Hertfordshire Traffic and Transport Data Report - 2018 View Report - Hertfordshire County ...
←
→
Page content transcription
If your browser does not render page correctly, please read the page content below
Hertfordshire Traffic and Transport Data Report 2018 View Report Hertfordshire Transport Planning & Data Team August 2018 | Version 1 Based on 2017 data
contents
Congestion, Growth Travel Behaviour Information and
Introduction Traffic Flow Sustainable Transport
and Air Quality & Choice Appendices
1.1 Background 1.2 Headline Facts 1.3 Data Sources
Contents
1. Introduction 3. Congestion Growth, 5. Sustainable Transport
and Air Quality
1.1 Background 5.1 Cycling
3.1 Network Performance
1.2 Headline Facts 5.2 Walking
3.2 Growth Forecasts
1.3 Data Sources 5.3 Buses
3.3 Congestion Indicators
5.4 Rail
3.4 Air Quality
2. Traffic Flow 5.5 Mobility as a Service and Shared Mobility
3.5 Low Emission Vehicles
2.1 Traffic Flow by Road Class
6. Information
2.2 Goods Vehicles 4. Travel Behaviour and Appendices
2.3 Powered Two-Wheelers
& Choice
6.1 Glossary
2.4 Road Network & Urban Rural 4.1 Vehicle Ownership
6.2 Road Hierarchy Definitions
2.5 Key Routes 4.2 Work Journeys
6.3 Technical Data
2.6 Traffic Flow by District 4.3 School Journeys
6.4 Index
4.4 Mode Share
6.5 Information Sources
4.5 Speed Compliance
6.6 Contact Details and Translation
4.6 Accessibility and Mobility Vehicles
2contents
Congestion, Growth Travel Behaviour Sustainable Information and
Introduction Traffic Flow
and Air Quality & Choice Transport Appendices
1.1 Background 1.2 Headline Facts 1.3 Data Sources
1. Introduction
1.1 Background
1.2 Headline Facts
1.3 Data Sources
3contents
Congestion, Growth Travel Behaviour Information and
Introduction Traffic Flow Sustainable Transport
and Air Quality & Choice Appendices
1.1 Background 1.2 Headline Facts 1.3 Data Sources
1.1 Background
With over one million residents (Census 2011), One of the biggest challenges the county Prosperity
Hertfordshire has the sixth largest population of experiences is the additional traffic caused by • Better links between towns & cities
any highway authority in the country (excluding Met population growth (14% from 2003 to 2017).
• Reduced need to travel
Counties). Instead of one dominant settlement there With around 100,00 new homes and 80,000 new
are over a dozen medium sized towns, as well as jobs proposed to be delivered by 2031 (Comet R3 Nov17) • Resilient and reliable network
large rural areas. The proximity to London creates (equating to a 21% increase in population to 1.43 • Less car dependent and more integrated, accessible
large commuting flows, distorting the provision for million by 2039) this will only compound the existing & sustainable transport
local transport. issues on the network, particularly during peak • Positioned in the Golden Triangle (London, Oxford
times. and Cambridge)
The settlement pattern of Hertfordshire, with its
widespread towns and a vertically orientated Collection and analysis of meaningful travel • Increased business and tourism opportunities
transport system has created a complicated pattern information is therefore vital when developing
Place
of movement, heavily reliant on personal motor travel plans and policies. This process has become
vehicles that lead to local congestion. increasingly important over the last few years in • Limited impacts of climate change
connection with the publication of key transport • Development and regeneration
Furthermore Hertfordshire facilitates movement
policy documents and strategies. • Improved local environment and green infrastructure
to some key strategic economic areas in the
UK. Issues on these networks can have serious The Local Transport Plan (LTP4), covering the • Heritage and places of character retained
implications for the economy, Hertfordshire residents period from 2018 – 2031, sets out how transport can
• Adequate, affordable & environmentally sensitive housing
and users of the network. help deliver a positive future vision of Hertfordshire:
People
Whilst Hertfordshire County Council (HCC), as “We want Hertfordshire to continue to be a
the Highway authority is responsible for A, B, C • Improved quality of life
county where people have to opportunity
and most unclassified roads (see appendix 6.3.3), to live healthy, fulfilling lives in thriving, • Vibrant and healthy communities
Trunk roads (including Motorways) are operated prosperous communities.” • Active and inclusive transport
by Highways England (i.e. M25, M1 and the A1).
However there are some HCC roads that function as Further to this vision, the plan is split into three • Varied and accessible employment opportunities
separate arteries to the Trunk road network, such as themes, which outline the objectives as follows: This report outlines the main findings from traffic
the A10. Further information on this can be viewed data collected in 2017, informing the LTP4 strategy.
in the key routes section of this report (2.5
Key Routes).
4contents
Congestion, Growth Travel Behaviour Information and
Introduction Traffic Flow Sustainable Transport
and Air Quality & Choice Appendices
1.1 Background 1.2 Headline Facts 1.3 Data Sources
1.2 Headline Facts
2. Traffic Flow per cent of total UK greenhouse gas emissions, in East Herts and the lowest levels are found in
whilst transport is responsible for 26% of all Stevenage and Watford.
1. Between 2016 and 2017 there has been an CO2 emissions.
increase in overall traffic levels of 2.3% in 18. 89% of journeys by Hertfordshire residents are
Hertfordshire. 10. Nationally 12% of PM10 and PM2.5 are caused less than 20 miles and 26% of journeys are less
by road transport, whilst 51% of NOx is caused than 3 miles.
2. Hertfordshire 2017 traffic flows have surpassed by transport.
pre-recession levels and are now at a record 19. In Hertfordshire, 72% of primary school children
high, which also mirrors national traffic trends. 11. There are 32 locations in Hertfordshire that travel to school sustainably, whilst 79% of
exceed emission thresholds, of these, all but one secondary school children travel sustainably in
3. 2017 traffic has increased on all road types in are related to NOx. 2017.
Hertfordshire except from C roads. Flows on
motorways have increased by 5%. 12. In 2017 Hertfordshire accounted for 2% of all 20. In 2017, 79% of drivers are compliant with the
newly registered low emissions vehicles in speed limit in Hertfordshire, which is below the
4. HGV traffic increased by 9% from the previous the UK. Whilst in Hertfordshire 30% of all low 2020 target of 83%.
year; however they are still lower than pre- emission vehicles were registered in Watford.
