PAIGNTON PARKING NEEDS STUDY - TDA Stage 4 & 5 - On-Street Parking and Mitigation Measures - Invest in Torbay
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TDA PAIGNTON PARKING NEEDS STUDY Stage 4 & 5 - On-Street Parking and Mitigation Measures S4-002 MARCH 2020 PUBLIC
TDA
PAIGNTON PARKING NEEDS STUDY
Stage 4 & 5 - On-Street Parking and Mitigation Measures
TYPE OF DOCUMENT (VERSION) PUBLIC
PROJECT NO. 70062802
OUR REF. NO. S4-002
DATE: MARCH 2020
WSP
1st Floor, Keble House
Southernhay Gardens, Southernhay East
Exeter, Devon
EX1 1NT
Phone: +44 1392 267 500
Fax: +44 1392 267 599
WSP.com
PUBLIC
QUALITY CONTROL
Issue/revision First issue Second issue Final Version
Remarks First Draft Second Draft Final Version
Date 21/01/2020 03/03/2020 11/03/2020
Prepared by Glen McAdam Glen McAdam Glen McAdam
Signature
Checked by Hannah Hannah Hannah
Shrimpton Shrimpton Shrimpton
Signature
Authorised by Roger Evans Roger Evans Roger Evans
Signature
Project number 70062802 70062802 70062802
Report number 70062802-S4 70062802-S4 70062802-S4
File reference 70062802-S4-001 70062802-S4-002 70062802-S4-003
PAIGNTON PARKING NEEDS STUDY PUBLIC | WSP
Project No.: 70062802 | Our Ref No.: S4-002 March 2020
TDA
CONTENTS
1 INTRODUCTION 1
1.1 CONTEXT 1
1.2 STUDY DELIVERABLES 1
1.3 STRUCTURE 2
2 STAGE 4 DELIVERABLE 1 – RECAP OF BASELINE ON-STREET
PARKING SUPPLY & DEMAND 4
2.1 MAP OF PARKING LOCATIONS 4
2.2 BASELINE SUPPLY DATA AT ON-STREET PARKING LOCATIONS 6
2.3 BASELINE DEMAND DATA AT ON-STREET PARKING LOCATIONS 8
3 STAGE 4 DELIVERABLE 1 – FORECAST ON-STREET PARKING SUPPLY
& DEMAND 15
3.1 IMPLICATIONS OF FORECAST OFF-STREET PARKING DEMAND ON ON-STREET
PARKING PERFORMANCE 15
3.2 FORECAST ON-STREET PARKING DEMAND 18
3.3 GIS ANALYSIS OF TRO RESTRICTIONS 23
4 STAGE 4 DELIVERABLES 2 & 3 - MITIGATION MEASURES, PARKING
MANAGEMENT RECOMMENDATIONS AND OTHER OPPORTUNITIES 27
4.1 OVERVIEW 27
4.2 RECOMMENDATIONS AND NEXT STEPS 34
5 CONCLUSION 35
PAIGNTON PARKING NEEDS STUDY PUBLIC | WSP
Project No.: 70062802 | Our Ref No.: S4-002 March 2020
TDA
1 INTRODUCTION
1.1 CONTEXT
1.1.1. Paignton has experienced significant economic decline in recent years. Its population is ageing and
there is a high level of disadvantage. The retail offer in the town centre has declined over recent
years. Paignton exhibits the lowest GVA per head in England.
1.1.2. The regeneration of Paignton Town Centre is one of the key projects for Torbay Council in the coming
years. As detailed in the Transformation Strategy (April 2017) for Torbay’s Town Centres the
regeneration aims to achieve the following:
Improve the visitor and resident experience;
Create a more attractive town centre through public realm interventions; and
Encourage the redevelopment of existing poor-quality sites such as Crossways and the Victoria
Centre.
1.1.3. In recent years there has been a recognition across many local authorities that car parking sites in
valuable town centre locations are often under-utilised assets and can often provide the opportunity
for regeneration and redevelopment. Better management of car parking assets, more efficient usage
and adjustments to charging regimes can free up under-utilised sites for alternative development uses.
1.1.4. The ability to realise the value of potential development sites needs to be balanced against the need
to retain sufficient car parking to meet demand across the year, and ensure that a lack of car parking
does not contribute to the further deterioration of the economic prosperity of Paignton town centre.
1.1.5. In September 2019 TDA, for and on behalf of Torbay Council, commissioned WSP to investigate the
impact of the potential loss of off-street parking spaces at a number of key sites.
1.1.6. The objectives of the study are:
To provide a clear and concise understanding of existing public car parking usage, capacity,
income generation and asset maintenance requirements.
To provide a robust assessment of future public car parking and cycle parking capacity and
needs, taking account of on-street provision and the potential for further on-street provision,
public transport provision and delivery of successful town centre regeneration.
To assess the potential impact of loss of public car parking capacity in Paignton Town Centre,
using a number of regeneration / redevelopment scenarios and taking account of the findings
of the future needs element of this work.
To recommend ways in which the Council can best mitigate any negative impacts as a result
of a potential reduction in car parking capacity in the town centre. This will include identification
of risks, costs and deliverability.
1.2 STUDY DELIVERABLES
1.2.1. The following deliverables are to be issued by WSP as party of the study:
Stage 1 Deliverable - Baseline Supply and Demand Technical Note
• A report which gives a detailed overview of baseline parking supply, demand and
distribution across the town centres. This will be broken down by time, day of week, and
seasonal variation subject to the existing data available.
Stage 2 Deliverable - Future Parking Demand Forecast Technical Note
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Project No.: 70062802 | Our Ref No.: S4-002 March 2020
TDA Page 1 of 36
• Summary of the forecast demand based on a number of growth factors of between 2% -
20%.
Stage 3 Deliverable – Future Development Impacts Technical Note
• A summary of the potential impact on parking demand across the Study Area as a result
of regeneration/growth and redevelopment of some off-street parking in the central area.
Stage 4 Deliverable 1 - On-street Parking Review Technical Note [This Report]
• This review will identify whether there is evidence of available capacity around the town
centre for additional parking demand, and/or whether the current on-street parking
restrictions require adjusting to account for changes to off-street provision.
Stage 4 Deliverable 2 - Mitigation Measures and Parking Management
Recommendations Technical Note [This Report]
• This part of the commission will consider what options for mitigation can be considered
by Torbay Council / TDA for temporary car parking management and/or alternative
parking solutions such as Park & Ride facilities during busy periods, as operated in
nearby Brixham.
• An appraisal of parking management measures will be undertaken to consider the most
appropriate for application in the town centre as defined above. This may include
changes to residents parking rates, changes to parking payment periods, ANPR
monitoring and the use of mobile technology to better manage and direct drivers to
parking locations and make use of the remaining parking supply more efficiently.
