APPENDIX 3
CASE STUDIES
1 Demand Responsive Transport Schemes (Countywide)
2 Worthing Station Enhancements
3 Cycling - Worth Way & Worthing Sea Front
4 East Grinstead Town Centre Enhancements
5 Burgess Hill Town Centre Enhancements
6 Bognor Regis Town Centre Enhancements
7 School Travel/Safer Routes to School (Countywide)
8 Council Travel Plan
9 Parking in Horsham
10 Traffic Information & Control Centre
11 Road Safety Education,Training & Publicity (Countywide)
12 Bognor Regis Home Zone
13 Intelligent Transport Schemes (Countywide)
Case Study Locations East Grinstead
43
9 Horsham
1 Midhurst
Travel
Centre Burgess Hill
5
2 Worthing
10 Chichester 3
8 6 Bognor Regis
12
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APPENDIX 3
CASE STUDIES These schemes have proved equally popular. Increased demand
for Service 99 has resulted in a larger low-floor vehicle being
1. DEMAND RESPONSIVE TRANSPORT SCHEMES introduced.
Funding: Rural Bus Challenge Funding - £466,000 to Bookings for all these services are accessed through the Travel
set up and operate DoRIS for two years. We receive Centre in Midhurst – which is currently processing 3,000
around £800,000 pa Rural Bus Grants and provide bookings per month. The centre is now also co-ordinating the
£120,000 pa to our Accessible Transport Schemes. bookings for Surrey’s Demand Responsive Services in Tandridge
and Mole Valley and has recently won commercial contracts to
Description of Schemes deal with bookings for community bus services run by Surrey and
East Sussex County Councils.
DoRIS (a demand responsive service) was launched in September
2003, to serve residents in the vicinity of Midhurst and Petworth.
Surveys carried out in the Midhurst area as part of the EU Benefits for LTP Objectives
SAMPLUS project showed an appreciable number of households Choice - These services are playing an important role in widening
without a car and many more with only one car leaving other travel choices for residents in rural Sussex. Customer satisfaction
members of a household stranded at home when the car is in use. surveys show that 98% of passengers using DoRIS are satisfied
with the service and the price of the fare (Feb 2004).
The service operates using a combination of fixed and flexible
routes. The buses can divert from the main routes within pre- Environment - Passenger surveys indicate that 22% of people
determined limits, so passengers have as short a walk as possible travelling on Route 100, and 35% of people travelling on
to the pick-up point/bus stop.They can also be set-down as near DoRIS/Route 99 would have made the same journey by car
as possible to their destination along the same route. (2003/04). (Feb 2004)
The key to the success of the service is the Travel Centre, based Accessibility – These services improve access to services and
in Midhurst, which is responsible for taking passenger bookings. facilities for all, whether or not they have a car available. 18% of
The reservation clerks at the Travel Centre use state of the art the passengers using DoRIS and 11% using Route 99 stated that
technology to transfer passenger bookings to the bus drivers in they didn’t or couldn’t make the same journey prior to the
real time. introduction of these services. Three quarters of passengers
surveyed stated that they did not have a car available for the
The service has been a major success story in a large rural area journey they were making. (Feb 2004)
where there are few commercially operated bus services.
Patronage has grown so strongly that a second vehicle has now
been introduced, which has also reached capacity. The total
number of trips undertaken in 2005/06 exceeded 17,000. In
contrast, in its last month with a fixed route, about 10% of this
number used the previous conventional bus service. DoRiS will
be expanded to include Fernhurst, Cocking and Henley in June
2006.
The maximum adult DoRiS fare is £1.50. Children aged 5-15 and
holders of a Sussex County Card travel at half the adult price.
Under fives travel free.The buses are fully wheelchair accessible.
Other similar services which have been set up include Bus4U
(launched in 2004/05) operating in the
Petworth/Ashington/Storrington area, Route 99 (launched in
2002/03, initially as a semi-flexible service) operating between
Petworth and Chichester, and South Downs Route 100 (launched
in 2003).
