ASDCONSULTANTS

ENGINEERING - ARCHITECTURE - SURVEYING

PROPOSED RESIDENTIAL DEVELOPMENT,

NEW BUCKENHAM Norfolk

TRANSPORT STATEMENT

REPORT REF: 0001/RP/TS/04-16 April 2016

Report prepared by: ASD Engineering

16A Bridge Street

Halesworth

Suffolk

IP19 8AQ

Prepared for: Sally Minns and Associates

3 The Harbourage

Beccles

Suffolk

NR34 9RN

Author: Richard Peaty BA (Hons), MTPS

Copyright: The copyright of this report is vested in ASD Engineering, The Client and their appointed representatives

for purposes in connection with the above development. Third parties shall not use this report or any part

thereof for any purpose other than in connection with the above development without the permission in

writing.

Disclaimer: ASD Engineering accepts no responsibility to other parties to whom the information contained in this

report is made known.

REVISIONS

Revision Date Details

A March 2016 Draft for client comment

B April 2016 Final document incorporating client comments

CONTENTS 1.0 INTRODUCTION 2.0 SITE CONTEXT AND POLICY REVIEW 3.0 HIGHWAY NETWORK 4.0 SITE ACCESSIBILITY 5.0 DEVELOPMENT PROPOSALS AND IMPACT 6.0 SUMMARY AND CONCLUSIONS APPENDICES A PROPOSED SITE LAYOUT PLAN B BUS TIMETABLES

1.0 INTRODUCTION

1.1 ASD Engineering has been appointed to prepare a Transport Statement (TS) for a proposed

residential development of up to 16 dwellings on land to the west of Cuffer Lane in the village of New

Buckenham, Norfolk.

1.2 The site is located on the north-western periphery of the village of New Buckenham – as highlighted

on the site location plan provided in Figure 1 below.

1.3 This report has been prepared in accordance with Planning Practice Guidance (PPG) Notes

supporting the National Planning Policy Framework (2012). Specifically, this report has been

prepared with reference to PPG Note 'Travel Plans, Transport Assessments and Statements in

Decision Making' which has recently superseded the Department for Transport document Guidance

on Transport Assessment (GTA) dated March 2007. The DfT guidance states that for developments

of between 50 and 80 dwellings a Transport Statement should be produced to accompany a

planning application.

1.4 The proposed development is significantly below the threshold requirement for a detailed Transport

Statement, however this document has been prepared due to the sensitive nature of the village

setting of New Buckenham. It also highlights the applicants desire to ensure that all traffic and

highway issues resulting from the development are suitably addressed and a development of

suitable form with appropriate access is proposed. The DfT guidance sets out an approach that

should address:

- Reducing the need to travel, especially by car - ensure that from the outset, thought is given to

reducing the need to travel, consider the types of uses (or mix of uses), scale of development and

adjacent land uses to promote multi-purpose or linked trips.

- Sustainable accessibility – promote accessibility by all modes of travel, in particular by public

transport, cycling and walking. Assess the likely travel behaviour or travel patterns to and from the

proposed site and development appropriate measures to influence travel behaviour.

- Addressing residual trips – provide accurate quantitative and qualitative analyses of the predicted

impacts of residual trips from the proposed development and ensure that suitable measures are

proposed to manage these impacts, if required.

- Mitigation measures – ensure as much as possible that proposed mitigation measures avoid

unnecessary physical improvements to highways and promote innovative and sustainable transport

solutions.

1.5 This TS will consider the traffic and transport implications of the proposals and will provide an

independent and comprehensive review of the transport issues relating to the proposed development

based on the structure identified in national guidance referenced above.

1.6 This TS will consider the anticipated vehicular impact of the development on the adjacent road

network. It will also consider accessibility to the site by all modes of transport with a particular focus on

walking, cycling and public transport, to ensure that these non-car modes can easily and safely be

used to access local amenities and local community facilities.

2.0 SITE CONTEXT AND POLICY REVIEW

2.1 It is important to examine the context of the site and how this relates to relevant current planning

policies and guidelines. This section of the report sets out these elements, providing an overall

spatial and planning context for the development proposal in transport terms.

