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Cabinet 8 th January 2004 Blaenau Ffestiniog Rail Freight Facility Summary of Report The report details a project application for Objective 1 funding to establish an Intermodal Freight Terminal and upgrade the Conwy Valley Rail Line. The project has been referred to the Conwy Economic Development and Regeneration Partnership by Gwynedd Objective 1 Partnership. The proposal comprises the construction of a Freight Terminal in Blaenau Ffestiniog – lead partner Alfred McAlpine Slate Limited, and the upgrading of the Network Rail infrastructure – lead partner to be determined, in order to transport up to 2 million tons slate waste per annum from Blaenau Ffestiniog to markets across the UK. The project aims to create up to 49 jobs in Blaenau Ffestiniog in its first 2 years, some of which may be taken up by Conwy residents. It will obviate the need for the estimated 400 extra lorries that would be required to move the slate waste by road. Since most of the rail line upgrade will take place in Conwy, Gwynedd Partnership have requested support in principle for the scheme from the Conwy Economic Development and Regeneration Partnership, with the expectation that the project will be split into two separate bids for Objective 1 funding: the freight terminal, and the rail track upgrade. It is possible that this Authority may be asked to act as lead partner and applicant for the track upgrade and to make the application for Transport Grant that will be required to match fund the Objective 1 bid. An Economic Impact Assessment has been undertaken by DTZ Pieda Consulting, but an Environmental Impact Assessment has not yet been commissioned to evaluate both positive and possible negative consequences of the proposal on communities adjacent to the Conwy Valley Line, the agricultural and tourism industries, and the natural environment. Following the Cabinet Meeting on 5 June 2003, Members agreed that Consultants be engaged to undertake an Environmental Impact Assessment prior any decision on the proposed Objective 1 application for the upgrade to the rail line, including a bid for Transport Grant. NOT FOR PUBLICATION BY VIRTUE OF PARAGRAPH( S) _____ OF PART 1 SCHEDULE 12A, LOCAL GOVERNMENT ACT 1972 Recommendation 1. That Cabinet consider the conclusions and recommendations of the report from << Jacobs>> Consultancy and decide whether or not they now wish to support the scheme in principle. 2. That if the principle is agreed, the proposed Objective 1 application for the upgrade to the rail line be supported, including a bid for Transport Grant, provided that an EIA is undertaken by Alfred McAlpine Slate Limited. Contact Officer: Sheila Potter, Head of Regeneration Service (Tel: 01492-576012; e-mail: sheila. potter@conwy. gov. uk) Background Papers: Objective 1 Project Development Proforma Cabinet minute 35 Summary of Report from << Jacobs>> Consultancy Environmental Statement: Environmental Impact Assessment to be undertaken by Alfred McAlpine Slate Limited if agreement in principle obtained. Community Safety Implications: None Financial Implications: None Personnel Implications: None Human Rights Issues: This report has been audited for potential breaches of Articles in the European Convention on Human Rights. Any breach or breaches and any justification for such breach or breaches are indicated in the report itself or in the addendum to the report. OBJECTIVE 1: PROJECT DEVELOPMENT PROFORMA PART 1 (For use by local partnerships consulting regional partnerships) Fund: European Regional Development Fund Priority: 6 Measure: 1 Project Applicant (responsible for submitting the application and financially managing the project): Alfred McAlpine Slate Limited (Please refer to covering letter) Partnership Supporting the Project: Gwynedd and Conwy Objective 1 Local Partnerships Project Title: Establishment of Inter-modal Freight Terminal and Upgrade of Conway Valley Rail Line Brief Description What is the aim of the project? Alfred McAlpine Slate Limited own and operate Penrhyn Quarry, Bethesda and Ffestiniog and Cwt-Y-Bugail quarries at Blaenau Ffestiniog, three of only four slate quarries which remain active in North Wales. The quarrying of slate has a high wastage factor with approximately 98% of slate quarried being rejected as unsuitable material. Such a high wastage factor is a consequence of the form in which slate occurs naturally and the stringent quality control at all stages of extraction. The Blaenau Ffestiniog and Bethesda quarries have been active for more than two centuries and during their operation they have generated some 370 million tonnes of waste. As the quarries are still active, the volume of slate waste in the region is growing annually with Ffestiniog quarry alone adding a further 2 million tonnes of waste annually. Historically, there has been little use for waste slate which has consequently resulted in the accumulation of large volumes of waste. However, in April 2002, the Government introduced a levy on the use of primary aggregates. Waste slate is categorised as a secondary aggregate and is thus excluded from the levy. The change in Government policy therefore provides an outstanding opportunity to use waste slate as an aggregate which in turn provides opportunities to assist in the economic regeneration of this area of North Wales with related social, environmental and other benefits. Alfred McAlpine Slate Limited have the benefit of a valid planning consent to remove 500, 000 tonnes of waste slate per annum from each of the Bethesda and Ffestiniog quarries. The consents were granted by Gwynedd County Council and expire in 2032 and 2025 respectively. The valid planning