GREEN ACTIVE TRAVEL ROUTES
Supported by:
DEFINING GREEN ACTIVE TRAVEL ROUTES
What do we mean when we talk about ‘green active travel’ routes? Active travel can be defined as the means of transport for necessary journeys such as commuting or going to school, that requires physical activity - such as cycling, walking or scootering (rather than using motorised or carbon-dependent vehicles).
OVERVIEW
Green infrastructure is defined by The European Commission as “the use of ecosystems, greenspaces and water [...] to deliver environmental and quality of life benefits. It includes parks, open spaces, playing fields, woodlands, wetlands, road verges, allotments and private gardens.” Their definition also highlights the benefits of green infrastructure, which include “climate change mitigation and adaptation, natural disaster risk mitigation, protection against flooding and erosion as well as biodiversity conservation.” Green infrastructure delivers its biggest environmental benefits when it forms a network of diverse different green and blue (water-based) spaces across a rural or urban area. These spaces may be of differing ownership, size and condition, but together they form a green network that benefits both environment through biodiversity, climate change resilience, water management, and habitat, as well as people via health and wellbeing benefits connected with exposure to natural settings. This green infrastructure network can be intentionally integrated with a network of active travel routes. This might be via retrofitting new active travel routes to existing green corridors, introducing or enhancing green infrastructure along an existing active travel route, or by newly planning both active travel routes and green infrastructure together from the start. The result is a sum that is more than its parts. By deliberately integrating the creation or enhancement of active travel movement routes for people, with improved green networks typically considered as benefitting environment, we can create attractive routes that deliver mutually beneficial results for both people, the environment and beyond. This integrated or combined approach can also lead to more joined up, coordinated management approaches that view green active travel routes as coherent pieces of infrastructure, increased partnership working with other organisations and volunteers, improved social connectedness and feelings of ownership, improved use of green infrastructure spaces, and additional health and well-being benefits that combine physical activity, with health and well-being boosted by connection with the natural environment.
WHAT ARE GREEN ACTIVE TRAVEL ROUTES?
“Green active travel routes create attractive places and journeys for people and improve the environment. The deliberate choice to combine natural planting, greenery or water systems together with paths for people on foot or bike delivers a range of benefits. From environmental improvements such as increased habitat and biodiversity to improved health and well-being for people.”
INTRODUCTION Green active travel routes create attractive places and journeys for people and improve the environment. The deliberate choice to combine natural planting or water systems together with paths for people on foot or bike delivers a range of benefits. From environmental improvements such as increased habitat and biodiversity to improved health and wellbeing for people. Here, we present a number of exemplar green active travel routes from around the world as inspiring case studies of what can be achieved using this approach, and the lessons that can be learned.
OVERVIEW
These case studies highlight the fact that each green active travel route is different. What is achievable will vary dependent on location, context, budget, political support, and the range of potential partners for that locality. The case studies presented here are intended to give a flavour of what can be achieved - as both inspiration and to provide key learnings for others aspiring to implement their own green active travel routes. This suite of case studies includes projects at a variety of different scales and set within different contexts worldwide. They include green active travel routes that have been recently implemented or improved, retrofitted or newly planned, and which are exemplary for one or more aspects. The five exemplar green active travel case studies looked at in more detail are: • Green Cycle Routes, Copenhagen: cycle and pedestrian network for green commuting • Green Network, Hamburg: masterplan and strategy for a green active travel network • Connswater Community Greenway, East Belfast: a living landmark for East Belfast • Greener Greenways, across the UK: a large scale initiative promoting biodiversityy • Little France Park, Edinburgh: an initiative integrating active travel routes within a masterplan
Nørrebroruten, the first Copenhagen Green Route. Photo credit: Christian Lindgren
PROJECT BACKGROUND The five green active travel case studies demonstrate real-life examples of the ways active travel routes can be combined with green infrastructure and habitat networks to result in positive outcomes for both people and environment. The case studies include a diverse mix of green active travel routes which offer learning, inspiration, and practical examples of the ways green (and blue) networks can be successfully integrated as a core part of new infrastructure aimed at increasing cycling and walking. There are many different ways this integration of green infrastructure and active travel routes can be planned, delivered and managed, depending on scale, context, location, and budget. Whilst no example is perfect, the case studies presented here aim to demonstrate a mix of achievable and aspirational projects, from the UK and beyond, and at both larger, strategic scales, and smaller, local-level interventions. They focus on recently implemented projects that have, in some way, successfully brought together active travel and greening. Information was gathered from both the project management teams who delivered these projects, as well as the end users of the routes (such as local residents, interest groups, cyclists and pedestrians) to give the fullest picture of these successful green active travel routes, the benefits they have brought about and any practical lessons learnt in implementation.
OVERVIEW
POLICY CONTEXT In the last few years there has been a significant increase in active travel delivery focussed on improving hard infrastructure, better signage and behaviour change. This has been supported by planning policy and guidance, including the National Planning Framework 3, A Long-term Vision for Active Travel in Scotland 2030, Let’s Get Scotland Walking – The National Walking Strategy, and the Cycling Action Plan for Scotland, amongst others. Additional policies relating to green infrastructure and/or active travel include the 2020 Challenge for Scotland’s Biodiversity, Climate Ready Scotland: Scottish Climate Change Adaptation Programme, and Cleaner Air for Scotland – The Road to a Healthier Future. The green active travel case studies presented here demonstrate, both within Scotland and the UK and internationally, how policies such as these can be practically realised through implementation of green active travel projects. Wildlife champion volunteer training. Greener Greenways Scotland.
WHAT LESSONS CAN BE LEARNT? Across the five green active travel case studies, a number of common themes and key learning points emerge: •
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OVERVIEW
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Partnership working is highly beneficial and helps ensure successful delivery. Organisations, landowners and other stakeholders are stronger working together around a common vision, and can realise efficiencies in mutually desirable outcomes. Engagement with local communities is key. This helps build feelings of ownership of local green active travel routes, increases their use by local people, and offers volunteers opportunities as part of ongoing management of the routes. Green surroundings make the active travel experience more enjoyable and attractive for users. Often resulting in their preferential use of green active travel routes over more direct routes. This also has health and well-being benefits. A safer environment diversifies those using active travel green active travel routes often provide an alternative to busy on-road routes, encouraging feelings of safety and therefore a more diverse range of users (including those new to cycling or with children). Retrofitting or newly planned approaches can work. Whether retrofitting new or enhanced green infrastructure to existing active travel routes, adding new cycle or walking paths to existing greenspace, or newly planning both together from the start as part of a deliberate combined approach; all these methods can deliver successful green active travel routes with multiple benefits and positive impacts. Think big and plan early - where possible, early planning and being bold in terms of scale and application of green active travel routes helps achieve most impact. Whilst smaller scale green active travel routes can have significant positive impacts, thinking about larger networks or strategies at the city-scale, and ensuring these are built into spatial urban planning strategies early on, undoubtedly holds greater results.
Sam Thompson Bridge, at Victoria Park. Part of Connswater Community Greenway.
COPENHAGEN ‘GREEN CYCLE ROUTES’ URBAN RETROFITTING OF INTEGRATED GREEN ACTIVE TRAVEL ROUTES ACROSS A CITY Location: Implemented:
Copenhagen, Denmark 2000 - ongoing
CASE STUDY
The Copenhagen Green Cycle Routes, or Grønne Cykelruter, provide an excellent example of how green active travel routes can be retrofitted and integrated within an existing dense urban setting, and as part of broader aspirational strategic urban planning. The Green Cycle Routes network across Copenhagen already consists of more than 58km of green active travel routes, and includes high profile new additions such as the Harbour Ring Route and Carlsberg Route. The city of Copenhagen’s Green Cycle Routes offer a more relaxed, natural, and quiet alternative to the main network of cycle paths along streets across the city. The Green Cycle Routes’ paths are considerably wider than their busier on-road alternatives, and provide an opportunity to slow down and enjoy the various greenspaces, habitats, amenity parklands and open public spaces within the city whilst at a safe distance from traffic. Occasionally the Green Cycle Routes include sections on quieter roads, but are typically calmer, greener routes through the city. The routes are primarily used by cycling commuters, who enjoy the more pleasant green surroundings and quieter nature of these routes compared to busier on-road cycle path. Pedestrians do also use these routes, particularly those running or exercising, as well as those cycling for recreation and leisure. The attraction of the Green Cycle Routes as a choice for both commuters, tourists and recreational users alike to move around the city, has stemmed from the deliberate integration of quieter, green, natural habitats with active travel routes that connect up key destinations within and across the city. It is this combination of attractive qualities and practical functionality that has made the Copenhagen Green Cycle Routes a success. The routes have brought benefits for people’s health and well-being, enjoyment and exploration of the city and positive environmental outcomes.
Nørrebroruten, the first Copenhagen Green Route. Photo credit: Christian Lindgren
COPENHAGEN ‘GREEN CYCLE ROUTES’
The City of Copenhagen’s overarching goal is to be the world’s best cycling city, encouraging increasing numbers of people to cycle each day as a way to get around. Copenhagen’s Green Cycle Routes are an important contemporary part of the city’s overall transport system and planning strategy to achieve this, offering an attractive alternative to the busier on-road cycle paths, particularly at peak hours. The Green Cycle Routes connect essential destinations and districts across Copenhagen; from the inner city to the outskirts, including major residential areas. Their attractive setting within the urban context is what helps promote their use for active lifestyles and encourages walking and cycling as part of citizens’ everyday routine.