2.2 The current agenda for transport and development is clearly moving away from one of providing

significant new highway capacity. Instead, policies have been adopted in national guidelines, such

as the most recent Transport White Paper (2011), which seek to encourage more sustainable modes

than the car. There is also greater focus towards a planning system which places greater emphasis

on the link between transport and land use. Planning policies now seek to encourage transport

decisions at a local level that are compatible with environmental and community goals and best

reflect local circumstances and requirements. The following documents have been reviewed:

- National Planning Policy Framework (NPPF);

- The Transport White Paper (2011);

- Breckland District Council Local Development Framework; and

- Norfolk County Council Local Transport Plan 3 (LTP3).

2.3 National Planning Policy Framework (NPPF) – March 2012

2.3.1 The NPPF has recently superseded the Planning Policy Guidance Notes that governed national

policy and principles relating to specific aspects of the Town Planning Framework. In replacing the

previous guidance notes and representing a material consideration in planning applications, the

NPPF provides a framework for local communities and Authorities to development relevant Local

Development Plans and strategies to guide development.

2.3.2 The NPPF has two key themes: - Provide a greater level of integration and simplification of the planning policies governing new

development nationally; - Contribute to the achievement of sustainable development from an economic, social and

environmental perspective.

2.3.3 One of the key changes relating to the NPPF is the new presumption in favour of sustainable

development, which is a golden thread running through the document and should act as a key

consideration when planning for and evaluating proposed development. This theme should be

reflected in Local Development Plans to ensure that sustainable development and the needs of an

area are suitably identified and subsequently approved without delay.

2.3.4 The NPPF is based on a range of core planning principles, which are aimed at supporting the focus

on sustainable plan-led development. Many of these core principles also formed part of the previous

planning guidance notes, such as support mixed use developments, encouraging effective re-use of

brownfield land and effectively managing patterns of growth and future demand.

2.3.5 Transport specific policies play a key role in supporting and achieving the core planning principles

and are intrinsically linked to the objective of sustainable development. The NPPF seeks to

encourage solutions to support reductions in gas emissions and reducing congestion which should

be enshrined in Local Plans, including:

- Supporting key interchange facilities; - Provision of viable infrastructure to support sustainable development (e.g. electric vehicle

charging points); - Prioritise sustainable transport modes and support development with good access to public

transport; - Provide a balanced land-use approach encouraging mixed use development which reduces the

need to travel; and - Create attractive town centre environments, supporting a variety of uses and complemented by

appropriate car parking charging mechanisms to manage demand and support economic

growth.

2.4 The Transport White Paper (2011)

2.4.1 The Government’s vision for a sustainable local transport system is set out in the January 2011

Transport White Paper: “Creating Growth, Cutting Carbon – Making Sustainable Local Transport

Happen.”

2.4.2 The White Paper acknowledges that transport provision is essential for economic growth, particularly

in the current economic climate. The Paper also recognises, however, that the current levels of

carbon emissions from transport cannot be sustained if climate change targets and commitments are

to be met. With this in mind, the Government highlights sustainable transport solutions as a means

by which the economy can grow whilst also providing a positive impact on the local environment.

2.4.3 Whilst the Paper outlines the funding options available for sustainable transport schemes, it also

recognises that investment alone will not be enough and that help needs to be given to people to

ensure that the transport choices they make are good for society as a whole. The Paper recognises

that it is at a local level where most can be achieved to encourage sustainable transport modes and

implement schemes. Solutions should be developed, tailored to local areas and communities

following appropriate consultation.

2.4.4 The Paper also considers sustainable transport to represent more than just public transport, walking

and cycling schemes. It acknowledges that it is not feasible for some trips to be undertaken by these

modes. There is a realisation that the car will continue to represent an important mode of transport

for many and a focus should be given to making car travel greener through investment in electric

vehicle and electric vehicle charging infrastructure.

