Local regeneration through recreation of the
FINAL REPORT: June 2010 Part One : High Level Outputs
Prepared by TIR Ltd for the Glyn Valley Tramway Trust
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Local regeneration through recreation of The Glyn Valley Tramway
Contents 5
Executive Summary
7 8 9 12 13 17 19 20 21 23 25 27
High Level Outputs Background Options Assessment of market Assessment of Local interest Assessment of basic Viability Option Recommendations Scope of overall Project Phasing Schedule of Maps & Plans Appendices Glossary of Terms Confidential Appendices
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Local regeneration through recreation of The Glyn Valley Tramway
Executive Summary Through re-creation of a section of the Glynn Valley Tramway, tourism and the wider economy in the Chirk area can be helped to develop. Combined with the other quality attractions in Chirk: Chirk Castle and the Llangollen Canal, a significant cluster effect can be produced to attract additional visitors to Chirk and importantly encourage them to stay longer in the area thereby supporting secondary activities such as accommodation, retail and catering etc. The Glyn Valley Tramway was once the lifeblood of the Ceiriog Valley and through careful and imaginative development over the next 20 years, it can once again make the area very attractive to visitors. This Project would bring the following benefits to the local community: •
•
• • •
Return an important part of the local cultural history that has lain remembered but unloved for more than 75 years Offer a focal point and facilities for educating future generations about their local past Bring at least an additional 50,000 visitors to the area Encourage an additional £300,000 per annum in visitors’ secondary expenditure Contribute directly an additional £2.5m to the local economy through employment etc The Glyn Valley Tramway Trust has progressed rapidly from its formation in 2007, a strong management team and a cadre of committed volunteers has been drawn together as much for the effect the project can have on the community as for their interest in railways.
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Local regeneration through recreation of The Glyn Valley Tramway The Trust has already undertaken the following activities: • •
• • • • •
Commissioning and management of this Report Clearance of the formation from Chirk Station (With the permission of the landowners and to allow surveying) Development and management of a Website Production and distribution of a Member’s newsletter ‘ Raising steam’ Excavation and recording of the site of the original Station Building Attracted over 200 members, the majority of whom are local Developed strong relationships with other local Groups
•
The project has attracted wide publicity and support from local people and elected representatives. Over 200 people visited Public exhibitions in the area and the vast majority supported the project
The Glyn Valley Tramway offers a locally unique opportunity to combine historical interpretation with economic development through tourism.
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Local regeneration through recreation of The Glyn Valley Tramway Tender Brief Contract No1
High Level Outputs
Study to look at all options for re-instatement, report on viability and make recommendations as to how Project may be delivered.
Background The Glyn Valley Tramway was an 8 mile long narrow gauge Tramway built in the second half of the nineteenth century to connect quarries in the upper Ceiriog Valley around Glyn Ceiriog to the Canal near Chirk. The Tramway was largely financed by well known local business interests especially Mr Henry Dennis. The initial phase opened in 1876 and consisted of a horse-worked roadside Tramway from the middle of the village of Glyn Ceiriog down beside what is now the B4500 as far as Pontfaen. From there it crossed the river Ceiriog and enjoyed a route which featured a number of extremely steep gradients that must have restricted each horse to only a few wagons at a time. The route can still be traced for about 90% of its length to its connection with the Canal at Gledrid Wharf (see Map X) Traffic grew encouragingly and passengers were carried from an early date. The promoters realised that with the coming of the Standard gauge Railway to Chirk, the canal would decline and the sought and were granted Parliamentary powers to both improve the existing route to allow the use of steam engines and extend it at both ends: To the Quarries at Hendre at the West and on a new formation that abandoned the original route to Gledrid and went directly to an interchange with the main line at Chirk Station. These extensions and the steam locomotives started working in 1888 and continued until closure in 1935. Interestingly traffic on the Tramway did not decline slowly but was actually killed off by the main product that the tramway itself carried: road stone. As the roads were improved, hauliers were able to take their vehicles directly to the quarries and in only a few years 90% of the traffic disappeared. Since closure, much of the physical features have disappeared: the road has been widened onto the formation and some buildings have blocked the route, nevertheless many features remain: The original iron River Bridges at Dolywern and Pandy, The original engine shed and Station at Glyn Ceiriog The entire formation built in 1888 to serve the Quarries at Hendre is a footpath The 1888 section to Chirk Station is intact It is this last part that has become the focus for an ambitious project to re-create a section of the Tramway as a way of assisting the Local economy To date the project has been started and developed by the members of the Glyn Valley Tramway Trust and particularly the Trustees. A special interest Group (the Glyn Valley Tramway Group) has existed since the 1970’s promoting awareness and interest in the Tramway. In 2007 the Group decided to create the Trust. Since then the two bodies have separated. The Group has stated that it intends to concentrate on developing a museum in the old Engine Shed at Glyn Ceiriog, while the Trust is focussed on an operating railway at Chirk. Both projects are complementary to each other, however this report only deals with the latter.
