report n o ipswich northern route study - suffolk · report no 70023942-wsp-rpt-s1-001 ipswich...

94
REPORT N O 70023942-WSP-RPT-S1-001 IPSWICH NORTHERN ROUTE STUDY STAGE 1 STRATEGIC STUDY DRAFT INTERIM REPORT DECEMBER 2016

Upload: phamkhanh

Post on 04-Jun-2018

217 views

Category:

Documents


0 download

TRANSCRIPT

REPORT NO 70023942-WSP-RPT-S1-001

IPSWICH NORTHERN ROUTE STUDY STAGE 1 STRATEGIC STUDYDRAFT INTERIM REPORT

DECEMBER 2016

DRAFT Project no: 70023942 Date: December 2016

–WSP | Parsons Brinckerhoff 62-64 Hills Road Cambridge CB2 1LA

Tel: +44 1223 558050 Fax: +44 1223 558051 www.wsp-pb.com

IPSWICH NORTHERN ROUTE STUDY STAGE 1 STUDY - INTERIM REPORT Suffolk County Council

Q U A L I T Y M A N A G E M E N T ISSUE/REVISION FIRST ISSUE REVISION 1 REVISION 2 REVISION 3

Remarks First Draft

Date December 2016

Prepared by Jonathan Delahoche

Signature

Checked by Philip Clark

Signature

Authorised by Neil Poulton

Signature

Project number 70023942

Report number 70023942-WSP-RPT-S1-001

File reference

\\uk.wspgroup.com\central data\Projects\700239xx\70023942 - Ipswich Northern Route\C Documents\Reports\161219 - Strategic Study - Stage 1 - Ipswich Northern Routes.docx

ii

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

TABLE OF CONTENTS EXECUTIVE SUMMARY .............................................................................1

1 INTRODUCTION ...........................................................................3

2 POLICY REVIEW ..........................................................................9

3 EXISTING TRANSPORT CONDITIONS .....................................19

4 SOCIO ECONOMIC CONTEXT ..................................................53

5 ENVIRONMENTAL & BUILT ENVIRONMENT CONSTRAINTS ..........................................................................61

6 FUTURE SITUATION .................................................................70

7 THE NEED FOR INTERVENTION ..............................................78

8 CONCLUSIONS ..........................................................................85

T A B L E S TABLE 2-1 POLICY DOCUMENTS ..................................................................9TABLE 2-2 EXPECTED JOBS GROWTH BY SECTOR .................................. 15TABLE 3-1 SUFFOLK HIGHWAY HIERARCHY ............................................. 20TABLE 3-2 EXISTING ‘IPSWICH BUS’ SERVICES IN THE NORTH OF

IPSWICH...................................................................................... 27TABLE 3-3 LOCAL BUS SERVICES BY OTHER BUS OPERATOR .............. 27TABLE 3-4 METHOD TO TRAVEL TO WORK – IPSWICH BOROUGH

COUNCIL – COMPARISON BETWEEN 2001 AND 2011 CENSUS DATA ........................................................................................... 33

TABLE 3-5 METHOD TO TRAVEL TO WORK – LOCAL PARISHES – 2011 CENSUS DATA ............................................................................ 35

TABLE 3-6 DFT AADT TRAFFIC FLOWS SUMMARY .................................... 37TABLE 3-7 STRATEGIC ROAD NETWORK A14 / A12 ANNUAL AVERAGE

JOURNEY TIME (CLASS 1 VEHICLES - CARS) .......................... 40TABLE 3-8 STRATEGIC ROAD NETWORK A14 / A12 ANNUAL AVERAGE

JOURNEY TIME AND SPEED (CLASS 1 VEHICLES - CARS) ..... 41

iii

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

TABLE 3-9 STRATEGIC ROUTE NETWORK A14 / A12 PEAK HOUR JOURNEY DELAY COMPARED TO OVERNIGHT PERIOD (CLASS 1 VEHICLES - CARS) ..................................................... 41

TABLE 3-10 ROUTE THROUGH IPSWICH URBAN NETWORK – A12 / A1214 / VALLEY ROAD / NORWICH ROAD / A14 (CLASS 1 VEHICLES - CARS).......................................................................................... 42

TABLE 3-11 A14 / A12 / A1214 VALLEY ROAD / NORWICH ROAD - ANNUAL AVERAGE JOURNEY TIME AND SPEED (CLASS 1 VEHICLES - CARS).......................................................................................... 42

TABLE 3-12 URBAN ROUTE NETWORK A14 / A12 / A1214 VALLEY ROAD PEAK HOUR JOURNEY DELAY COMPARED TO OVERNIGHT PERIOD (CLASS 1 VEHICLES – CARS) ...................................... 43

TABLE 3-13 ROUTE THROUGH IPSWICH URBAN NETWORK – A12 / A1214 / A1156 / NORWICH ROAD / A14 (CLASS 1 VEHICLES - CARS) .. 44

TABLE 3-14 A14 / A12 / A1214 / A1156 / NORWICH ROAD - ANNUAL AVERAGE JOURNEY TIME AND SPEED (CLASS 1 VEHICLES - CARS).......................................................................................... 44

TABLE 3-15 URBAN ROUTE NETWORK A14 / A12 / A1214 VALLEY ROAD PEAK HOUR JOURNEY DELAY COMPARED TO OVERNIGHT PERIOD (CLASS 1 VEHICLES – CARS) ...................................... 45

TABLE 3-16 RURAL ROUTE (NORTH OF IPSWICH) – B1078 (ALL CLASS VEHICLES) .................................................................................. 45

TABLE 3-17 RURAL ROUTE – B1078 – ANNUAL AVERAGE JOURNEY TIME AND SPEED (ALL CLASS VEHICLES) ........................................ 45

TABLE 3-18 RURAL ROUTE B1078 JOURNEY DELAY COMPARED TO OVERNIGHT PERIOD (ALL CLASS VEHICLES).......................... 46

TABLE 3-19 RURAL ROUTE (NORTH OF IPSWICH) – B1079 LINK BETWEEN B1078 AND A12 NEAR WOODBRIDGE – ANNUAL JOURNEY TIME AND SPEED (ALL CLASS VEHICLES) ............................... 46

TABLE 3-20 RURAL ROUTE B1078 JOURNEY DELAY COMPARED TO OVERNIGHT PERIOD (ALL CLASS VEHICLES).......................... 47

TABLE 3-21 A14 TRUNK ROAD ...................................................................... 49TABLE 3-22 A12 EAST OF IPSWICH............................................................... 50TABLE 3-23 NORWICH ROAD ........................................................................ 50TABLE 3-24 A1214 VALLEY ROAD ................................................................. 50TABLE 3-25 A1156 CROWN STREET ............................................................. 51TABLE 3-26 B1078 .......................................................................................... 51TABLE 4-1 LOCAL POPULATION – COMPARISON BETWEEN 2001 AND

2011 CENSUS DATA ................................................................... 53TABLE 4-2 DWELLINGS – COMPARISON BETWEEN 2001 AND 2011......... 55TABLE 4-3 EMPLOYMENT LEVEL IN THE IPSWICH AREA – 2011 CENSUS

DATA ........................................................................................... 55TABLE 4-4 DISTANCE TRAVELLED TO WORK – 2011 CENSUS DATA ....... 56TABLE 6-1 LOCAL HOUSING GROWTH 2011 – 2031 ................................... 71TABLE 6-2 TEMPRO FORECAST CHANGE IN CAR OWNERSHIP (BASE

YEAR 2011 – FUTURE YEAR 2031) ............................................ 74TABLE 6-3 TEMPRO TRIP END GROWTH FACTORS 2015 TO 2031 ........... 75TABLE 6-4 TEMPRO GROWTH FACTOR 2015 - 2031 .................................. 75TABLE 6-5 FORECAST TRAFFIC BETWEEN 2015 AND 2031 ...................... 76

iv

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

TABLE 7-1 ESTIMATED A14 (ORWELL BRIDGE) FLOW IMPACT BY ROUTE CORRIDOR OPTION IN 2036 ...................................................... 84

F I G U R E S FIGURE 1-1 GEOGRAPHICAL OPTION DELIVERY STUDY AREA ...................4FIGURE 1-2 ROAD TRAFFIC STRATEGIC STUDY AREA (WITH AADT FLOWS

– SOURCE: DFT WEBSITE) ..........................................................5FIGURE 2-1 ESTIMATED HOUSING DELIVERY AND PREVIOUSLY

DEVELOPED LAND (PDL) TRAJECTORY (INCLUDING SITES WITH PLANNING PERMISSION AND UNDER CONSTRUCTION)13

FIGURE 2-2 NUMBER OF JOBS IN IPSWICH FROM 1991 TO 2031 – EEFM . 14FIGURE 2-3 PROPOSED HOUSING DISTRIBUTION ACROSS SUFFOLK

COASTAL DISTRICT 2010 TO 2027 ............................................ 16FIGURE 2-4 MID SUFFOLK DISTRICT COUNCIL – HOUSING PROVISION

AND DISTRIBUTION .................................................................... 18FIGURE 3-1 LOCAL AND STRATEGIC ROAD NETWORK .............................. 22FIGURE 3-2 NATIONAL RAIL NETWORK ........................................................ 24FIGURE 3-3 TABLE OF EXPECTED PASSENGER STATION UTILISATION

GROWTH..................................................................................... 24FIGURE 3-4 IPSWICH BUSES NETWORK ...................................................... 26FIGURE 3-5 IPSWICH NORTH BUS NETWORK ............................................. 28FIGURE 3-6 NATIONAL CYCLE NETWORK NEAR THE STUDY AREA .......... 30FIGURE 3-7 IPSWICH CYCLE MAP ................................................................ 32FIGURE 3-8 IPSWICH CYCLING ISOCHRONES ............................................. 32FIGURE 3-9 JOURNEY TIME LINKS................................................................ 39FIGURE 3-10 2015 AADT AS PERCENTAGE OF THE CALCULATED CRF ...... 48FIGURE 4-1 IPSWICH BOROUGH POPULATION BY AGE GROUP ................ 54FIGURE 4-2 NUMBER OF CARS OR VANS PER HOUSEHOLDS ................... 57FIGURE 4-3 EXISTING RETAIL AREAS IN IPSWICH ...................................... 59FIGURE 4-4 EXISTING EDUCATIONAL FACILITIES ....................................... 60FIGURE 5-1 LOCAL CULTURAL HERITAGE CONSTRAINTS ......................... 62FIGURE 5-2 ENVIRONMENTALLY SENSITIVE AREAS .................................. 63FIGURE 5-3 TERRAIN ..................................................................................... 66FIGURE 5-4 AGRICULTURAL LAND CLASS ................................................... 67FIGURE 5-5 OVERALL CONSTRAINTS MAP .................................................. 69FIGURE 6-1 HOUSEHOLDS GROWTH (LOCAL DISTRICTS AND BOROUGH)71FIGURE 6-2 JOBS AND WORKERS FORECAST 2011 TO 2031 ..................... 72FIGURE 6-3 TEMPRO FORECAST PERCENTAGE CHANGE IN CAR

OWNERSHIP 2015 TO 2031 ........................................................ 74FIGURE 6-4 2031 AADT AS PERCENTAGE OF THE CALCULATED CRF ...... 77FIGURE 7-1 INITIAL IPSWICH NORTHERN ROUTE OPTIONS ...................... 82

v

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

A P P E N D I C E S A P P E N D I X A 2011 CENSUS WORK TRIP DISTRIBUTIONA P P E N D I X B NETWORK PERFORMANCEA P P E N D I X C NETWORK SAFETYA P P E N D I X D IPSWICH ECONOMIC FACTSHEETA P P E N D I X E NATIONAL GRID NETWORKA P P E N D I X F ENVIRONMENTAL CONSTRAINTS SUMMARY MAP

1

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

EXECUTIVE SUMMARYWSP | Parsons Brinckerhoff (WSP | PB) has been commissioned by Kier on behalf of Suffolk County Council (SCC) to prepare a strategic study of potential Ipswich Northern Route (INR) transport scheme options.

This Stage 1 interim report sets out the existing transport conditions and baseline situation to 2031 in the north of Ipswich, based on the existing planning backdrop and current committed schemes. The report intends to identify constraints and opportunities which may affect the potential design of options to be developed in the next stage of the study.

The INR study aims to consider multi-modal transport opportunities including road, rail, bus, cycle and other strategic interventions in order to facilitate and support the delivery of housing and employment growth in the North of Ipswich.

Specifically the aim of the Study is to:

“Strategically review, short list and assess, the strategic viability of transport capacity improvements, in order to facilitate and support the delivery of housing and employment growth in north Ipswich and the wider Ipswich area”

The geographical scope for identification and implementation of INR options focuses on a broad arc to the north of Ipswich, covering an area broadly defined as between the A12 to the east, and the A14 to the west, as far south as the current boundary of Ipswich and as far north as between Coddenham (to the west) and just below Ufford (to the West).

Outside of this geographical area for option delivery, the wider study area for highway impact assessment considers the wider regional strategic road network using the Suffolk County Transport Model (SCTM). This enables an assessment of wider impact analysis of INR options across the County.

This interim study identifies that Local Plans and the East Anglia LEP expect significant growth both in terms of housing and employment within the wider Ispwich area. On this basis an evidence base is identified to highlight the importance of improving the integrated transport network and to tackle congestions in order, to and deliver the required residential and employment growth targets.

This report identifies the existing issues of capacity on the highway network, and gaps in public transport infrastructure and the cycle network provision. It has also identifies a growing local proportion of vehicles ownership, especially in rural areas, which encourages people to travel by car, increasing the constraint on network capacity.

The current local and strategic highway network suffers from frequent and severe delays, generating pollution, reducing safety of road users and constraining the local and regional economic market. The congestion on the A14 has also an impact on strategic areas such as the Port of Felixstowe, with particular issues related to the Orwell Bridge Crossing.

In consideration of a high level study of the environmental constraints, three indicative corridors for the potential delivery of a northern relief road have been identified and tested in initial modelling, within the SCTM. These options have been identified as an Outer Route Corridor, Middle Route Corridor and Inner Route Corridor.

2

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

From initial modelling analysis, it appears that an Inner Route Corridor and Middle Route Corridor have the largest potential for attracting trips from Ipswich, and the Orwell Bridge Crossing. These options also perform well in terms of reducing overall travel times and distances travelled. An Outer Route Corridor provides more of strategic benefit but provides less benefit to reducing congestion with Ipswich.

In order to conduct a robust comparison between the options, and develop them further, further modelling in the next stage of this study is required as the junction types, sizes and connectivity of the route will have a significant impact on the performance of these options in the model.

Overall, this report has demonstrated that the wider Ipswich are area is expected to continue to growth in the future, and action is needed to avoid the adverse impact this will likely have on the local and strategic highway network, potentially limiting housing and employment growth. Indicative northern relief road options have been identified and these will now be developed further, and informed through further modelling, within the second stage of this study.

3

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

1 INTRODUCTION1.1 INTRODUCTION

1.1.1 WSP | Parsons Brinckerhoff (WSP | PB) has been commissioned by kier on behalf of Suffolk County Council (SCC) to prepare a strategic study of potential Ipswich Northern Route (INR) transport scheme options.

1.1.2 This Stage 1 interim report sets out the existing transport conditions and baseline situation to 2031 in the north of Ipswich, based on the existing planning backdrop and current committed schemes. The report intends to identify constraints and opportunities which may affect the potential design of options to be developed in the next stage of the study.

1.1.3 The INR study aims to consider multi-modal transport opportunities including road, rail, bus, cycle and other strategic interventions in order to facilitate and support the delivery of housing and employment growth in the North of Ipswich.

1.1.4 Specifically the aim of the Study is to: “Strategically review, short list and assess, the strategic viability of transport capacity improvements, in order to facilitate and support the delivery of housing and employment growth in north Ipswich and the wider Ipswich area”

1.1.5 In addition to the Upper Orwell Crossing (UOC), there is likely to be the need for additional strategic transport interventions to the north of Ipswich to enable growth. These intervention are needed to improve connectivity between the A14 and A12, enabling the delivery of growth and reduce travel distances and journey times for transit vehicles, in turn reducing pressure on the A14, especially near the Orwell Bridge and Copdock interchange. Whilst the specific detail of the UOC scheme is still emerging, this study assumes the UOC is in place within the baseline forecasting to 2031 as it has been recognised as a NSIP (Nationally Significant Infrastructure Project).

1.1.6 The emerging INR options under consideration include single and dual carriageway strategic road options, full relief road, half a relief road and local distributor-type roads, as well as public transport improvements (such as enhanced rail frequency, a new rail station, re-invigorated Park and Ride system, bus priority schemes, road space reallocation, localised junction improvements and cycleway enhancements). All of these options will aim to help enable sustainable future growth in the north of Ipswich.

1.1.7 It is anticipated that implementation of the INR would assist in facilitating development already allocated but not yet built in the northern Greater Ipswich area. These developments have already been allocated within the Ipswich Borough Council Local Plan and are likely to address a significant proportion of Ipswich housing need. However, improving transport accessibility in the north of Ipswich could also create additional capacity for further housing growth, in addition to existing site allocations, looking beyond 2031.

4

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

1.2 STUDY AREA

1.2.1 The geographical scope for identification and implementation of INR options focuses on a broad arc to the north of Ipswich, covering an area broadly defined as between the A12 to the east, and the A14 to the west, as far south as the current boundary of Ipswich and as far north as between Coddenham (to the west) and just below Ufford (to the West), as illustrated in Figure 1-1 below.

1.2.2 Outside of this geographical area for option delivery, the wider study area for highway impact assessment considers the wider regional strategic road network using the County wide model. This enables an assessment of wider impact analysis of INR options across the County. This area of wider strategic network assessment of options is show and defined in Figure 1-2.

Figure 1-1 Geographical Option Delivery Study Area

1.3 STRATEGIC IMPACT OF THE SCHEME

1.3.1 The northern wider Ipswich area does not currently benefit from any strategic east-west highway infrastructure link, capable of not only relieving traffic volumes on the wider strategic A14/A12 trunk road network to the south but also the local urban and rural areas. The INR scheme therefore has potential to deliver a positive effect on road capacity at both a local and strategic level, including areas beyond the immediate study area.

1.3.2 This report therefore looks to identify proposed interventions which can benefit the northern wider Ipswich area at two levels, comprising of:

5

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

Local – the corridor would allow delivering planned growth, providing improved access to homes and jobs and potentially delivering an improved local bus and cycle network; and

Strategic – the role of the corridor in the context of the national rail and strategic road network.

1.3.3 Figure 1-2 shows the extent of the strategic road network considered within this study, which in turn also encompasses the local road network. As well as demonstrating the Strategic Study area, the Figures also shows the current indicative Annual Average Daily Traffic Flows (AADT), which is discussed further into this report and helps provide an indication of existing capacity constraints on the existing local and strategic road network.

Figure 1-2 Road Traffic Strategic Study Area (with AADT Flows – source: DfT website)

1.4 SCHEME STUDY OBJECTIVES

1.4.1 The proposed objectives for the INR study are to identify options which have the potential to:

Provide sufficient additional transport capacity to enable the growth of residential and employment growth in North Ipswich and the wider Ipswich area;

Reduce congestion within Ipswich Town Centre, along the A1214 Valley Road to the north and have a positive impact on the A14 strategic network especially between the Copdock Roundabout – junction 55 –, the Orwell Bridge, and Sevens Hills Roundabout – junction 58.

6

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

Improve Sustainable methods of transport within the East to West corridor to the north of Ipswich and links from the north of Ipswich to the Town Centre. Reducing congestion on the A1214 and potentially freeing up additional road space for bus service or cycle infrastructure.

Reduce rat running journeys that are made on roads that are unsuitable for high peak hour traffic volumes and heavy goods vehicles.

Improve air quality and reduce noise on some existing corridors by reducing traffic congestion and potentially reducing travel distances.

Improve the connection between the A14 and A12 for vehicles transiting to the north of Suffolk and Norfolk.

Consider a sustainable approach to accommodating tourism growth in Suffolk Coast.

Improve attractiveness of bus services by improving journey times and reliability

Facilitate allocated housing sites in the northern fringe of Ipswich and improve accessibility to enable future potential areas of housing growth.

Enable economic growth in key employment areas such as Martlesham by improving connectivity and sustainable access.

Improve all modes access to the hospital by relieving congestion on A1214.

1.5 STAGE 1 OBJECTIVES (INTERIM REPORT)

1.5.1 This Stage 1 interim report seeks to confirm the high-level strategic case for the development and implementation of INR options.

1.5.2 To do this, this first stage of the study seeks to:

Understand the current and future context / conditions within the study area, including a review of previous studies, current policy, travel patterns, road congestion and capacity, safety, journey times, public transport options, environmental and physical constraints, future development, socio economics and labour markets; and

Establish the need for intervention through the preparation of a robust body of evidence to demonstrate the requirement for development of an appropriate improvement scheme.

1.5.3 This report establishes the background evidence base by providing a high-level assessment of the study area and a more detailed assessment of constraints within the study area which may affect the feasibility and routing of a potential east-west road routes. The principal objective of the Stage 1 interim report is therefore to:

Examine the strategic case for a new Ipswich Northern route and upgraded road connections, within the study area, as well as considering strategic sustainable transport improvements to compliment highways improvements.

1.6 STAKEHOLDERS

1.6.1 Any options developed are likely to generate significant public interest within Ipswich, Mid-Suffolk and Suffolk Coastal Districts, as well as further afield. With this in mind, as the study progresses a range of stakeholders will be consulted on preferred options.

