PAPER F

Pedestrian Area Improvements

Hampshire Services were commissioned to produce a masterplan for the pedestrianised section of the High Street, along with low-key interventions in Town Square and Minghella Square. The outputs of this work are attached as papers 1a and 1b (masterplan and cost plan respectively). In addition, they have produced a report into feasibility of options for using a barrier to reduce driver infringement of the pedestrian zone, attached as paper 1c.

Masterplan Proposals

The proposed approach to the pedestrian area includes

• Creation of an improved entrance from Garfield Road, with paving slabs to match those to the north of Garfield Road, and a narrow vehicle entrance in matching concrete blocks. Vehicle entrance is narrowed by planters either side to ensure vehicles accessing the pedestrian area have to do so slowly. Kerb detailing should emphasis the main road bending right into Garfield Road, with double yellow lines also following the curve of the main road, to reduce the sense of the existence of a vehicle route into the High Street. Use of large planters to create a greener and more pleasant appearance at this “gateway” to the pedestrian area, with integrated seating and cycle parking.

• After the gateway, a change in surfacing material to wall-to-wall concrete blocks with no clearly delineated pedestrian and vehicle areas.

• Vehicle route through the street to be controlled through positioning of planters to avoid a straight route which can be driven at speed. Creation of informal pull in areas to allow for loading, without marking specific areas.

• Planters at regular intervals to act as traffic calming/guidance and add greenery to the street, with permanent planting aimed at maximising sustainability. Some planters to include integrated seating, others with benches placed adjacent to create pleasant seating areas.

• Star Street entrance/exit to feature planters placed to provide a narrow vehicle exit and include seating and cycle parking.

• Addition of three trees along the boundary between Anglesea Street and Town Square (replacing bollards) with shaded seating underneath the tree canopy. Addition of a new tree in the empty tree pit in Town Square.

• Two planters alongside High Street buildings’ side elevations on Anglesea Street.

• Replacement of bollards with three planters, cycle parking and new benches at the western end of Minghella Square.

  Masterplan Costs

  Hampshire services have also produced an indicative cost estimate for the project. Costs were estimated at £1.5m, and if an optimism bias of 44% is applied this brings costs to £2.25m. Based on experience from other projects these costs appear higher than anticipated, but until further design work is undertaken it will not be possible to obtain more reliable cost estimates.

  The remaining HAZ budget for public realm work is £500,000. As anticipated, it will only be possible to deliver part of the Masterplan work unless additional funding can be secured. A decision on an application for Levelling Up Fund finance is expected this month, and this project was included in IWC’s submission. There may also be opportunities in the upcoming Active Travel Fund round.

  Barrier Feasibility Study

  The barrier feasibility study presents three options:

• Installation of a locking bollard inset from the Garfield Road junction, allowing vehicles needing access to pull off the carriageway to unlock the bollard.

• Installation of a locking bollard at the edge of the carriageway, set in a row of fixed bollards along the kerb edge.

• Only undertake streetscape improvements, relying on these changes to dissuade drivers from entering the pedestrian area when not permitted.

Pros and cons of each approach are set out from P27 of the report.

The report highlights significant costs attached to opening and closing the barrier and the report recommends that the third option is adopted, relying on other physical changes to the street to improve compliance with the vehicle restrictions.

While not addressed in this report, a fourth option could be considered. This would include the installation of a lockable bollard, but with the bollard deployed on an “as and when” basis. This would enable a period of continuous use after introduction, to force a change in driver behaviour. The bollard could then be removed/dropped, essentially reverting to option 3. There would be the option to reinstate the bollard either for specific events or for a period of time if abuse of the restrictions became more widespread again.

SuDS Option

In addition to the work carried out by Hampshire Services, discussions with Southern Water and their retained landscape architects, Groundworks, have continued around the potential to include Sustainable Drainage Schemes (SuDS) in the scheme, at Southern Water’s costs. They propose replacing some of the planters with rain gardens, landscaped planting areas in the street designed to attenuate water flows and reduce pressure on the combined sewer system. Other elements of the design would be retained. Some paved areas could use permeable paving, subject to an assessment of the cost/benefit of doing so.

At this stage it is anticipated partnering with Southern Water could increase the amount of greening on the street, and the sustainability (reduced watering requirements for example). It will also reduce project costs with the planting areas paid for by Southern Water, reducing expenditure on planters and planting on the core project. It may also enable interventions in the two squares to be largely funded by Southern Water, focusing the core budget on the High Street.

Revised designs showing use of rain gardens are not yet available but are being worked on by Groundworks.

A number of decisions are required at this stage to agree the approach to delivering the project.

Decision 1 – Proceeding with detailed design

Option A – Proceed with detailed design work as per the masterplan, subject to necessary/desirable changes identified during the detailed design process

Option B – As Option A, but revising designs to incorporate Southern Water’s SuDS initiatives, with overall design decisions remaining with the HAZ project.

Decision 2 – Priority for physical works

Option A – Prioritise the north and south entrances to the High Street for early delivery.

Option B – Prioritise the northern entrance and continuation as far south from this point as achievable.

Decision 3 – Physical Barrier

Option A - Pursue option one or two from the report (including a locked bollard) subject to agreement from IWC Highways regarding the operational highways aspects and Ryde Town Council regarding management of the bollard.

Option B – Not include physical access control in the scheme, relaying on other streetscape changes (option three from the report).

Option C – As Option A but with the express intent of non-continuous use of the bollard

PUBLIC HOUSE‌‌‌

NOTES

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EXISTING PROPOERTY RAIN WATER PIPE

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EXISTING LIGHTING COLUMN TO REMAIN EXISTING ENTRANCE TO PROPERTY

PROPOSED TEGULA CONCRETE BLOCKS

PROPOSED GATEWAY MOORDALE FLAGSTONE PAVING

PROPOSED GATEWAY CONCRETE SETTS (SPEC TBC)

PROPOSED PLANTER MOUNTED SMALL BENCH

PROPOSED PLANTER MOUNTED CYCLE PARKING

PROPOSED BENCH (TYPE TO BE AGREED)

PROPOSED FREE STANDING PLANTER (TYPE TO BE AGREED)

PROPOSED TREE

PROPOSED TREE IN EXISTING TREE PIT

LISTED BUILDING

PROPOSED LARGE TREE PIT

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LOCATION PLAN

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ECONOMY, TRANSPORT AND ENVIRONMENT DEPARTMENT STRATEGIC TRANSPORT

DS

CHECKED

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APPROVED

12.11.2022

SHEET NUMBER

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DRAWING NUMBER

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JOB No. R.J508217.01

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SUIT

REV

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STUART JARVIS BSc DipTP FCIHT MRTPI: DIRECTOR OF ECONOMY, TRANSPORT & ENVIRONMENT CP

