Waterfall Country Public Transport Options

Waterfall Country public transport options

Draft Final Report June 2020

Martin Higgitt Associates Limited registered in England and Wales Registered Office Address: 28 Wharfe View Road, Ilkley, West Yorkshire LS29 8DU. Company Number: 11112273 T 07856 525244 E [email protected] www.martinhiggittassociates.com

Report Record Job No. Report No. Issue No. Prepared Verified Approved Status Date 2034 2 1 Martin Higgitt Steve Essex, Martin Higgitt Draft final 27/05/20 Lee White 2034 2 2 Martin Higgitt Martin Higgitt Draft final v2 03/06/20

Contents

Table of Contents 1 Introduction ...... 1 This report ...... 1 Our work ...... 1 2 Analysis of visitor movement ...... 2 Introduction to Waterfalls Country ...... 2 Visitor profile ...... 4 Number and timing of visitors ...... 4 Mode of arrival ...... 5 Origin of visitors ...... 6 Visitor activities and attitudes ...... 6 Parking locations ...... 7 Building a profile for visitor levels to Waterfalls Country ...... 9 Demand for a shuttle bus service ...... 9 3 Examination of different public transport options ...... 11 Introduction ...... 11 Option Design ...... 11 Constraints ...... 11 Option 1a: Western shuttle service from Pontneddfechan to Gwaun Hepste ...... 12 Option 1b: Western shuttle service from Glynneath to Gwaun Hepste via Pontneddfechan ...... 12 Option 2: Eastern shuttle from Penderyn to Gwaun Hepste and Ystradfellte ...... 12 Option 3: Eastern shuttle from Glynneath to Penderyn to Gwaun Hepste to Ystradfellte ...... 13 External Links Option(s) ...... 13 TrawsCymru ...... 13 Costs ...... 14 Option 1a / 1b: 20 minute service Glynneath Leisure Centre to Gwaun Hepste via Clun Gwyn and Ystradfellte ...... 15 Option 1a / 1b: 30 minute service Glynneath Leisure Centre to Gwaun Hepste via Clun Gwyn and Ystradfellte ...... 15 Option 2: 20 minute service Penderyn Distillery to Ystradfellte, via Gwaun Hepste...... 16 Option 2 30 minute service Penderyn Distillery to Ystradfellte, via Gwaun Hepste...... 16 Option 3 20 minute service to Ystradfellte via Penderyn and Gwaun Hepste Glynneath ...... 16

iii

Option 3 30 minute service to Ystradfellte via Penderyn and Gwaun Hepste Glynneath ...... 16 External Links Option ...... 17 Option Sift ...... 17 4 Recommendations ...... 20 Service recommendation ...... 20 Complementary measures ...... 21 Parking management ...... 21 Bus infrastructure ...... 21 Marketing and promotion ...... 22 Next steps ...... 22

1 Introduction

This report

1.1 Martin Higgitt Associates Ltd. was commissioned, in association with Transport Initiatives (TI), by Brecon Beacons National Park Authority (BBNPA) to undertake an assessment of public transport options to enable visitor access to and around Waterfalls Country.

1.2 The objectives of providing enhanced public transport are to:

• Improve visitor access to and within the area, reducing overall reliance on cars to access the area and reducing the movement of cars within the area, particularly at peak visitor times; • Reduce traffic problems associated with excessive levels of cars and inappropriate parking and reduce its impacts on local communities; • Enhance the economic contribution of visitors in local economy.

1.3 The objectives of this study are to:

• Identify potential public transport options and associated operations, costs and revenues; • Identify the most effective public transport option; • Identify supportive measures to maximise success.

Our work

1.4 In order to assess potential public transport options, we first research existing visitor behaviour, including numbers of visitors, activities and attitudes, drawing on various data sources. We then build a picture of visitor movement into the area (numbers, directions of approach) and assess where the demand for potential public transport services exist, both in relation to access to the area and access within the area.

1.5 We then investigate different public transport options and assess costs and logistics of services. We then identify complementary measures to support successful operation of the preferred service.

2 Analysis of visitor movement

Introduction to Waterfalls Country

2.1 Waterfalls Country has the greatest concentration of significant waterfalls in the UK. Four major waterfalls are located along the Afon Hepste valley (Sgwd Yr Eira, Sgwd y Pannwr, Sgwd Isaf Clun-gwyn and Sgwd Clun-Gwyn), whilst other waterfalls (e.g. Sgwd Glwadys) are located along the parallel River Neath valley.

2.2 Various trails provide access to the river valleys and falls. A Four Waterfalls trail is promoted to give access to the four main sites on Afon Hepste from the north. The Elidir Trail proceeds along the River Neath to Sgwd Gwladys from the south.

2.3 Access to these trials is provided from the south at Pontneddfechan for access to the Elidir Trail (River Neath) and to walk north along the Afon Hepste valley towards the Four Waterfalls. Access is provided from the north at Cwm Porth and Gwaun Hepste to access the four waterfalls walk. There is also access from the west of Afon Hepste for Clun-Gwyn waterfalls. The village of Penderyn sits to the east of the Afon Hepste, on a main road with an existing public transport route and potential parking capacity. However, the footpath giving access to the Four Falls walk is currently not in an adequate state of repair to promote.

