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CURRENT BUS ROUTES
Lettering used in table below to indicate bus routes supported financially by the Council
Operational days Route numbers
A Mon-Fri 18, 387, 522, 524
B Mon-Sat 16, 59, 70, 73, 74, 79, 92, 93, 94, 99, 111, 111A, 112, 113, 114, 116, 118, 119, 200, 201, 304, 312, 332, 337, 338, 357, 358, 377, 521, 972, M33, M44
C Weds 300, 375, 379, 461
D Thurs 715
Bus operator Route number
Route description
A2B Bus & Coach (Royston)
18 Newmarket - Fulbourn - Teversham - Newmarket Road Park & Ride
Beestons 91 Ipswich - Hadleigh - Sudbury
Beestons 316 Hintlesham - Hadleigh - East Bergholt
Beestons 716 Bildeston - Lavenham - Thomas Gainsborough School - Sudbury Bus Station
Beestons 84C Hadleigh - Nayland Surgery
Beestons OC7 Felixstowe - Woodbridge - Otley College
Belle Coaches Mills 2 Knodishall - Saxmundham - Yoxford - Thomas Mills High School
Belle Coaches Mills 3 Saxmundham - Thomas Mills High School
Big Green Bus Company
12 Newmarket - Fordham - Soham - Stuntney - Ely
Big Green Bus Company
19 Haverhill - Linton - Burrough Green
Big Green Bus Company
46 Streetly End - Dullingham - Newmarket
Big Green Bus Company
47 Brinkley - Dullingham - Newmarket
Bus operator Route number
Route description
Big Green Bus Company
204 Isleham - Snailwell - Newmarket
Big Green Bus Company
901 Ashley - Cheveley - Newmarket
Big Green Bus Company
902 Newmarket - Kirtling - Cheveley - Newmarket
Big Green Bus Company
903 Dullingham - Newmarket
Big Green Bus Company
904 Newmarket - Dullingham - Brinkley - Newmarket
BorderBus 146 Southwold - Pakefield - Beccles - Norwich
BorderBus 521 B Aldeburgh - Leiston - Saxmundham - Halesworth
BorderBus 522 A Peasenhall - Saxmundham - Leiston - Aldeburgh
BorderBus 524 A Southwold - Halesworth - Beccles - Bungay
BorderBus 580 Bungay - Beccles - Great Yarmouth
BorderBus Beccles Town Service
Beccles - Worlingham - Beccles Town Centre
BorderBus SJL1 Southwold - Kessingland - Sir John Leman School
BorderBus SJL10 Sir John Leman High School - Bungy - Saxmundham - Leiston - Aldringham
BorderBus SJL2 Lowestoft - Carlton Colville - Sir John Leman School
BorderBus SJL3 Oulton Broad - Sir John Leman School
BorderBus SJL4 Carlton Colville - Sir John Leman School
BorderBus SJL5 Carlton Colville - Sir John Leman School
BorderBus SJL6 Barnby - Sir John Leman School
BorderBus SJL7 Oulton Broad - Sir John Leman School
BorderBus SJL8 Blundeston - Oulton Broad - Sir John Leman School
BorderBus SJL9 Reydon - Wangford - Wrentham - Sir John Leman School
Buckland Omnibus Co 250 Rendlesham - Aldeburgh - Thorpeness
Cambus Ltd 11 Cambridge - Newmarket
Bus operator Route number
Route description
Cambus Ltd 12 Cambridge - Ely
Cambus Ltd 13 Cambridge - Haverhill
Cambus Ltd 613 Cambridge - Haverhill
Cambus Ltd 13A Cambridge - Haverhill
Cambus Ltd 13B Cambridge - Haverhill
Cambus Ltd 16A Gt Thurlow - Cambridge
Cambus Ltd X11 Cambridge - Bury St Edmunds
Cambus Ltd X13 Cambridge - Haverhill
Cars Smart KATCH Framlingham - Wickham Market - Wickham Market Rail Station
Carters Heritage Bus 193 Ardleigh - Manningtree - East Bergholt
Chambers 84 Colchester - Nayland - Leavenheath - Sudbury
Chambers 236 Sudbury - Long Melford - Clare
Chambers 237 Gt Cornard - Sudbury - Long Melford - Stour Valley Community School
Chambers 373 Glemsford - Whepstead - Horringer - Bury St Edmunds
Chambers 374 Clare - Glemsford - Whepstead - Bury St Edmunds
Chambers 375 C Sudbury - Bridge Street - Lawshall - Bury St Edmunds
Chambers 379 C Bury St. Edmunds - Bildeston - Hadleigh
Chambers 461 C Whatfield - Elmsett - Hadleigh
Chambers 750 Sudbury - Long Melford - Bury St Edmunds
Chambers 751 Great Cornard - Sudbury - Long Melford - Bury St Edmunds
Chambers 752 Bures - Sudbury - Long Melford - Bury St Edmunds
Chambers 753 Sudbury - Bury St Edmunds
Chambers 753 Bures - Sudbury
Chambers 754 Colchester - West Bergholt - Sudbury
Chambers 754 Sudbury - Long Melford - Gt Waldingfield
Bus operator Route number
Route description
Chambers 756 Colchester - West Bergholt - Sudbury
Chambers 756 Clare - Long Melford - Sudbury
Chambers 757 Thomas Gainsborough School - Long Melford - Clare
Chambers 758 Long Melford - Gt Waldingfield - Sudbury - Gt Cornard
Chambers 784 Colchester - Great Horkesley - Newton - Sudbury
Chambers 84A Nayland - Stoke-by-Nayland - Sudbury
Chambers 89X Sudbury - Bulmer Tye - Halstead - Braintree
Chambers SC707 Gt Waldingfield - Ormiston Sudbury Academy
Coach Services 40 Kings Lynn - Brandon - Thetford
Coach Services 84 Thetford - Barnham - Ingham - Bury St Edmunds
Coach Services 86 Brandon - Thetford - Bury St Edmunds
Coach Services 200 B Mildenhall - Beck Row - Lakenheath - Brandon - Thetford
Coach Services 201 B Mildenhall - Lakenheath - Brandon - Thetford
Coach Services 332 B Bury St Edmunds - Honington - Euston/Thetford
Coach Services 86A Brandon - Thetford - Bury St Edmunds
Coastal Accessible Transport
Connecting Communities Suffolk Coastal East
Connecting Communities Suffolk Coastal East
Coastal Accessible Transport
Connecting Communities Suffolk Coastal South
Connecting Communities Suffolk Coastal South
Coastal Accessible Transport
Connecting Communities Suffolk Coastal West
Connecting Communities Suffolk Coastal West
Essex & Suffolk DaRT F315 Sudbury - Gestingthorpe - Wickham St Paul - Pebmarsh – Halstead
Fareline Bus & Coach Services
319 Syleham - Stradbroke - Hoxne - Denham - Eye
Bus operator Route number
Route description
Fareline Bus & Coach Services
320 Bury St Edmunds - Norton - Bacton - Eye
Fareline Bus & Coach Services
475 Eye - Brome - Diss
Felix Taxis & Co. 700 Sudbury Town Service
Felix Taxis & Co. 715 D Stanstead - Lawshall - Sudbury
Felix Taxis & Co. 716 Long Melford - Subury
First Eastern Counties Buses Limited
1 Martham - Lowestoft
First Eastern Counties Buses Limited
41 Bungay - Norwich
First Eastern Counties Buses Limited
59 B Town Centre - Bealings
First Eastern Counties Buses Limited
63 Ipswich - Framlingham
First Eastern Counties Buses Limited
64 Ipswich - Aldeburgh
First Eastern Counties Buses Limited
65 Ipswich - Rendlesham
First Eastern Counties Buses Limited
66 Rail Station - Martlesham Heath
First Eastern Counties Buses Limited
70 B Ipswich - Woodbridge
First Eastern Counties Buses Limited
71 Woodbridge - Orford
First Eastern Counties Buses Limited
73 B Old Felixstowe - Woodbridge
First Eastern Counties Buses Limited
74 B Woodbridge - Old Felixstowe
First Eastern Counties Buses Limited
75 Ipswich - Felixstowe (Grange Farm)
First Eastern Counties Buses Limited
77 Ipswich - Felixstowe (Landguard Fort)
First Eastern Counties Buses Limited
78 Ipswich - Levington
Bus operator Route number
Route description
First Eastern Counties Buses Limited
79 B Ipswich - Woodbridge
First Eastern Counties Buses Limited
88 Ipswich - Stowmarket (Chilton Hall)
First Eastern Counties Buses Limited
99 B Lowestoft - Southwold
First Eastern Counties Buses Limited
101 Gunton - Hollow Grove
First Eastern Counties Buses Limited
102 Lowestoft - Oulton Village Circular
First Eastern Counties Buses Limited
105 Lowestoft - Oulton Rock Circular
First Eastern Counties Buses Limited
106 Lowestoft - Burnt Hill
First Eastern Counties Buses Limited
109 Lowestoft Town Centre - Hollow Grove
First Eastern Counties Buses Limited
116 B Ipswich - Debenham
First Eastern Counties Buses Limited
122 Lowestoft - Oulton Village Circular
First Eastern Counties Buses Limited
800 London Road Park & Ride - Martlesham Park & Ride
First Eastern Counties Buses Limited
916 Ipswich - Debenham High
First Eastern Counties Buses Limited
972 B Woodbridge - Farlingaye High School
First Eastern Counties Buses Limited
974 Kesgrave - Felixstowe
First Eastern Counties Buses Limited
978 Northgate School - Grange Farm
First Eastern Counties Buses Limited
979 Kesgrave High - Warren Heath
First Eastern Counties Buses Limited
987 Needham Market - Stowupland High School
First Eastern Counties Buses Limited
989 Ipswich - Claydon High School
Bus operator Route number
Route description
First Eastern Counties Buses Limited
998 Pakefield - Kessingland Beach
First Eastern Counties Buses Limited
1A Martham - Lowestoft
First Eastern Counties Buses Limited
41A Bungay - Norwich
First Eastern Counties Buses Limited
66A Rail Station - Martlesham Heath
First Eastern Counties Buses Limited
70A Ipswich - Woodbridge
First Eastern Counties Buses Limited
99A Southwold - Bungay
First Eastern Counties Buses Limited
X1 Norwich - Lowestoft
First Eastern Counties Buses Limited
X2 Norwich - Lowestoft
First Eastern Counties Buses Limited
X21 Norwich - Lowestoft
First Eastern Counties Buses Limited
X22 Norwich - Lowestoft
First Eastern Counties Buses Limited
X41 Bungay - Norwich
First Eastern Counties Buses Limited
X7 Ipswich - Felixstowe (Grange Farm)
Go Start Community Transport
112 Bildeston - Little Waldingfield - Sudbury
Hadleigh Community Transport
120 Ipswich - Sproughton - Elmsett - Whatfield
Hadleigh Community Transport
461 Stowmarket - Bildeston - Hadleigh
Hadleigh Community Transport
462 Stowmarket - Wattisham - Hadleigh
Hadleigh Community Transport
Connecting Communities Babergh - Hadleigh Area
Connecting Communities Babergh - Hadleigh Area
Bus operator Route number
Route description
Hadleigh Community Transport
Connecting Communities Babergh - Lavenham Area
Connecting Communities Babergh - Lavenham Area
Hadleigh Community Transport
Connecting Communities Babergh - Shotley Area
Connecting Communities Babergh - Shotley Area
Halesworth Area Community Transport
511 Halesworth - Holton
Halesworth Area Community Transport
SBCB Reydon (- Walberswick) - Southwold - Reydon
Hedingham 83 Bures - Wakes Colne - Eight Ash Green - Stanway - Colchester
Hedingham 83A Colchester - Eight Ash Green - Wakes Colne - Bures
High Suffolk Community Transport
1 Southolt - Worlingworth - Monk Soham - Framlingham
High Suffolk Community Transport
2 Southolt - Kenton - Westthorpe - Bury St Edmunds
High Suffolk Community Transport
3 Redlingfield - Worlingworth - Debenham - Stowmarket
High Suffolk Community Transport