recession levels 5. Sustainable Transport
13. Nationally HGVs account for 21% of road
5. The county’s trunk roads carry almost three transport NOx emissions, while making up just 21. Cycling levels fell in 2017 compared to 2016,
times the national levels of vans (LGVs) 5% of vehicle miles. however these are still higher than pre-2008
6. Hertfordshire Van (LGV) traffic fell by 1.5% levels.
14. In both the UK and Hertfordshire, 99% of HGVs
between 2016 and 2017, which is the first are diesel. 22. In 2017, bus usage levels fell nationally by 2%
reduction in several years. and by 5% in Hertfordshire compared to the
15. Watford has the lowest average speed across
7. Highest average traffic flows in Hertfordshire previous year.
the peak times, followed by St Albans and then
take place on rural ‘A’ roads, followed by urban Bishop’s Stortford. St Albans has the lowest 23. For the first time in 10 years, annual rail
‘A’ roads. average speed on A roads throughout the day. numbers have decreased nationally, whilst in
Hertfordshire rail numbers increased by 1.5%
3. Congestion Growth and Air Quality 16. Average speeds on A roads in Hertfordshire are
which is a slowdown in growth from previous
lower than the East of England average
8. By 2031 traffic is forecast to grow in years.
Hertfordshire by 18%. 4. Travel Behaviour & Choice 24. 4% of car journeys are shared in Hertfordshire
9. Nationally carbon dioxide (CO2) is the most 17. The highest levels of car ownership are found
dominant greenhouse gas accounting for 81
5contents
Congestion, Growth Travel Behaviour Information and
Introduction Traffic Flow Sustainable Transport
and Air Quality & Choice Appendices
1.1 Background 1.2 Headline Facts 1.3 Data Sources
1.3 Data Sources
Local Transport Plan (LTP) vehicle ownership levels. This version of the Traffic National Travel Survey (NTS)
The Local Transport Plan and its supporting and Transport Data Report includes Census 2011 National Travel Survey (NTS) is a household
strategies set out the overarching transport strategy data. Specific Census source tables are referenced survey designed to monitor long-term trends in
and framework for Hertfordshire. LTP4 is the new through the document. personal travel.
version of the LTP and sets out a programme of
policies and schemes that the County Council and TEMPro and National Trip End Model (NTEM) Active Lives Survey (APS)
its partners intend to deliver. TEMPRO is a DfT program that provides projections Active Lives Survey (ALS) measures the number
of growth over time from the National Transport of adults taking part in sport across England and
County Travel Survey (HCTS) Model for use in local and regional transport models. also provides data for important measures of public
The County Travel Survey was first conducted in It presents projections of growth in planning data, health and active travel on behalf of Public Health
Hertfordshire in 1999 by HCC, primarily to support car ownership, and resultant growth in trip-making England and the Department for Transport.
work on the Local Transport Plan. The survey was by different modes of transport under a constant-
repeated during October and November in 2002, cost assumption. Data in this report is based on the HCC Tracas database
2005, 2009, 2012 and most recently 2015 when latest version of NTEM and Tempro (version 7.2). Database developed to hold traffic data and used to
questionnaires were posted randomly to 19,000 produce various figures within this report.
households across Hertfordshire. Overall 3,483 HCC Corporate Plan (2017-2021)
The Corporate Plan sets out Hertfordshire’s vision Labour Force Survey
surveys were returned, equating to 16,748 recorded
over the next few years and identifies key priorities The Labour Force Survey (LFS) is a survey of the
trips and an 18% response rate. This survey
to enable this vision. The plan is split into 4 employment circumstances of the UK population.
provides useful information on access to transport
and the travel patterns of Hertfordshire residents ambitions; Thrive, Prosper, Be Healthy & Safe and Transport Statistics Great Britain (DfT)
and allows analysis of travel trends. The next to Take Part.
Describes the major statistical trends in the British
County Travel Survey will be conducted in autumn transport sector. The latest version was published in
Vehicle Statistics (DVLA & DfT)
2018. Specific HCTS source tables are referenced July 2018.
Statistics on licensed road vehicles and new
through the document. vehicle registrations derived from data held by
Annual Operator Survey
Census 2011 the Driver and Vehicle Licensing Agency (DVLA),
Provides data on bus passenger in Hertfordshire.
The national census is carried out every 10 years which administers vehicle registration and licensing
by the Office of National Statistics (a Central records in the UK. Lennon ticketing data
Government organisation) and provides a wide Train station entry and exit data
range of demographic information for the UK
population. The main transport related statistics
focus on method and distance travelled to work and
6contents
Congestion, Growth Travel Behaviour Information and
Introduction Traffic Flow Sustainable Transport
and Air Quality & Choice Appendices
1.1 Background 1.2 Headline Facts 1.3 Data Sources
1.3 Data Sources cont.
TrafficMaster GPS data Travel Patterns a cordon of count sites around the town centre
Journey time data used to identify average link As part of the development of the Countywide Model between the hours of 07:00 – 10:00 on a single
speeds and the time spent travelling. (COMET) data from mobile phones, the Census and weekday in a neutral month (i.e. one which avoids
the County Travel Survey was analysed to identify any events that significantly affect traffic flow, such
School Hands-Up Survey (SHUS) key movement patterns across the county. This has as school holidays).
The SHUS is an annual survey of school pupils that been summarised in a travel patterns report, which
documents how they travel to school. is available via www.hertfordshire.gov.uk/trafficdata Figure 1.3.1 shows the geographical distribution
of the traffic count sites and gives an indication
Network Management Strategy Traffic Count Programme of where there have been large changes in traffic
A daughter document of the Local Transport Plan. The Council’s main source of information is obtained flow over the last year. More information about the
The Traffic Management Act 2004 introduced the from the ongoing Traffic Count Programme which traffic count programme can be found in Appendices
Network Management Duty which requires traffic primarily monitors road traffic levels and vehicle 6.3.1 and 6.3.2. Further detail of the locations and
authorities to maintain expeditious movement type. Automatic Traffic Counters (ATCs) are information on daily traffic flow levels and be found
of traffic on roads. The strategy also documents located across the county, spread across all road on HCC’s website at:
the Road Hierarchy, the Primary Route Network, types. These sites are monitored annually and are
Diversion Routes, New Roads and Streetworks supplemented by Highways England sites on the www.hertfordshire.gov.uk/trafficmap
and Permitting of Hertfordshire’s roads. This report motorway network. The council also has monitoring
contains information on traffic-flows and congestion programmes for both speed and cycling. Information
which is critical for the effective implementation of on all of these programmes are within this report.
the Network Management Duty.
TravelWise Urban Cordon Surveys
Hertfordshire Transport Asset Management The TravelWise Urban Cordon Surveys are carried
Policy (HTAMP) out on a three year rolling programme for all major
A daughter document of the LTP. The Hertfordshire towns in Hertfordshire (Appendix 6.3.14). For each
Transport Asset Management Policy aims to deliver town, the number of people travelling by car, bus,
a well maintained and fit for purpose network motorcycle, bicycle, and on foot is monitored at
through an asset management approach.