2.4 It is thought that the area attracts over 300,000 visitors per year. As with many outdoor visitor attractions, visitor numbers are particularly high during peak visitor seasons and especially so at weekends during the summer and on bank holidays.

2.5 There are very limited public transport services giving access into the area. In any case, many of these services don’t run, or run very limited frequencies at key visitor times (i.e. weekends, Bank Holidays).

2.6 The vast majority of visitors arrive by car. Formal car parking is provided in the north at Gwaun Hepste, Cwm Porth and the village of Ystradfellte, to the south at Pontneddfechan at a number of small car parks, as well as a small car park to the west of Afon Hepste at Clun-Gwyn.

2.7 The level of visitor numbers means that this parking is over-subscribed at busy visitor times. Consequently, much parking overspills onto roads and verges. On some of the narrow country lanes, this causes significant access problems for visitor and local traffic alike, as well as causing disruption in villages as visitor parking competes with residents’ parking.

2.8 Figure 2.1 overleaf, taken from Explore South Wales website, provides a good context map of the area.

Figure 2.1: Waterfall Country context map

Visitor profile Number and timing of visitors

2.9 The National Park and partners have a range of data on visitor numbers to the area.

2.10 A pedestrian counter at the entrance to the Elidir Trail by the Angel Inn in Pontneddfechan provides daily count totals. It provides a profile of visitors over the course of a year, by day of week and by time of day. A total of 45,113 visitors were observed passing through this entrance (in both directions) over the course of 2018.

2.11 Whilst this path leads to the River Neath, rather than the more popular Four Waterfalls Walk along the Afon Hepste, this data can be used as a proxy for understanding the timings of visits.

2.12 Over the course of 2018, Figure 2.2 shows that May to August were the peak season, accounting for 52.5% of all visits. The six months of April to September accounted for 68.8% of all visits.

2.13 Car park counters at Dinas Rock car park (Pontneddfechan) provide a profile of parking levels by month of year. This shows similar patterns of demand to the pedestrian counter at Angel Inn. Here, May to August represented 51.1% of trips, and April to September represented 70.1% of all trips. It is therefore considered that the Angel Counter, with its additional level of detail, provides a good representation of visitor numbers for the broader area.

Figure 2.2: Monthly profile of visits, September 2017 – December 2018

Source: internal BBNPA report. Based on footfall at entrance to Elidir Trail by Angel Inn, Pontneddfechan

2.14 In terms of day of the week, Figure 2.3 shows that Sunday was the most popular day (26% of visits), followed by Saturday (22%), so the weekends comprised nearly half of all trips. Trips were consistently around 10% on Tuesday-Friday, with slightly more on Mondays (14%). This higher Monday average is accounted for by the Bank Holiday Mondays which are typically the most busy days of all, whilst non-Bank Holiday Mondays are only slightly busier than other weekdays.

Figure 2.3: Daily profile of visits

Source: internal BBNPA report. Based on footfall at entrance to Elidir Trail by Angel Inn, Pontneddfechan for 2018

2.15 In terms of time of day, Figure 2.4 shows the number of movements through the entrance to the trail by time of day. The peak hour is 1pm-2pm (14% of visitors). The period from 11am-5pm accounts for 73% of visitors.

Figure 2.4: Time of day profile of visits

Source: internal BBNPA report. Based on footfall at entrance to Elidir Trail by Angel Inn, Pontneddfechan for 2018 Mode of arrival

2.16 During their previous study in 2017, Transport Initiatives undertook visitor surveys at various sites around the Waterfalls Country. 102 surveys, representing groups with 423 people were conducted.

2.17 87.2% travelled by car, 1.2% by cycle, 1.0% by public transport and 10.6% were on an organised coach trip. Average car occupancy, excluding minibuses and organised trips was 2.87.

Origin of visitors

2.18 The TI visitor survey also asked visitors where they had travelled from that day. Figure 2.5 provides a schematic diagram showing origins by route, with arrows weighted proportionately. The largest origin was A470 south (43% from Cardiff direction), followed by A465 west (32% from Swansea/Neath direction). We have calculated typical Sunday visitor numbers during the summer holidays (estimated as a total of 2,718 arrivals) and applied these to the approaches.

2.19 From A470 and A465 east, the quickest / nearest destination is Penderyn, followed by Pontneddfechan. From A465 and A4109, the quickest / nearest destination is Pontneddfechan. From A4059 Brecon Road, the quickest / nearest destination is Penderyn, closely followed by Gwaun Hepste/Cwm Porth.

2.20 In terms of destination, the TI survey showed that 49% of visitors were heading towards Pontneddfechan in the south, 39% towards Ystradfellte / Gwaun Hepste / Cwm Porth in the north and 13% towards Clun Gwyn.

2.21 It should be caveated that the TI survey was a small, snapshot survey on one day, and the total number of visitors arriving on a typical summer Sunday is derived from the Angel Inn counter multiplied by an estimate of total annual visitor numbers. Nonetheless, it gives a useful feel for the scale of visitor arrivals.