RJ508217 -ECH- HGN-82000897 - DR- HE- 0002

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© CROWN COPYRIGHT AND DATABASE RIGHTS 2022 ORDNANCE SURVEY 100019180

LOCATION PLAN

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CONSULTANT

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CAD

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DATE

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ISLE OF WIGHT

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GENERAL ARRANGEMENT

ECONOMY, TRANSPORT AND ENVIRONMENT DEPARTMENT STRATEGIC TRANSPORT

DS

CHECKED

HW

APPROVED

12.11.2022

SHEET NUMBER

1 OF 1

DRAWING NUMBER

RYDE HAZ

JOB No. R.J508217.01

SHEET 1 of 2

HCC CAD PLOT: 22/12/2022 11:10:00

SUIT

REV

SUIT REV AMENDMENTS DATE CAD CHKD APPD

STUART JARVIS BSc DipTP FCIHT MRTPI: DIRECTOR OF ECONOMY, TRANSPORT & ENVIRONMENT CP

RJ508217 -ECH- HGN-82000897 - DR- HE- 0001

S2 P 01

Pricing data has been witheld by IoW & their PFI contractor. So no pricing comparison can be done. Rates used are base

Ryde Heritage Action Zone Public Realm Project

High Street Barrier Feasibility Study

Summary Report

For:

Isle of Wight Council, in respect of the Ryde Heritage Action Zone November 2022

Hampshire Services

Economy, Transport & Environment Department

Hampshire County Council

Elizabeth II Court

Winchester

Hants SO23 8UD

www.hants.gov.uk/sharedexpertise

F - 7

Page 2 of 57

Table of Contents

1. Introduction 5

   Context 6

   Project Brief 7

2. Current layout and background information/data 11

   Description of current physical layout and condition of the study area 11

   Accessibility 16

   Casualty Data 16

   Traffic Regulation Orders 16

   Access to Mill Lane 18

   Business survey and loading requirements 19

   Early proposals developed by Hampshire Services 19

   Road Safety Audit 1 Report and further discussions 20

   Traffic Surveys and Data 20

   Café Culture 21

3. Proposals for Phase 1a: Catalyst Project 23

4. Proposed Barrier at the northern entrance to the High Street 27

   Comparing the three options 27

   Alterations to Traffic Regulation Orders 32

   Demand for Loading Bays 33

   Summary of Recommendations for Further research 34

5. Conclusions: Summary of Options and Next Steps 35

Appendices 37

Appendix 1c: Existing Traffic Regulation Orders: Plans showing Waiting restrictions 38

Appendix 1c: Existing Traffic Regulation Orders: Plans showing Waiting restrictions 39

Appendix 2: RTA Data for two directly relevant Accidents in the area 40

Appendix 3: Business Delivery Questionnaire Returns November 2021, Anonymised 41

Appendix 3: Business Delivery Questionnaire Returns November 2021, Anonymised 42

Appendix 4: Plan showing Early Draft Options for proposed locations of Bollards/Barriers in Ryde High Street (August 2021) 43

Appendix 5: Plan showing Circulation of Vehicles for Grace’s Bakery in Victoria Street Car

Park 44

Appendix 7a: Traffic Regulation Order Infringement Study: Schematics 45

Appendix 7b: Traffic Regulation Order Infringement Study: Summary 48

Appendix 8: Bollard Management and Types 54

1. Introduction

   
   

   1. Hampshire Services were commissioned in 2021 by Ryde Town Council, on behalf of the Client, Ryde Heritage Action Zone (HAZ) Steering Group to undertake the development of a concept masterplan for the HAZ focussed on the High Street, from St. Thomas’ Square to St. Johns Road. Subsequently, the Client has instructed Hampshire Services (the project team) to limit the project area to that of the pedestrianised High Street together with Minghella and Town Squares (Phase 1) to reflect the current funding situation. To underpin the design-work the Client commissioned this feasibility report, the Ryde HAZ High Street Barrier study.

      
      

   2. The purpose of the study is to identify appropriate highway improvements to provide improved traffic management through the pedestrianised area, in particular discouraging unauthorised vehicles and vehicle movements. The project brief was set by Highways, Isle of Wight and agreed 11 February 2022. The key focus for this study is the High Street, from and including its junction with Garfield Road to the North, up to and including its junction with Star Street to the South (see Figure 1.1 below).

      
      

      

      Figure 1.1. Ryde Heritage Action Zone, Phase 1 Concept Masterplan Area and focus of High Street Barrier Study.

      Context

   3. Ryde Town Council, with the support of the Isle of Wight Council submitted a successful bid to Historic England, to fund improvements to Ryde Town Centre. Ryde has been designated as a Heritage Action Zone (HAZ) with a series of projects defined, and an implementation period planned to run from 2020 to 2024. The High Street Heritage Action Zone (HAZ) focuses on Ryde High Street between the junctions St. Thomas’ Square to the north and St John’s Road to the south. The key project area addressed as part of this study is the pedestrian zone, situated within the centre of the HAZ (shown by the main area of green tone in the HAZ Scheme Programme plan Figure 1.2. below).

      
      

      

      Figure 1.2. Ryde Heritage Action Zone (HAZ) Extents, Plan from the Ryde High Street HAZ Scheme Programme

   4. Hampshire Services has also been engaged by the Ryde HAZ Steering Group to undertake the development of parameters plans and a concept masterplan for the Ryde HAZ Public Realm. In association with the master planning work, several small feasibility studies were identified, to determine the most appropriate way to resolve specific issues, of which this report is one.

   5. Concerns have been expressed about driver behaviour and pedestrian safety. Inappropriate parking and irregular and illegal vehicle movements, an abuse of the existing Traffic Regulation Orders (TROs), have also inhibited an inclusive and

      convivial ‘café’ culture, which many town centre pedestrianised shopping streets enjoy. This report sets out to identify critical issues and provide options for managing vehicle access to the pedestrianised section of the High Street. The results of this study should assist in helping the Ryde HAZ fulfil the objectives outlined in its scheme programme. As stated in the scheme programme:

      “The lack of full pedestrianisation results in unsatisfactory ambiguity about the

      street’s pedestrian status. Local traffic often uses the High Street as a short cut,

      notwithstanding the current measures, which, combined with the dislocation from

      Union Street, creates a highly unsuccessful pedestrian experience. ….”

      This study will build on Ryde’s active partner organisations many ideas for activities and events that currently lack a successful outdoor space on which to focus and/or suitable premises.

      Project Brief

   6. The brief set out the following expected outcome:

      an options report with feasibility designs for two or three schemes showing the physical works and TRO changes required to implement each of the traffic management regimes being considered, with benefits and disbenefits examined for each option.

