Cardiff's Waste Recycling Slowed ...flatlined to feed the Incinerator

Cardiff's Waste Recycling to be slowed to feed the Incinerator

At the same time as Cardiff is claiming over-achievement in recycling – 53% this year and 58% expected next year, the Cabinet nodded through a report that said they would not reach 58% till 2015/16 and then reach only 66.6% in 2019/20 by including inerts and incinerator ash.

 Those figures are buried in Appendix 3 to Item 5 of the Executive on 16^th Feb.  They then project recycling rates to crawl up to 70% by 2024/25 even though other authorities are reaching this level or expecting to reach it before 2020.

Rodney Berman Lib Dem leader Cardiff council

The reason for the counter-factual figures of Appendix 3 is of course that Cardiff is straining to justify its incinerator project.  Only if they exaggerate projections of waste will they maximise Welsh Government grant, says the report.

What of the claim by Cardiff Council to “maximise recycling and composting”?  That’s ignored by the Executive and their Waste Officer, Tara King, ex-manager of the P Gwyrdd incinerator project. Now they have to find enough rubbish to feed the incinerator.

 Their second ruse is to dismiss the decline in waste per person, down by 20.6%  since 2003/04, more than the 7% increase in population. Tara King’s report says this will not continue, rather waste per person will stay constant henceforth (Appendix 1).

 This is quite critical for feeding the incinerator, for if the decline continued – even at the slower rate of 1.2% pa advised by the Welsh Government – the promised tonnages for the incinerator would be dwindling severely by 2025 to 2042. 

It’s not simply that Cardiff’s pro-incineration Executive falsifies projections, it’s the high financial commitment that they want to force on taxpayers for 25 years.  For them it’s far more important to deliver their incinerator, than to use cheaper, modern processes for reclaiming maximum value from household waste.  While boasting of high recycling to appear ‘green’, they in fact want to bind us into high waste-making and low recycling for 25 years.

goodbye Cardiff Bus Station come in Central Square Offices

Cardiff Bus Station and Central Square development

The draft Masterplan presented this week to DCfW (Design Commission for Wales) contains 5 options, all with much the same bus station plan. One is shown below.

None shows an adequate size bus station, or integration with the railway station, or fulfils the remit: “Public realm and road infrastructure improvements to create a new high quality environment in front of Cardiff Central train station”.

Key Public Transport Issues

Since buildings adjacent to the Central Square bus station are due for demolition/replacement, there is plenty of space and a unique opportunity for a top class integrated transport interchange with space for the Millenium Stadium event crowds using rail and bus. The plans, however, prioritise new offices/development sites and squeeze the bus station into inadequate space. Despite previous intentions, this Bus Station is not integrated with the Rail Station and could not operate on event days, when its access streets are closed.

Secondly, Cardiff's plan is to close the Bus Station prematurely, dispensing with a bus-station for 18 months by using stops around the bus box and temporary arrangements for National Express etc. coaches. They admit services would worsen with bus-on-bus congestion and interchanging (no mention of extra difficulties for elderly, disabled and luggage carriers), rather give priority to selling bus station land for private office development due to start building in October.

Public consultation has been inadequate. The Stakeholder meeting of 20 January was critical of early closure, and given only the earlier version with larger bus station and told it was to be integrated with rail. Public transport users said a year ago we wanted a new bus station, but have not been consulted on these badly inadequate proposals. The WG Transport Planning Unit says public consultation under WelTAG should be revisited over the changed proposal. But Cardiff is ignoring them.

There is no protection of future options for public transport in the capital. Cardiff has removed the protection for a rail/LRT link from Central station to Cardiff Bay. No consideration or space is given for enhancing the rail station for the Cardiff & Valleys Metro proposal.

Cardiff depends on funding approval from the Welsh Government (£17M from the obligation to widen the Herbert St bridge, plus 2 x £2M tranches of Sustainable Travel City funding), so they could readily block these inadequate plans as contrary to transport policy.

