HIATT BAKER PARKING MANAGEMENT PLAN REPORT ON PARKING … · The parking beat surveys operated an hourly parking beat, and the survey ran from 07:00 until 21:00. 3.4 The parking beat

HIATT BAKER PARKINGMANAGEMENT PLAN

REPORT ON PARKING SURVEYS

APRIL 2013Prepared by:

Key Transport Consultants Ltd26 Berkeley SquareBristolBS8 1HP

Tel: 0117 920 9430Email: [email protected] Site: www.key-transport.com

F:\DATA\Jobs\0415 Bristol University Student Accommodation\HB PMP\Parking Survey Report Final RMM.doc

CONTENTS

1. INTRODUCTION 1

2. EXISTING PARKING 2

3. PARKING SURVEYS 4

4. SURVEY ANALYSIS – ON STREET PARKING 5

5. SURVEY ANALYSIS - ON CAMPUS PARKING 31

6. POSSIBLE ON STREET PARKING CONTROLS 37

7. CONCLUSIONS 42

FIGURES

1 Location Plan

2 Stoke Bishop Campus Parking Survey Locations

3 Proposed Residents’ Parking Scheme for Shaplands

4 Proposed Waiting Restrictions on Stoke Park Road

APPENDICES

A Analysis of Campus Parking

© Key Transport Consultants Ltd26 Berkeley Square

BristolBS8 1HP

Tel: 0117 920 9430

F:\DATA\Jobs\0415 Bristol University Student Accommodation\HB PMP\Parking Survey Report Final RMM.doc 1

1. INTRODUCTION

1.1 Key Transport Consultants Ltd. has been appointed by BDP Architects on behalf of the

University of Bristol (UoB) to provide professional transport advice in respect of parking

management around the student halls of residence located at the Stoke Bishop Campus to

the north west of The Downs, Bristol.

1.2 In August 2012, planning permission reference 12/01954/F was granted for 323 additional

bed spaces at Hiatt Baker Hall together with, among other things, a new vehicular access off

Parry’s Lane, a new internal access road and a transport “hub” providing three bus stops and

a bus layover bay within the campus. These new facilities are now under construction, in

part, on the site of the former Hiatt Baker car parks.

1.3 Condition 2 of the planning consent required the preparation of a Parking Management Plan

(PMP) to explain how parking is to be managed in future across the Stoke Bishop campus.

The PMP was approved by Bristol City Council (BCC) on 5th February 2013. Among other

things, the PMP undertook to conduct a series of parking surveys to provide up to date

information on parking practices at the Stoke Bishop Campus and on the predominantly

residential, surrounding roads. This report sets out the methodology, results and key findings

of those parking surveys.

1.4 The PMP also proposes to investigate a number of ideas that might be employed to manage

on street parking at Stoke Bishop, including the introduction of additional (yellow line) waiting

restrictions and a Residents’ Parking Scheme. For convenience, the report includes a section

explaining the emerging proposals and the outcome of preliminary enquiries with the local

highway authority, BCC.

Format

1.5 The report continues in section two with a short description of existing parking provision at

and around Stoke Bishop Campus and section three explains the survey methodology. The

results for the on street surveys are analysed in section four and parking on the campus is

considered in section five. Section six explains proposals for the introduction of additional

parking controls on roads near the campus, together with enquiries made to date with BCC

and conclusions are set out in section seven.


2. EXISTING PARKING

2.1 The Stoke Bishop campus is located north of The Downs in Bristol, as shown on Figure 1.

Churchill Hall is separated from the remainder of the campus by, and lies to the west of,

Stoke Park Road. The entire campus, including Churchill Hall, currently provides 2093 bed

spaces, which are distributed as set out in Table 2.1 below.

Table 2.1: Existing Bed SpacesHall Bed spaces CateringBadock 434 CateredChurchill 356 CateredDurdham 224 Self-CateredHiatt Baker (Existing) 443 CateredUniversity 301 Self-CateredWills 335 CateredTotal 2093

Car Parking

2.2 UoB provides off-street parking within the campus for students, staff and visitors. The

locations of the car parks within the Stoke Bishop campus are shown on Figure 2. The

existing parking provision is summarised in Table 2.2 below.

Table 2.2: Existing Parking Provision

Hall Parking Area TotalA B C DBadock 45 22 9 76Churchill 29 30 59Durdham 3 31 7 4 45Hiatt Baker 0 0 0 0 0University 27 12 45 84Wills 7 18 18 30 73Total 111 113 79 34 337

Control of On Site Parking

2.3 Hall car parks are not allocated to specific users but use by students and staff is subject to the

display of a UoB permit. Permit issue is managed by individual halls of residence and, in the

past, students were charged a fee for a parking permit.

2.4 For a trial period, which may be restricted to this academic year only, no charge is being

levied for student permits. The reason for this is to test the effects of charging on student

parking on adjacent roads.


2.5 Also this year, hall managers have been placing letters on the windscreens of cars believed to

belong to students found parked on adjacent roads, encouraging use of the campus car

parks. The letters have been followed by meetings with students to add verbal

encouragement.

2.6 The UoB Botanic Garden is located at The Holmes, which is within the Stoke Bishop campus.

It has a car park located within a Walled Garden served by an access off Stoke Park Road.

The car park is currently unmarked, has space for approximately 32 cars and its use is

separately managed by the Botanic Garden. Students are not permitted to park in the Walled

Garden car park. A planning consent granted on 21 February 2013 requires that the car park

is upgraded within six months to provide 33 parking spaces, including three disabled spaces.

Changes Associated with Hiatt Baker Hall Extension

2.7 The extension of Hiatt Baker Hall will provide some 323 additional bed spaces by the start of

the 2014 autumn term. This will take the total number of bed spaces at Stoke Bishop campus

from 2093 in 2011 to 2416 in 2014.

2.8 The new accommodation at Hiatt Baker is being constructed, in part, on the site of the Hiatt

Baker hall car parks. Consequently in preparing for the start of construction, some 87 parking

spaces were taken out of service prior to the start of the 2012 autumn term. This has reduced

the total number of parking spaces within the campus from 414 to 337.


3. PARKING SURVEYS

Survey Area

3.1 Surveys were conducted in all campus car parks at the Stoke Bishop Campus including the

Botanic Garden. On-street parking has been surveyed on Shaplands, Elmlea Avenue, Parry’s

Lane, Cote Paddock, Rylestone Grove, Saville Road, Hollybush Lane, Stoke Park Road and

Hollymead Lane.

3.2 With the exception of Saville Road Figure 2 identifies the location of the on and off street

parking areas surveyed.

Survey Methodology

3.3 A comprehensive set of parking beat surveys were undertaken to monitor the levels of on and

off street parking. The parking beat surveys operated an hourly parking beat, and the survey

ran from 07:00 until 21:00.

3.4 The parking beat surveys were undertaken on Thursday 6 December 2012, Thursday 20st

December 2012 and Thursday 31st January 2013. The first and last survey were conducted

during university term time, and the second survey was undertaken during the Christmas

break.

3.5 For the parking beat survey each of the residential roads was broken down into zones, so

those zones most affected by student parking could be identified.

3.6 It was initially thought that student vehicles parking on-street could be identified as they would

display certain traits. For example it was expected that the vehicles would typically be parked

on street first thing in the morning and remain there for most of the day. Parking associated

with local schools and commuters would not be expected to be on site at 07:00 and were not

expected to remain until 21:00.

3.7 For the parking beats on-street and within the campus car parks the survey team recorded a

location, a partial registration plate number and an observation time for each vehicle seen on

each parking beat. The partial registration plates were then matched to calculate the duration

of stay of each of the vehicles observed to be parked.

3.8 For vehicles parked within the UoB car parks the survey team also recorded whether a

vehicle was displaying a UoB parking permit.


4. SURVEY ANALYSIS – ON STREET PARKING

4.1 The survey findings and analysis for each road in the study area are provided below.

Shaplands

4.2 Shaplands is a residential cul-de-sac adjacent to the Hiatt Baker hall of residence. It is

accessed from Parry’s Lane via a priority controlled T-junction. Shaplands also provides

access via University Close to University and Hiatt Baker halls of residence. As mentioned

previously, there is currently no student parking available at the Hiatt Baker hall due to

ongoing building work.

4.3 On the north side of Shaplands double yellow lines run around the bellmouth of the junction

with Parry’s Lane and extend for approximately 10m. On the south side of Shaplands double

yellow lines extend around the Parry’s Lane bellmouth and continue for approximately 40m.

There are no other formal parking restrictions on Shaplands, although a considerable amount

of the kerb line is formed with dropped kerbs to private driveways, which limit the space

available for parking.

4.4 The Shaplands parking beat survey was broken down into seven sections: labelled A to G, as

shown in Image 4.1 below.

Image 4.1: Shaplands Parking Beat Areas

4.5 In order to analyse the parking survey results, a calculation has been undertaken to provide

an estimate of the parking capacity of each zone and each road in total. The estimate is

based upon the kerb length of each zone minus areas where parking restrictions or dropped

kerbs and junctions prevent parking. The parking length is then divided by 6m to convert the

length into an approximate number of parking spaces. Typically, parallel parked cars are


parked closer to one another than 6m, so the parking capacity indicated below is expected to

represent a lower limit. Table 4.1 below sets out the parking capacity of Shaplands.

Table 4.1: Shaplands Parking Capacity

Zone Kerb length inZone

Kerb length availablefor legal parking

Estimated numberof parking spaces

A 147m 68m 11B 156m 94m 15C 92m 58m 9D 87m 68m 11E 15m 15m 2F 12m 12m 2G 20m 20m 3

ShaplandsOverall 529m 335m 53

4.6 The estimated parking capacity, along each road has then been used to provide context to

the levels of parking recorded in each of the surveys. A summary of the results from the

parking surveys on Shaplands are summarised in Tables 4.2, 4.3 and 4.4 below.

Table 4.2: Shaplands Parking Survey Results December 6th 2012

ZoneParkingcapacity

(cars)

Peakoccupancy

(cars)% of

capacityPeak time(hh:mm)

Averageoccupancy

(cars)

Averageduration(hh:mm)

A 11 7 64% 11:00 4.3 01:17B 15 4 27% 21:00 1.1 01:26C 9 4 44% 14:00 1.1 00:47D 11 3 27% 07:00 1.2 01:00E 2 0 0% N/A 0.0 00:00F 2 2 100% 13:00 0.9 00:18G 3 1 33% 11:00 0.5 00:36

ShaplandsOverall 53 14 26% 21:00 9.1 01:00

4.7 With the exception of Shaplands zone F, a small close at the end of Shaplands, space was

generally available to park in all zones at the peak time on the day of the first survey. It is

noted that the peak level of parking in each zone occurred at different times of the day, which

means that the peak figure for the whole of Shaplands is not a sum of the peaks in each

zone.

4.8 The survey recorded a much shorter average duration of stay than was expected for student

parking.


