Transport for Hatfield

AND BEYOND IN CENTRAL

JANUARY 2016 Hertfordshire,

CONTENTS

INTRODUCTION 5

1  TRANSPORT TODAY AND CHALLENGES FOR THE FUTURE 6

2 THE ROAD AHEAD 16

INTRODUCTION

We currently use cars disproportionately, even for should ensure that it is of the highest quality. Among other the shortest journeys across both urban and rural considerations, we should take into account the impact of Hertfordshire. However, there are signs that habits may the increase in population on transport capacity and use be changing. The number of cars and driving licences the pressure for new development to press for effective is already falling among the young. Although half the new transport arrangements for central Hertfordshire. county’s population owns a bicycle, only two per cent at present use them to commute to work. Buses have Gascoyne Cecil Estates believes it will be impossible to a poor reputation for speed and time-keeping. It takes build places where people want to live and work, and of three times as long to travel between Hatfield and St which we can be proud, unless the public and the local Albans as it does between Waterloo and Canary Wharf. authorities put in place a coherent plan for transport, Already, heavy congestion and high travel costs too often both public and private. This will reduce our reliance on turn travelling around Hertfordshire into an expensive the car, improve facilities for cyclists and pedestrians, and and frustrating experience. be complementary to regional projects such as Crossrail 2. If current forecasts are correct, a further twenty- four thousand people will be living in Hatfield by 2032, We are accordingly publishing this document as part of accommodated in over eleven thousand new homes. our briefing for the Stanboroughbury and Symondshyde The rest of the County is growing, too: Hertfordshire’s Charrette. Investment in transport infrastructure and the population will swell by three hundred thousand by 2050. success of future development are intrinsically linked. If transport is to cater for this future development it must bring congestion relief measures to existing roads. In considering what might be done, Gascoyne Cecil Estates suggest it would be worth looking at the area is facing great change both because of from to as one economic zone. With strong housing demand but also because it is so close to effective transport this area would represent an economic London. This understandably worries us. Development powerhouse competing with cities such as Oxford or during the latter half of the twentieth century has produced Cambridge. well-intentioned but often disheartening results that alter the character of well-loved places. Change, however, can As a single landowner, Gascoyne Cecil Estates cannot be positive: we can learn lessons from the past and there solve the problems. Working in cooperation with the are plenty of examples of successful initiatives elsewhere. community and authorities greater things can be achieved. Growth provides an opportunity to improve transport It is important that a well reasoned debate should take infrastructure in anticipation of planned development: place and it is hoped that this document will help facilitate to redesign public transport and enhance pedestrian and our discussions. cycle routes for the twenty-first century.

The response of transport authorities has so far been January 2016 disappointing. Hatfield and the surrounding areas are already congested and these blocked roads hamper economic activity. Unless we improve local transport, existing roads and railways will become gridlocked as more houses are built. Gascoyne Cecil Estates is a long-term landowner in Central Hertfordshire. It recognizes that if further development has to come in our neighbourhood all of us who live here 1. TRANSPORT TODAY AND CHALLENGES FOR THE FUTURE

This section details the current state of affairs in Hatfield Congestion affects us in more important and personal and broader Hertfordshire in relation to road, rail and ways as well. The frustration of a traffic jam causes stress pedestrian transport. and boredom, and has knock-on effects through the day. Those who cycle or walk to work, or combine both with The Car public transport benefit psychologically, can focus better and are happier. Their physical health obviously improves, “Nothing behind me, everything ahead of me, as is ever so on too, reducing the risk of cardiovascular illness. the road.” Jack Kerouac, On the Road Hertfordshire currently has the fifth largest economy in the UK outside of London. The County Council aspires Driving a car is convenient, and can be enjoyable. to reach the top three. A road network which is fit for Warmth, comfort, and security, as well as the more purpose will contribute significantly to this growth. The practical benefits of easy and flexible movement, are attractive and can save time. The individual freedom, and the feeling of being in control, that is offered by the car, is empowering. Indeed it is these very qualities which have driven individual car ownership over the last half century. The Congestion Charge in central London reduced However, congestion reduces the car’s appeal: time spent in traffic jams is neither productive, healthy nor appealing. the number of cars on the Nevertheless, over 50% of the populations of Hatfield, St roads by 25%. Albans, and Hertford at present travel to work by car. The A414 will soon reach capacity: rush-hour commuters at the western end in St Albans crawl through the city at an average of 13 mph, whilst those coming into Hertford at the other end, and those using junctions 3/4 of the A1(M) struggle similarly. In the end, prosperity and wellbeing suffer.

Congestion erodes economic performance. In its 2008 report, Economic Costs of Congestion in the Regions, the This immediately improved Institute for Economic Development (IED) found that the environment: nitrous congestion of the road network adds to business costs and increases the inconvenience of travelling to work: oxide and carbon dioxide longer, less reliable journeys raise operating costs and levels both fell by 13% reduce productivity. during the first year.