7contents
Congestion, Growth Travel Behaviour Sustainable Information and
Introduction Traffic Flow
and Air Quality & Choice Transport Appendices
1.1 Background 1.2 Headline Facts 1.3 Data Sources
1.3 Data SourcesTraffic
¯
cont. Count Comparison 2016 to 2017 "
"
"
"
Increase in Traffic Flow of more than 5%
#
Figure 1.3.1 - Traffic Count Site Locations Map
"
" "
" #
Reduction in traffic flow of more than 5%
#
" Minimal Change in Traffic Flow "
"
#
""
Traffic Count Comparison 2016 to 2017 " " " #
No Data #
Increase in Traffic Flow of more than 5% " " "
" "
"
Reduction in Traffic Flow of more than 5% "
# "
"
Minimal Change in Traffic Flow
" #
#
" "
No Data " #" " # "
#" ""
"
"
"" "
"
Source: HCC monitoring programme "
#
"
"
" "
" # "
" "
#
"
# "
" "
"
# "
# #
"
#
"
"
"
# # " "
" #
#
##
" " "
" #
# #
" " " " "
" " "
#"
#
"
"
"
" # " ""
# "
"
" " " "
"
#
"
" " # #
" "
#" " "
# "
" " " # "
"
"
# " #
# #
" " " "
"
#
" "" "
" # " "
"
" " # # "
"
# "
#
"
#
" " "
#
" "
"" # " #
"
" "
#
" "
# #
"
# #
" "
#
"
"" " #
" "
" " "
" """ " "
"
"" "
#
"
" " # # #
# # " "
" "
" " "
Crown copyright and database rights 2014 Ordnance Survey 100019606. " " " " ""
"
use of this data is subject to terms and conditions. You are not permitted to copy, " """ "
sub-licence, distribute or sell any of this data to third parties in any form. "
8contents
Congestion, Growth Travel Behaviour Sustainable Information and
Introduction Traffic Flow
and Air Quality & Choice Transport Appendices
2.1 Traffic Flow
2.2 Goods Vehicles 2.3 Powered Two-Wheelers 2.4 Road Network & Urban Rural 2.5 Key Routes 2.6 Traffic Flow by District
by Road Class
2. Traffic Flow
2.3%
Hertfordshire Van (LGV) traffic fell by
1.5% between 2016 and 2017, which
is the first reduction in several years 2.1 Traffic Flow by Road Class
rise
Traffic levels grew
by 2.3% between
2.2 Goods Vehicles
2016 and 2017
The county’s trunk roads carry almost 2.3 Powered Two-Wheelers
three times the national levels of vans
2.4 Road Network & Urban Rural
Hertfordshire traffic HGV traffic increased
levels have surpassed by 9% from the previous
pre recession levels
and are now at a
year; however they are
still lower than
2.5 Key Routes
record high pre-recession
levels
2.6 Traffic Flow by District
Between 2003 and The county’s trunk roads carry
2017 population almost three times the national
in Hertfordshire levels of vans.
has grown by
14%, whilst traffic
15%
has grown by 9%
during this period
9%
9contents
Congestion, Growth Travel Behaviour Sustainable Information and
Introduction Traffic Flow
and Air Quality & Choice Transport Appendices
2.1 Traffic Flow
2.2 Goods Vehicles 2.3 Powered Two-Wheelers 2.4 Road Network & Urban Rural 2.5 Key Routes 2.6 Traffic Flow by District
by Road Class
2.1 Traffic Flow by Road Class
The most easily observed characteristic of traffic is been added to the analysis as they give a more Figure 2.1.1 shows average AAWD per unit length
flow. Two common measures are Annual Average complete picture of motorway flows in the county. of road by road type, both in Hertfordshire and Great
Week Day flow (AAWD) and Annual Average Daily This distorts some of the growth figures for the Britain. Comparisons suggest that the Hertfordshire
Traffic flow (AADT). The former is derived from motorway and trunk road categories and where motorway, trunk and principal A road network carry
observations between 06:00 and 22:00 on each relevant explanatory footnotes have been added to traffic flows which are over double the national
weekday, the latter from the total flow observed the figures. average.
over a year. Hertfordshire County Council generally
quotes the AAWD for a road, as peak traffic flows
are better represented. Figure 2.1.1 - Average AAWD per Unit Length of Road by Road Type
Between 2016 and 2017 there have been a number Hertfordshire 2017 Great Britain 2017
of changes to the road network which may have 120,000
affected the traffic flows in particular areas. In May 106,098
2017 the M1 – A5 link was opened to the north of
100,000
Dunstable. Complementary measures included
detrunking of the A5, running between Markyate and
AAWD/Unit Length of Road
M1 junction 9 and the reclassification of the A5 to 80,000 Source:
*DfT (2018 Transport Statistics
the A5183. Furthermore the A4146 was reclassified Great Britain) Tables:
to the B440 from Leighton Buzzard to Hemel TRA0204, RDL0201
60,000 HCC’s TRACAS database
Hempstead and there was an introduction of a HGV (annual traffic count
ban in Water End. All of which have affected traffic 41,021 programme)
routeing on the M1 and in the Dacorum area. 40,000
N.B Figure 2.1.1 is derived
using a different calculation
In Watford, the Health Campus link road (Thomas 21,419 methodology to that of figure
Sawyer Way) opened in November 2016 and is 20,000 2.1.3 in order for it to be
11,703
likely to have affected traffic patterns west of the 8,683 8,316
comparable to Great Britain
data
town centre.
0
Data has also become available from two additional Trunk - Motorway A Road B Road C Road
& A Road
M25 motorway sites in 2017 and these have
Road Type
10contents
Congestion, Growth Travel Behaviour Information and
Introduction Traffic Flow Sustainable Transport
and Air Quality & Choice Appendices
2.1 Traffic Flow
2.2 Goods Vehicles 2.3 Powered Two-Wheelers 2.4 Road Network & Urban Rural 2.5 Key Routes 2.6 Traffic Flow by District
by Road Class
2.1 Traffic Flow by Road Class cont.
Figure 2.1.2 shows that the county has a wide with average flows of 170,000 vehicles per day around 1.3 million persons entering and leaving the
range of flows on the motorway network and range in 2017. This is around 17% more than flows in county each day.
from 49,000 vehicles per day on the A1(M) up to 2002 when the road was carrying around 140,000
Vehicle kilometres are determined by multiplying
169,000 vehicles per day on the M1. There are also vehicles per day (pre widening).
the AAWD on a given road section by the total
wide variations in flows on the A road network.
There are 47 Automatic Count (ATC) sites located length of the road. Vehicle kilometres represents
Figure 2.1.3 shows the average AAWD for each around the perimeter of Hertfordshire. The combined the distance travelled on each section of the road
road classification in the county, showing the large average flow through these sites just over 1 million network and provides a measure of the overall
differences in flow for the strategic road network vehicles per day. The average vehicle occupancy loading on a daily basis.
compared to local routes. Site 102 on the M1 factor in Hertfordshire is 1.21 persons per vehicle
junction 6a - 7, is the busiest site in the programme (see Appendix 6.3.15). This suggests an average of
2.1.2
2.1.3
Figure 2.1.2 - County Traffic Flow Ranges Graph Figure 2.1.3 - Annual Average Weekday Flows by Road Classification Graph
180 120,000 113,381
169
160
100,000
140
120 80,000
113
AAWD
100 60,000
80 44,665
40,000
64 32,129
60
56
49 17,588
45 20,000
40
9,713 8,631
25
20 22 20 17 0
7 10 9 Trunk - Trunk Primary Other B Road C Road
0 1 1 Motorway A A Road A Road
Trunk - Trunk A A Road B Road C Road
Motorway Road Type
Source: HCC’s TRACAS database (annual traffic count programme) Source: HCC’s Tracas database (annual traffic count programme)
11contents
Congestion, Growth Travel Behaviour Information and
Introduction Traffic Flow Sustainable Transport
and Air Quality & Choice Appendices
2.1 Traffic Flow
2.2 Goods Vehicles 2.3 Powered Two-Wheelers 2.4 Road Network & Urban Rural 2.5 Key Routes 2.6 Traffic Flow by District
by Road Class
2.1 Traffic Flow by Road Class cont.
Figure 2.1.4 shows that Hertfordshire has a Figure 2.1.4 - Classified Road Length (km) Figure 2.1.5 - Change in Vehicle Kilometres
classified road length in excess of 1800km,
with A and C Roads making up the majority of the 9% 40.0
classified network. Trunk - Motorway 37.51 +2.3% 38.37
It should be noted that whilst unclassified roads and A Road 29%
167 35.0
A Road 7.04 -2.1% 6.88
make up the majority of the road network (see
544
Appendix 6.3.3) there are a limited amount of 30.0
monitoring sites located on unclassified roads and 2.83 +1.4%
2.87
Million Vehicle Kms/Day
therefore do not provide a representative sample.
