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ISLE OF WIGHT COUNCIL TRANSPORT POLICIES AND PROGRAMME 1999/2000 P FULLER D W JAGGAR Chairman Director of Development Roads and Transportation Committee July 1998 CONTENTS Page No Chapter 1 Executive Summary .................................................................... 1 Chapter 2 Financial Summary ..................................................................... 3 Chapter 3 Five Year Capital Programme 1999-2004 ................................... 4 Chapter 4 Transportation Policies - The Unitary Development Plan ........... 6 Chapter 5 Quality Transport Partnership .................................................... 10 Chapter 6 Road Traffic Reduction Act ........................................................ 12 Chapter 7 Achievements - The Last 3 Years ............................................. 13 1. Structural Maintenance of Principal Roads ...................... 13 2. Bridge Assessment and Strengthening ............................ 14 3. Local Safety Schemes ...................................................... 15 4. Minor Works Programme .................................................. 17 Chapter 8 The Future - 1999/00 Bid and Later Years ............................... 26 1. Structural Maintenance of Principal Roads ...................... 26 2. Bridge Assessment and Strengthening ............................ 27 3. Local Safety Schemes ...................................................... 30 4. Minor Works ...................................................................... 31 5. Package Approach ............................................................ 31 Chapter 9 Isle of Wight Package - A Vision for the Future ........................ 32 Newport/Ryde/Cowes Package ................................................. 33 Cycling/Quiet Roads Package ................................................... 54 Safe Routes to School Package ................................................ 57 Appendices 1. UDP Extract 2. Traffic Flow Diagram 3. HGV Flows 4. Authority Map 5. Cycle Routes 6. Finance Forms Isle of Wight Council CHAPTER 1 EXECUTIVE SUMMARY The emerging policy has continued to develop with "Green" transport at its heart. The Council's Unity Development Plan (UDP) contains transportation policies which are both realistic and forward looking with the aim of maintaining and enhancing the quality of life on the Island. The Isle of Wight Council was pleased to receive a large allocation for Local Safety Schemes for 1998/99. This will enable the Council to address many problems of sites with a poor accident record. However, the additional funds have in no way recompensed for the loss of the Minor Works allocation which assisted the Council in managing and maintaining the highway network. The Minor Works allocation constituted approximately two thirds of the Council's Highways Capital Programme, more than any other highway authority. Therefore a far greater reliance upon this funding had developed and the effect of its loss has been devastating. It is a concern that "rural" authorities have been unlikely to succeed with package bids against larger urban areas who have very different problems. The level at which the Minor Works programme had been funded enabled this Council to start to deliver its transportation policies and objectives which are totally consistent with the aims of the package approach. A return to Minor Works funding would be greatly appreciated whilst recognising it is unlikely to be at its previous level. After the 1997/98 allocation was published, meetings took place between the Council and Government Office for the South East to try to find a way forward. This culminated in a meeting with the then Minister, John Watts, who sympathised with the situation and agreed that highway authorities such as the Isle of Wight would have difficulty competing with the urban areas under the package approach. The Minister's suggested way forward was to consider reinstatement of a smaller allocation for minor works on the same scale as a potential package would be funded. This would then enable this Council to continue with its work to influence mode of travel by the provision of better facilities for cyclists, pedestrians and public transport users. The Council urges the new Minister to approve this approach as a way forward for rural authorities such as the Isle of Wight. The Island's connections to the mainland are its lifeblood. The ferry routes replace Primary Routes and Principal Roads which connect areas on the mainland. However, no additional support exists for these routes, as it does in Scotland, and the consequent cost of this connection is extremely high. This places the Island at a distinct disadvantage compared to areas of the mainland. Some form of recognition to at least assist pedestrians and cyclists would fit in with Government policy. It is recognised that the Island does not always have the same levels of congestion as the urban areas on the mainland. However, the highway infrastructure is very poor with many very narrow, poorly constructed roads which date back to the days of being no more than cart tracks. Traffic continues to grow and the seasonal effect of being a tourist area places additional burdens on the road network. The increase in coach travel has also become a problem due to the lack of suitable routes with a consequent effect upon perception of safety as coaches travel on very narrow sections of the highway. This Council is also concerned about the size and impact of heavy goods vehicles on the Island's roads. Investigations into ways of reducing this impact are currently being investigated. Accident statistics show that progress is being made to reduce personal injury accidents through a great deal of effort being made on particular sites. There has been great success in targeting certain locations through Local Safety Scheme initiatives but there is still a perception problem particularly with respect to speed. 1 Isle of Wight Council The Unitary Development Plan has now progressed to Deposit draft stage and a notable step forward has been made through recognition that relief roads will not provide a solution to congestion problems. Therefore all such proposals have now been dropped from the plan and the focus is firmly on the provision of better facilities for modes of travel other than the private car. The Public Inquiry will take place early in 1999 when outstanding objections will be assessed. The Council has again proposed a package for the Ryde-Newport-Cowes area which is seen as the main commuting area. The development of an all Island package is very difficult in an environment where the general population is fairly well dispersed across all areas. For this reason an overall strategy has been produced for the Island and three distinct packages within this make up the bid. The three areas are : 7. The main community/business area - Newport/Ryde/Cowes (which includes Brading, Seaview, St Helens, Nettlestone and Bembridge) 8. The main resort area - Sandown/Shanklin/Ventnor 9. The rural areas As well as "area" packages, the Council has now developed two further, specific packages. These focus on Quiet Roads/Cycling and Safe Routes to Schools. As the Island is a self-contained area substantial benefits can accrue through targeted measures on specific issues. Islandwide "packages" to address problems around schools through speed reduction and encouragement of vulnerable modes sits very happily with the Quiet Roads/Cycling initiative. This would provide a strategic approach to encouraging vulnerable modes to travel in areas where potential conflict with vehicles is low. The Council is confident that the overall strategy is in accordance with the Government's policies and priorities and that progress within each of these areas can be made through the provision of adequate financial resources. Links between neighbouring authorities are developing well, particularly as more unitary authorities take shape. Package bidding with neighbours is, however, far more difficult than in, say, a metropolitan mainland area. The Council is being realistic about the level of finance which may be available through the package approach. Also, part of the bid encompasses minor works in key areas such as Safe Routes to Schools, Cycling, Facilities for the Disabled, Pedestrian Facilities and better Public Transport Infrastructure. It is hoped that should the package bid not be successful, Ministers would look favourably upon the Island's past record using Minor Works and issue Special Supplementary Credit Approvals ring-fenced to these areas. This would enable the Council at least to complete certain projects which have had to cease due to no minor works funding. All of these works would be carried out in "green" transport areas with the overall aim of reducing car travel which is still totally consistent with the package approach. 2 Isle of Wight Council CHAPTER 2 FINANCIAL SUMMARY Near DoT Approved Forecast Actual Acceptance Budget Budget 1997/98 1998/99 1998/99 1999/00 At Outturn Prices £'000s £'000s £'000s £'000s REVENUE 2,420 Road Maintenance 2,493 2,568 855 Street Cleansing 819 844 71 Traffic Education 72 74 742 Transport Administration 781 804 242 Public Transport Support 256 264 553 Concessionary Fares 565 582 93 Cowes Ferry Operating Deficit 110 113 196 Footpaths/Rights of Way 189 195 (821) Car Parking (921) (949) 4,351 TOTAL REVENUE N/A 4,364 4,495 CAPITAL 607 Structural Maintenance of Principal Roads 1,000 1,000 1,950 54 Assessment and Strengthening of Bridges 150 150 385 365 Local Safety Schemes 619 631 622 3 Safe Cycle Routes 77 330 0 Pedestrian Schemes 0 650 37 Safe Routes to Schools 0 300 378 Minor Road Schemes 29 1,900 0 Package Bids 0 1,395 1,444 TOTAL CAPITAL 1,769 1,887 7,532 3 Isle of Wight Council CHAPTER 3 FIVE YEAR CAPITAL PROGRAMME 1999-2004 99/00 00/01 01/02 02/03 03/04 TOTAL £000s £000s £000s £000s £000s £000s Structural Maintenance of Principal Roads To be identified 950 980 1,020 1,060 1,100 5,110 A3055, Military Road 1,000 350 0 0 0 1,350 A3055, Woodlands 0 300 150 0 0 450 A3054, Bouldnor 0 0 300 0 0 300 Sub Total 1,950 1,630 1,470 1,060 1,100 7,210 Assessment and Strengthening of Bridges Bridge Assessment 20 0 0 0 0 20 Bridge Strengthening (incl Structural Mtce) 365 240 120 120 120 965 Sub Total 385 240 120 120 120 985 Local Safety Schemes Local Safety Schemes 622 660 660 660 670 3,272 Sub Total 622 660 660 660 670 3,272 Safe Cycle Routes Promotion of Cycling and Provision of Safe Cycle Routes 330 340 350 360 370 1,750 Sub Total 330 340 350 360 370 1,750 Pedestrian Schemes Urban/Rural Footway Schemes 650 670 690 710 730 3,450 Sub Total 650 670 690 710 730 3,450 Safe Routes to Schools Provision of Safe Routes to Schools 300 310 320 330 340 1,600 Sub Total 300 310 320 330 340 1,600 Minor Road Schemes Speed Reduction Measures 300 310 320 330 340 1,600 Skid Resistance-Safety 500 520 530 550 560 2,660 Public Transport Enhancement 300 310 320 330 340 1,600 Miscellaneous Small Schemes 500 520 530 550 560 2,660 Road Lighting 300 310 320 330 340 1,600 Sub Total 1,900 1,970 2,020 2,090 2,140 10,120 Package Bids 4 Isle of Wight Council Ryde, Cowes, Newport Area 1,030 870 1,065 790 570 4,325 Sandown, Shanklin, Ventnor Area 0 600 700 700 400 2,400 Rural Areas 0 400 500 500 400 1,800 Cycling/Quiet Roads 155 220 180 105 55 715 Safe Routes to Schools 210 290 280 250 260 1,290 Sub Total 1,395 2,380 2,725 2,345 1,685 10,530 TOTAL CAPITAL 7,532 8,200 8,355 7,675 7,155 38,917 5 Isle of Wight Council CHAPTER 4 TRANSPORTATION POLICIES - THE UNITARY DEVELOPMENT PLAN The Unitary Development Plan (UDP) provides the statutory basis for controlling and influencing development on the Isle of Wight. The plan covers the period up until 2011. In order to ensure that development takes place in such a way as to influence and control transportation matters, an extensive and wide ranging policy has been developed. This chapter sets out this policy and the objectives contained therein. Appendix 1 is an extract from the UDP showing all transportation policies in detail. The plan has been subjected to extensive consultation and a public inquiry is scheduled for early 1999. Representations have been received regarding the transportation policies. Some minor amendments to the wording of policies and justification are likely. There is a recognition that the uniqueness of the Island has to be preserved. This entails careful planning to ensure that a balance is struck between the environmental benefits and disbenefits of travel. There is also a fine balance between tourism generation and creating an increase in car travel which needs to be carefully considered. Vehicular commuting is mostly self-contained on the Island although there are many who travel daily to and from the mainland as foot passengers or cyclists. This is generally concentrated around the high speed ferry routes at Ryde and Cowes. The self reliance of the Island cannot be understated and the separation from the "prosperous" mainland has the effect of reducing the socio-economic potential. The high cost of travelling to and from the mainland is obviously a major factor and disincentive to potential investors. The Council is keen to encourage more competition on ferry routes and would like to see some form of subsidy for foot passengers, particularly for unemployed, disabled and low income groups. There are positive statements regarding sustainable development through land use zoning which reduces the need to travel. The plan includes a strategic statement which says "To encourage the efficient movement of people and goods by the most effective use of the existing transportation network and the promotion of alternative methods of transport". The Council will fully integrate both land use and transportation infrastructure and provide a strategy for the management and regeneration of the Island's town centres. A positive and co-ordinated approach to town centres is required in order to ensure that development has a positive effect upon transportation aims and objectives. There is a general acceptance on the Island that the private motor car will always have a role to play and that there will continue to be reliance on its use for certain journeys. This is due to the geographical nature of the Island, its dispersed population and the lack of potential for an all encompassing public transport service. The difficulties of dispersed population should not be underestimated with respect to public transport. The Island has a very good bus service due to both the operators and the Council, which subsidises certain routes very heavily. The additional funding by central Government for rural bus routes is to be welcomed and will go some way to help provide a better service on the Island. There are, however, commercial considerations to be made and the viability of providing an all embracing Islandwide service cannot be established. However, this should not be taken too negatively because there is a great deal of scope to influence travel mode in many areas of the Island and to provide a wider choice for members of the public. This is particularly relevant in the more densely populated areas. Connections with the mainland are provided through a number of ferry services which cater for both vehicles and passengers. They provide a lifeline for goods, services and visitors thus requiring a high level of efficiency in terms of scheduling and connections. Improvements in terms of value for money, scheduling and new operations are essential in the provision of an effective transportation network. Also 6 Isle of Wight Council a major factor is the provision of high quality interchange facilities on each side of the Solent. People will not leave the comfort and convenience of their own car if the only alternative is to have to wait in a damp, windy, uninviting environment with poor facilities. Work has progressed on this with the operators investing in these facilities but more wide ranging matters are yet to be addressed. Funding through the package process would enable the Council to co-ordinate funds with the private sector to ensure that improvements are made for all modes at interchanges. The UDP categorises the Island in three broad areas which are also being used to define the discrete package areas. These are Ryde-Newport-Cowes, Sandown-Shanklin-Ventnor (resort towns) and the rest of the Island (rural). The Policies The UDP sets out very clearly the transportation objectives as : (1) to try and reduce the need to travel, especially by car (2) to promote alternatives to car use (3) to remove road schemes no longer considered desirable or realistic from the plan (4) to encourage the provision of improved public transport facilities (5) to make the best use of the existing highway network (6) to increase the opportunities for cycling and walking (7) to limit the undesirable impact of car use (8) to encourage the improvement of cross Solent ferry links (9) to encourage the retention of the Island railway network and safeguard disused lines for future transport use. The policies recognise that road building can no longer be supported purely to accommodate commuting by car into congested urban areas. Particular congestion problems exist in areas of Newport, Ryde, Sandown, Lake and Shanklin during certain times. Due to the dispersed nature of the Island's population many households rely totally on their car as their main transport mode. There is no doubt that traffic volumes will continue to rise on the Island as they have elsewhere unless investment is made in alternative modes of travel to make them more convenient and cost effective. Once this is established constraints can be placed upon unnecessary car use. Some 30% of households on the Island do not have access to a car and it is therefore extremely important that facilities are available for their mobility. Public transport in the form of buses, railways and taxis is essential to these people as well as visitors, many of whom travel to Island without a vehicle. Provision of good quality services will enable others to join in utilising modes of travel other than the car. Many journeys are made by car when cycling or walking would be more suitable due to their length. At present there are a lack of facilities catering for cyclists and pedestrians. Therefore they are left in a situation where, generally, the car is their most suitable and safest mode of travel. The detailed policies set out in Appendix 1 provide a basis for supporting and encouraging the above policy objectives (a) to (i). Developers are required to fully consider the transportation effect of their development in light of the UDP policies. This includes a requirement to provide statements 7 Isle of Wight Council regarding how the development will reduce the need to travel by car and how other modes of travel are to be encouraged. Developments which cannot demonstrate how policy objectives are