Stage 4 Deliverable 3 – Further Opportunities Technical Note [This Report]
• Alternative parking enhancements will be considered. This will include opportunities to
improve efficiency of parking use and alternative use of parking areas when not in use.
Measures to consider are likely to include:
− Solar PV technology in retained MSCPs.
− Electric charging points.
− Cycle parking and E-bike charging points.
− Flexible on-street parking facilities and parklets.
− Parking Guidance systems.
− Variable charging regimes.
Stage 5 Deliverable - Recommendations and Final Reporting
• The results of the earlier stages of the assessment will be combined into a summary
report with a series of recommendations for redevelopment options to be taken forward
for further consideration and appraisal.
1.3 STRUCTURE
1.3.1. This report is structured as follows:
Chapter 1: Introduction – Stating the context of the project, the work packages to be delivered as
a part of this project and detailing the structure of this work package.
Chapter 2: Stage 4 Deliverable 1 – On-Street Parking Review Part 1– Baseline Information - This
section of the report summarises the baseline on-street supply and demand data, along with the
baseline and forecast off-street data and note its implications for on-street parking.
PAIGNTON PARKING NEEDS STUDY PUBLIC | WSP
Project No.: 70062802 | Our Ref No.: S4-002 March 2020
TDA Page 2 of 36
Chapter 3: Stage 4 Deliverable 1 – On-Street Parking Review Part 1– Forecasting - This section of the report estimates on-street parking performance in the future by forecasting the baseline on- street demand data in a similar manner to the off-street data. Chapter 4: Stage 4 Deliverables 2 & 3: Mitigation Measures, Parking Management Recommendations and Other Opportunities – As a result of the above analysis, a number of mitigation measures will be analysed via a high level qualitative assessment. This assessment will identify the most feasible mitigation measures and identify the likely effects of each in isolation and, where applicable, in combination with other mitigation measures. Chapter 5: Conclusion – This section will summarise the outcomes of each of the above chapters. PAIGNTON PARKING NEEDS STUDY PUBLIC | WSP Project No.: 70062802 | Our Ref No.: S4-002 March 2020 TDA Page 3 of 36
2 STAGE 4 DELIVERABLE 1 – RECAP OF BASELINE ON-STREET
PARKING SUPPLY & DEMAND
2.1 MAP OF PARKING LOCATIONS
2.1.1. The location of on-street and off-street parking locations in the centre of Paignton is detailed in Figure
2-1 below. The location of on-street and off-street parking locations in the entirety of Paignton is
detailed in Figure 2-2 below. These figures consider only parking locations where detailed parking
data was available.
Figure 2-1 – Parking Locations – Central Paignton
PAIGNTON PARKING NEEDS STUDY PUBLIC | WSP
Project No.: 70062802 | Our Ref No.: S4-002 March 2020
TDA Page 4 of 36Figure 2-2 – Parking Locations – All of Paignton
2.1.2. Figure 2-3 details off-street parking locations within the study area where detailed parking data was
unavailable. It should be noted that this not include parking locations at supermarkets or other such
commercial locations.
PAIGNTON PARKING NEEDS STUDY PUBLIC | WSP
Project No.: 70062802 | Our Ref No.: S4-002 March 2020
TDA Page 5 of 36Figure 2-3 – Parking Locations with No Demand Data
2.2 BASELINE SUPPLY DATA AT ON-STREET PARKING LOCATIONS
2.2.1. Table 2-1 details key information relating to each on-street parking location including the number of
spaces, the number of ‘mobility’ spaces (i.e. spaces for the disabled, parent / child spaces etc.), the
hours of operation of the car park and the tariff. Table 2-1 only details this information for on-street
parking locations where detailed parking data is available.
PAIGNTON PARKING NEEDS STUDY PUBLIC | WSP
Project No.: 70062802 | Our Ref No.: S4-002 March 2020
TDA Page 6 of 36Table 2-1 – On-Street Parking Supply Information
Parking Number Number
Location of of Hours of Operation Tariff
Name Spaces Meters
60p for 30 minutes
£1.40 for up to one hour
£2.40 for up to one and a half hours
£3.00 for up to two hours
8am to 6pm £4.00 for up to three hours
Adelphi Road 19 1
7 days a week including Sundays & Bank Holidays £5.00 for up to four hours
£6.00 for up to five hours
£7.00 for up to six hours
£10.00 for all day
60p for 30 minutes
£1.40 for up to one hour
£2.40 for up to one and a half hours
£3.00 for up to two hours
£4.00 for up to three hours
Eastern 24 hours a day
208 7 £5.00 for up to four hours
Esplanade 7 days a week including Sundays & Bank Holidays £6.00 for up to five hours
£7.00 for up to six hours
£10.00 for all day.
£3.50 overnight (available 6 pm to 8 am)
60p for 30 minutes
£1.40 for up to one hour
£2.40 for up to one and a half hours
£3.00 for up to two hours
Hyde / Dendy / 8am to 6pm £4.00 for up to three hours
46 15
Torquay Road 7 days a week including Sundays & Bank Holidays £5.00 for up to four hours
£6.00 for up to five hours
£7.00 for up to six hours
£10.00 for all day
60p for 30 minutes
£1.40 for up to one hour
£2.40 for up to one and a half hours
£3.00 for up to two hours
9am to 6pm £4.00 for up to three hours
Palace Avenue 74 8
Monday to Saturday each week £5.00 for up to four hours
£6.00 for up to five hours
£7.00 for up to six hours
£10.00 for all day
60p for 30 minutes
£1.40 for up to one hour
£2.40 for up to one and a half hours
£3.00 for up to two hours
8am to 6pm £4.00 for up to three hours
Queens Road 29 3
7 days a week including Sundays & Bank Holidays £5.00 for up to four hours
£6.00 for up to five hours
£7.00 for up to six hours
£10.00 for all day
£1.50 for up to four hours
Sands Road 16 2 8am to 6pm £2.50 all day
7 days a week including Sundays & Bank Holidays
£1.50 for up to four hours
Stearfield Road 10 2 8am to 6pm £2.50 all day
7 days a week including Sundays & Bank Holidays
60p for 30 minutes
£1.40 for up to one hour
£2.40 for up to one and a half hours
£3.00 for up to two hours
Torbay Road 44 5 9am to 6pm £4.00 for up to three hours
7 days a week including Sundays & Bank Holidays £5.00 for up to four hours
£6.00 for up to five hours
£7.00 for up to six hours
£10.00 for all day
PAIGNTON PARKING NEEDS STUDY PUBLIC | WSP
Project No.: 70062802 | Our Ref No.: S4-002 March 2020
TDA Page 7 of 362.2.2. To summarise Table 2-1; there are 446 on-street parking spaces in the town centre subject to a
parking tariff. The majority of parking locations allow for on-street parking 7 days a week including
Sundays and Bank Holidays for 10 hours between 8am and 6pm. The notable exceptions to this are:
Eastern Esplanade
Palace Avenue
Torbay Road
2.2.3. There are two tariffs in operation, one designed for longer stay use and one designed for short stay
use. All car parks allow users to pay either via pay & display, parkmobile or by purchasing season
tickets.
