There has been much talk of a drop in rail season ticket sales in the UK, whilst overall journeys are increasing. Much of the commentary has been around the change in working patterns where people are working from home more often.
Many shorter distances season tickets are only worthwhile buying if you are travelling 4 or 5 times per week on the same route (or anywhere between those 2 stations). Any less and it can be cheaper to buy tickets on the day, especially if you are a shift worker and some tickets are off-peak, for example with late shifts. Some longer journeys can be worthwhile getting a season ticket if you are doing the journey only 2 days per week, as the working pattern has already been taken into account in the pricing.
Many of the rail franchises have been required to roll out flexi season ticketing. Some operators have special business travel carnet tickets. Both of these can have restrictions meaning that they are only valid on one train operator, unlike the normal season tickets which are normally valid on any operator on the route. There’s some season tickets which are cheaper due to being operator specific where there is competition, partly due to the revenue not being split between operators when going through the Rail Settlement Plan.
Is the recent drop in season tickets number in part due to the move to Flexi season tickets with people moving to part time commuting? Do the Flexi season and carnet tickets need to be included in the season ticket numbers or have their own category to show the trend of the switch of ticket type?
I’m also of the view that the Flexi season tickets need to be standardised such that they are available across the whole country to and from any station, and have the same standard rules of validity as ordinary daily and season tickets. We are hopefully now at a turning point where there has been enough trials about how the Flexi season tickets should work, that a wider rollout could be done.
On the pricing of the Flexi season, I’m thinking they should they be a standard multiplier from the standard anytime daily ticket prices meaning that you can easily buy the tickets from any station to any station, rather than them only being available on a limited number of routes.
Another option to reduce the desire or need to Flexi season tickets, would be to reduce the cost or multiplier for season tickets by making season tickets cheaper, especially considering many people are no longer travelling to work 5 days per week, and longer route specific point to point season tickets in the UK are often more expensive than the whole country Bahn Card 100 in Germany. Is it time for a UK equivalent to the German Bahn Card 100 as a means to encourage more public transport use, and reduce private motor vehicle congestion and pollution?
Being a part time commuter (rest of the week working from home), Flexi-tickets are of particular interest to me, including their interoperability across operators since my commute generally involves multiple operators.
I recently seen a at Cambridge station advertising cheap weekend returns to London so I thought I’d check the fare splitting via the longer route.
This is looking at the super off-peak day returns or nearest equivalent.
On the direct Ipswich to London Liverpool Street ticket there is only an off peak return valid for a month at £42.20 or the off peak travelcard for a single day at £47.50.
The most common split is at Manningtree as some trains don’t stop at Colchester.
Off peak day return
Super off peak day return
Saving compared direct fare
Splitting in Colchester is cheaper:
Super off peak day return
Super off peak day return
Saving compared to direct fare
Weekend return via Cambridge turns out to a whopping £11 cheaper compared to the direct single ticket, or £3 compared to the cheapest split ticket, if returning the same day:
Off peak day return
Weekend Super Off Peak Day Return
Saving compared to direct fare
Saving compared to cheapest direct split
However this involves a much longer journey time. Ipswich – Cambridge is around 1 hour 20 minutes. There’s one train per hour. Cambridge to Liverpool Street on direct trains takes around 1 hour 26 minutes to 1 hour 38 minutes with 2 trains per hour. Due to the timings, and long layover in Cambridge, particularly towards Ipswich, the total through journey time is around 2 hours 50 minutes towards London and 3 to 4 hours towards Ipswich.
In comparison the typical journey times on the direct route from Ipswich to London on trains stopping at either Manningtree or Colchester is around 1 hour 07 mins to 1 hour 23 minutes. Thus it’s very much faster on the more direct route for a tiny saving. If planning far enough ahead advance fares would be cheaper than the above walk up fares.
On the 13th January 2018 walking with my family from Ipswich town centre to the railway station I came across some roadworks on Princes Street including some dangerous signage around some roadworks
Roadworks in bus stop and cycle lane
First was the “cyclists dismount and use footpath” sign:
Sign in cycle lane saying “cyclists dismount and use footpath”
I very much dislike the use of this sign for a number of reasons. First it indirectly causes drivers to complain about cyclists not following the rules or signage.
