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Cardiff Council Controlled Parking Zone _CPZ_ Public Consultation

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									      Cardiff Council Controlled Parking Zone (CPZ) Public Consultation


1.    Summary

1.1   Cardiff Council has commissioned consultants to develop proposals for a
      Controlled Parking Zone. This is to rationalise on-street parking in six areas
      of the city where there is competing demand for on-street parking among
      local residents and their visitors, shoppers, commuters, and users of other
      local amenities such as places of worship, places of entertainment and
      leisure, etc. The proposals have been drawn up with a view to achieving a
      sustainable balance for all interests whilst giving priority to those whose
      activities contribute to the vitality, viability and vibrancy of areas or locales
      immediately adjacent to the city centre where the scheme would be
      introduced. The six Zones that have been put forward under the CPZ
      programme are as follows:

         Albany Road and City Road
         Canton and Riverside
         Cardiff Bay (North)
         Cardiff Bay (South)
         Cathays Terrace, Crwys Road and Woodville Road
         Whitchurch Road

1.2   The principal feature of the proposals is to regulate the length of stay for on-
      street parking by the pay-and-display method for commuters and shopper
      where they are allowed to park and by area-wide voucher parking for
      residents. The proposals contain the four key factors that would contribute to
      the success of a CPZ scheme. These are:

         The CPZ would be easily understood, improve parking turn-over thereby
          increasing the dynamic capacity and making judicious use of it.

         The introduction of the CPZ would lead to the efficient use of the
          carriageways in the locales where the scheme would be introduced,
          reduce interference to both vehicles and pedestrian traffic. It would also
          reduce congestion and road accidents caused by inconsiderate and illegal
          parking.

         Each CPZ would be clearly marked out for clarity.

         The scheme would be rigorously enforced.

2.    Comment

2.1   Sewta’s has two particularly relevant Objectives. First, the delivery of an
      integrated transport strategy, seeking to influence modal choice through an
      appropriate mix of projects and policies in transport and related fields.
      Secondly the promotion of the role of transport in economic and land use
      planning. The concept of the CPZs supports these objectives by seeking to
      reduce the free parking space available for commuters close to the city
      centre. Such schemes, whilst controversial, have been successful in other
      cities and are an essential tool in the cause of integrated transport. Sewta
      should welcome them in principle.


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2.2    The scheme is policy-driven and must be seen within the wider transportation
       strategy/policy context which seeks to reduce the growing reliance on cars
       and to encourage the use of public transport and other sustainable means of
       transport. Also by giving priority to shoppers and local residents, the scheme
       would contribute to the economic regeneration of locales immediately
       adjacent to the city centre.

2.3    Although the Cardiff proposals have very powerful advantages on both
       transport efficiency, environmental and economic generation grounds, they
       also raise key concerns which must be addressed before the scheme is
       implemented or when introduced, its benefits fully realised.

2.4    The Cardiff proposals provide a good opportunity and future practice guide for
       the introduction of CPZs in parts of the Sewta region where currently there
       are none. Of particular interest is the charging for residential on-street
       parking, as in some parts of the region the absence of such a scheme in
       Cardiff - perceived as a more prosperous city - is used as a justification for
       opposing its introduction elsewhere. The introduction of a charging scheme
       in Cardiff would therefore provide a necessary and useful precedent for the
       introduction of similar schemes in areas where parking and other transport
       charges have been a hindrance to the introduction of certain transport
       policies.

2.5    It is clear that Cardiff Council is vigorously extending cycle routes as part of
       the carriageway, although the proposal to remove a cycle lane on Cowbridge
       Road as part of the CPZ appears to be inconsistent with this).. However, the
       lack of cycle parking facilities as part of the CPZ proposals could reduce the
       impact of the investment in cycling infrastructure that is currently being
       undertaken in the city.

Recommendation: It is therefore suggested that the provision of cycle parking
facilities is considered as an integral part of the CPZ proposals and also to match the
recognition rightly given to motorcycle parking. This would help to retain the current
levels of cycling and also provide for those who would want to take up cycling as a
result of being „priced‟ out of their cars due to the introduction of the CPZ scheme.
Existing cycle lanes should only be removed as part of the proposals if improved
facilities for cyclists are included.

2.6    The introduction of any parking scheme should take account of the level of
       public transportation provision and fares, especially buses, in the locales
       where a CPZ would operate. One of the principal aims of the CPZ proposals
       is to reduce car use and encourage public transport use.

Recommendation: It is therefore important that a complementary strategy is
introduced that would make public transport use affordable, especially to commuters
who would be among the greatest losers from the CPZ scheme.

2.7    The CPZ scheme is also intended to make the locales where it would be
       introduced viable and vibrant by rationalising on-street parking capacity.
       Houses, shops, businesses, leisure and entertainment facilities, and places of
       worship all contribute to the vitality of neighbourhoods. It is therefore
       necessary that the CPZ scheme benefits all those who reside, visit or use the
       amenities of the neighbourhoods. The operational hours of the proposed
       CPZ scheme would be harmful to places of worship particularly churches in


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       the various locales. Churches are facing hard times in the face of falling
       congregation numbers.

2.8    Introducing parking charges for worshippers would raise another obstacle to
       church attendance. Churches and other faith-based centres provide an
       important religious and social role in the community, and also fulfil an
       economic role as a user of local services and suppliers. Many churches are
       grade listed buildings maintainable largely through financial donations made
       by congregations and as a result of church attendance, and are important
       from an architectural view. .

Recommendation: If the Cardiff CPZ scheme should become a model for the
Sewta region, then attention needs to be paid to the impact on places of worship.
The viability of churches in particular should be taken into account and the CPZ
scheme should not contribute to damage to important community facilities and the
neglect of some of the architectural heritage of Cardiff. Difficulties arising from
parking for funerals need particularly sympathetic consideration.

2.9    As in most transport proposals, there would always be winners and losers,
       and among the latter category would be areas and residents immediately
       adjacent to a CPZ. It is inevitable that parking would migrate to these areas.
       This could come from two sources: First, is by those who cannot afford to, or
       would not want to pay to park in a CPZ; and second, by those who would not
       find space in a CPZ although would be willing to pay. However, it is also
       important that the proposals do not extend beyond the area where this can
       reasonably be expected, as inconvenience and cost to residents and visitors
       is likely to exceed benefits in these areas.

Recommendation: In both cases, Cardiff Council should recognise the problem
and devise a way of reducing the impact of migratory parking on residents outside a
CPZ.

2.10   Lastly, there are two minor concerns with the proposals. The first relates to
       the proposal that “shared bays would be available free of charge at all times
       to residents and visitors displaying a valid permit.” This statement seems to
       suggest that the CPZ scheme is free to local residents. This impression is not
       exactly correct as however meagre the first permit may cost, it is still a charge
       and therefore not free. Furthermore, casual visitors will need to park in pay
       and display bays, and incur a charge.

Recommendation: The proposal should therefore be amended to read “The
shared bays would be available at no extra charge at all times to residents and
visitors displaying a valid permit The issue of charging casual residential visitors
needs careful consideration .”

2.11   The second concern is more fundamental. If under the CPZ scheme, permits
       would be available for each car in a household, including multiple car
       households, then the aim of using the scheme to reduce car use and/or car
       ownership could be defeated; the scheme then becomes a revenue
       generating initiative and its environmental bent. It seems the number of
       allowable residents’ parking permits is too large to discourage the rise in
       household car ownership.




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Recommendation: It is therefore suggested that the policy focus of the proposals
is retained especially as the number of households with multi-car ownership is on the
rise.




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