to be met will not be approved. There has been much public debate regarding the provision of a fixed link to the mainland with a majority view that this would bring far more traffic to the Island with resultant adverse environmental effects. The highway network is not of a required nature to cope with the existing traffic let alone increases that a fixed link would attract. The UDP makes a clear statement that any such proposal will not be supported if it has a detrimental effect on the Island. This is likely to be an issue which becomes important in years to come and could provide linkage by modes other than the private motor car. The Council has also recognised that alternative modes of travel have to be made more accessible and favourable to the travelling public. There is potential for the reduction of car travel through the provision of modern public transport initiatives which can also play a part in the development of the tourism industry. Tourism plays a major role in transportation on the Island. Congestion is at its worst during the summer period due to the influx of visitors, many of whom bring a car with them. Encouraging tourists to leave their car at home will be a major factor in providing an integrated, sustainable transport network. Linkage between rail, bus and seafront areas is very important due to the current position of facilities. Most areas are accessible on foot, by bicycle or through use of bus/taxi. Use of advancement in technology to provide innovative transport could only prove to be a bonus for visitors and tourism. Some initial investigations have been carried out regarding the provision of facilities such as monorail and light electric trains in certain locations of the Island. Many journeys on the Island are of less than five miles thus providing an ideal opportunity for utilising a mode of travel other than the car. There has been a resurgence of interest in the provision of rail facilities on the Island, which at present has very poor overall coverage. Main commuter links between towns and Newport are not served at all and these are areas which would have the greatest impact on reducing car use. The Council is currently working closely with a number of interest groups on looking at how these sorts of new facilities can be established and maintained as a high quality service. It has long been recognised that cycling and walking can play a major part in reducing car usage, particularly on short journeys. Considerable headway has been made already on the Island through the provision of cycle routes and new sections of footway. New cycle routes have been provided in and around Newport which is the main commuter attraction on the Island. Short lengths of routes for pedestrians can make a great difference, particularly if they segregate users from the conflicts which exists presently with motor traffic. Further, more detailed, information is provided in later chapters of this document. The UDP stresses the importance of good links with the mainland. These can be enhanced through positive measures within the ferry industry and the development of facilities will be approved under appropriate circumstances. However, careful consideration is required in order to maintain a balance between the environmental and traffic impacts and the tourism potential of better, cheaper facilities. A clear unambiguous statement is made regarding road building, particularly with regard to relief road schemes which have been in development plans for many years. All such proposals including those at the Medina crossing, Wootton, Brading, Sandown/Shanklin, Shalfleet, Godshill and Fishbourne, are considered unrealistic within the Council's transport policy framework and have been omitted from the Plan. This is a positive, pro-active step towards the future by not only accommodating car usage but also requiring careful use of traffic management and the development of other modes of travel. Many other measures are set out in the policies and relate to the provision of "traffic quiet" areas in town centres, bulk freight haulage by sea, parking controls on new development, improvements/extensions to 8 Isle of Wight Council the rail network and the provision of improved air transport facilities. All of these can play their part in the reduced need to travel by car and, wherever possible, such measures will be encouraged through the planning process. The Council also operates the majority of car parks on the Island and therefore can influence car usage through a pro-active policy of charging or restrictive use. This is a highly sensitive area which can lead to a great deal of public outcry. The Council has not, however, shied away from its responsibilities and has introduced many new chargeable areas on-street as well as a general increase in charge rates. This has furthered the Council's policy to influence a move away from car travel and will improve the environment through sustainability and reductions in air and noise pollution. The income generated through car parking charges assists in subsidising public transport and implementing "green" transport initiatives. Car parking policy will provide, in many circumstances, the most successful tool to combat car usage in the urban areas. More detail on the role of car parking and its linkage with planning policy are covered in a later chapter of the TPP. 9 Isle of Wight Council CHAPTER 5 QUALITY TRANSPORT PARTNERSHIP For some time the Council has been interested in how it can draw together all relevant parties involved in transportation issues so that common aims and objectives can be progressed. The outcome has been the development of the Island Quality Transport Partnership, the intention of which is to work together to provide a sustainable, integrated transport network across the Island. A set of aims and objectives was drawn up in draft by the Council which it considered met the current policy across the whole range of transport issues. This was then subject to consultation with all interested parties who are able to either influence or contribute to the way in which transport develops on the Island. The objectives were re-drafted to take on board various comments and then the Partnership was launched in January 1998 by Glenda Jackson, Parliamentary Under Secretary of State for Transport. The partnership draws together ferry, bus and rail operators, taxis, disabled groups, cycling organisation, user groups and environmental groups. The following is a list of signatories to the Partnership : CycleWight IW Disability Issues Forum Disabled Motorists Caring Association IW Taxi Proprietors' Association Friends of the Earth IW Transport 2000 Hovertravel Red Funnel Ferries Island Line Southern Vectis IW Bus Users Group Sustrans IW Council Wightlink IW Ferries IW Disability Action Group The basis of the partnership is best described through the following aims and objectives : AIM To provide an all embracing, high quality integrated transport network across the Islander and to the mainland, which provides the public with genuine choice for the way in which they travel. OBJECTIVES 1. To reduce dependency on the private car such that there is no growth in car travel on the Island over the next ten years. 2. To increase usage of other modes of travel, principally walking, cycling, buses, trains and taxis as a consequence of reduced car usage. It has to be recognised that pedestrian crossing points and safety form an integral part of the transport network for disabled people and that car travel may be the only form of transport for this sector of the community. 3. To integrate land use planning and transportation such that development is encouraged where it reduces the need to travel. 4. To provide an infrastructure which can increase usage of alternatives to the car which will involve the positive discouragement of car use and improve facilities for disabled users. 5. To work together with the other partners to ensure that the Island has high quality transportation services which are available to all uses and at a reasonable cost. 10 Isle of Wight Council 6. To encourage the improvement of cross Solent ferry links. 7. To encourage the retention and improvement of the Island's railway and to utilise old lines for sustainable transportation use. 11 Isle of Wight Council CHAPTER 6 ROAD TRAFFIC REDUCTION ACT 1997 The Council welcomes the principles set out in the Road Traffic Reduction Act 1997 but also recognises that, at present, its ability to have a major impact is constrained. The Isle of Wight does not yet suffer from the same degree of congestion as many other areas of the country. However, this provides the ideal opportunity to learn from other people's mistakes and retain and improve the Island's environment. The Council has already accepted the principle of target based policy through the National Cycling Strategy. Furthermore, the Island's Quality Transport Partnership clearly states that an objective is to reduce car dependency such that there is no growth, on the Island, over the next ten years. Recognition has to be made that the setting of targets provides difficulty. Methods of verification of meeting targets will differ, as will the targets themselves. The Council feels comfortable with an overall target of not increasing car usage and will strive to meet it. The ability of local highway authorities will be influenced greatly by the lead which central Government takes. The "national" picture will dictate the way that overall perceptions will change. Punitive measures against car use and consequential investment in other, more sustainable, modes of travel will play a key part in the ability to meet targets. Painful, and possibly unpopular, decisions will need to be taken at a local level in order to achieve these targets. This must, however, be set against a national framework of similar action if it is to be accepted by the population in general. 12 Isle of Wight Council CHAPTER 7 ACHIEVEMENTS - THE LAST 3 YEARS The Council considers that a great deal of progress has been made in recent years on all areas of transportation. This has been due to the effective use of all available resources and consistent policies. However, the ability to continue this progress has been removed through the cessation of the Minor Works allocation without acceptance of package funding at the same time. 10. STRUCTURAL MAINTENANCE OF PRINCIPAL ROADS The Council has recently carried out a review of its Principal Roads and is to suggest changes to the Secretary of State. This is due to the effect of removing long term proposals for relief roads from the programme which has placed added importance on a number of key routes on the island. These are being pursued through Government Office for the South East. Funding for Principal Roads has enabled the Council to prioritise and target the worst areas of these roads, on the Island. However, there is still a requirement for additional funds to carry out works to improve roads not accorded Principal Road status but which have strategic importance on the Island. Overall there is still general deterioration of the network which the present level of funding cannot address. The Council continues to allocate all funds possible through its Standard Spending Assessment. Funding of structural maintenance of Principal Roads has enabled the Council to improve many of the worst sections of roads within this designation. This year schemes include A3020 Medina Way, Newport; A3055 Sandown Road, Lake; A3020 Blackwater Road, Newport; A3055 Military Road, Chale as well as an Islandwide Surfacing Programme. Use of thin surfacing techniques has provided a cost effective solution to deteriorating stretches of road and will provide a longer lifespan than conventional surface treatments. Two years ago a study of skidding resistance highlighted a major problem across all categories of road. The sites were prioritised and the worst of the Principal Road sites have been resolved. However signage has been used extensively to warn of potential problems and further funds are necessary to deal effectively with the situation. Difficulties are also faced on how to resolve the remaining sites which are not Principal Roads and are not eligible for Local Safety Scheme finance because there is not a demonstrable injury accident problem although the potential is immense. As part of the on-going improvements to service levels, the Council last year introduced a "pothole hot line" with the aim of pro-actively advertising how the public can report defects on the highway. This initiative has been combined with a number of other issues across the Council's responsibilities including abandoned vehicles and it will be monitored closely for effectiveness. The Council was extremely pleased to receive approval for the maintenance of the A3055, Military Road as a named scheme. This bid for matching funding from the EC, under the LIFE Programme, was not successful even though considerable encouragement and support had been given by officers in Brussels. It would appear that the Commission has re-thought the criteria for eligibility of projects and this scheme has suffered. However, the Council is now progressing the scheme through active consultation with English Nature, due to the sensitivity of the site. Ecological studies are programmed for the summer of 13 Isle of Wight Council 1998 and it is hoped that the Government will provide funds to support the whole cost of the scheme, particularly having regard to its importance. 11. BRIDGE ASSESSMENT AND STRENGTHENING The last three years have seen a great deal of progress on the assessment and strengthening of the Council's highway structures. The Council is still confident that all highway structures will have been assessed by 2000 and that any required strengthening or traffic management will be in place. This is obviously subject to a satisfactory capital settlement. Some concern has been raised regarding structures owned by Railtrack and their current structural integrity. Railtrack has carried out partial assessment of many of their structures which have highlighted concern about a number of structures on strategic routes. Inspections have been carried out which have allayed immediate fears. Restrictions are not yet considered appropriate but full assessment is to be carried out on 6 Railtrack structures in 1998/99. Structures of particular concern lie on Principal Roads in Ryde, Brading and Lake. Two further assessments on Council owned structures have already been carried out. Minor repairs and structural maintenance of structures is an ongoing requirement for which, at present, there are insufficient funds to meet the demands. This is likely to become considerably worse once the programme of strengthening and consequential funding runs out. During 1997/98 the B3323, Carisbrooke High Street bridge was strengthened. The 1998/99 strengthening programme of £90,000 will enable the Council to resolve problems at Hooke Hill, Freshwater and Ashey Chalk Pit, Ashey Road near Ryde. Table A shows which structures require repair and maintenance. The Island relies heavily on tourism and therefore a high level of access is required by heavy goods vehicles to areas where there is no suitable classified road. Therefore even though a route may not carry a large volume of heavy goods vehicles it may still provide a necessary link and service. In many cases strengthening has been necessary so as not to divert traffic to other routes which may be even less suitable. However, use of weight restrictions and traffic management have and will be used to reduce the requirement for strengthening wherever possible. 14 Isle of Wight Council 12. LOCAL SAFETY SCHEMES The Council has been proactively involved in reducing accidents through the implementation of specific schemes in accident locations and a positive approach to road safety through education, training and publicity. Road Safety Education This has played a large part in the Council's strategy to reduce accidents across the Island. Close liaison takes place between Council staff, the Health Authority and the Island's schools with the single aim of providing a safer environment. Within all Island schools there is a programme of traffic education : Child pedestrian training at key stages 1 and 2 ; Cycle training at key stages 2 and 3; Car culture initiatives at key stage 4. The Island's Traffic Education Service has taken an active role in awareness campaigns which are aimed at charging perceptions and culture. A number of key initiatives have taken place including anti-speed campaigns, radio messages promoting accident prevention and the promotion of "Think Safe - Be Safe" message. This has all formed part of the "Health of the Nation" strategy which promotes an inter-agency approach to sharing aims and objectives. The aim is to provide a single clear voice with regard to accident prevention and safety. The Council has organised "Better Driving" and "Better Motorcycling" courses in conjunction with the Hampshire and Isle of Wight Constabulary. These take place throughout the year and are well attended by members of the public and across all age ranges. The Council also actively supports the three motorcycle training schemes by referral and distribution of Department of Transport safety literature. On the Isle of Wight, as most areas, young car occupants are over represented as a percentage of the total number of casualties. In 1997 there were 438 car occupants involved in personal injury accidents of which 30% were in the age range 15-29. In order to reduce this number the Council continues to campaign through positive education initiatives. These are designed to raise awareness, improve knowledge and skills of this group and include additional courses for pre-driver training in all five high schools; Youth and Car project for young people from the age of 14-18; and "Young Driver of the Year" competition with sponsorship/prizes from the motor industry. The Council are actively pursuing an "Investors in People" policy and as part of this a "Back to Basics" driving course has been developed which enables Council employees to undergo in- house training. The idea is to take drivers back to being novices where driving requires extreme concentration and bad habits have not formed. This is a seven hour course which utilises the services of a Class 1 Police driver and comprises of lecturers, group exercises and culminates in a forty five minute driving assessment. This has been extremely successful with many staff taking part and the service is now being offered to other interested groups across the Island. Mini bus driver training has continued with 415 drivers having been trained in the last 15 months. All Council employees and those covered by Council insurance have to undergo this test if they 15 Isle of Wight Council want to be eligible to drive a minibus. The voluntary sector has also picked upon this initiative and are putting their