rail strategy

Lowestoft to London service at

Director of Environment & Transport Suffolk County Council Endeavour House 8 Russell Road Suffolk IP1 2BX

February 2007 Printed on environmentally friendly paper

Suffolk rail strategy

Would you like to know more or have your own copy?

The Suffolk rail strategy is published as part of the local transport plan and refers to the Suffolk bus strategy. All three publications are available for reference at all of Suffolk’s libraries, district and borough council offices. They are also available at Endeavour House, Ipswich and at the county council’s area offices.

If you have access to the internet you can find this strategy on the passenger transport section of the county council’s web site, which can be found at www.suffolkonboard.com.

Limited copies are available from the environment and transport department. If you would like any further information about this strategy or would like to comment on it, please e-mail [email protected], telephone Barry Woodgett 01473 265035 or write to:

Barry Woodgett Suffolk passenger transport Suffolk County Council Endeavour House 8 Russell Road Ipswich Suffolk IP1 2BX

Suffolk rail strategy

Contents

1 Introduction ...... 1

2 Summary of rail policies ...... 1

3 The vision ...... 4

4 Marketing and information...... 10

5 Community rail partnerships...... 18

6 Co-operation with other bodies...... 19

7 Individual routes ...... 19

8 Freight ...... 28

9 Regional rail map of ...... 31

10 Transport Corridors in Suffolk …..………………………………………... 32

Suffolk rail strategy

1 Introduction

This document outlines a strategy for development of passenger rail services serving Suffolk, also including freight traffic carried by rail.

Suffolk Rail Policy Group consists of Councillors and Officers from Suffolk County Council and all District and Borough Councils in Suffolk. It also includes representatives of the rail industry. In September 1993 Suffolk County Council, acting on behalf of the Suffolk Rail Policy Group and in conjunction with the then owned Central and Cambridgeshire County Council, appointed Babtie Traffic & Transportation to undertake the feasibility study to assist in developing a Strategic Rail Plan for Suffolk. Babtie made their report to Suffolk Rail Policy Group in June 1994, which was then adopted.

Since 1994 many recommendations made in the report have become reality. However the rail industry has undergone vast changes since 1994. The rail infrastructure is now managed by with train operators paying for access to the rail network. The replacement of the Local Transport Plan with the second Local Transport Plan for 2006 to 2011 also presents the opportunity for reviewing and updating the Suffolk Rail Strategy.

The Greater Anglia franchise was let to National Express Group plc, which started operating train services on 1 April 2004. The franchise will last for seven years and, providing quality targets are met, will be extended by a further three years. National Express Group subsidiary company, London Eastern Railway Ltd, trading as ‘one’ has kept the previous Anglia and Great Eastern names as sub- brands (i.e. ‘one’ Anglia, ‘one Great Eastern, ‘one’ West Anglia and ‘one’ Stanstead Express). The franchise encompasses all passenger services on routes from London Liverpool Street and branches.

1.1 Local Transport Plan 2006 – 2011

The Local Transport Plan for 2006 to 2011 has four themes which need to by complied with in the contact of the plan. These are Accessibility, Congestion, Safety and Environment. The content of the above section 6 of the Suffolk Rail Strategy meets the criteria of these themes. Accessibility of stations and train services to all and the easing of congestion in the urban centres of Ipswich, and Bury St Edmunds would be eased with increased use of rail passenger services. Easing of congestion would contribute to safer conditions in the urban centres, which in turn would improve the environment in these locations.

2 Summary of rail policies

2.1 Priorities

More detail on the following polices are contained further in this document. These are shown as short-term (within 1 to 1.5 years), medium-term (within 1.5 to 4 years) and long term priority for delivery (5 years and over).

2.1.1 Short term

• We will monitor the performance of passenger train services against the target obligations of the ‘one’ franchise and lobby the train operator and the Department for Transport in the event of these obligations not being delivered.

• We will work towards improved integration of passenger transport modes at key rail stations in Suffolk.

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• We will work with the franchise holder to improve the quality and journey times of the Ipswich – service and then to market it as an inter-city link.

• We will continue to support and promote the Explore card providing discounted travel for young people.

• We will continue to develop our local area reviews to improve our market intelligence for the planning of services. A rolling programme will review services throughout the county.

• We will lobby the rail network to allow for increased formal interchange opportunities with other services, including bus services where appropriate. We will ensure that facilities at these locations allow passengers to wait for connecting services in safety and comfort and that appropriate communication exists to advise passengers of any delays to their onward journey.

• We will form partnerships with bus, ferry and taxi operators to increase the number of interchange opportunities in the county. We will implement this policy in tandem with the implementation of our ticketing strategy to maximise added value for travellers.

• We will continue to increase the number of green travel plans with businesses in the county. We will seek to co-ordinate the promotion of rail travel options with our marketing campaigns (see section 6 for further information on these), to maximise added value. We will also help district and borough councils provide information on rail travel through their green travel initiatives.

• We will continue to encourage greater travel to school by rail through school travel plans. We will also explore other options to encourage students to travel to school by rail as well as other sustainable modes.

• We will consult stakeholders about the delivery of the local transport plan, rail and bus strategy through the public transport reference group and associated management groups and local monitoring groups. Rail strategy will be discussed by the Suffolk Rail Policy Group.

• We will undertake a comprehensive review of printed timetable information in order to ensure that they are easily understood by passengers, and prospective passengers including those for whom English is not their first language or who have difficulty reading standard timetable information, and are available from a variety of sources on demand.

• We will continue to support and develop the work of Community Rail Partnerships in Suffolk.

• We will continue to work with neighbouring counties and other partners to provide and lobby for regional improvements to rail services.

• We will continue to lobby to ensure that the powers sought by the Bill do not have an adverse effect on rail services in Suffolk.

• We will work with the partners in the Community Rail Partnership to facilitate improvements to station facilities and station car parks on the East Suffolk Line.

• We will work towards to commissioning of a study to report on the feasibility of reopening the line between Saxmundham and Leiston to passenger trains and the construction of a new station at Leiston.

• We will work towards improving the appearance of Brandon station and for the provision of an hourly interval service calling there in both directions. Attempts to close Lakenheath station would be opposed unless an hourly interval service is put in place at Brandon station.

• We will pursue and facilitate integration between rail and bus services at stations at Bury St Edmunds, Kennet and Newmarket for bus services to Mildenhall and Lakenheath.

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• We will pursue and facilitate through ticketing for rail and bus to Southwold (via station) and (via Saxmundham station). We will also continue to facilitate connecting timetables at these railheads.

• We will pursue and lobby for enhancement of the F2N cross-country route and support the proposal to increase freight capacity on the branch line.

• We will pursue and lobby for diversion of freight traffic to the cross-country route via Bury St Edmunds, where practicable, to free more paths on the for passenger trains.

• We will continue to encourage use and development of rail freight facilities at Lowestoft.

• We will continue to encourage use and development of rail freight facilities at Bury St Edmunds and Barham.

• We will pursue and encourage the transfer and movement of essential freight traffic by rail, to reduce congestion and accidents on the roads of Suffolk.

2.1.2 Medium term

• We will implement smartcard ticketing that complies with integrated transport smartcard organisation standards, integrating the operation of the Suffolk Saver and Explore cards, and introducing other multi-operator smartcard options for other users. This will initially be trialled in one area of the county and, subject to satisfactory operation, gradually rolled out to the remainder of the county as resources permit.

• We will also work with Network Rail and the train operating companies to provide real time bus departure displays at major rail interchanges.

• We will implement a rolling programme to upgrade and expand the availability of information at rail and bus interchanges.

• We will work towards the provision of improved access to Ipswich and stations (Passenger lifts and improved forecourt at Ipswich, Stowmarket station car park and improved interchange between bus and rail at both stations).

• We will continue to support the construction of a new station at Great Blakenham/Claydon as a condition of the building of the SnOasis winter resort.

• We will continue to work towards an hourly interval passenger service between Ipswich, Ely and Peterborough.

• We will continue to work towards provision of infrastructure improvements on the East Suffolk Line for an hourly interval service to operate.

• We will work towards provision of improved interchange between trains and buses at Sudbury station.

• We will pursue and facilitate integration of ticketing and timetabling between rail and Haverhill bus services at stations at Cambridge, Newmarket and Sudbury.

2.1.3 Long term

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• We will continue to widen the availability of real time passenger information across the county as funding sources permit and will work with neighbouring counties to promote real time passenger information on a regional level through the Traveline East Anglia service.

• We will continue to support the Consortium project to realise the creation of a direct rail link between East Anglia and Central Southern .