Table 4.3: Shaplands Parking Survey Results December 20th 2012

ZoneParkingcapacity

(cars)

Peakoccupancy

(cars)% of


Averageoccupancy

(cars)


A 11 6 55% 14:00 3.5 01:53B 15 0 0% N/A 0.0 00:00C 9 0 0% N/A 0.0 00:00D 11 0 0% N/A 0.0 00:00E 2 0 0% N/A 0.0 00:00F 2 0 0% N/A 0.0 00:00G 3 0 0% N/A 0.0 00:00


4.9 The parking survey undertaken during the University Christmas holiday period is summarized

in Table 4.3 above. It clearly shows different parking habits to those recorded in the

December 6th survey. However, it is important to consider that, while the absence of university

students will contribute to the difference in the figures, it is likely that some commuter and

school related activity will also be absent during this time. The survey results give an

indication of the level of parking associated with the residents of Shaplands, although there

may have been some residents who were away from home during the survey period.

Table 4.4: Shaplands Parking Survey Results January 31st 2013

ZoneParkingcapacity

(cars)

Peakoccupancy

(cars)% of


Averageoccupancy

(cars)


A 11 9 82% 11:00 6.5 04:23B 15 6 40% 09:00 2.6 01:47C 9 5 56% 11:00 3.5 09:24D 11 4 36% 11:00 2.1 01:40E 2 0 0% N/A 0.0 00:00F 2 0 0% N/A 0.0 00:00G 3 1 33% 11:00 0.2 00:30


4.10 The results of the survey undertaken at the end of January 2013 are provided in Table 4.4.

They show levels of parking above those seen in the first parking survey, with the peak

occupancy and the average occupancy levels recorded on the road as a whole, both a little

higher. However, the peak parking time is more uniform along the road and the duration of

stay was more than double that recorded in the original survey.

4.11 In summary the results of the parking survey identify that there is a significant difference in

parking volumes on Shaplands between term and non-term time periods, which suggests that

UoB related activity is accountable for part of the term time parking demand. The survey

shows that around a third of the parking capacity of the road is taken up at peak times,

although on the sections nearest the university frontage, 80 – 100% of parking can be taken

up at peaks. This would doubtless cause irritation to the residents, whose visitors would be


unable to park directly outside their properties.

Parking on both sides also restricts the through

carriageway to a single vehicle width.

4.12 In order to quantify the level of student parking

on Shaplands the data has been interrogated

further to identify the number of vehicles

parked on street at 07:00 and which remain

parked on street for a significant amount of

each survey day.

4.13 Table 4.5 below sets out the number of

vehicles parked at 07:00 and at 21:00 on the day of the survey. The table also sets out the

number of vehicles that were parked on street for more than 12 hours on each of the survey

days.

Table 4.5: Analysis of Long Stay Parking on Shaplands

ZoneParkingcapacity

(cars)

Thursday 6th December2012


Thursday 31st January2013

Vehiclesparked at

Durationof stay

more than12 hours

Vehiclesparked at

Durationof stay

more than12 hours

Vehiclesparked at

Duration ofstay more

than 12hours07:00 21:00 07:00 21:00 07:00 21:00

A 11 5 5 - 3 0 1 8 4 4B 15 0 4 - 0 0 - 4 2 -C 9 0 2 - 0 0 - 4 2 3D 11 3 1 - 0 0 - 1 3 -E 2 0 0 - 0 0 - 0 0 -F 2 0 1 - 0 0 - 0 0 -G 3 0 1 - 0 0 - 0 0 -

ShaplandsOverall 53 8 14 - 3 0 1 17 11 7

4.14 If it is assumed that vehicles parked at 07:00 and those parked at 21:00 are indicative of the

number of cars parking overnight on the preceding and following night respectively. The

survey results suggest that between 8 and 17 cars were parked overnight by both students

and residents in the term time surveys. Of these, it appears that the three cars parked at

07.00 in the Christmas break may belong to residents. Hence, this calculation suggests that

student parking may account for between 5 and 14 cars parked on Shaplands in term time.

4.15 The results of the survey cast doubt on the starting assumption that student vehicles tend not

to be used a great deal, as none of the surveys have identified any significant level of long

stay parking during the day.

4.16 To provide further context to the findings of the 2012/13 surveys, comparisons can be made

to the results of surveys commissioned by Capita Symonds in December 2007 and January


2008, and in February 2012. In the December 2007 term time survey parking on Shaplands

at 07.00 was recorded as four vehicles and this rose to eight vehicles in the January 2008

survey. In the February 2012 survey some 10 vehicles were parked on Shaplands at 07.00.

With term time parking at 07.00 recorded at eight and 17 vehicles in the December 2012 and

January 2013 surveys respectively, it appears that parking on Shaplands associated with UoB

activity is now at the highest level recorded in any of the recent surveys, in spite of UoB’s

campaign to discourage student car use. The current high level of parking is assumed to be

due partly to the construction work on the Hiatt Baker extension and partly to the loss of Hiatt

Baker parking.

Shaplands Summary

4.17 The survey results identified on-street parking on each of the survey days and a noticeable

increase in the levels recorded during term time, indicating that there is some university

related (probably student) parking occurring on Shaplands.

4.18 The survey revealed that there is generally sufficient capacity to meet demand for parking

along the length of Shaplands, although the demand for parking in the vicinity of the university

frontage is such that residents may not be able to find available space directly outside their

property. Parking on both sides also restricts the through carriageway to a single vehicle

width.

4.19 Further analysis of the data identified some long stay and overnight parking on Shaplands,

which is considered likely to be associated with UoB students.

4.20 It is recommended that waiting restrictions and a Residents’ Parking Scheme should be

considered to limit the attractiveness of the on-street parking to students. This proposal

needs to be balanced against the desire to maintain parking on street for residents and their

visitors.

Elmlea Avenue

4.21 Elmlea Avenue is a residential road on the opposite side of Parry’s Lane to Shaplands and

the Hiatt Baker hall of residence. It is connected to Parry’s Lane via a priority controlled T-

junction. Unlike Shaplands, Elmlea Avenue is a through road passing through and linking to a

wider residential area. At its eastern end Elmlea Avenue becomes The Dell. In addition to the

properties fronting onto Elmlea Avenue the road also provides access to the Elmlea Infant

School. Only the western end of Elmlea Avenue between Parry’s Lane and Rylestone Grove

has been included in the study area.


4.22 To the north and south of Elmlea Avenue double yellow lines run around the bellmouth of the

junction with Parry’s Lane and extend for approximately 10m. There are no other formal

parking restrictions on Elmlea Avenue within the study area, although as with Shaplands a

considerable amount of the kerb line is formed with dropped kerbs to driveways, which limit

the space available for parking.

4.23 The Elmlea Avenue parking beat survey was broken down into four sections, labelled A to D,

as shown in Image 4.2 below.

Image 4.2: Elmlea Avenue Parking Beat Areas

4.24 An estimate has been made of the number of legal parking spaces available in each of the

zones and Table 4.6 below sets out the parking capacity of Elmlea Avenue.

Table 4.6: Elmlea Avenue Parking Capacity




A 46m 37m 6B 47m 40m 6C 68m 50m 8D 72m 41m 6

Elmlea AvenueOverall 233m 168m 26

4.25 The estimated parking capacity along the road has then been used to provide a context to the

levels of parking recorded in each of the surveys. Summaries of the results from the parking

surveys are provided in Tables 4.7, 4.8 and 4.9 below.

Table 4.7: Elmlea Avenue Parking Survey Results December 6th 2012

ZoneParkingcapacity

(cars)

Peakoccupancy

(cars)% of


Averageoccupancy

(cars)


A 6 1 17% 13:00 0.3 00:20B 6 2 33% 17:00 0.3 01:00C 8 1 13% 18:00 0.1 00:00D 6 5 83% 17:00 2.5 02:05

ElmleaAvenueOverall

26 8 31% 18:00 3.1 01:33


4.26 In the December term time survey Elmlea

Avenue generally appears to have adequate

levels of parking. For reasons of convenience,

university related parking would be expected to

be concentrated in the areas nearest to the

campus, these being zones A and B. With

abundant space available in those zones at all

times, but only short average durations of stay,

the parking on Elmlea Avenue is not

considered likely to be connected with the

university.

Table 4.8: Elmlea Avenue Parking Survey Results December 20th 2012

ZoneParkingcapacity

(cars)

Peakoccupancy

(cars)% of


Averageoccupancy

(cars)


A 6 0 0% N/A 0.0 00:00B 6 0 0% N/A 0.0 00:00C 8 0 0% N/A 0.0 00:00D 6 6 100% 17:00 3.1 01:52

ElmleaAvenueOverall

26 6 23% 17:00 3.1 01:52

4.27 The parking survey undertaken during the University Christmas holiday shows similar parking

characteristics to the first term-time survey, which reinforces the view that university related

parking is not taking place on Elmlea Avenue.

Table 4.9: Elmlea Avenue Parking Survey Results January 31st 2013

ZoneParkingcapacity

(cars)

Peakoccupancy

(cars)% of


Averageoccupancy

(cars)


A 6 0 0% N/A 0.0 00:00B 6 9 150% 15:00 1.8 01:05C 8 5 63% 15:00 1.1 00:42D 6 1 17% 12:00 0.4 02:00

ElmleaAvenueOverall

26 14 54% 15:00 3.3 01:00

4.28 The survey undertaken at the end of January 2013 shows similar overall results to the

previous two surveys. However, the January survey recorded one anomaly where nine

vehicles were parked in zone B, which has an estimated capacity of six parking spaces. The

survey team recorded that the high demand was due to parents picking up pupils at the

school, and that cars were parked on double yellow lines and in front of dropped kerbs for a

short period of time.


4.29 As the survey results do not show any significant levels of UoB related parking no further

analysis of the results has been undertaken.

Elmlea Avenue summary

4.30 The survey results identified some on-street parking on each of the survey days. However,

aside from school related activity, there was no significant difference between the levels

recorded during term time and the levels recorded during the university holiday period. This

indicates that there is little, if any, UoB related parking taking place on Elmlea Avenue.

Consequently, no action is recommended.

Parry’s Lane

4.31 Parry’s Lane is a local distributor class road with some

residential frontage that runs along the eastern boundary of

the Hiatt Baker Hall and Wills Hall grounds. Properties are

typically set back further than on Shaplands or Elmlea

Avenue and most have significant off street parking.

4.32 With the exception of short lengths, either side of the

junctions with Shaplands and Elmlea Avenue described

previously, there are generally no parking restrictions within

the study area. However, cycle lanes are marked on both

sides of the carriageway and these appear to deter parking.

4.33 The Parry’s Lane parking beat survey was broken down into

four sections: labelled A to D, as shown in Image 4.3.

4.34 As with the other roads surveyed, an estimate has been

made of the number of legal parking spaces available in

each of the zones. Table 4.10 below sets out the parking

capacity of Parry’s Lane.