2.5 Breckland District Council LDF Core Strategy Document (2009)

2.5.1 The Core Strategy document has been developed and adopted as part of the Local Development

Framework, which is a suite of documents used to guide future development in the District. The

Core Strategy sets out the vision and planning strategy for the District up to 2026 and replaces the

previous Local Plan, adopted in 1998.

2.5.2 In terms of transport, the Core Strategy recognises existing transport links play a vital role in

connecting service centres within a predominantly rural District whilst transport links to areas in the

wider region are generally good. It is also recognised that the rural nature of the District results in

specific transport issues. The main issue arising from this is a dependency on the car as the main

mode of transport. A key challenge going forward is to maintain connectivity by car whilst reducing

the negative impacts associated with car travel and congestion as well as encouraging the

development and use of more sustainable modes to reduce vehicular traffic in the longer term.

2.5.3 A key priority of the Core Strategy is to increase connectivity between the rural service centres,

such as Attleborough, and surrounding settlements to maximise accessibility to services. The main

means of achieving increased connectivity is through continued investment in public transport

networks and services.

2.5.4 In addition to the transport specific issues raised above, the Core Strategy also highlights the

importance of allowing development in sustainable locations and in such a manner that does not

exacerbate rural isolation and poor accessibility to services. There is also a need to maintain and

improve the vitality of the District’s key market towns by realising inward investment and growth.

2.6 Norfolk County Council Local Transport Plan 3 (LTP3) April 2011

2.6.1 The 3rd

Local Transport Plan (LTP) named ‘Connecting Norfolk’ has been adopted by the Council.

The plan reflects the views of local people and stakeholders and sets out the overall vision for the

period to 2026. In this context the Plan seeks to provide “a transport system that allows residents

and visitors a range of low carbon options to meet their transport needs and attracts and retains

business investment in the County.” The Plan identifies six priorities for transport to achieve this

aim, these being:

• Maintaining and managing the highway network;

• Delivering sustainable growth;

• Enhancing strategic connections;

• Reducing emissions;

• Improving road safety; and

• Improving accessibility.

2.7 Policy Summary

2.7.1 This section has highlighted that the proposal generally accords with the spatial planning policies

included in the national, regional and local planning documents. In a spatial context, the site is

located in an edge of village location which will be well connected to established pedestrian links,

providing access to local amenities. Additionally, Section 4.0 will provide detail of a range of services

and amenities accessible within a short travel distance and accessible by a variety of transport

modes whilst Section 5.0 will highlight the negligible traffic impacts that are expected to arise as a

result of the development.

3.0 HIGHWAY NETWORK

3.1 Introduction

3.1.1 In the previous section, the relevant policy background in which the development will sit has been

examined. This section will consider the existing transport conditions including highways and traffic.

It provides an overview of existing links and how the proposed development will integrate and

complement existing transport provision local to the site.

3.2 Surrounding Network

3.2.1 An audit of the surrounding road network has been undertaken. The proposed development site is

located to the north of St Martin's Gardens, which represents a typical single carriageway

residential estate road with footway provision on its southern side providing access to 10 residential

dwellings. St Martin's Gardens provides no through route opportunity and serves the 10 residential

dwellings only.

3.2.2 The site is bound to the east by Cuffer Lane, a single lane rural access that runs to the north and

provides limited access to a number of farm buildings only. Moat Lane runs eastward from the

south-eastern corner of the site and represents an un-adopted track providing access to the local

Village Hall, playing fields and a limited number of residential dwellings.

3.2.3 The main residential area of New Buckenham village and the village amenities are located to the

south of the development, with access and permeability provided by Church Street with good

quality footway provision between the site and the village centre. The B1113 provides the main

route through New Buckenham and represents a typical rural single carriageway road, subject to a

30mph speed limit through the village with various tight turns and individual accesses. A range of

local facilities are accessible on foot in the village centre as well as local recreational pedestrian

facilities that are described in further detail in Section 4.2.3.