1.6.2 The list shown below is not exhaustive but it is expected that the following key stakeholders will be consulted to help guide option development, as the study progresses:

Department for Transport;

Ipswich Borough Council;

7

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

Mid Suffolk District Council;

Suffolk Coastal District Council;

Suffolk County Council;

Highways England

Network Rail

Freight Transport Association

New Anglia Local Enterprise Partnership;

Greater Anglia LEP

Local MPs;

Ipswich Hospital

Martlesham employers

The Port of Felixstowe; and

University of Suffolk.

Local residents

1.6.3 In relation to commencement of this study, an initial stakeholder meeting was held in Ipswich on the 18th October 2016 and hosted by WSP | Parsons Brinckerhoff to discuss the scheme objectives, and review existing constraints affecting both urban development expansion, and implementation of the INR. The findings of this workshop are considered within this report.

1.6.4 The workshop was attended by representatives from the following local authorities:

East Suffolk (Suffolk Coastal & Waveney District Council)

West Suffolk (Forest Heath & St Edmundsbury)

Ipswich Borough Council

Suffolk County Council

Babergh - Mid Suffolk

1.7 REPORT STRUCTURE

1.7.1 The remainder of this interim report is structured as follows:

Chapter 2 – Policy Review: This section presents details of the current transport policy in which any INR options would come forward within;

Chapter 3 – Existing Transport Conditions: This section presents details of the current transport context, network performance and highway safety considerations associated with the study area;

Chapter 4 – Socio Economic Context: This section presents details of the current socio-economic context of the study area

Chapter 5 – Environmental Constraints: This section identifies the environmental considerations and constraints associated with the study area

Chapter 6 – Future Situation: This section presents the forecast economic and transport context associated with the operation of the INR options coming forward from this study;

8

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

Chapter 7 – Need for Intervention: This section summarises the current/future transport problems and identifies the need for intervention and highlights some focused corridors for option development, within the study area, going forward;

Chapter 8 – Conclusions: This final section summaries the findings of this Stage 1 interim report

9

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

2 POLICY REVIEW2.1 OVERVIEW

2.1.1 This section of the report sets out the current economic and transport policy base which is considered pertinent to the context of this “Ipswich Northern Route” study. This section identifies the national, regional and local transport policies for an improved transport infrastructure to the north of Ipswich.

Table 2-1 Policy Documents POLICY TYPE RELEVANCE DOCUMENTS REVIEWED

National Policy Sets out the national case for infrastructure investments.

National Planning Policy Framework (2012) National Infrastructure Delivery Plan (2016 – 2021)

Highways England Delivery Plan (2015 – 2020)Highways England Strategic Business Plan (2015-2020)

Regional Policy Sets out the regional priorities in transport infrastructure investment to support regional economic growth.

Suffolk Local Transport Plan (2011-2031)

New Anglia LEP for Norfolk & Suffolk

Local Policy Sets out the transport infrastructure priorities to support economic and housing growth.

Ipswich Borough Council Local Plan (1997 – 2027)Suffolk Coastal District Local Plan (July 2013) Mid Suffolk District Local Plan Greater Ipswich City Deal

2.2 NATIONAL POLICIES

Evidence Base

Investment in an improved east to west transport infrastructure link, within the study area of the northern wider Ipswich area, would seek to meet the Government’s National Infrastructure Plan objectives to create a national road network that improves economic productivity, thus supporting jobs and growth across the country.

The national Strategic Business Plan clearly identifies the strategic need to invest to modernise the transport network and is in line with Highway England’s Delivery Plan to support local growth with a safer network.

NATIONAL PLANNING POLICY FRAMEWORK (NPPF)

2.2.1 The NPPF states that the purpose of the planning system is to help achieve sustainable development and recognises that there are three separate but inter-linked dimensions: economic, social and environmental. The NPPF recognises the role of planning in contributing to building a strong, responsive and competitive economy and by identifying and coordinating development requirements, including the provision of infrastructure.

10

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

2.2.2 The policies within the NPPF seek to improve health, social and cultural wellbeing for all, deliver sufficient community and cultural facilities and services to meet local needs and secure a good standard of amenity for all existing and future occupants of land and buildings. Development is expected to contribute to the conservation and enhancement of the natural and historic environments and prevent development from contributing to unacceptable levels of pollution.

2.2.3 The NPPF places emphasis on good design which is a key aspect of sustainable development and should contribute positively to making places better for people and should avoid significant adverse impacts which can affect health and quality of life.

NATIONAL INFRASTRUCTURE DELIVERY PLAN 2016-2021

2.2.4 The National Infrastructure Delivery Plan 2013-2021 confirms that the government is investing £15 billion to support Highways England and the Strategic Road Network (SRN) with over 100 major schemes completed or in construction by the end of 2020-21. This includes the A14, A1, A303 and rolling out further Smart Motorways.

2.2.5 The document confirms that the (SRN) (motorways and A roads) is vital to businesses and the successful functioning of the economy. The SRN is the main freight arteries and also help people reaching a wider range of jobs.

2.2.6 A reliable and high performing SRN insures high productivity, however over time the quality of the network has declined with increased congested areas, noise and air pollution. The government confirms that it is committed to tackle these challenges by building a better network with smarter roads and modern road building techniques to “ensure the country has a road network that drives, instead of constrains, growth”.

2.2.7 In East of England the National Delivery Plan 2016-2021 confirmed that the Government has now committed to invest in a new river crossing at both Lowestoft and Ipswich.

STRATEGIC BUSINESS PLAN 2015-2020

2.2.8 The Highways England Strategic Business Plan 2015-2020 recognises that the roads which make up the SRN are a key enabler of economic growth/prosperity and are essential to quality of life across the nation. It states that 98 percent of UK manufacturers consider the condition of roads on the network to be critical to the potential success of a business and that 60 percent of congestion is caused by a general lack of available capacity.

2.2.9 Highways England considers that in order to improve the capacity and performance of the network, it will be required to:

Modernise the network;

Maintain the network; and

Operate the network.

2.2.10 The Highways England: Strategic Business Plan recognises the importance of the SRN in enabling and supporting economic growth and productivity. Investment in the SRN within the study area will support the Highways England Strategic Business Plan by improving network capacity and resilience and thus support economic growth and productivity.

HIGHWAYS ENGLAND: DELIVERY PLAN 2015-2020

2.2.11 The Highways England: Delivery Plan 2015-2020 builds on the Strategic Business Plan discussed previously and provides detail on how the HE intends to deliver strategic outcomes, measure success, identify goals and plan for the future.

11

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

2.2.12 Its focus will be on:

Supporting economic growth;

A safe and serviceable network;

A more free-flowing network;

Improved environment; and

An accessible and integrated network.

2.2.13 The ‘Highways England: Delivery Plan’ recognises the importance of supporting economic growth through the creation of a more free-flowing, integrated and accessible network. Investment in improved east-west transport infrastructure within the study area would help deliver Highways England’s strategic outcomes.

2.3 REGIONAL POLICIES

Evidence Base

Transport investment in a northern relief road, would support the New Anglia LEPs which targets growth in the northern Ipswich area, including higher education and employment, with estimates that the increase of the congestion on the roads could detriment expected employment growth.

Investment in a northern relief road would also complement the Suffolk Local Transport Plan, and contribute to the alleviation of congestion within the Town, potentially enabling greater uptake of sustainable modes of transport in the urban area, if freed road capacity is then used to provide bus and cycle priority measures.

NEW ANGLIA LOCAL ENTERPRISE PARTNERSHIP

2.3.1 New Anglia LEP sets out an ambitious plan that seeks to promote economic growth within the region over and above existing forecasts, and has identified five key sectors for rapid growth:

Advanced Manufacturing and Engineering

Agri-tech

Energy

ICT and Digital Creative

Life Sciences

2.3.2 Ipswich was identified as one of the fastest growing towns in the Country, benefiting from a high employment rate. The wider Ipswich area has strong growth prospects, including the Adastral Park and the Innovation Martlesham initiative, and locations within the northern Ipswich area have been targeted as the largest urban expansion areas. Ipswich is also a growing centre for education including the central campus for the University of Suffolk (UoS).

2.3.3 The LEP document recognises that connectivity is vital to the wider Ipswich area and outlying settlements along the A12 and A14 corridors. Congestion within the Ipswich is expected to increase by 15% to 20% by 2032, and this growth forecasts have led to the development of a number of strategic congestion alleviations projects including improvements at three major trunk road intersections on the A14 J57 and A14/A12, J55 Copdock and J58 A14/A12 Seven Hills.

2.3.4 In addition three important major projects for the wider Ipswich area are the Cornhill Project, the High Street Campus Project and the Upper Orwell Crossings.

12

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

SUFFOLK LOCAL TRANSPORT PLAN

2.3.5 Suffolk’s Local Transport Plan (LTP3) sets out the county’s transport policy, transport strategy and delivery plan for the period 2011 to 2031.

2.3.6 This Local Transport Plan demonstrates how transport will support sustainable economic growth; Suffolk County Council aims to achieve this is by:

maintaining (and in the future improving) our transport networks

tackling congestion

improving access to jobs and markets

encouraging a shift to more sustainable travel patterns.

2.3.7 The Local Transport Plan has identified challenges that will need to be overcome in the future, such as significant developments in the northern fringe and in the centre which will add transport pressure on the local, on the so called radial routes and strategic network.

2.3.8 Key transport issues for Ipswich were summarised in the Local Transport Plan as:

road maintenance,

urban realm improvement,

tackling congestion,

modernisation of bus station,

reducing separation between the town centre and waterfront,

better facilities for walking and cycling,

stronger neighbourhoods,

crossing for improved access to wet dock island site,

town centre masterplan for regeneration,

A14 improvements and A14 Orwell Bridge and Seven Hills Interchange congestion.

2.3.9 The Local Transport Plan also focuses on the need to help people to travel more sustainably into and around the town.

2.4 LOCAL POLICIES

Evidence Base

Local Plans have highlighted that growth in employment and housing could be localised to the edge of the Town, potentially increasing east to west traffic movements. The Local Plans have highlighted the benefits of a potential Ipswich Northern Route.

IPSWICH BOROUGH COUNCIL LOCAL PLAN

2.4.1 The Local Plan vision is to improve the quality of life by supporting growth and ensuring development can happen in a sustainable manner in conjunction with delivery of adequate transport infrastructure.

2.4.2 The Local Plan confirms that additional east-west highway capacity could be improved which could relieve some areas particularly subjected to congestion, such as central Ipswich.

13

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

2.4.3 Policy CS10 Ipswich Northern Fringe relates to a key area to deliver housing and growth for Ipswich for the next 15 years.

2.4.4 The Borough has acknowledged that the constrained urban boundary that imposes limitations on growth means that the northern fringe area is key to the delivery significant urban expansion.

2.4.5 The Local Plan recognises the potential capacity benefits of a northern relief road, with the opportunity to address some of the key transport issue in the Borough such as:

1. Improved east-west mobility within the central area;

2. Movements within and around the north of Ipswich; and

3. Alleviation of congestions along the A14/A12 corridors, particularly around the Orwell Bridge.

2.4.6 The Authority has indicated its intent to work with neighbouring local authorities and Suffolk County Council to further explore opportunities for delivery of the INR to meet these objectives.

2.4.7 Local Plan Policy CS7 identifies the housing demand forecast, stating that the Regional Spatial Strategy sets Ipswich Borough Council a target to accommodate at least 15,400 additional dwellings between 2001 and 2021; equivalent to 770 dwellings a year. Ipswich Borough Council subsequently revised this figure to reduce the ratio at 700 dwellings per year or 14,000 dwellings between 2001 and 2021.

2.4.8 Since 2001, development that has been constructed, or is currently under construction, has been factored in to the housing demand forecasts. However Policy CS7 confirms that the district will need to ensure the delivery of at least 4,786 additional dwellings in the Borough by 2022.

2.4.9 Table 4 of Ipswich Local Plan, illustrated in Figure 2-1 below, provides an estimate of the housing requirements and construction trajectory up to 2027. It is to be noted that on average the Local Plan aims to deliver approximately 716 homes per year.

Figure 2-1 Estimated Housing Delivery and Previously Developed Land (PDL) Trajectory (Including Sites with Planning Permission and Under Construction)

TOPIC PAPER: REVIEWING THE IPSWICH HOUSING FIGURES

2.4.10 Ipswich Borough Council’s document “Topic Paper: Reviewing the Ipswich Housing Figures” provides an evidence base on Ipswich expected growth and in particular on housing demand.

2.4.11 The document confirmed that the Core Strategy and Policy CS7 have highlighted a housing requirement of 13,550 dwellings between 2011 and 2031 (approximately 678 dwellings per year).

2.4.12 The Council has identified that land to the north of Ipswich could accommodate approximately 3,500 dwellings, together with 1,394 being allocated through the Site Allocation Plan.

14

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

2.4.13 The remainder of the requirements will look to be delivered through the granting of planning permission for schemes either within the Borough area or working with neighbouring authorities, in addition to those already completed since April 2011.

EVIDENCE ON THE APPROPRIATE SCALE OF EMPLOYMENT GROWTH TO 2031 (JAN 2014)

2.4.14 This document provides an evidence base that feeds into the Ipswich Borough Council Local Plan, on employment growth within the Borough Area, and identifies an above average number of working population (18-64 year olds) in comparison with the wider Suffolk region.

2.4.15 Particularly relevant to this study, the document provides a summary of the existing number of jobs and its forecast to up to 2031. Figure 2-2 below shows the trend in jobs number within the East of England Forecasting Model (EEFM) which takes trend data on jobs for the eastern region.

2.4.16 The document confirmed that the 2012 EEFM baseline forecast has estimated that “Ipswich had 74,500 jobs at 2011 and that this will rise by 7,500 to 82,000 by 2021 and by 12,700 to 87,200 by 2031”.

Figure 2-2 Number of jobs in Ipswich from 1991 to 2031 – EEFM

15

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

2.4.17 The following Table 2-2 provides in more details the breakdown of forecasted jobs to 2031, by sectors (source EEFM).

Table 2-2 Expected Jobs Growth by Sector

SECTOR 2011 JOBS 2031 JOBS CHANGE (+/-)

Health and care 12,600 14,600 +

Retail 8,200 9,700 +

Education 6,600 6,800 +

Finance 5,400 5,700 +

Public administration 5,400 5,000 -

Transport – land, water & air 4,300 4,900 +

Hotels & restaurants 4,200 5,000 +

Wholesale 3,800 4,400 +

Professional Services 3,800 6,100 +

Construction 3,400 4,800 +

Business Services 2,600 3,800 +

Employment Activities 2,500 3,700 +

Arts & Entertainment 2,400 3,400 +

Other Services 2,400 2,700 +

General Manufacturing 1,300 900 -

Real estate 1,100 1,800 +

Computer related activity 900 900

Transport 800 500 -

Utilities 800 600 -

Publishing & broadcasting 500 600 +

Telecoms 500 600 +

2.4.18 The evidence base document confirms the employment targets for Ipswich are set at 12,500 additional jobs within the Borough by 2031.

SUFFOLK COASTAL DISTRICT COUNCIL LOCAL PLAN

2.4.19 The Local Plan has identified areas for housing growth which includes the Eastern Ipswich area, Felixstowe and towns such as Woodbridge. Additionally employment growth is further identified on the Adastral Park site to the east of Ipswich.

2.4.20 The Council will work with partners and developers to provide a transport system that meet the needs of residents and business. The Council recognises the importance of the strategic road network and the A14 and A12 network. The Local Plan notes that parts of the network suffer from congestions such as the Orwell Bridge.

2.4.21 Furthermore, Strategic Policy SP10 – A14 & A12 notes that the section between Seven Hills and Copdock, which includes the Orwell Bridge, experiences heavy traffic and that longer term highway infrastructures measures should be identified, such as the possibility of new routes.

16

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

2.4.22 In terms of Housing, ‘Objective 2 – Housing Growth’ within the Local Plan sets minimum requirements for housing need within the District.

2.4.23 The document confirms that the District is required to deliver at least 7,900 new homes across the District area over the period 2010 to 2027 (approximately 465 homes per year).

2.4.24 Strategic Policy SP2 – Housing Numbers and Distribution, confirms this number and that the land for new homes will be distributed in accordance with the Settlement Hierarchy (Policy SP19).

2.4.25 Figure 2-3 summarises Suffolk Coastal District Council Local Plan Table 3.3 which itself summarises the forecasted land allocation. It was confirmed that a large proposition of these additional dwellings will be located within or near the study area. The Eastern Ipswich Area and Felixstowe are forecast to experience significant growth; in addition it is expected that Woodbridge would also be a centre for growth.

Figure 2-3 Proposed Housing Distribution across Suffolk Coastal District 2010 to 2027

2.4.26 ‘Objective 4 – Economic Development’ supports the growth and regeneration of the local economy within the District. The District recognises the importance and the significance of the southern part of the district area which contributes to the economic prosperity of the region, in particular Adastral Park at Martlesham and Felixstowe Port.

2.4.27 The Local Plan also makes reference and recognises the importance of Sizewell which would bring jobs opportunities of approximately 5,000 to 6,000 staff during the construction phases and between 700 to 1,000 staff for the operation phase of Sizewell C.

17

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

2.4.28 ‘Policy SP5 – Employment Land’, the Council supports the following employment area for extension and improvements:

Felixstowe Port;

Martlesham Heath Business Campus, including Adastral Park; and

Ransomes Europark as part of a wider employment corridor extending into Ipswich Borough.

2.4.29 The Council confirms that at least 8.5 hectares of employment land will be allocated to support growth and facilitate provision of new jobs.

2.4.30 The Local Plan makes reference to the Haven Gateway strategy which has identified 30,000 new jobs in the wider area which comprises Ipswich and Felixstowe in Suffolk and Harwich, Colchester and Braintree in Essex.

MID SUFFOLK DISTRICT LOCAL PLAN

2.4.31 The Local Plan recognises that the District has a higher than average number of cars per household. The District aims to promote an alternative to car and freight transportation and increase more sustainable methods of travel.

2.4.32 Core Strategy Objectives SO 6 confirms that the Council aim to provide for housing, employment, retail, infrastructure and access to provide for balanced communities.

2.4.33 Core Strategy Objectives SO 13 supports sustainable transport services and initiatives to encourage walking and cycling and other mode of transports.

2.4.34 Objectives SO 15 aims to develop vibrant and prosperous towns and centres with a range of jobs and businesses that meet the needs of local people.

2.4.35 The Core Strategy takes account of the Regional Transport Strategy objectives and will contribute to the Local Transport Plan to maintain viable communities in towns and villages.

2.4.36 In terms of housing requirements the document confirms that the Regional Spatial Strategy for housing requires Mid Suffolk to provide approximately 415 dwellings per year. Between the year 2001 to up to 2021 this would include 7,500 houses for Mid Suffolk and a further 800 homes adjacent to Ipswich.

2.4.37 The District also proposes to continue with the same housing rate (415 dwellings per annum) past 2021 and therefore a further 4,150 house would be constructed between 2021 and 2031.

2.4.38 Figure 2-4 below shows the housing anticipated provision up to 2025 in Mid Suffolk with reference to locations.

18

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

Figure 2-4 Mid Suffolk District Council – Housing Provision and Distribution

2.4.39 The District Council has suggested a growth of 6,000 jobs, between 2001 and 2021, and would require an additional 2.9 hectares of employment land.

2.4.40 The Local Plan also makes reference to the SnOasis leisure complex development, which would have the potential to provide 1,100 jobs on a self-contained site. In addition this development would have knock on effect on the local economy and would provide further jobs in Great Blackenham. It is understood that a recent Reserved Matters submission was lodged with Mid-Suffolk District Council in early November 2016, and will be determined in 2017.

2.4.41 Policy CS11 of the document confirms the aim of the council in terms of employment land supply. Further to this Policy CS11 has identified several locations which could support the employment growth such as Orion Business Park (near Ipswich) or Lion Barn in Needham Market.

GREATER IPSWICH CITY DEAL

2.4.42 The Ipswich City Deal is very much focused on jobs, especially youth employment, and seeks to grow the local economy with potential areas of employment, with sites identified for this growth are as follows:

6,500 research and innovation jobs at the Adastral Park and Innovation Martlesham;

15,000 advanced manufactured jobs in Suffolk;

Biotechnology jobs at the University of Suffolk;

Financial Services

600 jobs in the low carbon industry manufacturing jobs; and

Jobs in the Agri-science Agri-tech research bases.

19

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

3 EXISTING TRANSPORT CONDITIONS3.1 INTRODUCTION

3.1.1 This section of the strategic study provides a summary of the current transport situation in the study area, seeking to highlight key constraints and issues affecting transport capacity in the north of Ipswich, covering:

Transport Networks;

Travel Demand;

Network Operation;

Network Safety;

3.2 EXISTING HIGHWAY NETWORK DESCRIPTION

Evidence Base

The local strategic route network is predominately formed by the A14 trunk road that also acts as an Ipswich western and southern bypass and connection to the A12 trunk road, in the direction of London to the south. The A12, although not managed by Highway England on this section, continues as a strategic link to the north, towards Lowestoft.

Within the study area the A1214 and A1156 form part of the key local highway network on the east to west corridor within the study area.

There are several radial routes that connect the north of Ipswich, and its village settlements, to Ipswich Town Centre; such as Henley Road, Tuddenham Road or Westerfield Road.