Details on the Masterplan – all five options show a similar Bus station

• The bus/coach station is shown squeezed on the east side with only 13/14 stands and would be blocked on event-days, as the previous plan to exit via the S-E corner has been ditched.
• Three of the options cite 'conflict between significant pedestrian movement across buses at the entrance to the bus station' and all have 'Ownership issues... as several development plots span different existing landlords'
• All 5 masterplans state 'clear link between bus and train facilities, with potential for covered connection between them ' - no “integrated transport interchange”, just sight-lines and potential for a canopy over the walkway.
• No regard is paid to facilities that could be shared between rail, coach and bus, particularly in the late evening and Sundays, specifically cafe, seating, toilets, TV/information display, security/supervision.
• The bus/coach station shown in all options has only 13/14 bays, hardly more than Bridgend’s 11 bays and without their layover places. The number is well below the 19 bays in an earlier draft Masterplan (accepted by Cardiff Exec) and far fewer than the 30 or more needed to accommodate coach services (unmentioned) and ‘sustainable travel’ expansion of bus services.
• Dropping the exit for buses via Saunders Rd (used instead for taxis and personal drop-off) means both increased conflict with pedestrians at the north (Wood St) access, and continuing to block use of the Bus station on Stadium Event days and Fri/Sat evenings.

The masterplan says nothing on a more civilised way to manage Event crowds , just a diagram of the cattle-pens used current-day for rail services and nothing about accessing buses. 

• No consideration of milling/meeting spaces with refreshment stalls - just of removable canopies to shelter the queues.
• No integration of the riverside environment with the Square giving quality space for tourists and Event visitors - the demise of the 'needle' on the Wood St corner (opposite Cinema) allows this, as the replacement hotel position is negotiable.
• There's no reference to most recent policy in Cardiff City Centre Public Realm Manual 2009 :

The Millennium Stadium forms a major visitor attraction… high levels of pedestrian footfall throughout the week and at weekends… public realm enhancements should seek to define the area as a major gateway to the city, create a memorable public space and consist of suitably high quality natural paving materials that enhance the setting of the Grade ll Listed Central Railway Station building and are suitable for associated levels of pedestrian movement.

All masterplan options show the west end of the current Bus Station site for offices for Legal&General and Hugh James. Legal&General’s plan is known to be a 10-12 storey office block, which will dominate the public space to its east, casting strong shadows and causing strong gusts/eddies during westerly winds.

The previous plan for Wood St to be pedestrianised has gone, to provide high car and service vehicle access to the planned offices etc. An expensive underground car park is to be accessed from Penarth Rd (behind the hotels).

Finally, contrary to adopted plans allocating areas to the south of the rail station (Callaghan Sq to Dumballs Rd) for financial service offices, the masterplan options show these and other office developments drive the Central Sq plan – as Stuart Cole wrote in the Western Mail, it’s development-led, not transport-led.
--------------------------------------- contact Bus-Users Annegre@aol.com for Central Square campaign group

Masterplan option-3 from http://cardiffgreengranny.blogspot.com, where further detail can be found.

The railway is at bottom, station central, planned bus station mid-picture on right, Stadium off at top left.

Leaked master plans for Cardiff Bus Station?

Cardiff Bus Station: the draft Masterplan presented this week to DCfW (Design Commission for Wales) contains 5 draft options. See pic of masterplan option 3 below.

None of the 5 masterplan options shows an adequate size bus station, nor integration with the railway station, nor fulfil the remit: “Public realm and road infrastructure improvements to create a new high quality environment in front of Cardiff Central train station”.

Key Public Transport Issues

Since buildings adjacent to the Central Square bus station are due for demolition/replacement, there is plenty of space and a unique opportunity for a top class integrated transport interchange with space for the Millenium Stadium event crowds using rail and bus. The plans, however, prioritise new offices/development sites and squeeze the bus station into inadequate space. Despite previous intentions, this Bus Station is not integrated with the Rail Station and could not operate on event days, when its access streets are closed.

Secondly, Cardiff's plan is to close the Bus Station prematurely, dispensing with a bus-station for 18 months by using stops around the bus box and temporary arrangements for National Express etc. coaches. They admit services would worsen with interchange difficulties and bus-on-bus congestion, but give priority to selling bus station land for private office development due to start building in October.

Public consultation has been inadequate. The Stakeholder meeting of 20 January was critical of early closure, and given only the earlier version with larger bus station and told it was to be integrated with rail. Public transport users said a year ago we wanted a new bus station, but have not been consulted on these badly inadequate proposals. The WG says public consultation under WelTAG should be reopened on the changed proposal. Can the PTUC stress this point.

