Tuesday, 28 July 2015

Councillor Derbyshire twists the rules to close recycling centres at Waungron Rd & Wedal Rd

The "Supersite" concept is completely wrong. 
"Maximum catchment radii of three miles in urban areas and seven miles in rural areas covering the great majority of residents. „ Maximum driving times to a site for the great majority of residents of 20 minutes in urban areas, and 30 minutes in rural areas; though preferably less than this by the order of 10 minutes in each case."  

In todays Capital Times Councillor Derbyshire says "In response to the Welsh Government’s collection and infrastructure blueprints which require HWRCs to run at 80 per cent capacity, it was decided in the 2014/15 Budget Report that the number of sites in Cardiff should be reduced from four to two by Spring 2016 to focus resources on two sites for high recycling." 

Councillor Derbyshire gets it wrong, misrepresenting the 80% figure which is a guideline figure NOT a REQUIREMENT  "Achieve a level of at least 80% recycling at all civic amenity / household waste recycling centres
From Collections Blueprint For affordable and sustainable local authority collection services for recyclable, compostable and residual waste"  

Recycling Waste Management Strategy 2015The City of Cardiff Council
5.4. Phase 2: HWRCs, new markets and reuse options, 2015/16, to deliver an additional 5000 tonnes of recyclate.  
Household Waste Recycling Centres (HWRC) 5.4.1.1. The Welsh Government’s “collections blueprint” suggests that HWRC must achieve an 80% recycling rate if we are to achieve the statutory recycling targets of 64% by 2020. The HWRCs achieved 65% recycling in 13/14 and above 70% in 14/15, so there is potentially a large proportion of material (up to 5000 tonnes, with a further 1000 tonnes from new markets) that could be captured. Recycling over 80% is achievable and some high performing sites achieve over 85% recycling.

Recycling centres must be accessible to those without cars - by walk,, bike and bus. It's a misunderstanding that Recycling sites are for bulk rubbish only. Small electricals (EEE waste), fluorescent bulbs, paint and pesticide residues can all be taken there by 'active travel' modes; even heavier items via cycle trailer. It contradicts policy to ignore these modes. It also contradicts policy to force vehicles to make unnecessarily long trips, burning fuel and creating pollution. This means Cardiff needs 5 or more recycling depots to cover all areas. The "Supersite" concept is completely wrong.

Saturday, 25 July 2015

Green recycling sacks dumped in Cardiff landfill

In the wake of Cardiff Labour group's  bingate debacle, let's look at Cardiff's Lamby Way landfill.  Viridor has been sending their incinerator's toxic ash to Lamby Way. Now someone is dumping green recycling sacks there too.  
When the Viridor incinerator was down in early July and again in the week beginning 20th July, domestic waste was diverted to Lamby Way tip.
Below is a picture of a large tipper truck, dumping a load containing what looks like green and black bags, The second picture shows a huge crowd of gulls circling for pickings from the mixed black and green bags being dumped.
We hope its not Cardiff's waste, for they strip off the green bags brought in by the Council's compacter-lorries just 200 metres away at the base of the mound.
Green Recycling bags dumped on Lamby Way landfill 

Only Cardiff uses green sacks. Newport, Vale, Monmouthshire, RCT & Caerphilly don't.     use green sacks. Caerphilly Council uses private refuse companies, currently has no facilities of their own for sorting their co-mingled recycling collection, or for bulking or processing waste.  Caerphilly could not find any recycling company willing to accept its contaminated co-mingled recycling stream, so recently arranged a short term contract with Cardiff Council.  Their black bag residuals are going to the Viridor incinerator, except when it breaks down.

Lamby Way landfill - gulls indict the presence of food waste

Wednesday, 8 July 2015

Call-in Bus Station proposals for scrutiny

We ask the group to now call-in the proposals for scrutiny

As the Cardiff Bus-Users group we welcome the use of the Saunders Road entrance to a new Bus Station.  This eases the main pedestrian route between St Marys Street and Central Square across the buses. This change in plans also importantly allows the Bus Station to operate through street closures on Match Days and  weekend evenings.  
But there are further issues on which answers or changes are required: 

1. Could it cope with present bus services and expansion
No, not on the evidence attached to the report, which concern Dynamic Stand Allocation to make use of stands (bus bays) more efficient, and which is not applied to Cardiff’s buses.

