Rights of Way Improvement Plan 2008 - 2018 Saesneg - Cynllun Ardal Harddwch:Layout 1 5/5/08 20:19 Page 1

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Cyngor SirYnys Môn ● The Isle of Anglesey County Council Ynys Môn AngleseyTHE ISLE OF

Rights of Way Improvement Plan 2008 - 2018

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1.0 Introduction

1.1 The Isle of Anglesey Rights of Way Improvement Plan – What is it? 1.2 What ROWIP will do for you 1.3 Who has been consulted?

2.0 Policy Context

2.1 Link to the Regional Transport Plan Contents 3.0 Anglesey’s Highway Network

3.1 Public Rights of Way 3.2 Types of Rights of Way 3.3 Extent of the Rights of Way Network 3.4 The Road Network Map1–LinearAccess on Anglesey Map 2 – Area Access on Anglesey 3.5 Introduction to Anglesey 3.6 Anglesey’s Environment 3.7 Current Access Provision

4.0 Maintenance of the Network

4.1 Current Workings of the Rights of Way Unit – ROW maintenance 4.1.1 Safeguarding the network 4.1.2 Monitoring and Inspections 4.2 Current Condition 4.3 What People Want – Maintenance issues 4.4 Conclusion 4.5 Statements of Action - Maintenance

5.0 Improvements to the Network

5.1 What People Want - Improvements 5.2 Conclusion 5.3 Statements of Action - Improvements

6.0 A Better Environment – Sustainable Transport, Land Use and Environmental Education

6.1 Sustainable transport 6.2 Linking Land Management with Access 6.3 Traditional Features in the Countryside 6.4 Sustainability of Products 6.5 Aesthetics of Products and Works Undertaken

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6.6 Education 6.7 Conclusion 6.8 Statements of Action – A Better Environment

7.0 The Definitive Map and Changes to Rights of Way

7.1 Definitive Map consolidation 7.2 Lost Ways 7.3 Public Path Orders 7.4 What people want – The Definitive Map and Changes to Rights of Way 7.5 Conclusion & Policy Statements

Contents 7.6 Statements of Action - The Definitive Map and Changes to Rights of Way

8.0 Health and Well Being

8.1 BTCV Green Gym 8.2 Walking your Way to Health / Step Out 8.3 Urban Walks Scheme 8.4 North Wales Outdoor Challenge 5x30 Scheme 8.5 User Needs Assessment – Health and Well Being 8.6 Conclusion 8.7 Statements of Action – Health and Well Being

9.0 Encouraging Greater use through promotion

9.1 Available Literature, Interpretation and Publicity 9.2 Current Economic Impact of Coastal Path 9.3 User Needs Assessment - Encouraging Greater Use and Promotion 9.4 Getting Information across to the Public 9.5 Conclusion 9.6 Statements of Action - Encouraging Greater Use and Promotion

10.0 Monitoring

11.0 Appendices

Appendix 1 Policies Appendix 2 Prosecutions Working Practice Appendix 3 Questionnaire Surveys

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The Isle of Anglesey Rights of Way Improvement Plan (ROWIP) has been produced in accordance to the requirements set out within the Countryside and Rights of Way Act 2000 (CROW). With regard to its content, the ROWIP is required to assess the extent of all access in the county with a view to meeting the present and likely future needs of the public, and the opportunities which this access provision gives for open air recreation.

The existing access provision has been reviewed, and attainable improvements formulated as Statements of Action. These include new rights of way, cycle routes and bridleways, and the general improvement to the network, which will bring about a wider user base, and from this health benefits, an improved economy, and a better understanding of the environment.

The maintenance and improvement of access on the island is one of many activities that the Isle of Anglesey County Council is statutorily obligated to control, and for this plan, policy context has been reviewed, and where relevant recommendations made with regard to improving cross-departmental activities to improve the way access can be used as a tool to impact positively upon the lives of local people.

The core of the plan is to act as a document which not only changes the way in which the council views all access on the island, but how it manages and funds this resource. The statements of action illustrate the recommendations in terms of what is needed to Executive Summary provide an improved network, and give an indication of costs, timescales and partners who can enhance the programmes development. These actions have been brought about following a wide ranging consultation process with members of Anglesey’s population and groups who have an interest in access provision.

Currently only 48% of the 1076km of rights of way on the island are useable and free from obstruction, with an estimated cost of £1.9 million required to upgrade the other 52% to standard. However this plan illustrates a greater need to add value to the network rather than simply opening all existing access. This means enhancing routes that locals and tourists alike would benefit from, and a greater number of circular walks in locations from urban sites through to rural recreational routes. Allied to this is an evidential need for more cycle routes, and bridleways both for potential economic gain, but also recreation and associated health benefits. The economic spin-off of such work has the potential for injecting millions of pounds directly into the rural economy, as the £12 million the coastal path lone creates illustrates.

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For the plan to be successfully implemented, it is important that the council secures substantial extra funding from both internal and external funding, but equally important is the need to build a partnership approach to public access with all parties, and provide the general public with information as to the availability of routes.

An improved access network which can provide the people of Anglesey with a resource for enjoyment, education and health benefits goes beyond the normal remit of the highways department. However, by adapting its work to acknowledge public demand in 2008, a truly important asset to the island can be delivered. Executive Summary

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1.0 Introduction The rights of way network, which criss-crosses the length and breadth of Anglesey, is a legally protected resource which has over the years developed from being a fundamental means of travel in the days before cars, to now a recreational facility generating a significant economic return.

The potential for using the network as a tool for generating economic return and health benefits however has only recently been appreciated, with the 2001 Foot and Mouth epidemic proving an eye opener to users, landowners and regulatory authorities. It is a common fact to the vast majority of Wales that this important resource has been under-funded for many years as higher classes of highway, and indeed more grand but arguably unsustainable ‘quick return’ economic development projects have taken precedence.

The network is however, far more than just an economic development tool, as it provides the best means of enjoying Anglesey’s wonderful countryside, learning about the islands heritage, and improving the health of the population.

From the outset this study intended to highlight the importance of the rights of way network, and all other access on the island. Furthermore through an all inclusive consultation endeavours to investigate what the people of Anglesey feel they want from a rights of way network in 2007, and how improvements can be made which encourage more enjoyment of the network and develop a healthy partnership between landowners, organisations and users.

This ‘grass-roots’ input, and partnership working, is fundamental to the successful implementation of the statements of action set out in this plan, as alone the rights of way unit does not have the capacity to fulfil the potential wide ranging benefits laid out.

The work focuses predominantly on the key issues requiring analysis, arranged into a format which gives quick and easy reference.

1.1 The Isle of Anglesey Rights of Way Improvement Plan – What is it? The Countryside and Rights of Way Act 2000 introduced a requirement for local highway authorities to produce a Rights of Way Improvement Plan (ROWIP) by the 1st November 2007, for the management and improvement of local rights of way.

The ROWIP is intended to be a tool for implementing improvements to the rights of way network and other non motorised routes, which takes into account the needs and aspirations of the user. It is not designed to provide detailed solutions to specific access issues, but instead sets out a strategic approach to the management of the network.

Under the act, highway authorities are to undertake the production of a ROWIP that contains an assessment of:

• The extent to which local rights of way meet the present and likely future needs of the public • The opportunities provided by local rights of way for exercise and other forms of open-air recreation and the enjoyment of the authority’s area

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• The accessibility of local rights of way to blind or partially sighted persons and others with mobility problems • Value of access for the islands economy

It is an intention of this plan to not just look at rights of way marked on the definitive map and statement, but to holistically look at the great many paths, tracks and open country not marked on the definitive map, but to which the public have access.

To assist in the process, the Welsh Assembly Government (WAG) produced guidance notes, and within these it is suggested that the authorities should aim to establish

(a) The strategic context for the management and improvement of local rights of way (b) The condition of the existing rights of way network, its legal definition, publicity, management and protection (c) The existing and likely future needs of different classes of users of local rights of way, the accessibility of local rights of way to blind or partially sighted people and others with mobility problems (d) The identification of areas where provision for one or more classes of user is considered to be deficient or is likely to be deficient in the future and indicate the scale of those deficiencies (e) The specification of other shortcomings that have been shown by the review to exist (f) The opportunities and priorities for the improvement of the existing network, its management and development (g) The resources that are available and that are required to meet people’s needs for the local rights of way.

To fulfil these requirements, six main areas of work have been formulated, which create the plans Policies and Statements of Action. These are:

1. Maintenance of the access network 2. Improvement of the access network for all users 3. Integrating access with environmental good practice 4. The definitive map and legal changes to rights of way and the protection of rights of way 5. Integrating access with health initiatives 6. Promotion and publicity

The Rights of Way Improvement Plan (ROWIP) builds upon both existing policies, and new ideas conceived through detailed consultation, and has given the opportunity to undertake a fundamental and far reaching review of not only the network of rights of way, but also how it is managed and improved for all legal users.

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1.2 What ROWIP Will do for You The plan will develop an integrated approach to the improvement of the rights of way network, with a new vision of improved countryside access. This vision will be underpinned by a well-maintained network, which with improved to the requirements of the people of Anglesey and contributes to a healthy population who will see the potential of the countryside as a tool for economic development, which can be brought about within a system of environmental awareness and improvement.

To achieve this a partnership approach will be undertaken, where the council will not work independently, but with other partner organisations and more importantly with the communities of the island, thus bringing not only an added performance of delivery, but an added sense of pride and ownership of this valuable resource within the local population.

1.3 Who has been consulted? 1.3.1 Interested Parties

All stakeholders, groups and organisations have been consulted through questionnaire survey, and where appropriate face to face interview. The Local Access Forum have acted as the local representatives who as a multi faceted group have overseen that the plan has been all inclusive.

A full list of consultees is located in the appendix of the plan.

1.3.2 Local People

A questionnaire survey was sent randomly to 1000 households on the island, with over 500 being returned illustrating the interest in the topic.

The questionnaire survey was also circulated at the Anglesey Agricultural Show.

The questionnaire surveys are located in the appendix section of the plan.

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2.0 Policy Context As a document which has such a broad spectrum of influences, the ROWIP builds upon and seeks to develop many existing policies agreed by elected members.

The main cross cutting themes of the ROWIP which fit into the main corporate plans are: • To create a prosperous local economy through developing sustainable economic regeneration. • Creating healthy and active communities through encouraging outdoor exercise. • Enhancing Anglesey’s environment through developing balanced social and economic development sensitive to appropriate land management. • Developing strong, all inclusive communities through encouraging community involvement. • Enhancing local peoples knowledge of the environment around them, and the opportunities available in the countryside to improve quality of life.

The ROWIP is both driven by and constrained by the legislative context, and it is recognised that access to the countryside has to compete for resources with many of the councils other functions. It does however seek to demonstrate the importance of the network and the interrelationships that exist, to provide a cost effective means of providing better health, sustainable economic growth and a better quality of life for the people of Anglesey.

The relevant policies include: Isle of Anglesey County Council (2000), Isle of Anglesey Local Transport Plan 2001-2006 Isle of Anglesey County Council (2000), Isle of Anglesey Cycling Strategy Isle of Anglesey County Council (2001),Ynys Môn Unitary Development Plan DepositVersion Isle of Anglesey County Council (2003), Draft Consultation Management Plan – The Isle of Anglesey’s Area of Outstanding Natural Beauty Isle of Anglesey County Council (2004), Bridleway Strategy Isle of Anglesey County Council (2004), Isle of Anglesey Community Plan website Isle of Anglesey County Council (2004),Anglesey Life Isle of Anglesey County Council (undated), Isle of AngleseyVisitor Survey, May 1997 – May 1998 Tourism Partnership North Wales (2003),Tourism Strategy North Wales 2003-2008 : Planning Tomorrow’s tourism today Welsh Assembly Government (2002), Rights of Way Improvement Plans : Guidance to local highway authorities in Wales Welsh Assembly Government (2003),Walking and Cycling Strategy for Wales

These policies are elaborated upon within the appendix section of the plan.

2.1 Link to Regional Transport Plan The Regional Transport Plan, which is currently being formulated for publication in 2008 is the umbrella document under which the ROWIP will lie. The ROWIP expands on the policies and actions laid out in this document, and gives a more local feel to the way in which projects related to rights of way will be implemented.

The RTP process includes the formulation of a Strategic Environmental Assessment. As the umbrella document for the ROWIP,any actions, which are deemed inappropriate as a result of the SEA being undertaken, will automatically result in the related actions within the ROWIP also becoming inappropriate and as such either modified or dismissed from the programme of implementation.

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3.0 Anglesey’s Highway Network 3.1 Public Rights of Way Public rights of way are highways that allow the public a right of passage over land, which is usually privately owned and managed. Common law states that users can pass and re-pass along highways at all times. Footpaths, bridleways and byways are all highways, differing from roads only in the type of traffic allowed to use them and the variety of surface types seen. Rights of way are similar to roads in that the Highways Authority has a duty to maintain these, with the exception of barriers and adjoining boundary installations, which are generally the responsibility of the landowner.Once a right of way has been established it will remain until there is a legal event order to either close, divert or extinguish it, and even if a right of way is not used there is no effect on its legal existence.

3.2 Types of Rights of Way BOATs (Byways Open to All Traffic) provide rights to walk, ride a horse, cycle and drive any vehicle (motorised or horse drawn). While legal rights are similar to those of unclassified roads, byways are maintained principally for the use of riders and pedestrians.

Restricted Byways are a new category of Right of Way that have replaced the category ‘Road Used as Public Paths’ (RUPPs). Restricted byways will have rights for pedestrians, cyclists, horse riders and horse drawn carriage vehicles but not mechanically propelled vehicles.

Public Bridleways allow you the right to walk, ride or lead a horse. Cyclists may use bridleways, but must give way to other users. You do not have the right to take a horse drawn vehicle along a bridleway.

Public Footpaths have the most restrictive rights, and provide users with the right to walk with any normal accompaniment (e.g. dog, pram or wheelchair). However, there is no right to ride or wheel a bicycle, nor to ride or lead a horse.

Cycleways are routes specifically designated for cyclists. It is normally permitted to walk along cycle ways except when they are in or by the side of a made up carriageway. Cycle ways have specific legal status, and are not shown on the definitive map and statement.

Access Land resulted from the Countryside and Rights ofWay Act 2000, and gives a statutory right of access for open-air recreation on mountain, moor,heath, down and registered common land. The local highways authority is required to ensure linear access is available to these areas.

Foreshore is generally perceived as being land accessible by the public, but only a right of navigation exists between mean high and mean low water, and this is specifically relates to the navigation of boats. “A decision made by the Court of the King’s Bench nearly two centuries ago settled law that the public do not have any legally enforceable right of access to the foreshore. Accordingly use of it for bathing and other recreational purposes is technically only by virtue of the indulgence of the owner. In practice, however, this has given rise to remarkably few difficulties since owners have largely been content to allow permissive access to the foreshore and have not sought to exploit their legal rights for financial gain.” (Rights of Way Law Review Organisation, 2007) Anglesey unlike most other areas of Wales has numerous areas of private foreshore to which this de-facto access provision is not allowed

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Permissive Access is access consented by the landowner for a period of time although no legal right of way exists. This form of access has become increasingly important as part of agri-environmental schemes such as Tir Gofal.

3.3 Extent of the Rights of Way Network Anglesey has an extensive rights of way network, common to all rural areas in Wales, with a total of 1082 km of linear access excluding permissive access. However the 1500 hectares of access land is comparatively low when compared to similar rural areas, and can be accounted for by Anglesey’s long tradition with food production, which has resulted in many indigenous habitats being improved for agriculture. As such, only small areas were deemed to be consistent with those set out within the Countryside and Rights of Way Act 2000 to be included as ‘Access Land’.

There is a real disparity when it comes to the ratio between footpaths and all other forms of linear access available to users, as footpaths make up 98.3% of linear access on the island. As such, although the walker is well catered for on the island, other users are not. The table below illustrates these figures.

Classification Extent Restricted Byway 1.18 km B.O.A.T 3.41 km Bridleway 4.90 km Cycleway 9.07 km Footpath 1063.39 km Access Land – Common Land 800 hectar (8 km²) Access Land – Open Country 700 hectar (7 km²)

3.4 The Road Network As an authority, the Isle of Anglesey County Council has a statutory duty to maintain the surface of the entire highway network on the island excluding the A55 trunk road and a short section of the A5 between Menai Bridge and Britannia Bridge, which is maintained by ‘UK Highways’. Thus, as a highways authority a total of 1209 km of surfaced roads are maintained, which is broken up into the following classifications

A - Trunk Roads A - County B- Roads C - Roads Minor (Excluded) Roads Surfaced Roads

36.4 145.2 112.2 360.8 544.5

These roads form a major part of the annual expenditure that the council allocates to the maintenance of highways. Even though the totals of rights of way and roads are similar, only 4% of the annual highways budget of £3.8 million is spent on the public rights of way network.

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Llwybr Troed / Footpath Llwybr Ceffyl / Bridleway Cilffordd Agored i Holl Drafnidiaeth / Byway Open to All Traffic Cilffordd Gyfyngedig / Restricted Byway Llwybr Beic / Cycletrack

DYLUNWYD GAN: DEWI R. WILLIAMS B.Sc. C.Eng.,MICE,MIHT MANYLION: DRAWN BY: Pennaeth Gwasanaeth (Priffyrdd a Thrafnidiaeth) DETAIL: Head of Service (Highways and Transportation) Hawliau Tramwy Cyhoeddus DYDDIAD: DATE 29/01/2007ISSUED: Swyddfeydd y Cyngor Council Offices Llangefni Llangefni Public Rights of Way GRADDFEYDD Ynys Môn LL77 7TW Anglesey LL77 7TW SCALES 1:240000

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Tir Mynediad / Access Land

Tir Ymddiriedolaeth Genedlaethol / National Trust Land

DYLUNWYD GAN: DEWI R. WILLIAMS B.Sc. C.Eng.,MICE,MIHT MANYLION: DRAWN BY: Pennaeth Gwasanaeth (Priffyrdd a Thrafnidiaeth) DETAIL: Head of Service (Highways and Transportation) Mynediad ardal DYDDIAD: DATE 29/01/2007ISSUED: Swyddfeydd y Cyngor Council Offices Llangefni Llangefni Area access GRADDFEYDD Ynys Môn LL77 7TW Anglesey LL77 7TW SCALES 1:240000

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3.5 Introduction to Anglesey Anglesey is blessed with a landscape of enormously varying habitats, providing the user with an abundance of different walking experiences.

The island can be split into two very distinct areas, with the northern area being famous for its natural features of imposing sea cliffs and coastal heathland, whilst further inland ancient hedgerows and fertile fields bounded by traditional clawdd walls predominate. The high points of Mynydd Bodafon and Holyhead Mountain afford spectacular views of the landscape and seascape of Anglesey, and the mountains of Snowdonia beyond. The north coast in particular is a haven for those seeking solitude as, apart from the odd Chough or Peregrine Falcon, walkers can enjoy some of the more remote and dramatic landscapes.

The southern side of the island is extremely varied, and in contrast to the north is fairly low lying,and is home to ecologically important wetlands,woodlands,dune complexes,and limestone cliffs and pavements.

For the user more inclined to enjoy the impact of human activity on the landscape, the island is rich in archaeological sites such as prehistoric burial mounds and courts of the Welsh Princes, through to more modern iconic structures such as Thomas Telford’s Menai Suspension Bridge.