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This report aims to look at all the possible scenarios for developing the Tramway as an aid to the local economy. It is the author’s intent to ensure that any proposals put forward are sound and provide good local benefit while conserving the extant physical features.
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Local regeneration through recreation of The Glyn Valley Tramway
Options Before making specific recommendations as to how the tramway may be developed, we have considered the following possible options:
1. 2. 3. 4. 5.
Complete route re-instatement Partial re-instatement from Chirk to Castle Mill Partial Re-instatement from Chirk to Pontfaen No physical re-instatement Development of other related sites and activities The Horse Tramway Route to Gledrid Wharf Other Industrial sites around Chirk Tramway related sites around Glyn Ceiriog
A detailed assessment of Options 1-3 is shown on Page 17. It should be recognised that no reinstatement is an option—however it would be difficult to demonstrate how any static or artefact museum based project would be either self sufficient or attract enough visitors to have any noticeable benefit to the local community. Recent history of such non-working and publically funded projects are not encouraging and it is clear there is no appetite from with funding bodies to support such a project. By re-constructing an operating section of the Tramway, a ‘product’ is created which can be marketed to the general public as a tourism activity, while allowing the revenue from such activity to fund wider conservation, interpretation and social outcomes. This is the same model that is used by every other heritage project including the National Trust. The Tramway can also be used to raise the profile of the other important heritage features of the area such as the Lime Kilns at Bron-y-Garth and to develop active pursuits utilising for example the original course of the Horse Tramway as three-sided trail, incorporating the Canal. The recently announced World Heritage Site along the length of the Llangollen Canal incorporates the Chirk viaduct which pre-dates that at Pontysyllte and was also designed by Thomas Telford. The Tramway can be used to attract visitors to Chirk, who otherwise might gravitate solely to the Llangollen end.
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Local regeneration through recreation of The Glyn Valley Tramway
........tender Brief continued Assessment of market to include: i) Collation and interpretation of existing data on local and regional attractions
Assessment of market Desk based research has identified 3 key local attraction that have significant impact on the local tourism economy within a 5 mile radius of Chirk: Chirk Castle Llangollen Canal Morton Park Retail Taken together these attractions can identify approximately 200,000 visitors per annum that can be considered tourists (as aside from leisure and retail). Chirk Castle is seen as a stand alone attraction and Morton Park concentrates on Leisure visitors from the A5 Corridor, neither bring much trade into the town. They do of course contribute to the local economy through employment etc. The Canal is primarily marketed at the Llangollen end at Trevor basin and the Aqueduct. Passing traffic on the Canal does not deliver large numbers of visitors to Chirk itself. Chirk Marina offers a start point for Canal cruises in Chirk. In addition to the well marketed attractions listed above around the Chirk area, the following sites of historical and social interest can be found in the immediate vicinity of Chirk in addition to the course of the GVT: Chirk Aqueduct and Viaduct—a unique juxtaposition of large engineering structures which both represent early designs for their relative transport infra structures The former colliery sites around Chirk The large Lime Kilns at Bron-y-Garth The suggested site of the Battle of Crogan at Castle Mill The course of the original Horse worked GVT to Gledrid Wharf No objective Tourism data for Chirk itself is available, however data for the NE / North Wales area provides some useful background: Total population within 50 miles radius of Chirk is in excess of 4m Total population of Wrexham CBC is 130,000 Population of Wrexham Town is 65,000 Population of Oswestry is 16,000 Total Labour market employed rate in NE Wales is 75.7% (highest for all Wales) Population Statistics for NE Wales (with national comparisons where appropriate) (Source: Census data; Small Area Population Estimates, Office for National Statistics to 2007)
Total population for area: 491,000 Shares by Broad age group Under 16 16—65 Over 65 Projected change over period 2011—2016 Shares by Broad age group Under 16 16—65 Over 65
NE Wales area 18.4% 59.4% 22.2%
All Wales 18.7% 60.3% 21.1%
NE area 0.2% 2.6% 4.7%