No, not on the evidence in the Council’s Nov. 2014 study Transforming the Bus Network**.  
This identified 11 'Core' services which have headroom time of 10 minutes or less, and need dedicated stands.  It proposed to exclude these and use on-street stops.  But the Council denied this when the Echo publicised it in March: The spokesman said: “Those wishing to travel by bus from the city centre will be able to get a bus from the central bus interchange stationThe state-of-the-art facility will be a passenger station for Cardiff services”.  http://www.walesonline.co.uk/news/wales-news/councillor-steps-cardiff-bus-row-8937896

The proposed 13-14 stands in the new Bus Station would be taken up by the present Core services alone, when 2 or 3 are allocated to Coach services.  No space for the promised new Rapid Transit services or city-bus expansion to meet the LDP plans.

Cardiff’s remaining 25 services of 15-30min headroom and the dozen less-frequent services could share stands. "Dynamic Stand Allocation" could improve the efficiency, though this technique is “in its infancy” and it’s uncertain so carries risks. The non-core services alone might be squeezed into about 10 stands (like Christchurch NZ, the only operating example), but over 11 more stands are needed, allowing for future expansion.    

2. Andrew Gregory claimed it could deliver 140 services per hour.
The evidence is not in the 2nd July appendices (excuse is they date from 2012) but on officers’ work using the information.  That work is not presented – so does it exist in professional form and has it been validated?

3. Where’s the funding
Nothing is proposed from the developer (no S.108) and nothing in return for the Council’s asset in the NCP carpark (£9 purchase in 2014). The report talks of rental income; nothing about payment up-front for a long term lease on the land for office, hotel and carpark developments; nothing from developments on the existing Bus Station land.  Why not set up a commercial deal that gives capital towards building a new Bus Station?

4. How would the street-running metro fit in the interchange?
It won’t.  The plans were required not to pre-empt metro options -  a street-running Metro-tram from the Bay  via the Central Square Interchange and then out west was the main option discussed at the Cardiff LDP Inquiry. There’s one route for this into the Interchange – the route via Saunders Road - yet the plans make no mention of any route.  They give this route instead for buses and for cars to an underground carpark (which gives operational difficulties without an additional metro line). 
Will Andrew Gregory include space for a Metro-tram running through Central Sq and Wood Street in the plans?

In conclusion, we would ask you to call in the Cabinet report to scrutinise these and other points;  the role of the document Transforming the Bus Network is surely relevant. Do ask me if you require further information. 

 07714 163254 Cardiff Bus-Users group 


** This  document was kept secret until obtained by the LDP Inquiry.   https://www.cardiff.gov.uk/ENG/resident/Planning/Local-Development-Plan/Examination/Examination-Documents/Documents/ED026%20Cardiff%20Bus%20Network%20StudyFinal%20RV_19%2011%2014.pdf
 Cardiff Council denies it's agreed by them.  There has been no consultation or scrutiny on it.   It appears the officers are expecting to implement Transforming the Bus Network without consultation and without showing it’s practicable, while still pretending the Core services will be able to use the tiny bus Station.

Transforming the Bus Network was publicised by the Echo  26th March
Plans reveal Cardiff's long-awaited bus station will not serve passengers wanting to travel within the city
Immediately denied by Ramesh Patel
http://www.walesonline.co.uk/news/wales-news/councillor-steps-cardiff-bus-row-8937896
 A council spokesman told us that the Ove Arup report’s proposal of a bus station where vehicles simply turned, without allowing passengers to board or get off, had not been approved by the council or by Cardiff Bus. He said decisions about the exact nature of the new bus station were expected be taken “in June or July”.
The spokesman said: “Those wishing to travel by bus from the city centre will be able to get a bus from the central bus interchange station.
“The state-of-the-art facility will be a passenger station for Cardiff services.

Friday, 3 July 2015

CARDIFF LABOUR PLANS TO STOP MOST BUSES GOING TO THE BUS STATION

Coun Patel, the Cabinet
member for transport,
planning and sustainability, 
"Now, however, Coun Patel, the Cabinet member for transport, planning and sustainability, has intervened to pledge that contrary to what is said in the report, passengers WILL be able to board and get off buses in the bus station. He said: “I can assure Cardiff residents, visitors and commuters that the new development will significantly improve public transport services in and around Cardiff. Currently the majority of buses interchange in the city centre and this will continue but additional facilities will be available to travel across the city to ensure better connections."  BUT what he means is that fewer buses will go into the city centre and the bus station!! This is why Ramesh Patel USES THE WORD INTERCHANGE INSTEAD OF bus station.