25.0
For the purposes of this report where there are 11.66
11.54 +1.0%
traffic counts on unclassified roads these have been 20.0
analysed as C roads.
Figure 2.1.5 shows the Vehicle kilometres by road 15.0
type across the county. Between 2016 and 2017 C Road
there has been an increase in overall traffic levels of 10.0 B Road
2.3%, which is a result of increases of flows on the 16.10 +5.4% 16.97
A Road
motorway, which increased by over 5%. 18% 5.0
44% B Road Trunk - Motorway
Around 75% of all kilometres travelled per day C Road & A Road
330 0.0
across the county in 2017 took place on a Trunk 828
or A Road. This reflects the success of the county Hertfordshire 2016 Hertfordshire 2017
council’s policy to encourage traffic to use major Year
routes for long journeys. The C road network makes Source: HCC’s TRACAS database (annual traffic
count programme) - Excludes unclassified roads Source: HCC’s TRACAS database (annual traffic count programme) N>B
up most of the remaining 25% and shows that local
roads in the county experience high traffic flows in N.B Excludes two new motorway sites to provide a direct comparison with
2016 figures.
many areas.
12contents
Congestion, Growth Travel Behaviour Information and
Introduction Traffic Flow Sustainable Transport
and Air Quality & Choice Appendices
2.1 Traffic Flow
2.2 Goods Vehicles 2.3 Powered Two-Wheelers 2.4 Road Network & Urban Rural 2.5 Key Routes 2.6 Traffic Flow by District
by Road Class
2.1 Traffic Flow by Road Class cont.
There is a correlation between transport, traffic level. In Hertfordshire GVA increased by 4.4% from grew by 1.2%. Traffic on the Strategic Road Network
flow and the economy. According to ONS (which 2015 to 2016 (Table 4 - NUTS3 Growth in Gross carries one third of all motorised traffic in England,
uses GDP and the Labour Market as a guide to the Value Added Income Approach). with motorways carrying 1.4% more traffic than in
economy), the UK economy suffered an economic 2016.
Great Britain road traffic estimates for 2017 show
downturn between 2008 and 2009 and did not return
that motor vehicle traffic was at a record high with Figure 2.1.6 shows the overall trend in
to pre-recession levels until mid-2013. National GDP
327.1 billion vehicle miles travelled (1.3% higher) Hertfordshire’s traffic flow with 2003 as a base
levels for 2017 increased by 1.8% from the previous
compared to the previous year. year. From 2003 traffic flows gradually increased in
year. Whilst GDP is an indicator for the economy at
the county until 2007 when there was a reduction
a national level, Gross Value Added (GVA) is used Furthermore national van traffic grew by 2.7%,
corresponding with the UK recession.
as an economic indicator at regional and authority higher than any other vehicle type, whilst lorry traffic
Flows continued to decline until 2013, when there
was an increase in traffic flow aligning with the
2.1.6
Figure 2.1.6 - Historical Trends of County and National Traffic upturn of the UK economy. This increase has
continued, with the 2017 data indicating that traffic
flows have surpassed pre-recession levels and are
Hertfordshire Trunk without 2 new motorway sites Great Britain now at a record high, which also mirrors national
115
113
traffic trends.
110 Please note that Figure 2.1.6 includes two new
Recession
108
Growth Index (1995=100)
motorway sites, so the growth shown in 2017 is
105
greater than reality. The dashed line shows what this
103
100
would look like without these sites and represents
98 the 2.3% growth in traffic from the previous year.
95
93
90
88
85 Footnote: Graph includes two new
83 motorway sites, so the growth
shown in 2017 is greater than
80 reality. The dashed line shows
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
what this would look like without
these sites and represents the
2.3% growth in traffic from the
Source: DfT (2018Transport Statistics Great Britain) Table TRA0204. HCC’s TRACAS database previous year.
13contents
Congestion, Growth Travel Behaviour Information and
Introduction Traffic Flow Sustainable Transport
and Air Quality & Choice Appendices
2.1 Traffic Flow
2.2 Goods Vehicles 2.3 Powered Two-Wheelers 2.4 Road Network & Urban Rural 2.5 Key Routes 2.6 Traffic Flow by District
by Road Class
2.1.7
2.1 Traffic Flow by Road Class cont.
Trunk - Motorway Trunk without 2 A Road B Road C Road Figure 2.1.7 - Historical
& A Road new motorway sites Trends of County Traffic
140 by Road Class
Footnote: Shows large changes in
130 flows on Motorways and A roads
between 2006 and 2007, this was
due to the destrunking of the A10.
Growth Index (1995=100)
120
110
100
90
80
70
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Figure 2.1.7 shows changes in traffic levels by road It should be noted that the large growth in A
type, highlighting that traffic levels in 2017 have road traffic and reduction in Motorway and
experienced increases from 2016 levels on all road Trunk road traffic between 2006 and 2007 is
types apart from C roads. due to the effect of the de-trunking of the A10
(a key route through the county).
DfT (2018Transport Statistics Great Britain) Table TRA0204. HCC’s TRACAS database
14contents
Congestion, Growth Travel Behaviour Information and
Introduction Traffic Flow Sustainable Transport
and Air Quality & Choice Appendices
2.1 Traffic Flow
2.2 Goods Vehicles 2.3 Powered Two-Wheelers 2.4 Road Network & Urban Rural 2.5 Key Routes 2.6 Traffic Flow by District
by Road Class
2.1 Traffic Flow by Road Class cont.
On many roads, cars and vans can account for more Figure 2.1.8 - Vehicle Mode Split by Road Type
2.1.8
than 80% of vehicles (see Appendix 6.3.15).
This can mask trends of other travel modes when
looking at the overall changes in levels of flow. 100% 3% 2%
6% 3%
6%
Figure 2.1.8 displays vehicle classifications by 12% 10% 10%
90% 11%
8%
road type with A roads shown as per the Road 15%
Hierarchy (see section 2.4). 80% 16%
HGVs and LGVs make up almost 30% of vehicles 70%
on Motorways, which is double the proportion found
on more minor roads. 60%
50%
*Please note that Figures based on the mannual classified count 86% 85% 86%
40% 84%
programme, so are therefore unaffected by the two additional 77%
motorway sites added as these do not include a classification. 71%
30% HGV
LGV
20%
PSV
10%
Motorcycles
0%
Car
Trunk Rd - Trunk Rd - Primary A Other A B Road C Road
(Motorway) (A)
Source: MCC monitoring programme
15contents
Congestion, Growth Travel Behaviour Information and
Introduction Traffic Flow Sustainable Transport
and Air Quality & Choice Appendices
2.1 Traffic Flow
2.2 Goods Vehicles 2.3 Powered Two-Wheelers 2.4 Road Network & Urban Rural 2.5 Key Routes 2.6 Traffic Flow by District
by Road Class
2.2 Goods Vehicles
Table TSGB0401 shows the amount of domestic Table RFS01 and RFS02 show that 147 billion more stress on road surfaces than many other
freight moved by mode by year. In 2016 a total of tonnes of goods were moved by road nationally in vehicle types. As a result of this Policy 16 of LTP4
196 billion tonne kilometres (btkm) of goods were 2017,which was a slight decrease from 148 in 2016. seeks to manage freight by “Encouraging Heavy
moved in Great Britain. Of this Road accounted for Table RFS0122 shows that 17.8 million tonnes of Goods Vehicles to use the Primary Route Network”
76% (148 btkm), Rail 9% (17 btkm) and Water 15% goods were moved in the Eastern Region (including (See Figure 2.4.1).