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Local regeneration through recreation of The Glyn Valley Tramway Domestic Tourism Statistics for N Wales (with national comparisons where appropriate) N Wales area All Wales Average spend per night £42 £44 Change: 2007 over 2006 5% -2.2% No nights (all holidays) 10m n/a Change: 2007 over 2006 -13% n/a Types of accommodation used: Guest House B&B Towed Caravans Camping
No bed nights 1.7m 0,5m 0.8m 0.9m
% change over 2006 -13% 31% 18% 12%
Chirk is well placed to benefit from regional tourism and has good transport links to large and medium sized population centres as shown in table below:
Table 1
By Road:
By Rail:
Point of Origin : Manchester Birmingham Liverpool Chester Macclesfield Birkenhead Wallasey Ellesmere Port Dolgellau Llandudno Bangor Newtown Llandrindod Wells
Miles: 62.4 70.8 46.3 21.3 57.8 43.5 44.9 30.2 45.9 58.8 60.5 20 61.5
Time: 1hr 25min 1 hr 31 mins 1 hr 1 min 33 mins 1 hr 23 mins 58 mins 59 mins 42 mins 1 hr 5 mins 1 hr 15 mins 1 hr 33 mins 38 mins 1 hr 26 mins
Time: 1 hr 56 mins 1 hr 25 mins 1 hr 36 mins 35 mins 2 hr 2 mins 1 hr 31 mins 1 hr 54 mins 1 hr 32 mins 1 hr 57 mins 1 hr 41 mins 1 hr 46 mins 1 hr 24 mins 2 hr 9 mins
Changes: 2 0 1 0 3 1 2 2 2 1 1 1 1
1 hr 08 mins
1
Half Hour Drive from Chirk: Llangollen Oswestry Welshpool
6.7 6 21.2
10 mins 12 mins 30 mins
From the above data the following conclusions can be drawn in relation to Chirk itself: • While the projected population growth of under 16s is small the growth in over 65s is significant. This age group is particularly interested in social and cultural history such as that which is on offer around Chirk and the GVT. • The proximity of other attractions to the GVT will generate a ‘cluster effect’ that is not present now. • The area is well provided with the types of accommodation that are popular such as touring caravan sites but would benefit from additional visitors supporting expanded B&B and guest house provision • Chirk is very well placed to benefit from the large regional centres of population and transport links are good—especially Rail, which is seldom the case with similar attractions Prepared by TIR Ltd
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Local regeneration through recreation of The Glyn Valley Tramway
........tender Brief continued ii) Collation and analysis of objective data specific to project by use of survey / consultation with local stakeholders (within Wrexham CBC) iii) Collation and analysis of subjective data through open consultation with local interest groups and general public (both resident and visitor within Wrexham CBC).
Study of existing local attractions and similar types of attraction has shown good established evidence of local benefit. Two examples are used to compare: • Llangollen Railway (local) Approximately 90,000 visitors per annum Average fare £5.50 Well established heritage Railway Appeals to a range of visitors both seeking a pure railway heritage experience and those wanting a relaxed day out through attractive scenery Supported vigorously by Local and regional government (WAG) as a driver of economic regeneration • Lynton & Barnstaple Railway (similar type) Narrow gauge line (closed 1930 like GVT) Currently operating 1 mile long railway since 2005 2009 season attracted in excess of 40,000 visitors pa Focussed on re-creating a time-capsule Supported vigorously by Local (Devon County Council) and regional government as a driver of economic regeneration
Both these examples show that with very different timescales and types of railway, successful tourism based projects can be developed which support the local community. While the L&B is not local it is of a very similar scale and size physically to the GVT and can demonstrate what can be achieved in a relatively short space of time.
Additional Survey work and background data collection and analysis will be undertaken before the final report is presented
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Local regeneration through recreation of The Glyn Valley Tramway
........tender Brief continued Assessment of Local interest and support to include consultation with the following: Local elected and voluntary bodies Residents. Visitors and Local employers Assessment of basic viability to include: i) Identification of potential funding sources.
Assessment of Local interest Two specific exercise have been undertaken to identify the level of local support for the project: Face to face interviews with local stakeholders and businesses, including collection of objective data by use of a scoring matrix. Open Public Consultations in Chirk and Glyn Ceiriog It is also envisaged that before a final submission of this report a further Public consultation will be held in Chirk in Wrexham Town The Objective scoring matrix asked participants to score the following questions out of 5 possible values: Positive:2, Favourable: 1, Neutral: 0, Sceptical: -1, negative: -2 The following results were produced: Detailed results, including names of face to face Consultees forms part of Confidential Appendix B
Table 2
Percentage Positive Results for Chirk Public Consultation
Percentage Positive Results for All consultations
Have you heard of the Glyn Valley Tramway?
