Suffolk_Cover 22/3/06 3:10 pm Page 1 County Council Local TransportPlan 2006-2011

Suffolk County Council Local Transport Plan 2006-2011 Suffolk_Cover 24/3/06 4:57 pm Page 2

LOCAL TRANSPORT PLAN 2006-2011

WOULD YOU LIKE TO KNOW MORE OR HAVE YOUR OWN COPY? OTHER ACCESSIBLE FORMATS The Local Transport Plan 2006-2011 is available for reference at all libraries, District and Borough Councils’ Offices. It is also available at Endeavour House, and at the County Council’s Area Offices. If you have access to the internet you can find the report on the County Council’s website www.suffolk.gov.uk. Should you require further information or wish to purchase your own copy, please contact Customer Service Direct on 0845 6 066 067 or e-mail [email protected] Alternatively write to: - Customer Service Direct 54 Ipswich Street Suffolk IP14 1DA Local Transport Plan 2006-2011 Transport Local YOUR VIEWS COUNT! Should you wish to make any comments regarding the Local Transport Plan 2006-2011, please write to us at the address shown above or by e-mail to [email protected]

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LOCAL TRANSPORT PLAN 2006 – 2011

Navigation guide 1 2 3 4 5

Key Transport Issues Introduction Policy Background in Suffolk Transport Objectives Accessibility 6 7 8 9 10 11

Rights of Way Safety Congestion Air Quality Quality of Life Improvement Plan Maintenance

12 13 14 15 16 17 Navigation Funding the Objectives, Performance Local Transport Plan Summary of the Implementation Management, Targets Implementation Best Practice and Strategic Environment Value for Money Programme and Trajectories Programme Benchmarking Assessment Statement 3 SUFFOLK transport plan NV 24/3/06 3:50 pm Page 4

FOREWORD

Suffolk County Council plans to increase investment in A bid for funding for a major scheme in Ipswich, Ipswich – public transport so that we can provide improved waiting Transport fit for the 21st Century, has been submitted to facilities and better information for passengers. Many Government. This scheme aims to dramatically improve rural bus services are not commercially viable and the quality of public transport, walking and cycling services are often withdrawn from areas that have the facilities in the town centre. Suffolk County Council will greatest need. Alternative services are required to meet continue to investigate funding opportunities for other the needs of local people. Suffolk will continue to support major transport schemes including a bypass for Brandon demand responsive and community transport services. and safety improvements along the A12. Congestion is associated with delays, frustration and Suffolk County Council is committed to providing an poor local air quality. The greatest congestion occurs efficient and sustainable transport system that meets in Ipswich, and . Many of the needs of the people of Suffolk and I believe that Suffolk's market towns also suffer from high volumes of the implementation of the second Local Transport through traffic, including heavy goods vehicles. We will Plan will help us to achieve this aim. focus on the areas most affected by traffic congestion, and protect our environmentally important rural areas where traffic also affects people's quality of life. Safety remains a key priority. We will continue to target safety schemes at the locations where most accidents Cllr Guy McGregor occur. In Suffolk we have already dealt with many accident sites. This means that we now need a change emphasis to increase the use of education and publicity campaigns targeted at specific user groups. I am pleased to introduce the second Local Transport Plan for Suffolk. People living in Suffolk place a high value on their quality of life and want to see it maintained and improved. This Local Transport Plan is a response to the key Rural communities are very concerned about the effect transport issues in Suffolk and sets out Suffolk County of speeding traffic and the high numbers of lorries using Council's proposed programme of transport minor roads. The absence of pavements alongside roads improvements from 2006 to 2011. in many of these communities is an important issue that Transport has an important role to play in Suffolk. A this plan will continue to address. well managed transport network is needed to improve Suffolk County Council is committed to improving the access to jobs and services and to achieve development condition of the county’s roads and pavements. Efficient, and regeneration. Foreword target driven maintenance is an essential element of this An important new element of the second Local Transport Local Transport Plan. To help achieve this the County Plan is the inclusion of an accessibility strategy. This Council is investing considerable sums of its own money aims to improve the ability of people in Suffolk to to supplement our maintenance budgets. access health, education, employment, shops and leisure services. This is a particularly important issue for a rural county like Suffolk. 4 SUFFOLK transport plan NV 24/3/06 3:41 pm Page 5

CONTENTS

Executive Summary 8 Purpose of the strategy 30 8 Air Quality Strategy 69 1 Introduction 10 Accessibility issues in Suffolk 32 Introduction 69 Suffolk’s characteristics 10 Suffolk’s priorities 39 Objectives 69 Suffolk’s vision for transport 10 Monitoring our performance 44 Screening and assessment in Suffolk 69 Delivering local accessibility action plans 46 Air quality management areas 69 2 Policy Background 13 Priority areas 72 The national context 13 6 Safety 48 Potential interventions in likely air quality 72 management area locations The regional context 13 Introduction 48 Suffolk’s corporate and partnership priorities 14 Strategy 48 Main towns 49 9 Quality of Life 74 Environmental impacts of traffic schemes 74 3 Key Transport Issues in Suffolk 15 Rural areas 49 Protecting landscape and biodiversity 74 Transport improvements over the last five years 15 Countywide 50 Quality of public spaces and better streetscape 74 Lessons learnt from delivering Suffolk’s first Local User type 53 Transport Plan 17 Vehicle type 54 Healthy communities 75 Transport trends and issues 17 Summary of safety improvements 55 Sustainable and prosperous communities 75 Consultation 19 Noise 75 Quality of life schemes 75 Partnership working in Suffolk 21 7 Congestion 57 Cross boundary issues 21 Introduction 57 Strategy 57 10 Rights of Way Improvement Plan 76 4 Transport Objectives 24 Traffic management 59 Introduction 76 A Transport Strategy for Suffolk 24 Investment in public transport infrastructure 59 Progress to date 76 Suffolk’s local transport plan objectives 27 and sustainable travel Rights of Way and the Local Transport Plan 76 The Government’s Local Government Association 27 Demand management 60 Contents shared priority theme Providing additional road and rail capacity 61 11 Maintenance 78 The shared priority themes in a Suffolk context 27 within the County Introduction 78 Main towns 62 Maintenance contribution to the shared priorities 78 5 Accessibility 29 Market towns 65 for transport Rural and tourism areas 65 Introduction 29 Transport Asset Management Plan 79 5 Strategic routes 66 SUFFOLK transport plan NV 24/3/06 4:50 pm Page 6

CONTENTS

12 Value for Money 81 16 Best Practice and Benchmarking 110 Tables Introduction 81 Table 1. Relationship between Local Transport 28 Plan and Suffolk Transport Strategy objectives Maintenance 81 17 Summary of the Strategic Environmental 112 Table 2. Links to other Suffolk County Council 31 Passenger transport 82 Assessment statement policies and strategies Annexes 113 Table 3. Priority areas for accessibility planning in Suffolk 39 13 Funding the Implementation Programme 83 Annex A. Suffolk Transport Strategy objectives, Local Table 4. Links between accessibility objectives and 40 Funding sources 83 Transport Plan objectives and the shared priorities 114 Local Strategic Partnership priorities Local Transport Plan Financial Planning Guidelines 83 Annex B. Mandatory and local indicators by 116 Table 5. Accessibility actions 41 Delivery of schemes – costed programme 84 Theme, Strategic and Local Transport Plan objective Table 6. Accessibility indicators 45 Additional Local Transport Plan funding sources 85 Annex C. Target Trajectories 125 Table 7. Timetable for delivering accessibility action plans 46 Other funding sources 86 Annex D. Examples of proposed schemes for 147 Table 8. Casualty data up to 2005 49 implementation Table 9. Effectiveness of safety engineering schemes 51 Annex E. Strategic Environmental Assessment 151 14 Objectives, Performance Management, 87 Table 10. Potential opportunities through safety 55 Targets and Trajectories Annex F. Annexes to the Accessibility Strategy 163 engineering Objectives and performance indicators 87 Annex G. Finance Forms 174 Table 11. Potential opportunities through education, 56 training and publicity Performance management for the Local 87 Transport Plan Table 12. Data sources used to assess congestion 57 Developing indicators 88 Table 13. Planned congestion interventions 67 Justification for local indicators 88 Table 14. Links to Quality of Life 73 Choices in target setting 88 Table 15. Potential air quality measures and their impact 73 Trajectories 91 Table 16. Financial Planning Guidelines for 83 Maintenance and Integrated Transport Development of trajectories 91 Table 17. Additional planning guideline figures 84

Contents Table 18. Integrated transport allocations 85 15 Local Transport Plan Implementation 103 programme Table 19. Local Transport Plan mandatory and local 89 performance indicators Major transport schemes 107 Table 20. Programme of local transport plan actions 103

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CONTENTS

Figures Figure 1. The principal transport network in Suffolk 12 Figure 2. Travel to work flows to and from Suffolk 20 Figure 3. Strategic cross boundary projects 23 Figure 4. Suffolk in the strategic context 24 Figure 5. Suffolk’s main transport corridors 26 Figure 6. Accessibility issues in Suffolk 30 Figure 7. Access to further education by public transport 36 Figure 8. Access to GPs by public transport 37 Figure 9. Access to market towns or major centres 38 by public transport Figure 10. Local Strategic Partnership and district and 47 borough boundaries Figure 11. Locations with four or more accidents 52 in three years Figure 12. Locations affected by traffic congestion 58 Figure 13. Junctions in Ipswich experiencing delays 62 greater than one minute during peak periods Figure 14. Junctions in Bury St Edmunds experiencing 63 delays greater than one minute during peak periods Figure 15. Junctions in Lowestoft experiencing delays 64 greater than one minute during peak periods Figure 16. Air quality monitoring in Suffolk – 71 nitrogen dioxide 2005 estimates Figure 17. Maintenance allocations 84 Contents Figure 18. Integrated transport allocations 84 Figure 19. Locations of potential major schemes 109

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EXECUTIVE SUMMARY

This local transport plan sets out Suffolk County Council’s Bury St Edmunds is an important sub-regional centre ■ Encourage investment in rail infrastructure to increase proposed programme of transport improvements over and together with some of the market towns in western the proportion of freight transported by rail the next five years from 2006 to 2011. It represents the Suffolk, it is experiencing increases in out-commuting to ■ Work with the Highways Agency to better manage implementation of the Suffolk transport strategy, which the rapidly developing sub-region. Transport and target investment on the A14 and improve safety establishes our longer-term ambitions for transport improvements will be focussed on public transport to by reducing conflicts between passenger transport improvements in Suffolk. help to relieve congestion in Bury St Edmunds and and freight improved east-west bus and rail services to provide Suffolk is a largely rural county, with its major towns more sustainable transport alternatives for commuters. ■ Facilitate movement in and around Lowestoft situated around the periphery and numerous market towns and smaller villages in the rural centre. Suffolk’s The rural areas of Suffolk suffer from relatively poor ■ Improve public transport (including bus and beautiful and diverse natural environment, together with access to facilities and services, with few (and reducing) interchange facilities), walking and cycling in and a unique built heritage, provide residents with a high privately operated bus services. At the same time, many around Lowestoft quality of life upon which they place great value. of the market towns and villages suffer from high levels ■ Relieve congestion in and around Lowestoft of through traffic, including heavy goods vehicles. The county can be divided into four sub-regions, town centre Maintenance of the county’s extensive network of each with their own distinct set of transport needs roads and pavements is a major challenge. ■ Minimise the impact of traffic and transport and problems. infrastructure (including air quality) in market towns, The local transport plan sets out how the County Council Ipswich, the county town, is a focus for growth within villages and tourism hotspots to protect the county’s intends to meet the Government’s shared transport the Haven Gateway sub-region, together with Colchester environment and built heritage priorities of improving access to key services, improving and the ports of and Harwich. Significant safety for road users, alleviating congestion and ■ Maintain and improve Suffolk’s transport network improvements to public transport will be required to managing the impacts of transport on air quality. to support businesses and communities avoid major congestion problems in Ipswich. There are substantial east-west movements of freight from the The objectives of this local transport plan are to: The County Council has developed a programme of ports of Felixstowe and Ipswich to the Midlands. Much transport improvements that will meet these objectives ■ Relieve congestion in and around Ipswich and Bury of this freight movement is concentrated on the A14 and meet the Government’s targets to tackle congestion St Edmunds town centres and is set to increase with the expansion of the port at and air quality problems, further improve road safety, Felixstowe. The proposed Felixstowe to Nuneaton freight ■ Improve public transport, walking and cycling, improve public transport and encourage more walking rail line will be crucial in moving freight from road to rail particularly in town centres and cycling. and both improving safety and reducing congestion along ■ Develop sustainable modes of travel between West Consultations on our draft plan revealed that Suffolk the A14. Suffolk and employment opportunities in Cambridge residents have clear views about transport’s contribution The regeneration of Lowestoft is a key priority for to their quality of life. In urban areas priorities are public ■ Significantly improve bus and rail interchanges and the County Council and 1st East, the newly established transport and improved walking and cycling facilities. In facilities in Ipswich and ensure that the transport Urban Regeneration Company for Lowestoft and Great rural areas they are reduced impacts from heavy lorries, network caters to the needs of all users Executive Summary Executive Yarmouth will develop a masterplan for future fewer speeding vehicles and rural pavements. development. Transport solutions will be designed to ■ Maintain and improve Suffolk’s transport network to This plan includes some local targets that reflect support the revitalisation of the local economy and support safe travel and access in the Haven Gateway these priorities. make the most of the surrounding natural environment. and Cambridge sub-regions

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Our planned transport improvements include: ■ Working in partnership with the Highways Agency and the police to manage incidents on the A14 ■ Major improvements to bus station facilities,bus services and walking and cycle routes in Ipswich, including ■ Additional investment in road and pavement extending the town centre shuttle bus service maintenance ■ Better bus/rail interchange facilities and improved ■ Increasing verge cutting to twice yearly on all traffic management at the railway station in Lowestoft country roads to improve traffic flows ■ Improve the surfaces and remove obstacles on ■ Completing the Stowmarket relief road pavements, cycleways and the rights of way network ■ Potential major transport schemes for Brandon and Our programme of improvements will be monitored to the four villages of Farnham, Stratford St Andrew, ensure that the County Council is achieving its transport Marlesford and Little Glemham on the A12 objectives and meeting government targets. The results will be publicly reported. ■ Potential transport solutions, with a range of funding options, to deal with problems in , , Great Barton and Stonham ■ Extension of urban traffic management and control systems in major town centres (with associated air quality monitoring equipment) ■ More demand responsive bus services, particularly in rural areas ■ Implementing real time passenger information across the county ■ Developing quality bus partnerships ■ Implementing school and workplace travel planning ■ Encouraging the development of the Felixstowe to Nuneaton rail line ■ New station car park at Melton and upgrade of cross country rail routes via Bury St Edmunds Executive Summary Executive ■ Extension of 20mph speed limits outside schools, including in rural areas ■ Implementation of local safety schemes in high accident areas

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1. INTRODUCTION

SUFFOLK’S CHARACTERISTICS Lowestoft, together with in Norfolk, has Overall, Suffolk has relatively low levels of Suffolk is a largely rural county situated between Essex, relatively lower levels of economic activity. The two unemployment, but wages are also lower than the Cambridge and Norfolk in the East of . Its major towns account for 25% of unemployment for Norfolk regional average and there is a low skills base. These towns are situated around the periphery. The rural centre and Suffolk and are in need of economic and social factors, together with an ageing population, present has numerous small settlements, including many market regeneration. An Urban Regeneration Company has been particular problems in ensuring accessibility to facilities towns and villages. As a result there is a very dense and set up to develop a masterplan for future development and services. and the renewable energy industry will play a key part lengthy network of roads. Suffolk’s principal transport SUFFOLK’S VISION FOR TRANSPORT networks are shown in Figure 1. in the economic revitalisation of the sub-region. The County Council has decided to prepare a transport Ipswich is Suffolk’s county town and the major nucleus Bury St Edmunds has an important sub-regional role, strategy for Suffolk, which will establish our longer term for future growth in the county. Ipswich, and Colchester particularly in relation to the rapidly growing Cambridge ambitions for transport improvements, including those in Essex, are important growth nodes within the Haven area. Future development in Bury St Edmunds could be improvements for which funding has not yet been Gateway sub-region. Ipswich has also been designated a constrained by increasing congestion at junctions on the identified. Regional Interchange Centre within the Regional Spatial A14, unless appropriate solutions are found. The vision for transport in Suffolk for the next 15 to 20 Strategy, with the expectation that there will be an Many people commute between towns in western years is: improved range of rail and bus provision. Suffolk and Cambridge. Providing sustainable travel ‘to deliver sustainable travel patterns that support The Haven Gateway is dominated by the ports of alternatives will be important in preventing congestion Suffolk's ambitions to meet social and economic Felixstowe and Ipswich (together with Harwich in Essex). from reaching unacceptable levels. growth, enable regeneration and to fulfil its gateway The improvement of road and rail links will enable the Suffolk has a spectacular coastline, designated Areas of role, whilst protecting its unique environment and ports to play a key role in the growth of the local, Outstanding Natural Beauty, sites of historical interest quality of life’. regional and national economy. Currently the A14 carries a and a unique vernacular built heritage. These attributes significant amount of freight east-west across the county. attract many visitors to the county, contributing This Local Transport Plan sets out the County Council's The proposed improvements to the Felixstowe to significantly to Suffolk’s economy. Many people and proposed programme of transport improvements over Introduction Nuneaton rail line will be crucial to achieve the shift of businesses locate here to take advantage of Suffolk’s the next five years from 2006 to 2011. It represents the Our Transport Objectives Our Transport freight movements from road to rail, and is one of the high quality of life. Our consultations show that Suffolk’s implementation of the Suffolk Transport Strategy and key priorities in the draft Plan. residents place significant value on the quality of life here. has been developed in accordance with national and regional strategies.

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This plan aims to clearly link the objectives of the Suffolk Transport Strategy to the themes of the Government and Local Government Association’s shared transport priorities of accessibility, congestion, safety and air quality, with the overall objective of improving the quality of life for Suffolk's residents. An important new element of the second Local Transport Plan is an accessibility strategy, which aims to improve the ability of people in Suffolk to access health, education, employment, shops and leisure services. Suffolk's Rights of Way Improvement Plan is being developed in conjunction with the Local Transport Plan. It aims to improve accessibility both in rural and urban fringe areas. In developing this plan, the County Council has actively consulted with a wide variety of transport users, stakeholders, local people, service providers and Government. The plan is a response to the key transport issues in Suffolk and a means to improve access to jobs and services, achieve development and regeneration objectives and improve the quality of the urban and rural environments. Introduction

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Figure 1. The principal transport network in suffolk Introduction

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2. POLICY BACKGROUND

THE NATIONAL CONTEXT improving public transport; reducing problems of Nuneaton freight route and the proposed study of The Government’s 2004 White Paper for Transport (The congestion, pollution and safety.” the A14 corridor are identified as priority schemes. Future of Transport; a network for 2030) sets out the This Local Transport Plan has been prepared in accordance ■ The objective to enable more strategic movements key principles that underpin the national transport with the Government guidance to deliver the shared to be made by public transport and to provide links strategy. At its centre is an understanding that we cannot transport priorities. It applies the four themes of safety, between modes and with local service provision. Areas provide sufficient infrastructure to keep pace with the congestion, accessibility and air quality within the of identified deficiency include service provision on the growing demand for transport. The economic, social and context of Suffolk’s local transport needs. rail line between Bury St Edmunds and . environmental costs of doing this would be unaffordable The strategy aims to achieve an hourly service on this THE REGIONAL CONTEXT and unsustainable. This demand must, therefore, be route as well as Ipswich to Lowestoft and to managed. The key themes of the national transport Regional Transport Strategy Great Yarmouth. strategy are: The driving principle of the draft East of England Regional ■ The objective to improve flows on existing corridors ■ sustained investment Transport Strategy is to improve access to jobs and services for strategic movements and provide better direct links whilst reducing the need to travel, minimising the ■ better management of transport across the region between urban centres. The Suffolk environmental impact, protecting and enhancing the components of the strategic network are: ■ Quality Bus Partnerships to deliver better public environment and improving safety and security. The transport strategy acknowledges that this should be achieved Roads through a combination of infrastructure provision ■ planning ahead and linking decisions on transport to - A11 Newmarket to Norwich and demand management. decisions on liveability, sustainable communities and - A12 Ipswich to Colchester other policy areas Key features of the Regional Transport Strategy in relation to Suffolk are: - A12 Lowestoft to Great Yarmouth ■ ensuring that social, economic and environmental costs and benefits of transport proposals are fully recognised ■ The designation of Ipswich as a Regional Interchange - A14 Felixstowe to Cambridge, via Ipswich, Bury St Edmunds and Newmarket Centre, with an expectation of proposals for significant Background Policy The White Paper says that the Government is committed new investment in public transport. to funding local transport through allocations to local authorities. The Government has agreed a shared priority ■ The importance of ports – a national role for Felixstowe for transport with the Local Government Association. and regional/sub-regional roles for Ipswich and Lowestoft. The shared priority is: The draft strategy includes a target to increase the proportion of freight carried by rail to 25% by 2010 “Improving access to jobs and services, particularly and 30% by 2020. Developing the Felixstowe to for those most in need, in ways that are sustainable: 13 SUFFOLK transport plan NV 22/3/06 4:15 pm Page 14

Rail The Regional Economic Strategy aims to support the ■ Safer, Stronger and Sustainable Communities Regional Transport Strategy by encouraging investment - Eastern main line (Norwich to ) ■ Healthier Communities and Older People to improve the strategic public transport network and - Felixstowe branch line the creation of a strategic inter-modal network. It will A fourth block is currently being developed for the Local also encourage the provision of greater employment Area Agreement called Prosperity for All. This block - cross country routes between Ipswich and opportunities within the region to support the existing focuses on improving economic growth and productivity, Cambridge/Peterborough settlement pattern and reduce the need to commute. along with sustainable housing, culture and transport. - Cambridge to Ely and Norwich via Brandon It aims to encourage the application of research and Transport is threaded throughout the Local Area Station upgrades, development of new stations and minor development to establish innovative transport and Agreement but is particularly important in Block 4. communication modes, technologies and environmentally works are seen as the responsibility of local authorities Road safety is an important component of the overall benign fuels. together with train operating companies. The Department objective to build safer communities. This is reflected for Transport’s Community Rail Strategy provides SUFFOLK’S CORPORATE AND PARTNERSHIP PRIORITIES in the fact that road safety is again the subject of a opportunities for station enhancements through Suffolk’s Community Strategy 2004 is directed to building stretched target under the Public Service Agreement Community Rail Partnerships. cohesive communities. Suffolk Strategic Partnership’s targets. The draft Regional Transport Strategy notes that road vision is: ‘A Better Way for Suffolk’ is Suffolk County Council’s maintenance will need to take account of more extreme “We will build safer, healthier, stronger communities strategic framework for the medium term. It sets out weather conditions likely to arise through climate change. across Suffolk, ambitious for themselves and their County” the authority’s vision and values, and makes a number of commitments under five themes. These are: The strategy also highlights the need for considerable The County Council can make a significant contribution ■ transport improvement if the growth proposed in the to the achievement of this vision through improved Innovation in Service Delivery draft Regional Spatial Strategy for the Haven Gateway, transport provision. ■ Promoting Opportunity for All Bury St Edmunds and the towns in is to be delivered, requiring additional infrastructure, improved Improving accessibility to services for residents and ■ A Healthy, Prosperous and Safe Suffolk public transport services and better management businesses is a key target within the Community Strategy. ■ High Quality Transport and Access of demand. This involves bringing services closer to people (for example through greater use of ‘one stop shops’ and ■ How We Deliver - A Better Way As yet, there are no finally agreed regional targets. All rolling out broadband across the county) and making local authorities in the region have agreed that they will it easier for people to get to jobs and services. This is The investment proposals in this Local Transport Plan therefore delay introducing regionally based targets into a particular issue in rural areas. We can also help older are designed to contribute to the delivery of this vision. their Local Transport Plans until there is greater certainty people to live at home by providing more flexible about which performance indicators will finally be community transport options. adopted, and the stretch of the related targets. The Suffolk Strategic Partnership has agreed to pilot Regional Economic Strategy the Government’s Local Area Agreement initiative in The Regional Economic Strategy complements the conjunction with the second round of Public Service Regional Transport Strategy by recognising the national Agreements between 2005 and 2008. This is an significance of the in freight distribution, arrangement between Central and Local Government, Policy Background Policy and the important regional roles of Ipswich and Lowestoft. which enables funding for a range of activities to be The Regional Economic Strategy supports both the more effectively tailored to local needs. development of the ports themselves, and also improving There are currently three blocks within the Local Area access to them. In particular, the aim is to increase the Agreement, which cover the main priorities within proportion of freight travelling by rail, with particular Suffolk. These are: emphasis on rail freight interchanges and the Felixstowe ■ 14 to Nuneaton rail freight route. Children and Young People SUFFOLK transport plan NV 22/3/06 4:15 pm Page 15

3. KEY TRANSPORT ISSUES IN SUFFOLK TRANSPORT IMPROVEMENTS OVER THE LAST Local Public Service Agreement Sustainable Transport Alternatives FIVE YEARS target provided additional Between 1999 and 2004 we invested around £2 million impetus to accident The County Council’s priorities in its first Local Transport on engineering works and £250,000 on safety education reduction measures. Plan (2001-2006) were to improve safety, widen the at around 150 schools in Suffolk through our Safely to Between 2001 and choice of sustainable transport alternatives, improve School programmes. We actively encourage schools to 2005 there was a maintenance of roads and bridges and improve public participate in the annual ‘Walk to School Week’, which 30% reduction in transport services across Suffolk, whilst protecting and this year involved 144 schools and around 28,000 pupils. enhancing the county’s environment. overall road casualties, from 3,250 to 2,271 and In 2004 we turned to school travel planning as a more The County Council, in 2000, developed a series of local a 19.1% reduction in fatal and seriously injured casualties, cost-effective and consultative way of improving safety transport action plans in close consultation with the from 467 to 377. and encouraging more children to walk, cycle and catch communities in Suffolk’s market towns. These action the bus to school. This is very successful in getting people The County Council believes that speed restrictions are an plans have been very effective in identifying important to consider sustainable travel modes as a real alternative. important way to improve safety. We were the first local local transport issues. A large number of small, relatively The following extract from a letter from Bures Primary authority to introduce the principle of 30mph speed limits inexpensive schemes have been implemented that School illustrates the benefits of developing school in all village communities, now in place in 450 villages in contribute to achieving other objectives, such as safe travel plans: - routes to schools, and make a significant difference to Suffolk. The Suffolk safety camera partnership, SafeCam, those communities. Examples include a zebra crossing has exceeded its targets for the reduction of speed related "Writing the plan made us stop and think about how we with speed activated signing at Debenham and two accidents at key sites and corridors. There was a reduction could encourage children to come to school more actively. 20mph limits with traffic calming at . of 42% in collisions at camera sites in 2003/04. The bike shed is absolutely brilliant. It's transformed the way children travel. A big majority of the children from In the same year we published the ‘Suffolk Lorry Route The County Council has also reduced speeding through the other side of the river now bike or scoot to school Network’, which set the framework for improvement SID, our innovative mobile speed activated signs mounted using the path and footbridge. It's so much more fun works and traffic management measures. Measures include in smart cars that inform drivers of their speeds. SID has …than hanging onto a pushchair - or worse still coming passing places, localised widening on lorry access routes, proved to be popular with the public as well as being Issues in Suffolk Transport Key in the car. The parent shelter means that all the nursery development and signing of lorry routes to market towns successful in reducing traffic speeds by an average 14% parents can now wait under cover. It seems to have stopped and villages, re-signing to direct lorries away from minor where it is used. parents from parking in dangerous places right near the roads and villages, and bend improvements. The rate of casualty reduction is now slowing down and gates because they know they can wait in the dry.” Safety we are considering a range of different approaches to Headteacher, Bures Primary School 2005 further reduce casualties. Suffolk County Council has a good safety record, and a 15 SUFFOLK transport plan NV 22/3/06 4:15 pm Page 16

To date we have completed nearly 70 school travel plans, ■ train use was up from 3% to 7% Suffolk, offering half price travel on all buses and trains in and by 2010 every school in Suffolk will be covered by a the county and many discounts at retail and leisure outlets. ■ the free shuttle has carried over 100,000 passengers travel plan. We now need to monitor their effectiveness There are currently 51,500 cards in use across the county. so far and think carefully about other ways to encourage Suffolk County Council has a good working relationship children to walk, cycle or catch the bus to school. We now need to explore opportunities for developing with rail operators and we were influential in introducing more green travel plans with major employers, especially We have developed a number of green travel plans with hourly services from Ipswich to Felixstowe and Ipswich in Ipswich. businesses and the United States Air Force for their bases to Cambridge, but improvements are still needed in the in West Suffolk. Suffolk County Council’s own travel plan Cycling quality of the service. is evidence of what can be achieved through business As well as completing the National Cycle Network route 1 The East Suffolk Line Community Rail Partnership was travel planning. The centrepiece of the plan was to (Harwich to Hull), we have made significant progress on launched on 4 October 2004 and since then all intermediate introduce employee car parking charges, the revenue from route 51 (Felixstowe to Oxford) and we have extended stations between Ipswich and Lowestoft have received which is used to fund a free shuttle bus between Suffolk the local cycling networks through our local transport new signage. Brampton has also received a new waiting County Council’s headquarters, Endeavour House, and key action plans. shelter. The Partnership’s action plan contains proposals for sites in Ipswich. The shuttle bus service is also available improved car parking at stations, the revenue from which to members of the public. Informal feedback from Ipswich Public Transport could be a suitable way of funding station enhancements. residents shows that for short journeys to and from work The County Council set an ambitious Local Public Service The amount of freight carried by rail in Suffolk has or the town centre, this is a convenient and useful service. Agreement target to increase bus passenger journeys to increased by 25% since 1999. We will continue to press Other aspects of the travel plan include flexible-working 19 million per year by March 2005. The County Council for rail improvements, particularly the completion of the patterns, mobile working, and bus and rail discounts for exceeded that target, with a total of 19.7 million journeys Felixstowe to Nuneaton rail line, to continue this trend. journeys to work. in the year to March 2005. Maintenance Results from our own annual travel survey in June 2005 Innovative public transport schemes, including demand showed that: - responsive services such as Club 88, Buzzabout and the The road network has been maintained through sustained Ipswich town shuttle bus, have boosted the use of public investment of capital and revenue and sound network ■ 26% of respondents had changed their mode of travel transport. In the north of district the County management planning. We invested over £55 million on to work this year Council piloted the use of mPLAN. This is an accessibility highway maintenance between 2001 and 2005. This ■ single occupancy car use fell from 52% to 38% planning tool used to review services and, in consultation investment has enabled us to arrest deterioration and with the local communities, tailor them to their specific improve the condition of our principal roads and non- ■ cycling increased from 4% to 9% needs. Service enhancements included increased principal classified roads. Quiet surfacing is being used ■ bus use rose from 9% to 13% frequencies and ‘clock face’ style timetables to make where appropriate to help reduce the impact of traffic it easier for potential users. In its first year of operation on local communities. Investment to renew obsolete and ■ use of Park & Ride sites rose from 2% to 5% the revised network has generated an additional 25,000 potentially dangerous lamps and light columns has also passengers, an increase of 13%. taken place. Ipswich now has three park and ride sites and, with Environment the help of marketing campaigns, we have seen a 23% The County Council has incorporated into its environmental increase in usage since 2003/04. The 360,000 cars Key Transport Issues in Suffolk Transport Key management system a procedure for ensuring that parked at the sites per year means that some 1.2 million environmental considerations are taken into account passengers have benefited from using the service and in the design and implementation of transport-related these passengers have expressed a 95% satisfaction projects. It is supplemented by the Suffolk Manual (a level with the service. good practice guide) and EnCheck, a map based system to The Suffolk Youth Card, eXplore, was re-launched in check scheme impacts on wildlife sites, priority species September 2005 and is available for all 5 to 19 year olds in and the built environment. 16 SUFFOLK transport plan NV 22/3/06 4:15 pm Page 17

Through initiatives such as the Lowestoft Home Zone A major setback for the County Council was the decision ■ Demand responsive bus services can be more cost- (funded through Home Zone Challenge), we are successfully of the Government not to approve the proposals for a effective than traditional ones and can be tailored to integrating transport improvements with general bypass to relieve the historic town of Sudbury, because meet community needs. We will be extending these improvements in the quality of the urban environment. of the impact on the surrounding environment. This case services, particularly in rural areas. This initiative has resulted in lower speeds, reduced use of illustrates a more general problem in Suffolk where ■ We want to involve a greater range of stakeholders in residential streets by through traffic and fewer accidents. communities in a number of towns, many of them discussions about transport and improve our feedback The scheme has provided an artist-designed streetscape with high quality historic urban environments, are process to consultees. in the roads where the project has been implemented. being adversely affected by traffic, yet the quality of the surrounding rural environment makes it difficult ■ We need to better understand the relative impact of We are one of two authorities in the UK to pilot the to justify a bypass. We will need to find appropriate engineering and educational approaches to improving European ‘shared space’ initiative, which aims to create solutions for each of these communities tailored to safety in Suffolk. safer roads by allowing pedestrians, cyclists, cars and their particular circumstances. buses to share the road space on a more equal basis. ■ Our local transport action plans, whilst effectively LESSONS LEARNT FROM DELIVERING SUFFOLK’S FIRST engaging the community, have raised local expectations We have invested £6 million in the Waveney Sunrise LOCAL TRANSPORT PLAN and have created a long list of competing priorities. Scheme, which has drawn down a further £7 million from By developing the Suffolk Transport Strategy with the East of England Development Agency, European Union The key lessons that we have learnt from our first Local clearly agreed priorities, these schemes can be funds and the Heritage Lottery Fund to transform the Transport Plan and are taking forward into this plan more successfully set within the strategic context. shopping and seafront environments in Lowestoft. As well include the following: as improving the public realm, the project aims to improve ■ While we have a good record on the delivery of TRANSPORT TRENDS AND ISSUES business development and tourism opportunities. Halfway programmes, we have been less successful in aligning Future Travel Demand through the implementation of the project, significant our programmes to our targets; however the progress Suffolk’s population is 683,700 and is predicted to grow change to the main areas of the town is already having that we reported in our 2005 Annual Progress Report by 13% (85,000 people) between 2001 and 2021. More a positive effect and retail confidence is high. shows that we are tackling this successfully and we than half of this population growth is expected to occur in will be looking to improve this further in our second Major Schemes Ipswich (28,000 people) and Forest Heath (19,000 people). Local Transport Plan. Two major schemes were identified in our first Local The proportion of older people in Suffolk is higher than ■ We are also taking into account the experience of Transport Plan. Construction of the South Lowestoft Relief the national and regional average, and this trend is set having our proposals for a Sudbury Western Bypass Road commenced in January 2005, following a public to continue with a 50% growth in the over 60’s by 2021. rejected by Government to develop more creative inquiry into the scheme in August 2003. The project is Over the next 15 to 20 years, the growth in the working solutions to the problems of heavy traffic in our now proceeding well, with a planned completion of age population is expected to be concentrated in Ipswich market towns and villages. summer 2006 for the Relief Road and early 2007 for and Forest Heath, with some growth in the numbers of the traffic management measures linked to the scheme. ■ We will be evaluating the effectiveness of our school older people in Suffolk Coastal and Waveney. This plan The B1115 Stowmarket Relief Road has also reached a travel planning and building on the success of our places emphasis on finding more sustainable transport critical milestone following the publication of Compulsory business travel planning. solutions for travelling to work in order to reduce congestion in Ipswich, Lowestoft and Bury St Edmunds, and catering to Purchase Order and Side Roads Orders in May 2005. A ■ We have enjoyed some successes as a result of working the more specific accessibility and travel needs of older public inquiry was held in January 2006 and a decision is well with partners and we will continue to develop our people. Air quality impacts will also be considered as part Issues in Suffolk Transport Key awaited. Progress thereafter will depend upon the inquiry relationships with rail operators, the Highways Agency of this exercise. decision and its timing, but construction is planned to and Police to influence transport decisions that are start in the autumn of 2006. Considerable time and effort outside our direct control. Most future housing development and new employment has been put to securing the co-ordination of developer will be concentrated in and around Ipswich, Bury St ■ We acknowledge that it is difficult to achieve constructed works and associated contributions, which Edmunds, Stowmarket, Haverhill, Lowestoft and in Forest significant increases in walking and cycling in the will be in place to complement the relief road. Heath. There are existing housing commitments along context of declining trends nationally, and that we need the A14 corridor, which is likely to exacerbate the conflict to target our improvements to achieve the best results. 17 SUFFOLK transport plan NV 22/3/06 4:15 pm Page 18

between passenger and freight travel. It is predicted that Motorcycles represent 5.2% of all licensed vehicles in the rights of way network. A recent MORI poll has shown there will be an overall 45% increase in car trips and 28% Suffolk, higher than the national average. Continuation that 73% of the population are using it on a weekly or increase in heavy goods vehicle trips along the A14 of recent growth trends could see another 15,000 greater basis. 8% of the population travel to work, 5% corridor in the next 15 years. motorcycles on our roads within 20 years. We aim to travel to school and 22% access shops, services and support the Government’s 2005 motorcycling strategy by other facilities via the network. The proportion of people who travel to work has not encouraging more use of motorcycles. However, this needs changed substantially over the past ten years. However, As a whole, Suffolk has a relatively healthy economy to be balanced with provisions to ensure safety. Although by 2001 nearly 10% of people (31,500) worked from and good quality of life. However, there are pockets of motorcycles account for only 1% of total vehicle kilometres home. It is estimated this could rise to 30% in the next deprivation across the county and there are 10 areas in 2004, almost one quarter of all those killed or seriously ten years (Department for Transport, Smarter Choices, which are in the 10% most deprived in England. These injured on Suffolk’s roads were motorcyclists. 2004). BT estimate that this could reduce car commuting are all located in Ipswich and Lowestoft and have similar trips made at peak times by between 3% and 12% in Cycling and walking as modes of transport, have declined travel characteristics: the next decade, although this is likely to be offset by over the last ten years, in common with the rest of the ■ deprived wards have lower car ownership continued increases in car ownership and average length country. Despite relatively high cycle ownership in Suffolk of trips to work. (70% of households, according to a Mori survey in 2003), ■ people in households with no car do more trips by bus people tend to use their cars for short journeys. The or coach and 70% more walking trips compared to Over 85% of Suffolk’s working population are employed challenge for the County Council is to reverse this trend. households with a car in the county. This is slightly lower than the percentages for (87%) and Norfolk (91%) but a lot Suffolk has a ‘mature’ road network in safety terms: we ■ households with a car make 50% more trips per person higher than counties closer to London like Essex (76%) have already dealt with many accident sites, so that per year and do 3.5 times more miles in total. and Hertfordshire (70%). The major commuting flows are there is now a more scattered pattern of accidents across People living in the urban areas of the county, in Ipswich, to Norfolk, Cambridge and Essex, with only 5,500 people the county. This means that we now need to change the Lowestoft and Bury St Edmunds, have concerns about commuting to London from Suffolk. Around 36,000 come emphasis of our strategy to increase the use of education quality of life. Concerns here relate to growing problems to Suffolk to work from outside the county (See Figure 2). and publicity campaigns targeted at specific user groups, with congestion and air quality alongside the difficulties and focusing on routes rather than accident spots. Within the county, the major commuting movements of using more sustainable ways to travel while car use is are into Ipswich, to and from Bury St Edmunds, and into We have seen a recent increase in withdrawals from so dominant. the United States’ military bases in Forest Heath. There unprofitable services (mainly rural and/or evening) by Many of the county’s historic market towns suffer from are also movements between Lowestoft and Great private operators. The challenge for the County Council high volumes of through traffic, including heavy goods Yarmouth and an increasing number of movements is to maintain adequate levels of services for those vehicles. Finding acceptable solutions to this issue, whilst from the west of the county, particularly Haverhill, into affected communities. protecting the environmental integrity of the surrounding Cambridge. It is anticipated that these will increase due There are approximately 3,400 miles (5,400 kms) of areas, presents a particular challenge. The absence of to housing growth and employment opportunities in this public right of way in Suffolk, one of the highest densities pavements alongside roads in many of those communities part of the Cambridge sub-region. of network in the country. These routes form an integral also causes concern. Suffolk has relatively high levels of car ownership, part of the county’s transport network, allowing residents The 2012 Olympics will provide opportunities and challenges particularly in the more rural areas, with only 20% of and visitors to move around the county on foot, bicycle for transport in Suffolk due to its proximity to London. households having no access to a car, compared to 27% or horse away from busy roads. The network provides vital The Olympic Park in Stratford (which includes the Olympic Key Transport Issues in Suffolk Transport Key nationally. Car ownership rose 7% from 2001 to 2003 access to services, links between settlements, access from and given the rural characteristics of the county, further towns and villages into our beautiful countryside and Village and nine venues) will be one hour away from Ipswich growth in households with two or more cars is expected. opportunities for healthy exercise. Rights of way are a by rail. Stratford station is on the Ipswich to London Accessibility to facilities and services is a key issue for rural major recreational resource and asset to the rural railway line. In addition, Stratford will be a hub for the residents, particularly for those who do not have a car. economy attracting both regular users and tourists. In Eurostar, so rail travellers on the Ipswich to London line One issue in Suffolk is that a relatively small proportion of coastal areas more than 60% of tourists visit the area will be able to make direct connections to and from major taxis and private hire vehicles are wheelchair accessible. for walking and cycling. Recent surveys have shown that European cities. Suffolk towns will be well placed to take 18 there are a high number of short journeys being made on advantage of opportunities to attract visitors and teams. SUFFOLK transport plan NV 22/3/06 4:15 pm Page 19

Stratford is less than 80 miles away by road. Olympic Quality of life was identified as one of the most important Public consultation completed during Autumn 2005 traffic is likely to be using the road network at off-peak issues for transport in Suffolk. The public is concerned with included six transport forums held at venues throughout times, which should limit the impact on congestion but inappropriate volumes and types of traffic and the impact the county. This has been beneficial in understanding there will be a need to ensure that good road links it has on communities. In rural areas especially, increasing transport issues and priorities at the local level, which connect Suffolk with neighbouring counties. numbers of lorries can lead to community severance and has helped shape our plan more effectively. The direction safety problems. Defining quality of life has helped us to of Suffolk’s second Local Transport Plan and the twelve The Haven Gateway ports of Felixstowe and Harwich are identify local indicators for these issues. The indicators transport objectives were generally supported by our likely to be an important entry point for both people and include: stakeholders. The forums helped us to prioritise the shared equipment. Transport links to these terminals will be critical, priorities for Suffolk as a county but also for each Local not just for moving through to London but also for dispersal ■ effectiveness of local lorry intervention schemes in Strategic Partnership Area. Quality of life and accessibility around the region. There may also be opportunities for the market towns, villages and rural areas where identified as the most important themes for Suffolk. development of passenger traffic through Eastport, Great ■ effectiveness of speed intervention schemes Yarmouth. There are a number of marinas along the Suffolk Public transport was identified as a key area of coast, which could potentially be used as bases for ■ length of rural pavements improvement, which would help to address many issues Olympic visitors sailing across from the continent. regarding accessibility, road safety, congestion and air We have allocated £758,000 in 2006/07 to schemes that quality across the county. Transport forum attendees also Stansted and Norwich airports are close by and, address quality of life issues. We plan to invest at similar gave the highest priority for transport funding to public particularly with Norwich, there will be implications levels in future years to ensure that we meet our trajectories transport improvements. We have responded to this by for through travel to London. for these indicators. allocating more capital funds to public transport schemes CONSULTATION People generally think Suffolk is easy to get around and over the next five years. has good road links to the rest of the country. A smaller We have consulted a wide range of stakeholders to Our stakeholders considered that improvements for proportion (40%) think that there are good public transport develop initial guiding principles and objectives and pedestrians and cyclists were important areas for links within Suffolk and to the rest of the country. identify key transport issues in Suffolk. Our consultation improvement in urban areas. Throughout 2006 we will has included discussions with district and parish councils, Local consultations held in Summer 2004, highlighted be developing walking and cycling strategies as part of businesses, stakeholders and local people, through local the key transport issues: our County Transport Strategy. area forums, questionnaires, seminars and a county ■ transport conference. improving the quality, flexibility, reliability and service Providing more demand responsive services and improving coverage of public transport public rights of way to address accessibility issues were In developing this document we continue to meet ■ considered to be important improvements for transport regularly with the Government Office for the East of offering flexible and convenient travel in rural areas to improve accessibility in rural areas. This has resulted in the identification of planned England and with local authorities in our region. This is improvements, as set out in our accessibility strategy. important to ensure we are working in a co-ordinated ■ protecting the unique nature of Suffolk way and where possible developing regional approaches ■ to transport planning and monitoring. targeting driver speeds and accident sites ■ The quality of life in Suffolk is an important issue for local giving greater priority to pedestrians and cyclists to residents. A survey found that almost 80% of respondents encouraging travel by sustainable modes think highly or very highly of Suffolk and are satisfied with These issues are reflected in our strategies for the four Key Transport Issues in Suffolk Transport Key the county as a place to live. Around 70% think that the shared priorities later in the document. county has got better as a place to live over the past five years. However, there are mixed views about the impacts Between 2001 and 2005, local communities in over 30 of future development. Around a third of respondents towns and villages throughout Suffolk have been engaged thought that their area would improve through regeneration in identifying problems and developing solutions to and development, but another third were anxious about transport issues through our local transport action plans. over development. The issues raised by these communities have informed the development of our works programme for 2006 to 2011. 19 SUFFOLK transport plan NV 22/3/06 4:15 pm Page 20

Figure 2. Travel to work flows to and from Suffolk Key Transport Issues in Suffolk Transport Key

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RAF Lakenheath and RAF Feltwell, which involves the Urban Regeneration Company masterplan and form movement of around 28,000 people. the basis for developing potential major schemes. ■ Working in partnership with the Suffolk Police Authority ■ The Borderhoppa bus service operates on the border and Suffolk Constabulary to reduce road traffic accidents, between Suffolk and Norfolk and is jointly funded particularly those leading to fatal or serious casualties. by the two county councils. This work includes joint support for the safety ■ The recently introduced 606-609 group of bus services camera partnership. operates between in Suffolk and Great ■ Development and implementation of the Sunrise Yarmouth in Norfolk and is jointly funded with Norfolk regeneration project with Waveney District Council. County Council. ■ Working with partners including primary care trusts, ■ Joint working with the Broads Authority on sustainable JobCentre Plus, Connexions and district councils to tourism and access development. develop priorities for accessibility in Suffolk. ■ The Wherry Line’s Community Rail Partnership covers ■ Engagement in the Local Area Agreement to secure the Norwich to Lowestoft/Great Yarmouth lines and PARTNERSHIP WORKING IN SUFFOLK broader funding and support the delivery of Local has been in operation since August 2000. Improvements Transport Plan targets. include a new car park, better access, new platform Within Suffolk, the County Council works with a range of shelters and improved signage. organisations and stakeholders to develop and implement CROSS BOUNDARY ISSUES future transport strategies and work programmes. Transport problems and services do not stop at administrative ■ The A140 is identified in the draft East of England Plan Organisations involved include representatives of the boundaries. Cross-boundary and sub-regional working is an as part of the regional road network connecting the business community, environmental groups, port important aspect of developing the Local Transport Plan. Regional Interchange Centres at Ipswich and Norwich. In operators, train, bus and coach operators, regional All of the local transport authorities in the East of England the foreseeable future, most of the improvements on bodies, the Highways Agency, district councils and the have been working together to: the A140 are likely to be modest, with a focus on Suffolk Association of Local Councils. Specific examples addressing specific issues such as road traffic accidents ■ identify and address transport issues of concern across of projects that are being promoted jointly with partners and community severance. Suffolk County Council is are set out below: the region currently reviewing its approach to speed management ■ on the A140. However, within the Norwich sub-region, ■ Development of a heavy goods vehicle parking jointly promote transport projects of common interest across the region improvements to the principal roads will play a strategy and implementation plan, working specifically significant role in enhancing accessibility and supporting ■ with the Highways Agency, Suffolk Constabulary, Suffolk share information, experiences and best practice to a balanced approach to development in this area. The Preservation Society, freight transport operators, Suffolk address cross border issues across the region traffic congestion at Long Stratton on the A140 is one Association of Local Councils, and drivers. ■ encourage joint working between authorities to develop of two major bottlenecks having a negative impact on ■ East Suffolk Line Community Rail Partnership, which local transport solutions addressing local cross border connections between market towns and Norwich; in was launched on 4 October 2004 and has delivered issues and problems this case between Diss and Norwich. A bypass of Long improved signage, station enhancement, publicity and Stratton is being pursued as part of Norfolk County Figure 3 shows schemes in Suffolk that are of regional timetable information. This has led to an increase Council’s Local Transport Plan. importance. Issues in Suffolk Transport Key in revenue. Funding partners include Suffolk County Cambridge Council, ‘One’ train operating company, Ipswich Examples of joint working with neighbouring authorities Borough Council, Suffolk Coastal District Council are detailed below: ■ Jointly co-ordinating transport themed roadshows and Waveney District Council. to promote the Local Transport Plan and transport Norfolk measures in market towns around the Cambridge ■ Development of a green travel plan with the United ■ Preparation of Great Yarmouth and Lowestoft sub-region. States Air Force for their three bases at RAF Mildenhall, sub-regional transport study to inform the forthcoming 21 SUFFOLK transport plan NV 22/3/06 4:15 pm Page 22