The 2006 Eddington Study calculated that a 5% reduction in travel time for all business and freight travel on British roads would save around £2.5 billion, and that the elimination of existing congestion on the road network would be worth between £7-8 billion to UK GDP each year. The Centre for Economic and Business Research (Cebr) found that this figure had increased to £14 billion by 2013, and is projected to reach £23 billion by 2030 - more than the entire UK transport budget in 2014.

6 Hertfordshire Transport Vision 2050 therefore prioritises Car Sharing congestion-reduction measures. Smart Motorway programmes and widening certain roads or junctions Innovative use of digital will be important in achieving this. However, such work can too easily hold back other, longer-term goals. Since networks allows drivers with mass road traffic has wider detrimental effects on the empty seats to post details environment, we should not make it worse by channelling of their trip alongside a price even more traffic into and around towns. to cover fuel - they can save Mass traffic uses land inefficiently. It forces new buildings money by sharing travel costs to accommodate garages and driveways. In the last whilst cutting congestion and half-century houses have been built with garages and driveways: indeed, in the 2014 Hertfordshire Guide to Growth pollution. Those who want a (Five Years On) the Welwyn Hatfield Borough Council lift can choose who they would suggested that to design without car parking provision prefer to travel with, and usually would be unrealistic and subvert our expectations. Given save money compared with that land prices are already incredibly high, however, it is wise to use the land available as efficienty as possible: other forms of transport. car-parks and driveways are both inefficient and typically unattractive uses of space that sit empty for much of the For example: day. The use of land for car related purposes is worthy of further scrutiny.

Moreover, and as noted elsewhere, habits are already changing and this should be taken into account when planning for the future. Car use is falling amongst younger people and looks likely to continue. Whilst almost half of 17-20 year olds held a driving licence in 1990, only 30% do so now. The reasons for this are complex and range from prohibitive costs to aspirations for cleaner transport.

We are also increasingly open to the idea of sharing: ride-sharing, taxi-sharing, car clubs and bicycle hire are relatively new but fast-growing trends. This all implies that lower levels of car use might become achievable amongst the Millenial generation. Wider roads and vast car parks will become ever less appealing and demand for accessible public transport and cycle routes will continue to increase. If every motorist shared their commute with one other person the number of cars on the roads at peak times would half.

7 The Bicycle

Half of all trips to work across the borough of Welwyn Hatfield are shorter than 5 miles in length. These are short distances which are eminently cycleable given the right conditions. Given that the average commuter cycles at a speed of 10mph, these distances imply a pleasant half- hour commute. At present whilst 42% of adults own a bicycle, just 2% travel to work this way. Even journeys of less than 3 miles are rarely tackled by bicycle - figures suggest only 4% of the time.

It is thus not distance, nor access to a bicycle, that discourages people from cycling: other factors must be at play. Fear of speeding road traffic, for example, that moves especially quickly in rural and suburban areas. Darkness; inclement weather; and biting cold on the face and knuckles during winter months. Equally, convenient public and domestic parking, whether a personal driveway or cheap central car park, ensures driving is comfortable A huge number of commutes in Welwyn Hatfield are shorter than and further diminishes the desire to cycle. three miles.

Efforts have been made to increase cycling between towns, with cycle routes north along the Great North Fig. 1 Way, and east from Hatfield along the Cole Green Way. The former Hatfield - St Albans railway, removed as part of the Beeching cuts, has been refashioned into a green cycle route running the 6.5 miles to Hatfield from St Albans. Whilst these routes are lit in places there are equally long tracts which remain too dark for a pleasant or assured journey during winter months. This is uninviting for potential cyclists, especially when the car offers a warmer, easier option.

The 300 new bicycle stands at the redeveloped station in Hatfield is an important development but within the town itself there remains little provision for safer cycling. Indeed, cycling is actually prohibited in the town centre whilst the roads are dominated by cars and trucks powering from roundabout to roundabout. Beneath these roundabouts pedestrians are channelled through gloomy underpasses. A cyclist in Hatfield, therefore, Huge numbers of people in Welwyn Hatfield and broader has to choose between frightening pedestrians by riding Hertfordshire have access to a car. But nearly half also have access illegally along pavements, within in a maze of underpasses, to a useable bicycle. or braving the busy roads which dominate throughout the town.

8 Car Clubs Driverless Cars

Car clubs have sprung up around the UK in the Driverless cars were once confined to the realm past decade. Innovative use of technology is of science fiction, but they are now being trialled enabling a shift that challenges traditional rental across the UK. The country’s first driverless car, companies. These face losing market share to which has been designed to help commuters, newer enterprises which make cars available on shoppers, and the elderly travelling on short local streets for more flexible time periods. journeys, will be introduced in Milton Keynes.

