The Economic Impact of the Proposed Snowdonia. Integrated Development Scheme. A Report Compiled by Newidiem with the help of: Brian Morgan

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1 The Economic Impact of the Proposed Snowdonia Integrated Development Scheme A Report Compiled by Newidiem with the help of: Brian Morgan Gareth Wyn Jones Peter Aubrey

2 The Economic Impact of the Proposed Snowdonia Integrated Development Scheme Chapter 1 Introduction 1.1 Terms of reference This study arose from the need to evaluate the economic impact of the proposed Snowdonia Integrated Development scheme. A consortium of the two Local Authorities, Cyngor Gwynedd and Cyngor Conwy, the Snowdonia National Park Authority, WDA, CCW and other Agencies, wished to quantify the job generation opportunities and related spin-offs from the proposed scheme. The overall objectives of the research were: i. to identify the economic opportunities that the implementation of the scheme will bring and, based on the scheme, ii. to identify innovative new ways to create jobs within the communities of northern Snowdonia. To achieve these objectives the consultants were asked to carry out the following five tasks. 1. Specify and use a methodology for carrying out an Economic Impact Analysis of the scheme. 2. Assess and analyse existing information and data relating to the socioeconomic wellbeing of communities in northern Snowdonia, plus any other data collected by the consultants, with specific reference to Bethesda, Betws-y-Coed, Llanberis, Caernarfon and Capel Curig. 3. Estimate the number of direct and indirect jobs that this scheme might create. 2

3 4. Develop economic indicators for the scheme 5. Specify monitoring mechanisms for the economic indicators 1.2 Background The Northern Snowdonia Study [NSS] carried out by a group of consultants led by the Environmental Planning Research Unit at Cardiff University, forms the basis of the work. The fundamental concept of seeking to stimulate economic growth in the communities around the northern core of Snowdonia by a judicious mixture of parking control in the mountains, an excellent public transport system and the provision of inter-modal gateways is fully accepted. The data presented in that report on visitor numbers etc have been used in the calculations but rechecked against the original source. The data in the report on parking sites and numbers have been used without further check. 1.3 Reappraisal The economic and social impact of the proposed scheme will depend significantly on the exact location of each specific inter-modal gateway, especially in relation to existing local shops and facilities, and the level of investment in new facilities. From visits to the proposed gateways and communities, it became apparent to the consultancy team that the effectiveness, acceptability and, consequently, the economic impact of the scheme would ultimately depend on the quality and variety of the facilities, services and experiences offered to the visitor and tourist at each gateway and at critical internal locations within the core area. It was considered that to conceive of the proposed scheme as a pure park and ride exercise was to underestimate both the difficulties and the potential benefits of the scheme. The team were concerned that the public acceptability of the scheme would be impaired if detailed plans were not developed to match any proposals for changes to parking and bus time-tabling more precisely to the annual demand cycle. Specifically, any changes in charging rates and access would need to recognise the seasonal variability in transport, parking and visitor requirements. Consequently in order to produce a robust set of economic forecasts, the consultants felt it necessary to revisit some key suggestions in the primary study [NSS] and make alternative proposals to meet the above points, although this did not form part of the initial brief. 1.4 Economic Approach Papers outlining the amended proposals were exchanged with the commissioning group and we are grateful to them for their constructive comments and assistance. At the formal meeting of the consultants and the full commissioning group [10 October 1999], the amended proposals were presented and, as they were well received, are used as the basis of the economic analyses that follow in Chapter 3. 3

4 The main research issues upon which the project has concentrated have concerned the likely income flows from both capital and revenue expenditure over the first five years of the scheme. These expenditure flows have then been combined with the Welsh Input-Output tables to analyse the total economic impacts in terms of jobs and incomes. The methodology for this analysis is provided in detail in Annex 2 and the consequences for jobs and incomes is set out in detail in Chapter 4 where the economic impacts across different sectors are analysed. The data analysed in the current Report provide a useful snapshot of the economy over the relevant period when the expenditure flows are in place. The Input Output tables are then used to illustrate the complex interrelationships between different industry sectors within the area of the National Park and surrounding parts of Conwy and Gwynedd. The tables are particularly useful for looking at the impact effects of expenditure changes at the broad regional level (say North Wales). The methodological approach set out in Annex 1, acknowledges that the leakages from the expenditure patterns at the local level (i.e. within the core of Northern Snowdonia) are too great to allow this methodology to provide a completely accurate picture of local multiplier effects within the Park itself. However, given that the approach taken in this study is to view the whole area as an economic, social and environmental continuum, this may not be important. The multiplier effects are based instead on a broader catchment area to include adjoining parts of Gwynedd and Conwy. Despite the difficulties with defining the appropriate area, some useful estimates have been compiled and the methodology has focused on utilising data from a number of sources (including property values, rentals and retail sales from local tourist establishments) to cross check the tabulations. Moreover, wherever, discrepancies have been observed in the estimated size of the multiplier effects, the approach has been conservative and the team has been careful to choose the lower estimate. The investigation has been fortunate in being able to utilise the All Parks Visitor Survey for Snowdonia National Park and other recent surveys of visitors using local public transport. These reports have proved an invaluable source of information on visitor numbers and visitor expenditure patterns. In the absence of such detailed information on visitor characteristics and behaviour, the research project would have been much more limited in scope and the task of quantifying the economic impacts would have been much more difficult and much less accurate. 4