   7. Key areas for consideration set out in the brief were: Traffic Management regimes to consider are:

      • No vehicles at any time

      • Direct access to shops at existing restricted times for deliveries

      • Direct access to shops at existing restricted times for deliveries and maintain access to Mill Lane for ad hoc deliveries.

        The report should outline all significant constraints, safety concerns, and issues considered to formulate the proposed schemes.

        Issues the brief described for consideration included:

      • Requirement for additional loading bays

      • Alternative delivery options for Grace’s Bakery

      • On-going access to nearby residential properties

      • Location of utilities and implications on barrier/bollard selection

      • Visibility of barrier/bollard

      • Enabling emergency access at all times

      • Operational management of options

      • Examine scale of existing TRO abuse

      • Proportionality of cost for impact on safety

      • Impact on adjoining roads.

        The above list was not considered to be exhaustive but identifies the key issues to be covered.

   8. In addition to the stated project brief, it is worth noting that the schemes developed need to be able to consider a flexible time frame for delivery of other key aspirations for the wider area. This was taken into consideration in the proposed scheme that has been developed, in that it can be inserted into the currently layout of the High Street and associated junctions but will also tie in with the concept masterplan proposals. This allows flexibility in delivery whilst also reducing the potential for

      abortive work, as the barrier project could be delivered either before the overall masterplan proposals or be incorporated into the master plan development.

   9. A draft scheme for the improvements to the High Street pedestrian zone, between Garfield Street and Star Street has been consulted on through the Public Engagement Programme. The diagrammatic plans for the proposals are described in Chapter 3 and show in Figure 3.1. The online consultation was live from 22nd June to 27th July 2022, and with several walking tours that occurred in July 2022. Of the 37 online responses 54% agreeing/strongly agreeing with the proposals to improve the Northern and Southern Gateways. Consultation feedback demonstrated overall support for the proposals, with a focus on spending the existing limited budget on proposed Gateway improvements to the pedestrian zone. Some feedback from the Walking Tours is described below:

      “Participants overall liked the initial concepts, the playful approaches, and the decluttering aspects of the design concept. However, the feedback also included a requirement for the design to be braver and focus on areas that needed more attention than others. Three common concerns from most participants included:

      • A need to see quick wins, with interim fixes to improve the space and test-bed ideas for longer term gains; it was felt that “developing a 10-year strategy with community engagement was more realistic”.

      • Uneven tarmac surfacing through the whole street needs replacing as a top

        priority.

      • Vehicles travelling up the high street was still an issue - 17 cars were noted within one hour on the last walking tour, as an example.” (page13, Consultation Summary Paper, September 2022, Feria Urbanism).

   10. The sketch proposals for the Gateway treatments (Phase 1a Catalysts Projects) at each end of the pedestrianised area are designed to demonstrate a change in character using current available funding. This provides a strong visual and physical signal to pedestrians and drivers alike that this is a pedestrian zone. It also provides a structure to the space between, through the regular positioning of planters and other street furniture which will direct vehicle movements and enable zones for external café space to be made available. Phase 1a, also ‘sets the tone’ for the future improvements throughout the whole of the pedestrian zone for the High Street to be implemented when further funding becomes available, through the choice of paving materials, street furniture and detailing. Each phase is designed as a stand-alone project that will function without subsequent phases being implemented, and which won’t require physical alterations to be made as and when those future phases are realised.

       

       
       

       Figure 1.3. Example of vehicle use of Pedestrian Zone, circa 11am (outside 6-10am loading period). Photo taken 19 May 2021

       

       
       

       Figure 1.3. Sketch Proposals for Phase 1a Concept Masterplan ‘Gateways’ shown in the Public Consultation July 2022.

2. Current layout and background information/data

   Description of current physical layout and condition of the study area

   
   

   1. The pedestrian section of the High Street, between the junction with Garfield Road and Star Street is approximately 190 linear metres long.

      
      

   2. The surface across the pedestrian zone is more or less level, with no kerbs but with dished blockwork channels on both sides following the line of what would have been conventional kerb lines prior to pedestrianisation circa 1990. The width between buildings varies from around 8m to 11m and the ‘footways’ as defined in the paving by the channels described below are relatively narrow at around 1.5m wide on average.

      
      

   3. There is a mixture of paving materials along the High Street. The typical configuration is:

      • a central ‘carriageway’ of tarmac.

      • red brick dished drainage channels on either side of the central ‘carriageway’ and

      • red-brown concrete block, or red-orange concrete block in a herringbone pattern is laid in the former ‘footway’ sections of the High Street, i.e., from the back edge of the drainage channel to the building line.

        
        

   4. In terms of condition, materials are worn and in need of improvement, with the central tarmac carriageway in particularly poor condition. This central section giving the appearance of a live carriageway for motorised vehicle use. There are patches and repairs in various colours and materials in places and again in some locations the surface is relatively uneven.

      
      

   5. Surface water is dealt with by gulleys in the dished channels and to allow for works to be phased it is proposed to make only minor alterations, if any, to this arrangement.

      
      

   6. Along the length of the pedestrianised area, there are five areas where street furniture is grouped on build out areas of block paving extending into the tarmac surface. The implementation of this streetscape dates to the 1990’s but may be earlier in origin. The street furniture appears dated and in need of attention.

      
      

   7. The Northern vehicular entrance to the pedestrianised area does currently form some sort of visual gateway in that there is a pinch point in the ‘carriageway’ with block paving across the entrance. A CCTV camera, TRO notices and ornate Welcome to Ryde sign emphasis the entrance, but there is nonetheless a clear, straight route through for vehicles and the tarmac ‘road’ visible beyond sends out mixed messages to pedestrians and drivers.

      

      Figure 2.1. Photograph of Northern ‘Gateway’ to pedestrian zone. Photo taken May

      2022.

      
      

   8. Two pedestrian lanes, Mill Lane and Albert Place lead off the east side of the High Street. These are relatively narrow and understood to be pedestrian access only, but their highway status needs to be verified. Current proposal assumes that there is no vehicle access along them from the High Street.

      
      

   9. The Southern end of the pedestrianised area which gives onto Star Street also has some gateway features with blockwork paving running across the whole width of the street and a grouping of street furniture.

      
      

   10. Parts of Ryde are very steep, and the High Street runs up one of the steepest inclines with the steepest section of the High Street is at the northern end where the slope is approximately 1:12. Overall the slope is considerable from Garfield Street to approximately Anglesea Street with a change in level of approximately 4.5m. From Anglesea Street to Minghella Square the rise is still noticeable but has a gentler incline, with a virtually level surface from Minghella Square to Star Street.