City Car Club, the UK’s largest independent car The intelligent mobility industry is expected to be sharing company has over 800 vehicles available worth £900 billion globally by 2025 and is currently for hire in 17 cities across the country. City Car growing by 16% a year. As the technology gets Club lets users hire cars for upwards of 30 minutes cheaper, the driverless car future will increasingly from £2.50. City Car Club state that motorists can become a reality. save up to £3,500 a year as part of the club. It has recently been bought by Enterprise Rent-a-Car for This kind of innovative driverless technology, an undisclosed fee; although, as a guide, Avis paid alongside education, training and strategic £307m for Zipcar (a similar, American, car club) in collaborations, is key to addressing multiple 2013. transport sector challenges and can enable the smarter, greener and more efficient movement of In the German capital, Berlin, car sharing schemes people and goods around the world. are commonplace - over 1000 cars are accessible on the streets through a smartphone app.

Paying for a car by the hour or by the day focuses the mind on which is the best choice of transport for a particular journey, and challenges the long- term wisdom of individual car ownership. The Train

Rail infrastructure already provides a sound opportunity for travel to and from Hatfield and Hertfordshire in general. Hatfield’s location directly north of London has afforded fast and regular trains which have passed through the County ever since rail tracks were first laid a century and a half ago. More recently, rapid access to a transformed Kings Cross St Pancras Station has offered convenient routes to Paris and beyond in less time than it takes to get to Scotland.

While all four Main Lines - West Coast, Midland, East Coast and West Anglia - are often crowded and have limited capacity to accommodate further demand, Newly renovated Hatfield railway station welcomes over 2 north-south journeys are nevertheless possible, easy and million passengers every year. convenient. Hatfield station alone caters for over two million passengers every year. Its recent renovation has enhanced the public realm and improved the experience of commuters, residents and travellers alike.

The upgrades promised for the service will bring change to the weekend service between Hatfield and London. Instead of terminating at Kings Cross, the route from Hatfield will finish at Moorgate, via Highbury and Islington. Although not without controversy, this will offer weekend passengers easier connections to Richmond, Kew Gardens and other London Overground stations than hitherto along the Kings Cross route, as well as more immediate access to an ever-growing and rejuvenated East London. Kings Cross Station transformed.

County-wide north-south routes are also destined to improve further once Crossrail 2 arrives. The most recent route plans suggest this will be to the east of the County, at Broxbourne, but there are at present no plans to improve connectivity from east to west: initial plans for a Watford-St Albans light rail route have been on hold since 2013.

Finally, attempts at integration with other modes have been a useful development. The Plusbus service, for example, offers unlimited bus travel in an area from to Stanborough Lakes for only a few extra pounds on top of the cost of a train ticket. Each Car clubs are changing the way we use cars. town has its own Plusbus service area.

10 The Bus

There are several bus services which serve Hatfield. The UNO service, run by the University, offers routes radiating out from Hatfield to Broxborne in the east, Hitchin and Luton to the north, St Albans, Watford and Borehamwood in the west and down to Edgware in north London. Arriva operates routes through Hatfield, between Stevenage and Hemel Hempstead, and from Hatfield to St Albans. A national Green Line service from Harlow to Heathrow runs through Hertford, Welwyn Garden City, Hatfield and St Albans about once every hour between 4am and 8pm, with a bus back in the other direction once an hour from around 6am until midnight.

Six and a half million people use the UNO service each The , old railway line-turned cycle route between year: around eighteen thousand passengers every day. Hatfield and St Albans. Green routes are paramount for high Two thirds of these are not University students or staff. quality of life. One million drivers use the Angerland Park and Ride facility providing access to the two university campuses. UNO operate their services at 90% capacity and suggest that this is the minimum it needs in order to remain viable.

The UNO fleet is fitted with new INIT ticket machines which allow services to run real time information via screens within bus stops and mobile phones. In theory this links to the Intalink smart phone app which tells users where their bus is, where best to jump onto it in relation to their destination, and allows passengers to buy tickets for the bus from their phone. Regrettably, the app at present suffers from frequent technical breakdowns and has consequently received poor reviews.

If change is to be achieved then it is important for this technology to work. In contrast, for example, the app, Citymapper, operating in London and other global cities, has increased integration between different modes of transport. The app offers a “Quickest Route” option that takes the user seamlessly from bus to bus, or bus to tube and train or cycle services, a “Rain Safe” option to limiting walking time, and useful information such as the costs of each individual method, each combination, the weather at destination and how many calories one would A disproportionate majority of commuters get to work by car in view of the many short journeys (above). burn by walking.

11 Infrequency, long journey times and uncertainty conspire to provide a poor user experience and make buses in towns the size of Hatfield and the surrounding rural areas a necessary evil rather than an appealing transport method. The Citymapper app actually works north-south between London and Hatfield, or London and St Albans - but not east-west between the two Hertfordshire towns. The ability to know where a bus is and plan a journey The UNO workhorse. Hatfield - St Albans - Watford, and reliably, instead of waiting in cold uncertainty at the elsewhere. roadside, greatly increases the appeal and usage of public transport compared to the private car.