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PROJECT BACKGROUND
“I like how [the Green Routes] both integrate greenery into my daily commute and also offer possibilities for long ‘green walks’ through the city. Anon, local Copehagen resident
The Green Cycle Routes of today have their roots in the early 20th century. Planning started in Copenhagen in the 1930s and 1940s for a network of green routes and corridors to connect across and around the city. This formed part of the ‘Finger Plan’ for Copenhagen in 1947, aiming to ensure wedges of green natural habitat were retained between the ‘fingers’ of development extending from the central ‘palm’ of the city. This overall planning scheme for Greater Copenhagen helped lay the groundwork for the Green Cycle Routes. In the late 1990s, more detailed discussion and planning followed, leading to proposals for a series of Green Cycle Routes utilising these linear greenspaces, based on work and discussion by both local cycling groups and the City of Copenhagen municipality. As plans for these routes were refined, their aim was distilled as connecting the periphery of Copenhagen with the city centre via a series of cycle and walking routes that were set apart from traffic and encompassed greenspaces and nature. In 2000 a Green Bicycle Plan was created to make these Green Cycle Routes a reality, starting with Nørrebroruten. The routes were subsequently featured in the City of Copenhagen’s 2002-2012 Cycle Policy, which stated, “[Green] Cycle Routes are to be built to a high standard, and usually include a wide cycle path and separate pedestrian walkway. Where possible cycle routes run in their own separate area through green surroundings and are designed to minimise the stops cyclists have to make because of other traffic. In addition to serving as home-workplace routes, they are also intended to have a recreational function”. The city’s cycling initiatives have since been renewed, developed and updated to include complementary additional programmes such as the Cycle Super Highways, which are primarily on-road, more direct routes aimed at commuters, though these do also incorporate sections of the Green Cycle Routes. The Green Cycle Routes programme currently consists of 24 individual cycle routes which connect green parks, lakes, the harbour, university, and utilise disused railways and playing fields in between different neighbourhoods across Copenhagen. The total length of these routes is currently 58 kilometres, with plans to add an additional 57 kilometres in the near future.
‘Havneruten’, Harbour Ring Route creates a loop around waterside central Copenhagen. Photo credit: Christian Lindgren
Copenhagen is already known worldwide as a cycling city. More than 50% of Copenhagen residents cycle to work or education, and the city contains the world’s busiest cycle lane1. Whilst Copenhagen’s on-road separated cycle lanes are already well renowned, the Copenhagen Green Cycle Routes are an interesting addition to this already cycle-friendly city, given their focus on integration of green infrastructure and natural habitat. This creates a different character, a network of quiet, green, alternative routes to walk or cycle, that are wider, more childfriendly and tolerant, and which are mostly away from traffic. This has allowed a variety of interesting and beneficial outputs, including increases in the numbers and diversity of people cycling and walking, and creating an alternative, attractive and green way to explore the city - whether as a commuter, tourist, for leisure or even those learning to cycle. To date, there are 58km of Green Cycle Routes comprising a network around Copenhagen, with a ratio of typically 20% pedestrians to 80% cyclists. Each route is unique, but together they connect to create a large impact. Individual routes of note include the popular Nørrebroruten, Carlsberg Route and Harbour Ring Route. Nørrebroruten, was the first Green Cycle Route to be implemented, delivered via a phased approach to a very high standard, and remains one of the most well-used. Recent research has shown more than 8,300 cyclists and 1,300 pedestrians use the Nørrebroruten daily2, with bicycle traffic observed to have increased by 42% from 2010 to 20131. The route was originally 10km in length, running from Lyngbyvej in the north of Copenhagen to Valby in the south, but has since been renamed, with only the 4km section within Copenhagen to the east of Frederiksberg known as Nørrebroruten. This connects via a bridge to the section known as the “Green Path” in the neighbouring municipality of Frederiksberg, and then Danshøjruten to the west of Frederiksberg. The route acts as a green active travel corridor running through this dense urban area, interspersed with urban public spaces such as Superkilen, passing through social housing such as at Mjølnerparken, and connecting the city of Copenhagen with Frederiksberg (within which the Science Faculty of University of Copenhagen is located) via the Åbuen cycle/walking bridge. The route required the purchase of land from the Danish State Railways and received financial support from the Ministry of Transport to enable its implementation. The route demonstrates a successful example of co-operation and co-ordination between different municipalities, in this case the Frederiksberg and Copenhagen, to achieve a popular, attractive green active travel route that benefits both areas. The Harbour Ring Route, or Havneringen, was opened in 2016 when a major missing link was overcome by the new Inderhavnsbroen (Inner Harbour bridge) in the northern section of the route. This bridge connects the bustling tourist district
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COPENHAGEN ‘GREEN CYCLE ROUTES’
OUTPUTS: WHAT AND HOW?
Most of all [I like that the Copenhagen Green Routes] make my bicycle rides through the city and my running a lovely and peaceful thing instead of something boring. It becomes more than just transport. Anon, Copenhagen resident
Nørrebroruten, the first Copenhagen Green Route. Photo credit: Ursula Bach, City of Copenhagen
COPENHAGEN ‘GREEN CYCLE ROUTES’
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Nyhavn with the downtown area of Christianshavn. The bridge was instantly popular with some 14,000 visiting cyclists and 10,000 pedestrians per day in summer. Signposting enables people to follow the route all the way round the harbour, past new housing areas currently under construction. At the southern end of the route, the facilities are not yet satisfactory, but it is possible to pass the lock by dismounting and lifting bicycles up and over before continuing. This Green Cycle Route is a work in progress, with the intention to gradually improve the standard as development of the adjacent housing areas progresses. The Harbour Ring Route is one of the most central of the Green Cycle Routes, and has been successful in combining existing fragments of walking and cycle routes whilst adding new connections to create a more cohesive route as a result. The output is an attractive, joined-up water-side route that is increasingly popular with tourists seeking to explore Copenhagen’s harbour, as well as commuters and residents.
I sometimes choose the Green Routes instead of another route, just because it is a pleasant ride. It is important to integrate nature in the city, and to connect different parts of the city. Anonymous, Copenhagen resident
The Carlsberg Route is an example of a successful output resulting from a public private partnership to create a green active travel route. In this instance, an extension agreement was implemented between City of Copenhagen and the privately owned Carlsberg city district. The Carlsberg Route is 5km in length, running from Copenhagen’s Central Station, through the highly urban district of Vesterbro and new Carlsberg city district, to Danshøj station in Valby. It is anticipated that by 2025 this route will be used by more than 10,000 cyclists per day1. The route’s positive impact has already been demonstrated by the increased interest in property in the area following implementation worth 351 million Kroner (£41 million) as a result of the improved cycling conditions, creation of a park, limiting car traffic and increasing outdoor space that have formed part of the Carlsberg Route development in the Vesterbro downtown area. Research findings have shown the Green Cycle Routes have also had a positive impact on reduced traffic and congestion, urban life, public health and the economy1. The positive public health outcomes are thought to be due to the increased likelihood that nearby residents will choose active travel as their transport mode each day. Research about the Copenhagen Green Cycle Routes also indicates a number of positive outputs and impact the combination of green natural environment together with functional cycle and walking routes can have. For example, 80% of cyclists along the Søerne route were found to have deliberately chosen to use this Green Cycle Route over the streets close by. This helps redistribute existing cyclist traffic away from congested on-road cycle paths, as well as encouraging more people to take up active travel behaviour. For example, across the Copenhagen Green Cycle Routes, 20% of users were found to be new cyclists to the area. 1 Københavns Kommune: Teknik- og Miljøforvaltningen, Byens Udvikling, 2015, [pdf] ‘Velkommen på Københavns Grønne Cykelruter’, available at <http://kk.sites.itera. dk/apps/kk_pub2/pdf/1377_Tyil2q50ey.pdf> [accessed Dec 2016] 2 Hviid Garrett, A., and de Vries Bækgaard, M., 2015, Cycling on the Nørrebro Route.
‘Havneruten’, Harbour Ring Route creates a loop around waterside central Copenhagen. Photo credit: Christian Lindgren
It can take a long time, a focused agenda and public support to develop a successful comprehensive green active travel network across a city similar to the Green Cycle Routes in Copenhagen. However, there can be many benefits that make this investment in green active travel routes worthwhile. For example, the Green Cycle Routes are popular with a diverse range of people. Users commonly cite that the Green Cycle Routes are more child-friendly than on-road routes due to their increased width and more relaxed atmosphere and environment. They also offer the opportunity to combine different modes of transport for those who might otherwise find cycling or walking the full distance to their destination too far. For example, there are frequent connections to Copenhagen’s S-train urban rail network, which allows people to commute with bikes on the train or for pedestrians to shorten the active part of their journey if the distance would otherwise be too far for their fitness level or health condition. Considerable monitoring and evaluation research of the impact of Copenhagen’s Green Cycle Routes has also shown a range of benefits. For example, there has been an increase in: • • • • • • • •
numbers of cyclists numbers of people walking the popularity and use of urban spaces the public’s general health green infrastructure and habitat child-friendly routes better use and appreciation for greenspace and habitat within the city redistribution of cyclists from busy congested on-road cycle routes to create a more pleasant cycling environment.
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I cycle on the Green Routes five times a week. I am cycling on them today to pick up my children. I like that it is green and there are no cars. It makes you happier cycling on these routes. It makes me anxious cycling along the busy roads. Rebecca, cyclist, Nørrebroruten
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COPENHAGEN ‘GREEN CYCLE ROUTES’
WHAT ARE THE BENEFITS?
‘Havneruten’, Harbour Ring Route creates a loop around waterside central Copenhagen. Photo credit: Christian Lindgren
Whilst the Copenhagen Green Cycle Routes have been achieved within a city, country and political context that has had the foresight, resources and aspiration to achieve this strategic large-scale approach over a number of decades, there are still many lessons that can be learnt and applied elsewhere. The key to the success of the Copenhagen Green Cycle Routes is that they offer an attractive green alternative route for all types of cyclists and pedestrians. By developing high quality, well-surfaced, wide paths set within a green and beautiful environment, the numbers of people enjoying active travel has increased, making it a part of their everyday life. The deliberate integration and strategic approach merging green infrastructure and well-designed active travel paths that connect city destinations has allowed the Copenhagen Green Cycle Routes to thrive. The paths are wide, offering an opportunity to enjoy the ride amongst pleasant green surroundings, away from the stress of traffic, and minimising frequent stops at traffic lights, with room to cycle alongside friends or stop to pause. This has improved the user experience of cycling or walking, helping making it a desirable transport choice for necessary travel, and encouraging more people to use these routes for their everyday journeys. A recent study3 including focus group with users of the popular Nørrebroruten cycle route found the following considerations to be the most important factors in their bicycle trip (ordered by priority): • • • •
Green and active surroundings Safety and security (perception of safety demonstrated by diversity of users) Wide cycle lanes and space for pedestrians (infrastructure design) Tolerant cycle culture (enhanced by guidance and education).