(30 btkm). It should be noted that since 2013 piped Hertfordshire), which equates to 12% of the UK total
Figure 2.2.1 demonstrates that the county’s Trunk
goods has not been calculated but accounted for 5% in 2017. In Hertfordshire 3 billion tonnes of goods
roads carry over three times the national level of
of the total in 2012. were moved in 2017, which represents 2.7% of the
HGVs, with A roads carrying almost double the
national total.
Compared to 2006 (when this was 64%) there has national levels.
been an increase in the proportion of total goods The COBA manual states a Heavy Goods Vehicle
Figure 2.2.2 shows that over 90% of total HGV
moved on the roads in 2017 (76%). (HGV) is a commercial vehicle over 3.5 tonnes. Due
kilometres travelled per day take place on the
to their size and weight, HGVs impose significantly
Trunk road or A road network.
Figure 2.2.1 - Average Flow of HGVs by Road Type 2.2.2
Figure 2.2.2 - HGV Vehicle Kilometres by Road Type
Hertfordshire 2017 Great Britain 2017 C Road B Road A Road
Trunk - Motorway & A Road
18,000 3.50
15,694 0.17
16,000 0.07
3.00
AAWD/Unit Length of Road
14,000 0.48
Million Vehicle Km/Day
12,000 2.50
10,000
2.00
8,000
6,000 1.50
4,233
2.62
4,000
1.00
2,000 877 456
202 210
0 0.50
Trunk - A Road B Road C Road
Motorway &
A Road 0.00
*DfT (2018 Transport Statistics Great Britain) table TRA0204 & RDL0201.
HCC’s TRACAS database (annual traffic count programme). Source: HCC’s TRACAS database (annual traffic count programme) 16contents
Congestion, Growth Travel Behaviour Information and
Introduction Traffic Flow Sustainable Transport
and Air Quality & Choice Appendices
2.1 Traffic Flow
2.2 Goods Vehicles 2.3 Powered Two-Wheelers 2.4 Road Network & Urban Rural 2.5 Key Routes 2.6 Traffic Flow by District
by Road Class
2.2 Goods Vehicles cont.
2.2.3
Figure 2.2.3 shows the historical levels of HGV flow Figure 2.2.3 - Historical Trends of HGV Flows Source: HCC’s
on roads in the county. Between 2003 and 2007 120
TRACAS database
HGV flows were relatively stable, however from 100 99.5 99.7 101.0 98.2
94.8
(annual traffic count
100 92.3 programme)
2007 to 2009 there was a 19% reduction, which
Growth Index (1995=100)
82.1 82.6 79.6 85.6
80.1 81.6
corresponds with the downturn of the UK’s economy 80
78.9 78.1
during this period. Since 2014 HGV flows have
increased by about 17%, although they have not yet 60
reached pre recession levels.
40
*Please note that figures are based on the mannual classified 20
count programme, so are therefore unaffected by the two
additional motorway sites added as these do not include a
0
classification.
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Table 2.1 of the Design Manual for Roads and
Bridges (DMRB, Volume 7, Section 2, HD24/06)
classifies commercial vehicles into three categories; Figure 2.2.4 - Manual classified breakdown of HGVs by type in 2017
PSV, OGV1 and OGV2. Furthermore the DfT publish
guidance on lorry types and weights to assist in HGV Source: MCC
monitoring programme
the correct classification. The OGV (Other Goods
HGV total
OGV1 OGV2
LGV
PSV
Vehicles) split is used to inform a variety of areas Road Type
HCV 2
3 axle
4 axle
3 axle
4 axle
5 axle
6 axle
Rigid
Rigid
HCV
HCV
such as road and bridge design and pavement
Artic
Artic
Artic
Artic
axle
>3T
loading.
Trunk Rd -
Figure 2.2.4 shows the 2017 manual classified 15.7% 0.6% 3.7% 0.4% 0.6% 0.1% 0.5% 4.0% 2.8% 12.1%
Motorway
breakdown of HGVs by type and shows that in 2017, Trunk Rd - A Road 15.9% 0.4% 0.8% 0.2% 2.8% 0.0% 0.2% 1.4% 0.5% 5.8%
OGV1 made up 1.2% of all HGVs whilst OGV2 Primary A 9.7% 0.8% 0.1% 0.0% 2.9% 0.0% 0.0% 1.7% 0.1% 4.8%
made up 4% of all HGVs. Other A 10.3% 1.0% 0.4% 0.2% 0.7% 0.0% 0.0% 0.5% 0.1% 2.0%
B Road 11.8% 1.0% 0.5% 0.2% 0.5% 0.0% 0.1% 0.3% 0.1% 1.7%
C Road 11.0% 1.1% 0.4% 0.1% 0.4% 0.0% 0.0% 0.1% 0.0% 1.1%
All Road types 11.8% 0.8% 1.0% 0.2% 1.5% 0.0% 0.1% 1.6% 0.7%
5.2%
OGV % 1.2% 4.0%
17contents
Congestion, Growth Travel Behaviour Information and
Introduction Traffic Flow Sustainable Transport
and Air Quality & Choice Appendices
2.1 Traffic Flow
2.2 Goods Vehicles 2.3 Powered Two-Wheelers 2.4 Road Network & Urban Rural 2.5 Key Routes 2.6 Traffic Flow by District
by Road Class
2.2 Goods Vehicles cont.
2.2.4
According to the COBA manual a Light Goods Figure 2.2.5 - Average Flow of LGVs by Road Type
Vehicle (LGV) is defined as a vehicle of up to 3.5
tonnes gross vehicle weight (goods vehicles over Hertfordshire 2017 Great Britain 2017
3.5 tonnes have sideguards fitted between axles),
including those towing a trailer or caravan. Most of 20,000
this group are delivery vans of one type or another. 17,780
Figure 2.2.5 shows that the county’s trunk roads
carry almost three times the national levels of LGVs, 16,000
AAWD/Unit Length of Road
whilst on A Roads the county and national levels are
similar.
12,000
*Please note that figures are based on the mannual classified
count programme, so are therefore unaffected by the two 8,000
additional motorway sites added as these do not include a 6,259
classification.
4,000
1,874 1,740
959 943
0
Trunk - Motorway A Road B Road C Road
& A Road
Source: *DfT (2018 Transport Statistics Great Britain) table TRA0204 & RDL0201. HCC’s TRACAS database
(annual traffic count programme).
18contents
Congestion, Growth Travel Behaviour Information and
Introduction Traffic Flow Sustainable Transport
and Air Quality & Choice Appendices
2.1 Traffic Flow
2.2 Goods Vehicles 2.3 Powered Two-Wheelers 2.4 Road Network & Urban Rural 2.5 Key Routes 2.6 Traffic Flow by District
by Road Class
2.2 Goods Vehicles cont.
Figure 2.2.6 indicates that almost 80% of LGV Figure 2.2.7 shows the average LGV AAWD by years van traffic fell on trunk roads and fell overall
vehicle kilometres take place on the Trunk or A road road type and year. The Figure shows that traffic on all road types by 1.5% between 2016 and 2017.
network. flows for LGVs have stayed relatively constant on
most roads since 2003. The exception to this is on *Please note that figures are based on the manual classified
count programme, so are therefore unaffected by the two
Motorways where there has (mostly) been year on additional motorway sites added as these do not include a
year growth, with 30% growth between 2003 and classification.