3.6 Anglesey’s Environment 3.6.1 Landscape Designations Due to this distinctive, attractive and varied landscape,Anglesey was designated as an Area of Outstanding Natural Beauty (AONB) in 1966 (confirmed 1967) in order to protect the aesthetic appeal and variety of the island’s coastal landscape and habitats from inappropriate development.The AONB is predominantly a coastal designation, covering most of Anglesey’s 201 kilometre coastline but also encompasses Holyhead Mountain and Mynydd Bodafon along with substantial areas of land which form the essential backdrop to the coast. The total coverage of the AONB on Anglesey is approximately 221sqkms (21,500 hectares), making it the largest AONB in Wales. .

3.6.2 Scientific Designations The diversity of the island’s habitats, wildlife and underlying geology add to the distinctiveness of the area, with a rich and diverse matrix of habitats being seen over the island. This diversity can be attributed to the fact that Anglesey is an island, and as such has two very distinct areas, these being those habitats affected by the sea, and those which are not. As such, dune complexes are as common as sea cliffs and associated coastal heath, and rare wetlands seen along with limestone pavements. These important habitats support many rare and endangered fauna and as such these habitats have been given protection through designations including Site of Special Scientific Interest (SSSI), Special Protection Areas (SPA) and Special Area of Conservation (SAC).

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3.6.3 Geology The island possesses the oldest tracts of rocks in the British Isles south of the Scottish Highlands. From the eastern limestone belt, through the windblown sands and pillow lavas of Llanddwyn to the spectacularly rugged coastline of Rhoscolyn and South Stack, the coastline of Anglesey has much to offer all with an interest in matters geological or those who are simply looking for spectacular scenery.

Economically the mineral wealth of the island has been exploited and the evidence is clearly visible in the form of quarries, several of which dot the coastline. Of particular value were the limestone deposits which provided building stone for the construction of noteworthy buildings such as Birmingham Town Hall, and the reconstruction of cities such as Liverpool and Manchester following the last World War. Such quarries can be found at Llanddona, Penmon, Moelfre and Holyhead.

3.6.4 Archaeology Anglesey has for long played a pivotal role in Welsh history.Time and time again the Island has attracted invaders intent on settling in this fertile corner of Wales. Even the name Anglesey derives from the Norse language - a legacy ofViking influence.All these peoples have left their mark on the Island.

Anglesey has many remains of the prehistoric period.There are superb 'Neolithic' burial chambers such as the famous sites of Bryn Celli Ddu or Barclodiad y Gawres, with its marvellous decorated stones.At Din Lligwy near Moelfre and at Toy Mawr near South Stack you can still see the magnificent remains of 'Celtic villages'.

In the Dark Ages Anglesey became the power base of the rulers of the kingdom of Gwynedd. One of their royal courts, Llys Rhosyr, has recently been discovered near the village of Newborough. At Penmon you can see the beautiful Romanesque architecture of the island's most complete medieval monastery.As the Age of the Princes drew to a close King Edward Ist built a magnificent castle at Beaumaris.You can also explore the atmospheric interiors of the Victorian Gaol and Courthouse sited at this historic town.

3.7 Current Access Provision Walking In terms of public access, as has been previously stated, walking is the activity for which there is the greatest provision (1063.39km), due to the extensive network of rights of way and other formal and informal access. These footpaths are now predominantly used for exercise and leisure. This trend has resulted in the realisation that promoted walks add value to the network, increase enjoyment and also have an economic value. As such, numerous promoted walking routes have been established on the island, with the coastal path being the most strategically important and popular, but also routes such as the Two Lighthouses walk and Saints Circular Walks providing an important resource. Due to the investments made by the county council and through Menter Môn programmes, walking on Anglesey has become an important part of Anglesey life for locals and an important reason for visiting the island as a holiday destination.

The provision for walking on the island was further enhanced following the implementation of the Countryside and Rights of Way Act 2000, which provided access on foot to areas of heath, mountain, moor or down in addition to common land. Although it has to be said many of these areas were already accessible to the public on Anglesey, the act did formalise access to these areas as well as providing increased access to others.

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However, as has been described previously, apart from these improved promoted routes, the paths on the island are generally in a poor state. Once you have left the well trodden path, difficulties such as obstructions, vegetation and general poor path maintenance become all too obvious to those wishing to explore without the aid of a promotional leaflet.

Less-Able Access To assess the current provision for less able users, it is firstly important to clarify that this does not simply refer to those people who are wheelchair bound, but to the elderly, blind or partially sighted, young and even families with babies in pushchairs. Consequently, a ladder stile could be as much an obstacle as a boggy section of path.

Over the years, little emphasis has been placed upon the necessity to take the needs of the less able into consideration when maintaining, or indeed opening sections of the network. The emphasis has been like for like furniture replacement, usually stiles as these are both inexpensive and the most favourable with landowners due to them being almost completely stock proof (apart from the odd wily Welsh Mountain ewe!) Paths have not been looked at as a circular trail, nor indeed simply a linear path running between two points of interest. It can be seen that a path or potential circular route may have a good walking surface and kissing gates or wicket gates for most of its length, but then access is prohibited by one stile or one drainage ditch, thus precluding many potential users. A path is only as accessible as its least accessible point.There is little point in improving crossing points and sections of surfacing unless a whole section is considered. Considering the needs of all can help everyone. Having regard to disabled and visually impaired users can have a beneficial impact on many more. Good surfacing may well make a section of path usable for people with specific mobility issues. It also makes the route available to parents with pushchairs, in some case cyclists and may encourage much greater general use.This is also the case when routes interact with busy roads and safer crossing points incorporate help for the visually impaired. Everyone on foot benefits from the safer crossing.

Over the last three years developments have been made to address this problem, mainly through grant aided projects. Specific all ability paths have been constructed mainly in nature reserves such as The Dingle in Llangefni, at Cors Erddreiniog National Nature Reserve and along sections of the coastal path deemed appropriate for such improvements. These are to the BT Access for All standards and have been both a success in terms of use, and also in terms of using a surface type which does not affect the aesthetic quality of the landscape in which they have been constructed. Further to this, the majority of the coastal path and indeed its feeder routes now have kissing gates where A and H frame stiles were removed.

It is important that when considering the development of an access for all path to consider the implications upon the aesthetics of an area, and areas for improvement should be carefully selected so that no negative impact is seen.

The Lôn Las Cefni Cycle route is also of a standard acceptable for the use of wheelchairs and buggies, and runs from Newborough Forest through to Bodffordd via Llangefni and Llyn Cefni.

Partially Sighted and Blind Users Little provision has been given to partially sighted or blind users, as the design of pathways and interpretation panels have failed to address the needs of such groups. The Dingle project has introduced kick boards into its boardwalk design, and tactile, hands on sculptures, but this currently is the best effort made by not only the county council, but also sadly any other organisation on the island which provides access.

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Cycling Cycling is one of the most popular pastimes in the country, and the relatively flat nature ofAnglesey’s topography lends itself well to this mode of travel. However, as a family leisure activity, cycling has become increasingly dangerous as motor traffic has increased on all roads across the island. As such, in recent years local authorities and other organisations such as Sustrans have sought to provide off road cycling, usually taking advantage of disused railways to create extensive routes. This has not, however, been the case with Anglesey, although recently the first specifically designed off road cycle routes totalling 26.3km was created.This route provides a very pleasant family cycle, but is a little too short to adequately provide sufficient safe off road cycling for a day ride. Anglesey is further more poor as a mountain biking destination, as no true off road trail is available. This is particularly significant when we are correlating activities to health, as mountain biking is undertaken predominantly by younger people, and it is this age group that key strategies for health are being implemented to fulfil the aim that by 2023,“90% of children of secondary school age will participate in at least moderate-intensity physical activity for 60 minutes, five times at week.” (Climbing Higher,WAG)

Further to this off road cycling, there is a signposted 29 mile section of the National Cycle Route (Number 8) from Cardiff to Holyhead crossing the island. This uses minor roads as it crossesYnys Mon, as does Route 5 which leads from Holyhead to Liverpool along the North Wales coast. Four circular cycle routes totalling 77 miles, and utilising minor country roads are also available, but it can be stated that these do not fulfil fully the expectations of the public, especially in terms of family suitability.

Off road cycling is permitted but not actively encouraged within Newborough Forest, with the forest tracks forming an extensive network of routes.

Horse Riding As a county with a proportionately large percentage of horse riders, stables and centres, there are very few locations where riding can be undertaken on the rights of way network. Currently only three bridleways exist on Anglesey with a total length of 4.9km, which constitutes 0.3% of the rights of way on the island. Newborough Forest currently has a permit system for horse riding within the forest, which provides an extensive network of rides for predominantly local people. This has forced horse riders to either use beaches, private land or roads, none of which really adequately provide the infrastructure on the ground to develop either a niche tourism market,or simply a local resource. This is particularly pertinent when one considers the well known advantages of interacting with horses for disadvantaged and less able members of the community. The 2004 Bridleway Strategy sets out the council’s policies in relation to bridleway improvement, and although to date little has been achieved, this document supports that strategy and aims to take its actions forward.

Extreme Sports Anglesey is a haven for extreme sports, with rock climbing, surfing and sea kayaking being sports which utilise the rights of way network and other access such as access land to reach either the sea or cliff. Access for these sports is generally good on the island, with few areas having access difficulties. However,as these sports are becoming increasingly popular, and with the potential for new tourism markets being developed, a case can be made that access should be made easier, especially for those carrying such things as kayaks. It can also be stated that an improved and more complete coastal path will benefit those participating in both land and water based coastal activities. .

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4.0 Maintenance of the Network 4.1 Current Workings of the Unit – ROW Maintenance The Rights of Way Unit comes under the umbrella of the Environment and Technical Services Department of Isle of Anglesey County Council. The unit is currently made up of a team of eight officers, two of which are temporary and includes two officers dedicated to the development of the coastal path. In 1996 following local government reorganisation, the unit adopted the guiding principles laid out in the ‘Rights of Way Strategy for Anglesey’. That was a relatively forward thinking document, which indeed pre-dated many elements which the ROWIP endeavours to achieve. However, in almost all its policies it can be said that a lack of resources and staff has precluded the guiding principles of that document from being adopted.

It can be stated that currently the unit, with the exception of the coastal path team work on a very reactive basis, and are constantly ‘fire fighting’ problems on the network. The majority of these problems are passed through to the unit by users, landowners, or through regular consultation with the local Ramblers Association group and community councils. Little proactive condition survey work is undertaken by staff, predominantly due to all available time being used to remedy existing problems. The coastal path is the exception to the rule, as available external funding and staff resources have resulted in both proactive monitoring, and enhancement work to the path, which is well above that seen on most other paths on the island.

A similar scenario where a lack of time resources have resulted in limited adoption of polices which can be seen with regard to improvement works meeting the needs of less-able users, the categorisation of paths in terms of importance to the county and local community, and the adoption of guidelines to ensure a consistent standard of work on the network.

However,the rights of way unit have a proactive relationship with external bodies; a 75% take up of a programme which pays community councils to undertake active path maintenance, and through an agreement with Menter Môn has contributed to a healthy increase in knowledge of traditional rural skills. Furthermore, again in conjunction with various bodies, the unit has helped implement the establishment of many promoted routes around the island, which are widely seen as examples of best practice. In recent years, the unit has been a partner in the complete improvement of the coastal path, which through Objective 1 funding is now a jewel in Anglesey’s crown. A dedicated team were employed through Menter Môn during the funding period with a £1.4 million budget over a three-year period.A specific annual budget has been awarded by the County Council for coastal path maintenance, and a dedicated project officer employed.

The rights of way unit have over recent years successfully applied for additional external one off capital grants, which have been used for specific larger scale improvement works to the network.

This additional external funding which has been received to inject a new lease of life into many of the islands footpaths and a number of cycle routes, has to some degree increased the publics anticipated standards for routes, and as such an increasing disparity is seen between these promoted routes and those which have not been promoted. This is currently resulting in an increased workload on the unit as more and more complaints about sections of the network are reported and paths are walked for possibly the first time in many years. As such the council needs to evolve to attain at least some of the aspirations of those who use the network. In this and the following chapter, ways of taking the process forward are discussed and statements of action developed.

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However,short fallings are apparent in the actual availability of certain types of routes, in that there is little provision for cycling or horse riding and less able access.

For the council and other agencies to address this apparent imbalance between types of right of way and other access, it is important to learn what the consensus of opinion is in relation to taking things forward with a new approach while learning from past successes and failures. It is then important that the council take into consideration these recommendations, and if necessary adapt its current workings to achieve these goals. If the potential for improving the network is achieved, not only will this encourage greater use by local people especially families with regard to cycle routes, but also new markets will be opened for tourism and its associated sustainable economic development.

An improved network would also allow for an increase not only in leisure walking and cycling, but also transport cycling as a means of getting from A to B (typically between home and work or school).This will have two benefits in that as a direct result of car dependency,reduced pollution from vehicles will be resultant with air quality improvements especially within built up areas. Further to this social inclusion will be enhanced, as a viable alternative will be available to the car in respect to accessing services and rejoining your community.

4.1.1 Safeguarding the Network It is important in terms of safeguarding the network that routes are maintained to a satisfactory level, but it is equally important that the council takes a pro-active stance with regard to the enforcement and prosecution of landowners who obstruct or unlawfully interfere with the network.

Currently, prosecution of landowners contravening highway law is undertaken very rarely with only two taking place since 1996, but enforcement action is routinely undertaken whereby notices are served, and works are done in default of notices when required.

Currently there is no enforcement and prosecutions policy although other departments within the council have a proactive stance in relation to this. To both improve and protect the network the council need to take a more proactive stance with regard to enforcement and, to this end, a policy has been produced which is contained in Appendix 2.

4.1.2 Monitoring and Inspections It is important for the rights of way unit to proactively inspect the network so that a continual understanding of the condition of the routes are known. The table below illustrates current levels of inspection

Route Number of Inspections Coastal Path Full inspection once per annum Continual assessments by staff Circular Walks 2/3 inspections per annum Two Lighthouses Walk Undertaken by Ramblers Association Lon Las Cefni Cycleway 3 inspections per annum Unpromoted Routes 5% sample inspection undertaken per annum

Currently data from these surveys is ineffectually managed due to no computer based management software being made available to officers by the department, although such software is widely used by other councils. As such, rudimentary spreadsheets are currently used by officers with little or no

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link into the GIS system or a computerised management system. The Highways,Transportation and Property Service is currently installing Exor modules for the management of various functions, with a public rights of way module also planned. Continual delays have been experienced with installing the public rights of way module, which has meant that existing data held on the condition of the network cannot be easily updated.

4.2 Current Condition A Rights of Way and Open Access Area survey was undertaken by exeGesIS SDM Ltd between January and April 2005. In total 912 km of existing Rights of Way were surveyed to ascertain its present condition, in addition to 11 Open Access Areas which were surveyed to identify steps necessary to improve public access. This constitutes 85% of the network. (The coastal path was excluded as it is separately surveyed in 2002, and a number of public rights of way in the center of the island were not surveyed due to time constraints.)

Overall, 2524 individual Rights of Way were included in the survey. Of this amount 97.6% were possible to survey along their entire length. In total, 7617 infrastructure items were recorded on the existing Rights of Way network of which 6336 were deemed to be of satisfactory condition. The Rights of Way survey revealed 2099 infrastructure maintenance issues and 4070 obstacles. The average number of issues per 10 km on the Rights of Way Network was 19.20.

Surface types were recorded during the survey and classified according to agreed types. In total, for the Rights of Way Network, 274.96 Km of surfacing was recorded, and for the Open Access areas surfacing amounted to 5.16 Km.The actual amount is likely to be much higher as this figure represents only those surfaces which comprised less than 75% of the total link length.Thus, those links which were homogenously surfaced along greater than 75% of their length were not recorded. The survey was intended to determine the condition of the extant Rights of Way Network and inventory infrastructure. In addition BVPI pass / fail statistics were collected for each Right of Way. In terms of BVPI, 48.13% of the Network was deemed to have an overall pass, whilst 51.87% failed the overall criteria of BVPI.The survey was conducted in such a way that we can break down the results into both type and location. The following graphs give an indication of the current condition of the infrastructure of the network:

PathPath Condition Condition Survey Results Survey Results

100

Standards 40

10 Percentageof Path Links which Pass or Fail BVPI

cess c A thSurface Pass ting tes and Stiles a Fail ndition of Bridges Co aymarking of Routes ignposting at Roadside ndition of Pa W S loughing/CroppingCo Issues ndition of G bstacles Prohibi P Co O

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The results show that when independently analysed, the percentage of paths which are up to standard is relatively high, even though we must consider two of the above indicators to be a little subjective in that it was late winter when the survey undertaken, these being path surface and the ploughing and cropping on the network.

OverallOveral Condition Condition of Network of Network

48% Pass Fail 52%

It is thus seemingly encouraging when one glances at the results, but on further inspection and when a combined figure is analysed, a truer perspective is gained as can be seen from the following:

This figure of 48% of paths being useable and free from obstruction is unsatisfactory,and from the survey it is possible to extrapolate data indicating these paths which fall below the recommended standards.

PercentagePercentage of of Paths Paths Open Open and and Usable Usable by by Community Community

40 Percentage

0 Valley Rhosyr Moelfre Amlwch Mechell Llanidan Llangefni Llangoed Rhosybol Tref Alaw Holyhead Aberffraw Llaneilian Pentraeth Bodorgan Bodedern Bodffordd Trearddur Llanfaelog Rhoscolyn Llanddona Llanbadrig Beaumaris Bryngwran Llanfaethlu Llaneugrad Llanfairpwll Penmynydd Llanddyfnan Llanfair M.E. Trewalchmai Cylch y Garn Menai Bridge Llangristiolus Llanfachraeth Cwm Cadnant Llanerchymedd Llanddaniel Fab Llanfair-yn-neubwll Llanfihangel Esceifiog

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The above graph gives us an indication of the disparity between paths within the various communities, and provides a guide to officers in terms of future development.

Furthermore the survey can be used to accurately calculate the potential costs of improving the surveyed network to an acceptable standard:

REMOVING OBSTRUCTIONS ON NETWORK = £1,523,000 INFRASTRUCTURE MAINTAINANCE ISSUES = £386,000

TOTAL = £1,909,000

This figure is indicative of the problems encountered with both prioritisation of works and significant under resourcing when considering that the annual maintenance budget for the entire network (excluding coastal path) is £87,420.

As has been stated, these figures exclude the coastal path, which is fully accessible following Menter Mon’s Objective 1 programme of enhancement. However,other promoted paths such as the Saints Circular walks are included. When these paths where instigated by an external organisation grants where available to improve the infrastructure of these routes, but unlike the costal path programme which has an ongoing maintenance budget as an ‘exit strategy’, these routes did not. As such, their ongoing maintenance falls directly upon the councils main rights of way budget, which is not an ideal scenario as ideally these popular routes could be further improved by making them more easily accessible. Unfortunately, a large percentage of the annual budget would be swallowed up by such improvements. A similar scenario is seen with many new developments such as the new off road cycle routes whereby no provision is made for future maintenance. However it would be very static and negative if the council did not take advantage of such grant aid where possible, and not look at the future costs, but instead look holistically at the potential benefits.The development of exit strategies into such projects, and additional core funds would enable the continual development of routes, which go well beyond the highway remit. With regard to the work of the rights of way unit positively affecting the work of other departments such as social services, health, leisure and tourism, the issue is currently little understood, and as such in the future all departments need to work closer with each other where interests and responsibilities overlap.