This demonstrates the importance of incorporating green surroundings with active travel routes, in combination with other factors such as infrastructure design and behaviour change to ensure maximum take-up of active travel routes. The study found that it was the combination of ‘active surroundings’ consisting of both attractive green settings and urban gardens which change with the seasons or are pleasant to look at, as well as presence of other people and ‘urban life’ that make the Nørrebro Green Cycle Route attractive. These lessons can be translated to other settings when considering how to develop green active travel routes. 3 Hviid Garrett, A., and de Vries Bækgaard, M., 2015, Cycling on the Nørrebro Route
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I’m sure that the [green cycle routes] are one of the main reasons why the amount of cyclists in Copenhagen continues to increase. [...] As a means to persuade non-cyclists to cycle I think that [green cycle routes] certainly could turn out to be very, very useful anywhere in the world. [...] [Green cycle routes] can surely fulfil many of the arguments for starting to cycle (safety, direct, quiet, unpolluted...). Erik Hjulmand, Danish Cycling Federation
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COPENHAGEN ‘GREEN CYCLE ROUTES’
KEY LEARNING POINTS
‘Lufthavnsruten’, the Airport Route, connects Kastrup airport with the South-Eastern neighbourhoods of Copenhagen via Øresund. Photo credit: Christian Lindgren.
COPENHAGEN ‘GREEN CYCLE ROUTES’
FUTURE DIRECTIONS Copenhagen’s Green Cycle Routes have a positive impact as part of the active travel agenda and contribute to social integration, better urban areas and environmental and climate change adaptation goals. As a result, Copenhagen Council has integrated these alternative Green Cycle Routes into its general planning and development proposals relating to a range of important goals from socially deprived areas to green infrastructure for stormwater management.
Current Status and Future Plans 2015-2025, City of Copenhagen
There are already plans for an additional 57km to be added in the near future to the routes already implemented. Future Green Cycle Routes will focus on connecting up missing links in the present network, and encouraging increased recreational use of these routes as a more leisurely alternative to the ‘Cycle Super Highways’ programme. It is anticipated the fully realised Green Bicycle Route Map comprising of a network of Green Cycle Routes will be complete by 2025.
/ EXISTING OR FINANCED ROUTES / COMPLETION OF SUCCESSION PLAN FROM 2006 / OTHER PLANNED GREEN CYCLE ROUTES / PASSING THROUGH OTHER MUNICIPALITIES
Carlsberg Route, developed via a publicprivate partnership. Photo credit: Troels Heien, City of Copenhagen
CONNSWATER COMMUNITY GREENWAY A LIVING LANDMARK FOR EAST BELFAST DELIVERED WITH COMMUNITY ENGAGEMENT Location: Implemented:
Belfast, Northern Ireland First phase complete 2014, second phase complete 2017
CASE STUDY
When complete, the Connswater Community Greenway will be a living landmark and a fantastic legacy for everyone from across Belfast and beyond to enjoy. As well as offering greener, cleaner spaces, including a wildlife corridor from Belfast Lough to the Castlereagh Hills, the 9km length linear park includes 16km of foot and cycle paths, improved greenspaces, 26 new or improved bridges and crossings, 5km of flood walls and embankments, six new tourism and heritage trails and a C.S. Lewis Square for celebrations and events. The Department for Infrastructure’s Rivers Agency is also working in partnership to deliver elements of a combined East Belfast Flood Alleviation Scheme, which will help to reduce flooding for 1,700 properties along the greenway. Phase 2 includes new paths, bridges, improvements to rivers and flood defences and new lighting, benches, landscaping and planting. The project has been developed using active community engagement with stakeholders throughout the process, which has helped lead to its success.
C.S. Lewis Square, a public space and destination for events and activities along the Greenway
CONNSWATER COMMUNITY GREENWAY
The Connswater Community Greenway is a £40 million funded project developed by EastSide Partnership and delivered by Belfast City Council who are managing the project construction. Funded by the Big Lottery Fund, Belfast City Council, the Department for Communities and the Department for Infrastructure Rivers Agency, the greenway will improve the quality of life for local people and create a legacy for future generations.
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From the outset the concept of the greenway was a game-changer for east Belfast and beyond. The Greenway has brought communities together linking the people of East Belfast to its places. It has brought our parks back to life and given residents back a sense of pride in their community. It has created a heart/soul in east Belfast at the Holywood Arches through the provision of new civic space with outstanding public art and has become a driver for community participation/engagement with the area, the environment, the arts and so much more. Sean Brannigan, Belfast Regeneration Directorate
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PROJECT BACKGROUND
The Connswater Community Greenway will consist of a 9km linear park through east Belfast, following the course of the Connswater, Knock and Loop rivers, and connecting a network of open and greenspaces. The greenway aims to create vibrant, attractive, safe and accessible parkland for leisure, recreation and community events and activities. It also aims to address problems relating to neglect of the Connswater river and its associated poor water quality. For example, as part of the project the rivers have been restored and brought back to life using a series of measures including re-alignment, planting and cleaning to support a range of habitats. The construction of the Connswater Community Greenway has been divided into two construction phases. The first phase was completed in 2014 and focused on Victoria Park and Orangefield Park where properties were at most risk of flooding. The following phases focus on the remaining areas of the greenway. The Connswater Community Greenway includes key public spaces that act as destinations along its length. For example, the C.S. Lewis Square which opened on 22 November 2016 and was named after the Belfastborn author, forms part of the Connswater Community Greenway at the intersection of Connswater and Comber greenways. The C.S. Lewis Square is the first outdoor space of its kind in east Belfast, offering the community opportunity to utilise the space for events and outdoor activities, from school workshops, to fitness bootcamps, running clubs, markets and outdoor theatre. A public-private partnership between Belfast City Council and Coca Cola has already led to the Belfast Bikes scheme, which is stationed at the east edge of C.S. Lewis Square on the Connswater greenway, which has helped increase and facilitate more people to commute to the city centre by bike along the Connswater Community Greenway. The project demonstrates exemplary partnership working. The project was developed by EastSide Partnership and is being delivered by Belfast City Council. The Department for Infrastructure’s Rivers Agency is a key partner in the project delivering elements of the East Belfast Flood Alleviation Scheme which will reduce flooding to properties along the route.
Sam Thompson Bridge, at Victoria Park. Part of the Connswater Community Greenway and named by public vote.
CONNSWATER COMMUNITY GREENWAY
The Connswater Community Greenway aims to improve the urban environment, as well as encourage healthier and more active people and stronger, safer communities and better life chances. The Connswater outputs: • • • • • • • •
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[To achieve a project like this, you need] strong leadership and vision, a great team and to focus on good quality. [...] The community involvement was [also] key to delivering a successful project of this scale. The funders were flexible with timescales and outcome focused which enabled us to focus on need and make changes as required. Strong partnerships were [also important, and were] developed in the planning, design and delivery of the project. Wendy Langham, Programme Manager, Eastside Partnership.
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OUTPUTS: WHAT AND HOW?
16km of walking and cycle paths Creation of a 9km linear park for walking and cycling 26 new or improved bridges and crossings Provides greenspace and active travel routes for 23 schools and colleges Cleans up to 5km of rivers Creation of hubs for education, interpretation points and tourism and heritage trails Creation of a C.S. Lewis civic events square Provides an extensive wildlife corridor and improved habitat from Belfast Lough to the Castlereagh Hills.
WHAT ARE THE BENEFITS? The Connswater Community Greenway project looks holistically at the integration of social, environmental and economic themes in its realisation. This combination of focus on both people and environment result in the following benefits: •
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Improved quality of life - the project aims to improve the quality of life for the people of east Belfast. These include the 40,000 residents, pupils and students attending the 23 schools and colleges, visitors and tourists to east Belfast and those who chose to work and invest in east Belfast. The project generates health benefits due to active travel take-up by people walking and cycling, promotes civic engagement via participation from community members and community groups, and supports a programme of regular activities and events. A greener environment - increased greenspace will link residents to parks, leisure facilities, businesses, shopping centre, schools and colleges. The project has created additional and improved existing accessible
Launch of Marsh Wiggle Way,1km cycle and pedestrian link connecting Orangefield Park and Clarawood to the Braniel. Part of the Connswater Greenway.
CONNSWATER COMMUNITY GREENWAY
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The best quality [of the Connswater Community Greenway] is the community involvement that has been present from the start of the project. The team have worked very hard to involve the local community and now we have a community that is very proud to call this place their home. I have also used the paths in the evening for going running and I really appreciate the new paving and streetlights, it feels much safer! Alastair Beacom, local resident
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and open space including semi-natural habitats, native tree planting, improved water quality, and cleaner more accessible spaces. Economic regeneration - the Connswater Community Greenway also aims to contribute to the economic regeneration of east Belfast through investment, employment and tourism. Benefits are derived from direct employment and training arising from the project, attracting visitors to the area supporting local businesses, eight new tourism and heritage trails, public art and protection of properties from flooding.
KEY LEARNING POINTS The Connswater Community Greenway will improve the urban environment, bring together and provide facilities for the community and enhance the local economy in a number of ways. It is this combination of objectives and approaches which combine via a green active travel route which is exemplar. Objectives of the project include: • • • • • •
Additional and improved accessible and open space Improved cycle and walking paths Increasing pedestrian and cyclist users Engaging with community members, community groups and local schools and colleges in specific activities New or improved bridges or crossings Semi-natural habitat created.
It has achieved these objectives through successful partnership working, both in the funding and development of the project, but also in delivery and ongoing management. A particular learning point has been the importance of engagement with the local community. This has been integral to the success of the Connswater Community Greenway and has taken place via a range of activities, involvement and participation. For example, whilst the greenway has been regenerated, different phases, sections and bridges have been named by inviting suggestions from the community followed by a public vote. Successful names have included Sam Thompson Bridge, Marsh Wiggle Way and Kingfisher Bridge. This is just one of the ways the community have been a part of the process, alongside planting days, stakeholder forums, clean up days and more, giving local people a sense of ownership and involvement.