5 Chapter 2 Background to the Capital and Revenue Costings As noted in the Introduction the consultants identified a number of key principles and objectives which guided their approach. These are presented below. 2.1 Basic Principles: The project should be conceived and planned as a sustainable rural development scheme integrating improved visitor experience, services and facilities. The overarching aim of the project is increased economic opportunities for the communities, both within the core area and in the inner and outer gateways and the improved management of the fundamental resource, namely that natural beauty of northern Snowdonia [Eryri]. While traffic management and sustainable parking arrangements are critical components of the scheme, they are not sufficient in themselves; the proposal is not simply a traffic management or park and ride scheme per se. The inter-modal locations (gateways and internal transfer locations) must offer high quality, convenient facilities and services to the visitor/ tourist and to local users, and easy transfer between modes. Transfer and waiting areas must be planned to afford maximum shelter from bad weather and be convenient and comfortable. Individuals and vehicles must be safe. They must be more than just car parks and bus stops. Each gateway should have its own clear identifiable, if possible unique character, building on local natural and social history and existing facilities. The provisions must allow for climatic variability, both seasonal and within a specific day with a range of weather conditions, and differing visitor interests and needs. The gateways and other sites must be organised to maximise the economic benefits to the local communities and businesses. The sites and services must encourage visitors to stay in the area and use all the resources of Snowdonia and adjoining area. They must be attractive in themselves while encouraging the use of the park and ride facilities. Full use must be made of new IT equipment including real time video/film opportunities to provide efficient services to visitors and a strong experience of the natural and social history and character of the area. As part of the whole scheme a number of integrated packages with appeals to different segments of the tourist trade should be designed. Marketing, product branding and quality are crucial throughout the whole scheme. In all the infrastructure developments suggested in the Report there should 5

6 an emphasis on the use of local material (slate, stone and hard and soft woods) and of skilled local labour to complement the Faenol Initiative. Local civic/co-operative enterprises should be encouraged wherever possible. Advance sign posting will be needed and will have to be integrated with more local sign posting. These must be clear, highly visible and produced to a high design standard. 2.2 Physical Area: The study area contains the Snowdon massive, Glyderau, Tryfan, Y Garn, Y Carneddau, Moel Siabod and smaller peaks and many lakes within this area. It is enclosed by Waunfawr/Betws Garmon, Llanberis, Bethesda in the north [and can be potentially extended to include Dyffryn Nantlle/Pen y Groes further to the west], by Llanrwst and Betws y Coed in the east [again with potential extension to Llandudno Junction], by Porthmadog in the south and potentially Blaenau Ffestiniog in the east. The main communities within the core area are Capel Curig, Rhyd Ddu and Beddgelert. The consultancy brief required attention to be given to Bethesda, Betws y Coed, Llanberis, Caernarfon and Capel Curig, but because of the integrated nature of the proposals and importance attached by the consultants to the quality of visitor experience at each location, some specific suggestions are offered on a number of the community gateways and other important internal locations. The inner core is defined as that area enclosed by the communities of Llanberis, Bethesda, [Llanrwst], Betws y Coed and Porthmadog and extending in the north west to Waunfawr and Dyffryn Nantlle. Sites in these communities are, in tern, referred to as inner gateways or potential inner gateways. Beyond this area lies an outer core, less precisely defined geographically, which extends from Caernarfon to Bangor and Llandudno Junction ( referred to as outer gateways ) and could also include Blaenau Ffestiniog. The situation of Porthmadog is somewhat anomalous as it is both an inner and outer gateway. 2.3 Roads: The study area is crossed by limited road networks: A5, Betws-y-Coed Capel Curig - Bethesda - Bangor: A4086, Capel Curig - Pen y Pass- Llanberis - Caernarfon: A498 Pen y Gwryd - Beddgelert - Porthmadog: A4085, Caernarfon - Rhyd ddu - Beddgelert. It is bounded by the A55 expressway, the A487 and the A470, all of which are major strategic trunk roads controlled by the National Assembly. There are also minor road networks around Bethesda and between Llanrwst and Y Carneddau and Ty Hyll which require specific consideration. 2.4 Rail links: 6