2017. However for the first time for a number of
Figure 2.2.6 - LGV Kilometres by Road Type Figure 2.2.7 - Historical LGV Flows by Road Type
C Road B Road A Road Trunk - Motorway
& A Road
C Road B Road Other A Primary A Trunk Road - Other Trunk Road - Motorway
5.00 25,000
0.78 (15%)
4.00 0.32 (6%) 20,000
Million Vehicle Km/Day
1.02 (20%)
Average LGV flow
3.00 15,000
2.00 10,000
2.97 (58%)
1.00 5,000
0
0.00 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017
Source: HCC’s Tracas database (annual traffic count programme) Source: MCC monitoring programme Year
19contents
Congestion, Growth Travel Behaviour Information and
Introduction Traffic Flow Sustainable Transport
and Air Quality & Choice Appendices
2.1 Traffic Flow
2.2 Goods Vehicles 2.3 Powered Two-Wheelers 2.4 Road Network & Urban Rural 2.5 Key Routes 2.6 Traffic Flow by District
by Road Class
2.3 Powered Two-Wheelers
Motorbikes, scooters and mopeds are collectively Figure 2.3.2 shows that around 75% of powered The council recognises that smaller powered two
known as powered two wheelers. These typically two-wheeler vehicle kilometres occur on Trunk and wheelers can help deliver environmental benefits if
make up around 1% of vehicles on Hertfordshire’s A roads. substituted for single occupancy car use. However
road network (Appendix 6.3.15). these benefits are not realised if the transfer
Because high numbers of motorcycles use relatively
of mode is from walking, cycling or passenger
Figure 2.3.1 shows that numbers of powered two concentrated sections of the Trunk roads, the
transport. Policy 1 of the Local Transport Plan sets
wheelers on Trunk roads in Hertfordshire are much proportion of vehicle kilometres travelled are similar
out a ‘Transport User Hierarchy’, which encourages
greater than the national average. to the more widespread A road network.
greater and safer use of sustainable modes.
This policy places powered two wheelers ahead of
other motor vehicle user needs (i.e. motorcar).
2.3.1
Figure 2.3.1 - Average PTW AAWD by Road Type Figure 2.3.2 - PTW Vehicle Kilometres
2.3.2
Hertfordshire 2017 Great Britain 2017
C Road B Road A Road
800
Trunk Motorway & A Road
700 670 0.26
0.24
600 0.05
AAWD/Unit Length of Road
0.22
500 0.20 0.02
Million Vehicle Km/Day
0.18
400
0.16
0.08
300 0.14
0.12
180
200
138 0.10
114
100 0.08
57 57
0.06 0.11
0 0.04
Trunk - A Road B Road C Road
Motorway 0.02
& A Road 0.00
Road Type
Source: DfT (2018 Transport Statistics Great Britain) table TRA0204 & RDL0201.
HCC’s TRACAS database (annual traffic count programme). Source: HCC’s TRACAS database (annual traffic count programme)
20contents
Congestion, Growth Travel Behaviour Information and
Introduction Traffic Flow Sustainable Transport
and Air Quality & Choice Appendices
2.1 Traffic Flow
2.2 Goods Vehicles 2.3 Powered Two-Wheelers 2.4 Road Network & Urban Rural 2.5 Key Routes 2.6 Traffic Flow by District
by Road Class
2.3 Powered Two-Wheelers cont.
Figure 2.3.3 shows the historical trend of motorcycle
2.3.3 Figure 2.3.3 - Historical Trends of PTW
kilometres and indicates that despite some
fluctuations there has been a general a decline in 120
the use of powered two wheelers from 2003 to 2015.
However from 2015 to 2017 there has been an
increase of around 9%. 100
97.3
100 93.3 94.3
Due to the small number of motorcyclists on the 92.1
road compared to other vehicles a small change in 85.8
83.5
use can show as a comparatively large percentage
80 76.4 75.9
change. As such the trend shown in Figure 2.3.3
Growth Index (1995=100)
71.4 72.3
should be treated with caution. 69.6
64.4 63.5
61.8
60
40
20
0
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Source: HCC’s TRACAS database (annual traffic count programme)
21contents
Congestion, Growth Travel Behaviour Information and
Introduction Traffic Flow Sustainable Transport
and Air Quality & Choice Appendices
2.1 Traffic Flow
2.2 Goods Vehicles 2.3 Powered Two-Wheelers 2.4 Road Network & Urban Rural 2.5 Key Routes 2.6 Traffic Flow by District
by Road Class
2.4 Road Network & Urban Rural
The Department for Food & Rural Affairs (Defra) DfT defines ‘Urban’ roads to be those within a Due to the important role that rural areas have
defines urban areas as those settlements with a settlement of 10,000 people or more. in Hertfordshire, the council is producing a Rural
population above 10,000, whilst rural areas are This is consistent with the Rural and Urban Area Strategy, which will be a supporting document of
those with a population below 10,000 or areas of Classification 2004. All other roads are defined LTP4.
open countryside. An urban rural classification of as ‘Rural’.
Local Authority Districts has also been created,
Hertfordshire has adopted this same methodology,
where the resident population is either urban or
although, in line with DfT, Trunk roads (Motorways
rural. The table below shows how Hertfordshire’s
and Highways England ‘A’ roads) are excluded from
districts are classified.
this classification.
District Classification
Broxbourne Urban with Major Conurbation
Dacorum Urban with Significant Rural (rural including hub towns 26-49%)
East Hertfordshire Urban with Significant Rural (rural including hub towns 26-49%)
Hertsmere Urban with Major Conurbation
North Hertfordshire Urban with Significant Rural (rural including hub towns 26-49%)
St Albans Urban with City and Town
Stevenage Urban with City and Town
Three Rivers Urban with Major Conurbation
Watford Urban with Major Conurbation
Welwyn Hatfield Urban with City and Town
22contents
Congestion, Growth Travel Behaviour Information and
Introduction Traffic Flow Sustainable Transport
and Air Quality & Choice Appendices
2.1 Traffic Flow
2.2 Goods Vehicles 2.3 Powered Two-Wheelers 2.4 Road Network & Urban Rural 2.5 Key Routes 2.6 Traffic Flow by District
by Road Class
2.4 Road Network & Urban Rural cont.
Figure 2.4.1 shows the settlement pattern. Important Figure 2.4.1 - Road Hierarchy and Settlement Definition
rural settlements have a population of 4,000 to Highway
Highway England
England (HE) (HE) Roads
Roads
A428
A11(T)
10,000, with any settlement above this shown as a Highway England (HE)&Roads
¯
A508
Trunk Road - (Motorway
M1 Principal A Roads)
Trunk Road - (Motorway & Principal A Roads)
A509
M11
Main Urban Town or Primary Urban Destination. Any
A6
Trunk Road - (Motorway & Principal A Roads) A421(T)
A1(T)
Congestion Ratio
HCC (2014 data)
settlement below 4,000 in population is shown as HCC Roads
Roads
A505
HCC Primary
RoadsA Road 0 - 0.49
Other Rural Settlement. Primary A Road A6(T)
Primary A Road
Very little congestion
A4146
Main
Main Distributor
Distributor (Other
(Other A
A Roads)
Roads)
In 2012 the DfT gave local authorities greater power Main Distributor (Other A Roads)
A421
during peak hours
Secondary Distributor
to maintain the road classification system, along Secondary Distributor
A421
Secondary Distributor 0.5 - 0.79
with management of the Primary Road Network.