Linked to the C.S. Lewis Square along the Connswater Greenway, are a number of sculptures inspired by the local author’s work. The sculptures were commissioned as part of the Connswater Greenway project, and are by local artist Maurice Harron.
A decade of work with key stakeholders and local communities has been undertaken since project inception, design and now use. Experience of Phase 1 delivery has shown that it takes up to two years for the newly constructed sections to be fully complete and operational. As the new landscape beds in, necessary design adjustments are made and programmes are developed. Moving forward, the relationship between with Belfast City Council, the Connswater Community Greenway Trust and the community is key to ensuring the Connswater Community Greenway is a city asset, delivers the regeneration outcomes and becomes a destination for visitors and a legacy for future generations.
Glenn Thomas, Belfast City Council
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CONNSWATER COMMUNITY GREENWAY
The most recent development has focussed on the remaining areas of the Connswater Community Greenway. The Rivers Agency is also completing a standalone East Belfast Flood Alleviation scheme to compliment the greenway works.
[The Connswater Community Greenway] enhances the portions of east Belfast through which it passes. It promotes healthier lifestyles and gives ownership of the parks to local communities. [...] The development has not been to the exclusion of young people rather it has embraced them, listened to their views and when appropriate incorporated same into overall planning. [...] It bridges the intergenerational gap and has consistently been promoted as a place for all to enjoy.
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FUTURE DIRECTIONS
[The Connswater Community Greenway is about] inspirational regeneration, showing what can be done if people work together. Community buy-in and involvement is essential. Madeleine Hutchens, Eastside Partnership
Queens University Belfast is undertaking a study of the impact of the greenway on physical activity and resultant health benefits. The design for Phase 3 is now underway.
Launch of the C.S. Lewis Square, Connswater Community Greenway, November 2016
LITTLE FRANCE PARK, EDINBURGH INTEGRATING ACTIVE TRAVEL ROUTES WITHIN A MASTERPLAN FROM THE OUTSET Location: Implemented:
Edinburgh, Scotland 2016 - ongoing
CASE STUDY
The Little France Park cycling and walking paths provide an interesting and relevant case study demonstrating how active travel and green infrastructure can be deliberately integrated from the start of a masterplanned development process, and both the challenges and success that this can involve. Little France Park is a strategic section of green infrastructure for both Edinburgh and the region. Previously known as the South East Wedge Parkland, it forms part of a larger development area in south east Edinburgh and adjacent parts of Midlothian, including the regeneration area of Craigmillar, the new BioQuarter including Edinburgh Royal Infirmary and new housing developments in Shawfair, Midlothian. Central to the success of Little France Park and to the entire redevelopment area is the provision of high-quality cycle and active travel routes set within the parkland. These will ensure connectivity and cohesion between new and existing communities, and between them and new places of employment and activity. Provision for these green active travel routes moving through the Little France Park landscape parkland setting have been integrated as part of the larger development masterplan from the start. The initial hardscape elements of these paths have been complete since early 2016, with the later phases of implementation and soft landscape establishment still ongoing. When fully realised the parkland will constitute a major element of the Edinburgh Living Landscape. The layout and design of the green walking and cycling paths within Little France Park prioritise utility journeys, and will be complemented by and connected with other paths through the park and landscape enhancements in future delivery phases. View toward Greendykes and the new residential developments to the East of Little France Park
PROJECT BACKGROUND
LITTLE FRANCE PARK
The progression of the Little France Park project has recently been managed by the Edinburgh & Lothians Greenspace Trust (ELGT). Following a feasibility study in 2013, ELGT were approached by the City of Edinburgh Council in 2014 due to their status as an independent environmental charity. The project had stalled for a time due to land ownership issues, and so ELGT’s role was to bring the variety of local partners and stakeholders together, facilitate the process of finalising a design approach for Little France Park, package funding together, and deliver the resultant masterplanned landscape design, including implementation of the green active travel routes. A key part of this role involved ELGT drawing together the range of relevant project stakeholders to enable the project to progress. The parkland occupies land under ownership of both the City of Edinburgh Council and Scottish Enterprise, but is also relevant to a number of other organisations. Stakeholders included City of Edinburgh Council Parks & Greenspace, EDI Group, NHS Lothian, SNH, Scottish Enterprise, University of Edinburgh, Royal Botanic Gardens of Edinburgh, and Forestry Commission Scotland. Transparency within these partnerships was crucial to gain the trust of the stakeholders, and a shared vision for the delivery of the park enabled any potential blockages to be overcome. A revised masterplan was agreed and a consultant appointed to compile more detailed costing based on existing specifications and proposals. Funding commitments and staff resources from most of the stakeholders enabled a successful funding application to the Sustrans Community Links Fund, with match funding provided by the EDI Group and City of Edinburgh Council. The £600,000 total funding secured was used to enable the design and implementation of the hard landscape aspects of these new high-quality walking and cycling routes ahead of the full realisation of Little France Park. These were completed in 2016. The park was previously undeveloped low-quality arable land. This provided a unique opportunity to design and implement a high-quality path network and cycle infrastructure with few constraints, forming more direct and convenient connections than similar journeys by car or public transport, and through an extensive and attractive park landscape. The green active travel paths implemented in this first phase form an off-street cycle corridor, and have been essential to improving overall accessibility and connections in the area in the short term. When complete, the new masterplan for Little France Park will complement these active travel routes with biodiverse parkland with opportunities for outdoor recreation, facilitating further social and health benefits for those in the nearby area.
Green active travel path network within the Northern section of Little France Park. Leading toward Craigmillar Castle Park and the Royal Infirmary.
LITTLE FRANCE PARK
The fully realised Little France Park design will include three parkland character areas, each integrating walking and cycling routes, but with a different distinct focus. The northern area of the park comprises a southfacing hillside where Hawkhill Wood has been extended, interspersed with meandering cycle and walking trails. These paths connect with the key access node into the park from the north, connecting with the active travel link at Craigmillar Castle and for those coming from Craigmillar town centre through Greendykes. This northern parkland area will focus on natural play, activities and events, with enhancements creating naturalistic, less formalised yet managed grassland and wildflower meadows.
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One of the main lessons learnt was getting the principle of green infrastructure and active travel combined at an early stage in the process. The benefits of deliberately integrating green infrastructure and active travel [from the start] ensure that that the multiple benefits of both are linked. This includes improved health and well being, increased environmental and aesthetic quality, and improvements in quality of place. Ross Woodside, Project Manager for implementation and delivery, ELGT
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The parkland will form an important part of the regional green network, providing a focus for local and sub-regional leisure and amenity, improved connectivity and habitat quality and diversity for wildlife.
The central area of Little France Park will focus on movement and connections, linking the informal northern meadows to more formal parkland to the south, and connecting new and existing residential areas to the Royal Infirmary and BioQuarter. New paths have been designed to connect with existing cycle routes, helping deliver an integrated and expanded active travel network for the city. This path network will be set within Little France Park’s green landscape setting, including a flood water storage area, and habitat enhancements such as wildflower seeding, planting of marginal aquatic species and a pictorial meadow strip along the main access route. The southern area of Little France Park will be a formal parkland incorporating avenues of trees defining the urban edge to the BioQuarter and the adjacent housing. The paths and planting will frame important views of Craigmillar Castle, Edinburgh Castle and Arthur’s Seat from Edmonstone ridge, attracting people to divert to this higher ground or explore circular routes. Together these areas create a parkland that is both habitat and species rich as well as integrating active travel routes as part of a cohesive overarching masterplan.
Little France Park. Active travel routes leading toward the BioQuarter and Edinburgh Royal Infirmary from the direction of Greendykes.
OUTPUTS: WHAT AND HOW? The new park has offered an opportunity to connect and improve Edinburgh’s strategic cycle network, with effective partnership working between different landowners, nature conservancies, local authorities and other stakeholders, to create active travel routes integrated with green infrastructure as part of a planned masterplan approach. Many outputs of the project have already been realised, with additional phases and establishment of planting still to follow. Once finalised Little France Park will: • •
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LITTLE FRANCE PARK
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Create a clearly defined low maintenance landscape structure that integrates active travel opportunities Ensure newly masterplanned residential areas, business innovation and health-related built environment are easily accessible on foot or by bike, improving connectivity Maximise biodiversity through a variety of different habitats and ecotones which together add to Edinburgh’s Living Landscape Provide a high quality transition between Edinburgh’s urban areas, population and rural hinterland Add to and enhance existing strategic active travel networks. The cycleways and footpaths through Little France Park connect new and existing destinations and neighbourhoods in south-east Edinburgh, as well as adjacent parts of Midlothian, such as Craigmillar, the BioQuarter, Castlebrae High School, Edinburgh Royal Infirmary and new housing developments in Shawfair, Midlothian.
A number of quantifiable outputs have also been recorded during the project’s implementation to date. These include: • • • • • • • • • • •
1,470 linear metres of asphalt path created 200 linear metres of Type 1 whindust path created 30 tree standards planted 37 street lights installed 830 linear metres of woodland edges managed 2,940 linear metres of grass verges managed 5 directional signs installed 1 interpretation sign installed 2 cycle counters installed 1 barrier removed, 1 chicane installed 4 benches installed.
The link from Craigmillar Castle Park to Little France Park. Photo taken at the pedestrian crossing over Craigmillar Castle Road.
The primary beneficiaries of the Little France Park greenspace and newly implemented active travel routes are those living and working nearby. These green active travel routes have improved connectivity on foot or by bike for those working at the BioQuarter and nearby, including NHS, University of Edinburgh and Scottish Enterprise staff, as well as those living in nearby residential areas such as Greendykes and Craigmillar. By integrating and improving greenspace as part of new active travel routes, this route also becomes more desirable for use by local people, hospital and business visitors for both necessary journeys as well as a pleasant and easily accessible place to spend time.
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[I think the main benefits of the Little France walking and cycling routes are the] fresh air, greenspace, and [opportunity for] exercise. I like the variety of trees, birds, plants. The openness, views, and relative quiet in the middle of the city. [...] I walk more often [because of the Little France Park routes]. They are a good place to relax and think. Local resident
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WHAT ARE THE BENEFITS?
