APPENDIX B

Progress, and initial findings, on the practical aspects of transport

i) Parking policy / Park & ride - The local public perception is that car park charges are too high and applied in too many locations, especially in Newport. Visitors, however, tend to accept that the charges are reasonable and not as high as many mainland towns. It would appear that current charges have not been so excessive as to deter drivers from driving into and parking in Newport. The application of differential charging for different times of the day is one possibility for helping to manage peak time congestion. Studies show that there is generally sufficient car parking spaces in the town and the current levels of charges and space availability have not led to a significant switch from cars to other modes of transport for those travelling into Newport and other major towns on the Island.

There is a view that Park & Ride has limited value for the Island – it can reduce congestion at peak times, but it does little to encourage a shift from cars to buses (the point is to try to get a switch for the whole of a 10 mile journey, not just for the final mile). An alternative view is that it does at least get car drivers used to some level of public transport usage

There has been some success with the Cowes Park & Ride scheme, mainly due to the physical limit on available parking in the town itself. There is some potential for further schemes around Newport and these will be examined in the light of developments within the town.

ii) Funding – Various sources of funding are being investigated.

Various plans were being developed for the second round of Local Public Service Agreement targets, including reducing alcohol-related crime (assisted by better provision of late night buses / taxis), better co-ordination of demand responsive buses, and school and workplace travel plans. Unfortunately that potential source of funding has now been put on hold by the ODPM, but work will still continue in those areas..

There is currently a target under LPSA1 to increase the number of cycling trips and ongoing efforts are needed to ensure that this is achieved.

iii) Taxis – Research is being carried out into increasing the efficient use of taxis between “Education” and “Social Services” clients.

The issue of taxi de-zoning is still under consideration.

iv) Health-related travel – information is being sought, through working with the local Health and Voluntary sectors, as to the overall size and nature of “health travelling market”. Proposals to the ferry companies are being formulated, together with a practical implementation and recording system.

v) IWC internal improvements – there are already proposals for limited work-place car-parking charges. In terms of incentives, cheaper bus travel for regular users is being explored. There are a number of minor changes that could be introduced to steer staff more towards travelling by bus or other means, when carrying out their duties, to change the car-travelling culture over time. Significant change could be instigated through developing “personal travel plans” for all staff.

vi) School Travel Plans – any school re-organisation will have a big impact on travel and could involve a corporate restructuring of school transport. The School Travel Plan Advisor is doing a lot of work on issues including how to get students themselves involved and how to change parents’ attitudes. An initial proposal has been put to the DfES, under the School Transport Bill, involving a network of School Travel Co-ordinators and the future restructuring of home to school transport.

vii) Workplace Travel Plans – the main aim of these plans is to reduce car use by encouraging other means of travel such as public transport, walking, cycling, and car sharing. The main outcomes are then reduction in congestion, improved environment, and healthier staff.

The initial drive should be on major employers in Newport, such as the IW Council.

viii) Development of Cycling – the Cycling Promotion Officer is trying to meet the LPSA target to triple the amount of cycling, working with SUSTRANS, getting staff trained in cycling issues, helping to develop the use of Section 106 agreements and working with the Healthy Schools Project and the PCT to progress the health advantages of cycling.

ix) Guided bus route – this is the potential to replace the current railway line with a road, serving as a public transport corridor. The advantages would be to lose the need for heavy rail subsidy on a route that is increasingly expensive to maintain and replace it with buses that could link seamlessly into the main road network and operate at a profit. The disadvantages are the amount of initial investment required, a question over passenger capacity and losing the current efficient and popular rail network. There is longer term potential for this option, but it would be critically dependant upon Government Departments agreeing to fund the initial investment in return for reducing the need for rail subsidy.

x) Research into current transport habits - a major public questionnaire is planned to get an overall picture of peoples' current travel patterns

xi) Options for the provision of bus transport - a range of options is under development, including the wider role of Wightbus in public transport