7 Bangor and Llandudno Junction are major stations on the Holyhead [Dublin] - London mainline, Porthmadog is served by the Cambrian Coast Line while a branch line from Llandudno Junction serves Llanrwst, Betws y Coed and Blaenau Ffestiniog. There is also an important and expanding narrow gauge railway network within the area which will impact on the scheme and will be alluded to later. 2.5 Basic data on visitor numbers and potential clientele for scheme The Northern Snowdonia Study offers an estimate of the numbers visiting the core area and a breakdown on the major categories. Given the crucial significance of these data as they define the major raw material for these proposals, they are briefly summarised below. Similarly the road traffic survey data have been used to recalculate the possible use of the gateway facilities including the bus services and the impact of seasonality. These data are further cross checked against the data on existing parking both at designated sites and on/off road and fly parking in the core area as defined above. 1. The total number of visitor days/transit visits to the core area is probably in excess of 5 million annually. Over 90% of these make the journey by car/motor vehicle. The Park Visitor Survey gives the following annual figures for the whole National Park as day visitors - 1.6m; visitors staying either in and outside Park - 4.3m; recreational trips/transits through the Park of less than 1.5h - 2.9m. There are suggestions that this survey because of neglecting evening visitors and the siting of survey points may have underestimated numbers. The Survey also suggests that at least 60% to 70% of these visits are to the core study area. The average holiday stay is about 5 days, which suggests about 0.8m individuals staying in the general area and visiting the core project area. Other data show a very high rate of return/regular visits. 85% of the visits occur between April and October. This suggests that the annual raw resource is about 1 to 1.3 million visitor days, 0.6 to 0.7 million overnight visitors staying in the general area, staying an average of 5 days [for the purposes of this economic analysis, it is unimportant whether they staying within the National Park boundaries or in adjacent villages] and some 2 million transiting visitors. To this must be added an ill-defined local demand which is itself a mixture of permanent local residents and the transient university student population in Bangor [now about 6,000, a significant number of whom will walk in the mountains often at weekends off-season]. 2. Traffic flows give robust and accurate figures for the number of people moving through the area [see Figs 3.1, 3.2, 3.3 and 3.4 in NSS]. Total two way flows into the core area in summer are:- 10,000 on A5 west of Betws (two flows into/out of Betws from the east are about 1400 higher), 7

8 6,200 on A5 south of Bethesda (two flows north of the village are 1500 higher), 4,900 on A 4086 south east Llanberis (two way flows north of the village are 3300 higher), two way flow figures on either side of Beddgelert are not available but must exceed 4000, (with an estimated two way flow at Waunfawr of 6600). On this basis, the total high summer one way in-flows into the core area at Betws, Bethesda, and Llanberis and from Porthmadog and Waunfawr must exceed 10,000 vehicles per day [July, August]. On the basis of the Park Survey perhaps a third of these are either transiting or going for a sightseeing drive and may be reluctant to stop. The report also shows the great majority of vehicles have 2 or more passengers. For April, May, June, September and early October this inflow declines to 6-8,000 vehicles per day and to 2-4,000 in winter. However the flows will, at all times, vary with the weather e.g. winter snow as well as summer sunshine will both increase numbers sometimes dramatically as will special holidays/weekends. In contrast the flows on a wet Tuesday in December or January will be very small. 1. The visitor numbers to the main attraction mainly around the Park peak at an annual attendance of about 250,000 e.g. Swallow Falls, Padarn Country Park Llanberis. This is of the same order as Caernarfon Castle. The Welsh Highland Railway is anticipating larger numbers. 2. Breakdown of visitor groups suggest that the following categories need to be considered in the financial analysis; a) visitors staying in and around the Park subdivided into i] those in serviced accommodation circa 2,500 to 3000 centred on Betws y Coed, Llanberis and Beddgelert (average occupancy rates in North Wales tourist study quite show about 40 to 50%) and ii] those camping or in caravans, about 6500 fairly dispersed through the area. b) visitors, often elderly, staying around Llandudno and Caernarfon who might often visit Snowdonia by coach (the number of beds in Llandudno /Caernarfon / Bangor - Glannau Menai is much larger than in Snowdonia ). c) general walkers and ramblers. d) more dedicated climbers/ outdoor pursuits enthusiasts, about 20% of visitors according to the Park Visitor Survey fall into this category. e) a small number of wildlife enthusiasts. 1. The Northern Snowdonia Study identifies 1400 on-road / roadside parking slots that would be displaced by the physical scheme to reclaim the roadside at peak periods. A further spaces would be lost to high summer, long term parking in these proposals. 2. It is proposed that, in high summer, priority should be given to short term parking near settlements and cafes and at other strategic locations within 8

9 core area and to the provision of well located bus and coach stops. Provision should also be made for short, photography stops at strategic locations. 3. If some allowance is made for increased business created by the packages proposed and the gradual increase in car traffic at the UK level. It might be fair to estimate peak extra long term parking demand at 2000 places at the various gateways within 5 years. [The average daily increase in parking at the gateways will, of course, be lower perhaps ] 4. Clearly the bus capacity needs to cope with this demand and any additional demand from visitors who currently stop, say for example at Betws or Llanberis, and go no further but might be tempted to take a bus ride to Pen y Pass or Capel Curig if it is seen to be a good buy within their ticket. Similarly a percentage of the transit trade on their way to Porthmadog, Eifionydd and Llyn may be encouraged to use the facilities on offer. 9