In this way, the deliberate planning for greenspace and active travel routes as part of one cohesive masterplan for Little France Park has led to multiple mutually reinforcing and linked benefits for both people and environment. Benefits of the Little France Park masterplan and green active travel routes include:
LITTLE FRANCE PARK
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Improved connectivity for pedestrians and cyclists to both nearby destinations and as part of longer strategic routes. This will also help reduce journeys made by car to these destinations. An approach implementing these green active travel routes and connections at an early stage prior to the new adjacent housing developments has been particularly beneficial and ensured routes are in place both immediately existing residents and commuters, and ahead of increased demand as the adjacent new developments complete. Proximity of high quality greenspace for everyday necessary journeys on foot or by bike, as well as for leisure and recreation. For example, Little France Park can be used by those going for a walk or taking a break from work at the BioQuarter or visiting the hospital, or as a local green amenity space for residents and families. This has a positive impact on health and wellbeing due to both the physical exercise involved and restorative psychological effect of green natural surroundings. Improved quality of habitat and biodiversity due to landscape enhancement as part of the fully implemented masterplan. This will include a mix of wetland, meadow grassland, SuDS and woodland creation. Improved aesthetic quality, local pride and sense of place.
Green active travel path network within the Northern section of Little France Park. Leading toward Craigmillar Castle Park and the Royal Infirmary.
KEY LEARNING POINTS
LITTLE FRANCE PARK
The Little France Park greenspace and active travel masterplan project exemplifies how partnership working can be successful despite complex land ownership issues and the involvement of a large number of stakeholders. The two key land owners, City of Edinburgh Council and Scottish Enterprise, worked together with other key stakeholders including EDI Group, NHS Lothian, University of Edinburgh and SNH, facilitated by ELGT, to develop a deliverable masterplan for this active greenspace. A key learning from this multi-partner project, was the need for a shared vision and a realistic expectation of the timelines needed to agree and implement a design for the parkland and routes. The process was eased and progressed forward by the involvement of ELGT, who acted as an independent environmental charity outside of local organisational politics to bring stakeholders together around a deliverable vision that would benefit both local community and environment. This is an interesting approach that could be successfully applied to other complex multi-partner projects elsewhere. Little France Park also demonstrates the way active travel routes and green infrastructure can be successfully integrated with one another from the start of a project. This approach allows for increased health and well-being benefits due to the combination of restorative green natural surroundings together with physical exercise. The attractive green setting and direct nature of the active travel routes within a pleasant parkland setting at Little France Park also acts as an incentive for local people to choose to use these paths over alternative road routes or journeys by car. The combination of green infrastructure with active travel routes has also enhanced the connectivity of nearby residential developments and key destinations surrounding the parkland whilst simultaneously creating a local amenity greenspace, utilising Little France Park as a connective landscape. This has been achieved by planning the green paths network as an integral part of the larger masterplan and strategy for the area from the early stages. The Little France Park masterplan is also interesting in that it has incorporated Living Landscapes principles into its design. This approach will help achieve significant biodiversity and habitat benefits as a result, benefiting not just people but local wildlife and the environment too. An additional learning point has been the way the project deals with the recent reductions in revenue available for ongoing maintenance of the active travel routes and greenspace. The green active travel routes through Little France Park have been designed and delivered conscious of the need for low ongoing maintenance, and have been retrofitted to complement and provide missing links in existing routes. This approach, combined with the fact the green active travel routes were delivered prior to some of the new adjacent housing developments, means their benefits have been felt since the start of the area’s regeneration, and will be easier continue maintenance of into the future.
Green active travel path network within the Northern section of Little France Park. Leading toward Greendykes.
FUTURE DIRECTIONS The Little France Park project has already succeeded in better linking Craigmillar Castle Park with Little France Drive for those on foot or by bike, and connecting Greendykes Road and the new residential developments being built to the east of the new Little France Park. This is just the first phase of a more ambitious proposed active travel route planned for future years that would link Midlothian with central Edinburgh via the Wisp and Craigmillar Castle Park. ELGT are in the process of obtaining further funding for the next phase of this route from Little France Drive to the Wisp, and hope to apply for additional funding to secure delivery of this project in the near future.
Jane, local resident
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The views are beautiful [along the paths in Little France Park]. I like walking or cycling through the woodland section near Craigmillar Castle Park and then the views opening out as you come out from the trees. It’s also a quieter route to the hospital and good for cyclists. I like that [...] you can cycle through the park. It’s a quick route and pleasant and green too.
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I live 2 miles away. [I use the Little France walking and cycling routes] approximately once a week on my route to work. [...] [I like that the Little France Park walking and cycling routes create a] peaceful and pleasant environment. Smooth, clean, well-lit paths. Sorrel, local resident
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LITTLE FRANCE PARK
Further development of the Little France Park parkland and masterplan continues and is expected to be complete within the next few years. As the residential developments, and additions to the BioQuarter and hospital adjacent to the parkland complete, it is anticipated that use of these green active travel routes and the parkland will increase.
Creating walking connections, Little France Park Photo credit: ELGT
GRÜNES NETZ HAMBURG MASTERPLAN AND STRATEGY FOR A GREEN ACTIVE TRAVEL NETWORK AT CITY SCALE Location: Implemented:
Hamburg, Germany 2014 - 2034
The Green Network (or Grünes Netz) is a masterplan and urban systemic strategy for the city of Hamburg that promotes an interconnected network of both green infrastructure and active travel.
CASE STUDY
The Green Network consists of three elements; a number of ‘landscape axes’, green corridors that radiate from the city centre, two ‘green rings’ formed of connected greenspaces in an inner and outer loop around the city, and a series of key recreational greenspaces, such as borough parks, district parks and urban leisure areas scattered across urban area. This framework has developed from the original masterplans for Hamburg in the early 20th century and is part of Hamburg’s vision for an Open Space Interconnecting System, a connected network of greenspaces across the city. Already partially developed due to the city’s prior planning policies, the Green Network Plan promoted since 2014 is an integral part of contemporary landscape policy for Hamburg and aims to implement the Green Network as a phased project, due for completion by 2034. As part of this city wide policy, Hamburg is redeveloping and strengthening its existing green framework to create corridors and links between existing public spaces, with the aim of promoting active travel within the city and outdoor amenities. For the first time ever, the city has decided to unite them together via pedestrian and cycle routes. This strategy forms part of the Green Network Plan, which aims to eliminate the need for vehicles in Hamburg over the next 20 years.
Binnen-Alster, Hamburg Photo credit: Green Network Hamburg, Authority for Environment and Energy, City of Hamburg
PROJECT BACKGROUND
GRÜNES NETZ HAMBURG
The city of Hamburg currently consists of more than a third green and public open spaces. The city has a combination of extensive watercourses, including the rivers Elbe, Alster and Bille, as well as numerous lakes, ponds and canals. These blue spaces complement the city’s variety of open greenspaces, including parks, allotments, nature reserves, woods, fields, cemeteries and meadows. Together it is these blue and greenspaces that form the Grünes Netz or Green Network. These areas are recognised as hugely important for quality of life within the city, with many public greenspaces essentially functioning as the equivalent of gardens for individuals living in flats. Additionally, this green network offers movement corridors within the city for commuters and tourists alike, whilst creating sheltered environments for wildlife and biodiversity. The scale of this existing green network in Hamburg today is largely the result of foresighted urban planners in the early 20th century, and the city’s green belt which survived development during the 1950s and 60s. In particular, the 1919 Axial Concept planning scheme of Fritz Schumacher, which concentrated built development in Hamburg along axes radiating from the city centre interspersed with axes of public greenspaces, and, the Green Belt Plan put forward by Gustav Oelsner in 1925 which created a number of rings of greenspace protected from development. It was these planning schemes that have evolved to inform the landscape axes and green rings of the contemporary Green Network in Hamburg. The subsequent ‘Development Model for Hamburg and its Hinterland’ of 1969 and ‘Unitary Development Plan’ of 1973 also helped ensure the legacy of greenspace across Hamburg. These planning schemes specifically ensured that the landscape axes as well as the two rings of green belt (both the first inner ring at the city’s former fortifications, and the second outer ring of large parks around 8km from the city centre) were protected from development. These areas were instead highlighted as necessary to preserve for agricultural, recreational and ecological use. The Landscape Axes Model became a core part of Hamburg’s Open Space Concept in 1985, formalising these 18-25km long green corridors that stretch from the heart of the city to the surrounding countryside. Most recently, the Open Space Interconnecting System policy, produced as part of the Landscape Programme adopted by the city parliament in 1997, has connected together these landscape axes with the green rings. It is this policy by the City of Hamburg which aims to both enhance and encourage transport by bike and on foot along these green networks and corridors. The policy has helped to create a more varied green network with links and thoroughfares for cyclists and pedestrians alike, with the aim of decreasing vehicular traffic and increasing the benefits of active travel by setting this amongst a variety of connected greenspaces which are also good for the environment, economy and quality of life. For example, as a masterplanning project, the Green Network also aims to tackle
Plan showing the Green Network, Hamburg Image credit: Green Network Hamburg, Authority for Environment and Energy, City of Hamburg Map: Landesbetrieb Geoinformation und Vermessung, Hamburg
climate change issues by promoting active travel, discouraging the use of cars, and using green infrastructure to regulate microclimate and mitigate flood risk.
GRÜNES NETZ HAMBURG
Today, the Green Network consists of this series of landscape axes, the two green rings and a large numbers of parks across the city, with the recent Green Network Plan aiming to enhance, improve and develop this network of greenspaces further to promote both walking and cycling and environmental benefits. According to city spokeswoman Angelika Fritsch, the project will help turn the city into a one-of-a-kind, integrated system: “Other cities, including London, have green rings, but the green network will be unique in covering an area from the outskirts to the city centre. In 15 to 20 years you’ll be able to explore the city exclusively on bike and foot.”