There is no protection of future options for public transport in the capital. Cardiff has removed the protection for a rail/LRT link from Central station to Cardiff Bay. No consideration or space is given for enhancing the rail station for the Cardiff & Valleys Metro proposal.

As Cardiff depend on funding approval from the WG (£17M from the obligation to widen the Herbert St bridge, plus 2 x £2M tranches from Sustainable Travel City funding), can the PTUC make representations that approval be withheld on the basis of these inadequate plans?

Details on the Masterplan – draft option 3 is attached, but all five are similar

• The bus/coach station is shown squeezed on the east side with only 13/14 stands and blocked on event-days, as the previous plan to exit via the S-E corner has been ditched.
• Three of the options cite 'conflict between significant pedestrian movement across and buses at the entrance to the bus station' and all have 'Ownership issues arise in the masterplan implementation as several development plots span different existing landlords'
• All 5 masterplans state 'clear link between bus and train facilities, with potential for covered connection between them ' - they site this as an advantage where it is clearly a major flaw in the plan - a canopy or whatever is NOT an integrated transport Interchange.
• Policy and assurance of an “integrated transport interchange” are not delivered - just sight-lines and potential for covered facilities over a linking walkway.
• No regard is paid to facilities that could be shared between rail, coach and bus, particularly in the late evening and Sundays, specifically cafe, seating, toilets, TV/information display, security/supervision.
• The bus/coach station shown in all options has only13/14 bays, not the 19 in the Dec.2011 draft Masterplan (accepted by Cardiff Exec) and far fewer than the 30 or more needed to accommodate coach services (unmentioned) and ‘sustainable travel’ expansion of bus services.
• Dropping the exit for buses via Saunders Rd (instead used for taxis and personal drop-off) means both increased conflict with pedestrians at the north (Wood St) access, and continuing to block use of the Bus station on Stadium Event days and Fri/Sat evenings.

Nothing in the plans on a more civilised way to manage Event crowds, just a diagram of the cattle-pens used current-day for rail services and nothing about accessing buses.

• No consideration of milling/meeting spaces with refreshment stalls - just of removable canopies to shelter the queues.
• No integration of the riverside environment with the Square giving quality space for tourists and Event visitors - the demise of the 'needle' on the Wood St corner (opposite Cinema) allows this, as the replacement hotel site is negotiable.

There's no reference to most recent policy in Cardiff City Centre Public Realm Manual 2009 The Millennium Stadium forms a major visitor attraction… high levels of pedestrian footfall throughout the week and at weekends… public realm enhancements should seek to define the area as a major gateway to the city, create a memorable public space and consist of suitably high quality natural paving materials that enhance the setting of the Grade ll Listed Central Railway Station building and are suitable for associated levels of pedestrian movement.
All masterplan options show the west end of the current Bus Station site for offices for Legal&General and Hugh James. 
Legal&General’s plan is known to be a 10-12 storey office block, which will dominate the public space to its east, casting strong shadows and causing strong gusts/eddies during westerly winds.

The previous plan for Wood St to be pedestrianised has gone, to provide high car and service vehicle access to the planned offices etc. An expensive underground car park is to be accessed from Penarth Rd (behind the hotels).

Finally, contrary to adopted plans allocating areas to the south of the rail station (Callaghan Sq to Dumballs Rd) for financial service offices, the masterplan options show these and other office developments drive the Central Sq plan – as Stuart Cole wrote, it’s development-led, not transport-led.

goodbye bus station hello Legal & General & Hugh James office blocks

Central Sq Masterplan with five options

 None of the 5 masterplan options prioritises the bus station and integration with the railway station and none sticks to the remit:

“Public realm and road infrastructure improvements to create a new high quality environment in front of Cardiff Central train station”  

The bus/coach station is shown squeezed on the east side with only 13/14 stands and blocked on event-days, as the previous plan to exit via the S-E corner has been ditched. 

Three of the options site 

'conflict between significant pedestrian movement across and buses at the entrance to the bus station' and all have

'Ownership issues arise in the masterplan implementation as several development plots span different existing landlords'

All 5 masterplans state 

'clear link between bus and train facilities, with potential for covered facilities between them ' - they site this as an advantage where it is clearly a major flaw in the plan - a canopy or whatever is not good enough 

REMIT 

1. a new efficient station,
2. central square as a gateway to capital ,
3. if sufficient space give it over to commercial

Priority now given to building offices 

Kevin Doyle Cardiff council "time is an issue - delivery of office blocks by 2014!