Similarly the poor perception of public transport in rural areas has resulted in a vicious circle. Once people consider the bus as an inconvenient mode of transport, bus companies reduce the services they offer. In turn, demand further reduces as people opt for the certainty and comfort of their own car. Bus operators, Arriva, for example, then further reduce bus services. Those who lose out the greatest are invariably groups - often the young, elderly or low earners - who have no option but to use an increasingly limited bus service.

This is particularly detrimental not just to physical but also social and economic mobility. For civil society to flourish rural areas must remain vibrant, accessible and connected, rather than becoming reclusive, private and isolated.

Hertfordshire County Council’s Transport Vision 2050 sees the need for a County-wide integrated ticketing system for public transport. Such a system has been successful in the German city of Freiburg which introduced a pass useable on all forms of transport, similar to London’s Oyster card. The use of public transport has greatly increased as a result.

Such an approach has to date proved difficult to introduce in areas served by several private companies. Whilst, as the Council Vision 2050 suggests, a contactless debit card used as a ticket might provide a convenient payment solution, it is no substitute for the creation of a fully integrated transport network.

An example screenshot of the Citymapper smartphone app, with an array of options and information across London.

12 It takes around 30 minutes to cover the 6 miles to St Albans from Hatfield by public transport, and 25 minutes to Hertford if you catch one of the 2-3 buses each hour.

The comparable distance between Canary Wharf and Waterloo can be covered in 9 minutes on a tube leaving every 2 minutes.

Canary Wharf - Waterloo every 2 minutes St Albans - Hatfield every 7 minutes Hatfield - Hertford every 20 minutes WGC - Hertford every 60 minutes Further Thoughts

The ability to move around a town in a pleasant and significant infrastructure in this direction, citing a lack of attractive environment allows different parts of the town information and fears of overdeveloping the A414 into a to assume individual characters, to function better and replacement-M25. Gascoyne Cecil Estates believes that enrich the overall quality of life. this policy significantly underestimates the opportunities of enhancing east-west infrastructure in ways other than Efficient transport links between towns can play a huge building new and ever wider roads. role in facilitating the agglomeration of economies and thereby help each to achieve more effective scale. The County Council is also aiming, admirably, to grow This offers residents, companies and employees within the Hertfordshire economy into one of the largest three each town the opportunities afforded by a larger outside of London. This is an aim which Gascoyne Cecil labour market, and ensures healthy cross-pollination of Estates fully support. In an increasingly flexible world, specialists operating in different fields. This can increase economic productivity will not necessarily come from the potential for innovation and heighten the efficiency of the same corridors as in the past - principally those on pre-existing supply chains. the passages from London to the north. With the spread of broadband, increasing ease of remote working and Hertfordshire Local Enterprise Partnership (LEP) suggest diversification of the Hertfordshire economy, it becomes that north-south links through the County, particularly ever more important to enable efficient and attractive to and from London, have offered economic growth in transport in all directions. the past and have the best prospect of a further return on investment. They suggest three growth corridors along A public transport system which is properly integrated the existing routes broadly located around the M1, the with cycle and pedestrian routes will be at the heart A1(M) and the A10/ M11. of any coherent vision. Such policies can also offer comprehensive social and psychological benefits. The LEP also recognises the importance of east-west Increased freedom of movement across the County and links, rightly predicting that the A414 will suffer increased the flexibility afforded by different options enhances congestion as a result of planned housing development psychological wellbeing; broader community interaction along its route. Regrettably, it has chosen to avoid and an efficient business environment will augment social advancing any clear policies for the provision of and economic life.

Green Corridors: cyclists enjoy a rural cycle path.

14 The figures above, published by the University of Hertfordshire, suggest a generational divide between how students and the staff commute to campus. Even ignoring the figures for car use (perhaps distorted because students invariably have less income), it is telling that only 8% of staff presently choose to use the bus service or walk to campus. Conversely, over half of students appear happy to opt for these more sustainable alternatives.