consents therefore entitle Alfred McAlpine Slate Limited to transport 1 million tonnes of waste slate per annum by road through the counties of Gwynedd and Conwy, which includes Snowdonia National Park. The average lorry payload of road haulage vehicles suitable for transporting slate waste is 22 tonnes. Consequently, transporting 500, 000 tonnes of slate waste per annum from each quarry will require approximately 200 heavy goods vehicle movements per day, per quarry. In accordance with corporate commitment to sustainability and the environment, Alfred McAlpine Slate Limited has a long-standing desire to use rail for the transport of waste slate out of Blaenau Ffestiniog. In addition to the environmental benefits, Alfred McAlpine Slate Limited has identified a scheme which is the most cost effective means of delivering the slate waste product by rail. The aim of the project is therefore to develop an inter-modal freight facility at Blaenau Ffestiniog which will facilitate rail born deliveries of secondary aggregate (processed slate waste) from Blaenau Ffestiniog to reception and distributional terminals in Greater Manchester and the West Midlands by rail. The secondary aggregates being exported from Blaenau Ffestiniog will be serving new markets which are not currently being supplied by North Wales quarries. What precisely will the project do and deliver to achieve this aim? Please mention any innovative aspects? There are two important elements to this project both of which must be delivered to ensure that the project aim is achieved. Firstly, a rail freight terminal at Blaenau Ffestiniog must be constructed together with associated loading, handling and storage facilities. Secondly, the Conwy Valley rail line will require track works to facilitate the use of suitable rail freight wagons. Rail Freight Terminal To facilitate the transport of slate waste via rail out of Blaenau Ffestiniog, a new rail terminal is proposed to be constructed on 12 acres of waste ground located immediately adjacent to the Ffestiniog quarry. The proposed scheme has been designed to facilitate the processing, loading and transport of an average total of 1 million tonnes of secondary aggregate per year. To ensure that the facility is sustainable and able to remain competitive, the scheme has been designed to facilitate expansion for the anticipated future increase in demand for secondary aggregates from Blaenau Ffestiniog to 2 million tonnes per annum. However, only those elements where the cost of subsequent upgrade works are prohibitive have been designed for the annual higher tonnage. All other assets have been designed solely to meet the needs of the initial throughput of 1 million tonnes per annum, with scope provided for subsequent upgrading /expansion, where necessary. Historic waste as well as waste being generated by the continuing operation of the quarry, will be crushed, graded and processed prior to despatch. This process will be undertaken in a purpose built facility located within the quarry, adjacent to the site waste, and will therefore be hidden from public view. The crushed product (aggregate) will be conveyed down the existing incline to storage bunkers in the rail terminal on the valley floor. A major attraction of this project is that the processing of the raw material (slate waste) is undertaken immediately adjacent to the source and is placed directly onto freight trains stationed in a rail freight terminal on site. A significant reduction in the off site movement of bulky goods is therefore achieved. Conwy Valley Line Upgrade The extent of necessary works to allow the proposed levels of freight to use the Conwy Valley rail line is currently being determined. However, Network Rail have anticipated that the following works may be necessary: •Upgrade of existing track to facilitate increase tonnage; •Signalling upgrade; •Works to large underbridges and viaduct. Please explain how the project will take account of relevant national and regional strategies. This project takes account of many relevant national and regional strategies. Relevant national strategies include the Transport Framework for Wales (Assembly), Waste Strategy (Assembly), Road Safety Strategy (Assembly), Strategic Rail Authority Strategic Agenda (UK), Climate Change Strategy (UK Government/Assembly) and Air Quality Strategy (UK Government /Assembly). The project promotes the use of waste material through recycling into secondary aggregate. This process is encouraged by many of the above strategies and it will help reduce energy consumption associated with quarrying primary aggregates and will also reduce the amount of land required for tipping. The Waste Strategy in particular encourages the use of mineral waste. A common theme of the above strategies is the desire to increase the percentage of freight transport by rail. Such a strategy has many implications for the environment. In particular, this project will involve transporting 1 million tonnes of secondary aggregate a year from Blaenau Ffestiniog by rail. If such quantities of aggregate were transported by road it would be contrary to many of the national strategies mentioned above. Adopting rail transport will significantly reduce the number of heavy haulage vehicles on local roads through Snowdonia National Park which will increase road safety and contribute positively to CO2 emissions, an important element of the Climatic Change and Air Quality Strategies. The project also takes account of the Strategic Rail Authority’s Strategic Agenda which is tasked by the Government with increasing the amount of rail freight in the UK by 80% as part of the Government’s Ten Year Plan – Transport 2010. The project