10 Based on this analysis the following flexible scenario is advocated:- A. High season, high demand, full bus service as suggested in NSS but augmented as noted below. Short term parking only in core area up to two hours only, long term parking at gateways and park and ride set at 5 per car - June, July, August, Sept. B. Mid season, middling demand, public transport provision as envisaged in off-season of Snowdonia report, internal parking now geared to short term parking 2-3 h. and minibuses and coaches, basic park and ride set at 4 per car---march, April, May, October. C. Winter period, low demand, lower level of public transport service, parking in inner car parks not time-limited, preference still given to minibuses and coaches, gateway park and ride at relatively low basic fee [ 3 per car] Nov. Dec. Jan. Feb. N.B. When the roadside parking is eliminated there must be a mechanism for fine weekend rapid increase in the bus service when the inner car parks are fully used. Perhaps the provision of especially extra buses can be linked to the school bus service as there is crudely an inverse relationship between the two. With these scenarios in mind and based on the above data the following estimates are presented and used in subsequent section for detailed financial analyses: High season: average daily inflow of 9,000 cars (10% decrease from earlier figure to provide a conservative estimate [122 days] Assuming15% diversion to park and ride at 5 per car (2 or more passengers i.e.; 1350 car loads [2700 to individuals]. About 1400 roadside car spaces will be displaced by the physical works of reclaiming the roadside and the provision of the Sustrans cycle routes, although the total number of long term parking spaces displaced is higher, so this estimate of the summer diversion rate seems robust. Mid season: average daily inflows of 7,000 cars [122days] Assuming10% diversion to park and ride at 4 per car Averaging 2 passengers =700 car loads [1400+ individuals] Given that there will be proportionally more parking in core area in this season, a lower diversion rate of the daily traffic inflows is assumed. Low season: average daily inflow of 3000cars [122days] Assuming 5% diversion to park and ride at 3 per car, averaging 2 passengers = 150 carloads [300+ individuals] A low diversion rate is assumed because of availability of long term internal parking in this season. However it should be noted that this has little effect on the economics of the scheme. 2.6 Cycle routes 10

11 There is potentially a very strong positive synergy between the proposals contained in NSS and in this report and the proposed Sustrans cycle routes across Eryri. The proposed cycle route from Bangor to Betws y Coed fits extremely well with these proposals and would supplement both the visitor experience and the potential economic gain from the scheme. Since in a few important locations the plan to reclaim the road side would interact with the cycle route e.g. near Llyn Ogwen, some cost savings might also be found. Similar synergistic gains will apply in the stretch between Capel Curig and Pen y Gwryd. In the suggestions for the gateways these possibilities are borne in mind. 2.7 Welsh Highland Railway Clearly this development will have a major impact on part of the core area and on Caernarfon as an outer gateway. Its possible impacts are only considered indirectly though different growth scenarios as most of the communities noted in the terms of reference lie outside the route of the line. 11

12 Chapter 3 Gateways Sites and Services This research has emphasised that the siting of new infrastructure developments and the facilities offered at each of the gateway locations are critical to the success of the project. This Study suggests that in order to encourage visitors to use their cars less, the proposed project will require some specific additional investments and regulations in a number of related areas. For example: investment in existing and new facilities to encourage visitors to utilise the public transport facilities currently and to use the additional facilities being made available by the Development Scheme restrictions on all long stay parking in public car parks in the inner core area during peak demand periods investment in verge restoration, such as low stone walls, will be needed to stop roadside parking In this chapter a brief analysis of these issues is presented and suggestions made as to the preferred location of each gateway. In addition this section highlights the services and facilities that should be offered at the gateways to maximise the economic return from the capital investment and from the new park and ride facility. Where appropriate, the cost of these has been incorporated into the economic impact assessment. 3.1 Inner gateways It is proposed that the inner core area be defined as the mountain areas enclosed by Bethesda, Betws-y-Coed, Rhyd Ddu and Llanberis. The towns of Betws-y-Coed, Bethesda and Llanberis are suggested as inner gateways to the main mountain areas of Snowdonia. These centres are proposed as the bases for the additional Sherpa bus services. Some essential investment and improvements are necessary at each site. For example: Each of the visitor centres must have on-line booking facilities for local accommodation and kiosks to allow visitors to browse and decide on/select their preferred activity depending on the time of year/conditions etc. This facility should become available in the local hotels through the televisions in the guest rooms as soon as possible - (this applies to all gateways and the rest of the development area and is not repeated for each site). 12