15 2. THE ROAD AHEAD

“The more integrated and sustainable a city’s urban transport In the short term, this requires improvements in the system, the more it is able to support local economic growth.” quality of pedestrian and cycle links whilst simultaneously Centre for Cities 2008 Report, On the Move planning a long-term solution to public transport problems. As well as the message of austerity and fiscal responsibility coming from Whitehall are policies advocating strategic A light rail link or guided busway spanning the Council’s investment in infrastructure in order to facilitiate three growth corridors offers the potential for growth. Indeed, Lord Adonis, the government-appointed sustainable growth by connecting the economies of Chairman of the National Infrastructure Commission, these major towns. The populations’ quality of life can has said: also be improved by removing barriers to movement and minimising the length and times of journeys to work, to “We need to transform the way we plan and deliver major shops, to school, leisure and other activities. infrastructure projects in this country... We will only truly address the UK’s infrastructure needs if we consistently plan If developed as part of an overarching transport vision, a for the long term - not just over a year or a parliament, but coherent plan for green infrastructure delivered through through properly assessing and acting on Britain’s strategic well planned, mixed use and sustainable developments needs over the coming twenty to thirty years.” can ensure the existing and proposed settlements remain attractive environments in which people can live for Gascoyne Cecil Estates believe that the imminent growth generations. A green corridor implemented in this way, in Welwyn Hatfield, and indeed elsewhere, represents incorporating new and improved routes that link the an opportunity to develop such a vision and implement towns of Hertford, Welwyn Garden City and St Albans, a dedicated public transport system serving Central affords a rare opportunity to deliver a vision for the Hertfordshire. This, in particular, can finally address benefit of future generations. poor east-west connectivity across the County. To be effective, this ought to be properly planned, phased and There are many good examples to follow. The German implemented - built in anticipation of development - not as city of Freiburg maintains an impressive breadth of part of a reactive and piecemeal approach. transport methods: at present, less than a third of all journeys in the city are taken in a car, twenty per cent Whilst it has been achieved elsewhere in Europe, in by public transport, whilst over half are on foot or by Freiburg for example, the integration of transport services bicycle. The city achieved this by redesigning itself for has proved difficult to achieve across Hertfordshire given people - not traffic - and favouring pedestrians, bicycles several competing companies and service providers. and public transport in the city centre. It followed with a Conditions now exist which it should make it possible package of initiatives (detailed pp.18-19) that made public to grasp the opportunities proffered by an integrated transport comfortable and convenient across the city transport system serving a healthy economy and a whilst simultaneously limiting the usefulness of cars. vibrant society. Such integrated transport arrangements should aim to serve an economic cluster within Central A better balance between modes of transport can Hertfordshire. Such a cluster would stretch east-west be achieved in Hatfield and Central Hertfordshire. from Hertford to St Albans, through Welwyn Garden Gascoyne Cecil Estates believe this begins with clear City and Hatfield. (SeeA Vision for Hatfield). aims and objectives: for example, to establish a Central Hertfordshire economic union. For this to succeed, residents and businesses of all four towns should have access to a range of transport options. Such an aim will require a coherent vision and strong

16 leadership. It will demand the creation of attractive public transport connections, integrated with green cycle routes and pleasant pedestrian realms, alongside simultaneous initiatives to reduce reliance on private car use that is so high across Central Hertfordshire. As highlighted elsewhere, the Centre for Economic and Business Research has demonstrated that the costs of doing nothing will soar.

Encouraging Alternative Modes of Transport

The Bicycle

The Department for Transport’s Manual for Streets notes that well-designed streets are vital in the pursuit of sustainable communities and the creation of a sense of place. The danger presented by traffic can also be addressed practically through highway engineering: for example, separating cyclists from other road traffic with designated cycle highways, or speed calming achieved through careful design. But the fear of traffic may remain. To address the perception of cycling, its dangers and unattractiveness, will require a cultural change. As with other forms of transport, once cycling becomes more convenient than driving, more people will take it up.

London has seen numbers of cyclists double in the decade up to 2011. Pelotons of cyclists now roam the streets at rush hour. Whilst safety remains an issue, these nevertheless account for 24% of commuter traffic. Their burgeoning numbers have forged a self-perpetuating circle in which London increasingly caters for cyclists and yet more cyclists emerge. Construction of the estimated £160m Cycle Superhighway across London serves an important and growing demographic whilst demonstrating the benefits of a clear vision: safer streets for cyclists requires segregation from other road traffic; and in turn this encourages more to cycle. European, and increasingly UK cities as well, are investing heavily in transport infrastructure, ranging from trams and busways to cycle routes - why shouldn’t this apply equally to Hertfordshire? FREIBURG

The German city of Freiburg defined their goal - a place is for people, not cars - and pursued it with a comprehensive package of initiatives.

Six Lessons from Freiburg

Planning ahead: building tram lines in anticipation of Restraining road traffic: pedestrian priorities, walking future development around the city, using efficient speed zones and natural stone cobbles that force public transport service as a lever to draw people into traffic to move slower. the area. Managing parking spaces: locating cheaper parking at Extending the public transport network to run the outskirts to encourage drivers to park there and frequent, properly integrated rail, bus and tram take public transport into the centre. services. Introducing a regional card pass (similar to London’s Promoting bicycle and pedestrian traffic. Oyster card) has furthered transport integration and enabled more shifts from private car use to public Channeling cars to particular routes through town. transport.

Modal Split in Freiburg Freiburg - green city. Tram carriages glide through the historic city.

Bicycle, tram and car - a breadth of transport modes. Tracks paved into the street complement the built environment. CYCLING ACCESSIBILITY ASSESSMENT 5 1 As illustrated within the diagram opposite, cycling 0 2 / 2 1 / Key 7

times from the centre of the new development at 1

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n 10 - 15 Minutes w a excellent opportunity for a significant number of its r D residents to reduce their reliance on the car. 15 - 20 Minutes 20 - 25 Minutes This, alongside planned development at Symondshyde, affords a rare opportunity, therefore, to enhance existing bicycle routes in order to provide an attractive and pleasant walking and cycling environment whilst delivering a consistent, well-connected network with linkages to key destinations, existing and proposed routes in the area.