• We will work with St Edmundsbury Borough Council towards the provision of a station at Moreton Hall at an appropriate time.

• We will work towards the commissioning of a study to report on the feasibility of reopening Felixstowe Beach station to passenger trains.

• We will work towards the creation of a bus and rail interchange at Lowestoft station.

• We will continue to work towards signalling improvements on the Lowestoft to line and a half-hourly frequency passenger service.

• We will work to commission a study to report on the feasibility of a new station at Great Cornard.

3 The vision

Suffolk County Council wishes to see a rail network developed to provide for the future needs of the people of Suffolk that will include;

• Adequate rail capacity to meet the future needs of Suffolk rail travellers; • A balance of services on each route between passenger and freight trains to meet the needs of passenger and freight customers of the railway; • Service improvements that have direct benefits for Suffolk’s rail users; and • the development of the rail network to contribute to growth of the economy of Suffolk and the regeneration of deprived areas.

3.1 Passenger services

Suffolk County Council wishes to work with train operators to provide a daily minimum hourly frequency passenger service on all rail routes serving the County that are: • Safe • Reliable • Attractive and affordable • High levels of information provision • Easy interchange between rail and other transport modes (bus, taxi etc.)

Suffolk County Council has specific interest in the provision of:

• Improved access to stations for bus services providing bus/rail interchange. • Safer access for pedestrians. • Sheltered waiting accommodation for bus and taxi passengers at stations. • Alterations to station forecourts to reduce conflict of movement and improve circulation. • DDA improvements at stations to provide step free access. • Secure cycle storage at stations.

3.2 ‘one’ Railway franchise commitments

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As part of the commitments given by National Express Group when they were awarded the Greater Anglia Franchise, their subsidiary ‘one’ Railway has undertaken to meet quality targets in their delivery of the train service in East Anglia. These involve delivery of reliability and punctuality targets for operation of passenger trains. Targets also include delivery of clean trains and stations and a high level of customer information.

Rail passengers in Suffolk expect trains services to meet the expectations of these targets and for ‘one’ to deliver its franchise obligations.

We will monitor the performance of passenger train services against the target obligations of the ‘one’ franchise and lobby the train operator and the Department for Transport in the event of these obligations not being delivered.

3.3 Suffolk rail policy group

Suffolk rail policy group consists of councillors and officers from Suffolk County Council, Ipswich Borough Council, St Edmundsbury Borough Council, Council, Forest Heath District Council, District Council, Suffolk Coastal District Council, Waveney District Council and the Suffolk Association of Local Councils (SALC). The group meets four times per year and its terms of reference are to:

• To consider proposals for local authority funding of railway or freight services operating wholly or partly in Suffolk, or otherwise of benefit to the environment of Suffolk.

• To consider any relevant proposed legislation affecting the railway industry and the implications this may have upon the residents or environment of Suffolk.

• To consider any other matters relating to railway policy or financing which, in opinion of the Group, might have an effect upon the residents or environment of Suffolk.

• To advise the County Council and constituent Borough, District, Town and Parish Councils on any of the above matters.

Representatives from the rail industry also attend meeting of the group. Nominated representatives of rail user groups are permitted to attend these meetings as observers.

3.4 Integration of passenger transport

Many settlements in Suffolk which, although boasting substantial populations, are not served directly by railway lines. A means of meeting latent demand for rail travel from such settlements could be to provide bus or coach links from these settlements to suitable railheads. The introduction of through ticketing arrangements to towns, on specified bus routes, would improve links for potential rail passengers.

Integration of bus and rail services at key rail stations would provide travellers with a seamless journey experience, especially with the development of connecting bus and train timetables. Through ticketing will help to provide the seamless journey. Connecting bus services radiating from key rail stations is known as the “hub and spoke” concept.

To make changing between bus and rail easier, there is a need for infrastructure adjacent to rail stations to facilitate this. Bus services already serve the forecourt of Ipswich station and the forecourt of Bury St Edmunds station has been remodelled to allow better interchange between rail and buses/taxis. The installation of a second lift to the eastbound platform during 2005 completed the project to make Bury St Edmunds station fully accessible.

We will work towards improved integration of passenger transport modes at key rail stations in Suffolk. Suffolk rail strategy Page 5 of 32

3.5 Ticketing

The availability of simple, transferable ticketing schemes is an important component in the delivery of a seamless integrated passenger transport network. Although many operators in Suffolk offer multi- journey ticket options, few are valid for use on services run by different operators. Notable exceptions do exist, such as the “Anglia plus” and “cheap day return” rail tickets to either Ipswich or Bury St Edmunds rail stations which include free onward bus travel to the town centre. The county council also promotes a “Sunday rover” day ticket for sponsored bus services to encourage leisure travel and requires all of its sponsored bus service operators to accept return tickets issued by other operators along common sections of route. Suffolk County Council is also one of the few authorities in the country to offer concessionary discounts for young people, through the “Explore” card. The card provides half fare travel on all bus and rail services for 5-19 year olds and is intended to help tackle social isolation and to encourage continued use of passenger transport by young people, through affordable fares. Directly funded by the county council, at the time of writing this document around 52,000 cards have been issued to 55% of those eligible with around 2.2 million bus and 5,000 journeys per annum made using the card. The card incorporates a hologram and is part of the British retail consortium’s proof of age standards scheme. This scheme helps retailers to comply with the law, helps young people prove their age and protects young people from the risks posed by the purchase of age-restricted goods to which they are not entitled.

The intention of the county council is to continue to market and promote the Explore card to encourage their use and to act as a catalyst for further growth in bus and rail patronage throughout the county.

Further opportunities for multi-operator ticketing schemes exist, working in partnership with operators, district and borough councils and other parties. The vision is to create simple and equitable schemes that encourage greater travel by passenger transport and promote accessibility to key services through provision of affordable travel.

The county council is particularly interested in introducing smartcard ticketing technology to the county, as this would not only provide a platform for the implementation and administration of schemes but also offer a modern, convenient and highly marketable method of payment for passengers. Smartcards also provide far more detailed information on patronage than is possible through traditional ticketing systems, offering a rich source of data for service planning by both Suffolk rail strategy Page 6 of 32

commercial bus and rail operators and the county council. To maximise these benefits, we will migrate the existing Suffolk Saver concessionary bus fares card and Explore card into smartcards as part of the general rollout of the technology (it is already planned to issue students at two schools with Explore smartcards). We will also look to integrate other services offered by the county, district and borough councils onto the smartcards (e.g. leisure services) to fully exploit their potential.

In order to ensure the future interoperability of smartcards in Suffolk with other schemes in the UK, the system will be compliant with the integrated transport smartcard organisation standards. This will also permit options for partnerships with neighbouring counties for a regional smartcard system.

The system must however be simple to promote and sell and there should be fair and efficient allocation of revenue to operators to ensure that they are financially no worse off than if the system was not operating. There is a need for greater clarity of available tickets for journeys, especially those offered by the train companies.

We will continue to support and promote the Explore card providing discounted travel for young people.

We will implement smartcard ticketing that complies with integrated transport smartcard organisation standards, integrating the operation of the Suffolk Saver and Explore cards, and introducing other multi-operator smartcard options for other users. This will initially be trialled in one area of the county and, subject to satisfactory operation, gradually rolled out to the remainder of the county as resources permit.

3.6 Local area reviews

It is considered essential that the county council ensures a network of passenger transport provision exists throughout the county, meeting the needs of its population, particularly for those who are reliant upon passenger transport for access to key services.

The county council has started a series of local area service reviews, to improve the way it provides sponsored bus services and community transport. Information from current and potential users and local businesses helps identify needs that are used to develop service timetables and contracts.

The county has been split into a total of thirty review areas with six areas reviewed each year, one area every two months. This ensures that services for the whole county will be reviewed during the 5-year life of this strategy. Not only will this help align services around user needs but it will stagger the development, issuing and renewal of bus contracts. This provides a more effective, efficient and considered approach to contracts, including integration with the commercial bus and rail networks.

In each area service review existing commercial and sponsored bus services, together with all community transport and rail services will be analysed to determine current passenger transport provision and usage in each parish. All feedback recorded on services in the area will be considered and other communication channels, including locally held forums, will help determine current and future needs and the aspirations of residents. Business in each area will also be contacted to help establish shift patterns and localities of employees.

We will continue to develop our local area reviews to improve our market intelligence for the planning of services. A rolling programme will review services throughout the county.