drivers through the training. Accident Investigation and Prevention 1997 was a year in which accidents were reduced in terms of both numbers and casualties. Personal injury accidents reduced to 552 per annum and casualties to 714. These represent decreases of 4% (Accidents) and 13.5% (Casualties) on the 1996 figures. Detailed analysis to identify any local factors or trends is being carried out and preliminary investigations suggest a greater than average increase in pedal cycle casualties, hence emphasising the need for segregated facilities. Further work to identify vulnerable road user groups will continue. The Council has implemented a number of footway/bridleway schemes away from the highway behind roadside hedges. This has proven extremely successful and will be actively pursued for other areas. The Council's 'Road Safety Plan' identifies a figure of 40% of the target reduction should be achieved by local safety engineering improvements. The plan also identified 23% of all accidents on the Island occurring at 57 single sites. A programme to investigate these has been completed, but the addition of subsequent years data has altered the composition of the list and a number of previously identified sites no longer warrant in depth analysis, or initial studies suggest that there are no treatable trends. During 1997/98 the Council treated many sites where reductions in accidents were necessary. The majority were minor schemes which included works at Ryde Esplanade and a number of schools. Works were also carried out on A3055 at Beaper Shute, between Ryde and Brading, which exhibited a particularly poor accident record. Close liaison between the Council and the police led to a scheme which involved crash barrier, lining, signing and cats eyes as well as the provision of textured, anti-skid surfacing. This scheme cost £20,000 and provides an ERR of 517%. A further scheme was implemented on the A3020, Medina Way in Newport at a major roundabout. This site exhibited a very poor accident record with some 45 in the last 5 years. The scheme involved large scale surface treatment using textured, anti-skid surfacing and lining/signing measures. Total scheme cost was £73,500 and the ERR was 1,383.8%. The Council was extremely pleased with its 1998/99 allocation of £619,000 which will enable many of the projects set out in the last year's TPP to be progressed. Road Casualty Reduction Group (RCR2000) The Council, together with other local authorities and Police forces in the South-East of England, regularly meet with officials of the Government Office of the South East to coordinate a strategy to meet the casualty reduction target for the area. Early in 1995 it began to emerge that many counties, including the Isle of Wight, had experienced a substantial rise in road accident casualties during the twelve months of 1994, thus stalling the progress already made in the one-third target reduction. This trend has continued through to the present day. 16 Isle of Wight Council The Council, in co-operation with RCR2000, is committed to analysing this increase in order to identify causations, and take appropriate action. The Council actively supports the current 'Speed Management Campaign' launched some years ago. Locally, most effort has been put into data led enforcement, where the use of automatic equipment has pinpointed locations where speed is a particular problem at certain times of the day. The Council has been extremely pleased at the change of approach to speed cameras by the Hampshire Constabulary. A laser/video speed camera has been purchased and is now operational on the Island. Specific sites where speeding is considered a problem are being targeted and prosecutions have resulted. Signing of sites has proven to provide a positive step in reducing speeds with motorists being unwilling to accept the risk of being caught. It is hoped that the Government will look favourably upon hypothecation of funds so that the level of enforcement can be increased to a point where speeding is not the major factor in road accidents on the Island. A campaign has been run through the Island's "Think Safe - Be Safe" project. This actively promotes the message that speed kills and that perceptions of time savings are usually misplaced. The Police, Health Authority and the Council have all got together to direct the campaign which couples media promotion with enforcement over a two week period. 13. MINOR WORKS PROGRAMME No minor works funding has been available for 1998/99 or 1997/98 due to central government cut backs nationally and a requirement for packages. This has lead to the Council effectively losing £2 million from a £3 million budget. The minor works allocation provided the Council with the opportunity of carrying out package type works without the need for acceptance of a package which is difficult for a rural authority with limited resources. The last few years have seen a shift in policy away from road building towards supporting "green" transport and maintaining the existing highway network. The loss of this budget has meant that no such schemes have been carried out this last year. The Council was pleased to receive additional SCA of £150,000 for 1997/98 which it was able to use on package type proposals. The money was used to progress provision of new cycleways at Wootton/Newport and at Sandown; better facilities for bus users; improved passenger information system on the Island's rail line; and the provision of a footway/cycleway in Cowes as part of a Safe Routes to School proposal. The latter proved to be a great success through the involvement of two schools, fourteen property owners and the Town Council. Generally this budget has been used in the following areas and the progress that has been made is outlined : (1) Cycling It is recognised that this mode of transport provides opportunity to reduce demand for car travel. The Council has accepted the recommendations of the National Cycling Strategy and the targets contained therein. A number of projects have been carried out which are designed to increase cycle use by the provision of segregated facilities which are more conducive to safety than the use of the highway. Routes have mostly centred on connections to Newport which provides the greatest opportunity for model shift of commuters. Linkages in and around schools is also vitally important and cycling features highly in Safe Routes to Schools projects. 17 Isle of Wight Council A Cycle Forum has been set up which includes officers from the Council, SUSTRANS, CycleWight and Transport 2000. This group is developing policy, strategy and implementation of cycle projects and initiatives. New routes implemented recently are Wootton/Newport (Part), Sandown/Newport (Part) and Ryde to Seaview. These are all based around commuter routes where there is a proven demand for cycling in a safer environment. In addition the Council has worked closely with SUSTRANS to develop routes across the Island. Recently SUSTRANS has agreed to purchase a property and construct a section of route before ultimate disposal of the property. Funds necessary were not available to the Council and this positive move can only be good for the development of the Island's Cycle Network. Progress has also been made through the provision of secure facilities for cycle storage within town centres. This has proved to be a successful initiative and included detailed consultation with cycling organisations across the Island. It has continued through action at a local level between communities and the Island's rail operator. As part of the Council's strategy for road safety, structured road safety training is being carried out within all sixty nine Isle of Wight Schools. Cycle training is a fundamental part of this strategy and is varied according to ability levels. The Council has joined forces with the Island's cycling organisation, Cycle Wight, to encourage cycling as a form of commuter travel. Initiatives include Cycle Commuter of the Year and National Cycle to Work Day when breakfast is provided to those who cycle into Newport. This day has proved very successful with a large uptake of cycle commuters. (2) Pedestrians The minor works programme has, in the past, enabled the Council to implement improved facilities for pedestrians in all areas of the Island. Walking is often forgotten as a mode of travel in these times when most people rely to a large extent upon the use of their own private vehicle. The Island has 30% of its households without a car and therefore walking has to be a factor when considering an integrated transport network. At present the Island has a level of 17.8% of work journeys carried out on foot which is significantly above the national average. Walking is actively pursued for leisure purposes on the Island with an excellent network of public rights of way. What is now needed is a strategy to extend this interest into the field of walking as an alternative to the car for everyday journeys. Modal transfer is particularly relevant in the urban areas and resorts. Pedestrianisation provides a more conducive atmosphere for walking and shopping through reduced conflict and pollution levels. School journeys are an area where progress has been made through the Safe Routes to Schools initiative. New footways have recently been provided in the following locations and have provided safe routes which previously were hazardous : Alverstone Road, Apse Heath Quarr Hill, Binstead Heathfield Road, Freshwater Main Road, Havenstreet 18 Isle of Wight Council Shide Road, Newport High Street, Freshwater Baring Road, Cowes There is absolutely no doubt that considerable headway can be made to encourage walking if sufficient funds are allocated. Many rural villages on the Island require additional footways and this can only be delivered through minor works funding. The minor works budget allowed for the provision of many pedestrian crossings at locations where previously the public had extreme difficulty when crossing the road. Lack of accidents at such sites precludes the use of Local Safety Scheme budget. The perception of danger restricts the encouragement of pedestrian and disabled mobility. Safe Routes to Schools initiatives have enabled the Council to carry out works at schools Islandwide. Recent schemes have included Newport Road, Upper Ventnor; Baring Road, Cowes; and Wellington Road, Carisbrooke, where improved facilities for pedestrians were provided as well as measures to slow down traffic. These areas are based within residential areas where there is a demand for walking and a need for a safer environment. The reduced potential for accidents is a major factor with these schemes and all too often the public are concerned about this and are told that nothing can be done until there are accidents. It is an area of funding which has for a long time perplexed highway authorities. Letters have recently been sent to all Island schools (and parents) asking for their views on problems experienced in and around their school environment. The intention is to be able to develop a strategy for all schools and works/initiatives can be implemented as funds become available. The Council has placed Safe Routes to Schools at the top of its priorities. In line with the policy to make walking a more attractive mode of transport the Council is investigating areas where there are a lack of footways or where they are in poor repair and funds will be allocated to implement proposals in priority order. Pedestrian crossing facilities are fundamental to the success or failure of this policy. There is no doubt that crossings in the right location will make a route far more attractive. It is also important to provide better facilities for pedestrians to interchange with other forms of public transport. Investment in the provision of bus shelters, hard surfaces adjacent to bus stops and connecting footways will help to make the public transport facilities more attractive. All highway improvement, traffic management and maintenance schemes together with town centre and development proposals will be vetted to ensure that appropriate and practicable opportunities are taken to improve routes for pedestrians where an identified need exists. Future TPPs will include walking as an integral part of the Council's approach to package bids with the ultimate aim of having a sustainable integrated transport network. Policies will be developed and targets set relating to the level of increase in walking which the Council will aim to generate. It is clear that positive action is required if progress is to be made for this mode of travel. (3) Public Transport 19 Isle of Wight Council The Isle of Wight is in a unique position among English Councils by being totally dependent upon privately financed ferries for transport communications to the mainland. This has the effect of increasing the cost of goods and services and limiting economic growth. It also provides a form of traffic demand management although not one which the Council can control. Internal transport links in what is predominantly a rural area are provided by buses, the railway between Ryde Pier Head and Shanklin, and taxi services. All of these are privately controlled with little or no competition. The Council is encouraging all public transport operators to join with it to provide an integrated transport network and this is the aim and objective of the Quality Transport Partnership which they have signed up to. At Ryde the Council carried out preliminary design and a consultation exercise to provide a major transport interchange for catamaran, hovercraft, train, bus and taxi. It is however hoped that funding through the package bid process will enable this scheme to progress very soon. At present patronage of public transport is well below the level of the mainland for travel to and from work. Rail accounts for 1.4% and buses 4.7% compared to mainland figures of 5.8% and 9.9% respectively. Therefore, there is scope for the Island to make a great deal of headway in this area. This will require improvement of public transport facilities as well as disincentives to travel by car. Buses The Island continues to enjoy relative stability in the overall provision and frequency of local bus services. The Council subsidises services which account for approximately 15% of all Island bus departures. In particular, the vast majority of services after 6.30 pm are subsidised by the Council and would not be provided under purely commercial circumstances. One bus operator continues to provide 95% of all local bus services, whether on a commercial or subsidised basis. The remainder are largely non-commercial subsidised services provided under contract to the Council by smaller operators. The Island's visitors and residents view public transport as expensive and slow when compared to their private vehicles. A great deal of work is therefore required if the Council and operators are to change the public's perception of the service and close cooperation with the operators is essential. Since it appears that the geographic location of the Island has inhibited competition and that the stated benefits of the Transport Act 1985 have not materialised locally, the Council has tried to maintain an element of competition through the operation of its own fleet of school vehicles known as "Wightbus". This modern fleet of seat-belt equipped vehicles has been able to tender for some subsidised services, register commercial routes and provide the Island's first Dial-a-Bus services. Ways in which this operator can add to the services provided on the Island are being investigated. Whilst the Council considers its prime role to be the promotion of public transport any spare resources of the school bus fleet will continue to be used for the benefit of the travelling public. 20 Isle of Wight Council The Council currently provides a concessionary fare scheme, 'the Islander Card', through a subsidy of £445,000, which provides half fare travel on buses and the Island railway for the elderly, 14/15 year olds and certain categories of the mobility disadvantaged. In 1995, the Council expanded the scheme through the "Youth Mover" ticket which provides free travel after 5.00 pm for 14-18 year olds. This concession is funded by the Council at a cost of £105,000-110,000 in a full year. The Council has continued its policy to upgrade existing bus shelters at high patronage stops and provide new shelters at exposed sites where they do not already exist. This project has been jointly funded by the Council and Southern Vectis and it is hoped that a similar funding arrangement can be negotiated for future years. The provision of facilities such as these is essential in the move to make travel by bus more attractive to the general public. Further improvements have been made by providing hard standings in rural locations and short lengths of footway connection. There is no doubt that considerable improvement can be made in providing priority facilities for buses, emergency vehicles and vulnerable road users. This could be in the form of bus lanes, activated traffic signals or advanced stop lines. Where possible the Council tries to encourage the local community, through Town and Parish Councils, to take on responsibility for the maintenance and upkeep of bus shelters. Agreements have been reached with some Councils and it is hoped that this will engender a local spirit to maintain shelters and dissuade vandals. Cowes Ferry The Council operates a chain ferry between East Cowes and Cowes which forms a vital part of the total internal transport system of the Island and connects two Principal Roads, the A3020 and A3021. The service provides some 220 individual crossings per day throughout the year. The ferry will accommodate commercial vehicles of up to 20 tons maximum laden weight and carried around 265,000 vehicles and about 800,000 foot passengers in 1996/97. The Council recognises that a fixed road link between East Cowes and Cowes is not likely in the foreseeable future which increases the importance of this service. The Council will continue to charge for vehicular crossings but pedestrian and cycle use will remain free. This further demonstrates the Council's intention to increase use of these modes of travel. This ferry operation will require major investment within the next 10 years to ensure that the principal road network can continue to function in the Cowes/East Cowes area. Government support to enable the Council to invest in the ferry operation will be essential. Use of Principal Road Maintenance funds would appear to be a way of ensuring the continuation of this essential service. It is often not recognised that this ferry provides an essential link across the river 365 days a year. The ferry must be manned by two persons 24 hours a day for maritime safety and also to move the vessel at regular intervals during the night according to the tide. Therefore the cost of operation is proportionally high. A recent off-peak vehicle fares experiment demonstrated that the utilisation of the ferry could be increased by over 100% on Sundays and every evening. However toll income marginally fell during the experiment and it is likely that further trials will take place. 