Urban
A6 M11
Management of the Strategic Road Network (SRN) Urban M1
Occasional queuing and
UrbanPrimary Urban Destination A5(T)
congestion during peak hours
continues to be the responsibility of Highways Primary Urban Destination
Primary Urban Destination 0.8 - 0.99
Main
Main Urban Town
England (HE). The DfT state that “All primary routes
A4146
Urban Town
Main Urban Town A6(T)
(other than those included on the PRN because they Frequent queuing and congestion
are trunk roads) consist of an A road or sequence
Rural
Rural
Rural Important Rural Settlement A505
A6
during peak hours. A CRF ratio of
1 means traffic demand equals A10 q
®
of A roads, forming a continuous route between two Important Rural Settlement
q
®
A120 A120(T) A
Important Rural Settlement A505 A1(M) carriageway capacity.
Other
Other Rural
Rural Settlement
primary destinations”. In Hertfordshire the Primary Settlement
Other Rural Settlement
A418
A1081
>1.0
A602
Destinations are; Stevenage, Hemel Hempstead, Serious queuing and congestion
Watford, St Albans and Hertford (as noted in on a daily basis with small incidents
Figure 2.4.1). causing considerable delays. Traffic M11
demand exceeds carriageway capacity.
Hertfordshire County Council (via the Local A414
No data available. A10(T)
Transport Plan) has defined a Road Hierarchy
A41
Congested junction on
identifying those ‘A’ roads that form the Primary ! key network identified from A414
UTP & IURS strategies.
Route Network in Hertfordshire, with all Non-Primary A414(T)
A roads being defined as Main Distributor roads (as
A414
A405
M11
displayed in Figure 2.4.1). It should be noted that
A4010 A1(M)
M25 A405(T)
the Road Hierarchy underpins other strategies within
M1
M25
Source: LTP and TRACAS
Hertfordshire such as the Winter Salting Routes,
M25 A41
A413
A10(T) M25
A41
the Growth and Transport Plans and Street works Crown copyright and database rights 2018 A1
Ordnance Survey 100019606.
Permitting.
A41
use of this data is subject to terms and A10 M11
conditions. You are
A40
not permitted to copy, M25
A1(T)
sub-licence, distribute or sell any of this
Appendix 6.2.1 summarises these key terms.
A355
data to third parties in any form.
A4010 A406
A12
M40 A404 A1
A406(T)
A10(T) A104 A127
A40 A406
M40 M1 A1055
A404(T) A355 A503
A1400 A12 A
A41 A1
23contents
Congestion, Growth Travel Behaviour Information and
Introduction Traffic Flow Sustainable Transport
and Air Quality & Choice Appendices
2.1 Traffic Flow
2.2 Goods Vehicles 2.3 Powered Two-Wheelers 2.4 Road Network & Urban Rural 2.5 Key Routes 2.6 Traffic Flow by District
by Road Class
2.4 Road Network & Urban Rural cont.
Figure 2.4.2 shows that, excluding unclassified Hertfordshire’s total road network length and 9% of Figure 2.4.4 shows vehicle kilometres split by Rural
roads (which make up the greatest road length and the classified network. and urban road classes (excluding trunk roads),
are mainly urban) and trunk roads, Hertfordshire’s and shows that rural roads have almost three times
Figure 2.4.3 shows vehicle kilometres split by rural
classified road network is 77% rural and 23% urban. as much traffic compared to urban roads. This is
and urban road classes (excluding trunk roads), and
due to there being higher flows on rural A roads
Based on this classified network, rural C roads make shows that the highest average flows take place on
and a greater rural road network length (1305km
up the highest proportion followed by rural A roads. rural ‘A’ roads, followed by urban ‘A’ roads.
compared to 397km).
Whilst urban ‘A’ roads are among the most
congested roads, they only make up 3% of
2.4.4
2.4.2
Figure 2.4.2 - Urban and Rural Network Lengths Figure 2.4.3 - 2017 Average Traffic Figure 2.4.4 - Urban and Rural Traffic by Road Type
Flows on Urban and
7.9%
Rural Roads C Road B Road A Road
C Road Urban 16.0 15.01
21.6% Road Type Rural Urban
5.1% 134 A Road
B Road Urban 14.0
Rural A Roads 24,625 19,092
87 368 4.81
12.0
Million Vehicle Kms/Day
10.3% B Roads 8,084 11,257
A Road 10.0
Urban C Roads 7,470 9,006 1.80
176 8.0
Total 40,179 39,355
6.0 5.40
Source: HCC’s TRACAS database (annual traffic count programme)
14.3% 1.25
B Road Rural 4.0 8.41
0.92
243
2.0
3.23
0.0
Rural Urban
40.8%
Road Type
C Road Rural
694 Source: HCC’s TRACAS database (annual traffic count programme).
Source: HCC’s TRACAS database (annual traffic count programme).
24contents
Congestion, Growth Travel Behaviour Information and
Introduction Traffic Flow Sustainable Transport
and Air Quality & Choice Appendices
2.1 Traffic Flow
2.2 Goods Vehicles 2.3 Powered Two-Wheelers 2.4 Road Network & Urban Rural 2.5 Key Routes 2.6 Traffic Flow by District
by Road Class
2.5 Key Routes & Future Transport
There are a number of key transport routes in Network (SRN), that included a programme of stable As economic growth is high on the agenda the
Hertfordshire that link to important economic funding to help deliver these targets, including: Government has changed the way local authorities
destinations outside of the county (i.e. London, receive funding and as part of the Growth Deal the
• Making the network safer, contributing to a
Cambridge, Peterborough, Heathrow, Stansted and LEPs are encouraged to bid for funding, including
40% reduction in deaths and serious injuries
Luton), as well as many key internal transport routes transport schemes, from 2015 to 2022.
by the end of 2020
that connect Hertfordshire’s primary destinations
Due to these changes there is a much greater
and main urban towns. • Supporting the smooth flow of traffic, so that
need to identify and prepare major projects that will
85% of incidents are cleared in an hour and 97%
In 2017 the Government set out a long term plan to provide an increased benefit to both the local and
of the network remains open
boost the economy through an Industrial Strategy, wider economy. Hertfordshire’s Local Transport
which includes plans to improve the infrastructure • Encouraging economic growth, supporting Body (LTB) has been set up to decide and prioritise
such as facilitating fully self driving cars on the UK businesses, the construction sector, and the schemes within Hertfordshire. Further information on
roads by 2021 and the deployment of 5G network. planning systems Hertfordshire’s LTB can be found at:
The strategy also identifies other new funding http://www.hertsdirect.org/ltb.
• Delivering better environmental outcomes,
opportunities such as the Housing Infrastructure
cutting noise exposure at 1,150 sites and The LEP’s Strategic Economic Plan (SEP), set out
Fund (HIF), the Transforming Cities Fund and the
reducing net biodiversity loss scheme proposals for funding via the Growth Deals
identification of a Major Road Network (MRN).