3.7 Service co-ordination

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Through the implementation of our last rail strategy the county council has already made significant progress towards improving the number of bus-to-rail interchange opportunities in the county. Examples include the sponsored bus service 521 which operates between Aldeburgh and Southwold and is designed to allow interchange with rail services to Ipswich and Lowestoft at Halesworth and Saxmundham rail stations.

In order to improve opportunities to access rail services we will strengthen our existing approach for the duration of this strategy. We will improve the design of services to allow more opportunities for interchange with other passenger transport services, where this can reasonably achieved alongside other service requirements. We will also work in partnership with commercial and sponsored bus services, ferry and taxi operators to increase the number of formal interchange opportunities and to market them to potential users. Where possible, service co-ordination will take place in tandem with the implementation of through ticketing and smartcard initiatives for maximum benefit to passengers.

We will lobby the rail network to allow for increased formal interchange opportunities with other services, including bus services where appropriate. We will ensure that facilities at these locations allow passengers to wait for connecting services in safety and comfort and that appropriate communication exists to advise passengers of any delays to their onward journey.

We will form partnerships with bus, ferry and taxi operators to increase the number of interchange opportunities in the county. We will implement this policy in tandem with the implementation of our ticketing strategy to maximise added value for travellers.

3.8 Green travel plans

We have developed a number of green travel plans with businesses in the county. The county council’s own travel plan is evidence of what can be achieved through business travel planning. The centrepiece of the plan was to introduce employee car parking charges, the revenue from which is used to fund travel plan initiatives such as discounted rail and bus fares for employee journeys to work.

Results from the most recent (June 2006) annual travel survey showed that:

• 15% of respondents had changed their mode of travel to work in the year. • rail use had risen from 7% to 9%.

We now need to explore opportunities for encouraging greater use of passenger transport by developing more green travel plans with major employers, especially in the larger towns.

We will continue to increase the number of green travel plans with businesses in the county. We will seek to co-ordinate the promotion of rail travel options with our marketing campaigns (see section 6 for further information on these), to maximise added value. We will also help district and borough councils provide information on rail travel through their green travel initiatives.

3.9 School travel plans

Between 1999 and 2004 the county council invested around £2 million of engineering works and £250,000 of safety education at around 150 schools in Suffolk through our safely to school programmes.

In 2004 we turned to school travel planning as a more cost-effective and consultative way of improving safety and encouraging more children to catch the bus and train to school as well as walk

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or cycle. This has proved very successful in getting people to consider sustainable travel modes as a real alternative.

To date, nearly 70 school travel plans have been completed, and by 2010 every school in Suffolk will be covered by a travel plan.

We will continue to encourage greater travel to school by rail through school travel plans. We will also explore other options to encourage students to travel to school by rail as well as other sustainable modes.

3.10 Public transport reference group and user representation

The reference group will provide a forum for the stakeholders in passenger transport provision. Operators, rail companies, district and borough councils, users and other service providers will all participate in the countywide body. The reference group will address forward strategic planning, monitor the implementation of the rail and bus strategies and provide the consultative mechanism for statutory measures. The group will meet at Endeavour House in Ipswich either once or twice a year or when the need arises.

Four area management groups will address forward planning and major projects. Issues from these groups will then be passed to the reference group. All public transport operators should attend these meetings in the respective area. Each management group will meet three times a year. The East area covers Waveney and Suffolk Coastal. Central covers Mid Suffolk and Babergh. West covers St Edmundsbury and Forest Heath. Ipswich is the fourth area.

Local monitoring groups in areas across the county will give an additional opportunity to local parish representatives, users groups and community transport forums to feedback on public transport in their area. These will be in addition to the county council’s area reviews. A representative from each of the monitoring groups will attend the appropriate management group.

We will consult stakeholders about the delivery of the local transport plan, rail and bus strategy through the public transport reference group and associated management groups and local monitoring groups.

3.11 Customer satisfaction helpline

The county council has established a ‘one stop shop’ single point of enquiry for Suffolk County Council and Mid Suffolk District Council services through its three public access channels. Suffolk people can make enquiries, report problems, pay bills and get information on over 300 services either face to face, by telephone or through a transactional web site.

The county council wishes to extend this service to provide a complaints and satisfaction helpline for feedback on all rail, bus and community transport services in the county. This will help overcome confusion for users over whom they need to initially contact to air issues and allows for a consistency in the quality of service provided for travellers. Issues not under the direct control of the county council will be forwarded to the relevant operator for action.

This will also allow for central monitoring of all passenger transport issues and will help flag common issues for remedial action by operators, the county council and other stakeholders.

We will establish and promote a complaints and satisfaction helpline for all local rail, bus and community transport services in the county. Suffolk rail strategy Page 9 of 32

3.12 Market research and consultation

The county council undertakes detailed market research using surveys and focus groups to enhance our market intelligence in advance of services being developed, e.g. the development the Explore discount travel scheme.

Furthermore we undertake attitudinal surveys about the quality of information and quality of services. Moreover we query issues via competitions. We currently do this via our annual Suffolk speaks corporate surveys and promotional competitions via short message service mobile texts, e-mail, web, leaflets and press advertisements. We report on key performance indicators in the annual performance review of the local transport plan.

We realise the importance of testing opinions in advance of developing schemes and following implementation. The comparison of the two sets of results helps us measure the usefulness and success of schemes, plus identify areas for further improvement, e.g. market awareness and distribution of information and marketing material.

We will establish more targeted market research including consultation with minority and hard to reach groups to help plan and measure services. We will consider using a greater range of market research tools and techniques to support our area service reviews.

4 Marketing and information

To successfully achieve a modal shift to the use of passenger transport services the county council recognises the importance of using marketing and promotions cost effectively, supported by timely and accurate information. These activities help raise awareness of services, which in turn generate revenue for train operators to encourage service improvements.

Suffolk County Council produces a vast quantity of information about services in a variety of formats, which are distributed through many channels. Furthermore significant effort has been made to improve the format and production of this information. However, it is understood that additional improvements may be possible to save money and increase customer satisfaction. The review of information has been identified as a high priority. Moreover the provision of real time information is also understood to increase confidence in the use of services, and has been identified as one of our key priorities for capital investment.

This section identifies how our new brand and identity can be rolled out across all marketing and information material, with opportunities of working in partnership with rail, bus and community transport operators, to strengthen the overall offer of passenger transport services to Suffolk’s residents and visitors.

4.1 Brand and identity

Following the formation of the integrated passenger transport unit in 2005 the county council developed a new distinctive integrated brand identity and design style for all marketing and information material, including the new Explore discount scheme. The new style stands out in the market and has good customer recall. Individual promotions are recognisable and reinforce the overall promotion of Suffolk passenger transport.

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Customer feedback at outdoor events during 2005 indicates that users and potential users of passenger transport services are responding well to the new look and service promotions, plus communication innovations including mobile phone short message service texts.

We will manage the development and refinement of the Suffolk passenger transport brand and identity, plus related marketing and information messages and design styles. Opportunities for collaborating with transport operators will be sought to further strengthen the proposition for all passenger transport services in Suffolk.

4.2 Public relations

The county council’s press office manages media relations including press releases and responses to media enquiries. The passenger transport unit provides the press office with information about new services and changes to services, which are developed into press releases and distributed to the media. In addition the county council invites the media to briefings and key service launches, with opportunities to photograph and interview councillors, service operators and members of the public. The media often covers new services, however service changes rarely get more than a small mention, with insufficient detail for affected users. To guarantee media coverage the county council also uses advertisements in the press, radio, cinemas, posters and leaflets to communicate detailed service and fare changes.

In addition to working with the media the passenger transport unit writes to affected parish councils and their nominated transport representatives about changes, often including posters, leaflets and timetables. This information is made available on parish notice boards and in local parish newsletters.

We will continue to provide press releases and media briefings to raise awareness about new and revised services. In addition we will advertise changes using a range of communication channels.

4.3 Advertising and media sponsorship

Suffolk County Council uses press, radio and outdoor advertising to promote our brand and services. In addition we sell our own advertising space to generate revenue and reduce service costs.

To guarantee media coverage about service and fare changes, the county council pays for advertising, and it secures media sponsorship opportunities to provide promotions cost-effectively. During 2004 and 2005 we increased use of these channels to raise awareness of passenger transport services, which helped exceed our public service agreement bus patronage targets.

The county council sponsors local commercial radio to increase brand awareness, and uses 30- second advertisements to communicate additional service details. The combination of both sponsorship and advertising is a way of cost-effectively reaching a large audience. Advertisements promoted:

• services to families during holidays. • commuter value. • environmental benefits.

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• Christmas shopping services.