What Councillor Patel isn't telling you, that he alludes to in his comment from the Echo article 2nd July above is that the majority of buses go to the city centre NOW but that will change - is all in this document kept secret until obtained by the LDP inquiry after our persistent inquiries after mentions of Area BUS HUB/INTERCHANGES.
Cardiff Council denies its agreed by them.  There has been no consultation or scrutiny on it.  Yet the Council is justifying an over-small bus station on its basis – which is not to provide for ‘core’ bus services and to set up cross-city routes serving several interchanges (like at Waungron Rd). 
140 per hour is less than present daytime (~160).  This is not  such a strong point as the number of dedicated stands needed for the ‘Core’ services.  The officers are clearly expecting to implement the Transforming the Bus Network without consultation and without showing it’s practicable, while pretending the Core services will be able to use the tiny bus Station.

Cardiff Council in conjunction with Cardiff Bus, Transforming the Bus Netardiwork, Cff Bus Network Study Issue 3 | 6 November 2014  
The secret report states "For a bus strategy based on core services operating cross-city, it is proposed that the bus station’s future role would be modified as follows:
 Main use would be as a terminating point for regional (‘out of town’) services operated at relatively low frequencies. 
 The bus station would provide space for operational layover for both regional bus services and local city services 
 The bus station would provide a location for city bus services to turn around (but not to pick-up/drop-off) In respect of city bus services, these would stop (with short dwell times) at onstreet bus stops in the vicinity of the bus station."
The data in the report shows the city has 11 “Core Bus Routes” with under 12 minutes headway.  Such routes need a dedicated stand.  There are 25 routes with 15-30 minutes headway, plus a dozen less frequent services.  Some services are omitted (eg. the 30 minute X2 service to Bridgend) while the T4/X4 to Merthyr now operate a 15 minute service. Thus the present services to the city centre need 11 dedicated stands dedicated to each service, others require at least 10.  The Ove Arup study proposed excluding these 11 dedicated ones and operating the Bus Station only for the less frequent  services, with stands allocated flexibly.   It would be problematic to fit just those in the planned 13/14 stand bus station, with 3-4  stands for  express coaches, as promised (one for T9 Cardiff Airport, one for X4/T4 Merthyr/Newtown).
Transforming the Bus Network was publicised by the Echo Plans reveal Cardiff's long-awaited bus station will not serve passengers wanting to travel within the city

Immediately denied by Ramesh Patel 

A council spokesman told us that the Ove Arup report’s proposal of a bus station where vehicles simply turned, without allowing passengers to board or get off, had not been approved by the council or by Cardiff Bus. He said decisions about the exact nature of the new bus station were expected be taken “in June or July”.

NOTES From
 Cardiff Council in conjunction with Cardiff Bus, Transforming the Bus Netardiwork, Cff Bus Network Study Issue 3 | 6 November 2014  7.4 Improved Orbital Services 
Improvements to orbital services, linking key interchange hubs to allow transfer across the city without the need to transfer in the city centre. These services would also increase the connectivity from the major development sites in the north west and north east of Cardiff. These orbital services would be best operated as a series of shorter ‘diagonal’ services, rather than full 360o orbital services (to avoid scheduling problems caused by long and unreliable journey times). Interchange hub locations would be located where frequent cross-city radial services can connect with orbital services as follows: It is relevant that Cardiff County Council is considering closing the Waungron Road recycling depot (directly adjacent to Waungron Park rail station, and some 300m from Ely Bridge). The depot land could provide an opportunity to create an interchange hub, serving three ‘core’ public transport corridors:  North West Cardiff – City Centre – East Cardiff  City Line Rail Services from Radyr to Central Station (at 4 trains / hr in future), and  West Cardiff – City Centre – East Cardiff Conversion of the core bus services to cross-city operation would result in a highly accessible interchange facility, reachable by public transport from all parts of the city (and beyond, due to the rail connection). An interchange hub at Waungron Park would also be ideal as a stopping point (or terminus) for ‘orbital’ services along Western Avenue, as well as for an interchange hub for other infrequent services from / to West Cardiff. Establishing an interchange facility would be likely to require infrastructure in the form of bus priority measures, bus turning lanes, pedestrian access routes, as well as provision of an attractive waiting area (with high quality shelters, real time information, within a safe environment). ..............

For a bus strategy based on core services operating cross-city, it is proposed that the bus station’s future role would be modified as follows:
 Main use would be as a terminating point for regional (‘out of town’) services operated at relatively low frequencies. 
 The bus station would provide space for operational layover for both regional bus services and local city services 
 The bus station would provide a location for city bus services to turn around (but not to pick-up/drop-off) In respect of city bus services, these would stop (with short dwell times) at onstreet bus stops in the vicinity of the bus station. 