Second with some bikes (including the cargo trike I was pushing that day, as my daughter wanted to walk) its extremely hard to stop and lift it on to the pavement. I would probably be causing more delay to the traffic by doing that compared to taking the lane.
Third some people with disabilities and other medical issues such as back pain, find it very difficult mount and dismount a pedal cycle, however find cycling alleviates the pain compared to walking.
Fourth this section of pavement already allows cycling so why would people need to dismount to travel along it? Though it does add conflict with pedestrians.
Fifth there was a sign after the roadworks to say that the cycle lane was closed. Surely by that point the cycle lane was open again to use.
Cycle lane closed sign after the roadworks
Finally, even back in November 2011, London had better signs saying “Narrow lanes do not overtake cyclists”, as shown below. Why can’t these signs be used here in Suffolk?
P.S. When will there be signs saying “Drivers get out and push”?
Edit: Reworded item 3 to be more encompassing about other medical issues. Added map.
The level of traffic on the closed road and several surrounding streets was significantly reduced. I’m wondering if the reduction was enough for the bus companies to notice an improvement in the running times on the core towns centre bus routes that run along Dogs Head Street, Upper Brook Street, Tacket Street, and the Cattlemarket bus station. See the map below.
Map showing location of the incident and streets that were quieter.
The ambient noise level was lower due to the lower level of motor traffic. People were much more likely to walk on the road than the narrow pavements.
Repairs in progress
After the road was repaired and quietly reopened the traffic levels stayed low initially, slowly rising over a few weeks as the rat running and evening parking returned.
Completed repairs to the sinkhole.
The Lower Brook Street, Turret Lane, Rose Lane, and Cutler Street combination seems to be used as a rat run to avoid the Star Lane gyratory, particularly when there’s problems on the A14 meaning that it’s very slow moving. I’ve seen several trucks getting stuck on the narrow Turret Lane. There’s also been several buildings around the junction of Lower Brook Street and Turret Lane damaged by vehicles. I’m of the opinion that Turret Lane should be closed to through traffic to stop the rat running.
Around the time of the incident traffic speeds or counts were being collected, (based on the various black bands across various streets), so I’m also curious if Suffolk County Council have stats correlating the change in traffic levels.
I’m currently teaching my 1½ year old daughter how to cross the road on various trips out, including the 5 minute walk along the road to or from our childminder.
She is very good at staying on the pavement, and when it come to crossing the road will wait and look for vehicles that are coming. Then when there is a gap we will cross together. She’s very good at following the verbal instructions. Of course I don’t let her do it on her own yet, though it’s important when time permits to talk through all of the steps involved.
When it is safe, go straight across the road – do not run
The dilemma comes when friendly drivers are being nice waiting and waving us across the road. However I’ve come across several occasions over the years where drivers have done that, without realising that there is another vehicle coming where the driver won’t give way. This can be exceptionally dangerous.
The Green Cross Code does not mention anything about drivers waving you across the road, likely due to the above complexity of having to be extra careful about other drivers who haven’t seen you.
It would be much quicker for all concerned if we followed the priorities set out in the highway code, as I will just wave people on to wait for a gap in the traffic. The gaps appear fairly frequently, especially on quieter residential roads. It’s common for a dozen vehicles to appear at the same time, and then there to be a big gap when there are no vehicles coming.
I’ve had a similar situation recently when cycling home at a set of traffic signals when the driver in front of myself and another cyclist decided to slow down and wave across another oncoming driver. The oncoming driver was waving to point out that we were cycling close behind. The small uphill just after the traffic lights means that cyclists try to keep up momentum to get up the small hill easier, and avoiding stopping at the bottom of the hill at the traffic lights.
On Monday 3rd April 2017 BBC radio Suffolk had picked up on the story about grass verges being torn up by car parking, and there will be a crack down on people parking in the verges and pavements in some areas in Ipswich.
As someone who doesn’t have a motor vehicle in the household and has a toddler who is walking about, sometimes in a buggy, pushing her buggy, walking beside me while I’m pushing my bike before or after my commute; or now starting to use her trike; I find pavement and grass verge parking particularly inconsiderate as it can be difficult to get past.
One of the comments by Mark Murphy was “there’s no chance that we’ll ditch our car any time soon”. I found this highly ironic when Ipswich Star on the very same day launched their excellent Ditch the Car campaign.