4 Bedfield - Worlingworth - Redlingfield - Diss
High Suffolk Community Transport
5 Southolt - Bedfield - Eye - Norwich
High Suffolk Community Transport
6 Bedingfield - Stowupland - Bury St Edmunds
High Suffolk Community Transport
7 Bedingfield - Ipswich
High Suffolk Community Transport
8 Southolt - Bedfield - Eye - Norwich
Ipswich Buses 1 Ipswich Town Centre - Gainsborough - Ravenswood - Futura Park
Ipswich Buses 2 Ipswich Town Centre - Ravenswood - Ipswich Hospital
Ipswich Buses 4 Ipswich Town Centre - Felixstowe Rd - Broke Hall - Bixley
Bus operator Route number
Route description
Ipswich Buses 5 Ipswich Town Centre - Foxhall Road - Ipswich Hospital
Ipswich Buses 6 Ipswich Town Centre - Northgate - Ipswich Hospital
Ipswich Buses 7 Ipswich Town Centre - Dale Hall - Castle Hill - Anglia Retail Park
Ipswich Buses 8 Ipswich Town Centre - Whitehouse - Asda
Ipswich Buses 9 Ipswich Town Centre - Whitton - Castle Hill - Town Centre
Ipswich Buses 10 Ipswich Town Centre - Castle Hill - Whitton - Town Centre
Ipswich Buses 12 Ipswich Town Centre - Chantry (Cambridge Drive)
Ipswich Buses 13 Ipswich Town Centre - Chantry - Copdock Tesco
Ipswich Buses 14 Ipswich Town Centre - Gippeswyk Park - Town Centre
Ipswich Buses 15 Ipswich Town Centre - Stoke Park - Hadleigh Road - Town Centre
Ipswich Buses 16 Town Centre - Belstead Road - Halifax - Town Centre
Ipswich Buses 91 Ipswich - Hadleigh
Ipswich Buses 92 B Ipswich - Holbrook - Brantham - Manningtree
Ipswich Buses 93 B Ipswich - Capel St Mary - East Bergholt - Colchester
Ipswich Buses 94 B Ipswich - Tattingstone - East Bergholt
Ipswich Buses 95 Chantry (Ipswich) - East Bergholt High School
Ipswich Buses 97 Ipswich - Chelmondiston - Shotley Gate
Ipswich Buses 98 Ipswich - Holbrook - Shotley Gate
Ipswich Buses 118 B Ipswich - Otley - Framlingham (- Stradbroke)
Ipswich Buses 119 B Ipswich - Witnesham - Earl Soham - Framlingham
Ipswich Buses 194 East Bergholt - Stratford St Mary - Boxted - Langham
Ipswich Buses 387 Stowupland High School - Combs Ford
Ipswich Buses 464 Great Blakenham - Needham Market - Stowmarket High School
Ipswich Buses 511 Warren Heath - Bucklesham - Kesgrave
Ipswich Buses 615 Chantry - Tattingstone - Holbrook
Bus operator Route number
Route description
Ipswich Buses 616 Ravenswood - Holbrook Academy
Ipswich Buses 914 Ipswich - Coddenham - Debenham High School
Ipswich Buses 988 Claydon High School - Bramford - Sproughton - Ipswich
Ipswich Buses 997 Suffolk One - Railway Station - Old Cattle Market Bus Station
Ipswich Buses 11A Whitton - Ipswich Town Centre - Northgate High School
Ipswich Buses 11B St Albans High School - Norwich Road
Ipswich Buses 15A Ipswich Town Centre - Hadleigh Road - Stoke Park – Town Centre
Ipswich Buses 18A Suffolk One - Sproughton - Ipswich
Ipswich Buses 3|Nacton Nipper
Ipswich Town Centre - Nacton Road - Futura Park
Ipswich Buses 3E|Nacton Nipper
Ipswich Town Centre - Nacton Road - Greenwich
Ipswich Buses 5E Ipswich Town Centre - Foxhall Rd - Hospital - Sidegate Lane
Ipswich Buses 8B Ipswich Town Centre - Farthing Road Ind. Estate - Sproughton - Bramford
Ipswich Buses 93A Ipswich - Capel St Mary - East Bergholt - Colchester
Ipswich Buses 95R Chantry (Ipswich) - East Bergholt High School
Ipswich Buses X93 Ipswich - Capel St Mary - Stratford St Mary - Colchester
Konectbus 41A Norwich - Poringland - Bungay
Konectbus X41 Norwich - Poringland - Bungay
Lords Travel 203 Isleham - Fordham - Newmarket
Mulleys Motorways 111 B Hitcham - Bildeston - Somersham - Ipswich
Mulleys Motorways 312 B Bury St Edmunds - Barrow - Ousden - Newmarket
Mulleys Motorways 355 Bury St Edmunds - Icklingham - Mildenhall
Mulleys Motorways 357 B Bury St Edmunds - Red Lodge - Mildenhall
Mulleys Motorways 358 B West Row - Mildenhall
Mulleys Motorways 377 B Bradfield St George - Rougham - Bury St Edmunds
Mulleys Motorways 955 West Row - Mildenhall - Bury St Edmunds Schools
Bus operator Route number
Route description
Mulleys Motorways 956 Lakenheath - Mildenhall - Bury St Edmunds
Mulleys Motorways 988 Stowmarket - Elmswell - Woolpit - Thurston Community College
Mulleys Motorways 111A B Bildeston - Somersham - Ipswich
Mulleys Motorways M11 Bury St Edmunds Bus Station - Nowton Estate - BSE Bus Station
Mulleys Motorways M22 Bury Bus Station - Nowton Estate - West Suffolk Hospital - Bury Bus Station
Mulleys Motorways M33 B Bury St Edmunds Town Centre - Moreton Hall - Town Centre
Mulleys Motorways M44 B Bury St Edmunds - Mildenhall Road Estate - Howard Estate
Mulleys Motorways M55 Bury St Edmunds - Mildenhall Road Estate - Howard Estate
Mulleys Motorways M77 Bury St Edmunds Town Centre - Westley Estate - Town Centre
Mulleys Motorways M88 Bury St Edmunds Town Centre - Horringer Court - Priors Estate - Town Centre
Our Bus 86 Beccles - Norwich City Centre
Panther Travel 80 Boxted - Mile End - Colchester
Panther Travel 80A Dedham - Stratford St Mary - Boxted - Mile End - Colchester
Simonds 110 Diss - Palgrave - Wortham - Mellis - Yaxley - Eye
Simonds 112 B Diss - Stuston - Brome - Eye
Simonds 113 B Eye - Mendlesham - Ipswich
Simonds 114 B Eye - Debenham - Ipswich
Simonds 304 B Bury St Edmunds - Great Barton - Ixworth - Stanton - Wortham - Diss
Simonds 337 B Thurston - Ixworth - Stanton - Hepworth - Coney Weston - Market Weston - Garboldisham
Simonds 338 B Bury St Edmunds - Walsham-le-Willows - Market Weston - Diss
Simonds 552 Metfield - Fressingfield - Worlingworth - Framlingham
Simonds 581 Beccles - Bungay - Harleston - Needham - Diss
Simonds EE310 Palgrave - Rickinghall - Yaxley - Eye
Bus operator Route number
Route description
Stagecoach in Cambridge
11 Cambridge - Newmarket - Bury St Edmunds
Stagecoach in Cambridge
12 Cambridge - Newmarket - Ely
Stagecoach in Cambridge
13 Cambridge - Linton - Haverhill
Stagecoach in Cambridge
613 Linton - Haverhill
Stagecoach in Cambridge
13A Cambridge - Linton - Haverhill
Stagecoach in Cambridge
13B Haverhill - Linton - Cambridge
Stagecoach in Cambridge
16A Gt Thurlow - Fulbourn - Teversham - Cambridge
Stagecoach in Cambridge
X11 Cambridge - Newmarket - Bury St Edmunds
Stagecoach in Cambridge
X13 Cambridge - Linton - Haverhill - Kedington
Star Cabs 12 Newmarket - Soham - Ely
Star Cabs 18 A Clare - Baythorne End - Sturmer - Haverhill
Star Cabs 46 Newmarket - Dullingham - Linton
Star Cabs 47 Newmarket - Dullingham - Brinkley
Star Cabs 348 Haverhill Town Service (Chapple Drive)
Star Cabs 349 Haverhill Town Service (Parkway and Clements)
Star Cabs 350 Haverhill Town Service (Arrendene & Chimswell)
Star Cabs 351 Gt Bradley - Withersfield - Haverhill
Stephensons of Essex 14 Bury St Edmunds - Haverhill
Stephensons of Essex 15 Bury St Edmunds - Haverhill
Stephensons of Essex 16 B Newmarket - Mildenhall - Bury St Edmunds
Stephensons of Essex 59 Haverhill - Ashdon - Saffron Waldon - Audley End
Stephensons of Essex 60 Haverhill - Radwinter - Saffron Walden - Audley End
Bus operator Route number
Route description
Stephensons of Essex 310 Bury St Edmunds - Newmarket - Exning
Stephensons of Essex 311 Bury St Edmunds - Newmarket - Exning
Stephensons of Essex 384 Stowmarket - Haughley - Elmswell - Thurston - Bury St Edmunds
Stephensons of Essex 385 Stowmarket - Woolpit - Norton - Thurston - Bury St Edmunds
Stephensons of Essex 985 Bury St Edmunds Schools - Risby
Stephensons of Essex 14A Bury St Edmunds - Haverhill
Stephensons of Essex 14B Bury St Edmunds - Haverhill
Stephensons of Essex 15A Bury St Edmunds - Haverhill
Stephensons of Essex 16A Newmarket - Mildenhall - Bury St Edmunds
Stephensons of Essex Breeze 1 Bury St Edmunds Town Service
Stephensons of Essex Breeze 2 Bury St Edmunds Town Service
Stowmarket Minibus & Coach Hire
300 C Bury St. Edmunds - Pakenham - Ixworth - Ixworth Thorpe
Stowmarket Minibus & Coach Hire
387 A Gislingham - Mendlesham - Stowupland - Stowmarket
The Voluntary Network Connecting Communities Forest Heath
Connecting Communities Forest Heath
The Voluntary Network Connecting Communities St Edmundsbury
Connecting Communities St Edmundsbury
The Voluntary Network West Suffolk Hospital Ride
West Suffolk Hospital Ride
LOCAL BUS OPERATOR OPERATING
CENTRES
The following license data was obtained from https://www.vehicle-operator-
licensing.service.gov.uk/search/find-lorry-bus-operators
Licence number
Operator name Registered address Operating centre address Operating centre vehicle limit
PF2020005 A2B Bus & Coach (Royston)
1 London Way, Melbourn, Royston, SG8 6DJ
1 London Way, Melbourn, Royston, SG8 6DJ
9
PF0000003 Beestons The Coach Depot, Ipswich Road, Hadleigh, Ipswich, IP7 6BG
The Coach Depot, Ipswich Road, Hadleigh, Ipswich, IP7 6BG
40
PF0000089 Belle Coaches Hadenham Road, Lowestoft, NR33 7NF
Belle Coaches, Workshop, Aldeburgh Road, Aldringham, Leiston, IP16 4SX
30
PF0000089 Belle Coaches Hadenham Road, Lowestoft, NR33 7NF
B R Shreeve And Sons Ltd, Hadenham Road, Lowestoft, NR33 7NF
30
PF1125306 BorderBus Unit 3, Moor Business Park, Beccles, NR34 7TQ
Unit 3, Moor Business Park, Ellough Road, Beccles, NR34 7TQ
24
PF2011018 Buckland Omnibus Co
2 America House, Base Business Park, Rendlesham, Woodbridge, IP12 2TZ
2 America House, Base Business Park, Rendlesham, Woodbridge, IP12 2TZ
6
None Cars Smart 16A Falcon St, Ipswich IP1 1SL
16A Falcon St, Ipswich IP1 1SL
Not known
PF1119806 Carters Heritage Bus
Park Farm, Hilliards Road, Great Bromley, Colchester, CO7 7US
Park Farm, Hilliards Road, Great Bromley, Colchester, CO7 7US
2
PF0000238 Coach Services 1A Howlett Way, Thetford, IP24 1HZ
1A Howlett Way, Thetford, IP24 1HZ
45
PF0000238 Coach Services 1A Howlett Way, Thetford, IP24 1HZ
Wood Farm, Carbrooke, Thetford, IP25 6TA
37
None Coastal Accessible Transport
Suite 8, Colonial House, Station Road, Leiston, IP16 4JD
Suite 2, Colonial House, Station Road, Leiston, IP16 4JD
Not known
None Essex & Suffolk DaRT
Arrow Building, Station Road, Maldon, Essex, CM9 4LQ
Arrow Building, Station Road, Maldon, Essex, CM9 4LQ
Not known
PF0000069 Fareline Bus & Coach Services
Old Roses, Syleham Road, Wingfield, Diss, IP21 5RF
Old Roses, Syleham Road, Wingfield, Diss, IP21 5RF
2
PF1110807 Felix Taxis & Co.