98%
64%
Have you heard of the Glyn Valley Tramway Trust?
93%
45%
What is your attitude to the Trust?
64%
42%
What is your attitude to Complete Re-instatement of the GVT?
64%
31%
What is your attitude to reinstatement of a section from Chirk to Pontfaen only?
67%
58%
Do you think a re-instated GVT would be a benefit to the wider local community?
67%
44%
Do you think a re-instated GVT is likely to happen?
56%
23%
Question
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From these results the following conclusions can be drawn: • The Glyn valley tramway and the Trust have strong local recognition • There is strong support for re-instatement of the section from Chirk to Pontfaen within the local Chirk Community • There is little general support outside Chirk for re-instatement of the entire route • There is a strong belief that a re-instated section from Chirk would support the local economy • There is some scepticism about the chances of delivery (which may be a more general perception)
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Local regeneration through recreation of The Glyn Valley Tramway
........tender Brief continued Assessment of basic viability to include: i) Identification of potential funding sources.
Assessment of Basic Viability Potential funding sources include: A wide range of capital and revenue funding sources are available to the Trust as follows: Each method of funding has been scored out of 5: top score shows high availability. Depending on the Phasing of the project one or a basket of these funding sources are going to be appropriate— which the Business Plan will identify in detail
Table 3 Category
Organisation
Restrictions / notes
Availability score
Internal
GVT Trust
Private Bodies
Land Fill Trusts
Will not fund chargeable attractions
2
Aggregate Levy Trusts
Within range and strong track record of partnerships across the sector
5
Prism
Specific Projects
4
Transport Trust
Vehicles only
4
Social Enterprise funds and Banks
Mainly offering loans and some Grants (specifically managed through Cabinet Office ‘Third Sector’ funds)
3
HLF
Will not fund start-ups but would be suitable for extension / expansion when track record is established
4
Local & regional Government
Specific Funds available against tight criteria. Timescale restrictions
4
Public Bodies
4
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Local regeneration through recreation of The Glyn Valley Tramway ........tender Brief continued (ii) Collation and analysis of comparative data on viability of similar and/or local projects.
Comparisons: Wrexham CBC does not currently have a heritage railway within its territory. Other Industrial heritage sites such as Bersham are well established and enjoy revenue support from Local Government. It is one of the guiding principles of the GVT project that it should not require such revenue support. For comparative purposes the only similar railway based heritage project which is similar in both timescale and has been started from scratch in the last 5 years, is the Lynton and Barnstaple Railway in North Devon.
The Lynton & Barnstaple Railway Originally a 19 mile long (GVT 8miles) 2’ foot gauge railway (GVT 2’4.5”) connecting the two eponymous towns. The line was opened in 1898 (GVT 1888 to Chirk Station) and closed in 1935 (GVT 1936) The primary business of the L&B was passengers (GVT: Stone and slate) and was built using locally raised monies along with a single significant benefactor (sir Georges Newnes for the L&B and Sir Henry Dennis for the GVT) Both lines were abandoned though the L&B had passed into the ownership of the Southern railway while the GVT remained independent to the end. Both were created by Acts of Parliament which conferred a range of powers upon the original Companies that are now delivered through Transport & Works Orders Both railways have retained a fascination and interest both within the local and railway enthusiast communities The L&B has been revived on a 1 mile long section of Track since 2005 and now carries in excess of 35,000 passengers per year. Some statistics for the L&B are worth noting: • Membership of the Trust is now over 2,000 • Approximately 5% of the membership can be considered ‘active’ (i.e they undertake specific tasks for the Trust apart from simply paying a subscription) • The L&B turns over approximately £300,000 pa • Last financial year it had an operating surplus of £50,000 was which was wholly re -invested into Capital projects such as the restoration of two of the original carriages •
It is our opinion that the GVT could easily match this kind of performance with 5 years of opening
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Local regeneration through recreation of The Glyn Valley Tramway ........tender Brief continued NOTE: Order of items has been changed to improve clarity
(iv) Assessment of Transport impacts including use of DfT Transport Analysis Guidance (TAG) if appropriate. (v) Assessment of market penetration against local and comparable trend and specific data.