■ Working with Cambridgeshire County Council to develop ■ The ‘3CT’ dial-a-ride scheme operates on the border improved public transport services linking Haverhill and between Essex and Cambridgeshire and is jointly Newmarket to Cambridge. We have jointly commissioned funded between the three County Councils and the a consultative study to consider all options for developing district councils. public transport, including Quality bus partnerships and ■ Working with Cambridgeshire County Council, Essex park & ride schemes. The report is due to be concluded County Council and Norfolk County Council to explore by Autumn 2005. the potential for developing regional bids for funding Essex of high profile public transport initiatives, including Smart Card ticketing schemes and real time ■ The Essex & South Suffolk Community Rail Partnership, passenger information. which includes the Marks Tey to Sudbury branch line. The partnership has been operating for approximately ■ Developing working partnerships on regional public three years and has delivered various improvements transport information through the jointly funded and and an increase in passengers. managed Public Transport Information Service. This has helped us to develop close working ■ Improvements to the Felixstowe, Harwich and Shotley relationships with neighbouring authorities to supply ferry service with Essex County Council. Both authorities data for the Traveline and Transport Direct initiatives, as are subsidising the ferry service. Improved facilities have well as other projects such as the provision of timetable been provided at Ha’penny Pier, Harwich and a new information through mobile text message service. pontoon and gangway at Shotley. Future planned improvements include the establishment of a pontoon and protected sea wall at Felixstowe and a new vessel providing an all year round service, although this is dependent on progress on the Felixstowe South Reconfiguration project. ■ Working with Essex County Council and other local authorities and organisations through the Haven Gateway Partnership on a range of planning and transport topics. Activities include the preparation of a strategic framework for the sub-region and preparation of a joint bid for recognition of the sub-region as a growth point, to be submitted in the Spring 2006. ■ Joint working with Essex County Council on countryside strategies for Areas of Outstanding Natural Beauty and the estuaries. We also work through the Haven Gateway Partnership on the development of a green space strategy. Key Transport Issues in Suffolk Transport Key Other examples of joint working ■ We are working with all local authorities in the region through an accessibility planning forum and with Cambridgeshire County Council, Essex County Council and Norfolk County Council to address cross border accessibility issues. 22 SUFFOLK transport plan NV 22/3/06 4:15 pm Page 23

Figure 3. Strategic cross boundary projects Key Transport Issues in Suffolk Transport Key

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4. TRANSPORT OBJECTIVES

Figure 4. Suffolk in the strategic context A TRANSPORT STRATEGY FOR SUFFOLK The Draft Suffolk Transport Strategy sets out transport objectives and desired outcomes for the next 15 to 20 years. The draft strategy aims to reflect national policy through a combination of demand management and sustainable transport solutions. It sets the priorities of the Regional Transport Strategy within a Suffolk context. It details generic policies relevant to the county and specific policies applicable to the main transport corridors and the sub-regions/areas of Lowestoft and Great Yarmouth, Haven Gateway, Cambridge, Bury St Edmunds and rural Suffolk. These areas are detailed in Figure 4. The objectives of the draft Suffolk Transport Strategy are to: ■ Facilitate sustainable growth in the Haven Gateway and Cambridge sub-regions, in particular Ipswich as a Regional Interchange Centre, and also in the sub- regional centre of Bury St Edmunds ■ Support the sustainable development of the ports of Felixstowe, Ipswich and Lowestoft in their roles as Transport Objectives Transport gateways to the rest of the country ■ Contribute to the regeneration of Great Yarmouth and Lowestoft sub-region and the broads sub-area ■ Help maintain viable communities in market towns and villages throughout Suffolk and serve the needs of this largely rural county 24 SUFFOLK transport plan NV 22/3/06 4:15 pm Page 25

The draft strategy is based on an assessment of transport We are working with the Highways Agency, Network Figure 5 shows Suffolk’s main transport corridors, which problems and issues on the main transport corridors and Rail, the Department for Transport’s Rail Group and other are important for economic growth and allow strategic in each sub-region/area and is being developed with the key stakeholders to progress the recommended corridor transport movements across the county and between the involvement of district councils, Local Strategic and local strategies and other initiatives set out in the sub-regions. They also provide links to other areas within Partnerships and key stakeholders. The conclusions of the conclusions of the East of England Regional Assembly’s the East of England. recently completed East of England Regional Assembly’s Newmarket to Felixstowe Corridor Study. The draft strategy has enabled us to consider the priorities Newmarket to Felixstowe Corridor Study are also reflected The policies for rural Suffolk are relevant to all market for major scheme improvements both in the longer term in the draft strategy. We anticipate that the strategy will towns and communities with rural characteristics including and for this Local Transport Plan period. Details of these be reviewed on a five yearly basis and will inform: those in the sub-regions. Our overall transport strategy schemes can be found in Section 15 of this plan. ■ future updating of the East of England Plan will be supported by more detailed strategies for the sub- regions, major towns and rural Suffolk. It will also be ■ Local Development Documents supported by detailed strategies for developing specific ■ future Suffolk Local Transport Plans transport modes including rail, cycling and walking. ■ strategic transport programmes, including those of the Highways Agency, Network Rail and Department for Transport We are developing a longer-term transport strategy for Ipswich, in conjunction with Ipswich Borough Council and the Highways Agency. This strategy will take into account the anticipated housing and business growth over the next 15 years, examine opportunities to improve accessibility to and around Ipswich, including transport solutions to limit congestion, improve conditions for cyclists and walkers, encourage greater bus use and support the role of the town as a Regional Interchange Centre. We are also working with St Edmundsbury District Council and the Highways Agency to develop a longer- term transport strategy for Bury St Edmunds, to improve accessibility to and within the town, to ensure that its continued role as a sub-regional centre is not compromised by traffic congestion on the A14, and to accommodate future growth whilst maintaining the high quality of its historic built environment. We are working in partnership with Norfolk County Council to develop a package of transport interventions Objectives Transport to support regeneration in the Lowestoft and Great Yarmouth sub-region. The results of this study will inform the development of the masterplan being prepared by the Urban Regeneration Company, as well as the Suffolk Transport Strategy. 25 SUFFOLK transport plan NV 22/3/06 4:15 pm Page 26

Figure 5. Suffolk’s main transport corridors Transport Objectives Transport

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SUFFOLK’S LOCAL TRANSPORT PLAN OBJECTIVES Congestion in Suffolk is not as bad as it is in some large Minimise the impact of traffic and transport urban centres. However, localised traffic problems including The objectives for the Local Transport Plan have been infrastructure (including air quality) in market towns, developed from an analysis of travel patterns, sub-regional delays, frustration and poor local air quality associated villages and tourism honeypots to protect the County’s with increased congestion cause concern, particularly in issues and consultation with local people. The objectives environment and built heritage also link our Suffolk transport strategy objectives to the our three main towns. We will be focusing our resources Government’s four shared priorities for transport, therefore Maintain and improve Suffolk’s transport network to on areas most affected by traffic congestion, yet protecting providing a geographical perspective to transport issues support businesses and communities our rural areas where traffic impacts upon people’s quality across the county. of life and the natural and built environment. This Local Transport Plan sets out the short to medium Table 1 shows the relationship between the Local Transport Air quality throughout Suffolk is considered to be generally term objectives to deliver the Suffolk Transport Strategy. Plan objectives and the Suffolk Transport Strategy objectives. good and is valued as an asset. However there are areas The overall aim is to improve the quality of life for people within the town centres where pollution levels have been THE GOVERNMENT / LOCAL GOVERNMENT in Suffolk, whilst ensuring that transport improvements found to approach or exceed problem levels. We expect ASSOCIATION SHARED PRIORITY THEMES contribute to development and regeneration objectives. that four air quality management areas will be declared We have developed a strategy for each of the four in 2006, three in Ipswich and one in Woodbridge. Steering Our Local Transport Plan Objectives are to: shared priority themes: groups are being set up to prepare and deliver action plans Accessibility - Improving access to key services such as for each of the areas. Our planned urban traffic management Relieve congestion in and around Ipswich and Bury St healthcare, education and leisure and control systems planned for Ipswich and Lowestoft Edmunds town centres will include monitoring equipment which can be used at Safety - Improving levels of safety for all road users. Improve public transport, walking and cycling, problem sites to trigger traffic controls to reduce the build particularly in Ipswich and Bury St Edmunds Congestion - Reducing the rate of congestion and its up of pollutants. impacts on businesses and local people Develop sustainable modes of travel between West We will continue to work closely with other local Suffolk and employment opportunities in Cambridge Air Quality - Managing the impacts of transport on the authorities and will assess the impact of all proposed air quality transport measures using detailed modelling techniques. Significantly improve bus and rail interchanges and We will also supplement the on-going monitoring by facilities in Ipswich and ensure that the transport The relationship between the Suffolk Transport Strategy additional targeted monitoring of the main traffic network caters to the needs of all users objectives, the Local Transport Plan objectives and the pollutants. We will continue to manage transport to four shared priority themes are shown in Annex A. Maintain and improve Suffolk’s transport network to minimise the impacts of traffic on the surrounding support safe travel and access in the Haven Gateway THE SHARED PRIORITY THEMES IN A SUFFOLK CONTEXT environment. We know that air quality levels are and Cambridge sub-regions Our consultation has shown accessibility and quality of closely linked to high traffic areas and we will continue life are the most important issues in Suffolk. We recognise to monitor these areas of concern. Our transport Encourage investment in rail infrastructure to increase schemes will be also be tested for air quality impacts. the proportion of freight transported by rail that being able to access key services and facilities is essential to sustain healthy communities and strong economies. Maintaining the highway network is also an essential Better manage and target investment on the A14 and Accessibility is a particularly important issue for Suffolk, element of our transport improvements within this improve safety by reducing conflicts between passenger given the geography of the county and the number of plan. Over the next five years we will be demonstrating transport (including cycling) and freight people located in rural areas. We will prioritise improvements our commitment to improve the condition of our roads, Facilitate movement in and around Lowestoft. to areas most severely affected by accessibility issues. pavements and bridges by investing additional County Objectives Transport However, safety remains a key corporate priority and Council capital expenditure. A summary of our schemes Improve public transport, (including bus and interchange and other interventions and their likely contributions to facilities), walking and cycling in and around Lowestoft the County Council has agreed a Local Public Service Agreement target to further reduce casualties. Through the four shared priorities can be found in Table 20 in Relieve congestion in and around Lowestoft town centre this Local Transport Plan we are targeting particular user section 15. groups to increase safety awareness and reduce casualties. 27 SUFFOLK transport plan NV 22/3/06 4:15 pm Page 28

Table 1. Relationship between Local Transport Plan and Suffolk Transport Strategy objectives

Strategy Objective Local Transport Plan Objectives

Facilitate the sustainable growth of the Haven Gateway and Cambridge Relieve congestion in and around Ipswich and Bury St Edmunds town centres sub-regions and, in particular, Ipswich as a regional interchange centre and the sub-regional centre of Bury St Edmunds Improve public transport, walking and cycling particularly in town centres

Develop sustainable modes of travel between West Suffolk and employment opportunities in Cambridge

Significantly improve bus and rail interchanges and facilities in Ipswich and ensure that the transport network caters to the needs of all users

Maintain and improve Suffolk’s transport network to support safe travel and access in the Haven Gateway and Cambridge sub regions

Support the sustainable development of the ports of Felixstowe, Ipswich Encourage investment in rail infrastructure to increase the proportion of freight transported by rail and Lowestoft in their roles as gateways to the rest of the country Better manage and target investment on the A14 and to improve safety by reducing conflicts between passenger transport (including cycling) and freight

Contribute to the regeneration of Great Yarmouth and Lowestoft Facilitate movement to and from Lowestoft, particularly between Lowestoft and Great Yarmouth and Norwich sub-region and the broads sub area Improve public transport, (including bus and interchange facilities), walking and cycling in and around Lowestoft

Relieve congestion in and around Lowestoft town centre

Help maintain viable communities in towns and villages throughout Minimise the impact of traffic and transport infrastructure (including air quality) in market towns, villages and tourism honeypots to protect the Suffolk that serve the needs of this largely rural county county’s environment and built heritage

Maintain and improve Suffolk’s transport network to support businesses and communities Transport Objectives Transport

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5. ACCESSIBILITY

INTRODUCTION The proportion of older people in Suffolk is higher than are at risk of social exclusion, which may lead to The rural nature of Suffolk means that many communities the national and regional average and the number of older isolation, poor health, low educational achievement can suffer from poor access to services due to long journey people is set to grow by 50% by 2021. This may become a and low employment. particular issue in the rural districts of Suffolk Coastal and distances. This leads to long journey times on public Suffolk County Council and its partner organisations Mid Suffolk where the growth in older people is set to be transport and can cause reliance on the car. already have a number of policies and strategies in place highest. This could result in a much higher reliance on to help improve accessibility for all Suffolk residents and Suffolk has relatively high levels of car ownership, public transport services in the future. particularly in more rural areas, with only 20% of particularly those most at risk due to social exclusion. households having no access to a car. Those households Changes to services, such as closure of beds within local The accessibility strategy aims to draw on the good without a car have a much greater reliance on public community hospitals mean that more people will receive practice already in place to provide a co-ordinated transport services. Households with only one car may care at home and within day treatment services at their approach to improving access. A list of the relevant also suffer from issues of accessibility due to its use by local community hospitals and clinics. This represents a policies and strategies can be found in Table 2. change to the traditional way of accessing health services the main income provider, leaving other members of The links to the other shared priority themes are: the household without access to a car. and has implications for transport. ■ Improving accessibility by public transport, walking and Changes to the education system will also need to be Car ownership levels are lower in more urban areas where cycling can encourage modal shift and reduce addressed to ensure that the new ‘cluster’ approach to public transport networks are more extensive and provide congestion, particularly in and around the main towns providing education and training, through a number of a much more frequent or reliable service. However, the of Ipswich, Bury St Edmunds and Lowestoft. This will schools for pupils from the age of 14, does not impact on majority of our deprived wards fall within the urban towns also contribute to improving air quality in these areas. of Ipswich and Lowestoft. In these areas, issues such as young peoples’ ability to access education. The extended ■ higher numbers of people being unemployed or claiming schools scheme could also lead to problems for children Improving the level of safety or people’s perceptions of benefit and larger numbers of people on low incomes wanting to access after school activities and requiring safety can encourage greater accessibility, for example mean that cost of transport can be a barrier to accessing transport at broader times than the standard school day. through better street lighting, improved pavement condition, continuous walking and cycling routes and services. Figure 6 shows the issues for accessibility across the Accessibility reduced traffic speeds. In Lowestoft, our focus on economic regeneration should county and how they relate to the sub-regional context of mean a growth in jobs in the area. We need to make sure the county. that local people have the ability to access these jobs by Being able to access everyday key services such as jobs, both reducing the barriers to travel and ensuring that they education, food shops and healthcare is vital for the have access to the necessary education and training. quality of life and economic prosperity of people in Suffolk. Residents who can not easily access these services 29 SUFFOLK transport plan NV 22/3/06 4:15 pm Page 30

PURPOSE OF THE STRATEGY Figure 6. Accessibility issues in Suffolk The overall aim of our accessibility strategy is: ‘to provide better opportunities to access employment, education, health, shopping and leisure, particularly for those people at risk from social exclusion due to location, income or other forms of disadvantage’ Our accessibility strategy has five key objectives: ■ Improving access to healthcare, particularly for older people ■ Improving access to leisure, particularly for young people, ■ Improving access to education, training and employment, particularly in areas of relative deprivation ■ Improving accessibility by sustainable modes, particularly walking, cycling and public transport ■ Improving access to Suffolk County Council and partner organisations’ services Accessibility

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Table 2. Links to other Suffolk County Council policies and strategies

Strategy/Policy Aims of Strategy

Suffolk's Community Strategy To ensure that access to services and facilities is of a good quality for all Suffolk residents by improving transport links from their place of residence to service centres, and by bringing the services closer to the residents, whether by physical location or through information and communication technology.

Suffolk Rural Partnership Tackling rural social exclusion wherever it occurs and providing fair access to services and opportunities for all rural people.

Suffolk's Economic Strategy By 2020, Suffolk will be a buoyant, competitive and entrepreneurial economy, providing opportunities and sustaining a high quality of life in both urban and rural areas, for the benefit of all whom live and work in the county.

Extended Schools Programme By 2010 all secondary schools will be open from 8am to 6pm all year round, providing access to a range of activities for young people such as music, sport and holiday activities.

Suffolk Village Shops Scheme To provide professional retail advice to improve the profitability and efficiency of village shops and where appropriate facilitates grants for village shops. The scheme aims to increase the viability of rural shops and provide sustainability in the long term, therefore ensuring continuance of a community resource.

Rights of Way Improvement Plan The rights of way network contributes to accessibility for walkers, cyclists and horseriders, particularly with access to the countryside, but also access to local shops and services both in rural areas and on interurban routes.

Public Access Programme Improve public access to Council Services through Customer Services Direct, a partnership between Suffolk County Council, BT and Mid Suffolk District Council.

Winter Service Plan Clearance of snow and ice prioritised on pavements to schools, GPs, shopping areas, sheltered accommodation and major bus routes for winter maintenance to limit disruption to bus services.

Bus Strategy To provide Suffolk's residents with access to key services such as healthcare, food shops, employment and education.

Suffolk's Structure Plan To locate major new generators of travel demand where they are highly accessible by means other than private motor vehicles.

Draft East of England Plan Improve social exclusion and access to employment, services, leisure and tourist facilities among those who are disadvantaged.

Local Development Frameworks Local authorities are now required to monitor the number of new residential developments that are within 30 minutes of key services by public transport. The introduction of this indicator, together with our structure plan aims, mean that the planning process will now take more account of accessibility when considering locations for new developments.

Rail Strategy Service improvements that have a direct benefit for rail users. The development of the rail network to contribute to growth of the

economy of Suffolk and the regeneration of deprived areas. Accessibility

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ACCESSIBILITY ISSUES IN SUFFOLK ■ Suffolk Coastal has the largest number of demand crossings incorporated measures to assist the mobility Research Findings responsive transport services, 70% of which provide impaired. We have made considerable progress in this services to anyone without access to public transport. area. All new crossings incorporate these measures The Department for Transport has provided us with as standard and our focus will be on upgrading Consultation Feedback information on accessibility by public transport to a range older crossings). of services and facilities. Compared to other authorities We have consulted widely to identify issues and establish ■ Working with operators to encourage increased within the region our accessibility is in line with similar priorities with local communities, stakeholders and partner provision of low floor, step free buses. All new authorities such as Norfolk and Cambridge (see Annex F). services. Annex F shows the stakeholders involved in the buses have to be fully accessible with all buses We recognise that there are limitations to the information development of our priorities. provided in the data and that it only forms part of the being compliant by 2015. Consultation on the accessibility strategy has included: accessibility picture. We have therefore done further ■ Providing raised kerbs at bus stops to comply with research to inform the development of our strategy, ■ Parish and district councils through area forums the Disability Discrimination Act standards and enable as set out below. easier access to low floor buses. This work will be ■ Older people through the ‘Partnership with Older focused on routes with low floor, step free access, Our research, using Accession mapping software, has shown: People’ forums particularly in urban areas. ■ Access to further education is poor in wards in Suffolk ■ Benefit claimants through surveys at JobCentre ■ Providing more and extending existing community Coastal, Mid Suffolk and Waveney (as shown by the Plus offices dark areas in Figure 7). transport schemes that provide services for the ■ Ethnic minority groups through surveys disabled or mobility impaired. ■ Access to general practitioners in some rural areas is ■ poor, particularly in Mid Suffolk, Suffolk Coastal and Transport stakeholders and service providers through ■ Work with the boroughs and districts as the Taxi Babergh (as shown by the dark areas in Figure 8). a stakeholder conference Licensing Authorities, to encourage more taxis accessible to disabled people. ■ Access to Market towns or major centres is poor in Consultation has been a key component of the accessibility Mid Suffolk, West Babergh, Suffolk Coastal and St strategy and has helped to shape the accessibility objectives Access to Healthcare Edmundsbury (as shown by the dark areas in Figure 9). and priorities. The stakeholder conference held in May 2005 was a crucial event in developing the strategy. This We already have a policy of providing demand responsive brought together the findings of other consultations with transport services in rural areas, which can be better the results of accessibility mapping to enable stakeholders, tailored to individual community needs. Our current with their local knowledge, to identify the priorities put policies for demand responsive transport mean that many forward to each of the Local Strategic Partnerships. This services are open to anyone without alternative means of is discussed later in this section. travel (including regular public transport services) A recent review has shown: Consultation on the Strategic Environmental Assessment for the Local Transport Plan raised concerns that there ■ Only two demand responsive or community transport was not adequate priority given to the needs of disabled services in the county can be used by anyone living people. Issues for the disabled or mobility impaired had within the area (one in Mid Suffolk and one in Babergh). not been raised by stakeholders or the public through ■ previous consultation and had not been identified as Accessibility 65% of all services allow use by anyone within the area if there is no alternative public transport available. a priority area. Suffolk County Council recognises that disabled access is an important area of work. This is ■ A small number of demand responsive transport services reflected in the core functions that the County Council are available in Ipswich and Forest Heath, creating provides. This includes: limited access particularly in the rural district of Forest ■ Heath. In Ipswich this is less important as regular public Ensuring that pedestrian crossings are compliant with the Disability Discrimination Act. (In 2004/05 98% of 32 transport services provide good coverage of the area. SUFFOLK transport plan NV 22/3/06 4:15 pm Page 33

Suffolk is currently facing the issue of hospital closures However, there is still some way to go, especially for young within schools. The core offer comprises the provision of and a reduction in the number of beds. In general, the people in rural areas where leisure facilities or the ability a varied menu of educational and leisure activities along new provision of healthcare supports the aims of to access these facilities is limited. The role of community with childcare, parental support, swift and easy referral accessibility by taking the services direct to the people transport for young people in these areas needs to be to services and increased community use of schools. most in need, but there are concerns that closures of examined and more widely promoted to ensure that The extended schools programme supports the need hospitals are imminent and that resources and staff young people are aware of their transport options. for improved access to facilities, particularly in rural required to provide the new delivery of care will not Suffolk County Council has been chosen as one of ten areas where schools can provide a focus for community be in place when the closures take place. local authorities to pilot the national Opportunities Card. activities. We need to consider how school transport Although transport provision is often in place through The card aims to encourage young people, particularly supports the need for longer school days and to enable hospital transport schemes, issues may arise from a need those from disadvantaged backgrounds, to participate in young people to stay for after school activities through for visitors to travel further making it particularly difficult constructive activities with the card giving subsidies to more flexible transport services. for those without access to a car. Suffolk County Council be redeemed on these activities. We aim to build on the Access to Education will need to work with Primary Care Trusts and National success of our current eXplore youth card scheme. By Health Service trusts to ensure that access to healthcare joining it up with our travel discounts we can remove Transport is often a barrier to accessing education and in maintained. the further barriers of cost of transport to encourage training, particularly for young people. Either a lack of participation in all leisure activities. transport services at the necessary times, or the cost Many community transport services do not allow of travel can make accessing education difficult. passengers to use the service to access hospital or healthcare appointments. Over the last year, Primary Suffolk County Council currently provides statutory free Care Trusts have worked with Suffolk County Council to school transport for children under 8 living over two miles joint fund community transport services to allow patients from school and aged 8 to 16 living over three miles from to access hospital appointments. Initiatives have been school. The authority also provides transport at a reduced developed in Stowmarket to allow patients to use the rate for young people aged 16 to 19 who are in full time Optua service to access Stow Lodge, and in Hadleigh education, if seats are available on school buses. journeys have been funded to enable access to the National changes to education, giving more choice to rehabilitation clinic at Hadleigh Health Centre. The Primary children over the age of 14, will mean huge changes in the Care Trusts and Suffolk County Council would like to see way education is provided. Schools and colleges will have other similar initiatives developed across the county, along to provide a wider range of vocational training alongside with providing further access points through existing the standard curriculum. All training opportunities will infrastructure such as libraries and other local community not be available at every school. Schools and colleges will buildings particularly in rural areas. therefore be organised into clusters and between them will Access to Leisure provide the extended curriculum. This will result in changes to the journeys that young people have to make to access Suffolk County Council is the first local authority to education, with some students making more journeys than introduce a concessionary fares scheme for young people the usual home to school trips in the morning and evening. up to the age of 19. The eXplore card allows discounted This also links to the extended schools issue of pupils

fares on bus and rail travel as well as allowing card holders Accessibility remaining in school for after school activities and to receive added benefits of discounts at leisure centres, requiring transport at later times. shops and cinemas. To date 51,500 young people have Extended schools is a national programme to increase the taken up the card, with 551,476 travel discounts being availability of activities at school beyond the school day. Access by Sustainable Modes claimed between April and September 2005. Suffolk County Council are looking at extended schools Over recent years reduced commercial viability of rural on a ‘cluster’ basis, made up of multi-agency steering The Youth Card Scheme has gone some way to improving public transport services have resulted in operators groups to develop plans for providing the ‘core offer’ access to leisure facilities, particularly by reducing costs. withdrawing bus services in areas that often have the 33 SUFFOLK transport plan NV 22/3/06 4:15 pm Page 34

To ensure that the services we implement meet the The development of the proposed Ipswich sustainable needs of communities, we undertake reviews of all transport major scheme, Ipswich - Transport fit for the public transport services, including bus, rail and demand 21st Century, will also play an important role in delivering responsive transport, on an area basis. Assessments of sustainable transport in the town. We will also be developing accessibility issues will form part of this review process, walking and cycling strategies for the county to support along with public and stakeholder views on existing services, our county transport strategy. These strategies will also to inform the future needs of an area. The results of these look at the role of these modes in improving accessibility, reviews will identify gaps in provision so we can prioritise particularly in areas where alternative modes of transport resources for improvements to sponsored bus and demand are unavailable. responsive transport services in the area. Access to Suffolk County Council and Partner In rural areas people can often become reliant on cars as Organisations Services their main form of transport even for short journeys due Suffolk County Council aims to provide straight-forward to the perceptions of safety for pedestrians and cyclists. access to the range of services, through the internet, This is particularly evident in areas where there are limited face to face through access centres and over the phone. pavements. Suffolk County Council has aimed to provide Customer Service Direct, a partnership between Suffolk pavements for communities where they would provide greatest need. In the past the County Council has County Council, Mid Suffolk District Council and BT, was good links to local facilities such as shops and schools and subsidised those services that are seen as locally established in 2004 to provide access to Suffolk County aims to build 7.5km of new rural pavements by 2011. important. To provide better value for money, Suffolk Council and Mid Suffolk District Council services, as well has identified alternative cost-effective ways to meet In rural areas rail can play an important role, particularly as complete application forms, make payments, report the needs of local communities. This resulted in the to the main towns, with a faster journey time than by bus. problems and order leaflets, all in one place. development of demand responsive and community Suffolk’s rail strategy looks to develop the role of rail. For Three public access centres have so far been established transport services across the county. For example on the example, the strategy includes: in Needham Market, Stowmarket and Eye. The centres Shotley peninsula the Buzzabout service was introduced ■ commissioning a feasibility study to examine the have so far provided advice to over 153,000 people over in November 2002 following the withdrawal of the 194 reopening the line between and the phone and over 42,000 people face to face. The bus service and the re-working of other timetabled bus to passenger trains and the construction of a new partnership has also achieved its aim of ensuring that services. This service has been particularly successful and station at Leiston 99% of Mid Suffolk residents are within 15 minutes or now carries between 600 and 700 passengers a month. 10 miles of a public access point (i.e. library or service ■ a report on the feasibility of a new station at To help meet our aims of encouraging more sustainable centre). Customer Services Direct are also looking to Great Cornard modes of travel and to improve accessibility, particularly expand their services by developing partnerships with for people in rural areas, we have been listening to local ■ working with St Edmundsbury Borough Council towards other district and borough councils across the county with demand and have extended schemes to meet the needs the provision of a station at Moreton Hall the aim of improving access to local authority services. of local communities. The Buzzabout is again a good Accessibility within towns and urban areas is often seen Suffolk County Council has six mobile libraries that example, in January 2005 the service was extended to as adequate, with more frequent public transport and currently serve 870 stops in areas where there is no provide late night services until midnight on Tuesday to better transport facilities than in rural areas. However, to provision of static libraries. There are approximately Thursday and until 2am on Fridays and Saturdays. This

Accessibility help meet our aims of reducing congestion and improving 8,000 registered users and vehicles visit each location service has been very successful, resulting in a sharp up air quality, it is important to provide improved access by every two to four weeks. Mobile libraries provide an turn in patronage with a third of passengers now being walking and cycling, particularly within our main towns important service for many local communities and carried in the extended period. We aim to develop the where shorter distances make these modes more viable. contribute to Local Transport Plan objectives of reducing role of demand responsive transport, learning from our Improving access for walking and cycling also benefit the need to travel and providing services locally. previous successes, to provide a demand responsive socially excluded groups who suffer from accessibility network that supports the needs of local communities. issues such as the cost of travel. 34 SUFFOLK transport plan NV 22/3/06 4:15 pm Page 35

In Spring 2005 the Suffolk Development Agency funded a trial Share Band in to provide an innovative way to create greater broadband bandwidth to deal with these issues. Other projects are also underway to provide wireless broadband links in very rural areas of the county. We want to build on these projects and ensure that people in rural areas have similar availability of broadband as those in urban areas and at a similar price. Generally prices in urban areas are significantly cheaper than in rural areas, if such service is available at all.

A review of the mobile library service is currently Association of Local Councils, Suffolk ACRE, district underway. This is looking at the opportunity to provide councils, the Suffolk Regeneration Trust and the Rural a wider range of services including Internet access and Shops Alliance, to provide business advice and grants for information and advice services. Developments in this village shop owners. The scheme aims to prevent closure area are already well underway with two library vehicles of village shops, retain community infrastructure and currently being equipped to allow Internet access. safeguard local jobs. Access to Retail Facilities Availability of Broadband People in rural areas can suffer relatively long journeys to The limited broadband bandwidth available in many services, particularly shops. Suffolk, in common with other rural areas of Suffolk can result in increased time to rural areas across the country, is suffering from a decline carry out many tasks such as transferring picture, video in rural services and facilities, particularly local shops. and music data. This can affect the ability of local Supermarkets are generally located on the edge or businesses to remain competitive and restrict the Accessibility in the centre of towns and are seen as more accessible opportunity for people to work from home. The growing for people living in urban areas and for car users. use of the internet by Suffolk County Council and other organisations to engage and communicate with stakeholders Retaining village shops is essential for viable rural and the public also means that people in rural areas can communities. Suffolk County Council is the lead organisation be disadvantaged in their ability to participate in on the Suffolk Village Shops Group, working with Suffolk consultation and access services and information. 35 SUFFOLK transportplanNV24/3/064:04pmPage36 36 Accessibility iue7 Access educationby tofurther publictransport Figure 7. SUFFOLK transport plan NV 24/3/06 4:04 pm Page 37

Figure 8. Access to GPs by public transport Accessibility

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Figure 9. Access to market towns or major centres by public transport Accessibility

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SUFFOLK’S PRIORITIES Table 3. Priority areas for accessibility planning in Suffolk

Local Strategic Partnership Area Primary Priority Comments

Suffolk Coastal Post 14 education, vocational training, community education and Healthcare, particularly for older people leisure facilities

Mid Suffolk Healthcare, particularly for older people Local facilities and services for rural communities, including village shops, banks/building societies etc Post 14 education

Waveney Adult/further education and training to provide access to employment Employment, particularly for young people, particularly for people living opportunities, particularly for people living in rural areas in rural areas Access from Lowestoft to Great Yarmouth and Norwich

East Babergh Leisure for young people Healthcare particular for older people

West Suffolk (Forest Heath, St Edmundsbury and West Babergh) Healthcare particular for older people Local facilities and services for rural communities, including, village shops, banks/building societies etc Post 14 education

Ipswich Accessibility to services by walking and cycling Access to Ipswich Hospital*

*Although access to services by walking and cycling is a primary priority for Ipswich, an action plan for this priority will be put on hold until after the decision and possible development of the proposed Ipswich Major Scheme. Walking and cycling form a key element of the bid for ‘Ipswich - Transport fit for the 21st Century’ and therefore the priority will be reviewed further into the Second Local Transport Plan period. An action plan for access to Ipswich Hospital will therefore be developed first

The initial priority areas set out in the provisional second ■ Removing the focus on young people for access to ■ Moving access to healthcare from a secondary priority Local Transport Plan were identified through consultation post 14 education, vocational training and leisure and to a primary priority. Although access to local facilities and discussions with stakeholders. Between July and broadening the priority to include community and services are still an issue in West Suffolk, the Local November 2005, they were presented to Local Strategic education for all ages in Suffolk Coastal Strategic Partnership felt that given the current issue of Partnership boards to ensure that the priorities were the closure of local hospitals, access to healthcare was ■ Putting particular emphasis on people living in rural agreed and were aligned with objectives set out in each now a primary concern that they would like to address. areas for access to adult/further education and of their community strategies. All the Local Strategic training to provide access to employment Table 4 shows how the Local Strategic Partnership priorities

Partnerships gave general agreement to the priorities with Accessibility opportunities in Waveney relate to the themes for the accessibility strategy. only minor amendments being made in Suffolk Coastal, Waveney and West Suffolk. These changes included:

39 SUFFOLK transportplanNV22/3/064 40 Accessibility al .Linksbetween accessibilityobjectives andLocalStrategic Partnership priorities Table 4. Improving accesstoleisure for particularly young people public transport cyclingand walking, particularly Improving accessibilityby sustainablemodes, relative deprivation inareas particularly of training andemployment, Improving accesstoeducation, Improving accesstohealthcare for particularly olderpeople Improving accesstoSuffolk County Council organisations andpartner services cesblt taeyOjcie LocalStrategic Transport Accessibility Priorities Accessibility Strategy Objectives :15 pmPage4 0 Healthcare, particularly for particularly olderpeoplein West Suffolk Healthcare, for particularly olderpeopleinMidSuffolk Healthcare, Healthcare, particularly for particularly olderpeopleinMidSuffolk Healthcare, for particularly olderpeoplein West Suffolk Healthcare, Accessibility toservicesby walking andcyclinginIpswich vocationaltraining andleisure facilities inSuffolk Coastal Post 14education, Leisure for youngpeopleinEast Babergh areas of Waveney for particularly peoplelivinginrural educationandtraining toprovide accesstoemployment opportunities, Adult/further SUFFOLK transport plan NV 22/3/06 4:15 pm Page 41

Table 5. Accessibility Actions

Accessibility Objective Action Outcome Responsibility

Improving access to To provide funding for Demand Responsive Transport to enable Number of services funded by Primary Care Trust Primary Care Trusts healthcare particularly patients to access health services, particularly to access Increased patronage on demand responsive transport Suffolk County Council for older people appointments at acute, community hospitals, health clinics and GP practices, building on the good practice already seen in Stowmarket and Hadleigh

Provide access points for healthcare at libraries including access to More access points across the county enabling access to Primary Care Trusts information and advice particularly in rural areas where alternative healthcare information and advise Suffolk County Council access points are not available

Bring together all the county council’s passenger transport fleet 10% more usage from council transport vehicles Suffolk County Council management and transport functions, such as school buses, subsidised public transport and social care transport, to provide a more efficient passenger transport service

Improving access to leisure Continue to promote the Suffolk Youth Card, eXplore, through the Number of young people with a youth card (taking into Suffolk County Council particularly for young people implementation of our marketing strategy account the turnover as people reach the age of 19) Continue to build partnerships with retailers and leisure facilities to provide discounts through the eXplore card, particularly in Bury St Edmunds and Lowestoft following the success in Ipswich

Provide access to a range of activities, including music, sport and One third of secondary schools open from 8am to 6pm all Suffolk County Council holiday activities, for young people in one third of secondary schools year round, providing a range of activities by 2008 through the extended schools scheme

Potential pilot scheme to enable children to use existing school More children using public or education transport to get to Suffolk County Council transport routes to access after school provision, with a view to after school activities extending the pilot to other schools, particularly in rural areas Increased sustainable mode share of journeys to school

Improving access to Potential pilot scheme for providing school transport to meet the Flexible education transport services to allow movements Suffolk County Council education, training and growing needs of young people aged 14+ (Link to pilot for extended between educational establishments employment particularly in schools) Increased number of young people staying in education areas of relative deprivation Implement school travel plans in all school in Suffolk by 2010 to Increased sustainable mode share of journeys to school Suffolk County Council encourage access by sustainable modes and provide safe routes for All schools to have a travel plan in place by 2010 walking and cycling to school Accessibility

Work with internet providers to make the most of existing broadband All of Suffolk covered by a one to two megabytes service by Suffolk Development Agency infrastructure and enhance this where necessary to provide an 2008 Suffolk County Council increased level of service to meet business and domestic demands

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Accessibility Objective Action Outcome Responsibility

Improving accessibility by Develop more demand responsive transport solutions in appropriate Increased patronage on demand responsive transport Suffolk County Council sustainable modes, particularly areas, where sparse population and low patronage make demand walking, cycling and public responsive transport a more cost effective solution transport Establish demand responsive transport solutions in appropriate rural Increased patronage on demand responsive transport Suffolk County Council areas where commercial services are withdrawn

Broaden the availability of existing demand responsive services to Increased patronage on demand responsive transport Suffolk County Council allow more people to be eligible to use them (for example services currently carrying elderly or mobility impaired could be used to carry anyone)

Provide rural pavements in communities where they can provide Increased sustainable mode share of journeys to school Suffolk County Council links to local facilities, or provide a link between facilities and the Increase rural pavements by 7.5km by 2011 Rights of Way network

Improve surfaces and remove obstacles on pavements, cycleways Increased sustainable mode share of journeys to school Suffolk County Council and the rights of way network, particularly around the main towns Increased percentage of people travelling to work by of Ipswich, Bury St Edmunds and Lowestoft sustainable means

Upgrade the status of some rights of way from footpaths to Increased sustainable mode share of journeys to school Suffolk County Council bridleways to allow cycling, particularly around main towns. Increased percentage of people travelling to work by sustainable means

Improve pedestrian links between Ipswich town centre, bus and rail Increased sustainable mode share of journeys to school Suffolk County Council stations and areas of development, including the waterfront, new Increased percentage of people travelling to work by university campus Suffolk and Ipswich Village, through improved sustainable means signage, crossing facilities and improvements to road and junction layouts

Provide improved public transport facilities within Ipswich, including Increased sustainable mode share of journeys to school Suffolk County Council real time passenger information, bus priority measures and urban Increased percentage of people travelling to work by traffic management and control along main corridors sustainable means Reduced traffic flows through the town centre

Continue to deliver grants and business advice to village shops Number of shops receiving grants and/or business advice Suffolk County Council through the Village Shops Scheme to retain and increase capacity Suffolk Association of Local Councils whilst reducing the need for users to travel longer distances from rural areas to access shops Suffolk ACRE

Accessibility District Councils Suffolk Regeneration Trust Rural Shops Alliance

42 SUFFOLK transportplanNV22/3/064 organisations services County Council and partner Improving accesstoSuffolk Accessibility Objective :15 pmPage4 county, particularly inareas particularly withnocurrent static library provision county, Provide internetaccessthrough mobilelibrary services across the with MidSuffolk District Council Care Trusts andthePolice buildingonthesuccessofpartnership organisations boroughs andotherpartner includingPrimary districts, toprovideDevelop partnerships more jointaccessprojects with 3 Action points by 2010 All mobilelibrary vehiclestohave internetaccess access centre More peoplewithin15minutes ofapublic Outcome Suffolk County Council Customer ServicesDirect Responsibility 43 Accessibility SUFFOLK transport plan NV 22/3/06 4:15 pm Page 4

MONITORING OUR PERFORMANCE We recognise that our Local Transport Plan indicator only Village shops provide an important service for rural Accessibility is a particular issue for people living takes into account the transport aspect of accessibility communities and often offer a focus for the community. within rural communities in Suffolk. Although we and that this excludes measurements of issues relating They are important in maintaining accessibility to shops recognise that urban areas have their own issues, the to availability of services and facilities. We have developed and in some cases wider service provision. The decline focus for our improvements will be in rural areas where a range of supporting indicators monitored through a of village shops is also monitored through Suffolk’s we want to better enable people to access services that variety of other sources. Community Strategy. are often outside of their local community. Our Accessibility Our objectives for improving access to healthcare should Table 6 shows how the indicators link to the accessibility indicator, reported through the Local Transport Plan contribute to a shared priority with primary care trusts to themes and where each indicator will be monitored. is therefore the number of people using demand enable older people to live at home and to increase the From April 2006 Local Development Frameworks responsive transport. number of people receiving intensive home care. We will will include an accessibility indicator to monitor the therefore monitor accessibility in these terms, which are Demand responsive transport services in Suffolk are services accessibility from new residential developments to key already reported in Suffolk’s Local Area Agreement. that are designed to provide flexible 'local' (inter village) services. This indicator will also provide context to the travel opportunities and to make connections with Access to leisure can be improved, in part, through accessibility strategy and will help to ensure better conventional public transport services for onward travel. reducing the cost of travel for young people. The forward planning for accessibility in terms of the These services are provided in areas where conventional Suffolk youth card supports our objectives for improving locations for new developments. The indicator that public transport solutions are deemed to be inappropriate accessibility for young people, particularly by providing will be monitored through the Local Development and may be used to replace them. Where possible fares, discounts at leisure facilities. We will therefore monitor Frameworks will be: ticketing products and eligibility match those for the take up of the youth card (and where possible its The amount of new residential development within conventional bus services. Demand responsive transport usage) as a measure of accessibility for young people. may be scheduled, semi-scheduled or provided entirely on 30 minutes public transport time of: a GP; a hospital; demand. With regard to our indicator, the term ‘demand Improving access to education and employment will a primary school; a secondary school; areas of responsive transport’ also includes community transport also support wider objective of the County Council and employment; and a major retail centre(s). services that are provided mainly by local community its partners of encouraging people to stay in or return groups, to people who cannot access conventional public to education or work. This should reduce the number of transport because of where they live or because of people claiming benefits. We will therefore also measure mobility difficulties. Demand responsive transport is used accessibility in these terms. This is also an indicator that in this wider sense throughout the Local Transport Plan. will be monitored through the Local Area Agreement. In our Provisional Local Transport Plan we indicated that our Improving accessibility by sustainable modes supports accessibility indicator would be ‘based on the percentage the Local Transport Plan objectives of encouraging sustainable of the population able to use demand responsive transport.’ travel to school and work. The Local Transport Plan indicators for sustainable journeys to work and school In developing our accessibility indicator we concluded will be used to measure accessibility by sustainable that our public transport service planning should focus modes. These indicators will also form part of our Local on increasing the number of people able to use demand Area Agreement. responsive transport. This will aim to deliver services to the people most in need, for example, in areas with high The roll out of broadband across Suffolk will enable users Accessibility numbers of households without access to a car, higher to access services via the internet, particularly for online proportions of older people or areas where alternative payments and information. This should result in a reduced public transport does not exist. If our service planning is need to travel and improve accessibility. We will monitor effective then we should see an increase in the number the roll out of broadband, as currently measured through of people using demand responsive transport. the community strategy.

44 SUFFOLK transportplanNV22/3/064 al .Accessibility indicators Table 6. and partner organisationsand partner services Improving accesstoSuffolk County Council public transport cyclingand walking, particularly Accessibility by sustainablemodes, deprivation employment inareas particularly ofrelative training and Improving accesstoeducation, especially intheevening poor transport toexisting facilities young peopleduetolimitedfacilities and Improving accesstoleisure for particularly older people Improving accesstohealthcare for particularly Accessibility Theme :15 pmPage4 live athome Increase thenumber ofolderpeopleableto minutes or10milesofapublicaccesscentre 99% ofMidSuffolk residents within15 Decrease therate oflossvillage shops 100% ofSuffolk broadband enabledby 2008 Mode share ofjourneystoschool sustainable modes Percentage ofpeopletravelling toworkby seekers allowance) benefits (job Reduce thenumber ofpeopleclaiming Take upoftheSuffolk Youth Card intensive homecare Increase thenumber ofhouseholdsreceiving 5 Indicator/Target Local Area Agreement Customer ServicesDirect Community Strategy Community Strategy Local Transport PlanandLocal Area Agreement Agreement Local Transport PlanandLocal Area Local Area Agreement Children’s and Young People’s Plan Local Area Agreement Where theindicatoris monitored/reported evcs information andadvice services, ensure thatlocalpeoplehave easyaccesstolocalauthority The Customer ServiceDirect publicaccessprogramme aimsto providing anaccesspointfor widerservicesandinformation play roleShops canalso inlocalcommunities animportant by The lossofvillage shopsisagrowing concerninrural areas. library) a localaccesspoint(i.e. intheirhomeorvia either that peoplecanaccesstheinternet, To ensure thattheseservicesare accessibleweneedtoensure hard toensure that theirservicescanbeeasily accessedonline. Suffolk County Council organisations andpartner are working main towns by inthe work andschool sustainablemodesparticularly should seeanincrease inthenumber ofpeopletravelling to If accessby sustainablemodesisimproved andmadeeasierwe a priority intheLowestoftarea particularly where this is benefits, should seeareduction inthenumber ofpeopleclaiming If weare successfulinimproving accesstoemployment we including cinemas on publictransport anddiscountsatleisure facilities The youthcard provides discountedfares for youngpeople people’s abilitytoaccessservice improving Again serviceswouldbeprovided viaoutreach, therefore improving accesstoservices people toliveathome, More serviceswillbeprovided by outreach toenablemore older Rationale 45 Accessibility SUFFOLK transport plan NV 22/3/06 4:15 pm Page 46

DELIVERING LOCAL ACCESSIBILITY ACTION PLANS ■ Access to services and facilities by public transport was have agreed funding to undertake initial actions early in Local Strategic Partnerships will be delivering action plans poor from rural communities within the pilot area. 2006/07. The action plan can be found in Annex F. addressing their specific priorities. Many of these issues ■ There was good coverage of demand responsive The timetable for Local Strategic Partnerships to develop apply across the county and the success of individual transport services. their accessibility action plans is shown in Table 7. action plans will be shared with other Local Strategic ■ Partnerships and applied elsewhere. (The Local Strategic Few people were aware that demand responsive Partnerships broadly follow the district boundaries, with transport services were available to them and more the exception of West Suffolk which incorporates the promotion and marketing of the services was necessary. districts of Forest Heath, St Edmundsbury and the western ■ People wanted more information on public and part of Babergh, as shown in Figure 10). community transport either at bus stops, via the Suffolk Coastal Local Strategic Partnership funded work internet or through notice boards at schools, post to undertake more detailed research to identify specific offices, libraries etc. problems in a pilot area. The results of the work The Local Strategic Partnership have now developed an found that: action plan based on the results of their research, and

Table 7.Timetable for delivering accessibility action plans

Local Strategic Partnership Area Priority Date for Completion Progress to Date

Suffolk Coastal Access to post 14 education, vocational training, Completed Completed community education and leisure facilities

Mid Suffolk Access to healthcare, particularly for older people September 2006 Group identified to develop action plan. First meeting to be held in April 2006.

Waveney Access to adult/further education and training to December 2006 Local Strategic Partnership currently restructuring provide access to employment opportunities, working groups. Group to take forward action plan particularly for people living in rural areas to be identified by April 2006.

East Babergh Access to leisure for young people July 2006 Group identified to develop action plan. First meeting was held December 2005.

West Suffolk Access to healthcare, particularly for older people November 2006 No working groups currently exist to develop action plan. Local Strategic Partnership board to identify how to proceed by April 2006. Accessibility Ipswich Access to Ipswich Hospital May 2006 Draft action plan developed by Suffolk County Council and Ipswich Hospital. Consultation in April 2006.