Parkanlagen
Landschaftsachsen
GRÜNES NETZ HAMBURG LANDSCHAFTSPROGRAMM Nähere Informationen zum GrünenNetzHamburg und zum Radwandern auf dem Grünen Ring erhalten Sie unter www.hamburg.de/gruenes-netz und www.hamburg.de/wandern-im-gruenen Abteilung Landschaftsplanung und Stadtgrün
Grüne Ringe
Photo: Wilhelmsburger Dove-Elbe, to the South of Hamburg, part of the broader Green Network. Photo credit: Green Network Hamburg, Authority for Environment and Energy, City of Hamburg. Plan: The overall Green Network landscape program and strategic elements (Green Rings, Landscape Axes, and park system), Hamburg. Image credit: Green Network Hamburg, Authority for Environment and Energy, City of Hamburg. Map credit: Landesbetrieb Geoinformation und Vermessung, Hamburg.
OUTPUTS: WHAT AND HOW? The output of the Green Network is a finely woven network of both smaller and larger green open spaces and links for active travel, outdoor activities and recreation close to the residential areas of Hamburg. This green network is structured around the concept of ‘landscape axes’ stretching from the city centre to the countryside, green rings circumnavigating the city centre both close to the heart of the city at the former fortifications and further out from the centre, and a range of diverse different greenspaces and active travel routes in between. Together this forms connections for both pedestrians, cyclists, and wildlife to easily move around the city within a pleasant, attractive and environmentally beneficial series of integrated greenspaces, corridors and habitats.
GRÜNES NETZ HAMBURG
The Green Network achieves this via the following outputs: •
Two ‘green rings’. The inner green ring is on the edge of central Hamburg, around 1km from the town hall. It takes in the Elbpark, ramparts, Planten un Blomen and the green areas of the Lombard bridges to the west, and the leafy streets and squares of the ‘art island’ on the Deichtorhallen and HafenCity to the east. The outer green ring is located around 8-10km from the city hall, and is used for a mix of commuting and recreational cycling and walking. It totals around 100km in length, and includes diverse city landscapes and greenspaces, including parks, allotments, forests, the agricultural landscapes of Geest, flower and fruit cultivation land, fields, nature reserves, rivers and lakes.
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The ‘landscape axes’. Hamburg has series of green corridors called landscape axes of length 18-25km which connect up with the green rings as they move from the countryside into the heart of the city. Today’s landscape axes have evolved from the Landscape Axes Model that was part of the original Landschaftsprogramm Hamburg in 1985. This Saschen or Saxony landscape extends from large agricultural areas, forests and nature reserves, marshlands, the Harburg Hills and Fischbeker Heath conservation area, the Duvenstedter Brook with Wohldorfer forest on the city outskirts, into the city itself via parks, allotments, cemeteries and sports grounds. They include watercourses with accompanying green corridors (such as the riverbanks of the Elbe, Alster,
Außenalster, near central Hamburg Photo credit: Green Network Hamburg, Authority for Environment and Energy, City of Hamburg
Osterbek, Wandse and Bille), marsh areas with grassland, arable fields, meadows and woods. As these green routes move into the city they become narrower, more fragmented and incomplete, and are often simply footpaths framed by trees or shrubs in the most central parts of Hamburg. As a result, planning objectives now focus on closing the remaining gaps in the landscape axes near the city centre to better integrate the Green Network into the densest urban areas.
GRÜNES NETZ HAMBURG
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A diverse interwoven system of smaller parks and green infrastructure. Throughout the city, an additional and important part of the Green Network is the large number of parks, allotments, sports grounds and other pockets of greenspace that are interwoven in amongst the urban fabric outside of the main green rings and landscape axes. For example, more than 30 borough parks (between 8 and 60 hectares in size) are distributed around the city and are often used for urban recreation by those in residential areas nearby, whilst also helping to connect the green network together citywide. Larger district parks, such as Altonaer Volkspark, Öjendofer Park, Wasserpark Dove-Elbe and Harburger Stadtpark are typically between 65 and 150 hectares in size, and are situated at crucial links between the landscape axes and the second green ring. In addition, at the smaller scale, there are more than 245,000 street trees which help create this Green Network at the finer grain. Together this diverse range of smaller and larger pieces of green infrastructure across the city help create a cohesive, connected Green Network.
Together these mechanisms create an integrated holistic approach incorporating planning objectives at the city-scale for promoting both greenspace and active travel.
Heimfeld, part of the Green Ring on the outskirts of Hamburg, and overall Green Network Photo credit: Green Network Hamburg, Authority for Environment and Energy, City of Hamburg
WHAT ARE THE BENEFITS?
GRÜNES NETZ HAMBURG
Hamburg’s Green Network is a gradual, phased project aiming to create an exhaustive web of green active travel routes set within green corridors and spaces that will eventually cover the city in its entirety. This deliberate strategic approach combining two green rings, multiple landscape axes, and additional greenspaces to create a comprehensive city-wide Green Network, will help realise the following benefits for both local people, the city’s economy and environment: •
Connected active green networks for both people and wildlife. This Green Network of active travel movement routes combined with a diverse range of greenspaces helps promote cycling and walking behaviours by making this easy, accessible, pleasant and a natural transport choice to move around the city. It also helps promote biodiversity and wildlife resilience by creating a connected series of different habitats.
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Flood mitigation and climate change resilience. The use of permeable greenspaces within cities such as Hamburg can help manage stormwater runoff, help mitigate flooding, improve micro-climates and reduce the urban heat island effect, absorb CO2 emissions and improve climate change resilience. As Dr Insa Meinke, Director of the North German Climate Bureau at the Institut für Küstenforschung (Institute of Coastal Research) said “Compared to 60 years ago, the sea level here has risen by 20 centimetres. As a large city, Hamburg is truly at risk. Storm surges could rise by another 30 to 110 centimetres by 2100” 1. This flood risk can be mitigated by a comprehensive Green Network which limits the effects of flooding, particularly during intense storms.
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Improved health and well-being. By encouraging active travel and spending time outdoors in natural green surroundings, the Green Network can be beneficial for health and well-being. Both in terms of the physical exercise from increased cycling and walking, and the mental well-being effects of spending time in restorative green environments.
1 [Quotation taken from interview with The Guardian in 2014]
Öjendorfer Park, to the West of Hamburg, part of the broader connections the Green Network makes toward the countryside and city outskirts Photo credit: Green Network Hamburg, Authority for Environment and Energy, City of Hamburg
KEY LEARNING POINTS
GRÜNES NETZ HAMBURG
The Green Network has been developed as a city-wide spatial planning concept for Hamburg. It deliberately combines attractive, green infrastructure at a mix of scales across Hamburg with a bicycle and pedestrian-friendly road network. These two aspects of the Green Network are seen as integral to one-another, with the combination of active travel and greenspace a core part of the concept since its beginnings in the 20th Century. This overall masterplanning policy is unusual in that it has been applied holistically across the city of Hamburg, with key spatial strategies underpinning its application. The Grünes Netz Hamburg is a far reaching project which encourages active travel systematically on a city-wide scale. The ambition and scale of the project is particularly impressive, and also lends itself to some interesting learning points. The Green Network project is exemplar in terms of its scale and approach. By gradually modifying the urban fabric as part of a comprehensive long term plan, the Green Network has the potential for significant benefits for people, environment and economy at the city scale. For example, the Green Network aims to be complete by 2034, at which point it is intended that it will be possible to travel anywhere city-wide exclusively on foot or by bike, eliminating, in theory, the need for vehicles for those who wish. By encouraging green active travel at this scale, and as a more practical, pleasant and easy-to-adopt way of moving around the city and beyond, the bold nature of the Green Network programme is a key learning point in terms of delivering maximum impact and potential. Given the scale of the Green Network planned for across the city, a challenge for the project is ensuring that any changes are integrated and contextualised with local needs appropriately. To address this, the Green Network project team is comprised of a core team of planners, including at least one person from each of the seven municipalities of the metropolitan region. This team works with local people from each municipality of the city in the development of the network to ensure its success at both the city-wide the local level. The Green Network also highlights the importance of both larger green corridors and spaces, and the fine grain of smaller parks, street trees and other greenspaces that connect this network together. These smaller greenspaces are important, not just in terms of habitat connectivity for wildlife, but also to ensure the accessibility of this Green Network for all those people who wish to use it; whether to connect with the broader green active routes for longer journeys or to further reaching
Eidelstedter Feldmark, part of the Green Network on the outskirts of Hamburg Photo credit: Green Network Hamburg, Authority for Environment and Energy, City of Hamburg
GRÜNES NETZ HAMBURG
Hamburg’s Green Network also offers interesting practical insights into the ways that programmes such as this can help to protect urban greenspace from development. Whilst Hamburg’s Landscape Axes Model and Green Belt Plan have helped provide a solid policy foundation for today’s Green Network and the protection of its composite greenspaces, there are still immense pressures in Hamburg for parts of the carefully preserved Green Network to instead be utilised for residential and commercial developments and roads. Whilst this legacy of city-wide spatial planning policies intending to protect this greenspace have helped to preserve much of Hamburg’s green infrastructure, there have been substantial losses of greenspace particularly in the inner city as a result of this pressure. One of the aims of the next steps of the Green Network programme is to close the gaps and missing links within the Green Network, particularly where the landscape axes become narrow or incomplete near the city centre. This highlights the widespread common conflict that many cities experience in ensuring adequate provision for greenspaces and active travel routes given the competing interests for limited urban land. Hamburg’s Green Network programme is attempting to overcome this challenge by integrating green infrastructure and active travel routes within existing urban forms, such as courtyards, school grounds, car parks and streets. This approach retrofitting green infrastructure and/ or active travel routes within the existing developed urban form is intended as a means to successfully navigate this challenge and meet the goals of the Green Network.
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The Green Network will connect parks, recreational areas, playgrounds, gardens and cemeteries through green paths. Other cities, including London, have green rings, but the green network will be unique in covering an area from the outskirts to the city centre. In 15 to 20 years you’ll be able to explore the city exclusively on bike and foot. Angelika Fritsch, Office for Regional and Landscape Planning, City of Hamburg, [source: interview with Guardian Sustainable Business, 2013]
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destinations, or for localised shorter journeys or recreation outdoors closer to home. For example, the smaller parks in close proximity to residential areas are especially important for less mobile sections of the population, such as parents with babies, children and older people, whilst also acting as a localised connection to the broader green active travel network for more mobile users.