An Ipswich Northern Relief Road could provide the ‘missing link’ in providing additional east west capacity for the Town, alleviating local congestion and enabling further needed growth in this thriving area. In addiction the scheme could potentially relieve congestion on the A14 and A12 and help resolve current congestion problems caused when the Orwell Bridge is shut.

The alignment of any relief road option will need careful assessment and be able to provide adequate junction linkages into the A14 and A12 as well as key radial routes.

Several rural roads and access roads are present in the local area which would likely require appropriate improvement to continue to efficiently link smaller settlements and the rural areas to the core highway network.

HIGHWAY CATEGORIES

3.2.1 This section looks at the key roads located within the study area.

3.2.2 For context, public highways are assigned distinct designations to identify the strategic hierarchy of the road, defining its character and likely capacity as set out in Table 3.1 below. This information is based on the guidance document “Well Maintained Highways Code of Conduct” 2005 edition (with updates from 2013), published by the Road Liaison Group

20

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

Table 3-1 Suffolk Highway Hierarchy

CATEGORY HIERARCHY DESCRIPTION TYPE OF ROADS DETAILED DESCRIPTION

1

Motorways (Note:there are no

Motorways in the study area)

Limited access - motorway regulations apply

Routes for fast moving, long distance traffic.

Fully grade separated and restrictions on use.

2 Strategic Route Trunk and some principal A

roads between primary destinations

Routes for fast moving, long distance traffic.

Little frontage access or pedestrian traffic.Speed limits are usually greater than 40mph and there are few junctions.

Pedestrian crossings are either segregated or controlled.

Parked vehicles are generally prohibited.

3a Main Distributor Major urban network and

inter-primary links Short to medium distance traffic

Routes between strategic routes. Linking urban centres to the strategic network with

limited frontage access. In urban areas speed limits are usually

40mph or less. Parking is restricted at peak times and

there are positive measures for pedestrian safety.

3b Secondary distributor

Classified roads (B and C) and unclassified urban bus routes carrying local traffic with frontage access and

frequent junctions

In rural areas these roads link larger villages and HGV generators to the

strategic and main distributor network. In built up areas these roads have 30mph

speed limits and very high levels of pedestrian activity, with some crossing

facilities. On street parking is generally unrestricted,

except for safety reasons.

4a Link road

Roads linking between the main and secondary

distributor network with frontage access and frequent junctions

In rural areas these roads link smaller villages to distributor roads.

They are of varying width and don't always allow 2 way traffic.

In urban areas they are residential or industrial inter-connecting roads with

30mph speed limits, random pedestrian movements and uncontrolled parking.

4b Local access road Roads serving limited numbers of propertie

In rural areas these roads serve small settlements.

They can sometimes provide access to individual property or land.

They are often single lane width and are unsuitable for HGVs/

In urban areas they are often residential loop roads or cul de sacs.

A14 TRUNK ROAD

3.2.3 The A14 is a major road in East Anglia, England and Europe. The A14 runs on approximately 204 km from the port of Felixstowe in Suffolk to the Catthorpe Interchange, which forms the junction between the A14 / M1 and M6 motorways. The A14 forms part of the Euroroutes E24 and E30.

3.2.4 The A14 falls into Suffolk Highway Hierarchy category 2. The road is a dual carriageway with grade separated junctions.

3.2.5 Locally the A14 acts as Ipswich southern and western bypass, and the A14 also provides a crossing of the River Orwell at the Orwell Bridge between junctions 56 and 57.

21

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

3.2.6 The main interchange and roads intersected by the A14 from east to west are:

Junction 51 – A140 (Diss)

Junction 52 (Claydon) – B1113

Junction 53 (White House) – A1156

Junction 54 (Sproughton)

Junction 55 (Copdock) – A12 and A1214;

Junction 56 – A137

Junction 57 - A1189 Nacton Road; and

Junction 58 (Seven Hills) - the A12 and A1156;

A12 ROAD

3.2.7 The A12 is also a major strategic road in Suffolk which links London to Great Yarmouth. The section between London and the Copdock interchange is managed by Highways England as part of their Trunk Road network. Another section between Great Yarmouth and Lowestoft is also managed by Highway England.

3.2.8 The A12 is intersected by the A14 between junctions 55 and 58. The A12 between Ipswich and the north of Woodbridge is a dual carriageway, however the junctions are not grade separated, but at grade roundabouts. Some minor routes have at grade restricted left turn only ‘T’ junctions.

3.2.9 The A12 operates as strategic north-south route to the east of Ipswich, providing access to the Adastral Park and Martlesham business park.

RADIAL ROUTES

3.2.10 Ipswich has approximately 16 radial routes connecting the settlements outside of the Town in nearly all directions. The roads are mostly single carriageway with two lanes of traffic allowing movements in both directions.

3.2.11 In the north of Ipswich, and within the study area the following radial roads can be summarised as:

A1156 Norwich Road;

Henley Road;

B1077 Westerfield Road;

Tuddenham Road;

Playford Road; and

A1214

3.2.12 The A1156 and the A1214 can be considered on the Suffolk road hierarchy as 3a Main Distributor Roads which connect outlying settlements to Ipswich and the strategic road network.

3.2.13 The A1156 Bury Road / Norwich Road is a single carriageway road that connects the A14 at Junction 53 to Ipswich and a shopping centre, on a northwest southeast direction. The road is provided with bus lanes (and bus gates at signalised junctions) by section and also cycle facilities shared within the footpath or as cycle lanes within the carriageway. The road is approximately 4.4km from the A14, which leads to Ipswich Town Centre.

22

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

3.2.14 The A1214 is also a major distributor road that links the A12 to Ipswich on an east to west direction, connecting to the A14 and A12 at Copdock. The A1214 has bus facilities such as lanes and cycle facilities located within the pavements. Near Ipswich Hospital the A1214 becomes Colchester Road / Valley Road / Yarmouth Road and acts as an Ipswich northern Outer Ring Road.

3.2.15 The B1077 Westerfield Road is a rural road that connects to settlements to the north of Ipswich and the B1078 and the A1120. The B1077 runs on a north to south direction towards Ipswich. Ultimately the road connects to Eye and Diss at the Norfolk border. The road can be classified as a secondary distributor road.

3.2.16 Henley Road runs parallel to the B1077 and can too be classified as a secondary distributor road. The road connects to local settlements to the north of Ipswich and terminates at a junction with the B1078.

3.2.17 Tuddenham Road is another secondary distributor road on the Suffolk hierarchy which runs north east to southwest towards Ipswich. The road ultimately connects to the B1079 at Grundisburgh.

3.2.18 Playford Road more or less runs within the same corridor as the A1214, on an east to west direction to Ipswich. The road does not have a connection to the A12 however and links to Martlesham. The road can too be considered as a secondary distributor road.

Figure 3-1 Local and Strategic Road Network

23

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

3.2.19 A rural link to the north of Ipswich is created by a succession of rural lanes and roads between Claydon and Woodbridge. This route is formed by Church Lane, Lower Road, Main Road, Grundisburgh Road, Boot Street and the B1079. This route would potentially intersect with a northern radial route. This rural route, spanning between between the A12 and A14, is approximately 17.4km in length and takes approximately 21 minutes to travel the distance without traffic.

3.2.20 Alternatively the route using Church Lane from Claydon, Clay Lane and then the B1078 and B1079 up to Woodbridge would take 21 minutes without traffic over a travel distance of 18.8km.

3.2.21 The B1078 runs from Needham Market and the A14 to the northwest of Ipswich to Wickham Market and the A12. The distance between the A14 and the A12 is approximately 23.4km and it takes approximately 22 minutes to travel the distance (without traffic).

3.3 NATIONAL RAIL NETWORK

Evidence Base Ipswich Railway Station is well located on the rail network, providing direct linkages to the main core local commuter destinations of Norwich, Cambridge, Peterborough and London. Significant growth is expected on the local rail network with an increase in passenger demand by 32% to 2024 and 75% to 2043. However, key employment locations are not very well served by rail locally in and around Ipswich. Improvements to the local rail network, increases in train frequencies and improved Railway Stations, such as at Westerfield, could assist in achieving local delivery of growth within the rail network, reducing the reliance of growth being accommodated on the highway network.

3.3.1 The suitability of the existing rail network to provide a valid alternative to road based trips, within the study area, has been assessed by analysing the existing routes, stations and service frequencies.

3.3.2 The main local rail routes are all connected to Ipswich Railway Station which holds a central position on the Network. The Station is currently managed by Abellio Greater Anglia. The Station is located on the following key routes:

London Liverpool Street to Norwich;

London Liverpool Street to Ipswich;

Peterborough to Ipswich;

Cambridge to Ipswich;

Felixstowe to Ipswich; and

Lowestoft to Ipswich.

3.3.3 A plan showing the national rail network within the study area is provided in Figure 3-2.

24

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

Figure 3-2 National Rail Network

3.3.4 In addition to Ipswich Railway Station, Derby Road Railway Station and Westerfield Railway Station are also located within Ipswich Urban Area. They are also currently managed by the same rail operator.

3.3.5 Figure 3-3 below shows the expected growth in number of passenger at the local Railway Stations in or close to the study area. Based data is taken from ORR’s 2015 Annual patronage figures and growth figures are taken from Greater Anglia Route Study, March 2016

Figure 3-3 Table of Expected Passenger Station Utilisation Growth

3.3.6 The data shows that within the Study Area Ipswich Railway Station is very well used, followed by Woodbrige. Stowmarket is also well used but is outside of the Study Area.

Station Name Passengers per Annum Growth 2011 to 2023 (ARS) Growth 2013 to 2043 (ARS) Derby Road 46,336 61,164 81,088 Ipswich 3,312,564 4,372,584 5,796,987 Melton 68,516 90,441 119,903 Westerfield 9,864 13,020 17,262 Woodbridge 202,444 267,226 354,277 Stowmarket 944,466 1,246,695 1,652,816 Needham Market 91,358 120,593 159,877

25

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

3.3.7 Anglia Route Study 2016 forecasts 32% increase in local passenger demand for rail services to 2023 and 75% to 2043.

3.3.8 The Westerfield Railway Station is currently underused. However, the Ipswich Garden Suburb development will build approximately 3,500 homes and associated ancillary land uses adjacent to the station. There is therefore additional scope for growth if the Station becomes fully integrated to the Masterplan.

3.3.9 A new railway station could be provided between Ipswich and Needham Market as part of developments at Great Blakenham. Such a scheme could increase accessibility to the northwest of Ipswich.

3.3.10 However, other than Ipswich town centre, key local employment sites are currently not very well connected to the rail network making it currently less able to help deal with future increased demand for travel to work, within the local area.

3.4 BUS AND COACH NETWORK

Evidence Base

Local Bus services exist on the east to west corridor with in particular the Service No 800 running from Martlesham Park and Ride to the London Road Park and Ride. Other frequent services link the north of Ipswich to the Town Centre; in addition to several regional bus services that link local villages and settlements to Ipswich

Coach services also connect Ipswich to keys destinations such as airports, London or local towns and cities.

Routes used by much of the public transport in the study area are prone to suffer from general traffic congestion infringing on timetable reliability. A northern relief road would have the potential to relieve congestion within the Town, enabling the potential to reallocate road space to the public transport network, improving reliability and frequency.

3.4.1 Several local bus services operate in the study area. The existing bus network has been analysed to understand the current availability and offering in the north of Ipswich. Ipswich Buses operate services from Tower Ramparts Bus Station on Crown Street, whilst all other bus services stop at the Old Cattle Market on Turret Lane. It is also noted that the Park and Ride services do not run services on Sundays.

IPSWICH BUSES

3.4.2 The bus operator company “Ipswich buses” is owned directly by the Ipswich Borough Council and is the main operator in the Town. The following Figure 3-4 shows the current network operated by the company within Ipswich.

26

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

Bus 6 / 6A

Bus 19

Bus 9 / 10

Bus 800

Bus 8

Bus 800

Figure 3-4 Ipswich Buses Network

Source: Ipswich Buses website

3.4.3 Bus services which operate in the northern part of Ipswich include Bus 6 / 6A which undertakes a loop routing between the Town Centre and Rushmere and Northgate, crossing Colchester Road and Woodbridge.

3.4.4 Bus No 8 connects Westbourne and Whitehouse neighbourhoods to the northwest of Ipswich to the Town Centre.

3.4.5 Bus Services no 9 / 10 connects the Town Centre to Castle Hill and Whitton area to the northwest of Ipswich.

3.4.6 Bus service No 19 loops around the Dale Hall neighbourhood located just north of Valley Road and south of the Westerfield to Ipswich railway line.

3.4.7 Finally bus service No 800 is a park and ride service that runs along the A1214 Main Road from Martlesham P&R, travel through Ipswich and then reaches the London Road P&R to the southwest of Ipswich.

27

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

Table 3-2 Existing ‘Ipswich Bus’ Services in the North of Ipswich

SERVICE NO

BUS ROUTE

FREQUENCIES

Monday to Saturday Sunday

6 / 6A Ipswich Central - Gainsborough - Ravenswood - Hospital - Rushmere - Northgate - Ipswich Central 20 mins 60 mins

8 Ipswich Central - Bramford Road - Whitehouse - Asda 10 – 12 mins 20 mins

9 / 10 Ipswich Central - Norwich Road - Whitton - Castle Hill - Norwich Road - Ipswich Central 15 mins 20 mins

19 Ipswich Central - Dale Hall Circular 30 mins -

800 Martlesham P&R – Ipswich Hospital – Ipswich Central – London Road P&R 12 mins 12 mins

OTHER LOCAL BUS SERVICES

3.4.8 Several bus services, with different bus operators such as Galloway European, First in Norfolk & Suffolk, also serve the north of Ipswich. Figure 3-5 shows the existing network to the north of Ipswich for these operators.

3.4.9 As shown on the figure, bus services No 63, 64 and 65 run along the A1214 Main Road from the Woodbridge area. Bus service 70 / 70A runs through local villages such as Grundisburgh and Tuddenham St Martin. Bus service No 71 runs through Bealings village. The bus services 118 / 119 travel along Westerfield Road whilst bus service No 116 runs along Henley Road.

3.4.10 Further west the bus services No 87, 88 and 89 travel along Old Ipswich Road whilst the bus No 113 / 114 from Claydon travels via the A14 using the Junction No 52.

Table 3-3 Local Bus Services by other Bus Operator

SERVICE NO BUS ROUTE

FREQUENCIES

Monday to Saturday Sunday

63 / 64 / 65 / 65B Aldeburgh - Woodbridge - Ipswich 30 mins 75 mins

70 / 70A Woodbridge - Grundisburgh - Ipswich 6 s/d -

71 Ipswich - Bealings - Woodbridge - Orford - Sudbourne 5 s/d 3 s/d

87 / 88 / 88A / 89 / 89A

Stowmarket - Needham Market - Claydon - Bramford - Ipswich 30 mins 5 s/d

113 / 114 Diss - Eye - Mendlesham/Debenham - Claydon - Ipswich 60 mins -

116 Ipswich - Henley - Debenham (- Mendlesham) 6 s/d -

118 / 119 Ipswich - Witnesham - Otley - Earl Soham - Framlingham 30 mins -

28

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

Figure 3-5 Ipswich North Bus Network

COACHES

3.4.11 For those travelling to Ipswich by coach there are two stops in Ipswich, one at the Railway Station and one located on Quadling Street.

3.4.12 National Express operates Coach No 481 which routes between Ipswich, Colchester and London; whilst Coach No 250 routes between Ipswich, Stansted and Heathrow airports.

3.4.13 Service 481 provides 4 services a day from Ipswich, stopping among other destinations at Clacton-on-Sea, Colchester, Chelmsford and London.

3.4.14 Service 250 provides 11 daily services and stops at Colchester, Mark Teys, Braintree, Stansted Airport and Heathrow Airport.

29

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

3.5 PUBLIC RIGHTS OF WAY

3.5.1 Several public footpaths, byway or bridleway are located within the study area.

3.5.2 Any infrastructure proposed should look to protect, maintain and where possible enhance the existing public right of way network to maintain current connectivity to the north of Ipswich and in the rural areas, by walking and cycling.

3.6 CYCLE NETWORK

Evidence Base

The National Cycle Network exists within the study area providing connection between the east to west on the local cycle network. The local highway network also contains some dedicated cycle infrastructure to encourage cycling such as on the A1214 and along the National Cycle Network (NCN) into town.

Nevertheless improving current facilities, providing for a more reliable and safer network, could encourage further mode shift to this sustainable mode of transport within Ipswich.

Any Northern Relief Road route options coming forward will be required to protect cycle routes not to create barriers to current cyclists in the local area.

3.6.1 A high level review of the existing cycle networks within the study area has been undertaken. The review confirms that the National Cycle Network (NCN), and in particular the Route 1, runs east to west in the north of Ipswich, connecting with the local cycle network along its route.

NATIONAL CYCLE NETWORK

3.6.2 The National Cycle Routes No 1 and No.51 run through Ipswich, in part on road and in part off road. Route No.48 traverses the north of Ipswich using local roads. During a site visit on 7 September, the available on-road NCN routes in the north of Ipswich were observed to be generally well used by cyclists during off-peak periods. In addition there are several regional and local routes also identified on the Sustrans network. Figure 3-6 below shows the National Cycle Network within Ipswich.

30

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

1

1

51

51

1

1 48

1

1

Figure 3-6 National Cycle Network near the Study Area

3.6.3 As noted the primary long distance NCN routes located within or near the study area are:

NCR 1

3.6.4 NCR 1 is a long distance cycle route connecting Dover and the Shetland Islands - via the east coast of England and Scotland. Locally the route runs southwest to northeast from Colchester, Stratford St Mary, Hadleigh, Ipswich via Bourne Park, Ipswich Hospital, Martlesham and through Woodbridge heading northbound from that point towards Norwich.

3.6.5 A branch of the National Cycle Route No 1 appears to follow the Regional Route No 48 to the north of Ipswich.

3.6.6 Alongside the study area, NCR 1 / Local Route 48 is on road and it runs along Martlesham Road, west of Woodbridge, Holly Lane near Little Bealings village, Grundisburgh Road near Tuddenham St Martin, Church Lane and Lower Road at Westerfield Village, Thurleston Lane north of Castle Hill and reach Old Ipswich Road towards Claydon where it meets NCR 51.

3.6.7 Looking at the route in detail, the on-road route starts at the Main Road / Bealings Road with a simple priority controlled junction, just south of Woodbridge. Bealings Road can be considered as a rural route which crosses the A14 as an over bridge. The route then heads north towards the Little Bealings at the priority controlled crossroad junction The Street / Martlesham Road. It crosses the Woodbridge to Ipswich Railway Line at a level crossing. The route follows mostly quiet rural lanes and roads.

31

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

3.6.8 The two simple priority controlled junctions Lower Road / Henley Road and Henley Road / Thurleston Lane can be considered as difficult and where cyclists are required to take great care. The route then enters Whitton area and connects back to the National Network at the priority controlled junction Whitton Church Lane / Old Norwich Road.

NCR 51

3.6.9 National Cycle Route 51 is a long distance route which connects Milton Keynes, Bedford, Bury St Edmunds and Ipswich. The route also continues towards Felixstowe, Harwich and then Colchester.

3.6.10 Locally the NCR 51 runs on a northwest southeast direction through Ipswich from Claydon via the Old Ipswich Road, Shakespeare Road, along the River Gipping, Neptune Quay, Greenwich neighbourhood, Nacton Road towards Felixstowe.

LOCAL CYCLE NETWORK – IPSWICH

3.6.11 The local Ipswich Cycle map confirms the location of the existing National Cycle Network. In addition many roads are marked as advisory cycle routes, some of which are located to the north of Ipswich. A summary of the key routes are:

Tuddenham Road

Westerfield Road

Dale Hall Lane (Local Cycle Route 12)

Butts Road

Playford Road

3.6.12 Figure 3-7 below shows the current Ipswich cycle map. Cycling catchment analysis, centred around Ipswich Town Centre is shown on Figure 3-8 below. The Isochrones demonstrates that there are potential cycle commuters located within the study area and hence need to be considered within any options that come forward. This is based on the Department for Transport’s Local Transport Note 2/08 ‘Cycle Infrastructure Design’ advises that, for commuter journeys, cycling distances up to 8 km (5 miles) are not uncommon, which at an average cycling speed of 19.3 kph (12 mph) is equivalent to a 25 minute cycling journey time.

3.6.13 Providing a new east-west transport infrastructure to the north of Ipswich would potentially improve the existing NCN routes and improve connectivity in the study area. In addition the infrastructure could enhance the connectivity to existing cycle routes leading to Ipswich.

3.6.14 The proposed infrastructure will need to assess the interaction with the existing cycle facilities. Care within the design should be taken to ensure that the proposed facilities does not create a barrier to Non-Motorised Users movements.

32

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

Figure 3-7 Ipswich Cycle Map

Figure 3-8 Ipswich cycling Isochrones

33

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

3.7 STUDY AREA TRAVEL PATTERNS

Evidence Base The evidence base demonstrates that between 2001 and 2011 sustainable mode share has decreased within the Borough of Ipswich. Most noticeably bus mode shares have decreased from 11% to 8%, and cycling has decreased from 6% to 5%.

The data also shows that the main mode of transport for commuters, outside of Ipswich’s main urban area, is by private cars.