46 SUFFOLK transport plan NV 22/3/06 4:15 pm Page 47

Figure 10. Local Strategic Partnership and district and borough boundaries Accessibility

47 SUFFOLK transport plan NV 22/3/06 4:15 pm Page 48

6. SAFETY INTRODUCTION reaching a peak in 2001, this has reduced to 2,622 reduce the number of people killed or seriously injured on Since the early 1990’s, the County Council has invested casualties in 2005, which is 87% of all injury casualties. Suffolk’s roads from 416 in 2004 to 322 in 2008. This heavily in road safety. In 2002, we set ourselves a The Government has reported research which suggests agreement is embedded in the Safer Communities block of stretched target through the Public Service Agreement to that the recent national drop in slight casualties may activities and targets in the Local Area Agreement. Already reduce the number of fatal or seriously injured casualties. be as a result of under-reporting to the Police and is the links are being created between road safety, crime and looking at trends that will help us clarify whether disorder, anti-social behaviour and drug and alcohol abuse. We have achieved a reduction in the number of fatal the target has actually been achieved. Our safety strategy reflects our commitment to meet the or serious casualties from 480 in 1999 to 380 in 2005, Public Service Agreement target. narrowly missing our target. Over this period the number ■ There were more child injuries due to road accidents of children killed or seriously injured has fallen by 43% within Ipswich and Lowestoft than elsewhere in the county. Suffolk has a ‘mature’ road network in safety terms. We have already dealt with many accident sites, so that from 40 to 23, an all time low. 2005 has seen the lowest ■ Over the last eight years the number of children killed there is now a more scattered pattern of accidents across number of people killed on Suffolk’s roads since 1998, 36 or seriously injured in Suffolk has been better than the county. This means that we now need to change the fatalities in 33 incidents. All casualties between 1999 and the national trajectory, apart from in 2003, which emphasis of our strategy to increase the use of education 2005 are shown in Table 8. saw an untypically high number. and publicity campaigns targeted at specific user groups, The County Council has achieved this reduction despite ■ In 2005 there were no child fatalities on Suffolk’s and focusing on routes rather than accident spots. a growth in the average vehicle kilometres of nearly 4% road network. per year during the last Local Transport Plan period. Our overall safety strategy is to: ■ The highest proportion of fatal, serious or slight ■ Continue targeting safety improvements at high Our research has found that: accidents involve private cars. accident locations. ■ Around 52% of the 33 fatal accidents in Suffolk in 2005 ■ Although accounting for 1% of road traffic, ■ Continue partnership working with the Police to were likely to have been caused by driver behaviour or motorcyclists represented 28% of the total number implement enforcement policies and seek innovative excessive speeds. of people killed or seriously injured in 2005, this is ways of reducing accidents. ■ Over 60% of all casualties occur on Suffolk’s rural roads, almost twice the national average of 15%. Safety ■ Extend the safety camera partnership activities to mainly involving slight injuries. ■ In targeting killed or seriously injured casualties, the optimise speed camera location and thresholds in ■ evidence suggests that there is a consequential increase The majority of fatal and serious accidents occur on line with casualty data. either rural A roads or within main towns. There has in slight casualties. This trend was reversed during the been a recent growth in fatal accidents along the A14 last three years and further monitoring will be needed ■ Continue working in partnership to deliver safer roads corridor, in comparison to the rest of the county. to see if this is a new trend. in Suffolk, with the Police, the Suffolk Fire and Rescue Service, the Highways Agency, Local Area Agreement ■ STRATEGY 48 The overall number of slight casualties in Suffolk rose partners and joint working with neighbouring authorities. by around 3% per year from the mid-1990s but since We have set a second Public Service Agreement target to SUFFOLK transportplanNV22/3/064:15pmPage49 al .Casualty dataupto2005 Table 8. The linkstotheothershared priorities are: ■ ■ ■ ■ ■ ■ ■ ■ Total injurycasualties Slight injured seriously Children killedor All killedorseriously injured Continue targeting workplaceswith road safety Change attitudesandbehaviour ofoffending drivers driver behaviour andimprove onpoliciesandpractices. messages andencouraging fleetmanagers toassess management schemes. via NationalDriver Improvement andspeed access servicessafely for andleisure social journeys. independent travellers to users ofpublic transport to Helping olderdrivers makethetransition from as such ‘shared space’. to road safety, and cyclists–thisincludestesting different approaches improve accessibilitytojobsandservices for walkers Improving thesafety ofvulnerable road users willalso our Suffolk Roadsafe Partners. campaigns toget across keypublicitymessages with Fully utilisethe Government’s nationalroad safety to children through pedestrian andcyclisttraining. Deliver essentialroad safety skillsandawareness businessesandolderdrivers. youngdrivers, parents, targeted atkeyroad users includingchildren, training andpublicity, programme ofeducation, Influence travel behaviour through anintensified crossingof school patrols. Provide safe crossing routes placesonschool by means Average 94-98 2,921 2,443 478 51 1999 2,616 3,096 480 40 ■ ■ ■ Planned Activities these vulnerable users are safe. also andwillneedtoensure that cycling inurbanareas, The County Council wants toencourage walking and except where vulnerable road users are involved. injuries tendtobelessserious duetolowerspeeds Themajority of and across theperipheral subareas. withintheurbancentres defined clusters ofaccidents, In themaintownsandmarketthere are more Problems andIssues MAIN TOWNS ■ route signage. cycleparking, advanced cyclestoplines, cyclists e.g. Improving cyclefacilities inurbanareas tosupport safety for thosevulnerable users. most usedby pedestrians andcycliststoimprove thatwecanprioritise so thoseroutes in urbanareas, particularly Looking athowdifferent peopleuse roads, to improve safety andtraffic management. BuryStEdmunds andLowestoft in Ipswich, Installing traffic signalsata number ofjunctions on congested sectionsof road. inrelation particularly toaccidentoccurrence safety, Investigating thelinksbetweencongestion androad 2000 3,187 2,662 525 43 2001 2,783 3,250 467 44 2002 2,765 3,168 403 27 2003 3,171 2,729 442 57 ■ ■ injury accidentssince1999. accidents involving horses have accountedfor 25 Ourresearch shownthat has also of which were fatal. four serious accidentsinvolving agricultural vehicles, there have been21fatal and Since1999, overtaking. Accidents canoccurthrough inappropriate present hazards. Horses andslowtraffic asagricultural such vehiclescan oftenasaresult ofhigh speed. to occurinrural areas, shows thatmultiple casualty accidentsare more likely Ourresearch travelling toworkandeducation. further People are also in markettownsasrural servicesclose. shows increased travelling toandfrom centralised services Research intotravel patterns used ascommuting links. many being carriageway roads andnetworksofotherroads, Settlementsare linkedby higherspeedsingle for thedriver. roads are oftennarrow withreduced visibility In rural areas, Problems andIssues RURAL AREAS pedestrian schemes in Sure Start pedestrian inSure schemes Start Areas. education andcyclisttraining programme and Improving coverage ofSuffolk’s focus onsafety traffic calmingandshared space. crossings, Protecting vulnerable users through pedestrian 2004 3,042 2,567 416 *percentage changefrom2005over 1994-1998baselineaverage 38 2005 3,042 2,662 380 23 % change* -55.0% -20.5% +4.1% +9.0% 49 Safety SUFFOLK transportplanNV22/3/064:15pmPage50 50 Safety ■ ■ ■ ■ ■ ■ Planned Activities Working withorganisations representing agriculture Our consultation showsthatthere isabigdemand Carrying outroutine as maintenanceactivitiessuch about safety. this includes alleviatingcommunity concerns of life, £758,000 in2006/07for thatmeetquality schemes We have allocated accident sitesornear-miss sites. for across minor schemes thecountytodealwithlow of roadside nature sites. prevent Thiswillalso mistreatment at selectedsites. together withtargeted verge andhedge trimming users, road other and pedestrians cyclists, for drivers, of verge cuttingtotwice We beincreasing willalso ourprogramme be greatest. safety strategy totarget sites where theimpactwill programmes are developedinlinewiththeroad to increase visibility androutine surface dressing cuttingofverges cleaning andreplacing road signs, schools andruralschools areas ofthecounty. 20’sExtending advisory outside Plentyschemes hotspots across thecounty. detection andraise thepresence ofPolice inparticular enforcement willincrease Police resources for speed thistypeof Suffolk’s Safety Camera Partnership, Incombinationwith Police staff across thecounty. Police useinspeedenforcement using Community wepurchased 20handheldlaserdevicesfor In 2005, goods vehicles. development ofsafe parkingfacilities for heavy vehicles touseappropriate roads andinfluencethe heavy goods vehicleparkingstrategy toencourage Implementing thelorrymanagement strategy and Rights of Way Improvement Plan. bemadetothe Linkswillalso safety onrural roads. and horse riding todeveloppoliciesimprove rider yearly toimprove visibility greatest contribution toreducing road casualties inSuffolk. the localmixofroad safety interventions tomakethe decisions ontheuseofenhanced settlementsand cross-cutting Thiswill makestrategic, other keyagencies. Highways Agency and Safety Partnership withthePolice, During setupaformalised 2006wewillalso Suffolk Road this Local Transport Plan. during thelife of least atcurrent levelsofenforcement, at Theintentionis to continue this vitalrole, casualties. the fifthbestperformer for reductions infatal andserious the 38UKPartnerships showedour Camera Partnership as The Government’s on fourthreport enhanced settlements. TheHighways Agency receive will also Partnership. including fundingSuffolk’s Camera for road safety work, Thiscanbeusedlocally transport from Government. Local Transport Planfundingallocationsfor integrated From 2007/08wewillreceive enhancedannual future. which safety camera are partnerships tobefundedin The Government hasannounced changes totheway in Suffolk Safety Camera Partnership Plate Recognition equipment. enforcement by theuseof Automatic Number ThePolice willextendtheir A140 andthe A12. asthedetrunked such enforcement onkeyroutes, We willcontinue toworkwiththePolice totarget Enforcement create community concerns. will target siteswhere inappropriate vehiclespeeds We periods toreinforce thesafety message todrivers. signs willbelocatedathighpriority sitesoverlonger Two mobilevehicleactivated indicator display initiative. ourspeed We willextendtheuseof ‘make SIDsmile’, of speedlimitsare meaningfulandenforceable. communities introduction toensure thatfurther We willworkwithlocal speed management schemes. the effectiveness ofproviding newspeedlimitsand A speedlimitreview isbeingcarried outtoevaluate Speed Management COUNTYWIDE of signs. including minimisingthevisualimpact local environment, engineering andencourage treatments thatrespect the Working willhelptoavoid in partnership over- the outset. construction toagree partners anoptimum from solution conservation planners andour thePolice, by engineers, Planning treatments toaccidentsitesincludessitevisits Felixstowe and Sudbury. Mildenhall, for Newmarket, four highpriority safety are schemes planned Currently, is showninFigure 11. This sites thathave ahighnumber ofinjuryaccidents. the highestnumber offatal andserious accidentsand Greatest priority isgiven tolocationswith interventions. that wetarget sitesmostinneedofsafety engineering accident clustersitesacross Suffolk yeartoensure each We identify accident locationsacross thecounty. We willcontinue totarget safety athigh schemes the effectiveness ofouractions. period ofthree years afterimplementationtodetermine Every safety ismonitored scheme for a 1999 and2002. Table 9showsthenumber ofaccidentssaved between whichshowstheeffectiveness ofschemes. system inplace, We have awellestablishedmonitoring our safety strategy. Safety engineering are schemes anessentialelementof Local Safety Schemes SUFFOLK transportplanNV22/3/065:53pmPage51 defects are rectified within24hours. We willcontinue toensure thatalldangerous highway design. scheme is integrated withmaintenanceworkstoensure good safety benefitsandweensure ourroad safety programme Maintaining ourroad networktoagood standard provides Maintenance safety schemes. consistentandrobust approach toallour a highquality, Thisensures thatwemaintain audit before construction. All ofourengineering undergo schemes afullsafety al .Effectiveness ofsafety engineering schemes Table 9. 2001 to2002 2000 to2001 1999 to2000 Year under £25,000 under £25,000 under £25,000 over £25,000 over £25,000 over £25,000 Cost Total Total Total Number ofSchemes complementary strategies anddeliverourinterventions withtheHighwaysin partnership Agency todevelop on thesestrategic thatwework routes itisimportant Giventhat13%ofallaccidentsoccur Bascule Bridge. and of Ipswich ofLowestoftincludingthe A12 north A12south A11, The Highways Agency manages the A14, andconsidertheirappropriatenesstechniques for Suffolk. local authorities thathave applied route treatment We willresearch bestpractice from other causing them. todeterminethefactors a route orasectionofroute, We willinvestigate accidentsthathave occurred along Route Strategies 18 10 17 10 14 10 8 7 4 Scheme Cost £m CostScheme £1,550,000 £1,450,000 £100,000 £700,000 £600,000 £100,000 £310,000 £220,000 £90,000 Accidents Saved pa 50 17 33 22 15 15 11 7 4 in January 2006. An A14 Road Safety Forum wasacross the launched A14. from and will provide safer facilities for allroad users to, The completionoftheimprovement worksatRougham near Felixstowe oftheHaughleybends. andre-alignment continued improvements Spurroundabout tothe Dock include mobilespeedcamera signsalongthe A14, Proposed improvements action plantomeetthistarget. a third by 2010andhave formulated astrategic safety the number ofkilledorseriously injured casualties by TheHighways effectively. Agency hasatarget toreduce Value ofaccident savings £m £34,700,000 £11,800,000 £22,900,000 £15,270,000 £10,410,000 £10,410,000 £4,860,000 £2,780,000 £7,630,000 First year rate of return % 2309 224 218 173 494 345 129 888 81 51 Safety SUFFOLK transport plan NV 22/3/06 4:15 pm Page 52

Figure 11. Locations with four or more accidents in three years Safety

52 SUFFOLK transport plan NV 22/3/06 4:15 pm Page 53

USER TYPE safety strategy. Children All Age Groups ■ We will continue to target young drivers with specific Child fatal or serious casualties in Suffolk have seen a We analyse accidents for potential trends by area, routes messages such as anti speeding, drink driving and drug rapid fall from the early 1990s to around 40 a year in and age groups, in order to implement the most effective driving through college based marketing. more recent times and no fatalities in 2005. 40% of the serious casualties were child pedestrians hit by a measures. We have seen a general reduction in the number ■ Offer Pass Plus promotions and subsidised Pass Plus vehicle, 13% are child cyclists, 26% are car passengers of fatal and serious casualties across most age groups in courses targeting inexperienced drivers. This includes and 21% involved other groups such as under age drivers recent years. Specific age groups have seen a growth and driving in all weather conditions in town, at night and and goods vehicle passengers. Around 50% of fatal or these are detailed below. on rural roads, dual carriageways and motorways. serious road accidents to children occur at weekends. ■ Safety training, over the life of the Local Transport Plan, ■ As part of Suffolk’s Community Safety Anti-Social Although numbers are comparatively low it is expected will include sponsoring motorcyclist riding assessments, Behaviour Strategy 2005, we will continue to promote that national and local efforts through this strategy will working with fleet drivers, driver training for Suffolk our award winning ‘For My Girlfriend’ anti-speeding achieve future reductions during the Local Transport County Council staff, working with older drivers and campaign, aimed specifically at young drivers to reduce Plan period. in-car safety checks (including child seats). Priorities fatal and serious accidents and the number of related ■ Safety education includes Theatre in Education, ‘Crucial will include targeting employers, 17-24 year old drivers driving offences. and older drivers. Crew’ for young people, pedestrian and cyclist training, Older People walking bus provision, Walk to School Week, National ■ The Audit Commission’s 2004 report on Suffolk’s Bike Week, School Travel Plans and School Crossing Research suggests that the number of older people performance stated that it expects Suffolk to provide Patrols. All of these have direct links with congestion, continuing to drive after 65 years of age has increased more opportunities for cyclist training. During this Local accessibility and healthier lifestyles. In addition we over the last few years. In 2005, there were 38 fatal or Transport Plan period we will consider targeting cyclists employ companies to act out road safety plays. in deprived areas of the county by recruiting paid trainers. seriously injured accidents that involved drivers in this age group, a 17% decrease from the figures for the previous ■ We will continue to roll out a school travel plan ■ We plan to introduce a speed awareness course in year. The older driver was deemed to be at fault in 21 of programme to all schools in Suffolk to meet our early 2006. This will target drivers who are caught these accidents (6.4% of all accidents recorded in 2005). 2010 target. speeding and will offer a training and educational Our research into future travel trends predicts a growth in ■ 20’s plenty zones outside schools will continue in alternative to prosecution. Suffolk’s over 65 drivers of 62,000 by 2021. We need to rural areas as well as urban areas, linked to school ■ continue to implement schemes aimed at this age group. In partnership with the Suffolk Fire and Rescue Service travel plans. we will provide advanced, interactive education campaigns ■ We will continue our ‘safe driving with age’ campaign, ■ We will try to ensure that two thirds of eligible at colleges and schools including crash reconstruction which has developed from a pilot in 2004. This includes children receive cycle training, currently we train events. In educating young offending drivers we should road safety officers offering cost effective assessment around one third. improve road safety and reduce car crime, including schemes to improve road safety skills. This will be arson incidents. Parents with young children will benefit delivered in partnership with the National Health from in-car child seat checks carried out by the Fire and Service and Primary Care Trusts, and aimed at Rescue Service. vulnerable drivers. 17 to 24 year olds ■ We will also work with chemists and doctors to ensure 36% of fatal and serious accidents in Suffolk in 2005 that older drivers are aware of how medicines may Safety involved drivers aged between 17 and 24. Many of these impact on their driving. We will work with opticians occurred as a result of excess speed. Nationally, research to promote eyesight checks and research ‘failure to has shown that amongst males aged 16 to 29 around 42% see’ accidents. are likely to take risks, including drink driving, drug driving, speeding, not using seatbelts and using mobile phones. Targeting young drivers is a key aspect of this road 53 SUFFOLK transport plan NV 22/3/06 4:15 pm Page 54

VEHICLE TYPE Business and Fleet Vehicles Private Vehicles Although the number of company cars licensed in Suffolk The highest proportion of fatal, serious or slight accidents has changed little in the last three years at 16,800, they involves private vehicles, namely cars. This is in line with remain around 4.5% of the total vehicular fleet, which national and regional trends. 42% of fatal accidents were is slightly higher than regional and national averages, speed related and poor driving behaviour is attributed as reflecting the importance of the logistics sector to the primary cause of around 10% of fatal accidents. the Suffolk economy. In 2005, there were 66 killed or Motorcycle casualties are disproportionately high. seriously injured casualties involving goods vehicles. ■ Drivers will be given the opportunity to attend National ■ Opportunities for driver assessment and training for all Driver Improvement and Speed Awareness courses Suffolk County Council staff. rather than face prosecution, in a bid to reduce the ■ Focused engagement with fleet businesses, through number of speeding vehicles. travel planning and consultation processes, building ■ We will raise public awareness of teenage safety, on existing interventions with over 300 companies. seatbelt use, anti drink-drive, anti-speed, anti-drug ■ Driver training and stress free driving behaviour will driving, motorcycle safety and mobile phone use. be promoted as part of our programme for work place Priority will be given to tackling safety concerns travel plans with existing and future employers. with motorcyclists, the safety of children and safety ■ in disadvantaged communities. New phase of ‘At Work Road Safety Initiative’ targeted at small to medium sized businesses to increase their ■ The recently launched branding of Suffolk Roadsafe driving skills. and the www.suffolkroadsafe.net website will also be an ■ important part of our publicity programme. It provides We will work with the Highways Agency and the a link between the road safety education, training and police to improve lorry safety on the A14 as well as publicity team, safety engineers, Community Safety, encouraging the transfer of freight from road to rail the Fire Service, the Police and the Safety Camera through partnerships and rail improvements. We will Partnership. It is also intended to link with the consider other interventions to deal with indiscriminate United States Air Force bases in Suffolk. lorry parking on strategic routes. ■ ■ We will work with the Police, Institute of Advanced Delivery of the lorry management strategy and the Motorists, Royal Society for the Prevention of Accidents, heavy goods vehicle parking strategy to encourage motorcycle dealers and trainers to devise a Motorcycle vehicles to use appropriate roads and minimise the Strategy aimed at reducing the number and severity of impact on local communities. In addition, we will accidents involving motorcyclists. encourage the development of new parking facilities to encourage drivers to park lorries safely and ■ We will investigate opportunities to develop a new responsibly across the county. road safety centre for Suffolk. This would host our ■ Safety driver improvement schemes and speed awareness We will increase the number of targeted Trading courses and also specialist training courses for older Standards checks on heavy goods vehicles, particularly drivers, motorcyclists, young drivers, and ‘Crucial Crew.’ on the A14 to ensure compliance with weight limits, minimising damage to Suffolk’s roads. ■ We will keep working closely with driving instructors and the Driving Standards Agency to deliver targeted road safety messages to new and emerging drivers. 54 SUFFOLK transport plan NV 22/3/06 4:15 pm Page 55

SUMMARY OF SAFETY IMPROVEMENTS Table 10. Potential opportunities through safety engineering The range of potential engineering activities and associated outcomes are shown in Table 10. These Potential Savings Target Group Activity Outcomes are based on the effectiveness of implemented local pa (KSI) safety schemes. The potential opportunities for safety improvements All road users Safety engineering Reduction in the 9 to 10 per year through education, training and publicity have been schemes, speed limits, number of accidents researched and are shown in Table 11.This evidence speed management and casualties is based on research carried out by the European Speeding drivers Safety camera Reduction in the 2005: 10 to 15 SUNFLOWER project. These opportunities include enforcement at killed number and severity 2006: 10 to 15 both new and the continuation of existing activities. and seriously injured of accidents and 2007: 10 to 15 From 2006/07 we will increase funding and intensify this sites casualties 2008: 5 to 15 2009: 5 to 8 work, including college-based marketing, and a major 2010: 5 to 8 marketing campaign. This is expected to save up to five fatal or serious casualties. Speeding drivers Make SID smile speed Reduction in speeding Not yet available We recognise that road safety interventions must provide indicator display and accidents good value for money. We will continue to monitor local safety schemes for their effectiveness and maintain a comprehensive analysis of all causes of accidents to shape future programme of interventions. We have learned from experience, best practice and benchmarking in developing our road safety programmes. This is examined further in Section 16. Safety

55 SUFFOLK transportplanNV22/3/065:53pmPage56 56 Safety al 1 oeta potnte hog dcto,training andpublicity through Potential education, opportunities Table 11. Vulnerable pedestrians Cyclists indeprived areas Young cyclists Older drivers Motorcyclists Drivers onbusiness All drivers/riders 17–24 year olds Target Group co-ordinator/pedestrian training organiser Young pedestrian –appointwalking scheme bus areas deprivation ofsocial Improved coverage ofSuffolk Cyclist training in of young cyclistscurrently notreceiving training Improve training for cycliststargeting two-thirds assessments subsidised Safe driving with Age initiative: BikeSafe) Projectworking (Appoint Officer topromote partnership Motorcyclist campaign–marketing, New phaseof ‘At Work Road Safety initiative’ motorcyclists etc targeting drivers, plusadditionalcourses awareness courses, National Driver Improvement andspeed Scheme Safety To Centre beusedfor all for thecounty. Consider thefeasibility of aself-contained Road educational alternative toprosecution An Targeting drivers who are speeding. Speed awareness courses and Winter drink drive) Summer (May andSeptemberanti-speeding, Government Think strategy withlocalinput Major marketingcampaignbasedon radio adverts speeding, drivers withspecificmessages asanti- such College basedmarketingandtargeting young training course for newly qualifieddrivers driver Promotion andsubsidy of ‘Pass Plus’ using Government commercials and Intervention hitting videomessages (usedinIreland) purchase ofgiant plasmascreen todisplay hard toreach vulnerableNew opportunity road users by increase driving skills High risk group (36%offatal orserious casualties): Start areas Start initially inSure Target vulnerable pedestrians, county by recruiting paidtrainers Target vulnerable cyclists indeprived areas of from 3,000to4,800 safely, 60% increase innumber ofpupilstrained tocycle Project Appoint Officer driving licenses. Increase ofpopulationover65with inproportion in next15years Likely increase inmotorcyclists casualties in2005. Slight increase inmotorcycle fatal orserious increase driving skills Target smalltomediumsizedbusinesses Crew venue Possible linkto Community Safety Crucial Significantly raise theprofile ofRoad Safety Dealingonly withoffenders Targeted initiative. safety messages viatelevisionandradio Significant increase inoverall awareness ofroad Issues 17 child pedestrians17 child cyclists 12 child 38 casualties 50 casualties injured casualties perannum for around 150killedorseriously driving onbusiness andaccount are One third ofalldrivers, All drivers andpassengers 450 casualties Speed related accidents 150 casualties 36 cyclists 55 pedestrians 85 passengers 310 drivers/riders 93 casualties 93 casualties Annual KSI Average 1999-2004 Savings Per Year 0.5 0.5 0.5 1 3 9 3 0.5 0.5 1 3 1 2 Potential KSI SUFFOLK transportplanNV22/3/064 ■ ■ ■ ■ Our research todatehasshownthat: congestion issuesisshowninFigure 12. Amapidentifyinglocations with issues inSuffolk. We have usedtheevidence toidentifykeycongestion data sources usedare summarised in Table 12. The those junctionsandroutes requiring improvement. the extentoftraffic andcongestion problems tohighlight We have therefore assessed inthemaintowns. particularly In Suffolk there are localconcernsaboutcongestion, INTRODUCTION CONGESTION 7. There are congestion issuesonstrategic routes, There congestion rural isseasonal insome areas and There peakperiod issome congestion onthrough There isalready peakperiod congestion inthethree are reaching capacity. the particularly A14 where anumber ofjunctions tourism honeypots. traffic routes inmarkettownsandvillages. The greatest congestion occurs inIpswich. BuryStEdmunds andLowestoft. main townsofIpswich, :15 pmPage57 al 2 Datasources usedtoassesscongestion Table 12. Incidents ofcasualties Levels ofaccessibility Air Quality Monitors Air Quality Consultation Events Source ofData Journey timedata Traffic Modelling Local Transport 2001 census Action Plan Traffic data and devisepossiblesolutions. locateareas of congestion congestion, Countywide consultation todefine villages andrural areas. market towns, Assessment ofproblems andissuesin of concern. notinglocations particularly levels, Countywide assessmentofairquality public transport availability. and of pedestrian andcyclingroutes, Countywide assessmentofthequality patterns. Countywide analysis ofaccident to work. significant movementsfor journeys Countywide identificationofthe of future housing andeconomicgrowth. Assessmentincludeseffects Lowestoft. Saturn traffic modelfor and Ipswich the longest delay during peakperiods. routes identifyingthejunctions with corridorsimportant andtowncircular Quantification ofjunctiondelay along the larger towns. Assessment oftrends intraffic levelsin Assessment The congestion strategy isdesignedto: STRATEGY issues andplannedimprovements from page 62. with adetailedgeographical breakdown ofcongestion These elementsare discussedthroughout thissection, ■ ■ ■ ■ ■ ■ ■ The strategy comprises thefollowing elements: of transport. substantial change from carusetosustainablemodes likely toleadincreased congestion unlessthere is a growthdevelopment withassociated intraffic levelsis theanticipatedscaleof InthecaseofIpswich growth. in traffic levels resulting from housingandemployment Our strategy takesintoaccounttheanticipatedincrease rfi aaeet including responsibilities imposed Traffic management, by the Traffic Management Act and cycling walking Investment ininfrastructure for publictransport, and rural areasimprove andso qualityoflife villages minimise theimpactoftraffic inmarkettowns, and target investment onthe A14 encourage theHighways Agency tobettermanage urban areas help relieve congestion andimprove qualityof life in Providing additionaltransport capacitywhere essential Demand management 57 Congestion SUFFOLK transport plan NV 22/3/06 4:15 pm Page 58

Figure 12. Locations affected by traffic congestion

The strategy is related to the other shared priorities in a number of ways: ■ Improving accessibility for public transport users, walkers and cyclists will be important for reducing congestion in and around Ipswich, Bury St Edmunds Links to Other Policies and Strategies and Lowestoft. It is essential that initiatives and schemes are identified, ■ Investigating the links between congestion and road developed and implemented in a much wider context safety, particularly in relation to accident occurrence than just transport. This is especially true of congestion. on congested sections of road.

Congestion Our long term strategy has been developed in line with ■ There are currently no declared air quality management many relevant strategies. Local development plans and areas in Suffolk but we expect that four will be declared plans by partner authorities for education, employment, during 2006. All are linked to road traffic congestion. We health, tourism, environment and leisure have been must avoid a deterioration of air quality in areas already integral in developing this strategy. subject to congestion, therefore transport improvements Taking a co-ordinated approach to plan for future growth to relieve congestion should also help to improve local will help to deliver the priorities for these other strategies. 58 air quality. SUFFOLK transport plan NV 22/3/06 4:15 pm Page 59

TRAFFIC MANAGEMENT improve the management of incidents in order to reduce ■ Improved management of planned events, using Effective traffic management is a critical area of work for delays, particularly on the A14. Delays on the A14 tend a permit system to achieve better control and addressing congestion throughout the county. Central to to result in congestion on local roads, particularly those co-ordination. passing through Ipswich. this work are our responsibilities under the Traffic ■ Continued management of freight traffic, via Management Act. We have identified designated lorry routes via Suffolk’s implementation of the Lorry Management plan, Network Management Duty lorry management plan, which helps to minimise the whilst negotiating quality freight partnerships. impact of lorries on local communities and better manage We will undertake systematic and regular reviews of The County Council has a responsibility, under the Traffic lorry movements within the county. We will continue to on-street parking in urban areas. This will help us identify Management Act 2004, to manage Suffolk’s road network implement measures from the plan including freight quality areas where parked vehicles contribute to congestion. We in a way that maintains the flow of traffic and minimises partnerships, implementation of appropriate weight will also work with district councils to assess the viability congestion and disruption. In implementing this duty restrictions, re-routing of lorries to the highest category of residential parking zones. our aim is to maximise the value of our existing of roads, identifying additional lorry parking facilities, transport networks. quiet road surfacing and high quality maintenance. INVESTMENT IN PUBLIC TRANSPORT INFRASTRUCTURE AND SUSTAINABLE TRAVEL We are tackling the three main issues of congestion: We are now developing route hierarchies that recognise Bus Priority ■ amount of traffic the importance of certain roads for different types of user. This will improve our understanding of the effects Buses use road space more efficiently than cars for ■ planned and unplanned incidents of congestion. It will also help us better plan transport moving people. Buses have a very important role to play ■ road works infrastructure and provide a sound basis for negotiating in relieving congestion, if people can be persuaded to use developer contributions. This work includes preparing maps them instead of private cars. Reliability and punctuality We have appointed a Traffic Manager, who will lead a that identify priority routes for car, bus users and cyclists, of bus services are important factors that influence travel dedicated team to manage network activities. This taking into account the location of housing development, choice, and to a large extent these things depend upon network assurance group will ensure that we have a shops, schools and leisure facilities. traffic conditions. We will continue to introduce bus focused approach for co-ordinating all activities, events priority measures, including bus lanes to ensure that and works, as well as liaising with neighbouring authorities Planned Improvements delays to buses are kept to a minimum. Suffolk’s Bus and the Highways Agency. ■ Develop road user hierarchies based upon our Strategy identifies objectives and actions for improving Our work now is focussed on assuming our new role as understanding of user types and individual routes. bus services. operator of the local road network and introducing new ■ Urban traffic management and control systems offer The planned implementation of urban traffic management processes to manage incidents and road works. These better co-ordination of traffic signals, bus information and control systems in Lowestoft and Ipswich will also will include provision for control measures such as and signing systems, enabling efficient management allow the use of automatic bus priority at traffic permits to work in the road and penalty notices for of traffic. These systems can also work with air quality signalled junctions. unauthorised works. monitoring devices to avoid traffic queues building up Improved Provision and Quality of Bus Services We have already identified traffic sensitive routes (the in sensitive areas. These systems will be implemented most important routes for traffic where the effects initially in Lowestoft as part of the South Lowestoft We will improve the provision of bus services through of delays are most severe). These routes include cross- Relief Road scheme, followed by implementation in quality bus partnerships with increased service reliability, boundary connections agreed with neighbouring authorities. Ipswich, should our major scheme bid for Ipswich – better quality and availability of information via real time Some of these roads are also at risk of being congested if Transport fit for the 21st Century be accepted information displays, improved interchange facilities and Congestion there are incidents on adjacent roads, leading to increased by Government. improved waiting environments. We will also investigate volumes of traffic. ■ Better incident management, particularly on the A14 the trial of a number of Kickstart schemes, which fund new bus services or improvements at the outset, with We will ensure that adequate diversion signing is in place and surrounding traffic sensitive roads (in partnership the objective of becoming self-sustaining services. for planned works and incidents affecting these routes. with the Highways Agency). We will also work with the Police and other agencies to 59 SUFFOLK transport plan NV 22/3/06 4:16 pm Page 60

Our area wide reviews of rural local service provision will Seasonal congestion in some tourist locations has been the feasibility of congestion or work place charging maximise the efficiency of services by meeting the needs identified. Improved off road access for cycling and in Ipswich, learning from studies being funded by the of users. We also aim to provide feeder services in place walking linked to other sustainable transport options, such Government’s Transport Innovation Fund in a number of traditional bus services, which will connect to direct as demand responsive and bike bus services, for example, of authorities, including Cambridgeshire. bus and rail services in market towns and encourage the Brecks Bus and Peddars Wayfarer, can help alleviate Pricing Policies: Availability and Cost of Car Parking greater use and improved accessibility. these issues. We do not plan to introduce statutory charges for private The primary objective of the proposed Ipswich major Improved Rail Passenger and Freight Services non-residential car parking within this Local Transport scheme is Ipswich - Transport fit for the 21st Century We will continue to work with partners to promote Plan period, however we will: to improve the provision of public transport in Ipswich. improvement of the Felixstowe to Nuneaton rail line in ■ review the availability and cost of on street parking as Improved Provision and Quality of Facilities for order to accommodate additional freight movements and part of Traffic Management Act duties Pedestrians and Cyclists to encourage better passenger services between Ipswich, Cambridge and Peterborough. A new station in Bury St ■ review the availability and cost of off street public The provision of facilities to encourage people to make Edmunds (Moreton Hall) providing additional passenger and private parking through partnership working with short trips on foot or by bicycle, rather than by car is very capacity for rail, integrated with buses, would improve district councils important. We will be implementing detailed programmes passenger rail services in the Bury St Edmunds area. of improvements to walking and cycling routes, with ■ Review the scale of off-street private parking permitted crossings in the centres of our main towns, particularly We are investigating how capacity for passenger trains in new developments in Ipswich where there is a very high level of planned on the East Suffolk Rail Line could be increased in order to ■ encourage a shift in commuting patterns by promoting growth in and around the town centre. improve links between Ipswich and Lowestoft. In the short green travel plans and secure cycle parking in existing term a new car park at Melton station could increase the Walking and cycling improvements will also feature in our and new developments use of the train service and help reduce car commuting works programmes for our larger market towns, to make into Ipswich. We will also be investigating the feasibility Whilst the County Council cannot directly influence parking it easier for people to access schools, shops and other of reintroducing passenger services between Leiston policy on private land, we are working closely with local local services. and Saxmundham. businesses and employees to promote Green Travel Plans. Our aim is to provide good quality pedestrian facilities This includes car sharing, the introduction of parking The establishment of a bus and rail interchange on and improved cycle links to, within and across town charging policies and the provision of better facilities the forecourt of Lowestoft railway station would make centres, linking transport facilities to key employment, for public transport, cyclists and pedestrians to support seamless travel to the railway station from other parts education and shopping areas. This work will continue sustainable work trips. of the town easier. This could lead to a reduction in the development of National Cycle Routes in partnership congestion in the Station Square area of Lowestoft with Sustrans. and we are therefore looking at the feasibility of Improved Public Rights of Way implementing this scheme. Evidence from consultation carried out for the Rights of DEMAND MANAGEMENT Way Improvement Plan identified demand for safe walking Congestion Charging and cycling routes, both from the urban fringe to major towns and within rural areas for access to work, schools and There are currently no plans to introduce congestion

Congestion services. The improvement and better maintenance of barrier charging in Suffolk. In developing this plan we have free routes on existing rights of way and raising the status identified future travel demands and believe that the of some footpaths to bridleway, as well as better promotion largest growth area, namely Ipswich, can be managed of routes, will encourage their use for short journeys. via the proposed major scheme for Ipswich. However, scheme implementation is dependent upon funding We will integrate our work on rights of way with our other approval by Government, the results of which will be improvements for walking and cycling in order to present known in Spring 2006. One alternative is to review 60 an integrated network. SUFFOLK transport plan NV 22/3/06 4:16 pm Page 61

We will continue to: Discussions are taking place with the Highways Agency that focus on opportunities to develop smarter measures ■ encourage and promote use of sustainable modes of to influence travel demand and patterns in line with the transport, particularly in urban areas recommendations of the Newmarket to Felixstowe ■ promote the three existing Park and Ride sites corridor study. at Ipswich School Travel Planning ■ support temporary park and ride services, for example, We are committed to developing school travel plans pre-Christmas and tourism initiatives and delivering improvements to assist sustainable travel ■ explore the potential to introduce park and ride to school. We will target school travel planning (including facilities at Lowestoft and Bury St Edmunds education and training) in congestion areas to encourage safe travel to school on foot, by cycle and by bus, thereby ■ review parking controls in tourist areas and town centres, minimising the number of motorised vehicles on the highway as well as parking opportunities for local residents Local Development Frameworks network at busy times and at congested locations. We will ■ increase the attractiveness of long stay car parks also educate parents and children of the benefits of safe We will ensure that developments in Suffolk are well away from town centres and sustainable travel to encourage more parents and served by public transport, pedestrian and cycle facilities schools to allow their children to walk or cycle to school. in order to promote sustainable travel. We will secure ■ discourage commuter car parking in town centres appropriate developer contributions and ensure resources The opportunity to improve school transport provision Workplace Travel Planning are targeted towards schemes that promote long term and allow more students to access school transport, as sustainable travel. Evidence shows that a co-ordinated approach to travel outlined in the White Paper - Higher Standards, Better planning within large businesses or co-located groups Schools For All, should help to alleviate problems associated The inclusion of an indicator in the Local Development of businesses can produce reductions of up to 3% in with the 'school run'. Fewer cars at peak times could Frameworks that measures access by public transport to commuter journeys (Smarter Choices, 2004). improve pollution levels and reduce the risk of accidents services from new residential developments, will also help us to monitor progress in incorporating sustainable As part of its broader engagement with businesses in the near to schools. The knock on effect is that parents may travel into the planning process. county and to seek to reduce carbon emissions, minimise be more confident about allowing their children to walk waste and develop sustainable travel patterns, the County and cycle to primary schools. Results of consultation with PROVIDING ADDITIONAL ROAD AND RAIL CAPACITY Council is expanding its capability to work with local parents have shown that many parents feel the current WITHIN THE COUNTY cost of school transport is too high, which for larger authorities, businesses and the Highways Agency, to We will work with: develop and implement green travel plans for existing families prohibits the use of available services (a family ■ organisations and companies in the county, in addition could purchase and run a second car for similar costs). The Highways Agency to secure improvements to to new large employment areas. Many parents have indicated that if home to school interchange in line with the recommendations transport were further subsidised they would be more of the Newmarket to Felixstowe corridor study. The This includes opportunities related to the development inclined to encourage their children to use it. intention is to reduce the level of congestion at this of the new Ipswich Borough Council offices in Ipswich, a junction and the negative impact of traffic on Reduce the Need to Travel public sector village at Bury St Edmunds and a new office alternative routes. for the County Council, Waveney District Council and We will continue to promote policies that help to reduce ■ Department for Transport, the Regional Assembly, the Congestion CEFAS at Lowestoft. This will build upon the successful the need for people to travel as this will help to cut Port of Felixstowe and other stakeholders to deliver rail scheme implemented by the County Council as part of congestion and have a positive impact on the environment. freight improvements from Felixstowe to Nuneaton and the new County Hall complex in Ipswich Village, where a People need to travel, whether it is to access jobs or to the rest of the national rail network in line with the combination of measures (car park charging, free shuttle reach services and facilities. Ensuring that jobs, services recommendations of the Newmarket to Felixstowe bus services, and subsidised bus & rail travel) has led to a and other facilities are located near to where people live corridor study. The intention is to achieve a significant significant drop in car use. The County Council scheme has will help to reduce the distance people travel, encourage transfer of freight movements from road to rail, and reduce been recognised with a national award, which has generated trips on foot and by cycle and may reduce the need to the overall level of heavy goods vehicles using the A14. interest from other organisations around the country. travel altogether. 61 SUFFOLK transport plan NV 22/3/06 4:16 pm Page 62