2.2.4. It should be noted that there is conflicting information, between the numerous data sources, on the
number of spaces at the following on-street parking locations:
Eastern Esplanade – Council website states there are 208 spaces whereas the weekly ticket
summary spreadsheet state there are 209. The working assumption is that there are 208
spaces.
Torbay Road – The Council website states there are 44 spaces whereas the weekly ticket
summary spreadsheet states there are 35. The working assumption is that there are 44 spaces.
2.2.5. It should also be noted that Paignton town centre is subject to the following Traffic Regulation Orders:
Borough of Torbay – CPZ F (Adelphi Road) Order 2012
Borough of Torbay – Street Parking Places (Pay and Display) Order No2 2018
Borough of Torbay - Various Streets, Paignton - Control of Waiting, Loading and Unloading
(Order 2015)
2.2.6. The Traffic Regulation Orders have the cumulative effect that most of the roads in the immediate
vicinity of Paignton town centre have restricted on-street parking. However, outside of the town centre
it should be noted that a lot of roads are not subject to parking regulation. It is possible for a fit and
healthy individual to park in a residential street and be within a reasonable walking distance (less than
10 minutes and within half a mile) of the town centre, or a number of other trip generators.
2.3 BASELINE DEMAND DATA AT ON-STREET PARKING LOCATIONS
Background
2.3.1. This section provides a summary of the baseline parking demand at each on-street location and
across the study area.
Tickets Sold
2.3.2. Table 2-2 shows the tickets sold at each on-street parking location and across the study area for the
financial year 2018-19. The data is segmented to detail a yearly, weekly and daily tickets sold, both
across the car park as a total and as a function of the number of spaces within the car park.
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Project No.: 70062802 | Our Ref No.: S4-002 March 2020
TDA Page 8 of 36Table 2-2 – On-Street Parking Demand Executive Summary – Tickets Sold
Parking Location Tickets Tickets Tickets Tickets Tickets Sold Tickets Sold
Name Sold Sold Per Sold Per Sold (Per Per Week Per Day (Per
Week Day Space) (Per Space) Space)
Adelphi Road 4,357 84 12 229 4 0.6
Eastern 102,993 1,981 283 493 9 1.4
Esplanade
Hyde / Dendy / 115,466 2,221 317 1,540 30 4.2
Queens /
Torquay Road
Palace Avenue 106,684 2,052 293 1,442 28 4.0
Sands & 12,804 246 35 492 9 1.4
Streatfield Road
Torbay Road 48,366 930 133 1,382 27 3.8
Grand Total 342,304 6,583 940 4,196 81 12
Average 57,051 1,097 157 699 13 1.9
2.3.3. Table 2-2 shows that within the study area a total of 342,304 tickets were sold. Per space, it can be
seen that the following car parks are selling more tickets than the average across the study area:
Hyde / Dendy / Queens / Torquay Road
Palace Avenue
Torbay Road
Ticket Hours Sold
2.3.4. Table 2-3 shows the amount of ticket hours sold at each on-street parking location and across the
study area for the financial year 2018-19. The data is segmented to detail yearly, weekly and daily
ticket hours sold, both across the car park as a total and as a function of the number of spaces within
the car park.
Table 2-3 – On-Street Parking Executive Summary – Ticket Hours Sold
Parking Ticket Ticket Ticket Ticket Ticket Hours Ticket Hours
Location Name Hours Hours Hours Hours Sold Sold Per Sold Per Day
Sold Sold Per Sold Per (Per Space) Week (Per (Per Space)
Week Day Space)
Adelphi Road 7,919 152 22 417 8 1.1
Eastern 155,236 2,985 426 743 14 2.0
Esplanade
Hyde / Dendy / 131,132 2,522 360 1,748 34 4.8
Queens /
Torquay Road
Palace Avenue 117,164 2,253 322 1,583 30 4.3
Sands & 69,073 1,328 190 2,657 51 7.3
Streatfield Road
Torbay Road 64,393 1,238 177 1,840 35 5.1
Grand Total 480,525 9,241 1,320 7,148 137 20
Average 80,087 1,540 220 1,191 23 3.3
2.3.5. Table 2-3 shows that within the study area a total of 480,525 ticket hours were sold. Per space, it can
be seen that the following car parks are selling more ticket hours than the average across the study
area:
Hyde / Dendy / Queens / Torquay Road
Palace Avenue
Sands & Streatfield Road
Torbay Road
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TDA Page 9 of 36Average Length of Stay & Overall Utilisation
2.3.6. Table 2-4 shows the average length of stay and the utilisation at each car park and across the study
area for the financial year 2018-19. It should be noted that the utilisations given are based against a
theoretical maximum which deduced by including all times within the chargeable period. The majority
of on-street parking locations do not allow overnight parking hence the greater level of utilisations
compared to the off-street data. The data does not include users who park without purchasing a ticket
i.e. permit holders.
Table 2-4 – On-Street Parking Executive Summary – Average Length of Stay & Overall
Utilisation
Parking Location Name Average Length of Stay Average Utilisation
in 2018-19 Ticket
Data
Adelphi Road 1 hours and 49 minutes 11%
Eastern Esplanade 1 hours and 30 minutes 9%
Hyde / Dendy / Queens / Torquay Road 1 hours and 8 minutes 48%
Palace Avenue 1 hours and 5 minutes 56%
Sands & Streatfield Road 5 hours and 23 minutes 73%
Torbay Road 1 hours and 20 minutes 51%
Grand Total N/A N/A
Average 1 hours and 49 minutes 21%
2.3.7. Table 2-4 shows that the following parking locations have utilisations above 50%:
Palace Avenue
Sands & Streatfield Road
Torbay Road
2.3.8. Table 2-4 also shows that only Sands & Steartfield Road are used for long stay parking, in alignment
with the tariff options presented to users.
Variance in Parking Demand
2.3.9. Table 2-5 documents yearly variation in tickets sold and income based against the 2018-19 financial
year. This information only uses the council ticket data information and as such does not account for
mobile data; as this was only provided for the latest financial year.