Upper reaches of the Alster tributary of the Elbe, City of Hamburg. Photo credit: Green Network Hamburg, Authority for Environment and Energy, City of Hamburg
FUTURE DIRECTIONS
GRÜNES NETZ HAMBURG
Hamburg’s Green Network utilises an ongoing phased approach, due to have reached completion within 20 years, by 2034. By this time, it is intended the Green Network will cover over 40% of the city, and will have reduced dominance on car travel for necessary journeys. It will achieve these goals by simultaneously enhancing and connecting the city’s existing greenspaces to create a robust network of pedestrian and cycle paths. These will provide additional safe, pleasant, car-free commuter routes that are accessible for, and within reach of all city residents. The benefits of this project lie in both its scale and connection of existing green elements and active travel routes within the city. A large portion of the Green Network is already in place and can be appreciated on foot or by bike. As the network continues to expand, opening up more thoroughfares and connections via green active travel routes and spaces, it is hoped a switch to walking or cycling as the dominant means of getting around the city will become a gradual and natural behavioural shift for all users. The ongoing success of the Green Network will also increase local residents’ proximity to green open space, addressing current localised deficits in certain parts of the city, particularly the dense urban city centre. This will help spread the various benefits for environment, economy and people that the completed Green Network will bring about. The result on completion of the Green Network by 2034 will be an attractive, green and desirable city to live and for businesses to locate, which is easy to get around on foot or by bike, improves quality of life, absorbs CO2 and helps regulate the city’s climate, mitigates flood risk (particularly important as sea levels have risen 20cm here in the last 60 years), and which provides a range of habitats and opportunities for wildlife.
Stadtparksee, to the North of Hamburg, part of the broader Green Network Photo credit: Green Network Hamburg, Authority for Environment and Energy, City of Hamburg
GREENER GREENWAYS A LARGE UK-WIDE INITIATIVE BY SUSTRANS, PROMOTING BIODIVERSITY Location: Implemented:
Wales, North West of England, Yorkshire and the Humber, the Midlands and Scotland 2013 - 2016
Greener Greenways is a large scale project combining biodiversity with active travel routes, initiated and delivered by Sustrans from 2013 to 2016. Its aim has been to promote biodiversity, conservation and habitat along 38 sections of National Cycle Network routes that are owned, managed or where agreements were made for these to be enhanced by Sustrans.
Examples of Greener Greenway routes include the Airdrie to Bathgate section of NCN 75 between West Lothian and Lanarkshire, Longniddry to Haddington in East Lothian on the NCN76, the Way of The Roses (Route 69) from Morecombe to Bridlington in Yorkshire, Derby Canal Parth and Cloud Trail between Derby and Worthington.
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[I like the] different habitats, views of the surrounding countryside, and the former historical significance of the route. The [Greener Greenways] route [near me] has encouraged me to walk and cycle more as there is so much to see and experience. Joseph Waclawski, local resident of Kilbarchan, Sustrans
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CASE STUDY
These Greener Greenways routes are located across Wales, north west of England, Yorkshire and the Humber, the Midlands and Scotland. Whilst the original funded initiative formally drew to a close in 2016, it has created an enduring legacy of trained ecology volunteers, habitat management plans, partnerships and improved biodiversity and greenspace accompanying these 38 Greener Greenway active travel routes.
Wildlife champion volunteer training in smaller mammals, Greener Greenways Scotland.
PROJECT BACKGROUND
The earliest incarnation of Greener Greenways was a proposal for a smaller-scale project called Greenways ABC (access, biodiversity and communities) in 2008-2009. Funding bids for this scheme were unsuccessful, so the proposal was reviewed and revised in the years that followed. The permanent recruitment of an ecologist for Sustrans in England and Wales and production of a Sustrans LBAP (Biodiversity Action Plan) in 2010 was the driver for a renewed look at how Sustrans and partners managed their routes and land corridors. It was these discussions that led to the final Greener Greenways proposals and successful funding to implement the project from 2013 to 2016. Sustrans define greenways as “traffic-free routes which are attractive, generally well separated from traffic and continuous over obstacles and through road junctions. Quite typically greenways may run along old railways, canal towpaths, riverbanks, forest roads and tongues of open space leading into urban areas. Although greenways are often rural, many of the most popular and important ones thread their way through the urban fabric.” (Sustrans Design Manual). One of the core aims of Greener Greenways has been to improve knowledge about the nature present along green active travel routes. To do this, Sustrans use a combination of expert surveys, volunteer surveys, data searches and consultation with conservation organisations to identify flora and fauna. The survey information collected feeds into the NBN Gateway, national surveys and the Sustrans dataset used by their dedicated Greener Greenways ecologists, to create habitat management plans for the routes. These habitat management plans are aimed at protecting and enhancing habitats and species, increasing biodiversity and
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Greening work should be built into new routes from the outset. Retrofitting is more expensive and time consuming and can be incorporated much more effectively from the design stage. Ongoing management and maintenance can also be included in life cycle costs. Philip Kearney, Programme Manager, Sustrans Scotland
Greener Greenways wildlife identification training with volunteers, 2016
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GREENER GREENWAYS
Greener Greenways is a biodiversity conservation project targeting 38 traffic-free walking and cycling routes owned, managed or enhanced by Sustrans, across Wales, England and Scotland. The project ran in Scotland as well as England and Wales for three years, from 2013 to 2016. The initiative was founded on the premise that connectivity is as important for wildlife as it is for people, and so aimed to improve these routes for both biodiversity and the end users of the route who cycle or walk along them. The Greener Greenways project received funding from a variety of sources, including the Esmée Fairbairn Foundation, Scottish Natural Heritage, Big Lottery Fund, Environment Wales and Natural Resources Wales.
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improving habitat connectivity, and offer insight into the potential role each Greener Greenways route can play in connecting up routes for wildlife as well as people. Large numbers of the Greener Greenways’ wildlife records have been generated through these volunteer survey sessions. Volunteers are given training courses on species identification, and the opportunity to become a wildlife champion, a role whereby they become a front-line steward and local advocate of the greenway routes and their biodiversity. Whilst the Greener Greenways initiative has comprised 38 different and unique routes across the UK, we’d like to highlight one example in particular which demonstrates the impact the Greener Greenways programme can have. The Airdrie to Bathgate cycle route in central Scotland was redeveloped in 2010 as part of the railway line reinstatement. Proposals for route and habitat enhancement were developed by Sustrans and Central Scotland Green Network Trust (CSGNT) in partnership with North Lanarkshire and West Lothian Council. This included the planting of trees, hedgerows and wildflower meadows in several locations along the route as part of Greener Greenways, with the aim of diversifying habitats and enhancing biodiversity, providing public amenity and focal points, and windbreak areas along the exposed route. An ecological survey helped find the best location for the creation of these habitats, to ensure they would not adversely affect other species along the greenway. The majority of tree and hedgerow planting was carried out in 2015 by a contractor, and on a smaller scale by Sustrans volunteers. A wildflower meadow was created by volunteers and further areas of grassland were taken into management to promote wildflower species. In addition, natural stone informal seating was installed at strategic points along the route to build on picturesque views across the countryside of North Lanarkshire and West Lothian. This created points to stop and rest, as well as feature points on this route within the exposed plateaux landscape of central belt Scotland. Follow up maintenance has since been carried out by Sustrans volunteers as part of the legacy of the Greener Greenways project and is ongoing, ensuring a lasting improvement to habitat and management.
Litter pick at Johnstone on the NCN7, Scotland, 2016
OUTPUTS: WHAT AND HOW? The Greener Greenways routes total 280km in length and link with over 5,000km of additional greenways in those regions. In Scotland, the project targets 100km of greenways managed by Sustrans and over 100km managed by other organisations. These are part of just under 600 miles (965km) of traffic-free greenways in Scotland. In October 2015, the UK Greener Greenways project won second place in the Exemplary Initiatives award category at the prestigious European Greenways Awards. Whilst the exact outputs of each individual Greener Greenways project varies based on the location, context, partners, local groups involved, existing condition and potential for improvement, this approach deliberately bringing together green infrastructure, biodiversity, community and active travel typically led to: •
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Biodiversity enhancements, improvements to numbers and diversity of species and habitats along the route. Engaging local groups and communities to actively participate in environmental surveys, maintenance work-days and events as part of the greenway. This drives feelings of ownership over these green active travel routes, fosters intergenerational social connections, develops skills, and provides biodiversity and ecology education via citizen science. Increasing numbers of people walking and cycling due to enhanced connectivity, improved quality routes and a more pleasant green environment. Improving amenity value and accessibility of active travel routes, including creation of additional places to sit, rest and pause along linear routes Partnerships and co-operative working with local authorities, voluntary groups, academic and natural environment organisations that often leads to long-term partnerships and outputs.
For example, for the Greener Greenways section of the Airdrie to Bathgate NCN75 route, Sustrans developed partnerships with North Lanarkshire and West Lothian Council. Sustrans volunteer groups are now playing a key role in providing longer term maintenance, whilst specialist ecological advice helped in earlier
Litter pick by volunteers along a Greener Greenway near Paisley, Scotland, 2014
stages by providing ecological and habitat surveys that have input into the species selection planted. Throughout the Greener Greenways project from 2013 to 2016, a number of these outputs were quantified as part of the Greener Greenways programme in Scotland. These include: •
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55 wildlife training days delivered over the three-year period. These were attended by 407 different attendees, 90% of whom were wildlife champions. Over 12,500 wildlife records were collected by volunteer wildlife champions in Scotland over the life of the project. These were added to Sustrans’ iRecord Site, Natures Calendar and the NBN Gateway. Facilitating ‘citizen science’ surveys with volunteers, including the Big Bat Map, OPAL air quality survey, UK Butterfly Monitoring Scheme, BeeWalk, and the RSPB’s Big Garden Birdwatch. 12 wildlife walks for the public were organised in 2015, one on each of the 12 Greener Greenways routes in Scotland. The walks aimed to draw public attention and raise awareness of the project, and celebrate the richness of wildlife on each of the routes. 12 habitat management plans were prepared for each of the 12 National Cycle Network routes selected as part of the project in Scotland. 390 people attended volunteer workdays to manage and maintain Greener Greenways between 2013 and 2016, including 288 Wildlife Champions. 20 different habitat management activities were carried out on Greener Greenways in Scotland, including grassland, wetland, woodland, and hedgerow management and creation, orchard creation and management of invasive species. 100% of wildlife champions said that Greener Greenways had increased their knowledge and understanding of their local environment and wildlife in a 2015 survey, and 78% said that Greener Greenways had increased their knowledge of local walking and cycling routes.