It also prompted me to check the stats on the car or van availability from the last census in 2011 to see what proportion of people in Ipswich and Suffolk don’t have access to a car. The results table “KS404EW – Car or van availability” has the information and is available on the Nomis part of the Office for National Statistics site.
Within Ipswich 27.8% of households have no access to a car or van, which is a rather significant proportion likely due to the closeness of various amenities such as schools, shops, and work to where people live, and the frequent local bus service.
All categories: Car or van availability
No cars or vans in household
1 car or van in household
2 cars or vans in household
3 cars or vans in household
4 or more cars or vans in household
sum of all cars or vans in the area
For Suffolk the percentage of households without a car is lower at 17.9%.
I very much look forward to the success of the Ipswich Star’s Ditch the Car campaign and seeing the number of households without a car increasing in the next census.
Every match day or evening match at Portman Road there is significant congestion and air pollution increases in Ipswich. There have also been reports of parents getting stuck in the traffic and having to pull over to comfort their young baby until the traffic calmed down, with the town now being a no-go area on match days.
Suffolk County Council as part of their greenest county strategy, have decided that football matches at Portman Road are to be banned until such time that Ipswich Town produce and implement a travel plan to cut the amount of motor traffic coming into the centre of Ipswich on match days/evenings.
Suggestions for the travel plan include:
subsidising the Park and Ride bus, which already pretty much goes past the stadium, including extending it’s running times to cover evening matches;
banning the use of car parks surrounding the stadium by cars and using them for cycle parking instead; and
I can see why the advice would help to reduce the probability of a theft as it would make it harder to cycle away, however I was rather annoyed with this advice. On my bicycle it’s not easy to take the saddle or wheels off. It would likely add an extra 10 to 20 minutes each day, with the additional risk of the front wheel not being connected on correctly, or the electrical connector to the hub dynamo for the lights and USB charging wearing out.
Where I live, I have to go through 5 auto closing doors, and find it extremely annoying, especially when you can’t get the bike through the door unless you hold the door open. It’s something small which has discouraged me from using the bike as often as I have in the past, especially for the more spontaneous journeys, and taking the wheel off would make it even less likely.
Knowing the above I fear that the advice would discourage people from choosing the bicycle for many journeys, particularly the shorter journeys.
For people who have quick release wheels and/or saddles, the advice may work, however for others this is likely to discourage the owner from cycling instead.
On my Dutch bike, and my wife’s Pashley, we have frame locks which stops the back wheel from moving when locked, and you must have the key in the lock to use the bike. I’d really like to see more bikes in Britain with practical wheel locks as they are a useful and discrete security device that is always there. Ideally frame locks should be supplemented with another lock to attach the cycle to an immovable object, some frame locks allow you to insert a cable lock, so you don’t need to carry a separate lock.
I wonder what the root causes of cycle theft are? I wonder if there’s any link to the benefit sanctions and other cuts the government are making… Hopefully some day we can revert to the good old days where you don’t need to worry about things being stolen, as is currently the case in some rural areas.
On 30th May 2015, I led a Cycle Infrastructure Tour around Ipswich. It was an excellent day where we had people from Cambridge, London, and Edinburgh, along with locals including Andrea McMillan who is writing the Cycling Supplementary Planning Document (SPD) for Ipswich Borough Council.
There’s a route map shown at the bottom, and photos are clickable to either a larger version, or through to the Mapillary page so you have the location and nearby photos too.
We started at Ipswich Railway Station and had a discussion regarding the future plans, including the change to the layout inside Ipswich Station, and some of the current issues, such as the cycle parking being tucked away around the back, and not sign posted, which should hopefully be improved as part of the station redevelopment.
On departing the station, a couple of police officers noted that it was the first occasion that they had seen the Bike and Go bikes out in use. This isn’t surprising considering you can’t rock up at the station and hire a bike, instead you need to plan at least a week in advance to sign up online. There is no automated process at the station either, so you have to wait in the queue for a member of staff to get the key for you.
On departing the station we crossed the road and headed along to the cycle path on the pavement, to the side of the Encore hotel. It was noted there is a lot of cycle parking, however it’s not sign posted, sheltered, nor in an optimal configuration as some of the stands wouldn’t be able to be used when there were bikes in some of the stands. It’s almost as though the developer was required to include some cycle parking for the site (which includes residential and shops), so placed in one corner, rather than spread around the site.