Transport Impacts Following discussions with both local interest groups and the local Highways Authority, it is clear that complete re-instatement is neither viable nor wanted and therefore the project has no Public Transport Function in the foreseeable future, this addressed in more detail on Page 17 However due to the unclear future pattern of transport in the UK over the next 50 years it would be prudent to consider safeguarding the route from further encroachment. The Trust is recommended to make a submission to Wrexham CBC for the formation to be protected within the next Local Development Plan Market Penetration At this stage it is only possible to determine the likely penetration with a significant degree of estimating. It is proposed that before the final report is submitted another Public consultation will take place, including questionnaires and canvassing of visitors over a typical holiday weekend. Taking past experience of other similar attractions a relatively low starting level is predicated. Once operations have started a relatively high endogenous growth rate of 25% can be expected, while the abstraction rate grows from an initial 5% to 15% by year 5 as awareness of the attraction increases.
Phase 1a only: Limited Operation between Hand Lane and Matchbox Bridge, not requiring TWO
Table 4 abstraction rate
year 1 5%
year 2 8%
year 3 10%
year 4 13%
year 5 15%
Existing local visitors
190,000
193,800
197,676
201,630
205,662
abstraction new visitors
9,500 10,000
14,535 11,500
19,768 13,225
22,179 15,209
24,679 17,490
Total GVT visitors
19,500
26,035
32,993
37,388
42,170
Local tourism generally is predicted to rise by 2% per annum which is more conservative than the 5% rise recorded in the N Wales area between 2006-7 (last available data, see Page 8)
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Local regeneration through recreation of The Glyn Valley Tramway ........tender Brief continued (iii) Assessment of impact on local economy
Table 5
Local impact The social and financial impact of a \section of re-instated Tramway at Chirk could be considerable. As mentioned the Tramway would contribute to a ‘Cluster Effect’ along with the Castle and Canal, encouraging visitors to stay longer in the area and make a bigger local spending contribution. Taking the Raw data from Table 4 (overleaf) and using the accepted Keynesian Economic Multiplier, Table 6 (below) shows the projected net benefit to the local economy In addition to the multiplier effect the Cambridge Local Area Tourism Model uses the
year 1 19,500
Total GVT visitors price uplift average ticket pp ticket revenue additional revenue TOTAL turnover
Contribution to Economy Keynesian Multiplier Total contribution
£3.45 £67,363.64 £58,500.00 £125,863.6 4 £110,760.0 0 88% £166,140.0 0 150% £276,900.0 0
Cumulative contribution
year 2
year 3
year 4
year 5
26,035 3% £3.56 £92,637.26 £80,448.15
32,993 3% £3.66 £120,915.48 £98,977.80
37,388 3% £3.77 £141,135.02 £112,163.99
42,170 3% £3.89 £163,960.19 £126,508.55
£173,085.41
£219,893.28
£253,299.01
£290,468.74
£152,315.16
£193,506.09
£222,903.13
£255,612.49
£228,472.75
£290,259.13
£334,354.69
£383,418.74
£380,787.91
£483,765.21
£557,257.82
£639,031.23
£657,687.91 £1,141,453.12 £1,698,710.95
£2,337,742.18
turnover from the project to calculate both Indirect Full Time equivalent employment in the local economy and secondary spend, shown in Table 6 (below). NOTE : recommended value for secondary spend is 1:1.05 in rural areas and 1:1.15 in urban areas Both these methods show that a revived GVT would make a substantial contribution into the local economy.
