This is an expression of views about road improvements in areas of high scenic value but it is focussed on a particular case - the five-mile reach of realignment and widening now in progress on the A470 between Dolwyddelan and Pont-yr-Afanc, Betws-y-Coed. It suggests some considerations which ought to have been borne in mind and asks what mechanisms might be put in place to ensure that they're resolved satisfactorily at an early stage in similar situations.

As an engineering project in difficult terrain, no-one could fail to be Impressed by this scheme.  It's also clear that an effort is being made to satisfy the conservation lobby. In two matters, however, the end results will be regrettable and are likely to lead to pressure for remedial work.

Access to adjoining land

The Lledr valley is one of the most attractive in Snowdonia. It lies entirely within the National Park. Towards the western end of the new project two National Trust properties stand astride the road and both are designated as open access areas.  Most of the remainder of the northern side is Forestry Commission land open to the public. The fastest approach to Llyn Eisi (where an excellent circular walk has recently been opened) starts from this road. Other public footpaths leave it. Yet, outside Dolwyddelan village, all parking possibilities have been eliminated.

It's astonishing that the road planners should Intend walkers, climbers and fishermen to reach these paths and public spaces by following, for lengthy distances, the verge of the main north-south trunk road in West Wales.  It will be carrying high speed traffic, including heavy vehicles, often nose to tail.  It also happens that what will remain the most dangerous point, the S-bend under the Gethin's Bridge viaduct, is the point at which the best walk between Betws-y-Coed and Penmachno crosses the road.

There has been a serious design error, in that the verge footpath (which may not even extend the full length of work?) is on the wrong (i.e. inner) side of the wall.  For pedestrian safety, and for some relief from road noise, exhaust fumes and general disturbance, the footpath should be separated and screened from the road.  (See examples in the Lake District near Keswick, Ambleside, Sawrey, etc.)

Without question, parking bays are needed, at the key access points.  Ample space has already been excavated at the crucial site and by-passed carriageway is available elsewhere.  Along nearly all comparable through routes in Northern Snowdonia -- the Nant Gwynant, the Llanberis Pass, the Nant Ffrancon and Nant y Gwryd, even on the A470 to the north and west --  parking areas have been a valuable by-product of similar schemes.

Aesthetics, Economics and Regional Considerations.

There is no reason why a new road in an area like this shouldn't please the eye as well as demonstrate state-of-the-art technology.  It ought to be worthy of review by the landscape or architectural correspondents of the Sunday papers.  This section offers woodland and valley vistas, fine prospects of hillside and cliffs, and some variety of roadside features as it slices through rock exposures.  Looking at the stretches of  walling already on view, however, excellent opportunities are being missed.

It will be agreed that the wall construction is a slight improvement on the prefabricated units used on the A5 to the east and on a short section of the A470 to the north. It's also easy to understand an unwillingness to incur future maintenance costs by resorting to hedging and fencing.  Still, this perfect mortar-built wall suggests Victorian cemeteries or old reservoir boundaries and if carried all the way will be depressing in its uniformity.

It happens that the road passes through a complex of volcanic tuffs, slates, sandstones, and alluvial drift.  Some notice should have been taken of traditional local practice. On softer ground, and at excavated sections where in-filling is needed, variety could have been Introduced by the use of stretches of slate fencing.  This regional practice -- slabs of slate waste set upright inline -- can be seen in many field boundaries in Snowdonia where quarries are near at hand. (It's on view as garden fencing in Dolwyddelan itself).   It has huge advantages.  It would probably produce massive savings in costs and time if installed by lightweight machinery.  It's attractive and fascinating to visitors.  It's much more difficult to cross, either for sheep or humans, than a stone wall and it's at least as durable.  And it would have strengthened rather than depleted the local vernacular.

Similarly, good use might have been made of boulders unearthed in the neighbourhood of the volcanic cliffs and screes.  In most walled lanes in igneous areas in Snowdonia huge boulders will be seen embedded in the bases of the walls.  These were turned up on site and served to anchor and raise the adjoining walling.  They could very easily be set nowadays by small earthmovers to stand as motifs in a more appropriate type of walling.  In general, to have used a few alternating sections in these styles would have enhanced the whole scene and paid tribute to the strong backs and simple levers of the men who first built this road.

Summary

The new work is effectively obstructing access to the enjoyment of public space and ancient rights of way within the National Park.  It makes no acknowledgement that regional styles of construction exist. The questions arising are:

1. Has the Transport Directorate any statutory guidelines requiring that new projects pay attention to the needs of users of all users of the adjoining land and to regionally tradition?  If a responsibility for advice is passed on to National Park Authorities, local Highway Departments, or to amenity bodies such as the National Trust, ought not the general public to be given an opportunity to consider these responses before any Public Inquiry is held?
2. In the case in question, what can be done now, rather than after completion, to provide suitable parking areas at access points, or a full-length screened footpath, or both?

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