Suboptimal cycle parking layout
We then headed over the Sir Bobbie Robson Bridge, which is a cycle and pedestrian bridge which was put in as part of the developer to the south of the river. At times it can be a bit on the narrow side thus significantly slowing down cyclists. A wider bridge would reduce the level of cycle/pedestrian conflict. After the bridge we turned left to join NCN51 westbound.
Sir Bobby Robson bridge
At the 2 large London Road junctions we had a short discussion highlighting that the junctions are designed for large amounts of motor vehicular traffic, with pedestrians and cyclists significantly inconvenienced by having to way 2 or 3 times to cross the road. On some of the lights it was difficult to see the red and green man when standing close to the signal due to the angle they were looked at. Due to the time that pedestrians have to wait they often cross in a gap in the traffic instead of waiting.
On heading up London Road, the visitors from London noted that there were already bus stop bypasses in existence as you were cycling along the pavement legally. However few people recognise them as such.
London Road bus stop bypass
Just past the London Road allotments there is an pedestrian access route into the residential areas, however there are some significant barriers in the way, which make it difficult to use. Enabling this for cycle use and sign posting the route would mean that people have a mostly traffic free route from Chantry via London Road and NCN51 into Ipswich town centre.
At the junction of London Road and Robin Drive there was a discussion regarding the double dog leg crossing which makes it difficult for pedestrians and cyclists to cross as they have to wait 3 times to cross London Road. Also if you are on a bike with a long wheelbase or have a trailer, extreme care is required to get the corners right for the dog legs.
The parallel residential part of London Road is generally nice to cycle along due to the low levels of motor traffic, and the hedge between you and the main road. This separation is a common design element that is used in The Netherlands. However the road could do with being resurfaced as it’s getting uneven, so can be tough to cycle on.
London Road parallel residential road
At the next junction it was noted that the cycle path (on the pavement) that leads from Suffolk One just stops at the traffic lights, rather than there being a toucan crossing to allow people to cross the road safely. There is a significant issue where the students at Suffolk One drive there and there is no car parking for students. This was a deliberate decision to discourage driving, however due to the distances that students need to travel and little alternative transport, they just park in the local to the annoyance of the neighbours. Small things like a missing toucan crossing at the end of a cycle path contribute towards people not walking and cycling.
Cycling along Scrivener Drive, Shepherd Drive, and the start of Hawthorn Drive was rather intimidating due to the narrow road width and heavy traffic, particularly coming from the A12 and A14. Something needs to be done to make friendlier alternative routes in the area for people on bikes.
The rest of Hawthorn Drive has a significant issue which is resolvable with minimal impact on motor traffic. The road is wide with a houses on both sides, and occasionally shops, amenities, etc, with grass verges which are often parked on, even so there is space in most front gardens. There is also a problem of traffic islands, where drivers will try to squeeze past you. It’s a rather intimidating experience, especially if you are not able to cycle fast.
It would be possible to remodel the road such that there is the pavement, separate cycle path, parking, traffic lanes, parking, separate cycle path, and finally the pavement on the other side of the road. There would be some points where there would only be cycle parking on one side of the road only, or not at all near junctions. This design would be typical of a Dutch distributer road, and would mean that the local school children have a safe route to walk and cycle to school. There are many schools within a small area, so this would be a big impact, especially with the current significant complaints about the school run problem.
At the Hawthorn Drive/Mallard Way roundabout we had a discussion regarding the roundabout, as it’s significantly larger than many other busier roundabouts in the town, yet has very low traffic volumes, and has very wide corners so drivers can go round it with only small reduction of speed, and could easily injure a pedestrian or cyclist. Someone pointed out that the roads were probably originally designed so that the grass verges could be changed into an additional car lane instead at a later stage. Mallard Way could get a similar treatment to the suggestion for Hawthorn Drive.
Hawthorn Drive Roundabout
We then heading along Stone Lodge Lane West, Birkfield Drive (which has the space for similar treat meant to Hawthorn Drive and Birkfield Drive), and into Carolbrook Road, where we followed a cycle path through Ellenbrook Open Space to reach National cycle network route 1 to head back into town. This section of NCN 1 is off road, and one of the better sections through Ipswich, however it’s very short before you are back on the road again.