Using GIS analysis of census data, a series of maps has been produced which details the origin and destinations of people working within Ipswich Borough. This analysis demonstrates that there is a significant travel interaction between the east and west of Ipswich and the main urban area or the town. In addition, Train travel patterns demonstrate that a proportion of commuters do travel from further afield but there is a lower usage of the Ipswich to Lowestoft line.

3.7.1 This section provides a strategic overview of existing travel demands and patterns within Ipswich and the study area. The analysis is primarily based on 2011 Census data and focuses on the main urban areas which are primarily contained within the study areas including Ipswich, Woodbridge, Claydon and Needham Market.

3.7.2 Unsurprisingly Ipswich is the main commuter draw in the local area and has the largest labour market in the County. According to the 2011 Census data Ipswich is inhabited by 117,069 people who live within 49,869 households.

3.7.3 The census further confirms that out of the 82,787 people aged between 16 to 74 years old 57,212 were economically active and 2,893 people declared themselves as unemployed.

3.7.4 Table 3-4 below presents the ‘Method to Travel to Work’ by local residents, within the Borough Boundary of Ipswich, providing a comparison of 2001 and 2011 census data.

Table 3-4 Method to Travel to Work – Ipswich Borough Council – Comparison between 2001 and 2011 Census Data

METHOD OF TRAVEL TO WORK (QS701EW)

IPSWICH BOROUGH DISTRICT

2001 2011

People Percentage People Percentage

Underground, Metro, Light Rail, Tram 34 0% 59 0%

Train 981 2% 1622 3%

Bus, Minibus or Coach 5623 11% 5067 8%

Taxi 143 0% 237 0%

Motorcycle, Scooter or Moped 821 2% 724 1%

Driving a Car or Van 28140 56% 36712 58%

Passenger in a Car or Van 3940 8% 4529 7%

Bicycle 3092 6% 3069 5%

On Foot 7490 15% 10929 17%

Other Method of Travel to Work 211 0% 315 0%

Total 50475 100% 63263 100%

34

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

3.7.5 In terms of Travel to Work in Ipswich Borough, Table 3-4 below demonstrates that 8% of the commuters travel by bus in the Borough; however the comparison between the 2001 and 2011 census data demonstrates that fewer people do so in 2011 than in 2001.

3.7.6 The data also demonstrates that more commutes are undertaking their commute by train in 2011 with approximately 3% of the commuters using the train in 2011 compared to 2% in 2001.

3.7.7 The numbers of cyclists has remained relatively constant between 2001 and 2011 with just above 3,000 cycle journeys per day.

3.7.8 The number of pedestrians walking to work has increased with 17% of commutes being made on foot in 2011 compared to 15% in 2001.

3.7.9 Finally the predominant mode of transport still remains car journeys within Ipswich Borough, with 36,712 journeys (58% of all commutes) using this mode in 2011, up from 56% in 2001.

35

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

3.7.10 Outside of Ipswich, Method of Travel to Work in 2011, within the wider local area and covered within the study area is summarised in Table 3-5 below

Table 3-5 Method to Travel to Work – Local Parishes – 2011 Census Data

METHOD OF TRAVEL TO WORK (QS701EW)

WOODBRIDGE PARISH MARTLESHAM PARISH FELIXSTOWE PARISH CLAYDON PARISHNEEDHAM MARKET

PARISHKESGRAVE PARISH

GRUNDISBURGH PARISH

GREAT BLAKENHAM PARISH

Numbers

Percentage

Numbers

Percentage

Numbers

Percentage

Numbers

Percentage

Numbers

Percentage

Numbers

Percentage

Numbers

Percentage

Numbers

Percentage

Underground, Metro, Light Rail 14 0% 3 0% 7 0% 1 0% 0 0% 3 0% 2 0% 0 0%

Train 101 3% 50 2% 142 1% 22 2% 58 3% 173 3% 22 3% 13 2%

Bus, Minibus or Coach 85 3% 130 5% 207 2% 45 4% 46 2% 347 5% 14 2% 25 4%

Taxi 10 0% 3 0% 50 1% 3 0% 6 0% 14 0% 1 0% 1 0% Motorcycle, Scooter or Moped 31 1% 19 1% 151 2% 17 2% 15 1% 70 1% 4 1% 6 1%

Driving a Car or Van 1899 66% 1719 71% 6563 66% 815 77% 1539 73% 5132 75% 516 79% 551 82%Passenger in a Car or Van 126 4% 96 4% 491 5% 51 5% 117 6% 343 5% 30 5% 33 5%

Bicycle 148 5% 179 7% 662 7% 25 2% 57 3% 451 7% 15 2% 15 2%

On Foot 470 16% 216 9% 1529 15% 80 8% 254 12% 293 4% 46 7% 27 4%

Other 11 0% 16 1% 83 1% 6 1% 6 0% 28 0% 1 0% 3 0%

Total 2895 100% 2431 100% 9885 100% 1065 100% 2098 100% 6854 100% 651 100% 674 100%

3.7.11 The above census data demonstrates that the main mode of commuter transport, from local parishes, is dominated by use of privately owned vehicles.

3.7.12 The exceptions are Woodbridge Parish and Felixstowe Parish, which observe a similar modal split to Ipswich, however commute by public transport is lower.

36

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

3.7.13 Fewer pedestrian trips are made within the Martlesham Parish than in any of the others parishes; however bus usage is higher with approximately 5% of the commuter mode share, which is likely due to association with Park and Ride.

3.7.14 Public transport usage is relatively low in Felixstowe however trips made on foot or by bicycle are slightly higher.

3.7.15 Claydon Parish presents the least sustainable transport mode split of all. Presumably due to the easy access to the A14 combined to a small employment market within the parish itself.

3.7.16 Needham Market also presents a high proportion of motor vehicle trips, albeit some commuters use bus services (2%) and rail services (3%), in addition 3% cycle to work.

3.7.17 Great Blakenham Parish demonstrates higher car usage than the rest of the local parishes, presumably due to the lower access to facilities and public transport services and an easy access to the strategic highway network.

3.7.18 A series of thematic maps identifying the existing origin and destination of work trips into Ipswich Borough, by different mode of transport (cycle, Bus, Train, and Car) has been produced and are provided in Appendix A.

3.7.19 The maps demonstrate that cycle commuting does currently occur from outside the Borough on an east – west corridor, from places such as Woodbridge, Kesgrave and Martlesham. This demonstrates there is a demand for cycle commuting from the wider Ipswich area and therefore a potential to further increase cycle commuting to and from Ipswich in combination with potentially providing improved cycle facilities and infrastructure to the north of the Town, and on the east – west corridor.

3.7.20 In terms of buses the east to west corridor is also marked with residents of Kesgrave or Martlesham traveling by public transport to the Town and Borough area. Presumably the 800 P&R service, in addition to local bus services, assist in delivering bus patronage in these areas external to the Borough boundary.

3.7.21 The existing services serving the north of Ipswich, and located within the study area deliver some bus patronage. It is expected that a better integrated bus network could deliver further public transport usage to the north of the Town.

3.7.22 The rail map demonstrates that a large proportion of commuters traveling to the Town come from smaller Market Towns such as Stowmarket and Needham Market to the north west or from the south such as Colchester, Maningtree, Mistley or Wrabness. Less train commutes are made from the southeast (Felixsowe) or northeast (Woodbridge, Melton or Wickham Market).

3.7.23 In terms of car commuter journeys to the Town, the attraction seems to be evenly centred all around the Borough area, nonetheless demand along an east to west corridor in the study area appears to be strongly highlighted in the figure.

37

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

3.8 TRANSPORT NETWORK OPERATION

Evidence Base The study demonstrates that the strategic network surrounding Ipswich, particularly on an east to west corridor has experienced traffic growth in the last 5 years. This is in part due to the continued economic performance of Felixstowe Port which generates a large number of additional HGV trips which route along the A14 and A12 Trunk Road. More locally, in the urban area, the A1214 has also experienced a steady increase of traffic of around 5% in 5 years; however HGV traffic has significantly decreased in these urban areas with growth assumed to be due to increased commuter trips.

EXISTING TRAFFIC FLOWS

3.8.1 This section of the report provides an overview of the traffic conditions on the existing road network within the highway study area (as shown on Figure 1-2), on which any highway infrastructure options delivered in the study area could impact upon.

3.8.2 A number of count points have been obtained from the DfT data within the study area over the last 5 years. The average AADT of these points are summarised below in Table 3-6 showing current levels and how these have changed over the last 5 years. Please note these counts are indicative and should not be taken as absolutes.

Table 3-6 DfT AADT Traffic Flows Summary

* All Motor Vehicles

3.8.3 It is of no surprise that the A14 carries most of the traffic in the study area, with the particular section between junctions 56 and 57 carrying, on average, 61,405 vehicles a day. It is also worth noting that on the Orwell Bridge the 5 day average flow is much higher than this average at around 66,000-68,000, reach as much as 70,000 on a weekday.

LOCATIONAMV* 2015AADT

HGV 2015

AADT

AMV 5 YEAR

CHANGE (AADT)

HGV 5 YEAR

CHANGE (AADT)

AMV 5 YEAR

CHANGE (%)

HGV 5 YEAR

CHANGE (%)

A14 (north of A1156) 56965 8237 -1,698 +274 -2.9% +3.4%

A14 (north of A12) 54600 7214 +9,240 +765 +20.4% +11.9%

A14 (between A137 and A1189) 61105 8350 +5,275 +691 +9.4% +9.0%

A14 (southeast of A12) 29995 5632 +2,965 +1,020 +11.0% +22.1%

A12 (south of A14) 45623 5341 +4,066 +392 +9.8% +7.9%

A12 (south of A1214) 41224 1727 +8,287 -211 +25.2% -10.9%

A12 (north of A1214) 35024 1370 +1,439 -101 +4.3% -6.9%

A12 (south of B1078) 18668 844 +3,005 +5 +19.2% +0.6%

A1156 Norwich Road 18951 386 -740 -118 -3.8% -23.4%

A1156 Crown Street 16829 299 +748 -7 +4.7% -2.3%

A1214 Valley Road 19658 498 +902 0 +4.8% 0.0%

A1214 Woodbridge Road 33136 385 -3,914 -403 -10.6% -51.1%

A1214 Main Road 18209 309 +758 +4 +4.3% +1.3%

38

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

3.8.4 In the past five years period traffic levels of traffic grew on the A14 by 20.4% on the section to the west of Ipswich, by 9.4% on the southern section (Orwell Bridge) and by 11% on the section towards Felixstowe. However the A14 traffic decreased by 2.9% on the section north of the A1156.

3.8.5 Significantly the level of HGVs has increased on every section of the A14 around Ipswich, and in particular, along the section to Felixstowe the HGVs traffic grew by approximately 22%.

3.8.6 During the same time period (5 years) the A12 Trunk Road traffic grew by 9.8% with 7.9% additional HGV movements. In addition the A12 Road to the east of Ipswich has also observed some significant growth such as the section between the A14 and the A1214 junction, however the volume of HGV has decreased during the same time period and the proportion of HGV’s has remained fairly constant at 17%.

3.8.7 Within the urban area the traffic has grown on the A1214 Valley Road to the north of Ipswich, the A1214 Main Road at Kesgrave and on the A1156 Crown Street within the Town Centre. The traffic levels have however decreased on Norwich Road and at the A1214 gyratory junction (Woodbridge Road). The Level of HGV vehicles have also significantly reduced at the same junction and on Norwich Road.

EXISTING NETWORK PERFORMANCE

Evidence Base

As might be expected, the evidence base shows that network delays occur on the primary route network during the peak travel periods, which impacts on both local and strategic transport traveling to the urban area of Ipswich and also on through traffic associated with the transit of goods from Felixstowe.

Significant congestion, and noticeable delays, has been recorded on the key links through the Town. Significant congestion has a negative impact on local productivity; uses more fuel (increasing costs) and increases air pollution, impacting on local people’s health as well as increasing the chance of accidents within the urban area.

Congestion on the local urban network as well as the more strategic network restrains growth and economic activity. A significant investment in the local road network to the north of Ipswich has the potential to reduce congestion in the Town, enabling growth in the local urban area and on strategic economic growth areas such as the Port of Felixstowe.

3.8.8 In order to establish the current levels of network delay, annual average traffic speeds and journey times within the study area, focusing on east to west travel on the highway network around Ipswich, was analysed. The data used was recorded by Trafficmaster between September 2014 and August 2015.

3.8.9 Average Trafficmaster data, along the primary east-west strategic highway route through the study area has been analysed for the following periods:

AM Peak Hour – 0800-0900 hours;

PM Peak Hour – 1700-1800 hours;

Average Daily Period (24 hours); and

Overnight – 0000-0500 hours.

39

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

3.8.10 For the purposes of this assessment the time period 0800-0900 hours and 1700-1800 hours have been used to identify the average primary east-west route journey speeds and journey times during the peak travel periods. These time periods are considered to cover the peak commuter periods into the main conurbations within the study area.

3.8.11 The annual average overnight Trafficmaster speed and journey time data has been used as an indicator of the average route speeds and travel times under free flow traffic conditions. The annual average vehicle speeds and journey times in the peak hours has then been compared against the overnight average speeds and journey times respectively, to highlight the locations along the primary east-west route where peak period congestion occurs.

3.8.12 This assessment provides a comparison of Class 1 vehicles (cars) between the AM and PM peak periods and overnight; as there is significantly higher proportion of HGVs during the peak periods compared to overnight. By selecting Class 1 vehicles the assessment avoided an unfair comparison of the time periods.

3.8.13 Figure 3-9 below shows how the road network has been modelled and subdivided by sections. The routes all start and end at the same point from just north of Wickham Market to the east to south of Needham Market to the west of the study area.

Figure 3-9 Journey Time Links

40

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

3.8.14 The route studied within this report in terms of network performance are summarised below:

1. Strategic Network: along the A14 Trunk Road and A12;

2. Urban Network: along parts of the A14 Trunk Road and A12, the A1214 through Kesgrave, Norwich Road and via:

a. A1214 Valley Road

b. Crown Street

3. Rural Network: along the B1078 and small sections of the A14 Trunk and A12. In addition the B1079 link between the junction with the B1078 and the A12 near Woodbridge has also been studied.

AVERAGE ROUTE JOURNEY TIMES AND SPEEDS

1. STRATEGIC ROAD NETWORK A14 / A12

3.8.15 Analysis of the Trafficmaster data has been carried out in order to understand the existing journey time and average speed along the primary strategic highway network between the A12 and A14 around Ipswich, from Wickham Market to Needham Market to the west. In the next stage of the study further analysis will be undertaken to look at journey time variability at peak hours.

3.8.16 The length of the road along this routing is approximately 47km. The route has been subdivided in seven sections; the annual average journey time along the sections, in both directions, is summarised in Table 3-7 below, whilst Table 3-8 provides the average journey time and speed (in kilometres per hour) over the whole travelling length.

Table 3-7 Strategic Road Network A14 / A12 Annual Average Journey Time (Class 1 Vehicles - Cars)

DIRECTION LINK LINK NAMELINK LENGTH

(KM) AM PEAK PM PEAK OVERNIGHT ALL DAY

East to West

1 A12 N of Lower Hacheston 1.4 00:01:01 00:00:59 00:00:53 00:01:03

2 A12 S of Lower Hacheston 10.0 00:07:05 00:06:34 00:06:02 00:07:03

3 A12 S of B1079 4.0 00:03:19 00:03:18 00:02:40 00:03:23

4 A12 S of A1214 5.8 00:05:18 00:04:52 00:04:40 00:05:08

5 A14 E of River Orwell 11.4 00:06:56 00:08:01 00:06:27 00:06:59

6 A14 N of A12 6.4 00:03:36 00:03:31 00:03:19 00:03:36

7 A14 between J52 and J53 7.7 00:04:18 00:04:17 00:04:00 00:04:19

West to East

7 A14 between J52 and J53 7.2 00:04:13 00:03:57 00:03:44 00:04:06

6 A14 N of A12 6.3 00:03:42 00:03:38 00:03:17 00:03:39

5 A14 E of River Orwell 11.4 00:07:18 00:06:56 00:06:21 00:07:00

4 A12 S of A1214 5.6 00:04:37 00:05:25 00:04:13 00:05:00

3 A12 S of B1079 4.0 00:03:01 00:03:06 00:02:43 00:03:07

2 A12 S of Lower Hacheston 10.3 00:06:44 00:06:31 00:05:58 00:06:43

1 A12 N of Lower Hacheston 1.1 00:00:54 00:00:49 00:00:42 00:00:50

41

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

Table 3-8 Strategic Road Network A14 / A12 Annual Average Journey Time and Speed (Class 1 Vehicles - Cars)

DIRECTION AM PEAK PM PEAK OVERNIGHT ALL DAY

East to WestTime 00:31:34 00:31:31 00:28:01 00:31:30

Speed (mph) 55.2 55.3 62.2 55.4

West to EastTime 00:30:29 00:30:23 00:26:56 00:30:25

Speed (mph) 57.19 57.38 64.72 57.32

3.8.17 Table 3-7 and Table 3-8 show that there is, on average, a difference in travel time along the length of the route between the peak periods and overnight. On average over the length of the route, journeys during peak periods take 30 to 31 minutes to travel the 47km in both directions, with a speed averaging between 55mph to 57mph. In comparison, overnight the same journey would take on average 27 / 28 minutes with average vehicle speeds between 62mph and 65mph.

3.8.18 In order to understand the relative increases in section and end-to-end route reduction in speeds during the peak travel periods, the AM and PM peak hour Trafficmaster data has been compared to the overnight period (0000-0500 hours) data. The difference between AM and PM peak hour journey speeds and the overnight journey speeds are summarised in Table 3-9.

Table 3-9 Strategic Route Network A14 / A12 Peak Hour Journey Delay Compared to Overnight Period (Class 1 Vehicles - Cars)

DIRECTION LINK LINK NAMELINK LENGTH

(KM)

AM PEAK PM PEAK

Speed Change (mph) % Change Speed Change

(mph) % Change

East to West

1 A12 N of Lower Hacheston 1.4 -8.13 -13.7% -6.03 -10.2%

2 A12 S of Lower Hacheston 10.0 -9.29 -15.0% -5.01 -8.1%

3 A12 S of B1079 4.0 -10.98 -19.6% -10.67 -19.0%

4 A12 S of A1214 5.8 -5.52 -11.8% -1.89 -4.1%

5 A14 E of River Orwell 11.4 -4.62 -7.0% -12.90 -19.6%

6 A14 N of A12 6.4 -5.57 -7.8% -4.01 -5.6%

7 A14 between J52 and J53 7.7 -4.95 -6.9% -4.63 -6.5%

West to East

7 A14 between J52 and J53 7.2 -8.32 -11.5% -4.06 -5.6%

6 A14 N of A12 6.3 -8.08 -11.2% -6.71 -9.3%

5 A14 E of River Orwell 11.4 -8.81 -13.1% -5.70 -8.5%

4 A12 S of A1214 5.6 -4.30 -8.8% -10.99 -22.4%

3 A12 S of B1079 4.0 -5.61 -10.2% -7.02 -12.7%

2 A12 S of Lower Hacheston 10.3 -7.36 -11.4% -5.55 -8.6%

1 A12 N of Lower Hacheston 1.1 -14.03 -23.1% -9.27 -15.3%

3.8.19 Table 3-9 shows that, compared to overnight period, there is a significant reduction of journey speeds between several sections of the Strategic Network, east to west on the A12 south of B1079 link and west to east on the A12 north of Lower Hacheston link.

3.8.20 Another section which observes a reduction in vehicles speeds is the A14 south of Ipswich with a notable speed reduction of around -20% in the PM peak in the east to west direction and an -8.5% reduction in the west to east direction.

42

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

2. URBAN ROAD NETWORK

2.A. VIA A1214 VALLEY ROAD

3.8.21 For this routing the Trafficmaster data has again been analysed to understand the existing journey time and average speed between Wickham Market and Needham Market. However this routing follows parts of the A14, up to junction 53, and A12, at the roundabout junction with the A1214, and route through Ipswich Urban Area.

3.8.22 The length of this route, between Needham Market (west) and Wickham Market (east) is shorter at approximately 37km, however it passes through Ipswich Urban area and in particular the A1214 Valley Road to the north of the Town Centre.

3.8.23 Table 3-10 shows the journey time across the route, which has been subdivided in into sections for the purpose of this assessment.

Table 3-10 Route through Ipswich Urban Network – A12 / A1214 / Valley Road / Norwich Road / A14 (Class 1 Vehicles - Cars)

DIRECTION LINK LINKNAMELINK LENGTH

(KM) AM PEAK PM PEAK OVERNIGHT ALL DAY

B1067 and A1214 East to West

1 A12 N of Lower Hacheston 1.4 00:01:01 00:00:59 00:00:53 00:01:03

2 A12 S of Lower Hacheston 10.0 00:07:05 00:06:34 00:06:02 00:07:03

3 A12 S of B1079 4.0 00:03:19 00:03:18 00:02:40 00:03:23

4 A12 S of A1214 0.1 00:00:18 00:00:20 00:00:24 00:00:19

5 A1214 W of A12 5.5 00:09:14 00:08:53 00:05:53 00:08:51

6 A1214 N of City Centre 4.6 00:08:58 00:07:57 00:04:34 00:08:09

7 Norwich Road 4.0 00:06:30 00:06:49 00:04:21 00:06:41

8 A14 between J52 and J53 7.7 00:04:18 00:04:17 00:04:00 00:04:19

B1067 and A1214 West to East

8 A14 between J52 and J53 7.2 00:04:13 00:03:57 00:03:44 00:04:06

7 Norwich Road 3.7 00:08:55 00:08:15 00:05:15 00:08:04

6 A1214 N of City Centre 4.7 00:08:19 00:08:47 00:05:04 00:08:10

5 A1214 W of A12 5.1 00:08:08 00:08:10 00:05:30 00:07:59

3 A12 S of B1079 4.0 00:03:01 00:03:06 00:02:43 00:03:07

2 A12 S of Lower Hacheston 10.3 00:06:43 00:06:31 00:05:57 00:06:43

1 A12 N of Lower Hacheston 1.1 00:00:54 00:00:49 00:00:42 00:00:50 Note: Section 4 is part of a roundabout which has been coded in one direction as a link. It was not necessary to code it in the other direction.