4.3 What People Want – Maintenance Issues

User Consultation Responses

• Prosecution of owners who allow their dogs to foul paths and beaches should be a priority

• Litter on paths is terrible - education of users would help and prosecution

• I would use far more of the paths if I was sure I wouldn't get lost, or find a path blocked

• Please actively ban dogs from using paths because no matter how many

signs are erected, dog mess is still terrible

• Paths are overgrown, so much so that once we thought we had entered Jurassic Park

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• I do not like using paths which go through peoples gardens or farm yards as

I feel as if I am invading privacy although a legal right of way exists.

Why can't they simply be diverted?

• Star ratings for best footpaths based upon accessibility and condition,

with regular condition and safety inspections

• Better maintenance of paths, especially cutting back of brambles

and gorse which are very off putting

With such an extensive rights of way network, it is heartening to see from the public consultation process that general satisfaction with regard to paths is high, as can be seen in the graph below. However,it must be remembered that a very high percentage of users predominantly use promoted routes such as the coastal path, which are of a much higher standard than the vast majority of the network.

SatisfactionSatisfacation Levels Levels of of Path Path Issues Issues

50 Very Satisfied Satisfied 40 Dissatisfied Very Dissatisfied Percentage 30 No Opinion

y s s y a e ds a W ute n flets W f o Stil E a f R d f d hts o no gonPaths finitive Map hts o g o ides/Le e ig ti tes an kin ss Able Access D e f Mar tes Close to Homeof Gu or L y u y ty on R xisting Ri f a o it racy o fe E W R il a lity b S igns at Route/Roa of ila ccu eneral Condi bi S r A ondition of Ga va G ssi C A cce umbe A N

However,problems do exist, and in relation to this it can be stated again that many of these are due to the increased anticipated levels of maintenance. In terms of difficulties experienced when using the network, it can be seen that in both the public consultation survey, and the 2005 Coastal Path User Survey, that two of the main issues people feel strongly about are litter and dog mess. However a significant difference can be seen between the two surveys with regard to the actual condition of the paths, as vegetation problems and boggy/muddy surfaces figure much more predominantly in the ROWIP survey. This indicates that the coastal path is in significantly superior condition when compared with the network as a whole.

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Difficulties Encountered when using the Network Difficulties Encountered when using the Network

1% 1%

1% 2% 2% 13% 3% 3% 3% Conflict with other Users Too many stiles 11% 4% Difficulty Crossing Roads Paths Blocked by Crops Conflict with Landowners Paths Blocked by Barriers 4% Crime/Vandalism Dead End paths Farm Animals, dogs Lack of off-road Riding 4% Lack of Circular Walks Difficulty Following Path Lack of off-road Cycling 10% Lack of Less-able Routes Poor Maintenance Overgrown Paths 7% Litter Dog Fouling Boggy Paths

9% 7%

8% 8%

WhatWhat Spoils Spoils the the Enjoyment Enjoyment of the ofCoastal the CoastalPath Path

1% 2% 1% 1% 6% 1% 1% 1% 1% 2% 12% Muddy Paths 1% Rutted / Uneven Paths Got Lost Litter Bad Weather Road Noise 3% Aircraft Noise 17% Jet Ski Noise Too Busy Lack of Services Motorbikes/Mountain Bikes Too Many Stiles Overgrown Paths Dog Mess Lack of Literature Poor Amenities View of Power Station 18% 4% Lack of Maintenance Dangerous Paths Radio Masts 1% Inappropriate Parking 2% Uncontrolled Dogs Livestock 2% Wind Turbines 3% 3% 3% 13% 3%

From the graphs above it can be seen that a whole range of different reasons were given as to what spoiled the experience. These can be split into those which the rights of way unit can directly influence, those which it can endeavour to impact upon, and those which they have no control over. In terms of those issues which the rights of way team can directly improve, the surface of the path was deemed a problem by 18% of respondents, in terms of it being either muddy or rutted. These are both very subjective issues, however path management should continually monitor and survey paths surface, and act accordingly to changes depending on location, type of user and popularity. Data from visitor monitoring devices should aid the coastal path team when deciding upon areas needing surface improvement. This concept of using visitor figures as an aid to path management could be extended to other strategically important routes.

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In terms of the overall negative feedback, litter and dog mess on or around the path constituted a total of 35% of all responses, which considering 24 different reasons were given constitutes a very high percentage. This is an on going problem, which is not easily solved. A common request is for more bins, but although these work in some places such as built up locations, they simply do not work in more rural locations, as they look unsightly, do not get emptied, and do themselves attract rubbish as people simply leave rubbish by their sides which is then ripped open by gulls and other animals. It is generally felt that addressing these problems through environmental education is the most beneficial technique, allied to local people gaining a sense of ownership of the path through participation in the management of paths, and working closely with relevant council departments, and other bodies such as ‘Keep Wales Tidy’.

The problems associated with the path’s infrastructure can be improved through the implementation of new guidelines in terms of standard of work undertaken by contractors. The coastal path does implement standards, which correlate with those of the UK NationalTrails,and these should at least form a basis for the entire network.

Other than these aforementioned difficulties, the actual line of the path is an important consideration. The general consensus appears to be the dislike of paths running past farm buildings and gardens. There is common ground here between both users and landowners, but the current law regarding diversions often prohibits the mitigation of this problem, due in the main to the associated costs which fall on the landowner. It is as such difficult to see an easy way of improving this situation without a radical change in highway legislation.

Also from a landowner perspective, the feeling is that the county as a whole is gaining economically from the public rights of way network, especially with the current and future enhancement of the coastal path, but little or no benefit is drawn down by the landowner,and indeed only problems are encountered. This is further compounded by the Highways Act 1980, which bounds the landowner to maintain certain footpath furniture. In many areas including the Brecon Beacons National Park, this has been to some degree alleviated in relation to path management as instead of using contractors, the park authority directly uses the landowner to undertake the work on the ground. To this end, the landowner sees an economic benefit to the path network

4.4 Conclusion It is shown that for an access network to prove effective in becoming a viable means of local transport through walking, cycling and horse riding, as well as a recreational resource, it is vital that the network is maintained to a level which allows easy, unhindered, safe use. As such prioritisation of routes is needed to address deficiencies in the network where the aims and objectives of this document cannot currently be met.

Policy Statement Maintenance of the Rights of Way Network will be undertaken so that local people and visitors alike can easily use and navigate routes on the island.

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4.5 Statements of Action Key Blue - Current Expenditure and Staffing Red - Costs and Additional Staff Required to Effectively Complete Work

Ref Action Project Cost and Resources Required Lead Body / or Service Potential B1 B2 B3-5 B5-10 B10+ Partners

Process of prioritisation of paths to be undertaken through on-going consultation with informed stakeholders. Maintenance of these rights of way to then take priority over lesser used paths.

M1 Prioritisation Project/Service YMCC of paths CC CCW etc

Benefits Effective prioritisation of work will contribute to a more productive work programme, which meets the needs of the majority of users. . Maintenance of public rights of way to reach an interim figure of 65% of all paths open and accessible by 2012.

M2 Opening paths Service £30K £30K £90K YMCC currently failing CC BVPI standards £120K £120K £360K Landowners FUW/NFU

Benefits Improved access across the whole island giving the opportunity for quiet enjoyment of islands countryside.

On going maintenance to be continued along the remainder of the public rights of way network.

M3 On going Service £45K £45K £135K £225K ? YMCC maintenance CC Ramblers Ass £135K £135K £405K £675K

Benefits Improved access across the whole island giving the opportunity for quiet enjoyment of islands countryside.

New standards to be implemented in relation to footpath furniture and its installation.

M4 Implementation Project YMCC of new standards for works

Benefits Use of the network becomes easier, hazards are minimised, and the network is more aesthetically pleasing.

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Inspections to be undertaken upon completion of all path works to ensure the standards have been adhered too by all contractors.

M5 Inspections Service YMCC of Works

Benefits Use of the network becomes easier, hazards are minimised, and the network is more aesthetically pleasing.

Initiate a study as to the potential effectiveness of funding landowners/tenants directly to undertake management and upkeep of paths on their land.

M6 Landowner Project £10K YMCC payment scheme NFU study FUW Landowners

Benefits Landowners could potentially benefit from access network over their land.

‘By All Reasonable Means’ guidance should be taken into account when undertaking all path works, and whenever possible paths should be made as easy to use as possible.

M7 Adoption of Service YMCC Disability Discrimination Act principles

Benefits Routes become easier to use by all members of the public.

Path inspections

M8 General Service YMCC inspections to rise from 5% random sample per annum to 7.5-10% per annum

Benefits Monitoring the networks overall condition is improved.

Data management system to be used in conjunction with inspections.

M9 Installation of path Project management software £10k

Benefits Monitoring the networks overall condition is improved.

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5.0 Improvements to the Network The general maintenance of the network is seen by many as the core function of the rights of way unit, which essentially means the gradual opening and maintenance of all paths on the definitive map.

However, recent developments, particularly the Saints Circular Walks, and the coastal path have proven the appeal of walks which go above Lôn Las Cefni and beyond the statutory requirements of the council. This appeal needs to be built upon for many reasons including the educational, health and economic benefits which walking in the countryside brings.

Such paths have improved the situation and catered well for the majority of walkers who find well way marked and maintained paths far more appealing than the unpromoted path, but improvements can be made both in terms of continuing the development of the coastal path and creating more circular walks both in the countryside and close to centres of population. Furthermore, short-fallings are apparent in the actual availability of certain types of routes, in that there is little provision for cycling or horse riding and less able access, which although improving in terms of availability, are still inadequate. This is an area where improvement is fundamental.

For the council and other agencies to address this apparent imbalance between types of rights of way and other access, it is important to learn what the consensus of opinion is in relation to taking things forward with a new approach while learning from past successes and failures. It is important that the council adapts to take into consideration these recommendations, and if necessary adapt its current workings to achieve these goals. If the potential for improving the network is achieved, not only will this encourage greater use by local people, especially families, but with regard to cycle routes, open new markets Beicio i’r Gwaith for tourism and associated sustainable economic developments. This is best demonstrated by the coastal path’s development and its potential designation as a national trail. This important route should be used as a tool to develop Anglesey as a destination for outdoor enthusiasts, with other walking, cycling and horse riding routes complementing one of the premier routes in the United Kingdom.

For these goals to be achieved, and as such for the public’s demands to be met, the council must make a fundamental shift in the way the rights of way department works. Reactive work brought about by the desires of the minority must be changed to a proactive assessment of work brought about by a thorough monitoring and public consultation. This needs to be consistent with what the majority of the public would like to see from its rights of way network.

5.1 What People Want - Improvements User Consultation Responses • More should be made of Anglesey's great potential through creating more promoted circular walks with interpretation • I find the paths have far too many stiles, steps etc which I find difficult due to my age • More places to walk with my daughter who is in a wheelchair • Paths to be suitable for electric powered chairs • More public rights of way which are available to less able bodied people like my husband • When putting in gates instead of stiles, please make them suitable for buggies and off road wheelchairs

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• Horse ownership is growing greatly locally and there is little if any bridleways/cycle routes on the island • Reinstate the bridleways which were somehow incorporated into the footpath network, then blocked off to horse riders by the installation of barriers • More routes open to mountain bikes, as I have to travel to the mainland to cycle safely • I have a permit to ride at Newborough Forest for which I pay annually, otherwise I would have nowhere to go • I would love to see more bridleways with better maintenance and awareness promoted to non horse riders • There is no provision for mountain biking. What about a trail in Pentraeth Forest? • Please create a safe off-road network for cyclists e.g. using the disused railway lines

From the outset, in order to develop access provision both effectively and appropriately, it is important to take a step back from current procedures, and look at both what is good, and indeed what is bad about the current access provision, and from this assess the best practice for improvement. It is vital that all groups are taken into consideration, and indeed the type of user and their aspirations as to what constitutes a suitable route. This means that a system of zoning is required whereby the standard of path in relation to ease of access changes from urban areas through to remote rural locations.This said, from the consultation process, it is apparent that the network is generally regarded as being at least adequate in the main, that there is a desire to get out and enjoy Anglesey’s countryside, and that this desire is felt through all sectors of the community. However, it is also apparent that certain sectors of the community, especially those with some form of disability are not being given the opportunity to enjoy the countryside.

“Difficulties exist for all who seek to access the countryside and open spaces around towns; improving accessibility is dependant on identifying, accepting and addressing the very real physical, intellectual and perceived barriers users and non users face.” (IPROW Guidance Notes). This difficulty is apparent on Anglesey, as can be seen when the questionnaire study is analysed, which interestingly indicated that in terms of levels of satisfaction, the provision currently available for less able access was the only right of way related topic which resulted in a dissatisfied figure greater than that of those who where satisfied.

Level of Satisfaction regarding Availability and Condition of Less Level of SatisfactionAble Access regarding Paths Availability - User Questionnaire and Condition of Less Able Access Paths - User Qusetionnaire

15 Percentage

0 Very Satisfied Satisfied Dissatisfied Very Dissatisfied No Option Level of Satisfaction

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This fact is strengthened further when we look at the results concerning this topic from the organisation questionnaire which indicates that the current provision for those with some form of disability is even poorer, as can be seen in the graph below.

Level of Satisfaction regardingLevels of Satisfaction Less Able Regarding Access Less OrganisationAble Access Questionnaire Organisation Qustionnaire

20 Percentage

0 V.Good Good Satisfactory Poor V.Poor

The improvement and further development of all access routes is an important part of the council’s future work, as this will encourage a greater number of less able people to enjoy the countryside around them. By making sections of the network easier to use, and by making more people aware of their existence, not only will less-abled users have access to more of Anglesey’s countryside, but it will also encourage people who do little to no walking or exercise to walk a few miles on a safe path, thus improving their health, and having a knock on effect years down the line of saving money within the North Wales Health Trust.

This provision is one element of the work needed to be undertaken by the council to essentially move with the times in relation to providing a rights of way network which meets the needs of the general public between 2007 and 2017.

In terms of walking, cycling and horse riding it has already been alluded to that walkers are well catered for on the island, but a distinct lack of cycleways and bridleways on the island requires attention over the forthcoming years.The council needs to radically change its perception of what is required of a rights of way unit, and formulate workable objectives for the improvement of the provision of access. It is clear that in terms of the provision for cycling and horse riding, public consultation indicates that satisfaction levels are generally low as can be seen in the graph below

Level of SatisfactionLevels of Satisfaction for for Walking, Walking, Cycling Cycling and Horse and Riding Horse Riding

25 Walking Percentage Cycling 20 Horse Riding

0 Very Good Good Satisfactory Poor Very Poor

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To achieve a network which mirrors public need, a system needs to be in place which allows the unit to look proactively at potential improvements. The table below illustrates stakeholder opinion with regard to the allocation of funds, and the focus which the unit should take in terms of future direction and working practice .

Direction for Improvement Percentage

Continue to concentrate resources on opening all ROW 17 Concentrate resources on key routes and upgrading new circular routes 26

Concentrate resources on opening new off road cycle/horse riding routes 17 Concentrate resources on improving less able access 13

Concentrate more resources on improving the 17 relationship between landowners and users

Integrate rights of way work with countryside management 10

Allied to the public demand for a greater number of circular routes, cycleways and bridleways this shows that the current reactive work undertaken needs to change, with a strategic plan for improvement work taking precedence over the ad-hoc maintenance work currently undertaken.

The use of the coastal path underlines the strategic importance of this route as can be seen by the results, which indicate that 69% of all respondents stated that they regularly walk sections of the path. As such, investment should continue in relation to the coastal path reaching its potential as both a local resource, and as an economic resource which can have a real impact on the rural communities of the island, and contribute to the diversification of farming. This fact is further emphasised when the following graph is studied which indicates the improvements the public have suggested to enhance the rights of way network.

SuggestedSuggested Improvements Improvements

10 Rank 1 Percentage 8 Rank 2 Rank 3 6 Average

t s s g th s r ts s ce th y ss in lk o lks th a a a k a a p a n n w r P s ve a te lP le cce a l W n W P n l d A ta r a e /E t i a ri e ym s la r e s u a n l a a T r lk o M e B b o cu l F a b r p e -a /W C ir ra r a e r e u e W n tt O o ss g te C R ri d io e M e a e d r e t B L n l te d a d a e g p B i m r i m o ve e u r o S o m ro r G fo M r C ro p o n te M re I t P Im o e e re M r B o o M M

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As can be seen, the completion of the coastal path was seen to be the most commonly suggested improvement, with the addition of more circular routes also being seen as a priority for improvement. This is broadly supported by Section 3 of the Countryside and Rights of Way Act 2000 that gives powers to the Secretary of State in England and the National Assembly in Wales to ‘amend the definition of open country to include a reference to coastal land or to coastal land of any description’.All of the main coastal land types were included in the definition of ‘open country’ in section 59 of the National Parks and Access to the Countryside Act 1949.This includes cliff, foreshore, including any bank, barrier, dune, beach, flat or other land adjacent to the foreshore.

The Welsh Assembly Government announced its pledge to improving coastal access at the official opening of the Isle of Anglesey Coastal Path in June 2006.This programme is initially designed to improve linear access to the coast, using provisions under existing highway legislation.

The targets are as follows:- - 100km of new access for cycling introduced by 2013 - 50km of new access for horse-riders introduced by 2013 - 150km of new access for use on foot introduced by 2013

Around £1.5 million per annum has been provisionally allocated over a period of five years from 2007/08 with the aim of a continuous all Wales Coast Path for walkers substantially in place by 2012/13.

There is no definite indication at this point in time that powers under section 3 of the CROW Act will be used to create area based open access on the coast.This has significant implications for the scale at which access improvements will be made in Wales. In terms of the Isle of Anglesey Coastal Path there are various sections covered in the following chapters that are not predominantly coastal in nature but are too great in scale to tackle using existing provisions under the Highways Act within the allocated timescale and budget. If powers under section 3 of CROW were to be rolled out alongside the recently announced programme, this would give significant scope to creating a more ‘coastal’ coastal path.

Considering the ultimate economic benefit of national trail status, during the interim period between now and potentially gaining national trail status the council should invest sufficient funds allied to external funding to achieve this goal. The ultimate reward would far outstrip initial investment.

In terms of instigating and developing more circular walks, the general consensus of opinion shown by the public was that these should not only provide an improved level of access, but also be themed in relation to the points of interest seen along their length. Environmental, geological, ecological, cultural and historical points of interest should as such be integrated into any future development.

This fits into the type of work carried out by other agencies who have a vested interest in educating the public in terms of environmental understanding.

The development of cycleways and bridleways would further enhance Anglesey’s reputation as a destination for active outdoor recreation, exploiting a currently untapped market.

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Case Study – Cycling in Gwynedd Gwynedd as a county has an ever increasing number of cycling routes both for leisure cycling and mountain biking. Current figures indicate that over 30,000 cyclists used the network of off road recreational routes,and there were 150,000 visits to Coed y Brenin of which 70% where mountain bikers.

Even a smaller network on Anglesey would enhance North West Wales as a cycling destination, and a family friendly mountain bike track in one of Anglesey’s conifer plantations would be a new type of development not only for the island, but Wales as a whole.

Selection of Routes for Improvement Consultation has been undertaken with all community councils, LAF members and associated organisations to investigate which routes would benefit from improvement, and fit into one or more of the following categories: • Circular walks i.e. same start and finish points • Be of varied lengths • Take into consideration the needs of the less able • Have the potential for higher rights (cyclists and horse riders) • Have historical, cultural or ecological interest • Be predominantly off road

All proposed routes will be digitised onto the GIS system and then appraised in terms of there suitability for improvement.

Forthcoming work to be undertaken by other departments, agencies and organisations

AONB / Countryside Services • Proposal to extend wooden footpath furniture to whole of the AONB. • Improvements to Breakwater Country Park to include nature trail around existing and improved habitat features. • Improvements to access road at Breakwater Country Park to allow for wheelchair use.