Heading along NCN1 on Stoke Park Drive can be rather scary, and isn’t somewhere I would be keen on taking young children due to the cycle lanes stopping for traffic islands where motor vehicle drivers regularly try to squeeze past you. I’ve seen occasions where car drivers accelerate past on the other side of the road on the wrong side of the island, or cut in just before the island. The cycle lane is less than the 1.5 metres wide, and it’s hard to fit a bike in never mind including some passing distance. Towards the end there is a right turn into Bourne Park, which wouldn’t be easy for less experienced cyclists.
Stoke Park Drive
The cycle path through Bourne Park is pretty rough gravel, and is tough going for adults, and extremely difficult for young children to learn to ride a bike. If there was a smooth surface through the park, and around it to make a circuit, there would be an ideal environment for children to learn to ride a bicycle, and play in the park. This is something that is really needed in this part of town, as there are few places which are safe traffic free environments for children to learn.
On heading out of Bourne Park the NCN route swings north just to run parallel to the rail line along a narrow path which is overgrown with vegetation, and sometimes has flytipping at the north end. It’s not a pretty sight considering it’s the flagship national cycle route 1, and non standard bikes would struggle to get along the route.
NCN1 by railway near Bourne Park
To save us going up and down a hill, and to also see another bit of cycle infrastructure, we headed off the NCN1 temporarily and headed along Wherstead Road. This is one of the main routes into town from the south, and connects with the A14. The road starts wide and gets narrower, particularly at the point where it goes under a rail bridge (for goods trains to get into the Port of Ipswich). Shortly after the rail bridge, there is a cycle access off on to the quieter residential streets and a toucan crossing. The cycle slip road requires you to come off the road at an angle which means that you either have to slow down and/or swing out in the middle of the road. Alternatively you can follow the route many in the group choose and head on to the pavement early which was a more natural route to follow. It would be a fairly cheap change to remove the railing and increase the dropped kerb, which would make it safer. The point where the cycle path joins the road is rather tight and there would be problems for people with cargo bikes or trailers.
Wherstead Road 1
Wherstead Road 2
Wherstead Road 3
Onwards we rejoined NCN1 again briefly and headed quickly to The Brewery Tap via the waterfront as we were running a little behind schedule at this point. The waterfront has some traffic free sections, and has some heavy pedestrian use. This makes is problematic at weekends and in the evenings when there are heavy pedestrian flows. I have come across a regular local cyclist who didn’t realise that it is two way for cyclists, whilst only one way for motor vehicles.
After lunch we headed up Cliff Lane and followed National Cycle Route 51 out to Ravenswood. At the junction of Cliff Lane and the entrance to Holywells Park we stopped for a chat. There’s a significant school run problem in the area (which has been on BBC Radio Suffolk in the past). There is also a similar issue with people driving to visit the park often with children.
During the cycle along NCN51 to Ravenswood, the Londoners on the ride noted how quiet the residential streets were. This is in part due to the route being filtered, and the residential roads being the furthest possible from the main access routes to the residential area. It is a much longer route, and many locals will choose shorter routes, such as Clapgate Land and Nacton Road instead, especially into town downhill, as it’s much faster and more direct. The NCN51 route is quieter, safer, and sign posted.
At the point the Morland Road joins to the cycle path through to Raeburn Road there is currently a confusing NCN51 sign for people coming from the east, which suggests the route is into town only. Either that sign should be taken down, or it should be updated to show the route goes in both directions. Turning right takes you into town, and left towards Ravenswood and Felixstowe.
Ravenswood is a fairly new build housing estate, built on the old Ipswich Airport (final flight January 1998). The estate was designed to be environmentally friendly with many cycle and foot paths, limited car space, traffic calming measures and a frequent bus link into the town centre.
Through Ravenswood the NCN51 cycle path is very good if you are passing through the area, as there is minimal interaction with motor vehicles. However if you are trying to get from the main cycle paths on to the residential streets, it is very difficult to do so, and the cycle paths are around half the width they need to be. Often you have to cycle on the road where drivers can be rather intimidating. Ravenswood has one of the highest cycle to school rates in the county.