has taken account of many regional strategies particularly the Gwynedd, Conwy and Snowdonia National Park Unitary Development Plans and Local Transport Plans. All these regional strategies adopt the strategies of national guidance of reducing road freight, utilising waste materials where practical and encouraging environmentally sustainable practices. The strategy of the Objective 1 Infrastructure Partnership has also been taken into account in creating the project as have the strategies promoted by the Mid Wales Partnership in relation to integrated transport and land use. Has the project been discussed with any other organisations, particularly regional ones? If yes – which organisations and what was the outcome. The proposed project has been discussed with many organisations, both local and regional organisations. All of the organisations listed below support this project: •Gwynedd Council •Mid & North Division of WDA •Strategic Rail Authority •Freightliner •North Wales Economic Forum •Snowdonia National Park •Transport and General Workers Union •Conwy Council •Welsh Assembly Government •Network Rail •Mid Wales Partnership •WEFO Private Sector Unit •Cyfle Ffestiniog Local Community Group Funding (estimated costs): Capital £10. 6 Million Revenue Total Cost: £46.6 Million Grant Required: £10. 6 Million Both Anticipated Start Date: 01/01/04 Anticipated Finish Date: 31/12/06 Targets as listed in the Objective 1 Programme Complement Specify main targets for activity and results relevant to the Priority and Measure under which the project will be submitted. If the project covers more than one local partnership area, please provide an estimated breakdown for each area. This Application is made under Priority 6 Measure 1: Accessibility and Transport. The aim of Priority 6 Measure 1 is to develop an efficient, integrated transport system that will facilitate movement of people and goods in a sustainable manner and combat peripherality. Implementing the measure is intended to support a number of measures the most relevant to this project are: •improving access to facilities for inter-modal transfer of goods; •improved capacity for freight handling by sea or rail; and •making most use and extending the life of the existing highway and rail networks……. in overcoming capacity constraints. The main targets for activity identified in the programme compliment are threefold. Firstly, 15km of transport route is to be built /upgraded. Secondly, four public transport links are to be provided /improved. The final target activity states that 5 inter-modal facilities are to be provided /improved. Only one result is identified, 72, 000 users served by supportive facilities on a daily basis. The proposed project will have a considerable impact on these targets. An important transport route, the Conwy Valley rail line extending to 44. 8km, will be improved to facilitate rail freight. A core transport network in the region will therefore be strengthened overcoming an existing capacity constraint. The project will contribute 20% of the number of multi modal centres identified for receiving support from Objective 1. The proposals will create a new inter-modal facility allowing freight to be transferred direct from the quarry to rail wagons. A new inter-modal freight terminal will be constructed immediately adjacent to Ffestiniog quarry. In total, the new inter-modal terminal and the crushing and handling facility are estimated to create an additional 49 direct jobs during the first two years of the project and safeguard up to 81 existing jobs over the next 5 years. The new project will also ensure that an estimated 400 extra lorries per day will not be using local roads in Gwynedd and Conwy, including Snowdonia National Park. This will have positive implications in terms of CO2 emissions, road safety, environmental sustainability and wear and tear of the road network. A detailed economic impact assessment is currently being undertaken to clarify the impact which this project will have on the Gwynedd and Conwy regions. This project only relates to Stage 1 of the three stage Business Plan proposed by the applicant, Alfred McAlpine Slate Limited. Stage 2 of the Business Plan will involve increasing the secondary aggregate output from 1 million tonnes per annum to 2 million tonnes per annum. This subsequent stage will have an additional positive economic impact on the local economy. Stage 3 is anticipated to have an even greater impact on the local economy as the inter-modal terminal will be open to general public use. This will allow local businesses, particularly manufacturing and other businesses requiring bulk haulage to utilise the facility. Stage 3 could also have a positive impact on the ability of the area to attract significant inward investors. FOR COMPLETION BY THE REGIONAL PARTNERSHIP The comments of the regional partnership are being sought in accordance with paragraph 3. 