■ Department for Transport to secure an increase in Figure 13 indicates the junctions across Ipswich that suffer seeks to improve accessibility for public transport, walking the capacity of the East Suffolk line to enable hourly delays of at least one minute during peak periods. These and cycling between the rail station, town centre, services to run between Ipswich and Lowestoft and are located on the main corridors into Ipswich, namely Waterfront, University and Ipswich Village. improve connections to the market towns and rural Norwich Road, London Road, Road, Felixstowe This will include a package of measures as follows: communities situated along and in the vicinity of this Road and Woodbridge Road, with morning inbound traffic line. Enhanced services will also benefit tourism and experiencing delays of more than 50% of the average ■ better bus station facilities support Ipswich as a Regional Interchange Centre. journey time. Significant bus priority measures along ■ real time passenger information approximately three-quarters of the corridor length on We will also look at options for tackling congestion Norwich Road contribute to journey time saving for buses ■ a new urban traffic management and control system problems in market towns and villages throughout Suffolk, along this route of about three minutes (27% of average including in some cases bypass options initially at Brandon ■ improved pedestrian and cycle routes in and around journey time). Services are significantly more reliable as a and along the A12. the town centre result of the bus priority measures. Similar measures have MAIN TOWNS been introduced on other corridors including London Road, ■ introduction of a shuttle bus between the railway Ipswich, Bury St Edmunds and Lowestoft all exhibit some with similar benefits to bus journey times. station and the town centre degree of peak period congestion. Congestion is principally At the heart of our plans is our proposed major scheme ■ We will also be working with the University Campus associated with private car journeys in the morning and Ipswich – Transport fit for the 21st Century. The scheme Suffolk, key businesses and schools, to develop travel afternoon peak periods and clusters around key employment plans encouraging more sustainable movements areas and education sites within the urban centre. Figure 13. Junctions in Ipswich experiencing delays greater than one minute during peak periods Ipswich Ipswich is recognised as a Regional Interchange Centre in the East of England Plan (2004). Over the next 15 years Ipswich will encounter major growth in development, seeing around 15,000 new homes built and 18,000 new jobs created by 2021. Proposed developments such as Ipswich Waterfront, the new University Campus Suffolk and Ipswich Village, will generate new and additional traffic movements, although much effort is being made to encourage the use of sustainable travel patterns. Traffic modelling has predicted that future growth will result both in extending congestion to other circulatory routes and over longer periods of the day, which may result in a deterioration in local air quality. Public transport will continue to play an important role in helping to move people more sustainably into and around Ipswich. Current bus use in Ipswich compares favourably Congestion with similar towns nationally. Around 70% of the total number of bus journeys for the whole county start or finish in the town, which provides the opportunity for increasing the use of sustainable travel modes. Predicted delays due to increased car traffic may threaten the viability of some bus services. 62 SUFFOLK transportplanNV22/3/064:16pmPage63 ■ Key issuesconsidered withinthestudy were: Area andaservicecentre for West Suffolk. role andfunctionofBuryStEdmunds asaregional Sub scale oftransport interventionsrequired the tosupport main focus ofthestudy was toidentifythenature and been usedindevelopingthisLocal The Transport Plan. which has tomediumtermactionplan, includes ashort Thestrategy term transport strategy for BuryStEdmunds. developed along has Edmundsbury Borough Council, withSt inpartnership working The County Council, improve accessibility. of measures beidentifiedthrough alocalstudy to approaching capacity andrecommended thatapackage in thevicinityofBuryStEdmunds were already ator confirmedthatinterchanges published in August 2005, whichwas Newmarket toFelixstowe Corridor Study, oftheEastThe report ofEnglandRegional Assembly’s Agency study ofcongestion onthe A14. these junctionswere highlightedinarecent also Highways Problems at Edmunds will limitthegrowth ofthetown. capacity ofthe A14 junctionsinthevicinityofBurySt will needtobegiven tothedegree towhich thelong-term The draft East ofEnglandPlanindicatesthatconsideration junctions ofthe A14 around BuryStEdmunds. willaffect thecentral andeastern and 28%freight trips, predicted growth onthe A14 of45%cartrips centre, Although thisposeslessofaproblem withinthetown the ofcapacityatjunctions. thelack A14 andinparticular over thenext15years duetotheconstraints posedby Less than5%populationgrowth iscurrently planned that leadstocomplexcarmovements. withland-use narrow roads andahistoric street pattern, Thetowncentre ischaracterised by relatively dependency. servicesthetownand encourages greater car The A14 bypasses thetowncentre onthe west-side. mostly alongitsinnerring road that from congestion, Journey timesurveysidentifiedfour junctionsthatsuffer Bury StEdmunds established communities andimpactonsurrounding and future growth, including Cattlemarket new developmentproposals, iue1.Junctions inBuryStEdmunds experiencing delays greater thanoneminute during peakperiods Figure 14. ■ ■ ■ ■ ■ ■ Improvements includedwithintheactionplanare: 1 ucin,including congestion andlimited A14 junctions, parking better parkingmanagement todiscourage commuter car parkswiththeretail andhistoric centre potential shuttle busaround thetowncentre linking the proposed StationHillredevelopment linkedto improved busandrail interchange facilities, opportunities tocross the opportunities A14 andtherailway redesign of A14 junctionstoimprove capacity real timepassenger information ■ ■ ■ ■ ■ better coverage re-routing busserviceswithinthetowntoprovide and thetowncentre employment sites residential areas toschools, completion ofthetown’s cyclenetworkslinking proposed publicservicevillage development including asiteplanfor the green travel planning, bus priority measures travelschool plans 63 Congestion SUFFOLK transportplanNV22/3/064:16pmPage64 64 Congestion rmLno odSuh greatly improving thequalityof from London Road South, Significantlevelsoftraffic willberemoved control system. integrated withanew urbantraffic management and isreal ofthescheme timepassengerthe heart information, At junction improvements andvariable message signing. traffic calming, reduced speedlimits, priority measures, Thesemeasures includebus transport improvements. includesapackage ofother also This scheme Lowestoft. We are currently constructing a relief road for south until thecongestion issuesare addressed. the townisreluctant toconsiderserviceenhancements congestion andthemajorlocalcommercial operator in reliability ofbusservicesinthetownhassuffered dueto The andservicesare wellused. million passengers a year, Bus patronage inLowestoftiscurrently around three proposals. transport future improvements development cansupport how to ensure that we understand East 1st with closely We willwork and iscurrently preparing amasterplan. established for areas ofLowestoftand Great Yarmouth hasbeen 1stEast, An UrbanRegeneration Company, to begenerated withoutincreasing congestion significantly. find ways toaccommodatetheadditionalworktrips likely Thechallenge isto to thenewUniversity Campus Suffolk. through links and expansionofeducationopportunities industries theclusterofhigh-tech atLakeLothing, Point, through theoffshore renewable centre atNess activity, but weare planning for significantly enhancedeconomic There islimited housing growth plannedfor Lowestoft railway levelcrossing. onthe particularly A1117 atthe congestion anddelays, experience also significant the A146 andvia Oulton Broad, Traffic entering from westofthetownon thesouth times. openings leadtounpredictable andextendedjourney Thebridge greatest andthere are airqualityconcerns. where traffic congestion is bridges overLakeLothing, worst problems occurontheapproaches totheopening The duetothephysical nature ofthetown. of junctions, Congestion inLowestoftisconfined toasmallnumber Lowestoft on through: town, and qualityofbusservicesinthe major improvements totheprovision We focus willalso onthedeliveryof town centre. for improving busservicesinthe provide also greater opportunities Itwill localised airqualityissues. life for residents addressing andalso the optionsare clarified. might betakenforwardto considerhowthisscheme when Ourintentionis plan for theUrbanRegeneration Company. lookingatitsrelationshipand also totheemerging master We are exploring potentialfundingoptionsfor thisscheme ■ ■ ■ components: Thisincludesseveral in thetown. town centre renaissance andregeneration Lowestoftaimedatsupporting north forpossible majortransport scheme For thefuture wehave identifieda ■ ■ ■ ■ bus services sustainableandhighquality providing dedicated, and cyclists improving facilities for pedestrians avoiding thetowncentre by providing anewroute for the A12 removing through traffic movements of newservices upfundsinsupport provide start which will piloted inLowestoft, be willalso busschemes Kickstart forecourt facilities onLowestoftRailway interchange improved bus/rail service reliability toincreasebus qualitypartnerships better busserviceinformation minute during peakperiods Junctions inLowestoft experiencing delays greater thanone Figure 15. SUFFOLK transportplanNV22/3/064:16pmPage65 a bypass wouldhave severe environmental impacts. We knowthat identify optionstorelieve thisproblem. to workshouldbeundertaken concluded thatfurther The severity oftheseproblems great isso thatwehave using the A1065 primary route. lorries, particularly traffic, Brandon town centre suffers from highvolumesofthrough congestion issueswithinthetowncentre. Thiswilleasethe be opentotraffic by theendof2008. the road should final fundingapproval from Government, subject tocompletionofthestatutoryprocedures and provisional fundingapproval from the Government and forA majortransport scheme Stowmarket hasreceived evident onmarketdays. mainly by carandthisisparticularly these keyservices, People have totravel toreach further rural hinterlands. servicecentres forMarket townsactasimportant large concerns andgeneral nuisance. safety resulting inincreased noise, tourist traffic, andSouthwoldasaresult of Felixstowe, congestion as Seasonal occurstownssuch insome andStonham. Great Barton Bungay, Beccles, Barnby-Carlton Colville, and Little Glemham on the A12, Marlesford Stratford St Andrew, four villages ofFarnham, the There are significanttraffic also problems atBrandon, and 9.3%respectively. Heath andStEdmundsbury to Cambridgeshire are 14% Commuter flowsfrom Forest in opportunities Cambridge. commuting from Haverhill andNewmarkettoemployment There issignificantout strategic locationinthecounty. of ahighnumber ofdaily vehicle movementsduetotheir MildenhallandNewmarketsuffer theimpacts Felixstowe, Stowmarket, Sudbury, Our research showsthatHaverhill, andotherservices. leisure opportunities shoppingand whichoffer greater employment, towns, Traffic problems tendtobegreatest inlarger market one ortwojunctionsinthemorningandeveningpeaks. traffic congestion inmarkettownsoccurs at Generally, MARKET TOWNS Improvements for markettownsinclude: environments thatare threatened by traffic. Many ofourmarkettowns have uniqueandhistoric existing andnewbusservices. to support information systemandseekdevelopercontributions We considerintroducing willalso areal timepassenger and improvements tobusstops. and surrounding area; Great Cornard the railway station, to thetowncentre, service linkingtheproposed newdevelopmentat Chilton anewbusloop transport infrastructure improvements; include theprovision ofbuspriority measures andassociated Proposals assist inrelieving thetraffic issuesinthetown. wehave identifiedanumber ofmeasures thatmay 2003, Following therejection oftheSudbury Western Bypassin Government funding. impacts andtolookatalternative optionsprior toseeking We are nowworkingtoseehowwecanminimisethese inappropriate traffic effects andtheassociated ofnoise, people toldusthatmany otherrural locations experience local Throughout theLocal Transport Planconsultations, holiday periods. congestion issuesduring thepeaksummerweekendsand and afew rural areas for whichwehave identified traffic ruralisolated junctionswhere there are peakperiod delays There are anumber of and fewer congestion problems. In therural areas ofSuffolk there are lowertraffic levels RURAL AND TOURISM AREAS ■ ■ ■ ■ at Beccles, Bungay, Great Barton andStonham Great Barton Bungay, at Beccles, alternative fundingoptionsfor majorimprovements investigating and potentialtransport solutions accessibilityprioritiesto support andimprove safety We willprioritise help locationsthatcanalso journeys. market townstoencourage more sustainableshort enhancements towalking andcyclingfacilities in Edmunds toaccommodatemore freight traffic upgrading ofcross countryrail routes viaBurySt a newstationcarparkatMelton toencourage rail use encouraging greater useandimproved accessibility. thereby directly withbusandrail servicesinmarkettowns, toconnect services inplaceoftraditional busservices, ofruralIn support communities wewillprovide feeder residential parkingschemes. forand seekingopportunities implementingappropriate We willbereviewing parkingcontrols intourism areas, surfacing andhighqualitymaintenance. quietroad implementing newlorryparkingfacilities, re-routing oflorries tohigher classifiedroads, restrictions, Other interventionsincludeapplying appropriate weight most appropriate roads. thereby minimisingtheimpactofroad freight by usingthe to encourage increased transfer offreight from road torail, inorder includingwiththePort ofFelixstowe, Partnerships, We willdevelopanumber ofofficial Freight Quality of traffic andparkingfacilities for heavy goods vehicles. to encourage efficient movement Lorry Management Plan, We willcontinue toimplementmeasures from Suffolk’s priorityareas isanimportant for thisLocal Transport Plan. Relieving theimpactoftraffic inthese sensitive locations. the qualityoflife for rural residents andcanthreaten yetclearly thistraffic affects of thecounty, in otherparts are notsuffering from thehighlevelsofcongestion seen Theselocations safety concernsandthevisualimpacts. 65 Congestion SUFFOLK transportplanNV22/3/064:16pmPage66 66 Congestion concerns, particular inrural particular andtourism areas. concerns, to meetqualityoflife issuesandalleviatecommunity We have setaside£758,000ofLocal Transport Planfunding and minimisetheimpactofnoise. quality intheseenvironmentally sensitivelocations These improvements helptomaintainair shouldalso areas ofthecounty. pressure ofprivate vehiclesinsensitiveenvironmental option travel and sustainable visitors alike. extremely successfulwiththelocalcommunity and hasproved tobe Heath area onthe Suffolk Coast, bus servicewhich servesMinsmere andtheDunwich aflexible Coastlink, appropriate newservicesintroduced. tourism travel andwhere willcontinue tobesupported Demand responsive busservicestoenablerural leisure and work related journeys. offer completecyclelinkstoencourage leisure and Further development oftheNational Cycle Routes will andtheNorfolk andSuffolk Broads. and Dedham Vale, Thisincludesareas alongtheeastcoast natural beauty. tourism hotspotsandareasparticular ofoutstanding Countryside Agency tomanage hightraffic levelsat including theSuffolk Tourism Partnership andthe We willworkclosely withourenvironmental partners, Services such as Services such Coastlink are aninnovative and thesehelprelieve the Our plannedimprovements include: its strategic importance. in increased traffic movementsalongthe A12 enhancing Regeneration inLowestoftisexpectedto result Lowestoft. andtheHavenIpswich Gateway to Great Yarmouth and The A12 isastrategic route withinthecountylinking widespread congestion termdelays. andexcessive short BuryStEdmunds causing and/or the townsofIpswich traffic through isdiverted of anaccidentonthe A14, Intheevent create tensionandcanresult inaccidents. large numbers oflorries travelling toandfrom Felixstowe, incombinationwith High peakhourflowsonthe A14, implement theconclusionsofstudy. We willcontinue to w of the A14. which considered optionsfor congested tackling sections Development Agency onastudy ofthe A14 corridor, East ofEnglandRegional Assembly andEast ofEngland The County Councilpressures. workedclosely withthe and otherdevelopmentsalongtheroute willaddtothese Expansion oftheports Bridge isalready nearing capacity. andthe Orwell A14 BuryStEdmunds central interchange, delays occuratthe A12/A14 Copdock interchange andthe Significant Bury StEdmunds andothertownsinSuffolk. aswellIpswich, ofFelixstowethe ports andHarwich, plays akeyrole inserving The A14 inparticular, network. ofthecounty’snetwork andonotherparts strategic road junctionsontheHighwaysparticular Agency’s trunk road There are concernsaboutincreasing levelsoftraffic at STRATEGIC ROUTES ■ ■ Working withtheHighways Agency andthe Suffolk Glemham onthe A12. Marlesford andLittle Stratford St Andrew, of Farnham, Potential majorbypass for schemes thefour villages and protocols. continue toestablishedstandards toworkwithpartners We already have agreed diversion routes andwewill diversion planintheeventofanaccident onthe A14. Constabulary todevelopamore effective emergency ork together to ■ ■ okn ihteHgwy gny otherservice Working withtheHighways Agency, njnto ramn,signingandspeedlimits. in junctiontreatment, Effective route management includingconsistency A14 andimprovements tothe Copdock interchange. bettermanagement ofthe public transport services, improved demandmanagement, passenger improvements, rail improvements (from Felixstowe toNuneaton), Thisincludesthepromotion ofrail freight strategy. recommended NewmarkettoFelixstowe Corridor and neighbouring authorities to implementthe district councils theregional assembly, providers, SUFFOLK transportplanNV22/3/064:16pmPage67 al 3 Plannedcongestion interventions Table 13. Infrastructure Travel behaviour Traffic management Congestion Interventions Provision ofsafe cycleroutes Improved rail freight services Improved rail passenger services Suffolk youthcard Freight Partnerships Individualised travel planning Target travel thedevelopmentofschool plans Major employer travel plans Local engineering measures Increase capacityatkeyjunctions Routing ofheavy goods vehiclestohigherclassificationroads Weight restrictions onunsuitableroads Implement lorrymanagement plan Automatic vehiclelocation Variable message signs Urban traffic management andcontrol Park andride parkandrideSeasonal Improve waiting environments for publictransport public transport) cycling, encourage walking, Improve environment (street lighting -reduce fear ofcrime, Improved busandrail interchanges Improved coverage ofdemandresponsive transport Bus priority lanesandsignals Upgrading publicrights ofway tobridleways Maintenance offootways/pavements Ipswich ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● Edmunds Bury St ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● Lowestoft ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● Market Towns ● ● ● ● ● ● ● ● ● ● ● ● Rural areas Villages/ ● ● ● ● ● ● ● ● ● Locations Tourist ● ● ● ● ● ● ● 67 Congestion SUFFOLK transportplanNV22/3/065:53pmPage68 68 Congestion Information Land usepolicy Congestion Interventions Private parking-employer travel plans Off-street parkingthrough District Council partnerships On-street parking–through Traffic Management Act Review availability andcostofcarparking Parking standards for future residential developments Parking standards for future employment andretail developments Mixed usedevelopments Land useintensification Marketing andpromotion ofsustainabletransport Timetables atbusstops Improve for signingparticularly heavy goods vehicles Real timepassenger information Ipswich ● ● ● ● ● ● ● ● ● Edmunds Bury St ● ● ● ● ● ● ● ● Lowestoft ● ● ● ● ● ● ● ● ● Market Towns ● ● ● ● ● Rural Areas Villages/ ● ● ● ● ● Locations Tourist ● ● ● SUFFOLK transport plan NV 22/3/06 4:16 pm Page 69

8. AIR QUALITY

INTRODUCTION ■ to seek to maintain and, where possible, improve air a significant correlation with locations identified as being Suffolk is typical of many of the rural shire counties in that quality in Suffolk affected by traffic congestion. air quality is generally good. However, there are a number AIR QUALITY MANAGEMENT AREAS of busy traffic routes within the town centres where ■ Four air quality management areas will be declared in deterioration of air quality is approaching Government 2006/07, with a potential for a further nine by 2011. thresholds. The trunk routes through the county also carry Details of the first four are in the process of being high volumes of traffic and air quality can be poor in the finalised by the councils concerned. The four areas vicinity of these routes. include three in Ipswich and one in Woodbridge. All Our own consultations have confirmed this analysis, four will be related to the pollutant nitrogen dioxide. revealing some, though not extensive concerns by Monitoring at these locations shows an exceedence members of the public in Suffolk. of the national objective annual mean level of 40 microgrammes per cubic metre: The Suffolk Air Quality Management Group includes representatives from Suffolk’s seven districts and boroughs, ■ St Margarets Street, Ipswich = 40 microgrammes per Suffolk County Council, the Highways Agency and the cubic metre Environment Agency. These bodies are working together SCREENING AND ASSESSMENT IN SUFFOLK ■ Norwich Road/Chevalier Street, Ipswich = 47 up to to maintain and, if possible, improve air quality. The group Work in Suffolk has largely focussed on the main traffic 60 microgrammes per cubic metre meets regularly to ensure that local air quality issues are pollutants nitrogen dioxide and the very small particles, co-ordinated across the county and has discussed this air ■ Star Lane/College Street/Key Street/Bridge Street = PM10. This is because road traffic has been identified as the quality strategy in depth. 42 up to 61 microgrammes per cubic metre dominant pollution source in the county. ■ Within the last decade a series of comprehensive air Each district or borough council has carried out a regular Lime Kiln Quay Road/Thoroughfare/St Johns Street, quality assessments have been undertaken by local review and assessment of air quality for its area and have Woodbridge = levels in the low 40s microgrammes authorities, in support of the National Air Quality Strategy. updated their assessment work for 2004. Reports either per cubic metre Air Quality OBJECTIVES have been, or are due to be published shortly. Figure 16 Air quality issues at these locations are most likely In seeking to address air quality issues in Suffolk, we have shows the locations where nitrogen dioxide has been related to traffic congestion at junctions. monitored and where there are concerns. set ourselves two objectives: Steering groups are being set up to formulate action ■ to comply with the requirements of the National Air There is a clear link between air quality and congestion. plans, which are expected to be completed within twelve Quality Strategy Comparisons of Figure 16 with Figures 13, 14 and 15 show to eighteen months after the air quality management 69 SUFFOLK transport plan NV 22/3/06 4:16 pm Page 70

Any further air quality management areas would be largely restricted to the main towns and be for nitrogen dioxide only. An update of progress will be reported in future Local Transport Plan progress reports. The Government’s provisional objective for levels of the

small particles PM10 remains under review. Background levels in the county are already approaching the proposed level set in the objective but there is no current indication of a need for air quality management area declaration. The actions being proposed to improve levels of nitrogen dioxide would, however also be expected to achieve a

reduction in PM10 levels. Should the Government tighten the objective, we may find that we are exceeding the limits in Suffolk. In view of the extensive monitoring and assessment that would be required, it is anticipated that the earliest any air quality

management area designation for PM10 would take place is 2008, with action planning to follow.

areas have been declared. We will work closely with the air quality improvement to be identified. Where appropriate, district councils and other agencies to develop transport we will continue to monitor pollution on site. We recognise measures to improve air quality as part of the action that this is a sensitive issue for those residents likely to plans. We will report on the development of action plans be affected. Air Quality in the Local Transport Plan progress reports. We will also Detailed monitoring will continue at the other locations review our works programme to ensure that air quality of concern including Sudbury, Brandon, Felixstowe and priorities are incorporated in the delivery of the Local Newmarket, and progress will be reported throughout the Transport Plan. Local Transport Plan period. Any measures proposed in the Detailed assessment of any measures considered will areas of concern will be assessed for their impact on air be carried out using the air quality modelling package quality using modelling tools. 70 AAQuIRE. This will allow the most favourable option for SUFFOLK transportplanNV24/3/064:28pmPage71 iue1.Airqualitymonitoring inSuffolk –nitrogen dioxide 2005estimates Figure 16. 71 Air Quality SUFFOLK transport plan NV 22/3/06 4:16 pm Page 72

PRIORITY AREAS Quality bus partnerships, freight quality partnerships Market Towns and Other Locations A number of places in Suffolk are recognised as locations and heavy goods vehicle management measures will Potential air quality management areas in the smaller of concern where further monitoring and modelling work all contribute to reducing emissions. towns are likely to be restricted to limited areas around will be carried out. The majority of these areas are located POTENTIAL INTERVENTIONS IN LIKELY AIR QUALITY congested junctions. Again, potential interventions could within Ipswich, Woodbridge and Lowestoft. MANAGEMENT AREA LOCATIONS include local engineering measures to address congestion. In Woodbridge, where an air quality management area The County Council will also continue to carry out Ipswich is likely to be declared during 2006, we have already monitoring of our major scheme proposals and other Air quality impacts will be given detailed consideration in identified a provisional traffic management scheme appropriate locations. the development of the Ipswich transport strategy and to reduce queuing traffic by improving traffic flows Air pollution levels adjacent to the trunk roads – the A11, also for our proposed Major Scheme Package: Ipswich – through the junction. A12 south of Ipswich, the A12 north of Lowestoft and . We have carried out Transport fit for the 21st Century Other areas of concern include locations in Sudbury, the A14 are approaching levels of concern in a number some assessment as the preparation of the business case where on-going monitoring of nitrogen dioxide is being of locations. These will continue to be monitored. for the scheme and will carry out further assessment as carried out in partnership with Council. the scheme is developed. One measure proposed for Effects of major developments such as the future expansion Traffic management measures are being trialled at the Ipswich is provision of an urban traffic management and of Felixstowe Docks and the proposed SnOasis project at most sensitive location, the southern end of Cross Street. control system. We intend to include air quality monitors, Great Blakenham could have a significant impact on air Monitoring at this location is currently underway to which can invoke a reaction to divert traffic away from pollution levels. Air quality impact assessments have establish ‘before and after’ levels. New developments in sensitive air quality areas when necessary. Options for been provided for both of these major proposals. the area are being modelled in detail for any effects on traffic control within the scheme will be investigated in local air quality. Similarly affected are small areas in There is a need to protect areas of good air quality well detail and the optimum air quality solution implemented. Brandon, Newmarket and Felixstowe. away from pollution sources. Initiatives to encourage The design of other measures will be modified to ensure access to the countryside should also promote that adverse pollution effects are not generated. sustainable transport methods. Lowestoft There is a clear link between many of the interventions Locations of concern in Lowestoft are focussed on the to improve congestion and those that will improve air areas adjacent to the two river crossings and the busy quality conditions. For example, the introduction of an A146/A1117 junction. The provision of the South urban traffic management and control system in Ipswich Lowestoft Relief Road and Associated Measures will will help to bring about improvements in local air quality result in some redistribution of traffic. The predicted in the more sensitive town centre locations. The promotion impact of this scheme has been established in detail of sustainable modes, improvements in public transport, using the AAQuIRE computer model and extensive air walking and cycling and the implementation of workplace pollution monitoring has also been carried out. The travel plans (as set out in Section 7) should also help to results have been presented in a full impact assessment. reduce local car movements and related air quality issues. The new measures will include the provision of urban Other measures to control and manage traffic flows traffic management and control system. As with the would also be expected to derive air quality benefits. proposed Ipswich scheme, it is proposed that air quality All measures will be assessed in detail for their impacts Air Quality ‘trigger’ monitors are included in the system. on local air quality, using the Department for Transport’s WebTAG advice as appropriate. It is anticipated that the implementation of this measure will identify and alleviate any potential problems sufficiently More generic measures to promote walking, cycling, use early so that air quality management area declaration will of public transport, mode share and reduction in car not be necessary. mileage would all be expected to be beneficial to local air quality as well as improving accessibility and safety. 72 SUFFOLK transportplanNV22/3/064:16pmPage73 al 5 Potential airqualitymeasures andtheirimpact Table 15. al 4 Linksto Quality ofLife Table 14. 4 3 2 1 Noise Public SpacesandStreetscapes Health Greenhouse Gases Rank Quality ofLife Issue Generic measures bus priority measures including Local engineering and control traffic management Lowestoft urban Transport Scheme Sustainable Ipswich Measure public transport walking anduseof Promote cycling, Change ofjunctioncontrol airqualityfacility To include ‘trigger’ facility airquality and control with ‘trigger’ To includeurbantraffic management Use ofquietsurfacing and heavy goods vehicleroute management. freight partnerships Sustainable transport measures, environment Improvement ofstreet Redistribution ofroad space. Sustainable transport measures traffic flow Reduction inoverall carmileage andsmoothingof Description Measure Medium Medium High High Air Quality Impact Air Quality ieyt eepsdoe h eeatpro.HighlevelsofPM likely tobeexposed overtherelevant period. relating tolocationswhere peopleare The nationalairqualityobjectivesare health based, includingcarbondioxide Reduction inlocalairqualityemissionsandgreenhouse gases, of vibration disturbanceisminimisedasfar aspossible. Will ensure also thatthelevel level dependingonthelocationandmeasure implemented. Should allresult inbetterairqualityandaquieterenvironment withreductions innoise significant improvements inlocations where airqualitywas previously poor. redistribution ofroad spacetopedestrians andcyclistsinurbanlocationscanleadto The A reduction intraffic may improve thelocalairqualityandofpublicspaces. quality inSuffolk remains atasatisfactory level. sensitive andpromotion ofsustainable transport measures willhelptoensure thatair Children andtheelderly are particularly admissions tohospitalandevenpremature death. cancauseincreased Highpollutionepisodes both leadtoincreased respiratory problems. N/a Reduced congestion times improved travel Reduced congestion, improved safety reduced noise, reduced congestion, Positive improvement totown, Non-Air Quality Impact Non-Air Quality Outcome T6 T8 L2 LTP8, LTP6, LTP4, LTP3, LTP2, LTP1, BV104, BV102, LTP8, LTP6, LTP5, LTP8 L2 LTP6, LTP4, LTP2, L2, LTP8, LTP6, LTP4, LTP3, LTP2, LTP1, BV104, BV102, Links to Targets 10 and nitrogen dioxide can 73 Air Quality SUFFOLK transport plan NV 22/3/06 4:16 pm Page 74

9. QUALITY OF LIFE

Suffolk has a high quality natural and built environment transport improvements to ensure that we protect our Strategy where one of the priorities is to address the that is greatly valued by people in Suffolk. Our consultation unique landscape and biodiversity. We currently use a map issue of access between the station, the waterfront, the has highlighted that the most important issues that affect based system together with noise and air quality auditing town centre and the Ipswich Village area. This will improve quality of life vary across the county. Gaining local views to examine policies and schemes for their impact on the the environment for walkers and cyclists generally and from parish councils and local stakeholders has helped us environment and identify the need for mitigating action. enhances the quality of the built environment and public to define quality of life in urban and rural areas, and better We aim to ensure that transport corridors are sensitively realm, particularly in and around the waterfront. shape our indicators and programmes of work to reflect designed and managed to ensure that they contribute The proposed sustainable transport major scheme - this emphasis. to local landscape character and its associated wildlife. Ipswich – Transport fit for the 21st Century will be an ENVIRONMENTAL IMPACTS OF TRAFFIC SCHEMES The County Council operates a roadside nature reserve important step towards achieving the longer-term It is essential that we carefully assess and manage the scheme for approximately ninety of the best flower rich objectives of the Ipswich Transport Strategy. It impacts of transport schemes on our surrounding roadside verges. They receive special cutting treatments emphasises the importance of improving the urban environment. We have recently reviewed how we assess to allow the plants to set seed and prevent coarse invasive environment to encourage walking and cycling and the environmental impacts of these schemes and have species taking over. The sites are defined by marker posts includes the first stages of improvements to the identified six key areas to improve our performance: to prevent accidental cutting or damage and are designated waterfront area. to cover both attractive displays of common flowers and ■ A pilot ‘shared space’ project in Ipswich aims to transform Environmental audit of all new safety schemes rare or unusual species. the traffic-dominated Handford Road into one that is more ■ Good practice environmental checklist QUALITY OF PUBLIC SPACES AND BETTER pedestrian-oriented. Although still a public highway, at key ■ Apply consistency of treatment to routes STREETSCAPE points the road will look and feel more like a public space. In the urban environment, this means designing transport This is expected to encourage cautious driving. Proposals ■ Better identification and integration of environmental improvements so that they complement and enhance the at Alderman Road will create a greater sense of safety costs into scheme costs townscape and overall quality of life. Specifically we will and identity through a well-designed public space. ■ Extension to highways maintenance schedules to review seek to improve the quality of public spaces, contribute Community Safety, Personal Security and Crime Quality of Life the continuing need for traffic signs and road markings to neighbourhood renewal, support the development of We will improve community safety through improved ■ Opportunities to reduce clutter of signs and lines will be healthy communities, protect and enhance the environment and reduce the impact of traffic. street lighting, pedestrian crossings and improvements to taken during routine maintenance works and as part of public transport waiting facilities. These can help to reduce planned structural maintenance An underpinning theme throughout our work will be to crime levels and the fear of crime. Speed management promote good quality design, valuing diversity and local PROTECTING LANDSCAPE AND BIODIVERSITY measures will help to make journeys safer and alleviate distinctiveness. This is seen in the Ipswich Transport community concerns. 74 We need to manage the environmental impact of our SUFFOLK transport plan NV 24/3/06 4:28 pm Page 75

We are working with five crime and disorder reduction that housing, employment and development is planned travel plans, telecommuting, and personalised travel partnerships in Suffolk. These are located in Ipswich, effectively and local transport needs are supported in a planning can reduce traffic in a local area. Suffolk Coastal, Waveney, Babergh and western Suffolk sustainable way. We will continue to promote walking, Other examples of effective strategies include; travel (covering Mid Suffolk, Forest Heath and St Edmundsbury). cycling and public transport to support the delivery of awareness campaigns highlighting cost and carbon savings The partnerships include the police, Suffolk County sustainable communities. We have also made this an gained by using non-car modes, or by reducing the need Council, the fire service, Primary Care Trusts and other integral part of the Local Area Agreement Block 4, to travel; negotiating with operators to secure low carbon agencies. The partnerships are to develop strategies Prosperity for All. vehicle use via Quality Bus Partnerships. All of these to improve personal safety, tackle high crime areas and NOISE measures are included within our transport strategy improve community safety. Noise can have a significant impact on quality of life and and Local Transport Plan. HEALTHY COMMUNITIES we are seeking to maintain and if possible, improve the The Regional Transport Strategy notes that road In delivering our Local Transport Plan we want to improve ambient noise climate within the county. Our strategy maintenance will need to take account of more extreme the quality of life for all Suffolk’s residents, making it safer supports the environment noise directive and we will take weather conditions likely to arise through climate change. and easier to travel by healthy and sustainable modes such an active role in future noise management in the county. This will be built into our future maintenance programmes. as walking and cycling. Improving opportunities for people This includes effective monitoring, modelling and impact The Suffolk Strategic Partnership has also undertaken to to walk and cycle is a key element of this Local Transport assessments of road traffic noise. prepare a climate change strategy as a key target in the Plan and supports the national health initiatives to reduce We will continue our efforts to reduce and minimise Community Strategy. obesity. There are a number of ways that we will deliver this: the noise and vibration impacts of traffic management The anticipated higher risk of flooding will also influence I Delivery of our school travel plans measures and new road schemes on adjacent dwellings. new road and bridge design and maintenance. Our works programmes include measures such as quiet I Road safety education: including promoting the surfacing and designated lorry networks. Because of the importance of quality of life issues to benefits of walking and cycling to school Suffolk residents, we have responded by allocating a QUALITY OF LIFE SCHEMES I Walk to school and bike to school Week proportion of our integrated transport allocation to In preparing this Local Transport Plan we have taken schemes that will address these issues. Our budget I Employer travel plans account of the national targets for reducing carbon allocation is explained in more detail in section 13. I Engineering improvements such as cycle lanes, cycle dioxide emissions. Regional analysis suggests that Consultation with the public identified speeding traffic, parking facilities, pedestrian crossings transport accounts for some 44% of carbon dioxide heavy lorries and the poor provision of pavements in emissions in Suffolk. This is a high proportion compared rural areas as the three most important issues. We plan We will also be extending and upgrading public rights of to other counties in the East of England. The analysis also to extend our 20’s Plenty scheme to schools in rural way to provide more opportunities for people to walk, shows that Suffolk accounts for about 13% of transport areas and will work with local communities to ensure cycle and horse ride in the countryside and urban areas. carbon dioxide emissions in the region, with around 12% that speed limits are meaningful and enforceable. We These improvements are set out in our Rights of Way of the population. will continue to implement our Lorry Management Plan Improvement Plan. and negotiate with hauliers to reduce the impact of lorries The principal focus of this Local Transport Plan and our on local communities. By 2011 we aim to provide 7.5km Accessibility planning will also play an important role longer term transport strategy is to manage the demand of new rural pavements connecting communities to local in helping to deliver healthy communities. We will be for road transport and to provide effective sustainable facilities such as shops and schools. developing action plans to improve access to leisure transport choices.This approach is consistent with facilities and healthcare, particularly for people without Government advice that Local Transport Plans should take Quality of Life access to cars. account of the national targets for carbon dioxide emissions SUSTAINABLE AND PROSPEROUS COMMUNITIES and should complement the wider aims of Local Agenda 21. Transport has an important role to play in creating The Department for Transport has published research sustainable and prosperous communities. In developing that has highlighted a large number of ways in which our Local Transport Plan, we have taken into account the behavioural measures such as school and workplace Government’s Sustainable Communities Plan to ensure 75 SUFFOLK transport plan NV 22/3/06 4:16 pm Page 76

10. RIGHTS OF WAY IMPROVEMENT PLAN

INTRODUCTION Way Improvement Plan will be considered by the County The majority of actions within the Rights of Way The Government recognises the value of the public rights Council in July 2006, with the intention of publishing the Improvement Plan are applicable across the whole of of way network and requires each Highways Authority to plan shortly afterwards. Suffolk. These include actions relating to the management, protection and promotion of the rights of way network. produce a Rights of Way Improvement Plan in order to RIGHTS OF WAY AND THE LOCAL TRANSPORT PLAN identify changes that will improve provision for walkers, Those listed below are more geographically focused and cyclists, horse riders and those with mobility problems. The Rights of Way Improvement Plan has highlighted directly support the objectives of our Local Transport the opportunities for rights of way to support the Local Plan and longer term transport strategy: In order to develop a Rights of Way Improvement Plan, Transport Plan shared priority themes of accessibility, ■ The provision of a definitive map for Ipswich to help Highways Authorities are required to assess: safety, congestion and air quality as well as the ensure that the rights of way network within Ipswich ■ objectives of our longer term transport strategy. The extent to which local rights of way meet the is effectively managed and protected. This will help to present and future needs of the public. The Rights of Way Improvement Plan has six objectives increase walking and cycling into and within the town. ■ and linked actions to provide a better-maintained network The opportunities provided by local rights of way and ■ Support the development of safe routes to schools and suited to user needs. The integration of the improvement in particular by footpaths, cycle tracks, bridleways and work using rights of way. restricted byways for exercise and other forms of open- plan into the Local Transport Plan has focussed on specific air recreation and the enjoyment of their area. actions to support five of these objectives: ■ The improvement of walking and cycling links between urban areas (including Ipswich, Bury St Edmunds and ■ ■ Provide a better signed and maintained network The accessibility of local rights of way to blind or partially Felixstowe) and the surrounding countryside. sighted persons and others with mobility problems. ■ Create and protect a more continuous network ■ Working with Local Authorities and the Haven Gateway that provides for the requirements of all users PROGRESS TO DATE Partnership to develop green space strategies for An assessment of the rights of way network was published ■ Develop a safer network Ipswich and other communities within the Haven in April 2005 following widespread consultation and includes ■ Increase community involvement in improving and Gateway sub-region, including access opportunities. information on the extent, condition and use of the public managing the network ■ Integration of the Rights of Way Improvement Plan with Rights of Way Improvement Plan Improvement Way Rights of rights of way network. The assessment also highlights transport strategies for Ipswich and Bury St Edmunds. the key role that rights of way play in maintaining and ■ Provide an up to date and publicly available digitised improving quality of life in the county and the links to definitive map for the whole of Suffolk ■ Working with the Highways Agency to improve issues such as sustainable transport, local economy, ■ Improve promotion, understanding and use of road safety for walkers, riders and cyclists on the recreation, tourism and health. A14 corridor. the network Public consultation will be carried out between April ■ Improve the safety of other road and rail crossings. 76 and June 2006. Following consultation, the final Rights of SUFFOLK transport plan NV 22/3/06 4:16 pm Page 77

■ Improve the rights of way network to support school and work travel plans. ■ Improving routes between the countryside and urban areas to increase accessibility to jobs and services. For example our plans to improve walking and cycling access into Lowestoft from the south of the town. ■ Improvements to the Suffolk Coastal Path. ■ Ensure that all settlements have access to a well managed rights of way network which provides access to services, neighbouring towns and villages, and the countryside. ■ Promote Suffolk as a sustainable tourism destination for walking, cycling and riding to benefit tourism businesses in rural Suffolk. ■ Increase opportunities to use public transport to access Suffolk’s countryside. ■ Provide safe links along roads between rights of way in rural areas. ■ Create and improve bridleways to provide cycle routes that link with existing provision and improve National Cycle Routes 1, 13 and 51. Rights of Way Improvement Plan Improvement Way Rights of

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11. MAINTENANCE

INTRODUCTION ■ Co-ordination of winter maintenance salting ■ Better asset management will minimise the need for Suffolk County Council is committed to improving the with public transport routes. road reconstruction and similar deep treatments. Such an approach will help reduce the congestion that often condition of the county’s roads and pavements. Efficient, ■ Winter maintenance coverage designed to maintain accompanies major road works. target driven maintenance and network management is an access to communities in severe conditions. essential element of this Local Transport Plan, and makes ■ All maintenance schemes are assessed in the light of ■ Effective management of the county’s bridges to vital contributions to all of the shared priority themes. the traffic sensitivity of the roads affected so we can minimise weight restrictions for structural reasons. To help improve the condition of our roads the County design traffic management measures to minimise Council is investing considerable sums of its own money ■ Maintenance hierarchy takes account of local disruption and congestion. to supplement our maintenance budgets. demand for facilities such as shopping areas, Air Quality/Environment Our priorities for maintenance over the next five years are: hospitals and schools. ■ More effective planning through the life cycle of our ■ ■ The provision of pavements in rural areas to provide adopting a whole life cost approach to asset management assets will reduce the need for deeper treatments. It safe access to local shops and services ■ improving the condition of our worst roads and is these treatments that produce the most material pavements Safety for disposal and require the greatest inputs in terms of energy and raw materials. ■ reducing the number of sub-standard bridges ■ We correlate skid resistance measurements with accident statistics to help target maintenance works ■ We use low noise surfacing materials at appropriate ■ replacing defective street lights at those areas most likely to improve safety. locations. We have received positive feedback from ■ our service users on the noise reducing properties of maximising the contribution that maintenance can ■ We currently repair 99.4% of all dangerous highway these surfaces. make to the shared priorities of safety, accessibility, defects within 24 hours. air quality and congestion ■ We have amended some of our road and pavement ■ We aim to carry out timely repairs to avoid the specifications to permit the use of greater proportions MAINTENANCE CONTRIBUTION TO THE SHARED development of defects that might give rise to accidents. of recycled materials. Maintenance PRIORITIES FOR TRANSPORT ■ We keep at least 98.5% of street lights operational to Our maintenance activities contribute directly to the Local ■ The use of shallow profile lighting whenever possible ensure good night time visibility. Transport Plan shared priority themes. to reduce light pollution. Congestion Accessibility ■ Maximising the use of low energy light bulbs in ■ Effective management and maintenance of the ■ Addressing local priorities and requests for all types of street lighting. county’s intelligent transport systems will be key maintenance works. 78 in minimising congestion. SUFFOLK transport plan NV 22/3/06 4:16 pm Page 79

Better planning will contribute to minimising the adverse environmental effects of maintenance activities, whilst getting better value from available funds to maintain the condition of our transport assets. Prudent asset management and reduced need for reconstruction and replacement will help reduce the congestion associated with maintenance works and the detrimental effects on air quality that accompany traffic delays. This integrated approach to asset management will also help minimise the frequency of disruptive routine maintenance works. The Transport Asset Management Plan will promote a more holistic approach to the strategic management of our transport assets, thus ensuring that works to improve or enhance the safety of the transport network are considered alongside and co-ordinated with works necessary to safeguard the condition and value of the asset. A key output from the Transport Asset Management Plan and associated improvement plans will be integrated programmes of work for all transport assets. The levels of service we seek to provide will fundamentally influence the management of Suffolk’s transport infrastructure. Service levels will be developed as part of the Transport Asset Management Plan process. We will take into account the views of stakeholders as well as relevant legislation and guidance. Effective asset management will require the development TRANSPORT ASSET MANAGEMENT PLAN The development of the Transport Asset Management of targets, trajectories and performance indicators so We will be publishing our first Transport Asset Management Plan has influenced development of the Local Transport that we can monitor the levels of service we provide. The Plan in 2006. The asset management approach will help Plan and will contribute to a number of our key objectives. performance indicators developed as part of the Transport optimise the effectiveness of maintenance spending. A key theme of the Transport Asset Management Plan Asset Management Plan process will supplement those Service levels and works programmes will be based will be the necessity for timely maintenance, based contained in the Local Transport Plan and enable us to upon their contribution to the structural integrity of upon deterioration modelling and life cycle planning. monitor our work in great detail. the network, customer aspirations and minimising the Maintaining assets at optimum times will minimise the whole life cost of schemes in line with available budgets. need for more onerous treatments above and beyond Development of Suffolk’s Transport Asset routine maintenance. Management Plan Maintenance The County Council is committed to adopting and developing asset management practice. The county’s Taking road maintenance as an example, life cycle To derive maximum benefit from the Transport Asset Transport Asset Management Plan will set out our planning will reduce the need for deeper treatments, Management Plan, its scope will include all fixed strategy to ensure that optimum benefit is derived such as reconstruction. These operations can have severe transport assets that are managed by the county from the asset management approach. environmental impacts, including the removal of material and used by the public. to landfill, and the use of mineral and energy resources. 79 SUFFOLK transport plan NV 22/3/06 4:16 pm Page 80

Production of the Transport Asset Management Plan is our money more effectively. A key outcome of the asset To ensure that the programmes of work and levels of sponsored at a senior level within the authority and a management process will be the ability to make decisions service contained within the Transport Asset Management steering group, comprising the senior officers who have on levels of service based upon the minimisation of whole Plan reflect the views of all stakeholders and County responsibility for managing each of the relevant asset life costs. Councillors, a Councillor Working Group has been formed elements, is charged with managing the production of to help steer the work. The working group has considered We are currently applying whole life cost principles to the the plan. the key issues that arise from the asset management development of five year works programmes for key planning process. Hence the contents of the plan will We have ensured that the Local Transport Plan and the assets, such as roads and structures. These works reflect the views of the working group prior to its Transport Asset Management Plan have been developed programmes will be assessed in terms of their costs and consideration by the County Council later in 2006. together in an integrated manner. their contribution to key performance indicators. We are drawing upon national best practice by liaising We are identifying the actions necessary for each of our with a number of other authorities that are developing assets. Improvements will include modifications to some or have developed asset management plans. Suffolk has of our business processes and the need to address some also joined the national Asset Management Network to data gaps. Such data gaps include the absence of objective further enable the sharing of experience and practice. condition data for our lesser-used pavements. We view the identification of such actions as an essential element of We have engaged an international consultancy, with the asset management approach, as this will help drive extensive experience of transport asset management, improvements in the service that we are able to offer both within the UK and worldwide. during the lifetime of the Local Transport Plan. The structure of Suffolk’s Transport Asset Management Performance measures are being developed for each asset Plan is likely to reflect the County Surveyor’s Society element. Such measures will help us gauge the levels of Framework for Highway Asset Management, with some service that we are providing and our progress towards local variations. achieving the improvements identified in the Transport Work on Suffolk’s Transport Asset Management Plan Asset Management Plan. commenced early 2005. We have carried out extensive research and consultation and plan to publish the document in early Summer 2006. The managers of transport assets have developed lifecycle plans and levels of service based upon inventory and condition data. The wealth of knowledge available within the authority has also been brought to bear when considering service levels and their likely cost implications. The Transport Asset Management Plan will draw out the relationships between funding and the levels of service

Maintenance that we are able to provide. This will help us to spend

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12.VALUE FOR MONEY

INTRODUCTION In the construction of our schemes during the second expect to have concluded the first part of our review of Our aim is to ensure that we maximise value for money Local Transport Plan period, we will ensure that we achieve procurement by September 2006 with new arrangements from all of our transport work. We do this in a number greater efficiency through the use of the Suffolk Highways being in place from April 2008. Partnership, a partnering agreement with Alfred McAlpine of ways as outlined below. MAINTENANCE that includes all client/contractor functions. Scheme Evaluation Our relationships with private sector partners for The Audit Commission reported that: the provision of the highways maintenance service In selecting our Local Transport Plan works programmes helps ensure that the service is provided efficiently we have undertaken a robust evaluation of options for “The highways contracting partnership is effective and and effectively. schemes against a range of criteria. These include focuses on the maintenance of roads, pavements and considering how schemes affect our objectives and targets, bridges. It provides better utilisation of manual labour The partnering approach has enabled early contractor environmental impacts, monetary costs and benefits and and joint management structures. It is helping to drive involvement in a number of maintenance schemes. public acceptability. More details are given in Section 15. down costs, and also to give faster completion times Working with our construction partners, we have been (thus giving high public satisfaction for specific schemes).” able to keep design, supervision and construction costs Working in Partnership with the Private Sector In order to ensure that Suffolk continues to provide the to a minimum by simplifying business processes. Such In designing schemes, we will continue to apply best best possible value for money during the lifetime of the an approach was used on the recently completed major practice ideas and use our partnership with leading Local Transport Plan, we will review how we procure all maintenance scheme on the A131 at Ballingdon in Sudbury. transport and environmental consultancies to add of our transport services. This review will be broad ranging All design work was carried out jointly by Suffolk County value to our work. and will draw upon examples of good practice from other Council staff and our construction partner, without the need to commission external designers. This resulted in The Audit Commission, reporting on their inspection authorities. Whilst Suffolk provides best value for money a saving of approximately 10% on the total scheme cost. of Suffolk County Council’s transport services said: now, we are constantly seeking to improve in this respect. Although in our view we secure good value for money Many smaller maintenance schemes are now developed “The design consultancy partnership is providing expertise on a ‘walk and talk’ basis. This removes the costs of design and flexible capacity to deliver Local Transport Plan capital from our existing partnerships, we consider further efficiencies can be achieved by greater integration of the and detailing, and facilitates self-checking of work. Such Money for Value schemes that the council could not deliver alone. The streamlining of our business processes helps us provide partnership works well as a knowledge network, enables client/design/construction activities and the much greater use of single team delivery. We are also working regionally a construction and maintenance service that represents multi-skilled teams to be set up when necessary, and good value for money. has challenged traditional ways of working to give with our partners in Norfolk, Cambridgeshire and Essex opportunities to draw on a wider pool of experience through the Regional Centre of Excellence for Procurement, During the lifetime of our first Local Transport Plan, Suffolk and to deliver more effectively.” to examine how we can work collaboratively with the has moved towards programming carriageway maintenance Highways Agency to deliver Gershon efficiencies. We works with a view to minimising whole life costs. We are 81 SUFFOLK transport plan NV 22/3/06 4:16 pm Page 82

taking this work forward in our Transport Asset ■ Cost inflation being experienced is genuine and not due ■ A programme to modernise the in-house education Management Plan. to inefficiencies or lack of competition. fleet, funded from prudential borrowing, which will introduce seat belted, fully accessible low floor Suffolk’s Winter maintenance service has been tailored ■ Future service resilience and a healthy market depends buses for the creation of a diverse and flexible to provide value for money. We have built a number of on the continued existence and development of forward fleet with potential for greater utilisation. covered salt storage facilities to reduce salt wastage. All thinking medium sized local companies, rather than of Suffolk’s salting routes have been optimised using moving to fewer bigger operators. We will continue to challenge conventional thinking bespoke software to provide optimum efficiency and and explore new and innovative ways to provide ■ Efficiencies and savings have already been achieved value for money. The efficient use of salt provides better passenger transport services that contribute to meeting from improved network planning between education value for money and is also environmentally desirable. our accessibility and congestion targets, in an efficient and public transport, but more can be achieved. and cost effective way. We have reviewed many of our material specifications ■ The in-house education coach fleet (that provides to permit the use of greater proportions of recycled around 10% of home to school transport in Suffolk) materials. We re-use waste material from worn road fulfills a valuable role in terms of market regulation and surfaces on our rights of way network and as base ability to intervene. However, it needs modernisation material in pavement construction. Such re-use and with greater flexibility in the locations it can serve and recycling helps us provide good value for money and in the type of work it undertakes. helps conserve Suffolk’s environment. The review process is now moving forward into pilot PASSENGER TRANSPORT implementations. For example, one small pilot of four The County Council is making substantial progress with a social care vehicles has already identified that: review of passenger transport procurement for the county. This process is aimed at meeting local demand for services ■ One underused vehicle is no longer needed as the and giving better value for money. transport can be provided by a minibus from the in-house education fleet, in between other Areas covered have included: scheduled activities. ■ Social care transport. ■ The utilisation of vehicles can be improved, using them ■ Education transport. for demand responsive transport when not being used for social care journeys. ■ The examination of tendering methods and payment of invoices, to ensure that the procurement of services Other outcomes already achieved from the review include: for education, social care and public transport are ■ The creation of a single passenger transport unit co-ordinated and give value for money. responsible for all passenger transport services ■ Methods to ensure that sufficient competition exists within Suffolk County Council. in the market place for tendered services. ■ A framework for bus subsidy review (cost per passenger ■ The role of community transport, demand responsive journey) has been transferred to mainstream activity and other non-conventional transport provision in and is being used to manage a challenging revenue Value for Money for Value providing a more cost effective transport solution budget situation for 2006/07. than traditional methods. ■ Savings from making greater use of scheduled public A major element of the review was an independent study bus services, for providing home to school transport by consultants KPMG. This has among other things for older children. identified that:

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13. FUNDING THE IMPLEMENTATION PROGRAMME

FUNDING SOURCES ■ Transport Innovation Fund financial planning guidelines issued in December 2004. The figures for Suffolk are shown in Table 16. In this Local Transport Plan we have set out our priorities ■ Suffolk County Council’s own resources, both revenue for delivering schemes and other interventions that will and capital Our confirmed allocation for integrated transport in support our longer term Transport Strategy for Suffolk, 2006/07 was £7.578 million, including reward funding. ■ funding from external partners delivering real improvements across the shared transport The maintenance block allocation was much larger, at priorities, namely, accessibility, congestion, safety and ■ funding from developers £18.032 million. air quality. ■ funding from European Union programmes Following assessment of the funding split between Delivery of the Suffolk Transport Strategy and the Local the integrated transport and maintenance blocks, we LOCAL TRANSPORT PLAN FINANCIAL PLANNING Transport Plan will be funded from a number of sources. concluded that these proportions are appropriate for GUIDELINES We anticipate that these sources will include: Suffolk. The relatively large proportion of funding for In December 2005, the Department for Transport ■ Local Transport Plan block capital funding allocations maintenance reflects our extensive road network. At published Final Planning Guidelines for Local Transport from Government this stage we do not propose to adjust these proportions. Capital, 2006/07 to 2010/11. Guideline figures are given ■ ring fenced funding for maintenance of former for integrated transport. Figures have not been given for Our proposed spending programme has been developed trunk roads maintenance because the Government is reviewing the on the basis of the planning guidelines, supported by our way these are calculated. For forward planning purposes own financial resources and funding from external sources. ■ Local Transport Plan major scheme funding we have used values that were given in provisional

Table 16. Financial Planning Guidelines for Maintenance and Integrated Transport (£000s)

2006/07 2007/08 2008/09 2009/10 2010/11

Maintenance 16,032 16,353 17,170 18,029 18,930 the Implementation Programme Funding

Integrated Transport 7,578 6,617 6,688 6,749 6,779

Total 23,610 22,970 23,858 24,778 25,729

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DELIVERY OF SCHEMES – COSTED PROGRAMME The additional planning guideline figures are detailed in Table 17. Additional planning guideline figures (£000) On the basis of spending up to the planning guideline, we Table 17. anticipate that our planned investment of Local Transport We expect that the additional funding we receive will 2007/08 2008/09 2009/10 2010/11 Plan funding across the various areas of work is as shown continue to be used for the safety camera partnership. We in Table 18.This distribution is illustrated in Figures 17 will, however, seek to make economies in the operation of Capital 297 284 273 263 and 18. We have decided to distribute the integrated the service so that funding can be released for other transport block allocation in the following proportions; road safety activities, particularly education, training Revenue 1,335 1,278 1,228 1,183 25% to road safety, 25% to public transport, 20% to and publicity. Total 1,632 1,562 1,501 1,446 accessibility and 30% to congestion. This is a significant increase in the proportion of our funds devoted to public Reward funding of up to 25% of the integrated transport transport capital projects, reflecting the importance the block allocation could be available as a result of producing Figure 17. Maintenance allocations public places on improvements to our public transport a high quality Local Transport Plan. We have taken the infrastructure. These proportions reflect our priorities for view that the levels of capital funding for road safety the Local Transport Plan and our longer term strategy. shown in Figure 18 are appropriate, having regard to our Maintenance allocations capacity to further improve our performance in casualty £12,000 The County Council is already committed to investing reduction through targeted engineering measures. We £10,000 its own money to improve the condition of Suffolk’s would propose to use additional reward funding to £8,000 roads. The County Council has recently committed to increase our investment in public transport, walking and an increased investment programme with the aim of cycling schemes, directing these funds towards schemes £6,000 significantly reducing the length of road in need of that reduce congestion and increase accessibility. £4,000 repair over a period of four years. The increased capital £2,000 investment amounts to £3.5 million for 2006/07, £2.5 In view of the importance of local quality of life issues in Suffolk, particularly in our rural areas, we are proposing 0 million of which will be targeted at unclassified roads. Street Lighting Bridges Principal Roads Non Principal Roads to allocate around 10% of the integrated transport block The targets and trajectories that appear in Section 14 allocation to schemes that address these issues. In reflect these additional funding streams and the Local 2006/07, this amounts to some £758,000. Figure 18. Integrated transport allocations Transport Plan indicative settlements. Whilst we are committed to making real progress to improve the We have made no assumptions about reward funding in condition of our roads and pavements, it is essential drawing up our programmes of work. During the period Integrated transport allocations that Local Transport Plan funding levels are maintained of the Local Transport Plan our financial planning guideline if we are to meet these targets. reduces in real terms and this has been reflected in our targets and trajectories. £2,500 The Government has announced changes to the way £2,000

in which safety camera partnerships are to be funded. £1,500

We have been given additional financial planning £1,000 guidelines for the period 2007/08 to 2010/11 reflecting £500 this change, assuming an average Local Transport Plan performance. The additional planning guideline includes 0

Funding the Implementation Programme Funding Quality of Life Road Safety Public Transport Accessibility Congestion both capital and revenue funding.