3.2.4 The B1113 provides access to a number of local villages such as Hargate and Tacolneston to the

north-east of New Buckenham and ultimately Norwich and the A140. To the south-west of

Buckenham, the B1113 forms a cross-roads junction with the B1077, known locally as 'The

Dambigg,' which provides access to Old Buckenham to the north as well as the main local towns of

Attleborough and Diss. The B1113 routes to the south-west of New Buckenham, ultimately

providing access to the A1066.

3.3 Summary

3.3.1 The highway network in the vicinity of the site is characterised by relatively narrow rural distributor

roads that are typical of a small rural village setting. The majority of the roads are made up to a

good standard; however footway provision is generally intermittent and of varying quality. That said

however, reasonably good connectivity is available between the site location and the main

amenities of New Buckenham village centre.

4.0 SITE ACCESSIBILITY

4.1 Introduction

4.1.1 This section considers the accessibility of the site by sustainable modes of transport including

public transport facilities, walking and cycling. Additionally, the main services and facilities that are

accessible from the site are outlined.

4.2 Pedestrian Accessibility

4.2.1 Walking offers a realistic option for many journey purposes, being best suited to journeys of less

than two kilometres and has the potential to replace car journeys over this distance. In terms of

journey purpose, local trips on foot are likely to relate to short shopping trips, access to leisure

facilities, trips to school, local visitors or trips to bus stops / rail station as part of linked trips to

further destinations. Experience nationally shows that only 11% of people travel to work by foot.

However, interrogation of the 2011 Census Data for the New Buckenham area highlights that

residents of the area are seen to exhibit trends that are lower than the national average, with 7.7%

of residents travelling to work on foot. This is typical of locations of a rural setting such as New

Buckenham, that are generally provided with limited local employment opportunities and amenities

that are accessible by foot.

4.2.2 Guidance given by the Institute of Highways and Transportation in their publication ‘Guidance for

Providing for Journeys on Foot’ (2000) suggests desirable and acceptable walking distances for

various journey types as highlighted in Table 1.1 below. These guidelines are useful for a planning

and evaluation purpose when assessing the pedestrian network in the vicinity of the site and

accessibility in respect of local services and amenities.

Town Centres (m) Commuting /

School / Sight-seeing (m)

Elsewhere (m)

Desirable 200 500 400

Acceptable 400 1000 800

Preferred Maximum

800 2000 1200

Table 1.1: Suggested Acceptable Walking Distances (IHT)

4.2.3 There is a network of footways throughout New Buckenham, with routes to local amenities being

provided between the site and the village centre via Church Street. The majority of footways are

constructed to a good standard and offer connections to the village centre and associated facilities

and nearby bus stops. A footway is provided on the southern side of St Martin's Gardens, which

connects into a footway located on the western side of Church Street and northern side of Chapel

Street. From its junction with Church Street, footways are provided on both sides of the B1113 to

the south-east within New Buckenham, however limited footways are provided to the north-east on

the B1113.

4.2.4 All major amenities and facilities in New Buckenham are located within a 350m walk from the

centre of the development site, highlighting that local facilities are within an acceptable walking

distance.

4.2.5 An existing public footpath currently runs adjacent to the southern boundary of the site adjacent to

St Martin's Gardens and provides an additional local pedestrian amenity in the area that will be

retained as part of the development proposals. Additionally, Mote Lane extends eastward providing

access on foot to the village Common, which represents a valuable village recreational amenity.

4.2.6 Table 4.2 overleaf provides a summary of the local services and facilities that are considered

accessible from the site. Alongside these facilities is an approximate distance and walking time

from the site for reference.

4.3 Cycling Accessibility

4.3.1 Cycling has the potential to cater for many more trips and is considered a viable mode of transport

for journeys less than 5km in distance. The level of cycling is influenced by many issues such as

availability of cycle routes and their condition, traffic levels and availability of secure cycle parking

at destination.

4.3.2 The availability of cycle routes that are direct and safe can have a positive impact on cycling levels.

There are limited designated cycle facilities located in New Buckenham and the surrounding area

generally.