13 of the West Wales Valleys’ Objective 1 Partnership Guidance. (a) Is there any relationship between the project and activity already being undertaken or proposed within the regional strategy, or by projects or programmes outside the Objective 1 area. Does the project duplicate existing or proposed provision? If yes – to what extent. (b) Dissemination of best practice. Is the original partnership aware of any similar activity being undertaken or proposed in other local partnership areas? If yes – please provide a brief explanation. Part 2: ERDF/EAFF/FIFG (responses please up to a maximum of 500 words per question) Address of applicant: Postcode: Alfred McAlpine Slate Limited Ffestiniog Quarry Blaenau Ffestiniog Gwynedd LL41 3ND Tel No: 01766 831511 Fax No: 01766 831105 E-mail address: paul. charmbury@alfred-mcalpine. com Contact name for queries on the application: Paul Charmbury Legal Status of the Organisation: e. g. charity, constitute voluntary organisation, company limited by guarantee etc. Wholly owned subsidiary of Alfred McAlpine plc 1. Description of Project Please explain how your project meets the aims and objectives, eligible activity and target groups of the relevant local strategy( ies). The Gwynedd and Conwy Objective 1 Local Partnerships both have a stated objective to improve the movement of goods, services and people within and beyond the area to combat peripherality. One of the main elements of the framework for action to achieve this objective is the improvement of the area’s railway infrastructure and facilities, and the quality of the rolling stock, and develop measures which will encourage visitors and freight to use rail. An additional element of the framework is to promote an efficient highway network to ensure safe and free flowing passage on highways for all users. This project will clearly contribute to achieving these objectives as it will ensure that, following the upgrade of the Conwy Valley rail line, 1 million tonnes per annum of processed slate waste is transported by rail rather than on the region’s highways. Virtually all the movement of goods within the Gwynedd Authority area currently occur by road, a fact that is recognised within the Gwynedd Transport Plan. The Plan, which is fully endorsed by the Gwynedd Local Objective 1 Partnership, emphasises that the Council will continue to explore and support opportunities to promote the transfer of freight from road to rail. The Council recognises the contribution which the Plan could make to increasing the use of rail for freight by promoting and investing in facilities. The Conwy Local Transport Plan, which is similarly endorsed by the Conwy Objective 1 Local Partnership, also states their aim to work with industry to facilitate the use of rail for freight in North Wales through seeking funds to upgrade infrastructure and install new freight handling facilities where necessary. The Gwynedd Transport Plan specifically identifies the project site at Blaenau Ffestiniog as being crucial to re-establishing freight on the Conwy Valley rail line. This strategy was endorsed by an independent study, North and Mid Wales Rail Freight Strategy, which identified the transport of slate and slate waste as being one of the few opportunities in the region to increase the proportion of freight travelling by rail. The majority of the Conwy Valley rail line passes through the County of Conwy. In common with the Gwynedd Transport Plan, the Conwy Local Transport Plan encourages the maximum use of rail for freight transport. The Plan identifies the “significant benefits likely to accrue from a transfer of freight from road to rail”. The Plan also recognises that the introduction of the new Aggregate Tax will “significantly increase the economic attractiveness of the local enormous quantities of slate”, and that “the exportation of this valuable product by rail to other areas in the UK must be seen as a major opportunity for modal shift in terms of freight”. Cont’d The Gwynedd and Conwy Unitary Development Plans are consistent with the respective Local Transport Plans and the objective to encourage the development and use of integrated modes of transport which are less damaging to the environment. In addition to being fully in line with both Gwynedd and Conwy Council’s local strategies, the project is also complimentary to the Snowdonia National Park UDP and Transport Strategy. The National Park Authority states that it will support development that encourages “modal shift” and that it will support improvement of rail services and encourage use of these services for both passengers and freight. Please outline the strategic nature of the project, for example, how will the project take account of and impact on relevant national or regional strategies. The project will have an important strategic nature and will take account of and impact on many relevant national and regional strategies. The project has been influenced by many strategies relating to environmental sustainability, integrated transport facilities, use of recycled materials, improving CO2 emissions and measures to reduce road traffic movement, particularly freight traffic. The most relevant strategies are discussed below. The Transport Framework for Wales created a transport strategy to “develop a better co-ordinated and sustainable transport system to support local communities and the creation of a prosperous economy”. In producing the document, the Assembly recognised that transport improvements will play a major role in sustaining and developing the welsh economy, particularly in those areas where access is poor and business activities are low. One of the principle measures of determining the success of the strategy is stated as being the proportion of freight being carried by rail. The strategy therefore includes means to facilitate the movement of a greater proportion of freight by rail, a primary aim of this project. The Government’s Climate Change Strategy identifies changes in transport as a major contributory factor to delivering emission reduction. The Government’s Ten Year Plan aims to tackle congestion and pollution through new investment and a range of measures that will also aim to reduce greenhouse gas emissions. This project will contribute towards this aim by significantly reducing freight transport by road in the region. One of the key measures of national strategies is to achieve an 80% growth in rail freight volumes as a result of improvements in