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Table 18. Integrated transport allocations

2006/07 2007/08 2008/09 2009/10 2010/11

MAINTENANCE

Principal roads 2,000 2,040 2,142 2,249 2,362

Non principal roads 10,529 10,740 11,276 11,841 12,432

Bridges 3,253 3,318 3,484 3,658 3,841

Street lighting 250 255 268 281 295

Subtotal 16,032 16,353 17,170 18,029 18,930

INTEGRATED TRANSPORT

Quality of life 758 662 669 675 680

Road safety 1,705 1,489 1,505 1,519 1,530

Public transport 1,705 1,489 1,505 1,519 1,530

Accessibility 1,364 1,190 1,204 1,215 1,223

Congestion 2,046 1,787 1,805 1,821 1,836

Subtotal 7,578 6,617 6,688 6,749 6,799

Total 23,610 22,970 23,858 24,778 25,729

ADDITIONAL LOCAL TRANSPORT PLAN FUNDING Major Schemes published draft orders for the scheme and held a public SOURCES inquiry in January 2006. Subject to a satisfactory outcome Major transport schemes (those having a value in excess of from the inquiry we will be bidding for £9.953 million. We have planned our Local Transport Plan investment £5 million) are funded separately from the Local Transport We expect to spend £2 million in 2006/07, £6 million in to accord with the planning guideline but would hope Plan block funding system. We plan to bid for funding for 2007/08 and £1.953 million to complete the scheme in to augment this with additional funds. three major schemes within the second Local Transport 2008/09. We also intend to apply for eligible preparatory Plan period. Detrunked Roads design costs in 2006/07. The South Lowestoft Relief Road and Associated Measures the Implementation Programme Funding We were awarded funding of £2 million in 2006/07 to A business case for funding for is a fully approved major scheme, for which construction Ipswich – Transport fit for maintain the former trunk roads A12 and A140, for which was submitted as a separate document started in January 2005. We were awarded £12.621 million the 21st Century Suffolk County Council became the highway authority in along with our provisional Local Transport Plan in July to complete this scheme during in 2006/07. 2001. We will make bids for similar levels of funding in 2006. We are bidding for £17 million for this scheme, to subsequent years as long as specific funding is available The Stowmarket B1115 Relief Road was provisionally be spread across three financial years, 2007/08, 2008/09 for detrunked roads. approved as part of our first Local Transport Plan. We and 2009/10. 85 SUFFOLK transport plan2 22/3/06 5:55 pm Page 86

Transport Innovation Fund a total investment of about £140 million over the period able to obtain at least £10 million to contribute to our We are working with the East of England Development of this plan. programmes over the life of the Local Transport Plan. Agency and other partners to develop proposals for In 2005/06, the County Council supplemented its capital Suffolk’s Local Strategic Partnerships are responsible for financial support from the Transport Innovation Fund, structural maintenance and lighting programmes with the allocating the Public Service Agreement reward and pump to provide infrastructure investment needed to: use of prudential borrowing. This will continue in 2006/07, priming funding to local projects. The stretch target for ■ Support the regeneration of the Lowestoft and Great to supplement the Local Transport Plan maintenance road safety under the second Public Service Agreement Yarmouth sub-region; the aim being to underpin the allocation so that we can continue to improve the means that additional funding has been sought through work of the Urban Regeneration Company and the local condition of the roads, pavements, bridges and lighting this process, for pump priming funding to implement authorities to improve both productivity and gross in Suffolk. schemes and projects that help meet our target. domestic product in the sub-region, by supporting As part of the County Council’s travel plan following The inclusion of accessibility targets in the Local Area the development of new value added businesses and our move to the new corporate headquarters Endeavour Agreement, means that funding can be allocated to higher skilled employment opportunities. House, charges for car parking were introduced. We have projects supporting the aims of the accessibility strategy. ■ Improve access to the Haven Gateway ports of used the income to support a range of incentives for The engagement of the Local Strategic Partnerships means Felixstowe, Ipswich, and Harwich, Essex. employees to travel to work on foot, by bicycle or by that there is considerable support for delivering the actions public transport. We have also funded a public bus resulting from the local accessibility action plans. Exceptional Schemes service, free of charge to passengers, that links the A bid is being submitted by the Haven Gateway Ipswich Village employment area with the town centre. Funding may be available for demonstration or pilot partnership for Government funding for infrastructure schemes costing less than £5 million. We are not yet in a We will be looking at the role of developer contributions to support future development in the sub region as a position to bid for funding for such a scheme, but we are in funding major improvements in some of our market nationally recognised growth point. At the time of working to develop potential bids in the separate areas of towns and villages adversely affected by congestion. The producing this Local Transport Plan the bid has not ‘shared space’ and in the use of advanced technology for proposed new Planning Gain Supplement could be very been finalised but could include up to £4 million transport integration and traffic control. We expect to take helpful here. for transport improvements in Suffolk. These would bids forward later in the Local Transport Plan period. include better pedestrian and cycle routes in the Developer Funding European Union Funding Ipswich waterfront area and for access to the Each year we are able to secure contributions to transport proposed Suffolk Innovation Park at Martlesham. A number of funding opportunities exist at the European schemes and projects from private sector developers level to support schemes that deliver our Local Transport in pursuit of our transport objectives. It is difficult to Plan and longer term transport strategy in priority areas. estimate with certainty the level of contributions that From 2007, changes are expected in the way that European will be obtained during the Local Transport Plan period, Union financing programmes operate, so there is some but typically we would expect to secure around £2 million uncertainty about the extent to which funding might per year, an estimated £10 million over the period of the be available to support our spending programme. We Local Transport Plan. anticipate, however that it should be possible to obtain around £10 million to contribute to our programme Partnership Funding over the life of the Local Transport Plan. Many of our transport schemes and projects are the OTHER FUNDING SOURCES outcome of partnerships with outside bodies. These

Funding the Implementation Programme Funding partners have, in the past, included SUSTRANS, East Suffolk County Council Funding of England Development Agency, Countryside Agency, The County Council spends large sums of money from Environment Agency, district, borough, town and parish its own resources in supporting transport in Suffolk. councils, Heritage Lottery Fund and businesses. It is In 2004/05, we invested about £30 million to support difficult to estimate the extent to which funding for highway maintenance, public transport, road safety and our programmes can be supported from these sources. travel planning. We expect to invest at a similar level for Around £6 million has been drawn in from these sources 86 each year of this Local Transport Plan. We expect to make over the past three years and so we would expect to be SUFFOLK transport plan2 22/3/06 5:55 pm Page 87

14. OBJECTIVES, PERFORMANCE MANAGEMENT, TARGETS AND TRAJECTORIES

OBJECTIVES AND PERFORMANCE INDICATORS PERFORMANCE MANAGEMENT FOR THE LOCAL An internal management process has been developed to In Section 6 we listed and explained our objectives for this TRANSPORT PLAN ensure that progress on delivery of the works programme Local Transport Plan. The objectives were developed from In preparing our second Local Transport Plan, we have is assessed regularly at senior management level so that an understanding of regional and sub-regional issues, travel developed a robust performance management system that remedial action can be taken as necessary. This work will pattern predictions, and following consultation with local will help us to better manage the delivery of our transport also include consideration of the actual contributions of stakeholders. Our Local Transport Plan objectives also link objectives and improve on the progress we have already schemes to expected target outcomes so that we can our Suffolk Transport Strategy objectives to the Government’s made over the period of our first Local Transport Plan. improve the accuracy of our predicted effects. four shared priorities for transport, providing a geographical The management process comprises two elements: - Monitoring perspective to transport issues across the county. Programme Management An integral part of the performance management process Our Local Transport Plan objectives will also help us to The most significant area of work here has been a is our monitoring plan, which we will use to effectively deliver our longer term Transport Strategy. Our aim is to thorough and robust process for developing integrated measure what we do and to use that information to make substantial improvements to transport in Suffolk transport works programmes. The aim has been to develop make decisions to improve the way we work. that will make a big contribution to our development programmes that are strongly targeted at our Local and regeneration objectives. There are three main elements covered by the monitoring Transport Plan objectives and related national and local plan. These are: - If we are to be sure that we are moving in the right performance indicators. Over 2,000 potential schemes ■ direction to deliver our objectives we need to keep were identified and have been assessed to determine Mandatory indicators, compulsory indicators required track of how we are performing. how each one might contribute towards our by the Department for Transport, which are monitored performance indicators. in line with Government guidelines. In order to measure our progress we have identified a ■ range of performance indicators. We give more information This work, together with clarification of likely settlement Accessibility indicators with which we will monitor Objectives,Trajectories Management,Targets & Performance about indicators later in this section. We have used the levels for integrated transport, has made it possible to our accessibility strategy. Measuring our progress on indicators, together with an understanding of the likely assemble programmes of work, to estimate likely effects accessibility is primarily through the Local Transport effect of our works programmes and other schemes, to on the performance indicators, and hence to suggest Plan indicators but is also supported by a package set realistic but challenging targets covering the whole target levels and their trajectories for inclusion within of additional accessibility indicators, which are built range of our transport activities. this Local Transport Plan. into the Local Area Agreements and Suffolk’s Community Strategy. 87 SUFFOLK transportplan222/3/065:55pmPage88 88 Objectives, Performance Management, Targets & Trajectories progress towards: progress all Local Transport Planswhich are intendedtomeasure The Government hasset 16mandatoryindicators for DEVELOPING INDICATORS necessary tokeepontrack. councillors thatremedial so actioncanbetakenif considered by seniormanagers andelectedcounty to ensure thatprogress towards ourtargets isregularly A robust internalmanagement process hasbeendeveloped of the transport network for newcommunities. on suburbanfringes willbeincluded inthedevelopment Rightsofway at atimeofpopulationandhousing growth. playcould also ansignificantrole modalshift inachieving They intherural particularly areas ofSuffolk. network, Public rights ofway ofthetransport part are animportant Way routesinSuffolk Local IndicatorL1: JUSTIFICATION INDICATORS FORLOCAL objectives through theSuffolk Transport Strategy. are ourlonger-term achieving transport planning provide ameans ofassessingtheextenttowhich we the County Council’s programme ofinterventionsand Theyare intended todemonstrate outcomesof Suffolk. to reflect thespecifictransport issuesandpriorities in Following consultation wehave agreed fivelocalindicators ■ ■ ■ see of theplan, We bemonitoring willalso theenvironmental impacts ■ All indicators are listedin strategy andLocal Transport Planobjectives. ourlonger termtransport transport priority themes, indicatorisrelatedexplain howeach totheshared Maintaining roads toahighstandard Increasing bususeandcyclingactivity congestion andairquality safety, Meeting theshared transport priorities ofaccessibility, improving qualityoflife. Local indicators usedtomonitorourlocalobjectivesfor Annex E Usage ofhighpriorityPublic Rightsof for information. further Annex B In theannexwe . local indicator. measure theeffectiveness usingour oftheseschemes We will and accessibilityimprove quality oflife. improve safety towns andvillages toreduce speeding, We willinvest fundsinspeedmanagement for schemes becauseoffearschools ofaccidents. to takesustainableoptionsfor localtravel toshopsand makesitmore Italso difficult for people life for residents. speedingtraffic affects qualityof well asaffecting safety, As especially inrural communities. about speedingtraffic, Our consultation tellsusthatmany peopleare concerned schemes intervention Local IndicatorL4: which wewillaspire tointhisLocal Transport Plan. Thelocalindicatorestablishesatarget standard, County. to markettownsandvillages intherural ofthe part wayimportant ofbringing qualityoflife improvements are Locallorryinterventionschemes an communities. about theimpactofheavy goods vehiclesontheir We knowfrom ourconsultation thatpeopleare concerned schemes intervention Local IndicatorL3: on-line travel toworksurveysofmajoremployers. designed tomeasure theoutcomeofthisworkthrough Thelocalindicatoris the Felixstowe toNuneatonstudy. the Highways Agency inimplementingtheconclusionsof where congestion isgreatest andintegrate with Edmunds, andBurySt inIpswich particularly include large businesses, Transport Planwewillincrease thescopeofworkto During thisLocal making majorplanningapplications. planning was largely confinedtoworkingwithbusinesses In ourfirst Local Transport Plangreen traveltravel modes. to helpreduce congestion toencourage andalso healthier in which wewillwork withbusinessesinthelarger towns Green travel intervention, planningwillbeanimportant bywork sustainable means. Local IndicatorL2: Measure ofeffectiveness ofspeed Measure ofeffectiveness oflocal lorry Percentage ofpeople travelling to Table 19showsthetargets wehave setfor indicator. each major scheme be influencedby theoutcomeofourfundingbidfor the Some target levels willalso financial planningguidelines. basis offundingatthelevelsetby theLocal Transport Plan The target levelsfor allindicators have beensetonthe CHOICES IN TARGET SETTING withthislocalindicator.these schemes communities andwillmeasure oursuccessindelivering rural pavements toaddress thisneedwithinourrural We willcontinue toinvest fundsintheprovision of avoid walking amongst vehicles. great distancesto is so thatpeopledrive veryshort Inmany villages theimpactoftraffic shops andschools. much improvedas accessibilitytolocalservicessuch Pavements intheseareas candeliver volumes oftraffic. withheavy affects communities alongmainroads, Thisparticularly pavement isaveryserious matter. For communities some theabsenceofa measures. be dealt withby lorrycontrols orspeedmanagement casestheproblems Insome can concern toresidents. Traffic impactsinrural areas continue tobeofserious Local IndicatorL5: Ipswich – Transport for fit the21stCentury. Length ofrural pavement SUFFOLK transportplan222/3/065:55pmPage89 al 9 Local TransportTable Planmandatoryandlocalperformance indicators 19. LTP2 LTP1 BV187 BV104 BV99(z) BV99(y) BV99(x) BV224b BV224a BV223 BV102 road traffic mileage Change inarea wide transport patronage Demand responsive Pavement condition Bus satisfaction services modes likecommunity other publictransport patronage including Public transport Total Slightcasualties injured casualties Child killedandseriously injured (KSI)casualties Total killedandseriously Condition Unclassified Road road condition Non-principal Classified Principal road condition Indicator (for all roads includingtrunk) of1.6%pa. Baseline 2002–2004average 3.9% growth paishighcompared tonationalaverage Suffolk County Council strategic countsofroads maintainedby the County Council. 112,000 in2004/5. Number ofpassengers ondemandresponsive servicesincludingcommunity transport services, Baseline 2003/0427.35%medianbottomquartile. 50% sampleofcategory 1and 2footways measured by Detailed Visual Inspection. Baseline2003/0454%topquartile. Sample surveyevery3years. arate ofincrease abovenationaltrends. target 19.7million, 2004/05exceeded PSA1target andnational2010 Baseline 2003/0417.5million. Returns from operators. since 2001. 7%fall inslights Baseline2002to2004average 2,700. Police accidentrecords database. We have hovered around 40since1997. (second lowestfigure wehave everhad). killedandseriously Baseline200438child injured casualties Police accidentrecords database. 2002figures per100,000populationputusintopquartile. Agreement target by 64(17.5%). inthelast10years butwemissedthePublicService 22% decrease inkilledandseriously injured, Baseline1994to98average 478killedandseriously injured. Police accidentrecords database. Baseline2003/0430.97%bottomquartile. Parameters. Coarse Visual Inspection(CVI)carried outundertheUKPavement Management System Rulesand to bottomquartile. butpreviously NewbaselinetobeestablishedbasedonSCANNER wewere inmedian Parameters. Coarse Visual Inspectioncarried outundertheUKPavement Management System Rulesand compared tootherlocalauthorities. Previously wehadbeenmanaging toarrest deterioration andwere inmediantotopquartile datafrom 2004/05wasSCANNER unreliable andweneedtosetanewbaselinein2005/06. Baseline Position 2005 to2010on County Council roads. Not exceed 21.4%totalgrowth invehiclekilometres over 2010/11. 130,000 passengers ondemandresponsive servicesby 19% ofbusierpavements inneedofrepair by 2010/11. 2009/10. 56% ofallrespondents satisfiedwithlocalbusservicesby transport by 2010/11. 20.25 millionpassengers onpublicandcommunity December 2010. by No increase on2002to2004 average 2,700, Reduce tothree-year average of31by December2010. December 2010. Reduce to346killedandserious casualties by 18.7% by 2010/11. Not required for March 2006submission. repair by 2010/11. 34% ofprincipal roads tobeinneedofinvestigation for Target 89 Objectives, Performance Management, Targets & Trajectories SUFFOLK transportplan222/3/065:55pmPage90 90 Objectives, Performance Management, Targets & Trajectories LTP8 LTP6 LTP5 LTP4 LTP3 L5 L4 L3 L2 L1 Length ofrural pavement schemes of speedintervention Measure ofeffectiveness schemes of locallorryintervention Measure theeffectiveness sustainable means travelling toworkby Percentage ofpeople routes inSuffolk Public Rightsof Way Usage ofhighpriority An airqualitytarget centres traffic flowstourban Changes inpeakperiod Bus punctuality to school Mode share ofjourneys (annualised index) Cycling trips Indicator of kilometres of rural pavement built, starting in2006/07willnowbemeasured. starting of kilometres ofrural pavement built, Thecumulative total Inconsistent levelsofinvestment have been available inthepast. Average speedreduction inthepast. of10%hasbeenachieved come oflocalmanagement inrural areas. Indicatorrequired tomeasure out- average from 3years ascheme afterimplementation. Baseline2002/0330%reduction on achieved Before andaftermonitoring ofschemes. train andtaxi) and carpassengers at27.8%. coach, bus, cycle, (walk, 12 Workplaces surveyed 2004/05establishingnewbaselinefor sustainablemodes average increase calculated. in2006/07willbemonitored andthe undertaken Asampleofschemes achieved. Previous suggest10%increase schemes inuseofimproved Rightsof Way canbe will bedeclared in2005/06. Baseline2004/05isno AQMAs butitislikely thatsome Areas needtobedeclared. District Councils are validating model results todetermineif Air Quality Management inbound vehicletrips (7amto 10am) for Baseline 2005/065,361peak Annual survey oftraffic andcarparkuseinIpswich. Transport maximum target of90%by 2012/13. These are highcompared tootherauthorities andalready for exceed Department Baseline2003/0491.7%risen to93.1%in2004/05. Annual survey ofsampleroutes. 65% in2004/05. cycleorwalk) fallen to coach, Baseline 2003/0465.9%sustainablejourneys(by bus, pupils. Biannual surveyofschool from 26sites2000/01to2004/05. Previous monitoring showed14%fall to beestablishedasnewsampleofsitesselected. Baseline2005/06 shared andsegregated facilities. Sample sitesrepresentative ofonroad, Baseline Position 7.5km intotalby 2010/11 year.sites each 10% average reduction inspeedattargeted speedreduction the effect oflorrytraffic. 15 communities ayearbenefitingfrom actiontakentoreduce peryear. restricting lorrytraffic are introduced, 10% reduction inheavy goods vehiclesonroads where schemes by 2010/11. 29.3% travelling toworkby sustainablemodesandcarpassengers Average of10%increase ofusers for completedannually. schemes management areas. vehiclemileage ortraffic flowsintheairquality emissions, Intermediateoutcomescanbetransport management areas. Target pollutantconcentrations withinindividualairquality towncentreinto Ipswich by 2010/11. No more than5,361inbound vehicletrips (7amto10am) 90% punctualby 2010/11. by busorcoach) 2010/11. cycle, (walk, 65% ofchildren travel by toschool sustainablemodes No reduction incyclingtrips from 2004/05baselineby 2010/11. Target SUFFOLK transport plan2 22/3/06 5:55 pm Page 91

TRAJECTORIES In our programme development work we have used Target setting for mandatory targets that are also Best financial planning guidelines to identify an affordable Value Performance Indicators has been influenced by our and effective programme to deliver our Local Transport need to show continuous improvement in our Best Value Plan and longer term transport strategy objectives. This Performance Plan and our drive to be among the best work has underpinned the setting of our target levels performing authorities. Our target-setting processes and their trajectories. have been co-ordinated to maximise local authority and In addition to Local Transport Plan reporting requirements, partner contributions to the work of Local Transport Plan. our internal performance management system, involving For example we made early progress in setting the target senior officers and Portfolio Holder will ensure that we for road safety casualties killed and seriously injured regularly monitor our progress and take necessary corrective (BV99), using the minimum and stretch Local Transport action to ensure that our targets stay on track and remain Plan guidelines available at the time, so that it could be realistic yet challenging. subject to a Local Public Service Agreement from 2005 Trajectories for all of our targets are shown below. to 2008. DEVELOPMENT OF TRAJECTORIES Further details of the trajectories are given in Annex C, including the main elements of our programme that We have developed trajectories for every target. A will contribute to each target. trajectory shows the annual progress expected to achieve the ultimate target in 2010. This involves identifying the In Annex C we also indicate how we will achieve each range of schemes and other interventions that we can target, the key risks to achievement in each case, and provide from the planned funding and understanding the how we will manage the risks. expected impact on the target. Past experience has shown we have often been over-optimistic in our target-setting, and we have had difficulty relating individual actions to targets set at a countywide level. Our targets have been set to reflect our Local Transport Plan and wider transport and corporate strategy objectives. We have researched future travel demand in Suffolk so that the underlying trends in population and employment growth and current travel patterns have informed the development of trajectories and targets for our indicators. By understanding more about the geographical variation of current and future trends in car ownership, age of population and future growth, and understanding what

different types of scheme can achieve, we can better Objectives,Trajectories Management, Performance & Targets predict the varying impact of our schemes and other projects in different areas across the county. However, this is not an exact science and so we have recorded the assumptions made in developing trajectories and noted how risks will be managed. These records will be used for monitoring progress and making it possible to modify what we do in order to stay on track. 91 SUFFOLK transport plan2 22/3/06 5:55 pm Page 92

Condition of Principal Roads (Best Value Performance Indicator 223 (BV223) BV223 Condition of Principal Roads (previously BV96)) Target: 34% of principal roads to be in need of investigation for repair by 2010/11 35.2

35.0

34.8

34.6

34.4

34.2

34.0

33.8

33.6

33.4 Percentage of principal roads in need of investigation for repair for in need of investigation roads of principal Percentage 2004/05 2005/06 2006/07 2007/08 2008/09 2009/10 2010/11

BV223 35.0 34.5 34.0 34.0 34.0 34.0 34.0

Condition of Unclassified Roads (Best Value Performance Indicator 224b BV224b Condition of Unclassified Roads (BV224b) (previously BV97b)) Target: 18.7% of unclassified roads to be in need of investigation for repair by 2010/11 35

30

25

20

15

10 Objectives,Trajectories Management, Performance & Targets investigation for repair for investigation 5

Percentage of unclassified roads in need of in need of unclassified roads of Percentage 0 2003/04 2004/05 2005/06 2006/07 2007/08 2008/09 2009/10 2010/11

BV224b 30.97 30.97 28.70 26.15 24.30 21.70 19.70 18.70

92 SUFFOLK transport plan2 24/3/06 5:17 pm Page 93

Total casualties killed and seriously injured (Best Value Performance Indicator BV99x Total Casualties Killed and Seriously Injured 99x (BV99x) 550 Target: Reduce to 346 by December 2010 with a Public Service Agreement milestone to reduce to 322 by December 2008 500

450

400

350

300

250

Number of killed and seriously injured casualties injured Number of killed and seriously 200 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010

LTP stretch target 432 432 415 398 381 363 346

PSA target to 2008 416 393 369 346 322

Post PSA 322 322 322

Actuals 480 525 467 403 442 416 380*

*provisional

Child killed and seriously injured casualties (Best Value Performance BV99y Child Killed and Seriously Injured Casualties Indicator 99y (BV99y)) Target: Reduce to 3-year average of 31 by December 2010

70

60

50

40

30

20

10

Number of killed and seriously injured children injured Number of killed and seriously 0 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 Objectives,Trajectories Management, Performance & Targets

Actual number of Killed and Seriously injured children 66 55 54 39 41 40 43 44 27 57 38 23*

LTP satisfactory 3 year average target 41 41 39 37 35 33 31

National target 38 37 35 33 30 28 26

*provisional 93 SUFFOLK transport plan2 22/3/06 5:55 pm Page 94

Slight injury casualties (Best Value Performance Indicator 99z (BV99z)) BV99z Slight Injury Casualties

Target: No increase on 2000 to 2004 average 2,700 by December 2010 2,900

2,800

2,700

2,600

2,500

2,400 Number of slight casualities Number of 2,300

2,200 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010

Actual numbers of 2662 2783 2765 2729 2567 2662* slight casualties

Minimum 2700 2700 2700 2700 2700 2700

LTP stretch target 2700 2646 2592 2538 2484 2430

*provisional Public transport passengers (Best Value Performance Indicator 102 (BV102)) BV102 Public Transport Passengers Target: 20.25 million passengers on public and community transport by 2010/11

25,000

20,000

15,000

10,000

5,000

0 2000/01 2001/02 2002/03 2003/04 2004/05 2005/06 2006/07 2007/08 2008/09 2009/10 2010/11 Number of Passenger Journeys (000s) Journeys Number of Passenger

Actual single passenger 17,600 17,500 17,268 17,842 19,790 journeys Objectives,Trajectories Management, Performance & Targets

No action 18,860 18,446 18,059 17,664 17,260 16,840

With Ipswich Major Scheme 19,700 19,086 19,482 19,992 20,473 20,691 21,000

Without Ipswich Major 19,700 19,086 19,482 19,992 20,223 20,191 20,250 Scheme 94 SUFFOLK transport plan2 22/3/06 5:55 pm Page 95

Bus satisfaction (Best Value Performance Indicator 104 (BV104)) BV104 Bus Satisfaction Target: 56% of all respondents to user satisfaction survey satisfied with local bus services by 2009/10

65

60

55

50

45 Percentage of satisfied users Percentage 40 2004/05 2005/06 2006/07 2007/08 2008/09 2009/10

Minimum 54% 54% 54% 54% 54% 54%

Proposed target 54% 54% 55% 55% 55% 56%

Pavement condition (Best Value Performance Indicator 187 (BV187)) BV187 Pavement Condition Target: 19% of busier pavements in need of repair by 2010/11

30

25

20

15

10 in need of repair in need of

5 Percentage of busier pavements of busier pavements Percentage

0 Objectives,Trajectories Management, Performance & Targets 2003/04 2004/05 2005/06 2006/07 2007/08 2008/09 2009/10 2010/11

BV187 27.35 27.50 24.50 23.00 22.00 21.00 20.00 19.00

95 SUFFOLK transport plan2 22/3/06 5:55 pm Page 96

Demand Responsive Transport Patronage (LTP1) LTP1 Demand Responsive Transport Patronage Target: 130,000 passengers on demand responsive transport services by 2010/11

135,000

130,000

125,000

120,000

115,000 Passengers

110,000

105,000

100,000 2004/05 2005/06 2006/07 2007/08 2008/09 2009/10 2010/11

Passengers 112,000 115,000 118,000 121,000 124,000 127,000 130,000

Change in area wide road traffic growth (LTP2) LTP2 Change in Area wide Road Traffic Growth Target: To not exceed 21.4% total growth in vehicle kilometres over the period 25

2005 to 2010 on roads maintained by Suffolk County Council (i.e. excludes trunk 24 roads). Total traffic no more than 23.7 million vehicle kilometres in 2010. 23

22

21

20

19

Million vehicle kilometres 18

17

16 Objectives,Trajectories Management, Performance & Targets 15 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010

Actual million 16.79 17.28 18.31 18.78 vehicle kilometres

Target 18.78 19.52 20.30 21.10 21.93 22.80 23.70

With Ipswich Major Scheme 18.78 19.52 20.30 21.10 21.93 22.74 23.55 96 SUFFOLK transport plan2 22/3/06 5:55 pm Page 97

Cycling Trips (annualised index (LTP3)) LTP3 Cycling Trips

Target: No reduction in cycling trips by 2010/11 (as measured by a 102 representative number of counting points and expressed relative to an index, baseline 100 in 2004/05) 100

98

96

94

92

90 Annualised indexed change in cycling change indexed Annualised

88

86 2004/05 2005/06 2006/07 2007/08 2008/09 2009/10 2010/11

Minimum 100 100 100 100 100 100 100

Do nothing 100 98 96 94 92 90 88

Mode share of journeys to school (LTP4) LTP4 Mode Share of Journeys to School Target: 65% of children travel to school by sustainable modes (walk, cycle, bus or coach) by 2010/11 72

70

68

66

64

62

60

58

56 Percentage of children travelling by sustainable modes of children travelling Percentage 54 Objectives,Trajectories Management, Performance & Targets 1999/00 2000/01 2001/02 2002/03 2003/04 2004/05 2005/06 2006/07 2007/08 2008/09 2009/10 2010/11

Past 69% 70% 70% 68% 66% 65% 65%

Minimum 65% 65% 65% 65% 65% 65% 65%

Do nothing 65% 64% 63% 63% 62% 61% 60% 97 SUFFOLK transport plan2 22/3/06 5:55 pm Page 98

Bus Punctuality (LTP5) LTP5 Bus Punctuality Target: 90% punctual (less than 1 minute early or 5 minutes late) by 2010/11 93.5

93.0

92.5

92.0

91.5

91.0

90.5

Percentage of buses punctual Percentage 90.0

89.5

89.0

88.5

88.0 2003/04 2004/05 2005/06 2006/07 2007/08 2008/09 2009/10 2010/11

Past 91.70% 93.10%

Minimum 93.10% 93.10% 90.00% 90.00% 90.00% 90.00% 90.00%

Stretch 93.10% 93.10% 93.10% 93.10% 93.10% 93.10% 93.10%

Change in peak period traffic flows to Ipswich town centre (LTP6) LTP6 Change in Peak Period Traffic Flows to Ipswich Town Centre Target: No more than 5,361 peak inbound vehicle trips (7am to 10am) into Ipswich town centre by 2010/11

6,500

6,000

5,500

5,000 Number of cars Number of 4,500

4,000 Objectives,Trajectories Management, Performance & Targets 2005/06 2006/07 2007/08 2008/09 2009/10 2010/11

Minimum 5361 5361 5361 5361 5361 5361

98 SUFFOLK transport plan2 22/3/06 5:55 pm Page 99

Air Quality (LTP8) LTP8 Air Quality Target: These will be determined once air quality management areas have been 14 declared in Suffolk. When we have baseline levels, target reductions for pollutant concentrations can be set for each air quality management area. 12

10

8

6 Number of AQMAs 4

2

0 2003/04 2004/05 2005/06 2006/07 2007/08 2008/09 2009/10 2010/11

Past 0 0 0

Number of AQMAs declared 0 4 10 10 13 13

Accumulative AQMAs assuming interventions 10 6 4 3

No Ipswich Major scheme 10 6 6 6

Usage of high priority Rights of Way routes in Suffolk (L1) L1 Usage of High Priority Rights of Way Routes in Suffolk Target: Average 10% increase of users for schemes completed annually

12

10

8

6

4

2 Objectives,Trajectories Management, Performance & Targets Average percentage increase in use increase percentage Average 0 2005/06 2006/07 2007/08 2008/09 2009/10 2010/11

Percentage increase in use 0% 10% 10% 10% 10% 10%

99 SUFFOLK transport plan2 22/3/06 5:55 pm Page 100

Percentage of people travelling to work by sustainable means (L2) L2 Percentage of People Travelling to Work by Sustainable Means Target: 29.3% using sustainable modes and car passengers by 2010/11. 29.5

29.0

28.5

28.0

27.5 Percentage sustainable means Percentage 27.0 2005/06 2006/07 2007/08 2008/09 2009/10 2010/11 Percentage sustainable modes and car passengers 27.8% 27.8% 28.2% 28.6% 29.0% 29.3%

Effectiveness of lorry intervention schemes (L3a) L3a Effectiveness of Lorry Intervention Schemes: Heavy Goods Vehicles Target: L3a An average of 10% reduction in heavy goods vehicles as a result of schemes which restrict access where implemented in that year

11

10

9

8

7

Objectives,Trajectories Management, Performance & Targets 6 2006/07 2007/08 2008/09 2009/10 2010/11 Percentage reduction in Heavy Goods Vehicles in Heavy reduction Percentage Average reduction in HGVs 10% 10% 10% 10% 10%

100 SUFFOLK transport plan2 22/3/06 5:55 pm Page 101

Effectiveness of lorry intervention schemes (L3b) L3b Effectiveness of Lorry Intervention Schemes: Communities Target: L3b 15 communities a year benefiting from action taken to reduce the 80 effect of lorry traffic 70

60

50

40

30

Number of communities per year Number of communities 20

10

0 2006/07 2007/08 2008/09 2009/10 2010/11

Communities per year 15 15 15 15 15

Cumulative 15 30 45 60 75

Effectiveness of speed intervention schemes (L4) L4 Effectiveness of Speed Intervention Schemes Target: An average of 10% reduction in speed at targeted speed reduction sites

12

10

8

6

4 Objectives,Trajectories Management, Performance & Targets

Percentage reduction in speed reduction Percentage 2

0 2006/07 2007/08 2008/09 2009/10 2010/11

Average reduction in speed 10% 10% 10% 10% 10%

101 SUFFOLK transport plan2 22/3/06 5:55 pm Page 102

Length of rural pavement (L5) L5 Length of Rural Pavement (L5) Target: 7.5km of new pavement by 2010/11 8

7

6

5

4 Kilometres 3

2

1

0 2006/07 2007/08 2008/09 2009/10 2010/11

Cumulative length (km) 1.5 3 4.5 6 7.5 Objectives,Trajectories Management, Performance & Targets

102 SUFFOLK transport plan2 22/3/06 5:55 pm Page 103

15. LOCAL TRANSPORT PLAN IMPLEMENTATION PROGRAMME

We have developed a programme of schemes and other prepared using detailed analysis, research, stakeholder actions are linked to the objectives of our Local Transport actions to meet our longer term strategy and Local consultation and assessment of proposals to support our Plan and longer term transport strategy. Transport Plan objectives. Our programme is consistent strategies for the transport shared priority themes. Table with our indicative financial allocations. It has been 20 shows how the broad range of schemes and other Table 20. Programme of Local Transport Plan Actions Strategy Objective LTP Objective Interventions

Facilitate the sustainable Relieve congestion in and around Ipswich and • Ipswich – Transport fit for the 21st Century: major scheme including urban traffic management and control system, growth of the Haven Bury St Edmunds town centres better bus station facilities, real time passenger information, improved pedestrian and cycle routes in and around Gateway and Cambridge town centre, possible extension to shuttle bus service sub-regions and, in particular, Ipswich as a • Implement the Bury St Edmunds Transport Strategy Regional Interchange • Integrate public rights of way network from surrounding catchments to town centres Centre and the • Manage demand: review car parking policies, develop travel plans for major town centre employers, target school sub-regional centre travel plans at schools in congestion location and those with high car mode share of Bury St Edmunds • A14 diversion planning • Traffic management schemes to improve traffic flow

Improve public transport, walking and cycling • Quality Bus Partnerships particularly in Ipswich and Bury St Edmunds • Enhance public rights of way network for access to services and recreation • Complete high quality cycle routes from key locations across the town centre • Improve facilities for bus users, cyclists and pedestrians including high quality cycle routes and improved cycle parking Plan Implementation Programme Transport Local • Enforcement of speed limits including mobile safety cameras • Better ticketing options including the eXplore Youth Card and Over 60s concessionary card • Urban traffic management and control to improve reliability of bus services • Develop and implement road user hierarchy • Carry out safety audits for cyclists and pedestrians 103 SUFFOLK transport plan2 22/3/06 5:55 pm Page 104

Strategy Objective LTP Objective Interventions

Develop sustainable modes of travel between West • Accessibility priority for Forest Heath: production of action plan in 2006 Suffolk and employment opportunities in Cambridge • Develop a new rail stop at Bury St Edmunds • Partnership with cross border local authorities to improve bus and rail services • Improve rail services from Ipswich to Bury St Edmunds and Cambridge including a new station at Moreton Hall • Increase bus services between Newmarket, Haverhill and Cambridge

Significantly improve bus and rail interchanges and • Ipswich – Transport fit for the 21st Century: better bus station facilities facilities in Ipswich and ensure that the transport Improve accessibility through low floor buses, raised kerbs at bus stops network caters to the needs of all users • • Passenger lifts: access to all platforms at Ipswich Rail Station • Improve bus waiting facilities: bus shelters, seating, real time passenger information • Enhance information and marketing of public transport services • Multi operator ticketing schemes • Develop quality bus partnerships • Better integration of cycling with buses and trains • Improve integration between bus and rail services

Maintain and improve Suffolk’s transport network to • Winter maintenance: treatment priority on strategic, busy routes and around schools support safe travel and access in the Haven Gateway and Cambridge sub regions • Increase verge cutting to twice yearly on all county roads • Continue to repair dangerous defects within 24 hours • Timely maintenance to maximise life of roads and minimise whole life cost • Improve and promote public rights of way for safe cycling and walking • Apply skid resistant surfacing in high priority safety areas • Ensure that growth in the Haven Gateway does not compromise the special character of the County’s unique countryside

Support the sustainable Encourage investment in rail infrastructure to • Development of the Felixstowe to Nuneaton rail line development of the increase the proportion of freight transported by rail Work with partners: Department for Transport, Network Rail, Port Authorities to develop co-ordinated approach ports of Felixstowe, • Ipswich and Lowestoft in their roles as gateways to the rest of the country Local Transport Plan Implementation Programme Transport Local

104 SUFFOLK transport plan2 22/3/06 5:55 pm Page 105

Strategy Objective LTP Objective Interventions

Better manage and target investment on the A14 • Work in partnership with the Highways Agency and the Police and to improve safety by reducing conflicts between passenger transport (including cycling) • Better manage capacity at key junctions on the A14 and freight • Review and improve where possible public rights of way network where it meets the A14 • Develop road user hierarchies to prioritise users on particular routes • Removable safety fences to enable movement of traffic to both carriageway in case of an accident • Implement driver improvement training in co-ordination with businesses • Develop employer travel plans • Develop freight quality partnerships with the port authorities • Implement lorry management plan: Improve strategic signing for lorries to reduce vehicles on inappropriate roads • Provide better cross border maps for lorry drivers • Implement driver improvement training in co-ordination with businesses • Implement the heavy goods vehicle Parking Strategy: influence and promote additional parking facilities for freight vehicles

Contribute to the Facilitate movement in and around Lowestoft • Urban traffic management and control system regeneration of Great Yarmouth and • Proposed North Lowestoft major transport scheme Lowestoft sub-region • Develop local accessibility action plan for Waveney in 2006 to enhance sustainable movements and the broads sub area • South Lowestoft Relief Road and supporting measures • Rail infrastructure improvements on the Ipswich to Lowestoft route • Speed management measures • Develop and promote and integrated public rights of way network for tourism and access to services and recreation

Improve public transport, (including bus and • Potential North Lowestoft major scheme including improvements to rail and bus interchange interchange facilities) walking and cycling in and around Lowestoft • KickStart bus schemes • Develop and promote an integrated public rights of way network in and around Lowestoft • Improve bus waiting facilities (seating, information, shelters) • Improve integration between rail and bus services • Develop road user hierarchy • Carry out safety audits for cyclists and pedestrians • Multi operator ticketing schemes Local Transport Plan Implementation Programme Transport Local Relieve congestion in and around Lowestoft • Deliver urban traffic management and control system after South Lowestoft Relief Road is complete town centre • Demand responsive services in rural areas to act as feeder services • Develop public rights of way network to encourage people to walk and cycle into the town centre from surrounding catchments • Promote sustainable modes • Develop employer travel plans and school travel plans • Review potential for park and ride 105 SUFFOLK transport plan2 22/3/06 5:55 pm Page 106

Strategy Objective LTP Objective Interventions

Minimise the impact of traffic and transport Help maintain viable • Seasonal park and ride in tourism areas infrastructure (including air quality) in market communities in towns towns, villages tourism honeypots and rural • Appropriate weight restrictions and villages throughout areas to protect the county’s environment and Route signing for lorries to minimise vehicles on inappropriate roads Suffolk that serve the • built heritage needs of this largely • Formalise existing discussion with freight companies by developing Freight Quality Partnerships rural county • Develop public rights of way network to improve accessibility for walking, cycling and horse riding • Demand responsive bus services in place of traditional less flexible services: enhance marketing and publicity • Extend 20mph zones to rural schools • Speed management tools including vehicle activated signs, speed cameras • Work with partners to implement appropriate transport improvements, review car parking policies and encourage sustainable travel through marketing, improved services and publicity • Work with developers to ensure that new developments minimise the impacts of the private car in areas of high natural heritage value • Assess the viability of bypass options against weight restrictions in towns and villages • Continue to implement the lorry management plan • Complete, in partnership with Sustrans, National Cycle routes in Suffolk • Develop integrated public rights of way and rural footway network • Feasibility studies for new rail stations • Apply vehicle emissions standard on all tendered bus services • Continue applying environmental assessment to all schemes

Maintain and improve Suffolk’s transport • Increase verge cutting to twice yearly network to support businesses and communities • Continue to repair dangerous defects within 24 hours • High quality resurfacing (value for money) to maximise life of roads and minimise road repairs • Apply skid resistance surfacing in high priority safety areas • Safeguard existing aggregate rail freight sites at Bury St Edmunds and Barham • Promote public rights of way network for safe and healthy transport

We have developed a programme of schemes for the period 2006 to 2011. Factors beyond our control can affect timing and delivery of schemes. Our programme management system allows us the flexibility to adjust programme delivery as required. Examples of proposed schemes to be implemented over the next five years are in Annex D. Local Transport Plan Implementation Programme Transport Local

106 SUFFOLK transport plan2 22/3/06 5:55 pm Page 107

MAJOR TRANSPORT SCHEMES Potential Suffolk Schemes ■ to improve journey reliability on the A12, which forms part of the strategic corridor between Ipswich Major transport schemes are those which cost more than In our provisional Local Transport Plan we identified a and Lowestoft. £5 million. Bids for funding for these schemes are made to number of additional priorities as potential future major Government by means of a comprehensive business case. schemes in support of our longer term transport strategy. The scheme would also strongly support our objectives Funding for major schemes is limited and the Government These priorities were established following thorough for regeneration in Lowestoft. has now established a process in which regional bodies technical assessment and review of policy in 2004. give advice to ministers on their priorities among bids for Our 2004 study indicated that this scheme offered strong funding from local authorities and the Highways Agency. Brandon economic and safety benefits but there were potentially severe environmental impacts. The traffic problems in the The Government has set out financial guidelines (regional The high volumes of through traffic, particularly lorries, four villages are so severe that we need to continue to funding allocations) as a basis for the prioritisation. cause specific issues in this market town. These problems work on a range of solutions including a potential major need to be dealt with in order to assist in its regeneration We submitted a bid with our Provisional Local Transport scheme bid. We need to do extensive work to determine and to strengthen its position as a viable community. We Plan for a scheme in Ipswich to provide a step change in whether these impacts can be mitigated satisfactorily and have looked at a scheme to provide a new route for the the quality of public transport, walking and cycling to look at alternative options. Subject to the outcome of A1065, avoiding Brandon town centre. facilities. We call this scheme ‘Ipswich – Transport fit for the this work and further discussion with the Department for 21st Century’. At time of going to print we are awaiting The 2004 assessment indicated that a bypass around Transport, it is our intention to work towards the preparation a decision on our bid, but we are continuing to work up Brandon could have severe environmental impacts and of a business case and the submission of a bid for funding the details of the scheme so that it will be deliverable that it would be difficult to design a suitable package of for this scheme during the life of this Local Transport Plan. from 2007/08. mitigation and compensation to overcome these impacts. North Lowestoft Access Project The proposed Stowmarket B1115 Relief Road is a scheme The traffic problems in Brandon are, however, so severe that was submitted with our first Local Transport Plan. that we need to continue to work on a range of solutions, This scheme would provide a step change in facilities The scheme strongly supports development in Stowmarket including a potential major scheme bid. We need to do for public transport, walking and cycling in Lowestoft. It and was the subject of a public inquiry in January 2006. extensive work to determine whether we can find would also remove through traffic from the town centre At time of going to print we are awaiting the report of acceptable ways to minimise the environmental impacts by providing a new route for the A12 through North the inquiry inspector, prior to seeking final approval and to look at alternative options. Subject to the outcome Lowestoft. The scheme would strongly support our from Government. of this work and further discussions with the Department objective for the economic regeneration of Lowestoft. for Transport, it is our intention to work towards the This scheme performed very well in the 2004 assessment The County Council welcomes the inclusion of the preparation of a business case and the submission of a and is included in the second highest priority category following projects in the East of England Regional bid for funding for this scheme during the life of Local in regional prioritisation. Alternative funding options may Assembly’s recommended transport priorities for Transport Plan. be available for this scheme and the relationship of the financial support from regional funding allocations. scheme to the emerging masterplan for the recently A12 Improvements at Farnham, Stratford, Glenham ■ Stowmarket B1115 Relief Road established Urban Regeneration Company is not yet and Marlesford clear. Our intention is to consider how this scheme ■ Ipswich sustainable transport major scheme – The villages on the A12 currently suffer from heavy traffic might be taken forward when the options are clarified. Ipswich – Transport fit for the 21st Century flows, particularly heavy goods vehicles. This results in Beccles Southern Link Road ■ A11 Fiveways to Thetford Improvement problems of community severance, noise and other

quality of life concerns. This scheme would relieve the market town of Beccles Plan Implementation Programme Transport Local ■ A47 Blofield to North Burlingham Dualling (Norfolk) from through lorry traffic on the A145. It supports the We have looked at a scheme to provide a new route for ■ objective of our transport strategy to help maintain viable A120 Braintree - A12 Marks Tey (Essex) the A12, bypassing the four villages and providing a better market towns by facilitating regeneration and townscape route alignment. The objectives of the scheme are: The County Council also appreciates the inclusion of the improvements within the historic town centre and by A14 New Street to Stowmarket project in the ■ to provide traffic relief to those village communities improving access to the Ellough Industrial Estate. In our Highways Agency’s targeted programme of improvements currently facing the impacts of heavy traffic flows 2004 review this scheme performed well in terms of value with a start of works programmed in Summer 2007. with a high proportion of heavy goods vehicles for money and in terms of its impact on the environment. 107 SUFFOLK transport plan2 22/3/06 5:55 pm Page 108

The scheme is, however, not suitable to be taken forward A144 Bungay Bypass as a major transport scheme funded by Government because The scheme is designed to overcome the traffic impacts its cost, estimated at £3.5 million, is below the £5 million associated with heavy goods vehicles passing through minimum threshold for major scheme funding bids. We the narrow streets of the town centre of Bungay on the will work with Waveney District Council to explore A144, which passes north to south through the town. alternative ways of funding this proposal. This traffic has large negative impacts on the quality of A140 Stonham Improvement life for residents and visitors and damages the fabric of this town, which still has many mediaeval buildings and The A140 is a strategic corridor linking the Regional retains its ancient street pattern. The scheme would Interchange Centres of Ipswich and Norwich. Historically support the objective of our transport strategy to help the A140 has had a bad safety record. This scheme would maintain viable market towns. It would do this by improve the reliability of journey times between Ipswich facilitating regeneration and townscape improvements and Norwich and also address local concerns about the within the historic town centre. disruptive impacts of heavy traffic volumes on the A140. In the 2004 review, our analysis showed that whilst the Our 2004 review indicated that the scheme would scheme offered good value for money and had little offer poor value for money and would have very severe adverse environmental impact, it was likely to lead to environmental impacts, with little prospect of satisfactory an increase in accidents. On that basis it seems unlikely mitigation. We are now exploring potential alternative that a successful bid for funding could be justified. Over options to relieve the town of some of its traffic impacts. a number of years we have been implementing a route management strategy for the A140, which has included reductions to speed limits and localised safety improvements. These measures appear to have brought about welcome improvements to safety conditions on the A140. This strategy is currently under review. A143 Great Barton Bypass The scheme would provide a bypass for the village of Great Barton on the A143 primary route, which links the A14 trunk road at Bury St Edmunds with Norwich and Lowestoft. The scheme supports our objective of facilitating growth in the sub-regional centre of Bury St Edmunds. The scheme is also designed to overcome the traffic impacts associated with heavy traffic flows passing through the village of Great Barton on the A143. These heavy traffic flows lead to community severance and safety problems. Local Transport Plan Implementation Programme Transport Local The 2004 review indicated that this scheme would not offer very good value for money and as such would be unlikely to attract Government funding. We are exploring, with St Edmundsbury District Council, other possibilities for dealing with problems in this area, including the potential for improvements to be provided through development. 108 SUFFOLK transport plan2 22/3/06 5:55 pm Page 109

Figure 19. Locations of potential major schemes

East Suffolk Rail Line Improvements The scheme would improve the East Suffolk Rail Line to make possible a more frequent service between Ipswich and Lowestoft. This scheme strongly supports our transport strategy objective to contribute to the regeneration of the Great Yarmouth and Lowestoft sub-region and the Broads sub-area. It also supports our objective of maintaining viable communities in market towns and villages. It has recently become possible to bid for major transport scheme funding for local rail improvements. A technical appraisal of the improvement proposals for the East Suffolk line has now been commissioned to determine how the scheme might perform against road improvements on a comparative basis. We will be working with partners in the rail industry to determine whether the scheme is viable and if so, how the necessary work could be funded. Sudbury We are considering the option of re-submitting a major scheme bid for a western bypass of Sudbury during the life of this Local Transport Plan . We are currently planning a number of smaller scale measures that may assist in relieving the traffic issues in the town. (See Section 7). We will monitor the effectiveness of these measures. However, early indications are that the measures identified will not provide the relief from traffic that is needed in Sudbury and that a bypass remains the only long term solution.