Table 4.10: Parry’s Lane Parking Capacity




A 216m 190m 31B 188m 108m 18C 64m 44m 7D 85m 59m 9

Parry’s LaneOverall 553m 401m 65

Image 4.3: Parry’s LaneParking Beat Areas


4.35 The estimated parking capacity along the road has then been used to give context to the


surveys are summarised in Tables 4.11, 4.12 and 4.13 below.

Table 4.11: Parry’s lane Parking Survey Results December 6th 2012

ZoneParkingcapacity

(cars)

Peakoccupancy

(cars)% of


Averageoccupancy

(cars)


A 31 0 0% N/A 0.0 00:00B 18 1 6% 16:00 0.1 00:00C 7 0 0% N/A 0.0 00:00D 9 0 0% N/A 0.0 00:00

Parry’s LaneOverall 65 1 2% 16:00 0.1 00:00

Table 4.12: Parry’s Lane Parking Survey Results December 20th 2012

ZoneParkingcapacity

(cars)

Peakoccupancy

(cars)% of


Averageoccupancy

(cars)


A 31 1 3% 14:00 0.1 00:00B 18 0 0% N/A 0.0 00:00C 7 0 0% N/A 0.0 00:00D 9 0 0% N/A 0.0 00:00


Table 4.13: Parry’s Lane Parking Survey Results January 31st 2013

ZoneParkingcapacity

(cars)

Peakoccupancy

(cars)% of


Averageoccupancy

(cars)


A 31 0 0% N/A 0.0 00:00B 18 2 11% 10:00 0.5 00:24C 7 0 0% N/A 0.0 00:00D 9 0 0% N/A 0.0 00:00


4.36 It can be seen that in all surveys very little parking was recorded along Parry’s Lane. As the

survey results do not show any significant levels of parking, and hence, no UoB related

parking, no further analysis of the results has been undertaken.

Parry’s Lane Summary

4.37 The survey results identified almost no on-street parking on each of the survey days.


Cote Paddock and Orchard Close

4.38 Cote Paddock is a private road which forms a cul-

de-sac on the eastern side of Parry’s Lane. Cote

Paddock provides access to Orchard Close, which

is also a private road. The properties accessed

from these roads are retirement houses and flats

operated by Brunelcare.

4.39 The initial section of Cote Paddock leading from

Parry’s Lane has no residential frontage, although

where Cote Paddock and Orchard Close meet

there are properties to the east of the road.

4.40 There are no formal parking restrictions along

either Cote Paddock or Orchard Close but it is

noted that, as private roads, these would be difficult

to enforce.

4.41 The Cote Paddock and Orchard Close parking beat survey was broken down into six

sections: labelled A to F, as shown in Image 4.4.


zones and this information is set out in Table 4.14 below.

Table 4.14: Cote Paddock and Orchard Close Parking Capacity

Zone Kerb lengthin Zone



A 48m 48m 8B 45m 41m 6C 146m 96m 16D 142m 88m 14E 61m 54m 9F 58m 54m 9

Cote Paddock/OrchardClose Overall 500m 381m 62

4.43 The estimated parking capacity along the road has then been used to provide context to the



Image 4.4: Cote PaddockParking Beat Areas


Table 4.15: Cote Paddock Parking Survey Results December 6th 2012

ZoneParkingcapacity

(cars)

Peakoccupancy

(cars)% of


Averageoccupancy

(cars)


A 8 0 0% N/A 0.0 00:00B 6 0 0% N/A 0.0 00:00C 16 6 38% 11:00 1.1 00:27D 14 3 21% 10:00 1.9 01:09E 9 2 22% 16:00 0.9 01:10F 9 0 0% N/A 0.0 00:00

Cote PaddockOverall 62 7 11% 11:00 3.8 00:53

Table 4.16: Cote Paddock Parking Survey Results December 20th 2012

ZoneParkingcapacity

(cars)

Peakoccupancy

(cars)% of


Averageoccupancy

(cars)


A 8 0 0% N/A 0.0 00:00B 6 0 0% N/A 0.0 00:00C 16 0 0% N/A 0.0 00:00D 14 6 43% 10:00 4.3 02:12E 9 0 0% N/A 0.0 00:00F 9 0 0% N/A 0.0 00:00


Table 4.17: Parry’s Lane Parking Survey Results January 31st 2013

ZoneParkingcapacity

(cars)

Peakoccupancy

(cars)% of


Averageoccupancy

(cars)


A 8 0 0% N/A 0.0 00:00B 6 0 0% N/A 0.0 00:00C 16 0 0% N/A 0.0 00:00D 14 3 21% 10:00 1.7 01:36E 9 3 33% 12:00 2.1 02:27F 9 0 0% N/A 0.0 00:00


4.44 All surveys recorded some vehicles parking along Cote Paddock and Orchard Close, but not

in significant numbers. Similar levels of parking were

recorded during the Christmas holiday to those

recorded in the term time surveys. It is, therefore,

unlikely that parking spaces are being used in

connection with UoB activity, especially as no cars

were ever recorded as having parked in zones A

and B, which are closest to the campus.

4.45 As the survey results do not show any significant

levels of parking, no further analysis of the results has been undertaken.


Cote Paddock / Orchard Close Summary

4.46 The survey results identified very little on-street parking on each of the survey days and it is

considered unlikely that any vehicles were parked in connection with activity related to UoB.

Rylestone Grove

4.47 Rylestone Grove is a short section of

residential road linking Parry’s Lane with

Elmlea Avenue.

4.48 Most properties fronting onto Rylestone Grove

have off-street parking and most also have a

garage.

4.49 There are no formal parking restrictions along

Rylestone Grove, however, on street parking

provision is limited by the length of dropped

kerbs along either side of the road. If a clear

through route is to be maintained, the road is

only wide enough to permit parking on one

side of the road.

4.50 The Rylestone Grove parking beat survey was

broken down into two sections: labelled A and

B, as shown in Image 4.5.


zones. Table 4.18 below sets out the parking capacity of Rylestone Grove.

Table 4.18: Cote Paddock and Orchard Close Parking Capacity




A 208m 157m 26B 210m 128m 21

Rylestone GroveOverall 418m 285m 47


levels of parking recorded in each of the surveys. The results from the parking surveys are

summarised in Tables 4.19, 4.20and 4.21 below.

Image 4.4: Cote PaddockParking Beat Areas

Image 4.5: Rylestone Grove Parking BeatAreas


Table 4.19: Rylestone Grove Parking Survey Results December 6th 2012

ZoneParkingcapacity

(cars)

Peakoccupancy

(cars)% of


Averageoccupancy

(cars)


A 26 4 15% 10:00 2.0 01:30B 21 4 19% 08:00 3.1 01:08

RylestoneGrove Overall 47 8 17% 10:00 5.1 01:15

4.53 The survey results recorded a number of vehicles parked on-street along Rylestone Grove.

Although each side of the road has the potential to accommodate around 20 vehicles it must

be remembered that vehicles can typically only park on one side of the road, and therefore

the actual parking capacity of the road is around 20 - 25 vehicles. Even so the peak parking

occupancy would only work out to around 40%.

4.54 The short duration of stay suggests that the parking is unlikely to be related to the UoB.

Table 4.20: Rylestone Grove Parking Survey Results December 20th 2012

ZoneParkingcapacity

(cars)

Peakoccupancy

(cars)% of


Averageoccupancy

(cars)


A 26 0 0% N/A 0.0 00:00B 21 14 67% 09:00 4.8 01:00


4.55 An increase in parking demand was recorded in the parking survey which took place during

the UoB Christmas holiday period. The short duration of stay suggests that the vehicles

parking are similar to the ones recorded in the first survey.

Table 4.21: Rylestone Grove Parking Survey Results January 31st 2013

ZoneParkingcapacity

(cars)

Peakoccupancy

(cars)% of


Averageoccupancy

(cars)


A 26 0 0% N/A 0.0 00:00B 21 21 100% 15:00 4.2 00:39


4.56 The survey undertaken in January 2013 shows an increase in parking demand. However,

given that the peak occurred at 15:00 and the duration of stay was less than 1 hour, this is

likely to be related to school pickup. As previously noted, the January 2013 survey on Elmlea

Avenue recorded a peak of parking demand at the same time on this day.

4.57 The survey results do not suggest any significant levels of UoB related parking on Rylestone

Grove.


Rylestone Grove Summary

4.58 The survey results identified some on-street parking on each of the survey days, however this

is likely to relate to drop off and pick up parking for the local school rather than related to the

UoB. Consequently, no further action is recommended.

Saville Road

4.59 Saville Road is a busy local distributor road which runs along the north-west side of The

Downs. Saville Road provides access to Durdham Hall via Hollybush Lane, and to Wills Hall

via Wills Lane. Unlike the other roads in the study area, Saville Road does not have

residential properties fronting onto it and it does not provide direct access to any properties.

4.60 With the exception of a short length of double yellow lines at its western end and either side of

the bellmouth at the junction with Hollybush Lane, there are no parking restrictions along the

length of Saville Road.

4.61 The Saville Road parking beat survey was broken down into six sections, labelled A to F, as

shown in Image 4.6.

Image 4.6: Saville Road Parking Beat Areas


zones and Table 4.22 below sets out the parking capacity of Saville Road.

Table 4.22: Saville Road Parking Capacity




A 183m 160m 26B 180m 170m 28C 155m 120m 20D 158m 158m 26E 210m 205m 34F 211m 200m 33

Saville Road Overall 1097m 1013m 167


4.63 The estimated parking capacity along Saville Road has then been used to provide context to

the levels of parking recorded in each of the surveys. A summary of the results from the

parking surveys are summarised in Tables 4.23, 4.24 and 4.25 below.

Table 4.23: Saville Road Parking Survey Results December 6th 2012

ZoneParkingcapacity

(cars)

Peakoccupancy

(cars)% of


Averageoccupancy

(cars)


A 26 0 0% N/A 0.0 00:00B 28 7 25% 13:00 2.2 01:04C 20 0 0% N/A 0.0 00:00D 26 7 27% 10:00 3.7 00:54E 34 0 0% N/A 0.0 00:00F 33 7 21% 14:00 2.3 00:35

Saville RoadOverall 167 17 10% 14:00 8.2 00:50

4.64 The survey results recorded a number of

vehicles parked on-street along Saville

Road. Given the parking capacity of

Saville Road there are no major parking

issues with the level of parking occurring

on the road. However, congestion was

observed when the path of eastbound

traffic was obstructed by 16 service buses

at the stop on Saville Road and

westbound traffic queuing for the nearby

traffic prevented the use of the westbound

lane to overtake the bus(es). The short duration of stay suggests that the parking is unlikely to

be related to the UoB.