21 Isle of Wight Council The ferry has the effect of reducing vehicle flows via Newport and therefore future tolls policy must be very mindful of the time and fuel components important to motorists. Positive methods of encouraging use of this service are being developed including signage and publicity about relative cost of the service versus travel by road via Newport. Rail Services The Island Line was uniquely offered as a "vertical" franchise inclusive of track, infrastructure and engineering maintenance facilities as part of the privatisation of British Rail. The franchise, for a five year term, was awarded to the operator, Stagecoach, in Autumn 1996. This rail line is seen by the Council as an essential and critical component of the integrated transport network and as a connection to mainland destinations. The Office of Passenger Rail Franchising (OPRAF) was in consultation with the Council regarding the Passenger Service Requirement. The Council expressed concerns that existing service levels should be guaranteed and not left to commercial discretion. Concerns also related to the connection of the rail line to the ferry terminal at Ryde to provide a seamless travel for users. Further assurances were sought regarding the connection of the line to services of the Isle of Wight Steam Railway at Smallbrook junction. All of these issues were successfully addressed by the final franchise. The Council wishes to maintain close liaison with the franchisee to examine the full development potential for the line and this has been furthered by the signing of the Quality Transport Partnership. Extensions of the railway to Newport and Ventnor are ideas which the Council would want to discuss and investigate funding. The safeguarding from development of the remaining rail land through the UDP will assist with progress on these rail lines. Positive moves are underway through consultation between the Council and a number of interest groups. There has been considerable recent interest in extending the Island's railway network. This has predominantly been through a number of interest groups and originally included a variety of routes. However, the groups have all concluded that an extension to Newport from the existing line is likely to provide the required economic return. The possibility of further extensions to other towns is also a long term aim. There is no doubt that a rail line between Ryde/Sandown and Newport would provide a means of reducing dependency on the private car. This project is currently at pre- feasibility stage and the Council is looking for ways of funding a study to assess the possibilities. Progress beyond this stage will required substantial investment. Air Transport There are two airfields on the Island at Bembridge and Sandown. Both are privately run and restricted in their use by the current facilities. The major use of both airports is for private use and pleasure flights. Ways are being examined in which air travel to the Island from the UK mainland and also Europe can be improved and enhanced, but it has to be recognised that previous efforts by the private sector to undertake commercially viable flights have so far proved to be unsuccessful. 22 Isle of Wight Council Excellent transport connections are available between the Island and Southampton International Airport at Eastleigh. There are ferry, bus and rail connections as well as taxi services. This provides a vital link for the Island with destinations worldwide. Cross-Solent Transport Cross-Solent public transport links are the lifeblood of the Island and are vital to the economic, survival, prosperity and social health of the County. The Council has consistently raised concerns at the high cost of this crossing and the adverse effects on trade and tourism. In 1992 the Monopolies and Mergers Commission concluded that although a monopoly existed in favour of Wightlink and Sea Containers, there were no facts which were considered to operate against the public interest. In 1996, the Office of Fair Trading reported that they would keep the matter under consideration. Recently a more positive marketing policy by both Wightlink and Red Funnel has seen several special offers on cross-Solent fares in an overall market which has remained relatively static and still has high charges in the short but vital holiday season. The quality of the service is generally high but more emphasis needs to be placed on providing a pricing structure which generates opportunities rather than restricting them. The Council is still concerned about the lack of subsidies for the ferry links. The current fares structures employed by the Cross Solent car ferry operators means that, by way of example, a family of 4 comprising 2 adults and 2 children travelling in a typical saloon car from the mainland to the Island on a Saturday during August, and returning the following Saturday, would pay between £74.76 and £76.40 dependent upon which operator is used. Charges at such levels are seen by the Council as highly prejudicial to the potential for growth of the Island's tourist industry. The Scottish Islands continue to receive a high level of subsidy. A delegation of Council Members and officers met with Transport Minister, Glenda Jackson MP, in April 1998 relating to the possibility of subsidies on ferry fares. It was recognised that reductions in fares for vehicles could result in higher levels of car use on the Island and that this is contrary to policy. However, there is considerable scope for subsidy on passenger travel which would greatly assist Islanders looking for work on the mainland. At present the cost of travel, up to £9 for a day return, prevents many unemployed people from considering travelling to the mainland. Other groups of users who could benefit from subsidy include those with a disability, people visiting medical facilities and young people seeking educational facilities. The future development of the ferry operation on the Island has a major impact on the internal transport infrastructure and package bids for the Island will provide a strategic approach to this issue. The following services are currently provided : (1) Fishbourne-Portsmouth roll-on and roll-off vehicle ferry operated by Wightlink Limited. Foot passenger facilities. Three vessels in operation (with a fourth vessel available, but laid-up for much of the year). (2) East Cowes-Southampton roll-on and roll-off vehicle ferry operated by Red Funnel Service which also provides foot passenger facilities. Three vessels in operation. 23 Isle of Wight Council (3) Yarmouth-Lymington roll-on and roll-off vehicle ferry operated by Wightlink, which also provides foot passenger facilities. Three vessels in operation. High speed services for passengers only are provided as follows : (1) Cowes-Southampton twin hull fast craft, (Red Jets) supplemented by hydrofoil, operated by Red Funnel Services. (2) Ryde-Southsea hovercraft service operated by Hovertravel Limited from Ryde Esplanade. Two hovercraft in operation. (3) Ryde-Portsmouth Harbour service, operated by Wightlink utilising high speed catamarans providing links at Ryde and Portsmouth transport interchanges. Two vessels in operation, both of which also carry bicycles. Improved facilities for foot passengers will be high on the Council's priorities as will improving carrying capacity for cycles which are currently restricted to Wightlink's Ryde service. Difficulty in encouraging operators to facilitate the carrying of cycles is currently restricting possibilities for commuters. (4) Facilities for the Disabled The Council's growing emphasis on pedestrianisation, accident prevention, traffic calming and footway maintenance is aimed at improving conditions not just for pedestrians (young and old) but also for the mobility disadvantaged who need these features if they are to be able to access key areas of towns and villages safely. Design of any such schemes includes the provision of improved facilities for the mobility disadvantaged and are carried out to current approved standards. The Council has an ongoing programme of upgrading existing traffic signals and pedestrian crossings. It is policy to incorporate tactile paving to facilitate the visually impaired and a minimal kerb check to satisfy the needs of wheelchair and pushchair users. Where it is not possible to use audible signals at signal controlled sites to advise when it is safe to cross, tactile cones are fitted to the underside of the push button boxes to aid users. Particular attention has been given to the provision of dropped crossings wherever required in order to increase opportunity for disabled access. Where possible facilities are incorporated into any new works being implemented. In order to reduce the need for orange badge holders to exercise their right to stop on restricted waiting areas, formally designated bays are provided in town centres and seafronts at appropriate places for their use. Also, where no off street parking is available at their place of residence, and on street parking is permitted, the Council will provide advisory 'disabled only' parking spaces as near as possible to their property. Off street parking is now a responsibility of the Council and the opportunity is being taken to trial special off street parking spaces for wheelchair users. This involves the provision of wider bays to facilitate easier access. Free parking for up to four hours is provided at all Council operated "Pay and Display" locations for orange badge holders. The provision of a traffic free shopping area is seen as a major way forward in generating a healthier, safer shopping environment. A scheme to promote "shopmobility" was included as part of the Council's plans to pedestrianise the Upper High Street in Newport. This included provision of a facility in a council car park whereby electric 24 Isle of Wight Council wheelchairs can be provided for users to go shopping. The Council planned to include facilities to assist wheelchair users in gaining safe access to the shopping areas from the car park. This scheme can only progress as part of a pedestrianisation scheme for Newport. The Council will ensure that consultation with disabled groups is carried out when introducing new proposals and consultation is currently made through the Island's Disability Issues Forum and the Island Disability Action Group. This process will be further enhanced when considering the balancing of needs for interchange facilities on the public transport network. It has to be recognised that facilities for the disabled are currently poor at many locations on the public transport and highway networks. A great deal of work is necessary to achieve progress in this particular area and the Council is committed to providing an environment conducive to all potential users. 25 Isle of Wight Council CHAPTER 8 THE FUTURE - 1999/2000 BID AND LATER YEARS The Council is committed to maintain the existing highway infrastructure in order to maximise its use. Policies to reduce travel by car are the cornerstone of years to come. Therefore there are no plans to build new roads except where developments dictate. These will be self-financing through the individual developments and will cater for sustainable transport through the provision of high quality facilities for pedestrians, cyclists and public transport users. The clear policy direction leads the Council to promote actively the package approach. This is seen as the way forward although it is hoped that some form of minor works allocation will be reinstated. The package approach to "Green" transport has been developed and it is hoped that the Island's bid will be successful. 14. STRUCTURAL MAINTENANCE OF PRINCIPAL ROADS The poor state of Island roads is a great concern and the ability to improve matters is hampered by lack of sufficient resources. Funding for Principal Roads has enabled certain action to be taken on the priority areas but further works are required. This will continue to be a need for the future. It is likely that the required level of funding will continue at the present level of the bid, approximately £950,000 per annum. Therefore, rather than providing improved road conditions, the Council is only able to attempt to keep up with deterioration. In order to increase modal shift towards buses, cycling and walking, the Government will need to re-evaluate resources which are allocated to the maintenance of existing highways. Carriageways and footways need to be in a good state of repair to encourage the best use of existing facilities and to ensure that concerns over safety are addressed. Therefore the Council is keen to see a change in emphasis by Government to fund this area at a higher level than at present. The Isle of Wight has an extensive length of coastal highway which, in certain areas, is subject to unstable ground conditions. The Government has already recognised that the A3055, Military Road requires special attention in order to retain it on its present line through allocation of funds during 1998/99. As stated earlier in this document, there have been problems in attaining the matching funding required from Europe. The Council has now revised its bid to Government to include for 100% funding of the project. Since receiving the decision of the Commission the Council has investigated the possibility of a more minor scheme, costing approximately £925,000, which would prolong the life of the road by approximately 20 years. However, this project is not considered to be value for money compared to the original scheme, costing £1,850,000, which would provide a life of up to 60 years. The larger scale project also provides a more environmentally and technically sustainable solution to the problem. An Annex C submission was made with last year's TPP which is still valid for the project and GOSE have also received recently a copy of a more detailed report on the project. Other areas also have significant problems which consequently require a high level of funding in order to resolve the situation. The A3054 at Bouldnor, near Yarmouth, is subject to landslip which needs approximately £300,000 expending to resolve the stability problem. The A3055, 26 Isle of Wight Council Undercliff Drive at St Lawrence near Ventnor suffers from similar problems although this section of road has deformed/tilted significantly over recent years. An advisory 10 mph speed limit was imposed due to the severity of the deformation. Patching and surfacing have helped to provide a temporary respite but major reconstruction is required which will cost approximately £450,000. This will also involve slope stability work and drainage. Annex C submissions will be developed for the proposals in more detail and it is hoped that the Government will assist the Council to maintain these Principal Roads in a manner appropriate to their strategic significance when bids are made in forthcoming years. 15. BRIDGE ASSESSMENT AND STRENGTHENING The Council has made good progress on its programme of assessment and strengthening with only a few issues outstanding. Difficulties are still experienced with private structures, particularly those on the Island's rail line. Table A shows bridge repairs for which general funding is required. Table B sets out the remaining assessments and further investigations. TABLE A - BRIDGE REPAIRS OUTSTANDING Bridge Road No Class Location Comments Budget Costs 105 Uncl Causeway, Failed Assessment, 25T £800 Freshwater Wt Rest. To be imposed, repairs required 111 Thorley Passed Assessment, £1,000 repairs required 119 A3055 Brighstone Viaduct Passed Assessment, £50,000 repairs required 121 Uncl Waytes Court, Passed Assessment, £500 Brighstone further minor repairs 129 C6 Gurnard Passed Assessment, £1,000 repairs required 130 C4 Whitford, Northwood Passed Assessment, £200 further minor carriageway repairs required 131 C51 Gunville Passed Assessment, £200 carriageway repairs required 138 A3020 Harbour Bridge, Passed Assessment, £20,000 Newport repairs partially complete 145 B3401 Shide, Newport Failed Assessment, 38T £10,000 perm. Wt Rest. From 1999 repairs required 27 Isle of Wight Council Bridge Road No Class Location Comments Budget Costs 150 Uncl Wellington Road, Passed Assessment, £8,000 Newport repairs required 151 Uncl Recreation Ground Passed Assessment, £8,000 Road, Newport repairs required 152 Uncl Caesars Road Failed Assessment, 7.5T £6,000 Newport Wt Rest. To be imposed, repairs required 153 Uncl Westminster Lane, Passed Assessment, £6,000 Newport repairs requested 154 Uncl Petticoat Lane, Passed Assessment, £2,000 Newport carriageway repairs required 159 Uncl Little London, Failed Assessment, 25T £10,000 Newport Wt Rest. To be imposed repairs required 164 Uncl Sandy Lane, Newport Failed Assessment, 3T £5,000 Wt Rest. To be imposed, repairs required 173 C57 Park Road, Wootton Failed Assessment, 7.5T £500 Wt Rest. To be imposed, further repairs required 205 Uncl Budbridge, Godshill Passed Assessment, £3,000 repairs required 216 C22 Alverstone, Sandown Passed Assessment, £200 further minor carriageway repairs required 245 B3327 Wroxall Failed Assessment, £1,000 further repairs required 246 Uncl Manor Road, Wroxall Passed Assessment, £500 repairs required 247 A3055 Leeson Road Passed Assessment, £200 Subway, Ventnor repairs required 250 Uncl Shide Chalk Pit, Passed Assessment, £2,000 Newport repairs required TOTAL £140,100 28 Isle of Wight Council TABLE B - REMAINING ASSESSMENTS AND FUTURE INVESTIGATIONS Bridge Road No Class Location Ownership 104 A3055 Afton Road, Yarmouth Highway Authority 143 Uncl Pan Bridge, Newport Highway Authority 162 Uncl Pan Lane, Newport Highway Authority 243 Uncl Appuldurcombe Bridge, Wroxall Highway Authority 122 Uncl Newtown Bridge, Newtown Highway Authority The Council was pleased to receive £60,000 for bridge assessment during 1998/99 which has been utilised on Railtrack structures. Because of concerns raised about the Railtrack structures, it has not been possible to fund the remaining assessments of highway authority structures. Therefore £20,000 is required in order to complete all remaining bridge assessments. The £90,000 allocated for strengthening works in 1998/99 will be used at Hooke Hill, Freshwater and Ashey Chalk Pit, near Ryde. The remaining strengthening works are shown in Table C and include the likely funding required to strengthen 3 Railtrack bridges. Only the Council's funding requirement has been included because Railtrack will be partially responsible for the strengthening works. The 1999/2000 bid for strengthening amounts to £245,000 and there will be a requirement for some funding in 2000/2001 to complete the strengthening programme. The Council also requires £120,000 per annum to carry out structural works on its remaining bridge stock in order to retain them in a suitable condition. This is an ongoing requirement for future years and the type of works are shown in Table A. TABLE C - PROGRAMMED STRENGTHENING WORKS Bridge Road No Class Location Comments Budget Costs 188 C60 Ashey Road, Ryde Failed Assessment, 17T £50,000 Wt Rest to be imposed, repairs required 218 Uncl Longwood, Sandown Temporary Mabey Bridge £30,000 installed 1997, redecking required 194/195 B3330 Ryde St Johns Strengthening £100,000 199 A3055 Rowborough Bridge, Strengthening £15,000 Brading 201 B3395 Yarbridge, Brading Strengthening £40,000 29 Isle of Wight Council Bridge Road No Class Location Comments Budget Costs 191 A3055 Monkton Mead, Ryde Strengthening £10,000 16. LOCAL SAFETY SCHEMES The Council intends to continue with its policy of reducing accidents through the implementation of individual schemes and area initiatives. This will require funding of at least the existing levels if progress is to be made. The following table sets out the schemes which require implementation, their associated costs and rates of return. Accident Remedial Schemes 1999/2000 Scheme Site Ref Location Cost ERR % 1 Beacon Alley £15,000 275.89% 2 Nettlestone Green £16,000 252.39% 3 Canteen Road £30,000 275.89% 4 Branstone Cross £35,000 249.03% 5 Fighting Cocks Cross £10,000 463.83% 6 Great Preston Road £12,500 351.06% 7 Whiteley Bank Cross £13,000 333.72% 8 Rowborough Bridge £10,000 463.83% 9 Mersley Down j/o Knighton Lane £17,500 275.89% 10 Whitwell Road £20,000 275.89% 11 Crouchers Cross j/o Merstone Lane £12,500 576.60% 12 Newport Road, Afton £22,500 275.89% 13 St Mary's Exit/Pelican Crossing £30,000 307.21% 14 A3055 Compton Bends £12,500 351.07% 15 Medina Way j/o Link Road £22,000 327.15% 16 Fairlee Road j/o Seaclose £15,500 263.76% 17 Newport Road j/o Oxford Street £13,000 333.72% 18 Hale Common £50,000 294.68% 19 Lugley Street/St James Street £23,500 259.89% 20 Wellington Road/Carisbrooke Road £10,000 463.63% 21 Staplers Road/Cross Lane/School Lane £13,500 259.89% 30 Isle of Wight Council Accident Remedial Schemes 1999/2000 Scheme Site Ref Location Cost ERR % 22 Wootton Bridge £17,500 598.01% 23 Regent Street £25,000 463.83% 24 Union Street j/o Esplanade £10,000 369.58% 25 Link Road/Fairlee Road £17,500 329.59% 26 Ashey Road from Seamark to East Ashey Manor £22,500 401.18% Totals £496,500 333.43% In addition to these works a further £125,000 is required as a minor works block to deal with low cost measures Islandwide. This involves the simplest of schemes such as visibility improvements, signing and lining. 