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21

GREEN CORRIDOR

As well as developing a new built environment, it will be necessary to adopt a robust approach to the relationship between Hertford, Welwyn Garden City, Hatifled, and St Albans to avoid coalescence and urban encroachment.

The National Planning Policy Framework (NPPF) released in 2012 pursues development of a high quality built environment with accessible local services that both reflects a community’s needs and supports its health, social, and cultural well-being. The Framework also advocates development that protects and enhances our natural built and historic environment whilst helping to increase biodiversity, use natural resources prudently, minimise waste and pollution, and mitigate climate change – all aiming for a less carbon-heavy economy.

Welwyn Hatfield already has several established footpaths and cycle routes as well as open space in public and private park land. Existing routes are a valuable resource for local communities, but the quality of the network is variable and the landscape suffers from problems common to urban fringe locations. St. Albans

Gascoyne Cecil Estates advocate the creation of a green corridor to meet these aims. A well-managed green corridor can simultaneously offer community space and facilities, a viable wildlife corridor, protect ecologically important areas and landscape whilst, crucially, enabling people to travel without a car by strengthening the existing network of walking and cycle routes, thereby helping to reduce pollution.

The prospect of a green corridor running from Hertford A10 to St Albans in parallel with a rigorously planned transport link promises to unlock significant social and environmental benefits to local neighbourhoods. Such a policy offers access to green spaces which are key to an attractive and healthy environment and maintains the rural space between the four principal urban settlements in Central Hertfordshire.

Green Corridor Masterplan

22 Hertford

Welwyn Garden City

A414

Hatfield

Green Corridor Masterplan

23 The Bus

The bus is the ubiquitous workhorse of postwar public transport. With the possible exception of the London Routemaster, the bus struggles with the perception of being late, slow, noisy, expensive and invariably dirty. This deters potential passengers and makes it harder to maintain capacity. The convenience offered by real time information, on screens at the station or available through an app, and a regional contactless card ticket are the most viable options to improve passenger experience without altering the service arrangements. Real time information is available, but the current Intalink app remains widely criticised; whilst an area ticketing system is some way Above and below, the Cambridge Guided Busway off. Dedicated bus lanes can offer some relief, however the typical bus remains at the mercy of general traffic congestion.

Alternatives do exist. In 2011, for example, Cambridge City Council opened the longest Guided Busway in the world (pictured; and detailed opposite), running for 16 miles to connect Cambridge city centre with surrounding towns and villages as far as Huntingdon. In its first few years, the Busway has already exceeded expectations and proven more popular than the Park and Ride or traditional bus systems operating around Cambridge.

In busy, highly-congested corridors, guided buses offer several advantages over the conventional bus. The ability to pull precisely up to the curb, the need for less road width than normal buses, a superior ride quality and a dedicated right of way enables them to offer a more individual, “tram-like” experience. As can be seen from the case study (opposite), Cambridge locals have responded both immediately and positively to Guided buses are equipped to fit in the guides but flexibility the presence of a new public transport service, despite is gained from an ability to operate as conventional buses having the option to use private cars. It should also be on standard road sections of the route. This can be useful, noted that higher quality features have been important and allows penetration into residential and constrained in achieving a high level of passenger satisfaction: town centre areas which might otherwise remain frequency, speed, reliability of arrival time, comfort, inaccessible. On the other hand, of course, reliability in real time information, pleasant stops/ stations and WIFI. these cirucmstances is once again constrained as buses Combined, these have established the Busway as an become hostage to traffic - like normal buses. attractive and viable option.

24 Cambridge Guided Busway: a case study

What is the Busway? Who uses it?

Developed to unlock residential development around The demographics of Busway users provide interesting Cambridge’s northern fringe, the Busway acts as a twenty- analysis. first century replacement for the railway that used to run • 80% come from households that own at least one along the route. It offers services at intervals of up to 7 car. Almost half have a car available as a driver. minutes and its dedicated track, separated from normal • 83% are working age. road traffic, ensures buses can maintain schedules and • Over 90% of passengers live within 5km of a Busway deliver a reliable service. stop. • And almost half of passengers use the Busway daily. The Busway facilities have been built to a higher • 40% of respondents had changed their preferred standard than normal bus services and are designed method of travel to use the Busway since it opened. to provide a more pleasant experience: for example, • Nearly a quarter of those surveyed had previously providing convenient ticket machines, accurate real driven by car. Of these more than 70% have free time information, plentiful bicycle racks to facilitate parking at their destination. convenient integration of transport modes, and a waiting room at the bigger stops. The buses themselves are well The list goes on - the Busway has proved very popular. appointed, offering WIFI and leather seats as well as Feedback on comfort, frequency of service and general being modified to keep the bus aligned to the guides. perception has been very positive. Less positively, the concrete guides are not subtle in appearance, and the Busway vehicles are no longer powered by biofuel, running instead on a cocktail of fuels which includes 30% biofuel.