Furthermore we advertised competitions to engage with listeners, e.g. win an iPod (portable music player) to enhance travel experience, win Ipswich town football club match tickets (and promote access to matches), win tickets to the Neil Diamond and REM concerts.

Vibe FM sponsor the Explore discount travel scheme for young people in Suffolk, in return for providing five outdoor event promotions in the first year and low-cost advertising. Brand awareness with young people in Suffolk was achieved very quickly, which contributed to the early take-up of cards, exceeding our annual target within a couple of months.

In addition to reciprocal advertising and sponsorship, the council sells advertising space on the outside and inside of subsidised bus services, and in printed literature. We have a number of reciprocal arrangements with train operator ‘one’ and bus operators, to cost effectively promote passenger transport and the Explore discount travel scheme for young people. Our own styled advertisements encourage passengers to make additional journeys and we reward patronage through competitions.

We will advertise our brand and services, especially where public relations activities may not reach target markets. We will also manage reciprocal media relationships proactively to maintain and grow sponsorship opportunities, to promote our brand and services and keep costs to a minimum.

4.4 Discounts and competitions

Discounts and competitions are a useful way of acquiring new customers, capturing market research, developing communications, building brand awareness and customer loyalty. Discounts encourage people to sample services and once tried hopefully come back for more. This loss-leader approach, which is often used in the commercial sector, has worked well for the county council in promoting services including the East Suffolk Line.

In their simplest form competitions offer low cost publicity, e.g. provide a return-journey ticket prize for a draw, to promote a service. At the other extreme competitions can be used as incentives to request market research. Prize draws are also great at outdoor events to stop people and have a chat with them about services. The train operator ‘one’ has donated prizes for these competitions on numerous occasions.

To get maximum value from prizes, which are often donated by partners in return for publicity, where possible the county council runs individual prize draws for a three-month period. We often have many offers running at the same time, and promote them via a number of communication channels including: leaflets, posters, press advertisements (e.g. accompanying service change announcements), websites, e-mail and short message service mobile texts. We similarly offer a number of entry channels.

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The county council adheres to the direct marketing association codes of conduct for requesting future contact permission for other promotions and service change alerts. During 2004 and 2005 we received thousands of entries into prize draws, the majority through our digital channels, gaining useful market research and adding hundreds of contacts to our database. Contacts have also been acquired via our discount vouchers.

Competitions are being introduced into the East Suffolk Line guide in conjunction with the East Suffolk line community rail partnership. This will provide evidence of circulation of the guide.

We will continue to use discounts and competitions to acquire new customers, capture market research, develop communications, build brand awareness and customer loyalty.

4.5 Marketing through sponsorship and partnerships

The county council partners with the public and private sectors to reach the same target audiences cost-effectively, with our complimentary services. Destination-led promotions work well in the passenger transport industry, as demonstrated by ‘one’ Railway, and our own experience. Recent examples include sponsoring: • ipswichristmas – a campaign to target people within one hour of Ipswich, to promote it as a festive destination with retail outlets, restaurants and theatres. The council has sponsored this event since 2003. Transport promotions increased numbers of shoppers and boosted retail sales, plus enhanced passenger transport patronage during December. Spectacular prizes donated by retailers and a massive mixed media marketing campaign has made this East Anglia’s most successful retail and transport promotion. • Ipswich town football club – various sponsorships to promote rail and bus services to their fans and visitors, plus concertgoers.

We are exploring additional destination-led promotions with the Suffolk development agency and town centre managers in Bury St Edmunds, Lowestoft and some of Suffolk’s smaller market towns and leisure centres.

We will continue to identify and develop sponsorship and partnership relationships with the public and private sectors, to promote passenger transport services cost-effectively, Suffolk rail strategy Page 13 of 32

predominantly through destination-led campaigns. We will build on recent experience in Suffolk and elsewhere in using those approaches that are most successful in increasing passenger numbers.

4.6 Digital communication channels

The county council provides information about passenger transport services on the corporate website www.suffolk.gov.uk. The council also supports the Traveline website (see section 4.10), the a2b community transport website www.a2binfo.net, the Explore website explore.suffolkonboard.com and a number of micro-websites for marketing campaigns, e.g. www.ipswichristmas.com.

As part of our sponsorship of ipswichristmas in 2003 the county council tested the use of a simple website with an integrated short message service mobile text capability. We tested whether the text channel might be a popular and useful communication channel with passengers, and it was proved to be so. Since then the council developed this service to offer digital communication channels to enter other prize draws and surveys, to provide alternatives to more traditional paper based channels. This capability is built-in to all the micro-websites and the Explore website.

Our experience indicates more customers prefer to use digital communication channels for prize draws and surveys than traditional channels. Digital communication channels are easier to manage and more cost-effective. The county council also uses e-mail and short message service mobile texts to send news alerts about service changes, promotions, competitions and surveys. This allows us to maintain customer contact and enhance our brand and reputation.

We are exploring ways of collaborating with ‘one’ Railway on joint digital communication campaigns.

We will continue to use digital communication channels to engage with customers, to allow them to enter competitions and surveys, plus allow us to send news alerts. We will maintain the information on our websites and respect customer confidentiality of received information. We will encourage other departments in the county council to share the use of our digital

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communication channels, to add to the range of competitions available, and increase cost- effectiveness.

4.7 Individual marketing

Following the success of small pilots in other authorities and countries, the county council has researched the potential for undertaking individual journey planning on a mass scale. Although the majority of pilots provided individuals with plenty of information and incentives to travel, e.g. area timetable books and discounts, very few provided personalised journey planning. However research indicates this is the information people want.

Individual marketing may also help us identify travel patterns for developing services as part of the ‘Ipswich - transport fit for the 21st century’ major scheme. Furthermore it can be used to promote the service changes. Moreover we can sell sponsorship to help reduce costs.

The learning and investment from the Ipswich scheme can be adapted for use in Bury St Edmunds and Lowestoft in following years. It can also be adapted for area reviews, new services and green travel plans, with the potential of encouraging more people onto sustainable transport, easing congestion and improving air quality.

We will establish individual marketing of services, initially concentrating on Ipswich and potentially to support the ‘Ipswich - transport fit for the 21st century’ major scheme.

We will do further market research to confirm the potential of encouraging greater use by infrequent users and their requirements in terms of individual journey plans and incentives.

4.8 Real time passenger information

The county council recognises the importance of good quality information provision if new users are to be attracted to bus services. Extensive studies of real time passenger information systems nationally and internationally have demonstrated their importance in helping to overcome the uncertainty experienced by passengers awaiting the arrival of services and allowing for better informed travellers. The county council led the project to install real time passenger information at rural stations in Suffolk, and Cambridgeshire.

We will continue to widen the availability of real time passenger information across the county as funding sources permit and will work with neighbouring counties to promote real time passenger information on a regional level through the Traveline East Anglia service.

We will also work with Network Rail and the train operating companies to provide real time bus departure displays at major rail interchanges.

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4.9 Printed timetable information

The county council currently publishes comprehensive information on all commercial and sponsored bus, coach, rail and foot ferry services throughout the county through seven area timetable books. Two editions are produced each year. Individual service leaflets are also produced, such as the East Suffolk Line guide and a county bus and rail route map is produced annually.

‘one’ Railway produces their own booklets and leaflets to publicise their services.

Although the current system of information provision provides comprehensive service information to users and prospective users, there are a number of issues arising. In particular, the fluid nature of bus service changes means that area books can quickly get out of date and may mislead some users. This undermines confidence in the books and in passenger transport services in general. In addition, although area books are easy for outlets to stock and allow users a comprehensive overview of services in their area, studies have shown that many users are principally concerned with specific rail and bus routes only and find the books too cumbersome and often difficult to understand.

The challenge for the bus strategy is for the county council, in partnership with operators, to ensure the ready availability of up to date bus timetable information in easy to understand and use formats. This will involve a comprehensive review of current methodologies, including achieving efficiency savings from switching to the use of a specialist timetable database (which is already used to supply service data for the East Anglian Traveline service), for the production of our printed timetables.

In order to identify the best solution we will consider all options. However, if it is decided to replace the existing area book system it is likely that a range of alternative formats would be used instead. With this approach, timetables would be tailored to meet the specific needs of users in each area. The level of service provision concerned would also influence their format and marketing campaigns may require different formats for different user groups. Consequently a variety of different formats would be produced (to a common style), such as individual service leaflets, leaflets covering common services along key corridors and smaller booklets to cover services in market towns. Such an approach would also be more responsive to the more frequent changes arising from the rolling programme of area service reviews, aimed at matching services more closely to user needs.