17. MINOR WORKS The Council recognises that it is unlikely to see a reinstatement of minor works allocation at the previous level. However, because of the rural environment it considers that the package approach is unlikely to provide an adequate level of funding to provide a sustainable, integrated transport network. The Isle of Wight Council has made extremely effective use of its Minor Works allocation through implementation of "green" transport measures. Packaging bidding is a more protracted process and the Council urges the new Government to look favourably upon an allocation of Special SCA which will enable the Council to pursue its "green" transport message through a minor works allocation. 18. PACKAGE APPROACH The next chapter sets out the Council's bid for package assistance and the programme of future bids within this area. 31 Isle of Wight Council CHAPTER 9 ISLE OF WIGHT PACKAGE - A VISION FOR THE FUTURE It has long been recognised that the Isle of Wight does not fit in with conventional thinking on packages. Traffic congestion is generally not as extensive as major urban areas on the mainland. There are, however, particular "hotspots" of congestion, most notably in Newport where delays occur for most of the year at certain times of the day. The Island is basically rural in nature with a number of small towns which each exhibit different characteristics with regard to traffic problems. Due to the Island's tourism base there is also a great deal of seasonality. The difficulty has always been how to "package" the Island's transportation system within the framework of the package bidding process. The Unitary Development Plan has defined three general areas with particular transportation characteristics, Newport/Ryde/Cowes, Sandown/Shanklin/Ventnor and the rest of the Island. These three area play major roles in particular aspects of communications across the Island and form the basis of area package bids. Newport/Ryde/Cowes is an area where the majority of non-seasonal business and industry is based. There is a high degree of commuting within this area both within and outwith the Island. Interchanges for public transport exist at Ryde, Newport, Cowes and East Cowes. Sandown/Shanklin/Ventnor and its linkage with Ryde provide the main tourist base on the Island. Problems which exist in this area are very much seasonal as would be expected. The area is also serviced by the Island's rail operation which runs along the eastern coastline. Rural Wight covers the rest of the Island which is not represented in either of the other bids. This area is likely to be the most difficult in which to make an impact regarding modal shift. Facilities for other modes of travel are not very well developed and the minor works programmes of previous years was utilised greatly to provide more opportunity for rural inhabitants. The fact that there is not the same degree of congestion as in major cities on the mainland does not mean that there are no problems which need to be dealt with. The following chapter details the first of the package bids. The Council is positively pursuing its policy of encouraging a move away from the private car and onto public transport, cycling or walking. This is obviously made more difficult due to the lack of the "big stick" approach which heavy congestion can bring. Therefore a more subtle approach is required if targets for modal shift are to be achieved. A number of particular areas do materialise as "hot spots" for congestion, most notably Coppins Bridge area, Newport and Sandown Road, Lake. The congestion that does materialise can affect a wide area and presents particular difficulties for public transport operators in terms of keeping to schedule. A major thrust of any package bid has to be an acceptance that physical measures will not provide all of the solutions. General awareness of the problems has to be accepted as a major factor. Therefore the Council has taken the lead in a number of public awareness campaigns with the aim of changing the public's perception of travelling. Campaigns relating to cycling, public transport, speed and safety have all been undertaken with varying success. The Council is aware that strategies to encourage cycling, walking and Safe Routes to Schools require specific funding in order to fulfil their objectives. The co- ordination of these strategies sits happily with the package bid process and therefore separate bids for Islandwide Quiet Road/Cycling and Safe Routes to Schools packages are included in this submission. Detailed information follows within this chapter. The objectives of the packages relate totally to those contained within the UDP. Each package area places a different emphasis and priority on these objectives. 32 Isle of Wight Council Chapter 4 sets out details of the Island's Quality Transport Partnership which has generated close working relationships. Liaison takes place between the Council and Southern Vectis (bus operator) regarding the provision of services and work has commenced jointly on improvements to infrastructure which positively encourage public transport usage. Partnership schemes have already taken place with the co-operation of Islandline, the Island's rail operator. Other initiatives are being developed. The creation of the new south coast unitary authorities has provided a basis for a far closer working relationship particularly on transportation matters. The authorities now meet on a regular basis and the opportunity exists to provide complimentary measures wherever possible. Great effort has been made through the Minor Works allocations to carry out projects which are consistent with the package approach. The bids are all programmed to commence over the next five years and are scheduled for a five year strategy of implementation. If any of the packages were approved independently then there would be no problem in implementing the strategy on that basis. Lack of success for any bid would, once again, place the Council in the position of not being able to fund any "green" transport initiatives during 1999/2000. The area bids for the "Resort area" and "Rural Wight" will be developed during the forthcoming year and will be promoted in the next bid for allocation of funds. 19. NEWPORT/RYDE/COWES PACKAGE (1) Executive Summary This package encompasses a major proportion of the Island's commuting population and therefore presents an opportunity to have an impact upon usage of private motor vehicles. Similarly the area houses a large section of business, commerce and industry which is not of a seasonal nature. Fig 1 is a plan of the area covered which shows the existing transport infrastructure and general land use patterns. The objectives of the package are: (1) To reduce the need to travel by car (2) To promote alternative modes of travel, other than the car (3) To encourage improvements to public transport (4) To maximise the usage of the highway network (5) To increase opportunities for cycling and walking (6) To encourage improvements to cross Solent ferry links (7) To encourage improvements to the Island's railway operations (8) To reduce the level of transport related accidents. These objectives are to be met through a strategy of implementing details of measures which will influence the way in which the public travel, the level of choice available and the methods of making it less desirable to use their car. Little can be achieved without a degree of "carrot and stick" approach. This strategy includes: (1) Greater use of Traffic Regulation Orders 33 Isle of Wight Council (2) Improved facilities at transport interchanges for Public Transport, Pedestrians and Cyclists (3) Provision of pedestrian used areas where relevant (4) Exclusion of traffic where appropriate (5) Implementation of greater parking controls (6) Provide a cleaner, more attractive town centre environment for pedestrians (7) Better co-ordination and timetabling of public transport operations eg rail/ferry connections (8) Provision of improved environment in residential areas through routing changes (9) Provide a safer environment in the vicinity of schools through measures to assist pedestrians and cyclists (10) Provide better facilities for safe storage of bicycles in strategic locations (11) Work closely with major employers to generate an interest and action in "Green Commuting" (12) Provision of facilities in the work place which enable employees to utilise "Green" modes of travel (13) Provision of improved facilities for motorcycles. Measures for implementation during 1999/2000: (1) Traffic quiet cells - Ryde £50,000 (2) New traffic regulation orders £10,000 (3) Installation of cycle racks £10,000 (4) Provision of cycle routes/lanes £80,000 (5) Provision of improved pedestrian facilities £120,000 (6) Safe routes to schools - Swanmore Middle School, Ryde £40,000 - Medina High School £50,000 - Newport, Nodehill Middle School £30,000 (7) Public Transport Improvements - bus priority measures, railway station improvements and facilities for users £140,000 (8) Pedestrianisation - Newport £400,000 34 Isle of Wight Council (9) Residents' parking £20,000 (10) Parking control/charging £80,000 ________ TOTAL £1,030,000 ________ ________ (2) Definition of the Area This package area is shown on Fig 1 and consists of the towns of Newport, Ryde, Cowes and East Cowes. There are also the villages of Wootton, Binstead, Whippingham, Seaview, Nettlestone, St Helens and Bembridge. This area is considered as a strategic unit because it contains the major element of commuter based trips on the Island. It also contains a major proportion of industry and commerce on the Island which is basically unaffected by seasonality whereas other "resort" towns clearly are affected. The area contains the largest centres of population within the Island and these are interconnected by a variety of transport infrastructure. In road terms, Ryde is connected via the A3054 to Newport, the A3021 connects to East Cowes and the A3020 connects Newport to Cowes. These roads carry many of the commuter based trips, the majority of which are centred on Newport. Many other routes interconnect these towns and the villages "en route" and these play a major part in the distribution of traffic at peak times. These routes are also shown on Fig 1. Bus routeing follows very much the same pattern, as might be expected. However, at present no facilities exist to allow buses to gain priority treatment at any location in this package area. Because of the nature of the Island and the narrow width of the majority of roads, there is little scope to provide such features as bus lanes. Railway connections exist at Ryde from where the Island's only service runs to Sandown and Shanklin. The interchange facilities at Ryde, including a bus station, leave a lot to be desired and part of this bid reflects the need to raise the quality of environment in this area. Limited park and ride facilities exist on the outskirts of Ryde, at St John's Road, aiming to reduce car penetration into the seafront area of Ryde. Rail users travelling to or from the mainland connect via ferry ports at Ryde or Cowes. Neither route is perfect in terms of connections of facilities but work continues to enhance this service. As an Island, connections to the mainland are of paramount importance and this package area covers the four major centres of travel, East Cowes, Cowes, Fishbourne and Ryde. Car ferry services are offered from Fishbourne and East Cowes whereas passenger only services operate from Cowes and Ryde. There is no doubt that improvements can be made to all of these areas of services. For instance two passenger services operate from Ryde, catamaran by Wightlink and hovercraft by Hovertravel. Only one of these allows bicycles to travel and it meets the Island at the end of the pier. Cyclists then have to negotiate the pier, often in foul weather, or take their chance with a train which has limited carrying capacity. Facilities such as this need to be updated and improved. 35 Isle of Wight Council Most of the area between the towns or villages is very much rural in nature and is predominately agricultural. Each town has its retail centre with most of industry on the periphery. Newport serves as the Island's main shopping town where the majority of "multiples" are located. Much activity on the retail side of development is concentrated on Newport because of market forces. East Cowes and Cowes are connected via the "Floating Bridge", a Council owned and operated ferry service which connects the two principal roads A3020 and A3021. This provides free passage for pedestrians and cyclists whilst charging for vehicle usage. It is considered to be an essential feature of the transportation system and provides a degree of relief to the Coppins Bridge junction in Newport. For many foot passengers it provides a lifeline between Cowes and East Cowes. Children are particularly reliant because East Cowes is in the catchment area of Cowes High School and the ferry provides a direct link. Another source of transport is via the waterways on the Island - predominately the River Medina. Opportunities exist to develop this natural asset in terms of its potential for freight haulage by sea. Cowes has recently been recognised as a port of significance in a European Commission study. Each town centre has its own particular characteristics which are set out below; Newport is at the centre of the Island and is served by three radial principal roads. These combine at a junction known as Coppins Bridge, a signalised gyratory system. Minor pedestrianisation has been carried out in the central shopping area with potential for a large degree of expansion. The Island's main bus station is located within the central shopping area. A number of major stores have located on the edge of the main shopping area and provide "free" car parking, subject to certain minor conditions. The Council controls most off street car parks and all of the key areas in the town centre through Pay and Display charging. Cycle routes have been developed over the last few years in and around Newport such that there are now three radial routes culminating in a cross town centre cycle scheme. Further developments are contained within this bid. The principal shopping street, High Street, is also the main east-west connection and hence has created difficulty when consulting on possible pedestrianisation. However, the intrusion of traffic into the shopping areas is a major environmental issue which this package bid has to deal with. The rest of the Newport area contains either large areas of residential development or the peripheral industrial or retail areas. The population of Newport is approximately 17,100. Also within Newport are the three Island prisons, Camp Hill, Parkhurst and Albany, all of which have an impact on travel patterns due to the level of employment which they generate. The Island's Hospital, St Mary's, is also in a similar location on the outskirts of Newport and this brings with it both commuter based and operational requirements for travel. Cowes provides the connection of the Island with Southampton via the Red Funnel Hi- Speed passenger service. Much of the industry revolves around the boating world and retail business is contained largely in a small, central shopping area. The town is world renowned for the Cowes yachting festival each year. The central area was pedestrianised some years ago although access is retained for servicing and for permit 36 Isle of Wight Council holders. Most of the rest of Cowes is a residential area. The area is connected to East Cowes via the "Floating Bridge". Northwood is a residential village located on the outskirts of Cowes. There are, as with most of the towns, many industrial/commercial areas located on the periphery of the town including major employers such as Siemens. The population of Cowes is approximately 13,000. East Cowes is situated on the eastern side of the River Medina from Cowes and is principally residential. Business is centred upon the boating industry and Westlands who are the major employer. They are situated in the heart of the town very close to the main shopping area. Also within the town centre is the Red Funnel vehicle ferry operation which runs to Southampton. This creates a high level of vehicular intrusion into the shopping area particularly during the summer months. It also