Figure 2.5: Origin of visitors

386 Brecon Ystradfellte

A4109 101 Penderyn 1174 A470 872 Pontneddfechan 185 A465 A465

Visitor activities and attitudes

2.22 The TI survey asked visitors what activities they were undertaking.

2.23 71% of all visitors were undertaking waterfall walks. 19% were visiting Clun Gwyn Waterfall, 19% Sgwd Yr Eira Waterfall, 18% undertaking the Four Waterfalls Walk and 15% undertaking the Elidir Trail. Many of the latter were walking from Pontneddfechan

to Sgwd Gwladys and then returning (even though it is possible to continue onto Pont Melin and onwards to Cwm Porth).

2.24 Interestingly, from Pontneddfechan, it is slightly further to undertake a there and back walk to Sgwd Yr Eira than it is to continue onwards to Gwaun Hepste / Cwm Porth, completing a one-way Four Falls walk. From Gwaun Hepste and Cwm Porth, a there and back walk to Sgwd Eira is nearly as long as continuing on to Pontneddfechan. Thus, a bus service providing a trip between Gwaun Hepste/Cwm Porth and Pontneddfechan could facilitate a one-way walk which could be an attractive visitor proposition. The Four Falls walk is mainly in woods while the Pontneddfechan path has some higher level views.

2.25 The TI survey then asked people about their preparedness to use a Park & Ride service or shuttle bus. 28% of people said they would not use a Park & Ride service due to preference. Asked whether they would use a shuttle bus to enable linear walks, 43% said yes, 11% said maybe and 46% said no.

Parking locations

2.26 A large element of the TI study focused on car parking capacity and demand and included surveys of the main car parks and on-road parking throughout the area.

2.27 Figure 2.6 summarises the data from the TI study into 4 main locations:

• North: Ystradfellte, Gwaun Hepste and Cwm Porth car parks, plus on-road parking in this area; • Central: Clun Gwyn car park and Pont Melin car parks, and on-road parking in this area; • South: Pontneddfechan: parking in various car parks and on-road around the village; • East: parking in Penderyn.

2.28 The red circle shows parking capacity and the brown circle actual levels of parking on the Bank Holiday weekend. The top number shows parking capacity and the bottom number parking levels. The north and south of the area are the most popular locations that people park in. There is a deficit of 100 spaces in the north and central areas and a deficit of 200 spaces in the southern area. There is little visitor activity in the east at Penderyn currently.

2.29 The TI report investigated opportunities for extending parking capacity in the different areas and identified these as short- to medium-term and temporary (i.e. seasonal parking) (see Figure 2.7). It showed that there were a large number of sites in the north where additional permanent or temporary parking could be provided, significantly in excess of current capacity shortfalls. In the southern area (Pontneddfechan), if all potential opportunities came forward, it would just about address current excess parking demand.

Figure 2.6: Excess parking demand and potential capacity

Figure 2.7: Excess parking demand and potential capacity

From Waterfall Country Visitor Traffic Study, Transport Initiatives, June 2018

Building a profile for visitor levels to Waterfalls Country

2.30 The visitor data described above, together with TI’s surveys of parking volumes and durations, can be used as a basis for providing a profile of visitor numbers and timings to the whole area.

2.31 From their parking surveys, TI estimate that a total of 1220 cars parked in the area on the Bank Holiday Sunday in 2017, with an average occupancy of 2.87 per vehicle, equating to a total of 3,501 car-borne visitors. In addition, there were non-car arrivals, predominantly in organised minibus or coach excursions. It is harder to estimate the total arriving by these modes, but is though to be somewhere in the region of between 60- 420. It is likely that most minibus / coach arrivals will not be in scope for a shuttle service.

2.32 The daily counter data from the Angel can be extrapolated to show an expected total quantity of visitors to the area based on 300,000 visitors per annum. This has been applied to the 2021 calendar year in Table 2.1 below (where yellow cells represent Bank Holidays and green cells represent weekends, and blocked dates refer to school holidays). This has been ‘normalised’ to month of year and day of week to even out the fluctuations that are probably due to weather. Bank holidays from May to August have been inflated in keeping with observations of average Bank Holiday visitor levels during the spring and summer from the Angel Counter.

2.33 The data extrapolated from the Angel Counter implies a lower number of visitors on a summer Sunday compared to the TI data (2,718 cf. 3,501), although the TI number relates to a peak Bank Holiday weekend.

Demand for a shuttle bus service

2.34 From the TI work, it is estimated that 71% of visitors were undertaking waterfall walks. 19% were taking a short trip to Sgwd Clun-Gwyn. 15% were walking on the Elidir Trail, but the majority of these going on a relatively shorter walk. Therefore, we assume that about two thirds of these visitors (47% of total visitors) might be in scope for a bus service providing a one-way trip to enable a one-way linear walk.

2.35 If we assume that 43% of the 47% of visitors undertaking longer waterfalls walks might contemplate using a bus (as per TI survey on preparedness to use a shuttle bus), that suggests a potential market of 20% of visitors to the area. As an illustration, this implies a potential market of 543 users on an August Sunday).

2.36 Utilising the time of day data from the Angel Counter, we can assess the number of visitors that are likely to be in scope for a bus operation at different times of day. Table 2.2 below shows the % of the market that might be picked up by a bus service running from 09:00-19:00 (93%) to 11:00-16:00 (64%).