A new flexible pre bookable service has recently been introduced
serving Billingshurst and surrounding villages and communities,
providing links to other transport services, access to shops,
leisure, health facilities and education. This is run through our
Midhurst Travel Centre and is part of our wish to improve
accessibility for rural areas.
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APPENDIX 3
2.WORTHING STATION ENHANCEMENT During the 3-year period prior to implementation there were 22
road casualties (7 drivers, 1 passenger and 14 pedestrians). 10
A partnership project utilising LTP funding, providing better months after scheme implementation this figure was 1.
access to Worthing Central Station. The arrangements for
pedestrians, bus users, cyclists and mobility impaired people were
unsatisfactory and the area suffered from congestion and a poor Delivery of LTP Objectives:
road safety record. Choice – Encourages greater use of rail and promotes access to
the station by sustainable means.
The following improvements were provided:
Safety – casualties on access routes much reduced.
■ Re-positioned bus stops to enable passengers to wait in the
shelter of the station canopy and to reduce the need for
Integration – Improved integration of rail service with walking,
passengers to cross moving traffic to board the bus.
cycling, bus and taxi modes.
■ Clear drop-off point and improved station concourse;
Economic Performance – Lower levels of congestion in
■ Repositioned taxi rank to allow good access, especially for
vicinity.
people with disabilities;
■ Traffic signal controlled junction at Oxford Road/Teville Road Environment – Improved visual appearance, with greater
to improve access from the station area and reliability of bus priority given to those using sustainable modes.
and taxi services, with full pedestrian crossing facilities and an
advanced cycle stop line; Accessibility – Level access provided across the forecourt.
Over 80% of wheelchair users thought that access to the rail
■ Improved overall visual appearance of the station station had improved.
environment.
These measures integrate with the Bus Quality Partnership for
Worthing. This includes selective vehicle detection for buses on
traffic signals at junctions, passenger information systems and
improved waiting/boarding facilities at bus stops. The scheme cost
in the region of £300,000.
A questionnaire survey of public transport users at the station
revealed that:
■ 95% thought that safety on the access roads had improved,
and 83% that congestion had reduced;
■ 94% thought that safety outside the station entrance had
improved;
■ 87% thought that the attractiveness of the station had
improved;
■ 97.% thought that the new crossing points had improved
pedestrian safety.
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APPENDIX 3
CYCLING The scheme cost £310,000 and there were contributions from,
Worthing BC, Section 106 and the DfT Cycle Projects Fund.
3.WORTH WAY & FOREST WAY CYCLE ROUTE
The scheme was supported at consultation by2/3 of respondents
Between 1997 and 2002 we carried out work on the old East at both concept and design stage.
Grinstead to Three Bridges railway. The resulting 7 mile long
Worth Way forms a valuable wildlife corridor and a shared use Opened in July 2004, the track is well used by walkers and cyclists,
route for walkers, horse-riders and cyclists. A second route, with over 300 cyclists and 800 pedestrians each day.
Forest Way, was implemented from East Grinstead to
Groombridge, in conjunction with East Sussex County Council.
These routes, are linked through the centre of East Grinstead, via
the town centre 20mph zone, and are designed as part of the
National Cycle Network status by Sustrans, who helped with DELIVERY OF LTP OBJECTIVES:
funding and construction, and form part of route 21 from London
to Eastbourne. Other partners included Crawley Borough Choice – Promotion of cycling.
Council, Mid Sussex District Council and Eurobell.
Safety – Much of the Worth Way route is off-road, providing a
Total cost of the scheme was £1.2 million. safe environment for cyclists. The Worthing scheme provides a
safer alternative to the busy Brighton Road.
WORTHING SEA FRONT CYCLE ROUTE
Environment – Worth Way cycle track provides a safe
2.3 km of cycle track convenient route for pupils at Imberhorne School, encouraging
from the east of use of a sustainable transport modes for the journey to school.
Worthing Town Centre During summer months around 100 school children use the route
to Lancing. The scheme every day.
forms Phase I of a three
stage scheme to
complete the National
Cycle Network Route 2
in West Sussex.