Table 2-5 – Off-Street Parking Demand Executive Summary – Yearly Variation
All On- Tickets Difference Difference Difference in
Street Sold (+-) (%) Income (%)
Parking
Locations
2018-19 354,748 0 0% 0%
2017-18 390,966 36,218 10% 1%
2016-17 425,900 71,152 20% -3%
2.3.10. The table shows that that the number of tickets sold in 2018-19 was lower than that of previous
financial years. However, the income generated from ticket sales was higher than that of 2016-17 (but
not 2017-18).
2.3.11. It is known that the pricing structure and length of stays offered has changed throughout the assessed
years and this may explain why there is a not a linear relationship between the falling ticket sales and
the income gained.
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TDA Page 10 of 362.3.12. Figure 2-4 shows the weekly variance in ticket hours sold across the study area.
Figure 2-4 – On-Street Ticket Hours Sold Each Week (Grand Total)
2.3.13. Figure 2-4 shows that the amount of ticket hours sold is above the average most noticeably in May –
July and September to October, coinciding with the busiest holiday periods. The amount of ticket hours
sold is below the average most noticeably from the end of October through to the end of the financial
year with exception to the week of February half term.
2.3.14. There is no data available from which to detail daily variances in parking demand for on-street assets.
It would be reasonable to assume that the busiest periods are Fridays and Saturdays in line with the
off-street data.
2.3.15. On Tuesday 3rd December 2019 WSP’s in-house data collection team carried out an on-street parking
snapshot survey in order to capture hourly variation regarding parking occupancies. This data
accounts for permit parking holders and length of stays. The figure below shows hourly variation
aggregated across the study area as well as at parking locations which at some point during the
working day struggle to accommodate demand. It is recognised that this data is based on a snapshot
during a period of low demand and for a more thorough assessment of parking occupancy across the
day, a series of in-depth surveys should be undertaken.
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TDA Page 11 of 36Figure 2-5 – On-Street Hourly Variation in Occupancies (Locations Experiencing Capacity Issues) Figure 2-6 – On-Street Hourly Variation in Occupancies (Locations Not Experiencing Capacity Issues) PAIGNTON PARKING NEEDS STUDY PUBLIC | WSP Project No.: 70062802 | Our Ref No.: S4-002 March 2020 TDA Page 12 of 36
2.3.16. From the figure above, it can be seen that across the full study area occupancies range from 30-60%,
with the busiest period occurring around 11am. However, the distribution of demand is not uniform
across the study area and a number of streets suffer from capacity issues at some point throughout
the day.
2.3.17. There are instances where the occupancy at a car park was recorded as being greater than the supply.
In these cases, there was evidence of users parking either purchasing a ticket or using a badge /
permit and not parking in a demarked space. This occurred at Streartfield Road and Queens Road.
2.3.18. The table below shows the split of ticket types in each area across the study area across all assessed
time periods. The table shows that the locations with the greatest proportion of use by blue badge
holders are Dendy Road (52% of users) and Steartfield Road (44%).
Table 2-6 – Off-Street Parking Demand Executive Summary – Proportion of Ticket Types
Location Blue Badge Meter Payment Permit Holders
Eastern 17% 82% 1%
Esplanade
Steartfield 44% 56% 0%
Road
Dendy Road 52% 47% 1%
Hyde Road 21% 79% 0%
Torquay 24% 76% 0%
Road
Palace 33% 63% 4%
Avenue
Torbay Road 40% 60% 0%
Queens 18% 82% 0%
Road
Adelphi 5% 38% 57%
Road
Sands Road 10% 90% 0%
Conclusion
2.3.19. The following on-street parking locations may have difficulty accommodating extra demand given that
their overall utilisation is near to or above 50%. Given the data does not include season tickets /
permits and given seasonal / daily variation these parking locations are expected to be close to
capacity at peak times.
Hyde / Dendy / Queens / Torquay Road
Palace Avenue
Sands & Streatfield Road
Torbay Road
2.3.20. The following on-street parking locations exhibit less parking pressure; however, it is still expected
that at times of peak demand there is only limited availability to accommodate any additional demand.
Adelphi Road (Note: CPZ in operation which may skew the utilisation data)
Eastern Esplanade
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TDA Page 13 of 362.3.21. In general, the on-street parking locations assessed appear to be busier than the off-street locations
and as such there is less room to accommodate an increase in demand.
2.3.22. Adelphi Road has a lower utilisation figure although it is reasonably expected that this is due to the
CPZ in operation on this road. Once accounting for permit tickets and alike, it is likely that this on-
street parking location is comparable to those mentioned above.
2.3.23. Eastern Esplanade is the only on-street parking location assessed which would appear to have
sufficient remaining capacity to accommodate an increase in demand at times of peak demand. It
should be noted that Eastern Esplanade is a relatively long road and demand varies along its length
in line with proximity to attractions and the town centre.
2.3.24. The data provided was granular to identify seasonal trends in the data but not granular enough to
detail daily and hourly variation. A small-scale study by WSP’s in-house data collection team showed
hourly variation; however daily variation is still not able to be documented. Nonetheless, it can be
reasonably assumed that peaks and troughs in on-street parking demand are in rough alignment with
the off-street data. As such, it is reasonable to assume that the busiest times of year for parking
demand are in the summer holidays and in October half term; on weekends (inclusive of Fridays
during the school holidays) and between 10am and 3pm.
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TDA Page 14 of 363 STAGE 4 DELIVERABLE 1 – FORECAST ON-STREET PARKING
SUPPLY & DEMAND
3.1 IMPLICATIONS OF FORECAST OFF-STREET PARKING DEMAND ON ON-
STREET PARKING PERFORMANCE
3.1.1. The Stage 2 & 3 report detailed the ability of off-street parking supply to cater for off-street parking
demand in a number of supply and demand scenarios as listed below.
Table 3-1 – Forecast Scenarios1
Scenario Total Change in
Forecast Year Demand Description Supply Description
ID Parking Supply
A 2020 Low End Growth - 2% Loss of 185 spaces at Victoria (Old Side). 185 Spaces
Loss of 185 spaces at Victoria (Old Side) and 130
B 2021 TEMPRO Growth - 4% 315 Spaces
spaces at Crossways.
Loss of 185 spaces at Victoria (Old Side), 130 spaces
C1 2023 TEMPRO Growth - 6% at Crossways and an additional 175 spaces from 490 Spaces
elsewhere in the central area.
Loss of 185 spaces at Victoria (Old Side), 130 spaces
C2 2023 High End Growth - 10% at Crossways and an additional 175 spaces from 490 Spaces
elsewhere in the central area.
Loss of 185 spaces at Victoria (Old Side), 130 spaces
D1 2025 TEMPRO Growth - 8% at Crossways and an additional 375 spaces from 690 Spaces
elsewhere in the central area.