Table 6 year 1 Indirect equiv. FT jobs Secondary spend
£50,000.00
year 2 2
year 3 3
year 4 4
year 5 5
5
1 £125,863.64 £173,085.41 £219,893.28 £253,299.01 £290,468.74 In addition to this contribution, it is undoubtedly the case that the cluster effect of a GVT / Canal / Castle package in Chirk would result in significant changes in stay behaviour by visitors. Completion of Phase 1 with the extension to Pontfaen has a considerable additional benefit as in an inherently stronger business model due to the limited scope for revenue presented by Phase 1a
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Local regeneration through recreation of The Glyn Valley Tramway Phase 1b from Yr4: Full Operation of One Mile Tramway to Pontfaen, requiring TWO
Table 8
Table 7 abstraction rate
year 4 5%
year 5 8%
year 6 10%
year 7 13%
year 8 15%
Existing local visitors
201,630
205,662
209,775
213,971
218,250
abstraction new visitors
28,228 15,209
30,849 17,490
31,466 20,114
32,096 23,131
32,738 26,600
Total GVT visitors
43,437
48,339
51,580
55,226
59,338
year 1
year 2
43,437
year 3
year 4
year 5
£4.91
48,339 3% £5.06
51,580 3% £5.21
55,226 3% £5.36
59,338 3% £5.53
ticket revenue
£213,235.6
£244,421.48
£268,630.80
£296,249.89
£327,854.37
additional revenue
£152,029.0 £365,264.7 0
£174,263.46
£180,529.56
£193,291.83
£207,682.09
£418,684.94
£449,160.36
£489,541.72
£535,536.46
£368,442.75
£395,261.12
£430,796.71
£471,272.09
£552,664.12
£592,891.68
£646,195.07
£706,908.13
£921,106.87
£988,152.80 £1,076,991.78
£1,178,180.22
£1,724,689.20 £2,712,842.00 £3,789,833.78
£4,968,013.99
Total GVT visitors price uplift average ticket pp
TOTAL turnover
Contribution to Economy Keynesian Multiplier Total contribution
£321,432.9 3 88% £482,149.4 0 150% £803,582.3 3
Cumulative contribution
Table 9 Indirect equiv. FT jobs Secondary spend
year 1 £50,000.00
year 2 7
year 3 8
year 4 9
year 5 10
11
1.05 £383,527.93 £439,619.19 £471,618.38 £514,018.80 £562,313.28
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Local regeneration through recreation of The Glyn Valley Tramway
........tender Brief continued V) Assessment of Options for re-instatement to include: 1) Land ownership including consultation with landowners 2) Technical and design issues. 3) Legal and Regulatory Issues including Consultation with all relevant Statutory bodies such as ORR, DfT, Highways Agency, Highways Authority, Local and Regional and (where appropriate) National Elected bodies.
Recommendations for Legal and Financial Structure and ownership including participation of elected bodies.
Options Recommendations 1. The whole route Option The outcomes of the Public consultations have shown that there is little or no appetite for complete re-instatement of the whole route from Chirk to Glyn Ceiriog as Heritage or Public Transport Operation. Discussions with Local Transport Planners has also shown that currently there is low demand for Public Transport Services along the valley and in any case as the Tramway could only serve Glyn Ceiriog and not communities further along the valley, it would not in its original form an effective Public Transport Function Consultation with ORR has shown that were such a complete re-instatement to be contemplated, then there would be no objection in principle to the concept of a roadside tramway, however a number of technical constraints exist on the roadside section (Pontfaen to Glyn Ceiriog) to include Highway widened onto formation along most of the length Buried services placed in the verge (water main) Road junctions and other changes at the following locations: Castle Mill junction Pontfadog Dolywern Loop Bridge at eastern end of Glyn Ceiriog Traffic and railway safety issues. Chirk to Castle Mill 2. In the foreseeable future this is the likely extent of any reconstruction for tourism purposes, for the following reasons: • The location is the presumed site of the Crogan Battle, which it is expected will be explored and interpreted archaeologically and the Tramway would form an excellent Park and Ride function • A route (not on the original formation) is possible to engineer but would require additional landowner consent and considerable cost especially in the viscinity of Chirk Trout Farm Such a route option is only feasible in connection with the aforementioned battlefield developments. 3. Chirk to Pontfaen This section is technically and economically the most practical to deliver: • The route is self contained and requires no major civil engineering apart from rectification works • The destination at Pontfaen is an ideal site and the operator of the Fisheries site would be amenable to working with the Trust to develop facilities • The journey would be of an ideal length, suitable for young families • Add-on activities such as walks etc should be incorporated in the package.
RECOMENDATION:
Option 3 is pursued as the initial project (Phase 1)
RECOMENDATION: Option 2 is further developed in advance of a possible Battlefield development (Phase 2)
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RECOMENDATION:
Protection from further encroachment / degradation
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Local regeneration through recreation of The Glyn Valley Tramway
Having undertaken the Option selection exercise on Page 17, all further work refers to Option 3 only (Phase 1) unless specified Land Ownership Examination of public and private records have shown that all bar one small parcel of Land is registered and is divided into the following parcels: Chirk Station site Formation from Station Road to boundary with Ty-Ririd (approx 400m) Cutting through grounds of Ty Ririd Remaining formation from Matchbox Bridge to Pontfaen It has been possible to agree acceptable terms with all Landowners and at this time heads of agreement documents are being prepared Details of the draft agreements with the Landowners concerned will form part of a Confidential Appendix A Technical & design Issues These matters will be covered in Part Two Legal and regulatory Issues These matters will be covered in Part Two Legal & financial structure These matters will be covered in Part Two
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Local regeneration through recreation of The Glyn Valley Tramway
........tender Brief continued
Scope of overall Project
Recommendations for scope of overall Project drawing together all the issues examined in the sections above. Special consideration should be given as to how the project may be delivered in terms of Phased development.