The Cambridge Busway initially forecast 3.5m passengers Cambridgeshire City Council state the lessons they have per year after a three year acclimatisation period, learnt from the experience are: predicting growth from 1.75m in the first year (2011), • Adopt a systematic approach (like Freiburg) - address through 2.6m in 2012, and eventually reaching 3.5m all aspects of the system by 2013. In fact, the busway has consistently exceeded • Maximise quality: comfort and convenience predicted demand, carrying 2.5m passengers in 2011 • Deliver speed and reliability (43% above the forecast) and 12.5m passengers have used • Ensure easy to access by other modes of transport the Busway in its four years of existence. Conventional (should be dealth with in the systematic approach). road bus departures from one end have dropped by over half since the Busway opened, whilst overall capacity has (For further discussion see Cambridge Futures report increased by a factor four. cited in Further Reading). The Tram

A further option is a yet bolder vision of public transport. US state of Oregon, for example, where $22m was raised Cambridge City Council based their busway design on through a Tax Increment Financing system (TIF). A TIF is a pre-existing system, 4 miles long, operating in the another expression of belief in the future prosperity of German city of Essen. Essen’s busway, however, is an the area, like the building of a tram route itself, since it afterthought to the bulk of its transport network: it also raises money on the basis of taxes that will be earned by has a tram network that incorporates seven lines running the increase in value of surrounding real estate and/ or across 32 miles, as well as three separate light rail lines investment attracted to the area because of the presence running for over 12 miles. of the tram.

Trams are popular. They make towns and cities more In summary, Gascoyne Cecil Estates believe that a pleasant places by reducing road traffic by up to 14% combination of measures are required: that safe and - the six tram systems that exist in England alone cut effective walking routes, closed underpasses, and better 22 million car journeys each year across Sheffield, cycle paths segregated from major thoroughfares are Nottingham, Manchester, West Midlands, Croydon and vital in enabling us to move easily around the town Blackpool. Taking so many vehicles off the road, and through interconnected public spaces. Imminent running on electricity at point of use, trams also improve development, if undertaken alongside genuine inter- local air quality. They offer a quiet, safe, reliable and town collaboration, affords an opportunity to be bold: to attractive alternative to the car. When built to a high develop a designated public transport system operating standard, tramways enhance the public realm as well: across the towns of Central Hertfordshire. sensitive design can employ technological advances to suit different environments. For example, grassed tracks beneath cable-less carriages could offer a tramway The Nottingham Tram demonstrates that a new tram well-suited to the more rural environment a Central network can complement even an historic built environment. Hertfordshire tramway would operate in.

As mentioned earlier, perception is important. To be successful, public transport must not only be, but also thought of as, fast, frequent and reliable. Much of this will depend on the management and operation of a transport system in the future. In the meantime, the process of building a new tram would offer the local communities an exciting, confident vision - an obvious, permanent sign that the area is prepared to invest in its own future. Such promise attracts businesses, opens up more jobs across more diverse industries and increases Sketch by 2014 Wolfson Economic Prize Winners, Urbed tax yields and house prices.

In a 2011 report, Green Light for Light Rail, the Department for Transport set out innovative methods of financing the initially large capital costs of broad infrastrucutre such as a cross-County tramway. Citing Portland in the

26 Suggested east-west tram route integrated with existing transport services along the LEP’s three growth corridors.

Tramways can be designed to complement their environment, with paving, grassed tracks and cable-free carriages.

27 THE VISION

The vision of transport for Hatfield must spread beyond the town’s immediate boundaries. Providing a strategic approach to developing an efficient public transport system will assist the creation of attractive, sustainable environments as new development occurs across Central Hertfordshire. This vision presents an opportunity to link local settlements, their economies and enhance the environment and wellbeing of local communities.

Twelve Key Points

• Accept that maintaining present levels of car usage are unsustainable. • Lobby for, promote and build an efficient and attractive public transport system, paying particular attention to opportunities afforded by improved east-west connectivity. • Plan transport in anticipation of coming residential development and commercial growth. • Enhance the public realm and quality of life with dedicated cycle and pedestrian routes. • Reduce car traffic in central areas of town. • Ensure that new housing is well-designed in carefully considered locations that provide adequate community facilities and convenient access to transport networks. • Plan green infrastructure and ensure it is easily accessible. • Promote a spirt of bold leadership in strategic planning which encourages genuine local collaboration. • Change present perceptions of Hatfield, and create a vision for it as an aspirational location in which to live, work and play. • Promote opportunities arising from a Central Hertfordshire economic cluster facilitated by convenient, appealing east-west public transport. • Create attractive and interesting environments which are integrated with surrounding areas.

28 APPENDICES APPENDIX 1

33 APPENDIX 2

Extract from Cambridge Futures Report

The report highlighted that only a combination of measures provide the economic justification for heavy investment in public transport.