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APPENDIX 3
4. EAST GRINSTEAD TOWN CENTRE A survey of town centre visitors/users revealed that:
ENHANCEMENT ■ 95% thought the visual appearance of the town centre had
Developed, in partnership with Mid Sussex District Council and improved;
East Grinstead Town Council and local traders, to make East
■ 51% thought pedestrian safety in the town centre had
Grinstead town centre more attractive and safer for pedestrians
improved;
whilst retaining existing vehicular access. Full pedestrianisation
was discounted due to the inability of the surrounding road ■ 72.% thought wheelchair and pram access had improved;
network to take diverted traffic and the access requirements of
■ 73.% thought access to the town centre by public transport
residents and traders.
had improved;
Street lighting improvements bring the level of lighting up to ■ 82% thought access to the town centre by foot had
modern standards and improve the quality of the CCTV coverage improved;
at night. Work on the scheme commenced in October 2002 and
■ 71% thought access to the town centre by bicycle had
was completed in May 2003.
improved;
The scheme included: ■ 78% thought the new traffic calming features had reduced the
speed of cars;
■ Traffic calming features to encourage motorists to keep to
the new 20mph speed limit; ■ 77% thought their journey to East Grinstead had improved;
■ New crossing points for pedestrians, including a new zebra ■ 76% thought that overall, the scheme had made the town
crossing; widened footways at several locations to give more centre safer and more pleasan; and
space to pedestrians and reduce traffic speeds into side ■ 79% thought that overall, the scheme had addressed the
roads and a new wide paved area for community use or needs of local people.
street markets;
■ A ramp to help people with mobility difficulties between the Delivery of LTP Objectives:
upper and lower walkways; Choice – Improved environment for pedestrians, cyclists and
■ Semi-mature tree planting to soften the street scene; new public transport users.
walling around the flowerbeds and new seating; new block
paving in front of the flowerbeds to match the upper Safety – Personal safety improvements due to lower speeds.
walkway;
Integration – Improved integration of buses into the town
■ New bus stops in London Road and Railway Approach; centre.
■ New decorative street lighting.
Economic – an informed freight quality partnership enabled
During the 3-year delivery problems to be addressed, with additional loading bays
period prior to scheme provided.
implementation the
average casualty rate in Environment – Promotion of sustainable travel modes with
this study area was 11.3 priority being given to non-car users, streetscape improvements
(16 drivers, 10 and and air quality benefits.
passengers and 8
pedestrians). This Accessibility – Increased access to services and facilities for the
reduced significantly mobility impaired.
after the scheme was
completed to around 3. The scheme was commended by the RTPI in its annual design
awards.
The proportion of vehicles driven at under 20mph has
significantly increased and there are no speed enforcement issues.
The scheme cost nearly £1m (including £430, 000 from partners).
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APPENDIX 3
5. BURGESS HILL TOWN CENTRE ENHANCEMENTS The overall cost of the scheme was £308,000, of which £65,000
came from the Town Council and £47,000 from developer
We worked with Burgess Hill Town Council on a range of contributions.
schemes, from small routine highway maintenance works up to a
large scale engineering project.
Delivery of LTP Objectives:
Routine highway maintenance activities and their budgets are Choice – Improved environment for pedestrians within the town
delegated to the Town Council to undertake with their own centre and for pedestrians and cyclists on the journey to school.
workforce. They carry out weed control, road sign and bollard
cleansing, removal of low tree growth, weeding of tree wells, and Safety - Personal safety improvements through improved
maintenance of planted areas within the highway. The Town lighting.
Council contributes additional funding for an enhanced service
and uses the local knowledge of parish councillors to target Economic – Maintenance of the local road network to a high
problem areas. standard, resulting in high public satisfaction.
The Town Council sends out letters to residents, keeps an eye on Environment – Streetscape improvements.
public utility activities in the town and generally acts as local eyes
and ears. The resulting high level of local ownership and Accessibility - Street furniture was designed to cater for the
community pride can be seen in a noticeable improvement to the needs of disabled users.
street scene. Complaints regarding highway issues are markedly
lower than in other parts of the County and we want to role out
this model wherever we can.