Menter Môn • Creation of improved access to and around Castell Aberlleiniog including less able access paths. • Continuing work on access improvements within Local Nature Reserves. • Potential creation of new routes in and around Tywyn Trewan Common. • Improvements to access provision on Parys Mountain including less able access facilities.

Royal Society for the Protection of Birds • Potential new easy access routes around Malltraeth Marsh Reserve. • Improvement works and erosion control of paths on Holyhead Mountain.

National Trust for Wales • Improvement of inland paths around Mynydd y Garn and production of new circular walk guide.

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Countryside Council for Wales • National Nature Reserves to be considered open-access land. • Potential new access under the ‘Landscape Scale’ project for the Cors Erddreiniog / Moelfre / Mynydd Bodafon area.

North Wales Wildlife Trust • Easy access improvements to be made at Cors Goch Nature Reserve.

5.2 Conclusion Developing the access network to meet the needs of the user is the main challenge for the department over the forthcoming years

Policy Statements • The development of routes which meet the demands of the user, and link effectively economic development, health issues and education while enhancing a healthy environment are to be prioritised.

• The coastal path’s development is to be resourced to enable it to gain National Trail status.

• The lack of adequate cycling and horse riding opportunities is to be addressed.

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5.3 Statements of Action Key Blue - Blue = Current Expenditure and Staffing Red - Red = Costs and Additional Staff Required to Effectively Complete Work

Ref Action Project or Costs and Resources Required Lead Body / Service Potential B1 B2 B3-5 B5-10 B10+ Partners

Coastal Path Development

I1 The coastal path’s Project £100k £100k £300k £500k £100 YMCC development into a kpa CCW nationally Landowners important trail to be given priority £180k £180k £520k £880k £180 and sufficient kpa funding and staffing to be made available to reach this goal

Benefit Creation of an internationally renowned economic development product. Two Lighthouse Walk Development

I2 Improvement work Project £30k £10k £10k YMCC to be carried out CC on the entire length Landowners of theTwo RA LighthousesWalk, with easy access provision taking priority. Benefit Enhancement of the Anglesey ‘long distance walking product’.

Coastal Circular Walk Development

I3 Improvement and Project/ £30k £90k £30k YMCC promotion of 10 Service CC new circular walks Ramblers linking the coastal Association path to historical, cultural, geological and ecological interest. These should wherever possible link into centres of population.

Benefit Enhancement of walking as an economic, health, enjoyment and educational resource

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Ref Action Project or Costs and Resources Required Lead Body / Service Potential B1 B2 B3-5 B5-10 B10+ Partners

Creation of Horse Riding Routes

I4 Creation of 3 new Project £20K £150K YMCC circular off road Landownersr horse riding routes BHS centering upon areas already popular with horse riding,and with the infrastructure in place to enable a sustainable product

Benefit Improve facilities for enjoyment of Anglesey’s countryside on publicly accessible bridleways.

Cycling Feasibility Study

I5 Undertake a scoping Project £25k YMCC exercise to ascertain WTB potential new off Trail Wales road cycling routes. Cycling Clubs This should as a prerequisite include potential for use of cycle routes by horses

Benefit Improve facilities for enjoyment of Anglesey’s countryside on publically accessible cycleways.

Creation of Less Able Access Routes

I6 Council will work Project £20k £60k £100k YMCC to provide more CF accessible easy LHB access routes DW especially in and around centres of population. Lowest Welsh Index of Multiple Deprivation (WIMD) areas to be targeted as priority.

Benefit Improve facilities for enjoyment of Anglesey’s countryside on publically accessible easy access routes.

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6.0 A Better Environment – Sustainable Transport, Land Use and Environmental Education

6.1 Sustainable Transport The WAG document ‘Smarter Choices:Wales (2007)’ gives clear recommendations as to new approaches which can lead to ‘modal shift, reduce the impact of traffic on the environment, ease congestion and increase the attractiveness of sustainable travel modes’. The formulation ofTravel Plans form a major part in the quest for greater use of sustainable transport. Currently these centre upon improvements which can be made to reduce car dependency when travelling to school and the workplace, but also considerations for travel planning need to be incorporated into new developments whether residential, industrial or commercial.

What is a Travel Plan? A travel plan is a package of measures and initiatives that aim to reduce the number of car journeys made, by providing people with greater choice. This is done through: • Providing realistic alternatives to the car • Making alternatives to driving alone more attractive • Reducing the need to travel • Managing car parking provision

The concepts recommended within the Smarter Choices document focus predominantly on ways to achieve modal shift i.e. the reduction in car use. It is important for the principles set out in these forward thinking documents to be adopted through stricter requirements in the planning system, and also innovative thinking with regard to recreational use, as the principles remain.

Essentially the routes need to be safe, convenient and easy to use whether on foot or where applicable bike.

The consultation process has revealed the extent of car use to access Anglesey’s countryside, and thus the need to address this issue through proactive management and campaigning. The graph below shows that 50% of Anglesey residents use their car to access the paths which they most regularly use.

Mode of Travel to Start of most Regularly Walked Route

34% Route Starts at Home

Walk to Start Point

Travel by Car, Van or Motorbike 50% Travel by Bus or Train

14%

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It is, however,encouraging that 34% of local residents start their walk from home, which suggests again that if paths were improved and circular walks created in and around centres of population, the use of the car to access the countryside would be lessened further. It is, however, very apparent that although the bus services on the island are reasonably good and a rail line crosses the island, public transport is hardly used by the local people of the island as a means of accessing a leisure resource.

In other parts of the UK, similar studies have shown higher use of public transport but these are generally more urban areas. This is something of a problem for planners, as the council would certainly like to see greater use of public transport to reach walks thus reducing congestion and carbon emissions, and has indeed endeavoured to encourage the use of public transport over recent years.

This lack of use of public transport is further illustrated by a coastal path survey undertaken in 2005 which showed that dependency on the motor vehicle is even greater when tourists are brought into the equation. 68% of those questioned used the car to access the coastal path, adding pressure to car parking facilities and causing congestion and pollution along many ofAnglesey’snarrow country roads.

ModesModes of of Transport Transport to to Reach Reach Coastal Coastal Path Path (Coastal (Coastal Path Path User User Survey, Survey, 2005) 2005)

5% 1% 15% Car 2% Public Transport Motorbike

Bicycle

Walked

Private Bus 4% Other 5% 68%

The public transport system on Anglesey is, contrary to the above statistics, comparatively good, with the majority of centres of population well serviced. The development of the coastal path into a nationally important long distance trail will certainly result in a greater use of public transport by long distance walkers undertaking the complete circuit. However, the challenge is to tempt the wider public, both local and visitor onto public transport. “Changing such historic patterns and trends to achieve the strategic government objectives of:-

• Reducing rate of growth in the length and number of motorised journeys; • Encouraging alternative means of travel which have less environmental impact; • Reducing reliance on the motor car; and • Seeking to ensure the most effective use of the transport network and targeting resources to best effect;

is doubly challenging in an area where the motor vehicle has become such an important and integral part of the socio-economic infrastructure. Furthermore, rural areas such as Anglesey tend not to experience the detrimental effects of traffic congestion to anywhere near the same extent as that found in urban areas. As such, the perception of problems caused by the motor vehicle is significantly reduced, as is motivation to seek new opportunities and participate in modal change.” (Local Transport Plan 2000-2006)

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Certainly the rights of way network provides a glimmer of light with regard to reduction in dependency on the motor vehicle, as the provision for easily accessible routes of all status around centres of population will not only encourage new users, but also existing walkers, cyclists and horse riders to use the network not only for pleasure, but for accessing services etc.

6.2 Linking Land Management with Access As has been described previously, Anglesey is blessed with a diverse range of habitats, but little collaborative work has been undertaken to holistically link access with habitat management. Many of these important habitats require grazing for them to be maintained in a good condition, and with greater use of the rights of way network the conflict between uncontrolled dogs and livestock is increasing. This has in some locations resulted in areas of ecological importance being abandoned for farming, with a negative knock-on impact on both the habitat and the aesthetics of the landscape.

Agri-environmental schemes assist in alleviating this issue to some degree, however a more proactive approach in terms of improving the relationship between the council and the landowner would assist. It is important that the simple solution of fencing out these important habitats is used as a last resort when all other alternatives have been extinguished, and in relation to specific habitat types, the council should actively converse with relevant authorities to put into action specific habitat restoration schemes, such as the ‘Heathland Strategy’ and CCW’s ‘Landscape Scale’ project for the area between Llyn Cefni and Traeth Llugwy.

Such projects will also form a new basis for active land management and access schemes to have a positive impact on the Area of Outstanding Natural Beauty designation.This correlates with the aims of the AONB in that “People are able to experience and appreciate the special qualities and features that characterise the AONB without detracting from the area’s natural beauty and tranquillity. Many opportunities exist for the sympathetic and sensitive enjoyment of the AONB.The provision of effective interpretation and information improves the public’s awareness and enjoyment of the AONB. Public Rights ofWay (PROW) and areas of accessible land and water are managed to a high standard, providing opportunities for recreation that are accessible by all.” (AONB Management Plan,YMCC) This integration between access and conservation needs to become an important consideration in the management of the network, especially considering that by 2023 “the percentage of the people in Wales using the Welsh natural environment for outdoor activities will increase from 40% to 60)% and the frequency of experience will treble”. (Climbing Higher,WAG)

A link between access and land management is found in agri-environment schemes such as Tir Gofal, which rewards farmers for caring for the environmental, historical and cultural features on their land, including public rights of way. Fundamentally one of the objectives of the scheme is to provide opportunities for new public access to the countryside

Similarly, permissive access agreements have proved successful in areas of the coast, and can act as a ‘taster’ for the landowner specifically with regard to entirely new access as to the affects of such new access. It has been seen that in a number of cases, short term permissive agreements have resulted in formal dedication of these routes subsequently.

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6.3 Traditional Features in the Countryside Features such as dry stone walls, clawdd walls, hedges and specifically in terms of the rights of way network stone stiles and corrals are important features in the landscape, and add an all important ‘feel’ to any visit to the countryside. It is important that these features are retained, and wherever possible enhanced, and for this reason the rights of way unit should be seen to promote their retention and reconstruction. Although boundaries are not generally the responsibility of the council, external funding could be sought to enhance these traditional features when undertaking certain path works or specific projects such as on the coastal path.

Case Study In creating a new section of coastal path in the South Stack area of Holy Island, re-building clawdd walls was preferred to fencing, allowing a fence free path, grazing by cattle, and new feeding ground for the rare chough.

6.4 Sustainability of Products The use of sustainably sourced footpath furniture is an element of the department’s work which is certainly improving, with the use of wood from sustainable local forests being used, and recycled plastic wherever appropriate. Further to this, recycled stone should be used whenever available. The coastal path project has used Welsh oak during its redevelopment to give the path a ‘sense of quality’. This recent departure from sourcing simply the cheapest material and structure should be further developed

6.5 Aesthetics of Products and Works Undertaken Due to the majority of the rights of way network being within the countryside, a great deal of thought should be given in ensuring that appropriate materials are used. As such, local stone matching both pH and colour should be used whenever possible. Alien products such as concrete and plastics should not be used other than when hidden.

6.6 Education An important consideration when creating a set of actions for the improvement of the rights of way network is to understand the knock on effects. An increase in the number of users undoubtedly brings numerous benefits ranging from those which are economic, through to the impact on the nation’s health. However, it must also be understood that Anglesey is very much a rural area, where the landscape has been worked by its custodians for generations. It is thus important that the general public are made aware of the fact that they are essentially using for pleasure what is the landowners workplace, and as such the council should give a strong educational message to the general public. This needs to be two fold, illustrating both appropriate behaviour in the countryside and giving explanations for this code of practice, thus educating the general public about the area.

This education can be extended to assist in the implementation of specific sustainable transport schemes, especially with regard to the adoption of travel plans for schools and employers.

6.7 Conclusion A vital component of the management of public access is the link between the network and the environment which the routes pass through. It is important that the council as a whole realises the importance of preserving and enhancing the wider environment and will be a major consideration when undertaking development to the access network.

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6.8 Statements of Action Key Blue - Current Expenditure and Staffing Red - Costs and Additional Staff Required to Effectively Complete Work

Ref Action Project or Costs and Resources Required Lead Body / Service Potential B1 B2 B3-5 B5-10 B10+ Partners

Partnership building within environmental sector

BE1 Build partnerships Project/ YMCC with conservation Service CCW organisations,thus RSPB creating an NT etc environment of consistent andmutually beneficial thinking.

Benefit Will result in a consistent service with an integrated approach to project development where environmental considerations are brought to the fore.

Integration of Access and Conservation programmes and projects

BE2 The council will Project/ YMCC become a proactive Service CCW member of groups developing the link between access and conservation i.e. Heathland Strategy and Landscape Scale Projects

Benefit Will result in a consistent service with an integrated approach to project development where environmental considerations are brought to the fore.

Education through interpretation

BE3 All new literature Project/ YMCC and interpretation Service CCW to give a strong message both about Countryside Code and environmental awareness.

Benefit Will increase environmental knowledge and good practice.

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Ref Action Project Costs and Resources Required Lead Body / or Service Potential B1 B2 B3-5 B5-10 B10+ Partners

Sustainability of products and aesthetics of works

BE4 Standards to be Service £5K £5K £15K £25K YMCC adhered to with regard to use of sustainable path furniture, and a greater emphasis to be placed on aesthetics of works undertaken

Benefit Products are sourced locally and from a sustainable source,thus reducing environmental impact. Footpath work is considered in terms of its aesthetical impact upon the habitats and landscapes which the route passes through.

Study potential for coastal habitat improvement programme

BE5 Initiate a study as to Project £5K YMCC the potential to CCW develop a coastal RSPB habitat improvement NT project, where the NWWT etc coastal zone is looked at alongside access with regard to improving habitats

Benefit An integrated zonal approach to habitat and path management will bring improvements to both.

Produce a Travel Plan for travel within the AONB centring upon the use of the Coastal Path – Travel

Plan to assess creating a viable sustainable transport system within the AONB.

BE6 Produce Project £10K YMCC AONB Travel Plan Taith

Benefit A clear understanding of how to improve the movement of people within the AONB in terms of environmental best practise.

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7.0 The Definitive Map and Changes to Rights of Way Anglesey is very unusual in that almost all the rights of way on its definitive map are footpaths. A situation such as this can arise because rights of way which are really bridleways or byways are recorded on the definitive map only as footpaths, and this possibility was investigated as part of the work that led to the Council's Bridleways Strategy. In practice it was found that there was very little evidence of under-recording of rights. It was suggested that the ways which might have been bridleways had become surfaced routes incorporated into the county's maintainable road network, although some of these appeared in practice to be little used by motor traffic and thus have potential for promotion as part of bridle routes.

The original Definitive Map and Statement has a relevant date of 4 March 1954, with the map becoming Definitive in 1958.A review was undertaken in the 1960s, with the map becoming Definitive in December 1969.An all Gwynedd review of 1981 also became Definitive in 1988.

The relevant part of the 1988 Gwynedd map is considered by the Council to be the current definitive map and statement for the purposes of section 53 of the Wildlife and Countryside Act 1981. It has however been subject to orders made under the 1981 Act modifying the map and statement.These orders are of two types:

‘Evidential event’ modification orders under section 53(3)(b) or (c) which modify the map to reflect the discovery of evidence that the map is inaccurate or incomplete, for example that there is a public footpath which is not shown on the map. 20 such orders have been confirmed since 1988.

‘Legal event’ modification orders under section 53(3)(a) which reflect the coming into operation of events which have changed rights of way. Examples would be public path diversion orders made by the County Council or the side roads orders made to effect the diversion of ways crossed by the new A55 road across the island. 32 such orders have been made since 1988; these are all 'omnibus orders', typically comprising a batch of about ten different legal events.

At present there are approximately 67 files of proposals or applications to modify the definitive map, mostly by the addition of routes not presently recorded or the recording of additional rights over ways already on the definitive map. Such proposals could give rise to the need to make "evidential event" modification orders.These files include some, but not all, of the routes identified in research for the Bridleways Strategy as being ones that might be subject to unrecorded rights.

In addition, approximately 53 public path orders made since 2000 have not yet been incorporated into the definitive map and statement by virtue of a legal event modification order.

Since 2002 an officer has been employed specifically to review the Definitive Map and Statement. Previous to this, review work was limited to a few orders which the Senior Engineer could process amongst other duties. Based on past experience it is considered that no more than six orders can be investigated and processed by one officer in one year.As a consequence it will take more than 10 years to process those applications / proposals already on file and this does not take account of applications which will be received in the future and other modifications which the surveying authority will want to progress itself.

The definitive map and statement are recorded on paper, as is the legal requirement.A digitised version was produced during the 1990's by contractors for the Countryside Council for Wales and is in use as a working map. However, because the digitising was done at 1:10,000 scale, the position of routes becomes inaccurate when viewed against larger scale base mapping.Work has recently been

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commenced to refine the digitising but it is proceeding slowly due to the need for ensuring positional accuracy and to cross-check with records of orders made historically.Approximately 45% of the work has been completed.

The definition of local rights of way requires the Council to consider whether there are any ways which are footpaths or bridleways (within the meaning of the Highways Act, 1980) but which are not recorded on the Definitive Map and Statement. Bridleways have been considered recently as part of the preparation of the bridleways strategy: the assessment process should include consideration of whether there are any routes (whether subject to claims or applications for definitive map modification orders or otherwise) which the Council considers to meet the relevant definition. An example might be ways which the Council maintains as footpaths, for example in built-up or residential areas, but which are not on the definitive map.

From an assessment made by Gwynedd County Council before 1996, it is known that there are at least 23 paths recorded with dual status i.e. they are recorded on the Definitive Map and Statement as a footpath or bridleway but also recorded in the List of Streets as a public road (usually 'unclassified road'). In some cases this has arisen because a route has been adopted as a public road since 1954, for example a path may have become an estate road.These will require the making of ‘legal event’ modification orders under section 53(3)(a) to delete the relevant sections from the Definitive Map and Statement. In other cases the anomaly will have arisen due to an error when the original Definitive Map was prepared in the 1950's or when the List of Streets was prepared pursuant to the Highways Act 1980. These errors will require individual investigation with a view to making an ‘evidential event’ modification order to modify the Definitive Map and Statement or to make a resolution to modify the List of Streets.

7.1 Definitive Map Consolidation The Council regards as high priority work needed to enable a consolidated definitive map and statement to be produced. Consolidation will involve producing a new map, bringing together the 1988 map and all subsequent changes made to it by means of evidential event and legal event orders. Carrying out this work is part of the Council's existing responsibilities for the review of the definitive map, but it is also an essential component of the definition of the network of local rights of way, which has to be the starting point from which consideration of improvements can be made.A high priority for this work is therefore also justified from the point of view of the improvement plan.

The work of producing a consolidated definitive map has wider benefits, which would justify it being included under the general work of improving the management of rights of way covered by the improvement plan. By having a single up-to-date document which records the rights of way,any checks made against it will be simplified and the risk of error reduced, whether those are by other council departments (e.g. to see if a planning application affects a right of way) or by members of the public, or their representatives, for example those who conduct searches when property is purchased.

7.2LostWays The Countryside and Rights of Way Act 2000 set a deadline of 1st January 2026 after which it will not be possible to apply for footpaths and bridleways, or higher rights, to be added to the definitive map based on historical documentary evidence.