There's no reference to Cardiff City Centre Public Realm Manual 2009 :

The Millennium Stadium forms a major visitor attraction… high levels of pedestrian footfall throughout the week and at weekends… public realm enhancements should seek to define the area as a major gateway to the city, create a memorable public space and consist of suitably high quality natural paving materials that enhance the setting of the Grade ll Listed Central Railway Station building and are suitable for associated levels of pedestrian movement.

Policy and assurance of an “integrated transport interchange” are not delivered - just sight-lines and  potential for covered facilities over a linking walkway. No regard is paid to facilities that could be shared between rail, coach and bus, particularly in the late evening and Sundays, specifically cafe, seating, toilets, TV/information display, security/supervision.

The bus/coach station shown in all options has only 13/14 bays, not the 19 in the Dec.2011 draft Masterplan (accepted by the Exec) and far fewer than the 30 or more needed to accommodate coach services (unmentioned) and ‘sustainable travel’ expansion of bus services.

Dropping  the exit for buses via Saunders Rd (instead use for taxis and drop-off) means both increased conflict with pedestrians at the north (Wood St) access, and continuing to block use of the Bus station on Stadium Event days and Fri/Sat evenings.

Nothing in the plans on a more civilised way to manage Event crowds, just a diagram of the cattle-pens used current-day for rail services and nothing about accessing buses.

•  No consideration of milling/meeting spaces with refreshment stalls - just of removable canopies to shelter the queues. 

 No integration of the riverside environment with the Square giving quality space for tourists and Event visitors - the demise of the 'needle' on the Wood St corner (opposite Cinema) allows this, as the replacement hotel site is negotiable. 

The previous plan for Wood St to be pedestrianised has gone, to provide high car and service vehicle access to the planned offices etc.  An expensive underground car park is to be accessed from Penarth Rd (behind the hotels).

   All options have the west end of the Bus Station for offices for Legal&General and Hugh James.  Legal&General’s plan is known to be a 10-12 storey office block, which will dominate the public space to its east, casting strong shadows and causing strong gusts/eddies during westerly winds.

  Contrary to adopted plans allocating areas to the south of the rail station (Callaghan Sq to Dumballs Rd) for financial service offices, the masterplan options show the driver is these and other office developments – as Stuart Cole wrote, it’s development-led, not transport-led.

CADW opposes signs in Bute Park

I thought you would be interested to know that CADW, unfortunately, has not been consulted re the proposed unnecessary signage for listed Bute Park.

Secondly I would draw your attention to the the huge extra subsidy needed for the commercialisation so called 'restoration'  of Bute Park in this time of austerity and cuts. 

Email from CADW . Dear .....

Thank you for your e-mail.  Cadw has not been consulted on possible proposals for signage within Bute Park and we will raise this with the Council, although I would imagine that it may be permitted development and not require formal planning permission.  I think we would accept that there is a need to ensure that the safety of all park users but would agree with you that this should be accomplished in a way that seeks to minimise any visual intrusion or clutter within the historic park.

Richard W Kevern 
Arweinydd Tîm Gwaith Achosion / Casework Team Leader
Diogelu a Pholisi / Protection and Policy 
Amgylchedd Hanesyddol / Historic Environment Cadw
Llywodraeth Cymru / Welsh Government


This is the proposal to erect signs in Bute Park as 'trialled' in Hailey park. Are you are aware that the  manual for streets and even the 2007 version presumes against signs and clutter as Signs in themselves present a hazard.

2. 23. Bute Park Restoration Provision to cover a shortfall in resources allowing completion of the restoration scheme £1,370,000 this year and next ..£135,000  From Draft Corporate Plan 2012-2015 and 2012-13 Draft Budget Proposals - report attached

Description: Environmental Scrutiny Committee Location: Committee Room 4 County Hall

Date: 10/02/2012 Start: 03:00 PM 

you might ask how much did the new 'friends of the commercialisation/restoration of Bute Park' logo cost?

NO Signs 

We would be opposed to any erection of signs in listed Bute Park.