A146 Barnby Carlton Colville Bypass In our 2004 review this scheme performed well in terms of value for money, environment and safety. In view of This scheme would complete an improvement to the A146 the limited resources likely to be available for funding from Beccles to Lake Lothing. The objectives of the scheme Plan Implementation Programme Transport Local major transport schemes, we have concluded that the are to provide faster and more reliable journeys from the priority for improvements to routes linking Lowestoft west to the Great Yarmouth and Lowestoft sub-region, to with the national strategic road network should be via facilitate economic regeneration of Lowestoft and to the A12. We do not, at this stage, propose to submit a improve safety on the A146. bid for funding this scheme within the period of this Local Transport Plan. 109 SUFFOLK transport plan2 22/3/06 5:55 pm Page 110

16. BEST PRACTICE AND BENCHMARKING

Sharing and learning from best practice is important if we Surveyors’ Society traffic and road safety group, a formal We are currently working to benchmark Suffolk County are to get the best value from our transport investment. regional traffic management and road safety group and Council business mileage against other authorities and We do this across all of our areas of work. the Eastern Region safety camera partnerships group. produce a strategy for implementing effective measures We also chair the Eastern Region Accident Reduction as part of our carbon management programme. We want to stay in the forefront of those authorities Working Group and the Eastern Local Authorities Road working with the private sector. In Section 12 we explain Maintenance Safety Officers Association. how our construction partnership produces good value We participate in the Eastern Region best practice group. for money. In our review we will be working closely with We will continue to benchmark our performance against This comprises Suffolk, Norfolk, Essex, Bedfordshire, partners including the Highways Agency and BAA. road safety best value performance indicators and refine , Peterborough, Thurrock, Cambridgeshire and monitor the road safety strategy with the support Transport Policy and Milton Keynes. The group is a forum for comparing of national road safety experts. We also subscribe to financial information, policies, practices and performance In developing this Local Transport Plan we have discussed consultancy and contracting performance clubs to data associated with highways maintenance. progress with staff from our neighbouring authorities, measure our performance in designing and building including Cambridgeshire, Essex and Norfolk County highway schemes. The development of our asset management strategy via Councils to share expertise and learn from each other. our transport asset management plan will be informed by In July 2006 we hosted a road safety seminar in Ipswich We also participate in a formal East of England regional best practice elsewhere. We are liaising with authorities in association with the Transport Research Laboratory. grouping of local authorities, working together on transport who have been at the vanguard of asset management policy issues. Work at this level has also included the We have recently worked with Norfolk County Council to practices, including Hertfordshire. development of regional performance indicators in understand the effectiveness of their vehicle activated Lorry Management support of the Regional Spatial Strategy signs programme, prior to further implementation in Suffolk. Over the last 12 months Suffolk County Council, working We also regularly compare our transport performance Sustainable Travel with Suffolk Association of Local Councils, Police, the with that of other councils, using best value performance Our own travel plan at Endeavour House in Ipswich achieved Freight Transport Association, Highways Agency and data. The scope to improve this work is likely to be enhanced ‘highly commended’ in the Association of Commuter Suffolk Preservation Society, has developed a lorry Best Practice and Benchmarking Best Practice by a national initiative of the Transport Planning Network Transport’s commuter initiative awards in 2005. We have incident reporting procedure. This offers residents and to collate information about all performance indicators shared our success with other local authorities including; local councils the means of reporting incidents involving being used in Local Transport Plans. Exeter City Council, Hertfordshire County Council, Norfolk goods vehicles, and helps the effective implementation Road Safety County Council, Nottinghamshire County Council and of our lorry management plan. Surrey County Council. This work included a seminar To gain national and regional road safety awareness bringing together a number of other councils. Suffolk’s road safety managers are members of the County 110 SUFFOLK transport plan2 22/3/06 5:55 pm Page 111

Public Transport The County Council is a member of the regional and national Association of Transport Co-ordinating Officers networking groups, which share best practice across the country. We are keen to share our successful experiences with other local authorities these include the introduction of Superoute 66 and guided bus way, bus priority corridors (including queue relocation techniques), operation of one of the best park and ride services in the country, development of taxibus services, and the Suffolk Youth Card. We also learn from the expertise of other local authorities particularly those with similar problems to Suffolk. Best Practice and Benchmarking Best Practice

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17. SUMMARY OF THE STRATEGIC ENVIRONMENT ASSESSMENT STATEMENT Strategic environmental assessment and sustainability The initial assessment identified one negative impact of trends related to transport will be highlighted and the appraisal are similar processes. Local Transport Plan objective ‘develop sustainable modes policy implications considered. of travel between west Suffolk and employment opportunities Sustainability appraisal incorporates environmental As the sustainability appraisal did not identify any major in Cambridge’ on the sustainability objective ‘To revitalise assessment but puts equal emphasis on the other aspects environmental concerns that could not be mitigated, the town centres’. This could be mitigated by enhancing it covers, which includes social and economic concerns. plan has been adopted without any major changes to the accessibility within, to and from Bury St Edmunds. This was Sustainability appraisal was used in developing the second objectives. Final lists of interventions have been checked taken forward by developing a transport strategy for the Local Transport Plan because it better integrated with the against those used to inform the initial assessment and town, looking at the bus service needs and transport links. Government’s New Approach to Transport Appraisal. nothing new has emerged requiring reassessment. The No other major concerns were raised by the appraisal. appraisal for the Ipswich Major Scheme complemented Suffolk County Council worked with the district councils The set of preferred objectives were designed with the sustainability appraisal of the Local Transport Plan to produce sustainability appraisal objectives used in environmental objectives in mind in a geographical and in several cases produced a net beneficial effect in the Local Transport Plan assessment. A scoping report context. The assessment process double-checked that areas where there had been uncertainty. published in July 2005 looked at the international, sustainable development needs had been accounted for. regional and local plans relevant to the Local Transport We are confident that the sustainability appraisal has This highlighted and confirmed the essential role of many Plan appraisal, plus trends in available baseline data revealed that the objectives, and practices and procedures of the good practices developed at the site specific level, and templates for assessing effects. that will flow from them will maximise protection for the for example disabled, safety and environmental audits. aspects of the environment that the residents of Suffolk Appraisal of draft Local Transport Plan objectives was The consultation on the environmental report highlighted most value. Sustainability appraisal has been part of the carried out by Suffolk County Council and its environmental that the needs of the disabled had not been looked at in process of developing the plan and through on going consultants and the results published for consultation in a the appraisal and had not been covered comprehensively monitoring we will ensure that it remains at the heart draft environmental report to accompany the provisional in the provisional Plan. Section 5 of the final plan (accessibility) of decision-making as we implement the adopted plan. Summary of the Strategic Environment Assessment Environment Summary of the Strategic Statement Local Transport Plan. Consultation comments indicated has been revised as a result of this comment. that the results had not been summarised well and a final A more detailed summary can be found in Annex E. environmental report has been published to accompany Some areas of uncertainty about the potential effects the Local Transport Plan. of the plan were identified. As a result a number of baseline indicators specifically relevant to transport The impact of the sustainability appraisal on the have been identified for broader monitoring. They will development of the plan has been as follows: be reported in the progress on the plan and any negative 112 SUFFOLK transport plan2 24/3/06 5:06 pm Page 113

ANNEXES CONTENTS

Annex A. Suffolk Transport Strategy objectives, Local Transport Plan objectives and the shared priorities 114

Annex B. Mandatory and local indicators by Theme, Strategic and Local Transport Plan objective 116 Annex C. Trajectories 125 Annex D. Examples of proposed schemes for implementation 147 Annex E. Strategic Environmental Assessment 151 Annex F. Annexes to the accessibility strategy 163 Annex G. Finance Forms 174 Annexs Contents

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ANNEX A SUFFOLK TRANSPORT STRATEGY OBJECTIVES, LOCAL TRANSPORT PLAN OBJECTIVES AND THE SHARED PRIORITIES

Strategy LTP Objective Accessibility Congestion Air Quality Safety Objective

Facilitate the Relieve congestion in and around Improve accessibility to jobs and Manage the likely increase in Manage increase in Improve safety for vulnerable road users by sustainable growth Ipswich and Bury St Edmunds services for cyclists, pedestrians congestion, given projected growth congestion directly related reducing conflicts of the Haven town centres and bus users to reduce reliance of centres and increase in car to air quality – particularly Gateway and on cars ownership volume of car users Cambridge sub- regions and, in Improve public transport, walking and Improve accessibility to jobs and Limit congestion at key junctions, Direct relationship between Increasing driver awareness of pedestrians particular, Ipswich cycling particularly in town centres services for local residents by e.g. A12/A14 at Copdock (divert congestion and air quality and cyclists, safety training for pedestrians as a regional sustainable modes freight to rail, increase capacity and cyclists and providing safe interchange centre of junctions, encourage alternative environments in which to travel and and the sub- modes of transport use) through innovative approaches such as regional centre of Shared Space Bury St Edmunds Develop sustainable modes of Improve access to jobs without Improved public transport options Direct relationship between Greater use of public transport will reduce travel between West Suffolk and relying on cars will limit the potential for increased congestion (car use) and air likelihood of conflicts between different employment opportunities in congestion quality road users Cambridge

Significantly improve bus and rail Consider accessibility to retail Projected future growth likely to Need to maintain air quality Continued improvements to key radial interchanges and facilities in Ipswich services as well as leisure and significantly increase congestion in and around town centre: routes and town centres will improve and ensure that the transport employment unless there is a step-change to traffic management and safety, especially for vulnerable road users network caters to the needs of alternative modes of transport greater use of non-polluting all users forms of transport

Maintain and improve Suffolk’s Improving accessibility for Achieve better transport Better managed traffic flows Maintain the transport network to a high transport network to support safe walkers, cyclists and public management on the transport to avoid concentration of standard to maximise safety travel and access in the Haven transport users by providing network and increase use of public emissions in congestion Gateway and Cambridge sub regions safe networks rights of way (walkers, hotspots cyclists, horse riders)

Support the Encourage investment in rail Diversion of freight will improve Freight predicted to grow by Air quality will not be Reduction in heavy goods vehicles using the sustainable infrastructure to increase the accessibility for local traffic 28% to 2021 maintained if congestion A14 will improve safety development proportion of freight transported movements increases significantly of the ports of by rail Felixstowe, Ipswich and Lowestoft Better manage and target investment Find alternative ways for local Develop ways to deal with Avoid potential air quality Segregate, rather than integrate, cycle lanes in their roles as on the A14 and to improve safety by people to access jobs and congestion at key junctions and problems at key junctions by because of intensity of use by Annex A gateways to the reducing conflicts between passenger services, to avoid reliance on develop emergency diversion plans in reducing congestion heavy goods vehicle rest of the country transport (including cycling) and the A14 the case of an accident on the A14, freight in partnership with Highways Agency Improving the safety of public rights and Police of way crossings at key points

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Strategy LTP Objective Accessibility Congestion Air Quality Safety Objective

Contribute to the Facilitate movement to and from Ensure accessibility to existing Improve rail access into Lowestoft to Avoid potential air quality Requires partnership working with Norfolk regeneration of Lowestoft, particularly between and new employment ease congestion on the Bascule problems at congestion County Council, Waveney District Council, Great Yarmouth Lowestoft and Great Yarmouth opportunities, particularly for bridge pinch points (Bascule Bridge, Highways Agency. Key safety problem with and Lowestoft and Norwich excluded groups. Improve Rail Crossings) A47 Acle Straight sub-region and the accessibility to James Paget broads sub area Hospital in Great Yarmouth for Lowestoft residents

Improve public transport, (including Improve accessibility for all users Encouraging people out of their cars Integral part of quality of Reduce conflicts between travel modes, bus and interchange facilities), to access sustainable modes. will limit the potential for increased public realm and general therefore improving safety walking and cycling in and around Especially non car, older and congestion quality of life Lowestoft disability users

Relieve congestion in and around Improve accessibility to jobs and Manage the likely increase in Manage increase in Improve safety for vulnerable road users by Lowestoft town centre services for cyclists, pedestrians congestion, given projected growth congestion directly related to reducing conflicts and bus users to reduce reliance of centres and increase in car air quality – particularly on cars ownership volume of car users

Help maintain Minimise the impact of traffic and Balance the needs of local Manage the impact of traffic Explore alternative transport Improve safety for all users particularly viable transport infrastructure (including air populations to access jobs and (including heavy goods vehicle) options to maintain air vulnerable users. For example; outside communities in quality) in market towns, villages and services with those of through in sensitive locations quality as part of the quality schools (school travel plans, 20mph zones) towns and villages tourism honeypots to protect the traffic. Maintain current level of of built and natural and provide pavements on rural roads throughout Suffolk county’s environment and built service in rural areas. Find environment that serve the heritage technological solutions needs of this (Broadband availability) largely rural county Maintain and improve Suffolk’s Increase accessibility for rural To improve the public rights of way Traffic management scheme Maintain and improve rural roads and transport network to support residents by providing demand network to encourage walking, identified for Woodbridge to pavements to improve safety businesses and communities responsive bus services and cycling and horse riding. Sustainable reduce congestion improving the public rights of tourism transport way network Annex A

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ANNEX B MANDATORY AND LOCAL INDICATORS BY THEME, STRATEGIC AND LOCAL TRANSPORT PLAN OBJECTIVE

Link to Indicator Theme Indicator other Links to Strategy Objectives Links to Local Transport Plan Objectives Number Themes

BV102 Public Congestion Facilitate the sustainable growth of the Haven Gateway Relieve congestion in and around Ipswich and Bury St Edmunds town centres transport Safety and Cambridge sub-regions and, in particular, Ipswich as Improve public transport, walking and cycling particularly in Ipswich and Bury patronage a Regional Interchange Centre and the sub-regional centre St Edmunds town centres including of Bury St Edmunds other Develop sustainable modes of travel between West Suffolk and employment Contribute to the regeneration of Great Yarmouth and opportunities in Cambridge public Lowestoft sub-region and the Broads sub area transport Significantly improve bus and rail interchanges and facilities in Ipswich and ensure modes like Help maintain viable communities in towns and villages that the transport network caters to the needs of all users community throughout Suffolk that serve the needs of this largely rural county Facilitate movement to and from Lowestoft, particularly between Lowestoft and services Great Yarmouth and Norwich Improve public transport (including bus and interchange facilities), walking and cycling in and around Lowestoft Relieve congestion in and around Lowestoft town centre Minimise the impact of traffic and transport infrastructure (including air quality) in market towns, villages and tourism honeypots to protect the county’s environment and build heritage

BV104 Bus Congestion Facilitate the sustainable growth of the Haven Gateway and Relieve congestion in and around Ipswich and Bury St Edmunds town centres satisfaction Safety Cambridge sub-regions and, in particular, Ipswich as a Regional Improve public transport, walking and cycling particularly in Ipswich and Bury St Interchange Centre and the sub-regional centre of Bury St

ACCESSIBILITY Edmunds town centres Edmunds Develop sustainable modes of travel between West Suffolk and employment Contribute to the regeneration of Great Yarmouth and Lowestoft opportunities in Cambridge sub-region and the Broads sub area Significantly improve bus and rail interchanges and facilities in Ipswich and ensure that Help maintain viable communities in towns and villages the transport network caters to the needs of all users throughout Suffolk that serve the needs of this largely rural county Maintain and improve Suffolk’s transport network to support safe travel and access in the Haven Gateway and Cambridge sub regions Facilitate movement to and from Lowestoft, particularly between Lowestoft and Great Yarmouth and Norwich Improve public transport (including bus and interchange facilities), walking and cycling in and around Lowestoft Relieve congestion in and around Lowestoft town centre Annex B Minimise the impact of traffic and transport infrastructure (including air quality) in market towns, villages and tourism honeypots to protect the county’s environment and build heritage

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Link to Indicator Theme Indicator Other Links to Strategy Objectives Links to Local Transport Plan Objectives Number themes

BV187 Pavement Safety Facilitate the sustainable growth of the Haven Gateway and Relieve congestion in and around Ipswich and Bury St Edmunds town centres condition Congestion Cambridge sub-regions and, in particular, Ipswich as a regional Improve public transport, walking and cycling particularly in Ipswich and Bury St interchange centre and the sub-regional centre of Bury Edmunds town centres St Edmunds Develop sustainable modes of travel between West Suffolk and employment Contribute to the regeneration of Great Yarmouth and Lowestoft opportunities in Cambridge sub-region and the Broads sub area Significantly improve bus and rail interchanges and facilities in Ipswich and ensure Help maintain viable communities in towns and villages that the transport network caters to the needs of all users throughout Suffolk that serve the needs of this largely rural county Maintain and improve Suffolk’s transport network to support safe travel and access in the Haven Gateway and Cambridge sub regions Facilitate movement to and from Lowestoft, particularly between Lowestoft and Great Yarmouth and Norwich Improve public transport (including bus and interchange facilities), walking and cycling in and around Lowestoft Relieve congestion in and around Lowestoft town centre Minimise the impact of traffic and transport infrastructure (including air quality) in market towns, villages and tourism honeypots to protect the county’s environment and build heritage

LTP1 Patronage Congestion Facilitate the sustainable growth of the Haven Gateway and Relieve congestion in and around Ipswich and Bury St Edmunds town centres on demand Cambridge sub-regions and, in particular, Ipswich as a regional Improve public transport, walking and cycling particularly in Ipswich and Bury St responsive interchange centre and the sub-regional centre of Bury Edmunds town centres transport St Edmunds Develop sustainable modes of travel between West Suffolk and employment Contribute to the regeneration of Great Yarmouth and Lowestoft opportunities in Cambridge sub-region and the Broads sub area Significantly improve bus and rail interchanges and facilities in Ipswich and ensure Help maintain viable communities in towns and villages that the transport network caters to the needs of all users throughout Suffolk that serve the needs of this largely rural county Facilitate movement to and from Lowestoft, particularly between Lowestoft and Great Yarmouth and Norwich Improve public transport (including bus and interchange facilities), walking and cycling in and around Lowestoft Relieve congestion in and around Lowestoft town centre Minimise the impact of traffic and transport infrastructure (including air quality) in market towns, villages and tourism honeypots to protect the county’s environment and build heritage Annex B

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Link to Indicator Theme Indicator Other Links to Strategy Objectives Links to Local Transport Plan Objectives Number themes

L1 Usage of Congestion Facilitate the sustainable growth of the Haven Gateway and Relieve congestion in and around Ipswich and Bury St Edmunds town centres high Cambridge sub-regions and, in particular, Ipswich as a Regional Improve public transport, walking and cycling particularly in Ipswich and Bury St priority Interchange Centre and the sub-regional centre of Bury Edmunds town centres Public St Edmunds Rights of Facilitate movement to and from Lowestoft, particularly between Lowestoft and Great Contribute to the regeneration of Great Yarmouth and Lowestoft Yarmouth and Norwich Way routes sub-region and the Broads sub area in Suffolk Relieve congestion in and around Lowestoft town centre Help maintain viable communities in towns and villages throughout Suffolk that serve the needs of this largely rural Minimise the impact of traffic and transport infrastructure (including air quality) in county market towns, villages and tourism honeypots to protect the county’s environment and build heritage

BV99(x) Total killed Facilitate the sustainable growth of the Haven Gateway Maintain and improve Suffolk’s transport network to support safe travel and access in and and Cambridge sub-regions and, in particular, Ipswich as a the Haven Gateway and Cambridge sub regions seriously Regional Interchange Centre and the sub-regional centre of Better manage and target investment on the A14 and to improve safety by reducing injured Bury St Edmunds conflicts between passenger transport (including cycling) and freight casualties Contribute to the regeneration of Great Yarmouth and Lowestoft Facilitate movement to and from Lowestoft, particularly between Lowestoft and Great sub-region and the Broads sub area Yarmouth and Norwich Help maintain viable communities in towns and villages Improve public transport (including bus and interchange facilities), walking and cycling SAFETY throughout Suffolk that serve the needs of this largely in and around Lowestoft rural county Minimise the impact of traffic and transport infrastructure (including air quality) in Support the sustainable development of the ports of Felixstowe, market towns, villages and tourism honeypots to protect the county’s environment Ipswich and Lowestoft in their roles as gateways to the rest of and build heritage the country Annex B

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Link to Indicator Theme Indicator Other Links to Strategy Objectives Links to Local Transport Plan Objectives Number themes

BV99(y) Child killed Facilitate the sustainable growth of the Haven Gateway and Maintain and improve Suffolk’s transport network to support safe travel and access in and Cambridge sub-regions and, in particular, Ipswich as a Regional the Haven Gateway and Cambridge sub regions seriously Interchange Centre and the sub-regional centre of Bury Better manage and target investment on the A14 and to improve safety by reducing injured St Edmunds conflicts between passenger transport (including cycling) and freight casualties Contribute to the regeneration of Great Yarmouth and Lowestoft Facilitate movement to and from Lowestoft, particularly between Lowestoft and Great sub-region and the Broads sub area Yarmouth and Norwich Help maintain viable communities in towns and villages Improve public transport (including bus and interchange facilities), walking and cycling throughout Suffolk that serve the needs of this largely in and around Lowestoft rural county Minimise the impact of traffic and transport infrastructure (including air quality) in Support the sustainable development of the ports of Felixstowe, market towns, villages and tourism honeypots to protect the county’s environment Ipswich and Lowestoft in their roles as gateways to the rest of and build heritage the country

BV99(z) Total slight Facilitate the sustainable growth of the Haven Gateway Maintain and improve Suffolk’s transport network to support safe travel and access in casualties and Cambridge sub-regions and, in particular, Ipswich as a the Haven Gateway and Cambridge sub regions Regional Interchange Centre and the sub-regional centre of Better manage and target investment on the A14 and to improve safety by reducing Bury St Edmunds conflicts between passenger transport (including cycling) and freight Contribute to the regeneration of Great Yarmouth and Lowestoft Facilitate movement to and from Lowestoft, particularly between Lowestoft and Great sub-region and the Broads sub area Yarmouth and Norwich Help maintain viable communities in towns and villages Improve public transport (including bus and interchange facilities), walking and cycling throughout Suffolk that serve the needs of this largely rural in and around Lowestoft county Minimise the impact of traffic and transport infrastructure (including air quality) in Support the sustainable development of the ports of Felixstowe, market towns, villages and tourism honeypots to protect the county’s environment Ipswich and Lowestoft in their roles as gateways to the rest of and build heritage the country Annex B

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Link to Indicator Theme Indicator Other Links to Strategy Objectives Links to Local Transport Plan Objectives Number themes

LTP2 Change in Air Quality Facilitate the sustainable growth of the Haven Gateway and Relieve congestion in and around Ipswich and Bury St Edmunds town centres area wide Cambridge sub-regions and, in particular, Ipswich as a Regional Improve public transport, walking and cycling particularly in Ipswich and Bury St road traffic Interchange Centre and the sub-regional centre of Bury Edmunds town centres mileage St Edmunds Develop sustainable modes of travel between West Suffolk and employment Contribute to the regeneration of Great Yarmouth and Lowestoft opportunities in Cambridge sub-region and the Broads sub area Significantly improve bus and rail interchanges and facilities in Ipswich and ensure that Help maintain viable communities in towns and villages the transport network caters to the needs of all users throughout Suffolk that serve the needs of this largely rural county Encourage investment in rail infrastructure to increase the proportion of freight transported by rail Support the sustainable development of the ports of Felixstowe, Ipswich and Lowestoft in their roles as gateways to the rest of Improve public transport (including bus and interchange facilities), walking and cycling the country in and around Lowestoft Relieve congestion in and around Lowestoft town centre Minimise the impact of traffic and transport infrastructure (including air quality) in market towns, villages and tourism honeypots to protect the county’s environment

CONGESTION and build heritage

LTP3 Cycling Accessibility Facilitate the sustainable growth of the Haven Gateway Relieve congestion in and around Ipswich and Bury St Edmunds town centres trips and Cambridge sub-regions and, in particular, Ipswich as a Improve public transport, walking and cycling particularly in Ipswich and Bury St (annualised Regional Interchange Centre and the sub-regional centre of Edmunds town centres index) Bury St Edmunds Improve public transport (including bus and interchange facilities), walking and cycling Contribute to the regeneration of Great Yarmouth and Lowestoft in and around Lowestoft sub-region and the Broads sub area Relieve congestion in and around Lowestoft town centre Help maintain viable communities in towns and villages throughout Suffolk that serve the needs of this largely Minimise the impact of traffic and transport infrastructure (including air quality) in rural county market towns, villages and tourism honeypots to protect the county’s environment and build heritage Annex B

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Indicator Link to Theme Number Indicator Other Links to Strategy Objectives Links to Local Transport Plan Objectives themes

LTP4 Mode share Safety Facilitate the sustainable growth of the Haven Gateway Relieve congestion in and around Ipswich and Bury St Edmunds town centres of journeys Accessibility and Cambridge sub-regions and, in particular, Ipswich as a Improve public transport, walking and cycling particularly in Ipswich and Bury St to school Regional Interchange Centre and the sub-regional centre of Edmunds town centres Bury St Edmunds Significantly improve bus and rail interchanges and facilities in Ipswich and ensure that Contribute to the regeneration of Great Yarmouth and Lowestoft the transport network caters to the needs of all users sub-region and the Broads sub area Facilitate movement to and from Lowestoft, particularly between Lowestoft and Great Help maintain viable communities in towns and villages Yarmouth and Norwich throughout Suffolk that serve the needs of this largely rural county Improve public transport (including bus and interchange facilities), walking and cycling in and around Lowestoft Relieve congestion in and around Lowestoft town centre Minimise the impact of traffic and transport infrastructure (including air quality) in market towns, villages and tourism honeypots to protect the county’s environment and build heritage

LTP5 Bus Accessibility Facilitate the sustainable growth of the Haven Gateway and Relieve congestion in and around Ipswich and Bury St Edmunds town centres punctuality Cambridge sub-regions and, in particular, Ipswich as a Regional Improve public transport, walking and cycling particularly in Ipswich and Bury St Interchange Centre and the sub-regional centre of Bury Edmunds town centres CONGESTION St Edmunds Develop sustainable modes of travel between West Suffolk and employment Contribute to the regeneration of Great Yarmouth and Lowestoft opportunities in Cambridge sub-region and the Broads sub area Significantly improve bus and rail interchanges and facilities in Ipswich and ensure that Help maintain viable communities in towns and villages the transport network caters to the needs of all users throughout Suffolk that serve the needs of this largely rural county Facilitate movement to and from Lowestoft, particularly between Lowestoft and Great Yarmouth and Norwich Improve public transport (including bus and interchange facilities), walking and cycling in and around Lowestoft Relieve congestion in and around Lowestoft town centre Minimise the impact of traffic and transport infrastructure (including air quality) in market towns, villages and tourism honeypots to protect the county’s environment and build heritage Annex B

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Indicator Link to Theme Number Indicator Other Links to Strategy Objectives Links to Local Transport Plan Objectives themes

LTP6 Changes in Air Quality Facilitate the sustainable growth of the Haven Gateway Relieve congestion in and around Ipswich and Bury St Edmunds town centres peak period Accessibility and Cambridge sub-regions and, in particular, Ipswich as a Improve public transport, walking and cycling particularly in Ipswich and Bury St traffic Regional Interchange Centre and the sub-regional centre of Edmunds town centres flows to Bury St Edmunds urban Significantly improve bus and rail interchanges and facilities in Ipswich and ensure Contribute to the regeneration of Great Yarmouth and Lowestoft that the transport network caters to the needs of all users centres sub-region and the Broads sub area Improve public transport (including bus and interchange facilities), walking and Help maintain viable communities in towns and villages cycling in and around Lowestoft throughout Suffolk that serve the needs of this largely rural county Relieve congestion in and around Lowestoft town centre Minimise the impact of traffic and transport infrastructure (including air quality) in market towns, villages and tourism honeypots to protect the county’s environment and build heritage

L2 Percentage Safety Facilitate the sustainable growth of the Haven Gateway Relieve congestion in and around Ipswich and Bury St Edmunds town centres of people Accessibility and Cambridge sub-regions and, in particular, Ipswich as a Improve public transport, walking and cycling particularly in Ipswich and Bury St travelling Regional Interchange Centre and the sub-regional centre of Edmunds town centres CONGESTION to work by Bury St Edmunds sustainable Significantly improve bus and rail interchanges and facilities in Ipswich and ensure Contribute to the regeneration of Great Yarmouth and Lowestoft that the transport network caters to the needs of all users means sub-region and the Broads sub area Maintain and improve Suffolk’s transport network to support safe travel and access Help maintain viable communities in towns and villages in the Haven Gateway and Cambridge sub regions throughout Suffolk that serve the needs of this largely rural county Facilitate movement to and from Lowestoft, particularly between Lowestoft and Great Yarmouth and Norwich Improve public transport (including bus and interchange facilities), walking and cycling in and around Lowestoft Relieve congestion in and around Lowestoft town centre Minimise the impact of traffic and transport infrastructure (including air quality) in market towns, villages and tourism honeypots to protect the county’s environment and build heritage

LTP8 An air Congestion Facilitate the sustainable growth of the Haven Gateway Relieve congestion in and around Ipswich and Bury St Edmunds town centres quality and Cambridge sub-regions and, in particular, Ipswich as a Relieve congestion in and around Lowestoft town centre target Regional Interchange Centre and the sub-regional centre of Bury St Edmunds Minimise the impact of traffic and transport infrastructure (including air quality) in market towns, villages and tourism honeypots to protect the county’s environment Contribute to the regeneration of Great Yarmouth and Lowestoft and build heritage sub-region and the Broads sub area

Annex B Help maintain viable communities in towns and villages ENVIRONMENT throughout Suffolk that serve the needs of this largely rural county

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Indicator Link to Theme Number Indicator Other Links to Strategy Objectives Links to Local Transport Plan Objectives themes

L3 Measure the Congestion Help maintain viable communities in towns and villages Minimise the impact of traffic and transport infrastructure (including air quality) in effectiveness Safety throughout Suffolk that serve the needs of this largely market towns, villages and tourism honeypots to protect the county’s environment of local rural county and build heritage lorry intervention schemes in market towns villages and rural areas

L4 Measure the Safety Facilitate the sustainable growth of the Haven Gateway Relieve congestion in and around Ipswich and Bury St Edmunds town centres effectiveness and Cambridge sub-regions and, in particular, Ipswich as a Improve public transport, walking and cycling particularly in Ipswich and Bury St of speed Regional Interchange Centre and the sub-regional centre of Edmunds town centres intervention Bury St Edmunds schemes Develop sustainable modes of travel between West Suffolk and employment Contribute to the regeneration of Great Yarmouth and Lowestoft opportunities in Cambridge sub-region and the Broads sub area Significantly improve bus and rail interchanges and facilities in Ipswich and ensure Help maintain viable communities in towns and villages that the transport network caters to the needs of all users throughout Suffolk that serve the needs of this largely rural county Encourage investment in rail infrastructure to increase the proportion of freight transported by rail Support the sustainable development of the ports of Felixstowe, Improve public transport (including bus and interchange facilities), walking and QUALITY OF QUALITY LIFE Ipswich and Lowestoft in their roles as gateways to the rest of the country cycling in and around Lowestoft Relieve congestion in and around Lowestoft town centre Minimise the impact of traffic and transport infrastructure (including air quality) in market towns, villages and tourism honeypots to protect the county’s environment and build heritage

L5 Length of Accessibility Facilitate the sustainable growth of the Haven Gateway Relieve congestion in and around Ipswich and Bury St Edmunds town centres rural Safety and Cambridge sub-regions and, in particular, Ipswich as a Maintain and improve Suffolk’s transport network to support safe travel and pavements Regional Interchange Centre and the sub-regional centre of access in the Haven Gateway and Cambridge sub regions Bury St Edmunds Facilitate movement to and from Lowestoft, particularly between Lowestoft and Contribute to the regeneration of Great Yarmouth and Lowestoft Great Yarmouth and Norwich sub-region and the Broads sub area Relieve congestion in and around Lowestoft town centre Help maintain viable communities in towns and villages throughout Suffolk that serve the needs of this largely Maintain and improve Suffolk’s transport network to support businesses rural county and communities Annex B

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Indicator Link to Theme Number Indicator Other Links to Strategy Objectives Links to Local Transport Plan Objectives themes

BV96 Principal Safety Facilitate the sustainable growth of the Haven Gateway Improve public transport, walking and cycling particularly in Ipswich and Bury St road Accessibility and Cambridge sub-regions and, in particular, Ipswich as a Edmunds town centres condition Regional Interchange Centre and the sub-regional centre of Significantly improve bus and rail interchanges and facilities in Ipswich and ensure Bury St Edmunds that the transport network caters to the needs of all users Contribute to the regeneration of Great Yarmouth and Lowestoft Maintain and improve Suffolk’s transport network to support safe travel and access sub-region and the Broads sub area in the Haven Gateway and Cambridge sub regions Help maintain viable communities in towns and villages Facilitate movement to and from Lowestoft, particularly between Lowestoft and throughout Suffolk that serve the needs of this largely Great Yarmouth and Norwich rural county Improve public transport (including bus and interchange facilities), walking and cycling in and around Lowestoft Maintain and improve Suffolk’s transport network to support businesses and communities

BV97a Non- Safety Facilitate the sustainable growth of the Haven Gateway Improve public transport, walking and cycling particularly in Ipswich and Bury St principal Accessibility and Cambridge sub-regions and, in particular, Ipswich as a Edmunds town centres Classified Regional Interchange Centre and the sub-regional centre of Significantly improve bus and rail interchanges and facilities in Ipswich and ensure road Bury St Edmunds that the transport network caters to the needs of all users condition Contribute to the regeneration of Great Yarmouth and Lowestoft Maintain and improve Suffolk’s transport network to support safe travel and access sub-region and the Broads sub area in the Haven Gateway and Cambridge sub regions Help maintain viable communities in towns and villages Facilitate movement to and from Lowestoft, particularly between Lowestoft and throughout Suffolk that serve the needs of this largely Great Yarmouth and Norwich rural county MAINTENANCE Improve public transport (including bus and interchange facilities), walking and cycling in and around Lowestoft Maintain and improve Suffolk’s transport network to support businesses and communities

BV97b Unclassified Safety Facilitate the sustainable growth of the Haven Gateway Improve public transport, walking and cycling particularly in Ipswich and Bury St Road Accessibility and Cambridge sub-regions and, in particular, Ipswich as a Edmunds town centres Condition Regional Interchange Centre and the sub-regional centre of Significantly improve bus and rail interchanges and facilities in Ipswich and ensure Bury St Edmunds that the transport network caters to the needs of all users Contribute to the regeneration of Great Yarmouth and Lowestoft Maintain and improve Suffolk’s transport network to support safe travel and access sub-region and the Broads sub area in the Haven Gateway and Cambridge sub regions Help maintain viable communities in towns and villages Facilitate movement to and from Lowestoft, particularly between Lowestoft and throughout Suffolk that serve the needs of this largely Great Yarmouth and Norwich

Annex B rural county Improve public transport (including bus and interchange facilities), walking and cycling in and around Lowestoft Maintain and improve Suffolk’s transport network to support businesses and communities

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ANNEX C BV223 Condition of Principal Roads 35.2 TARGET TRAJECTORIES Road condition targets 35.0

Condition of Principal Roads (Best Value 34.8 Performance Indicator 223 (BV223) (previously 34.6 BV96)) Target: 34% of principal roads to be in need of 34.4 investigation for repair by 2010/11 34.2

Condition of Non-Principal Classified roads (Best 34.0 Value Performance Indicator 224a (BV224a) (previously BV97a)) 33.8 Target: Unable to set until baseline data available 33.6 for 2005/06 33.4 Percentage of Principal Roads in need of investigation for repair for in need of investigation Roads of Principal Percentage Condition of Unclassified Roads (Best Value 2004/05 2005/06 2006/07 2007/08 2008/09 2009/10 2010/11 Performance Indicator 224b (BV224b) BV223 35.0 34.5 34.0 34.0 34.0 34.0 34.0 (previously BV97b)) Target: 18.7% of unclassified roads to be in need of investigation for repair by 2010/11 BV224b Condition of Unclassified Roads

35 Maintaining Suffolk’s road network in good condition is very important for the delivery of our Local Transport Plan 30 and wider transport objectives. Good road condition is essential for the safe and efficient movement of freight 25 and people. 20 Improvement in the condition of roads is primarily achieved by capital investment to prolong the life of the 15 road. Timely, targeted maintenance work will minimise the need for expensive reconstruction work at a later date. 10

There have been problems nationally with a new type repair for investigation of survey - SCANNER , first used in 2004/05. This meant 5 that final figures for 2004/05 could not be obtained. The SCANNER machine measures several aspects of road in need of unclassified roads of Percentage 0 condition including rutting, longitudinal profile, cracking 2003/04 2004/05 2005/06 2006/07 2007/08 2008/09 2009/10 2010/11

and texture depth. An estimated baseline of 35% has BV224b 30.97 30.97 28.70 26.15 24.30 21.70 19.70 18.70 been calculated from a limited set of condition data and this will be reviewed when 2005/06 data is available. 125 SUFFOLK transport plan2 22/3/06 5:55 pm Page 126

For BV224b the 2003/04 baseline measure comes from There is a risk that funding could be reduced during a coarse visual inspection of a 50% sample of the minor the Local Transport Plan period, in particular, prudential road network. borrowing discontinued. In the face of competing County Council priorities we will argue the ‘invest to For both principal and unclassified roads target levels save’ approach but, it may be difficult to meet the debt assume that capital funding will be broadly equivalent charges in light of reducing revenue budget availability. to that which has previously been available (as suggested by the provisional financial planning guidelines for Any methodology changes regarding the Best Value maintenance funding). We have also taken into account Performance Indicator calculations will require the additional County Council funding, provided on an invest targets to be re-based. to save basis, which we hope will be available throughout The target for BV233 relates to the network of principal the plan period. roads, excluding detrunked routes. It is likely that Issues about the consistent use of the SCANNER detrunked routes will be included in this indicator in methodology still need to be resolved amongst local future years, thereby requiring a revision to the target. authorities and Government. We will need to ensure that maintenance is targeted at roads of greatest need and delivered on schedule. Our transport asset management plan will look at choices on future levels of investment in highway infrastructure based on whole life costing, optimisation of treatments, investment choices and customer focus. This will require good liaison and co-ordination with utilities to plan their works so road treatments achieve maximum benefit. Early consultation with local businesses will ensure any temporary diversions due to resurfacing will minimise impact on trade. We will achieve this through our implementation of the Traffic Management Act. There are risks to achieving these targets: Severe weather conditions could have an impact on the condition of these roads in the Local Transport Plan period. In the longer term implications of climate change (hotter summers could melt road surfaces, torrential rain causes structural damage) may also have an effect. Both risks will be managed through the regime of highway inspection Annex C Annex C that will monitor trends, identifying any significant changes that require review of the targets. A large increase in heavy lorries on Suffolk’s roads is expected linked to the growth of Felixstowe port. Traffic growth linked to increasing car ownership, population and employment growth is also likely to occur, requiring efficient monitoring and investment of maintenance resources. 126 SUFFOLK transport plan2 22/3/06 5:55 pm Page 127

Total casualties killed and seriously injured BV99x Total Killed and Seriously Injured Casualties (Best Value Performance Indicator 99x (BV99x)) 550 Target: Reduce to 346 by December 2010 with a Public Service Agreement milestone to reduce to 500 322 by December 2008 450 Child killed and seriously injured casualties (Best Value Performance Indicator 99y (BV99y)) 400

Target: Reduce to 3-year average of 31 by 350 December 2010 300 Slight injury casualties (Best Value Performance Indicator BV99z) 250

Target: No increase on 2000 to 2004 average 2,700 by casualties injured Number of killed and seriously 200 December 2010 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010

Road Safety LTP stretch target 432 432 415 398 381 363 346

Improving safety conditions on Suffolk’s roads remains a PSA target to 2008 416 393 369 346 322 high priority for the County Council. Post PSA 322 322 322 For BV99x our milestone Local Public Service agreement target for 2008 has been agreed on the basis of our 2004 Actuals 480 525 467 403 442 416 380* figures. Some money has been received to assist with an *provisional intensified education, training and promotion programme. The minimum target that we can set for this indicator is ■ 361 in 2010, the average for the last five years (2000 to Suffolk has relatively low numbers of children killed and continue to provide vehicle checks as a trading 2004). We have selected a stretching target of 346 by seriously injured in road accidents and so we have chosen standards measure a minimum target, based on a three year average for 2002 December 2010, with a baseline of the average for 2001 ■ continue to develop the county fire and rescue service to 2004, a 25% reduction by 2010. The target would be an to 2004. The public service agreement target is very role in highlighting road safety challenging. Our fatal and serious accident numbers are average of 31 achieved over the three years 2008 to 2010. Delivering our road safety targets will also require us to already low and incidents tend to be scattered with a We have seen a recent reduction in slight casualties. Using work in partnership with others, including our Local Area multiplicity of causes. If we did not achieve our target a five year average of 2,700 we propose the minimum Agreement partners, with whom we will work to deliver of 322 by 2008, our target to 2010 will still be difficult target of no increase on recent levels. to meet. our Local Public Service Agreement target for 2008. Annex C In order to achieve these targets we will: - If we meet our public service agreement target then The Highways Agency and the Police will be important ■ we will be in a position to consider whether we could deliver effective safety engineering schemes partners in delivering safety improvements. realistically stretch our 2010 target further, towards ■ increase funding for education, training and promotion At a national level we expect Government to deliver the national target to reduce killed and seriously injured its planned improvements to in-car safety, legislation, ■ more closely integrate our work with the Suffolk safety casualties by 40% from the 1994 to 1998 average drink/drug testing etc. (which would mean 287 for Suffolk). camera partnership 127 SUFFOLK transport plan2 24/3/06 5:05 pm Page 128

There are a number of risks to the achievement of BV99y Child Killed and Seriously Injured Casualties the targets: - 70 I Future uncertainties about funding levels for road 60 safety work. Road safety remains a high priority for the County Council, however, which should reduce this risk. 50 I Failure of Government to deliver its planned interventions 40 could undermine our ability to meet the longer term 30 target. We would attempt to mitigate this risk by developing more innovative local approaches. 20

I Proposed reorganisation of the Police service may risk 10 disruption to data availability and operation of the Number of killed and seriously injured children injured Number of killed and seriously safety camera partnership levels of enforcement, as 0 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 well as support for the safety camera partnership. Actual number of Killed I Increased modal shift to vulnerable transport uses, and Seriously injured children 66 55 54 39 41 40 43 44 27 57 38 23*

like cycling and motorcycling, could have an effect on LTP satisfactory 3 year targets. Such trends will need to be closely monitored average target 41 41 39 37 35 33 31 and our programmes adapted accordingly. National target 38 37 35 33 30 28 26

*provisional

BV99z Slight Injury Casualties 2,900

2,800

2,700

2,600

2,500

2,400 Number of slight casualities Number of 2,300

2,200 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010

Annex C Actual numbers of 2662 2783 2765 2729 2567 2662* slight casualties

Minimum 2700 2700 2700 2700 2700 2700

LTP stretch target 2700 2646 2592 2538 2484 2430

*provisional 128 SUFFOLK transport plan2 22/3/06 5:55 pm Page 129

Public Transport To meet the target we will: - ■ seek developer contributions to provide off site facilities and to fund new services ■ continue with the successful Explore Card concessionary Public transport passengers (Best Value Performance fares scheme for young people There are several risks associated with this target: - Indicator 102 (BV102)): ■ introduce free concessionary fares at all times for the ■ Budgetary constraints within local authorities particularly Target: 20.25 million passengers on public and over 60’s revenue funding. This risk is high. However public community transport by 2010/11 transport is a high corporate priority, which should ■ improve sponsored services; reduce this risk. Our strategies for accessibility, congestion and air quality ■ subject to Government approval, implement the major recognise the importance of increasing the use of public ■ Escalating tender prices for supported services could scheme transport and reducing reliance on private cars. Ipswich – Transport fit for the 21st Century reduce our ability to provide them. Effective procurement ■ introduce a Quality Bus Partnership for Lowestoft and contract management will help us to get better In recognition of the importance of this target we are value for money from our contracts. We will also proposing to continue investing strongly in public ■ provide bus priority schemes including new bus lanes consider supporting community transport projects transport schemes, as can be seen from the tables for services into Ipswich in place of sponsored services where appropriate. giving indicative spending allocations in Section 15. ■ provide focussed marketing and publicity ■ Escalating costs may result in commercial service The County Council has little direct role in providing Working with local partners we will: - reduction rather than development. We will pursue bus services. Most are provided commercially by private quality bus partnerships and carry out measures aimed companies. Investment in capital schemes to support ■ promote green travel planning, including the proposed at increasing the use of services at risk. We will also public transport can, however, influence bus use by new public service village at Bury St Edmunds support community transport services providing more delivering improvements such as better information ■ work with our district council partners to manage the direct response to passenger demand. systems, waiting areas and bus priority. demand for car parking in town centres Our experience in achieving our 2004/05 Public Service ■ influence district councils and developers to build Agreement target of 19 million passengers makes us developments so that bus travel is encouraged from believe that our new target for bus use is both ambitious the start of development and realistic. In meeting our previous target we even exceeded the national target of a 12% increase on BV102 Public Transport Passengers 2000 levels. 25,000

Our proposed Local Transport Plan target to increase bus 20,000 patronage has been set against a national decline of 1.5 15,000 to 2% per annum and in Suffolk there is the likelihood of continued commercial service withdrawals. We hope to 10,000

overcome the effects of these withdrawals of rural services 5,000 by expanding provision of community transport schemes, a key part of our accessibility strategy. 0 2000/01 2001/02 2002/03 2003/04 2004/05 2005/06 2006/07 2007/08 2008/09 2009/10 2010/11 Number of Passenger Journeys (000s) Journeys Number of Passenger We met our 2004/05 target by investment in projects Actual single passenger 17,600 17,500 17,268 17,842 19,790 Annex C to improve services in urban and in rural areas. We journeys

are confident that the planned delivery of a range of No action 18,860 18,446 18,059 17,664 17,260 16,840 initiatives will lead to the achievement of our new target.