On the edge of the Ravenswood estate there have been 4 new major chain restaurants built in the past year. Sheltered cycle parking has been provided, however little consideration has been given to how you get from the cycle paths of the car park to the cycle parking. It’s as though it’s been stuck in some unused corner as a requirement of the planning permission, rather than properly planning the cycle parking in so that it is easy to get to.
Ravenswood restaurant cycle parking
The staggered toucan crossing on Ravenswood Avenue by The Thrasher roundabout is quite tough to use on a bike, especially if you are in a group of people on bikes, have a trailer on the bike, or a cargo bike, the crossing becomes very difficult. Some of the tight corners at junctions within the estate are also very difficult with non-standard bikes.
We then headed through Futura Park which is a new retail area built in November 2012. There were some additional racks added by Waitrose and John Lewis shortly after they opened as they were fully utilised in the first week of opening. There is legalised pavement cycling for people to get to and from the shops, however once you get to the main road, Ransomes Way, the pavements get rather narrow. Also the plans for the junction outside the Sainsburys and Homebase will require people to plan ahead if they want to cross with the toucan crossing. Ransoms Way is also having the 2 lanes (1 each way) turned into 3 lanes (2 towards roundabouts, and one leaving roundabouts). I’d rather a cycle track or possibly a wider pavement to be implemented instead to reduce the conflict with pedestrians, and encourage more people to cycle to the shops.
Heading along Felixstowe Road back into town, cyclists start on the pavement, and around the borough boundary cyclists are taken on to the road in a cycle lane with heavy and fast (40 mph speed limit) traffic and no protection between cyclists and the motor vehicles. Just after the roundabout we stopped on Bixley Road for a quick discussion. I have seen families walking their bikes around the roundabout and then getting back on to cycle on the pavement afterwards. This roundabout is a stumbling point for encouraging more people to cycling due to the crucial link it provides with various parts of the town, including being on the main ring road route of the town.
Due to the heavy motor traffic on Bixley Road, I chose a route that took us on to quieter back roads pretty quickly along Princethorpe Road, Temple Road, Chilton Road, Foxhole Road, and Heath Lane where you get to a cycle path, which is a back entrance to Copleston High School, and the end of the back access road to the hospital. However it looks from the signage that you can’t cycle in this direction to get to the hospital, even so it would be a useful link to the hospital avoiding the main roads.
Hospital back entrance oddity
We stopped within the hospital grounds on NCN1 to discuss the hospital cycle access. The main A&E has some good quality sheltered cycle parking, however cyclists are expected to share the road with motor vehicles. Other departments have large cycle parks near their entrances, however it’s generally of the wheel bender designs, so people will try to lock their bike in a similar manner to a Sheffield stand, such that the bike is supported. Some of the cycle parking could be better sign posted for example similar to a bus stop flag post to encourage usage, and so that people can see the cycle parking from a distance. The north cycle path on to Woodbridge Road doesn’t connect with other cycle routes well, nor gives a nice transition back on to the road.
Hospital cycle parking 1
Hospital Cycle parking 2
Hospital Cycle parking 3
From the hospital we followed National Cycle route 1 back into town, on the way we stopped off on Rope Walk, which is seen to be one of the best cycling facilities in the town as through motor traffic stopped on this section of road, and it means there is a safe reasonably quiet route from here into town. Just beforehand, Kings Avenue and Milner Street are a significant rat run in the morning peak, and need to have the rat run closed to through traffic to make the route more pleasant and also reduce motor vehicle congestion since drivers on St Helens Street are letting drivers out which then reduces the flow of vehicles from entering the traffic lights at the bottom of Grove Lane, Spring Road, and Warwick Road.
At the junction of Rope Walk, Waterworks Street and Bond Street, there is an interesting arrangement whereby cyclists just have to give way to traffic from the left and don’t need to wait for the green light. It can be a bit narrow to get through if you are on a wide cargo bike or have a bike trailer.
Rope Walk and Waterworks Street Junction
We headed through the town centre which was quite quiet with it being the end of the day. We stopped off in Arlingtons Cafe to have a final discussion and review of the day.
The was a lot to look at, and several other places I’d have liked to have gone to discuss too. I’m planning to run some more rides at a slower pace so that there can be more discussion at the stops.