Table 4.24: Saville Road Parking Survey Results December 20th 2012

ZoneParkingcapacity

(cars)

Peakoccupancy

(cars)% of


Averageoccupancy

(cars)


A 26 5 19% 12:00 0.7 00:00B 28 0 0% N/A 0.0 00:00C 20 0 0% N/A 0.0 00:00D 26 1 4% 20:00 0.1 01:00E 34 0 0% N/A 0.0 00:00F 33 1 3% 20:00 0.1 01:00


4.65 A reduction in parking demand was recorded in the parking survey which took place during

the UoB Christmas holiday period. The short duration of stay suggests that the vehicles

parking are similar to the ones recorded in the first survey.


Table 4.25: Saville Road Parking Survey Results January 31st 2013

ZoneParkingcapacity

(cars)

Peakoccupancy

(cars)% of


Averageoccupancy

(cars)


A 26 6 23% 12:00 3.5 00:54B 28 0 0% N/A 0.0 00:00C 20 0 0% N/A 0.0 00:00D 26 0 0% N/A 0.0 00:00E 34 0 0% N/A 0.0 00:00F 33 0 0% N/A 0.0 00:00


4.66 The survey undertaken in January 2013 shows similar levels of parking to the first parking

survey. As stated previously the duration of stay is unlikely to be indicative of UoB related

traffic and is more likely to be associated with people parking to use The Downs for

recreational purposes.

Saville Road Summary

4.67 The survey results do not suggest any significant levels of UoB related parking on Saville

Road and no action is recommended.

Hollybush Lane

4.68 Hollybush Lane is a narrow road providing access to a small

number of houses, and Wills and Durdham Halls. At its southern

end it meets Saville Road at a priority controlled T-junction.

4.69 Hollybush Lane has some frontage access to residential

properties, all of which have off-street parking.

4.70 Double yellow lines are painted along both sides of Hollybush

Lane from its junction with Saville Road, for a distance of

approximately 40m. Hollybush Lane is only wide enough to allow

parking along one side at any time. The survey generally only

recorded vehicles parking along the western side.

4.71 The Hollybush Lane parking beat survey was broken down into

two sections: labelled A to B, as shown in Image 4.7.


zones and Table 4.26 below sets out the parking capacity of Hollybush Lane.

Image 4.7: Hollybush LaneParking Beat Areas


Table 4.26: Hollybush Lane Parking Capacity




A 158m 78m 13B 160m 79m 13

Hollybush LaneOverall 318m 157m 26




Table 4.27: Hollybush Lane Parking Survey Results December 6th 2012

ZoneParkingcapacity

(cars)

Peakoccupancy

(cars)% of


Averageoccupancy

(cars)


A 13 7 54% 12:00 4.4 06:20B 13 1 8% 08:00 0.3 03:00

HollybushLane Overall 26 7 27% 12:00 4.7 06:00

4.74 The December term time survey results recorded a number of vehicles parked on-street along

Hollybush Lane, with a higher average duration of stay than recorded on any of the on-street

surveys covered so far, suggesting that a significant proportion might be UoB related.

Table 4.28: Hollybush Lane Parking Survey Results December 20th 2012

ZoneParkingcapacity

(cars)

Peakoccupancy

(cars)% of


Averageoccupancy

(cars)


A 13 8 62% 15:00 5.1 03:45B 13 0 0% N/A 0.0 00:00


4.75 A similar level of parking demand was recorded in the parking survey which took place during

the UoB Christmas holiday period. This casts doubt on the previous observation that the

parking might be related to UoB activity.

Table 4.29: Hollybush Parking Survey Results January 31st 2013

ZoneParkingcapacity

(cars)

Peakoccupancy

(cars)% of


Averageoccupancy

(cars)


A 13 12 92% 13:00 6.1 01:24B 13 0 0% N/A 0.0 00:00


4.76 The survey undertaken in January 2013 showed an increase in the level of parking, both at

peak and on average, although the average duration of stay was much lower than recorded

on the previous two surveys.


4.77 In order to quantify the level of University related parking on Hollybush Lane the data has

been interrogated to identify the number of vehicles parked on street at 07:00 and remain

parked on street for a significant amount of each survey day.

4.78 Table 4.30 below sets out the number of vehicles parked at 07:00 and 21:00 on the day of the

survey. The table also sets out the number of vehicles that were parked on street for more

than 12 hours on each of the survey days.

Table 4.30: Analysis of Long Stay Parking

ZoneParkingcapacity

(cars)




Vehiclesparked at

Durationof stay

more than12 hours

Vehiclesparked at

Durationof stay

more than12 hours

Vehiclesparked at


than 12hours07:00 21:00 07:00 21:00 07:00 21:00

A 13 0 4 3 4 4 - 6 4 1B 13 0 0 - 0 0 - 0 0 -

HollybushLane

Overall26 0 4 3 4 4 - 6 4 1

4.79 The results show some early, late and

long stay parking on Hollybush Lane.

The presence of vehicles parked at the

start and end of the surveys in the

Christmas break survey suggests that

most cars belong to local residents. The

small increase in the number of cars

parked at 07.00 in the January term time

survey might suggest university related

activity. However, analysis of the usage

of the nearest Wills Hall car park (addressed in the next section of the report) revealed low

levels of use and suggest there is no need to park on Hollybush Lane in connection with UoB

activity. Furthermore, the photographs show that a significant proportion of activity was

associated with residential building projects.

Hollybush Lane Summary

4.80 The survey results show that a number of vehicles are parked on-street for extended periods

of time on Hollybush Lane, including all day parking and overnight parking. Most of this

parking is considered to be associated with the adjacent residences, rather than being related

to the UoB, so no further action is recommended.


Stoke Park Road

4.81 Stoke Park Road is a residential access class road which loops around a crescent connecting

to two junctions with Stoke Hill. Off-street parking at Churchill Hall, Badock Hall and the UoB

Botanic Garden are accessed from Stoke Park Road, and a number of properties benefit from

frontage access, although all have off-

street parking available.

4.82 Both junctions with Stoke Hill are priority

controlled T-junctions. The north-western

junction also has a ghost island right turn

lane to prevent vehicles turning into

Stoke Park Road blocking through traffic.

4.83 Parking restrictions are imposed along a

significant length of Stoke Park Road.

From the south-eastern junction for a

distance of approximately 30m double

yellow lines prevent parking on both

sides of the road. Beyond this point

double yellow lines continue along the

eastern kerbline for another 280m. On

the western kerbline parking is permitted

along most of Stoke Park Road

alongside the Churchill Hall grounds,

with the exception of short sections

adjacent to the vehicular entrances to

the hall car parks. Alongside and north of

Badock Hall parking is generally permitted along both sides of the road, although vehicles

typically only park on one side of the road.

4.84 The Stoke Park Road parking beat survey was broken down into seven sections, labelled A to

G, as shown in Image 4.8.


zones and Table 4.31 below sets out the parking capacity of Stoke Park Road.

Image 4.8: Stoke ParkRoad Parking Beat

Areas


Table 4.31: Stoke Park Road Parking Capacity




A 151m 130m 21B 38m 36m 6C 205m 190m 31D 96m 75m 12E 51m 42m 7F 111m 105m 17G 109m 60m 10

Stoke Park RoadOverall 761m 638m 104




Table 4.32: Stoke Park Road Parking Survey Results December 6th 2012

ZoneParkingcapacity

(cars)

Peakoccupancy

(cars)% of


Averageoccupancy

(cars)


A 21 4 19% 10:00 2.9 05:09B 6 6 100% 18:00 4.5 05:48C 31 4 13% 08:00 3.4 06:17D 12 8 67% 10:00 6.5 04:06E 7 7 100% 07:00 5.9 03:14F 17 6 35% 09:00 4.2 06:00G 10 0 0% N/A 0.0 00:00

Stoke ParkRoad Overall 104 34 33% 10:00 27.4 04:37

4.87 The December term time survey

results recorded significant levels of

on-street parking in the majority of the

parking zones, with some zones being

effectively full. Overall the maximum

occupancy on Stoke Park Road was

only 33%, which would suggest that

anyone wanting to park on Stoke Park

Road at any time during the day would

be able to do so, although not necessarily directly outside the premises that they were

visiting. The peak periods are typically seen in the morning and the average duration of stay

was fairly high. The surveyors noted that an event at the Botanic Garden gave rise to

exceptional demand for evening parking in the vicinity, which accounts for the peak

occupancy of zone B at 18.00. The results suggest that a significant proportion of all parking

is UoB related.


Table 4.33: Stoke Park Road Parking Survey Results December 20th 2012

ZoneParkingcapacity

(cars)

Peakoccupancy

(cars)% of


Averageoccupancy

(cars)


A 21 0 0% N/A 0.0 00:00B 6 0 0% N/A 0.0 00:00C 31 0 0% N/A 0.0 00:00D 12 3 25% 10:00 1.9 08:20E 7 0 0% N/A 0.0 00:00F 17 2 12% 09:00 0.6 03:30G 10 1 10% 09:00 0.2 02:00


4.88 The survey undertaken during the Christmas holiday period shows a significantly lower level

of parking, reaffirming the assumption that a considerable amount of the on-street parking is

UoB related.

Table 4.34: Stoke Park Road Parking Survey Results January 31st 2013

ZoneParkingcapacity

(cars)

Peakoccupancy

(cars)% of


Averageoccupancy

(cars)


A 21 14 67% 08:00 11.9 06:25B 6 6 100% 09:00 3.7 05:52C 31 6 19% 11:00 2.5 03:45D 12 5 42% 07:00 4.4 12:12E 7 6 86% 07:00 5.2 07:40F 17 3 18% 20:00 2.1 06:45G 10 2 20% 13:00 1.1 07:00


4.89 The survey undertaken in January 2013 shows a return to the levels of parking recorded in

the first survey. As recorded in early December some parking zones are recorded as being at

or near capacity, although the road as a

whole only records peak occupancy of

38%. This is explained by the fact that

much of the legal parking on Stoke Park

Road is located in areas where parking

is permitted on both sides of the road.

Hence, in these areas parking by

considerate drivers on one side only,

effectively halves the theoretical parking

capacity of those sections.


4.90 In order to quantify the level of UoB related parking on Stoke Park Road the data has been

interrogated to identify the number of vehicles parked on street at 07:00 and which remained

parked on street for a significant amount of each survey day. Table 4.35 below sets out the

number of vehicles parked at 07:00 and at 21:00 on the day of the survey and the number of

vehicles that were parked on street for more than 12 hours on each of the survey days.


ZoneParkingcapacity

(cars)




Vehiclesparked at

Durationof stay

more than12 hours

Vehiclesparked at

Durationof stay

more than12 hours

Vehiclesparked at


than 12hours07:00 21:00 07:00 21:00 07:00 21:00

A 21 3 2 - 0 0 - 13 9 4B 6 4 6 1 0 0 - 4 2 1C 31 1 2 1 0 0 - 2 1 -D 12 5 6 1 0 1 1 5 2 3E 7 7 4 - 0 0 - 6 5 3F 17 4 3 2 1 0 - 2 3 1G 10 0 0 - 0 0 - 1 1 1

StokeParkRoad

Overall104 24 23 5 1 1 1 33 23 13

4.91 The results show significant levels of overnight parking in the term time surveys and a marked

reduction in the Christmas break survey, all of which indicates significant levels of UoB

related parking.