Single Local Growth Fund. The LEPs SEP identified
The Transport Investment Strategy sets out future • Helping cyclists, walkers, and other vulnerable
three ‘Growth Areas’, consisting of the M1/M25, the
priorities and growth for transport investment and users of the network by increasing and improving
A1(M) and the M11/A10.
provides more detail on the Major Road Network crossings
(MRN), which aims to fund improvements to Local Within these growth areas some key transport
• Achieving real efficiency with work delivered
Authority’s most important A roads using Vehicle schemes were proposed and funded including;
on time and on budget, and generating savings
Exercise Duty (VED). congestion reduction measures along the A1(M),
of over £1.2 billion
M1 and M25, congestion relief along the A602 and
Prior to the Industrial Strategy and Transport • Keeping the network in good condition, with construction of the A120 Little Hadham Bypass.
Strategy the Road Investment Strategy (RIS) set out at least 95% of the road surface not needing In addition to this funding was set aside to assist the
to improve England’s motorways and major roads investigation for possible maintenance longer term A1(M) strategy.
through a long term plan for the Strategic Road
25contents
Congestion, Growth Travel Behaviour Information and
Introduction Traffic Flow Sustainable Transport
and Air Quality & Choice Appendices
2.1 Traffic Flow
2.2 Goods Vehicles 2.3 Powered Two-Wheelers 2.4 Road Network & Urban Rural 2.5 Key Routes 2.6 Traffic Flow by District
by Road Class
2.5 Key Routes cont.
Figure 2.5.2 - Hertfordshire’s Most Heavily Trafficked Roads
Route Length Averaged flow across full Figure 2.5.2 shows the top 25 busiest roads in
Road Key Links
(KM) road length (AAWD) the county according to HCC’s traffic monitoring
M25 London, London Airports, Dover, Oxford, Essex, the South 107 151,045 programme. These figures show that whilst Trunk
M1 Maylands, London, Milton Keynes, London Airports, Dover, the North 69 147,097
and A Roads make up the majority of roads with
A1(M) London, London Airports, M25, Dover, the North 94 72,072
high flows, there are a few exceptions, including
A1 London, London Airports, M25, Dover, the North 9 64,217
A414 Maylands Business Park, Cross-county, Chelmsford, M1, M25, A1(M), M11 84 35,514
the B4630 (Watford Road through Chiswell
A41 Cross-county, Maylands, London, London Airports, Aylesbury, Oxford 79 33,297 Green).
A4008 Watford, North London, 18 31,841
A405 Intercounty, links to M1, M25 & A41 16 30,552
A10 London, London Airports, M25, Cambridge, Dover 93 29,800
A602 Intercounty, links to A10, A1(M) 38 28,945
A505 Cross-county, Luton, links to the M1, A10 & the M11, Cambridge 67 28,447
A6129 A1(M), A414, Hatfield to Welwyn GC 4 27,618
A414 (old M10) M1, M25, A1(M), St Albans, Hemel Hempstead 5 25,112
A121 M25, M11, A10 5 24,378
A1072 A1(M), Stevenage business park, A602 13 23,765
A4147 Intercounty, links to the M1 14 21,055
B4630 A414, M1, M25, St Albans 3 20,327
A4178 Watford 3 19,714
Amersham to Chorleywood to Rickmansworth to Northwood to Harrow to
A404 9 19,428
Wembley
A1070 (Six Hills Way), A1(M), A10 1 19,259
A1250 Bishop's Stortford 5 19,103
A111 Potters Bar to Barnet, M25, A10, London 2 19,044
A120 Bishop's Stortford, East / West, Stansted 14 17,835
A1081 St Albans to Harpenden, A1(M), M1, M25,A414 24 17,786
A5135 Borehamwood, A1(M), M1 2 17,716
Source: Figure 2.5.2 HCC’s TRACAS database (annual traffic count programme)
26contents
Congestion, Growth Travel Behaviour Information and
Introduction Traffic Flow Sustainable Transport
and Air Quality & Choice Appendices
2.1 Traffic Flow
2.2 Goods Vehicles 2.3 Powered Two-Wheelers 2.4 Road Network & Urban Rural 2.5 Key Routes 2.6 Traffic Flow by District
by Road Class
2.6 Traffic Flow by District
Traffic flows often vary between the districts of occurred in Dacorum (5.1%) and Hertsmere kilometres due to the longer overall road lengths
Hertfordshire and aren’t always representative of (-3.6%). The changes in Dacorum are likely to be within these districts.
overall County trends. due to the detrunking of the A5 to the A5183 and
St Albans vehicle kilometres are also high due to the
reclassification of the A4147 to the B440, which has
Figure 2.6.1 shows that compared to the previous presence of heavily trafficked routes such as the M1,
resulted in changes to the road type and lengths,
year traffic reduced in five districts (Hertsmere, A414 and M25 running through the district.
which alters how the data is calculated.
Stevenage, Three Rivers, Watford and Welwyn
Nevertheless, smaller districts, such as Watford and
Hatfield), flows increased in two (North Herts and Figure 2.6.2 shows vehicle kilometre breakdown
Stevenage, tend to ‘pack’ more traffic overall on their
Dacorum), whilst flows in Broxbourne, East Herts by road class and district. Larger Districts such
road network meaning vehicle concentration
and St Albans remained similar. The largest changes as St Albans and East Herts have greater vehicle
is higher.
Figure 2.6.1 - Vehicle Kilometres by District Table Figure 2.6.2 - District Vehicle Kilometres by Road Type
2.6.2
C Road B Road A Road Trunk - Motorway & A Road
"% Change Highest 10.00
VKm/Day HCC
District HCC Roads Recorded Road
Roads1 (millions) 9.00
16-17" Flow (AAWD)
0.83
Broxbourne 1.52 0.6% 48,757 A10 8.00 0.43
Dacorum 2.89 5.1% 162,756 M1 7.00
Million Vehicle Kms/Day
1.35
East Herts 4.25 -0.3% 43,966 A10 6.00
Hertsmere 1.40 -3.6% 91,210 M1
5.00 0.47
North Herts 3.85 1.3% 83,820 A1(M) 2.00 0.06
0.51
4.00 0.38
1.27 0.32
St Albans 2.61 0.1% 168,545 M1 0.74 0.71 0.61
3.00 0.32 6.29 0.47
Stevenage 0.77 -0.6% 71,148 A1(M) 0.51 0.37
0.90
Three Rivers 1.04 -1.4% 91,210 M25 2.00 1.83 4.09
0.14 1.47 0.06
3.09
0.23 2.46 0.05 0.10
Watford 0.96 -2.1% 47,160 A4008 1.00 0.67
0.00 1.91
1.14 1.00 1.06 0.86
0.68
Welwyn Hatfield 1.98 -2.4% 82,174 A1(M) 0.00 0.00 0.00 0.00
e ts e s ns rs
rn um er rt ge rd ld
Source: HCC’s TRACAS database (annual traffic count programme) ou or er He ba na ve fo fie
c H sm l e Ri at t
HCC roads = Hertfordshire County Council controlled roads, which ox
b
Da st er
t
rt
h tA ev ee W - Ha
St
1
Br Ea H o S r yn
excludes motorway and trunk roads N Th w
el
W
Source: HCC’s Tracas database (annual traffic count programme)
27You can also read