Regardless of the format in question, the collective target will be the provision of up to date freely available printed timetable information for all services in the county through a variety of outlets including tourist information centres, libraries and other local outlets. We will also make all of the timetables available to download from the internet, either from the Traveline website or the county council’s website. This will extend their availability to users and will also potentially reduce the number of hard copies that the county council will need to produce. People without web access can obtain the information from public access points including libraries and this may be supported by a service to print and post timetables on request.

The county council will consult existing users of area books about improving the provision of timetable information. We will also consult with parish transport representatives and passengers who have given us permission to contact them about special offers and promotions. Furthermore we will encourage people to sign up to receive alerts by e-mails and short message service mobile texts about bus and rail service changes and availability of new timetables from the internet. Suffolk rail strategy Page 16 of 32

All timetable publicity for services in the county, regardless of whether it is produced by the county council, rail or bus operator or other party, must comply with the standards set out in the association of transport co-ordinating officers code of good practice for printed public transport information. Bus stop names used in timetables must also correspond to those specified in the national public transport access node database.

Operators will remain principally responsible for the supply of information for commercial services but are encouraged to include sponsored services in their publicity.

Train operating companies are not obliged to contribute financially to Traveline as they already contribute financially to the Enquiry System. Train times are however available through Traveline. The ‘one’ franchise specifies that the train operator publishes timetables well in advance of that timetable taking effect. Information to train passengers is also a requirement of the franchise. The train operating companies provide their own printed timetables for each route. Rail timetables are included in the county council’s area timetable books but these publications are being reviewed.

We will undertake a comprehensive review of printed timetable information in order to ensure that they are easily understood by passengers, and prospective passengers including those for whom English is not their first language or who have difficulty reading standard timetable information, and are available from a variety of sources on demand.

We will ensure that all printed timetables for services in the county comply with best practice guidelines and are kept up to date to ensure confidence in their use and in the use of passenger transport in general.

4.10 Traveline

Traveline is the national, impartial, multi-modal, multi-operator telephone and web enquiry service for public transport information. This national service is delivered on a collaborative basis within East Anglia, with the partnership involving the county councils of Cambridgeshire, Norfolk and Suffolk.

Rail operators are not required to fund use of the train information as bus operators are. They do not contribute as they already fund the national rail enquiry service.

It is expected that during the life of this strategy, that the services of Traveline will be extended to include the provision of fares information, and short message service mobile text information for both scheduled buses and real-time information.

The Traveline service will continue to be promoted at bus stops, on and in buses, in printed publicity and marketing advertisements. The user interface of the Traveline website will be reviewed following the forthcoming usability design review of printed and bus stop information. Known areas for improvement include the ability to search for and print journey plans and timetables. Suffolk rail strategy Page 17 of 32

We will continue to fully contribute to the maintenance and development of the East Anglian Traveline service. We will work with our partners to extend the availability of short message service mobile text information to real time as well as scheduled timetable data and to make fares information available through the service.

4.11 Station information

The county council has a rolling programme to install electronic departure displays at major interchange points including rail and bus stations. We also wish to provide information in a variety of media including stop flags and printed timetable displays and short message service mobile texts. This will enable us to better meet the requirements of different user groups and localities.

We will implement a rolling programme to upgrade and expand the availability of information at rail and bus interchanges.

5 Community rail partnerships

Norfolk County Council formed the first Community Rail Partnership (CRP) in East Anglia in July 1997 to promote the , which is the line between Norwich, and . From 1997 until 2005 passenger numbers on the Bittern Line increased by 192%.

5.1 community rail partnership

The Wherry Lines Community Rail Partnership covers the Norwich - /Lowestoft lines; Suffolk County Council and Waveney District Council are members of this CRP. The Wherry lines CRP has been successful in gaining car parking improvements at Brundall and Acle stations and a new platform shelter at North station.

5.2 & South Suffolk community rail partnership

Essex County Council formed the Essex Community Rail Partnership in May 1998. It later became the Essex & South Suffolk CRP during 2002 when additional partners, including Suffolk County Council and Babergh District Council joined to include the Sudbury line. This CRP is different to those in Norfolk because it covers four separate lines. These are the - line (), - Town line (), the – Clacton/Walton lines () and the – Sudbury line (). The Essex & South Suffolk CRP has achieved a train user growth rate on the three lines of 5% per annum.

5.3 East Suffolk Line community rail partnership

The CRP for the East Suffolk Line (Ipswich to Lowestoft) was successfully launched at Saxmundham station on 4 October 2004. All stations between Woodbridge and Oulton Broad South have been repainted and new signs with the CRP logo have replaced the old ones. An East Suffolk Line guide was distributed during December 2004, and further editions of the line guide will be published in line with timetable changes.

An action plan has been formulated to prioritise projects to improve facilities along the line at stations. Lack of car parking spaces at some of the stations has been identified as a problem which will intensify as passenger number continue to grow as a result of the

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East Suffolk Llne on-train poster

new through service to and from London. The East Suffolk Line Community Rail Partnership is considering improvements could be achieved at stations such as Melton, and Wickham Market.

We will continue to support and develop the work of Community Rail Partnerships in Suffolk.

6 Co-operation with other bodies

To facilitate many of the desired improvements to rail services in Suffolk, co-operation is necessary with neighbouring County Councils. There is co-operation with Essex, Cambridgeshire and Norfolk County Councils to provide input for regional issues.

The Association of Train Operating Companies (ATOC) is another potential partner to develop the railway network in Suffolk.

Working relationships are being built with DfT (Rail Group) and Network Rail taking into account their new roles as defined in the Railways Act 2005. This is particularly important in the case of Network Rail because they are now undertaking Route Utilisation Strategies (RUS). The RUS for the main Norwich – Ipswich – London line and the rural lines is expected to be ready for consultation in November 2006.

Similar forums to Suffolk Rail Policy Group exist in Cambridgeshire and Norfolk and reciprocal representative attendance takes place at each of the county rail policy groups.

We will continue to work with neighbouring counties and other partners to provide and lobby for regional improvements to rail services.

7 Individual routes

7.1 Norwich – Ipswich – London (GEML)

7.1.1 Existing situation

‘one’ Railway provide passenger train services between Ipswich and London. During weekdays (Monday to Friday), the company provides a 15-minute interval service in each direction during peak hours with three trains per hour off peak. The Saturday service is three trains per hour, two of which operate to and from Norwich. There is an hourly interval service on Sundays. Stopping patterns are varied but the main intermediate stops are Manningtree, Colchester, , and Stratford.

Class 90 locomotives and Mark 3 coaches are being introduced on main line passenger trains. This process was completed in October 2006. The majority of suburban services from London to Ipswich are formed of Class 170 Turbostar trains as part of the through London – Lowestoft/Peterborough services.

There are two intermediate stations between in Suffolk between Ipswich and Norwich, at Stowmarket and Diss.

7.1.2 Planned improvements

The Freight Routing Strategy (upgrading the route via Bury St Edmunds and diversion of freight trains, see 6.1) if implemented, would free paths for extra passenger trains over the Ipswich - London route. Whilst the route via London is now cleared for larger containers, it is expected the route to the Yorkshire terminals from Ipswich via Bury St Edmunds, Ely and Peterborough will be cleared for the larger container in 2008/9.

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A hybrid bill is being considered by Parliament which would grant powers for construction of tunnels between Stratford and Royal Oak in London (Crossrail). In the event of this scheme coming to fruition a radical change in services on the GEML (Great Eastern Main Line) will take place, as some trains would no longer use Liverpool Street but be diverted via the tunnel to the Great Western lines. Such a scheme would provide great benefits for rail passengers from East Anglia. There is concern however that transfer of local services to London from Shenfield to the Crossrail operator could be to the detriment of existing longer distance passenger and freight services. A number of rail operators and public bodies (such the Regional Assembly) have petitioned against the bill.

Reconstruction of the new station at Stratford will afford easy transfer to Stratford International station for Eurostar services to Paris and Brussels when the new Channel Tunnel Rail Link to St Pancras is opened in 2008. It would also give access to the Olympics in 2012.

Improvements to make Ipswich Station more accessible are required. In particular, the provision of passenger lifts between platforms would enable disabled passengers and those not able to use the footbridge to access platforms without having to use the unsuitable staff accompanied crossing at the tunnel end of the station (shown below). Improvements to the forecourt layout to enable better interchange from buses and taxis to trains would improve the current conflict between vehicles and pedestrians on Ipswich station forecourt.