Loss of 185 spaces at Victoria (Old Side), 130 spaces
D2 2025 High End Growth - 15% at Crossways and an additional 375 spaces from 690 Spaces
elsewhere in the central area.
Loss of 185 spaces at Victoria (Old Side), 130 spaces
E1 2028 TEMPRO Growth - 10% at Crossways and an additional 475 spaces from 790 Spaces
elsewhere in the central area.
Loss of 185 spaces at Victoria (Old Side), 130 spaces
E2 2028 High End Growth - 20% at Crossways and an additional 475 spaces from 790 Spaces
elsewhere in the central area.
3.1.2. The results of this analysis are shown below.
1The forecast model years are based on a suggested timeline during which regeneration may happen. The
growth factors have been applied based on these years and a variation in anticipated growth.
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TDA Page 15 of 36Table 3-2 – Summary of Forecast Parking Demand by Scenario
Overview of Forecast Parking Demand (Town Centre – Central Area)
Forecast Assessment
Approximate
Scenario / Central
Central
Demand Spaces Pre-Mitigation
Spaces Lost
Growth Remaining
(cumulative)
Average Busy Very Busy Comments
SHORT TERM –2 Years
Baseline.
All parking demand in the central area can be met without re-
Baseline 1,085 0
distribution.
Scenario A: Loss of 185 spaces at Victoria Centre (Old Side).
A: 2% All parking demand in the central area can be met without re-
900 185
Growth1 distribution.
Scenario B: Loss of 185 spaces at Victoria Centre (Old Side) and 130 spaces at Crossways.
B: 4% All parking demand in the central area can be met without re-
770 315
Growth2 distribution.
MEDIUM TERM –6 Years
Scenario C1 & C2: Loss of 185 spaces at Victoria Centre (Old Side), 130 spaces at Crossways and an additional 175 spaces from elsewhere within
the Central Area.
C1: 6% Parking demand in the central area can be met without re-
595 490
Growth2 distribution. However, in periods of exceptionally busy demand
there is not a lot of reserve capacity in the central area. It is
C2: 10% likely that a proportion of users will not be able to park at the
595 490 exact car park that they wish to.
Growth3
Scenario D1 & D2: Loss of 185 spaces at Victoria Centre (Old Side), 130 spaces at Crossways and an additional 375 spaces from elsewhere.
D1: 8% Parking demand in the central area met without re-distribution
395 690
Growth2 in periods of average demand. In periods of busy demand
there is not a lot of reserve capacity in the central area. It is
likely that a proportion of users will not be able to park at the
D2: 15% exact car park that they wish to. In periods of exceptionally
395 690 busy demand the central off-street parking locations are full
Growth3 and re-distribution to other areas is needed.
LONG TERM – 9 Years
Scenario E1 & E2: Loss of 185 spaces at Victoria Centre (Old Side), 130 spaces at Crossways and an additional 475 spaces from elsewhere within
the Central Area
Parking demand in the central area met without re-distribution
in periods of average demand, although there is not a lot of
reserve capacity and it is likely that a proportion of users will
E1: 10%
295 790 not be able to park at the exact car park that they wish to. In
Growth2
periods of busy and exceptionally busy demand the central off-
street parking locations are full and re-distribution to other
areas is needed.
Parking demand in the central area cannot be met without re-
distribution in all periods. A small number of vehicles (approx.
E2: 20% 50) need to park in other areas of Paignton in periods of
295 790
Growth3 average demand whilst a sizeable number of vehicles (approx.
275) need to park in other areas periods of exceptionally busy
demand.
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TDA Page 16 of 36Demand
1= based on low growth, 2 = based on TEMPRO (national forecast) growth, 3= based on high growth,
The TEMPRO growth figures have been used as it is the industry standard and reflects the national forecasts for the growth in traffic
taking in a multitude of factors including the number of households and jobs. The high-end growth figures are based on TEMPRO as well
as additional growth based on town centre regeneration ambitions.
Forecast Central area car parks occupancy – Dark Green = < 40% capacity, Green = 40 - 85% capacity; Amber = 85%-95% capacity;
Red = >95% capacity. Dark green indicates significant spare capacity, green indicates no re -distribution needed from inside central to
outside, amber indicates small scale re-distribution needed from inside central area to outside, red indicates significant re -distribution
needed beyond central area.
Frequency of demand periods – Periods of busy demand (or greater) occur approximat ely 70 times a year. These periods of demand
generally occur on weekends in term time and occasionally on weekdays during the school holidays. Periods of very busy demand occur
approximately 25 times a year, pre-dominantly on weekends during the school holidays.
Supply
The forecast projections make allowance for the availability of 200 spaces at hotel operators.
3.1.3. Table 3-2 provides an overview of the forecast parking supply and demand across all central area car
parks in each scenario. In all scenarios the off-street parking supply can cater for the off-street parking
demand when considering the whole of the study area. This includes parking areas to the north of the
town centre around Preston, and to the south at Clennon Valley and Quay West.
3.1.4. However, in the medium-term (2023-2025) scenarios users may no longer be able to park in the
central area car park they wish to and in the long-term (2028 onwards) a significant proportion of users
may no longer be able to park in the central area and may potentially be dissuaded from visiting the
town centre.
3.1.5. The above shows that in the long-term (2028 onwards) and high demand scenarios, in order for supply
to meet demand, some behavioural change may be needed on the part of car park users. A level of
redistribution is needed to car parks out of the central area, or more efficient use of on-street facilities
is required.
3.1.6. It was noted that the above methodology has the following limitations:
Use of occupancy data for forecasting of off-street – The car park occupancy data was used as the
basis for the above analysis as it was the only dataset granular enough to detail seasonal, daily
and hourly variation in parking demand. Similarly, it is the only dataset which can capture all parking
users including season ticket / blue badge holders. Whilst this dataset is the most suitable to be
growthed due to the above factors, there are limitations with the dataset as follows:
• Data is based on calendar year of 2017.
• Only covers off-street locations.
• The baseline data to be forecast was thought to not be as unreliable at times of extremely high
demand.
• Assumptions had to be made on Crossways and Goodrington car park where data was missing.
In all cases, robust worst-case assumptions were made likely over-estimating the level of
demand at these sites.
Methodology - No account was made for the following effects of increased parking demand:
• Use of alternative modes/mode shift;
• Redistribution from off-street parking to on-street parking;
• Redistribution of parking outside of the study area; for example, to Broadsands car park.
• Changes in permit usage.
• Change in tariffs
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TDA Page 17 of 363.1.7. The implication of the off-street parking demand work carried out in Stages 2 & 3 on the on-street
parking demand is that there is likely to be a proportion of users who wish to park in the centre of town
car parks but no longer can. As such, these displaced users must either relocate and park off-street
in car parks in the north and south of Paignton or change to on-street parking. This does not occur in
the short term; begins to occur in very busy periods in the medium term, and in the long-term high
growth scenario occurs during periods of average demand.