rail freight’s relative competitiveness through the reduction in rail costs and improvements in quality of service. The Climate Change Strategy therefore encourages the development of transport which is safe, efficient, clean and fair and which delivers integration between different types of transport with the environment and land-use planning. Following the Waste Strategy for England and Wales: 2000, a new Waste Strategy for Wales was developed encouraging the minimisation of waste generation and greater implementation of recycling measures. A need for greater re-processing capacity to turn waste materials into new products was identified and the use of secondary materials in production processes is to be encouraged. In relation to the quarrying /mining industry, the strategy emphasises that the extraction of raw materials can use a lot of energy and that recycling materials can greatly reduce our consumption of energy, which in turn contributes to achieving climatic change targets. The Waste Strategy identifies that materials arising from mineral workings have the potential for greater use as construction fell than higher quality aggregate. The Waste Strategy also emphasises that more utilisation of mineral waste would help to partly offset the need for extraction of aggregate materials from the ground and would therefore help reduce the extent of ground required for tipping. Both the Government and the Welsh Assembly Government wish to maximise the re-use of such materials. Indeed, the Aggregates Levy was introduced to reflect the environmental costs of aggregates quarrying and encourage demand for, and supply of, alternative materials such as mineral waste. Grading and crushing slate waste into secondary aggregate is therefore a process which is encouraged by the Waste Strategy. As previously mentioned, the Government’s Ten Year Plan highlighted the extent to which the economy depends on efficient distribution and the importance of tackling the growth in road congestion and reducing emissions from road transport. Rail freight was given a key role in reducing dependence on road freight and The Strategic Rail Authority has been responsible for developing the rail freight components of the 10-year plan. One of the major objectives within The Strategic Rail Authorities Strategic Agenda is to ensure provision of adequate, suitably located, efficiently operated inter-modal transfer facilities, both open access and dedicated facilities. The Interchange Strategy identifies the needs for interchange capacity to support the 80% growth target recognising that growth from traditional rail markets will require additional and replacement facilities at quarries in particular. Approximately 1 million tonnes per annum of secondary aggregate will be transported out of Blaenau Ffestiniog once the project is complete, a substantial contribution to this strategy. “A Winning Wales – The National and Economic Development Strategy” of the Welsh Assembly Government emphasises the commitment of the Welsh Assembly Government to both future waste and transport strategies. Supporting this project will allow the Welsh Assembly Government to implement their strategy of minimising the generation of waste, increase the amount of re-cycled material and generate significant economic and social benefit through better waste management. In relation to transport, the Welsh Assembly Government has explicitly stated their aim to contribute to the Government’s target to increase by 80% the amount of freight moved by rail. This project will make a significant contribution to achieving these aims. Regional Strategies The Objective 1 Infrastructure Partnership sets out the regional strategy providing the framework for the delivery of Priority 6 of the Objective 1 Programme – Strategic Infrastructure Development. This project is being submitted under Measure 1 of Priority 6 – Accessibility and Transport – three aims of which are to improve access to facilities for inter-modal transfer of people and goods, to promote sustainable modes of transport and to make best use and to extend the life of existing highway and railway networks……. in overcoming capacity constraints. The proposed project involves a number of eligible activities identified by the Infrastructure Partnership. These activities include providing an improved inter-modal access and exchange as well as an improved capacity for freight handling by rail. The proposed project will also result in environmental sustainability and a new transport initiative through re-cycling materials, landscaping and improved emissions through measures which will reduce road traffic movement. The Mid Wales Partnership document entitled “Mid Wales Integrated Transport Strategy” is currently being updated but the proposed project is in accordance with a number of policies within the current document. Land Use Policies LU5, LU8 and LU9 are all relevant to this project as they encourage transport dependent industries to be located near the rail network. They also encourage the processing of raw materials at or near source to reduce the movement of bulky goods and support and encourage the use of the local supply chain. This is clearly the aim of this project. The project is also supported by the Public Transport strategy of the Partnership which seeks the development of infrastructure to encourage transfer of freight from road to rail. Please explain why the project is needed, identifying where your evidence of need has come from. The aggregates industry is in a state of change following the introduction of the Government’s Primary Aggregates Tax in April 2002. The tax reflects the environmental cost of primary aggregate