8 Windmill Hill, Long Melford, Sudbury, CO10 9AD
8 Windmill Hill, Long Melford, Sudbury, CO10 9AD
12
PF0000323 First Eastern Counties Buses Ltd
Davey House, 7B Castle Meadow, Norwich, NR1 3DE
Roundtree Way, Norwich, NR7 9DA
121
PF0000323 First Eastern Counties Buses Ltd
Davey House, 7B Castle Meadow, Norwich, NR1 3DE
Caister Road, Great Yarmouth, NR30 4DF
74
PF0000323 First Eastern Counties Buses Ltd
Davey House, 7B Castle Meadow, Norwich, NR1 3DE
Star Lane, Ipswich, IP4 1JN 55
PF0000323 First Eastern Counties Buses Ltd
Davey House, 7B Castle Meadow, Norwich, NR1 3DE
Vulcan Road, Hethersett, Norwich, NR6 6AE
46
PF0000323 First Eastern Counties Buses Ltd
Davey House, 7B Castle Meadow, Norwich, NR1 3DE
Gas Works Road, Lowestoft, NR32 1UZ
44
PF0000323 First Eastern Counties Buses Ltd
Davey House, 7B Castle Meadow, Norwich, NR1 3DE
Vancouver Avenue, King’s Lynn, PE30 5RD
20
None Go Start Community Transport
Unit 2, The Chilton Centre, Martins Road, Sudbury, Suffolk, CO10 2FT
Unit 2, The Chilton Centre, Martins Road, Sudbury, Suffolk, CO10 2FT
Not known
None Hadleigh Community Transport
First Floor, 100A Lady Lane Industrial Estate, Hadleigh, Ipswich, Suffolk, IP7 6BQ
First Floor, 100A Lady Lane Industrial Estate, Hadleigh, Ipswich, Suffolk, IP7 6BQ
Not known
None Halesworth Area Community Transport
The Railway Station, Station Road, Halesworth, IP19 8BZ
The Railway Station, Station Road, Halesworth, IP19 8BZ
Not known
None High Suffolk Community Transport
Cowslip Cottage, Bedfield, Woodbridge, IP13 7JD
Cowslip Cottage, Bedfield, Woodbridge, IP13 7JD
Not known
PF0000147 Ipswich Buses 7 Constantine Road, Ipswich, IP1 2DL
7 Constantine Road, Ipswich, IP1 2DL
78
PF0002189 Konectbus 5-7 John Goshawk Road, Rashes Green Industrial Estate, Dereham, NR19 1SY
7 John Goshawk Road, Rashes Green Industrial Estate, Dereham, NR19 1SY
70
PF0002189 Konectbus 5-7 John Goshawk Road, Rashes Green Industrial Estate, Dereham, NR19 1SY
Hedingham Omnibuses, 2 Stephenson Road, Gorse
40
Lane Industrial Estate, Clacton-On-Sea, CO15 4XA
PF0002189 Konectbus 5-7 John Goshawk Road, Rashes Green Industrial Estate, Dereham, NR19 1SY
Chambers, Meekings Road, Sudbury, CO10 2XE
32
PF0002189 Konectbus 5-7 John Goshawk Road, Rashes Green Industrial Estate, Dereham, NR19 1SY
Hedingham Omnibuses, Wethersfield Road, Sible Hedingham, Halstead, CO9 3LB
26
PF0002189 Konectbus 5-7 John Goshawk Road, Rashes Green Industrial Estate, Dereham, NR19 1SY
36R Ramirez Road, Rackheath Industrial Estate, Norwich, NR13 6LR
25
PF0002189 Konectbus 5-7 John Goshawk Road, Rashes Green Industrial Estate, Dereham, NR19 1SY
Hedingham Omnibuses, 215-217 High Street, Kelvedon, Colchester, CO5 9JT
19
PF0002189 Konectbus 5-7 John Goshawk Road, Rashes Green Industrial Estate, Dereham, NR19 1SY
Airport Park And Ride, Buck Courtney Crescent, Norwich, NR6 6JT
10
PF0002189 Konectbus 5-7 John Goshawk Road, Rashes Green Industrial Estate, Dereham, NR19 1SY
Hedingham Omnibuses, 14 Brunel Road, Clacton On Sea, CO15 4LU
6
PF0002189 Konectbus 5-7 John Goshawk Road, Rashes Green Industrial Estate, Dereham, NR19 1SY
Lorry Park, Fuller Road, Harleston, IP20 9EA
2
PF1120848 Lords Travel Unit 16, Saxon Business Park, Littleport, Cambs, CB6 1XX
Unit 16, Saxon Business Park, Littleport, Cambs, CB6 1XX
10
PF0000070 Mulleys Motorways
Mulleys Coach Depot, Stow Road, Ixworth, Bury St. Edmunds, IP31 2JB
Stow Road, Ixworth, Bury St. Edmunds, IP31 2JB
25
PF1131866 Our Bus 35 Englands Road, Acle, Norwich, NR13 3EQ
Units 3/4, M B Site, Norwich Road, South Burlingham, Norwich, NR13 4EZ
15
PF1095649 Panther Travel 11 Browning Road, Brantham, Manningtree, CO11 1QX
Iconfield House, Iconfield Park, Parkeston, Harwich, CO12 4PB
14
PF1095649 Panther Travel 11 Browning Road, Brantham, Manningtree, CO11 1QX
Colchester Lorry Park, Sheepen Road, Colchester, CO3 3LE
6
PF1095649 Panther Travel 11 Browning Road, Brantham, Manningtree, CO11 1QX
Parsonage Downs, Dunmow, CM6 2AT
2
PF0000705 Simonds Simonds, Roswald House, Oak Drive, Diss, IP22 4GX
Roswald House, Oak Drive, Diss, IP22 4GX
50
PF0000705 Simonds Simonds, Roswald House, Oak Drive, Diss, IP22 4GX
The Garage, Wreningham, Norwich, NR16 1AZ
3
PF0000705 Simonds Simonds, Roswald House, Oak Drive, Diss, IP22 4GX
94 Victoria Road, Diss, IP22 4JG
2
PF0000459 Stagecoach in Cambridge / Cambus Ltd
100 Cowley Road, Cambridge, CB4 0DN
100 Cowley Road, Cambridge, CB4 0DN
129
PF0000459 Stagecoach in Cambridge / Cambus Ltd
100 Cowley Road, Cambridge, CB4 0DN
St. Johns Street, Bedford, MK42 0DJ
113
PF0000459 Stagecoach in Cambridge / Cambus Ltd
100 Cowley Road, Cambridge, CB4 0DN
351 Lincoln Road, Peterborough, PE1 2PF
87
PF0000459 Stagecoach in Cambridge / Cambus Ltd
100 Cowley Road, Cambridge, CB4 0DN
Cambridge Road, Fenstanton, Huntingdon, PE28 9JB
71
PF0000459 Stagecoach in Cambridge / Cambus Ltd
100 Cowley Road, Cambridge, CB4 0DN
Unit 55, Lancaster Way Business Park, Ely, CB6 3NP
40
PF0000459 Stagecoach in Cambridge / Cambus Ltd
100 Cowley Road, Cambridge, CB4 0DN
Phoenix Way, Haverhill Business Park, Haverhill, CB9 7AE
20
PF0000459 Stagecoach in Cambridge / Cambus Ltd
100 Cowley Road, Cambridge, CB4 0DN
Wisbech Road, March, PE15 8EU
12
PF0000459 Stagecoach in Cambridge / Cambus Ltd
100 Cowley Road, Cambridge, CB4 0DN
155 Dog Drove South, Holbeach Drove, Spalding, PE12 0SD
3
PF1134589 Star Cabs / Big Green Bus Company
81 High Street, Haverhill, CB9 8AN
Moojuice Ltd, Manor Road, Haverhill, CB9 0EP
19
PF1134589 Star Cabs / Big Green Bus Company
81 High Street, Haverhill, CB9 8AN
The Lamb Yard, West Wratting, Cambridge, CB21 5LU
6
PF0006113 Stephensons / NIBS Buses
Stephensons Of Essex, Riverside Ind Estate, South Street, Rochford, SS4 1BS
Burfords Yard, Russell Gardens, Wickford, SS11 8BH
20
PF0006113 Stephensons / NIBS Buses
Stephensons Of Essex, Riverside Ind Estate, South Street, Rochford, SS4 1BS
The Coach Station, Bruce Grove, Wickford, SS11 8BZ
17
PF0006113 Stephensons / NIBS Buses
Stephensons Of Essex, Riverside Ind Estate, South Street, Rochford, SS4 1BS
Wash Road, County Coaches, Hutton, Brentwood, CM13 1DL
8
PF0000454 Stephensons of Essex
Riverside Industrial Estate, South Street, Rochford, SS4 1BS
Duddery Hill, Haverhill, CB9 8DR
35
PF0000454 Stephensons of Essex
Riverside Industrial Estate, South Street, Rochford, SS4 1BS
Riverside Industrial Estate, South Street, Rochford, SS4 1BS
30
PF0000454 Stephensons of Essex
Riverside Industrial Estate, South Street, Rochford, SS4 1BS
Unit 3 Boreham Industrial Estate, Waltham Road, Boreham, Chelmsford, CM3 3AW
25
PF0000454 Stephensons of Essex
Riverside Industrial Estate, South Street, Rochford, SS4 1BS
Quayside Industrial Estate, Maldon, CM9 5FA
20
PF0000454 Stephensons of Essex
Riverside Industrial Estate, South Street, Rochford, SS4 1BS
Bus Depot, Car Park, Springwood Drive, Braintree, CM7 7YN
15
PF0000454 Stephensons of Essex
Riverside Industrial Estate, South Street, Rochford, SS4 1BS
Talisman Coach Lines, Harwich Road, Great Bromley, Colchester, CO7 7UL
6
PF0000454 Stephensons of Essex
Riverside Industrial Estate, South Street, Rochford, SS4 1BS
Unit H, Yard 2, Pools Lane, Highwood, Chelmsford, CM1 3QL
1
PF1001072 Stowmarket Minibus & Coach Hire
C/O Woolpit Garage, Church Street, Woolpit, Bury St Edmunds, IP30 9QT
Buxhall Business Park, Stowmarket, IP14 3BW
9
None The Voluntary Network
The Old Courts, 147 All Saints Road, Newmarket, CB8 8HH
The Old Courts, 147 All Saints Road, Newmarket, CB8 8HH
Not known
SUPPORTING POLICY AND
STRATEGY
POLICY AND STRATEGY
This section of the report assesses the broader transport policy and strategy context relating to Bus
Service Improvement Plans (BSIP) and the consequent creation of Enhanced Partnerships. At its
core, the BSIP is the formal strategy documentation required for each Local Authority (LA) to meet
the Government’s National Bus Strategy, Bus Back Better. The diagram presented below in Figure
D-1 illustrates the policy and strategy framework which the BSIP supports.
Figure D-1: BSIP Policy and Strategy Framework
NATIONAL POLICY AND STRATEGY CONTEXT
National Planning Policy Framework (2019)
The revised National Planning Policy Framework (NPPF) was published on 24 July 2018 and was
updated on 19 February 2019. This sets out the Government’s planning policies for England and
how these are expected to be applied.
At the heart of the NPPF is a presumption in favour of sustainable development which includes
“three overarching objectives, which are interdependent and need to be pursued in mutually
Local Plan (2019 – 2036)
Local Transport Plan
LTP3 (2011 – 2026) Public Transport Strategy
(2011 – 2026)
Bus Service Improvement
Plan (BSIP)
Draft Local Transport Plan
LTP4 (2020 – 2036)
Transport Strategy 2036
Statutory Consultation
closed in Summer 2020
Enhanced Partnerships or
Franchise Arrangements
Local Plan (2011 – 2026)
superseded
supportive ways (so that opportunities can be taken to secure net gains across each of the different
objectives)”. These are; an economic objective; a social objective; and an environmental objective.
Chapter 12 addresses the aim of promoting sustainable transport, with paragraph 102 setting out
the core principles such as the identification of opportunities to promote walking, cycling and public
transport use. Furthermore, the environmental impacts of traffic and transport infrastructure should
be identified, assessed and taken into account by local authorities and developers – including
appropriate opportunities for avoiding and mitigating any adverse effects, and for net environmental
gains.
National Bus Strategy (2021) – Bus Back Better
The National Bus Strategy was published on 15 March 2021 by the Department for Transport (DfT).
The document outlines the framework for use of the £3bn of funding promised by the government in
2020 to improve and enhance bus service provision in England. The strategy outlines the
requirement for local authorities to have developed either Enhanced Partnerships or franchising
arrangements with bus operators by April 2022. These arrangements are the fundamental
framework for continued bus operation in England’s local authority areas and will be supported by
BSIPs which detail how the arrangements, and their inherent powers, will be used to improve local
bus services. BSIPs must be published by October 2021.
The strategy identifies a focus on service improvement through multiple objectives and
opportunities. Objectives to increase bus usage and provide greater reliability of service, especially
in the evening are a constant thread. Dedicated funding opportunities toward bus priority
infrastructure, zero emission buses, and intermodal bus connectivity are proposed.
The strategy also responds to the rapid decline of bus patronage during the Covid-19 pandemic.