Table 2.1: Normalised profile across 2021, based on 300,000 visitors

Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Sat 0 0 0 0 1808 0 0 0 0 0 0 0 Sun 0 0 0 0 2166 0 0 2718 0 0 0 0 Mon 0 409 435 0 2864 0 0 1172 0 0 317 0 Tue 0 377 402 0 862 791 0 1081 0 0 293 0 Wed 0 365 389 0 834 765 0 1046 514 0 283 297 Thu 0 378 403 593 863 792 880 1083 532 0 293 308 Fri 292 403 429 632 921 845 938 1156 568 525 313 329 Sat 572 792 843 1241 1808 1659 1843 2269 1114 1030 615 645 Sun 685 948 1010 1486 2166 1987 2206 2718 1335 1234 736 772 Mon 296 409 435 2864 934 857 951 1172 575 532 317 333 Tue 273 377 402 591 862 791 878 1081 531 491 293 307 Wed 264 365 389 572 834 765 849 1046 514 475 283 297 Thu 273 378 403 593 863 792 880 1083 532 492 293 308 Fri 292 403 429 632 921 845 938 1156 568 525 313 329 Sat 572 792 843 1241 1808 1659 1843 2269 1114 1030 615 645 Sun 685 948 1010 1486 2166 1987 2206 2718 1335 1234 736 772 Mon 296 409 435 641 934 857 951 1172 575 532 317 333 Tue 273 377 402 591 862 791 878 1081 531 491 293 307 Wed 264 365 389 572 834 765 849 1046 514 475 283 297 Thu 273 378 403 593 863 792 880 1083 532 492 293 308 Fri 292 403 429 632 921 845 938 1156 568 525 313 329 Sat 572 792 843 1241 1808 1659 1843 2269 1114 1030 615 645 Sun 685 948 1010 1486 2166 1987 2206 2718 1335 1234 736 772 Mon 296 409 435 641 934 857 951 1172 575 532 317 333 Tue 273 377 402 591 862 791 878 1081 531 491 293 307 Wed 264 365 389 572 834 765 849 1046 514 475 283 297 Thu 273 378 403 593 863 792 880 1083 532 492 293 308 Fri 292 403 429 632 921 845 938 1156 568 525 313 329 Sat 572 792 843 1241 1808 1659 1843 2269 1114 1030 615 645 Sun 685 948 1010 1486 2166 1987 2206 2718 1335 1234 736 772 Mon 296 0 435 641 2864 857 951 2864 575 532 317 333 Tue 273 0 402 591 0 791 878 1081 531 491 293 307 Wed 264 0 389 572 0 765 849 0 514 475 0 297 Thu 273 0 0 593 0 0 880 0 532 492 0 308 Fri 292 0 0 632 0 0 938 0 0 525 0 329 Sat 572 0 0 0 0 0 1843 0 0 1030 0 0 Sun 685 0 0 0 0 0 0 0 0 1234 0 0 Total 12169 14693 16869 26475 42315 32339 37841 48761 21719 21904 12012 12901 Table 2.2: % of visitors captured by bus service operating at different times throughout the day

Finish Start 16:00 17:00 18:00 19:00 09:00 75% 84% 90% 93% 10:00 71% 80% 86% 89% 11:00 64% 73% 79% 82%

3 Examination of different public transport options

Introduction

3.1 In previous years the Beacons Bus provided a series of strategic links based around the Brecon bus interchange that were targeted at the day tourist market. The Beacons Bus scheme operated at peak tourism times (Sundays and summer public holidays) but was withdrawn as part of austerity measures in local government due to the level of subsidy necessary to provide a comprehensive network.

3.2 Alternative strategy options have been examined to assess their impact. Two key proposals emerge. First, to replicate the Beacons Bus approach and provide a series of strategic links from major settlements in South Wales or second, to provide measures to provide a direct effect on the parking issues in the Waterfalls area. An early presumption is that the services would operate only in the peaks of tourism activity i.e. Summer Sundays and Bank Holidays with possible Saturday operation again in the summer months.

3.3 Examination of available data suggests that circa 45% of visits occur on Saturdays and Sundays in the main tourist period.

3.4 A further piece of evidence available is the survey of the direction from which visitors arrive (see Figure 2.5). This information shows the strong linkage to the Cardiff and South Wales Valleys (A470-S) and the Swansea direction (A465-W).

Option Design

3.5 The option design process has been undertaken to provide a range of bus route opportunities that will either meet the Park & Ride need or the need for access into the area from further afield.

Constraints

3.6 A series of general constraints exist that would need to be considered when designing a bus network to meet the general requirements identified. These include:

• The narrow roads within the area preclude the general use of larger vehicles. Although no formal amenity weight limits exist, the operation of vehicles larger than 25-30 seaters is likely to be problematic; • Cwm Porth: the access to the Cwm Porth area is unlikely to be navigable by passenger carrying vehicles of any size; • Dinas: access to Dinas and turning a bus here is challenging and potentially subject to delay. It would be undesirable to attract more cars to this location to access the bus service, as the car park is already at capacity and it is pulling traffic through the village along narrow roads; • Turning of large vehicles at termini will create issues in some cases which could require a number of parking spaces to be sanitised or the potential need for minor works;

• Changing technology opportunities will mean that as a public policy objective all buses deployed should be zero emission. The rural nature of the routes may cause issues with vehicle range and en route charging facilities. Option 1a: Western shuttle service from Pontneddfechan to Gwaun Hepste

3.7 Option 1a is a west side link from Pontneddfechan (Angel Inn) to Gwaun Hepste via Ystradfellte. An option to extend beyond Gwaun Hepste to Penderyn could be developed in the longer term if demand was identified for this link and facilities were enhanced at Penderyn (in terms of car parking availability and upgrade to footpaths towards the Four Falls).