13 3.1.1 Betws y Coed Betws-y-Coed is a well established, commercially successful tourist centre; and its very attractive local environment straddles the A5. There has been significant private investment in the tourist market over recent years. This has manifested itself in the improvement of the quality of the commercial properties, conversions of non-tourist premises into leisure/ catering related businesses and an improvement in the quality of hotels and guest house accommodation. More recently, the village has seen new tourist related businesses at the northern end of the village and the substantial investment by Cotswold in the new shops between the Church and the Royal Oak in the centre of the village. Betws-y-Coed is a tourist destination in its own right with varied activities for visitors (eating, drinking, shopping and sightseeing). The Park and Ride scheme will need to link into the main attractions: the river; the falls; the attractive stone/slate buildings; graded walks; National Park Centre; Motor Museum and the Station. At present the substantial areas of car parking are well sited to the north of the station and do not impinge on the attractive amenities of the village. The village currently depends on tourist traffic from the north by the A470 and the railway from Llandudno Junction, together with the A5 tourist traffic from the Midlands and South. Location details of Main Interchange/Service Area The area near the Railway Station including the SNP Visitor Centre and the adjacent major car parks already has many of the required facilities and characteristics of a gateway. This area could give convenient access to adjacent rail, bus, coaches, car parking and camping facilities and existing cafes and shops, and toilet facilities, as well as the main visitor area of Betws and various attractive walks. There are also some other adjacent visitor attractions e.g. Motor museum and light railway. Upgrading and enhancement of tourism facilities within Betws: Lack of clear sign posting and the presence of MANWEB Transformer site restrict access to NP Visitor Centre. Access to the riverside paths is obscure and uninviting. There is no access to the north bank of the Lligwy, which will also impede the development of and access to the proposed Cycle route down from Capel Curig [and Bangor] Space for buses to turn is very restricted and there is no site for the display of information or to facilitate bus boarding A picnic site could be developed near the river at the bottom of the car park 13

14 Pedestrian movement in the village is at its greatest near the car park and gradually reduces to the northwest along Ffordd Caergybi. Beyond the attractive Pont-y-Pair and waterfalls, the pedestrian flow reduces dramatically. A new short stay, well landscaped car park on the A5 at the western end of the village between Ffordd Caergybi and the river would substantially improve the commercial viability of the retail and guest house business of this part of the village and take pressure off the Pont-y-Pair car park. The construction of this car park would need a ramp down to the river meadow at its western end. A natural ramp already exists on the eastern end of the proposed car park near the Chapel, which has recently been converted to a tourist shop. This would provide pedestrian access to the village. Due to the terrain, this would need to be a low-density car park with a considerable amount of tree planting. At present Betws-y-Coed is not very pedestrian friendly. The relatively wide carriageway of the A5 cuts through the village creating considerable danger to pedestrians. Also, there is no footpath on substantial parts of the A5 (south side) adjoining many of the commercial premises. As part of the Development Scheme, it is proposed that a traffic-calming scheme be implemented which would physically reduce the speed of traffic passing through the village to 20 mph. This could be achieved by introducing attractive traffic islands; reducing carriageway widths; ramps; rumble strips; areas of sets; and pedestrian crossings. In addition, footpaths should be provided on the south side of the A5 by reducing the carriageway to 5.5 metres for moving traffic (which is similar to that already available elsewhere in the village where permanent linear parking is allowed). These proposals would encourage greater and longer pedestrian use of the streets, less danger and greater physical safety to pedestrians, resulting in economic benefit to the commercial premises. Other features which would increase the visitors length of stay in the village would be to open up the existing public footpath from the National Park Centre northwards along the riverside, with connections to the car parks. A foot and/or cycle bridge across the river to Pentrefelin would provide another circular walk in the village. A gateway facility could enhance these developments by being situated in the new car park as part of the Development scheme and linked to the rest of the village by these new tourist proposals. In addition improvements to signposting of the National Park Centre from the car park and station would increase visitor numbers to the Centre. New Facilities: Car park secured either by CCTV and / or by attendant located 14

15 conveniently to sell park and ride and parking tickets [Applies to all sites] Location for bus depot, bus turning area and information points [All sites] New centre for cycle hire New access to riverside path near bottom of car park would greatly facilitate access (without disruption to residents) to riverside walks and provide link for cycle route up the Lligwy valley and potentially down to Llanrwst Wooden bridge over Lligwy near to Sewage Works (which can be largely shielded) would allow cycle and walking access to North bank and consequently much safer cycle access to the Sustrans route, and very pleasant circular walk about Betws and alternative access to Pont y Pair Real time videos in Visitor Centre trained on wild life in Gwydyr Forest and/or on rivers e.g. birds nesting [raptors and woodland species], small animals [rabbits, foxes, badgers, otters]. C.f. Twr Elen and the Red Kite trail. It is highly desirable that the MANWEB Transformer Station be moved to a site in or near the Hyder sewage works. This would facilitate the development of the whole area and remove a major eye sore and could provide an opportunity for private funding within Objective 1. Other Issues: Clear sign posting on way into Betws y Coed. Small roundabout on A5 at entrance to station road. Easing pedestrian flow along main street by widening the pavement and narrowing the carriage way. Easing short-term parking problem on NW side of the village by small new car park. Possible covered walk way through tree lined path from visitor centre to main street would facilitate a longer season. Care must be taken to ensure parking for local residents near their homes and for people staying at guest houses. Although the capacity of Betws car park is not be to increased and is rarely full, plans must be made for the use of Llanrwst as an overflow. Currently there is no easy access to horse riding/trekking centre. Since cycles and horses don t mix well, it might desirable to develop riding area between the lower end of Capel Curig and Dolwyddelan. Other opportunities for riding may exist between Betws and Llanrwst Bethesda A traditional slate quarrying village with strongly individualistic character but serious deprivation. No history of tourism and strong suspicion of being exploited dating back to Penrhyn Strike. Magnificent location including fine river and easy access to the major climbing /walking area around Ogwen/Idwal/Glyderau/Carneddau. Important area in history of international geology and home of children s heroes, Wil Cwac Cwac and Sion Blewin Coch. 15