The COVID-19 Bus Services Support Grant (CBSSG) continues to provide LAs with a discretionary
funding stream to improve or sustain bus services in the immediate situation.
Following the strategy, the government published the National Bus Strategy: Bus Service
Improvement Plans; Guidance to local authorities and bus operators (May 2021), which provided the
first advice on the production and development of BSIPs.
The National Bus Strategy places Zero Emission Buses (ZEBs) at the heart of the Government’s
vision for the transformation of the bus offering in England.
Overall ZEB Principles
The strategy sets out the Government’s five key principals for a ZEB fleet: These are:
To consider all technologies fairly, assessing their cost, contribution to decarbonisation and utility
Provide financial support and incentives needed for the market to scale up quickly
Take a place-based approach to investment wherever possible
Both operators and local authorities will be expected to play their part
Ensure plans lead to overall carbon reductions
Technology
The strategy states that “zero emission” means buses which run on electric batteries or hydrogen
and notes that battery electric has dominated ZEB deployment so far, but that both technologies
have strengths in different scenarios.
The strategy states that battery electric is a more efficient use of energy than hydrogen on current
technologies, but that hydrogen lends itself well to longer distance routes and rural operations. For a
ZEB deployment to qualify for government funding, it must use ‘green’ fuel or have a roadmap
towards obtaining fuel from green sources. It is acknowledged that hybrids and biofuels may feature
in local decarbonisation plans as the technology continues to develop to enable full ZEB operation.
Zero emission is preferred to low or ultra-low emission, and these should only be purchased where
full ZEB is not a viable option.
Funding
The strategy acknowledges the barriers to ZEB deployment presented by the high up-front capital
costs for vehicles and infrastructure. The Government commits to playing a role in the short term as
technologies continue to mature which is expected to see ZEB costs come down and achieve parity
with conventionally fuelled fleets through sustained orders for ZEBs allowing unit costs to fall as
production is increased, enabling manufacturers to achieve economies of scale.
The strategy also states that the Government will support new funding and financial models to lower
the costs of ZEB for operators, including new leasing and maintenance arrangements which are a
significant departure from traditional fleet ownership and maintenance.
Government financial support also includes the launch of the Zero Emission Bus Regional Area
(ZEBRA) scheme and All Electric Bus Towns (see following sections).
Linked to ZEB, and as part of wider reforms to bus funding, the Bus Service Operators Grant
(BSOG) is expected to be overhauled to incentivise ZEBs through higher rates paid per kilometre on
routes operated by ZEB vehicles, moving away from the current system of payments linked to fuel
consumed. This system is already used in Scotland and has been credited with attracting
investment in electric passenger vehicles to the country1.
Placed Based Approaches
In terms of regional strategy, a place-based approach to ZEB deployment is required given the need
for supporting infrastructure (electrical supply or hydrogen fuelling). ZEB deployments should
therefore consider allowing for more effective land use, addressing local air quality issues, and use
the right technologies that work for the topography of the area. This approach is needed to allow a
more strategic plan for energy networks in order to provide longer-term savings.
Decisions on the transition to ZEB should be taken collaboratively through local bus partnerships,
the strategy states:
Local authorities need to define the outcomes they want to see and when; work with energy
providers to integrate the needs of buses into wider network infrastructure plans; and play a
central role in funding and financing arrangements
1 RouteOne (2020) Ember: A watershed moment for the UK coach industry https://www.route-one.net/operators/ember-a-watershed-moment-for-the-uk-coach-industry/
Bus operators should take the lead in specifying the technical requirements for vehicles; develop
an understanding of the energy requirements for their fleets; and take the lead on the investment
required
Local standards for zero emissions should be set through bus partnerships or franchises
Transport Act (1985)
Proposals to deregulate local bus services were published in 1984 in the white paper ‘Buses’ and a
subsequent series of more detailed consultation papers. They were brought into effect by the
Transport Act 1985. This abolished road service licensing in Great Britain (though not in London)
from October 1986. It removed the duties of local authorities to co-ordinate public passenger
transport in their area and empowered them to subsidise public passenger transport services only
on condition that they went out to open tender.
Under the act, individual bus operators are responsible for the timetable, with the introduction of new
services dependent on the operator's opinion of its commercial viability. There is no requirement in
the Transport Act 1985 or its regulations for the commercial bus operator to consult before making
changes to the timetable and the position of bus stops. The criteria for registration did not include
any reference to public demand or to existing services and objections could no longer be made by
other operators or local authorities.
Passenger Transport Executives (PTEs) and county councils were given powers to secure, using
subsidy, socially necessary services which were not provided by the commercial market. Controls
over these services in terms of fare levels, type of bus and so on, could be maintained. Operators
had the right to participate in concessionary fare schemes and the Passenger Transport Authority
had powers to compel participation in the schemes. Operators were to be reimbursed for the net
financial loss incurred by participating in the scheme.
Transport Act (2000) and Local Transport Act (2008)
These documents have the common aim to strengthen the working relationship between bus
operators and local authorities in order to improve services provided to passengers. Following the
Transport Act 1985, concerns were raised from local authorities on how the act restricted measures
to successfully integrate buses as part of wider transport policy objectives.
The Transport Act 2000 allowed councils to work more closely with bus operators, legislating for
‘Quality Partnership’ schemes whereby the local authority would deliver improved infrastructure (e.g.
bus lanes, bus shelters) in return for operators adhering to set ‘standards of services’. The 2008
Local Transport Act expanded their scope by allowing for frequencies, timings and maximum fares
to be included where there were no admissible objections from relevant bus operators.
Bus Services Act (2017)
DfT guidance2 for local authorities to complement the Bus Services Act 2017 covers providing
inclusive services, improving environmental outcomes, maximising social value, improving the safety
2 Bus Services Act 2017: New powers and opportunities https://www.gov.uk/government/publications/bus-services-act-2017-new-powers-and-opportunities
of bus services, tackling congestion and meeting the needs of rural communities. The guidance
includes general suggestions and recommendations to make improvements in these aspects of bus
service delivery.
The guidance refers to other legislation that local authorities should have regard for when procuring
and specifying bus services, including:
Equality Act (2010)
Public Services (Social Value) Act (2012)
On meeting the needs of rural communities, local authorities are strongly recommended to
undertake a ‘rural proofing’ exercise to consider the impacts of transport policies and programmes
on rural areas and where necessary, adjust those plans to achieve equally effective and successful
outcomes for individuals and businesses in rural areas. It is strongly recommended by DfT that rural
proofing is done for any review of transport provision.
The guidance makes several references to and suggestions for the application of DRT. It notes that
DRT can be a way of increasing ridership by providing a more flexible and responsive public
transport solution. Community transport operators are highlighted as being particularly suitable to
run DRT services. The guidance suggests deploying publicly funded DRT services to transport
passengers from isolated villages to bus stops and transport hubs where they can connect to
commercial bus services and complete their journeys, which keeps costs down both for the DRT
service and the commercial bus operator. On community transport, the guidance recommends that
local authorities consider how best to encourage and integrate community transport services into the
wider public transport network. It should be noted that non-commercial community transport services
are not covered by the franchising powers of the Act.
Taking a ‘Total Transport’ approach in rural areas is recommended by the guidance to bring
together various public sector transport services such as patient transport, social care services,
education transport, community transport and subsidised bus services to pool resources and reduce
duplication of resources. This follows a trial of the concept in different areas of England in 2015
which involved the creation of a ‘one-stop shop’ for transport services and information.
Future of Mobility Urban Strategy (2019)
The UK Government’s Future of Mobility Urban Strategy, published in March 2019, sets out the
‘grand challenge’ for mobility in urban settings and summarises the rapid changes underway in the
transport and mobility sector. It makes clear that public transport must remain fundamental to an
efficient transport system, with walking and cycling becoming the preferred option for short journeys.
The demographic challenges of a growing and aging population but travelling less due to increased
working from home and online service delivery are noted, with the trend of rural areas having a
greater proportion of older residents than urban areas expected to continue. The trend of fewer
young people holding a driving licence is also noted, which presents opportunities for urban areas
but challenges for rural areas.
The Future of Mobility Urban Strategy notes the following key changes in transport:
Data and connectivity are transforming journeys
Transport is becoming increasingly automated
Transport is becoming cleaner (in reference to vehicle emissions)
New transport modes are emerging
Travel demand is rising overall, but falling at an individual level
The population is aging, and travel choices show clear generational differences
Consumer attitudes are changing
New digitally enabled business models are emerging
Shared mobility is becoming more prevalent
The strategy lays out nine guiding principles for the government’s approach to the future of mobility:
1 New modes of transport and new mobility services must be safe and secure by design
2 The benefits of innovation in mobility must be available to all parts of the UK and all segments of
society
3 Walking, cycling and active travel must remain the best options for short urban journeys
4 Mass transit must remain fundamental to an efficient transport system
5 New mobility services must lead the transition to zero emissions
6 Mobility innovation must help to reduce congestion through more efficient use of limited road
space, for example through sharing rides, increasing occupancy or consolidating freight
7 The marketplace for mobility must be open to stimulate innovation and give the best deal to
consumers
8 New mobility services must be designed to operate as part of an integrated transport system
combining public, private and multiple modes for transport users
9 Data from new mobility services must be shared where appropriate to improve choice and the
operation of the transport system
Key risks in the future of mobility identified by the strategy are around safety of new transport
modes, ensuring that bus services remain viable, inclusion for people who do not (or cannot
because of disability) use the internet and smartphones, and ensuring security of personal data
used in mobility services.
Future of Mobility Rural Strategy (not yet published)
In November 2020, Government opened a call for evidence consultation on the development of a
Future of Mobility Rural Strategy, building on the Future of Mobility Urban Strategy published in
2019.
The consultation gave an overview of the emerging trends that Government has identified around
rural mobility and the Strategy, once developed, will set out how Government will seize the
opportunities and manage the risks around the future development of rural mobility. The consultation
noted that technology will drive radical changes in transport over the next decade, with major
changes for both users and operators. It noted that innovation in transport has particular potential in
rural areas where lack of access to a car has often excluded people from fully participating in
employment, education and leisure opportunities, however the challenge of ensuring that such
innovations are inclusive for all is acknowledged.
The consultation noted the following challenges around rural mobility:
Rural populations are older on average than urban areas (43 years old v 38 years old)
The population aged 65 and over is expected to grow by 50% between 2016 and 2039 and will
be experienced most in rural areas, where virtually no growth in younger populations is expected
In rural areas, cars are used more often and for longer trips than in urban areas
There is less opportunity for active travel in rural areas due to a combination of the longer
distances involved in making many trips and a lack of suitable infrastructure to facilitate active
travel journeys
Geographical aspects such as terrain can limit the route and transport opportunities in rural
areas.
The consultation acknowledged the risk that innovations in transport are not inclusive and do not
take account of the needs of people living in rural areas.
Infrequent public transport can make it difficult for elderly residents to travel even short distances to
access basic services, it was noted, with impacts on health and wellbeing.
The consultation pointed out that travelling by public transport in rural areas is more likely to involve
a change of mode than in urban areas due to less extensive and lower frequency services.
Integration between different modes is therefore important, as well as having the infrastructure to
support interchange, such as mobility hubs which co-locate several services together (transport and
non-transport) to reduce the need to travel.
The consultation specifically highlights the emerging new applications for DRT through digital
platforms and the potential to use ‘feeder services’ of shared taxis and DRT. The benefits of this
type of service to employers and for serving suburban areas were noted, as was the greater
potential for shared journeys in rural areas. Good quality data and digital connectivity is needed to
fully realise the benefits of DRT, the consultation noted.
The consultation referred to the Future of Urban Mobility Strategy guiding principles (given in the
previous section) and asked if these are appropriate for rural areas. The consultation acknowledged
that some of them may require adjustment to take account of the different markets in rural areas.
The consultation closed in February 2021 and the strategy is expected to be published later in 2021.
Future of Transport Regulatory Review
Government recently reported on the findings of its Future of Transport Regulatory Review, following
a consultation which ran between March and July 2020. The review covered regulation of buses,
taxis, private hire and micro-mobility services.
The review highlighted support for relaxing registration requirements around DRT and for changes
to Bus Services Operator Grant. A dominant view indicated that the area of operation for a DRT
should be a geographical area that is determined by demand. Several respondents believed the
operational area should be associated with a local transport hub so the services can interconnect
with other transport services, so not to overlap or present unfair competition with other transport
modes, particularly taxis. This would complement existing transport services. Some respondents
suggested that DRT services require to levy a surcharge for trips that could be undertaken on
existing public transport.
A consistent theme was that DRT operators and local authorities need to work together to determine
an operational area that benefits the local area and contributes positively to the area’s transport
network.