The introduction of this cut-off date is aimed at bringing certainty to users of the countryside a nd landowners and managers about what rights of way exist. In England a project called ‘The Discovering Lost Ways Project’ endeavors to locate and map these routes through gathering

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historical evidence for what already exists but, for various reasons, is not shown on the definitive map. However, it is rather unfortunate that the no Lost Ways Project is operational in Wales. CCW are monitoring the work in England and when that reaches its review stage CCW will assess the implications for Wales and advise the Welsh Assembly Government accordingly.

7.3 Public Path Orders The Council has succeeded in keeping on top of applications for orders to divert, extinguish and create Public rights of way and currently there is no backlog. It is considered that a policy would be beneficial as the number of applications is likely to increase as results of the ROWIP and the proposal to craete an Anglesey Coastal Path National Trail.

7.4 User Needs Assessment User Consultation Responses • Many paths in my town aren’t on the definitive map, and I’m worried about them being built upon. • I dislike having to intrude of people’s privacy by using paths which run directly through peoples gardens and farm yards.

It is apparent from the user needs assessment that ease of use is considered of far more importance to the general public than the accuracy of the legal right of the way on the definitive map. However, concern was shown that routes should be protected, especially promoted routes such as the coastal path.

7.5 Conclusion In conclusion, it is vital that the production of an up to date digitally formatted definitive map is given priority, and the back log of modification orders currently being investigated is overcome. Funding is required to overcome this back log, as on current capacity the one dedicated officer will take 10 yearstodothis.

Further to this, it is important that information about the legal aspect of the rights of way network is provided to the general public so that lost ways, and misalignments can be rectified on the definitive map by 2026.

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Policy Statement Evidential Modification Order (EMO) applications and proposals will be prioritised based on three principles -

1. Higher priority is to be given to EMO cases. • Where the physical existence of an alleged route is threatened by development, or • Where investigation of a case would involve substantially the same evidence as a route currently under investigation or about to be investigated.

2. Discovered evidence cases* may be processed ahead of other cases where the proposal is presently included in a council plan or strategy, e.g. the Bridleways Strategy or Coastal Path NationalTrail proposal, otherwise these cases will not be investigated until all applications have been investigated.

3. In order of date of receipt, first, completed applications, followed by incomplete applications.

* These are cases where the County Council itself has discovered evidence indicating that the Definitive Map and Statement may need changing.

Policy Statement Public Path Order (PPO) applications and proposals will be prioritised based on seven principles

• Where public safety could be substantially improved. • Where an application has been made pursuant to the Town & Country Planning Act 1990 to enable a development to proceed. • Where the proposal is presently included in a council plan or strategy, e.g. the Bridleways Strategy or Coastal Path National Trail proposal. • Where the processing of an order would save the significant costs in other Rights of Way functions. • According to level of use. • Where the processing of an order could result in a significant positive impact on the network. • In order of date of receipt.

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7.6 Statements of Action Key Blue - Current Expenditure and Staffing Red - Costs and Additional Staff Required to Effectively Complete Work

Ref Action Project Costs and Resources Required Lead Body / or Service Potential B1 B2 B3-5 B5-10 B10+ Partners

Validate the digital Definitive Map

DM1 Completion of Project YMCC work already or Service commenced to refine and validate the digitised definitive map.This dataset will be the basis of the new consolidated definitive map

Benefits An accurate definitive map which can be used to illustrate routes on ‘All Access Map’, and assist ease of use.

Production of Consolidated Definitive Map and Statement

DM2 To consolidate the Service YMCC Definitive Map & Statement

Benefits An up to date definitive map will assist ease of use and help protect the network.

Continuous review of Definitive Map and Statement

DM3 To investigate the Project feasibility of contracting out historical research work to reduce the backlog of definitive map orders

Benefits An up to date definitive map will assist ease of use and help protect the network.

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8.0 Health and Well Being It is a goal of the Welsh Assembly Government and all county councils to improve the physical and mental well being of the Welsh public, and there is a very strong correlation between a well-maintained, accessible rights of way network and improved health. Indeed it can be stated that physical activity is fundamental for a healthy lifestyle (WAG,Walking and Cycling Strategy for Wales)

Justification for incorporating health into the plan is not needed, however,the following extracts from the walking and cycling strategy offers reinforcement of the point.

“Poor health blights the lives of people and families. It is bad for the economy and makes us poorer as a nation. It also puts pressure on our health services.Yet a lot of ill health could be prevented.

People’s health is improving. Fewer people smoke, and more people understand the need to eat healthy foods and take exercise. But much more needs to be done. Health is worse inWales than in many other parts of Britain.

Some of the main causes of ill health can be prevented. Some cancers, heart disease, and diabetes, for example, are all influenced by the way we live. Preventing ill health in the first place not only saves people from pain and suffering but also helps our health and care services work more effectively. This fact is supported by the findings of theWanless Report (Review of Health and Social Care inWales, DerekWanless, 2002) which suggested that we should consider redesigning ineffective services, concentrate on the prevention of ill health and optimise services delivery by ensuring that health and social care services meet needs.

Healthy Communities are just as important as healthy people. Activities that improve the quality of our environment, promote equality and create better jobs and skills all help to create happier and healthier places to live.” (Health ChallengeWales,WAG)

Incorporating such activities as walking, cycling and horse riding into the psyche of theWelsh public is as such important, and will assist people of all social groups to improve their health and contribute to achieving the 2023 aim that “70% of men and women up to the age of 65 will participate in at least moderate-intensity physical activity for 30 minutes, five times a week.” (Climbing Higher,WAG, 2003)

The beauty of the rights of way network in terms of health is that it provides a free, enjoyable way of improving personal fitness. As such, rights of way should be accessible, safe and pleasant to walk. This is particularly important to combat the nationwide correlation between poverty and ill health.

In addition to encouraging the public to use the network through creating an improved accessible network, theWelsh Assembly Government has also supported the setting up of the following schemes;

8.1 The British Trust for Conservation Volunteers (BTCV) Green Gym ® The BritishTrust for ConservationVolunteers (BTCV) Green Gym is a scheme that inspires people to improve their health and the environment at the same time. It offers you the opportunity to 'work out' in the open air through local, practical environmental or gardening work.

Going to gyms and sports centres doesn't appeal to everyone.The BTCV Green Gym is a great alternative. It helps people of all ages to be physically active by providing: • A regular programme of outdoor sessions of Green Gym activities • Training and development of new skills • Partnerships with local health services

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Increasing physical activity and being outside in green space also has proven benefits for mental health, helping to reduce stress and overcome depression.

This scheme is currently being set up on the island, and projects involving members of the community are being undertaken.

8.2 Walking Your Way to Health / Step Out is a programme set up through the Health ChallengeWales initiative, and through a partnership between the Countryside Council forWales and the British Heart Foundation, disadvantaged and sedentary people have the opportunity to enjoy walks of various appropriate lengths with a trained guide. This successful programme of guided walks has been running for more than three years, and has encouraged new users in five locations across the island. Recently a series of self guide leaflets has been produced which should encourage even more people to enjoy walking and improve their health at the same time.

Furthermore, guided walks provide opportunities for visitors and locals alike to enjoy Anglesey’s countryside, while learning about the islands history, culture and ecology. The walking festival is an annual event lasting 10 days and caters for all types of walker from the hardened enthusiast to the first time walker.

Guided walks are also arranged periodically by the countryside service of the county council. Various walking groups including the Ramblers Association, Friends of the Coastal Path and Cefni Walking Club also arrange walks throughout the year.

A new GP referral scheme is currently being adopted in the county, whereby a GP can prescribe outdoor activities as a means of therapy.

8.3 Urban Walks Scheme The patented design of the Urban walks leaflet uses a repeatable and uniquely branded format that promotes a cluster of local walks.The format encourages its application across a wide range of environments both urban and rural, and across sectors to allow for a variety of community inteventions. Physical inactivity is now recognised as a significant problem and increasing burden to society as a whole.

Inactive individuals are at twice the risk of coronary heart disease compared to active individuals. Walking is fast becoming accepted as the best method to achieve a population level change in levels of physical activity.

Most people know the message - activity is good for them - but what has been lacking is a mechanism to empower them to achieve the current minimum recommended levels of activity.

The Urban walks range has been designed to tackle the common barriers to habitual activity and provides a branded and unique one-stop-shop approach to the design, marketing, and production of support material for activity promotion.

8.4 North Wales Outdoor Challenge 5x30 Scheme 5x30 comes from the recommendation by the Department of Health that we should each participate in a minimum 30 minutes of physical activity on 5 days each week in order to benefit our health. It is a fact that only 30% of the population of Wales does enough activity to benefit their health.

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Anglesey Currently has 5 promoted routes which are waymarked and a dedicated website indicates the routes.

As such, many schemes are currently either being undertaken, or have the potential for improving people’s health through use of the access network.

The user assessment gives us a strong indication of the current levels of use, and indeed a profile of the type of user.

Anglesey, like much of Wales, has an aging population, and this is mirrored in the statistic that 48% of respondents to the resident’s questionnaire survey where over the age of 60. This is something of a double edged sword in terms of exercise and enjoyment of Anglesey’s countryside, as it is encouraging that the older generation are actively participating in such a healthy exercise, but does mean that young people are not, as can be seen from the graph below

Age of Walkers Using Countryside Access Age of Walkers Using Countryside Access 0% 1% 8%

22% 40%

Under 11

Nov-18

19-24

25-44

45-59

Over 60

29%

It is interesting to note that the Coastal Path User Survey 2005 which was conducted through face to face interviews with both locals and visitors indicated far more of a spread of ages as can be seen in the graph below.

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Age of Respondents (CP Survey 2005)

8% 9%

13% 14-18 Years 21% 19-25 Years 26-35 Years 36-45 Years 46-55 Years 56-65 Years Over 65 Years

13%

19% 17%

This survey was however undertaken purely in the summer holiday period, and as such the age profile of users is expected to be more varied. It does however add an indication of the value and importance of the coastal path.

Although these two surveys give slightly differing results in terms of the age profile of walkers using the rights of way on the island, the reasons for walking, cycling or riding are virtually identical, with enjoyment of the countryside and health benefits proving be far and away the most popular reason, as can be seen graphically below. ReasonsReasons for for Walking Walking

20 Percentage

s b y ng ess ets op tion nd u i n ment h e able y chool lP ish ic gP lS S uca a F l jo in a d n s E ly/Fri erci Nature Stud rsonal Fit n&E x Not App e o E P ng Fami Reach Loc xati Reach Loc i o a o gChildrento sit T T n i ki V Rel a T

Another important factor to take into consideration with regard to health and well-being, and the associated impact of use of rights of way upon this, is the amount of times walking, cycling or riding is undertaken. It is seen from the graphical illustrations below that encouragingly, active enjoyment of the countryside is undertaken predominantly between 2 and 3 times a week, and walk length is usually between 2 and 5 miles.

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FrequencyFrequency of ofVisit/ Visit / Walk Walk

20 Visit Countryside

Walk in Countryside

15 Percentage

0 Every Day 4 or 5 Times a 2 or 3 Times a Once a Week Once a Fortnight Once a Month Less than Once Never Week Week aMonth

LengthLength of Typical of TypicalWalk Walk

25 Percentage 20

0 Less than 1 Mile 1-2 Miles 2-5 Miles 5-10 Miles More than 10 Miles NA

As such, we can see that currently in terms of health and well being at least, the people of Anglesey are using the network of paths around them as a means of keeping fit and enjoying the countryside at the same time. However, the age profile does indicate that users are predominantly the older generation. With regard to this, a number of schemes have been set up to endeavour to encourage the use of the countryside as a means of meeting new people, enjoying the countryside and getting fit all at the same time

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8.5 User Needs Assessment

User Consultation Responses • More young people should join groups and get interesting people who can inspire a greater awareness of what’s around people in the countryside to lead walks. • Better information about the path systems and potential circular walks within Anglesey including information boards. • I would use the network more if I knew it better and didn’t feel as if I was going to get lost or shouted at. • More guided walks throughout the year, not just in summer. • More easily available leaflets suggesting routes to take. • A booklet on walks and linking bus routes would certainly be good and encourage greater use without need for a car. • More leaflets on local paths, made available in local shops/post offices.

It is most encouraging that people consider the actual and potential health benefits which can be achieved when enjoying the countryside as a major factor in their participation of walking, cycling or horse riding. This indicates that the message of maintaining a healthy lifestyle is certainly starting to be acted upon by the local people of Anglesey, even if this survey seems to indicate that, with regard to walking, this is predominantly being the older generation. In can be postulated that the younger generation of Anglesey residents participate in other sports more traditionally associated with them such as rugby, soccer and running.

It is evident from the results of the questionnaire survey that there is a desire to use walking, cycling and horse riding as a tool to improve health. The challenge facing the council is to encourage more locals and indeed visitors to get out and about in the countryside. It appears that a successful way of achieving this is through organised walks, where people in the same situation and background can start walking together, as has been seen through the successes of the ‘Walking your way to Health’ scheme. Security is also an issue fed back to the council, as people who have possibly never really used the network are worried about getting lost, meeting difficult landowners, or encountering farm animals. These issues would seem trivial to the more experienced walker, but it is an issue which novice users feel is important. As such proactive partnership work needs to be undertaken both within the council and with external groups to harness the networks health and social benefits.

8.6 Conclusion With regard to this issue, the council needs to look holistically at the reasons sectors of the community are giving for not using the rights of way network, and try to encourage greater use. In terms of direct improvements on the ground, the council will concentrate more resources on the lower super output areas (LSOAs), which score lowest on the Welsh Index of Multiple Deprivation. Support in these areas is vital in terms of improving easy access for all, and the rights of way unit will work along side other departments and agencies to develop an improved infrastructure for those in most need.

Policy Statement The importance of access provision as a tool for improving the health of the population is to be developed.

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8.7 Statements of Action Key Blue - Current Expenditure and Staffing Red - Red = Costs and Additional Staff Required to Effectively Complete Work

Ref Action Project or Costs and Resources Required Lead Body / Services Potential B1 B2 B3-5 B5-10 B10+ Partners

Heath liaison group to be set up in relation to public access

H1 ROW Unit to Service YMCC actively liaise with CCW health groups, thus BTCV creating an LHB environment where CF each lead partner is aware of developments and desires

Benefit Better interaction between health promotion and improvement of appropriate paths.

Development of social inclusion scheme for countryside access.

H2 Investigate ways in Project £15K £25K YMCC which assistance LHB can be given to CF those members of the community who cannot access the countryside to appreciate the health and social benefits and enjoyment the rights of way network can bring.

Benefit Increased use of the network by all sectors of the community resulting in improved health

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Ref Action Project or Costs and Resources Required Lead Body / Service Potential B1 B2 B3-5 B5-10 B10+ Partners

Development of ‘Urban Walks’ programme

H3 Development of Project £4K £8K £16K Urban Walks an ‘Urban Walks’ Taith programme WAG centring on LSOA CC urban areas and their hinterland to be undertaken. -LSOAareas - Links to Gwynedd CC Urban Walks in Bangor area‘

Benefit Increased use of the network by all sectors of the community resulting in improved health

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9.0 Using Anglesey’s Rights of Way Network – Encouraging Greater Use through Promotion One of the challenges for the County Council is to harness the potential of public access to generate sustainable economic return and health benefits. These are benefits which have only recently been appreciated with the economic value of the outdoor activities sector only being comprehended after the 2001 Foot and Mouth epidemic, which proved an eye opener to users, landowners and regulatory authorities. However, it is a common fact to the vast majority of Wales that this important resource has been under-funded for many years as higher classes of highway, and indeed more grand but arguably unsustainable ‘quick return’ economic development projects have taken precedence.

The actual statistical returns are hard to gauge, but in terms of use, over 300,000 people use the coastal path alone per annum, generating over £12 million, with a 55/45 split between visitor and local use. (Coastal Path User Survey, 2005). This is a figure which is certainly set to increase as awareness and future developments occur. The network as a whole is slightly more difficult to gauge, but certainly walking tourism contributes significantly within the tourism industry, which contributes £1.1 billion to North Wales’s economy. (North WalesVisitor Survey, 2003).

In terms of the rights of way network, walkers certainly have a wealth of places to explore on the island, with a path network of 1070km being complemented by permissive access, de-facto access and access land. When this figure is correlated with the population of the island it is seen that there are 15.9 kilometres of path per 1000 people, which is exactly the same figure as the Welsh national average.

9.1 Available Literature, Interpretation and Publicity

The Isle Of Anglesey Coastal Path As part of the whole scale enhancement of the coastal path, promotional material has recently been published. A full colour, bi-lingual definitive guide was released in 2005, and a booklet of maps is available both locally and nationally. A free leaflet has recently been added to the path’s available literature and gives potential new walkers and visitors a taste of what to expect. Further to this, ten interpretation panels have been installed around the coast to assist knowledge of the path, and highlight the ecological, cultural and historical highlights which can be seen.

Saints Circular Walks A series of 8 self-guided walk leaflets were produced in 1998/99 by Menter Môn in conjunction with the IOACC. These are way marked routes with leaflets, and they are located near the main centres of population on the island. They are widely distributed around the island at accommodation providers, tourist attractions and visitor centres.

Heritage Trails A series of walking leaflets promoting routes in and around towns and villages of historical importance were produced in the late1990’s, and interpretation panels installed.

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Nature Reserves

Nant y Pandy, Llangefni PentirWylfa, Cemaes Cwningar Niwbwrch

Anglesey now boasts 5 local nature reserves (LNR), which have been set up to promote, conserve and enhance important ecological sites on the island. The Dingle in Llangefni is the most established of these and is widely regarded as an exemplar of what can be achieved in an LNR to promote understanding and enjoyment of the environment, through improving pathways, adding interest in the form of sculptures and educating through interpretation. More recently, LNRs have been designated at Coed Cyrnol, Llanddona, Llangoed andWylfa Head. Access has been improved at these locations, and new interpretation panels have been installed and leaflets distributed.

Anglesey also has four national nature reserves, these being NewboroughWarren andYnys Llanddwyn, Cors Bodeilio, Cors Erddreiniog and Cors Goch. These are managed by the Countryside Council for Wales, and in the case of Cors Goch, the North Wales Wildlife Trust,and have interpretation panels and leaflets available.

As has been previously stated, cycling and horse riding routes are few and far between on the island, especially compared with walking routes. Indicative of this is the lack of promotional material associated with these activities, as only one cycling leaflet is available and no horse riding literature. The cycling brochure was again instigated by Menter Môn and illustrates four tours, which make use of country lanes.

As a department, the promotion of the rights of way network has not been a specific element of work, as the upkeep and protection of the network has been the priority. However, as has been discussed, the rights of way unit has been heavily involved in the opening of certain circular walks, but again partner organisations have been the lead in relation to the publicity related to these projects. This however is set to change to a certain extent as the recently allotted core funding for the coastal path includes an element for publicity, promotion and interpretation.

Indeed the coastal path is a prime example of how access can form the basis for a viable long-term economic resource which, when funds are made available to upgrade and develop a route, fulfils the expectation of what is nowadays an expectant user. This long distance route is currently receiving an annual maintenance budget, with external funds being sought to undertake major capital works where necessary. The most attractive end result to the council of this development would be NationalTrail status being awarded to the path by the Countryside Council for Wales, which would both increase the available funding to maintain and enhance the path, and would have the economic ‘spin off’ of increasing the publics knowledge and perception of the path, especially in the increasingly lucrative walking tourism market seen in the UK, which appeals strongly to visitors from mainland Europe and even further afield.

In 2005, a user survey was conducted by the coastal path team, to gain an insight into the type of user the path is currently attracting, and the expectations of these users. A major element of the survey concentrated on the economic impact of the coastal path. The following is an extract from this report.