       

       Figure 2.2. Pedestrian link from the High Street, along Albert Place, to the Co-op Car park. On average 2.1m wide wall to wall. Exact Highway status to be confirmed.

       
       

   11. Historically two roads joined the High Street within the pedestrian zone. Anglesea Street to the east runs along the southern edge of Town Square to George Street. John Street to the west was stopped up when Minghella Square was created in 2009- 10, at its eastern end. Emergency and service access for vehicles from John Street onto the High Street has been retained with a series of locking bollards.

       

       Figure 2.3. Southern exit from the Pedestrian zone, photograph taken May 2022.

       
       

   12. As well as Minghella Square, Town Square where the Co-op is located was also the subject of an improvement scheme in the 1990’s. Both are in relatively good condition although Town Square having been in use for longer could benefit from some remedial work where paving, furniture and planting has been damaged or become worn.

       
       

   13. The western end of Anglesea Street is one way and takes some of the vehicle traffic which comes up the High Street. It also is pedestrianised at this end with block paving across the whole width of the road. It connects to George Street to the east and that end a short length of the street is not restricted to one-way traffic.

       

       
       

       Figure 2.4. Anglesea Street, looking towards George Street, One-way and Prohibition of driving TROs stop at approximately same location as the blockwork paving line. photograph taken May 2022.

       
       

   14. There are no designated loading bays in the pedestrianised High Street. There are three designated loading bays identified in the highway, near the High Street. Two of these are located north of it, one on the east side of the High Street, and one on the north side of Garfield Road. The third is at the end of John Street, next to Minghella Square.

       
       

   15. On John Street, there is one 6m loading bay. There are five designated blue badge bays and six standard parking bays, in a chevron formation, with a designated motorcycle parking area near the junction with Victoria Street.

       
       

   16. Several businesses on the High Street have access to the rear of their premises and some have parking. Two of the larger stores, Boots and Mountain Warehouse, have rear access for deliveries from Victoria Street.

       
       

   17. In terms of traffic flow, it is worth noting that vehicles following the one-way system from the northern entrance to the pedestrian zone on Garfield Road to reach the High Street just south of the pedestrian zone takes around four minutes when traffic levels are low, but at busy times can take much longer. For local journeys there is a strong ‘pull’ to take the shortest route of around one minute up the pedestrianised High Street.

       Accessibility

       
       

   18. Any scheme of improvements on the High Street should seek to bring the pedestrian environment up to current standards as far as is possible to provide access for all. Currently there are some clear issues to address with uneven surfaces, unauthorised vehicle traffic and some conflict between street furniture, shop displays and café tables creating obstacles to free movement for pedestrians.

       
       

   19. Provision of appropriate seating at regular intervals is included in the proposals, in line with Isle of Wight policy. It is recommended that a street audit be carried out focussing on accessibility. A wider study to assess blue badge parking provision is also recommended. This should review the quality of the spaces currently provided which, as on-street parking is not to current standards and identify where improvements can be made.

       Casualty Data

       
       

   20. Road Traffic Accident (RTA) data for Ryde Town centre was obtained for a five-year period ending in August 2021. Over that period two road traffic accidents occurred that are directly relevant to this study area, involving pedestrians and moving vehicles. Details on the Road Traffic Accidents can be found in Appendix 1. Both of these accidents occurred prior to the current TRO designations.

       
       

   21. Pedestrian accidents have also been noted and the consultation exercise indicated that respondents were concerned about the condition of the paved surface. Hampshire Services have not been able to access data on reported pedestrian trips and slips, at the time of this study.

       
       

       Traffic Regulation Orders

       
       

   22. There are currently TROs covering Ryde High Street and other adjacent connecting streets. On the High Street itself a Prohibition of Driving Order; a One-Way Traffic Order and a Prohibition of Waiting Order are in place. More details on the Traffic Regulation Orders in place can be found in Appendix 2. Below is a summary of the restrictions which apply:

       
       

   23. Loading and unloading is restricted to the hours between 06.00 and 10.00 under a Prohibition of Driving Order for various Streets in Ryde which came into force on 19th June 2020. This includes the pedestrianised section of the High Street and the western one-way section of Anglesea Street. The TRO allows exceptions for emergency and service vehicles (such as refuse collection and statutory undertakers), for construction and demolition related traffic, removals and market vehicles. Some exceptions depend on getting prior approval. The TRO includes

       specific provision for Grace’s Bakery to have access outside the restricted hours to

       Mill Lane. Double yellow lines extend from Garfield Rd to a point just beyond Mill Lane.

       
       

   24. Vehicle traffic on the High Street and part of Anglesea Street is one-way, part of a wider one-way system in the town centre.

       
       

       

       Figure 2.5. Simple plan showing location of designated loading bays near the High Street pedestrian zone and the one-way system.

       
       

   25. It is worth noting that for the Annual Carnival, an established event in the Ryde calendar, the vehicle route is reversed with the procession travelling south to north along the pedestrianised High Street. The client brief specifically asked that the scheme incorporated the ability to reverse the one-way traffic flow in the design.

       Access to Mill Lane

       
       

   26. A detailed issue requiring consideration is access to Mill Lane which has a specific

       exception to the Prohibition of Driving. Grace’s Bakery run a thriving business from their premises on the High Street. They produce freshly prepared food on site and deliver across the Island. As well as access from Mill Lane the business has rear access onto Victoria Street car park (managed by Isle of Wight), along with three designated loading bays, although this is set at a different level and is only used for specific deliveries. The TRO described above allows an exception to the loading and unloading restrictions to allow the bakery to operate. To facilitate the promotion of the Ryde HAZ aims and objectives and improve pedestrian safety on the High Street, options for facilitating the delivery and collection management for Grace’s Bakery have been considered, as part of this study. The scheme aims to help Grace’s Bakery diversify their business offer on site, as they develop their own external café space in Mill Lane.

       
       

       

       
       

       Figure 2.6 Café seating outside Grace’s Bakery, photo taken May 2022.

       

       
       

       Figure 2.7. Grace’s Bakery Delivery Vans, Victoria Street Car Park. May 2022.

       Business survey and loading requirements

       
       

   27. As part of the wider Parameters and Concept Masterplan Project, a survey was sent to all local businesses facing on to the High Street and immediate environs in October-November 2021 and advertised in the Ryde HAZ online newsletter.1 Of the 55 businesses identified on the pedestrianised section of the High Street 15 responses were returned. The responses can be found in Appendix 3. Generally, the findings were that: most deliveries were received from delivery vehicles unloading (not parked) in the pedestrianised section of the High Street, with direct access to their premises; some parking on side streets, and the loading bay on John Street, was mentioned several times, although the latter is often busy. Delivery times varied with some reporting they were within the 06.00am to 10.00am period, some from 10.00am to 6.00pm and some overnight. Whilst this is not a comprehensive survey response, it seems that if traffic on the High Street is managed more actively, the pressure is likely to have the most impact on John Street parking and loading bays. A watching brief on this is recommended.