3.8.24 Table 3-11 below compares journey time and speeds along the whole route through Ipswich Urban area via the A1214 Valley Road.

Table 3-11 A14 / A12 / A1214 Valley Road / Norwich Road - Annual Average Journey Time and Speed (Class 1 Vehicles - cars)

DIRECTION AM PEAK PM PEAK OVERNIGHT ALL DAY

East to WestTime 00:40:44 00:39:07 00:28:46 00:39:48

Speed (mph) 34.1 35.5 48.3 34.9

West to EastTime 00:40:14 00:39:35 00:28:55 00:39:00

Speed (mph) 34.55 35.11 48.07 35.63

43

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

3.8.25 The annual average journey data across the route shows a significant difference between the journey made during peak periods and overnight. A journey through Ipswich Urban Area between Needham Market and Wickham Market would take approximately 13 minutes longer during the AM or PM peak periods (compared to the overnight period).

3.8.26 On average, along the route, vehicles travel 10mph faster during the overnight period compared to the peak hours.

3.8.27 Table 3-12 provides a comparison of vehicle speeds along the route, for each section, between the peak periods and the overnight period.

Table 3-12 Urban Route Network A14 / A12 / A1214 Valley Road Peak Hour Journey Delay Compared to Overnight Period (Class 1 Vehicles – Cars)

DIRECTION LINK LINK NAMELINK LENGTH

(KM)

AM PEAK PM PEAK

Speed Change (mph) % Change Speed Change

(mph) % Change

B1067 and A1214 East to West

1 A12 N of Lower Hacheston 1.4 -8.13 -13.7% -6.03 -10.2%

2 A12 S of Lower Hacheston 10.0 -9.29 -15.0% -5.01 -8.1%

3 A12 S of B1079 4.0 -10.98 -19.6% -10.67 -19.0%

4 A12 S of A1214 0.1 2.67 33.3% 1.49 18.6%

5 A1214 W of A12 5.5 -12.68 -36.4% -11.78 -33.8%

6 A1214 N of City Centre 4.6 -18.50 -49.1% -16.08 -42.7%

7 Norwich Road 4.0 -11.29 -33.2% -12.37 -36.3%

8 A14 between J52 and J53 7.7 -4.95 -6.9% -4.63 -6.5%

B1067 and A1214West to East

8 A14 between J52 and J53 7.2 -8.32 -11.5% -4.06 -5.6%

7 Norwich Road 3.7 -10.60 -41.0% -9.38 -36.3%

6 A1214 N of City Centre 4.7 -13.68 -39.1% -14.80 -42.3%

5 A1214 W of A12 5.1 -11.28 -32.4% -11.35 -32.6%

3 A12 S of B1079 4.0 -5.61 -10.2% -7.02 -12.7%

2 A12 S of Lower Hacheston 10.3 -7.35 -11.4% -5.54 -8.6%

1 A12 N of Lower Hacheston 1.1 -14.03 -23.1% -9.27 -15.3%

3.8.28 The above data demonstrates significant speed reduction across the local highway network, within Ipswich Urban Area. Significantly the A1214 Valley Road observes average speed reductions of up to 18.5mph.

3.8.29 Norwich Road and the A1214 through Kesgrave also observe significant reduction of vehicle speeds during the AM and PM peak periods.

2.B. VIA A1156 CROWN STREET

3.8.30 The Trafficmaster data has been further analysed on the route through the Town Centre via the Ipswich Inner Ring Road the A1156 Crown Street. The below study repeats the assessment of the route between Wickham Market and Needham Market, using parts of the A12 and A14, the A1214 in Kesgrave, Norwich Road and now through the A1156.

3.8.31 The length of this route, is also approximately 37km as it passes through Ipswich Urban Area and near to the Town Centre.

44

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

3.8.32 Table 3-13 shows journey times across the route, which has been subdivided into sections for the purpose of this assessment.

Table 3-13 Route through Ipswich Urban Network – A12 / A1214 / A1156 / Norwich Road / A14 (Class 1 Vehicles - Cars)

DIRECTION LINK LINKNAMELINK LENGTH

(KM) AM PEAK PM PEAK OVERNIGHT ALL DAY

A1156East to West

1 A12 N of Lower Hacheston 1.4 00:01:01 00:00:59 00:00:53 00:01:03

2 A12 S of Lower Hacheston 10.0 00:07:05 00:06:34 00:06:02 00:07:03

3 A12 S of B1079 4.0 00:03:19 00:03:18 00:02:40 00:03:23

4 A12 S of A1214 0.1 00:00:18 00:00:20 00:00:24 00:00:19

5 A1214 W of A12 5.4 00:09:09 00:08:48 00:05:49 00:08:46

6 A1156 4.7 00:15:10 00:12:29 00:06:29 00:13:08

7 Norwich Road 4.0 00:06:30 00:06:49 00:04:21 00:06:41

8 A14 between J52 and J53 7.7 00:04:18 00:04:17 00:04:00 00:04:19

A1156West to East

8 A14 between J52 and J53 7.2 00:04:13 00:03:57 00:03:44 00:04:06

7 Norwich Road 3.7 00:08:58 00:08:18 00:05:17 00:08:07

6 A1156 4.4 00:10:55 00:13:18 00:06:04 00:11:39

5 A1214 W of A12 5.2 00:08:13 00:08:15 00:05:33 00:08:04

3 A12 S of B1079 4.0 00:03:01 00:03:06 00:02:43 00:03:07

2 A12 S of Lower Hacheston 10.3 00:06:43 00:06:31 00:05:57 00:06:43

1 A12 N of Lower Hacheston 1.1 00:00:54 00:00:49 00:00:42 00:00:50Note: Section 4 is part of a roundabout which has been coded in one direction as a link. It was not necessary to code it in the other direction.

3.8.33 Table 3-14 below compares journey time and speeds along the whole route through the Ipswich Urban area via the A1214 and A1156.

Table 3-14 A14 / A12 / A1214 / A1156 / Norwich Road - Annual Average Journey Time and Speed (Class 1 Vehicles - cars)

DIRECTION AM PEAK PM PEAK OVERNIGHT ALL DAY

East to WestTime 00:46:52 00:43:34 00:30:38 00:44:43

Speed (mph) 29.7 31.9 45.4 31.1

West to EastTime 00:42:57 00:44:14 00:30:00 00:42:37

Speed (mph) 32.37 31.43 46.35 32.62

3.8.34 The traffic data analysis demonstrates that this route suffers from greater traffic delays than the ‘A1214 Valley Road’ route. The average speed along this 37km route reduces to between 30mph to 32mph during the peak periods. This is a 15mph to 16 mph reduction on overnight speeds

3.8.35 The time to travel the A1214 Valley Road on average was between 8 to 9 minutes during the peak periods, whilst along the A1156 the travel time would be between 11 to 15 minutes.

3.8.36 Table 3-15 focuses on the comparison of vehicle speeds along the route, for the A1156 link section only, between the peak periods and the overnight period.

45

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

Table 3-15 Urban Route Network A14 / A12 / A1214 Valley Road Peak Hour Journey Delay Compared to Overnight Period (Class 1 Vehicles – Cars)

DIRECTION LINK LINK NAMELINK LENGTH

(KM)

AM PEAK PM PEAK

Speed Change (mph) % Change Speed Change

(mph) % Change

B1067 and A1214 East to West 6 A1156 4.7 -15.36 -57.3% -12.90 -48.1%

B1067 and A1214West to East 6 A1156 4.4 -12.15 -44.5% -14.88 -54.4%

3.8.37 The above data demonstrates significant speed reduction along the link during the peak periods compared to the overnight traffic. The average speed along the link is approximately halved and the delays to travel along the A1156 are significantly increased.

3. RURAL ROAD NETWORK - B1078

3.8.38 Another possible existing route would be to by-pass Ipswich to the north through using the B1078 rural road. The route starts near Wickham Market to the east and goes through several settlements such as Coddenham, finishing near Needham Market, resulting in a journey length of approximately 25km.

3.8.39 Table 3-16 below provides an overview of vehicle speeds along the B1078 Road at peak periods and overnight. The route has also been modelled using 5 sections. Due to lack of significant data for the overnight period all class vehicles have been selected to compare journey time and speed over the B1078 link.

Table 3-16 Rural Route (north of Ipswich) – B1078 (All Class Vehicles)

DIRECTION LINK LINK NAMELINK LENGTH

(KM) AM PEAK PM PEAK OVERNIGHT ALL DAY

B1078 East to West

1 A12 N of Lower Hacheston 1.4 00:01:03 00:01:01 00:00:55 00:01:05

2 B1078East 11.4 00:12:02 00:11:38 00:09:49 00:11:53

3 B1079 1.1 00:01:12 00:01:11 00:01:08 00:01:14

4 B1078West 10.6 00:11:12 00:10:55 00:09:42 00:11:14

5 A140 0.6 00:02:01 00:02:00 00:01:45 00:02:05

B1078 West to East

5 A140 0.7 00:01:16 00:01:14 00:01:00 00:01:20

4 B1078West 10.6 00:11:02 00:10:56 00:10:18 00:11:11

3 B1079 1.1 00:01:14 00:01:13 00:01:16 00:01:17

2 B1078East 11.4 00:12:12 00:10:59 00:10:00 00:11:32

1 A12 N of Lower Hacheston 1.1 00:00:53 00:00:50 00:00:45 00:00:53

3.8.40 Table 3-17 below confirms the annual journey time and speed average along the whole length of the Rural Route between Needham Market and Wickham Market.

Table 3-17 Rural Route – B1078 – Annual Average Journey Time and Speed (All Class Vehicles)

DIRECTION AM PEAK PM PEAK OVERNIGHT ALL DAY

East to WestTime 00:27:30 00:26:45 00:23:19 00:27:31

Speed (mph) 34.1 35.1 40.3 34.1

West to EastTime 00:26:37 00:25:12 00:23:19 00:26:13

Speed (mph) 35.28 37.27 40.29 35.83

46

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

3.8.41 The data demonstrates that vehicles travel along the B1078 at relatively lower average speeds. This is due to the layout of the road, with reduced visibilities, tighter bends, narrow sections and travel through rural villages. The data confirmed that during peak periods vehicles travel between 34mph and 37mph along the route which can be compared to faster speeds of approximately 40mph overnight.

3.8.42 Table 3-18 below provides a comparison of vehicle speeds between the AM and PM peak periods and the overnight period along the section of the Rural Route option.

Table 3-18 Rural Route B1078 Journey Delay Compared to Overnight Period (All Class Vehicles)

DIRECTION LINK LINK NAMELINK LENGTH

(KM)

AM PEAK PM PEAK

Speed Change(mph) % Change Speed Change

(mph) % Change

B1078East to West

1 A12 N of Lower Hacheston 1.4 -7.09 -12.5% -4.91 -8.7%

2 B1078East 11.4 -7.97 -18.4% -6.78 -15.6%

3 B1079 1.1 -2.15 -5.8% -1.75 -4.7%

4 B1078West 10.6 -5.44 -13.3% -4.51 -11.1%

5 A140 0.6 -5.28 -13.9% -4.82 -12.7%

B1078West to East

5 A140 0.7 -8.13 -20.9% -7.12 -18.3%

4 B1078West 10.6 -2.56 -6.6% -2.25 -5.8%

3 B1079 1.1 0.62 1.9% 1.14 3.5%

2 B1078East 11.4 -7.70 -18.1% -3.83 -9.0%

1 A12 N of Lower Hacheston 1.1 -8.56 -15.1% -5.66 -10.0%

3.8.43 The data demonstrates that some particular sections of the route suffer from reduced vehicle speeds on the network, due to higher volume of vehicles. This is particularly the case on the AM peak westbound direction between Needham Market and the B1079 junction and on the B1078 east of the B1079 on the eastbound direction.

3.8.44 In addition the traffic along the B1079 road route between the B1078 junction and the A12 roundabout junction near Woodbridge has also been assessed to understand potential existing traffic delay.

3.8.45 Table 3-19 below provides information on journey time along the B1079 between the A12 junctions near Woodbridge to the east to the B1078 to the west. Due to the lack of available data all class of vehicles have been selected for this particular route.

Table 3-19 Rural Route (north of Ipswich) – B1079 link between B1078 and A12 near Woodbridge – Annual Journey Time and Speed (All Class Vehicles)

DIRECTION AM PEAK PM PEAK OVERNIGHT ALL DAY

East to WestTime 00:08:22 00:08:00 00:07:39 00:08:41

Speed (mph) 34.1 35.1 40.3 34.1

West to EastTime 00:08:34 00:08:18 00:08:55 00:08:44

Speed (mph) 32.2 33.2 30.9 31.6

3.8.46 The particular layout of the road with several bends, reduce visibilities and section within rural villages, limit vehicle speeds between the A12 near Woodbridge and the B1078 junction.

47

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

Table 3-20 Rural Route B1078 Journey Delay Compared to Overnight Period (All Class Vehicles)

DIRECTION LINK LINK NAMELINK LENGTH

(KM)

AM PEAK PM PEAK

Speed Change (mph) % Change Speed Change

(mph) % Change

B1079East to West 4 B1079 7.6 1.56 4.8% 2.13 6.6%

B1079West to East 4 B1079 7.4 0.97 3.1% 3.38 10.9%

3.8.47 The above data shows a reduction of travel speeds in the overnight period compared to the peak periods. This is likely due to the lack of speed records on this particular link. It is also expected that the particular layout of the road also makes drivers slow down during nigh-time periods when visibility is reduced. In addition the data shows all vehicle classes, and the proportion of HGVs in the evening may be higher than during the peak.

3.8.48 It can be considered that the effect of peak traffic on that particular link is negligible and thus does not suffer from particularly severe delays in peak periods compared to free flow conditions overnight,.

NETWORK PERFORMANCE

3.8.49 The change in AM and PM peak hour average vehicle speeds compared to the overnight period has been plotted graphically. The change in overnight to AM and PM peak hour average speeds and journey times are presented in Appendix B of this report.

3.8.50 The Figures appended to this report clearly demonstrate that some areas of the network are already operating at or above capacity, and that there are a number of sections which suffer from severe delays.

3.8.51 Clearly the A1214 or A1156, within the urban networks, experience significant reduced speeds in peak periods. In addition the A12 experiences delays near Woodbridge, Martlesham and on the approach to junction 58 of the A14.

3.8.52 The A14 experiences significant change in traffic speeds between junctions 56 and 57 (at the Orwell Bridge) and on the approach to junction 53 to the north west of Ipswich.

3.9 ROUTE CAPACITY ASSESSMENT

Evidence Base

The study shows evidence that sections of the local highway network suffer from capacity issues, particularly at peak periods. Particular issues appear to occur along the section of the A14 across the Orwell Bridge, between junction 56 and 57. In addition, several roads within the Ipswich urban area also appear to suffer from congestion issues at peak times.

Route congestion results in increased and unpredictable journey times for car drivers, bus users and freight movements, creating constraints to economic productivity and growth.

A new east west route, located to the north of Ipswich could assist in improving the capacity of the network, supporting local growth and helping resolve congestion issues along the current strategic road network, within the study area.

48

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

3.9.1 In order to understand route capacity, the Congestion Reference Flow (CRF) has been calculated for road links within the study area. The CRF is an estimate of the AADT flow at which the hourly traffic demand is likely to exceed the maximum sustainable hourly throughput of the link. The CRF has been calculated using Design Manual for Roads and Bridges (DMRB) 46/97 Traffic Flow Ranges for Use in the Assessment of New Rural Roads.

3.9.2 Albeit several routes assessed within this study are located within an urban environment such as the A1214 or A1156, this assessment still provides a good overview of the demand for capacity flows on key links within the study area.

3.9.3 This CRF assessment should therefore be treated as a high level appraisal of congestion as the capacity in the network is a product of both link and junction capacity.

3.9.4 The CRF for each link has been calculated using the latest 12 hour traffic flows released by the DfT.

3.9.5 A comparison of the 2015 AADT against the calculated CRF for road links within the study area is shown in Figure 3-10 below. Links that are likely to be operating at their maximum sustainable hourly throughput are identified in orange to red and links that are significantly higher than the maximum sustainable hourly throughput of the link are shown in dark red.

Figure 3-10 2015 AADT as Percentage of the Calculated CRF

3.9.6 Figure 3-10 above shows a high level estimate of the capacity of the key links situated within the study area.

49

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

3.9.7 The study demonstrates that the A14 is at or near capacity on the link between junctions 56 and 57. The section of the link between junction 52 and 53 is also approaching capacity.

3.9.8 This assessment is based on the DMRB guidance for New Rural Roads, therefore having limits to the accuracy of its use on links within urban area. In urban areas where there is a series of successive controlled junctions, such as roundabouts or signalised junctions, there is likely to be a reduced capacity then that assumed in this part of the analysis. Nevertheless the study does show that the A1214 section north of Ipswich Town Centre currently operates near capacity.

3.10 NETWORK SAFETY

Evidence Base

The evidence base shows that sections of the A12 and A14 suffer from a number of accidents, including the approach of the A12 to the Copdock interchange and the section near the Orwell Bridge to the south of Ipswich.

In the urban area Norwich Road also experiences numerous accidents at locations including the A1156 around the Town Centre.

In the north of Ipswich, the B1078 and B1079 experience fewer accident rates, however over the past 5 years a fatal severity accident was recorded almost once a year.

In all cases the cause of these accidents will need to be investigated further to understand the key reasons

A new Ipswich Northern Route, provided with the highest infrastructure standards, should result in lower accident rates than on the current network., due to reducing conflict between pedestrians and other road users and reducing ‘stop start’ traffic. This in turn leading to reduced congestion within Ipswich.

3.10.1 This section provides a summary of the current network safety context within the strategic study area of Ipswich, along the east to west corridor.

3.10.2 Personal injury accident records along the primary network on the east to west corridor have been reviewed for the five year period between January 2011 and December 2015. This is the most recent period for which ‘STATS 19’ personal injury accident data has been released by DfT.

3.10.3 A figure showing the location, number and severity of personal injury accidents along the primary east-west route (A12 to A14) is attached to this report in Appendix C.

Table 3-21 A14 Trunk Road

YEARA14 WEST OF IPSWICH A14 SOUTH OF IPSWICH

Fatal Serious Slight Grand Total Fatal Serious Slight Grand Total2011 1 4 63 68 0 8 75 83

2012 1 6 54 61 2 0 72 74

2013 1 4 60 65 0 0 66 66

2014 0 0 57 57 0 4 84 88

2015 1 0 33 34 0 2 78 80

Grand Total 4 14 267 285 2 14 375 391Average 0.8 2.8 53.4 57.0 0.4 2.8 75.0 78.2

50

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

3.10.4 As shown on the figure and summarised in Table 3-21, the total number of accidents was consistent with around 60 injury accidents per year and with one fatal severity accident within this section of the A14. In 2015 the total number of accidents has significantly reduced to 34.

3.10.5 In the south of Ipswich, along the road, the number of accidents is steady through the years with a peak of 88 accidents in 2014 and a low in 2013 with 66 accidents. Two fatal severity accidents occurred in 2012 either side of Junction 57.

Table 3-22 A12 East of Ipswich

YEAR FATAL SERIOUS SLIGHT GRAND TOTAL

2011 0 6 69 75

2012 1 6 42 49

2013 0 10 81 91

2014 0 0 72 72

2015 0 8 60 68

Grand Total 1 30 324 355Average 0.2 6.0 64.8 71.0

3.10.6 As shown in Table 3-22 above, 1 fatal severity accident occurred on the A12 section between the A14 and the north of Woodbridge. The road has recorded a maximum number of injury accidents of 91 in 2013, in comparison to 2012, which resulted in 49 injury accidents.

Table 3-23 Norwich Road

YEAR FATAL SERIOUS SLIGHTGRANDTOTAL

2011 0 10 42 522012 0 6 51 572013 0 6 36 422014 0 6 66 722015 0 2 42 44

Grand Total 0 30 237 267Average 0.0 6.0 47.4 53.4

3.10.7 As shown in Table 3-23 there are on average 53 injury accidents recorded on this stretch of single carriageway urban road. As expected many of these accidents are of slight severity, however there are on average 6 serious severity accidents per year. There were no fatal severity accidents recorded in the past 5 years.