16 The physical quality of the centre of Bethesda has improved over recent years by local initiatives. Convenient car parks have been constructed at the rear of the main street. Although the town is the closest community in Snowdonia to the A55, which is the main route to Snowdonia, at present most tourists drive straight through the town without stopping. At present it has few very few tourist related facilities in the main street and fewer services. However, it has excellent access to A55 expressway and to trains in Bangor and natural gateway to Ogwen [also Idwal, Tryfan, Carneddau] which has a year round appeal both to visitors and to people living in Bangor and Ynys Mon. Bethesda has the potential to be a main route into the mountains of Snowdonia and should be developed as an Eryri Gateway. There is the possibility for significant community based development and for initiatives and investment that will increase employment and economic activity. Proposals to develop Bethesda into a Snowdonia Gateway 1 The A5 again bursts its way through the town. Two straight, relatively wide carriageways lead into the town centre, which encourage traffic speeding with its resultant dangers and inconvenience to pedestrians. It is proposed that a scheme of traffic calming, similar to that proposed for Betws-y-Coed, be implemented. This itself would be an economic benefit to the commercial premises in the town. 2 The attractive Ogwen River exists at the rear of the town centre and cannot be seen or appreciated by visitors. It is proposed that this attractive section of riverside be developed as a park amenity, making the town an attractive place to visit or stop. Bridges over the river and picnic places should be considered. 3 It is proposed that a new gateway facility be constructed on the Bingo car park and former railway station area. This facility could include long stay parking; park and ride terminus; craft shops; leisure shops; motel; cafes; toilets; mountain interpretation centre; and a short stay tourist caravan park. The development could be sited within the existing extensively landscaped area. The development would be connected to the riverside park by new bridges. The scheme should include the empty garage premises on Bangor Road and Station Road. The land is in two ownerships. Early discussions need to be undertaken with the landowners in order to unify the land ownership and agree a planning gain, as the development will not take place without a major public subsidy. 4 The existing junction giving access to this site from the A5 to Station Road is very dangerous, due to poor sight lines. 16

17 It is proposed that this situation be improved by demolishing the empty garage premises and reducing the width of the carriageways to say 5.5 metres on the A5, as part of the traffic calming measures. An attractive and more expensive solution would be to construct a new access to the area from the A5 on the western outskirts of the town, across another land ownership. 5 Service buses would stop at the new gateway facility and also in the centre of the town. 6 Snowdonia and the new gateway should be signposted on the A55 leading visitors through Bethesda. Location details of Main Interchange / Service Area. The area on the north end of the town at the old railway yard between the old Purple Motors garage and the Rugby ground, including the river frontage, is recommended strongly. There are no existing services or facilities but there is ample room to develop and to do so in a way to maximise the benefits to the businesses on the High Street as well as creating completely new businesses. To achieve such integration it will be necessary to build two wooden bridges over the Ogwen, one to take both foot and cycle traffic near the gateway and the other pedestrians only to create a short cut to the main street. New facilities A Park and Ride gateway will have to be established from scratch comprising. Secure car park with bus depot/ turning area/information/ visitor centre with ITC facilities as previously noted. Wooden bridge over the Ogwen to picnic site in woods. Various river side walks linked to second bridge into middle of Bethesda near small new car park in centre of village to stimulate local trade. Links to Betws-Capel Curig-Ogwen-Bethesda- Bangor cycle route which would pass through this site. Cycle Hire Centre. Museum of Geological History or similar [possibly sponsored by McAlpine as part of private funding of Objective 1?] should be clearly distinct from Llanberis Electric Mountain. National Trust should be approached with a view to relocating steam engines from Castell Penrhyn to suitable location at this site - their original home. A children play area/ mini-park featuring Wil Cwac Cwac and Sion Blewin Coch. The site is large enough to cater for a mobile caravan park and /or a small 17