GVT Phase 2: Pontfaen to Castle Mill (Crogan)
2010 to 2019: • Construct and operate 1 mile long section of railway along course of original GVT. • Develop Museum and Interpretive facilities in former Estates Office (in partnership with SPV) • Construct replica of original tram style locomotive
See Map No 1 attached 2020 to 2039: • Construct and operate 1.5 mile long extension to Castle Mill (probably on new formation on North side of road) in conjunction with Visitor experience centred around the site of the Crogan Battle and Bron-y-garth Lyme Kilns • Construct additional replicas of original tram style Locomotives and rolling stock
See Map No 2 attached 2040 onwards: • Depending on prevailing Public Transport Policy, consideration can be given to re-opening the entire route as an Ultralight rail project using zero carbon tram type Vehicles
Phasing
Pre-
Table 4
GVT Phase 1: Chirk to Pontfaen
GVT Phase 3: full re-instatement
Timeline to 2050 (left)
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Local regeneration through recreation of The Glyn Valley Tramway
Phase 1 to 2018 (left)
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Table 5
2009 : Preliminary Phase 2010 : Planning Application & Consent 2011 : Funding for Phase 1a
Phase 1b: Operation
2012 onwards : Construction Phase 1a
2013 : Operation Phase 1a Transport & Works Order Chirk to Pontfaen Funding for Phase 1b 2014 onwards: Construction Phase 1b
Phase 1b: TWO
2017 to 2019: Preliminary design for Phase 2 TWO for Phase 2 Funding for Phase 2
Phase 1a: Construct
Phase 1a: Operation
Phase 1b: Const’ion
2015 onwards: Operation Phase 1b
Phase 1a: Preliminaries
Recommendations for scope of Phase 1 (if appropriate) and options for delivery of future expansion phases (if appropriate) and likely viability of overall project.
2009 2010 2011 2012 2013 2014 2015 2016 2017 2018
........tender Brief continued
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Local regeneration through recreation of The Glyn Valley Tramway
Schedule of Drawings & Plans Doc no.
Description
Scale
MAP 1 MAP 2 MAP 3
Overlaid Google Earth image of GVT Phase1 & 2 Overlaid Google Earth image of GVT Phase 1 Overlaid OS Sitemap showing detail of Phase 1
1:1000
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Drwg no.
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Local regeneration through recreation of The Glyn Valley Tramway
Appendices Regulatory Issues See Part Two
Legal & Financial Structure The Trust is currently constituted as a Limited by Guarantee Company and is a Registered Charity. A separate Community interest Company (CIC) is being created as the trading arm of the Trust and will be a wholly owned subsidiary without assets. The Trust has a properly Constituted Board of Management which meets monthly. A variety of sub committees operate dealing with discrete areas of activity. There is a Project committee which meets regularly and reports through the Project manager (who is also a Trustee) to the main Board.
Background Data See attached Documents
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Local regeneration through recreation of The Glyn Valley Tramway
Glossary of terms Cambridge Local Area Tourism Model
An accepted method of calculating local secondary impacts of tourism spend beyond direct expenditure through the activity studied
Cluster effect
An identifiable effect where when there are a group of attractions in a restricted geo graphical area tourist habits are modified from ‘day trip’ to ‘stay trips’ thereby making a greater contribution to the local economy
Crogan Battlefield
A battle is known to have taken place between a retreating army of Edward I of England and the Welsh Princes at which the English were nearly defeated. One suggested site is at Castle Mill.
