<strong>16</strong>4 Chapter 10sector, local authorities shouldtake account of the basic do’sand don’ts shown in Table 10.2.On-street managementLocal authorities may also wishto involve the private sector inparking provision andenforcement on-street. Becausethe outcomes of on-street controlschemes may be difficult topredict in advance, the localauthority will usually need to beresponsible for schemeimplementation, but thesubsequent maintenance,operation and enforcementfunctions may be suitable forprivate sector involvement.Again, the local authority mustExamples of parking account information in south east EnglandAuthority A (A medium size town in south east England)A total of 3150 spaces were provided, 2500 of which were in multi-storey car parks.The in-house service was run at a net cost in 2000/01 of £83,000, or subsidy perspace of £26.Authority B (A rural district with five small towns)The council provides 34 car parks across five towns, a total of 2,334 spaces. Itdoes not charge for car parking, though there are time restrictions in some carparks. The estimated cost for 2000/2001 was £283,850, including around £9,400on enforcement of parking notices and £37,600 on cleaning and maintenance. Thecost or subsidy per space was £121.Authority C (A rural district in south east England)The council provided 20 car parks (of which 5 are free) with costs of £552,625 for1999/2000 and income of £668,991. The total number of parking spaces providedis 2,099. The cost of provision per space was £26. The surplus revenue generatedper space was £55.Authority D (A borough council in south east England)The council’s in-house team of 7.8 staff manages 32 town centre car parks withover 2,700 car parking spaces. In 2001/02 the parking service generated a netincome of £120,000, or £44 per space.Authority E (A borough council in south east England)The council provides 2,700 parking spaces in 43 public off-street car parks free ofcharge. The cost of the service was £214,260 in 1999/2000 (2.4 per cent of thecouncil’s net revenue budget). The Council had a long-term policy of providing freeparking and provided sufficient spaces to meet demand. The subsidy per spacewas £79.Authority F (District Council in south east England)The council provided 2828 car parking spaces in one medium size and three smalltowns. The total expenditure per space in 2001/2002 was £584, while income was£564, producing a revenue loss of £20 per space. However, the account includestwo notional items, which if excluded would mean a monetary surplus of £128 perspace (see table below).Authority F <strong>Parking</strong> Account Summary 2001/2Expenditure General management and overhead costs £685,000Asset rental (notional) £526,000Operational expenditure £443,000Total expenditure £1,654,000Income Staff permits (notional) £104,000Season tickets £149,000Excess charges £75,000Ticket sales £1,239,000Other £29,000Total income £1,596,000retain control over charges andtariff structures.Private sector involvement canintroduce new capital but thishas to be financed. Dependingon the local employmentsituation, revenue costs may bereduced by lower wage costs.Private sector managers mayproduce other advantages suchas easier recruitment with lessbureaucracy, but this should notbe achieved at the expense ofstaff quality and training. Localauthority contracts shouldensure good standards ofservice, and will need to allow forthe cost of monitoring andenforcing these standards withinthe parking account.Private companies nowundertake a substantialproportion of on-streetenforcement, but they havemade less impression on the“back office” systems where localauthorities retain more control.While routine office work couldbe contracted to the privatesector, it is generally desirable toretain within the local authoritythe interface with customers andthe handling of complaints andappeals.If private sector companies areinvolved in on-street operations,there are also opportunities forthem to take over themanagement of the systemscompletely including theprovision and maintenance ofon-street pay-and-display, andcash collection. This may providea stronger incentive to maintainthe equipment, as brokenequipment cannot generate anincome. The issue of which partsof the parking service can orshould be contracted to theprivate sector, and equallyimportant, which should beretained under local authoritycontrol, can be explored throughthe Best Value review process.The <strong>Parking</strong> AccountWithin the Business Plan, therewill need to be a statement ofaccounts. This should usuallyinclude a statement for theprevious financial year, together
Funding and the <strong>Parking</strong> Business Plan <strong>16</strong>5with a forecast out-turn for thecurrent year and a subsequentperiod. The assumptions in theforecasts about changes tocharges and expenditures willneed to be made clear. Anoverall indication of how theparking account can bestructured is shown in Table10.3.There is a need to bring all thecosts associated with parkingwithin the parking account. Inthis way any subsidies or crosssubsidiesor privileges for certainusers are exposed, requiringjustification in the business plan.In addition, the costs of parkingcan be compared with the costsof other transport provision, sothat priorities can be decided inthe light of true comparativecosts.The parking account shouldcover the return on capitalborrowing or asset values as wellas all income and expenditure.Asset values may derive fromthe opportunity costs of retainingcar parking rather thandeveloping a car park site for amore profitable use. Resourceaccounting may be relevanthere.The largest element of theparking account is likely to be theincome generated by parkingcharges for either or both onstreetand off-street spaces.Penalty charges forinfringements and overstayingcan also be a major element ofthe overall balance sheet. Onthe cost side of the equationoperational and maintenancecosts, including maintenance ofthe asset value of parkingfacilities, tend to consume thegreater part of the income.Table 10.3 The <strong>Parking</strong> Account.IncomeExpenditureA: Direct costs of operation for each individual car park● <strong>Parking</strong> charge income at off-● Supervision costsstreet car parks● Cash collection and handling● Cleaning● Utilities● ConsumablesHence “operating profit” calculated per car park and per spaceB: Costs and revenues from enforcement● <strong>Parking</strong> penalties received● Enforcement costsHence (A +B) “profit” calculated per car park and per spaceC: Other infrastructure costs and revenues● Other income streams (advertising, ● Maintenance costsassociated services etc)● Business ratesHence (A+B+C) “profit” calculated as return on current facilitiesD: Infrastructure investment costs● Asset value of investment(calculated as an annual cost)or loan repaymentHence (A+B+C+D) economic return on off-street parking operationE: Direct costs of operation of on-street spaces● On-street revenue● Cash collection and handling● Utilities● ConsumablesHence (E) “operating profit” calculated per spaceF: Costs and revenues from on-street enforcement● <strong>Parking</strong> penalties received● Cost of enforcement, including“backroom costs”. Costscalculated per parking spaceHence (E+F) “profit” calculated per spaceG: Infrastructure investment costs● Review of parking orders● Maintenance of signs andmarkings● Asset value of investment(calculated as an annual cost)or loan repaymentHence (E+F+G) economic return on off-street parking operationH: Management Costs● Cost of managing the systemHence (Sum A-H) overall return on parking operation