Following the review, Government has committed to engage with DRT service operators and collate
findings from the Rural Mobility Fund schemes and services deployed in response to COVID-19, to
inform the forthcoming National Bus Strategy.
Zero Emission Buses Regional Areas (ZEBRA)
In March 2021, the Government launched the Zero Emission Buses Regional Area fund (ZEBRA),
making up to £120million available in 2021/20223. The scheme is intended to help local transport
authorities introduce ZEB, reduce emissions, improve local air quality, and ensure stability of orders
for the British bus manufacturing sector. The fund will deliver up to 500 ZEBs, supporting the
Government’s wider commitment to introduce 4,000 ZEBs detailed earlier under the National Bus
Strategy. ZEBRA is a place-based scheme allowing areas led by local authorities to bid for funding
for the purchase of ZEBs and supporting infrastructure. The scheme is also intended to help the
Government understand the challenges to introducing ZEB and supporting infrastructure in order to
inform future policy. The scheme is intended to help test, trial and evaluate innovative ideas for ZEB
schemes.
Through ZEBRA, the Department for Transport (DfT) will contribute up to 75% of the cost difference
between ZEB and a standard equivalent diesel bus. For infrastructure, the DfT will contribute up to
75% of the cost from purchase and installation. Bids can be for vehicles, infrastructure, or both.
Buses eligible for the scheme are zero emission single deck and double deck vehicles. Minibuses
and coaches are not eligible. Buses must be certified as ultra-low emission or zero emission by the
Zemo Partnership (formerly the Low Carbon Vehicle Partnership) to qualify. Buses which are zero
emission capable, such as diesel-electric hybrids, are not eligible. Buses powered by biogas or
biofuel are also not eligible. ‘Green’ energy is favoured (electricity from low carbon sources) but is
not a mandatory requirement. Areas that intend to use blue hydrogen (hydrogen derived from fossil
fuels) should set out a roadmap for sourcing the fuel from green hydrogen.
Support for infrastructure costs includes civil engineering works, hardware, charging units and
upgrades to the energy grid. This includes upgrades necessary to the grid to cater for increased
energy demand. Bidders are encouraged to consider innovative solutions to keep costs down, such
as smart charging, opportunity charging and energy storage. Bidders need to show evidence of
engagement with an energy company.
There is no limit or threshold on an area size, but the scheme is intended to support several areas
within a value of £25million-£35million. Private finance and leasing are encouraged as part of the
scheme, since this can reduce up-front costs. This could include finance or leasing companies
forming part of the consortia. The scheme is to provide capital funding only, i.e. it will not cover any
ongoing costs associated with the operation of ZEBs once introduced.
The local air quality challenge should be set out and how the proposal will address the problem.
3 UK Government (2021) Multi-million pound scheme for zero-emission buses across England launched https://www.gov.uk/government/news/multi-million-pound-scheme-for-zero-emission-buses-across-england-launched
All Hydrogen Bus Town
Following the popularity of the All Electric Bus Town scheme (2020/21), the Secretary of State for
Transport indicated in June 20204 that the Government will launch a similar ‘All Hydrogen Bus Town’
scheme to accelerate development of fuel cell electric buses and support the UK bus manufacturing
sector. While no further details are available the proposal has the support of industry including the
bus manufacturing sector.
Diesel Bus Sales Ban Consultation
To accompany the release of the National Bus Strategy, the Government consulted on specifying an
end to the sale of new diesel buses in England5. The consultation did not suggest a specific year or
time period but highlighted the 2030 ban for sales of new petrol and diesel cars and light vehicles. It
also noted that several bus operators have pledged to cease the purchase of new diesel buses
within the next few years and transition to full zero emission fleets between 2030-2037. The
consultation sought to understand the impacts on the industry from a sales ban, the barriers to
introducing such a ban and potential mitigation measures, as well as what bus types should be
included in a ban.
The industry body CPT6 noted in their response that a ban from 2030, if paralleling that already
specified for cars and vans, would require significant government support to ensure other bus policy
aims outlined in the National Bus Strategy are not undermined. Otherwise, there is a risk that
investment is diverted away from other initiatives such as integrated ticketing and frequency
enhancements. Too rapid a transition to ZEB could result in heavy costs for operators, CPT noted.
The consultation closed on 11 April 2021 and responses are currently being analysed.
The ten-point plan for a green industrial revolution (2020)
The Ten Point Plan for a Green Industrial Revolution7, published in November 2020, sets out the
Government’s vision for accelerating the UK’s transition to a net zero carbon economy. It details
how public and private sector investment will be targeted to green the economy, creating new jobs
and achieving the Government’s dual policy goals of Net Zero and Levelling Up. The Ten Point Plan
includes the goals of Driving the Growth of a Low Carbon Economy (Point 2) and Green Public
Transport, Cycling and Walking (Point 5).
On hydrogen, it is stated that the Government will publish a Hydrogen Strategy in 2021 detailing
how it will establish hydrogen ‘SuperPlaces’ establishing up to 5GW of hydrogen capacity by 2030.
This was confirmed in March 2021 with an announcement of funding to establish the UK’s first ever
4 Passenger Transport (2020) Shapps reveals hydrogen bus town plan http://www.passengertransport.co.uk/2020/06/shapps-to-announce-plans-for-a-hydrogen-bus-town/ 5 UK Government (2021) Ending the sale of new diesel buses https://www.gov.uk/government/consultations/ending-the-sale-of-new-diesel-buses 6 Route One (2021) End of new diesel bus sales proposal ‘needs enabling support’ https://www.route-one.net/politics/end-of-new-diesel-bus-sales-proposal-needs-enabling-support 7 UK Government (2020) The ten point plan for a green industrial revolution https://www.gov.uk/government/publications/the-ten-point-plan-for-a-green-industrial-revolution
‘hydrogen transport hub’8 in Tees Valley to enable different modes of transport in different sectors to
be powered by hydrogen.
The Tees Valley hydrogen hub is expected to be fully operational by 2025 and will focus on trials,
testing and research, enabling the Government to better understand the potential role of hydrogen in
meeting net zero 2050 targets.
On Green Public Transport, Cycling and Walking, existing commitments to fund up to 4,000 zero
emission buses and introduce a National Bus Strategy are reiterated.
Transport Decarbonisation Plan (2020)
In March 2020, the Government published the policy paper Decarbonising Transport: Setting the
Challenge9, detailing how the Government intends to work with industry key stakeholders to develop
a transport decarbonisation plan. The plan, due to published in 2021, will detail the government’s
vision for how all road vehicles will become zero emission, and how public transport will be the
natural mode of choice for daily journeys. It will detail what Government, business and society needs
to do in order to make this change and deliver the required emissions reductions from transport in
order to meet the UK’s legally binding 2050 net zero emissions and climate change targets.
The plan will, when published, represent the UK’s first holistic strategy for decarbonising transport,
rather than focussing on specific modes as has typically been the approach used in government
policy until now. The document acknowledges that transport operators will need to embrace new
technology and innovation at a scale and pace not seen before.
The document details six strategic priorities for achieving transport decarbonisation:
Accelerating modal shift to public transport and active travel
Decarbonisation of road vehicles
Decarbonising how we get our goods
Place based solutions
UK as a hub for green transport technology and innovation
Reducing carbon in the global economy
Modal shift to public transport, decarbonisation of road vehicles and place-based solutions are likely
to be of particular importance for the bus sector.
The document notes that transport is now the largest sector by emissions and that emissions have
stayed broadly unchanged on 1990 levels while other sectors such as energy, agriculture, and
manufacturing have significantly decarbonised, hence the need to tackle transport emissions with a
sector-specific plan.
8 UK Government (2021) UK’s first ever hydrogen transport hub kick-started by £3 million government investment https://www.gov.uk/government/news/uks-first-ever-hydrogen-transport-hub-kick-started-by-3-million-government-investment 9 UK Government (2020) Creating the transport decarbonisation plan https://www.gov.uk/government/publications/creating-the-transport-decarbonisation-plan
Buses accounted for 3% of UK transport emissions in 2018. It is also noted that emissions from
buses have fallen by 40% on 1990 levels as at 2018, compared to only a 5% reduction for cars.
However, this may be explained partially by the fall in bus use during that time, with less bus
mileage being operated compared to 1990, in addition to the introduction of cleaner and more
environmentally friendly buses lowering emissions.
Sixth Carbon Budget (2020)
The Sixth Carbon Budget10, published in 2020, is required by the Climate Change Act and provides
advice to ministers on how the UK can meet its 2050 net zero targets by specifying an emissions
budget for each sector and key milestones for when significant or full decarbonisation will need to be
achieved. The report details a path to net zero for a range of sectors in the economy, including
surface transport.
The report states that new buses will need to be zero emission by 2035 in order to meet the
‘balanced pathway’ proposed towards net zero. The report notes the target by CPT members to buy
only ultra-low or zero emission buses from 2025. It is assumed that 96% of new bus and coach
sales will be zero emission by 2035. It is noted that biodiesel could play a transitional role for buses
but is not considered a permanent solution for surface transport.
REGIONAL POLICY AND STRATEGY CONTEXT
New Anglia Local Enterprise Partnership Integrated Transport Strategy (2018)
The New Anglia Local Transport Board partners have developed an Integrated Transport Strategy
which provides a foundation for the newly formed sub-national transport forum: Transport East.
The strategy sets out broad measures to achieve the following goals:
Understand the current transport networks and how we can remain agile to future opportunities
and challenges
Set challenging but achievable ambitions based on evidence that describes the place and
transport solutions we want for Norfolk and Suffolk
Set out the themes where action and investment in transport improvements is prioritised
Identify actions and measures for success with partners to drive delivery and measure success
Provide foundations for an integrated, total transport solution to serve the growing economy, by
creating links to airports, ports and strategic corridors that link them
Transport East Investment and Delivery Plan (2020)
The Investment and Delivery Plan outlines the key priorities for Transport East, providing a strong
framework for achieving better strategic transport packages in towns and cities and along seven
strategic corridors. The Transport East partnership involves the local transport and planning
authorities of Essex, Norfolk, Suffolk, Southend-on-Sea and Thurrock, and this document provides
an overview of investment in these areas.
10 Climate Change Committee (2020) Sixth Carbon Budget https://www.theccc.org.uk/publication/sixth-carbon-budget/
The four corridors that include Suffolk and the related investment schemes are:
Connecting our Energised Coastal Communities: Midlands – King’s Lynn – Norwich – Great
Yarmouth
• A47 Tilney to East Winch dualling
• Norwich Western Link
• Acle Straight Dualling
• Great Yarmouth Third River Crossing
• A47 Wisbech to Peterborough dualling
Connecting the Heart of East Anglia: London – Chelmsford – Colchester – Ipswich – Norwich &
Suffolk Coast
• GEML strategic package (improvements in London, Essex, Suffolk, Norfolk)
• A12 strategic package South (Colchester to M25)
• Chelmsford strategic package NE bypass, (Army and Navy, Beaulieu Park)
• A12 Strategic Package North (Ipswich to Suffolk Coast) including Woodbridge Bypass
• Lowestoft Lake Lothing third crossing
• Long Stratton Bypass
Cross-country connectivity: Norfolk and Suffolk to Cambridge – Midlands – South-West
• East-West rail package (enhanced Norwich and Ipswich connectivity and capacity to
Cambridge as Eastern section of national East-West Rail project)
• Felixstowe to Nuneaton rail freight capacity review and delivery package (Haughley junction
and Ely area, twin-tracking remaining single-track sections, and power increases)
• A11 Fiveways
• A14/A12 Copdock
• A14 package – junctions 37 A14/A142 (Newmarket), 43 and 44 (Bury St Edmunds), A14 to
Expressway standard and improved interchange at Copdock (also see A12 corridor)
• Support for cross-boundary projects in neighbouring areas, including the expansion of
Cambridge Autonomous Metro to settlements such as Mildenhall and Haverhill
New Anglia Local Enterprise Partnership Economic Strategy for Norfolk and Suffolk (2017)
This economic strategy outlines several ambitions for the kind of places it wants Norfolk and Suffolk
to become:
The place where high growth businesses with aspirations choose to be
An international facing economy with high value exports
A high performing productive economy
A well-connected place
An inclusive economy with a highly skilled workforce
A centre for the UK’s clean energy sector
A place with a clear, ambitious offer to the world
The BSIP will support these ambitions, particularly the ambition to become a well-connected place.