quarrying and was introduced to encourage demand for, and the supply of, alternative materials such as mineral waste. The Government is therefore encouraging the aggregate industry to utilise stockpiled mineral waste to satisfy aggregate demand. Slate waste, once graded and crushed, is an ideal substitute for primary aggregate. With an estimated 370 million tonnes of slate waste at the active quarries in Bethesda and Blaenau Ffestiniog, North Wales has an abundant supply of slate waste. In addition to the existing levels of waste, the Ffestiniog quarry generates a further 2 million tonnes of waste per annum. The proposed project will therefore be able to contribute substantially to the increasing demand for secondary aggregate. Logistically, the North Wales source of secondary aggregate is remote from the main markets for the product which are located in the North West of England and the Midlands. The mode of transport for the product is therefore an important issue in moving the product to suitably located consolidation and distribution centres. Road transport could provide the economy, flexibility and quality of service demanded but, Alfred McAlpine Slate Limited are keen to use rail as part of their commitment to the environment and because of the future potential for long distance exports at competitive rates. Approximately 200 lorries per day would be servicing the new facility if road transport was used to move the permitted 1 million tonnes of slate waste per annum. Clearly, this would have a considerable negative impact on the environment and would be contrary to Government transport and environmental policy. This project is therefore needed to help meet increasing demand for secondary aggregates following changes in Government Legislation and to facilitate the transport of such waste via rail as an environmentally friendly alternative to heavy lorries running through the Snowdonia National Park and communities along the routes. Have you discussed your project with any other organisations, for example, providers of similar projects, local authority or national bodies such as the WDA, ELWa or WCVA? If yes, which organisations and what was the outcome. The proposed project has been discussed with many organisations, both local and regional organisations. All of the organisations listed below support this project: •Gwynedd Council •Mid & North Division of WDA •Strategic Rail Authority •Freightliner •North Wales Economic Forum •Snowdonia National Park •Transport and General Workers Union •Conwy Council •Welsh Assembly Government •Network Rail •Mid Wales Partnership •WEFO Private Sector Unit •Cyfle Ffestiniog Local Community Group Please give details of the partners involved in the project, directly or as consultees, and your ongoing working arrangements. The core partnership of this project is made up of Alfred McAlpine Slate Limited and Freightliner Limited. Consultees within the wider partnership are identified in the table above. A “Blaenau Ffestiniog Slate by Rail Forum” has been established and a number of meetings of the Forum have taken place at which this project has been discussed in detail. 2. Finance – Please give details of proposed funding: £ % ERDF 10. 6 million 35% of total eligible cost 23% of total project costs Public Sector (give source) Freight Facilities Grant, Welsh Assembly Government, Pathway to Prosperity, RSA 25. 7 million 55% of total project costs Private Sector 10. 3 million 22% of total project costs Total eligible cost 30. 2 million 65% of total project costs Ineligible cost (if any) 16. 4 million 35% of total project costs Total projected cost 46. 6 million 3. Targets Please provide details of forecast outputs as listed in the Programme Complement Activity The project relates to 2 of the 3 activities identified under Priority 6 Measure 1. Firstly, the project will result in the upgrade of the Conwy Valley rail line to allow the line to accommodate rail freight transport locomotives and wagons. The Conwy Valley rail line, which is a single track line with passing places, is 44. 8km long. This project therefore contributes substantially to one of the main activities of Priority 6 Measure 1 which is to build /upgrade 15km of transport route. Secondly, the project will contribute 20% of the number of multi modal centres identified for receiving support from Objective 1. The proposals will create a new inter-modal facility allowing freight to be transferred direct from the quarry to rail wagons. Results Although the new facility will be used solely by Alfred McAlpine Slate Limited during this project, the facility will be processing and transporting 1 million tonnes of secondary aggregates per annum. This will equate to 3, eighteen wagon freight trains per day (Monday to Friday) as opposed to 400 heavy goods vehicle movements per day. The new terminal will therefore be a well used facility contributing substantially to the Government’s objective to increase the amount of rail freight by 80%. The project will also create a total of 49 full time equivalent jobs during the first two years of the project and help safeguard a further 81 full time equivalent jobs over the next five years in the slate quarry industry in North Wales. The project will also reduce the growth of freight being transported via the roads and will significantly contribute towards an increase in the amount of freight being transported by rail. The project will also have a positive impact on the aim of reducing CO2 emissions, road safety and environmental sustainability. Please describe any other relevant outputs e. g. indirect This project only relates to Stage 1 of the three stage Business Plan proposed by the applicant, Alfred McAlpine Slate Limited. Stage 2 of the Business Plan will involve increasing the secondary aggregate output from 1 million tonnes per annum to 2 million tonnes per annum. This subsequent stage will have an additional positive economic impact on the local economy including an estimated 10 further full time equivalent jobs. Stage 3 is anticipated to have an even greater impact on the local economy as the inter-modal terminal will be open to general public use. This will allow local businesses, particularly manufacturing and other businesses requiring bulk haulage to utilise the facility. Stage 3 could also have a positive impact on the ability of the area to attract significant inward investors. 