•  no signs on poles elsewhere within the Park (consistent with general policy on street clutter with signs and poles)
•  no signs within the park to be painted on the path
•  minimal use of cyclists bells (and non-agressive)
•  dogs that approach unknown walkers and cyclists (whether playfully or aggressively) to be kept on the lead.

Re examine the decision to sell of Cardiff bus station land

I have written to the environmental scrutiny committee saying ...

Please will you demand that the sale of council owned land in Central square as in the Executive Business report of 30th January be called in for scrutiny at relevant committees for the following reasons

• Question why the 30th January Executive report considered dispensing with a bus station for 18 months or more is adequately justified to meet the purchasers' lease dates and their desire to start on building their new office block in October.
• As it's feasible to build the new bus station while keeping the current one operating (unlike Swansea's rebuilt on the same site), question whether the Executive has fulfilled the Constitutional requirement (4.73) on disposal of assets..
• Question why the Executive gives priority to an office building of doubtful acceptability in urban planning and design terms, lacking planning consent and not obviously consistent with the declared purpose for Central Square: “Public realm and road infrastructure improvements to create a new high quality environment in front of Cardiff Central train station” (City Centre Strategy and Executive Business Meeting: 30 March 2011)
• Question the lack of transparency of changes in plans since March 30^th 2011, with the officers briefing the Western Mail of an intention to attract a 'blue chip' company from outside (without success) and now allocating the 'prestigious' site to firms moving from other offices in Cardiff (Legal & General and partner).
• Question briefing the press that proceeds of the sale are needed 'to help', while stating to the Env Scrutiny Committee there are sufficient funds to proceed (£21 million of which £10m for the new bus station).

• Question the lack of transparency and lack of written reports from Stakeholders (including rail station), in particular no report of the criticisms of the 20^th January stakeholders meeting re. early closure of the bus station and detrimental interim arrangements
• Question the lack of consultation with ward councillors and with councillors and residents generally, as disrespectful as well as contrary to the Constitution.
• Question the lack of regard to the requirement under WelTAG to assess and consult on the impact on bus passengers and operators, and the particular view of the WG's Transport Planning unit: “Council's proposals have now changed. As such, we are continuing to press the Council on the need to revisit the WelTAG work, including appropriate engagement with the public and other key stakeholders“ (Corinna James to A Greagsby 27 Jan).
• Consider if the decision being outside the council's policy framework needs to be referred for decision to the Council as a whole.

Block Enterprise Zone hopping in Cardiff

Block Enterprise Zone hopping in Cardiff 

Questioned on local relocations into the new Enterprise Zones, the Minister replied they don't want “enterprises hopping” to gain zone kick-backs (Assembly Plenary session, Tuesday 31 Jan). So will she block any Enterprise Zone benefits for Cardiff's finance companies that the Council wants to hop into Central Square straight in front of the listed rail station?

The Council doesn't want to reveal that it's Legal & General insurance, who might otherwise expand in Newport or Swansea. No difference for the Welsh economy, but why give benefits in Cardiff with its increasing areas of vacant offices?

This Central Square is a key city site for transport interchange and operation of the Millenium stadium. There are no sensible criteria for it being within the Financial sector Enterprise Zone, which covers Callaghan Square and a huge area of derelict sites to the south.  Indeed, the Council is planning a samller cramped new bus station to give space to the Legal & General office block, without regard to how this will dominate the view of this key civic space.

As the Cardiff zone boundaries are provisional only, let Edwina Hart exclude the Rail station, Millenium Stadium and Central Square and put a stop to sweetheart deals with local companies hopping into the zone to get relief from rates and planning obligations.

See map here which includes Millineum stadium 

Enterprise zones = device to allow companies to excape normal planning laws

Libdem Eluned Parrott AM has called on the Business Minister to use her statement later today to end uncertainty over Enterprise Zones. I can tell her what enterprise zone means 

Enterprise zones = device to allow companies to excape normal planning laws with contributions to public realm infrastructure including cycleways, bus facillities and public open space.

As shown by Legal & General's attempt to get new offices in Cardiff' Central Square, it's already led to planning for an over-cramped bus station in order to give the company prime position at minimal cost thanks to Cardiff lib dems Rodney Berman and Plaid Neil McEvoy So a subsidy for the financial services sector and cuts for the public sector?
Oh and an enterprise zone for Anglesey = subsidy for nuclear industry