18 motel Craft centre, including slate crafts, and local painters gallery Riverside café/restaurant at location of builder yard? Other Issues Ownership of land /fate of the bingo hall/ links to Rugby club and business beyond will need to be investigated. Entry from the main A5 road. A new access before the houses on the west side would be desirable. Part of land owned by Penrhyn Estate. Currently the road into the village and access to this site is potentially dangerous. It would be very desirable even essential to relocate the builders yard on the river bank as it is an eyesore and the area is potentially a very useful part of the whole site. Given the community of Bethesda there may be possibilities of some civic initiatives along with co-operative ownership of the initiative. The problem of unregulated parking in Gerlan etc must be addressed; possible opening for a minibus service from the main park and ride gateway to that area which could be run locally. Fly parking must be controlled and the needs of local people protected. Signing of this gateway from A55 and on A5 through and into Bethesda is critical. The establishment of a new gateway facility would enable visitors to stop in the town and would ultimately considerably improve the economy of the town. A scheme of this nature could be built by the private sector, with adequate rental guarantees for a substantial time period. Otherwise, it could be developed by the public sector with grants Llanberis Llanberis is a very well established tourist centre with numerous facilities, in addition to Snowdon and the lakes, to keep visitors in town for longer periods as compared with Betws-y-Coed and Bethesda. The area appears to have ample car parking on different sites. The location of the car parking and tourist facilities is at the eastern end of the town, which does not substantially benefit the commercial premises in the traditional town centre. The town is both a vibrant community and a major tourist centre at the foot of Snowdon with access to Pen-y-Pass and to the rock climbing area in Nant Peris. It also has a rich Welsh Literary tradition. Many major attractions including:- Snowdon railway, Electric Mountain, Parc Padarn and Slate Museum, Llynnoedd Padarn and Peris and Castell Dolbadarn. However, the centre of village is not readily accessed from the car parks and there is a growing problem of indiscriminate visitor parking becoming a nuisance to residents. To some extent Llanberis is already a de facto gateway with many services and facilities and attractions in its own right. However there appears to be 18

19 little co-ordination or focus and better integration and more convenient physical layout to facilitate the modal shift between car and bus is necessary. Main Proposals for improvements at Llanberis 1 Implement a street improvement scheme in the traditional commercial area of the town, with floor treatment, landscaping, traditional street furniture etc. This could involve reducing the street to one lane in places in order to create scope for landscaping. Since the main street was by-passed, the volume of traffic in this street is very small. This proposal would make this street a more attractive place and encourage visitors spending. 2 The Glyn car park, near Llyn Padarn, is proposed as a long stay car park with the adjoining car park near Electric Mountain being designated as a short stay car park. 3 The main bus pick up point for a park and ride scheme is proposed in the existing commercial centre to encourage visitors spending. An existing footpath connects the Glyn car park and the main street. 4 A Tourist Information/Bus Centre should be made available nearer the car parks by using the Community Centre. This is the most strategically appropriate site giving good access to ample parking, to Electric Mountain, to the boats plying the lake and to the Padarn railway, if the plans for extention come to fruition, as well as the Snowdon Mountain railway. A new site would have to be identified for the Community Centre 5 Landscaping and new surface treatment are proposed at the car park opposite the Station (Royal Victoria Hotel ownership), the railway station forecourt and the Community Centre to enhance the appearance of these areas. Location details of main interchange/service area The preferred option would be to change the community centre into the visitor centre /bus depot, as it is well sited, and develop another community centre at another location more central to the village. Most of the other facilities are present but uncoordinated and the businesses in the centre of the village remain divorced from the main tourist area. New facilities At the newly located visitor centre, park and ride facilities should be enhanced by real time video facilities for viewing wildlife and for giving climate data for the summit of Snowdon and locally at lake side. This would give visitors a real sense of contrast with altitude and of the natural history (and would not over lap with Electric Mountain). 19

20 Potential to make more of cultural history including Castell Dolbadarn c.f. Caernarfon, both in relation to Welsh history and literature and as a contribution to art history in terms of Turner and the romantics. Other Issues Fly parking in village a major nuisance and needs control so as to benefit local residents. Need to facilitate transfer from cars to bus. As currently set out there would be rather a long walk. Need to ensure the bus also picks up and set down in middle of village. The charging regime in the various public and private car parks are uncoordinated and requires Gwynedd to take a lead in collaboration with trade interests. Possible need for local minibus service to take visitors to Slate Museum, the Country Park and to Padarn Railway, although extension of Padarn Railway to rear of proposed visitor centre being explored. Strong case for local co-operative initiatives within project. Implement a street improvement scheme in the traditional commercial area of the town, with floor treatment, landscaping, and traditional street furniture etc. This could involve reducing the street to one lane in places in order to create scope for landscaping. Since the main street was bypassed, the volume of traffic in this street is very small. This proposal would make this street a more attractive place and encourage visitors spending. The Glyn car park, near Llyn Padarn, is proposed as a long stay car park with the adjoining car park near Electric Mountain being designated as a short stay car park. The bus pick up points for a park and ride scheme would be both in the existing commercial centre to encourage visitors spending, which is connected by an existing footpath to the Glyn car park (this could and should be covered) and at the visitor centre. Landscaping and new surface treatment are proposed at the car park opposite the Station (Royal Victoria Hotel ownership), the railway station forecourt and the old Community Centre / proposed visitor centre to enhance the appearance of these areas Llanrwst Small market town with a number of local dynamic enterprises especially strong in food sector, strong links with Llywelyn Fawr and Elizabethan Welsh history. Delightful river frontage and natural gateway to much of Gwydyr Forest and to Llynnoedd Geirionydd, Crafnant, Eigiau, Cowlyd and the Eastern Carneddau. Possible overflow for Betws as well as being a centre with its own unique character. Site of the proposed new Harp Centre Location details of Interchange/Service Area There is an existing large car park near the river, which would form the 20