Ipswich station showing staff accompanied crossing Improvements to the layout of the car park outside Stowmarket station would improve interchange at that location.

We will work towards the provision of improved access to Ipswich and Stowmarket stations (Passenger lifts and improved forecourt at Ipswich, Stowmarket station car park and improved interchange between bus and rail at both stations).

We will continue to lobby to ensure that the powers sought by the Crossrail Bill do not have an adverse effect on rail services in Suffolk.

7.1.3 Proposal for new station at Claydon (Great Blakenham)

Developers have submitted proposals for a large leisure complex called SnOasis on the site of the former cement works at Claydon/Great Blakenham. They have proposed a new station at this location to service the development with platforms each side of the double . It is likely that with rail traffic projections up to 2016 that a new station on the site of the former Claydon station would accommodate with traffic on the existing two track railway. A study would determine whether platform loops would be needed.

We will continue to support the construction of a new station at Great Blakenham/Claydon as a condition of the building of the SnOasis winter resort.

7.2 Ipswich – Cambridge and Peterborough

7.2.1 Existing situation

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The Ipswich – Peterborough train service operates at a 2-hourly frequency with most of the Peterborough services continuing from and to London via Ipswich whilst the Ipswich – Cambridge service frequency is hourly. The two services use a common route as far as Chippenham Junction where the routes divide for services to Cambridge via Newmarket and Peterborough via Ely and March.

New passenger lifts to the platforms at Bury St Edmunds station and improvements carried out to the station forecourt have resulted in much improved access to this station.

7.2.2 Planned improvements One of the Bury St The sections of line between Ipswich and Haughley Junction and also Edmunds platform lifts is between Ely and Peterborough are very busy with traffic on other shown above. routes. (London - Norwich and Stansted Airport/Norwich to the Midlands/North West.) The Freight Routing Strategy will result in an increase in freight trains over this route. Upgrading of the route for larger containers has been delayed. It is now expected that the Ipswich – Bury St Edmunds – Ely – Peterborough route will be upgraded during 2008/9.

The Suffolk LTP contains targets of increased frequencies of hourly (by 2005) and half-hourly (by 2010) on both the Ipswich - Peterborough and Ipswich - Cambridge routes. The benefits of such a service would provide a half-hourly frequency (four trains per hour by 2010) service between Bury St Edmunds and Ipswich with an hourly (half-hourly by 2010) service on both routes west of Bury St Edmunds.

Since the introduction of an hourly interval train service between Ipswich and Cambridge in 2004, patronage of the service has increased, which has resulted in extreme overcrowding on some services. The route is a key link for Ipswich and could provide an alternative to the A14 trunk road. Improvements to the quality of rolling stock need to be introduced on the service to make it more attractive to travellers and then marketed as an inter-city link. The East of England Development Agency (EEDA) have put forward to Government the concept of a distributed network of cities within the East of England, which together could provide a stimulus for economic growth in the same way as the major cities of Leeds and Manchester. The principal of providing a good quality link as part of a strategy would support the economic development of Ipswich.

We will work with the franchise holder to improve the quality and journey times of the Ipswich – Cambridge service and then to market it as an inter-city link.

We will lobby the Department for Transport and rail industry for the early introduction of an hourly interval train service between Ipswich and Peterborough

East-West rail

The Ipswich - Cambridge route is part of a project supported by a consortium of over 30 local authorities and government regional authorities (SEERA, SEEDA) seeking to establish a strategic railway linking East Anglia with Central Southern England. The proposed route would link Ipswich/Felixstowe and Norwich/Great Yarmouth with Cambridge, Bedford, Milton Keynes, Aylesbury, Bicester and Oxford and would facilitate network benefits by enabling interchange with the various main radial rail routes emanating from London.

The hourly interval service introduced from 13 December 2004 between Ipswich and Cambridge provides an incremental contribution to this scheme.

The consortium is now concentrating on reopening the closed western section to passenger services between Milton Keynes, Aylesbury and Oxford. This is seen as the essential building block for Suffolk rail strategy Page 21 of 32

advocating the case for bringing forward delivery of the middle section of the route thereby achieving the consortium’s long-term goal of creating a strategic rail linking East Anglia with Central Southern England.

We will continue to support the East West Rail Consortium project to realise the creation of a strategic railway linking East Anglia with Central Southern England.

Moreton Hall

A new station at Moreton Hall near Bury St Edmunds could be built on land next to the railway provided by the developer of the nearby housing development. A feasibility study was carried out by Faber Maunsell on behalf of Suffolk County Council and St Edmundsbury Council in April 2003, which concluded that there would not be a need for a station at Moreton Hall before 2015. (Westerfield and Bury St Edmunds New Stations Study, April 2003. Report by consultants Faber Maunsell)

We will work with St Edmundsbury Borough Council towards the provision of a station at Moreton Hall at an appropriate time.

We will continue to work towards an hourly interval passenger service between Ipswich, Ely and Peterborough.

7.3 Ipswich – Felixstowe

7.3.1 Existing situation

Improvements were carried out in1999/2000, to provide extra capacity for freight trains to and from the Port of Felixstowe. The line was completely resignalled and line speeds were raised. Further improvements followed over the next three years. On Monday to Saturdays, an hourly interval passenger train service operates between Ipswich and Felixstowe all year round. Sunday passenger services operate throughout the year at an hourly frequency but starting later and finishing earlier.

A Real Time Passenger Information (RTPI) system was installed to assist passengers.

The is part of the TENS (Trans European Networks) and also part of the Felixstowe to Nuneaton freight routing strategy (F2N).

7.3.2 New station at Felixstowe Beach

Until the 1960's this station was where trains from Ipswich terminated during the summer, these operating via Felixstowe Town station (now the current Felixstowe station). After closure of this station, trains to the Port of Felixstowe via the line to the South Terminal (via Felixstowe Beach station) no longer needed to reverse at Felixstowe Town due to the reopening of a direct spur line and the new line into the Port North Terminal from Trimley.

The existing passenger railhead of the branch line at Felixstowe (Town) is approximately 1.8km distant. The line through Felixstowe Beach is still used as a freight link to Felixstowe Docks. To the east, between the railway and the sea lies residential and coastal leisure development. To the south lies the extensive industrial area of dock related activities. These could offer significant potential sources of patronage. Felixstowe Beach station used to be the day tripper destination for Felixstowe. Suffolk Coastal District Council supports reopening Felixstowe Beach Station as a facility for residents, employees and holidaymakers in the area and to increase the attractions of the south seafront area of Felixstowe. A potential car park for approximately 50 vehicles exists. Services would not be able to serve both stations, so alternating services may be one solution.

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There is an existing bus service along Langer Road and Walton Avenue, adjacent to the station providing good potential links between train and bus operations.

Felixstowe Beach station would be relatively simple to construct given that the single platform still exists on the line, though the derelict station building was demolished during 2004. A study is required to establish the feasibility of restoring a service to a reopened Felixstowe Beach station.

We will work towards the commissioning of a study to report on the feasibility of reopening Felixstowe Beach station to passenger trains.

7.4 Ipswich – Saxmundham – Lowestoft (East Suffolk Line)

7.4.1 Existing situation

The line between Ipswich and Lowestoft, the East Suffolk Line, is 49 miles long serving towns such as Woodbridge, Saxmundham, Halesworth and en’ route. The Felixstowe branch line joins the route at Westerfield and there is also a freight only branch from Saxmundham to Sizewell (via Leiston).

The frequency of the passenger service between Ipswich and Lowestoft is mostly two hourly in each direction with most trains operating through to and from London Liverpool Street. The long single- track sections on this route restrict the service that can currently be operated. This line was double track throughout until 1983 when it was rationalised to form the current infrastructure. Whilst these measures made savings in the operation of the line, the downside was a considerable reduction in capacity.

The rail routes serving Lowestoft (Ipswich to Lowestoft and Norwich to Lowestoft) are of vital importance in the regeneration of Lowestoft where two of the most deprived district council wards in the county are located.

The current timetable offers varying levels of frequency of service on this line depending on the section of line considered.

• Ipswich - Westerfield. The service is the same as that below but is enhanced by the hourly services between Ipswich and Felixstowe. • Westerfield - Saxmundham. 10 trains southbound and 11 trains northbound, Mondays to Fridays. On Saturdays there are 9 trains in each direction with 8 services continuing through to and from London. On Sundays there are 7 trains in each direction. • Saxmundham - Lowestoft. 9 trains southbound and 10 trains northbound, Mondays to Fridays with 6 services through to London and 7 London service at Lowestoft Station through from London. On Saturdays there are 9 trains in each direction 8 services continuing through to and from London. On Sundays there are 7 trains in each direction.