LOCAL POLICY AND STRATEGY CONTEXT
Suffolk Local Transport Plan (2011-2031)
Suffolk County Council aims to promote economic resilience as well as private sector led growth, to
allow Suffolk’s economy to recover. This is part of the ‘Transforming Suffolk: Suffolk’s Sustainable
Community Strategy’ plan, with the objective to “Retain, enhance and value Suffolk’s natural and
historic environment”. This will be done by:
Maintaining and improving transport networks
Tackling congestion
Improving access to jobs and markets
Encouraging shift to more sustainable travel patterns
Improving learning and skills for the future
Creating a sustainable and green county
Providing safe, inclusive and healthy communities
Assessing any new developments which may have a significant effect on a European site
These aims are in line with Policy T6 of the East of England plan (2008). Policy T6 seeks to
improve, manage and maintain the regional road network while prioritising the strategic and regional
functions of the regions motorways, trunk roads and the primary route network with the aim of
achieving:
Improved journey reliability as a result of tackling congestion
Improved access to key centres for development and change, strategic employment locations
and priority areas for regeneration
Efficient movement of freight which cannot be carried by rail or waterway so as to minimise its
impact on the environment and local transport networks
Improved safety and efficiency of the network
Mitigation of environmental impacts
Maintenance of the benefits from managing traffic demand
The effective operation of ports and airports which act as international gateways
Transport mitigation strategy for the Ipswich Strategic Planning Area (ISPA) (2019)
This document, published in 2019, seeks to manage the transport-related impacts of additional
growth in the Plan period, based on the transport evidence which underpins the Plan. The purpose
of this work is to develop a transport mitigation strategy that informs an implementation programme
of measures that will support the ISPA local plans by delivering modal shift in Ipswich. The Ipswich
Strategic Plan Area (ISPA) incorporates Suffolk County Council (SCC), Ipswich Borough Council,
Babergh District Council, Mid Suffolk District Council and East Suffolk Council.
Transport mitigation strategy work focussed on modal shift both within the existing Ipswich
population and for new residential and employment development within ISPA. Significant impacts of
new development were identified on the Strategic Road Network, including the A14 and A12, and
other junctions around Ipswich. The strategy includes demand analysis for park & ride services and
supports the reopening of the Bury Road Park & Ride site. The document includes an
implementation programme, set out below:
A monitoring programme will establish a baseline and process to assess the delivery of the
implementation programme. This will help inform good practice and optimise the detail of the
overall programme going forward. An evidence-based approach will also support future
opportunities for funding.
A Smarter Choices programme to deliver modal shift through the engagement of businesses,
schools and communities that generate trips in Ipswich, it is anticipated that this will include some
businesses outside of the town boundary. Costs of implementation include incentives, for
example subsidised bus travel.
Set up a Quality Bus Partnership, initially this will be a voluntary partnership, to optimise and
grow the public transport provision within Ipswich. This will include the identification and
prioritisation of infrastructure improvements that will support the bus service. Identify where
demand responsive transport will provide optimum improvements to public transport and enhance
the more traditional bus service.
Work with Ipswich Borough Council to review the current parking provision and charging strategy,
to provide a form of demand management that has been demonstrated to be a key factor in
delivering modal shift.
Identify improvements to the current park & ride services and if the viability of an additional
service is proven, during phase 1 re-introduce further park & ride services.
Infrastructure will be required to support bus prioritisation, improvements to walking and cycling
networks and optimising the management of capacity of junctions. This will include the use of
UTMC.
The use of technology will be considered for all mitigation measures and improvements,
especially where it will provide a cost-effective mechanism to deliver the implementation
programme and improve modal shift.
SUFFOLK AGENT-BASED MODEL
1
We shape a better world
Suffolk Agent Based
Model Alpha
Summary Presentation
3
Agent Based Models
Agent Activities and trips
4
Suffolk County Council faces increasingly complex challenges as they
shape the future of transport in the county
All transport authorities and agencies are
facing new challenges:
• Understanding transport in a wider
context of equity and outcomes
beyond traditional transport metrics
• Sustainability and planning for a
transition to Net Zero
• New modes and ways of accessing
transport (MaaS, autonomy,
micromobility etc.)
• Changing behaviours motivated by
long term changes in working patterns
and responses to the pandemic
5
Traditional models assume fairly
consistent patterns of behaviour across
society; and are unable to represent
accurately today’s much more diverse
pattern of demand.
We can’t assume that people’s journey
patterns are predictable and consistent.
We can no longer model the peaks of
demand and be confident that our
transportation system has enough
capacity if it can serve these peaks.
There is currently minimal modelling to support these types of decision,
because the models work at an aggregate, rather than individual level
6
Agent Based Models are a way of responding to these challenges
because they consider individual choice
An ABM models individuals as
‘agents’ in the model:
• These agents are modelled as part
of a synthetic population
• They have a set of activities that
they try to undertake over the
course of a day
• They can choose to travel by
different modes, at different times,
and take different routes
• Over multiple iterations agents
learn what gives them the best
outcome
7
However, modelling can require a significant up front investment in
technology and data before it starts to deliver benefits
A traditional 4-Step strategic model
can take months of work before it is
ready to be used to answer questions.
Models also need to be built for
specific use cases and questions, and
are limited to specific time periods.
This means that models struggle to
respond to new questions in a timely
way, and many decisions are not
informed using modelling.
Therefore it is hard to explore and
experiment with new technologies
and approaches.
8
We propose that an ABM approach helps tackle these problems as they
can be built in and iterative and incremental way
Due to the modular nature of an ABM
model, we can build a model quickly
and then refine it over time, focusing
on the questions that are highest
priority.
This is especially true when we use
standardised datasets and tooling to
develop a first model quickly.
This allows us to understand the
strengths and weaknesses of a model
and focus efforts on areas which will
have the most impact.
Future demand scenarios
Determined by government
policy e.g. all small shops will
reopen
Current supply
Determined by current transport
timetables, workforce reductions
and real-time data
Agent-based
transport model
Scenario
analysis
Integrated
modelling of
options across
multiple transport
modes in order to
evaluate how well
they meet
objectives
Operation
al planning
Ability to support
detailed operational
planning of services
with reduced
workforce
Model outputs
Transport
interventions
Determined by city transport
authorities e.g. double the
number of buses on key
routesRepresentative population
Developed using ML
generative modelling
techniques
9
The Suffolk Alpha
Ipswich Activity Locations and Traffic Flows
10
We set out to build an Alpha model of the county over a period of 12
weeks
Project Objectives:
• Understand the data available,
including the use of Experian Mosaic
• Understand the questions the model
could be useful for
• Understand the strengths and
weaknesses of the model, and how it
might compare with traditional
approaches
• Deliver high level insights into the
transport network for Suffolk, including
understanding agent transport choice
Project Programme
11
The model that was built is multi-modal and represents the entire county,
with a complex network
• A detailed road network within Suffolk with a
5km buffer around the boundary
• A less detailed network covering the rest of
mainland Britain
• Full public transport detail for Suffolk including
commuter rail and scheduled bus services
• Public transport includes vehicles capacities
• Bus services interact with the road network and
are impacted by congestion
• Rail services are modelled as following
prescribed timetable
• Benchmark counts (link level) attached to the
network
Network Visualisation
12
We have also modelled an agent population across the county,
including freight
• Generated population representing Suffolk
residents (10% sample of population)
• Households, agents and activity plans sampled
from NTS travel diary data
• Activity locations modelled for individual
agents
• Integration of Experian Mosaic categories with
the population
• Activity locations assigned to specific
buildings/facilities based on activity type and
location
• Locations infilled for areas with low data
availability
• Freight population (from existing strategic
model)Travel Demand
13
The population and network were combined and simulated over 700
iterations of the same 24 hour period
• 700 iterations – agents can experiment
and test different plans over 700
iterations of the same ‘day’
• Simulations run at a 1 second
resolution
• Agents able to change mode, adjust
the time of journey, and route to
improve their utility scores
• Each simulated iteration ran in only 4.5
minutes using cloud compute
• Output 37 million agent events and 5
million plans
• Each model run during calibration
required approximately 12 hours Example Agent Utilities Over Time
14
Due to the granularity of the model, we get a wide range of detailed
outputs, and are able to benchmark the model against reality
Bus boarding and alighting counts
15
The model benchmarks very well given its maturity
Simulation vs. Benchmark Total Vehicle Volumes
Simulation vs. Benchmark Total Vehicle Volumes at Locations
• Strong match of link volume counts for
road traffic
• Post-simulation mode share statistics in
line with input population / National
Transport Survey
• Link speeds and flows realistic
• Comparison with current county
model is positive
16
The model benchmarks very well given its maturity
• We also compared benchmarks at
specific locations, reaching good
agreement in almost all cases
• Again, the Alpha maturity may
account for some of the less accurate
matches as the data is drawn from
different sources, and not all baselined
to a specific date or count type
17
The model benchmarks very well given its maturity
• We also compared the ABM to the
existing SATURN model, comparing
free flow speeds and traffic volumes
• This showed a good level of
agreement, however, it is worth noting
that the far more detailed network in
the ABM means that the pattern of
usage shown in each model is a more
valid comparison than the exact
values
ABM (left) and SATURN model (right) free flow speeds in Ipswich
ABM and SATURN AM flow comparison in Ipswich
18
Given the comprehensive nature of the outputs, we can look at
individual agents and their actions
• The outputs of the ABM show every
decision every agent has made, and
why they made it
• These outputs mean we can cut the
results by any factor in the agent
population
• During the simulation Agents create
different plans to test new modes,
timings, and routes
• Agents have a ‘memory’ of their top
ten plans, so we can see the things
that provided good utility but weren’t
selected at the end of the simulation
<person id=A>
<attributes>
<attribute gender=male/>
<attribute age=60 to 64/>
<attribute mosaic_group=M Family Basics/>
</attributes>
<plan score=100 selected=no>
<activity type=home, x=X1, y=Y1, end_time=07:10:00/>
<leg mode=bus, dep_time=07:20:00, trav_time=00:15:00>
{line_id: A, route_id: B, stop_id: C, …}
</leg>
<activity type=work, x=X2, y=Y2, end_time=17:20:00/>
<leg mode=rail, dep_time=17:35:00, trav_time=00:10:00>
{line_id: G, route_id: H, stop_id: J, …}
</leg>
<activity type=home, x=X, y=Y/>
</plan>
<plan score=110 selected=yes>
<activity type=home, x=X1, y=Y1, end_time=07:10:00/>
<leg mode=bus, dep_time=07:20:00, trav_time=00:15:00>
{line_id: A, route_id: B, stop_id: C, …}
</leg>
<activity type=work, x=X2, y=Y2, end_time=17:20:00/>
<leg mode=rail, dep_time=17:35:00, trav_time=00:10:00>
{line_id: G, route_id: H, stop_id: J, …}
</leg>
<activity type=home, x=X, y=Y/>
</plan>
<plan score=102 selected=no>
<activity type=home, x=X1, y=Y1, end_time=07:10:00/>
<leg mode=bus, dep_time=07:20:00, trav_time=00:15:00>
{line_id: A, route_id: B, stop_id: C, …}
</leg>
<activity type=work, x=X2, y=Y2, end_time=17:20:00/>
<leg mode=rail, dep_time=17:35:00, trav_time=00:10:00>
{line_id: G, route_id: H, stop_id: J, …}
</leg>
<activity type=home, x=X, y=Y/>
</plan>
</person>
Example Post Simulation Agent Plan Options
19
These unselected plans give us insights into decision making processes
that agents use, and highlight where modal shift might be achieved
• Looking at agents’ unselected plans,
we can look at those who had viable
public transport options, but instead
chose to drive
• We can look at the distribution of
these agents’ demographics, the
activities in their plans, and their
geographic distribution to highlight
opportunities to shift car users to Public
Transport
• This gives the geographic spread of
where potential public transport users
live Home locations of agents with the potential to shift to rail (orange) and bus (green)
20
Because we have the detail of each agent and sub-population, we can
look at which types of agents and activities might shift to public transport
• These unselected plans open up a
world of additional analysis that is
possible in the future
• We see patterns of potential bus
ridership; women are more amenable
or flexible to bus use, as are those
travelling to business activities
• We hope that some of these insights
will be useful in shaping the future of
Suffolk’s bus strategy
21
Going Beyond the Alpha
Public Transport Speeds
22
Next steps for the model are to focus in on questions that are best suited
to being answered using this methodology
• ABMs offer new capabilities that are
complementary to current modelling
techniques
• ABMs can be used to provide novel
insight on questions and topics
traditional model struggle with
• We would recommend focusing
on the analysis of subpopulations,
understanding and measuring equity,
and scenarios involving complex
policies like pricing
• We would also recommend questions
that benefit from fast, iterative scenario
assessment and analysis
23
The Alpha can grow in a number of different ways, iterating and
incrementing the current model
AlphaBeta Studies
Formal Calibration and Validation
Mature Model
• Initial functional
model
• Benchmarked
• Able to produce
insights
• Highlights areas
of focus
• Lower assurance
• Multiple studies
focusing on specific
questions suited to
ABM assessment
• Extend the model in
specific areas
• Answers questions
• Increasing
assurance
• Make the step to a
higher level of
assurance with
formal calibration
and validation
• DfT engagement or
guidance
• Mature, assured
model in use for
a wider range of
questions
• High levels of
assurance
24
The Alpha can grow and become more complex through adding in
additional simulation features
There are a number of features that we
could add in to the Alpha that are part of
the simulation framework, but weren’t
suitable for the Alpha:
• Additional modal granularity: park and
ride, shared vehicles etc.