3.2 FORECAST ON-STREET PARKING DEMAND
3.2.1. As part of this report, the on-street parking data has been forecast in line with the Scenarios outlined
in Table 3-1. No alteration to supply nor hours of operation of on-street parking has been assumed,
nor at present has any re-distribution of off-street parking been assumed.
Seasonal / Weekly Variation
3.2.2. Forecasting the weekly data shows that, overall across the full study area and across the full
chargeable period, there is enough supply to cater for demand even in the scenario subject to the
highest growth in demand (E2 with 20%).
Figure 3-1 – On-Street Parking Demand (Weekly Variation in Utilisation)
3.2.3. It should be acknowledged that the weekly data focuses on utilisations throughout the chargeable
period which, at the largest off-street parking location of Eastern Esplanade, is 24 hours a day.
Similarly, it should also be acknowledged that the data only includes ticket sales and therefore under-
estimates utilisation due to not including permit holders or blue badge holders.
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TDA Page 18 of 36Occupancy Data (Hourly Variation)
3.2.4. To counter the above issues, the project team have also forecast the occupancy survey undertaken
on Tuesday 10th December 2019. The results for the baseline scenario, a medium-term medium
growth scenario (C1) and a long-term high growth scenario (E2) are in Figure 3-2 below.
Figure 3-2 – On-Street Parking Demand (Full Study Area)
3.2.5. Figure 3-2 shows that even in the long-term high-growth scenario there is plenty of space across the
full study area on-street for vehicles to park. This would likely be the case even if the data was adjusted
to represent a summer weekend – there is room across the full study area for on-street parking to
double from the December 2019 baseline.
3.2.6. Notwithstanding the above, Table 3-3 - Table 3-5 shows that even in the baseline, continuing through
to the longer term scenario, users will have difficulty parking in the exact on-street parking location
that they wish to. In these tables, the on-street snapshot survey data at each parking location has
been forecast in line with the demand present in each scenario.
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TDA Page 19 of 36Table 3-3 – Baseline Occupancy Study Baseline Spaces 9am 11am 1pm 3pm 5pm Eastern Esplanade 208 5% 19% 26% 25% 13% Streatfield Road 10 20% 120% 110% 60% 50% Dendy Road 25 100% 96% 96% 100% 40% Hyde Road 16 100% 69% 31% 31% 6% Torquay Road 10 70% 100% 60% 100% 80% Palace Avenue 81 67% 100% 63% 67% 41% Torbay Road 44 59% 70% 64% 41% 41% Queens Road 29 114% 114% 103% 86% 83% Adelphi Road 19 32% 42% 37% 32% 53% Sands Road 16 25% 44% 31% 25% 6% Total 458 40% 56% 48% 45% 30% Table 3-4 – Forecast Scenario C1 Forecast Scenario C1 Spaces 9am 11am 1pm 3pm 5pm Eastern Esplanade 208 6% 20% 28% 26% 14% Streatfield Road 10 21% 127% 117% 64% 53% Dendy Road 25 106% 102% 102% 106% 42% Hyde Road 16 106% 73% 33% 33% 7% Torquay Road 10 74% 106% 64% 106% 85% Palace Avenue 81 71% 106% 67% 71% 43% Torbay Road 44 63% 75% 67% 43% 43% Queens Road 29 121% 121% 110% 91% 88% Adelphi Road 19 33% 45% 39% 33% 56% Sands Road 16 27% 46% 33% 27% 7% Total 458 43% 59% 51% 47% 32% PAIGNTON PARKING NEEDS STUDY PUBLIC | WSP Project No.: 70062802 | Our Ref No.: S4-002 March 2020 TDA Page 20 of 36
Table 3-5 – Scenario E2 Occupancy Forecast
Forecast –
Spaces 9am 11am 1pm 3pm 5pm
Scenario E2
Eastern
208 6% 23% 31% 29% 16%
Esplanade
Streatfield Road 10 24% 144% 132% 72% 60%
Dendy Road 25 120% 115% 115% 120% 48%
Hyde Road 16 120% 83% 38% 38% 8%
Torquay Road 10 84% 120% 72% 120% 96%
Palace Avenue 81 80% 120% 76% 80% 49%
Torbay Road 44 71% 85% 76% 49% 49%
Queens Road 29 137% 137% 124% 103% 99%
Adelphi Road 19 38% 51% 44% 38% 63%
Sands Road 16 30% 53% 38% 30% 8%
Total 458 48% 67% 58% 53% 36%
3.2.7. Table 3-3 shows that in the baseline scenario the following roads experience capacity problems at
some point of the day:
Streatfield Road
Dendy Road
Hyde Road,
Torquay Road
Palace Avenue
Queens Road
3.2.8. Table 3-3 shows in the baseline scenario the following roads are not subject to capacity problems:
Eastern Esplanade
Torbay Road
Adelphi Road
Sands Road
3.2.9. Table 3-3 - Table 3-5 shows that growthing the demand data does not have an appreciable impact
on which roads experience capacity problems when demand is not re-distributed.
3.2.10. In Table 3-6 and Table 3-7 excess demand has been redistributed. This shows that eventually all
roads, with the exception of Eastern Esplanade, begin to experience capacity problems. Whilst not
reprinted, it becomes apparent that if one were to growth the scenarios to replicate the summer period
(instead of a Tuesday in December when the snapshot surveys were taken) then eventually in the
long-term high growth scenario then all assessed roads would be at or over capacity.
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TDA Page 21 of 36Table 3-6 – Scenario C1 Occupancy Study (With Redistribution)
Forecast – Scenario C1 Spaces 9am 11am 1pm 3pm 5pm
Eastern Esplanade 208 6% 20% 28% 26% 14%
Streartfield Road 10 21% 100% 100% 64% 53%
Dendy Road 25 100% 100% 100% 100% 42%
Hyde Road 16 100% 73% 33% 50% 7%
Torquay Road 10 100% 100% 64% 100% 85%
Palace Avenue 81 78% 100% 74% 71% 43%
Torbay Road 44 63% 75% 67% 43% 43%
Queens Road 29 100% 100% 100% 91% 88%
Adelphi Road 19 33% 100% 39% 33% 56%
Sands Road 16 27% 69% 33% 27% 7%
Total 458 43% 59% 51% 47% 32%
Table 3-7 – Scenario E2 Occupancy Study (With Redistribution)
Forecast – Scenario E2 Spaces 9am 11am 1pm 3pm 5pm
Eastern Esplanade 208 6% 27% 31% 29% 16%
Streartfield Road 10 24% 100% 100% 72% 60%
Dendy Road 25 100% 100% 100% 100% 48%
Hyde Road 16 100% 100% 38% 38% 8%
Torquay Road 10 84% 100% 72% 100% 96%
Palace Avenue 81 80% 100% 76% 80% 49%
Torbay Road 44 90% 100% 100% 68% 49%
Queens Road 29 100% 100% 100% 100% 99%
Adelphi Road 19 89% 100% 63% 38% 63%
Sands Road 16 30% 100% 38% 30% 8%
Total 458 48% 67% 58% 53% 36%
3.2.11. Table 3-6 & Table 3-7 show that the only on-street parking location assessed which experiences no
capacity issue is Eastern Esplanade. However; it should be noted that if one were to combine the
datasets and dually acknowledge that off-street demand may re-allocate into on-street locations, then
Eastern Esplanade may well become occupied. The data for Eastern Esplanade also does not include
blue badge and permit holders, and therefore there is likely to be more limited capacity than is currently
being shown.