7.4.2 Improved frequency of service

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A or similar infrastructure improvement will be required in the Beccles area to provide capacity for a more frequent service (Reinstatement of double track between Halesworth and Brampton has been suggested by train planners within the rail industry as a solution to achieve this objective).

There has long been a need for an hourly interval service over the East Suffolk Line between Ipswich and Lowestoft. However additional infrastructure will be required to break the long single line between Halesworth and Oulton Broad to achieve this objective. A feasibility study was commissioned to examine the need and most suitable method and location for infrastructure improvements in January 2006. The consultants report was received at the end of March 2006 and listed a number of options to achieve enhanced capacity on this route. This report will provide evidence to Network Rail and Department for Transport to include capacity enhancement in the route utilisation strategy for the East Suffolk Line.

The current journey time between Ipswich and Lowestoft via the East Suffolk Line is 1 hour 27 minutes. Improvements to track condition and level crossings would raise the average line speed considerably therefore reducing the end to end timings and provide a faster transit time for passengers using the line.

Faster and increased frequency of trains on the East Suffolk line will make the service more attractive to car users and encourage modal shift from road to rail, thus reducing road traffic on the A12 north of Ipswich. The between Ipswich and Lowestoft ceased to be the responsibility of the Highways Agency in April 2001 and became the responsibility of Suffolk County Council.

The operation of hourly services could be affected by infrastructure constraints as follows: -

• Single track sections. • Level crossings.

The first factor could be addressed by the provision of appropriate passing loops. The second factor would probably require the upgrading of a number of Automatic Open Crossings locally monitored (AOCL) to Automatic Half Barrier (AHB). Some of these crossings were upgraded between 1999 and 2001 but are still locally monitored. Upgrading level crossings on the route by installing CCTV monitoring from the signalling centre at Saxmundham could lead the way to a raise in the maximum line speed, currently 55 mph.

The opportunity exists at Lowestoft to remodel the station forecourt to allow buses to interchange with trains. This would fit in with the North Lowestoft Transport Strategy.

We will continue to work towards provision of infrastructure improvements on the East Suffolk Line for an hourly interval service to operate.

We will work towards the creation of a bus and rail interchange at Lowestoft station.

7.4.3 Station improvements

The East Suffolk Line Community Rail Partnership (ESL CRP) has already been successful in effecting some minor improvements at stations, such as better signage and new shelters, improved station ambience etc. The ‘one’ prefers to work with the ESL CRP to improve station facilities and this is expected to continue. Improved car parks on the route are part of this programme including a 30-car space car park at Melton station.

We will work with the partners in the East Suffolk Line Community Rail Partnership to facilitate improvements to station facilities and station car parks on the East Suffolk Line.

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7.5 Saxmundham – Leiston – Sizewell

7.5.1 Existing situation

The former Saxmundham - Aldeburgh branch line closed to passenger traffic in 1966 and remains open to freight traffic between Saxmundham and Sizewell Sidings, approximately one mile on the Aldeburgh side of the former Leiston Station. The railway is intact as far a Leiston and in use for a weekly freight working conveying waste material from Sizewell Power Station to Sellafield for reprocessing. This traffic is only generated by Sizewell A nuclear power station. There is no traffic generated by the Sizewell B power station.

Sizewell A is expected to close in 2006. Rail freight traffic is expected to continue for about seven years during the decommissioning process after which there is likely to be no further traffic for the branch and closure of this freight only line would be inevitable.

7.5.2 Proposed new station at Leiston

Leiston is the largest town in the coastal area between Woodbridge and Lowestoft and is in need of regeneration. Reopening the branch line to passenger traffic as far as Leiston would require upgrading of the track and level crossings on this line. Only one platform would be needed at Leiston because the line is single track throughout. There is a need for a feasibility study to be commissioned to examine the long-term strategic value of reopening the branch line to Leiston to passenger traffic, potential sites for a station and alternative modes of public transport.

We will work towards to commissioning of a study to report on the feasibility of reopening the line between Saxmundham and Leiston to passenger trains and the construction of a new station at Leiston.

7.6 Lowestoft – Norwich

7.6.1 Existing situation

The current passenger service on the Lowestoft - Norwich line is of hourly frequency Monday to Saturday. The train service on this line calls at Oulton Broad North and in Suffolk, the line operates via Reedham and Brundall in Norfolk. The Sunday service is of a two-hourly frequency between Lowestoft and Norwich. Bus services between Lowestoft and Norwich can take around 1 hour 15 minutes whilst the slowest train service only takes 44 minutes. The passenger service is well used with some overcrowding during peak times occurring.

7.6.2 Improving the service

Most of this route is still signalled by semaphore signals. Resignalling of the line could increase capacity and ease the road traffic bottleneck at Oulton Broad North . This will be of great benefit in the event of a half-hourly frequency service being introduced on this route.

Improvements to bus/rail interchange at Lowestoft and Oulton Broad North would be of great benefit to rail and bus users.

We will continue to work towards signalling improvements on the Lowestoft to Norwich line and a half-hourly frequency passenger service.

7.7 Norwich – Brandon – Ely – Cambridge

7.7.1 Existing situation

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On the line between Norwich and Ely only two stations serve settlements in Suffolk. These are at Brandon and Lakenheath. Lakenheath station is remote from the village of that name and is only served by only one train in each direction daily Mondays to Saturdays. Brandon station is served by the ‘one’ operated Cambridge – Norwich service stopping there on a 2-hourly frequency. The line is also used by Central Trains services from Norwich to Peterborough, the North-West and Midlands. Most of these services only call at Thetford between Norwich and Ely.

7.7.2 Planned improvements

The aim is for an hourly frequency train service in each direction stopping at Brandon to be provided. There are several little used stations on the Norwich – Ely route and one of these is at Lakenheath. The RSPB is intending to open a visitor centre at their bird sanctuary at Lakenheath Fen, which is near to Lakenheath station. In the event of visitor numbers being high, there could be potential for more trains to call at Lakenheath in the future. Suffolk County Council would not support any future proposal to close Lakenheath station unless an hourly frequency service calling at Brandon is put in place.

We will work towards improving the appearance of Brandon station and for the provision of an hourly interval service calling there in both directions. Attempts to close Lakenheath station would be opposed unless an hourly interval service is put in place at Brandon station.

7.8 Sudbury – Marks Tey

7.8.1 Existing situation

The service between Sudbury and Marks Tey operates at approximately hourly intervals Monday to Saturday. An all year round Sunday service is provided. Branch line trains connect at Marks Tey with main line trains to London, Colchester and Ipswich. A single 2-car train operating a shuttle service provides the branch line passenger services. There are intermediate stations at Bures and & Wakes Colne in Essex.

7.8.2 Planned Improvements

Bus rail interchange facilities would help to relieve congestion and assist passengers at Sudbury. Land has been available at Sudbury station to facilitate a bus/rail interchange next to the railway station, which if built would prevent the need for passengers to walk to and from Sudbury bus station.

We will work towards provision of improved interchange between trains and buses at Sudbury station.

7.8.3 Proposed new station at Great Cornard

A new station could be located on the Marks Tey - Sudbury branch line approximately 1 km from Sudbury Station which is the present railhead for the Great Cornard area. The site would be adjacent to a redeveloped mill site near a level crossing. A station here would serve the extensive residential area of Great Cornard. There is a need for a study to be commissioned to look at the feasibility of this scheme.

We will work to commission a study to report on the feasibility of a new station at Great Cornard.

7.9 Bus to rail links

Different destinations would require different railheads to be used for a bus/coach link.

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7.9.1 Mildenhall & Lakenheath

Mildenhall is a settlement with a population of 12,827, 38 miles by road from Ipswich and 21 miles from Cambridge. Lakenheath is approximately 5 miles from Mildenhall. The nearest railway stations are at Bury St Edmunds (12 miles), Kennet (6 miles) and Thetford (11 miles). The USAF has two large bases at Mildenhall and nearby Lakenheath. These have a compliment of approximately 7,000.

In this case Bury St Edmunds has been evaluated as a railhead for journeys to Ipswich. Journeys for Peterborough and beyond would be routed via Bury St Edmunds. Journeys for Cambridge and beyond have been evaluated via Kennet or Newmarket.

Bus services sponsored by Suffolk County Council currently operate between Lakenheath, Mildenhall and Newmarket past Kennet rail station. The journey to Kennet station takes about 15 minutes, as such a dedicated coach link would be likely to secure little advantage in terms of journey time compared to the existing bus service. The introduction of through ticketing arrangements with rail tickets sold at travel agents in Mildenhall valid on the local bus service should be considered.