Table 3-24 A1214 Valley Road

YEARA1214 VALLEY ROAD (N OF IPSWICH) A1214 MAIN ROAD (KESGRAVE - E OF IPSWICH)

Fatal Serious Slight Grand Total Fatal Serious Slight Grand Total2011 0 2 48 50 0 0 21 212012 0 6 21 27 0 2 12 142013 0 6 39 45 0 0 21 212014 0 2 42 44 0 4 24 282015 0 0 24 24 0 2 21 23

Grand Total 0 16 174 190 0 8 99 107Average 0.0 3.2 34.8 38.0 0.0 1.6 19.8 21.4

51

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

3.10.8 As demonstrated by this study, over the past 5 years there were on average 38 accidents each year on the A1214 to the north of Ipswich; in 2011 however 50 accidents occurred on this section. The data confirmed that there were no fatal accidents recorded during the past 5 years.

3.10.9 Fewer accidents occurred on the A1214 section to the east of Ipswich with on average 21 injury accidents per year. Only 14 accidents occurred on this stretch of the road in 2012 with 2 serious severity accidents observed. No fatalities were recorded on this section of the road.

Table 3-25 A1156 Crown Street

YEAR FATAL SERIOUS SLIGHT GRAND TOTAL

2011 0 2 33 35

2012 0 8 60 68

2013 0 0 33 33

2014 0 8 36 44

2015 0 6 30 36

Grand Total 0 24 192 216Average 0 4.8 38.4 43.2

3.10.10 As shown in the above Table 3-25 there were not any fatal severity accidents recorded on Crown Street. On average 43 injury accidents were recorded during the past five years on the A1156.

Table 3-26 B1078

YEAR FATAL SERIOUS SLIGHTGRANDTOTAL

2011 1 2 12 15

2012 1 2 27 30

2013 0 0 33 33

2014 1 4 27 32

2015 0 0 27 27

Grand Total 3 8 126 137Average 0.6 1.6 25.2 27.4

3.10.11 The B1078 forms a route to the north of Ipswich through open countryside. It is expected that the route carries fewer vehicle movements than the strategic road network and key roads within the urban area, resulting in lower accident risks as a result.

3.10.12 However, there were 3 fatal severity accidents recorded along the route. On average 27 accidents occur along the route every year, however the DfT data does not include information on the contributory factors of personal injury accidents therefore the main causes and reasons of these accidents cannot be identified from this data.

52

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

ACCIDENT SUMMARY

3.10.13 A relatively high number of accidents have occurred on sections of the study area network such as Norwich Road and along the A1156 (Ipswich Inner Ring Road) and Valley Road. This is likely due to side road vehicle conflict, conflict with pedestrians and stop/start traffic. However more detailed data will be required to investigate this further.

3.10.14 Along the strategic network the injury accidents have occurred close to the junctions were conflicts between vehicles are shown to arise. Noticeably the A12 Trunk Road, on the approach to the Copdock roundabout, has resulted in a series of slight severity accidents which are likely to result in extended traffic delays on the network.

3.10.15 On the A14, to the south of Ipswich, several accidents have been recorded near the Orwell Bridge. Two fatal severity accidents have also been recorded either side of the junction 57.

53

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

4 SOCIO ECONOMIC CONTEXT

4.1.1 In order to gain an understanding of how the communities may potentially benefit from strategic transport investment, consideration has been given to the socio-economic characteristics of the study area. This section is structured as follows:

Socio-Demographic Overview; and

Economic Performance.

4.2 LOCAL POPULATION AND DWELLINGS

4.2.1 A summary of the population for Ipswich and outlying settlements is shown in Table 4-1 below.

Table 4-1 Local Population – Comparison between 2001 and 2011 Census Data

PARISH / BOROUGHPOPULATION

2001POPULATION

2011

WORKING AGE POPULATION 2001 (16-74)

WORKING AGE POPULATION 2011 (16-74)

POPULATION CHANGE

WORKING AGE POPULATION

CHANGE

Ipswich Borough 117069 133384 82787 97167 14% 17%

Woodbridge 7368 7749 4980 5102 5% 2%

Marthlesham 5501 5478 3971 3998 0% 1%

Felixstowe 24502 23689 16407 16674 -3% 2%

Claydon 1912 2197 1390 1563 15% 12%

Needham Market 4574 4528 3285 3233 -1% -2%

Kesgrave 9026 14168 5731 9704 57% 69%

Grundisburgh 1516 1584 1074 1100 4% 2%

Great Blakenham 1083 1235 839 953 14% 14%

Total Study Area 172551 194012 120464 139494 12% 16%East of England 5388140 5846965 3884104 4245544 9% 9% England 49138831 53012456 35532091 38881374 8% 9%

Evidence Base

The study of the local socio economic context demonstrates that Ipswich has experienced significant population growth between the 2001 and 2011 census. Overall the percentage growth of population is higher than the average growth in East Anglia or the rest of England. In addition the working age population has also grown faster as a percentage than East Anglia and England.

Another piece of evidence as to the local growth in population is home building rates, within the study area, which are again higher than the average rate in the East of England and England as a whole. However the employment rate is lower in the Ipswich area than in the rest of England, and in the past 10 years the census data shows a decrease of employees in the area.

The Local Plans, the LEP and the Ipswich City Deal expect that the area will create and maintain more jobs in the future by attracting higher educated employees. The University of Suffolk has been granted University status which should help in achieving these goals.

The delivery of new transport infrastructure around Ipswich will assist in delivering and maintaining the expected population and employment growth by enabling easier travel between homes and jobs.

54

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

4.2.2 The above demonstrates that there has been substantial growth in the Ipswich Borough area with an increase of population of 14% and increase of the working age population of approximately 17%.

4.2.3 It is to be noted that other more rural settlements have not observed similar growth and some place such as Needham Market or Felixstowe have observed a reduction in the parish population.

4.2.4 However, the Kesgrave Parish area has observed spectacular growth during the past 10 years (57%), resulting from becoming a continuation of the Ipswich urban area.

4.2.5 The comparison with the East of England Region and the Nation as a whole has demonstrated that Ipswich is a thriving place which records higher growth than on average in the UK.

4.2.6 To demonstrate the age structure of Ipswich population, a comparison of the cumulative proportion of the population by age group with East of England and England as a comparison is shown on Figure 4-1 below.

Figure 4-1 Ipswich Borough Population by Age Group

4.2.7 Figure 4-1 above shows that Ipswich population is slightly younger when compared to the age structure of East of England and England. This is shown to be even more the case in comparison to the East of England which has a population on average older than the national average.

55

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

4.2.8 This analysis demonstrates the high proportion of ‘working age’ younger people living within Ipswich. However the age of population increases when reaching the more rural part of the East of England Region.

4.2.9 The historical growth in number of dwelling is presented in Table 4-2. This table is ranked by percentage change in dwellings from 2001 to 2011.

4.2.10 The data demonstrates, along with the increase in population as discussed in the preceding paragraphs, that the Ipswich area, including Kesgarave Parish, has experienced a substantial growth in the past 10 year period. The growth is significantly higher than the average growth in East Anglia and nationwide

Table 4-2 Dwellings – Comparison between 2001 and 2011

LOCATIONSDWELLINGS

NUMBER 2001DWELLINGS

NUMBER 2011CHANGE IN DWELLINGS

Ipswich 49869 57298 15%

Woodbridge 3388 3656 8%

Marthlesham 2276 2430 7%

Felixstowe 10585 10692 1%

Claydon 813 922 13%

Needham Market 2012 2123 6%

Kesgrave 3759 5540 47%

Grundisburgh 640 679 6%

Great Blakenham 487 536 10%

Total Study Area 73829 83876 14%East of England 2231974 2423035 9% England 20451427 22063368 8%

EMPLOYMENT

4.2.11 Table 4-3 below details the employment and employment rate (2011 Census Data) in Ipswich, which confirms that 82.1% of the population were in employment, a higher rate than for the Region or England as a whole.

Table 4-3 Employment Level in the Ipswich Area – 2011 Census Data

VARIABLE IPSWICHEAST OF ENGLAND

ENGLAND

Economic Activity Rate; Aged 16-64 82.1% 79.9% 77.3%

Employment Rate; Aged 16-64 73.8% 74.5% 71.1%

Unemployment Rate; Aged 16-64 9.7% 6.6% 7.8%

56

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

4.2.12 Table 4-4 presents the distance travelled to work broken down by each Borough / District.

Table 4-4 Distance Travelled to Work – 2011 Census Data

DISTANCE TRAVELLED TO WORK

IPSWICH MID SUFFOLKSUFFOLK COASTAL

TOTAL PERCENTAGE

Less than 2km 16,126 6,195 9,641 31,962 23%2km to less than 5km 18,385 4,066 8,285 30,736 22%5km to less than 10km 6,845 6,931 9,020 22,796 17%10km to less than 20km 6,392 9,166 9,972 25,530 18%20km to less than 30km 2,498 4,951 3,152 10,601 8%30km to less than 40km 1,471 2,164 1,515 5,150 4%40km to less than 60km 1,061 1,362 1,081 3,504 3%60km and over 2,882 2,207 2,739 7,828 6%Total 55,660 37,042 45,405 138,107 100%

4.2.13 The 2011 Census data shows that 62% of the employed population within the study area travel less than 10km to work. In total, 26% travel 10-30km and 12% over 30 km.

4.2.14 On average the travel distance travelled to work is 13.3km in Ipswich, 20.0km in Mid Suffolk and 17.2 in Suffolk Coastal.

4.2.15 The averaged travelled distance in England is 14.9km, therefore it can be concluded that the employed population within Mid Suffolk and Suffolk Coastal have a greater propensity to travel longer distances for work.

CAR OWNERSHIP

4.2.16 Levels of car ownership provide a good indicator of both wealth and travel demand. However, it should be noted that typically, levels of car ownership are lower within cities/towns compared to rural areas, due to greater access to public transport and opportunities to walk and cycle. Figure 4-2 below shows the ratio of the number of cars or vans per households within different local wards around Ipswich.

4.2.17 As expected the ratio of car ownership is much lower in central urban areas such as central Ipswich (lower ratio of 0.82 cars per household) and also demonstrates that rural areas have higher car ownership per household with a peak of 1.92 cars per household.

57

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

Figure 4-2 Number of Cars or Vans per Households

ECONOMIC FACTORS

4.2.18 The data presented in Appendix D is sourced from the Centre for Cities, Cities Outlook 2016 Research Report. The factsheet ranks the Town and Cities across the UK and compares them.

4.2.19 The data released in 2014 confirms that Ipswich is the 58th largest settlement in the UK out of the 63 studied, in terms of population and workforce.

4.2.20 Gross Value Added (GVA) provides an indicator of the contribution of each region to the economy; Ipswich GVA in 2014 was £3.39 billion which ranked it in 57th place. However the GVA per worker reached £48,497 ranking Ipswich in 26th place.

4.2.21 The employment rate was 74.2% with Ipswich being ranked an impressive 18th place in this category.

4.2.22 In terms of travel and associated air pollution, it is to be noted that Ipswich ranked 62nd in relation to CO2 Emissions per capita. However, Ipswich raised its profile to 12th in regard to the percentage of commuting by bike and 6th in regard to commuting on foot.

58

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

4.3 RETAIL OPPORTUNITIES

4.3.1 The Ipswich Retail and Commercial Leisure Study (October 2010), prepared on behalf of the Borough council, has confirmed that the main food shopping destination for residents within Ipswich are:

Sainsburys, Warren Heath;

Morrisons, Sproughton Road;

Sainsbury’s, Hadleigh Road;

Tesco Extra, Copdock Interchange;

Asda, Goddard Road;

Asda Stoke Park Drive;

Tesco Extra, Martlesham;

Aldi, Meredith Road;

Lidl, Hening Ave; and

Waitrose, Futura Park.

4.3.2 The key areas for retail in Ipswich are highlighted below:

Ipswich Town Centre – the shopping area within Ipswich is concentrated within Corn Hill, Tavern Street, Butter Market, Westgate Street and Car Street, which includes pedestrianized area and two main shopping centres Tower Ramparts and Butter Market.

Anglia Retail Park – this retail park is located near Whitehouse Industrial Estate situated to the northwest of Ipswich. The retail park benefits from its location near junction 53 of the A14.

The Euro Retail Park – the retail park is located near the Ransomes Industrial Estates, situated to the south east of Ipswich, near the junction 57 & 58 of the A14. The Euro Park is being complemented locally with the Futura Park opposite the A1189. In addition, north of Felixstowe a supermarket and DIY store are provide within the Warren Heath Retail Park.

The Interchange Retail (Copdock) – this retail park is located near the Copdock Junction to the west of Ipswich.

Orwell Retail Park – located to the southwest of Ipswich between the river and Ranelagh Road.

Cardinal Park / Commercial Road Retail Park – the retail park is located just south of Ipswich Town Centre, north of the river along Commercial Road and near the A137 Bridge Street.

Suffolk Retail Park – located along Yarmouth Road, west of the Town Centre.

The Martlesham Heath Retail Park – located east of the A12, and north of Adastral Park to the east of Ipswich, the retail park also include food shopping.

4.3.3 Figure 4-3 below provides an overview of significant existing retail infrastructure in Ipswich urban area.

59

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

Figure 4-3 Existing Retail Areas in Ipswich

4.4 EDUCATIONAL OPPORTUNITIES

4.4.1 The University of Suffolk was recently awarded University status. Albeit this educational institution is for the whole of Suffolk, its main campus is based on Ipswich Waterfront. The University has several other campuses such as the West Suffolk at Bury St Edmunds, at Lowestoft College and at Great Yarmouth College.

4.4.2 The University is split in two faculties Arts, Business and Applied Social Sciences, and Health and Science.

4.4.3 Secondary Schools in Ipswich are summarised in the list below:

Claydon High School, Ipswich

Copleston High School, Ipswich

Ipswich Academy, Ipswich

Kesgrave High School, Kesgrave

Northgate High School, Ipswich

Ormiston Endeavour Academy, Ipswich

St Alban's Catholic High School, Ipswich

Suffolk New Academy, Ipswich

60

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

Westbourne Academy, Ipswich

Stoke High School

Ipswich Boys’ School (Henley Road)

St Joseph’s College (near Suffolk New Academy)

4.4.4 The location of these education facilities is shown Figure 4-4 below and shows in general a need to access the mid to outer areas of Ipswich in order to reach secondary and higher education institutions.

Figure 4-4 Existing Educational Facilities

61

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

5 ENVIRONMENTAL & BUILT ENVIRONMENT CONSTRAINTSEvidence Base

The geographical study area includes a large number of listed buildings and scheduled monuments. However the area does not include World Heritage sites, parks and notable gardens.

Several woodlands are also included within the study area; however no nature reserves are present within the area.

The River Flynn, River Lark and the River Gipping form physical constraints that need to be considered with option development as well as ecological and flooding impact. The terrain and these natural constraints will shape the layout and alignment of any proposed highway improvements along its routing. However these features are not considered insurmountable to achieve an Ipswich Northern Route.

In particular the area around the Rivers Fynn and Lark is protected and referenced into the SCDC Local Plan. Further investigation will be required to confirm whether any highway infrastructure could be constructed through the area, potentially using construction methods to integrate the route as best as possible within this protected environment.

Existing manmade infrastructure such as an overhead high power electrical cables, or underground apparatus could also be a constraint on any routing but these are more likely to impact the scheme in economic terms, particularly if any rerouting of services needs to occur to deliver an option.

5.1.1 This section provides an overview of the environmental and built environment constraints and opportunities within the Ipswich Northern Route study area.

5.1.2 In general the study area is relatively sparsely populated with the main settlements, outside of Ipswich, consisting of Grundisburgh ,Akenham, Westerfield, Tuddenham St Martin, Playford, Little Bealings and Great Bealings, Rushmere St Andrews, Claydon and Witnesham.

5.2 CONSTRAINTS

EDUCATIONAL LAND USE

5.2.1 The primary schools within the study area include, Bealing Primary School, Grundisburgh Primary School, Claydon Primary School and Thomas Wolsey School (pupils with special care needs). Secondary schools in the study area include, Kesgrave High School located to the north of the A1214, Ormiston Endeavour Academy located to the north of Castle Hill and Claydon High School located to the south east of the settlement.

CULTURAL HERITAGE

5.2.2 A large number of buildings which have been identified within the study area. The locations of these buildings are identified in Figure 5-1 illustrates the location of these buildings, which could be affected by the Scheme.

62

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

5.2.3 No World Heritage Sites, public parks or gardens have been identified within the Study Area. However, there are parks 860m east, within Ipswich and 2km north of the study area. Bawdsey Beach Heritage Coast is situated 8km to the south east of the Study Area but not considered relevant at this stage. Key areas of cultural heritage with the study areas consist of:

Mockbeggars Hall;

Akenham;

Close to the B1077/Witnesham Road and Westerfield;

Around Tuddenham St Martin;

Around Playford;

Little Bearings; and

The White House, north of Kesgrave Figure 5-1 Local Cultural Heritage Constraints

ECOLOGY

5.2.4 The Environmental Constraints analysis indicates that a number of protected habitats are present in the study area, especially in the western section around the A14 and in the eastern half of the study area.

5.2.5 There are several ancient woodland within the study area, one being located south of Playford (south of the railway line), just west of Woodbridge near the B1079 and a large one northwest of Culpho.

63

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

5.2.6 Bramford Meadows Local Nature Reserve is located to the west of the A14 and railway line but should not be affected by any Scheme coming forward in the study area.

5.2.7 Sinks Valley Kesgrave Site of Special Scientific Interest (SSSI) is located in the south east of the Study Area.

5.2.8 The local ecological protected areas in the wider region are outside of the study area.

5.2.9 No greenbelt, biosphere reserves, National Nature Reserves, or National Parks have been identified within the Study Area or within 10km of the Study Area.

5.2.10 The document concludes that the least sensitive area is to be found to the north and west. The central section of the Study Area is less ecologically sensitive with small areas of woodland. However, the eastern section of the study area is denser with a variety of priority habitats, a parcel of ancient woodland and a SSSI in the south east of the study area. All of these should be considered and ideally avoided in developing the preferred route corridor.

5.2.11 The map show below (Figure 5-2 ) indicates that the area around the rivers Fynn and Lark which is identified as environmentally sensitive. This same area is included with Suffolk Coastal District Council Local Plan as a Special Landscape Area and is protected under policy AP13 summarised below.

Policy AP13 Special Landscape Areas

The valleys and tributaries of the Rivers Alde, Blyth, Deben, Fynn, Hundred, Mill, Minsmere, Ore and Yox, and the Parks and Gardens of Historic or Landscape Interest are designated as Special Landscape Areas and shown on the Proposals Map. The District Council will ensure that no development will take place which would be to the material detriment of, or materially detract from, the special landscape quality.

Figure 5-2 Environmentally Sensitive Areas

64

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

AIR QUALITY

5.2.12 No Air Quality Management Areas (AQMAs) are located within the Study Area and that the closest AQMA is in Ipswich, approximately 1.8km south of the Study Area.

5.2.13 The Ecological Report concludes that that the highest background levels of NO 2 and PM 10 (2013) were found around the A14 but no area was identified as exceeding the UK Air Quality Strategy Objectives.

WATER

5.2.14 The Ecological Report confirms that the study area is situated within a nitrate vulnerable zone for groundwater and surface water.

5.2.15 Within the centre of the study area is located rocks with essentially no groundwater. Most of the rest of the area is located within a low productivity aquifer, however the area west, near the A14 and Claydon, is situated within a highly productive aquifer.

5.2.16 There are several river and streams in the study area such as the River Flynn and River Lark to the east. In addition the River Gipping is located to the west of the A14.

5.2.17 The River Fynn runs through the centre of the site towards the east, south of Playford and Woodbridge.

5.2.18 An area rated as Flood Zone 3 by the EA surrounds River Fynn in the east of the study area and has a high risk of flooding.

5.2.19 A tributary of the River Gipping flows north of Westerfield and has some risk of flooding as rated by the EA. The River Gipping and its tributary from Westerfield are noted as having indicative funding for a flood risk management scheme in 2015/16.

LANDSCAPE

5.2.20 The Study Area does not include any Areas of Outstanding Natural Beauty (AONB). However, there is the Suffolk Coast and Heaths AONB approximately 500m east of the Study Area.

5.2.21 Three landscape areas are present across the Study Area. The west is classed as South Suffolk and North Essex Clayland, the central section as South Norfolk and High Suffolk Claylands; and the eastern half of the Study Area is classed as Suffolk Coast and Heaths.

NOISE AND VIBRATION

5.2.22 Existing noise sources include the A14 and A12 located at both extents of the study area. In addition to the railway line running from Woodbridge to Ipswich, which is also a source of noise.

5.2.23 Sensitive receptors such as those located in urban areas and villages including schools should be avoided.

5.2.24 The change of noise level could potentially be important when considering impacts of introducing new road infrastructure to the study area.

CONTAMINATED LAND AND GROUND CONDITIONS

5.2.25 Historic landfills are located within the area, around Akenham, close to Westerfield, to the north and east of Tuddenham St Martin, Sinks Pit Landfill between Kesgrave and Little Bealings and also west of the A14.

65

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

5.2.26 A number of industrial and waste operators are present, or have been present, which presents potential sources and areas of industrial pollution. They are concentrated in the west of the study area around Paper Mill Lane and next to the A14.