The Twittens
Project - a twitten
being a Sussex
term for an urban
footpath remote
from a road. Over
a period of time
parts of the rural
public rights of way
network were consumed within a growing urban area. By
combining county and parish funds the team has upgraded these
footpaths to encourage walking and cycling and to provide Safer
Routes to School.
The most
significant part of
this work the
refurbishment of
the town’s
pedestrianised
shopping area,
known as Church
Walk. This was
o r i g i n a l ly
pedestrianised
over 30 years ago
and was showing
its age.We needed to repave the area and the Town Council was
not only heavily involved in the design of the scheme but made a
contribution so that higher quality materials could be used. The
result is a very attractive shopping area with high quality paving,
new streetlights and street furniture such as seats and hanging
baskets.
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APPENDIX 3
6. BOGNOR REGIS TOWN CENTRE In the 3 years before the start of
ENHANCEMENTS the scheme (2000 - 2003) there
were 8 Personal Injury Accidents in
A part-pedestrianisation scheme in the 1980’s had left the High London Road/High Street/York
Street heavily trafficked. Efforts to regenerate the town Road. For two years since the
highlighted the poor shopping environment and lack of scheme (1/3/04 - 28/2/06) there
connectivity for pedestrians between shops and seafront. have been just 3. This was not a
casualty led scheme but has
A scheme for the High Street was designed to:
demonstrated clear benefits. An
attitudinal survey will be
undertaken early in 2007 to
coincide with the 3 year
anniversary of completing the
scheme.
Delivery of LTP Objectives:
Choice – Improved environment for pedestrians and bus users.
Safety – Personal safety improvements through lower speeds.
■ Create a coherent, high quality environment, with a strong Economic – designed to improve town centre viability.
local identity and sense of place;
Environment – streetscape improvements and air quality
■ achieve streets and spaces which respect the history of the benefits.
area whilst looking to the future;
■ reduce conflicts between pedestrians and vehicles; and Accessibility – Increased access to services and facilities for the
mobility impaired.
■ improve facilities for bus users and the disabled.
The scheme cost £550,000.
Pedestrian movements through the High Street were improved
through re-aligned footpaths and increased widths. Improved
access for people with mobility impairments; improved road
crossing facilities and vehicular speed restrictions were
introduced through signage and threshold design devices.
To improve the
night time
experience of
the town centre
we placed new
light fittings on
the buildings,
feature lights at
the gateways,
banner poles,
up-lighting to
trees and lights
within the tree canopies. To encourage social activity areas for
street cafe space were designed into the scheme with widened
pavements and space for organised events and informal
performances.Additional trees soften the views and add seasonal
change. The tree positions were co-ordinated with CCTV
positions and the species have light foliage, a small canopy and are
tolerant of salt air.
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APPENDIX 3
7. SCHOOL TRAVEL/SAFER ROUTES TO SCHOOL Thakeham Village Primary School - An example of
Improving Accessibility
We work with schools,Young Transnet, our Youth Committee and
our Education Service on transport issues. Parents of children travelling to Thakeham Primary School were
put off walking to school because they had to negotiate the busy
Our School Travel Plan Team, brings together the School Travel B2139 that had no footpath.
Advisory Service, Schools Transport and Safer Routes to School
to encourage sustainable, healthy and safe travel to schools across
the County.
To secure quality travel plans and changes in travel behaviour we
developed an accreditation scheme that grades plans in 3 levels.
This process has helped deliver the Healthy Schools initiative
across the County (72 schools now accredited).
Before After
The school prepared a travel plan that identified that over 50% of
pupils would prefer to walk as opposed to the 4% who actually
were. A new rural footpath was provided which runs along the
edge of a local field completely avoiding the road and the numbers
walking immediately rose to over 25%.The scheme has been
welcomed by the rest of the village community and has improved
Children of Lyndhurst First School and their new crossing access to local services.
By the end of LTP1, 232 schools have submitted travel plans. Of The scheme cost around £60,000.
these, 154 plans were at Travelmark accreditation level 1, 8 with
level 2 and two at the top level.
We have introduced safer routes to school measures at 80
schools including 12 safety zones, 10 new entrances and new cycle
parking at 30 schools.