       Early proposals developed by Hampshire Services

       
       

   28. Early in the development of the wider scheme, Hampshire Services were asked by the Client to look at a possible early installation of a barrier to secure the access to the High Street. Draft proposals were developed for either end of the pedestrianised section of the High Street and costs estimates for different types of barriers were provided and shared with the Client in October 2021.

       
       

       

       1haz-a5-flyer-v2.pdf

   29. The development of these proposals initiated the identification of the need for this more comprehensive study and the options developed as part of this study, supersede those earlier proposals.

       Road Safety Audit 1 Report and further discussions

       
       

   30. A first stage Road Safety Audit (RSA1) commissioned as part of the study, was carried out by Hampshire Services Road Safety Audit Team on 16th March 2022. The resultant RSA1 report accompanies this Study, as a separate document Appendix 6.

       
       

   31. The RSA1 considered the barrier proposal put forward in October 2021 and included no comments on the design and layout of the bollard arrangement i.e., the proposals were not considered to be a Road Safety hazard. Following further discussion with the Road Safety Audit Team however an amendment was made to improve upon the design by moving the lockable bollard further into the High Street, ensuring the pedestrian footway on Garfield Road remains clear while larger vehicles are waiting for the bollard to be moved.

       
       

   32. Discussions subsequently took place with IoW Highways and following those another option was considered to address concerns about potential parking in front of the barrier at the northern entrance to the High Street. Plans for two options considered and barrier information can be found in Appendix 4.

       Traffic Surveys and Data

       
       

   33. To support the study a three-day Traffic Regulation Infringement Survey was undertaken, from Thursday 31st March to Saturday 2nd April 2022, which showed that during the period it took place infringements were relatively low, but still significant enough to cause concern over driver behaviour. Detailed findings of the TRO infringement survey can be found in Appendix 7. Note: the TRO infringement survey did not provide information on the following:

       • evening and night-time infringements (7pm to 7am).

       • how long vehicles spent in the High Street, nor how fast they were travelling.

       • if the vehicles were there for permitted purposes e.g., refuse collection or highway/building maintenance vehicles.

         During the walkabout study undertaken as part of the Public Realm Engagement programme (as described in paragraph 1.9) regular and obvious abuse of the Prohibition of Driving TRO was noted.

         
         

   34. In summary, over the course of:

       • Day 1/Thursday: 70 vehicles (mostly cars and large vans, but also a small number of motorcycles, bicycles and taxis) and four Heavy Goods Vehicles (HGVs) passed through the High Street, between 7am and 7pm. 38 vehicles and three (HGVs) went through during the loading/unloading period, with 32

         vehicles and one HGV during the rest of the day. Peak time was 7:15-8:15am, when 20 vehicles went through.

       • Day 2/Friday: 86 vehicles (mostly cars and large vans) and seven HGVs passed through the High Street, between 7am and 7pm. 39 vehicles and all seven HGVs went through during the loading/unloading period, with 47 vehicles during the rest of the day, peak time being 6-7pm, when 21 vehicles passed through.

       • Day 3/Saturday: 55 vehicles (mostly cars and large vans) and two HGVs passed through the High Street, between 7am and 7pm. 29 vehicles and the two (HGVs) went through during the loading/unloading period, with 32 vehicles and one HGV during the rest of the day. Peak time was 7:45-8:45am, when 15 vehicles and two HGVs went through.

       • Predominant abuse of one-way system was by cyclists.

       • There was a modest but regular number of U-Turns at both the north and south ends of the High Street pedestrian zone.

         
         

   35. Even though the TRO infringement study did not cover a full 24 hr period, the results seem to support the case that it’s not that the existing TROs that are inappropriate, it is the regular abuse of the TROs’ that is of concern.

       
       

   36. In addition, the Ryde HAZ has also commissioned monthly footfall counts, (of which data going back to 2020, is published on the Ryde HAZ website).2 The footfall data demonstrates that visitor numbers are increasing in Ryde Town centre as a whole, and in the pedestrianised section of the High Street, following a low point during lockdown, and that high levels of footfall are noted on Garfield Road and Star Street (and to a lesser extent John Street), indicating that a significant proportion of pedestrian traffic coming to the town centre is likely to be local people walking in from adjacent residential areas (or parking areas). There is a noticeable increase in dwell time in Minghella Square and in St. Thomas’s Square. Town Square has a good level of footfall, but dwell time is lower than in the other two squares.

       Café Culture

       
       

   37. Despite the concerns over the safety of the pedestrianised zone in High Street, there is strong evidence of a growing ‘café culture’ in the area, with several premises recently opening or setting up external seating areas. These all bring vibrancy to the High Street and help with increasing the perception of the area as a pedestrian zone. Several businesses also have pavement displays. However, both seating and displays can, unless carefully managed and integrated into a considered, designed layout for the High Street, cause problems for those with mobility issues. The system of licensing should also help ensure footways are kept clear going forward after the scheme is implemented.

       
       

       

       2 Visitor Insights - Heritage Action Zone (iwhaz.uk)

       

       
       

       Figure 2.8 Seating for Tony’s Fish and Chips in Minghella Square, May 2022.

3. Proposals for Phase 1a: Catalyst Project

   
   

   1. The Concept Masterplan for the Pedestrianised High Street (and associated Minghella Square and Town Square) has been developed separately but cross referenced with this report. The proposals for the Phase 1a Catalyst project are described in more detail here. The purpose of the Phase 1a Catalyst project is to implement key aspects of the masterplan, and set tone for the future projects, with the funding that is currently available. Funding to complete the rest of the scheme will be sought by the Client.

      
      

   2. The proposals for Phase 1a: Catalyst project for the Pedestrianised High Street, comprise, subject to confirmation of costs:

      • North and South ends of pedestrianised area repaved, with gateway planters, seating and cycle storage.

      • Northern entrance to pedestrianised area fitted with locking bollards, subject to confirmation with additional bollards at edge of footway to guide vehicles entering the zone.

      • Installation of planters throughout to assist with traffic management and allow additional licensed café space.

      • limited works in Minghella and Town Square to improve seating and planting and allow more usable space for events and entertainment.

        
        

   3. The existing surface water drainage layout retained with channels replaced in matching paviours as new paving is laid, allowing for phasing of overall masterplan and reflecting Historic England guidance on streetscapes. In addition, opportunities for the inclusion of Sustainable Urban Drainage features are being explored.