4.92 Although it is legal to park on both sides of some sections of Stoke Park Road, those parking

in these sections tend to do so in order to leave a clear through route along the road.

However, this situation could be improved by providing additional waiting restrictions, to

secure the provision of a clear through route.

4.93 The high levels of term time parking in zones A and B in the January 2013 survey, coupled

with the availability of parking in the Churchill Hall car parks (described in the next section of

the report) indicate that students residing in the southern blocks of Churchill Hall are choosing

to park on the nearest area of Stoke Park Road for reasons of convenience, rather than

because there is no space available in the allocated hall car parks.

4.94 The same comment does not apply to student parking alongside Badock Hall, as its car parks

are generally more heavily used and were at or close to full occupancy in both term time

surveys.

4.95 To provide further context to the findings of the 2012/13 surveys, comparisons can be made

to the results of surveys commissioned by Capita Symonds in December 2007 and January

2008, and in February 2012. In the December 2007 term time survey parking on Stoke Park


Road at 07.00 was recorded as 29 vehicles and this rose to 42 vehicles in the January 2008

survey. In the February 2012 survey some 53 vehicles were parked on Stoke Park Road at

07.00. With term time parking at 07.00 recorded at 24 and 33 vehicles in the December 2012

and January 2013 surveys respectively, it appears that UoB’s experiment to encourage

students to park on campus by issuing free permits has had the desired effect of reducing the

amount of on street parking on Stoke Park Road.

Stoke Park Road Summary

4.96 The survey results show that a number of vehicles are parked on-street for extended periods

of time, including all day parking and overnight parking.

4.97 The survey results identified some on-street parking on each of the survey days and there

was a noticeable difference between the levels recorded during term time and the levels

recorded during the university holiday period, indicating that much of the term time parking on

Stoke Park Road is UoB related (probably student) parking.

4.98 The survey revealed that there is generally sufficient capacity for vehicles to park along the

length of Stoke Park Road, although in some instances residents may not be able to find

available space directly outside their property.

4.99 Further analysis of the data identified long stay and overnight parking on Stoke Park Road,

which is considered likely to be associated with UoB students. In the case of Churchill Hall,

where space was always available in the hall car parks during the surveys, some of the

students appear to be parking on Stoke Park Road adjacent to the southern blocks for

reasons of convenience.

4.100 The numbers of cars parked overnight on Stoke Park Road in the two recent term time

surveys are between 20 and 30 vehicles fewer than were parked overnight in the February

2012 survey, indicating that the issue of free parking permits has been effective in reducing

the amount of on street parking.

4.101 It is recommended that additional waiting restrictions be investigated to limit the attractiveness

of the on-street parking on Stoke Park Road to students. However, this needs to be balanced

against the desire to maintain free parking on-street for residents and their visitors.


Hollymead Lane

4.102 Hollymead Lane is a narrow residential

road running south to north from Stoke

Park Road to Little Stoke Road. At its

northern end the made-up carriageway

construction ends and the section between

Hollymead Lane and Little Stoke Road is

constructed of compacted hardcore,

suggesting that this section is a private

road.

4.103 Residential properties front onto the west

side of Hollymead Lane and the east side

of the road follows the boundary wall of

Badock Hall.

4.104 As the road is narrow, it is only possible for vehicles to park along one side of the road.

Normally vehicles park along the western side of Hollymead Lane.

4.105 Double yellow lines run around the bellmouth on both sides of the junction between Stoke

Park Road and Hollymead Lane, the parking restrictions continue for approximately 20m

beyond the junction.

4.106 The Hollymead Lane parking beat survey was broken down into two sections: labelled A to B,

as shown in Image 4.9.


zones and Table 4.26 below sets out the parking capacity of Hollybush Lane.

Table 4.36: Hollymead Lane Parking Capacity




A 180m 102m 17B 180m 160m 26

Hollybush LaneOverall 360m 262m 171


levels of parking recorded in each of the surveys. A summary of the results from the parking

surveys are summarised in Tables 4.37, 4.38 and 4.39 below.

1 The total capacity is given for the capacity on one side only, as there is insufficient width for cars to park on both sides whilemaintaining a clear through route. Zone A has been chosen as that is the side where people tend to choose to park.

Image 4.9: HollymeadLane Parking Beat

Areas


Table 4.37: Hollymead Lane Parking Survey Results December 6th 2012

ZoneParkingcapacity

(cars)

Peakoccupancy

(cars)% of


Averageoccupancy

(cars)


A 17 5 29% 20:00 2.3 01:32B 26 0 0% N/A 0.0 00:00

HollymeadLane Overall 17 5 29% 20:00 2.3 01:32

4.109 The December term time survey results recorded a small number of vehicles parked on-street

along Hollymead Lane. The average duration of stay recorded is lower than typically expected

for UoB related parking, although as the peak parking demand occurred at 20:00, the short

duration of stay might be a function of the survey period ending at 21:00 rather than the

vehicles departing.

Table 4.38: Hollymead Lane Parking Survey Results December 20th 2012

ZoneParkingcapacity

(cars)

Peakoccupancy

(cars)% of


Averageoccupancy

(cars)


A 17 2 12% 13:00 0.9 01:36B 26 0 0% N/A 0.0 00:00


4.110 A lower parking profile was recorded during the UoB Christmas holiday, suggesting that there

is some UoB related parking occurring during term time.

Table 4.39: Hollymead Lane Parking Survey Results January 31st 2013

ZoneParkingcapacity

(cars)

Peakoccupancy

(cars)% of


Averageoccupancy

(cars)


A 17 3 18% 09:00 1.1 04:20B 26 0 0% N/A 0.0 00:00


4.111 The survey undertaken in January

2013 recorded results between

those recorded in the two

December surveys, but the

duration of stay was significantly

higher.

4.112 As it is not clear from the results

above whether there is any UoB

related parking taking place on

Hollymead Lane, the data has been interrogated further to identify the number of vehicles


which are parked on street at 07:00 and remain parked on street for a significant amount of

each survey day. Table 4.40 below sets out the number of vehicles parked at 07:00 and

21:00 on the day of the survey and the number of vehicles that were parked on street for

more than 12 hours on each of the survey days.


ZoneParkingcapacity

(cars)




Vehiclesparked at

Durationof stay

more than12 hours

Vehiclesparked at

Durationof stay

more than12 hours

Vehiclesparked at


than 12hours07:00 21:00 07:00 21:00 07:00 21:00

A 13 4 4 - 0 0 - 1 0 -B 13 0 0 - 0 0 - 0 0 -

HollybushLane

Overall26 4 4 - 0 0 - 1 0 -

4.113 The results do show that some overnight parking is occurring on Hollymead Lane during term-

time, however the levels are low and vehicles are not being left on the road for significant

periods of time during the day. Consequently, no action is considered necessary to address

parking on Hollymead Lane.

Hollymead Lane Summary

4.114 The survey results show that a small number of vehicles park on-street overnight during term-

time, some of which may be associated with UoB but the amount of parking is not considered

to be sufficient to warrant action.


5. SURVEY ANALYSIS - ON CAMPUS PARKING

5.1 Parking practices at each hall of residence have been analysed and the results are set out in

Appendix A. The referencing of each car park is shown on Figure 2 and the results are

summarised below.

Wills Hall

5.2 Peak occupancy of the existing car parks at Wills Hall was 75% but this occurred in the

evening of 6rh December 2012, when an event was held at the Botanic Garden. On the 31st

January 2013 the peak occupancy was 73%. As a comparison, the peak occupancy in the

February 2012 survey was 56%.

5.3 In February 2012 the parking survey commissioned by Capita Symonds revealed that the

lowest (ie. worst) ratio of peak parking to bed spaces at Wills Hall was 1:8.17. In the 2012/13

surveys the peak ratio was 1:8.0. As parking permits are free this academic year, the minimal

increase in peak demand for parking suggests that parking is very well managed at Wills Hall

and no changes to the current regime are needed.

5.4 If the current demand for parking is maintained at Wills Hall the pro rata parking requirement

for 335 beds would be 42, as compared to the current provision of 73 spaces. As there

appear to be surplus spaces available at Wills Hall, UoB may wish to consider reallocating

some spaces, say ten, from the least used Wills Hall car park off Hollybush Lane to the

Botanic Garden, for use by its staff, thereby relieving pressure for parking in the Walled

Garden car park at The Holmes.

Durdham Hall

5.5 Peak occupancy of the car parks at Durdham Hall in the 2012/13 surveys was 68%: this

compares with a peak occupancy in the February 2012 survey of 62%.

5.6 The lowest peak ratio of parking spaces to beds in February 2012 was 1:8.00 but in the

recent surveys this had improved to 1:10.2. The reduction in parking demand in the last year,

when free student permits have been available, represents a significant improvement and

suggests an excellent parking management regime.

5.7 During the surveys the four space car park backing onto Hollybush Lane (most remote from

the hall) was used by just one car on one occasion and the three space car park located

closest to the hall, which includes a disabled bay, was never used.


Badock Hall

5.8 Peak occupancy in Badock Hall’s two

main car parks varied from 84 to 100%

in the 2012/13 surveys whereas in

February 2012 peak occupancy was

76%.

5.9 In February 2012 the lowest ratio of

peak parking to bed spaces was 1:8.51.

In the 2012/13 surveys the peak demand for parking was 1:6.0, representing a 40% year on

year increase in demand for parking.

5.10 The above figures do not include on street parking, which is assessed to add perhaps 10 to

12 student cars to the demand from Badock Hall. The convenience of the nearest off-campus

parking, on Stoke Park Road alongside the hall car parks, may be a factor influencing the

high demand for parking at Badock Hall. Put simply, there is no risk in bringing a car to

Badock Hall because, if the hall car parks are full, a space can always be found nearby on

Stoke Park Road.

5.11 To address the above issues, the following measures are suggested:

(i) a management campaign to discourage car use by the 2013 student intake; and

(ii) extending the waiting restrictions on Stoke Park Road.

Churchill Hall

5.12 Peak occupancy at Churchill Hall varied from 59 to 90% in the 2012/13 surveys and this

compares to a peak occupancy in February 2012 of 53%.

5.13 The lowest ratio of peak parking to bed spaces in February 2012 was 1:11.5, whereas in

2012/13 this had risen to 1:7.0, representing a 60% year on year increase in demand for

parking.

5.14 The above figures do not include on street parking on Stoke Park Road. A definitive figure for

student parking is not discernible from the recent surveys but the number of cars parked at

07.00 and 21.00 in the January 2013 survey suggests that up to 19 cars parked on Stoke

Park Road may have been there in connection with Churchill Hall.