4.3.3 However, notwithstanding the limited designated cycle facilities in the area, the surrounding

topography in New Buckenham and nearby areas is relatively flat and therefore considered to be

conducive to cycling and walking. Additionally, the generally lightly trafficked rural roads in the

locality creates a safer and more pleasant cycling environment.

4.4 Local Amenities

4.4.1 A study of the local amenities provided in New Buckenham has been undertaken. The table below

indicates the average travel distances and associated walk time to various amenities from the

development site.

Amenity Description Distance from

Site Approximate Walking Time

New Buckenham Village Hall 100m 1 min

Saint Martin's Church 120m 2mins

The Kings Head Pub 180m 3mins

Inn and the Green Pub 160m 3mins

New Buckenham Methodist Church 300m 6mins

Local Service / Garage 450m 9mins

Village Common / Cricket Pitch / Playground 300m 6mins

Convenience Store (King Stores) 300m 6mins

Mary's Residential Care Home 170m 3.5mins

Table 4.2: Local Amenities in New Buckenham

4.4.2 The above travel distances assume a starting point at the centre of the development area, and

represent typical walking times, using existing routes based on an average walking speed of 1.2

metres per second.

4.4.3 It can be seen that there are a number of local amenities and services in New Buckenham that will

serve the development, appropriate for a village of this size and located within an accessible and

short walking time from the development. In terms of wider employment opportunities and facilities,

Attleborough and Norwich are likely to offer a greater choice of services and are located some

8.5km (12 minute drive) and 31km (35 minute drive) travelling distance by road from the site

respectively, with road and bus connections available.

4.4.4 Additionally, a number of local facilities are also located in the village of Old Buckenham, located a

short 10 minute drive to the north-west of New Buckenham. Local facilities in Old Buckenham

include the local High School and Primary School.

4.5 Public Transport Accessibility

4.5.1 The following bus services currently services currently serve New Buckenham. Available services

include:

� 10A Norwich city centre - East Harling via Mulbarton, Tacolneston and New Buckenham

4.5.2 The closest bus stops to the site are located on the B1113 to the south of the site, an approximate

340m walk from the centre of the site, equating to a 7 minute walk time. The 10A service operates

a limited number of 3 daily services Monday to Fridays (to Norwich in the morning and from

Norwich in the evening). Bus timetables are provided in Appendix B.

4.6 Summary

4.6.1 It has been highlighted that the development is well located in respect of local amenities, with all

the local amenities of New Buckenham and local bus stops being within a 450m or 9 minute walk

from the site. These are considered to be accessible by a range of reasonable quality footways

which will support local journeys on foot.

4.6.2 For journeys further afield, limited bus services link New Buckenham with Norwich. However, the

village is well connected by road to local centres of Attleborough and Norwich for access to a

greater range of employment, leisure and education facilities.

5.0 DEVELOPMENT PROPOSALS AND IMPACT

5.1 Development Proposal

5.1.1 It is proposed to develop the site to provide a total of up to 16 residential dwellings including

approximately 5 affordable dwellings, as indicated on the site plan included in Appendix A.

5.2 Highway and Access Strategy

5.2.1 The access strategy for the site has been developed to ensure safe and appropriate access can be

provided. It is proposed that a suitably wide vehicular access will be provided off Cuffer Lane at the

south-eastern corner of the site, constructed to NCC specified standards. The access proposals

will also involve minor widening of the southern-most extent of Cuffer Lane to 4.8m to

accommodate the new access and the removal of a short section of hedgerow. This will ensure

that sufficient width is provided for the short section of Cuffer Lane necessary to deliver suitable

access, however the remainder of Cuffer Lane will remain as existing, which represents a pleasant

and popular local rural walking and cycling route to Old Buckenham and beyond.

5.2.2 The new access proposal and site will be set back by 8m from the southern extent of the site,

allowing for an 8m buffer and the retention of the existing well used public footpath that runs along

the sites southern boundary that provides a popular local recreational facilities as well as access on

foot to facilities in Old Buckenham.