5.3 SCHEME OPPORTUNITIES

5.3.1 There are a range of opportunities for environmental improvements and enhancements including:

Improve existing connections across the study area to unlock economic development, provide greater connectivity between and greater access to the countryside;

Working with Network Rail to maximise efficient movement along the east – west corridor and minimise environmental effects;

Improve localised air quality through reducing congestion along the local and strategically network;

Reduce and mitigate noise pollution experienced at existing receptors especially those along the A14 and A12;

Enhance and establish habitats to create coherent and resilient ecological networks and preserve, restore and re-create priority habitats to protect and facilitate the recovery of priority species;

In the event that the land is found to be contaminated, development provides the opportunity to remediate the land;

Implement a modern drainage using techniques such as Sustainable Drainage Systems (SuDS) and provide great protection against flooding in extreme events;

Improve existing long distance footpaths and national and regional cycling routes through reducing ‘disjuncture’s’ and improving connectivity.

5.4 PHYSICAL CONSTRAINTS

5.4.1 A key consideration in looking at the existing east – west Ipswich Northern Route corridor and possible alternative route options within it is the physical constraints. These can be broadly broken down into natural and manmade.

5.5 NATURAL CONSTRAINTS

TERRAIN & WATER

5.5.1 In terms of natural constraints these are typically mountains, steep valley escarpments flood plain and river.

5.5.2 The terrain of the Study Area is shown in Figure 5-3 below. The approximate high point in the study area is located to the north west of the study area with 53m Above Ordnance Datum (AOD) in the north west of the study area (north of Westerfield). The low point within the study area is in the eastern section of the study area in the River Fynn valley which is below 5m AOD.

5.5.3 The main river within the study area is the River Fynn which run north to south in the centre of the area and then eastbound through Playford and the south of Woodbridge. There is also a tributary the River Lark located to the east of Grundisburgh heading south through Great Bealings and then the river Fynn.

66

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

5.5.4 There is also a tributary to the river Gipping, located to the west of the study area from Westerfield and Akenham settlements.

Figure 5-3 Terrain

5.5.5 These are not insurmountable constraints, providing suitable engineering infrastructure, such as viaduct structures, or with earthworks. Inevitably these will have an impact on construction costs, aesthetics and potential environmental issues near water courses.

UNDERGROUND FEATURE

5.5.6 Underground natural features would include swallow holes and the like associated with chalk and marl which will underlie part of the study area. Appropriate geotechnical and geophysical investigations can identify their possible interface with route options in future. Historical mining may be present in isolated locations within the study area and consultation with the Coal Board will identify such areas. Again, their presence, if found, can be counteracted through engineering solutions.

LAND USE

5.5.7 It is noted that the vast majority of the study area is given over to farming, with all types represented e.g. dairy, beef, arable, forestry, etc. Care will be taken to avoid the best classified land when the mapping of such assets is completed and the route options are being assessed in general terms.

67

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

5.5.8 The Agriculture Land Class for the Study Area is shown in Figure 5-4 .As can be seen, much of the area is Grade 3 with small areas of Grade 4 in the eastern and western ends of the area and Grade 2 agriculture land in the centre of the area.

Figure 5-4 Agricultural Land Class

5.6 MANMADE CONSTRAINTS

ABOVE GROUND UTILITIES

5.6.1 The most visually obvious utilities within the study area are the overhead high voltage power lines belonging to National Grid and the energy supply companies.

5.6.2 A National Grid Map located in Appendix E of this report confirms that a high voltage overhead line is located to the north of Ipswich and within the Study Area. The power line crosses the A14 south of Claydon, through Akenham, passes to the north of Tuddenham St Martin and to the north of Grundisburgh on southwest to northeast direction. The line is also shown on OS map.

5.6.3 A critical concept to be retained for more detailed corridor studies is the need to place any route options close to but not immediately adjacent to pylons and to cross beneath the cables at as close as possible right angles. This avoids expensive diversion routes by maximising the clearance to catenaries and impact on maintenance works associated with the high voltage networks. It is noted that diversion of 400 kV lines is an exception rather than the rule – the only recent occurrence being for the 2012 Olympics.

UNDERGROUND UTILITIES

5.6.4 Underground there will be a significant network of pipelines carrying fuel, gas and water across the study area to connect local settlements.

68

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

5.6.5 The National Grid Map located in Appendix E confirms that there are high pressure gas mains located within the Study Area. A high pressure gas main runs east – west within the geographical study, from junction 53 of the A14 to the west, running along-side the electrical overhead cables, through the Fynn Valley Golf Club and south of Grundisburgh were it meets another high pressure gas main which runs north - south at the National Grid Great Bealings AGI (Above Ground Installation).

5.6.6 The second gas main runs in northeast-southwest direction passing through Little Bealings, Playford, then on to Ipswich near Kesgrave High School.

5.6.7 Further investigation will be required to investigate the existing location of the gas apparatus in the geographical study area. The apparatus should not create a significant constraints other than costs linked to protection; however to the west the gas main runs through the middle of the A14 / A1156 interchange (junction 53 of the A14), which may require a diversion should the proposed Ipswich Northern Route intend to link up at this junction.

5.6.8 Fuel pipeline network is present in the UK and it is possible that operational oil companies such as CLH Pipeline systems have apparatus in the area. The map attached to Appendix E demonstrates that the route Claydon – Thetford or Claydon – Woodbridge could be located within the Study Area. Further investigation will be required to investigate the location of possible apparatus in the geographical study area.

5.6.9 Anglia Water Services Ltd confirmed that some substantial growth are being planned in the study area; however Anglia Water further confirmed that there is nothing currently in effect which would potentially be a constraint for the scheme. Any works and project which would trigger network improvements would be required to obtain planning approval by the relevant councils.

5.6.10 East Anglia Ones is a offshore wind farm project which will be located to the south east of Ipswich. The 500-600MW offshore windfarm project, will be one of the world’s largest. An underground high voltage cable is proposed to be laid down to the north of Ipswich within the study area to connect the coast near Bawdsey through Newbourne, across the railway line and A12 south of Woodbridge, north of Tuddenham, across the A14 between junction 52 and 53connecting a large electrical substation west of Bramford.

TRANSPORT INFRASTRUCTURE

5.6.11 Details of the railway lines are provided earlier in the report. Crossing under or over these corridors will need to be a consideration as the route options develop but there presence is not regarded as a significant constraint.

5.6.12 Similarly the road network in the study area has been described previously and again their presence is a consideration but not a constraint. For convenience and to minimise disruption to the travelling public, careful choice of road closure, bridge options and locations will be part of any later assessment.

COMMERCIAL AND RESIDENTIAL PROPERTIES

5.6.13 Villages and local settlements form the commercial and residential properties which will need to be avoided as much as possible. These urban areas are concentrated within Ipswich but also within the numerous villages present within the Study Areas.

5.6.14 In addition isolated farms, or dwellings or golf course (such as the Fynn Valley Golf Club and Seckford Golf Centre) are also present within the area.

69

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

5.7 SUMMARY OF CONSTRAINTS

5.7.1 Figure 5-5 shows the constraints above mentioned in this report, including power overhead cables, high pressure gas main and the future high voltage underground line to Suffolk One offshore windfarm. A larger plan can be found in Appendix F.

Figure 5-5 Overall Constraints Map

5.8 OPPORTUNITIES

5.8.1 A key consideration in relation to opportunities in regard to the Ipswich Northern Route is the potential to link with schemes planned by the local highway authorities, of future land allocations and form a joined up approach to the overall transport corridor to the north of Ipswich.

5.8.2 In addition there is the opportunity for possible public transport improvements alongside non-motorised users’ facilities improvements.

5.8.3 Linked to local highway authority proposals, will be those being brought forward by developers to address opportunities within the local planning provision, and this maybe a source of monetary contributions should the development be in line with policy and programmes for potentially discrete items of work be favourable in terms of timescales.

5.8.4 Should the route options so facilitate, the ability to use the existing infrastructure assets e.g. existing railway track bed or public highway must be considered in the cost of new provision,, linked to construction productivity and disruption to users of all modes of transport during construction.

70

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

6 FUTURE SITUATION6.1 INTRODUCTION

6.1.1 Based on the evidence gathered in the previous section, the following paragraphs present a study and assessment of the likely future growth in Ipswich and in the surrounding area, which is relevant to any proposed Ipswich Northern Route infrastructure coming forward.

6.1.2 This section is based on the local aspirations, planned developments and planned transport infrastructures schemes.

6.1.3 The following items are addressed in this Chapter:

Future Socio-economic context;

Future changes to the transport system; and

Future travel demands and levels of service.

6.2 FUTURE SOCIO-ECONOMIC CONTEXT

Evidence Base

The study of the Local Plans demonstrates that the local authorities have set relatively high but realistic employment and housing targets in the area. The Ipswich economy is currently thriving and with the assistance of the new Suffolk University the local economy should benefit from higher educated jobs and employees.

TEMPRO software and the NTEM data predict significant housing growth in the local area up to 2031. The number of workers is however expected to decline in the two districts around Ipswich, which can be perhaps explained by the aging population, and also show a slower increase in the number of jobs.

Investments in the study area will act as an enabler to deliver the expected increase in jobs, housing and population, resulting in additional trips. Such infrastructure appears therefore to be in line with the Ipswich City Deal, the East Anglia LEP and the Local Plans.

RESIDENTIAL GROWTH

6.2.1 This section provides a review of the housing growth aspirations within the study area. A review of local authority Local Plan documents associated with the main study area has been undertaken to understand the projected increases in dwellings in the local area.

6.2.2 To understand future demographic trends within the study area, data from the National Trip End Model (NTEM) Planning Data Version 7.0, for the period 2011 to 2031 (and 2016 to 2031), has also been reviewed.

6.2.3 The latest version of the TEMPRO software provides a full update of NTEM data. As such, a summary of the housing growth forecasts for each district/unitary authority is provided in Table 6-1. The Local Plan housing growth has been compared against the Trip End Model Presentation Programme (TEMPRO) district boundaries forecast household growth.

71

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

Table 6-1 Local Housing Growth 2011 – 2031

DISTRICT /BOROUGH

GROWTH PERIOD

LOCAL PLAN H’HOLDSGROWTH

Extrapolated H’holds

2011-2031

TEMPRO H’HOLDS

2011-2031Ipswich 2011-2031 13,550 13,550 12,683

Mid Suffolk 2001-2021 7,500 8,300 6,587

Suffolk Coastal 2010-2027 7,900 9,294 12,818

Sub Total 31,144 32,088

6.2.4 The above demonstrates that ambitious growths are forecasted in the local area and in particular in and around Ipswich.

6.2.5 As demonstrated in Figure 6-1, forecasted household growth between 2011 – 2021 is broadly consistent, within each district, with the existing building rates observed between 2001 and 2011.

Figure 6-1 Households Growth (local Districts and Borough)

Source: Districts & Boroughs’ Local Plans Data

EMPLOYMENT GROWTH

6.2.6 This section provides a review of the projected employment growth at the regional and local level. Employment growth across the Ipswich area is expected to remain strong and jobs should growth within the area over the coming decades.

6.2.7 Regionally, the New Anglia study area LEP’s Strategic Economic Plans state ambitious employment growth forecasts including:

72

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

“95,000 more jobs: In 2012 there were some 760,000 jobs in the New Anglia area. The East of England Forecasting Model predicts that continuation of pre-existing investment plans will see this grow by 63,000 by 2026. Our Strategic Economic Plan will significantly increase this business as usual number by 50 per cent to 95,000”

6.2.8 The Greater Ipswich LEP confirms that within the area, which incorporates Ipswich itself and parts of the surrounding districts of Mid Suffolk, Babergh and Suffolk Coastal, there are plans for 17,000 new jobs to 2026.

6.2.9 Ipswich Local Plan has estimated that the Borough could deliver 12,500 jobs in the period to 2031. However to understand the local future economic trends in Ipswich and the neighbouring Districts along the Study Area, the NTEM Planning Data Version 7.0 for the period 2011 to 2031 has been reviewed.

The NTEM planning data has been used, not to identify absolute growth along the corridor, rather to identify trends. A summary of the NTEM forecast job and worker growth is provided in Table 6-2 below. Table 6-2 Jobs and Workers Forecast 2011 to 2031

NAME

JOBS WORKERS

2011 2021 2031 % Change 2011 - 2031 2011 2021 2031 % Change

2011 - 2031

Ipswich 74,361 81,705 83,938 12.9% 64,241 63,626 65,254 1.6% Mid Suffolk 43,397 47,296 48,590 12.0% 47,369 44,136 41,448 -12.5%

Suffolk Coastal 56,392 61,330 63,008 11.7% 55,697 53,522 53,424 -4.1%

6.2.10 The TEMPro v7.0 anticipates a steady growth of jobs in the Ipswich area with significant changes in the three analysed Borough / Districts. It is also anticipated that significant employment areas within Mid Suffolk and Suffolk Coastal will be provided within the eastern and western fringes of Ipswich urban area.

6.2.11 However the TEMPro v7.0 planning data also anticipates a reduction of workers in the Mid Suffolk District, with a small reduction of the workforce in Suffolk Coastal but a small growth in Ipswich. This can be explained as perhaps workers choosing travel longer distances for work (hence jobs being filled by employees outside local areas), by an aging population in the rural district, or by future workers having more than one job.

STRATEGIC DEVELOPMENT LOCATION

6.2.12 As shown on the Ipswich Borough Council Local Plan Map (2014), the current major strategic development is Ipswich Garden Suburb located to the north of the Town. The site lies over approximately 200 hectares situated between Henley Road and Tuddenham Road.

6.2.13 This major development will be residential lead providing up to 3,500 dwellings, with supporting facilities such as local centres, primary and secondary schools and recreational facilities such as a park.

6.2.14 The Land at Adastral Park, Martlesham Heath, could be home for up to 2,000 new dwellings and create an employment campus of approximately 60,000sqm. The development would be accompanied from ancillary land uses such as schools, health centre, Public Park and hotels.

73

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

6.2.15 Futura Park is a development lead by retail land uses located in Nacton Heath to the southeast of Ipswich. The park is already home to a supermarket and high street retailers but will be completed with other employment land uses such as offices. Approximately 7 hectares of employment land is available at the Futura Park.

6.2.16 Freight traffic to Felixstowe typically uses the strategic road network A14 or A12 to connect to the UK SRN and also similarly functions as a European freight route.

6.2.17 According to “Update of UK Port Demand Forecast to 2030” by MDS Transmodal Ltd, without further infrastructure improvements Felixstowe is predicted to grow in capacity by 9.3 percent (2,835 to 3,100 Twenty-Foot Equivalent Unit shipping containers) by 2030 on 2005 volumes.

6.2.18 This could lead to significant increases in the number of HGVs on the A14 and A12.

6.3 FUTURE TRAVEL DEMAND

Evidence Base

As previously described the evidence base has shown high levels of traffic growth forecasted to occur in the future. In addition TEMPro software and the NTEM data forecast an increase of car ownership in Ipswich Borough and within the adjacent Districts, potentially impacting on modal share and highway infrastructure demand.

The evidence shows AADT traffic flows are likely to increase by more than 20% between 2015 and 2031, both within the urban area and on the strategic road network. The demand for capacity in 2031 is such that many links, both on the strategic network and the local network, will operate significantly over capacity, generating queues and delays and impacting on the network safety.

A significant intervention on the network appears to be required to cater with the local predicted growth, supporting the economy and the delivery of new jobs and dwellings. Such an infrastructure should also have a beneficial effect on the strategic road network, retaining capacity on the southern section of the A14; which in turn would assist in delivering further growth at the Port of Felixstowe.

6.3.1 This section provides a high level assessment of the future travel demands within the wider Ipswich area and the impact of this on the primary and secondary highway network.

6.3.2 As previously described within this report the local area is thriving and further growth is expected both in terms of population and jobs. This will have knock-on effect on travel demand and use of the transport network.

CAR OWNERSHIP CHANGES

In order to understand future car ownership within the corridor TEMPRO has been interrogated. The TEMPRO forecast growth in car ownership by district and percentage change in cars per household is summarised in Table 6-3 below. The data has been ranked by levels of forecast car ownership.

74

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

Table 6-3 TEMPRO Forecast change in Car Ownership (Base year 2011 – Future Year 2031)

DISTRICT /BOROUGH

CAR OWNERSHIP (HOUSEHOLD) 2011 TOTAL CARS(2011)

TOTAL CARS(2031)

CARS PER HOUSEHOLD

No Car 1 Car 2 Cars 3+ Cars 2011 2031 % Change

Ipswich 15,944 26,176 12,285 3,030

60,442 80,053 1.05 1.14 8.5% 28% 46% 21% 5%

Mid Suffolk 4,636 15,771 14,494 5,591

62,650 75,319 1.55 1.60 3.4% 11% 39% 36% 14%

Suffolk Coastal 7,580 23,038 17,223 5,889

76,329 98,758 1.42 1.48 4.5% 14% 43% 32% 11%

Total 28,160 64,985 44,002 14,510

199,421 254,130 1.31 1.38 5.2%19% 43% 29% 10%

6.3.3 The above table demonstrates that between 2011 and 2031 the number of vehicles would increase by 32% in Ipswich, 20% in Mid Suffolk and 29% in Suffolk Coastal.

6.3.4 In the Ipswich urban area the number of vehicles is relatively low at 1.05 cars per household, however the Borough has a higher projected growth per household (8.5%).

6.3.5 The following Figure 6-2 shows that TEMPro forecast significant car ownership changes in the future, across Suffolk.

Figure 6-2 TEMPRO Forecast percentage change in car ownership 2015 to 2031

6.3.6 It is anticipated that the residents of the Ipswich area would own more vehicles in 2031 than in 2016, as demonstrated by the above map.

75

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

TRAVEL DEMAND

6.3.7 Future travel demand in Ipswich and in the surrounding area has been forecasted using TEMPro v7.0 and is summarised in Table 6-4 below. This is the average growth in production and attraction trip ends within each district for all modes of travel. The districts have been ranked by their forecasted increase in travel demand.

6.3.8 The start dates used for traffic forecast correspond to the latest available from the DfT, with the latest survey covering the year 2015.

Table 6-4 TEMPRO Trip End Growth Factors 2015 to 2031

AREADESCRIPTION

ALL PURPOSES

Name Production Attraction Average

Ipswich 12.4% 12.6% 12.5%

Mid Suffolk 3.6% 11.4% 7.5%

Suffolk Coastal 10.1% 13.0% 11.5%

6.3.9 The expected growth factors within the relevant Districts (or Boroughs) reveal that the traffic demand should increase between 7.5% in Mid Suffolk and up to 12.5% in Ipswich.

6.3.10 In order to establish the future situation on the study area and on key road links to an east / west corridor to the north of Ipswich, the TEMPRO software has been interrogated to establish the background traffic growth from 2015 to 2031.

6.3.11 TEMPRO calculates traffic growth factors through the use of a dataset from DfT’s National Trip End Model (NTEM). The NTEM is a derivation of the 2011 National Travel Survey.

6.3.12 The current version of the data set is NTEM 7.0 and the TEMPro software version is currently 7.0.

6.3.13 Growth factors across the three local districts, for the AM and PM peak periods and average across the day are summarised in Table 6-5. The growths are broken down by road category type and location: Rural Principal, Urban Principal and Rural Trunk.

Table 6-5 TEMPro Growth Factor 2015 - 2031

DISTRICT /BOROUGH

RURAL PRINCIPAL URBAN PRINCIPAL RURAL TRUNK

AM PM Day AM PM Day AM PM Day Ipswich 1.2183 1.223 1.2432 1.2035 1.2082 1.2282 1.2559 1.2607 1.2816

Mid Suffolk 1.1325 1.139 1.1616 1.1188 1.1252 1.1476 1.1675 1.1741 1.1975 Suffolk Coastal 1.1810 1.1926 1.2166 1.1667 1.1781 1.2019 1.2174 1.2294 1.2541

Babergh 1.1408 1.1472 1.1711 1.127 1.1334 1.1569 1.176 1.1826 1.2072

6.3.14 The growth factors shown in the above Table 6-5 have been applied to 2015 AADT flows along some key links along the study area.

6.3.15 The change in traffic flows along the key local routes are summarised in Table 6-6.

76

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

Table 6-6 Forecast Traffic between 2015 and 2031

LINKS / SECTIONS2015AADT

2031AADT CHANGE INCREASE

A14 (north of A1156) 56965 68216 11251 19.8% A14 (north of A12) 54600 65913 11313 20.7% A14 (between A137 and A1189) 61405 74128 12723 20.7% A14 (southeast of A12) 29995 37617 7622 25.4% A12 (south of A14) 45623 55076 9453 20.7% A12 (south of A1214) 41224 50153 8929 21.7% A12 (north of A1214) 35024 42610 7586 21.7% A12 (south of B1078) 18668 22711 4043 21.7% A1156 Norwich Road 18951 23276 4325 22.8% A1156 Crown Street 16829 20669 3840 22.8% A1214 Valley Road 19658 24144 4486 22.8% A1214 Woodbridge Road 33136 39826 6690 20.2% A1214 Main Road 18209 21885 3676 20.2%

NETWORK OPERATION

6.3.16 To create an initial picture of the future growth along the east-west corridor a high level model, using the forecast 2031 AADT traffic flows across the corridor, has been created. The model compares the forecasted 2031 AADT flows to the theoretical link capacity of the current primary east-west corridor.

6.3.17 The theoretical link capacity uses the calculated Congestion Reference Flows (CRF). The purpose of this model is to provide a high level assessment or the potential future performance of the corridor (without improvement) to identify which sections will be under the highest levels of stress.

6.3.18 Links that are likely to be operating at their maximum sustainable hourly throughput of the link are identified in orange to red and links that are significantly higher than the maximum sustainable hourly throughput of the link are coloured in dark red.