      
      

   4. Movable wooden planters are proposed, to allow for flexibility, with adjustable legs to accommodate the slope, in-built watering and drainage systems and below ground fixings or larger shrubs/small trees.

      
      

   5. Seating will be provided throughout at around 50 metre intervals meeting current national accessibility guidelines. A mixture of benches with and without backs and arms and some ‘perches’ will be provided. Bike racks and some ‘perch’ type seats fitted to sides of planter are also proposed.

      
      

   6. The layout assumes existing TROs in place over the High Street and western portion of Anglesea Street will be retained but may be reviewed in the future. This means that vehicles move one way (north to south) with the option of turning left into Anglesea Street or continuing to the junction with Star Street, also one way north to south. Deliveries are restricted to hours between 6am and 10am (assumed every day including holidays, as not specified in the TRO). Refuse, highway maintenance, statutory undertakers and emergency services vehicles will continue to have access at all times. Vehicles associated with building work, demolitions or removals at properties within

      the restricted area have access by arrangement with IoW Council as do licensed market stall holders in Town Square.

      
      

   7. Following on from 3.6 above, the yellow lining at the northern end will follow Garfield Road, i.e., will not extend into the High Street. An optional locking (dropping) bollard is shown at the northern end set into the High Street by around 11m to allow all vehicles to pull off Garfield Road and unlock it. It will be flanked by furniture / planters to create a visual gateway. The central ‘carriageway’ is designed as a through route at 3.0m wide with layout tracked to allow large vehicles such as refuse lorries through at low speeds. The intention is to have designed pinch points/chicanes at intervals where the gap between vertical faces of obstructions can go down to circa 2.75m to ensure slow speeds and discourage through traffic.

      
      

   8. The sketch drawing (Figure 3.1) shows hatched ‘furniture zones’ to accommodate:

      • signage

      • all street furniture (which can include custom made sculptural pieces, benches, cycle hoops, planters, bins and community notice boards)

      • service boxes, CCTV columns and the telephone kiosk

      • informal passing places for vehicles using High Street during delivery hours

      • lighting columns

      • space for licensed displays/tables and chairs.

        
        

   9. The setting out of these zones is based on:

      • keeping existing footways clear (as far as is possible, some light columns sit at back of footways and may not be repositioned) to allow for

        • ‘Access for all’ during delivery hours and choice outside those hours

        • access to side gates, flat entrances and alleys and

        • access for building maintenance, window cleaning etc.

      • retaining existing line of surface water drainage channels and keeping them clear, channel likely to be replaced over time but must function throughout phased implementation. Legs of seats, planters and other furniture may fall either side of the channels but not obstruct them.

      • allowing regular gaps in fixtures/fittings for free pedestrian movement across the street, including for those with mobility scooters and buggies

      • furniture/fittings spaced along the length of the street to provide the visual effect of a road closed to vehicles and the physical effect for moving vehicles of chicanes to slow their speed.

        
        

   10. The slope varies along length of the pedestrianised High Street, steepest in northern section at circa 1:12 (gentler at the southern end at around 1:100). Seats and ‘perches’ will be provided at regular intervals of around 50m, along the length of the street as recommended in national guidance. The slope will be a factor in selection of street furniture and how it is fixed. Generally, the aim will be to use fittings with legs/in ground fixings to avoid large masonry / concrete bases as existing.

   11. To future proof the layout, the design has been reversed tracked in case there is a need for access from the southern end or from Anglesea Street.

       
       

   12. Existing traders’ licenses for café tables and chairs and external display should be reviewed by IoW Council before renewal as implementation progresses, so that they can ensure that they tie in with the new layout.

       
       

   13. Positioning of fixed seating (and licensed café tables and chairs) will take account of residential accommodation on floors above commercial units. It will also generally tie in with property boundaries, so it does not obstruct shop window displays and building entrances unnecessarily.

       

       
       

       Figure 3.1. Sketch Proposals for Phase 1a Concept Masterplan ‘Gateways’ shown in the

       Public Consultation July 2022.

4. Proposed Barrier at the northern entrance to the High Street

   
   

   1. Two main options have been identified, for a barrier at the northern entrance to the pedestrianised area. The options described have been put forward to support successful implementation of the Ryde HAZ, in particular the long-term function of the pedestrianised High Street. Pedestrian safety and comfort together with access for all are considered the priority, but as far as is practicable business needs have been considered. A third option is proposed, and that is, implementing the streetscape improvements only, to change the visual and physical character of the northern gateway.

   2. Both barrier options involve installation of a locking bollard in combination with other furniture. Both can be implemented as stand-alone schemes or integrated into the wider scheme. Within Appendix 8 the key components of each option are listed, pros and cons for each are described, as are the risks and issues that need to be agreed to put them in place.

   3. The first option proposed for the northern entrance is for an arrangement of fixed bollards and furniture to guide and slow vehicles entering the High Street, with a lockable, drop bollard placed some way into the High Street acting as a physical barrier. This allows drivers waiting for the bollard to be unlocked or operatives stopping to open it themselves e.g., refuse vehicles etc. to be clear of the footway on Garfield Road and clear of moving vehicles on Garfield Road.

   4. The second option places the lockable, drop bollard at the kerb edge on Garfield Road, set within a row of fixed on the outer bend of the carriageway.

      The southern exit from the pedestrian zone onto Star Street is addressed by the

      ‘Gateway’ proposals in Chapter 3, it is considered that traffic exiting can be managed through design with a gateway feature directing and slowing vehicles as they exit onto Star Street.

      
      

      Comparing the three options

      
      

   5. Option 1 – locking bollard set into High Street

      
      

      Pros	Cons
      through road.

      • Delivery vehicle clear of moving traffic while waiting for barrier to be unlocked

      • pedestrian movement on Garfield Road footway not impeded as above

      • operative opening/locking bollard safely clear of moving traffic (refer to guidance)

      • continuous footway across the entrance gives the appearance that this is not a

      • Vehicles may use the space in front of bollard as a short-term parking space

      • drivers not able to gain access when bollard locked will need to reverse into moving traffic crossing flow of peds on Garfield Road footway

      • fixed bollards and other furniture could be damaged by vehicles.

      • lockable drop bollard could be damaged by vehicles, fail due to wear and tear, and be lost or left open due to human error and/or vandalised.

      • lockable drop bollard could form a trip hazard if not properly placed in ‘down’ position

      • significant management responsibilities and therefore cost.

      
      

   6. Option 2 – locking bollard at front edge of High Street

      
      

      Pros	Cons

      • Pedestrian movement on Garfield Road not impeded.

      • continuous footway across the entrance gives the appearance that this is not a through road.