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9.2 Current Economic Impact of Coastal Path (Extract from 2005 Coastal Path Survey) To ascertain the economic impact of the coastal path, and indeed where future sustainable economic improvement can be made, we need to look at current spending trends, in terms of length of stay, accommodation types, and daily spend.

If we initially discount the economic impact of local people, and those on a day trip and purely look at those staying in area, we see the following in terms of length of stay. Length of Stay 7% 11% 15%

20%

1-2 Nights 3Nights 4-7 Nights 8-14 Nights 14+ Nights

47% As can be seen, during the four week period of research the 4-7 day stay was the most apparent, indicating that Anglesey is still in the main considered a holiday destination rather than a short break destination. This is an encouraging statistic due to Anglesey being little more than an hour and a half from the major conurbations of NW England. Ideally this market needs to be retained, but through selective marketing, weekend walking breaks could add to the economic benefit. It is also encouraging that of these visitors, 73% were staying on Anglesey rather than in other parts of NW Wales, thus spending more on the island. Percentage of visitors staying on the island

27%

Anglesey Off Anglesey

73% However, these encouraging statistics need to be scrutinised, as the type of accommodation used has a marked impact on economic benefit, as those staying in hotels or self-catering cottages tend to spend more than those staying in second homes, tents and caravans. The results show the following for this evaluation. Type of Accommodation

2% 1% 13%

15%

Campsite - Tent Campsite - Touring Caravan 1% Campsite - Static Caravan 2% Bed and Breakfast 16% Farmhouse Acc Hotel Self Catering Cottage Unofficial Camping 9% Bunkhouse Family/Friends House Second Home Hostel

19% 7%

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As can be seen, the campsite market makes up 48% of the total, which in comparison to the percentage who use more expensive facilities is high. If we group these we see that 31% of visitors used one of B&B, hotel, farmhouse accommodation, or self-catering cottages. This figure can be increased again through active marketing, and in particular through specific ‘tailor made’ walking holidays. Spending patterns are seen to reflect the nature of accommodation choice, and can be seen in the graph below where 68% of respondents spent between £0 and £20 per night on accommodation.

Amount spent on accommodation by individuals per night

3% 1% 23%

28%

Nothing Up to £5 £5+ to £20 £20+ to £50 £50+ to £80 £80+ 10%

35%

What money is spent upon 1% 7% 4%

7% 31% Food & Drink - Café/Restaurant Food & Drink - Pubs 1% Food & Drink - Shops 1% Gifts/Souvenirs Public Transport Equipment 13% Petrol (In Area) Admission Fees Don't Know Other

16% 19%

The accommodation element of the economic benefit is significant, but the daily spend in local businesses such as cafés, pubs and shops is an important additional element. To illustrate the current visitor spend per day by users of the coastal path,the questions of how much was spent,and where,were asked.

It can be seen that the majority (66%) of daily spend by visitors excluding accommodation is on food and drink. This has been subdivided into types of establishment used to purchase these supplies. It can be seen that 47% of user spend is in cafés, restaurants and pubs, which is an encouraging statistic, and confirms that walkers do contribute a potentially significant sum to the local economy. Of the other results petrol and gifts form the majority of the remaining spend. But how much is spent?

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MoniesMonies Spent Spent by by CP CP Users Users Per Day per on Visit Day onVisit

50 Number

0 Nothing Up to £5 £5-£10 £11-£20 £21-£30 £31-£40 £41-£50 Over £50 Don't Know No Response

These figures show us that the majority of users spend between £0 and £20 per day in the local businesses of Anglesey. Taking into consideration both the accommodation and other spend the daily average spend of the various user types were as follows:

Type of User Average Daily Spend

Locals £3.57

Visitors Either Not Staying on Island £15.13 or DayVisitors

Visitors Staying on Island Including £34.65 Accommodation

From the above figures it is possible to calculate the total economic impact of the coastal path. It is known that 121,413 users were counted in 2004 at the 10 survey locations. If we then use a multiplier calculated by estimating like for like locations the total use of the path becomes 303,532. This number can then be used to estimate the total economic impact taking into effect % of locals/visitors, time of year, and average length of stay. Over the survey it was seen that 54% of respondents were visitors and correspondingly 46% were Anglesey residents, although it is estimated for these calculations that this ratio would change to 70% resident and 30% visitor over the winter months. This gives us the following results:

Type of User Economic Value in Year

Locals £503,869

DayVisitors to Island £3,786,922

Visitors Staying on Island Av 5 Days £7,821,925

TOTAL £12,112,716

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This figure of £12 million illustrates the estimated current worth of the coastal path to the local economy. This is an amount which can significantly increase through better marketing, specific walking package holidays, and in particular local businesses and prospective ventures realising the potential of the coastal path.

This figure gives an indication as to the potential difference that the outdoor activity sector, particularly walking tourism can make in terms of the economy. Further to this, an improved network across the whole island where linkages can be made between the coastal path and inland routes would further the potential impact.

An increased availability of riding and cycling routes has the potential to compliment the walking trails, and provide the island with another niche tourism market, which would extend the tourism season. Other potential markets can be developed through small-scale improvements to the rights of way network to improve access for water sports.

9.3 User Needs Assessment • More guided walks throughout the year, not just in summer • Send leaflets to homes with details about walks • Better information about the path systems and potential circular walks within Anglesey including information boards • More information on walks of interest such as archaeology, old buildings etc, with locations of café's and pubs • A booklet on walks and linking bus routes would certainly be good and encourage greater use without need for a car • More young people should join groups and get interesting people who can inspire a greater awareness of what’s around • More should be made of Anglesey's great potential through creating more promoted circular walks with interpretation • The internet should be used more, to provide information on walks and a weekly walk in the local paper.

From the questionnaire survey, it is apparent that the majority of local people who actively participate in walking do so on some form of promoted route, as only 10% of respondents to the survey stated that they confine their walking to un-promoted paths. It can be seen from the graph below that promoted paths are favoured, which can be put down to any number of explanations including:

• Ease of navigation • Perception that the route is of a good standard in terms of footpath furniture, and allows clear passage • Availability of additional informative material on things to see on route • Most of the promoted walks are in scenic areas

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Routes Regularly Walked Routes Regularly Walked

20 Percentage 15

0 Coastal Path Promoted Circular Nature Reserve Trails Heritage Trails Unpromoted Routes None Walks

Understandably,the coastal path is the most widely used path on the island with 37% of respondents using the path along with other promoted and un-promoted walks,and 17% exclusively using the path.

In terms of improving the promotion of routes and thus participation in walking by the people of Anglesey, proactive work needs to be done to assure that in the first instance, the majority of the public are aware of the opportunities to enjoy the countryside whether on foot, bike or horse. The question was posed in the organisation questionnaire as to how more could be done to encourage use, and it was found that the solutions are multifold with the following results being seen.

Solution Percentage Expand circulation of currently available literature 27 Create new circular walks and leaflets 22 Develop new and expand on existing health promotion schemes 15 General improvement of the rights of way 36

As such it seems that to encourage greater use of the network, the council should invest in the product in terms of improvement, but also realise that there is a desire amongst users that quality promoted walks add value to the network, and although a certain number already exist and the coastal path is developing well, more routes should be enhanced. Again it can be stated that due to the popularity of the coastal path and its on going enhancement, and allied to the amount of historical, ecological and cultural sites in the coastal zone, new circular walks involving the coastal path and coastal villages would be beneficial to locals and visitors alike.

9.4 Getting the Information Across to the Public As with many aspects of the councils work, quite often the transference of information about the availability of facilities to the public can at times be poor,and this is certainly the case with the rights of way network. Certainly information is available for the public with the aforementioned leaflets, but these are generally made available at locations where the tourist will visit, or are accessible to those already with a genuine interest in exercise in the countryside. As such, there is a real need for current and future information availability to reach out via various media so that those interested can access information regarding paths their area and further afield.

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Internet The web provides a modern form of information transfer,and is an area other councils inWales have taken a lead. Circular walks should be mapped and be available for pdf download by anybody with access to a computer. This provides a sustainable way of making route maps available to the public in that no run on costs are incurred.

Leaflets In recent years leaflets have been the basis for passing on information about routes to the public. Difficulty has been experienced with re-printing of these, especially those which where initially instigated through grant aid, and as such new circular walks and community led projects should take this into account during the planning phase of any project.

Traditionally leaflets have been aimed at the active walker and tourist, as they have in the main been available in tourist information offices, accommodation sites, and tourism attractions. To provide information to the local people, this approach needs to be extended to local shops, libraries etc.

9.5 Conclusion It is vital that the improvements made to the access network are promoted and information on routes is made available to the general public. This information transfer should be on many levels ranging from web-based information through to simple route descriptions.

It is apparent that more and more users expect some form of interpretation and route description when walking a designated route, and users of the network who explore the island armed only with a map and compass are becoming significantly rarer.

Policy Statement Promotion of the access network is to be given increasing priority thus encouraging new and existing users to benefit from improvements.

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9.6 Statements of Action – What we are going to do Allwedd Blue - Current Expenditure and Staffing Red - Costs and Additional Staff Required to Effectively Complete Work

Ref Action Project or Costs and Resources Required Lead Body / Service Potential B1 B2 B3-5 B5-10 B10+ Partners

Promotion of the Isle of Anglesey Coastal Path

P1 Resource and Project £10K £10K £30K £50K £10K YMCC promote the Isle p.a VW of Anglesey Coastal Path to attract new locals and visitors, £20K £20K £60K £100K £20K thus allowing the p.a path to reach its potential both as a National Trail, and with regard to its economic, social, and health benefit

Benefit The promotion and improvement of the Coastal Path will bring greater economic stability to the island, and contribute greatly to the well being of the population.

Promotion of circular/linear routes

P2 Promote current Project £5K £5K £6K £10K YMCC and future circular CC / linear routes through local press, walking magazines, and the internet, thus expanding the potential for Anglesey being recognised as a walking destination by a wider market than currently seen

Benefit The promotion and improvement of circular walks will bring greater economic stability to the island, and contribute greatly to the well being of the population.

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Support community participation within Path Promotion

P3 Actively support Service YMCC community groups CC, and other Ramblers organisations to Association produce information on routes in and around their towns and villages

Benefit Community involvement will result in local people feeling a sense of ownership over the paths.

Encourage greater promotion of ROW network

P4 Department to take Service YMCC an active role in promoting walking, cycling and horse riding and their associated routes within the council, andtolobby departments involved in tourism to promote routes as a priority with regard to future publications and advertising. Budd -The promotion and improvement of the access network will bring greater economic stability to the island, and contribute greatly to the well being of the population.

Create and update a ‘Complete Access Map’

P5 Department to Sevice YMCC provide and regularly update an on-line ‘CompleteAccessMap’, showing all available access,includingAccess Land,Permissive access and Nature Reserves as well as the rights of way network.To be kept up to date to show paths that are open and able to be walked

Benefit Users will have confidence in the accessibility and ease of use of planned walks

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10. Monitoring The Isle of Anglesey Local Access Forum will have the authority to monitor the implementation of the statements of action set out in this document.

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APPENDIX 1 - POLICIES

List of policies and reports in this part of the Appendix Listed by producing/sponsoring body (the order in which they appear below) Isle of Anglesey County Council (2000), Isle of Anglesey Local Transport Plan 2001-2006 Isle of Anglesey County Council (2000), Isle of Anglesey Cycling Strategy Isle of Anglesey County Council (2001),Ynys Môn Unitary Development Plan DepositVersion Isle of Anglesey County Council (2003), Draft Consultation Management Plan – The Isle of Anglesey’s Area of Outstanding Natural Beauty Isle of Anglesey County Council (2004), Bridleway Strategy Isle of Anglesey County Council (2004), Isle of Anglesey Community Plan website Isle of Anglesey County Council (2004),Anglesey Life System Three for Isle of Anglesey County Council (n.d.), Isle of AngleseyVisitor Survey, May 1997 – May 1998 Tourism Partnership NorthWales (2003),Tourism Strategy NorthWales 2003-2008: PlanningTomorrow’s tourism today Welsh Assembly Government (2002), Rights of Way Improvement Plans: Guidance to local highway authorities in Wales Welsh Assembly Government (2003),Walking and Cycling Strategy for Wales

Listed by title Anglesey Life Bridleway Strategy Draft Consultation Management Plan – The Isle of Anglesey’s Area of Outstanding Natural Beauty Isle of Anglesey Community Plan website Isle of Anglesey Cycling Strategy Isle of Anglesey Local Transport Plan 2001-2006 Isle of AngleseyVisitor Survey, May 1997 – May 1998 Rights of Way Improvement Plans: Guidance to local highway authorities in Wales Tourism Strategy North Wales 2003-2008: Planning Tomorrow’s tourism today Walking and Cycling Strategy for Wales Ynys Môn Unitary Development Plan DepositVersion

Isle of Anglesey County Council (1996), Rights of Way Strategy for Anglesey A new survey 1. Prepare a detailed survey of the county’s rights of way network

The Definitive Map 2. Update and continuously review the definitive map and statement 3. Modify the network in response to today’s need. 4. Categorise public rights of way in Anglesey in accordance with their importance to the County and to the local community

The Council’s Maintenance Responsibilities 5. The Council will remove all obstructions found on paths in the following order: 1. Paths in Categories 1 and 2 2. Paths in Category 3 3. Paths in Category 4 6. Having ensured that rights of way are open to the public the Council will erect signs to indicate where they join highways in the following priority order: 1. Paths in Categories 1 and 2 2. Paths in Category 3 3. Paths in Category 4 7. Where the Survey shows the advantage of erecting way-markers or arrows in order to ensure that walkers can keep to the line of the path then the Council will erect these in co-operation with the landowners/tenants in the following priority order: 1. Paths in Categories 1 and 2 2. Paths in Category 3 3. Paths in Category 4 8. Where misleading signs are erected on rights of way the Council will use its statutory powers to remove them. 9. Where the Survey shows that there are substantial defects either in the surface of the path or their associated furniture a maintenance programme will be drawn up to restore them to the required standard on the following priority basis:

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1. Paths in Categories 1 and 2 2. Paths in Category 3 3. Paths in Category 4 10. The Council will establish a rights of way inspection system as follows: Category 1. Every 6 months Category 2. Every 6 months Category 3. Every 12 months Category 4. Every 12 months

Managerial Arrangements 11. The Council will create formal Partnerships and hold regular meetings with: Community Councils Landowner/Tenant Representatives User/Voluntary Groups Official/Statutory Bodies 12. When appropriate the Council will encourage the participation of relevant departments in the process of improving the path network.The following are likely to be involved: Highways and Technical Services Planning and Economic Development Central Services (Legal) Education Leisure and Heritage Housing and Property

Contractual Arrangements 13. The Council will continue with its endeavours to persuade every Community Council to join the Path Maintenance Scheme. 14. Where it is practicable to do so it is intended to enter into agreements with landowners / tenants to maintain rights of way. 15. A joint programme will be prepared with landowners / tenants to improve the condition of stiles and gates. 16. The Council will create formal partnerships with path users /voluntary groups to undertake work on the path network.

Development and Improvement 17. The Council will establish a Coastal Footpath Network. 18. The Council will develop trails and circular routes around villages and historical and leisure attractions in the county. 19. The Council will publish a series of leaflets describing the Island’s paths. 20. Information boards will be provided at specific sites on the path network. 21. Destination signs will be erected on some rights of way. 22. Where it is found that stock is regularly troubled by dogs the Council will erect “Please keep your dog on a lead” signs. 23. The Council will carry out a comprehensive study of the parking and public transport provision connecting with the public rights of way network.

Standards and Working Practices 24. Procedure Guides will be prepared and published describing how changes to the rights of way network and the Definitive Map and Statement will be processed. 25. The Council will draw up detailed procedures for protecting rights of way from planning development. 26. Where it is practicable to do so the Council propose to define minimum widths for rights of way in the County. 27. The Council will prepare Guidance Notes covering inspection criteria and the maintenance standards to be adopted for all categories of rights of way. 28. The Council will draw up guidelines regarding the materials to be used and the design and dimensions required for all stiles and gates. 29. The Council will ensure that all staff involved with rights of way receive adequate training in all aspects of their work.

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Resources 30. The Council will seek to maintain its rights of way expenditure at the current level. 31. The Council proposes to at least maintain the current rights of way staffing level. 32. The Council will make every effort to supplement its own financial resources by seeking out all possible grant aid from central government, aid agencies, the European Union and the private sector.

Isle of Anglesey County Council (2000), Isle of Anglesey Local Transport Plan 2001-2006 14. The Strategic TransportVision for Anglesey is: To develop a well integrated, core transport network which is safe, efficient, clean and fair and which supports and complements the Council’s land use strategy.This integrated network will promote the development of the local economy and seek to meet social need while encouraging movement to more sustainable modes of transport, reducing the length and number of motorised journeys and reducing reliance on the motor car.

Walking 4.3.9 Link paths in residential areas provide for ease of movement in towns mostly, but many are unadopted and would benefit from formal adoption, better maintenance and lighting etc.

Walking in the Countryside 4.3.10 The Authority has adopted a Rights of Way Strategy for Anglesey whose main Aims and Objectives are "to ensure that Anglesey's public rights of way are open, improved and adapted to meet the needs of the Island's inhabitants and visitors by the turn of the century."

4.3.11 With financial aid in the form of a grant from the Countryside Council forWales much has already been achieved in surveying the condition of footpaths, ensuring that they are usable and that they are clearly marked and signed.The sheer volume of work involved however has meant that the original target of opening up the network by the year 2000 has not been met, but by the middle of the 1999/2000 financial year 55% of the network was clear of obstruction and usable by the public.

4.3.12 Developing the network of public footpaths to its full potential is very important in an area such as Anglesey which is so dependant on tourism. Menter Môn in conjunction with the County Council have produced leaflets promoting 8 different circular walks on Anglesey.The bilingual leaflets are aimed at residents and visitors alike and are a valuable tool in promoting enjoyment of the countryside in a sustainable way.

4.3.13 Menter Môn in partnership with the County Council and other interested organisations are also working on a proposal to develop a coastal path with the aid of European funds under Objective 5b.The work will involve completing new links between existing sections of footpaths along the coast.

4.3.14 The promotion of public rights of way or of other events in the countryside should not generate congestion thus creating problems for farmers. Suitable parking places should be provided and also people should be encouraged to use public transport by providing improved facilities and information.

4.3.15 Where efforts are being made to promote the use of specific footpaths for leisure/heritage walks, more use could be made of local materials, for example slate and timber with a more aesthetic design for waymarkers and sign posts.

4.3.16 There is an obvious link between walkers and cyclists as they have similar needs

Opportunities In Towns and Villages • It is proposed to carry out a full survey of all link paths in order to identify what works need to be carried out to bring them up to an acceptable standard.A programme of works will then be initiated within the life time of the plan.

In the Countryside • With support from the CCW the Authority is committed to continue with the Rights of Way Strategy for a further two years. By the end of the 1999/2000 financial year the Authority is aiming to have 60% of public footpaths in a fit state to be used by the public and to have all public footpaths opened by the end of the Plan period. • The coastal footpath is also targeted for development during the Plan period, with most

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emphasis placed on completing links within the first two years of the plan. • Create suitable parking places and encourage people to use public transport services to gain access to the countryside. • Use local materials in a more creative and aesthetic way to sign footpaths. • It must be borne in mind that walkers, cyclists and horse riders have similar needs in terms of the provision of traffic-free routes.

Promoting Healthy Living • Arrange organised walks for targeted groups.