• Demand Responsive Transport and
Mobility as a Service (MaaS)
• Road pricing
• Emissions and carbon calculations
Ipswich Network and Activities
25
We can also incorporate new data sources
Given the scale and detail of the model,
there are always opportunities to add in
additional data sources, for example:
• Mobile Network Data
• GPS data or travel diaries
• Additional surveys
• More benchmarks – boarding and
alighting numbers, station usage, more
detailed traffic flows
• Better freight data
We recommend that any future
expansion of the model is done in
response to specific questions, rather
than as modelling for its own sake
26
In summary, the ABM approach has delivered on its objective to show a
rapid, yet detailed initial model build, that can add value as it grows
• The Suffolk Alpha has shown that it is
possible to build a complex,
multimodal, county scale model in a
very short time
• The model performs remarkably well
and has already produced useful
insight into Suffolk’s transport
challenges
• There are a number of ways to take
the model forward, but should be
focused on specific questions
• While ABMs are still emerging
technology, they can provide a good
complement to current strategic
models
County Road Network
27
1
We shape a better world
Suffolk Agent Based
Model Alpha
Scenarios Analysis to Support Bus
Back Better Strategy
September 2021
2
Contact
Nick Bec (Project Manager)
Gerry Casey (Technical Lead)
Matt Chilvers (Project Director)
Arup Agent Based Modelling
Technical Team
Theodore Chatziioannou
Andrew Kay
Kasia Kozlowska
Gerard Lovett
Rory Sedgewick
Fred Shone
Yuhao Sun
3
Methodology
Ipswich Activity Locations and Traffic Flows
4
Previous Work
• The Suffolk Alpha showed that it is
possible to build a complex, multi-
modal, county-scale model in a very
short time
• The model is fully multi-modal,
covering car, rail, bus, and active
modes
• The model performs well against a
number of benchmarks, but is not
formally calibrated and validated
• Nevertheless, it is able to provide
insights into how changes to the
system will impact important factors,
such as mode share
5
Suffolk Bus Strategy Scenario Design
We model four experimental scenarios:
• Scenario 1 “Saturation”: Identify the extent of change that can be feasibly achieved using
only increases to existing bus route frequencies and operating hours.
• Scenario 2 “Increased Frequency”: Prioritise existing bus routes for service frequency increases
• Scenario 3 “24hr Operation”: Prioritise existing bus routes for service operating hours increases
• Scenario 4 “Market Towns”: Prioritise new bus routes for connecting selected market towns
In all cases, we use the simulation to identify aggregate changes in travel, such as mode shift from
other modes onto buses. We additionally focus on the attributes of households and persons who
change their behavior.
The scenarios are not intended as realistic future scenarios, but instead should be treated as
experiments used to prioritise interventions, identify the demographic groups most impacted by the
changes, and establish the extent of achievable changes.
6
Scenario 1: "Saturation"
15 min headway and 24hr extension
• All existing route frequencies extended to 24hr operation and 15 min headway
• Adds 81,312 new services (~vehicles)
Scenario 2: "Increased Frequency"
15 min headway
• Increases existing bus route frequencies to at least 15 min headway
• Only routes with more than one service are changed
• Adds 10,408 new services
Scenario 3: "24hr Operation"
24hr service extension
• Extends existing bus routes to run 24 hours a day
• Extended services use average IP frequency
• Minimum frequency is once per hour
• Services only running outside the IP are not extended
• Adds 7,748 new services (~vehicles)
Suffolk Bus Strategy Scenario Design
7
Scenario 4: "Market Towns"
New Connections
• Adds 33 new bus routes between selected "Market Towns"
• New services arrive and depart at central locations only
• New services have 15-minute frequencies and operate for 24-hours
• Adds 9,850 new services
Suffolk Bus Strategy Scenario Design
Bury St Edmunds
Ipswich
Lowestoft
Haverhill
Felixstowe
Newmarket
Clare
Sudbury
Mildenhall
Red Lodge
Brandon
Thurston
Ixworth
Stowmarket
Hadleigh
Framlingham
Reydon
Bungay
Aldeburgh
Woodbridge
HalesworthEye
ShotleyCapel St Mary
Beccles
Insights Summary
Ipswich Activity Locations and Traffic Flows
Summary of Frequency and Operating Hour Scenarios
• Suffolk’s current bus mode share is approximately 3.3%
• The ABM indicates that saturating current routes would achieve, at most, a ~9% bus mode share
• Achieving an even greater bus mode share would require additional routes, or other measures, beyond
increasing frequency and operating hours
• Although the impact of the Saturation Scenario (1) on the bus mode share is greatest, it is the least "efficient", based on change per additional service required
• Increasing frequency is the most efficient intervention; however, we recommend focusing on both the best performing frequency and operating hour changes
Scenario New Services Bus Mode ShareChange in Bus
Mode ShareEfficiency*
1: Saturation 81,312 8.97% +5.24% 13.4
2: 15min Frequency 10,408 5.51% +1.78% 35.5
3: 24hr Operation 7,748 4.45% +0.78% 19.3
*Defined as new bus trips per new service
Insights Summary: Scenario 2 - Increasing Frequency
• Scenario 2 increases bus operating frequencies to 15-minutes, but
maintains the same operating hours
• Running all services at 15-minute frequency increases the bus mode
share to 5.51% (+1.78%)
Line ID RouteNew Boardings per Additional
Vehicle
64 Ipswich reds Aldeburgh - Woodbridge - Ipswich 44.6
106 Lowestoft - Oulton Broad - Burnt Hill - Lowestoft 34.7
77 Felixstowe Flyers Ipswich - The Trimleys - Felixstowe 30.8
66 Ipswich redsIpswich - Kesgrave - Grange Farm -
Martlesham Heath30.5
105 Lowestoft - Oulton - Lowestoft 29.6
93Ipswich - Capel St Mary - East Bergholt -
Colchester29.0
M33 Bury St Edmunds - Moreton Hall 27.7
88 Ipswich reds Stowmarket - Needham Market - Ipswich 27.5
75 Felixstowe Flyers Ipswich - The Trimleys - Felixstowe 24.6
102 Lowestoft - Oulton - Lowestoft 23.8
101 Gunton Estate - Lowestoft - Carlton Colville 22.7
385Stowmarket - Haughley - Woolpit - Bury St
Edmunds22.5
15 Haverhill - Chedburgh - Bury St Edmunds 21.6
146 Southwold - Pakefield - Beccles - Norwich 20.7
92 Ipswich - Holbrook - Brantham - Manningtree 20.4
• Approximately 40 % of the new bus trips come from people switching from
walking trips and another 40% from car trips
• New bus users are most likely to be low income and female
• Based on additional boardings per additional service vehicle, the
following lines are recommended for further consideration:
Bury St
Edmunds
Ipswich
Lowestoft
Haverhill
Felixstowe
Newmarket
Insights Summary: Scenario 3 - Extended Service Hours
• Scenario 3 maintains operating frequency of all buses but extends
their operating hours to 24 hours
• Extending service hours has significant impact on bus usage in the
evenings, approximately doubling pm peak boardings
• Overall bus mode share increases to 4.45% (+0.72%)
Line Route
New Boardings
per Additional
Vehicle
521Aldeburgh - Leiston - Saxmundham -
Halesworth37.5
753 Colchester - Sudbury - Bury St Edmunds 33.7
102 Lowestoft - Oulton - Lowestoft 30.0
384Stowmarket - Haughley - Woolpit - Bury St
Edmunds29.5
64 Ipswich reds Aldeburgh - Woodbridge - Ipswich 22.8
92 Ipswich - Holbrook - Brantham - Manningtree 22.1
116 Ipswich - Coddenham - Debenham 21.8
M33 Bury St Edmunds - Moreton Hall 20.9
77 Felixstowe Flyers Ipswich - The Trimleys - Felixstowe 20.4
99A Coastal Clipper Southwold - Halesworth - Bungay 19.7
93Ipswich - Capel St Mary - East Bergholt -
Colchester19.1
146 Southwold - Pakefield - Beccles - Norwich 17.5
524 Southwold - Brampton - Beccles/Bungay 17.5
113 Diss - Eye - Ipswich 16.0
118Ipswich - Witnesham - Otley/Earl Soham -
Framlingham15.7
• These additional trips are concentrated on key corridors serving the large
towns; inter-county services to Norwich and Cambridge also see some of
the highest increases
• Extending service hours into the evening on key routes should be
considered a high priority for the bus strategy, and the following routes are
identified for further analysis:
Bury St
Edmunds
Ipswich
Lowestoft
Haverhill
Felixstowe
Newmarket
Insights Summary: Scenario 4 - Market Town Connectivity
• Scenario 4 identifies and compares 33 new lines
connecting market towns
• Overall, bus mode share increases to 3.88% (+0.15%)
• All services around Bury St Edmunds and the connection
between Ipswich and Hadleigh are particularly
successful at attracting bus trips
• The following new links are suggested for further analysis:
Location 1 Location 2 Boardings
Bury_St_Edmunds Haverhill 630
Ipswich Hadleigh 580
Bury_St_Edmunds Sudbury 490
Bury_St_Edmunds Elmswell 490
Clare Haverhill 430
Bury_St_Edmunds Ixworth 420
Reydon Halesworth 410
Red Mildenhall 330
Lowestoft Beccles 330
Bury_St_Edmunds Newmarket 290
Lowestoft Bungay 290
Lowestoft Halesworth 260
Ipswich Framlingham 250
Bury_St_Edmunds Brandon 240
Bury_St_Edmunds Melford 230
Bury St
Edmunds
Ipswich
Lowestoft
Haverhill
Felixstowe
Newmarket
Clare
Sudbury
Mildenhall
Red Lodge
Brandon
Thurston
Ixworth
Stowmarket
Hadleigh
Framlingham
Reydon
Bungay
Aldeburgh
Woodbridge
HalesworthEye
ShotleyCapel St Mary
Detailed Results
Ipswich Activity Locations and Traffic Flows
Mode Shift Analysis
Ipswich Activity Locations and Traffic Flows
Mode share Comparison
Mode Benchmarks BaselineScenario 1
Saturation
Scenario 2
Increased Frequency
Scenario 3
24 hour Operation
Scenario 4
Market Towns
bike 2.81% 2.57% 1.79% 2.32% 2.38% 2.49%
bus 3.30% 3.73% 8.97% 5.51% 4.45% 3.88%
car 81.88% 77.22% 75.04% 76.58% 77.09% 77.29%
rail 0.97% 1.23% 1.27% 1.17% 1.32% 1.18%
walk 11.04% 15.25% 12.93% 14.43% 14.75% 15.16%
Change in Mode Shares
ModeScenario 1
Saturation
Scenario 2
Increased Frequency
Scenario 3
24 hour Operation
Scenario 4
Market Towns
bike -0.78% -0.25% -0.19% -0.08%
bus +5.24% +1.78% +0.72% +0.15%
car -2.18% -0.64% -0.13% 0.07%
rail +0.04% -0.06% +0.09% -0.05%
walk -2.32% -0.82% -0.50% -0.09%
• Bike and walk mode share is negatively impacted by all scenarios, although it should be noted that bus trips
will include walking legs, therefore there can be a net increase in distance of active travel for example
• As expected bus mode share increases in all scenarios, although only very marginally in the Market Towns
Scenario (4)
• Car mode share generally decreases, the very small increase in the Market Towns Scenario (4) is likely due to
random variation in the model and can be treated as zero
• Rail share is negatively impacted, but only very marginally
Total boardings comparison at peak periods
Class Period Peak Time Total boardings
baseline
AM (0:00-7:00) 7 6690
AM (8:00-9:00) 9 11090
IP (10:00-16:00) 13 10640
PM (17:00-18:00) 17 9860
PM (19:00-23:00) 19 3550
scenario1
AM (0:00-7:00) 7 14620
AM (8:00-9:00) 8 23960
IP (10:00-16:00) 13 22970
PM (17:00-18:00) 17 22690
PM (19:00-23:00) 19 15340
scenario2
AM (0:00-7:00) 7 9650
AM (8:00-9:00) 9 16280
IP (10:00-16:00) 13 16100
PM (17:00-18:00) 17 13140
PM (19:00-23:00) 19 5050
scenario3
AM (0:00-7:00) 7 7590
AM (8:00-9:00) 9 12050
IP (10:00-16:00) 13 11220
PM (17:00-18:00) 17 11570
PM (19:00-23:00) 19 7500
scenario4
AM (0:00-7:00) 7 7060
AM (8:00-9:00) 9 11420
IP (10:00-16:00) 13 11060
PM (17:00-18:00) 17 10210
PM (19:00-23:00) 19 3970
• The peak boarding periods for all scenarios are almost
identical; AM peak at 9, IP peak at 13 and PM peak at 17
• Boarding counts in scenario 4 show minimal increase
compared to baseline
Total boardings = total daily boardings via all stops
Table: Total boardings comparison at different periods
Scenario 1: Bus Saturation
Scenario 2: Increased Frequency
Scenario 3: Extended Services