3.8 At key locations additional infrastructure may be required to deliver this option:

• At the Gwaun Hepste car park – provision of a turning loop for the bus, together with level boarding; • In Pontneddfechan, parking restrictions on High Street (Angel Inn) to enable the bus to turn here, as well as the provision of a level boarding east-bound bus stop; • In Pontneddfechan, provision of overspill car parking opposite the Angel Inn. Option 1b: Western shuttle service from Glynneath to Gwaun Hepste via Pontneddfechan

3.9 Alternatively, the western shuttle could start from Glynneath in a designated Park & Ride site at Glynneath Leisure Centre. The Leisure Centre is in public sector control though Celtic Leisure, a not for profit trust answerable to Neath Port Talbot County Borough Council.

3.10 Additional infrastructure to enable this service to operate would include:

• At the Glynneath Leisure Centre car park: hatching to ensure bus can turn and car park overspill on the grassed area immediately to the west of the tarmacked car park on bus operation days (circa 30 spaces could be provided here in addition to the 64 permanent parking spaces); • Bus turning loop at Gwaun Hepste;

• Provision of overspill parking opposite the Angel Inn should still be utilised to address the existing capacity issues in Pontneddfechan.

Option 2: Eastern shuttle from Penderyn to Gwaun Hepste and Ystradfellte

3.11 This option provides for an east side link around the Waterfalls area, commencing at the Penderyn distillery and running via Gwaun Hepste to Ystradfellte. Access for Park & Ride at the Penderyn Distillery car park would need to be negotiated ad in all likelihood expanded.

3.12 At key locations additional infrastructure may be required to deliver this option:

• At the Distillery car park – hatching to ensure bus can turn and potential car park expansion; • At the Gwaun Hepste carpark – a bus turning loop; • At Ystradfellte – hatching to ensure bus can turn.

Option 3: Eastern shuttle from Glynneath to Penderyn to Gwaun Hepste to Ystradfellte

3.13 This option provides for an east side link around the Waterfalls area but accessed from the Glynneath Leisure Centre car park. Alternatively, should the Zipworld proposal at Hirwaun come forward as currently envisaged there is a potential opportunity to provide a Park & Ride facility without the long journey to Glynneath.

3.14 At key locations additional infrastructure may be required to deliver this option:

• At the Glynneath Leisure Centre car park: hatching to ensure bus can turn and overspill parking; • At the Penderyn distillery: improved / relocated bus stops; • At the Gwaun Hepste carpark: a bus turning loop; • At Ystradfellte – hatching to ensure bus can turn.

External Links Option(s)

3.15 The need for external links can be seen by the arrival origins of visitors. A previous analysis suggested that links to the TrawsCyrmu network could open public journey opportunities to a wider catchment.

3.16 The options for external links have been designed to provide links to the main nearby city – Swansea - and the Valley lines rail network at Aberdare.

3.17 Direct links to Cardiff and the Swansea Valley (Ystradglynais and Pontardawe) were discounted due to the significant time these would take a vehicle away from the Waterfalls area. A link to Brecon via Libanus was discounted due the predicted low demand based on the known data and the limited interchange potential in Brecon during the early Sunday / Bank Holiday Monday morning time period.

3.18 In contrast to Brecon, the Aberdare rail line has a first Sunday arrival at 09:42 and further hourly services across the day to which connection could be made. This would minimise in bus journey times solely to the Aberdare – Waterfalls leg of the journey.

3.19 Serving Swansea by interchange is however impractical as limited bus services operate in the Neath Valley on Sundays / Bank Holiday Mondays. As such, a link starting at Swansea would appear appropriate to bring visitors to the area.

3.20 By careful treatment of the Park & Ride shuttle timetable it is likely to be possible to include additional journeys to Aberdare / Swansea during the middle of the day and also to allow for return journeys at the close of the Park & Ride service.

TrawsCymru

3.21 Consideration has been given to the potential to link with the long-distance national bus network.

3.22 Discussions with the TrawsCymru management has indicated that post-Covid19, a period of stability will be essential to provide time for a reset long-term vision of the network to emerge. In this longer-term context, the structure and network for services in South Wales is about to commence a review phase with consultancy advise being considered. This work is likely to include consideration of links to Brecon and Merthyr in

the light of the investment in the road network and growth across the Heads of the Valleys.

3.23 Given this assessment of long-term network requirements a solution providing links to TrawsCymru at this stage is not a practical recommendation to make but clearly as the analysis continues opportunities may arise for seeking greater levels of connection.

3.24 Options involving interchange at Glynneath could fit well with any future proposals to enhance Swansea – Merthyr services.

Figure 3.1 Potential shuttle bus options

Costs

3.25 The service options developed have been costed using an industry standard costing model that covers both fixed and variable costs of operation.