4 Cross-cutting Themes Please describe how your project will (as appropriate) (a) promote equal opportunities The project will provide sustainable jobs in a traditional local industry which is of national importance and will therefore have a positive impact on the culture and the local community. The project is the first stage of a three stage plan which will see the inter-modal facility opened up to local businesses. The activity of the project is therefore the first stage of widening the access to rail freight transport for all. The applicant’s detailed equal opportunities policy will apply to this project. (b) make use of and promote Information Communication Technology Modern computer technology will be used to ensure the efficient and accurate operation of plant and machinery. Tonnage throughput at the terminal and stockpiling of materials will be carefully controlled and monitored using computer technology ensuring maximum business efficiency. Loading and weighting facilities will also involve an element of computer controlled technology to ensure that efficiency of operation of the facility is maintained during all stages of the process. (c) contribute to environmental sustainability Using slate waste as a form of aggregate will impact upon the quarrying for primary products which is recognised as an environmentally costly process. Energy consumption related to quarrying activity will be reduced and less land will be taken up by waste tipping. Utilising waste slate will improve the consumption and production cycle and will reduce the stockpile of waste locally, although it is recognised that some of the tips form part of the local heritage. The project will support environmental sustainability promoting efficient use of natural resources, recycling of waste and adoption of environmentally friendly transport policy. Adopting rail transport will significantly reduce the amount of freight transported by road locally, improving road safety and CO2 emissions. 5 Monitoring Please describe how you will monitor the outcomes and impacts of your project A dedicated Project Manager will be assigned to the project with a specific remit to make routine monitoring returns. The Project Manager will monitor and report on the quantity of waste recycled from both the Ffestiniog and Bethesda quarries as well as the tonnage transported from the terminal by rail freight. The Project Manager will provide further information on the number of jobs provided and safeguarded as well as details of those first accessing the jobs which the project creates. Signature: _________________________________ Date: _____________________ Name: _________________________________ CABINET 05-06-03 35. CYFLEUSTER NWYDDAU RHEILFFORDD BLAENAU FFESTINIOG Cyflwynodd yr Aelod Cabinet ar gyfer Datblygu ac Adfywio Economaidd adroddiad gan y Prif Swyddog Ewropeaidd yngl y n â chais prosiect am arian Amcan 1 i sefydlu Terfynfa Nwyddau Rhyngfoddol ac uwchraddio Rheilffordd Dyffryn Conwy. Roedd y prosiect wedi cael ei gyfeirio i Bartneriaeth Datblygu ac Adfywio Economaidd Conwy gan Bartneriaeth Amcan 1 Gwynedd, a gan y byddai’r rhan fwyaf o’r gwaith o uwchraddio rheilffordd yn digwydd o fewn Conwy, gofynnwyd am gefnogaeth i hyn. Disgwylid y byddai’r prosiect yn gwahanu’n ddau gais ar wahân am arian Amcan 1, (y derfynell nwyddau ac uwchraddio’r trac rheilffordd) ac roedd hi’n bosibl y byddai gofyn i Gyngor Bwrdeistref Sirol Conwy weithredu fel partner ac ymgeisydd arweiniol ar gyfer uwchraddio’r trac, ac i wneud cais am Grant Cludiant y byddai ei angen fel arian cyfatebol i’r cais Amcan 1. Dywedwyd hefyd bod DTZ Pieda Consulting wedi ymgymryd ag Asesiad Effaith Economaidd, ond nad oedd Asesiad Effaith Amgylcheddol wedi cael ei gomisiynu eto, er mwyn gwerthuso goblygiadau cadarnhaol ac o bosib negyddol y cynnig ar gymunedau sy’n gyfagos â Rheilffordd Dyffryn Conwy, y diwydiannau amaethyddol a thwristiaeth, a’r amgylchedd naturiol. Roedd Aelodau’r Cabinet o’r farn fod angen cynnal Asesiad Effaith Amgylcheddol cyn gwneud unrhyw benderfyniad. PENDERFYNWYD – Na ddylid cytuno mewn egwyddor i’r cais bwriedig am arian Amcan 1 er mwyn uwchraddio’r rheilffordd, nac ychwaith â’r cais am Grant Cludiant, hyd nes y byddai Asesiad o’r Effaith Amgylcheddol wedi ei gynnal. 