Isle of Anglesey County Council (2000), Isle of Anglesey Cycling Strategy Strategy’s Mission As part of an integrated transport strategy, the Council will work with others to create a network of facilities for cycling as a means of transport and as a leisure activity

Strategy’s Objectives 1. To encourage cycling to reduce the use of private cars. 2. To achieve convenient cycle access to key destinations. 3. To provide cycling facilities which make cycling more convenient and safer. 4. To raise cycle awareness amongst road users in general. 5. To encourage cycling among school children. 6. To mark key points on the routes with sculptures and artworks in co-operation with local communities. 7. To secure corporate support and a budget for publicity, maintenance and development of new routes. 8. To ensure that policies to increase cycling and meet the needs of cyclists are set out in the Development Plan, local transport plan, Economic Development Strategy, other strategies, resource bids and are taken into account in the determination of planning applications. 9. To monitor and evaluate cycling provision and usage to determine future targets and service provision. 10. To promote cycling proficiency testing/skills to improve personal safety.

Strategy’s Policies 1. The Council will undertake to provide an inventory of the cycling facilities currently available on the Island. 2. The Council will assess the level of cycle usage, and will periodically re-assess the usage in conjunction with general traffic monitoring as is deemed appropriate. 3. The Council will give priority to improving ‘problem areas’ in the current network – particularly the Menai Bridge/Llanfairpwll and Holyhead gateways to the Island and also links into other major settlements. 4. The Council will promote the use of quiet lanes through the use and maintenance of good quality, consistent signing of cycle routes and taking measures to make on-road cycling safer by traffic calming schemes. 5. The Council will support of traffic-free schemes (e.g. Lôn Las Cefni). Consideration will be given to sharing these routes with horse riding. 6. The Council will endeavour to provide education and training to all age groups to improve the safety of cycling. 7. The Council will set targets to improve the provision for cyclists and increase the level of usage and these targets will be reviewed annually. 8. The Council will, in conjunction with other partners, will create a new National route across the Island as an addition to the National Cycle Route (Route N8). 9. The Council will include in its Road Safety Plan its commitment to reduce road traffic accidents amongst cyclists. 10. The Council will endeavour to provide safe and convenient cycle storage facilities. 11. The Council will allocate a budget for (a) the maintenance and development of cycling facilities (b) the education and training of cycle users and (c) the promotion and marketing of cycling facilities 12. The Council will set standards for and endeavour to ensure the provision of suitable cycle storage, parking and changing facilities at educational establishments, transport interchanges, leisure facilities, shopping centres and workplaces, and will also encourage such provision in new developments.

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Isle of Anglesey County Council (2001), Ynys Môn Unitary Development Plan Deposit Version General Policy GP 2 – Design

New development should promote a high quality of design and take into account all of the following criteria:-

v) the integration of highway and traffic safety considerations along with pedestrian, public transport and cycle movements;

Policy TR3 – Highway Design Where highway improvements are to be undertaken, proposals will be expected to take account of : (iv) the need to make provision for use by pedestrians, cyclists, horse riders and by public transport and/or;

Policy TR9 – Walking, Cycling and Horse Riding Proposals which encourage the use, enjoyment and development of the Island’s designated cycle routes and public rights of way network will be permitted where they can be sympathetically accommodated in the natural and built environment, and where required, are well served by public transport and adequate car parking facilities.

New development which would adversely affect components of the network will be required to make adequate provision for rerouting, replacement or creation of new routes. Major developments should include provision for secure parking, storage and, where appropriate, changing facilities for cyclists.

Policy TO10 – Recreational Routes Proposals which extend the range of recreational routes for walkers, cyclists and horses will be permitted.

Isle of Anglesey County Council (2003), Management Plan – The Isle of Anglesey’s Area of Outstanding Natural Beauty The strategy for the Anglesey AONB

1.4 Enjoying the AONB – To Achieve Our Vision People are able to experience and appreciate the special qualities and features that characterise the AONB without detracting from the area’s natural beauty and tranquillity. Many opportunities exist for the sympathetic and sensitive enjoyment of the AONB.The provision of effective interpretation and information improves the public’s awareness and enjoyment of the AONB. Public Rights of Way (PROW) and areas of accessible land and water are managed to a high standard, providing opportunities for recreation that are accessible by all.

1.4.1 AONB Management Objective To encourage opportunities for people to participate in sustainable and safe activities that do not detract from the natural beauty and special qualities of the AONB.

1.4.2 Anglesey AONB Policies

RECREATION · Support appropriate forms of sustainable recreational activities and facilities within the AONB · Promote enjoyment of the AONB for residents and visitors through recreation and leisure activities that are consistent with the conservation of the area’s special qualities

ACCESS · Encourage access for all throughout the AONB, whilst protecting sensitive and remote areas and habitats · Manage the PROW network with high standards of maintenance and repair, appropriate information and clear signage that conserve and enhance the character of the AONB · Monitor the impacts of the CROW Act and the Coastal Footpath on the landscape character of the AONB · Develop comprehensive baseline data about the extent and condition of the important features in the AONB

Isle of Anglesey County Council (2004), Bridleway Strategy 1.09 The strategy recommends the following targets in respect of these areas of work:

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Historical research T1 All routes identified on the Network Map as potentially having a higher status than that already recorded on the Definitive Map be investigated, and a decision made as to whether, or not, Definitive Map Modification Orders should be made by December 2005.

T2 A planned programme of investigations into the status of the network of unregistered “white roads” be drawn up, and research work underway by December 2004.

Quiet Roads T3 The Isle of Anglesey County Council immediately seeks definitive guidance, from the National Assembly for Wales and the Countryside Council for Wales, on the implementation of Quiet Roads projects.

T4 Subject to such guidance being forthcoming, by September 2004 a detailed risk assessment report be produced in respect of the potential “Quiet Roads” identified on the Network Map, plus any other routes considered appropriate.

T5 Subject to the above, a programme of works, to implement a “quiet roads” project be commissioned and underway by June 2005.

Creation of New Routes T6 For the purposes of undertaking a detailed consultation with landowners and occupiers, a list of desirable strategic routes for creation (either statutory public rights of way, permissive paths or toll routes) including carriage routes, be compiled by June 2004.

T7 Before the information, collected in T6 above, is placed within the public domain, a detailed consultation exercise is undertaken with relevant landowners and occupiers, to be completed by June 2005.

T8 Where possible, as a result of the consultations referred to in T7 above, appropriate public path agreements/orders, or permissive path agreements be drawn up without undue delay.

Isle of Anglesey County Council (2004), Isle of Anglesey Community Plan website

Our Vision Anglesey - The Island of Choice Working together to make Anglesey a thriving and successful island, a place where people want to be.

Key Strategic Themes for the Community Plan

When we achieve our vision,Anglesey will be characterised by:

Economically strong, diverse and innovative communities To develop communities that have strong, dynamic, competitive and innovative economies that support a diverse range of activities that offer meaningful and sustainable employment opportunities to all that can work.

Inclusive, fair and balanced communities To develop communities where people are made to feel welcome and valued irrespective of age, gender, nationality and religion and everyone is given the choice and opportunity to develop their full potential.

Healthy communities To develop communities where people choose to look after their physical and mental health and well-being and choose to lead active and healthy lifestyles.

Safe communities To develop communities where people can live free from crime and disorder and feel safe and secure within their own personal environments.

Active and proud communities To develop communities where people choose to take an active interest in the development and future of their communities and feel proud of their surroundings.

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Learning and informed communities To develop communities where people choose to develop themselves and their skills and knowledge to help them achieve the most from life.

Clean, environmentally rich and responsible communities To develop communities where people choose to protect and enhance the quality,richness and diversity of Anglesey’s built and natural environment.

Creative and culturally rich communities To develop communities where people choose to fully embrace the languages and rich and diverse historical and contemporary culture of the island.

Energetic and fun communities To develop communities where people choose to enjoy themselves and have full access to various leisure, sporting and entertainment activities on the island.

Connected communities To develop communities where people are connected to each other through strong local transport services and networks and choose to connect with each other ‘virtually’ through information communication technology.

These themes will be refined and developed further before the first Community Plan is published.

Anglesey Life - report on the factors that affect health and well-being on Anglesey in 2004 ‘Walking theWay to Health’ is a new initiative devised by the British Heart Foundation and the Countryside Council for Wales with the aim of promoting more people to walk on a regular basis to improve their health and well-being. Funding has been secured to establish this scheme in the communities of Amlwch, Benllech, Llangefni and Holyhead. Regular short easy walks have been launched in these areas and have been designed to appeal to those that do not walk much.Volunteer Walk leaders have been recruited and the initiative is proving to be very successful on Anglesey. Most people of working age on Anglesey tend to travel to work by car (62.8%), followed then by traveling on foot (10%), as a passenger in a car (8%), by bus (2.3%), by pedal cycle (1.7%), by motor cycle (0.8%) and then by train (0.6%) (Census, 2001).As a result,Anglesey has one of the lowest proportions in Wales of households without a car or van, and the second lowest proportion in Wales of people that travel to work using public transport (Census, 2001).

On Anglesey, a Local Access Forum was established in July 2002 under the Countryside and Rights of Way Act (2000). The purpose of the Local Access Forum is to advise the Isle of Anglesey County Council, the Countryside Council for Wales and others as to the improvement of public access to land for the purposes of open-air recreation and the enjoyment of the area, with regard to the needs of land-management and the natural beauty of the area.The Local Access Forum, therefore, has an important role to play in the development of projects and initiatives that seek to promote alternative modes of transport that have a positive impact on health and well-being, such as walking and cycling.

Isle of Anglesey Visitor Survey, May 1997 – May 1998 Activities 4.31. In terms of activities undertaken at all during their trip to Anglesey, two activities were mentioned by around two thirds of holiday visitors: driving around sightseeing (69%) and sitting and relaxing (64%).Visiting the beach was mentioned by around three in every five holiday visitors (58%), and then a further four activities were undertaken by around half of the holiday visitors to the island: visits to tourist attractions (52%), shopping (52%), long walks (52%) and visits to towns and villages (49%).All other activities were participated in by less than a fifth of holiday visitors;

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Tourism Partnership North Wales (2003), Tourism Strategy North Wales 2003-2008: Planning Tomorrow’s tourism today The vision for tourism in North Wales is to build a viable and prosperous tourism industry attracting visitors throughout the year that: · Provides an experience that exceeds visitors’ quality expectations · Celebrates the excellence of the superb North Wales environment · Takes pride in the unique culture and heritage of North Wales and its people · Is a major contributor to the local economy and community · Values and invests in the people involved in delivering the strategy To achieve the vision, the stakeholders will need to work together to: · Build a sustainable future for tourism · Achieve agreed projects and activities · Raise the quality of the tourism infrastructure and facilities · Promote North Wales and its marketing areas to existing and potential markets · Develop the welcome, skills and professionalism of people working in tourism and related sectors

4 : ISLE OF ANGLESEY Introduction 4.1 This section sets out the actions required for the Isle of Anglesey Marketing Area Partnership to play its part in delivering the regional changes. These are then reflected in the Marketing Area Partnership section of the Action Plan later in this document.

4.2 The £88.2 million tourism expenditure in 2001 (£114.1 million in 2000) on the Isle of Anglesey is estimated to support 2,421 full time equivalent jobs - 11% of total employment (STEAM 2001).

Vision Statement 4.3 To build on the unique character of the Isle of Anglesey to provide an attractive location for relaxing long holidays and short breaks, and as a gateway to North Wales through · Developing and marketing the opportunities for informal countryside recreation around the coasts of Anglesey and the inland area · Making the unique history and culture of Isle of Anglesey more accessible to both visitors and residents through the provision of facilities and interpretation at appropriate locations throughout the island · Encouraging year round activity through developing stronger links between accommodation, activity and attraction providers · Strengthening the role of Holyhead as a portal for the region

4.13 A major strength is the varied coast and countryside of the Isle of Anglesey. Much progress has been made in developing walking, riding and cycling facilities including the circular coastal footpath.The consolidation of the network affording a varied range of walking and riding opportunities for visitors is important in supporting both existing holiday markets and potential growth markets in the short breaks sector. As well as the potential cycleway along the Amlwch railway noted above, there is also potential for a cycle track between Newborough and Llangefni

4.28 Promotion should be based on the Island’s key strengths: · Good beaches · Family destination · Countryside activities · All season destination.

4.29 TheYnys Mon coastal path can be used to build the Island as a world class trail destination, and development of the sea kayaking facilities will allow the Island to be presented as a centre of excellence.

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Welsh Assembly Government (2002), Rights of Way Improvement Plans: Guidance to local highway authorities in Wales

Sections 1 and 2 (Footnotes and references not included)

1. INTRODUCTION 1.1. Public rights of way provide one of the main means by which people can enjoy the countryside in Wales. At the same time the network is part of the local transport infrastructure, providing paths away from busy roads, from people’s homes to the local countryside.The importance of rights of way to the economy, and tourism in particular in Wales, was demonstrated during the 2001 foot and mouth outbreak. Regular walking, cycling and horse riding also have important benefits for people’s health and well-being.

1.2 For many local highway authorities in Wales there is a need to significantly improve the management of their existing network. For example, no authority in Wales met the Government’s year 2000 target for local rights of way to be well maintained, legally defined and well publicised. The Welsh Assembly Government expects local highway authorities to achieve a continuous improvement in these tasks.

1.3 Rights of Way Improvement Plans (“ROWIPs”) are the prime means by which local highway authorities should identify, prioritise and plan for improvements to their local rights of way network – and in doing so make better provision for walkers, cyclists, equestrians and people with mobility problems.

1.4 The Welsh Assembly Government expects local highway authorities to use the ROWIPs to plan strategically for: · The development, better management and promotion of their existing local rights of way; and · Changes or additions to the rights of way network.

The Plans should also take account of the significant amount of new access land that is expected to become available in Wales by 2005 under the Countryside and Rights of Way Act 2000 (“the Act”). Other relevant strategies should also be taken into account, for example, the Welsh Assembly Government’s Walking and Cycling Strategy for Wales, local transport plans, and ‘Well Being in Wales’, which encourages a more integrated approach by organisations in all sectors.

2. THE CONTEXT AND SCOPE OF RIGHTS OF WAY IMPROVEMENT PLANS

The duty on local highway authorities 2.1 Under section 60 of the Act, each local highway authority is required to publish a ROWIP for all of their area. In drawing up the ROWIP, authorities are required to assess the extent to which local rights of way meet the present and likely future needs of the public; the opportunities provided by local rights of way (and in particular by footpaths, cycle tracks, bridleways and restricted byways) for exercise and other forms of open-air recreation; the enjoyment of their area; and the accessibility of local rights of way to blind or partially sighted persons and others with mobility problems.

2.2 ROWIPs should also include a statement of the action local highway authorities propose to take for the management of local rights of way, and for securing an improved network of local rights of way, with particular regard to this guidance.

2.3 The work leading up to the published ROWIP should be conducted to a timetable (see paragraph 3.2.1 below). The Act allows authorities five years, from the date on which sections 60 and 61 of the Countryside and Rights of Way Act 2000 came into force, to publish their ROWIPs. The commencement date for these sections in Wales was 1st November 2002; therefore all local authorities must have ROWIPs in place by 1st November 2007. In practice, and given the potential importance of the ROWIPs, the Welsh Assembly Government would wish to see authorities giving this task priority and preparing their ROWIPs as quickly as possible.

2.4 In addition, local highway authorities under section 60(3) and (4) of the Act are required to make a new assessment and review their ROWIPs and decide whether to amend them, not more than ten years after first publishing their ROWIPs and subsequently at intervals of not more than ten years

Funding 2.6 The duty to prepare ROWIPs is a new duty under the Act. As for all new duties arising from the Act, the National Assembly for Wales has provided funding to local authorities in recognition of this. If there are joint working arrangements between a NPA and a local highway authority for the production and implementation of the ROWIP, there needs to be liaison between the parties on the funding arrangements.

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2.7 Local highway authorities should continue to fulfil their existing duties to maintain and keep under review the legal record of public rights of way and to ensure that ways are adequately signposted, well maintained and free from obstruction. The preparation of ROWIPs may well highlight the need to increase the resources allocated by authorities to these existing duties.

Links to other plans 2.8 Local authorities (including NPAs) may be in the process of developing or have in place other plans and strategies for related areas of work, such as: planning, community,healthy living, education, leisure, countryside, recreation, sport, tourism, and transport. These related plans and strategies should help provide the context and the overarching aims for ROWIPs. ROWIPs should, in turn, influence these areas of local authorities’ responsibilities.

2.9 In particular, local authorities should integrate as far as possible their ROWIP with the local transport plan for their area. Authorities should also ensure that the implementation of these plans are linked.

Other statutory duties and responsibilities 2.10 The National Assembly for Wales has a duty to promote sustainable development in all areas of its work. The Assembly expects local authorities to follow sustainable development principles in exercising their duty with regard to ROWIPs and their implementation.

2.11 Local highway authorities must make arrangements to secure continuous improvement in the way in which their functions are exercised, having regard to a combination of economy, efficiency and effectiveness. In doing so, authorities must consult, among others, representatives of persons who use or are likely to use services provided by the authority. The preparation and implementation of ROWIPs is compatible with this requirement.

2.12 Local highway authorities and the National Assembly forWales will have to take account of the published ROWIP for an area when they have to decide about the diversion, creation or extinguishments of a public path under the Highways Act 1980.

2.13 Under the Disability Discrimination Act 1995 (“DDA”), local authorities are service providers. Authorities, as a matter of good practice, and to fulfil their duties under the DDA, should ensure that in all the stages of preparing, publishing and implementing their ROWIPs that as many people as reasonably possible can access ROWIPs, the ROWIP consultations and the improvements made to local rights of way.

Monitoring 2.14 Local highway authorities should put in place arrangements for monitoring progress on preparing and implementing their ROWIPs. Under section 71 of the Act, the Assembly may make regulations requiring local highway authorities to publish reports on the performance of their functions relating to rights of way. One such requirement could be for local highway authorities to report on progress in preparing and implementing their ROWIPs. This would be additional to any requirement to make reports and returns under section 230 of the Local Government Act 1972 (such as the Performance Indicator for Rights of Way).

Welsh Assembly Government (2003), Walking and Cycling Strategy for Wales

Action points that list local authorities as among the lead partners

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Action Point Priority Timescale Timescale rating for action for action (1 is most important) 2003-2005 2006-2010

A Vision for Walking and Cycling Increase levels of walking and cycling both 1 << through promotion and provision of facilities

Make walking and cycling both safer and 1 << more pleasant for all age groups

Change public attitudes towards walking and cycling in our society 1 <<

Seeing the Bigger Picture Deliver walking and cycling schemes through Communities First 2 <

Encourage cyclists to use lights and wear 1 < reflective clothing after dark

Educate cyclists to the benefits and limitations of helmets, 1 < with special emphasis on children and young people

Adopt cycle parking standards and include them within 1 < Unitary Development Plans – for commercial premises these standards should include cycle parking for both employees and visitors to the premises

Ensure that travel plan production and implementation 1 < is tied to all major development as part of agreement for planning consent under section 106 of the Town and Country Planning Act 1990, with travel plans to include the provision of cycle parking in every case and shower and changing facilities in larger premises as appropriate.

Ensure Unitary Development Plans, the proposed Local 2 < Development Plans, and Community Plans include policies for the protection and enhancement of green spaces to incorporate walking, cycling and horse riding routes and provision for the less-able.