Cambridge Futures paved the way for subsequent investment in the guided busway and other initiatives which, as noted elsewhere, have attracted far higher patronage than ever envisaged at feasibility stages.

APPENDIX 3 Busway vs. Light Rail

A Comparison

Both a Guided Busway and Light Rail/ Tramway offer a designated public transport system: below is a comparison of their other advantages and disadvantages.

Busway Light Rail

Advantages Advantages

• Designated guideway enables reliable • Designated tramway enables reliable journey times journey times • Not totally fixed-route: flexibility to leave the • Runs on electricity at point of use, thus guides and use normal road routes affording cleaner and greener streets • Greater penetration into rural or suburban • Very high capacity - between 200-250 areas than a totally fixed-route system passengers per car • Lower cost alternative to light rail • Demonstration of investment in the future • Ability to pull up precisely adjacent to a • Demonstration of permanence: curb encourages people to plan their lives • Good ride quality whilst on the guideway around the system with confidence • Reduces car use and road congestion • Encourages businesses to develop along • Can improve access for socially and around the routes disadvantaged • Simplicity: fixed system does not change quickly so passengers acclimatise and understand routes easily • Grass-covered tracks possible • Cableless tramways possible • Tramway/ light rail affords opportunity to design in tune with public realm. • Reduces car use and road congestion • Can improve access for socially disadvantaged

Disadvantages Disadvantages • Flexibility reduces reliability of journey times: coming away from the designated • Totally fixed-route, limited flexibility. route ensures the buses are subject to the • Substantial initial capital costs. congested roads like standard buses. FURTHER READING

For those interested, what follows is a select bibliography.

Cambridge Futures (2004), Cambridge Futures 2

Centre for Economic and Business Research (2014), The Future Economic and Environmental Costs of Gridlock in 2030

Centre for Cities (2008), On the Move: delivering integrated transport in Britain’s cities

Department for Transport (2011), Green light for light rail

Eddington, R. (2006), Transport’s role in sustaining the UK’s productivity and competitiveness - “The Eddington Study”

Falk, N. (2008), Making Eco-towns Work: Developing Vathorst, Amersfoort NL

Hertfordshire County Council (2012), Hertfordshire County Travel Survey

Hertfordshire County Council (2015), Transport Vision 2050 Stakeholder Engagement Report

Hertfordshire LEP (2013), Perfectly Placed for Business: a strategy for smart economic growth, 2013 - 2030

Institute for Economic Development (2008), Economic Costs of Congestion in the Regions

Office for National Statistics (2011),Census

University of Hertfordshire (2009), Hertfordshire Guide to Growth

University of Hertfordshire (2014), Guide to Growth - Five Years On

Urbed (2014), Uxcester Garden City - Second Stage Submission for the 2014 Wolfson Economics Prize NOTES NOTES NOTES Other Gascoyne Cecil Estates Publications

Copies of these documents can be obtained from the Estate Office, Hatfield Park. Alternatively, further information and downloads can be found at: www.gascoynececil.com

A Vision for Hatfield in Central Hertfordshire

A Vision for Hatfield proposes a bold, exciting vision for the future of the town as part of a Central Hertfordshire economic hub. After tracing Hatfield’s historic association with aerospace and manufacturing expertise, this brochure lays out the economic and social benefits of agglomeration, integrated transport networks, green infrastructure, carefully designed housing, and pedestrian-focused improvements to the public realm as part of a long-term plan to bring more strength and diversity to the local economy. The Case for a New Hertfordshire Village

The Case for a New Hertfordshire Village puts forward the case for new villages as a viable approach to tackling the housing crisis. Given that villages housed a huge majority of the British population for much of the last millenium and that the English rural idyll still pulls people out of cities today, this brochure suggests that - as one of several housing delivery models offering answers to the present housing crisis - it is time for a rebirth of the English village.

A Green Infrastructure Strategy for Central Hertfordshire

The Green Infrastructure brochure puts forward, in detail, our proposals for a Green Corridor stretching from St Albans to Hertford by Hatfield and Welwyn Garden City. Management proposals are discussed as well.

A Strategic Overview

A Strategic Overview to the Welwyn Hatfield Local Plan, provides a concise overview of representations made by Gascoyne Cecil Estates. The summary includes details of each of Gascoyne Cecil Estates sites together with proposals for green infrastructure and a sound long term plan

The Pattern Book

The Pattern Book provides greater detail on each of Gascoyne Cecil Estates’ strategic development sites. Clear analysis is provided of design principles including densities, road hierarchies and landscaping.

Building Codes

A series of four books published to lay out design guidance and codes for building and development across the Estates. This series of books highlights the importance of sound architectural detailing, materials and landscaping, and ensures our partners adhere to similarly high standards of both design and construction. Further Advice and Information can be obtained from: Anthony Downs Director - Planning and Development Hatfield Park Estate Office, Hatfield, Hertfordshire, AL9 5NQ