5.15 Free issue parking permits appear to have given rise to an increase in demand at Churchill

Hall, some of which is met by parking on the adjacent street, although as noted at 4.99 and


4.100, free issue of permits also appears to have led to a reduction in total on street parking

on Stoke Park Road, which has reduced since the previous survey in February 2012.

5.16 The availability of at least 20 spaces in

the hall car parks when there were

estimated to be 19 cars parked

alongside the hall on Stoke Park Road,

suggests that convenience of the

location alongside the southern blocks

is a factor in the drivers’ decisions to

park on the road.

5.17 To address the above (and other)

issues the following measures are

proposed:

(i) a management campaign to discourage car use by the 2013 student intake;

(ii) introduction of a 4 hour waiting restriction on Stoke Park Road alongside the

south end of Churchill Hall;

(iii) extension of the double yellow lines on Stoke Park Road opposite the Botanic

Garden coach drop location, to make sure a clear route is maintained for through

traffic.

University Hall

5.18 Peak occupancy at University Hall varied from 59 to 75% in the 2012/13 surveys. This

compares to the peak occupancy in the February 2012 survey of 23.8%.

5.19 The lowest ratio of peak parking to bed spaces was 1:15.8 in Feb 2012 but this had risen in

the 2012/13 surveys to 1:5.9. It is assumed that this threefold increase is attributable both to

the use of University Hall car parks by students residing in Hiatt Baker Hall and by the

availability of free parking permits.

5.20 Current provision of parking at University Hall is meeting the peak demand with about a 15%

surplus, or 12 spaces. However, this calculation ignores the use of Shaplands for university

related activity.

5.21 Assuming that measures will be introduced to prevent all day, university parking on

Shaplands, no changes to the overall parking provision at University Hall are considered

necessary. However, UoB may wish to consider allocation of say 10 to 15 spaces to Hiatt


Baker Hall, to help meet its demand now and, particularly, when the Hall extension opens in

2014.

Hiatt Baker Hall

5.22 Currently, there are no car parks at Hiatt Baker Hall but, as noted previously, it is assumed

that students are parking at University Hall, partially accounting for the large increase in

parking in those car parks.

5.23 Examination of registration numbers of cars parked on the three survey days in 2012/13 at

different times of day, suggests that up to 14 cars were parked on Shaplands in term time in

connection with activities at the university. Of these, six were present in both the December

and January term time surveys with a further five in the January survey alone. Based upon

their presence in all three surveys, two cars are thought most likely to belong to residents of

Shaplands.

5.24 Looking ahead to when the Hiatt Baker extension is occupied there will be 1067 bed spaces

in Hiatt Baker and University Halls. Treating the halls as a combined generator of demand,

and taking a parking to bed spaces ratio of 1:10, in line with the ratio currently achieved at

Durdham Hall, the two halls would require a total of 107 spaces. University Hall has 84

spaces, suggesting a net combined shortfall of 23 spaces.

5.25 To address the above (and other) issues the following measures are recommended:

(i) a management campaign to discourage car use by the 2013 student intake; and

(ii) introduction of a Residents’ Parking Scheme on Shaplands including a 4 hour

waiting restriction alongside the university premises.

5.26 Of all the halls at Stoke Bishop, Hiatt Baker and University halls will benefit the most from the

introduction of the bus hub that is currently under construction and will come into use in

September 2013, a year ahead of opening the Hiatt Baker extension. This allows time in the

autumn 2013 term for UoB to review the effects of improved bus accessibility, and any other

measures it adopts to discourage students from bringing cars to university, on demand for

parking.

5.27 Furthermore, the introduction of centralized control of parking at Stoke Bishop would enable

UoB to reassign parking to different halls. This would, for example, allow some of the surplus

spaces at Durdham Hall to be reassigned for use by residents of Hiatt Baker and University

halls.


Parking Permits

Displaying Permits

The proportions of cars on campus displaying and not displaying a permit have been

examined and the results are set out in Table 5.1 below for the two term time surveys. It can

be seen that cars not displaying a permit represented between 22 and 40% of the totals

parked at times of maximum occupancy in the December 2012 survey, and between 0 and

51% in the January 2013 survey.

Table 5.1: Proportion of Permit Holders to Non-Permit Holders at Maximum Occupancy6th December 2012 31st January 2013

Hal

l

Park

ing

Spac

es

Bed

s

Tota

lnum

ber

ofca

rspa

rked

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lnum

ber

ofpe

rmit

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erca

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rked

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erca

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rked

Prop

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itho

lder

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umbe

rof

cars

park

edTo

taln

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rof

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lder

car

park

edTo

taln

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rof

non-

perm

itho

lder

car

park

edPr

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tion

ofno

n-pe

rmit

hold

ers

Wills 73 335 39 27 12 31% 39 19 20 51%Durdham 45 224 21 14 7 33% 21 15 6 29%Badock 76 434 66 42 24 36% 61 43 18 30%

Churchill 59 356 49 38 11 22% 39 28 11 28%University 84 301 43 26 17 40% 50 50 0 0%

5.28 With uncontrolled access to the car parks, some of the cars parked without permits will

doubtless include legitimate short term visitors to the campus. However, the relatively high

incidence of non-permit parking suggests that casual visitors alone do not account for this

entire group of cars. The inference is that some drivers of vehicles not displaying permits are

regular visitors to the campus (students or staff) who do so without obtaining a permit

because they do not fear the imposition of sanctions for failing to display a permit.

5.29 The contrast between the amount of non-permit parking in University Hall car parks is

notable. One explanation may be that the car park was being used for conference parking on

the day of the first survey. A similar event may account for the marked increase in non-permit

parking at Wills Hall in the January survey.

5.30 This evaluation has identified that a significant proportion of parking on the campus is by non-

permit holders. Some non-permit parking is essential for use by casual visitors. However,

regular use by drivers without a permit on the campus takes up space that could otherwise be

occupied by a permitted vehicle. It also creates uncertainty for UoB in managing use of the

campus car parks.


5.31 UoB is, therefore, recommended to consider how it can improve the control of parking on

campus to restrict use by cars not displaying permits. One option would be to implement a

visitors pass system for all short stay visitors, obtainable through the hall administration.

Free Student Permits

5.32 The issue of free parking permits to students this academic year appears to have had little

effect on demand for parking at Wills and Durdham Halls but it is considered to be the most

likely reason for the significant increase in the number of cars parked in Badock and Churchill

Hall car parks. It probably also accounts for this year’s reduction in parking on Stoke Park

Road.

5.33 UoB is recommended to consider reintroducing a charge for student permits, as a means of

managing a reduction of demand for hall parking. However, the significant reduction in on-

street parking on Stoke Park Road achieved at the same time (see paragraph 4.95) and the

increase in parking on Shaplands (see paragraph 4.16) suggests the charge should not be

reintroduced until better control of on street parking on Stoke Park Road and Shaplands are

introduced.


6. POSSIBLE ON STREET PARKING CONTROLS

6.1 The PMP undertook to investigate the possibility of introducing additional yellow line waiting

restrictions and a Residents’ Parking Scheme (RPS) on roads around the Stoke Bishop

Campus on the basis that these measures might provide a permanent solution to problems of

campus related on-street parking. Such measures can only be instigated within the public

highway by the responsible local highway authority, BCC, so preliminary discussions were

held with BCC to establish the potential for their introduction. The outcome of those

discussions is summarized below and an emerging proposal is put forward for further

consideration.

First Consultation with Bristol City Council

6.2 A meeting was held with BCC on 1st February 2013 in which a wide ranging discussion of

options to increase the regulation of on street parking on the roads surrounding the Stoke

Bishop Campus was held. It was accepted that, being exploratory, the discussions would not

prejudice any position that UoB or BCC might subsequently choose to take on the matters

discussed. The main issues discussed are summarized below.

Context

6.3 The context was explained as follows:

(i) ongoing residents’ complaints about students parking on Shaplands and Stoke

Park Road;

(ii) a commitment in the PMP to explore the introduction of a RPS and more waiting

restrictions;

(iii) the parking situation at the campus varies each year. For instance, this year the

University is experimenting with not charging for student parking permits. Also,

the Hiatt Baker extension building contract is underway meaning there are no

parking spaces in the north east corner of the campus;

(iv) three sets of parking surveys were being undertaken to quantify the scale and

location of on street parking and the availability of spare space on and off the

campus;

(v) the Hiatt Baker extension is due to open in September 2014 and a new transport

hub within the scheme by September 2013. The new bus hub, with three

boarding bays and one alighting, will improve access to the campus by public

transport and should reduce the need for students to bring cars to university; and


(vi) to address the issue of student parking on Shaplands, UoB is considering the

possibility of reintroducing some parking on campus in the vicinity of Hiatt Baker

Hall.

Resident’s Parking Scheme

6.4 Discussions on the introduction of a RPS covered the following issues.

(i) In the past all RPS have been in a collar around the city centre. However, a

scheme is currently being progressed at Bower Ashton to protect residential

streets from overspill parking that has arisen since a charge was introduced for

parking at Ashton Court. This sets a precedent for the introduction of isolated

schemes remote from the city centre collar.

(ii) The Mayor is keen to extend the existing RPS collar around the city centre and

has tasked officers to deliver significant extensions by 2015. This will take up all

available resources for the time being. Hence, the earliest BCC officers could

spend significant time on a Stoke Bishop RPS is probably 2016.

(iii) From start to finish - comprising scheme development, informal consultation,

scheme confirmation, publication of a Traffic Regulation Order (TRO), formal

consultation and confirmation of TRO - it typically takes 12 months.

(iv) Defining the boundary of the scheme is a crucial issue. Based on past

experience, BCC define an RPS tightly around the area experiencing problems

and promise consultation with neighbouring areas after implementation. It was

noted that this approach may not be welcomed by residents of Elmlea Avenue,

as repeated concerns voiced about parking on Elmlea Avenue had not been

evidenced in the first two parking surveys.

(v) As BCC will be unable to work on a scheme until 2015/16, it would be acceptable

to BCC for UoB to engage in an informal consultation with residents on a

proposed scheme. UoB could also provide the resource to develop a scheme so

the formal TRO procedure can be progressed.

(vi) BCC are unlikely to be willing to fund the scheme.

Waiting Restrictions

6.5 Discussions on waiting restrictions covered the following issues.


(i) Waiting restrictions should be easier to introduce than an RPS and could be

adopted as an interim measure prior to subsequent introduction of an RPS.

(ii) Previous waiting restriction schemes consulted upon for the roads around the

Stoke Bishop Campus in 2009 were based upon introducing double yellow lines

banning parking at all times. In the meeting a four hour waiting limit between

9am and 5pm was considered as a means of allowing short daytime and

evening/overnight visitor parking for residents, while preventing 24 hour student

parking.

(iii) UoB could consult residents about the principle of introducing waiting restrictions

but BCC would wish to approve a scheme prior to UoB consulting residents.