• Fixed costs – operator o Premises

o Supervision / management • Fixed costs – vehicle o Purchase / lease o Depreciation o Vehicle excise duty, insurance • Variable costs – operation o Driver costs o Fuel, oil, tyres o Vehicle maintenance

3.26 Given the off-peak nature of the operation proposed the costs have been set out with and without fixed costs to reflect the potential for marginal cost operation with weekday operations covering the fixed costs of vehicle acquisition and depots.

3.27 The costs have been based on 60 days operation per year utilising an 18-22 seater accessible vehicle. This would provide weekend and bank holiday operation from Easter through to the end of September.

Option 1a / 1b: 20 minute service Glynneath Leisure Centre to Gwaun Hepste via Clun Gwyn and Ystradfellte Table 3.1: Option 1a/1b 20 minute service

Item Commentary No. Buses deployed 3 Annual Cost Incl fixed costs £83,093.42 Annual Cost Excl fixed costs £49,593.42 Daily cost Incl fixed costs £1,384.89 Daily cost Excl fixed costs £826.56 No of parking incidences (per day of operation) £1 supplement excl fixed costs 827 Cost per parking incidence based on 100,000 occasions p.a. £0.50

Option 1a / 1b: 30 minute service Glynneath Leisure Centre to Gwaun Hepste via Clun Gwyn and Ystradfellte Table 3.2: Option 1a/1b 30 minute service

Item Commentary No. Buses deployed 2 Annual Cost Incl fixed costs £55,395.61 Annual Cost Excl fixed costs £28,895.61 Daily cost Incl fixed costs £923.26 Daily cost Excl fixed costs £481.59 No of parking incidences (per day of £1 supplement excl fixed costs 482 operation) Cost per parking incidence based on 100,000 occasions p.a. £0.29

Option 2: 20 minute service Penderyn Distillery to Ystradfellte, via Gwaun Hepste Table 3.3: Option 2 20 minute service

Item Commentary No. Buses deployed 2 Annual Cost Incl fixed costs £45,499.45 Annual Cost Excl fixed costs £23,166.45 Daily cost Incl fixed costs £758.32 Daily cost Excl fixed costs £386.11 No of parking incidences (per day of operation) £1 supplement excl fixed costs 386 Cost per parking incidence based on 100,000 occasions p.a. £0.23

Option 2 30 minute service Penderyn Distillery to Ystradfellte, via Gwaun Hepste Table 3.4: Option 2 30 minute service

Item Commentary No. Buses deployed 1 Annual Cost Incl fixed costs £26,238.56 Annual Cost Excl fixed costs £15,071.56 Daily cost Incl fixed costs £437.31 Daily cost Excl fixed costs £251.19 No of parking incidences (per day of operation) £1 supplement excl fixed costs 251 Cost per parking incidence based on 100,000 occasions p.a. £0.16

Option 3 20 minute service to Ystradfellte via Penderyn and Gwaun Hepste Glynneath Table 3.5: Option 3 20 minute service

Item Commentary No. Buses deployed 4 Annual Cost Incl fixed costs £109,866.35 Annual Cost Excl fixed costs £65,200.35 Daily cost Incl fixed costs £1,831.11 Daily cost Excl fixed costs £1,086.67 No of parking incidences (per day of operation) £1supplement excl fixed costs 1087 Cost per parking incidence based on 100,000 occasions p.a. £0.66

Option 3 30 minute service to Ystradfellte via Penderyn and Gwaun Hepste Glynneath Table 3.6: Option 3 30 minute service

Item Commentary No. Buses deployed 3 Annual Cost Incl fixed costs £77,338.64 Annual Cost Excl fixed costs £43,838.64 Daily cost Incl fixed costs £1,288.98 Daily cost Excl fixed costs £730.64

No of parking incidences (per day of operation) £1 supplement excl fixed costs 731 Cost per parking incidence based on 100,000 occasions p.a. £0.44

External Links Option

3.28 Given the nature of this option to provide occasional journeys from / to further afield no specific costings have been developed at this stage as the journeys could be ‘positioning’ journeys in at least some cases prior to / after the operation of the local Park & Ride bus routes in the Waterfalls area.

Option Sift

3.29 The option sift sets out an objective assessment of how each service option could meet the key requirements of providing a car parking management tool and also the option of links to further afield.

Table 3.7: Appraisal of options

Objectives Destinations

- -

in in

offer

charging charging /

Park & R & Park

Dinas

Penderyn

Clun Gwyn Clun

CwmPorth

tial for for tial

Ystradfellte

key location key

area car parks car area

zeroemissions Hepste Gwaun

Park & R & Park

External External

Links to further afield further Linksto

Parking management management Parking management Parking

Pote

removes congestion

concentrates parking at at parking concentrates Third party involvement in in party involvement Third Option 1a (Pont- x √ x √ x √ x √ √ x √ x neddfechan) Option 1b √ √ x √ √ √ x √ √ x √ x (Glynneath ) x (3rd Option 2 x √ √ x x party x x √ x √ √ terminus) Option 3 √ x x √ √ √ x x √ x √ √

3.30 The option sift indicates that the options using Glynneath have the greatest potential to intercept car-bourne visitors and the capacity to cater for the likely demand. This will also help to address identified parking issues in the Pontneddfechan area by ensuring that excess levels of demand are, at peak times, dealt with at the Glynneath leisure centre.

