.7% 19.2% 86.0% 61.9%

Priory 441 15.6% - 39.3% 18.4% 15.8% - 64.3% 17.2% 15.3% 45.9% 40.2% Sainsbury's 394 19.5% - 42.6% 32.1% 22.7% - 38.2% 31.7% 31.9% 87.2% 50.0%

Prospect Place 640 12.1% - 55.2% 24.0% 11.3% - 63.3% 34.3% 12.0% 76.6% 62.4% Westgate 118 22.6% - 61.9% 31.1% 18.6% - 89.3% 39.8% 53.4% 64.8% 29.2%


35 September 2016

Appendix E: Off-street parking areas 2015: Council owned and managed

Dartford

Car Park name Type Payment

control Days of

operation Hours of operation

Maximum stay

Motor cycle DPPB

Parent &

Child Reserved General

use Total No. of

spaces

Acacia Surface P&D Mon to Sat

8am to 6.30pm All Day - 13 - 32 178 223

Central Surface P&D Mon to Sat

8am to 6.30pm 2 hours 6 4 - - 106 110

Civic Centre Surface Free - At any time 1 hour 2 2 - - 7 9

Cranford Road Surface Free Mon to

Sat 8am to 6pm 2 hours - 2 - - 19 21

Fairfield Pool Surface Free - - - - 4 - - 131 135

Highfield Roadd Surface Free - - - - - - - 50 50

Overy Street.

(Rebore) Surface P&D Mon to

Sat 8am to 6.30pm All day 2 - - - 22 22

Overy Street (Rose)


8am to 6.30pm All day - - - - 41 41

Overy Street (Irish)


8am to 6.30pm All day - - - - 23 23

Overy Surface P&D Mon to Sat

8am to 6.30pm All day - - - - 14 14


36 September 2016

Dartford


control Days of


Maximum stay

Motor cycle DPPB

Parent &


use Total No. of

spaces Street

(Wickes)

Springvale Surface P&D Mon to Sat

8am to 6.30pm All day - - - - 21 21

Westgate Surface P&D Mon to Sat

8am to 6.30pm All day 10 7 - - 111 118

Westgate House Surface P&D Mon to

Sat 8am to 6.30pm All day - - - - 15 15


37 September 2016

Greenhithe


control Days of


Maximum stay

Motor cycle DPPB

Parent &


use Total No. of

spaces Town Surface P&D Mon to Fri 8am to 6pm All Day - 2 - - 57 59

Woodland Surface P&D Mon to Fri 8am to 6pm 4 hours 3 2 - - 16 21

Other Council car parks: un-regulated use

Area Car Park name

Payment control Owner Operator Motor

cycle DPPB

s Parent

& Child

Reserved

General use

Total No. of

spaces

Greenhithe Steele Avenue Free Kent County Council None - - - - - -

Swanscombe

The Grove Free Swanscombe and

Greenhithe Town Council S&GTC - - - - - -

Wilmington Walnut Tree Free Kent County Council None - - - - - -

Wilmington Oakfield Lane Free DBC DBC? - - - - - -

Heath Denton Road Free DBC DBC - - - - - -

Darenth Wood Lane Free Parish Council PC - - - - - -

Bevis Close Free DBC Housing - - - - - -


38 September 2016


Area Car Park name


cycle DPPB

s Parent

& Child

Reserved

General use

Total No. of

spaces Sutton-at-

Hone Parsonage Lane Free Parish Council PC - - - - - -

Darenth Waller Park Wood

Free Parish Council PC - - - - - -

Alamein Gardens Free DBC Housing - - - - - -

Fleetdale Parade Free DBC Housing - - - - - -

Bean Page Close Free DBC Housing - - - - - -



Queens Gardens Free DBC Housing - - - - - -

Meadowside Free DBC Housing - - - - - -

Darenth Darenth Country

Park Free DBC DBC - - - - - -


39 September 2016


Area Car Park name


cycle DPPB

s Parent

& Child

Reserved

General use

Total No. of

spaces

Hawley Hawley Pavillion Free Parish Council PC - - - - - -

Council car parks leased by others

Area Car Park name

Payment control Leased by Operator Motor

cycle DPPB

s Parent

& Child

Reserved

General use

Total No. of

spaces

Brent Grass Banks Free Princes Park Princes

Park - - - - - -


40 September 2016

Appendix F: On-street parking areas 2015: Regulated parking places


Maximum duration

P&D M-S 8am -

6.30pm 15

hours NR 2 hours

Motor cycle DPPBs


only M-S 8am-


Permit holders

only (some time

limited)


limited)


Taxi Uncontrolled Total No.