5.2.3 In addition, the applicant is proposing to include space for a number of communal car parking

spaces within the development. It is acknowledged the provision of parking in the development will

alleviate some of the existing on -street parking that occurs on some of the neighbouring streets,

such as Church Street to the south of the development. It is understood that activity associated

with the existing cemetery and allotments adjacent to the site could utilise the parking facilities

being proposed, for which currently no designated parking is available. The new access and

development proposals will therefore rationalise the road network in the area, providing safe

access whilst reducing on-street parking in the area, providing a more pleasant pedestrian

environment.

5.3 Development Traffic Generation and Impact

5.3.1 ASD Engineering has interrogated the national TRICS database, a national database of varying

land uses on which to derive suitable trip rates. to source trip rates for similar sites and locations to

that proposed. The trip rate search removed dissimilar geographical locations and has been based

on neutral weekday surveys, using the privately owned housing land use category in Edge of Town

locations. Additionally, only sites in areas with low local populations have been selected to reflect a

more rural setting such as New Buckenham. Table 5.1 below summarises the trip rates adopted

whilst Table 5.2 summarises the total trip generation associated with the development based on a

maximum of 16 dwellings being brought forward.

Time Period Arrivals Departures Total

AM Peak (0800 - 0900) 0.09 0.420 0.510

PM Peak (1700 - 1800) 0.380 0.160 0.540

Table 5.1: Trip Rates (per 1 dwelling)

Time Period Arrivals Departures Total

AM Peak (0800 - 0900) 1 7 8

PM Peak (1700 - 1800) 6 3 9

Table 5.2: Total Trip Generation (Development of 16 Dwellings)

5.3.2 The analysis highlights that the development would be anticipated to generate a total of 8 two-way

trips during a typical AM peak hour and 9 two-way trips during a typical PM peak hour. This

highlights the very low impact anticipated from the development on the local highway network. The

local network is of a rural nature and therefore is not understood to suffer from residual congestion

issues. Therefore, it is not considered that any issues would occur and the network could easily

accommodate the very small number of additional trips resulting from the proposed development.

5.4 Traffic Distribution

5.4.1 ASD Engineering has interrogated the Travel to Work statistics for the Middle Super Output Area

013, covering New Buckenham. A traffic distribution profile has been established using this data

which details the workplace destinations of residents of MSOA 013. It is therefore considered to be

a highly accurate reflection of local travel characteristics in terms of likely work based destinations,

on which routing options are considered to inform the distribution profile.

5.4.2 Table 5.3 below summarises the main areas that have been derived from the data, where traffic

associated with the proposed development would be anticipate to route.

Location Proportion AM Peak (Two-

way Trips) PM Peak (Two-

way Trips)

Local (New Buckenham and Old

Buckenham) 10.5% 1 1

Attleborough 15.1% 1 1

Norwich 15.9% 1 1

Breckland District 16.8% 1 2

South Norfolk District 22.0% 2 2

Table 5.3: Traffic Distribution

5.4.3 The analysis highlights that 80% of trips generated by the development would be expected to route

to one of the 5 key destinations listed in the Table 5.3 above. The remaining 20% would be spit

across a number of other destinations.

5.4.4 However, it can be highlighted that the small number of trips generated would be further diluted

across the road network as traffic filters onto various alternative routes in order to access the

various destinations listed. This highlights that the maximum two-way trips in either peak period

routing to one of the main destinations is 2 vehicles, further reiterating the negligible traffic impacts

anticipated as a result of the development proposal.

6.0 SUMMARY AND CONCLUSIONS

6.1 Summary

6.1.1 ASD Engineering has prepared this Transport Statement in support of a planning application for the

development of up to 16 dwellings on a parcel of open land to the north of the existing village of

New Buckenham in Norfolk.

6.1.2 The context of the site with regard to local, regional and national planning policy has been

examined and reported. The existing infrastructure, site characteristics and surrounding road

network has been reviewed and considered in the context of the proposed development.

6.1.3 Sustainable transport accessibility has also been examined, particularly with reference to public

transport, walking and cycling. It has been highlighted that the site is accessible via a range of

transport modes and benefits from good links and connectivity to a variety of facilities and services

locally as well as strategic routes to other destinations further afield.