3.31 There is an opportunity to link the village of Penderyn into the shuttle bus network, either by extending the western shuttle from Gwaun Hepste to Penderyn, or by providing an eastern shuttle. The village is on a main road and has visitor amenities. However, this option is ruled out in the short-term because of the need to identify and progress car parking for a Park & Ride facility and because the quality of the footpath from Penderyn towards the Waterfalls needs improvement before this route can be promoted.

3.32 The assessment of the car park price uplift has been on a daily basis for comparative purposes, however, assuming that the current 300,000 visitors equates to circa 100,000 car parking incidences, an average £0.50 parking supplement on all parking incidences

would fund the 3-vehicle service and an average £0.29 parking supplement on all parking incidences would fund the 2-vehicle service (if revenue captured for all parking incidences). If the increases were targeted towards the summer months only, for example from April to September, a parking supplement of £0.71 / £0.41 on every formal parking incidence would generate the funding necessary for the 3-vehicle / 2-vehicle options respectively.

3.33 The potential exists to deliver the Aberdare and Swansea links within the overall scope of a 3x vehicle deployment as shown in Tables 3.8, 3.9 ad 3.10. However the following issues suggest that apart from potential morning and afternoon positioning journeys that likelihood of a high level of use is low:

• Interchange is generally not well received (this would occur at Aberdare in the scenario developed) • The volumes are likely to be low and the current issue facing the BBNP is one of excess and un-controlled parking in the Waterfalls area rather than access routes to the area. • The operation of links to Swansea and Aberdare takes a vehicle away from the core operation for much of the operating day.

3.34 Given the need to ‘decarbonise’ access to the area in the longer term, the Park & Ride shuttle operation could be form a precursor to the links to further afield. Depending upon operator location, it may be pragmatic to include some links as ‘positioning journeys’ before and after the Park & Ride shuttle operation.

3.35 Although major TrawsCyrmu developments and the South West Wales metro bus project are a number of years away, it should be seen as essential that the tourism potential of services in the Glynneath area is reflected in the service patterns proposed. This will require BBNP and local stakeholders to ensure that the requirement for tourism access is at the forefront of these developments.

3.36 From the selection of Glynneath for a potential Park & Ride location, a series of timetables based on the deployment of 3 vehicles have been developed.

3.37 Table 3.8 shows a service running 20 minutes at the beginning and end of the day, dropping to 30 minute frequency in the middle of day to accommodate driver rest breaks. This would provide the possibility of positioning journeys at the beginning and end of the day, subject to the location of the bus operator, which could address trips such as Swansea or Aberdare.

Table 3.8: Indicative timetable for shuttle service from Glynneath to Gwaun Hepste

P P P Glynneath 09:50 10:10 10:30 10:50 11:10 and 15:10 15:30 15:50 16:10 16:30 16:50 17:10 17:30 Gwaun Hepste 10:15 10:35 10:55 11:15 11:35 every 30 15:35 15:55 16:15 16:35 16:55 17:15 17:35 17:55 Gwaun Hepste 10:20 10:40 11:00 11:20 11:40 mins 15:40 16:00 16:20 16:40 17:00 17:20 17:40 18:00 Glynneath 10:45 11:05 11:25 11:45 12:05 until 16:05 16:25 16:45 17:05 17:25 17:45 18:05 18:25 P P P P – positioning journey

3.38 Alternatively, links to Aberdare and Swansea could be formally included in the timetable. The 3rd bus would effectively run these services during the day meaning that an internal shuttle frequency of half hourly would operate throughout most of the day. Table 3.9 shows the timetable for the shuttle bus service from Glynneath to Gwaun Hepste and tables 3.10 and 3.11 show services to Swansea and Aberdare.

Table 3.9: Indicative timetable for shuttle service from Glynneath to Gwaun Hepste, incorporating additional services to Swansea and Aberdare

From A S Glynneath 09:50 10:10 10:30 10:50 and 15:50 16:20 16:40 17:00 17:30 every Gwaun Hepste 10:15 10:35 10:55 11:15 16:15 16:45 17:05 17:25 17:55 30 Gwaun Hepste 10:20 10:40 11:00 11:20 mins 16:20 16:50 17:10 17:30 18:00 Glynneath 10:45 11:05 11:25 11:45 until 16:45 17:15 17:35 17:55 18:25 To A S A – Aberdare S – Swansea

3.39 Three services to Aberdare and two to Swansea would be incorporated into this.

Table 3.10: Aberdare service incorporated into operation

Aberdare 09:50 11:50 14:50 Glynneath 10:10 12:10 15:10 Glynneath 11:15 14:15 17:15 Aberdare 11:35 14:35 17:35

Table 3.11: Swansea service incorporated into operation

Swansea 09:45 13:15 Glynneath 10:30 14:00 Glynneath 12:25 17:55 Swansea 13:10 18:40

4 Recommendations

Service recommendation

4.1 Our recommendation is that a shuttle bus service providing access from the south to the north of the Waterfalls area is the most effective service proposition. The preference would be to run this service from the Angel Inn in Pontneddfechan to Gwaun Hepste, via Clun Gwyn and Ystradfellte. This service will be complemented by the provision of overspill parking opposite the Angel Inn.

4.2 This service could be further developed to start at Glynneath leisure centre which would be used as a Park & Ride location, intercepting vehicles before they arrive in the area.