35. ---------------------------------------------------------------------------------------------- BLAENAU FFESTINIOG RAIL FREIGHT FACILITY The Cabinet Member for Economic Development and Regeneration presented a report by the Principal European Officer on a project application for Objective 1 funding to establish an Intermodal Freight Terminal and upgrade of the Conwy Valley Rail Line. The project had been referred to the Conwy Economic Development and Regeneration Partnership by Gwynedd Objective 1 Partnership and since most of the rail line upgrade would take place in Conwy support, in principle, was requested. It was expected that the project would be split into two separate bids for Objective 1 funding (the freight terminal and the rail track upgrade) and it was possible that Conwy County Borough Council would be asked to act as lead partner and applicant for the track upgrade and to make the application for Transport Grant that would be required to match fund the Objective 1 bid. It was also reported that an Economic Impact Assessment had been undertaken by DTZ Pieda Consulting, but an Environmental Impact Assessment had not yet been commissioned to evaluate both positive and possible negative consequences of the proposal on communities adjacent to the Conwy Valley Line, the agricultural and tourism industries, and the natural environment. Cabinet Members were of the opinion that an Environmental Impact Assessment was required prior to any decision being taken. RESOLVED – That no agreement in principle be made to the proposed Objective 1 application for the upgrade to the rail line, including a bid for Transport Grant, until an Environmental Impact Assessment is undertaken. CONSULTANCY CONCLUSIONS AND RECOMMENDATIONS : Conclusions and Recommendations In this study the environmental impact of moving slate waste by road and rail was considered and it is clear from this comparison that overall rail offers the most environmentally efficient and beneficial mode of transport. This conclusion is in line with a key objective shared between the Welsh Assembly Government and local government for the promotion and achievement of sustainable development, which encourages the use of sustainable transport methods, where sustainable development can be defined as: Development which meets the needs of the present without compromising the ability of future generations to meet their own needs. However, based on the indicative findings of this study, it is difficult to conclude that the noise impacts would be ‘less’ by moving the slate waste by rail as opposed to road. The noise impact of the two modes of transport would manifest in different ways: • Additional heavy lorries removing 500,000 tonnes of slate waste from each of the Bethesda and Blaenau quarries would be diffused over different routes whereas the rail option of moving 1 million tonnes has a fixed single corridor; and • The road option is characterised by frequent lorry movements in contrast the rail option concentrates movement into a relatively small number of occurrences per day (6 in total). The potential vibration impact given the very close proximity of some properties to the railway line is also a concern in terms of disturbance to occupiers and potential damage to buildings. The rail option compared with movement of slate waste by road is likely to have a lower impact on air quality within Conwy County Borough as there will be significantly less pollutants emitted. As there are significantly less pollutants emitted from the trains the sensitive receptors within 50 metres of the rail line are likely to be impacted to a lesser degree than those situated within 50 metres of a road route. The rail option also compares favourably with the movement of slate waste by road when considered in terms of safety, journey ambience and landscape and townscape issues. A recent assessment undertaken by the SRA concluded that overall the environmental benefit of moving the slate waste by rail rather than road is assessed to be a net benefit of £32 million, of which £9 million benefit was directly attributable to the movement of slate waste by rail through Conwy County Borough. The prospects for the existing rail passenger services on the Conwy Valley line would appear reasonably secure for the immediate future; in that existing service levels are envisaged to be included within the new franchise specification. The introduction of rail freight services and associated investment in upgrading the Conwy Valley rail line would be likely to go some distance towards securing its longer term future. If the slate waste is to be moved by rail it is recommended that consideration be given to mitigation measures to minimise any adverse effects. Potential mitigating measures, particularly with respect to noise and vibration, could include: • Restriction of freight movements to the daytime period; • General upgrade of the line including use of continuously welded rail where the line passes through significant areas of housing nearby; • Potentially reducing the speed of the freight trains in the vicinity of sensitive properties; • Use of barriers where there is no existing screening or where properties are within 25 metres of the line and further screening may be justified; • Consideration of a noise insulation scheme for properties severely affected; albeit this is not statutorily required for the running of the freight trains. A further test train run may be worth considering during the development of the rail option. Noise and vibration measurements could then be undertaken at strategic locations to indicate more accurately likely noise and vibration levels attributable to rail freight movements, particularly at Betws-y-Coed where significant vibration levels were claimed by residents after the first test run. This would also help refine requirements for barriers for properties near the line and identify those most affected for any potential noise insulation scheme. In extreme cases, a property condition survey might help evaluate any subsequent claims of vibration damage to properties.
If you have any more up to date information to add to this page please forward to me Bernard Wellings at hotelinfo@btconnect.com Return to Page 1 of Slate Waste Proposals Homepage Slate Waste Action Group >> homepage for opponents to the transport of the slate waste. Return to Wales
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