With Ipswich Major Scheme 19,700 19,086 19,482 19,992 20,473 20,691 21,000

Without Ipswich Major 19,700 19,086 19,482 19,992 20,223 20,191 20,250 Scheme 129 SUFFOLK transport plan2 22/3/06 5:55 pm Page 130

■ Bus satisfaction (Best Value Performance Indicator develop Quality Bus Partnerships to encourage 104 (BV104)) better vehicles ■ Target: 56% of all respondents to user satisfaction develop integrated ticketing schemes survey satisfied with local bus services by 2009/10 Risks to not achieving this target are: ■ Failure of bus operators to maintain, market or develop This indicator will be measured in 2006/07 and in 2009/10 services. The current rate of withdrawal of commercial as it does not tend to vary significantly on an annual basis. services is a major concern as this has an impact on It is assumed that quality of service and vehicle, punctuality, customer confidence and service reputation. We will reliability, frequency, price and availability of information aim to minimise the risk by working closely with will influence satisfaction levels. Our current position is operators engaging in partnership arrangements. better than the average nationally. ■ Budgetary pressures and industry costs will increasingly Our sponsored services amount for some 12% of the mean that fares will have to rise and some services total passengers and we can directly influence the views may have to be cut. These factors are likely to have of people using these. Our influence on other services a negative effect on satisfaction. We will work with is indirect. operators to develop carefully planned public relations initiatives to gain acceptance of the changes. We expect that changes in this indicator will be relatively small, but trends over time will be important in assessing success. BV104 Bus Satisfaction Many of our proposed actions to increase passenger numbers can be expected to also influence this target. Measures aimed directly at this target are 65 those to improve: 60 ■ marketing ■ real time passenger information 55 ■ the quality of information 50

■ better departure boards at bus stations 45

■ quality of waiting areas satisfied users of Percentage 40 Our likely performance against the target, particularly in 2004/05 2005/06 2006/07 2007/08 2008/09 2009/10 the later stages of the plan period will be greatly assisted by implementation of the proposed sustainable transport Minimum 54% 54% 54% 54% 54% 54% major scheme Annex C Ipswich – Transport fit for the 21st Century. Proposed target 54% 54% 55% 55% 55% 56% We will work with partners to: ■ improve the performance of commercial and sponsored services

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Maintenance

Pavement condition (Best Value Performance BV187 Pavement Condition Indicator 187 (BV187)) 30 Target: 19% of busier pavements in need of repair by 2010/11 25

20 This indicator gives an indication of the condition of the busier pavements as measured by a detailed visual 15 inspection of a 50% sample. 10 in need of repair in need of Pavement condition is important for the delivery of our strategies for accessibility and congestion. The provision 5 of safe, high quality pavements can encourage walking for busier pavements of Percentage short trips in place of car travel and improves accessibility. 0 2003/04 2004/05 2005/06 2006/07 2007/08 2008/09 2009/10 2010/11 The target assumes a level of Local Transport Plan capital funding broadly equivalent to that which has recently BV187 27.35 27.50 24.50 23.00 22.00 21.00 20.00 19.00 been available, topped up with County Council funding of around £250,000 per year. Such funding is likely to be sufficient to achieve some improvement in the condition of busier pavements. To deliver this target we will ensure that maintenance is targeted at pavements with greatest need. We will work with partners to ensure that there is good liaison and co-ordination of work planning with utility companies so that we can get most benefit from pavement work. This will avoid new pavement surfaces being dug up for road works. It has been assumed that adverse weather conditions will not have a significant impact on the condition of pavements in this Local Transport Plan period. Any methodology changes will require the targets to be rebased. There may be pressure for funds to be diverted to less busy rural pavements in order to meet the needs of rural Annex C communities, but this needs to be balanced against the potential risk of not meeting this target. There is a risk that the method of calculation may change which would require a rebasing of the target.

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LTP1 Demand Responsive Transport Patronage These are risks to achieving these targets Target: 130,000 passengers on demand responsive The availability of revenue and capital funds, both in the transport services by 2010/11 public and voluntary sector, will impact on the scale of initiatives that can be delivered. Programmes will be reviewed regularly to assess the impact of any risks and Evidence that the target is ambitious and realistic adjusted according to the availability of resources and The current patronage on community transport and the impact of the County Council’s transport policies. The demand responsive transport projects is 115,000. The willingness of voluntary sector organisations to engage target represents a 2.6% per annum growth in the use of in the development of improved and new demand these services. Demand responsive services are increasingly responsive transport schemes will be critical to the being provided to support the conventional bus network success of the target. in the harder to reach rural areas. The council’s strategy is to increasingly provide bus services on core routes with demand responsive transport providing feeder services to them. The County Council actively supports community LTP1 Demand Responsive Transport Patronage transport services financially and through positive publicity and marketing. 135,000

Key action of Local Government required to achieve 130,000 the target The County Council will review public transport services 125,000 on an area-by-area basis and will continue to actively promote the concept of demand responsive feeder services 120,000 providing essential rural links to core bus services. We will seek to introduce improved communication tools 115,000 to provide more flexible and efficient booking and Passengers tracking processes. 110,000

Key action of local partners required to achieve the target 105,000 All of the community transport services in the county are provided through voluntary sector organisations. We 100,000 will seek the co-operation of this sector to expand the 2004/05 2005/06 2006/07 2007/08 2008/09 2009/10 2010/11 provision of services and broaden their horizons. These organisations will be encouraged to join with the County Passengers 112,000 115,000 118,000 121,000 124,000 127,000 130,000 Council in partnership arrangements to deliver new and innovative services, and to co-operate in new Annex C communications and booking arrangements.

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LTP2 Change in area wide road traffic growth Key actions of Local Government required to achieve Key action of local partners required to achieve the target the target Target: To not exceed 21.4% total growth in vehicle Local Strategic Partnerships and Health Authorities need kilometres over the period 2005 to 2010 on roads A range of measures to support sustainable travel in the to promote the health agenda and encourage walking maintained by Suffolk County Council (i.e. excludes three main towns, needs to be funded and implemented. and cycling. New residential development in central Ipswich needs to trunk roads). Total traffic no more than 23.7 million Major companies need to co-operate with green limit parking spaces and discourage car ownership. These vehicle kilometres in 2010. travel initiatives, including working from home and could be important in influencing short trips in Ipswich. teleconferencing. It is important that district councils Additional resources need to be invested into green travel Evidence that the target is ambitious and realistic implement planning policies through their Local planning to encourage schools and large employers to Development Frameworks that reduce the need The projected population and job growth, increase in car adopt green travel plans. Joint working with district to travel. ownership and trend in increasing mileage means that councils to encourage them to set an example of what areawide traffic mileage will rise in Suffolk in the next can be achieved in locations spread through the county five years. Change in areawide road traffic measures the should assist. percentage change in vehicle kilometres on roads managed by the County Council. It excludes trunk roads managed by LTP 2 Change in Area Wide Road Traffic Growth the Highways Agency. 25 During Suffolk’s first Local Transport Plan period (2001 to 2004) traffic levels grew by an average of 3.95% per 24 annum. This is markedly higher than in the 1990s and the national average but it corresponds with a period of 23 population growth and increase in car ownership in 22 Suffolk. As Suffolk is projected to continue to increase in population at a similar rate to that experienced in the last 21 four years, 3.9% pa increase in million vehicle kilometres has been assumed for the five year LTP2 period. This gives 20 a total increase of 21.4% between 2006 and 2010, with 2005 also anticipated to see 3.9% increase. This 19

extrapolation of existing trends is considered a realistic Million vehicle kilometres 18 target reflecting increasing traffic growth in the rural areas countered in part by the promotion of sustainable travel 17 in the main towns. Car ownership continues to rise, particularly in rural areas where trips are likely to be 16 longer. Additionally two thirds of the population growth anticipated will not be in the county town of Ipswich. 15 Our modal shift strategies are on-going from the first 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 Local Transport Plan with actions focused in the main Actual million vehicle 16.79 17.28 18.31 18.78 Annex C towns. These should mainly impact shorter trips and kilometres help balance the increasing rural traffic growth. Target 18.78 19.52 20.30 21.10 21.93 22.80 23.70 The major scheme Ipswich – Transport fit for the 21st Century would help reduce vehicle kilometres in association with all the other measures planned. However given the With Ipswich Major Scheme 18.78 19.52 20.30 21.10 21.93 22.74 23.55 lead times for this project the impact will be mainly beyond 2009 as indicated on the trajectory below. 133 SUFFOLK transport plan2 22/3/06 5:55 pm Page 134

Main risks to the achievement of the target and how these will be managed A higher rate of population and employment growth and increased car ownership could result in more traffic than predicted. The situation will be monitored and changes made to work programmes and policies if considered necessary. There is a risk that the strategies to gain modal shift particularly in the towns are not effective. This could be due to a number of factors including lack of community support for the necessary measures, insufficiently supportive planning and parking policies and lack of interest in green travel planning. To manage this risk we will closely monitor traffic levels and other indicators to track performance and work closely with a range of stakeholders to help support our policies and interventions. Budget reductions to public transport, demand response services, green and school travel planning, cycling or failure to fund air quality improvement schemes would also undermine our ability to not exceed the target level. This risk would need to be managed by careful programme selection. There is a risk of lack of community support for schemes that seek to manage demand and change priority for road space. To manage this we would need to work closely with politicians and stakeholders to ensure emerging town transport strategies and programmes promoting sustainable travel are understood and promoted. Annex C

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LTP3 Cycling Trips (annualised index) Key actions of Local Government required to achieve Main risks to the achievement of the target and how these the target will be managed Target: No reduction in cycling trips by 2010/11 (as measured by a representative number of counting To counteract the decrease in popularity in cycling we There is a risk that the provision of new infrastructure will points and expressed relative to an index, baseline need to introduce a range of measures including cycle not have the anticipated impact on cycling trips. A further 100 in 2004/05) routes, suitable storage and promotion to improve the risk is that a strong focus on public transport will attract whole cycle experience. Importantly we need to cyclists causing a fall in cycling numbers. Furthermore, it implement the programme for school travel plans and is likely that economic growth will lead to increasing car Evidence that the target is ambitious and realistic increase the level of work we do on green travel planning ownership with cycling likely to be less attractive to new A new sample of sites has been selected to count cycle with major employers particularly in the main towns. car owners. These risks will be managed by: use on road, and on segregated and shared paths, in the ■ three major towns and some of the market towns. We Key action of local partners required to achieve the target focussing limited resources into fewer complete routes (instead of doing small unconnected schemes) in the have agreed with the Government that a new baseline The support of cycling groups is needed to implement main towns will be established for 2004/05 (instead of 2003/04). appropriate schemes and help promote the cycle Suffolk has a tradition of fairly high levels for cycling to experience. Partnership working with Sustrans must ■ promoting cycling routes and facilities to encourage use continue to ensure that long distance routes link to local work. The 2001 census showed 5% of people cycled to ■ providing public cycle parking facilities at key locations work in Suffolk compared to 4% in East of England and networks in towns to maximise the potential to encourage ■ 3% nationally. However, our previous sample of counts travel to work. Continued support and promotion from the developing school and workplace travel plans Government to promote cycling as a healthy part of covering all types of cycling showed an average 4% ■ promoting planning of sustainable travel so new and modern lifestyle is also important. reduction per year. We also have consistent accident existing cyclists are aware of public transport trends of 30 to 40 cyclists killed and seriously injured in availability for poor weather days road accidents, 60% of which are in urban areas. However, the total numbers of cyclists in injury accidents per year LTP3 Cycling Trips have halved since 1984 to 209 in 2004. 102 Improvements in cycling will be focussed in the larger 100 towns to make cycling safer for a larger potential number. The minimum satisfactory target for the Local Transport 98 Plan is no reduction in cycling levels. This is a very challenging target given the fall in cycling nationally 96

and in Suffolk. By setting a target of no reduction we are 94 committing ourselves to a large programme of investment in schemes and other projects to counteract this negative 92 trend. If we did nothing to encourage cycling in Suffolk in the next five year period, cycling levels are likely to fall 2% 90 per year, reflecting the national 2% average reduction in in cycling change indexed Annualised cycling trips per person per year seen in the National 88 Travel Survey over the last 10 years. Annex C 86 In Suffolk, economic growth, rising car ownership and 2004/05 2005/06 2006/07 2007/08 2008/09 2009/10 2010/11 trip distances will disadvantage cycling as a choice of Minimum regular travel. 100 100 100 100 100 100 100

Do nothing 100 98 96 94 92 90 88 135 SUFFOLK transport plan2 22/3/06 5:55 pm Page 136

LTP4 Mode share of journeys to school LTP4 Mode Share of Journeys to School Target: 65% of children travel to school by sustainable modes (walk, cycle, bus or coach) by 2010/11 72 70

Evidence that the target is ambitious and realistic 68 Since 1999 there has been an overall 4% fall in the 66 percentage of children travelling by sustainable modes to schools, despite our safely to school programme and 64 associated capital improvements to schemes identified. 62 This fall, in part, reflects increasing parental choice to take children to popular village schools outside catchment (and 60 so not qualify for school transport) and parental concern about the safety of children walking alone or cycling. 58 However, annual surveys in 2004 and 2005 indicate that 56 Percentage of children travelling by sustainable modes of children travelling Percentage the intervention strategy may have stabilised the situation 54 with both surveys reporting that 65% of children in the 1999/00 2000/01 2001/02 2002/03 2003/04 2004/05 2005/06 2006/07 2007/08 2008/09 2009/10 2010/11 county are travelling by sustainable means. Past 69% 70% 70% 68% 66% 65% 65% The minimum satisfactory target of no reduction from the

baseline has been agreed. This is realistic if travel plans are Minimum 65% 65% 65% 65% 65% 65% 65% agreed with every school by 2010 and capital investment to carry out associated walking and safety improvements Do nothing 65% 64% 63% 63% 62% 61% 60% is increased. The Do nothing option has been rejected. This represents the situation if we do not implement the above initiatives. National health service primary care trusts need to There is a risk that school travel plans will not have Growth in car ownership, fears about safety and the develop physical activity strategies in line with the sufficient impact to influence modal shift. This will be preference to drop children off on the way to work are Government White Paper on Health. Suffolk County managed through developing close partnership working likely to reduce numbers travelling sustainably. Council needs to work with bus operators to provide between schools and school travel plan advisers. journey to school services. Key actions of Local Government required to achieve the target It will be necessary to work with Crime Reduction partners The Government or Suffolk County Council will need to to ensure that the school journey is a safe one and continue to fund School Travel Plan Adviser posts beyond children are not subject to or concerned about crime. March 2008 and capital works in school grounds beyond June 2007. The county council will also need to support Main risks to the achievement of the target and how these will be managed

Annex C cycle proficiency and pedestrian training to counteract increasing car ownership and availability of car travel. There is a risk that the method of data collection will change. At the moment this is not proposed to be Key action of local partners required achieving the target undertaken with the same categories of data and so Schools need to continue to renew the sustainable will not be comparable with the surveys run by Suffolk transport to school message as new year groups enter, County Council. This risk will be managed by engaging participating in Walk to School week etc. in consultation to highlight the problems. 136 SUFFOLK transport plan2 22/3/06 5:55 pm Page 137

LTP5 Bus Punctuality allowing operators to marshal the running of services specific issues requiring remedial action are identified. will also be useful. Brokering of smart card ticketing Target: 90% punctual (less than 1 minute early or 5 schemes and other off bus ticketing initiatives will Main risks to the achievement of the target and how these minutes late) by 2010/11 help improve boarding times. will be managed Increased car use causing congestion will be a risk to Key action of local partners required to achieve Evidence that the target is ambitious and realistic operators’ ability to maintain punctuality levels. This the target will be managed through the implementation of the The minimum target is to reach 90% punctuality in Operator commitment to maintain and, where necessary, Traffic Management Act 2004 and bus priority initiatives. 10 years with a stretch target of 90% in eight years improve upon the current level of performance, is required, There is a risk that the change in methodology for (2012/13). including the setting of realistic and achievable timetable calculating this indicator will have a more severe impact schedules. Bus operators will need to share punctuality Suffolk already experiences a high standard of punctuality than currently anticipated. The baseline for this target data (electronic ticketing machine data and own survey that is above these targets (93.1% in 2004/05). The will be reassessed once the first set of results using the work) with us on a regular basis and be willing for data current guidance for measuring punctuality has however new method is collated. placed increased emphasis on measurement at intermediate from their systems to be used for monitoring punctuality timing points and in particular non-timing points as well and identifying issues requiring attention. Operators will as for buses starting and finishing their routes. Evidence also need to actively participate in punctuality improvement suggests that punctuality at intermediate points (particularly partnerships in partnership with the County Council and non-timing points) is much harder to achieve due to traffic in consultation with the Traffic Commissioners where congestion and other factors encountered on route. This is reflected in the Traffic Commissioner’s guidelines for their own monitoring work, which sets a higher standard for LTP5 Bus Punctuality buses at the start of the route than elsewhere. 93.5 Consequently our targets are: - 93.0 92.5 ■ Minimum target 90% by 2010/11. This would result in a small fall in the current recorded level of punctuality. 92.0

This target reflects the new methodology for 91.5 measurement (from 2005/06) which will be much 91.0 harder to achieve and is likely to require significant additional action by operators and the County Council 90.5

to attain. of buses punctual Percentage 90.0 ■ Stretch target is to maintain the punctuality at the level 89.5 currently achieved. 89.0

Key actions of Local Government required to achieve the 88.5 target 88.0 Traffic congestion needs to be managed in the urban 2003/04 2004/05 2005/06 2006/07 2007/08 2008/09 2009/10 2010/11 Annex C

areas to help operators to achieve consistent levels of Past 91.70% 93.10% punctuality. This will include introducing and maintaining Minimum 93.10% 93.10% 90.00% 90.00% 90.00% 90.00% 90.00% further bus priority measures where required and through punctuality improvement partnerships with operators. Stretch 93.10% 93.10% 93.10% 93.10% 93.10% 93.10% 93.10% Implementation of automatic vehicle location systems, 137 SUFFOLK transport plan2 22/3/06 5:55 pm Page 138

LTP6 Change in peak period traffic flows to Ipswich Key action of local partners required to achieve status of car parks could affect which car parks should be town centre the target counted - i.e. a change from short stay to long stay. The car parking strategy for Ipswich will be central meeting Major companies within the cordon will need to encourage Target: No more than 5,361 peak inbound vehicle trips this target. (7am to 10am) into Ipswich town centre by 2010/11 green travel initiatives, including working from home and teleconferencing. Bus operators will need to maintain the Major development could also affect traffic flows. Final same or higher levels of service into the town centre. plans for redevelopment of the Mint Quarter and Civic Evidence that the target is ambitious and realistic Centre are not yet available and consideration will need The Local Strategic Partnership and health authority We have used an inner cordon, agreed with the Department to be given to the type and number of car parking spaces for Ipswich needs to promote the health agenda and for Transport, that includes counts at car parks within 800 provided to not exceed current levels. encourage walking and cycling, especially for journey metres of the cordon. The baseline was established in Autumn to work trips. 2005. The outer Ipswich cordon shows an average growth of 2% per year over the last Local Transport Plan period, Main risks to the achievement of the target and how these while the average growth for Ipswich as a whole for the will be managed same period is 1.7% per year. This would give a 10% and An increase in the provision of car parking spaces both 9% growth respectively by 2011. Area wide traffic is within the cordon and just outside the cordon will increase expected to increase due to the predicted population traffic flows. This includes both temporary parking sites growth and 12% increase in jobs in Suffolk. and major construction of new car parks. The change in Given the local conditions of traffic growth, increasing car ownership, an aging population in the County with car ownership and plans to maintain the economic vitality LTP6 Change in Peak Period Traffic flows of Ipswich with areas of redevelopment within the cordon, setting a target of no growth is challenging. 6,500 Change in peak period traffic flows to Ipswich town centre measures the average number of cars crossing into the 6,000 cordon and using significant car parks during the morning peak (7am-10am) for a two-week period. 29.6% of the movements are to car parks outside the cordon that have 5,500 54.3% unused capacity in 2005/06. 5,000 Key action of Local Government required to achieve the target The proposed major scheme – cars Number of Ipswich - Transport fit for 4,500 the 21st Century, if approved, may contribute to achieving this target, but only in the later years of the plan period. That scheme would deliver a step change in bus use, 4,000 cycling and walking and will be required to offset the 2005/06 2006/07 2007/08 2008/09 2009/10 2010/11

Annex C predicted increase in traffic movements, as will the University travel plan. The Ipswich Development Framework Minimum 5361 5361 5361 5361 5361 5361 will need to have a clear policy of control of long stay parking that will need to be reflected in the Ipswich Transport Strategy.

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LTP8 Air Quality Target: These will be determined once air quality Key action of Local Government required to achieve Main risks to the achievement of the target and how these management areas have been declared in Suffolk. the target will be managed When we have baseline levels, target reductions for District/borough councils will work together to look at There is a risk that air quality standards could be reviewed, pollutant concentrations can be set for each air options for reducing air quality exceedences. The district giving us a far larger problem than we anticipate. If this quality management area needs to consider how extensive the air quality management happened we would have to review the priorities for areas should be. It could include a wider area of the action in the Local Transport Plan and seek to reschedule No air quality management areas are currently declared in exceedence if measures to deal with one location will interventions planned for other purposes to see if they Suffolk but we expect that some will be declared in 2006. push additional traffic on to adjacent routes. Traffic flows could assist with reducing air quality exceedences. and vehicle miles will need to be monitored in the areas Failure to implement Evidence that the target is ambitious and realistic of exceedence. Ipswich – Transport fit for the 21st Century, encouraging the use of more sustainable travel, District councils are currently completing and verifying Key action of local partners required to achieve will hamper attempts to control air pollution in Ipswich. monitoring and modelling on sites that appear to exceed the target Should the bid be unsuccessful, the air quality action plan target pollutant levels. The first air quality management associated with the Ipswich air quality management areas We will need to work closely with Government to area declaration is expected to be very close to March/ would, following in depth assessment, identify alternative determine what options are available to deal with air April 2006. Following designation, the district/borough traffic management options and any other feasible quality exceedences. We may also need to work with council has 12 to 18 months to put together an action alternatives. Funding for these measures would need to be primary care trusts to monitor health of residents in plan that will include testing options and will strongly drawn from other budget allocations and may result in an the areas of exceedence. influence the targets set. The possible situation is as follows: - increased risk of non-achievement in a number of other The likely number of air quality management areas that might be declared is 13 up to 2010/11. This is recognising LTP8 Air Quality that as a growth area, traffic levels in Suffolk are likely to 14 rise and areas appearing now to be over the exceedence 12 level are likely to come under increasing pressure as traffic levels increase. 10

It is assumed that action will be possible at some locations 8 to reduce pollutant levels resulting in declarations being revoked, although this can only be done after one year 6

of accurate monitoring showing reduced pollutant levels. 4 Hence we have a possible trajectory aiming for a reduction 2 in the number of air quality management areas. The situation will be reviewed as declarations are made. 0 Number of air quality management areas Number of air quality management There will be a time-lag after measures are implemented 2003/04 2004/05 2005/06 2006/07 2007/08 2008/09 2009/10 2010/11 Annex C and before any air quality management areas can be Past 0 0 0 revoked during which time detailed monitoring and assessment would be carried out. This has been allowed Number of AQMAs declared 0 4 10 10 13 13 Accumulative AQMAs assuming for in the estimation of likely air quality management 10 6 4 3 areas still in place through to 2010/11. interventions No Ipswich Major scheme 10 6 6 6 139 SUFFOLK transport plan2 22/3/06 5:55 pm Page 140

target areas. There may also be a delay in the implementation of measures which could result in the number of air quality management areas remaining in 2010/11 being held at six, rather than achieving the three indicated on the graph. Development of Ipswich Waterfront and proposed new University could also result in increases in traffic, which may require targeted measures to improve air quality. In Ipswich and Lowestoft the risk of delay in installing an urban traffic management and control system to help control the flow of traffic will be controlled by project management priority. There is also the risk that industry associated with high lorry movements could move into Suffolk. This will be managed through the development control process, seeking appropriate location, controls or action. Over the Local Transport Plan period more air quality management areas might be declared than anticipated however we would monitor declarations and adjust work programmes to address issues where possible. Funding drawn from other allocations to address air quality problems may place the achievement of a number of the other targets at risk. Annex C

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L1 Usage of high priority Rights of Way routes The main risks to achieving this target are: - in Suffolk ■ Land ownership and legal issues can result in delays and Target: Average 10% increase of users for schemes abandonment of projects. We will work to try to reach completed annually early agreement with landowners, using local community contacts to better manage these problems Rights of way form an important part of Suffolk’s ■ Design and quality standards may not of a high enough transport network. We see their use and development standard to provide an improved experience for the user being very important in providing additional travel encouraging modal shift from the car to walking, riding choice, in improving accessibility and in helping us or cycling. Careful attention to design quality will reduce to reduce congestion. this risk. Past projects carried out through school travel plan schemes, tourism promotion and within new developments have shown that 10% growth in use of rights of way is realistic and achievable. The careful targeting of routes and assessment of demand L1 Useage of High Priority Rights of Way Routes in Suffolk through the Rights of Way Improvement Plan process will ensure that we will achieve value for money and meet 12 the target.

It is not practical to monitor countywide increases in rights 10 of way usage given the extensive nature of the network. We will monitor schemes before and after their introduction to calculate the average increase in use. This local baseline 8 approach provides a practical way to measure progress against our target. 6 To achieve this target we will integrate the Rights of Way Improvement Plan with our other Local Transport Plan 4 and wider strategies. In particular we see improvements to rights of way supporting work to deliver local health 2 policies, green travel plans for schools and workplaces, Average percentage increase in use increase percentage Average and community plan initiatives. 0 We will work with partners including with district 2005/06 2006/07 2007/08 2008/09 2009/10 2010/11 councils to promote accessibility and walking through local development frameworks. We will also work with Primary Percentage increase in use 0% 10% 10% 10% 10% 10% Care Trusts as they develop health and physical activity Annex C strategies. User groups and local communities will also play an important role in local management of the network.

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L2 Percentage of People Travelling to Work by Key action of Local Government required to achieve the target Bus operators need to be encouraged to provide services to major employment sites. Sustainable Means Continued co-operation is needed between the districts Target: 29.3% using sustainable modes and car and County Council to strengthen, the development Main risks to the achievement of the target and how these passengers by 2010/11 control process when dealing with planning applications will be managed and green travel plans. District councils need to be Cycling and walking facilities planned under other encouraged to set an example by developing travel plans Encouraging more people to travel by more sustainable targets may not be completed to give appropriate desire for their organisations. Suffolk County Council needs to modes will be very important for us in achieving our routes for sustainable modes to work. This risk will be develop travel plan initiatives for all its offices and to objectives for improving accessibility and reducing congestion. managed by prioritising schemes important to green continue to market concession schemes for older and travel plan development. Demand for travel to work and school occurs over a younger people. relatively short period of time. This peak hour demand Some bus and rail services may be reduced/removed, leads to congestion on the transport networks, particularly Key action of local partners required to achieve the target and fares may increase. This would be managed by roads. Increasing the number of people who travel Organisations receiving planning permissions with a emphasising alternative travel plan measures. sustainably to work will be very important if we are green travel plan as a condition to development, need An increase in accidents involving pedestrians and cyclists to deliver the objectives of our congestion strategy. to implement their plan and continue to work with us. would discourage modal shift. This would need to be Primary care trusts can help promote the sustainable This indicator measures the how people travel to work in managed by providing and marketing safe routes. travel to work message by marketing the health benefits. a sample of 12 larger organisations in Suffolk. The sample Companies can consider car parking charging, reduction Delay of the Ipswich Major Scheme would mean that mainly comprises local authorities and health organisations of car parking spaces and encouraging train use for longer cycle and walking facilities would not be improved in but includes some large companies. A few of these business trips, to encourage use of sustainable travel. tandem with the promotion of green travel plans with organisations already have green travel plans. Car share Provision of secure cycle parking and changing facilities incoming development in the last year of the plan period. is included because it may be a key element of travel by employers will also help. This risk would be handled by seeking alternative financing plans for some organisations. This reduces the number of of any key facilities linked to green travel plan initiatives. cars on the road and is important in managing congestion. Department for Transport research (‘Smarter choices’ L2 Percentage of People Travelling to Work by Sustainable Means 2004) suggests that the average reduction in car use over a 10 year period as a result of workplace travel 29.5 plans is 18%. Our baseline, established in 2005, is 27.8%. We would expect Suffolk to be lower than the national 29.0 figure because it is a predominantly rural county with only one third of its population in the three main towns. Taking 28.5 into account that some of the Suffolk sample have travel plans and would not be expected to increase at this rate, 28.0 we have applied the growth rate assumption, giving us expectation of 1.5% growth in the sustainable travel modes. 27.5

29.3% is a challenging target because it assumes we will sustainable means Percentage Annex C 27.0 continue with the levels of sustainable modes in those 2005/06 2006/07 2007/08 2008/09 2009/10 2010/11 organisations that already have green travel plans and Percentage sustainable achieve 7.2% shift to sustainable or car sharing in four modes and car passengers 27.8% 27.8% 28.2% 28.6% 29.0% 29.3% years in the others. Reaching this target assumes cycling, bus and pedestrian improvements will be made.

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L3 Effectiveness of lorry intervention schemes L3a Effectiveness of Lorry Intervention Schemes: Heavy Goods Vehicles Target: L3a An average of 10% reduction in heavy goods vehicles as a result of schemes which restrict access where implemented in that year 11 Target: L3b 15 communities a year benefiting from action taken to reduce the effect of lorry traffic 10

Suffolk is primarily a county whose economy has a strong 9 rural base, including agriculture which has to be serviced 8 largely by commercial vehicles. Heavy goods vehicles and light van traffic volumes have increased in the last five 7 years. More lorries can cause a number of quality of life concerns particularly around noise, vibration, safety, air 6 quality and highway damage in rural communities. We 2006/07 2007/08 2008/09 2009/10 2010/11

plan to monitor increases in volumes of heavy lorries. This Goods Vehicles in Heavy reduction Percentage will help us decide where to introduce schemes to reduce Average reduction in HGVs 10% 10% 10% 10% 10% their impact. Two specific actions proposed are: - ■ Environmental weight restriction schemes, which restrict lorry access. The number of these will be L3b Effectiveness of Lorry Intervention Schemes: Communities recorded and used to measure reduction in number 80 of heavy goods vehicles for L3a. 70 ■ The recording and follow up action of notified incidents using a publicly available incident reporting form. The 60 number of reported incidents, which have resulted in action taken, will be recorded to measure the number 50 of communities benefiting for L3b. 40 Key action of Local Government required to achieve the target 30 On average between 2000 and 2005 we introduced three

Number of communities per year communities Number of 20 environmental weight restrictions each year. Whilst these measures have dealt with many of the pressing issues, 10

during 2006 to 2011 we will continue to implement such Annex C measures where considered necessary. This should achieve, 0 on average, a 10% reduction of heavy lorries. In some 2006/07 2007/08 2008/09 2009/10 2010/11 years, however, we may not implement any restrictions. Communities per year 15 15 15 15 15 It is not always possible to introduce traffic restriction or management schemes to deal with local concerns Cumulative 15 30 45 60 75 regarding the volume of lorries. We will take other actions 143 SUFFOLK transport plan2 22/3/06 5:55 pm Page 144

including liaison with hauliers, local businesses and parish councils. Past experience shows that this approach can reduce the number of lorries or generate local councils have benefited from a greater understanding of local haulier journeys. During 2006 to 2011 we expect to benefit on average 15 communities a year, depending on the level of complaint. Delivering our target will depend on good liaison with local businesses and other organisations. Planning authorities also have a key role in taking account of the affect of heavy goods vehicle traffic when considering new developments. Risks to meeting this target include: a) poorly sited industrial developments may adversely affect communities. We will work with planning authorities and the business community to reduce the risk of this occurring. b) Non-adherence to weight restrictions and the designated lorry route network may have adverse affects. To reduce these risks we will liase closely with the Police on enforcement and the industry on lorry routing. Annex C

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■ L4 Effectiveness of speed intervention schemes Investigate the benefits of setting up a Parish Main risks to the achievement of the target and how Partnership Scheme where speed reduction funds these will be managed Target: An average of 10% reduction in speed at can pump-prime partnership schemes with parish There are risks that some interventions will eventually targeted speed reduction sites and town councils. become less cost-effective when measured against ■ Continually monitor the effectiveness of speed casualty reduction targets such that other interventions Evidence that the target is ambitious and realistic reduction interventions (including new speed limits, will take precedence. There are risks that capital funding Speed is cited as a major contributor to increased severity safety engineering schemes, Speed Indicator Devices for safety schemes and Safecam will be reduced, requiring of road casualties. Suffolk’s 2004 accident data shows and ETP work) to prioritise efforts to best effect. us to think of more innovative approaches. There are risks 55% of fatal accidents were speed related. Suffolk County that increasing use of motorcycling will increase speed- Council and Suffolk Constabulary implement a variety of Key action of local partners required to achieve the target related accidents, hence our increased levels of measures to educate, train and enforce inappropriate Suffolk County Council, Local Area Agreement partners, motorcyclist training. speeding. Suffolk’s rural 30mph speed limit in all villages the Highways Agency and the Police will need to continue is a radical approach to reducing speed and improving to deliver speed reduction interventions at existing or the quality of life for residents. With this background there enhanced levels. is already a more receptive culture within Suffolk to the problems of speeding. Suffolk is also seeing an increasing elderly population that need specific support in dealing L4 Speed Reduction at Targeted Sites with modern day traffic conditions. Advanced technology provides us with much more data to compare before 12 and after speeds. However, most accidents occur on high speed rural A roads and there has to be a balance between maintaining an effective road network and safety restrictions. 10 Targeted speed reduction work, by any partner, can be monitored and the target is to ensure that this work remains effective. 8 Key action of Local Government required to achieve the target 6 Four specific actions are proposed. ■ Complete a planned review of speed management and 4 speed limit policies in early 2006 which will guide our efforts and allow us to formulate a forward programme.

Percentage reduction in speed reduction Percentage 2 The programme will include several new speed limits (from a current pool of 25 approved schemes). ■ Submit bids to the Local Area Agreement and Local 0

Strategic Partnerships for additional funding to provide 2006/07 2007/08 2008/09 2009/10 2010/11 Annex C a third mobile speed activated sign. (The two mobile signs currently achieve an average of 14% speed Average reduction in speed reduction when they are in use. Monitoring will be 10% 10% 10% 10% 10% carried out to assess the longer term residual speed reductions). 145 SUFFOLK transport plan2 22/3/06 5:55 pm Page 146

need to respond to local consultation about the provision deliverability so this should be managed. We may need a L5: Length of rural pavement of pavements to ensure new investment is made where balance of easy to deliver schemes and difficult but much Target: 7.5km of new pavement by 2010/11 use will be maximised. wanted schemes that take a few years to deliver. Main risks to the achievement of the target and how these Cost overruns are a risk but we will use construction Evidence that the target choice is ambitious will be managed partnerships to get efficient designs and estimates, and realistic thereby securing more certainty of cost estimates. The level of funding available may be dependent on the The availability of pavements was confirmed in public performance of Local Transport Plan. Poor performance consultation as a rural quality of life issue. Sometimes may result in limited funding being available putting having no pavement contributes to the special rural more pressure on other partners to find money. Good character of an area but where people want to access performance may mean more money is available. shops and schools, provision of a pavement offers more choice of safe transport modes. We have long had a Delivery of schemes can be slow where there is a need scoring system to prioritise requests for additional for protracted landowner negotiations. The new appraisal pavements in villages. This identifies the schemes that process we have adopted for prioritising schemes assesses are most needed in terms of accessing schools, shops and local services and are deliverable. We have a long L5 Length of Rural Pavement list of schemes so the target is realistic, set in relation to available funding and the average cost of pavement 8 construction. The indicator measures pavements built with SCC 7 investment not developer funded pavements provided in relation to new housing. 6 Key action of Local Government required to achieve the target 5 Consistent investment will be needed to ensure this target is met. County Council services will need to 4 co-ordinate to maximise the benefits of the location of

investment, ensuring school travel and public transport Kilometres 3 needs are accommodated. Design standards can vary to meet the needs of Conservation Areas or other aspects of local character and costs may be higher as a result. 2 District and parish council funding and support will be important. Parish council involvement in the achievement 1 of this target can be important in negotiating with local

Annex C landowners. Value for money will be kept continually 0 under review. 2006/07 2007/08 2008/09 2009/10 2010/11 Key action of local partners required to achieve the target Cumulative length (km) 1.5 3 4.5 6 7.5 Landowner co-operation will be essential to enable some pavement schemes to be built. School children parents will 146 SUFFOLK transport plan2 22/3/06 5:55 pm Page 147

ANNEX D EXAMPLES OF PROPOSED SCHEMES FOR IMPLEMENTATION

Town Location LTP Theme Description of scheme

Beccles Elough Rd Accessibility New pedestrian crossing Botesdale The Drift Accessibility Improve footpath to encourage walking to school Brandon Bury Rd Accessibility Pedestrian crossing Bungay Wingfield St Accessibility Improvements to encourage walking and cycling to school Bury St Edmunds Westley to Westley Middle School, Accessibility Improved facilities for pedestrians Boyne Rd / Abbot Rd junction Countywide Accessibility Provision of walking buses for journey to school East Bergholt Health Centre Accessibility Provide pedestrian crossing to encourage walking to health centre Eye Public rights of way Accessibility Upgrade public rights of way for pedestrians Felixstowe Public rights of way Accessibility Upgrade public rights of way for pedestrians and cyclists Framlingham Public rights of way Accessibility Upgrade public rights of way for pedestrians Hadleigh Public rights of way Accessibility Upgrade public rights of way for pedestrians Hadleigh Station Rd Accessibility Provide pedestrian crossing Haverhill Town Centre, School Lane Accessibility Improved facilities for pedestrians Ipswich Civic Drive, Hadleigh Rd, London Rd Accessibility New or improved pedestrian crossings Leiston Primary School Accessibility Improvements to encourage walking and cycling Lowestoft Public rights of way Accessibility Upgrade public rights of way for pedestrians and cyclists Lowestoft Cotmer Rd, Elm Tree Rd Accessibility New pedestrian crossings Martlesham Tesco roundabout Accessibility Provide wider pavements and dropped kerbs to help pedestrians and cyclists and improve road safety for all users Mildenhall Public rights of way Accessibility Improvements to public rights of way to encourage walking and cycling Needham Market Barrets Lane Accessibility Upgrade pavement and provide pedestrian crossing Newmarket Holdsworth Valley Primary School Accessibility Improvements to encourage walking and cycling to school Rushmere St Andrew Public rights of way Accessibility Upgrade public rights of way for pedestrians and cyclists Stowmarket Public rights of way Accessibility Upgrade public rights of way for pedestrians and cyclists Stowmarket Lowery Way, Needham Rd Accessibility Provide pedestrian crossing Stowupland The Common Accessibility Improved pedestrian routes to school Sudbury Public rights of way Accessibility Improvements to public rights of way to encourage walking and cycling Woodbridge Old Barrack St Accessibility New pavement to link existing pavement to bus stop Woodbridge Pytches Road Accessibility New pavement for access to school Beccles Ballygate / Ringsfield Rd junction Congestion Improvements to junction to manage congestion and aid cyclists and pedestrians

Bury St Edmunds Station Hill, Tayfen Rd, Northgate Congestion Manage congestion, priority bus access to station, better facilities for pedestrians Annex D and cyclists. Improve road safety. Bury St Edmunds Gypsy Lane Congestion Introduce one way system Bury St Edmunds Mount Rd, Glastonbury Rd, Congestion Improved facilities for cyclists Rougham Rd, Linnet Valley Cycle Route Felixstowe Hawkes Lane, High Rd West, Languard Congestion Improved facilities for cyclists Fort, Elmcroft Lane, Cobbold Rd Great Blakenham Gipping Road Congestion Cycle link to Claydon 147 SUFFOLK transport plan2 22/3/06 5:55 pm Page 148

Town Location LTP Theme Description of scheme

Great Cornard Town wide Congestion Improved facilities for cyclists Thoroughfare Congestion Improved facilities for cyclists Ipswich Dale Hall Lane Congestion Surface road for use as shared surface cycle and pedestrian route Ipswich Christchurch Park, Holywells Park Congestion Provide designated cycle route through parks Ipswich Landseer Rd, West End Rd, Stoke St Congestion Improved facilities for cyclists Penzance Rd Congestion Improved facilities for cyclists Kessingland Consult to identify sites Congestion Better parking facilities for bicycles Lowestoft Great Eastern Linear Park Congestion Access to Great Eastern Linear Park from Normanston Drive Lowestoft Clapham Rd South Congestion Improved facilities for cyclists Lowestoft Town centre Congestion Better parking facilities for bicycles Needham Market Railway station Congestion Improve bicycle parking at railway station Newmarket Noel Murless Drive, Sun Lane, Palace St Congestion Improved facilities for cyclists Stowmarket Railway station Congestion Improve bicycle parking at railway station Sudbury Waldingfield Rd Congestion Improved facilities for cyclists Woodbridge Railway station Congestion Better parking facilities for bicycles Industrial estate Congestion Continuation of cycleway / footpath to industrial estate Beccles Bus station Public transport Better waiting facilities for bus passengers Bildeston Bus interchange Public transport Improve waiting facilities for bus passengers. Better public transport information Bungay Bus station Public transport Better waiting facilities for bus passengers Bury St Edmunds Railway station Public transport Better interchange facilities for bus and rail passengers Bury St Edmunds West Suffolk Hospital Public transport Better public transport information Clare Marketplace Public transport Better waiting facilities for bus passengers Eye Bus interchange Public transport Improve waiting facilities for bus passengers. Better public transport information Felixstowe Great Eastern Square Public transport Provision of Real Time Passenger Information Felixstowe Town centre Public transport Waiting facilities for Dial-a-Ride services Hadleigh Bus station Public transport Improve waiting facilities for bus passengers. Better public transport information Hadleigh Surrounding area Public transport Improved feeder bus services from surrounding villages Haverhill Surrounding area Public transport Improved feeder bus services from surrounding villages Long Melford Bus stops Public transport Better facilities for bus passengers Lowestoft Gordon St bus station Public transport Better waiting facilities for bus passengers Lowestoft Railway station Public transport Better interchange facilities for bus and rail passengers Martlesham Park & Ride Public transport Variable Message Sign Newmarket Bus station Public transport Better facilities for bus passengers Newmarket Railway station Public transport Better public transport information

Annex D Saxmundham Railway station Public transport Better interchange facilities for bus and rail passengers Stowmarket Outside Argos Public transport Improve waiting facilities for Taxibus passengers Stowmarket Bury Street Public transport Improved bus stop facilities Stranton Town centre Public transport Better interchange facilities for bus passengers Woodbridge Bus station Public transport Upgrade bus station, provision of Real Time Passenger Information Woodbridge Railway station Public transport Better interchange facilities for bus and rail passengers 148 SUFFOLK transport plan2 22/3/06 5:55 pm Page 149

Town Location LTP Theme Description of scheme

Beddingham A1120 Road safety Address road safety problems Brampton A145 Road safety Address road safety problems Bungay Market Place Road safety Address road safety problems Burstall A1071 junction Road safety Address road safety problems Bury St Edmunds Marlow St, Northgate St,Tayfen Rd, Road safety Address road safety problems West Rd, Callum Rd, Parkway, Out Westgate Chilton Northern Rd Road safety Address road safety problems Darsham A12 / A144 junction Road safety Address road safety problems East Bergholt Mill Rd Road safety Address road safety problems Felixstowe High Rd West, Cobbold Rd, High St Walton, Road safety Address road safety problems Manning rd, Garrison Lane, Maidstone Rd Fornham St Genevieve B1106 Road safety Address road safety problems Great Cornard A134 Road safety Address road safety problems Halesworth A144 / Harrisons Lane Road safety Address road safety problems Haverhill Eringhausen Way, Wratting Rd Road safety Address road safety problems Ipswich Colchester Rd, Valley Rd, Civic Drive, Road safety Address road safety problems Heath Rd, Bixley Rd, Bishop's Hill, Foxhall Rd, Norwich Rd, Bridge St, Duke St roundabout, Grafton Way, Burrell Rd, Rd, Woodbridge Rd East, Woodbridge Rd, Landseer Rd, Grove Lane, Star Lane, Orwell Place Kesgrave Penzance Rd / Bell Lane junction, Road safety Address road safety problems Main Rd / Windrush Rd junction Leavenheath A134 Road safety Address road safety problems Lowestoft St Peters St, Raglan St, Bridge Rd, London Rd Road safety Address road safety problems South, Corton Rd, Beccles Rd, Harbour Rd Industrial Estate, Normanston Drive, Gorleston Rd, Victoria Rd, Blundeston Rd, Elm Tree Rd, Alexandra Rd Martlesham A12 BT roundabout Road safety Address road safety problems Mildenhall Field Rd / Junction Rd junction, King St Road safety Address road safety problems Nacton A1189 Thresher roundabout Road safety Address road safety problems Newmarket Clock Tower junction, Fornham Rd, Road safety Address road safety problems

High St, Fornham Rd Annex D North Cove A146 roundabout Road safety Address road safety problems Otley B1079 / B1078 junction Road safety Address road safety problems Reydon Wolsey Bridge Road safety Address road safety problems

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Town Location LTP Theme Description of scheme

Rushbrooke Cross roads Road safety Address road safety problems Saxmundham A12 / Rendham Rd junction Road safety Address road safety problems Stoke Ash safety Address road safety problems Stowmarket Combs Lane, Gainsborough Rd, Road safety Address road safety problems Station Rd, A1120 Stratford St Andrew Jacob's Cottage Road safety Address road safety problems Sudbury A134, Market Hill, Belle Vue junction Road safety Address road safety problems Tuddenham Higham Rd Road safety Address road safety problems Westley Road safety Address road safety problems Wickham Market B1438 / Dallinghoo Rd junction Road safety Address road safety problems Woodbridge A12 / B1079 junction Road safety Address road safety problems Countywide A12, A134, A137, A140, A143, A145, Road safety Address road safety problems A1065, A1071, A1088, A1092, A1094, A1095, A1101, A1120, A1141, A1152, B1064, B1056 Countywide Road safety Cycle training targeted at deprived areas Countywide Road safety Road safety education for pre-school children Countywide Road safety Road safety awareness Countywide Road safety College based road safety training Countywide Road safety Training for newly qualified drivers Annex D

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ANNEX E STRATEGIC ENVIRONMENTAL ASSESSMENT Statement assessed. Full details of the methodology can be found The Environmental Report, published for consultation with in the draft Environmental Report (October 2005). stakeholders and sent to libraries, set out indicators that The Strategic Environmental Assessment for this second could be used to monitor the significant sustainability Local Transport Plan has been undertaken following the Initial Sustainability Appraisal Conclusions impacts. It was suggested in the consultation draft that a Office of the Deputy Prime Minister guidance on Sustainability Only one of the proposed objectives in the initial sub set of sustainability indicators could be selected Appraisal, Strategic Environmental Assessment and the assessment had a negative impact on the sustainability for broader contextual monitoring or that important New Approach to Transport Appraisal. Sustainability objectives. This is set out below with its proposed mitigation: environmental indicators for Suffolk could be selected Appraisal and Strategic Environmental Assessment are to add to the list of local indicators in the Local similar processes; the main difference is that Sustainability Transport Plan. Appraisal puts equal emphasis on all the social, LTP Objective Negative Mitigation environmental and economic aspects of sustainability impact It was thought that there may be a need to revisit the while environmental assessment focuses mainly on sustainability assessment once more progress had been environmental concerns. A Sustainable Appraisal approach made on the selection of schemes to be undertaken was adopted because it was felt this better integrated the Develop sustainable 20. To revitalise The enhancement of to implement the plan. The initial appraisal had been needs of the New Approach to Appraisal for Transport. modes of travel town centres accessibility within, undertaken with a wide-ranging list of indicative schemes. between west to and from Bury Hence there was an opportunity for comment at this Suffolk County Council was able to use joint work with Suffolk and St Edmunds employment stage on the nature of the conclusions to date, the district councils on objectives for Sustainability Appraisal opportunities scope of future monitoring and depth or need for any to produce a framework for assessment of the Local in Cambridge additional appraisal. Transport Plan objectives. The sustainability appraisal objectives were the subject of informal consultation in Important conclusions arising from the consultation Mitigation is being pursued through the development of December 2004 to January 2005 and again in the and the response to these comments a transport strategy for Bury St Edmunds, looking at bus Sustainability Appraisal Scoping Report for the Local service needs to and from the town and accessibility The low number and general nature of the comments Transport Plan in July 2005. The Scoping report also within the town. The work is on-going and due for received demonstrates the difficulty of describing the looked at the relevance of plans and documents from completion in 2006. process of producing an Environmental Report and its international down to county level, baseline data and results in a concise and easy to understand way. We templates for assessing the effects of Local Transport Very few of the Local Transport Plan objectives resulted concluded from this that we had not summarised analysis Plan objectives. The Suffolk Sustainability Appraisal Group in the identification of negative impacts on the 22 of the findings adequately and further work has been done played a role in responding to consultation comments sustainability objectives. One explanation for this was on this for inclusion in the final Environmental Report. on the sustainability appraisal objectives and prepared that the plan was constructed in line with sustainable the broad baseline of indicators. development objectives and the assessment process was Some environmental aspects or indicators were identified double-checking that sustainable development had already by consultees in response to the key question asked. Many A draft Environmental Report was published in October been accounted for. Alternative objective options produced of the comments related to environmental issues that had 2005 to accompany the Provisional Local Transport Plan. some slightly adverse impacts, as shown in Table 1. been considered in the Local Transport Plan. However we This document recorded the outcome of a qualitative Annex E used these to check that we had taken these concerns into assessment of the impact of the Provisional Local Transport The baseline data confirmed Lowestoft as an area of account in the assessment and that they were included in Plan objectives on the 22 Sustainability Appraisal objectives greater deprivation than Ipswich. Interventions in the baseline indicators intended for longer term undertaken by Suffolk County Council and its environmental Lowestoft which produced positive impacts will have monitoring. New baseline indicators have been added as a consultants, The Landscape Partnership and Faber Maunsell. bigger significant impact because the area is deprived. result of the consultation comments. These are set out in For each Local Transport Plan objective, the next most the Final Environmental Report, which is published sustainable option and the ‘Do nothing’ option were separately to accompany the Local Transport Plan. 151 SUFFOLK transport plan2 22/3/06 5:55 pm Page 152

Two important matters raised in the consultation relate to These are important learning points for the future. the overall process of undertaking a sustainability appraisal: The consultation responses did not deliver a clear view of (i) More attention should have been given to the selection environmental indicators that should be added to the set of the sustainability objectives that were particularly of plan indicators. In the process of developing the second relevant to transport issues. It was thought that good Local Transport Plan, three quality of life indicators had practice was being developed by working with district been identified, relating to Heavy Goods Vehicles, speed councils to identify the key environmental concerns for and rural pavements. These indicators pick up some of the Suffolk but in retrospect little was gained by adopting aspects raised in the initial Environmental Report. Other exactly the same set of sustainability objectives. Clearly environmental concerns about air quality, traffic growth for the Local Transport Plan sustainability objective 9 and safety are the subject of mandatory Local Transport should have been split so that air and water impacts Plan indicators. It was concluded that our approach to could have been assessed separately, given the relationship environmental indicators would be to use the long list between traffic and air quality. More detail about air developed by the Suffolk Sustainability Appraisal Group quality has been added into the Final Environmental and examine trends and how they related to transport Report. All the changes made to the baseline indicators issues and report in Local Transport Plan Progress Reports. will be fed back to the Suffolk Sustainability Appraisal This has the benefit of working with districts to maintain a Group to encourage district councils to refine the broad set of sustainability indicators that can then be used indicators they use in Local Development Framework for several purposes. As a result of the Local Transport Plan monitoring. The Environment Agency felt we had included consultation some additions will be made to the Suffolk objectives that we did not need for Local Transport Plan Sustainability Appraisal Group baseline indicator set. assessment, and indeed no impacts were identified on Objective 7: To meet the housing requirements of the whole community. (ii) The approach to assessment could have involved qualitative assessment of a level of impact e.g. + or – 10%. This would have been valuable for subsequent auditing of the quality of the original assessment and actual impact of the plan. However, qualitative views of what constitutes a 10% impact could change and it could be that such an approach would suggest an inappropriate level of quantification to a qualitative assessment. Given the level of detail available about the interventions associated with the Local Transport Plan objectives at the time of the original assessment, it was felt by the group of experts undertaking the assessment that they did not have

Annex E enough information to ‘quantify’ the impact as to + or – a particular level, just the general direction of the impact. At the time this seemed appropriate to the level of strategic assessment being undertaken and particularly as Suffolk had Local Transport Plan objectives that were geographically based.