provides many businesses with a source of income. The Council operated "Floating Bridge" connects East Cowes to Cowes as described earlier. Other features at East Cowes which affect transport patterns are Osborne House and Barton Manor Vineyard. Osborne House is one of the Island's principal attractions through its historical links with Queen Victoria. The population of East Cowes is approximately 7,000. Ryde is the eastern most town within this package area and has a population of 20,400. It is principally residential in nature but is also considered as the Island's second town in terms of shopping and commerce. It is often referred to as the "gateway to the Island" due to it being the main passenger route with the mainland and its multi-modal connections. As with Cowes, there is a busy mainland commuter population who either live in or around the area. The town is built on the side of a steep hill and the main pedestrianised shopping area is at the top of the hill. As with many such towns the shopping development follows a linear shape along the High Street. The topography therefore creates a poor environment for encouraging walking. Wootton and Binstead are large villages which are predominantly residential. They provide a large focus for efforts to reduce car travel since most journeys are commuting based. Both villages are bisected by the A3054 between Ryde and Newport. This area has a population of approximately 12,000. Fishbourne is a small village which contains the Island's busiest vehicle ferry which runs to Portsmouth. The B3331 connects the ferry terminal to the A3054 and is very heavily used carrying some 5,500 vehicles concentrated into short periods upon the arrival and departure of ferries. Certain periods of the day are extremely popular with freight transporters. Seaview, Nettlestone, St Helens and Bembridge are villages which lie to the south east of Ryde and are predominantly residential. There are also many locations within this area that provide services for tourists. The Island's population is approximately 126,000 of which some 55% live within this package area. A greater percentage travel within the area for work or shopping trips. (3) Problems and Issues There are many transportation related problems which exist within this package area. They are mostly caused by the almost total reliance which the majority of the public place on their car. Utilisation of public transport is very low on the Island even though the 37 Isle of Wight Council provision of service and coverage is very good compared to most rural areas. The problems are detailed below and have been categorised by the type of problem rather than each specific location unless there are overriding reasons why a single site requires consideration. Schools The main problems which arise at school locations are in relation to the conflict created between vehicles, cyclists and pedestrians. The Island's schools are split into a three tier system of Primary, Middle and High Schools which cater for 5-9, 9-13, 13-18 year olds respectively. School transport is provided free of charge if children live more than a set distance from their school (eg 3 miles for middle schools). However there is still an extremely high usage of cars for school trip purposes. This is most notable at the Primary Schools but is also a major factor for safety at the schools for older children. In certain areas, particularly Newport, there are a number of schools in the same locality which creates large scale transportation problems twice a day, for a short period. Even though the problem is not throughout the day there are significant impacts created for parents, pupils and local residents. Parents using their cars seem to abandon all knowledge of highway law and totally ignore any traffic regulation orders which may be in place. Manoeuvres are carried out which create conflict and potentially endanger lives. Often the situation is so dangerous that it introduces a "fear factor" which means people are ultimately so careful that accidents do not occur. This has placed, and will continue to place, the Council in the position of having to argue that accidents will have to occur before anything can be done as a Local Safety Scheme. Facilities for cars are generally good around schools but they are lacking for the other modes of cycling, walking and public transport. The Council has made a degree of headway through its use of the Minor Works settlement by implementing Safe Routes to School schemes, most of which have been a great success. Consultation with schools, governors, local councillors and residents is essential to highlight problems and then design solutions to the problems. Particular difficulties arise through lack of safe areas to cycle, lack of footways, narrowness of roads, poor visibility, lack of crossing areas, lack of parking and lack of bus parking/lay-bys. The introduction of facilities such as these can have a marked impact on modal choice. Another area in which work has already started is on perceptions and attitudes. There needs to be a cultural change such that people actually think about the best and most effective way of getting to and from school. There will always be a need for some to travel by car but certainly not all who do presently. Public Transport A key to less car usage has to be a move towards greater utilisation of bus and rail services. Most of the Island's congestion occurs in and around Newport although seasonal influences create problems elsewhere. Congestion is often the major factor in determining modal shift particularly if there are opportunities for other modes to avoid the congestion. Therefore some form of bus priority is required on the Island to enable operators to gain an advantage. 38 Isle of Wight Council There are very few locations on the Isle of Wight where there is sufficient road space to incorporate a bus lane. Some opportunities exist in Newport town centre but it is more likely that a technological solution will be the right approach. The Council has discussed, with the main bus operator, the possibility of introducing a vehicle activated priority system at traffic lights. Most hold ups occur at signal controlled junctions which have become over-loaded. This sort of system is available at reasonable cost and can be utilised for other transportation benefits such as parking control, pollution monitoring and traffic management. The Island has a very good bus service considering its rural nature. However it is often considered to be expensive and many people do not like the environment of a bus, especially in comparison to being in their own car. Herein lies the greatest difficulty in generating greater bus usage. Convenience and comfort are always cited as the main concerns. Therefore operators need to invest in modern fleets of vehicles where comfort does not become an issue. Price is also a difficult area as car users only view the cost of the journey as the marginal cost of fuel. They do not consider the outlay of finance on the vehicle, wear and tear, depreciation, insurance etc. These perceptions have to be made clear to people in order to bring about a change. Individual journey prices for the "casual" bus user are quite expensive but the operator does provide "saver" fees for regular users which are extremely good value. A monthly "rover" ticket costs approximately £50 and allows unlimited travel on the Island's buses. This represents a cost of £2.50 per day for someone travelling 20 times during the month. Current daily parking charges equate to £2 and therefore bus travel should prove to be cheaper overall than travelling by car once running costs have been taken into account. Longer duration "season" tickets would also prove popular but may only become available once patronage increases. If an annual ticket was offered at a reduction on this monthly figure it is extremely likely that there would be considerable interest. Bus interchange facilities will be dealt with in a different section but bus stations do need to be carefully considered as a whole. Often these areas are not considered to be the best environment to wait for a bus. They are usually open to the prevailing conditions, can become dirty and certainly lack good quality travel information. Layover facilities may conflict with an improved pedestrian environment. Dealing with these problems will also provide an environment which will attract patronage rather than divert people elsewhere. A key area for improved bus movement is the Coppins Bridge gyratory in Newport. This is one area where bus priority lanes could be introduced, to the detriment of the motorist. Once through this area buses would find little delay on the remainder of their journey. This system of priority could easily be linked to pedestrianisation and lower levels of traffic penetration in shopping areas. Parking policy is obviously another issue which will have a dramatic beneficial effect on bus usage. This will be detailed later in this document. 39 Isle of Wight Council The Council has already input a great deal of support for bus services through subsidies and initiatives such as "Youth Mover". The majority of rural services carry subsidy from the Council and would not operate on a strictly commercial basis. Shopping Centres Many of the main shopping centres are still totally accessible by car. Ryde and Cowes have pedestrianisation of their High Streets and Newport has pedestrianisation of two "squares". No pedestrianisation area has a total ban on vehicular movement due to loading difficulties or access for residents. Newport has traffic penetrating all areas including the High Street where the main East to West route flows. Traffic intrusion in the town centres is high and causes a great deal of conflict with pedestrians and also air pollution. Footways in many locations are too narrow and require pushchairs or wheelchairs to use the road when passing. Priority in almost all cases within the town centres is given to motorised traffic. No facilities exist at present to assist bus services in gaining priority over cars. Scepticism does exist within many town centres, particular smaller shops, about the loss of vehicles and "passing trade" created by pedestrianisation. This has always been a difficult area to resolve even though evidence suggests that a car free environment is more conducive to shopping. A pedestrianisation scheme for Newport has been developed through lengthy public consultation and the only drawback relates to the re-routing of the east-west through traffic. No obvious alternative exists that does not affect a residential area. However, this may be a price that has to be borne to enable the High Street environment to improve. Opportunities exist within Newport and Ryde to improve facilities for pedestrians, and disabled users, within the main shopping streets. There are a number of areas where pedestrians are severely disadvantaged due to the impact of vehicular traffic. Measures to reduce carriageway width, widen footways, realign junctions and provide dropped crossings will all serve to improve the environment in these busy shopping areas. Parking is available in all towns, on and off street, within the town centres. The majority of on street parking is free although there are some residents' schemes in Ryde and Cowes. The central areas of Newport have had pay and display charging installed in order to be a deterrent and restrict long term parking because enforcement has proven not to be effective. This is a trial which, if successful, can be extended into other areas and towns where applicable. In order to maintain a thriving shopping environment it has to be recognised that some degree of car access will be required and therefore heavy restrictive measures may not be appropriate in all cases. Certain towns, such as Ryde, have very wide streets within the main shopping areas. These provide good vehicular access and parking but are very poor for pedestrians and disabled users. Considerable improvement to facilities for vulnerable road users could be made. Cycling 40 Isle of Wight Council The Island is the ideal location for recreational cycling and many residents and visitors make good use of the natural resources available. A good network of bridleways provides good off road routeing. However, the Island is undulating in its geography which does not provide the most conducive environment for cyclists who are commuting. Therefore it has to be recognised that there are limitations to the effect which cycling can have on modal choice. Many of the journeys made are very short, often less than two miles. These are certainly suitable for commuting and need to be made more attractive to the public. Because of the importance of tourism to the Island's economy there is potential for cycling to reduce car use by tourists. Currently road space is extremely limited and cyclists can feel very vulnerable particularly during the peak hours. Segregated facilities are a more suitable facility especially if less confident cyclists are to be attracted to use them. The Council has already begun work on a network of routes linking to Newport but is unable to fund completion due to the loss of the Minor Works settlement. Difficulties arise with off road routes because of timescale, acquisition, cost and also location. Many such routes are less direct than the existing road and do not therefore provide the most satisfactory solution. Routes have been developed between Cowes and Newport, Sandown and Newport, Wootton and Newport, and Medina High School to Newport. All of these have been successful although not complete. Linkage exists from East Cowes to Cowes via a free service on the "Floating Bridge". Cycle racks have been provided in all town centre areas but only on a limited basis and further improvements are required. Routes need to be extended to the other towns in the package as well as a route from Ryde to Newport if any notable increase on the number of cycling trips is to be increased. Current commuting levels for cycling remains at approximately 3% of journeys and there is a lot of scope to improve on this. Close liaison exists between the Island's cycling organisations and the Council and a cycling "forum" has been set up. Campaigns to increase awareness and change perceptions have played, and will continue to play, a part in a move towards cycling. However, there is a requirement for greater involvement from large employers, such as the Council, who can provide better facilities for cyclists in terms of security and washing/changing facilities. There is a reasonably high level of mainland commuting using cycles. Vehicle ferries are utilised but are fairly slow. The Ryde/Portsmouth Catamaran can also carry bicycles. There are not, however, any facilities to leave cycles securely at ferry terminals nor are there good washing and changing areas. Provision of these would increase the usage by cyclists. Also the other passenger ferries need to find a way of providing for cyclists in some form even if it is through a long term investment strategy for replacement craft. Problems exist for cyclists who want to utilise other forms of public transport for part of their journey. Trains have historically provided this service but now rail operators are not catering for the needs of many cyclists who wish to carry their cycle with them for only a short part of the journey. This is not acceptable in the current environment. Discussions with the Island's main bus operator led to detailed investigations into carrying cycles on buses. A great deal of research into availability of equipment resulted in the view that it was very likely impractical. This was due to limited space being available though the use of cycle racks and trailers, with a far greater capacity, were not suitable due to constraints of road alignment. However it has been accepted that secure facilities are required to enable cyclists to leave cycles at bus stations. 41 Isle of Wight Council Walking This mode of travel has been much maligned over the last twenty years. The increase in car usage has had a two fold effect. Firstly, people find their car too convenient and will happily use it for a quarter mile trip to the local shop. Secondly, the cars create an intimidating atmosphere for pedestrians through their sheer size, speed and the effect of pollution. Many footways are now not of suitable width to provide the degree of protection which people want. Areas where no footway exists are now considered to be "no go" areas for pedestrians. Walking to school was once common place but now children are in a minority if they choose to walk. Parents are concerned about not only traffic but also children being attacked or abducted. This has developed to such an extent that even the older children are not allowed to walk to school. Attitudes to this have to change and education of pupils, staff and parents has to take place as a priority. Measures have to be implemented which will provide the "stick" because it will not happen purely through good will. Safety, in its widest sense, will improve if more people decide that walking is an appropriate mode of travel. Similarly, car parking charges in town centres can be used as a tool to curb intrusion of traffic and provide a safer pedestrian environment. Evidence suggests that shoppers in traffic quiet areas are more comfortable, will stay longer and are therefore, likely to spend more. Pedestrians suffer through the lack of priority which is given to them particularly in town centre areas. Signal controlled crossings provide priority through phasing - but are very expensive. Zebra crossings or refuges are often not seen as any form of priority for the pedestrian by the motorist. Clear unambiguous messages need to be sent to motorists that certain areas are fundamentally for pedestrians and that they have to give them due priority. This can be achieved through traffic management, signing and surface treatments. Commuting This is a general problem but only because of the high level of car traffic involved in commuting. Many of the measures already discussed will have an impact. However, the greatest benefit lies through employers and businesses taking a lead role in influencing their own employees. "Green Commuting" needs to be addressed through a programme of community involvement. Linkage with businesses already exists on the Island as there is very close liaison on many issues. Large employers need to take a lead and convince staff that there are other options available. The Council has its own part to play in this process. The Council, as a large employer, can take the lead in providing better facilities for cyclists, provide disbenefits for car use, encourage car pooling, investigate current car user categories, provide a flexible approach to staff for car usage, provide pool vehicles for business use and negotiate cheaper travel on the bus. All of these play their part and other employers can take similar action. Green commuter plans are being actioned already on the Island and hopefully it will not be long before the first is implemented. 