4.3 The service would be operated by a mini or midibus (18-25 seats, up to potential maximum of 30 seats) in order to cope with the country lanes.

4.4 The service would run on Saturdays, Sundays and Bank Holiday Mondays from the Easter holidays until the end of September.

4.5 The service would not attempt to serve Cwm Porth car park or Dinas Rock car park, due to the challenging routes into these areas and the desire not to attract further vehicles into these locations.

4.6 We recommend that the shuttle bus service should be offered for free to visitors with a valid car parking ticket or public transport ticket (used to access the area), with revenue raised from parking tariffs. Parking charges should be introduced at all formal car park locations and raised to £5 per day (from £4 currently). Agreement would be reached with private car park providers to pay a share of their revenue towards the bus service. Parking at Glynneath Leisure Centre should be offered at a cheaper rate (e.g. £3). Visitors without a valid car parking ticket would be offered a simple £2 adult / £1 child flat fare.

4.7 The benefits of this approach are:

• It addresses Pontneddfechan’s current lack of parking capacity and, in so doing, does not encourage more car trips through the village to Dinas and offers the prospect for the village to better manage visitor parking; • It intercepts some visitors from the south before they enter the area and provides Glynneath Leisure Centre with some additional income; • It encourages people to park up at a suitable location on the edge of the area and not to travel into the centre of the area by car. It then encourages people to get about within the area by foot and by bus; • It provides a service for residents to get around area, including a weekend link between Glynneath and Pontneddfechan; • It provides an internal service that can integrate with broader services into the area which might come about from the South West Wales network review, TrawsCymru initiatives or other initiatives, such as any new transport links proposed to serve Zip World.

4.8 We do not recommend attempting to provide a shuttle bus service via Penderyn at this time. It requires additional dedicated visitor parking to be developed and improvements to footpath links to the Waterfalls before it can be promoted.

4.9 The potential to provide linking services to Swansea and to Aberdare station are not recommended in the first instance, but are a longer-term ambition which may come forward in association with network reviews and with the development of Zip World. Establishing a successful shuttle service within Waterfall Country will provide a useful base to link these broader services to in due course.

Complementary measures

4.10 For this approach to be effective, various complementary measures will be required.

Parking management

4.11 In the preferred scheme, signing and information should seek to direct visitors who are accessing activities to the Cwm Porth and Dinas Rock car park, whilst signing general visitors towards Gwaun Hepste and Glynneath.

4.12 Additional overspill parking should be provided in Pontneddfechan to deal with peaks, most preferably in the field opposite the Angel Inn. Private parking at the Angel Inn could be incorporated into the scheme. For this to happen, they would be asked to charge the same all-day parking levy as the formal car parks (£5 per day) and to contribute a proportion of the fee to operating the scheme (e.g. £2 per parking fee).

4.13 The parking at Gwaun Hepste should be expanded and formal café facilities developed, together with a bus turning area.

4.14 On-street parking in the villages for visitors should be discouraged or restricted with visitors pointed towards car parks. Subject to discussions with the Council and residents, a residents’ permit scheme could be developed in Pontneddfechan. In any case, additional enforcement should be undertaken by the Council parking service to address existing parking issues during peak visitor times.

4.15 On-carriageway parking on the country lanes, particularly around Clun Gwyn, Cwm Porth, Ystradfellte and Gwaun Hepste needs to be prohibited and enforced;

4.16 Parking restrictions will be required on Pontneddfechan High Street if the bus needs to turn here.

Bus infrastructure

4.17 Some minor infrastructure provision would be required to support the bus services:

• Enhanced bus stop, flag and pole and timetable case, and level boarding east- bound at Angel Inn in Pontneddfechan; • Bus turning loop at Gwaun Hepste car park, together with level access bus stop, flag and pole and timetable case; • Hatching to enable bus turn around at Glynneath car park, together with bus stop, flag, pole and timetable case and level-boarding.

Marketing and promotion

4.18 A range of marketing and promotion activities need to be undertaken to promote the new bus service:

• Creation of an itinerary showing a linear Four Falls walk, with the shuttle bus providing the connection at either end; • Clear waymarking of this linear route on-the-ground; • Strong advertising of the bus service on Waterfalls promotional pages on National Park website, together with a dedicated page showing the bus service timetable and information; • Engaging third party website providers to encourage them to reference the bus service and provide a link through to the bus service web page on the National Park website; • Promotion of the bus service and Waterfalls linear walk itinerary through social media channels; • Road signage on the approaches needs to clearly identify the primary parking locations.

Next steps

4.19 The following next steps should be taken to develop the approach:

• Continue to liaise with relevant bodies about integrating parking management across the area. This will include a need to harmonise parking charges, agree to paying a supplement per parking fee towards the bus service and other measures outlined here, and ensure that parking equipment can produce a parking ticket and a bus ticket; • Begin discussions with Glynneath Leisure Centre about the potential of using this site as a Park & Ride facility; • Hold discussions with land owner regarding potential to provide overspill car parking opposite the Angel Inn in Pontneddfechan; • Develop Four Falls itinerary in on-line and downloadable format; • Continue to examine opportunities to provide visitor facilities at Gwaun Hepste. Investigate the opportunity to expand parking here and provide a bus turning facility; • Look at potential trialling of bus service for a season. In the first instance, it could be appropriate to trial at weekends during the summer holidays.