Our new Local Area Agreement (LAA) includes stretch targets
for cycling and walking to school and for bus patronage. Though
not primarily casualty driven, savings have been achieved through
our Safer Routes to School measures with excellent rates of
return being achieved.
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APPENDIX 3
8. COUNCIL TRAVEL PLAN Delivery of LTP objectives:
We have invested in our Staff Travel Plan both to encourage Choice – promotion of cycling, motorcycling, car-sharing and
sustainable travel and provide a good practice example to other public transport use, by making it more affordable, providing
businesses in the County. appropriate facilities and promoting the benefits.
This has involved: Safety – Through driver training programmes.
■ Encouraging staff to use pool vehicles, where car is Environment – Encourages use of more sustainable transport
the only practical option. In 2005, we demonstrated the modes for journeys to work and business travel.
financial benefits of LPG vehicles, saving £9,000 from our car
mileage budget. This was spent for staff Travelwise measures. Accessibility – Provision of adult cycle training for staff with
■ Car park management measures to reduce short Special Educational Needs. Use of technology (through
distance lone car commuters. We introduced car share www.westsussex.org.uk) to make car-sharing more accessible.
bays and a charging scheme implemented in 2006, with staff
paying between £100 and £200 pa for entry to the car park.
Income will be used for further staff Travelwise initiatives.We
have developed and promoted our internet car share scheme
(www.westsussexcarshare.com) together with a separate
system for staff based at schools. We currently have 120 staff
registered (with about 670 in the public scheme). Current
performance suggests that the scheme is saving 250,000
miles per year and reducing annual CO2 emissions by over
50 tonnes.
■ Driver Awareness Training aimed at high mileage car
drivers with 2 or more blameworthy crashes during an 18
month period. Over the last 5 years we have run 18 courses
for 144 staff. In addition, younger staff are given the option
of attending our Young Driver Training course, funded from
our PSA.
■ Cycling and Motorcycling – We supported national
Bike2Work day events throughout the life of the plan. We
worked extensively with Evans Cycles who have attended
many of our events and undertaken bike safety checks as part
of our biker breakfast events. During spring 2003, the
County Hall staff shower facilities were upgraded and
expanded and opened on Bike2Work day. To further
encourage cycling on business journeys we have invested in
three pool bikes and increased our cycle mileage allowance
in line with the Inland Revenue tax threshold. In addition, we
reviewed our motorcycle/scooter loan criteria by linking this
to insurance grouping rather than engine capacity. This
enabled staff to select from a broader range of Powered Two
Wheelers. We have made improvements to covered bicycle
and motorcycle parking at County Hall, and introduced cycle
racks, motorcycle parking and pool bikes at our new office in
Bognor. Over the last 5 years we have supported 20 bike
loans and 4 motorcycle loans and 94 passenger transport
season ticket loans.
■ Rail – We offer staff interest free loans to assist with the
purchase of tickets. Staff can now claim back the cost of a
rail Network Card, provided that the savings made on
business journeys covers the cost of the card. Staff can also
use the card for private journeys.
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APPENDIX 3
9. PARKING IN HORSHAM
Throughout the Plan period we continued to introduce CPZs and
develop strategies for public parking with our District Councils to
manage traffic. The work in Horsham demonstrates how a
package of measures can achieve the best results.
After - Example of how CPZ has been effective in reducing on-street all
day parking
■ Variable Message Signing across the town – to provide
information about parking availability.
■ The introduction of Local Authority Parking
New Horsham Bus Station Enforcement (Jan 2006).
■ Park-and-Ride - Hop Oast Park-and-Ride opened in Delivery of LTP objectives:
October 2002. 6 buses an hour terminate at a new-state-of-
the-art Bus Station, which was opened in March 2003 with Choice – Provision of a high quality bus service into the town
developer funding. The Park & Ride service has proved very centre.
successful and was used by 82,000 passengers in 2004/05.