Thursday, 2 July 2015

New Bus Station Questions Cllrs should ask

Dear Cllrs, 

We suggest some questions to the Cardiff Council Cabinet meeting TODAY Thursday and would appreciate your feed-back.
Cardiff Bus-Users group – statement on the Bus station plans
PAPERS Cabinet Item No 10 and Cardiff's new bus station vision as 'uncosted aspiration' 
We welcome the use of the Saunders Road entrance to a new Bus Station.  This lessens the bus loading across the main pedestrian route between St Marys Street and Central Square. This change in plans also importantly allows the Bus Station to operate through street closures on Match Days and  weekend evenings. How could we claim a “liveable city” when bus services are frequently shut down?
But there is a conflict with the new underground car park entrance being from Saunders Road. No other modern city centre would introduce a new car park to a public transport hub. 
Questions to Cabinet
Buses to exit via Saunders Rd (S-E corner of Central Sq)
Very welcome change, allowing Bus Station operation on  Match days.
Introducing parking into public transport hub - lunacy
The difficult-to-read AECOM report shows road options (changing lower Westgate St to two-way buses, etc.)  which presume buses exit  the bus station onto Wood St.  Yet the chosen system appears to exit via Saunders Rd, which the bus operators sought (meeting in March). So is the AECOM work redundant and are AECOM considering the Saunders Rd option instead? 
AECOM said Match-day operation of the bus station had still to be considered (from a study in Dec.2014).  Has this been done?   
Fitting in a future metro-tram line and station
 “to not compromise the proposed metro system” is stated as objective.  Routing along Wood St and lower St Marys St will require some compromise with the new Bus Station entrance, the Wood St segregated cycleway and high pedestrian flows between St Marys St and the bus/rail stations.  Which side of Wood Street would a metro-tram run and where would its station-stop be sited on this option?
What about the alternative routing for a metro-tram via Saunders Rd to meet the Cabinet’s objective of July 2014: enable the delivery of an Integrated Transport Hub?  Where have the implications been considered?
Funding a new Bus Station
The report S.25 mentions the Council’s land assets, existing income streams (such as departure charges) and potential new income streams associated with the new bus interchange (such as rental income from retail units).  Surely inadequate!
Plan for new Cardiff bus station more fantasy than reality 
The Council purchased the NCP carpark for £9 million; what is to happen to that asset?
Is no funding sought from the development itself, as community benefit from the huge office and hotel developments, either directly in the developer providing the building or via S.106 payments?  Can the Council now seek such funding? If not, it appears that the public is getting a very raw deal.
What about the Railtrack-owned land
No mention that Railtrack own the key taxi-rank and surface carpark areas off Saunders Rd.  Will they sell the carpark area or will Compulsory Purchase be used?  Will Rightacres as developer meet the costs?
Is the 300-space underground carpark acceptable?
If Saunders Road is to be used for bus station exit (and bus entry on match-days), cars would impede efficient bus operation; also queuing for the car park might block Bus access.  Can and will buses be given absolute priority?  Why cars at all - what about reserving Saunders Road for buses and for limited taxi pick-up (for disabled access to the transport interchange)?
Squeezing an already cramped bus station
Because of an underground water main on Saunders Road, it appears that the bus station site will be squeezed to give space for a ramp down to the underground car-park.  Why not compel the carpark providers to pay to re-site the water main?
 Risk of  Dynamic Stand Allocation (DSA)
The April 2012  AECOM report shows DSA is not used (effectively) in the UK except for Heathrow and Victoria Bus Station.  It says “DSA is in its infancy”, “effectiveness is highly variable”, mentions costs and inherent risks and recommends work “to enable a better informed decision.. .  merit of proceeding further..”   Much of the Appendix is about DSA, but no updated work: has it not been done?
Is it prudent for the Council to rely on implementing DSA, when it might have little effectiveness?  The new Bus station could be designed to use DSA, to cater for future unpredicted expansion, as recommended for Taunton Bus Station, but why not first plan for current services and moderate expansion to go into the planned Station without DSA? 
If one goes for DSA, separate drop-off and pick-up points are recommended (as Victoria Coach Stn) to separate streams of people, or a bus waiting area to enable buses to keep to timetable with quick in-and-out (4-6 minutes dwell time, says AECOM).  Are these being  considered, as it’s surely incorrect to disregard as ‘layover’ time the minutes needed to allow for congestion delays and to meet timetable departures.
Security (the Police report on the BBC/Central Sq was not considered at Planning Committee)
DSA depends on electronic systems that can break down; will non-electronic  back-up be required?
An enclosed bus station needs speedy evacuation in the case of a bomb threat;  will the concourse have several wide exits to the streets?
Public Consultation
Will these wider issues be up for the planned consultation over a new Bus Station ?