      • Delivery vehicle sits within moving traffic while waiting for barrier to be unlocked

      • drivers not able to gain access when bollard locked and may reverse manoeuvre in moving traffic

      • fixed bollards and other furniture could be damaged by vehicles

      • lockable drop bollard could be damaged by vehicles, fail due to wear and tear, and be lost or left open due to human error and/or vandalised

      • lockable drop bollard could form a trip hazard if not properly placed in ‘down’ position and will lie across the Garfield Road footway in the down position

      • operative opening/locking bollard close to moving traffic (refer to guidance)

      • significant management responsibilities and therefore cost.

      
      

   7. Option 3 – Street Improvements only

      
      

      Pros	Cons
      accident involving bollard

      • Pedestrian movement on Garfield Road not impeded

      • no bollard management or maintenance and associated costs

      • no associated liability in the event of an

      • Not as strong a deterrent to TRO infringement as Options 1 and 2.

      through road.

      • no change for emergency and other vehicles access (permitted under current TRO arrangements)

      • continuous footway across the entrance gives the appearance that this is not a

      
      

   8. Both options 1 and 2 could be relatively easy to install independently of the whole of the wider scheme or the gateway features being implemented. However, there are three significant areas of risk to consider:

      
      

   9. The practical problem of managing day to day the locking and unlocking of any barrier. It represents a significant commitment of resources going forward. If it isn’t properly managed it is likely to be vandalised or purposefully left open, both of which will allow irregular vehicle movements and so undermine aspirations for an improved pedestrian experience. Incorrect fixing of the bollard can have safety implications. Considerations relating to management of any barrier are set out in Appendix 8.

      
      

   10. The precise position of underground services is not known at this stage, although it is known that there are services in the Northern Gateway area (presence of inspection chambers noted) and this represents a risk in that the position of the bollards and other street furniture may need to be adjusted once the position of services has been verified on site. This risk can be minimised by carrying out an early survey of services.

       
       

   11. The type of lockable bollard used will have its own specific risks. The general benefits and drawbacks for different types of bollards have been put forward in Appendix 8. Using a removable or folding bollard has been discounted as lifting in and out of position is an issue as the potential trip hazard it presents when not in its socket or is folded. Considerations of the weight of the bollard and potential requirements of two operatives to manually handle movement of bollard also needs to be factored into decisions on bollard choice. An electronic remotely operated bollard system may be the best solution for easier remote access management, but it also has significant draw backs with high installation and maintenance costs, and potential conflict with underground services. The preferred option put forward by Hampshire Services is Option 3: Street Improvements only, with no moveable barrier.

       
       

       

       
       

       Figure 4.1. Option 1a and 1b. Option 1a set in Phase1a ‘Gateway’ Masterplan proposals. Option 1b, set in existing layout with minimal alterations.

       
       

       

       
       

       Figure 4.2. Option 2a and 2b. Option 2a set in Phase1a ‘Gateway’ Masterplan proposals.

       Option 2b, set in existing layout with minimal alterations

       Alterations to Traffic Regulation Orders

       
       

   12. The scheme put forward has been drawn up on the basis of no immediate alterations to existing TROs. This allows for phased implementation relatively swiftly but does not preclude changes in the future. The existing TROs have been assessed as set out below:

       
       

   13. There are no recommended alterations to the TRO for the One-Way Traffic Order, at the current time. This order has been in place since 2004 and ties in with the one- way system in the wider highway network: any proposed changes in direction could have knock-on effects to the wider network and therefore require traffic modelling to determine suitability, this would have knock-on effects to costs and time, and are outside the remit of this study, although it’s worth noting that the design proposals to accommodate the Carnival procession, can accommodate a change in vehicle direction, if at some point in the future the Isle of Wight Council wishes to revisit this issue.

       
       

   14. There are no obvious benefits to making the pedestrianised zone suitable for two- way traffic, as the road is narrow, two-way traffic would reduce the space available to pedestrians, and therefore have a negative effect on the overall aim of the pedestrian zone. Three and five point turns in the High Street Pedestrian zone are not suitable manoeuvrers in relation to both use and space available. Nor would it assist in reducing the most significant TRO abuse, i.e., of drivers passing through the pedestrian zone outside of the designated loading/unloading period.

       
       

   15. The proposals set out in the concept masterplan put in place visual and physical measures to encourage more responsible driver behaviour and visually reinforce its pedestrian status, are likely to be the most effective measures to support the self- enforcement of existing TROs. Increased enforcement checks to further support a reduction in abuse of the one-way order would be valuable.

       
       

   16. There are some desirable modest alterations to the TRO for Prohibition of Driving. Most of the exceptions need to remain for functional reasons. However, for the benefit of both promoting the pedestrian zone and installing and easier management a barrier at the Northern Entrance, it would be valuable to consider removing the following current exceptions:

       1. to gain access to, or egress from, any property in the said lengths of road which have off-street parking which can only be accessed from those roads.

       2. Access into Mill Lane (side lane to Graces’ Bakery).

       
       

       Removal of these rights could be difficult to achieve. Residents or businesses with properties affected under exception clause (j) and (k) may have necessitated an adjustment to the TRO to retain these access rights, in 2020. The potential for this to apply to access the garage block to the rear of the Manor Gardens Lane and to two/three properties with garages or double gate access onto Albert Place, needs to

       be verified. Both Manor Gardens and Albert Place are narrow pedestrian lanes and vehicular access is likely to be very infrequent and difficult. Both Lanes lead through to Co-op Car Park and access can be obtained from the car park, retaining access over the Co-op land may be less certain, than over the Highway.

       
       

   17. It would not be appropriate to remove access rights to Mill Lane, if this affects the functioning of Grace’s Bakery, unless appropriate alternative access can be agreed. Grace’s Bakery can obtain access to the upper storey of its premises from Victoria St Car Park, and already has dedicated parking spaces adjacent to that access. Continuation of discussions between the Isle of Wight Council who manage the car park and Grace’s Bakery regarding access for loading and unloading from the car park would be beneficial to all parties and would help alleviate demand for access over the High Street.

       
       

   18. To reduce the inappropriate use of the High Street for vehicles waiting to load and unload outside the 6am to 10am period, the following additional TRO may be beneficial, for the length of the High Street:

       • Prohibition of Loading from 10am to 6am, (period of 18 hours). Implications for Disabled Access will be low but should be factored into considerations.

         
         

   19. In addition, an increase in enforcement would be beneficial to encourage drivers to observe the TROs currently in place. If resources are not available for regular enforcement occasional spot checks would still be highly valuable.

       
       

   20. Removal of the (4 hour) 6-10am loading time for the 55 premises along the High Street, is not recommended at this time, as it would put too much pressure on adjacent streets and loading bays, especially John Street.