Formation
The earthworks thrown up to support a railway track, which are often left behind when a railway is abandoned
Gauge
Distance between the rails, in the case of the GVT it was 2’4.25” when a horse worked line and later 2’4.5” when operated by steam—there is no known reason for the change and a mis-measurement by the Contractor is a distinct possibility
Keynesian Multiplier
An accepted modelling tool that is used to calculate the secondary effect of an activity into the local economy. Uses the target activity as a supply-side driver
Narrow Gauge
Refers to the distance between the rails being less than standard gauge as used by Network Rail, Llangollen Railway etc
Tramway
A railway constructed without physical separation from other forms of traffic often in or immediately adjacent to a public highway. Also refers to earlier (pre 19th Century) basic railways constructed within mines or other workings
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Local regeneration through recreation of The Glyn Valley Tramway
Confidential Appendices Restricted Circulation Confidential Appendix A: Landowner Agreements Agreements with Landowners have been formulated in line with the following guidance: Date of issue: Revised:
26th April 2009 6th May 2009
Issued By:
Chris Phillimore
Circulation:
David Dilnot Keith Vingoe The Project as currently conceived will require significant public funds. In addition the Trust will be contributing considerable match funding in the form of labour and also it is envisaged that the Trust will also raise cash contributions from members and the wider community. For this to be possible security of tenure will be essential. The Trust will be required as part of funding applications to prepare a statement of ‘project risk (of failure)’. Any narrowly drafted clauses would constitute such a risk and would render the project undeliverable. For the railway to be given approval to operate, (either by ORR or by an ICP under the new ROGS regime) appropriate access and safety fencing will be required and t6he usual risk assessments made. The Trust should recognise (and this applies generally to the whole community) that the railway may cause disturbance and inconvenience to residents (particularly during the re-construction phase) That overall terms of any leases / licences should be broadly similar between the Trust and each individual Landowner. Using the above as a guideline, the following standard items should form the basis of the lease / licence: • • • • •
•
The minimum term that funders will accept would be 30 years and some (such as HLF) will require 30 years. There cannot be an arbitrary termination clause. A lease / licence could only be terminated due to specific contractual breaches. The Trust seeks a 5 year ‘grace period’ from the commencement of the lease to allow for funding and construction to be started. The gauge should be between 595mm and 762mm The Trust will require to take control of the entire ‘formation’ through the land to be leased. This will be from the top of the cutting slope on each side (or bottom of an embankment, whichever is appropriate). In some cases it may be appropriate for the safety boundary to be further away (especially where the formation is set on a shelf in a hillside) to ensure a safe railway. For purposes of information it is worth considering that current Railway Technical regulations require a minimum of 400mm clearance plus a safe walking route of minimum 900mm on one side. This would give a total width of a minimum of 3.9m (12’8”) (assuming stock of 2m width and a dynamic envelope of +200mm). The rent should be defined in the Agreement and should be based on current agricultural (low grade ‘sidling’ type land of poor value) (deferred for period, preferably)
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Local regeneration through recreation of The Glyn Valley Tramway •
•
The lease or licence will be in place before funding is granted. A draft, agreed but not enacted lease will be required to be submitted as part of the business plan which will be required to support the planning application. The Grantor should be given the right to be consulted about any structures or changes envisaged on the leased land in advance of any Planning Application. This may fall into two phases: Prior to granting the lease the Grantor may have the right to approve such structures etc. The Grantor may reserve the right to approve any structures to be constructed on certain areas during the life of the lease within certain areas Subsequent to the lease being Granted, the unrestricted areas may be developed by the Tenant but the grantor reserves the right to be consulted about any development.
•
Disturbance It will be recognised by both parties that the reconstructed Tramway will cause some disturbance in both noise and audible and visible impacts While The Trust accept some limitations such as to keep noise and emissions to a minimum the lease does not specify too narrowly any restrictions such as ‘no whis tling’ as this is not practicable and could lead to an inevitable breach of contract Trains passing will result in some vibration and any clauses should recognise this
•
Normal conditions referring to rights of support and no undermining of adjacent land and properties would be acceptable. Schedule 1 covers the maintenance of any boundaries such as fences, hedges etc. In the case of ‘green’ boundaries and in all cases: Any green boundaries should only be considered as visual features and will not be adequate as safety fences. Stock-proof fencing on railway side which consists of pig netting stapled to treated softwood stakes of minimum 100mm dia. of up to 1.2m high Gates will be provided at regular and specific locations to afford emergency pedes trian and (where practicable) vehicular access.
•
The Trust will need to agree in advance with the landowner what if any trees etc will require to be removed in advance of construction / operation. This work will form part of the Landscape Management Plan to be submitted with the Planning application.
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Local regeneration through recreation of The Glyn Valley Tramway
Update June 2010 Richard Burbage Ltd: Chirk Station Site Agreement In principle for a 30+30 year lease at Nominal annual rental. Legal agreement in process due end August 2010
Caravan Club: Land south of Hand Lane Bridge The Caravan Club have been very supportive of the Project and have offered the required land on favourable terms and a legal agreement is in the process of being completed The period of the Licence will be 30 years with a renewal clause See copies of letters enclosed
Ben Williams: Cutting to rear of Ty-Ririd Agreement has been reached with Mr Williams for the Trust to lease the Land required on agreeable terms in line with the Guidance shown above . A legal agreement will be completed shortly. The period of the Licence will be 30 years with a renewal clause See attached document
Myddelton Estates (Guy Myddelton): Land between Matchbox Bridge and Pontfaen Agreement in principal with Legal agreements in preparation.
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