Scenario 4: Market Town Hubs
Mode Shift Analysis – Spatial Analysis
Ipswich Activity Locations and Traffic Flows
Baseline bus trip mode share for origin, destination and hh location (msoa-level)
• Ipswich and Lowestoft have the highest bus
mode share in the baseline
• This does not vary considerably when
considering location based on:
• Agent home location
• Trip origin
• Trip destination
Work
Home Education
Shop
Baseline bus trip mode share for different destination activities
• The spatial distribution of mode shares varies depending on destination activity
• Mode shares vary Shopping activities have the highest bus mode share among various activities
Scenarios 1 to 4 comparison: bus trip mode share by passenger home zoneScenario 1 ("Saturation") bus mode share by household location Scenario 2 ("15-min Freq") bus mode share by household location
Scenario 3 ("24hr") bus mode share by household location Scenario 4 ("Market Towns") bus mode share by household location
Scenarios 1 to 4 comparison: bus trip mode share by origin zone
• Scenario 1 has the highest bus mode share distribution for origins within Suffolk
Scenario 1 ("Saturation") bus mode share by trip origin Scenario 2 ("15-min Freq") bus mode share by trip origin
Scenario 3 ("24hr") bus mode share by trip origin Scenario 4 ("Market Towns") bus mode share by trip origin
Scenarios 1 to 4 comparison: bus trip mode share by destination zone
Scenario 1 ("Saturation") bus mode share by trip destination Scenario 2 ("15-min Freq") bus mode share by trip destination
Scenario 3 ("24hr") bus mode share by trip destination Scenario 4 ("Market Towns") bus mode share by trip destination
Mode Shift Analysis – Detailed
Ipswich Activity Locations and Traffic Flows
Scenarios gross mode shifts (% of total trips) by modes
• The vast majority of agents are car users and do not mode shift
• Subsequent slides consider net mode shift to better interpret modal shift patterns for the
different scenarios
Scenarios net mode shift (% of total trips) by mode
• Here we consider net mode shift from baseline mode to scenario mode
• Mode shift into bus is highlighted
• In most cases, shift to bus comes from car and walk trips, then bike, then rail
Scenarios net mode shift (% of total net shift) by mode
• The relative distributions of where shifts occur vary across the scenarios
• Increased service frequency (2) appears biased towards shift from car
• Operating 24hr services (3) has a greater shift from walk and bike by comparison
• The Market Towns Scenario (4) has relatively little shift of active modes to bus
• The Market Towns Scenario (4) shifts more rail users to bus compared to the other scenarios
Scenarios net mode shift (% of baseline mode trips) by mode
• It is important to note that because car is so dominant as a mode share in the baseline, small shifts in other modes can represent significant change to that mode
• Hence, to better consider the relative impact on each mode, we present the probability of each mode trip shifting
• We can see that in Scenario 1, over 25% of cyclists would shift to bus
• Rail is also more severely impacted when considered this way
Trips: personal attributes breakdown
baseline bus tripsbaseline trips trips switching to bus in scenario
• Trips switching to bus present a demographic profile close to that of baseline bus users –
typically of lower income and female
• New bus users are more likely to come from households with car availability, but this is because
most non-car owners are already using bus in the baseline when feasible
• In the remainder of cases, households without car available are likely shifting to bus from rail and
active modes, so the shift likely represents a significant improvement in terms of cost and time
Note:Percentages reflect each demographic category’s share of new bus trips.
100% = number of bus trips in each scenario that used any other mode in baseline.
Agent Utility Analysis
Ipswich Activity Locations and Traffic Flows
Within simulation, agents measure the quality of their experiences using a utility score.
This can be thought of as the "happiness" or "satisfaction" of agents, based on how well
they achieved their plans for the day (i.e. all planned activities and required trips).
It must be noted that utility should only be used as a comparative metric, as the
absolute value has no meaningful interpretation.
Pros:
• Accounts for amplitude of impacts, for example, although fewer people from non-car available households may shift, those that do may benefit more than car owners
• Considers changes to the whole day, for example, if trip changes negatively impact achievement of activities or incur costs for other trips
Cons:
• Not useful to directly compare between persons or groups, i.e. "this group is twice as
happy as this group”, but acceptable to compare in terms of relative change, i.e.
“group A outcomes improved by twice as much as group B”
Agent Utility Primer
Global Utility Impacts
ScenarioTotal change in Utility compared
to baseline (all persons)Efficiency*
1: Saturation +0.67% 8.24
2: 15min Frequency +0.23% 22.10
3: 24hr Operation +0.13% 16.78
4: Market Towns +0.06% 6.09
• As expected, the Saturation Scenario (1) has the highest utility impact (+0.67%), i.e. every
person in Suffolk gets, on average, almost 1% "happier"
• Although the Frequency Scenario (2) has a greater impact on utility than the 24hr Scenario (3),
it is comparable in terms of "efficiency”, based on change per additional service required
*Utility Change (ppm) per New Service
Modal Utility Impacts
• Benefits are distributed unevenly across modes and scenarios: existing bus users benefit as expected, but users of other modes also benefit, as they can shift to the improved bus provision
• Existing car users are somewhat indifferent to the new scenarios
• From the active modes, bike users benefit the most, as their trips substitute well for improved bus services
• Considering the efficiency of the scenarios, cyclists in the 24hr Scenario (3) benefit most per additional vehicle,
perhaps since extended services allow them to more easily complete later activities via bus
Change in utility by baseline mode
Scenario bike bus car rail walk
1: Saturation +11.23% +3.91% +0.15% +3.11% +1.27%
2: 15min Frequency +4.48% +1.9% +0.00% +1.25% +0.47%
3: 24hr Operation +4.14% +0.65% -0.03% +0.87% +0.33%
4: Market Towns +2.50% +0.20% -0.02% +0.44% +0.20%
Efficiency (ppm change in utility per additional service)
Scenario bike bus car rail walk
1: Saturation +138.11 +48.09 +1.84 +38.25 +15.62
2: 15min Frequency +430.44 +182.55 +0.00 +120.10 +45.16
3: 24hr Operation +534.33 +83.89 -3.87 +112.29 +42.59
4: Market Towns +253.81 +20.30 -2.03 +44.67 +20.30
Utility Impacts by household and person attributes
• People without cars benefit the most, as well as those with low incomes
• Females do better in the Saturation (1) and Frequency (2) Scenarios
• Males benefit most from the 24hr Scenario (3)
• People living in Coastal Suffolk do best from Scenarios 1 and 2, Babergh from Scenario 3 and Ipswichians from
Scenario 4
Household Area Babergh Forest Heath Ipswich Mid Suffolk St Edmundsbury Suffolk Coastal Waveney
1: Saturation 0.66% 0.57% 0.76% 0.65% 0.58% 0.91% 0.74%
2: 15min Frequency 0.20% 0.23% 0.30% 0.03% 0.18% 0.41% 0.29%
3: 24hr Operation 0.20% 0.15% 0.13% 0.05% 0.14% 0.16% 0.12%
4: Market Towns 0.06% 0.07% 0.11% -0.01% 0.02% 0.07% 0.14%
Car Availability never yes
1: Saturation 4.74% 0.30%
2: 15min Frequency 1.57% 0.11%
3: 24hr Operation 1.01% 0.04%
4: Market Towns 0.29% 0.05%
HH Income high medium low
1: Saturation 0.41% 0.89% 0.99%
2: 15min Frequency 0.11% 0.31% 0.38%
3: 24hr Operation 0.08% 0.17% 0.19%
4: Market Towns 0.03% 0.06% 0.14%
Gender female male
1: Saturation 0.73% 0.69%
2: 15min Frequency 0.28% 0.20%
3: 24hr Operation 0.12% 0.15%
4: Market Towns 0.07% 0.07%
Route Analysis
Ipswich Activity Locations and Traffic Flows
• We can extract detailed actions of agents and vehicles from the simulation, and
compare them across scenarios and to the baseline
• Here we focus on changes to the times of use as an example
Route Analysis Primer
Hourly boardings distribution comparison
• The Saturation Scenario (1) dominates hourly boardings across Suffolk, showing increased use early in
the day and later
• 24hr operation (3) has more impact on boarding in the evening period rather than morning period:the boardings increase sharply between 19 to 21
• The boarding counts during the middle of the day for 24hr operation (3) and Market Towns (4) are very
close to baseline
66 Ipswich Hourly boardings distribution comparison
• Line, Route, Stop and even vehicle level changes can be extracted from simulation
• Here, we show boardings per hour for route number 66
• Scenario 2 (15 mins frequency increase) has the biggest impact, where boarding counts
are nearly double at 8 AM compared to baseline
Route Analysis – Rankings
Ipswich Activity Locations and Traffic Flows
• We analyse the scenarios to identify where changes are most effective:
o Scenario 2: “if I were to increase operating frequency, which services should I prioritise?
o Scenario 3: “if I were to extend operating hours, which services should I prioritise?
o Scenario 4: “if I were to add additional town connectivity, which routes should I prioritise?
• In the case of scenarios 2 and 3, where we are making changes to existing services (either
making them more frequent or extending their operating hours), we consider (as per previous
sections) the efficiency of the change, based on the number of new services added.
Route Analysis Ranking Primer
• Top lines in Scenario 2 provide connections to/from Ipswich (64 and 66 Ipswich routes), Lowestoft(106, 105 routes) and Felixstowe (75, 77 Felixstowe Flyers)
Scenario 2, Increase in boardings per additional vehicle
Rank, Boardings per additional vehicle
Top 10%
Top 10% - 20%
Bottom 80%
Top-15 Line Increases
Line
Increase
in Vehicles
Boardings per
additional vehicle
% Increase
Boardings
64 Ipswich reds 79 44.56 113%
106 15 34.67 400%
77 Felixstowe Flyers 65 30.77 179%
66 Ipswich reds 93 30.54 65%
105 24 29.58 43%
93 83 29.04 321%
M33 35 27.71 404%
88 Ipswich reds 71 27.46 81%
75 Felixstowe Flyers 107 24.58 119%
102 48 23.75 87%
101 94 22.66 35%
385 20 22.50 87%
15 110 21.64 75%
146 43 20.70 52%
92 67 20.45 199%
Bury St
Edmunds
Ipswich
Lowestoft
Haverhill
Felixstowe
Newmarket
• In Scenario 3, more top-ranking lines are found north of Ipswich, east of Bury St Edmunds and in the North East
521
Scenario 3, Increase in boardings per additional vehicle
Rank, Boardings per additional vehicle
Top 10%
Top 10% - 20%
Bottom 80%
Top 15 Line Increases
Line
Increase
in Vehicles
Boardings per
additional vehicle
% Increase
Boardings
521 20 37.5 114%
753 27 33.7 40%
102 46 30.0 105%
384 20 29.5 79%
64 Ipswich reds 25 22.8 18%
92 28 22.1 90%
116 38 21.8 268%
M33 11 20.9 96%
77 Felixstowe Flyers 26 20.4 47%
99A Coastal Clipper 30 19.7 54%
93 23 19.1 59%
146 44 17.5 45%
524 20 17.5 80%
113 20 16.0 160%
118 28 15.7 76%
Bury St
Edmunds
Ipswich
Lowestoft
Haverhill
Felixstowe
Newmarket
• Most new Market Town routes ranked in the middle of all routes, likely duplicating some existing bus
and rail services.
• The most popular new routes are between Bury St Edmunds and nearby towns
Scenario 4, Market Towns
Rank, Boardings
Top 1/3rd
Top 2/3rds
Bottom 1/3rd
Top 1/3rd of Routes
Location1 Location2 BoardingsRank in all new
routes
Bury St Edmunds Haverhill 630 1
Ipswich Hadleigh 580 2
Bury St Edmunds Sudbury 490 3
Bury St Edmunds Elmswell 490 4
Clare Haverhill 430 5
Bury St Edmunds Ixworth 420 6
Reydon Halesworth 410 7
Red Mildenhall 330 8
Lowestoft Beccles 330 9
Bury St Edmunds Newmarket 290 10
Lowestoft Bungay 290 11
521Bury St
Edmunds
Ipswich
Lowestoft
Haverhill
Felixstowe
Newmarket