(iv) Introducing waiting restrictions is a simpler TRO process. Costs are likely to be

£5,000 to £7,000 per street.

(v) The overall timescale to introduce a waiting restriction is also typically 12 months

but BCC could commence work on a waiting restriction TRO in the 2013/14

financial year.

(vi) BCC noted that the Neighbourhood Forum (NF), covering Westbury on Trym and

Stoke Bishop, has not raised concerns about parking on the streets around the

Stoke Bishop Campus. However, the NF may be willing to help promote any

schemes taken forward.

Other Issues Discussed

6.6 The discussions prompted comment on the following related issues.

(i) BCC is progressing a scheme to introduce a four hour waiting restriction on one

side of Stoke Road across The Downs, where commuter parking on both sides

has increased and is impeding through traffic movement, especially buses.

(ii) A bus lane and box markings on Parry’s Lane are required as part of the Hiatt

Baker Hall extension and a TRO needs to be implemented by August 2013, as

the bus hub will be used from September 2013. The Hiatt Baker extension S106

was believed to cover this and BCC undertook to check progress.


Preliminary Scheme for Further Consideration

Proposed Scheme

6.7 The parking surveys revealed that university related parking is occurring on Shaplands and

Stoke Park Road but not in significant quantities elsewhere. So to further discussion about

waiting restrictions and Residents’ Parking, the preliminary proposals shown on Figures 3 and

4 were developed for these roads. The proposals include the introduction of a Residents’

Parking Scheme on Shaplands and new areas of four hour waiting restrictions on Shaplands

and Stoke Park Road. Some modest alterations to double yellow lines are also proposed on

these roads.

6.8 As the parking surveys found no justification for introducing new controls on any other streets

in the vicinity, the proposals follow BCC’s advice to keep the boundaries tight and no new

restrictions are proposed on streets where there is no current evidence of an existing

university related parking problem.

6.9 The proposal to introduce a four hour waiting restriction is offered for consideration and is not

a firm recommendation. During term time, it is more convenient for some students,

particularly those in Hiatt Baker Hall and the southern blocks of Churchill Hall, to park on

street alongside their block than to park in the nearest hall car parks, which are some

distance away. Students are resident seven days a week during term time. Hence, the

objective is to prevent all day student parking in these locations every day of the week, while

maintaining some availability of parking to serve visitors and tradesmen associated with the

adjacent private residences. To seek to achieve this objective, the tentative proposal is to

apply the waiting restriction for seven days a week, which would be unusual.

6.10 At present, the proposal is to restrict waiting to four hours between the hours of 08.00 and

22.00, these hours being selected on the basis that it would allow residents’ visitors to park

overnight but not all day. However, a restriction to these hours would allow a car to be parked

legitimately from four hours before 22.00, that being 18.00, until four hours after 08.00 or

12.00 noon. Hence, it would permit parking for 18 continuous hours from 18.00 on one day

until 12.00 noon of the following day. If this is considered to be too generous, it may be

appropriate to extend the restricted period to operate from say, 06.00 until 00.00 each day.

Bristol City Council Response

6.11 Sanctioned by UoB, BCC’s views on the above proposals have been sought and their

comments are summarised as follows.


(i) The Shaplands scheme could work well as a restricted zone from its junction with

Parrys Lane. The zone could restrict all parking to permit holders only.

Households would be eligible for residents' and visitor permits.

(ii) The hours of operation could be Mon-Fri 9am-5pm, Mon-Sat 9am-5pm or Mon-

Sat 9am-10pm perhaps. Zone signing at the entry to Shaplands could remove

the need for signs and lines on the road.

(iii) The need for the limited waiting is questioned. If not needed, it could be

removed, or alternatively it could be pay and display parking.

(iv) The limited waiting on Stoke Park Road could be useful, but it would be difficult

to enforce due to the long maximum stay and weekend operation. It may be that

very little enforcement would be required in practice and that specific targeted

efforts would be sufficient if problems did occur.

(v) The current model for RPS costs and enforcement relies upon annual income

from permit fees, supplemented by pay and display parking charges and any

penalty charge notice revenue (enforced by BCC Civil Enforcement Officers).

£20,000 – 40,000 should be sufficient to introduce a scheme on Shaplands,

including a review and any necessary changes after six months of operation. If

UoB was prepared to cover the on-going costs of residents' permits, this would

make the proposal more popular. Permit costs and eligibility criteria are set out

on the RPS website at: http://www.bristol.gov.uk/page/residents%E2%80%99-

parking-schemes. However, first and second permit costs may well increase to

£50 and £100 per annum in the future.

(vi) The cost of implementing further waiting restrictions on Stoke Park Road, or on

Shaplands as an interim measure, is estimated to be in the range £5,000 to

£7,000 per road. All schemes are likely to take 12 months to deliver from

scheme inception.

(vii) Consistent junction and access protection on Stoke Park Road would be

desirable.

(viii) Displaced parking may become a consequent problem on the western end of

Stoke Park Road.


7. CONCLUSIONS

Parking Surveys

7.1 Parking beat surveys were conducted on the Stoke Bishop Campus and the adjacent roads in

term time on 6th December 2012 and 31st January 2013, and during the Christmas break on

20th December 2012, to obtain tangible evidence of current parking practices.

On Street Parking

7.2 Analysis of the surveys revealed that significant university related parking occurs on

Shaplands and Stoke Park Road. At Shaplands it is estimated that up to 14 cars may be

parked in association with university activity. At Stoke Park Road up to 19 cars may be

parked alongside Churchill Hall and up to 14 alongside Badock Hall in connection with

university activity. The parking on Shaplands has increased by perhaps five cars since the

last surveys in February 2012 but parking on Stoke Park Road has reduced by 20 to 30 cars.

7.3 No evidence of significant university related parking was found on any other roads in the

vicinity of the Stoke Bishop Campus.

7.4 The surveys identified that students residing in Hiatt Baker Hall and the southern blocks of

Churchill Hall are parking on Shaplands and Stoke Park Road respectively because it is more

convenient to park on the adjacent road than in the nearest hall car parks, which are some

distance away. In the absence of a charge for campus parking permits, the students’

decisions to park on the nearest street must reflect a matter of convenience. This

“convenience factor” has not been identified in previous surveys.

On Campus Parking

7.5 Current on campus parking practices have been assessed to establish ratios linking peak car

park usage to the number of bed spaces in each hall. This academic year the ratio is

influenced by the experimental availability of free student parking permits. This has evidently

had a particular impact in increasing demand for parking at Badock and Churchill Halls. The

loss of all parking at Hiatt Baker Hall during the construction of the extension has also

impacted upon demand at University Hall, where the car parks are being shared with Hiatt

Baker Hall.

7.6 In the term time surveys the ratio of on campus parking varied between 1 parking space per

10.2 beds at Durdham Hall, to 1:8.0 at Wills Hall, 1:6.0 at Badock and 1:7.0 at Churchill.

Being used by both University and Hiatt Baker residents, the ratio of combined use of

University Hall’s car parks has peaked at just 1:14.6, reflecting the lowest peak demand of

any hall on the campus. These ratios highlight the current variation in demand for parking,


with demand at Durdham Hall being significantly less than the demand for parking at Badock

and Churchill Halls. To address these variations and enable better allocation of spaces to

meet demand, UoB is recommended to introduce central control of parking permits at Stoke

Bishop Campus.

7.7 The projection of demand for parking at Hiatt Baker Hall could support a case for construction

of a small new car park to meet the demand for parking generated by the extended Hiatt

Baker Hall. However, Hiatt Baker and University halls will benefit the most from the

introduction of the bus hub that is currently under construction and will come into use in

September 2013. UoB is, therefore, recommended to review the effects of improved bus

accessibility, and any other measures it adopts to discourage students from bringing cars to

university, on demand for parking during the autumn 2013 term. Provided a decision is taken

in autumn 2013 there would remain sufficient time to secure planning consent and construct

additional parking by September 2014, should it be considered necessary.

On Street Parking Restrictions

7.8 Responding to the on-street parking problems identified in the surveys, preliminary proposals

have been developed to introduce new waiting restrictions on Stoke Park Road and

Shaplands, the latter alongside a Residents’ Parking Scheme. These are shown on Figures 3

and 4.

7.9 BCC officers have advised that the local highway authority would be willing, in principle, to

consider the introduction of these restrictions but does not have the resources or funding to

progress them until the next financial year in the case of the waiting restrictions, and until

2015/16 in the case of the Residents’ Parking Scheme. However, BCC is willing to co-operate

if UoB chooses to progress the schemes.

7.10 The cost of implementing a Resident’s Parking Scheme on Shaplands is likely to be in the

range £20,000 to £40,000. The cost of implementing further waiting restrictions on Stoke

Park Road, or on Shaplands as an interim measure, is estimated to be in the range £5,000 to

£7,000 per road. BCC advise that all schemes are likely to take 12 months to deliver from

scheme inception.

FIGURES

REDLAND

A4018 WESTBURY ROAD

HIATT BAKER HALL

A4018 WESTBURY ROAD

A4018 WHITELADIES ROAD

STOKE ROAD

A4 PORTWAY

BISHOPSTON

WESTBURY PARK

SNEYD PARK

STOKE BISHOP

WILLS HALLBADOCK HALL

CHURCHILL HALL

DURDHAM HALL

UNIVERSITY HALL

SAVILLE ROAD

THE DOWNS

UNIVERSITY OF BRISTOLSTOKE BISHOP PARKING SURVEYS

LOCATION PLAN1:10,000

FIGURE 1

SHAPLANDS

SAVILLE GATE CLOSE

PARR

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AN

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KEY TRANSPORT CONSULTANTSLTD 26 BERKELEY SQUAREBRISTOLBS8 1HPTel : 0117 920 9430E-mail : [email protected]

CAD FILE NAME: F:\DATA\Jobs\0415 Bristol University Student Accommodation\AutoCADARKING SURVEY FIGURE 2.dwg