Ensure Unitary Development Plans, the proposed Local 2 < Development Plans, and Community Plans include policies for the safeguarding of disused railway lines in both rural and urban areas as routes for walkers, cyclists, the less able and where appropriate for horse riders

Work with the Wales Tourist Board in promoting 2 << walking and cycling tourism

Delivering on the Ground Have regard to the use of, and adherence to, the Depart- 1 < ment forTransport Inclusive Mobility document as good practice

Set up a Walking and Cycling website which will allow on- 1 < line access to design guidance, best practice and other information to assist practitioners

Adopt the principles of Non-Modernised User Audit 1 < for all new road schemes in Wales (NB Should this read“Non-Motorised”)

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Work in partnership with others to develop Quiet Lanes pilot proj- 1 < ects and promote the wider implementation of Quiet Lanes

Develop and follow a programme for street 1 < audits in major towns and cities

Continue rolling programme of Safe Routes to 1 < stationsImprove the provision and quality of existing parking facilities for cycles

Improve the provision and quality of existing 2 << parking facilities for cycles

Making Change Happen Develop a high-profile national publicity campaign 1 < to promote walking and cycling based on health and environmental benefits 1 < Implement pilots of personalised travel planning projects in Wales 1 < Develop Wales wide material to assist in the production of school and employer travel plans 2 < Develop a Safe Routes to Work scheme as part of business travel plans

Setting the Goals Triple the number of cycle trips by 2010 (on a 2000 base) 1 <<

Set appropriate targets for walking with reference to the 3 < Department for Transport walking strategy

Develop guidance for monitoring cycling and walking trips 1 <

Use performance indicators for the provision of 2 < walking and cycling infrastructure as part of the Wales Programme for Improvement

Implement a Regional Benchmarking initiative 2 < across Wales, in partnership with CTC

Welsh Assembly Government –2007 Smarter Choices: Walking and Cycling For fit adults, walking and cycling are often the most convenient alternatives to the car for short journeys, and brings additional health benefits.

Introduction • Walking currently accounts for 20% of all journeys in Wales, compared to 24% in England. For journeys to school, 36% are made on foot in Wales, and 46% in England. For journeys to work, 11% are made on foot and less than 2% by bicycle in Wales, and 10% on foot and 3% by bicycle in England5.Walking is also used for 37% of journeys for leisure and 18% of journeys for shopping. • Pedestrian and cycle safety is improving in Wales, with a 30% decline in accidents since 1994. • In 2005 the Sustrans National Cycle Network reached the milestone of 1000 completed miles of cycle routes in Wales.The network includes Lon Las Cymru, a north-south route, and the Celtic Trail from Pembrokeshire to Chepstow, as well as numerous local cycle routes. • Walking and cycling can be encouraged using infrastructure measures, promotion and publicity, traffic management, better information provision, training, land use planning, integration with public transport modes, or preferably a combination of these.

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• Infrastructure measures to encourage walking and cycling can include crossing facilities, footway widening and removal of unnecessary clutter,and on- and off-road cycle lanes including National Cycle Network routes.Trip-end facilities such as secure cycle parking, workplace changing facilities and showers will also be needed.Traffic management measures as part of infrastructure improvement include reduced speed limits, traffic reduction and traffic calming measures. • Promotion of walking and cycling can take place in conjunction with events such as Bike Week,Walk to School Week andWorld Car Free Day.Information improvements should be planned in conjunction, including walking and cycling maps and signs, and promotional leaflets.

Promotion • Develop and implement strategies for monitoring walking and cycling. These may include the use of automatic recording equipment, manual counting, and interviews. • Promote shared space between cycles and cars, cycles and buses and cycles and pedestrians as appropriate. Develop national standards for pedestrian and cycling infrastructure, and shared space. • Local authorities to be encouraged to adopt and adhere to a Road Users’ Hierarchy to ensure that the needs of pedestrians and cyclists are prioritized over those of public transport users and motorists. • Increase investment levels in walking and cycling modes talking into consideration the amounts spent in other European countries that have been successful in increasing levels of walking and cycling. Ensure that adequate revenue funding is made available to maintain pedestrian and cycling infrastructure to a high standard. • Use Welsh Assembly Government Trunk Road Interface funding to build cycle links alongside busy main roads to provide safe links between communities along the road. • Design coherent cycle and pedestrian networks to meet the principal needs identified by monitoring, considering the whole journey including secure cycle parking at key origins, interchanges and destinations, such as residential developments, town centres, schools and colleges, business parks, stations, health and leisure facilities. • Facilitate the carriage of bicycles on rail services and, where there is space and demand, bus services. Set vehicle standards to enable this. • Run local, regional and national campaigns to promote walking and cycling as a transport mode with health benefits which also improves the local and global environment. • Provide road safety training and cycle training to school children and adults. Examples are the free cycle training provided for adults in Cardiff once every 4 weeks, and the Kerbcraft structured pedestrian training programme for 5 to 7 year olds, which gives them practical skills in crossing roads safely and choosing safe walking routes. • Promote walking and cycling “buddy” schemes to encourage people who may be apprehensive to try walking and cycling for their regular journeys.An example of this is BikeBUDi and the proposed WalkBUDi, both from liftshare.com, which match cycling and walking journeys in the same way that their carshare software does.

Costs • Dedicated infrastructure costs are lower for cyclists and pedestrians than for other modes. • The Welsh Assembly Government has provided £8 million in 2006-07 to support walking and cycling projects. In addition, almost £4m a year of local authority grants is used to fund cycling infrastructure projects. • Phase 2 of the CelticTrail is a £9 million initiative to complete and upgrade a number of sections of the CelticTrail passing through eight different local authorities.The funding has been provided by 13 different bodies.

Effectiveness • Improving walking and cycling facilities improves access to everyday local facilities and services for the very large number of people who do walk for short journeys. • Promoting walking and cycling can encourage some longer journeys, for example to out-of-town shops, to be switched both to a different mode, and to a different, closer destination, such as local shops, which provides environmental, social and local employment benefits. •The British Medical Association (BMA) has concluded that the health benefits of cycling outweigh the risk of crashes. In 2000, a total of 125 people were killed while cycling in the UK, while 45,000 died from heart attacks due to lack of activity.The Copenhagen Heart Study (Denmark, 2000) concluded that those who did not cycle to work had a 39% higher mortality rate than those who did. 3• Health benefits of walking and cycling include reducing risk of heart disease and stroke, controlling weight, reducing risk of type-2 diabetes, enhancing mental health and improving bone health. By comparison to people in motor vehicles, cyclists and pedestrians breathe in less pollution. In addition these modes allow people to be more independent.

Running a Walking and Cycling Campaign An effective campaign to promote walking and cycling will use a number of different Smarter Choices in combination: 1. Ensure that good walking and cycling infrastructure is in place: pedestrian/cycle tracks and lanes of sufficient width with a quality surface; safe crossings at major junctions and roundabouts.

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2. Design clear information leaflets, signs and maps to show the best walking and cycling routes. 3. Raise awareness about and encourage walking and cycling using other Smarter Choices: • Travel Awareness Campaigns General awareness-raising about the potential that walking and cycling have for making short journeys • WorkplaceTravel Plans – Walking and cycling are often popular alternatives to the car for travel to work, allowing employees to build some exercise into their daily routine • School Travel Plans – Walking is a common mode to get to school, while many school children would like to cycle if it was safer • Personalised Travel Planning – The personal consultation during a personalised travel planning scheme would be an ideal time to talk about the possibilities of walking and cycling as transport and the health benefits • Health Promotion Campaigns – Walking and cycling regularly are excellent ways of staying healthy • Sustainable Tourism Campaigns –Walking and cycling holidays are popular inWales, and can be promoted as a sustainable and fun means to get to tourist attractions.

Welsh Assembly Government – Planning Policy Wales Technical Advice Note 18 : Transport

6. Walking and Cycling 6.1 It is imperative that local authorities take into consideration the needs of walkers and cyclists in all development planning decisions, in line with the Assembly Government’s strategy for Walking and Cycling. Development plans should integrate policies and objectives for walking and cycling, with policies for development design, traffic management, protecting and enhancing green spaces, and safeguarding routes in urban and rural areas for walkers, cyclists and horse-riders.

Walking 6.2 Local authorities should promote walking as the main mode of transport for shorter trips through the use of their planning and transport powers. Consideration should be given to ways in which areas and developments can be made more attractive and safer for pedestrians through the arrangement of land uses and design policy.When preparing development plans, design guidance, master plans and in determining planning applications authorities should: • ensure that new development encourages walking as a prime means for local journeys by giving careful consideration to location, access arrangements and design, including the sitting of buildings close to the main footway, public transport stops and pedestrian desire lines; • ensure that pedestrian routes provide a safe and fully inclusive pedestrian environment, particularly for routes to primary schools; • ensure the adoption of suitable measures, such as wide pavements, adequate lighting, pedestrian friendly desire lines and road crossings, and traffic calming; • promote the reallocation of road space to pedestrians; • consider the needs of all pedestrians in the design of town environmental improvement schemes, which may involve pedestrianisation and restricted access schemes; • support the use of public rights of way for local journeys; and • identify and protect existing and proposed routes suitable for the use of cyclists and walkers.These may include recreational or commuter routes alongside river banks, canal towpaths and disused railway lines.

Cycling 6.3 Cycling has potential to act as a substitute for shorter car journeys in urban or rural areas, or form part of a longer journey when combined with public transport.The Walking and Cycling Strategy sets a target to triple (based on 2000 figures) the number of cycle trips in Wales by 2010.At the local level, local authorities have been required to produce a local cycling strategy as part of the LTP.RTPs will include a regional walking and cycling strategy. Local planning authorities will need to contribute to its development and assist in its implementation.

6.4 Local authorities should aim to develop an effective network of cycle routes, including safe routes to schools. Development plans, design guidance, and master plans should include encourage cycling through: • identification of new cycle routes utilising existing highway (including public rights of way where appropriate), disused railway lines, space alongside rivers and canals, parks and open space; • ensuring that new development encourages cycling by giving careful consideration to location, design, access arrangements, travel ‘desire lines’ through a development, and integration with existing and potential off-site links; • securing provision of secure cycle parking and changing facilities in all major employment developments, including

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retail and leisure uses, town centres, transport interchanges, educational and health institutions; • securing provision of cycle routes and priority measures in all major developments; • adopting minimum cycle parking standards within their parking strategies - for commercial premises these standards should include cycle parking for both employees and visitors; and • ensuring new residential developments provide storage for bicycles so they are easily available for everyday use while secure enough to be left unattended for long periods of time

APPENDIX 2 Prosecutions Working Practice Isle of Anglesey County Council as highway authority has a duty to assert and protect the rights of the public to the use of any highway for which it is the highway authority.The Rights of Way Unit is responsible for ensuring that this duty is met in relation to the public rights of way within the County.

The Unit aims to carry out its duties in an equitable, practical and consistent manner.To achieve this the principles of the following have been adopted: • The Crown Prosecution Service Code for Crown Prosecutors (Amended October 2000) • Home Office guidelines on the cautioning of offenders • The European Convention on Human Rights and the Human Rights Act 1998

Prior to any formal investigation the Unit will discuss general issues, specific compliance failures or problems with any- one experiencing difficulties in relation to public rights of way and advise as far as possible to assist with compliance.

The decision to prosecute represents a serious step and will only be taken once an investigation has been undertaken. Each case is unique and as far as the law allows the Unit will take account of the individual circumstances of each case and consider it on its own facts and merits.

The Investigating Officer, usually the Senior Engineer – Public Rights of Way, will provide the alleged offender with an opportunity to discuss the circumstances of the offence in a formal interview.

Once enquiries are completed the Investigating Officer will submit a case report to a senior manger, the Deciding Offi- cer, who is independent of the investigation for a decision whether or not to institute legal proceedings.The Deciding Officer will be the Principal Engineer – Development Control and Public Rights ofWay or the Head of Service -Highways. Before deciding whether or not to institute legal proceedings consideration will be given by the Deciding Officer to the Crown Prosecution Service Code for Crown Prosecutors and other relevant codes.

The decision to institute proceedings will be taken in accordance with the County Council's current Constitution and officer's scheme of delegation and is subject to agreement by the Legal Services Manager.

The Deciding Officer will have to be satisfied there is sufficient evidence to provide a realistic prospect of conviction against each defendant on each charge, the "Evidential Test".A 'realistic prospect of conviction' requires that a bench of magistrates, properly directed in accordance with the law, is more likely than not to convict the defendant of the charge alleged.To this end the Deciding Officer will look at all the available evidence, reliability of witnesses, supporting documentation and any other matters relating to the investigation.

If the Evidential Test is satisfied the Deciding Officer will look at whether it is in the public interest to proceed with the prosecution, the "Public Interest Test".In deciding if the public interest is served by a prosecution the Deciding Officer will balance factors for and against the prosecution carefully, fairly and impartially. Some factors may increase the justification to prosecute whereas others may mitigate against such action.

If it is the decision of the Deciding Officer that a prosecution does not satisfy the Public Interest Test consideration should be given to administering a formal caution.

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Below are some of the factors to be taken into consideration although this list is not exhaustive and, as such, each case is to be taken strictly on its own individual merits.

Factors in favour of prosecution • The alleged offender has been convicted, cautioned or subject to enforcement action on a previous occasion for a similar offence • The alleged offender acted willfully or negligently • The outcome of a prosecution might serve an important informative purpose or establish a legal precedent • There are grounds to believe that the offence is likely to be continued or repeated, for example by a history or recurring conduct • The offence is not appropriate for resolution by other means of enforcement • The alleged offender has refuse d to resolve the issue • The alleged offender has been advised or warned on previous occasions in relation to this offence or similar matters which did not result in enforcement or court action • The offence is of a serious nature • The offence can only be addressed through the Magistrates Court

Factors that would mitigate prosecution • The offence was minor in nature and as a result of a general mistake or misunderstanding which did not involve significant harm to the public • The age of the alleged offender, e.g. a youth at the time of the offence or elderly • The alleged offender was at the time of the offence suffering from significant mental or physical ill-health which contributed to the commission of the offence and the offence was neither serious nor likely to be repeated • The alleged offender resolved the issue prior to the intervention of an Investigating Officer • There has been a long delay between the commission of the offence and any potential court action, unless either: 1. the offence is serious 2. the delay has been caused by the defendant 3. the offence has only recently come to light or 4. the complexity of the offence meant that there has been a long investigation.

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APPENDIX 3 Rights of Way Improvement Plan Questionnaire Survey

1. Name of Organisation/group/council

2. Which of the following areas is your organisation chiefly concerned with? National/Regional Isle of Anglesey More Local

3. How would you rate Anglesey’s Rights of Way network for the following users?

V. Good Good Satisfactory Poor V.Poor Walkers Cyclists Horse riders For those with disabilities

4. How aware do you feel local people and visitors are of the Rights of Way Network?

Ver y aware Aware Not Aware

5. Do you think that the Rights of Way network is currently : Underused Sufficiently used Overused

6. In terms of publicity of the Rights of Way network, what do you think would encourage greater use? Expand circulation of guides such as Coastal Path and Circular Walks Create new circular walks with leaflets Develop new and expand on existing Health Promotion Schemes General improvement of all rights of way – signage and waymarking

7. To what extent does the Rights of Way network meet the needs of its current users

Well Badly Don’t know Not interested

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8. In terms of improvement to the rights of way network, which direction do you think the local authority should adopt? Continue to concentrate resources on opening all footpaths Concentrate more resources on key routes and upgrade new circular walks

Concentrate more resources on opening new off road cycle/riding routes Concentrate more resources on improving access for the less-able Concentrate more resources on improving the relationship between landowners and users Integrate rights of way work with countryside management

9a. Are you aware of any rights of way which you feel are in need of attention, or would benefit the user or landowner if improved? Ye s No

9b. If you have answered yes to the above question maps shall be sent out to you to mark the appropriate pathways. Please select which type of map you require. Community Area Please Specify ………………………….. Whole Island

10. If you would like to see new promoted routes created or upgraded please suggest locations and give reasons for their potential benefit.

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11. If you would like to see greater emphasis placed on improving ease of use of rights of way for the user and landowner, please indicate how you would like to see this happen.

12 If resources were available, would your organisation/group/council be willing to undertake a more active role in rights of way maintenance/upgrading? Ye s Maybe No

13. If you were willing to help, what type of assistance could you provide?

14 Is there anything else you would like to add which you think would benefit the rights of way network and its enjoyment? (Please continue on a separate sheet if required)

Many thanks for your assistance

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APPENDIX 3 Rights of Way Improvement Plan Questionnaire Survey

We’d like your views on improving your enjoyment of Anglesey’s Rights of way Network. This questionnaire should take about 5 minutes to complete, and when completed should be returned to us in the envelope provided – no stamp required – by Friday 31st March. Thank you for your time.We look forward to receiving your reply.

1. Post code LL

2. Gender Male Female

3. Age Group Under 11 11-18 19-24 25-44 45-59 Over 60

4. How frequently do you visit Anglesey’s countryside? Every day Four or five times a week Two or three times a week About once a week About once a fortnight About once a month Less than once a month Never

5. How often if at all do you walk on Anglesey’s footpaths (not pavements), permissive paths, common land, nature reserves etc Every day Four or five times a week Two or three times a week About once a week About once a fortnight About once a month Less than once a month Never

6. Which routes do you regularly walk? Coastal Path Promoted Circular Walks Nature Reserve Trails Heritage Trails Un-promoted Walks None

7. What are your main reasons for walking these routes? Personal Fitness Relaxation & Enjoyment Exercising Pets To reach local shop Taking Children to School Education To visit Family and Friends To reach local pub Fishing Nature Study

8. How do you usually travel to the start of your most regularly walked route? The route starts at my home I walk to the start point I travel by car, van or motorbike I travel by bus or train

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9. On a typical visit, how far do you walk on the rights of way in the countryside?

Less than 1 mile 1-2 miles 2-5 miles 5-10 miles More than 10 miles

10. When using rights of way on Anglesey, how satisfied are you with the following (one tick per question)?

Issue Very Satisfied Satisfied Dissatisfied Very Dissatisfied No opinion Existing rights of way network General condition of routes Accessibility for less-abled people Condition of gates and stiles Signs at route/road ends Way marking on paths Number of routes close to home Availability of guides/leaflets Accuracy of paths on definitive map Safety and security on rights of way

11. In the last year , what problems have you experienced when using the Rights of Way in Anglesey’s countryside? (Tick all that apply)

Difficultly finding/following paths Dead end rights of way Poor path maintenance Conflicts with landowners Lack of suitable circular paths Difficulty crossing busy roads Poor provision for less-able people Crime/vandalism Conflict with other users Poor provision for off road cycling Poor provision for off road horse riding Paths blocked by crops/ploughing Overgrown paths Paths blocked by fences/barriers Too many stiles Boggy paths Litter Excessive dog fouling Farm animals, dogs

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12. If you were to suggest improvements to the path network, what would they be? (Please rank the THREE most important issues to you by placing a tick in the appropriate box)

Recommendation Rank 1 Rank 2 Rank 3 Better maintenance of paths All paths open without obstruction More Bridleways Greater provision for less-able users(inc.visual) Better Signage and waymarking Complete the Coastal Path More promoted circular walks Improved Rural transport Increased barrier free walks More guided walks / events Better Information about routes

13. Where do you get information about where to walk in the Countryside? Local knowledge Internet Word of mouth Ordnance Survey mapping Book or leaflet Walk with others / group

14. What, if anything, would encourage you to make more use of Anglesey’s Countryside?

Many thanks for your assistance.

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Design - CREAD Cyf. www.creadcyf.co.uk Print - W.O. Jones Ltd (01248 750253) Date - April 2008