Bird species volunteer training, on Greener Greenway route, 2016
WHAT ARE THE BENEFITS?
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From the project’s outset, Greener Greenways was designed to bring about benefits for biodiversity by integrating green infrastructure with existing active travel corridors. As part of the initiative, greening has either been retrofitted into existing active travel routes, or improved management techniques have been employed to improve existing habitats and species. Whilst many of the biodiversity benefits will require ongoing maintenance and management to be realised in full longer term, the project has been successful in helping to set the groundwork. One important method the Greener Greenways initiative has used to deliver biodiversity benefits along these active travel corridors is by improving the physical connectivity between different habitats, and viewing these as networks rather than routes in isolation. This approach was inspired by the Living Landscapes report by The Wildlife Trust, which showed that to adapt to climate change, wildlife corridors were required to allow species to move and adapt. This approach has also led to additional knock-on benefits, such as improving the overall condition and aesthetic quality of the Greener Greenway routes for the enjoyment of those using them. Greener Greenways has also increased the public’s connection and involvement with biodiversity and habitat management in their local area. In their 2006 position paper, the British Trust for Conservation Volunteers (BTCV) stated that the biggest threat to the UK’s biodiversity is if the conservation movement fails to engage with the general public, and that biodiversity is a lost cause if restricted to experts and enthusiasts. The Greener Greenways project changed perceptions that habitat management is purely a specialist activity for ecology professionals. It has opened up opportunities via volunteer workdays, wildlife training, and activities, for a diverse range of people to learn more about biodiversity along these routes. Some of the most important benefits the Greener Greenways project has delivered include: •
Improved biodiversity - by delivering tree, hedgerow and wildflower planting the range of habitats and species is diversified. Together with other planting improvements these help create a wildlife corridor that links to other green networks.
Wildlife champion training, Greener Greenways Scotland, 2015
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[The main benefits of Greener Greenways are the] chance to get out and switch off from normal everyday pressures. People usually smile and say hello when you meet them - it’s a chance to communicate with the world. [I like that they are] traffic free and closer to nature. I walk more than drive for commuting now due to the Greener Greenway. Local resident
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Community engagement and support is vital to the success of the project. Many of these corridors are or will become community green spaces and fostering a sense of ownership through involvement is essential. Ensuring that the community understand what is being done, why it is being done and what the benefits are is vital – indeed this is also important for professional staff. Philip Kearney, Programme Manager, Sustrans Scotland
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Increased accessibility - for example, seating installations on the Airdrie to Bathgate NCN75 route as part of Greener Greenway improvements now provide rest points for those walking or cycling. In combination with enhancements to create a high quality smooth surface, and more pleasant environment for walking or cycling away from traffic, access is made easier particularly for disabled or elderly persons. A place for children - Greener Greenway routes offer a safe and pleasant place for children to spend time outdoors, close to wildlife. Increasing popularity of active travel - by improving cycle and walking routes as Greener Greenways, greater numbers of active travel users are encouraged, which in turn increases visibility and helps catalyse more cycling and walking behaviour. Health and well-being - by encouraging more active travel and physical exercise in green surroundings, health and mental well-being are improved. Improved wildlife knowledge - through dedicated survey work by volunteers, knowledge of the wildlife that each active travel ‘greenway’ route supports has increased. This information is readily available to a range of conservation organisations and thus contributes to habitat and species conservation research. Increased feelings of ownership of the routes by local volunteer groups and communities and less reliance on ever-shrinking resources available to local authorities.
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Wildlife Champion training in lichen identification, Greener Greenways Scotland.
KEY LEARNING POINTS
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In addition to organisational partners, developing partnerships with landowners has also been important. This was because few of the National Cycle Network routes that became Greener Greenways were owned or managed by Sustrans. As such, obtaining landowners support and cooperation was vital to ensure successful delivery of the project. A learning outcome from this approach has been the importance of entering into discussions and agreements with partners and landowners early in the process, setting out and identifying the roles and responsibilities of each party. In discussions with landowners and other partners, it was also found to be useful to emphasise the particular benefits tailored to their area of interest. For example, focussing on biodiversity, greenspace, community engagement, land management or climate change benefits as appropriate.
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I like that Greener Greenways provide a safe, green corridor to cycle on. Plenty to stop and see as the seasons change. It’s a pleasure to travel along beautiful green corridors. [They are] good for both active travel and the environment. David Robertson, Sustrans volunteer, East Lothian
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Partnership is key to Sustrans’ Greener Greenways initiative. To date Sustrans has worked with a variety of partners on the 38 Greener Greenway routes across the UK, including wildlife organisations, local authorities and other network organisations. Specific partners have included the Canal and River Trust, Scottish Canals, Network Rail, Highways Agency, Railway Paths Ltd, Butterfly Conservation, Flora Locale, Woodland Trust, Buglife, Amphibian and Reptile Conservation Trust, Bat Conservation Trust, Scottish Waterways Trust, Plantlife, Bumblebee Conservation Trust, and The Wildlife Trusts. By pooling resources with these partners, mutually beneficial relationships have resulted, sharing training, skills and work days to ensure more targets and outputs are met whilst minimising costs. The partnerships that formed with other organisations also led to discussions highlighting overlapping interests and ways to initiate, fund, and deliver future phases of the Greener Greenways initiative together based on collaborative working, rather than separately competing for decreasing resources.
Sustrans’ Greener Greenways project also worked with local partners, professionals and individuals, for example local authorities specific to each route, professional ecologists, and local residents and volunteers. Together this collaborative approach has been highly successful, both in terms of delivering the range of benefits and positive outputs from the project, and in building ownership of each route. A key learning point has been the important role that trained volunteers can play in helping to maintain, monitor, and champion these green active travel routes and their ecology. For example, as part of the project a number of wildlife champion volunteers were trained in various biodiversity and habitat surveys, with 55 wildlife training days completed in 2013-2016 as part of Greener Greenways Scotland, with 407 attendees. Equally, it was found to be very important to involve both route managers and maintenance staff in the project to ensure buy-in and long term success. One element of the Greener Greenways project that has worked particularly well is the greenway management handbook provided by Sustrans. This has helped communicate the aims and objectives of greenways, as well as practical tips and resources to promote greenway management by a mix of local people, organisations
Scoping new Greener Greenways routes, 2014
and groups. For example, the handbook highlights the desired use of greenways for: • Social activities - creating a place to meet or run events which is used by a wide range of people and groups and contributes to their physical and mental health and well-being. • Educational activities - providing opportunities for a memorable experience, running an outdoor classroom or taking part in citizen environmental science projects. • Economic activities - delivering benefits such as the regulation of floods, soil erosion and disease outbreaks, making a space to hold fundraising events or producing products such as food.
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The greenway management handbook helps ensure that all partners, organisations and volunteers are on the same page, and co-ordinates and promotes the way greenways can be managed by all those involved to best benefit biodiversity. One of the main anticipated outcomes of Greener Greenways was that partner management regimes would be improved as a result of the Greener Greenways initiative, therefore enabling a project legacy to be delivered sustainably beyond the funded 2013-2016 project period. However, a challenge has been the reduction in funding available for management and maintenance in recent years. This has meant some partners have struggled to adopt the maintenance practices and procedures advocated via the Greener Greenways management plans for that area, reducing their ability to maintain these green routes to better promote biodiversity and habitat. Working collaboratively with partners to jointly source funding is one potential way to navigate this challenge, as well as ensuring resources for ongoing management and maintenance of routes and habitat are considered and incorporated from the outset. A challenge also presented itself in how to achieve a good balance of citizen science wildlife surveying and ongoing monitoring activities (which were found to be easier to recruit volunteers to engage in), compared to more intense work days for implementation of the greenways management plans (which were more resource intensive for staff to organise and harder to recruit volunteers for). This was tackled by dedicating more staff time to organise work days later in the programme, as well as commissioning professional contractors to carry out some of this work as needed. Overall, key learning points from the Greener Greenways initiative show that the combination of partnership working, participation of local groups, and providing a legacy of toolkits and handbooks that enable consistent high quality management and on-going planning for Greener Greenways routes are integral to their long-term success. The project has been particularly successful in engaging local volunteers in educational wildlife activities that benefit both people and environment, in encouraging on-going management and maintenance, and in creating more pleasant green active travel routes which local people feel a sense of ownership over.
Grass cutting and raking with volunteers. Part of grassland management at Lochwinnoch on the NCN7, Scotland, 2015
FUTURE DIRECTIONS The culmination of the Greener Greenways project was the production of the Best Practice Greenways Management Guide for dissemination to a wide audience of professionals. This helps communicate and share what has been learnt from the project for application elsewhere.
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The greenway management handbook also underpins the principles behind each of the habitat management plans prepared for the Greener Greenways routes. The handbook and the plans help to steer ongoing maintenance and management of each greenway, based on the principles of ‘understand, manage and monitor’. By following the habitat management plans guidance, ongoing positive and appropriate management of these green active travel routes will continue. To date Sustrans have supported 38 Greener Greenway routes as part of the National Cycle Network. Even though the Greener Greenways pilot initiative ended in August 2016, many of the trained volunteers involved continue to help monitor biodiversity outputs as wildlife champions, and take part in volunteer work days on the NCN and Greener Greenways routes, facilitated by Sustrans. For example, between October and December 2016, 41 wildlife surveys, 473 wildlife records, and 13 biodiversity workshops were undertaken by Sustrans Scotland volunteers on NCN routes. This ongoing legacy and continued management is integral to ensuring the positive impact of projects such as Greener Greenways have lasting impact for biodiversity as part of green active travel routes.
Pond plant planting by volunteers, Cotty Burn NCN76, Scotland, 2016