       
       

       Demand for Loading Bays

       
       

   21. Any scheme which provides better traffic management on the High Street, with or without a physical barrier, with better control over loading, is likely to put some additional pressure on adjacent side roads outside the 6am-10am allowed delivery period.

       
       

   22. Designated loading bays in the High Street are not recommended, as being less flexible than the current arrangement they could put more pressure on fewer locations and cause unnecessary conflict between business owners. The proposed layout allows for informal, unmarked passing places to help traffic flow during the designated 6.00 to 10:00am loading period.

   23. One of these passing places will be located at the southern end of the High Street enabling both deliveries to the adjacent greengrocers and access for the brewers’ dray for the Star PH.

       
       

   24. Loading capacity on John Street, already busy at times, could be increased. A review of parking and loading arrangements on John Street is recommended.

       
       

   25. Currently there is one loading bay, five blue badge bays, six standard parking bays and a designated motorcycle parking area. It may be appropriate to reduce the number of standard parking bays, as there is more parking available in Victoria Stret Car Park, and substitute one or more with an additional designated loading bay.

       
       

       

       Figure 4.3 John Street Loading Bay area (photo taken May 22).

       Summary of Recommendations for Further research

       
       

   26. If either option for a barrier at the northern gateway is chosen, then the following actions are recommended:

       • a review on implications for the potential disruption to traffic flow along the A3054, at the junction of High Street/Garfield Road is assessed.

       • Parking review, including provision of disabled parking.

       • Survey of underground services in key areas including northern gateway and those areas where tree planting is proposed, along with tests to establish what

         the existing construction of the road is together with a condition survey of paved areas and loading requirements.

       • Street pavement license including a review existing and creation of guidance for future permissions.

         
         

5. Conclusions: Summary of Options and Next Steps

   
   

   1. For the long-term benefit of the pedestrianised zone in the High Street, implementation of the Ryde HAZ ‘Gateway’ Proposals, Option 3 is recommended i.e., implement the Phase 1a scheme without a physical barrier, as a way of visually and physically demonstrating that the area is a pedestrian priority zone, and encouraging self-enforce design to support existing TROs. This is the priority next step recommended for the Ryde HAZ. Provision can easily be made during construction for a locking bollard to be added if the additional deterrent is deemed necessary, by the Ryde HAZ Steering Group.

   2. If Option 1 or 2, i.e., including the lockable bollard within the proposals, is required, then a specific and essential priority to progress the barrier implementation is for Ryde HAZ Steering Group members to agree and confirm responsibility for managing access arrangements. The responsibility for the management of barriers will require a long-term resource commitment. The resource requirements are more onerous than might be apparent and with current constrained budgets this is a significant factor to consider.

   3. Both Barrier layout Options 1a and 2a support the ‘Gateway’ Proposals for the High Street. Both Options 1b and 2b would enable a quick win to secure the pedestrianised area. All four options represent a reasonable physical resolution of the issues identified, but management arrangements need to be agreed before these can be implemented.

   4. This report recommends that the current TRO regimes for the most part are appropriate. No changes are recommended as necessary before an improvement scheme in the pedestrianised zone is implemented. In the longer-term Hampshire Services recommends:

      • No change to the One-way Traffic Regulation Order (19th June 2020) (but note that the design layout is robust to respond to a future change in direction, subject to wider highway network analysis).

      • In the future, engage with relevant adjacent landowners for a limited change to the Prohibition of Driving TRO (19th June 2020) to remove the following exceptions:

        • to gain access to, or egress from, any property in the said lengths of road which have off-street parking which can only be accessed from those roads.

        • Access into Mill Lane (side lane to Graces’ Bakery), Subject to agreement of alternative access.

      • In the future an additional TRO to be considered covering, the same parts of the High Street and Anglesea Street: Prohibition of Loading: for the period of 10am to 6am (18hours).

        
        

   5. Increased enforcement of existing TRO’s is recommended. Random spot checks would be valuable. However, successful implementation of improvements allowing growth of ‘café culture’ will provide additional natural policing.

   6. In continuing discussions with specific premises affected by the potential to remove access rights, further work is required by members of the Ryde HAZ Steering Group, particularly Isle of Wight Council, to agree alternative access arrangements, for

      Grace’s Bakery, through Victoria Street Car Park.

   7. Parking and Loading Bay delivery arrangements in John Street will need to be reviewed with a view to increasing loading bay facilities, to take possible increases in delivery vehicles.

   8. If a barrier is to be installed at the northern gateway it is recommended that a review on implications for the potential disruption to traffic flow along the A3054, at the junction of High Street/Garfield Road is assessed.

Appendices

Appendix 1: Road Traffic Accident (RTA) Data

1a) RTA Data for the two directly relevant accidents in the study area

1b) RTA records in the wider Ryde Area for past 5 years dating from 2021: See separate document

Appendix 2: Existing Traffic Regulation Orders

2a) Prohibition of Driving Order 19th June 2020: See separate document

2b) One way Traffic Order 19th June 2020: See separate document

2c) Plans showing current Waiting Restrictions: Island Roads

2d) Plans showing TROs in the Area: Hampshire Services: See separate plans

Appendix 3: Business Delivery Questionnaire Returns November 2021

Appendix 4: Early Draft Options for Barriers/Bollards at Northern and Southern End.

Appendix 5: Grace’s Bakery Vehicle Circulation in Victoria Street Car Park

Appendix 6: Road Safety Audit 1: See Separate document

Appendix 7:

7a) Traffic Regulation Infringement Survey March April 2022 Schematics

7b) Traffic Regulation Infringement Survey March April 2022 Data: Summary

7c) Traffic Regulation Infringement Survey March April 2022 Data: Full data: See separate document

Appendix 8: Bollard Management and Types

Appendix 1c: Existing Traffic Regulation Orders: Plans showing Waiting restrictions

Page 1 of 2

Appendix 1c: Existing Traffic Regulation Orders: Plans showing Waiting restrictions

Page 2 of 2

Appendix 2: RTA Data for two directly relevant Accidents in the area

Appendix 3: Business Delivery Questionnaire Returns November 2021, Anonymised

Page 1 of 2

Appendix 3: Business Delivery Questionnaire Returns November 2021, Anonymised

Page 2 of 2

Appendix 4: Plan showing Early Draft Options for proposed locations of Bollards/Barriers in Ryde High Street (August 2021)

Appendix 5: Plan showing Circulation of Vehicles for Grace’s Bakery in Victoria Street Car Park

Appendix 7a: Traffic Regulation Order Infringement Study: Schematics

Appendix 7b: Traffic Regulation Order Infringement Study: Summary

Day 1: Thursday 31st March 2022

Day 2: Friday 1st April 2022