UNIVERSITY OF BRISTOLSTOKE BISHOP CAMPUS PARKING

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UNIVERSITY OF BRISTOLPROPOSED RESIDENTS' PARKING

SCHEME FOR SHAPLANDS1:1000 @ A3FIGURE 3

EXISTING DOUBLEYELLOW MARKINGS

PROPOSED DOUBLEYELLOW MARKINGS

RESIDENTS ONLYPARKING

LIMITED WAITING 4HRS MAXSTAY, MON-SUN, 08:00 - 22:00


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UNIVERSITY OF BRISTOLPROPOSED WAITING RESTRICTIONS

ON STOKE PARK ROAD1:1000 @ A3FIGURE 4

EXISTING DOUBLEYELLOW MARKINGS

PROPOSED DOUBLEYELLOW MARKINGS

RESIDENTS ONLYPARKING

LIMITED WAITING 4HRS MAXSTAY, MON-SUN, 08:00 - 22:00


APPENDIX A

ANALYSIS OF ON-CAMPUS PARKING

University of Bristol

Stoke Bishop Campus

Analysis of Campus Parking APPENDIX A

Zone Zone Type

Length

of

zone

Kerbspace

available

for legal

parking

Estimated

parking

space

maximum

occupancy

%

occupancy

at peak

Peak timeAverage

Occupancy

Average

length of

stay

Duration of

stay more

than 12

hours

Vehicles

Parked at

07:00

%

occupancy

at 07:00

Vehicles

Parked at

21:00

%

occupancy

at 21:00

maximum

occupancy

%

occupancy

at peak

Peak timeAverage

Occupancy

Average

length of

stay

Duration of

stay more

than 12

hours

Vehicles

Parked at

07:00

%

occupancy

at 07:00

Vehicles

Parked at

21:00

%

occupancy

at 21:00

maximum

occupancy

%

occupancy

at peak

Peak timeAverage

Occupancy

Average

length of

stay

Duration of

stay more

than 12

hours

Vehicles

Parked at

07:00

%

occupancy

at 07:00

Vehicles

Parked at

21:00

%

occupancy

at 21:00

Wills Hall A (Permits) Car Park - - 0 N/A 0.0 00:00 - 0 0 1 07:00 0.3 03:00 - 1 0 0 N/A 0.0 00:00 - 0 0

Wills Hall A (No Permits) Car Park - - 4 09:00 2.3 03:15 - 2 2 0 N/A 0.0 00:00 - 0 0 4 19:00 2.3 04:40 1 1 2

Wills Hall B (Permits) Car Park - - 1 07:00 0.7 09:00 - 1 0 1 07:00 0.5 03:00 - 1 1 1 12:00 0.1 00:00 - 0 0

Wills Hall B (No Permits) Car Park - - 6 09:00 2.3 02:53 - 0 3 0 N/A 0.0 00:00 - 0 0 4 11:00 1.6 01:24 - 1 1

Wills Hall C (Permits) Car Park - - 8 07:00 5.5 06:33 5 8 7 0 N/A 0.0 00:00 - 0 0 7 09:00 4.5 03:32 2 5 2

Wills Hall C (No Permits) Car Park - - 3 10:00 0.4 01:00 - 0 0 0 N/A 0.0 00:00 - 0 0 5 09:00 3.2 02:26 - 2 1

Wills Hall D (Permits) Car Park - - 21 07:00 18.5 05:19 11 21 21 12 09:00 5.3 02:49 1 4 0 13 09:00 10.4 07:40 7 8 7

Wills Hall D (No Permits) Car Park - - 0 N/A 0.0 00:00 - 0 0 0 N/A 0.0 00:00 - 0 0 9 09:00 6.3 03:57 3 8 1

Wills Hall Total Car Park - - 73 39 53% 10:00 29.7 04:52 16 32 44% 33 45% 14 19% 09:00 6.1 02:50 1 6 8% 1 1% 39 53% 11:00 28.3 04:07 13 25 34% 14 19%

Durdham Hall A (Permits) Car Park - - 0 N/A 0.0 00:00 - 0 0 0 N/A 0.0 00:00 - 0 0 0 N/A 0.0 00:00 - 0 0

Durdham Hall A (No Permits) Car Park - - 0 N/A 0.0 00:00 - 0 0 0 N/A 0.0 00:00 - 0 0 0 N/A 0.0 00:00 - 0 0

Durdham Hall B (Permits) Car Park - - 14 09:00 9.7 08:04 6 7 6 2 07:00 2.0 14:00 2 2 2 15 08:00 12.3 06:40 6 14 8

Durdham Hall B (No Permits) Car Park - - 7 09:00 5.8 06:55 3 6 4 3 09:00 2.1 04:20 - 2 1 5 10:00 3.5 06:26 2 1 3

Durdham Hall C (Permits) Car Park - - 0 N/A 0.0 00:00 - 0 0 0 N/A 0.0 00:00 - 0 0 0 N/A 0.0 00:00 - 0 0

Durdham Hall C (No Permits) Car Park - - 0 N/A 0.0 00:00 - 0 0 0 N/A 0.0 00:00 - 0 0 1 07:00 1.0 14:00 1 1 1

Durdham Hall D (Permits) Car Park - - 0 N/A 0.0 00:00 - 0 0 0 N/A 0.0 00:00 - 0 0 0 N/A 0.0 00:00 - 0 0

Durdham Hall D (No Permits) Car Park - - 1 07:00 0.1 00:00 - 1 0 0 N/A 0.0 00:00 - 0 0 0 N/A 0.0 00:00 - 0 0

Durdham Hall Total Car Park - - 45 21 47% 09:00 15.5 07:19 9 14 31% 10 22% 5 11% 09:00 4.1 06:45 2 4 9% 3 7% 21 47% 11:00 16.7 06:50 9 16 36% 12 27%

Badock A (Permits) Car Park - - 29 10:00 18.5 05:57 5 11 9 8 10:00 2.9 03:53 - 3 0 29 09:00 16.3 05:15 6 21 7

Badock A (No Permits) Car Park - - 9 10:00 6.9 04:25 2 2 3 5 10:00 3.0 05:26 1 3 1 9 09:00 10.5 05:05 3 7 12

Badock B (Permits) Car Park - - 11 10:00 8.6 06:10 2 8 5 1 07:00 1.0 14:00 1 1 1 12 07:00 10.5 10:17 8 12 7

Badock B (No Permits) Car Park - - 10 10:00 5.7 05:37 - 2 1 7 09:00 2.7 03:06 - 1 0 9 07:00 7.1 07:14 5 9 8

Badock C (Permits) Car Park - - 4 08:00 1.7 05:15 - 0 0 0 N/A 0.0 00:00 - 0 0 2 07:00 0.9 05:30 - 2 0

Badock C (No Permits) Car Park - - 5 08:00 2.5 06:36 - 0 0 0 N/A 0.0 00:00 - 0 0 1 07:00 0.1 01:00 - 1 0

Badock Total Car Park - - 76 66 87% 10:00 43.9 05:39 9 23 30% 18 24% 20 26% 10:00 9.7 04:22 2 8 11% 2 3% 61 80% 09:00 45.5 06:10 22 52 68% 34 45%

Churchill A (Permits) Car Park - - 16 07:00 11.7 06:57 4 16 4 5 09:00 2.3 05:48 1 2 1 10 09:00 9.7 08:40 6 11 7

Churchill A (No Permits) Car Park - - 6 08:00 5.7 05:37 1 3 3 0 N/A 0.0 00:00 - 0 0 7 17:00 4.5 06:27 2 2 5

Churchill B (Permits) Car Park - - 23 10:00 17.2 03:52 - 20 10 5 11:00 4.1 06:45 3 4 4 21 07:00 16.5 07:14 12 21 12

Churchill B (No Permits) Car Park - - 4 10:00 2.9 03:00 - 1 3 4 13:00 1.7 01:30 - 2 1 3 07:00 4.1 04:38 1 3 4

Churchill Total Car Park - - 59 49 83% 10:00 37.5 04:41 5 40 68% 20 34% 13 22% 11:00 8.1 04:15 4 8 14% 6 10% 39 66% 17:00 34.7 07:00 21 37 63% 28 47%

Botanic A (Permits) Car Park - - 18 19:00 8.0 05:19 3 0 18 0 N/A 0.0 00:00 - 0 0 4 07:00 3.8 05:20 2 4 5

Botanic A (No Permits) Car Park - - 15 16:00 13.6 05:22 1 0 15 14 11:00 5.3 03:27 - 2 0 16 10:00 10.3 04:08 2 4 9

Botanic Total Car Park - - 30 33 110% 19:00 21.6 05:20 4 0 0% 33 110% 14 47% 11:00 5.3 03:27 - 2 7% 0 0% 20 67% 10:00 14.1 04:24 4 8 27% 14 47%

University Halls A (Permits) Car Park - - 7 08:00 5.8 04:48 1 4 4 2 09:00 2.3 02:05 1 4 1 16 11:00 9.5 03:12 1 9 9

University Halls A (No Permits) Car Park - - 6 08:00 2.3 02:11 - 2 1 5 09:00 1.4 00:55 - 2 1 0 N/A 0.1 00:00 - 1 0

University Halls B (Permits) Car Park - - 1 07:00 1.4 03:12 - 1 0 2 08:00 1.9 04:48 - 3 2 9 11:00 4.3 03:20 2 3 3

University Halls B (No Permits) Car Park - - 5 10:00 2.5 01:43 - 4 0 3 10:00 0.7 01:00 - 0 0 0 N/A 0.0 00:00 - 0 0

University Halls C (Permits) Car Park - - 18 10:00 16.1 05:55 5 17 14 4 13:00 2.7 07:00 1 2 2 26 08:00 22.7 07:18 13 25 17

University Halls C (No Permits) Car Park - - 7 07:00 6.2 04:28 2 7 7 0 N/A 0.0 00:00 - 0 0 1 08:00 0.1 00:00 - 0 0

University Hall Total Car Park - - 84 43 51% 10:00 34.4 04:19 8 35 42% 26 31% 14 17% 10:00 8.9 02:37 2 11 13% 6 7% 50 60% 11:00 36.7 04:58 16 38 45% 29 35%

60% 56% 38%

59% 37% 33%

75% 25% 25%

80% 80% 53%

67% 27% 47%

33% 33% 0%

59% 45% 41%

84% 62% 42%

95% 95% 68%

14% 14% 14%

0% 0% 0%

0% 0% 0%

65% 48% 35%

9% 4% 4%

36% 9% 5%

0% 0% 0%

0% 0% 0%

0% 0% 0%

16% 13% 10%

January 31st 2013

57% 14% 29%

28% 6% 6%

67% 39% 17%

73% 53% 27%

26% 22% 7%

42% 25% 17%

30% 20% 17%

47% 7% 0%

0% 0% 0%

17% 7% 3%

29% 13% 2%

56% 53% 47%

December 20th 2012

14% 14% 0%

6% 6% 6%

0% 0% 0%

40% 13% 0%

48% 22% 19%

50% 42% 0%

90% 70% 43%

110% 0% 110%

100% 0% 0%

76% 66% 24%

29% 27%

95% 45% 27%

0% 0% 0%

25% 25% 0%

December 6th 2012

57% 29% 29%

39% 6% 17%

30

30

7

18

0% 0% 0%

68% 42% 32%

61% 44% 39%

70% 70% 70%

84%

27

12

45

4

45

22

9

29

18

30

3

31

7

F:\Jobs\0415 Bristol University Student Accommodation\HB PMP\Parking Surveys\Summary 2 On & Off Street Parking by Zone 08/03/2013

Documents

HIATT BAKER PARKING MANAGEMENT PLAN REPORT ON PARKING … · The parking beat surveys operated an hourly parking beat, and the survey ran from 07:00 until 21:00. 3.4 The parking beat