21 basis of the gateway. However access to much of the town and the river walk and the historic church is impeded by the Local Authority road depot. It also contains an old rather dilapidated cinema, which could be the location of the proposed Harp Centre. Any redevelopment depends on moving the Council Depot. However the river frontage between the Church and the old cinema has potential and has wonderful views of the river and the hills. Llanrwst is a natural gateway to the eastern part of Snowdonia. New Facilities Riverside recreation area with good access to town restaurants and shops. Requires visitor centre / bus terminus/ with good toilet facilities etc as listed for other sites. Picnic site by the river. Development of a farmers market with other local produce e.g. cakes and deli products, which would build on the existing strengths of Llanrwst and its role as a market town for Nant Conwy. Good sites for development of walks and cycle routes on the valley floor, possibly up to Betws and to the Gwydyr Forest. Separate park and ride to the lakes above Trefriw, integrated into parking facilities at Trefriw. Industrial archaeology trail and unique light-independent food chain in old mines which deserves to be publicised. Strong emphasis on Welsh social history and cultural heritage to link with proposed Harp Centre and to Eglwysi Crwst, Gwydr Uchaf and Llanrychwyn and to Gwydr castle and to the Renaissance - Elizabethan Wales Other Issues Problem of pedestrian and cycle traffic across river to link with forest trails as the Inigo Jones bridge is very narrow. Traffic through town / development of old market square and / fate of proposed by-pass need to addressed. Distance from rail station to site of gateway. Relocation of Conwy depot essential. Signing in relation to facilities at Betws on A470. Signing to enable efficient use of Llanrwst as overflow for Betws y Coed. 3.2 Inner core area Beddgelert Delightful scenic tourist village, but rural charm is being diminished by heavy traffic and congestion - especially on the bridge and river frontage. However, 21

22 the tourist trade is very dependent currently on car users and local demand for extra parking. Currently NP parking is exceptionally cheap. With advent of Welsh Highland Railway, direct links will be in place by train to Porthmadog and Caernarfon Issues Location of bus stop with shelter and information: a site near the existing NP car park and the new WHR station seems desirable. Changes in parking in the village must be carefully co-ordinated with development of new transport/visitor access opportunities to maintain/ expand the local trade and seek to extend the season. Aim might be over time to achieve a major decrease in cars over bridge/ along river frontage and in the small square. This could increase the attraction of the village substantially and extend the season given the move to weekend breaks. Build on links with very extensive NT holdings in the area - both Craflwyn and Hafod y Borth and the Llynnau Gwynant and Dinas and Sygun Copper mine. Very serious consideration should be given to bypassing the village, on both east and west, creating a pedestrian precinct in centre of the village and along the rivers. A major issue to be addressed is the various transport links. A detailed joint study of both village traffic and the pass is required by SNP, NT as landowners and Gwynedd as the Highway Authority. Main concerns will be road access [for buses as well as cars and delivery vehicles], the WHR trains, and facilities for walkers and cyclists through the Aberglaslyn pass, which is itself a major landmark and visitor attraction Capel Curig A small nuclear community in the heart of the mountains, with a range of accommodation and some shops. Important junction for bus routes and the site of Plas y Brenin outdoor centre. Issues. Parking/charging regime at small car park should be designed to encourage short stays in high/mid season and to stimulate trade in local shops. Site for cycle hire/interchange point Major bus interchange point requiring good shelter for travellers and information points. Encourage Plas y Brenin to use new bus facilities rather than duplicate. Opportunities for local hotels to package new services including Bus services and cycle routes. Quality control in hotels and guest houses will be essential [applies to all locations]. 22

23 3.2.3 Rhyd Ddu An old quarry village with no shops and receives far fewer visitors that other parts of Eryri. Nevertheless it is the start of one of the main routes up Snowdon and will be important station on WHR Issues No shops left. Needs to be brought in as scheme develops and WHR is built. Car park has low usage and lower charges at car park should be encouraged to distribute visitors away from honey pots once the scheme is firmly in place. In time it should be possible to develop links to inner gateway at Nantlle/Pen y Groes. 3.4 Mixed inner and outer gateway Porthmadog In the south there is no clear distinction between inner and outer gateways and the crucial access locus [however defined] is Porthmadog/ Tremadog. There is a consensus that Beddgelert is not a gateway but part of the core of Snowdonia. Porthmadog is important as the site of both Ffestiniog and Welsh highland railway termini and with access to Cambrian Coast Line and indirectly to UK mainline network It is also on the main route from the English Midlands to Pen Llyn and is a major yachting and tourist centre in its own right. The original report did not address the development of this gateway. Issues Location of gateway site to facilitate inter-modal shifts possibly near existing main line station will require a car/bus/train interchange. Impact of routing of the WHR through town and possible road developments on A487 need to be taken into account. Relationship of gateway to town centre and existing busy shopping area will be crucial. 3.5 Outer gateways Caernarfon Detailed suggestions lie well out side this report but it is clear that the principles noted earlier apply. Observations/issues 23