42 Isle of Wight Council Railways and Interchange This package area includes three railway stations and the interchange facilities at the northern end of the Island's only service based rail line at Ryde. The interchange also links to ferries, buses and taxis. Problems exist all year due to the layout of the facilities and there is room for a great deal of improvement. Most travel modes are segregated by traffic routes including access to the pier for car parking. The railway line separates the hovercraft terminal from all other facilities with access either by road or a "stepped" pedestrian bridge. Ownership of land and facilities is currently spread amongst all operators and the Council. In order to resolve this it will require detailed consultation between all parties concerned and a will to actually deal with the problems. Pedestrians are placed in an environment which is certainly not conducive to their good health or safety. However, in order to provide a high quality environment there will need to be large scale investment and hence this part of the package needs to be developed further and only an estimate of future budgetary provision is included in the bid. Problems facing this package area are not perhaps as extreme as many large cities where congestion is a major factor. However, the Council still has to strive to lessen car usage before the problems do materialise into a similar level of disruption. Due to this the level of funding required is also at a far lower level than for larger urban areas and the required sum can achieve a great deal. (4) Principal Objectives of the Package The principal objectives are : (1) to reduce the need to travel; (2) to promote alternatives to the car; (3) to encourage improved public transport; (4) to make the best use of the existing highway network; (5) to increase cycling and walking; (6) to improve town centre environments; (7) to improve interchange facilities between modes; (8) to regenerate and revitalise town centres; (9) to create a healthy, sustainable environment in all areas of the Island. These objectives are all embraced by the Quality Partnership approach which is being actively pursued by the Council. 43 Isle of Wight Council (5) Package Strategy In order to deliver the objectives, which are far reaching, a well planned strategy is obviously required. The Council's strategy is centred on a number of key areas for implementation as well as a concerted effort to raise awareness and change attitudes. The key areas for implementation focus on particular problem areas and where facilities are lacking or need improvement. These can be categorised under the following headings : (1) Traffic quiet areas in residential locations - which will be provided through traffic management measures. (2) General traffic management - this requires reviewing and implementing changes to traffic regulation orders in order to influence car usage. (3) Provision of improved cycle facilities - new routes will be implemented, devised and secure cycle racks provided at suitable locations. Where possible cyclists will be given priority road space. (4) Provision of improved pedestrian facilities - in order to increase walking, new footways implemented, widen existing footways and priority crossing facilities. Improvements for the disabled is key within this category. (5) Safe Routes to Schools - implementation of current schemes and investigations at all schools in the package area to resolve any traffic problems which exist. This will include provision of cycle facilities, crossing, lay-bys, footways and traffic restrictions. (6) Improvements to bus facilities - through better bus stops, shelters, passenger information, priority systems, liaison with operators and their own investment plans. (7) Improvements at Railway Stations - provision of clearer passenger information, improved access, disabled facilities, park and ride and secure cycle storage. (8) Pedestrianisation/traffic quiet town centres - increase current areas where possible and introduce new areas. Principally Newport within this package. (9) Parking Control - increase current charging areas to control intrusion of traffic and influence modal choice, create residents' parking schemes where appropriate and liaise with private car park operators to link in with the strategy. (10) Awareness and perception campaigns - build upon existing campaigns and initiate new ones to target the principal objectives. Initial views have been expressed by the Council regarding targets for modal shift. This is a very important requirement for a package strategy and will provide the measure of success in terms of meeting the objectives. It is, however, considered inappropriate to determine targets which may prove impossible to meet and without the high levels of congestion experienced elsewhere, sights will have to be set at a lower level than in a major urban area. 44 Isle of Wight Council Therefore, the Council is to carry out further investigation into realistic targets which are considered to be at the appropriate level to show success. This will be carried out in time to present to Government at the end of the first year of a package acceptance. (6) Parking Strategy The Council controls a high proportion of available public parking either directly or indirectly. There are very few privately operated commercial car parks on the Island although there is a high level of private parking associated with business use. Therefore, it is considered by the Council that it can exert an influence on the motorist through the car parking policy. Indirect control of parking relates to enforcement of traffic regulation orders which still lies with the Hampshire Constabulary. The Council has no plans, at present, to consider taking over responsibility for this enforcement. Since becoming a unitary authority car parking has developed into a key area for traffic management which was not previously available to the Highway Authority. A balance has to be struck between policy which totally discriminates against the car and one which enables business to flourish. This has been recognised by the Council and Fig 2 shows the current Islandwide policy framework. In terms of this package it is clear that parking will play a lead role in providing the "stick" approach. Parking in the centres of towns will, and is already becoming, more expensive than on the fringes. The introduction of on street charging in Newport has started the period of change and has, on the whole, been accepted as the way forward. When this is linked to pedestrianisation it starts to provide the sort of pleasant environment which is essential to a good shopping area. There does have to be an acceptance that cars will be used for many journeys on the Island which cannot and are unlikely to be practical by any other means. Therefore, good quality, reasonably priced parking has to be available. Many visitors bring their cars and will visit seafront locations, such as Ryde and Cowes, and expect to be able to park. The Council has, this year, extended "esplanade" charging to all such seafront areas where there is a high level of demand. This has not proven popular but does enable the public to have a better chance of parking plus the deterrent should they not wish to pay. Most locations have free alternatives on the fringes of the area, thus potentially reducing traffic penetration into areas of high pedestrian activity such as the seafronts. Season tickets on the Island have always been extremely cheap and this has not provided the disincentive to commuting which it can. Last year the Council increased the annual season ticket by 68% which was not very popular. However, it should make commuters think about the alternatives that are available. This increase may not be enough to have this effect on its own and it is likely that improvements to public transport or facilities for cycling and walking need to compliment the process. Parking charges alone would have to be extremely high to have an effect. The Council does, however, take car parking pricing extremely seriously and it has an added benefit of providing additional resources which can also be utilised and invested to influence modal choice. The Council can take the lead in "Green Commuting" on the Island by drawing up its own policy on car usage and by controlling the level of car parking which is available to staff. At present there is free parking for all staff who require it either within the County Hall 45 Isle of Wight Council complex or in nearby car parks. Changes to this are obviously sensitive but if the Council cannot take a lead then no-one else is likely to. Other employers can be brought into this process as well. The Council has already started discussions with local businesses and intends to continue this process during the forthcoming years. 46 Isle of Wight Council Figure 2 Area Description On Street Off Street Newport Town Central area of town, Charges - graduated to Charges - graduated to attract Centre shopping area, attract short stay, cycle short stay, cycle parking areas, pedestrianised area parking areas, disabled disabled parking, use by parking permit holders Pay and Display Pay and Display Other Town Central area of town, "High Street" Charging - Charges - graduated to attract Centres shopping area, graduated to attract short stay, cycle parking areas, pedestrianised area short stay, cycle parking disabled parking, use by areas, disabled parking permit holders Pay and Display Pay and Display Main Towns Non-central areas Limited Charges - favour long stay, waiting/restricted waiting use by permit holders Pay and Display All Towns Non-central shopping Limited short stay - free Charges - graduated to attract areas parking, strict short stay, cycle parking areas, enforcement disabled parking, use by permit holders Pay and Display Resorts Prime sea front Charges - graduated to Seasonal charges - favour locations near tourist attract short stay, cycle long stay, cycle facilities, facilities parking areas, disabled disabled parking, use by parking permit holders Pay and Display Pay and Display Resorts Non-prime sea front Free parking - limited Seasonal charges - favour locations, few tourist waiting if required long stay, cycle facilities, facilities disabled parking, use by permit holders Pay and Display Small Towns and Area of facilities eg Limited waiting - free Free parking - promote local Villages shops, doctors, parking running of facilities community centres Small Towns and Tourist areas with Seasonal charging Seasonal charging - disabled Villages facilities where practical parking, use by permit holders Pay and Display Residential Areas Central areas few Waiting restrictions, Charging - use by permit in Town Centres unrestricted parking limited waiting where holders areas appropriate Pay and Display Other Residential Housing areas Waiting restrictions Free parking - promote local Areas generally where required, free running of facilities elsewhere 47 Isle of Wight Council (7) Package Period In order to have a marked effect upon travel patterns within a ten year period the capital works associated with the package need to be completed over five to six years. Therefore the bids for finance are spread over a five year programme. Once completed, any projects will be monitored closely for their effect upon meeting objectives and targets. Any lesser period of implementation would not prove achievable due to the resources available to the Council in terms of staffing. There is also a high level of consultation required on many schemes although some have been completed already for this year's bid. (8) Package Costs The overall total cost of this package bid is £4.185 million over five years. In addition to this it is expected that there will be considerable private sector finance put in to provide improvements to bus, rail and ferry operations. This is likely to equate to at least the same degree of expenditure and will be reported back to Government once exact figures are available. Considerable work is also being carried out on a bid for Single Regeneration Budget 4 which presently focuses on Cowes. Although details of the level of bid in relation to the package objectives is not yet clear, there will be considerable expenditure included on transportation related issues. The future development of SRB bids will depend upon the lead taken by the Government. Once a package bid is successful the private sector input will materialise. The question of uncertainty lies mostly with the central Government funding of a package or a Single Regeneration Budget bid. The initial annual cost of £0.99 million for this package area is considered very reasonable when compared with other package costs elsewhere in the country and the amount of progress that can be made with such a low capital input. Many of the schemes are of low cost but will have a high degree of influence on change. The only part of the bid which is considered to be high cost is the work necessary for the Ryde Interchange. This will, however, draw together all modes of travel on the Island at a single location with great effect and will also have private sector finance at least equivalent to the public input. When compared to bids for road schemes, it has to be considered extremely good value for money. (9) Schemes - 1999/2000 Bid The schemes for this year's bid are shown in the Executive Summary of the package and the following provides detail of each : (1) Traffic Quiet Cells - Ryde - £50,000 The recent Traffic and Parking Plan for Ryde has highlighted the need to reduce the level of traffic intrusion into residential areas of Ryde town centre. This will have a two fold effect of improving the environment and reducing accident risk. Presently there is a high degree of on street parking and traffic traverses narrow road space. Pedestrians have to use of narrow footways and there are few 48 Isle of Wight Council crossing facilities. These measures will provide traffic management through the control of parking, physical improvements and regulation of traffic flow and direction. The streets are generally on a "grid" pattern which lends itself to restriction of access. This is a low cost initiative which in future years will be extended to other similar areas in Ryde and other towns in the package area. (2) New Traffic Regulation Orders - £10,000 This funding is purely to allow for implementation of traffic regulation orders where required throughout the package area. The revenue costs of development can be met from existing budgets but a small sum can implement large scale measures which can have a marked effect upon traffic management. (3) Installation of Cycle Racks - £10,000 If progress is to be made on making cycling attractive compared to using a car then there has to be somewhere for people to leave their cycles with a high degree of confidence and security. Work was carried out last year across the island to identify locations for cycle facilities and many were implemented. There are, however, many gaps in this provision which the Council seek to resolve. Close liaison with all cycling groups has provided much information on the best locations and equipment. It is intended that private operators such as ferries and buses will also contribute to provision of secure facilities at their establishments. Further work will be carried out to persuade businesses to contribute to provision wherever possible, in line with "Green Commuting Plans". (4) Provision of Cycle Routes/Lanes - £80,000 This is a key area in attracting more people to cycle. It has to centre on fairly short journeys where there is a demand. This finance will enable the Council to complete the Ryde to Newport stretch of cycleway which runs partly along a disused railway line. It provides a direct route from Ryde to Newport. The route is in fact more direct than the main road, which is the busiest stretch on the Island. It involves some off road sections but these are capable of improvement. This sector of funding has to continue throughout the package period in order to keep up the momentum on encouraging people to cycle. Ryde to Newport is only approximately ten kilometres which is within most people's capabilities and the route is fairly level. There may also be possibilities for free parking which could encourage people to leave their cars at Wootton although these require further development. (5) Improved Pedestrian Facilities - £120,000 There are many areas within the package area where footways are too narrow to cater for safe pedestrian usage. Widening has always been an issue but often this has to be to the detriment of the road width. In the past this has been difficult to address but now perception has changed and this is a key element within the overall strategy. No specific locations are highlighted but there are many within 49 Isle of Wight Council each town of the package area and a similar level of finance is required throughout the programme period. Where possible contributions will be sought from the private sector where they have a specific interest in a locality. Key locations exist within busy shopping areas of Newport, Ryde and Cowes. Wide carriageways with on street parking make life very difficult for pedestrians and disabled users. Junction design allowing free passage of vehicular movement will often work against safety of pedestrians. Priority within these areas has to be with the vulnerable users if a shift away from the car is to be assisted. Disabled users can benefit greatly by measures to assist their movement. Specific parking arrangements coupled with dropped kerbs, tactile paving, facilities at formal crossing points and less obtrusive street furniture all serve to increase safety. (6) Safe Routes to School - £120,000 In priority terms, this sector ranks as top priority. The traffic impact around schools is a considerable problem which requires careful handling. Some schools fair better than others although they all have problems. The intention is to carry out works in each town each year of the programme such that all schools have been considered by the end of the package period. The following schools have been involved in consultation and schemes are well advanced and hence form the bid for this year : Swanmore Middle School, Ryde - £40,000 Provision of improved pedestrian facilities, speed reduction measures and cycling facilities. The school is located on a busy, narrow section of road on the outskirts of Ryde. Medina High School, Newport - £50,000 Large High School jointly located with a leisure centre and theatre. The school is located on the busy A3054 on the edge of Newport. Measures will include speed reduction, pedestrian facilities, linkage to existing safer cycle routes and improved bus facilities. Nodehill Middle School, Newport - £30,000 This school is in the centre of Newport, close to the main shopping areas. It is extremely busy and is located on narrow streets with tight bends. Speed reductions, widened footways, parking restrictions, improved pedestrian and cycle facilities will all be required. 