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Table 1 Summary of the impacts of the options for each Local Transport Objective on sustainability objectives

Option 2: Most Sustainable Option 1: Preferred Option 3: Do Nothing Short Alternative Local Transport Plan Objective Short Medium Long Short Medium Long Short Medium Long

1. Relieve congestion in and around Ipswich and Bury St Edmunds town centres. + + +++ + + +++ - - ---

2. Improve public transport, walking and cycling, particularly in town centres. + + +++ + + +++ - - -

3. Develop sustainable modes of travel between West Suffolk and employment + + + ------0 - - opportunities in Cambridge.

4. Significantly improve bus and rail interchanges and facilities in Ipswich and + + + + + + 0 - - ensure that the transport network caters to the needs of all users.

5. Maintain and improve Suffolk’s road network to support safe travel and access + + + + + + 0 0 - in the Haven Gateway and Cambridge sub regions.

6. Encourage investment in rail infrastructure to increase the proportion of + + + + + + 0 - - freight transported by rail.

7. Better manage and target investment on the A14 and to improve safety by + + + + + + - - - reducing conflicts between passenger transport (including cycling) and freight.

8. Facilitate movement to and from Lowestoft, particularly between Lowestoft +++ +++ +++ + + + 0 0 - and Great Yarmouth and Norwich.

9. Improve public transport (including bus and interchange facilities), walking and + + +++ + + +++ 0 - - cycling in and around Lowestoft.

10. Relieve congestion in and around Lowestoft town centre. + + +++ + + +++ - - -

11. Minimise the impact of traffic and transport infrastructure (including air +++ +++ +++ + + + 0 - --- quality) in market towns, villages and tourism honey pots to protect the county’s environment and built heritage. Annex E

12. Maintain and improve Suffolk’s road network to support rural businesses and + + + - - - 0 0 - communities.

Key: +++ Significantly beneficial; ++ Beneficial; + Slightly beneficial; 0 Neutral; ---Significantly adverse; -- Adverse; - Slightly adverse (See Table 3 for detail)

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A further very important observation made in the THE IMPACT OF SUSTAINABILITY APPRAISAL Environmental Report consultation was the overall way How Sustainability was Considered in Selecting Options the needs of the disabled had been treated. The needs of the disabled had not been identified specifically as, The preferred set of objectives for Suffolk’s second or in, a sustainability objective. It was clear that broader Local Transport Plan stemmed from detailed research consideration of the needs of those with disabilities was of the development trends of the County and forecasts also needed in the Local Transport Plan. The needs of those of its future needs. This identified the geographical with disabilities are referred to indirectly in several places differentiation in transport needs that was reflected in in the second Local Transport Plan but no overview was 12 objectives. The objectives were carefully framed, given (e.g. joining up issues such as bus and taxi taking into account geographical variation in terms of accessibility, problems of shared paths with cyclists, development, transport and environmental/sustainability disabled facilities at road crossings, dropped kerbs, parking needs. They were intended to be the optimum solution. on footpaths). There is no specific requirement for disabled However the sustainability of each of the 12 objectives needs to be looked at in this way in Local Transport Plan was tested alongside two other options. The second option guidance but clearly there is value in looking at needs was intended to be the next most sustainable approach, from this perspective. This has now been considered in i.e. a different mix of actions that were intended to be a the Accessibility chapter of the plan as a direct result different, yet a sustainable solution to the situation. The of the draft Environmental Report consultation. third option was ‘do nothing’, that is, what would happen if no action was taken, usually reflecting what is regarded Final Environmental Report as non - sustainable activities. Following publication of the draft Environmental Report Consideration of Sustainability on the Development with the Provisional Local Transport Plan for consultation, of Preferred Options further work has been done on developing the schemes and interventions that will be undertaken to implement The systematic consideration and checking of the the plan. The revised list of schemes and interventions sustainability of each Local Transport Plan option has been checked against those provided for the initial has confirmed that sustainability was a paramount sustainability appraisal and no new types of interventions consideration in the initial development of the preferred were found. Hence there was no requirement to revisit the options. As environmental justice was at the forefront of Environmental Report assessment of objectives in the light the development of objectives, only one area of concern of the final plan. was raised about Objective 3: Development of sustainable modes of travel between West Suffolk and employment The final Environmental Report, published to accompany opportunities in Cambridge. An appropriate mitigation the Local Transport Plan 2006 to 2011, incorporates measure, the development of a transport strategy for additional information, records and takes into account Bury St Edmunds, is incorporated into the final plan. the comments of consultees and presents results in This strategy is now actively being developed and its summary form to aid understanding of the results. It role in maximising the sustainable effect of the Local also looks at the relationship of the New Approach Transport Plan has been emphasised. The Bury St Annex E to Transport Appraisal to Sustainability Appraisal and Edmunds transport strategy will be completed after the integrates the New Approach to Transport Appraisal Local Transport Plan is published and hence will achieve results of the Ipswich Major Scheme. The following its beneficial effect in the medium to long term. As Table section draws on the synthesis of results and sets out 2 below shows, this has the effect of changing the the overall impact of the sustainability appraisal of the conclusion of the summary table for option one for Local Transport Plan 2006 to 2011. objective 3 from ‘slightly beneficial’ to ‘beneficial’ in 154 the medium and long term. SUFFOLK transport plan2 22/3/06 5:55 pm Page 155

Table 2 Net environmental effect of Sustainability Appraisal on the Local Transport Plan Preferred Objectives

LTP2 Sub Objective Option 1: Preferred Option 1: Final Assessment Net Effect

Short Medium Long Short Medium Long

1. Relieve congestion in and around Ipswich and Bury St Edmunds town centres + + +++ + + +++ No change

2. Improve public transport, walking and cycling, particularly in town centres + + +++ + + +++ No change

3. Develop sustainable modes of travel between West Suffolk and employment + + + + ++ ++ Positive opportunities in Cambridge

4. Significantly improve bus and rail interchanges and facilities in Ipswich and + + + + + + No change ensure that the transport network caters to the needs of all users

5. Maintain and improve Suffolk’s road network to support safe travel and access + + + + + + No change in the Haven Gateway and Cambridge sub regions

6. Encourage investment in rail infrastructure to increase the proportion of + + + + + + No change freight transported by rail

7. Better manage and target investment on the A14 and to improve safety by + + + + + + No change reducing conflicts between passenger transport (including cycling) and freight

8. Facilitate movement to and from Lowestoft, particularly between Lowestoft +++ +++ +++ +++ +++ +++ No change and Great Yarmouth and Norwich

9. Improve public transport (including bus and interchange facilities), walking + + +++ + + +++ No change and cycling in and around Lowestoft

10. Relieve congestion in and around Lowestoft town centre + + +++ + + +++ No change

11. Minimise the impact of traffic and transport infrastructure (including air +++ +++ +++ +++ +++ +++ No change quality) in market towns, villages and tourism honey pots to protect the county’s environment and built heritage Annex E

12. Maintain and improve Suffolk’s road network to support rural businesses + + + + + + No change and communities

Key: +Slightly beneficial = mainly neutral but generally more positive than negative impacts across the 22 sustainability objectives; ++ Beneficial = equal number of neutral and positive impacts; +++Significantly beneficial = positive impacts dominate 155 SUFFOLK transport plan2 22/3/06 5:55 pm Page 156

THE EFFECT OF THE SUSTAINABILITY APPRAISAL ON ■ Recognition of the ‘environmental’ costs of For Suffolk’s Local Transport Plan we propose to do all three THE FINAL LOCAL TRANSPORT PLAN implementing schemes when setting trajectories as follows: Undertaking the Sustainability Appraisal has had four main for performance in the Local Transport Plan. Monitoring the Sustainability Appraisal Baseline implications for the preparation and development of the ■ Budgeting for environmental matters and non-Local Sustainability Appraisal monitoring for Suffolk’s Local Local Transport Plan: Transport Plan target schemes. Transport Plan will be linked to existing processes to i) on the development of the transport strategy for Bury maximise cost effectiveness. The Suffolk Sustainability MONITORING St Edmunds as described above; Appraisal Group has identified a broad set of indicators The Strategic Environmental Assessment guidance ii) in highlighting and confirming the essential role of the related to Sustainability Appraisal (see Appendix 3 of the identifies two main areas which monitoring should good practice developed in undertaking a range of site Final Environmental Report) and working with district focus on: specific audits prior to scheme delivery; and borough councils this set will be kept under review. ■ significant effects that could give rise to irreversible Discussion with district and borough councils as to the iii) in the consultation on the Environmental Report damage, with a view to identifying trends before such significance and reasons for emerging trends will be highlighting the need to revisit the way we had damage is caused; valuable in both Local Development Framework and the looked at the needs of those with disabilities as Local Transport Plan monitoring and review. Any trends already described; ■ significant effects where there was uncertainty in the that are identified that have a specific link to transport Strategic Environmental Assessment, and where iv) the future role of monitoring. issues will be reported in the Local Transport Plan monitoring would enable preventative or mitigation Progress Report. Site Specific Audits and Good Practice in measures to be taken. Scheme Delivery Monitoring of Likely Significant Effects Monitoring does not have be carried out specifically for Table 3 summarises the sustainability impact of the the Local Transport Plan, but can be combined with The Final Environmental Report Table 7.1 details how preferred Plan objectives. The areas of concern, where monitoring of other plans and programmes, as long as it is the indicator topics in the Suffolk Sustainability Appraisal the impact appears to be slightly adverse or uncertain specifically linked to Strategic Environmental Assessment. Group baseline set break down so that they are relevant relate to the implementation of schemes on a site to each of the Local Transport Plan objectives. The current specific basis. It has already been noted above in the Measures proposed for monitoring can include: areas of possible negative impact or uncertainty are initial appraisal how the effect can be differential ■ elements of the Strategic Environmental Assessment highlighted. It is likely that these will relate to aspects that depending on the area of the County affected and if Framework or environmental baseline; are operational matters that will need to be addressed they are areas of high deprivation. ■ likely significant effects that were identified during as schemes are implemented e.g. use of soil, water, and The response to this has been to include in the Local the effects assessment; recycling waste. Most of the expected impacts from the Transport Plan reference to the audits that are already Local Transport Plan objectives (Option 1) are expected to ■ mitigation measures that were proposed to offset or undertaken as every scheme is developed on the ground. be positive. Several of the key areas that are fundamental reduce significant adverse effects. This is good practice that is already integrated into the to the impact of the plan, such as air quality, traffic growth, way transport planning is undertaken at Suffolk County The outcome of the Sustainability Appraisal was to road accidents and use of sustainable travel modes are Council. Audits are undertaken that look at safety identify the important future role of monitoring the broad already key indicators for the Local Transport Plan. including the needs of the disabled, air quality and set of baseline indicators established. A number of areas of Drawing on the above and the consultation comments, financial. In addition concerns about the environmental uncertainty about the impact of the plan were identified Table 4 is a sub set of the Suffolk Sustainability Appraisal impact of traffic schemes were specifically considered in and the precise cumulative impact is difficult to gauge,

Annex E Group indicators that are specifically intended to monitor December 2005 and the following actions were agreed: particularly when negative impacts might not be as a the significant Sustainability Appraisal impacts of the ■ The introduction of an environmental tick list (or audit) result of transport related factors acting alone. The Local Transport Plan (positive, negative and likely to for new safety schemes to complement others audits Sustainability Appraisal has been undertaken at a very cause irreversible damage). No indicators are identified for such as safety and financial. strategic level and the assessment of what we thought four sustainability objectives. Table 4 gives the baseline would happen will be available to compare with what ■ The production of a good practice checklist to and demonstrates how it will be reported in the Local actually happens, to assist future policy development accompany the above tick list. Transport Plan Progress Reports. Indicators will be kept and review of objectives. 156 SUFFOLK transport plan2 22/3/06 5:55 pm Page 157

under review and as new data sources become available, monitored throughout the lifetime of the plan, giving us a each other, producing a net beneficial effect, particularly indicators will be refined. This is a particular issue for soil chance to reconsider our actions and effects as necessary. on the conservation and enhancement of the quality conservation indicators that are currently poorly developed. and local distinctiveness of landscapes and townscapes. REASONS FOR CHOOSING THE PLAN AS ADOPTED Monitoring Mitigation Measures The Sustainability Appraisal of the preferred Local Without the Ipswich Major Scheme there are some areas of uncertain impact or neutral impact that need to be Progress in the development of the Bury St Edmunds Transport Plan objectives did not uncover any major monitored. If negative trends are detected that are linked Transport Strategy will be monitored to check that its issues that could not be mitigated. Assessment of to transport then mitigation actions will be devised and role in encouraging the vitality of the town centre is the alternatives did not reveal any better approaches policy reviewed as necessary. maximised. Indicators relating to vacant units, proportion suggesting a need to adjust the objectives. Hence the of town centre units with A1 uses and journey to work geographically based objectives were considered to We feel confident that the Sustainability Appraisal has and schools by sustainable modes will be reported. give the optimum solution for very different types of revealed that the objectives, and practices and procedures communities. Our appraisal revealed that we had included that will flow from them will maximise protection for the This three pronged approach to monitoring will ensure environmental justice in our framing of the objectives and aspects of the environment that the residents of Suffolk that the broader Sustainability indicator baseline is kept hence we have retained the set of objectives as originally most value. Sustainability Appraisal has been part of the under review for anything unexpected. Focused attention appraised, in the adopted plan. process of developing the plan but through the on-going will be given to a sub set of the broader Suffolk Sustainability monitoring we will ensure that it remains at the heart of Appraisal Group indicator set to ensure that the auditing The New Approach to Transport Appraisal for the decision-making as we implement the adopted plan. of our expectations about the plan’s impact, can take Ipswich Major scheme and the Sustainability Appraisal place. This will ensure Sustainability Appraisal concerns are for the Local Transport Plan appeared to complement

Table 3 Cumulative effect of Local Transport Plan objectives on sustainability impacts and synergistic effects

Sustainability Appraisal Objective Overall Assessment Cumulative Effect of all Local Transport Plan Objectives on Sustainability Objective

1. To improve the health of the population overall Significantly beneficial All Local Transport Plan objectives act together to benefit the health of the population. This is achieved through reducing car use and emissions and increasing exercise through the promotion of walking and cycling, or improving road safety. The effects will be cumulative - people will be more likely to walk or cycle if routes are improved and well used, and if road traffic and risk of accidents are reduced. Air quality will be improved if more journeys are by foot or cycle rather than car, further improving health.

2. To maintain and improve levels of education Neutral to very slightly Only one objective has an effect on education, by increasing access to higher education facilities for the population of Lowestoft. The overall and skills in the population overall beneficial impact is therefore small and will only benefit a small proportion of Suffolk's population.

3. To reduce crime and anti-social activity Slightly beneficial Major schemes in Ipswich and Lowestoft will introduce CCTV, which will help reduce crime in these areas. Other policies aim to increase the number of people using cycle tracks and walkways, which makes some areas safer. The positive effects will increase as more schemes are implemented, and people will be more likely to travel by public transport, cycle or on foot if these modes are perceived as safer. Annex E 4. To reduce poverty and social exclusion Slightly beneficial A number of objectives could reduce poverty and social exclusion by increasing access to services and employment areas for those without cars. Different schemes will spread the benefits to a greater geographical area.

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Sustainability Appraisal Objective Overall Assessment Cumulative Effect of all Local Transport Plan Objectives on sustainability Objective

5. To improve access to key services for all Significantly beneficial Almost all objectives aim to increase access to services. The effects will be cumulative as each objective is implemented, since the county's sectors of the population transport network as a whole will be enhanced.

6. To offer everybody the opportunity for Significantly beneficial A number of objectives could increase employment by increasing access to employment areas for those without cars. Different schemes will rewarding and satisfying employment spread the benefits to a greater geographical area.

7. To meet the housing requirements of the Neutral No significant effects on housing have been identified. whole community

8. To improve the quality of where people Significantly beneficial The quality of living environments could be enhanced in a number of ways: through regeneration initiatives, traffic reduction, or by increasing the live and to encourage community number of people using the areas for walking and cycling. Different schemes will spread the benefits to a greater geographical area. participation

9. To maintain and where possible improve Significantly beneficial All objectives which reduce congestion and road traffic (including those which promote sustainable transport) act together to improve air quality water and air quality in different geographical areas. There may be some cumulative effect if people were encouraged to walk or cycle once air quality was improved. No significant effects identified on water quality.

10. To conserve soil resources and quality Slightly adverse A number of schemes propose new roads or rail developments, potentially leading to loss of land in different parts of the county. Effects on soil and land could be cumulative, for example by encouraging infill or ribbon development or increasing run-off and erosion from paved surfaces. Additionally, landscapes could be damaged, and habitats fragmented or lost, with each new scheme.

11. To use water and mineral resources Mostly neutral/Very The only significant impact on mineral resources would be from road building and other development. The actual effects would vary depending on efficiently and re-use and recycle where slightly adverse the building materials and methods used, e.g. amount of recycling, and the size of the development. No significant impacts identified on water possible resources.

12. To reduce waste Mostly neutral/Very No significant impacts on waste identified (except for possibility of some being generated by individual road schemes, depending on materials slightly adverse due and methods used). to some uncertainty

13. To reduce the effects of traffic on the Significantly beneficial Many objectives aim to reduce the effects of traffic on the environment, by reducing car use, road haulage and congestion, and encouraging non- environment motorised or public transport. The benefits will be cumulative as more alternatives to car use are developed, and different schemes will spread the benefits to a greater geographical area. People may also be more likely to walk or cycle if traffic volumes were reduced.

14. To reduce contributions to climate Slightly beneficial Many objectives aim to reduce emissions of greenhouse gases, by reducing car use, road haulage and congestion, and encouraging non-motorised change or public transport. The benefits will be cumulative as more alternatives to car use are developed, and different schemes will spread the benefits to a greater geographical area. People may also be more likely to walk or cycle if traffic volumes were reduced, further reducing emissions. Annex E

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Sustainability Appraisal Objective Overall Assessment Cumulative effect of all Local Transport Plan Objectives on Sustainability Objective

15. To reduce vulnerability to climatic Neutral The only significant impact on vulnerability to climatic events would be increased risk of localised flooding, resulting from run-off from new roads events and other development. Different schemes could spread these risks to more geographical areas.

16. To conserve and enhance biodiversity Slightly beneficial A number of objectives propose new roads or rail developments, which risk habitat damage, fragmentation or loss with each new scheme, and present a localised risk to wildlife. The scale of the impacts would depend on the extent, number and route of implemented schemes. However, increased verge cutting across the county could benefit biodiversity, and effects would be cumulative as these wildlife corridors were created and maintained.

17. To conserve and where appropriate Neutral to very slightly The only significant impacts on historical and archeological sites would be from road building and other development. The actual threat would enhance areas of historical and adverse vary depending on the extent, number and route of implemented schemes. archeological importance

18. To conserve and enhance the quality and Slightly beneficial but Landscapes could be damaged by road building schemes, with the threat increasing with each additional scheme. However, townscapes would be local distinctiveness of landscapes and some uncertainty enhanced by a number of policies through the improvement of public transport facilities, cycle paths and walkways, and the reduction of traffic townscapes and congestion.

19. To achieve sustainable levels of Slightly beneficial A number of objectives aim to improve the transport network in Suffolk (including sustainable options), which could encourage growth. Different prosperity and economic growth throughout schemes will spread the benefits to a greater geographical area. the plan area

20. To revitalise town centres Slightly beneficial Objectives to improve public transport provision and facilities, and reduce traffic congestion, will all act together to bring positive benefits to Suffolk's town centres.

21. To encourage efficient patterns of Beneficial but some Objectives which encourage people to travel longer distances to work will have a negative effect in those areas, but this is countered by promotion movement in support of economic growth uncertainty of sustainable modes across the county and on the whole the cumulative impacts are beneficial.

22. To encourage and accommodate both Slightly beneficial A number of objectives aim to improve the transport network in Suffolk, and better links could encourage investment. Different schemes will indigenous and inward investment spread the benefits to a greater geographical area.

KEY Significantly Adverse = negative impacts dominate Adverse = equal number of neutral and negative impacts Annex E Slightly Adverse = mainly neutral but generally more negative than positive impacts Neutral = completely neutral effects Slightly Beneficial = mainly neutral but generally more positive than negative impacts Beneficial = equal number of neutral and positive impacts Significantly Beneficial = positive impacts dominate 159 SUFFOLK transport plan2 22/3/06 5:55 pm Page 160

Table 4 Sustainability Appraisal reporting

Sustainability Appraisal Topic Indicator Baseline Latest Trend (year) Reason for Change

1. Health Heart disease deaths under 75 per 2003: 43.6 100,000 population

Respiratory disease deaths (all ages) per 100,000 2003: 70.1

Number of people killed and seriously injured in 2004: 416 road accidents

Proportion of journeys to work on foot or by cycle 2004: 9.8% foot; 4.1% cycle

Proportion of journeys to school on foot or 2004: 41% foot; 6% cycle by cycle

% total length of footpaths and other rights of 2004/05: 59% way easy to use by members of the public

3. Crime and anti social activity Recorded crime per 1,000 population 2004: 80.3

Violent crime rate per 1,000 population 2004: 15.6

% of respondents who feel safe in the area where 2005: 87% they live

4. Poverty and social exclusion Proportion of population who live in wards that 2004: rank within the most deprived 10% and 25% in the country Top 10% = 2% Top 25% = 9%

Disabled facilities at road crossings (BVPI 165) 2004/05: 98%

5. Access to key services Number of demand responsive service passengers 2004/05: 112,000

Proportion of population within 30 minutes of a 2005: All households 83.5% major centre by public transport Households without car 90.4% Annex E

Proportion of population within 30 minutes of a 2005: All households 86.1% village shop or supermarket by public transport Households without car 91.5%

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Sustainability Appraisal Topic Indicator Baseline Latest Trend (year) Reason for Change

6. Employment opportunities Unemployment rate for Suffolk 2004: 2.1%

Average earnings in Suffolk 2004: £24,940

8. Quality of life % of residents who are happy with their 2004: 83% Very or fairly satisfied neighbourhood as a place to live

9. Air quality Exceedence of national air quality standards 2005: 15 locations of concern

Number of air quality management areas and 2004/05: None dwellings affected

10. Soil resources Number and % of new dwellings completed on 2003/04: 1283 46.4% greenfield sites

Number and % of existing housing commitments 2003/04: 13,682 49.8% on greenfield land

11. Water and mineral resources Recycled aggregate production 2003: 480,000 tonnes

12. Reduce waste Household and municipal waste produced 2004/05 Household 374,042 tonnes; Municipal 400,071 tonnes

Tonnage/proportion of waste composted and 2004/05: 37.3% recycled

13. Environmental impact of traffic Areawide traffic in million vehicle km 2004: 18.78 million

% journeys to work by sustainable modes 2005: 24%

% of children travelling to school by sustainable 2004: 65% modes

Number of major commercial developments 2003/04: Ipswich 3 meeting car parking standards Annex E 14. Climate change Consumption of electricity – Domestic use per 2003: Domestic 5,337kWh consumer and total commercial/industrial use Commercial/industrial 2004 GWh

161 SUFFOLK transportplan222/3/065:55pmPage162 162 Annex E 20.Traffic flow –patternsofmovement Town centres 19. Economic growth 18. Landscapeandtownscape 17. Sustainability Appraisal Topic importance Areas ofhistoric andarcheological 16. Biodiversity 15. Proportion of port freight carried ofport Proportion by rail submitted orisaconditionofdevelopment Number ofdevelopmentswhere atravel planis Vacant unitsintowns centres oftowncentreProportion units with A1 uses registrations) upandclosures on (based Business start VAT Employment permissionsandallocations Take upofemployment floorspace % of County in5lightpollutionbands Area ofdesignatedlandscapes Number ofvacant dwellings Changes inthelandscape Number oflistedbuildingsandatrisk ecological sites Change innumber andarea ofdesignated use and totalcommercial/industrial Consumption ofgas -Domesticuseperconsumer Indicator SSSI 142sites3,1341ha SPA 7sites18,227ha Ramsar6sites8,141ha 2004: 3502 Commercial/industrial Gwh Domestic19,028kWh 2003: 03 22% 2003: Districts only) 3(Suffolk Coastal and Waverey 2003/04: 6% 2002/03: A155% 2003/04: Closures 1900 ups2140 Start 2003: including MidSuffolk District Council) Allocations147.64Ha(not 2004: Data available for districts some 57 Median Red 1%; Darkblue7%; 2000: 85,331Ha SLA Beauty 46,220.57Ha; Areas of Outstanding Natural 2004: 3067 2004: Samplesurveyresults 1999: 134 At risk: 16,446 2003: Baseline Latest Trend(year) Reason for Change

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ANNEX F ACCESSIBILITY CORE INDICATORS DATA FOR THE EAST OF ENGLAND

Local Authority Area % of pupils compulsory within 15 school age public transport School of a primary by minutes % of pupils compulsory within 30 school age public transport school of a primary by minutes % of pupils compulsory within 20 school age of a secondary school minutes secondary by public transport % of pupils compulsory within 40 school age of a secondary school minutes of further olds within 30 minutes % of 16-19 year public transport education by of further olds within 60 minutes % of 16-19 year public transport education by allowance of job seekers % of people in receipt public by of employment within 20 minutes transport allowance of job seekers % of people in receipt transport by of employment within 40 minutes % of households without access to a car within public transport of a hospital by 30 minutes % of households without access to a car within public transport of a hospital by 60 minutes GP by of a % of households within 15 minutes % of households within 15 public transport public transport GP by of a minutes GP by of a % of households within 30 minutes public transport % of households without access to a car within public transport of shops by 15 minutes % of households without access to a car within public transport of shops by 30 minutes

Bedfordshire 94.9 99.0 90.0 97.4 88.5 98.0 89.6 98.2 59.1 95.6 75.6 94.4 84.9 97.0

Cambridgeshire 90.8 97.5 63.8 91.7 74.3 94.8 83.9 97.4 38.7 81.6 75.5 92.9 83.4 95.4

Essex 94.9 98.9 83.5 97.8 90.8 99.0 93.2 99.3 51.7 93.0 86.5 97.3 91.5 98.5

Hertfordshire 98.2 99.8 92.9 99.6 98.1 99.8 98.1 99.9 63.6 99.3 91.1 99.0 92.8 99.6

Luton UA 99.6 100.0 84.6 100.0 90.8 100.0 99.4 100.0 66.2 100.0 88.1 100.0 85.4 100.0

Norfolk 88.7 97.5 72.0 93.3 77.8 96.3 83.2 97.1 38.4 77.1 70.7 90.8 81.9 93.8

Peterborough UA 99.1 99.7 64.1 99.5 98.7 99.6 98.0 99.7 94.5 99.9 89.9 99.5 91.2 99.5 Annex F Southend-on-sea UA 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 94.9 100.0 99.8 100.0 99.9 100.0

Suffolk 90.5 98.1 82.6 96.0 83.4 97.7 91.1 98.5 36.9 82.9 73.6 92.1 88.5 96.8

Thurrock UA 96.1 99.4 70.4 99.6 34.1 99.3 88.2 99.9 13.6 91.4 83.6 98.9 66.9 99.1 163 SUFFOLK transport plan2 22/3/06 5:55 pm Page 164

STAKEHOLDERS INVOLVED IN THE DEVELOPMENT OF THE ACCESSIBILITY STRATEGY

Suffolk Development Agency Learning skills Council Partnership with Older people Suffolk Rural JobCentre Business Link Suffolk Partnership Plus Primary Care Trusts

Connexions Bus and Rail Operators External Partners

Hospital trusts Suffolk Association of Local Councils Suffolk Local Suffolk Age Community transport Access Forum Carers Concern East Anglia Ambulance providers Association Accessibility Stakeholders

Joint Diversity Working Group Mid Suffolk Social Inclusion Babergh East

Education Suffolk County Social care Ipswich Local Strategic Waveney Council (Internal) Partnerships Public Transport Annex F Education Transport Suffolk Coastal West Suffolk

Economic Countryside Development Suffolk Strategic Partnership 164 SUFFOLK transport plan2 22/3/06 5:55 pm Page 165

STATEMENTS FROM PARTNER ORGANISATIONS

Suffolk Coastal Local Strategic Partnership We look forward to continuing to work closely with the Partnerships. We are already engaged in the development County Council to meet the aims of the Local Transport of the action plan for East Babergh looking at improving Access to services is a cross cutting issue that affects the Plan and Accessibility Strategy and ‘Suffolk Coastal 2021’ access to leisure for young people and look forward to health and well being of our residents and the ability of the Community Strategy for Suffolk Coastal. developing action plans particularly dealing with access our young people to enjoy and achieve in life. It influences to healthcare in other areas in the county. the strength of our local economy, and the development Councillor Ray Herring: Chairman of the Suffolk Coastal of our communities in rural areas and market towns. It Local Strategic Partnership Norman Foster: Consultant (Health Improvement) Suffolk also has an impact on people’s chances to learn and Suffolk East Primary Care Trust East Primary Care Trusts develop new skills. The ability to access health care facilities is critical to the The Suffolk Coastal Local Strategic Partnership brings operation of today’s National Health Service. For patients, together representatives from the public, private, business, this includes access to GP practices, to day and treatment community and voluntary sectors to work together for the clinics and to hospital facilities. Transport is also a key benefit of the district. Through research and consultation factor for our staff, particularly with the drive to bring with our residents we have identified the decline in health care services closer to patient’s homes. provision of local services and the limitations of public transport, particularly in rural areas as a priority for action. We provide patient transport services for those patients with medical needs who would otherwise not be able to We have established a working group that is developing travel and seek to make our sites as accessible as possible ways to promote better access for every member of our to public and voluntary transport schemes. community to employment, services and facilities. The priorities for this group were identified through the As well as our interest in access to health service, stakeholder consultation undertaken by Suffolk County improvements to accessing leisure and sports facilities and Council as part of the development of the Local Transport the countryside will help us to meet our aims of improving Plan and Accessibility Strategy. By working closely community health and reducing obesity, particularly in between various key partners we continue to ensure children. To achieve these aims we recognise the need to that our actions are aligned. work closely with Suffolk County Council, district councils and other partners. Consequently, we were pleased to be We have helped fund and deliver a pilot access to services invited to contribute to the development of the Suffolk project focused on access to vocational training, education County Council Local Transport Plan and Accessibility Strategy. and leisure in Saxmundham, Leiston and Aldeburgh. The project not only sets out to provide a pilot area within A number of Suffolk’s Primary Care Trusts have met with Suffolk Coastal and identify projects that could later be Suffolk County Council individually to discuss issues in rolled out to other areas within the district, but is also accessing healthcare. They also attended the Accessibility recognised as a pilot action plan within Suffolk County Stakeholder Workshop in May 2005 to help identify and Council’s countywide Accessibility Strategy. The project prioritise accessibility issues across the county. We support will therefore inform and lead the development of further the aims and priorities set out within Suffolk’s Accessibility Annex F action plans across the county over the coming years. The Strategy and will continue to work with the County Local Strategic Partnership is continuing to provide funding Council to deliver accessibility action plans through to deliver projects developed through the pilot study. the Suffolk Strategic Partnership and Local Strategic

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SUFFOLK COASTAL LOCAL STRATEGIC PARTNERSHIPS - ACCESS TO SERVICES ACTION PLAN

Background The ambition of the Access to Service Sub Group as set out in the Community Strategy is to promote better access for every member of our community, particularly younger and older people and families to employment, services and facilities. The Access to Services group also supports the aims of other groups including; improving access to services and activities for young people; encouraging and improving access to exercise in the community; and fostering market towns as service employment centres. The priorities for the Access to Services sub group were identified through the sub group and stakeholder consultation undertaken by Suffolk County Council and are identified as: ■ Improving access to vocational training, education and leisure ■ Improving access to healthcare The sub group decided to tackle these priorities individually to ensure that thorough research and analysis could be used to inform the development of action plans for each. In July 2005 the group submitted a bid to the Local Strategic Partnership Board to fund a part time post to aid in the delivery of a pilot access to services project. The project has focused on access to vocational training, education and leisure in the Saxmundham, Leiston and Aldeburgh area as shown in the map. The project not only set out to provide a pilot area within Suffolk Coastal, to identify projects that could later be rolled out to other areas within the district, but was also recognised as a pilot action plan within Suffolk County Council’s countywide Accessibility Strategy. The project will therefore inform Annex F and lead the development of further action plans across the county over the coming years.

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Work Undertaken by the Sub Group ■ Of those that didn’t regularly use public transport, the majority sited that services not running when required To date the sub group has carried out the following tasks or services not going to the right location as main to establish the community’s needs within the pilot area reasons for not doing so using the funding of a research analyst post from September 2005: The key issues identified by the group for further development and improvement are: ■ Identification of facilities and services ■ Promotion and marketing of public and community ■ Review of transport availability in the area transport services ■ Mapping of services/facilities, public transport and ■ Expanding existing community transport services to accessibility modelling meet the needs of the local community ■ Consultation with young people currently in education, ■ Reviewing and promoting mobile services within people in further, higher or community education and the area people not education ■ Working with the Suffolk Learning Network to identify ■ Identification of key issues access points to the University in Suffolk Coastal Results of research and consultation ■ Joining up the existing Suffolk Youth Card and the The key findings from research into local facilities and Suffolk Coastal Leisure Card services are: Projects and Funding ■ Key facilities are located mainly within the market As part of this action plan the Access to Services Sub towns Group plan to bid for funding from the 2006/07 financial ■ Access to services by public transport from rural areas year to undertake projects to increase the promotion and is poor awareness of public and community transport within the local area. In forthcoming years the group will look to ■ There is good coverage of demand responsive services bid for funding to extend existing community transport in the area services and to undertake for work in identifying and In November/December 2005 the group undertook public promoting local mobile services that allow people consultation to identify access issues within the pilot area, to access facilities without the need to travel. particularly to education and leisure facilities. In total 82 young people between the age of 14 and 16 responded to the questionnaire along with 125 people in further, higher or community education and 25 people not in education. The results of the show that: ■ Few people regularly use public transport, but of those

that do there is a high proportion of younger people Annex F ■ The majority of people over the age of 26 use their car as their main form of transport/access ■ People would like more information on public transport services, particularly at bus stops, libraries or via the internet/e-mail 167 SUFFOLK transport plan2 22/3/06 5:55 pm Page 168

Actions

COMMUNITY PLAN AIM: Identify needs and deficiencies in public, voluntary and commercial service provision and seek new approaches to meet those needs

Desired Outcome Action By Who: By When: Achievement against LAA (Lead & Partners) District Level Target(s)

Information on local needs for the • Mapping of services and public SCDC June 2005 Collection of initial baseline information pilot area transport routes SCC Community consultation on Community • Development of bid to appoint August 2005 Strategy LSP Access to Services Working Group Research Assistant to undertake further Empower local people to have a greater collation and analysis of baseline data influence over services (LAA) • Appoint Research Assistant September 2005 • Presentation of initial results to Local 21st October 2005 Strategic Partnership Forum and consultation workshops • Development and circulation of November 2005 questionnaire to target groups • Hold stakeholder consultation event 24th January 2006 to agree and prioritise action plan

Development of a local learning Work with the Suffolk Learning Network East Suffolk reference group (UCS) Access points identified by March 2007 LAA Block 1, Outcome E, 3. Reduce the network opportunity in the pilot area to identify access points to the LSP Access to services Working Group number of young people 16-18yrs NEET University in Suffolk Coastal Increase uptake of HE and FE Working with young people to meet their needs and help them remain in the district Proportion of workforce with NVQ3 or higher in relevant key sectors (provisional LAA Block 4 target) Children and Young People Plan 2006/07 Annex F

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COMMUNITY PLAN AIM: Identify needs and deficiencies in public, voluntary and commercial service provision and seek new approaches to meet those needs

By Who: Achievement against LAA Desired Outcome Action By When: (Lead & Partners) District Level Target(s)

More people able to access LSP Access to Service Working Group May 2006 Increase travel by sustainable modes • Review information provision at bus information on commercial and (provisional LAA target for 2006/07 and stops within the pilot area and develop Leiston High School community transport services Local Transport Plan Target) action based on outcome of review Age Concern/ (e.g. poster campaign at bus stops)* Increase patronage on public transport June 2006 Partnership with Older People • Produce targeted information/ publicity Increase patronage on Community containing key information and contact Transport numbers for transport services in pilot Increase the number of people involved area, particularly focused on younger in volunteering activities people and older people* - Work with Pupils at Leiston High School to produce promotional material aimed at their age group - Work with Age Concern and the Partnership with Older people to ensure the right information is circulated in the most effective way - Circulate public and community transport information via parish magazines June 2006 • Work with Partner organisations to ensure that web sites and web links are up to date and appropriate *Funding approved for schemes by Suffolk Coastal Local Strategic Partnership Board in February 2006

COMMUNITY PLAN AIM: Encourage the retention of appropriate local services including post offices and shops in villages and district centres Foster market towns as service employment centres *Links to economy learning and skills working group

By Who: Achievement against LAA Desired Outcome Action By When: (Lead & Partners) District Level Target(s)

Local people able to access local LSP Access to Services Working Group December 2006 Strengthening the local economy Annex F • Promoting community transport services and key agencies, local businesses and Business formation and survival rates (see above) service providers (provisional LAA Block 4 target) • Use local service centres as information points

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COMMUNITY PLAN AIM: Develop good community transport services Improve access to services and activities for young people* (Joint aim with Young people’s sub group) Encourage and improve access to exercise in the community* links to Healthy lifestyles sub group

By Who: Achievement against LAA Desired Outcome Action By When: (Lead & Partners) District Level Target(s)

More people able to access evening Community Transport providers May 2007 Increase travel by sustainable modes • Work with existing Community leisure and education opportunities by (provisional LAA target for 2006/07 Transport services to enable young community transport and Local Transport Plan Target) people to access leisure and LSP Access to Services Working Group education opportunities Increase patronage on public and Leiston High School Community Transport - Identify specific youth groups to pilot a community transport scheme with. Parish Councils Links to extended schools May 2007 • Work with Community Transport Community Development Working Group Reduce childhood obesity providers and the Community Regional Plan for Sport target: 1% year Development Working Group to on year increase in physical activity encourage more voluntary drivers, Increase the number of people involved particularly for evenings in volunteering activities - Advertise through parish magazines for voluntary drivers and through School Magazines to target parents - Use extended schools event in March to address and raise the profile of volunteer needs in the area • Hold stakeholder consultation event to agree and prioritise action plan

Enable more young people to access SCC February 2007 Working with young people to meet • Investigate the feasibility of joining up services and expand the range of their needs and help them remain in the Suffolk Youth Card and the Suffolk SCDC services that can be accessed by using the district the Suffolk Youth Card Coastal Leisure Card LSP Children and Young People’s Working Group Reduce childhood obesity Annex F

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COMMUNITY PLAN AIM: Promote selected mobile services

Desired Outcome Action By Who: By When: Achievement against LAA (Lead & Partners) District Level Target(s)

Raising awareness of existing mobile LSP Access to Services Working Group December 2006 Business formation and survival rates • Audit of existing services services and Local Economy Learning and Skills March 2007 (provisional LAA Block 4 target) • Production of promotional material Working Group Strengthening the local economy

COMMUNITY PLAN AIM: Facilitate the opportunity for people to remain in their own home or community for as long as they are able* links to Healthy lifestyles sub group

By Who: Achievement against LAA Desired Outcome Action By When: (Lead & Partners) District Level Target(s)

Facilitate the opportunity for people Learn from the local accessibility action LSP Access to Services and Healthy Schemes identified by March 2007. Increase the number of older helped to remain in their own home or plans for improving access to healthcare Lifestyles Sub Group (Dependent on West and Mid Suffolk to live at home community for as long as they are in West and Mid Suffolk and identify LSPs delivering Action Plans) able* links to Healthy lifestyles schemes that are easily replicated in sub group Suffolk Coastal

These separate action plans will: ■ Form a major component of the overall delivery Plan for the LSP ■ Be used to develop part of the performance management framework for the LSP ■ Be used as the basis for individual bids for project funding by sub groups Annex F

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ACCESS TO IPSWICH HOSPITAL AND WIDER HEALTH SERVICES: ACTION PLAN DECEMBER 2005

Strategy Objective LTP Objective Accessibility Congestion Air Quality

1. Improve sustainable travel Facilitate the opportunity for people to remain in their own Summer 2006 Ipswich Hospital information for patients and staff home or community for as long as they are able* links to SCC Healthy lifestyles sub group

1b) Leaflet promoting use of Park and Ride services to be Summer 2006 Ipswich Hospital circulated through doctors surgeries as well as hospital (leaflet SCC to include contact information/web addresses for other public PCTs transport services)

1c) Promotion of public transport information to NHS Spring 2006 Central PCT and PCT staff through WISE (staff newsletter) Ipswich Hospital SCC

1d) Provide travel information to patients through GP Autumn 2006 Ipswich Hospital receptions and hospital appointment centres using the Central PCT directory of services SCC

1e) Investigate the feasibility of implementing a Travel Long-term Ipswich Hospital Management System for Ipswich Hospital as developed by Essex County Council

2a) Investigate reduced/subsidised fares for staff/patients using Spring 2006 Ipswich Hospital the hospital stop on the Martlesham Park and Ride SCC

2. Make the most of existing Park 2b) Implement free shuttle bus linking the Park and Ride stop Summer 2006 Ipswich Hospital As set out the Ipswich Hospital and Ride infrastructure with the hospital site Travel Plan

2c) Investigate the feasibility of joining the Martlesham and Autumn 2006 SCC Bury Road services to allow passengers to continue their journey straight through to the hospital without the need to change buses Annex F

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3a) Develop car sharing database for Ipswich Hospital and Summer 2006 Develop system with liftshare to 3. Introduce car sharing facilities Ipswich Hospital Suffolk PCTs for use by staff PCTs ensure ability implement action 3b)

3b) Develop joint car sharing facilities with Ipswich Hospital, Autumn 2006 SCC Dependant on ability of liftshare SCC and IBC IBC database to allow linked private facility Ipswich Hospital

4. Expand community transport and 4a) Advertise community transport (CT) and demand responsive Spring 2006 Ipswich Hospital Link with Ambulance Service and dial a ride services for further use by transport (DRT) services available to patients PCTs action 1d) hospital and healthcare patients Ambulance Service SCC

4b) Identify funding to allow more CT/DRT services to provide Long term PCTs patient transport Ipswich Hospital SCC

5. Provide Real Time Passenger 5a) Investigate the opportunities to include real time passenger Long term SCC Information in Café10 on the information at the hospital as part of the Ipswich Major Ipswich Hospital Hospital site Scheme bid Ipswich – Transport fit for the 21st Century

5b) Investigate the feasibility of including real time passenger Long term Ipswich Hospital information for Super route 66 at the hospital if 5a) unfeasible SCC

6. Implement the Ipswich Hospital 6a) Appoint a travel co-ordinator for Ipswich Hospital Spring 2006 Ipswich Hospital NHS Trust Travel Plan 6b) Revise the existing travel plan to ensure that it is accurate Spring 2006 Ipswich Hospital Existing Travel Plan presented to the and up to date SCC Trust Board on 11th March 2005 Annex F

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ANNEX G FINANCE FORMS LTP-F11: Summary of support sought from local transport capital settlement

All figures in £000 2007/08 2008/09 2009/10 2010/11 Maintenance block expenditure (up to provisional planning guidelines) 16,353 17,170 18,029 18,930

Primary route bridges and emergency works 0 n/a n/a n/a

Individual major schemes 8,050 10,013 7,171 0

Exceptional maintenance schemes each costing less than £5 million 0 0 0 0

Integrated transport block expenditure (up to final planning guidelines) 6,617 6,688 6,749 6,799

Further integrated transport block expenditure (up to 25% of final planning guidelines)

Total (local transport capital settlement) 31,020 33,871 31,948 25,729

2005/06 2005/06 Scheme Name Type DfT Start of End of 2006/ 2007/ 2008/ 2009/ 2010/ 2011/ 2012/ and and Ref/Pry main works main works 07 08 09 10 11 12 13 before before mm yyyy mm yyyy

TOTAL LTP-F12 - All 13,401 14,621 8,050 10,013 7,170 0 0 0 0

TOTAL LTP-F12 - Major schemes 13,401 14,621 8,050 10,013 7,170 0 0 0 0

South Lowestoft relief road and RD5 9,382 1 2005 3 2007 13,401 12,621 0 0 0 0 0 0 0 associated measures

Stowmarket relief road B1115 RD3 7,614 9 2006 12 2008 0 2,000 6,000 1,953 0 0 0 0 0 Annex G Ipswich sustainable transport scheme B14 999 1 2008 3 2010 0 0 2,050 8,060 7,170 0 0 0 0

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LOCAL TRANSPORT PLAN 2006-2011

WOULD YOU LIKE TO KNOW MORE OR HAVE YOUR OWN COPY? OTHER ACCESSIBLE FORMATS The Local Transport Plan 2006-2011 is available for reference at all libraries, District and Borough Councils’ Offices. It is also available at Endeavour House, Ipswich and at the County Council’s Area Offices. If you have access to the internet you can find the report on the County Council’s website www.suffolk.gov.uk. Should you require further information or wish to purchase your own copy, please contact Customer Service Direct on 0845 6 066 067 or e-mail [email protected] Alternatively write to: - Customer Service Direct 54 Ipswich Street Stowmarket Suffolk IP14 1DA Local Transport Plan 2006-2011 Transport Local YOUR VIEWS COUNT! Should you wish to make any comments regarding the Local Transport Plan 2006-2011, please write to us at the address shown above or by e-mail to [email protected]

2 Suffolk_Cover 22/3/06 3:10 pm Page 1 Suffolk County Council Local TransportPlan 2006-2011

Suffolk County Council Local Transport Plan 2006-2011