6.1.5 The proposed development approach and site access strategy has been highlighted in detail and

involves a safe access strategy that complements the existing built environment and supports

permeability by various modes.

6.1.6 The anticipated traffic impact of the proposed development is considered negligible in the context

of the scale of development proposed, both in terms of overall quantum of traffic generated and the

dilution of traffic across the highway network.

6.2 Conclusion

6.2.1 It is concluded that this report has identified issues regarding transport connectivity and

permeability and how the development will interact with and enhance the existing infrastructure.

The transport impacts and issues associated with the development have been considered in the

context of accessibility and there are no reasonable grounds for refusal of the proposed

development on traffic and transportation grounds.

APPENDIX A

Proposed Site Layout

APPENDIX B

Bus Timetables

10AHSemmence&Co.

NorwichCityCentre- EastHarling

MondaystoFridays

NorwichCityCentre,CastleMeadow(StopCV) dep 13:15 17:40NorwichCityCentre,StStephensStreet(StopBS) 13:20 16:10 17:45

NorwichCityCollege,adjCampus 13:24 16:14 17:49Swardeston,oppBusShelter 13:32 16:24 17:59Mulbarton,oppWorldsEnd 13:35 16:27 18:02

BraconAsh,oppSchoolRoad 13:38 16:30 18:05Wreningham,oppBirdInHand 13:41 16:33 18:08Ashwellthorpe,oppTheStreet 13:43 16:35 18:10Ashwellthorpe,adjNewRoad 13:45 16:38 18:13Tacolneston,adjFirstSchool 13:50 16:42 18:17

ForncettEnd,oppJollyFarmers 13:53 16:44 18:19Bunwell,adjhall 13:55 16:46 18:21

Bunwell,adjHallRoad 13:56 16:47 18:22CarletonRode,adjBusShelter 13:58 16:49 18:24CarletonRode,oppFenRoad 14:00 16:51 18:26NewBuckenham,oppGreen 14:04 16:55 18:30OldBuckenham,oppGreen 14:08 17:01 18:36

Banham,oppschool 14:12 17:05 18:40Banham,adjZoo 14:15 17:08 18:43

Kenninghall,oppPostOffice 14:17 17:10 18:45EastHarling,oppMarketPlace arr 14:20 17:13 18:48

CompiledfromdatafortheperiodSun06-Mar-2016toSat12-Mar-2016

10AHSemmence&Co.

EastHarling- NorwichCityCentre

MondaystoFridays

EastHarling,adjMarketPlace dep 06:48 09:15Kenninghall,adjPostOffice 06:54 09:22

Banham,oppZoo 06:58 09:26Banham,adjschool 07:00 09:28

OldBuckenham,adjGreen 07:07 09:35NewBuckenham,adjGreen 07:12 09:40CarletonRode,adjFenRoad 07:17 09:45CarletonRode,adjFlaxlands 07:21 09:49

Bunwell,oppHallRoad 07:23 09:51Bunwell,opphall 07:27 09:55

ForncettEnd,adjJollyFarmers 07:29 09:57Tacolneston,oppFirstSchool 07:31 09:59Ashwellthorpe,oppNewRoad 07:36 10:04Ashwellthorpe,adjTheStreet 07:40 10:08

Wreningham,adjBirdInHand 07:43 10:11BraconAsh,adjSchoolRoad 07:46 10:14

Mulbarton,adjWorldsEnd 07:49 10:17Swardeston,adjBusShelter 07:52 10:20

NorwichCityCollege,oppCampus 08:05 10:28NorwichCityCentre,StStephensStreet(StopBA) 08:10 10:32

NorwichCityCentre,CastleMeadow(StopCC) arr 08:14 10:35

CompiledfromdatafortheperiodSun06-Mar-2016toSat12-Mar-2016

16A Bridge StreetHalesworth

Suffolk IP19 8AQ

DX 51201 HALESWORTH

Tel. (01986) 872250Fax. (01986) 872228

enquiries@asd-consultants.co.uk