50 Isle of Wight Council (7) Public Transport Improvements - £140,000 The Council has in the past provided funding for improving facilities which has created a more acceptable environment for bus users. The main bus operator, Southern Vectis, has always contributed. Allocation of funds at this level will enable the Council to install a high quality Urban Traffic Management system which will provide bus activated priority at all traffic signals within the package area. The intention is also to create new bus shelters with seating such that people are not subjected to the extremes of weather. Also, in rural locations, between the towns hard standing areas need to be provided where only grass verges are presently available. No one wants to stand in a mud bath waiting for a bus. With this level of finance a great deal can be achieved in advance of other measures to attract people onto buses. It is very likely that Southern Vectis will contribute further significant finance. Improvements to railway stations are particularly important, in particular ease of access. Disabled facilities are generally poor and need significant investment. Encouraging operators to invest in the provision of a safer environment in which to wait for a train is also important. (8) Newport Pedestrianisation - £400,000 This scheme has been through lengthy public consultation and there is a general acceptance that the High Street should be pedestrianised. This can be coupled with bus priority to ensure that public transport benefits from the process. The scheme creates a traffic free zone on the Upper High Street which will improve the environment dramatically. Currently, pedestrians cannot pass on the footways and therefore cross out into the road. Conflict is high throughout the length of this road with pedestrians crossing to and from shops. The road is presently one-way and narrow with parking available predominantly for disabled users. Additional improvements for pedestrians can be carried out on the lower High Street area. In tandem with the scheme bids for lottery funds have been made to enable the operation of a Shop Mobility scheme. This would require the loss of some central car parking but would provide easy access for wheelchair users to the town centre. Diverted traffic needs to be carefully considered such that it does not cause greater problems elsewhere. A one-way route has been devised to minimise the impact. At the start of the pedestrianisation a "reverse pelican" crossing is to be installed which gives priority to pedestrians and demand is made by vehicles approaching the area. They then have to wait for suitable gaps in pedestrian flow before the lights will change. This may cause some congestion for an initial period but will soon resolve itself and is essentially a demand management tool. (9) Residents' Parking - £20,000 The Council has always had the view that residents' parking schemes alone will not resolve problems and that the "full picture" has to be looked at. They are however, an essential part of parking strategy and the package process which has developed to the stage where implementation of such schemes will be required. 51 Isle of Wight Council Cowes and Ryde have some historical residents' parking schemes which have operated since long before local government reorganisation. This budget will allow these to be integrated with others throughout the towns and to link in with the rest of the strategy, such as the traffic quiet areas in Ryde. (10) Parking Control/Charging - £80,000 Parking is accepted as the main tool which highway authorities have at their disposal for influencing car usage. This budget will allow the Council to introduce new areas of on-street charging within the towns where appropriate to control the intrusion of traffic and to improve the environment. Funding will enable the implementation of a parking control system linked to the Urban Traffic Management system whereby car park usage can be influenced through appropriate signage. The private sector are getting actively involved through re-imbursement of parking fees if people spend in their establishment. This is aimed at shoppers and not commuters and therefore will aid the vitality of town centres but hopefully contain car usage to those areas the Council is happy to see them. It only relates to short stay parking so commuters cannot benefit. (11) Summary of Schemes Fig 3 shows all schemes within the 5 year package and the estimated costs associated with them. The second and third year programmes include a higher bid due to the inclusion of Ryde Interchange improvement and Coppins Bridge improvements, both of which are expensive but essential in order to fulfil the strategy. (12) Monitoring of Progress There is little point in setting objectives for integrated transport if no mechanism exists for monitoring the results. Over the next year targets will be developed which will enable the Council to monitor modal shift across each different method of travel. Monitoring will be carried out through the measurement of traffic flow, measurement of cycle flows, passenger information from public transport operators and through the public awareness campaigns. Results from the monitoring process will be carefully considered when progressing the package which may well need to be reviewed. All such information will be made available to the Government through the TPP process. 52 ISLE OF WIGHT COUNCIL PACKAGE BID - NEWPORT/RYDE/COWES Fig 3 COSTS ('000'S) Priority Scheme 1999/2000 2000/2001 2001/2002 2002/2003 2003/2004 Total 1 Safe Routes to Schools 120 150 170 170 170 780 2 Provision of Cycle Routes/Lanes 80 60 70 80 90 380 3 Pedestrian Facilities 120 100 100 100 70 490 4 Newport Pedestrianisation 400 50 - - - 450 5 Public Transport Improvements 140 80 80 50 50 400 6 Parking Control/Charging 80 30 30 - - 140 2 7 Residents' Parking 20 20 20 - - 60 7 Traffic Regulation Orders 10 10 15 15 15 65 7 Traffic Quiet Cells 50 60 60 60 60 290 7 Installation of Cycle Racks 10 10 - 15 15 50 Ryde Interchange - 300 500 100 - 900 Coppins Bridge Improvements - - 20 200 100 320 1,030 870 1,065 790 570 4,325 Isle of Wight Council 20. CYCLING/QUIET ROADS PACKAGE For many years the Council has promoted the concept of "cycle island" through the provision of segregated and integrated cycle facilities. This was funded through minor works settlements and, more recently, through a successful returned SCA bid. Cycling as an independent, single mode of travel can provide a viable alternative to the private car. It is important that facilities are improved for cyclists such that people who want to travel by this mode can do so in safety without the fear involved in travelling on a busy road. Figure 4. shows the current situation regarding cycle routes on the Island. In addition to this a "Round the Island" route has been signed which makes use predominantly of lightly trafficked roads. This route is approximately 100 kilometres in length and considerable publicity has led to it becoming an attraction in its own right. Because of the high level of tourist activity on the Island, cycling can provide an alternative to car travel for uses other than commuting. This has to be recognised as a "recreational" use which can reduce car dependency. Use of this type of travel will encourage people to cycle for different types of journey and can play a significant role in reducing car use on the Island. Visitors who cycle will add to lessening dependancy on car use. Facilities to encourage this are of paramount importance and, because of the dispersed nature of the Island's population, will provide routes suitable for most residents to commute. Coupled with this approach the Council has been developing strong links with cycling organisations with a common aim of meeting the requirements of the National Cycling Strategy. This work needs to continue and a successful "all Island" package for cycling proposals will enable the provision of many new routes, all of which will reduce car dependency. Another strategy which has recently been developed in tandem with the cycling policy is a "Quiet Road" initiative. This is similar to Jersey's Green Lanes whereby lightly trafficked roads are designated as priority areas for vulnerable users. Vehicular traffic becomes secondary and is subject to traffic management through reduced speeds and minor traffic calming where appropriate. Careful choice of routes is extremely important to ensure safety and conformance. The Isle of Wight has a highway network which lends itself to a "Quiet Roads" initiative. There are many roads which currently serve little more than access requirements although intrusion of through traffic can be a problem. The development of a network of these routes can provide a significant facility capable of encouraging cycling, walking and horse riding. The benefit to overall transport policy comes in two ways. Routes can benefit commuters and local people who wish to travel other than by car. Also they will assist in changing perceptions of how to travel and by what mode. A positive statement of intent is given by this strategy which sends the message that modes other than the private car have priority. Consultation will prove to be invaluable and the first stages of this have shown that there is support for such a proposal. Close liaison with user groups and Parish and Town Councils will provide the main source of future consultation as specific proposals are put forward. A change in attitudes and perceptions, particularly at a local level, is required to ensure that the correct routes are utilised and that vehicular traffic has a suitable alternative. This change of attitude will, ultimately, impact upon general road use across 54 Isle of Wight Council the Island and beyond. Publicity and marketing of the "Quiet Road" initiative are also programmed for the forthcoming months. A general public awareness campaign will operate through the Council's Wight Insight magazine. This aims to stimulate debate on the issues involved and raise driver awareness. Linkage of routes to schools and village facilities is vitally important because this provides a means of reducing car dependancy. Support is essential from local communities who will be the primary beneficiaries of the initiative. Initially five areas have been identified as trial areas, along with two specific routes/lanes. These are : (1) Wellow/Shalfleet (2) Brighstone/Shorwell (3) Adgestone/Brading (4) Godshill/Whitwell (5) Havenstreet plus Redhill Lane (Sandford) and Pitts Lane (Binstead). These proposal require very little investment because only minor measures are necessary for their implementation. Funding is required to carry out signing, lining and gateways (where appropriate), all of which aim to highlight the change of priority and status of these roads. An important principle is that routes do not lead to nowhere but link to other sections of highway such as bridlepaths and cycleways. This package bid combines the cycling and quiet roads strategies because they work closely together to provide additional facilities aimed at encouraging use of vulnerable modes of travel at the expense of car travel. These strategies work on the basis of providing measures to assist users rather than penalising car users. It is aimed at community involvement and encouragement which are seen as the positive way forward in a rural environment. 55 CYCLING/QUIET ROADS PROGRAMME Fig 5 BID (£'000's) PROJECT 1999/2000 2000/2001 2001/2002 2002/2003 2003/2004 TOTAL Wootton - Newport Cycle Route 80 50 - - - 130 Sandown - Newport Cycle Route 30 30 30 30 - 120 Ryde - Wootton Cycle Route - 30 40 - - 70 Medham Link Cycle Route - 40 - - - 40 Brading - Bembridge Cycle Route - 20 60 20 - 100 Quiet Roads 45 50 50 55 55 255 Wellow/Shalfleet 2 Brighstone/Shorwell Adgestone/Brading Godshill/Whitwell Havenstreet Redhill Lane (Sandford) Pitts Lane (Binstead) TOTAL 155 220 180 105 55 715 Isle of Wight Council 21. SAFE ROUTES TO SCHOOLS PACKAGE The Isle of Wight provides the ideal opportunity to take an holistic approach to Safe Routes to Schools. As far as journeys to schools goes, transport is totally self-contained. Initiatives to promote viable, safe alternatives to the car need to be structured and well targeted. Initial measures have followed along the same lines as elsewhere through either minor works or local safety schemes. However, it is often the case that a demonstrable reduction in accidents is not possible due to the lack of accidents in the first place. However, the conflict and potential for accidents do remain thus increasing fears and concerns about safety. The Council has carried out a number of successful schemes around schools with the general aim of making better provision for pedestrians, cyclists and bus users whilst often disadvantaging the car user. It has to be said that this approach can be poorly received due to the high level of dependancy on the car. Therefore an "Islandwide" approach is considered to be a more appropriate way forward. This will culminate in a programme of schemes, tailored to suit each individual school or area over forthcoming years. Consultation plays a key role in the development of such schemes and the Council has recently written to all schools on the Island requesting their views on safety and problems within the school environs. Working closely with the school will encourage both parental and pupil involvement in the measures to be provided and, ultimately, their success. This process is extremely time consuming and dependant upon resources. Therefore a programme over many years is required. This package aims to start the process over five years and future submissions will deal with ongoing development. The process needs to tie in closely with other package measures to encourage more sustainable travel. Cycling and walking should feature as the main modes of local travel for children aged nine and above. Where greater distances are involved bus provision and usage needs to be encouraged. Close working with interest groups has led to many suggestions of how to encourage children to cycle and walk to and from school. One particular, area based, project has been developed by Transport 2000 in the area of Sandown, Lake and Shanklin. This has been named "East Wight Ways" and encompasses broader issues than just Safe Routes to Schools. However, elements relating to safety and schools are included within this package of measures. This particular area can benefit greatly from links to the railway and lightly trafficked roads. This scheme has developed in close co-operation not only with the Council, but also with the Island's rail operator, Islandline, who has already given approval to use of areas of land for provision of cycleways and footways. The Council is encouraged by recent Government consultation on 20 mph speed limits and feels that use of such measures can play a lead role in developing Safe Routes to Schools. A number of current proposals would benefit greatly from a reduced speed limit and introduction, on a trial basis, in advance of definitive legislation, would be a positive benefit. The Island, being a self-contained area, provides the ideal opportunity to trial such measures. 57 Isle of Wight Council The intention of this package is to carry out six projects each year throughout the Island. At the same time active promotion of safety through traffic education will continue with the broad aims of encouraging sustainable travel. The following programme sets out initially the six projects to implement and then, more generally, approximately six projects per year. 58 SAFE ROUTES TO SCHOOLS PROGRAMME Fig 6 BID (£'000s) SCHEME 1999/2000 2000/2001 2001/2002 2002/2003 2003/2004 TOTAL Northwood Primary, Cowes 30 0 0 0 0 30 Sandown High School 50 0 0 0 0 50 Holy Cross Primary, East Cowes 10 0 0 0 0 10 Binstead County Primary 20 0 0 0 0 20 Godshill County Primary 30 0 0 0 0 30 Nettlestone County Primary 30 0 0 0 0 30 2 East Wight Ways 40 50 30 0 0 120 Continuing Programme 0 240 250 250 260 1,000 TOTAL 210 290 280 250 260 1,290 59 INDEX Page No Bridge Assessment/Strengthening .......................................................... 14, 27 Car Parking Policy .......................................................................................... 45 Cycling ...................................................................................................... 17, 54 Disabled Facilities .................................................................................... 10, 24 Executive Summary ......................................................................................... 1 Financial Summary .......................................................................................... 3 Five Year Programme ...................................................................................... 4 Floating Bridge - Cowes ................................................................................. 36 Local Safety Schemes ............................................................................. 15, 30 Packages ........................................................................................... 32, 54, 57 Pedestrian Improvements .................................................................. 18, 42, 49 Principal Road - Structural Maintenance ................................................. 13, 26 Public Transport ............................................................................................. 20 Quality Transport Partnership ........................................................................ 10 Quiet Roads ................................................................................................... 54 Railways ......................................................................................................... 43 Road Safety Education .................................................................................. 15 Road Traffic Reduction Act ............................................................................ 12 Safe Routes to Schools ..................................................................... 18, 38, 57 Transportation Policy ....................................................................................... 6 Unitary Development Plan ............................................................................... 6 Walking .................................................................................................... 18, 42 60 APPENDIX 2 Appendices are available in the paper copy of this report only. Please refer to contact name for details of how to obtain a copy.. APPENDIX 3 APPENDIX 4 APPENDIX 5
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