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TDA Page 22 of 363.2.12. It is understood that there is a proposal for Eastern Esplanade to be converted from highway with on-
street parking to become an off-street parking facility, managed by Torbay Council. Whilst this would
not provide additional capacity as such, it does provide the opportunity for Torbay Council to better
manage the parking in this location close to seafront attractions. This would potentially mitigatie the
loss of off-street parking elsewhere in the town centre.
3.3 GIS ANALYSIS OF TRO RESTRICTIONS
3.3.1. The on-street parking demand has thus far focused only on streets for which there is a charged parking
bay.
3.3.2. WSP have performed a high level GIS analysis of the Traffic Regulation Orders (TROs) in operation
in Paignton in order to identify roads which may be affected by potential parking demand overspill.
TROs are legal agreements which allow either the highway authority or the police to enforce
regulations such as speed limits, on-street parking restrictions and operational restrictions (one-way
streets).
3.3.3. The analysis has shown that in the town centre TRO’s are abundant such that users cannot legally
park on many streets for free. However, away from the town centre, users could theoretically park on
a number of streets - in relatively close proximity to a chargeable parking location – for free. This can
cause a number of adverse impacts for Paignton and its residents including the displacement of
resident parking and a loss of income generated by parking demand.
3.3.4. For the purpose of this report, analysis of the TROs has been broken down into Northern, Central and
Southern areas.
Paignton North
3.3.5. The area analysed in the north of Paignton spans from the town centre towards Preston and as far
west as Marldon Road, the study area is shown in Figure 3-3 below.
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TDA Page 23 of 36Figure 3-3 - Paignton North – TROs
3.3.6. From Figure 3-3 it can be seen that TROs are widely used on streets surrounding existing on-street
and off-street parking locations and that residential areas outside of the town centre area have far less
restrictions. Areas in the north west of the study area shown above have much fewer restrictions and
therefore could be subject to increased parking pressures in the future. These areas are:
Barcombe Road
Shorton Road
Winsu Avenue
Southfield Avenue
Laura Grove
Paignton Central
3.3.7. The town centre of Paignton has the most restrictive TROs with most streets east of A3022 Totnes
Road being subject to some form of restriction. As shown in the figure below, most restrictions refer
to ‘Schedule 1.0 – No waiting at any time.’
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TDA Page 24 of 36Figure 3-4 - Central Paignton - TROs
3.3.8. Figure 3-4 shows areas to the west of A3022 Totnes Road have the fewest parking restrictions. These
are roads such as:
Primley Park
Singer Close
Kelland Close
Clifton Road
Paignton South
3.3.9. The south of Paignton has relatively few TROs in place with most parking capacity in the area coming
from large car parks such as Clennon Valley and Quay West.
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TDA Page 25 of 36Figure 3-5 - South Paignton - TROs
3.3.10. During seasonal highs, streets without TROs may need extra protection from users who are over
spilling from the car parks. Wheatlands Road has unrestricted parking on its northern side and it is
likely that some users of Clennon Valley have realised the opportunity for free on-street parking at this
location, the issue will be exacerbated during the summer months when people make greater use of
the beaches and Splashdown water park.
3.3.11. Other streets which may need TRO protection are:
Clennon Rise
Osney Crescent
York Road
3.3.12. Implementing restrictions to the streets identified above is likely to increase occupancy at off-street
locations in the area and therefore likely to lead to increased demand for parking facilities.
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TDA Page 26 of 364 STAGE 4 DELIVERABLES 2 & 3 - MITIGATION MEASURES,
PARKING MANAGEMENT RECOMMENDATIONS AND OTHER
OPPORTUNITIES
4.1 OVERVIEW
4.1.1. This stage considers what interventions should be considered by Torbay Council. These options
include measures which can both be utilised in the short-term during periods of exceptionally high
demand, as well in the long term high-growth scenarios.
4.1.2. The measures cover a range of potential parking management measures, physical upgrades to the
existing parking facilities and changes to parking restrictions where appropriate. It should be noted
that the forecasting work has utilised robust assumptions for growth and that in general parking
capacity issues are at present only apparent on a small number of days in the year. Only in longer-
term high growth scenarios are capacity issues apparent on what could be considered a significant
number of days.
4.1.3. The high-level assessment of the options in this chapter considers both the direct impacts of potential
parking interventions on parking as well as the indirect impacts which certain interventions may have
on the public realm, the environment and revenue. The measures should not be considered as
independent of one another.
4.1.4. It should be noted that, based on the forecast supply and demand scenarios set out in Stages 2 to 4,
there is forecast to be sufficient parking supply across Paignton during the short to medium term
scenarios tested with limited pressure on parking assets. It is only in the longer term, higher growth
scenarios where there is forecast to be a significant pressure on parking capacity in the town centre
and surroundings. Therefore there is sufficient time to consider a range of potential interventions in
more detail prior to implementation to ensure the correct solution or combination of solutions is
identified.
Parking Management Measures
4.1.5. This section sets out the potential interventions aimed at more efficient parking utilisation across
available car parks as demand increases. Each measure is described below, with the following table
providing an assessment as to their likely impacts and level of suitability for application.
Tariff Changes
4.1.6. Table 4-1 details potential interventions to the tariff structure. The following interventions have been
considered:
• Revise Off-Street Parking Regime – Currently, parking charges are broadly consistent across
the study area, with central area car parks charging the same hourly rate as those some distance
from the town centre. It is proposed that, in order to incentivise the use of car parks outside of
the central area, car parking charges should be adjusted to make car parks further away cheaper
to use, particularly for longer stay visit. This would not only encourage greater use of assets that
are currently under-utilised, it also has the potential to reduce congestion and traffic levels in the
central town centre area.