Bus services also sponsored by Suffolk County Council currently link Mildenhall and Lakenheath with Thetford and Bury St Edmunds. It is however felt that a high quality express coach-rail link service would be appropriate here, for passengers travelling to Ipswich and beyond. A 20-minute journey time does not seem to be too ambitious for such a service.

We will pursue and facilitate integration between rail and bus services at stations at Bury St Edmunds, Kennet and Newmarket for bus services to Mildenhall and Lakenheath.

7.9.2 Haverhill

Haverhill has a population of approximately 20,000 and is geographically to the far south and west in the County of Suffolk. As such it is distant from most rail links both inside and outside the County. The nearest station is 12 miles away at Dullingham in Cambridgeshire, on the Newmarket to . Audley End (Essex) is particularly well suited to connecting with rail services to London. However timings are not always ideal, connections are not guaranteed, and through tickets are not available. Adding an earlier service to Audley End to cater for commuter traffic could develop this service. Through ticketing with tickets sold at travel agents in Haverhill, would also improve links to London via this route. A dedicated bus link may improve journey times from about 2 hours to London, to perhaps 1 hour 45 minutes. However patronage figures are unlikely to justify a separate service. An alternative railhead for a fast bus service from Haverhill is Stanstead Airport, from where the are frequent trains to London Liverpool Street.

A 15-minute interval commercially operated bus service linking Haverhill with Cambridge exists, which passes near the railway station (Hills Road). If this bus service also served the station forecourt at Cambridge, the opportunity would then exist to introduce through tickets to rail destinations issued by the bus driver by using modern Wayfarer ticket machines. This would seem to be the best opportunity for a rail-bus link serving Haverhill as the bus service already exists.

Haverhill is also served with an approximately two-hourly bus service to Newmarket station.

The existing bus service to Sudbury runs almost hourly between 6 am and 6 p.m. However, connections are poor at Sudbury, with either very long interchange times (up to 50 minutes from Sudbury rail station) or shorter interchange times (20 minutes to Sudbury rail station). The walking time between the bus and rail stations at Sudbury is about 5 minutes. Proposals for a bus/rail interchange at Sudbury rail station are being progressed.

We will pursue and facilitate integration of ticketing and timetabling between rail and Haverhill bus services at stations at Cambridge, Newmarket and Sudbury.

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7.9.3 Southwold and Aldeburgh

The Suffolk County Council sponsored 521 bus service give the best opportunity to progress the virtual branch line concept as it is already timed to connect with trains at Halesworth (for Southwold) and Saxmundham (for Leiston, Thorpeness and Aldeburgh). It is expected that through ticketing to and from rail services to Southwold via the interchange at Halesworth station will be resumed. It is expected that similar integrated ticketing will also be introduced for the service to Aldeburgh, via Saxmundham station.

We will pursue and facilitate through ticketing for rail and bus to Southwold (via Halesworth station) and Aldeburgh (via Saxmundham station). We will also continue to facilitate connecting timetables at these railheads.

8 Freight

8.1 Background

During 2001, the Strategic Rail Authority (SRA) published it’s Freight Routing Strategy to meet the expected growth in freight traffic carried by rail as a result of meeting targets contained in the Government’s 10-year transport plan. These targets included freight carried by rail to increase by 80% over the period of the 10-year plan. The strategic planning role has since passed to the Department for Transport Rail Division (DfT Rail) as a result of the abolition of the SRA under the provisions of the Railways Act 2005.

The Freight Routing Strategy proposed upgrading the route between Felixstowe and Nuneaton (F2N) via Ipswich, Ely, Peterborough and Leicester to W10/W12 to enable trains with 9’6” containers to be routed via the cross-country route to join the at Nuneaton. The objective was to divert freight traffic from the Port of Felixstowe via the cross-country route instead of the current route via the (the North London Line is already heavily congested). This would then free up paths for passenger trains to and from Liverpool Street. The Freight Routing Strategy did however keep open the option of upgrading the route between Felixstowe and Nuneaton via London.

When the budget for the SRA was reduced by £312m over three years in 2002, the SRA shelved the F2N cross-country scheme in favour of upgrading the route from Felixstowe to the West Coast Main Line via London. The improvement of Ipswich Tunnel in 2004 to take trains with 9’6” containers was part of this work. Work was also carried out during the latter part of 2004 to rebuild road bridges over the Felixstowe branch at Wellesley Road, Derby Road and Levington.

8.2 The cross-country route

The Network Output Strategy (NOS) was published by the SRA during the latter part of 2003, which after consultation clarified that the Felixstowe to Peterborough route via Ely was to be classified Secondary Main, meaning the route would continue to receive full maintenance and renewals. This is because some freight traffic from Felixstowe is sent over this route.

It is understood that as part of the Route Utilisation Strategy for the , an upgrading of loading gauge for the Ipswich to Peterborough route via Ely was being considered by the SRA. The greatest proportion of costs for the F2N project would be for the route west of Peterborough, notably Manton Tunnel and in the Leicester area. Upgrading of the Ipswich – Peterborough route would allow trains with the larger containers to be routed to some northern destinations from Felixstowe via Peterborough and the East Coast Main Line.

Hutchison Ports UK (HPUK) propose, as part of their application for reconfiguration of the southern part of the Port of Felixstowe to fund gauge enhancement of the route between Ipswich and the Suffolk rail strategy Page 28 of 32

Yorkshire terminals via Bury St Edmunds, Ely, Peterborough and the East Coast Main Line. HPUK also propose to fund the partial double tracking of the Ipswich – Felixstowe route for 7.15 km between Trimley and . The timescale for these enhancements would be around 2008/9 and is dependant upon the HPUK application being approved.

Another benefit of the enhancement of the Ipswich Peterborough route is the long-term reliability of passenger services using this line. Any freight trains from Felixstowe diverted via Peterborough and the East Coast Main Line from the London route could potentially release freight paths, which could be considered for passenger traffic on the Great Eastern Main Line.

We will pursue and lobby for enhancement of the F2N cross-country route and support the proposal to increase freight capacity on the Felixstowe branch line.

8.3 The route via London

Work to enlarge Ipswich Tunnel for gauge enhancement was completed early September 2004. The working timetable for the Great Eastern Main Line shows two freight paths per hour between Ipswich and Stratford.

We will pursue and lobby for diversion of freight traffic to the cross-country route via Bury St Edmunds, where practicable, to free more paths on the Great Eastern Main Line for passenger trains.

8.4 Lowestoft

EWS uses Lowestoft Yard as a freight terminal for the transhipment of mud-oil between road and rail. This traffic is moved by “Network” shared-user trains between Lowestoft and Aberdeen and by road between the railhead near the station and the customer’s premises. The availability of the site is essential for this business to continue

The freight operator, EWS advises that they expect their customer to continue using rail to move this traffic by rail.

EWS are continuing to seek opportunities in the Lowestoft area, which would make more use the freight terminal there.

We will continue to encourage use and development of rail freight facilities at Lowestoft.

8.5 Freight terminals at Bury St Edmunds and Barham

Aggregate is moved regularly from Leicestershire to terminals at Bury St Edmunds and Barham (just north of Ipswich) by rail. This traffic is considerable and reduces the movement of this traffic by the A14 trunk road.

Reinstatement of the F2N cross-country scheme around 2008 would bring many benefits to users of the rail system, both freight and passenger. Upgrading the Ipswich – Peterborough section would enable some freight traffic from Felixstowe to be re-routed via the East Coast Main Line.

The continued operation of the Barham and Bury St Edmunds aggregate terminals is essential to prevent increased use of very heavy lorries on the A14 with this traffic.

We will continue to encourage use and development of rail freight facilities at Bury St Edmunds and Barham.

8.6 Increasing movement of freight by rail

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We will pursue and encourage the transfer and movement of essential freight traffic by rail, to reduce congestion and accidents on the roads of Suffolk.

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9 Regional rail map of East Anglia

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10. Transport Corridors in Suffolk • Norwich to Colchester: Great Eastern Mainline (Train) plus A12(S), A14(part) and A140 (Grey) • Cambridge/Peterborough to Felixstowe: Felixstowe Branch and Cross Country (Train) plus A14 (Red) • Cambridge to Norwich: Cambridge to Norwich via Brandon (Train) plus A14 and A11 (Plum) • Ipswich to Lowestoft: East Suffolk Line (Train) plus A12 between Ipswich and Lowestoft (Blue)