6.3.19 Figure 6-3 below shows the 2031 AADT flows as a percentage of the calculated CRF.

77

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

Figure 6-3 2031 AADT as Percentage of the Calculated CRF

6.3.20 Figure 6-3 above can be compared to the 2015 AADT data and CFR calculation as shown on Figure 3-10 earlier in this report.

6.3.21 The study anticipates a net increase in demand for capacity along the strategic road network, and the A14 south of Ipswich. The Orwell Bridge section is indeed estimated to operate significantly over capacity which would create further delays and congestion in Ipswich, having a knock on effect on driver safety and air pollution.

6.3.22 It should be noted that the CRF calculation based on the DMRB guidance is intended for use on rural road, nevertheless this study has used the same methodology to assess the demand on urban links within Ipswich. The assessment demonstrates that the demand for capacity should also increase within the urban area, on the east to west corridor. Significantly the A1214, to the north of Ipswich Town Centre is expected to increase to operate over capacity in 2031.

78

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

7 THE NEED FOR INTERVENTIONCase for Intervention Through the review of existing conditions and future predictions for growth, it has been identified that there is already transport demand for a northern relief road to the north of Ipswich, with current road capacity being reached in peak periods, both on the strategic network as well as on key the urban corridors within the town.

The A14 is a part of the strategic network linking the Port of Felixstowe to the rest of the UK. However such strategic roads also provide important local functions, linking communities along their route with the main regional economic centres for retail and employment. Improving such linkages, or enabling a reduction of traffic on these strategic routes through the provision of alternative infrastructure, has the potential to significantly improve access to labour markets, which is particularly relevant to Ipswich given the high levels of house and employment planned in the region.

Without strategic transport interventions the forecast increase in travel demand and traffic growth will significantly increase delays and congestion in and around Ipswich.

Ipswich North Route options will need to have a positive impact on travel reliability, network resilience and regional and local connectivity which is vital to support economic growth and enable the delivery of new jobs and homes. This in turn will deliver economic benefits in the form of improved productivity. This will enable the area to contribute significantly to the national economy.

An integrated transport network solution is key to the solution of current and future congestion problems. However, given the current issues on the transport network, a northern relief road could be seen as the main trigger to improve transport capacity and in shifting strategic traffic away from the centre of Ipswich, enabling further intervention in the urban areas to promote bus and cycle travel.

Based on the analysis of constraints, three broad corridors for further option development of a strategic relief road, to the north of Ipswich, have been identified.

An Initial high level modelling study has demonstrated that, of these 3 indicative corridor areas, the ‘outer option’ would have the highest benefit on the strategic network, whilst the ‘middle’ and ‘inner option’ would additionally benefit the local transport network alleviating levels of congestions within the central urban areas of Ipswich.

7.1 INTRODUCTION

7.1.1 This section of the report provides evidence for the need of intervention to improve the east to west corridor within the north of Ipswich.

7.1.2 This Stage 1 Interim Report has been prepared in order to fully understand the existing transport network within and around Ipswich, current traffic routeing, the performance of the network and the how the network might deal with anticipated growth.

79

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

7.2 ROUTE FUNCTION

7.2.1 The east to west corridor serves both the strategic network on a regional and national level with through movements, and more locally to access key services, retails, educational facilities and employment areas within the Ipswich areas.

7.2.2 The corridor crossing Ipswich east to west is located on an important freight route, linking the Port of Felixstowe, Britain’s busiest container port. Therefore significant concentration of HGVs traffic can currently be found along the A14 and the A12.

7.2.3 The A12 links, to the north of Ipswich, several settlements and coastal Towns such as Woodbridge, Saxmundham, Southwold, Lowestoft and Great Yarmouth. The A12 Trunk Road link to the south west to more important population centre such as Colchester, Chelmsford and ultimately London.

7.2.4 The A14 runs southeast to northwest from the Port of Felixstowe to the M1 / M6 near Rugby and locally connects Stowmarket, Bury St Edmunds and Cambridge.

7.2.5 Ipswich is also strategically located on the Norwich to London main train lines. The Ipswich to Lowestoft line directly goes through the corridor and the geographical study area.

7.2.6 Ipswich performs well on a regional and local scale as the main employment, shopping, educational and service centre. Ipswich is growing and developing further high quality jobs with its new University growing its maritime, telecom and financial economy.

7.2.7 Ipswich’s Regional strength, and its predicted growth, means that local travel demand will continue to increase in the future.

7.2.8 The geographical position of Ipswich, its build up area and current network means that people wishing to travel east west currently only have a few routes options, which can be summarised as:

The A14 and the Orwell Bridge;

The A1214 Main Road / Valley Road; and

The A1156 Crown Street / Norwich Road.

7.3 ROUTE PERFORMANCE

7.3.1 This study has demonstrated that the network is suffering from recurrent congestions issues which affect the performance of some of the sections of the existing available east to west route options. The evidence gathered within this report also estimates that the expected growth will intensify the stress onto this particular section of the network.

CYCLE INFRASTRUCTURE ALTERNATIVE

7.3.2 Ipswich Cycle network currently provides an alternative network of travel within Ipswich on the east to west corridor. National Cycle Route No 1 routes through Kesgrave on a mix of traffic free routes and quiet roads.

7.3.3 Local cycle routes route through Castle Hill and Whitehouse to the northwest of Ipswich. National route 1 and 51 also run through Ipswich Urban Area on the east to west corridor. Particularly the local cycle route No 48 route through the geographical study area to the north of Ipswich.

7.3.4 In addition the A1214 is currently provided with some cycling facilities which should be encouraging residents to commute to work by bike in the local area.

80

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

7.3.5 This could explain why Marlesham Parish and Kesgrave Parish have higher cycling mode shares compared to other parishes or locations within Ipswich Urban Area. However, within Ipswich Borough the comparison of the 2001 and 2011 census data has demonstrated a decrease of cycle mode share overall.

7.3.6 The increasing level of vehicular traffic along the cycling network in addition to the potential infrastructure gaps along key routes can potentially explain the decline of the number of cyclists within the Borough.

7.3.7 There is however the potential to further improve cycle facilities along the key routes across the east to west corridor, within Ipswich Urban area, removing potential barriers to cycle movements, improving safety, comfort and effectiveness of the routes across the Borough.

7.3.8 A potential highway infrastructure option, located within the geographical study area, would need to ensure it retained existing cycle routes such as the local route No 48.

7.3.9 A northern route scheme would have the opportunity to improve travel within the east to west corridor and potentially free up space for additional cycle infrastructure improvements along key roads within Ipswich Urban area, by shifting current strategic traffic away from the town centre.

PUBLIC TRANSPORT ALTERNATIVES

7.3.10 Public transport alternatives on movements east to west, do currently exist with bus service No 800 linking the Martlesham PnR, to the east of Ipswich, to London Road PnR to the southwest. In addition several inner bus services exist to the north of Ipswich which can be used by local residents to access the Town Centre.

7.3.11 However the comparison between the 2001 and 2011 census surveys has demonstrated that bus patronage declined over this time period. It is quite likely that increased congestion on local roads is negatively impacting on bus frequencies and reliability which may then explain the decline in bus passengers.

7.3.12 The other alternative to longer distance car travel in the local area is to use the existing rail service between Lowestoft, Beccles, Saxmundham, Woodbridge, Westerfield (north Ipswich) and Ipswich..

7.3.13 In relation to rail there is the opportunity to, combined with the additional housing development, improve Westerfield Railway Station, located to the north of Ipswich.

7.3.14 The Office of Rail and Road (ORR) provide an estimate of the station usage, which was approximately 9,864 entries and exits in 2013-14 and 9,490 entries and exits in 2014-15.

7.3.15 The Station does not have parking facilities, ticketing machine facilities toilets or waiting room. Land adjacent and surrounding the station forms part of a strategic housing development called Ipswich Garden Suburb; the development is expected to deliver an important part of the anticipated housing growth in the near future. With the expansion of Ipswich Urban Area to the north there is therefore the opportunity to improve access and facilities at the Station to encourage further use of rail services.

7.3.16 Additional bus services, in the form of a new bus routes, are also proposed to serve the Ipswich Garden Suburb development, providing an additional link between the north of Ipswich to the Town Centre.

81

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

7.3.17 Any proposed infrastructure to the north of Ipswich on the east to west corridor will need to retain public transport connection to local settlements not to create a barrier for sustainable transport. A new route however would have the benefits to potentially reducing traffic within the main urban area which could in return free up spaces for bus transport services improving reliability and frequencies.

TRAFFIC FLOWS

7.3.18 The traffic flow analysis presented in this study shows that sections of roads located within the primary east-west corridor accommodate relatively high traffic flows. The A14 also accommodate high level of HGV traffic generated from the Port of Felixstowe.

7.3.19 The traffic flows on roads within the study have significantly increased, experiencing high levels growth on the past 5 years period 2010-2015.

7.3.20 The ambitious employment strategy to attract further well educated jobs in the area coupled to the housing growth expectation will result in additional traffic flows along these key routes.

7.3.21 It is also predicted that car ownership should rise in the future, affecting local residents travel behaviour and resulting in higher demand on the highway network.

ROUTE CONGESTION

7.3.22 This report has demonstrated that certain sections of the highway network suffer from congestion impacting on journey times and reliability.

7.3.23 Specifically the A14, to the south of Ipswich between junctions 56 and 57 suffers from significant level of delays and congestions. In addition corridors routes within Ipswich also observe high levels of demand for capacity at peak times.

7.4 GROWTH AGENDA

7.4.1 As described in earlier sections of this report, the LEPs, Local Plans and Ipswich City Deal have set up ambitious projects to increase highly qualified jobs within the local area. The newly confirmed status of the University will assist in attracting further qualified employees delivering this employment targets. The Local Plans are also predicting important housing growth within Ipswich urban area, such as the Ipswich Garden Suburb within the Borough boundary or within the fringes of the urban area such as in the Suffolk Coastal District.

7.4.2 Within Ipswich alone, their Local Plan expects an increase in the number of dwellings between 2011 and 2031 by 13,550. It is noted that the TEMPro / NTEM software anticipates a slightly lower number of dwellings built in the Borough in the same time period, nevertheless is does demonstrate that the local area is thriving and looking to considerably grow in the future.

7.4.3 As noted previously a number of strategic residential development are already planned within the Borough or within the urban area such as Ipswich Garden Suburb development or Adastral Park in Martlesham east of the A12. The Adastral Park development would also provide a 60,000sqm high technology employment campus.

7.4.4 Investments in the study area would therefore support the delivery of the forecasted dwellings and jobs and generate wider economic benefits, supporting aspiration set up in the New Anglia Local Enterprise Partnership (LEP) and Local Plans.

82

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

7.5 INITIAL ROUTE CORRIDOR OPTIONS BEING CONSIDERED

7.5.1 Based on the reviewing the environmental and built environment constraints, three indicative route corridors areas have been identified for option development of a Northern Relief Road, each set at varying distances north of Ipswich.

7.5.2 It is expected that an integrated transport solution will be the key to deliver expected growth in the area, including bus network improvements within the Town and increased capacity of the local rail offering, through making the most of rail infrastructure already in place (such as Westerfield Railway Station).

7.5.3 It is however expected that the trigger for improvements would be led with the development of a northern relief road, based on the evidence identified within this stage 1 report.

7.5.4 In this regard, three indicative corridor alignments have been identified to help facilitate further option development in the second stage of the study. For reference the three corridors have been identified as:

Outer Route Corridor;

Middle Route Corridor; and

Inner Route Corridor.

7.5.5 Figure 7-1 below shows an indicative map of these three corridors. All the corridors link between the A14 and A12 but are spaced at varying distances north of Ipswich, in turn opening up options for different junction connections on the A14 and A12..

Figure 7-1 Initial Indicative Ipswich Northern Route Options

83

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

7.6 HIGH LEVEL INITIAL TRANSPORT MODELLING

7.6.1 Initial high level modelling scenarios for the Ipswich Northern route corridors have been undertaken using the Suffolk County Transport Model (SCTM) to understand the potential differing traffic impact and benefits each alignment might provide both Ipswich and the Strategic Road network in the future year of 2036.

7.6.2 The modelling has assumed infinite capacity of the junctions and links on the routes in order to identify the demand for the route alignments in absence of any detailed junction proposals at this time. The assessment therefore assumes the scheme could be designed to accommodate forecast traffic flows.

7.6.3 The paragraphs below provide a summary of findings relative to the three indicative transport corridor alignments.

Outer Route Corridor: The most northern option to be tested has shown that an alignment further from the town centre is likely to act as a bypass of Ipswich, allowing longer distance trips to travel past the town rather than helping those that wish to access it. The largest area of flow reduction is on the B1078 and the A14 to the south of Ipswich. Whilst this is likely to aid longer distance trips passing by Ipswich is it unlikely to aid trips to/from Ipswich and therefore unlikely to help towards network performance for the town but could help to make neighbouring towns better connected.

Middle Route Corridor: Moving the route south immediately draws trips from a number of key radials onto the new link road. Norwich Road, Martlesham Road and Bealings Road all experience reduced flows in addition to reduced flows on the inner ring road (Valley Road) and the A14 southern bypass. This option alleviates the radial routes and ring road as well as the more strategic route on the A14 to the south.

Inner Route Corridor: Moving the route closer Ipswich helps to reduce flows on the existing highway network further still. The reduction is most pronounced on Norwich Road and Butts Road. Flows are higher in this option on Main Road (A1214) and the A12 (NB) in the area where the new link road connects at its eastern extremity.

7.6.4 Based on the initial modelling undertaken, the Outer Route Corridor is likely to provide more of a strategic benefit which would benefit trips travelling past Ipswich rather than those originating / terminating in the town. In comparison the middle and inner options show potential for reducing flows on the existing road network within Ipswich but provide less strategic benefit as the potential route moves closer to Ipswich.

7.6.5 As the schemes have not been considered in a detailed manner at this stage in the study, connectivity and junction types have not been identified. For this reason it is difficult to compare the performance of the schemes with much certainty. By assuming no junction delay at this stage we are essentially considering the schemes performance under a best-case scenario whereby it is the most attractive version of the scheme possible. In other words, within this initial modelling work we have only identified the potential demand for each option.

A14 ORWELL BRIDGE

7.6.6 A location for key analysis on the network, within the initial modelling, is the Orwell Bridge on the A14 to the south of Ipswich. All of the options provide a new low-delay route from east to west and therefore offer a potential alternative to the Orwell Bridge.

7.6.7 The Outer Route Corridor is the furthest from the Orwell Bridge (approx. 7 miles away) and therefore caters for trips of a slightly different nature. Trips using the Orwell Bridge to travel from the A12 (S) to the A14 (S) are unlikely to travel 7 miles further north, use the relief road and then return 7 miles south.

84

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

7.6.8 Trips heading north/south in addition to travelling east/west may well be attracted by the free-flow conditions on the relief road. Consequently the Outer Route Corridor has a limited ability to reduce flows on the Orwell Bridge.

7.6.9 It would appear that proximity to the bridge would be the main factor in attracting trips from the bridge across to a Northern relief road. This is true for the Middle Route Corridor and particularly the Inner Route.

Table 7-1 Estimated A14 (Orwell Bridge) flow impact by Route Corridor Option in 2036

Flow (PCUs / hour) AM Peak (08:00-09:00)

Location DM Outer Middle Inner A14 (Orwell Bridge), eastbound 3634 3401 3248 3157A14 (Orwell Bridge), westbound 3301 3109 3019 2937

PM Peak (17:00-18:00) Location DM Outer Middle Inner

A14 (Orwell Bridge), eastbound 3437 3246 2875 2842A14 (Orwell Bridge), westbound 3600 3511 3258 3160

INITIAL MODELLING SUMMARY

7.6.10 At this early stage it appears that the Inner Route Corridor and Middle Route Corridor has the largest potential for attracting trips from Ipswich, and the Orwell Bridge Crossing. These options also perform well in terms of reducing overall travel times and distances travelled.

7.6.11 The Outer Route Corridor provides more of strategic benefit but provides less benefit to reducing congestion with Ipswich.

7.6.12 In order to conduct a robust comparison between the options, further modelling in the next stage of this study is required as the junction types, sizes and connectivity of the route will have a significant impact on the performance of these options in the model.

85

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

8 CONCLUSIONS8.1 SUMMARY

8.1.1 The objectives of the scheme meet those set up by the Government to develop and improve the local and strategic road network.

8.1.2 It was demonstrated within this report that the Local Plans and the East Anglia LEP expect significant growth both in terms of housing and employment. The documents recognise the importance of improving the integrated transport network and to tackle congestions in order to and deliver the required residential and employment developments needed to meet growth targets.

8.1.3 This report has provided the evidence on existing issues of capacity on the highway network, and gaps in public transport infrastructure and the cycle network provision. It has also identified a growing proportion of vehicles ownership, especially in rural areas, which encourages people to travel by car, increasing the constraint on network capacity.

8.1.4 This document has highlighted that the current local and strategic highway network suffers from frequent and severe delays, generating pollution, reducing safety of road users and constraining the local and regional economic market. The congestion on the A14 has also an impact on strategic areas such as the Port of Felixstowe.

8.1.5 The study has demonstrated that the local area in and round Ipswich has experience significant and steady growth. With local economic benefit derived from a greater working age population. The area also provides a significant retail offer and improved educational facilities with popular high schools and a now a University.

8.1.6 This report has provided a high level study of the environmental constraints which has helped identify 3 indicative corridors for the potential delivery of a northern relief road but must now be considered further in the next stage of option development.

8.1.7 At this early stage it appears that an Inner Route Corridor or Middle Route Corridor has the largest potential for attracting trips from Ipswich, and the Orwell Bridge Crossing. These options also perform well in terms of reducing overall travel times and distances travelled. An Outer Route Corridor provides more of strategic benefit but provides less benefit to reducing congestion with Ipswich.

8.1.8 This report has demonstrated that the local area is expected to continue to growth further in the future, and action is needed to avoid the adverse impact this will likely have on the local and strategic highway network, potentially limiting housing and employment growth.

8.2 INTERIM REPORT CONCLUSIONS

8.2.1 Failure to address the challenges identified in this report, by investing in the transport network, in order to better facilitate east-west movements within Ipswich study area, is likely to have a constraining impact on the local economic growth. In addition, investment would have the opportunity to alleviate the strategic highway network and in particular the A14 which could influence the regional and national economy.

8.2.2 Congestion along the existing highway network is expected to intensify, leading to increased journey times for commuters and businesses. As a consequence these negative effects would lead to reduction of labour attraction and reduced population growth.

86

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

8.2.3 Furthermore, a transport strategic improvement would benefit the different development opportunities highlighted in the local plans.

8.2.4 It appears necessary to compete, on a regional scale, with other centre such as Cambridge, Norwich or Colchester to continue to attract further businesses to provide adequate transport links to suppliers or customers.

8.2.5 Firms within the ‘knowledge economy’ also benefit greatly from economic agglomeration, relying on recruiting workers with highly specific skill sets to work within localised clusters of economic activity.

8.2.6 A worsened integrated transport network would potentially undermine the effective density of Ipswich, and potentially limit its expansion reducing general productivity or attractiveness of its recently awarded University.

8.2.7 Conversely, improved transport linkages will potentially increase the level of availability of quality workers, both locally and commuting into Ipswich, which would benefit local firms and potentially stimulate a greater economic interaction.

8.2.8 Improved transport links in the north of Ipswich are also an important prerequisite to achieving the ambitions set out by the New Anglia LEP. The LEP identifies the importance of transport connectivity around Ipswich with the ambitions of delivering expected new jobs and dwellings to support local growths.

8.2.9 In summary, interventions in the study area and in the indicative corridor alignments identified could deliver the following benefits:

Improve strategic east west links across Ipswich reducing travelling time;

Tackle current and forecasted congestion on the network both by potentially alleviating local traffic congestion in Ipswich but also by encouraging strategic traffic away from routing through the centre of Ipswich;

Addressing environmental impact due to congestion;

Improving safety along the highway network;

Promote further local investment and create opportunities for growth;

Facilitate housing and employment developments promoted within the local plans;

Improve reliability of the strategic road network and access to strategic economical areas such as the Port of Felixstowe.

Encourage use of more sustainable method of transport within the urban area, such as improving cycle or bus corridor;

Seek to increase rail usage to and from the Ipswich areas, increasing use of secondary railway stations encouraging businesses and commuters to get on board.

8.3 RECOMMENDATION FOR NEXT STEPS (STAGE 2)

8.3.1 In order to progress further the Ipswich Northern Routes, building on the findings of this interim report, a number of additional tasks will be taken forward in Stage 2 of the study, which includes:

Identify more refined route options within the geographical study area, through closer consideration of environmental constraints, additional focus on potential junction connections to the A14 and A12 and consideration of the intersection with main and secondary roads;

87

Ipswich Northern Route Study - Stage 1 Interim Report WSP | Parsons Brinckerhoff Suffolk County Council Project No 70023942

December 2016

Use the Suffolk County Transport Model (SCTM) to further test the emerging Ipswich Northern Route options in terms of delay and congestion benefits, in order to assess the impact of each option on the strategic and local road network, as well as likely demand for its use;

Undertake a options sifting and assessment exercise, to identify a preferred route corridor;

Further in depth environmental studies carried along preferred routing with specialist surveys and analysis.

Further work undertaken on complimenting a northern relief road option with a package of complimentary sustainable transport improvements along the corridor and within the geographical study area

.