• Revise On-Street Parking Regime – This intervention would include a review of on-street
parking charges to ensure the tariffs are aimed at attracting very short-stay visitors. Currently,
on-street parking charges are comparable with those at off-street car parks, with the same
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TDA Page 27 of 36charge for one-hour stays. This does not encourage the use of off-street facilities for longer
visits. On-street parking facilities, particular very close to the town centre, should be aimed at
very short-stay visitors. Therefore, it is recommended that on-street charges are adjusted so
that stays are limited for up to two hours and charged at a higher rate than off-street parking.
This intervention is aimed at making more efficient use of the existing off-street parking stock
and prevent long-stay users from parking on-street.
• Variable charging regimes – Parking charges across the majority of parking assets in Paignton
are consistent across the year. Only Roundham car park in Paignton operates a winter tariff
with a reduced rate across short and long stay parking. It is suggested that a seasonal variation
could be applied across all car parks to better manage car park usage across the year. An
alternative approach would be to introduce a flexible parking regime reactive to the availability
of parking at any given time. Realtime parking sensor technology would allow this type of
approach.
• Joint Ticketing – A formal park and ride system is not considered appropriate for Paignton due
to the more limited levels of employment within the town centre. However, there are certain
times across the year, primarily during specific events when high visitor levels are experienced,
when an informal park and ride system may be appropriate. Visitor would be encouraged to
park in peripheral car parks such as Quay West and Clennon Valley, and a combined parking
and bus ticket could be provided allowing visitors to transfer to Route 12 services into the town
centre. This route runs on a daytime frequency of every 10 minutes between Dartmouth Road
and Paignton town centre and therefore provides a convenient link to the town centre.
4.1.7. Table 4-1 below provides a review of the relative advantages and disadvantages of each of these
interventions.
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TDA Page 28 of 36Table 4-1 – Potential Parking Interventions – Changes to Tariffs
Option Advantages Disadvantages Likely Impact
Adjust off- • Could incentivise • Parking regime adjusted in the last • More efficient use of
street parking more balanced 18 months, so another change may existing assets and better
tariffs utilisation of current not be popular politically or with the distribution of parking
parking assets. local population uptake across current
• If not implemented in combination sites if pricing strategy is
with TRO adjustments may lead to done correctly.
overspill parking in undesirable • Off-street car parks
locations, and a potential reduction would experience higher
Adjust on- in income. usage as users become
street pay and • Would require more detailed aware of on-street
display tariffs modelling (incl. data on journey restrictions.
purposes) and appraisal of potential
impacts.
Variable • Could be • Risk of leading to user confusion if • Variable charging
charging implemented in such charging regimes are too variable, regime provides better
regimes. a way that it is either potentially deterring regular visitors. opportunity to influence
predictive to (i.e. where visitors and
seasonal changes) / residents park depending
responsive to user on their journey purpose.
demand.
• Achieves more
even distribution of
users around current
assets when
needed.
Joint ticketing • Would reduce • Would require agreement between • Encourage a small
options during congestion in central operators. proportion of users during
event areas and in turn • The service would require busy periods to park out
conditions improve ambience. adequate signage and advertising. of the town centre and
(Route 12 link • Potential at use P&R services.
from Clennon Valley to
Dartmouth implement P&R
Road). infrastructure.
Traffic Regulation Order Review
4.1.8. Table 4-2 details potential interventions to Paignton’s Traffic Regulation Orders. Changes in demand
and supply of off-street parking in the future will impact upon on-street parking, potentially beyond the
town centre. Therefore, the following interventions have been considered:
• Consider Expansion of Controlled Parking Zones – This intervention would involve a detailed
analysis of Controlled Parking Zones and how they could be expanded in order to protect
residential areas from overspill and parking pressure in the future. A more detailed review of
on-street parking in and around the town centre will be required to get an accurate picture of on-
street parking patterns.
• Review of Kerbside Restrictions - A review of all kerbside restrictions such as loading bays,
disabled parking spaces, motorcycle spaces, coach drop-off/pick-up locations, clearways etc. to
ensure efficient road space use. The review would highlight where kerbside restrictions are not
being applied efficiently or are considered to be unnecessary then there may be opportunity to
provide additional on-street parking in the future. The review should also consider the areas of
short-stay free parking on streets to the north of Torbay Road, potentially opening up additional
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TDA Page 29 of 36on-street chargeable assets. There is the potential to introduce app-based solutions which could
increase short-term use of the kerbside and encourage a greater turnover of vehicles.
• Consider Flexible on-street parking facilities and parklets – Existing locations such as
Eastern Esplanade, which are currently susceptible to seasonal demand, could provide the
opportunity for more flexible use of roadspace. Opportunities to improve public realm and
diversify the economy throughout the year could be opened up through the creation of temporary
‘parklets’ or temporary retail kiosk or street food spaces. This approach also promotes street
activities during quieter periods, making further use of kerbside assets and potentially additional
visitor attractions.
Table 4-2 – Potential Parking Interventions – Review of TROs
Option Advantages Disadvantages Likely Impact
• Likely to improve
residential access to • The introduction of
properties. another CPZ reduces
• The drawing up of CPZ
Review Expansion • May increase parking likelihood of on-street
boundaries may be initially
of Controlled demand if there are overspill, encouraging
unpopular amongst local
Parking Zones. currently users parking in demand to be retained in
residents and businesses.
residential streets for charged parking
non-residential journey locations.
purposes into Paignton.
• More efficient use of
kerbside assets;
Potential for more • Reduction in loading bays
Review of
flexible on-street could lead to informal loading
kerbside
restrictions based on in inappropriate locations,
restrictions such
time and demand. causing congestion and
as loading bays,
Opportunity to increase delay. • Ongoing, more
to ensure efficient
on-street parking complicated enforcement
roadspace use.
provision during periods required
of high demand.
• The location of flexible
• Flexible use of
parking facilities would need
roadspace in areas • If this option was
to be well communicated /
Flexible on-street currently under-utilised enacted Eastern
advertised for efficient use.
parking facilities creates the opportunity Esplanade would be a
• May need some promotion
and parklets. to potentially improve the suitable option for such a
and publicity to successfully
public realm and flexible arrangement.
communicate the concept to
diversify the economy.
the general public. .
Technology Solutions
4.1.9. Table 4-3 appraises potential technological solutions that could be taken up in Paignton. The following
measures have been considered:
• Kerbside Management technology – Introduction of parking management technology such as
AppyWay to manage and monitor parking on a Realtime basis. Smart sensors are installed at
both on and off-street parking areas, connected via an App allowing cashless payments and
pre-booking of parking. Drivers are provided with real-time parking availability information and
are directed towards available spaces. Parking sessions can start and end automatically using
ANPR technology. The approach provides a seamless user experience along with providing a
valuable and comprehensive real-time dataset for the parking operator.
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