Safety – Effective enforcement reduces incidents of
A survey of users (March 2004) showed that 75% used the inappropriately parked vehicles.
service due to ‘convenience’, 59% because of the ‘cost’ and
39% due to limited parking in the town centre. 94% of users Economy – Increased availability of short stay parking around
were satisfied with the service, and 72% stated that they the town centre, for shoppers and visitors.
would like to see more park and ride facilities in West
Sussex. Environment – Encourages use of more sustainable transport
modes for journeys to the town centre. Less circulating traffic
■ Management of on-street and off-street parking – In searching for a parking space. Visual improvement and streetscape
June 2003, a Controlled Parking Zone (CPZ) was introduced enhancements to streets around town centre.
in Horsham Town Centre. This was designed to stop all day
commuter parking in the town, whilst improving conditions Accessibility – Appropriate parking provision for residents in
for residents. At the same time off-street charges were residential areas. Greater availability of disabled parking bays
increased to encourage use of the park-and-ride scheme and through enforcement. Improved short-stay parking availability
more sustainable modes. around Horsham Hospital.
Before - Example of parking in Horsham
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APPENDIX 3
10.TRAFFIC INFORMATION & CONTROL CENTRE
As the number of our ITS systems increased it became apparent
that the systems would provide better value for money if
managed and maintained in an integrated manner. This not only
ensures that systems are fully utilised and maintained, but also
assists our response to the requirements of the Traffic
Management Act (2004).
An opportunity arose with refurbishment of one of the Council’s
main offices. The Travel Information and Control Centre was
completed in December 2005, with a full-time operator starting
in March 2006.
Benefits of the Control Centre:
To enable the integration of ITS systems to achieve improved
management of the transport network and to facilitate the co-
ordinated dissemination of reliable information to the travelling
public. Data is collated and analysed within the Centre and
information disseminated via the website and, in time, by the
media and variable message signs.
Other benefits
■ Highways and Transport Area Offices – weather
observation/‘Snow watch’
■ District/borough Councils – sharing of CCTV functionality
■ Emergency planning and response – integration with the
Council’s emergency centre and links with the emergency
services
■ Integration with neighbouring authorities and other agencies
(e.g. Highways Agency)
UTMC Compliant Common Database
A Common Database based on Urban Traffic Management and
Control (UTMC) standards brings together the data from the
stand-alone ITS systems in order to achieve improved
management and the co-ordinated collation of information. This
enables the exchange of data between the Council, neighbouring
authorities and third parties, as well as providing improved map-
based information via the Council’s website.
Benefits to Customers (road users)
The establishment of the Centre allows us to share up-to-date
information on the condition of the road network including road
traffic incidents and congestion hotspots. The availability of
reliable information will enable the public and businesses to make
informed, planned decisions on when and how to travel and/or
any extra time that might be required for their journey. From a
commercial point of view, businesses should benefit from more
efficient delivery of goods by identifying the best route to take
and avoiding congestion hotspots.
130
APPENDIX 3
New Traffic Control and Information Centre layout
Control Centre in operation
131
APPENDIX 3
11. ROAD SAFETY EDUCATION,TRAINING AND This was boosted by a series of high profile assessment days
PUBLICITY funded from our pathfinder status, as reported in the Surveyor.
Priority activities for education have been: In addition, we undertook publicity campaigns to give guidance on
avoiding risks and worked closely with Sussex Police at known
■ footsteps - a training programme for child pedestrian safety.
rider gathering points. We now work in partnership with Sussex
Over 2,550 pupils received Footsteps training.
Police to run an ongoing BikeSafe scheme, so the Pathfinder
■ cycle training - offered to all primary schools across the project continues on a permanent basis.
county. Nearly 35,000 children participated.
■ walking bus - new schemes were introduced.
■ driver training - expansion of training includes pre-driver,
employee, mature drivers and our driver improvement
scheme run jointly with Sussex Police.
■ motorcycling - rider assessment schemes. 58 people were
assessed.
■ speed commitment - widespread participation in
conjunction with community speed watch and engineering
schemes (around 20 communities each year).
■ publicity - 44 campaigns targeting drivers and motorcyclists
were undertaken.
