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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

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                                        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.


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                                      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

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                              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

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                       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.

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                        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




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                              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


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                                      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%


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                                     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.




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                                       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.

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                                       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

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                              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.




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                        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.




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                        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




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                        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.



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                        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.




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                              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.




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                             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.


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                              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



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                             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

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                      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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