The Bus Station shouldn't have been left to the developers to decide but plans for a new bus station along with a design should have come first by workrking with the people of Cardiff and Bus Users.

-----------------------------------------------------------
Objectives (AECOM March ’15:
“to not compromise the proposed metro system”
to facilitate clockwise operation of buses (up Westgate St to the Castle) has been dropped.
Admits cycle-route on Wood St is affected, say manage by full segregation (!) Admits “threaten the delivery of the metro”   “it is possible that traffic will re-route”.  Admits nothing for pedestrians crossing Wood St and WestgateSt, just that combined access and egress for buses is better than separate.
AECOM Technical Note  Dec. 2014, approved Mar 2015; ignoring Steer Davies-Gleave of Mar 2015
No use of Saunders Rd.  Both in and out from Wood St is rejected by bus operators, though AECOM proposes operating Westgate St two-way for buses.
AECOM model Bus dwell time between 4 and 6 minutes.  But still 35% of buses cannot use ‘correct’ stand.  If 8-10 minutes dwell time as at present, no stands left after 20 Mins.  No mention that 4-6 min dwell time does not allow for running to timetable (given typical congestion delays).
Event day modelling “would need further analysis”.  Unclear if they allow sufficiently from buses from St Marys St, queuing to the Bus Stn exit.  No consideration of pedestrians on this confgested route, increased air pollution in the AQMA or Metro routing here.
“Improvements and efficiencies” are needed: ”could include optimised timetabling, use of dynamic stand allocation, re-allocation of layover to other parts of the road network (yet that worsens things with extra bus movements) and bus priority improvements to increase bus journey time reliability (yet that’s set to worsen with increased central congestion
DSA Report is April 2012  AECOM
To assess the feasibility.  “Use of DSA is in its infancy”  “effectiveness is highly variable”
“costs involved and whether the inherent risks in deploying a relatively novel approach…” (and breakdowns of the electronic system)
Further work “to enable a better informed decision.. merit of proceeding further..”
Chatham has 6 platforms, 16 stands; switching only on same platform… hardly works.
High Wycombe similar, others Plymouth, Barking, Hanley, Bristol. Burnley not proceeded with.  Only t Heathrow and Victoria Coach Station in the UK.
Netherlands review of many yrs.  Separate set-down and pick-up areas.  “physical needs of those with reduced abilities”  Visibility of departure information from the waiting area.  In fact the dutch document says “serious problems for the disabled”
A buffer area for waiting buses is required (for timetable-keeping).  Not fail-safe – requires staff on hand to direct people when buses enter wrong platform eg’ if departures are delayed
Somerset CC study for Taunton (DSA dropped)
Should be a) in open air, b) a layout with no reversing.   Recommend including provision for future DSA, to cope with possible expansion of buses.
Only Christchurch NZ claims success (by Parsons Brinkerhoff who designed it). Have a building for 3 platforms plus adjacent street with two platforms (15 bus stops), not separated as far as St Marys St and Westgate St would be in Cdf.  37 in/out plus 5 through routes  (Pop 340 000 like Cdf).
With service frequency <15 each="" minutes="" own="" p="" requires="" service="" stop.="">

Saturday, 6 June 2015

@CardiffCouncil falsified picture of site for 'new bus station' June Capital Times #clowns

  falsified picture of site for 'new bus station' June Capital Times  


Cardiff Labour Council continue to tell you fibs - the truth here - Everything you need to know about Cardiff Council and the 'bus station' 

Deliberate removal of bus shelters in advance of any consultation with bus users - we want a NEW BUS STATION NOW - before the BBC and offices 

Wednesday, 3 June 2015

Illegal FOI refusal on Cardiff Bus Station

Please find attached a response to your Freedom of Information request -  FOI06724. Yours sincerely
Improvement & Information - City of Cardiff Council Room 401, County Hall, Atlantic Wharf 
Which clearly doesn't answer the question contrary to the law. 
All we wanted to see is the specification given to the architects for the promised new bus station. Cardiff Council - Phil Bale and Ramesh Patel should share this information and the designs and let the people of Cardiff decide the winning submission.   Illegal