■ senior drivers assessment programme - a joint scheme
with primary care trusts to assess senior drivers and to
advise their GPs
■ young driver training scheme - this focussed on the
highest risk user group, and has involved over 1,200 17 – 25
year olds. Feedback from drivers on the course indicates that
attitudes to risk and speed awareness can be significantly
improved, with the potential to lower the likelihood of
involvement in crashes.
Motorcycle Assessment Scheme
Young Driver Training in action at Goodwood
In 2003 the percentage of fatalities from motorcycles was 15% but
in 2004 it was almost 26%, almost exclusively on machines in the
600cc-1000cc range. Actions to reduce casualties amongst
motorcyclists included encouraging more training for riders of all
ages, particularly for people returning to motorcycling after a
break.
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APPENDIX 3
12. BOGNOR REGIS HOME ZONE
Our first Home Zone scheme was in Bognor Regis and cost
£510,000.
A steering group of residents,Town, District and County Council
representatives, the emergency services, local schools, and local
groups oversaw the project. Following extensive consultation, the
vast amount of residents supported the introduction of the Home
Zone.
Extensive consultation included leaflet distribution to all homes in
the area; establishment of a local resident’s group, exhibitions and Bognor Regis Home Zone area ‘After’
workshops, household and business surveys and ‘design a logo’
Delivery of LTP Objectives:
competition. An important aspect of the scheme was to engage
the community throughout design and development. Choice – 54% of residents in the Home Zone now walk or cycle
more often.
There’s been a dramatic
transformation of the Safety – Casualty rates are improving. Most Home Zone
street scene from the residents feel safer walking (70%), cycling (60%) and crossing the
traditional road flanked road (76%). Fewer residents in the Low Speed Zone consider
by pavements with traffic speeds to be a problem (90% in 2002, 80% in 2005).
indiscriminate parking
to a new, safer, Environment – Priority is given to pedestrians and cyclists in
pedestrian friendly the Home Zone. Streetscape improvements mitigate the impact
landscape where cars are compelled to travel at speeds no higher of transport. Fewer residents in the Low Speed Zone perceive
than 10mph. There are over 35 roads within the Home Zone traffic noise to be a problem. (50% in 2002, 40% in 2005)
incorporating low-speed zones of 20mph.
The injury accident rate for the area has fallen, in particular the
number involving children (a principal objective of the Zone).
In the three years prior to work there were 41 injury accidents
in the Low Speed Zone and Home Zone area, 16 of which
involved children. In the 13 months since completing the scheme
there have been 6 injury accidents, 1 of which involved a child.
There have been no injury accidents in the Home Zone.
The scheme has been completed too recently to make firm
conclusions, on the accident data but the early indications are
encouraging.
Extent of Scheme and Safety Zone incorporating
4 schools
Bognor Regis Home Zone area ‘Before’
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APPENDIX 3
13. INTELLIGENT TRANSPORT SCHEMES Delivery of LTP objectives:
Our ITS Strategy covers applications for traffic management, Choice - provision of information to the travelling public to
payment systems, public transport management and information enable better travel choice and better bus facilities
systems, and supports a number of related transport strategies
including our Passenger Transport and Road Safety. Safety - better signing and traffic control reduces conflicts
To spread the costs schemes are phased in, such as with Real Time Environment - reduction in unnecessary car travel through
Passenger Information (RTPI). The first phase covered buses better information and technology
operating out of Stagecoach’s Worthing depot and twelve on-
street displays. Subsequent phases will take in other coastal Accessibility - good information improves access to town
towns. centres by all modes.
The introduction of car park variable message signs in Worthing,
Crawley and Horsham has been successful. They were
implemented in partnership with the relevant district/borough
councils, with installation and ongoing maintenance jointly funded.
■ We started in Worthing in 2002. At 4 car parks we located
12 LED signs at a cost of £116,000.
■ Next was Crawley in 2003. At 4 car parks (NCP and County
Mall Shopping Centre), we located 11 LED signs in the town
centre at a cost of £117,000.
■ Most recent was Horsham District Council in 2004. At 4 car
parks, we located 11 LED signs at a cost of £99,000.
Information on the availability of spaces within car parks is
displayed on street via variable message signs and will be provided
on our Council’s website so that the travelling public can check
before leaving home.
134