of spaces

Anne of Cleves Road

Resident Permit Unlimited - - 1 - 46 - - - 41 88

Cranford Road Uncontrolled Unlimited - - - - - - - - 43 43

Darenth Road Mixed Unlimited 30 - - - - - - - 46 76

Essex Road Limited waiting 2 hours - - - - - 13 - - - 13

Gordon Road Uncontrolled Unlimited - - - - - - - - 64 64

Heath Street Pay & Display Unlimited 27 - - - - - - - - 27

High Street No parking 0 hours - - - - 3 - - - - 3


41 September 2016


Maximum duration

P&D M-S 8am -

6.30pm 15

hours NR 2 hours

Motor cycle DPPBs


only M-S 8am-


Permit holders

only (some time

limited)


limited)



of spaces

Highfield Road Uncontrolled Unlimited - - - - - - - - 14 14

Hythe Street Mixed 1 hour 6 - 3 1 - - 3 6 - 19

Ingram Road Uncontrolled Unlimited - - - - - - - - 53 53

Instone Rd Mixed 1 hour - - 2 - - - - - 5 7

Junction Road


Kent Road Pay & Display 1 hour 9 - - - - - 1 - - 10

Market Street Pay & Display 1 hour 31 - 9 1 - - 1 - - 42

Mount Pleasant



42 September 2016


Maximum duration

P&D M-S 8am -

6.30pm 15

hours NR 2 hours

Motor cycle DPPBs


only M-S 8am-


Permit holders

only (some time

limited)


limited)



of spaces

Road

North Street Uncontrolled Unlimited - - - - - - - - 4 4

Orchard Street DPPBs 3 hours - - 3 - 1 - 2 - - 6

Overy Street No parking 2 hours - - - - - 2 - - - 2

Phoenix Place Uncontrolled Unlimited - - - - - - - - 53 53

Priory Hill Mixed Unlimited 20 - - - - - - - 65 85

Priory Place Uncontrolled Unlimited - - - - - - - - 6 6

Priory Road (South) Uncontrolled Unlimited - - - - - - - - 20 20

Spital Street Mixed 1 hour 27 - 9 1 3 - 4 - 3 47


43 September 2016


Maximum duration

P&D M-S 8am -

6.30pm 15

hours NR 2 hours

Motor cycle DPPBs


only M-S 8am-


Permit holders

only (some time

limited)


limited)



of spaces

Springvale (north) Uncontrolled Unlimited 18 - - - - - - - 23 41

Springvale (south) Uncontrolled Unlimited - - - - - - - - 36 36

Suffolk Road Mixed 3 hours - - 6 - 12 - - 3 - 21

Summerhill Road Uncontrolled Unlimited - - - - - - - - 15 15

Trinity Gardens Uncontrolled Unlimited - - - - - - - - 14 14

Vaughn Close Uncontrolled Unlimited - - - - - - - - 7 7

Westgate Road

Resident Permit 0 hours - - - - 24 - - - - 24


44 September 2016

Appendix G: The process for the introduction of parking management schemes Dartford Borough Council’s process The statutory process

Activity Explanation Requirement or not

Information gathering

survey

This is a ‘generic’ survey which draws out specific information needed to ascertain parking elements including demand, practices, users, solution preference and whether or not ‘the majority’ believe the parking practices warrant intervention by the Council.

This is not a statutory stage of the TRO process; however, it is an efficient way to determine whether

or not to commence it.

Analysis

Statistical and thematical analysis of the results is completed and feedback provided to the local ward councillors. A decision is taken about whether or not to proceed to full scheme design.

This is not a statutory stage of the TRO process.

Draft TRO proposals

Full scheme design with consideration to balancing the views of the respondents and balancing the demands of numerous users. There are two basic options for scheme type:

For streets with properties with off-street parking provision: Single yellow line type solution set to prevent commuters parking on-street all day. Properties have their own off-street provision and therefore do not need to park on-street.

For streets with properties without off-street parking provision: Permit parking type solutions are necessary because residents and their visitors have no option but to park on-street.

This is a statutory stage of the TRO process.

Public Notice: Statutory

consultation

Consult on ‘proposes to make’ TRO for a minimum twenty-one day period.


Analysis

Statistical and thematical analysis of the results is completed and feedback provided to the local ward councillors. A decision is taken at Cabinet about whether or not to deliver the parking management scheme or a version of it.


Finalise TRO Re-draft the TRO balancing the views of the consultation responses, councillors and Cabinet.


Public Notice: Notification

Notification that the Highway Authority ‘has made’ the TRO confirming the date of its effectiveness.


Scheme installation

Co-ordinate the installation of lines and signs with the permit administration process.


Documents

Parking Services - Borough of Dartford · Parking Services It’s not just about enforcement… September 2016 This publication provides information about Dartford Borough Council’s