A few months ago, the Institute of Welsh Affairs together with Cardiff Business Partnership published a "metro system" proposal for south Wales. The cost of the scheme was estimated to be £2.5billion. The scheme involved electrified heavy-rail, bus rapid transit and trams not only connecting the valleys to Cardiff, but the valleys to each other.
It's a perfectly logical proposition. South Wales is blessed with an extensive heavy rail network for it's population density. The rail network around Cardiff as it is already puts some other UK cities to shame, like Bristol.
Why should the metro idea be exclusively for Cardiff though?
In this post I'm outlining 3 separate schemes based on the IWA/CBP report and my own ideas; a Capital-Region metro based around Cardiff, Newport and the south Wales valleys, a Swansea Bay area metro and a Deeside/Wirral metro (largely utilising existing rail services).
1. Capital Connect
(i) Rail Services
At the core is a half-hourly "South Wales Commuter" service between Cheltenham Spa and Swansea, calling at all stations along the route. To enable this, the Maesteg service will now run between Bridgend and Maesteg only, using the bay platform to the north of Bridgend station.
Lines reopened include Aberdare-Hirwaun, Ystrad Mynach-Bedlinog and Llanhilleth-Abertillery. Every line should be double-track where possible or practical. Each line should also aim to have, a minimum half-hourly service, perhaps eventually every 20 minutes with signalling improvements.
The metro would have 6 distinct "lines".
(ii) Bus Rapid Transit (BRT)
The BRT services wouldn't be "rapid transit" in the strictest sense of the word, more a limited stop bus service, using high-spec buses and stopping at higher quality, "metro branded" stops located at various places in the network.
Seamless transfer should be encouraged with many BRT services calling at metro rail stations. The BRT services would be vital in connecting communities and facilities (such as hospitals) too far from the existing rail network or no longer able to be reconnected, for example Maerdy and Tredegar.
In the Capital Connect area there are 2 types of BRT service. Valley Connect services connect valley communities to one another. City Connect connects the valleys to the city region (Cardiff and Newport) and the cities to each other.
Sections of segregated busway should be constructed where feasible. For example between Fairwater and Beddau (via Creigau). Bus priority measures should be enhanced along BRT routes. The buses and stops themselves should be branded in the same distinct metro brand as the rail services, to distinguish BRT services from local and municipal services.
Bus services should be more frequent than rail during peak times (every 5 minutes on busy routes) and at least half-hourly at all other times.
2. Swansea Connect
(i) Rail Services
Swansea is disadvantaged by having it's main railway station outside of the city centre proper. This makes planning a metro service around it quite difficult. However there are freight-only railways in and around Swansea that can be utilised for passenger services. Naturally all of the lines involved would be electrified.
A secondary transport interchange to the east of the city on Fabian Way will be a focal point for both bus rapid transit and new rail services along the Swansea District Line and the Vale of Neath branches. These rail services should use lightweight tram-trains and should aim to run an hourly service at a minimum, with passing loops installed where appropriate.
Swansea, Port Talbot, Bridgend and Neath will still be served by existing mainline services as well as the South Wales Commuter service mentioned above.
To the west of Swansea, a new service will operate from Carmarthen to Swansea and the Amman Valley. Stations will be reopened along this route, for example at Lougher, Waunarlwydd and Cockett. Due to limited turnback facilities at Llanelli, only District Line services will turn back towards Swansea, creating a "horseshoe" shaped service for Swansea's outer suburbs.
The Swansea Metro area will have 5 lines:
(ii) Bus Rapid Transit (BRT)
Part of the BRT system for Swansea already exists between Morriston and Singleton Hospitals. 4 more BRT "lines" would be developed, including a significant busway between eastern Swansea and Port Talbot across the Neath estuary. Another busway could be developed to the north west of Swansea from Gorseinon to Pontardulais along a disused railway.
The BRT should also be extended beyond Singleton Hospital to Mumbles Pier.
Like the Capital area BRT, bus services would be more frequent than those of rail during peak times.
3. Deeside Connect
(i) Rail Services
The Deeside Connect metro focusses on the Wrexham, Deeside, Shropshire, Chester and Wirral areas. It largely utilises existing rail lines, with new stations constructed at appropriate places (such as Cefn Mawr). All lines will be electrified, though the conflict between third-rail electrification on the Merseyrail network with cheaper overhead electrification would need to be resolved.
A major heavy-rail project would be the reopening of a line between Gobowen and Welshpool, enabling a metro service to Oswestry, and longer-distance services between Wrexham (or Chester) and Aberystwyth (or Pwllheli) via the Cambrian Coast line. A line between Pen-y-fordd and Mold will also be reopened for metro services.
The Deeside Connect system would have 4 lines:
4. Smartcard Travel
Cardiff Bus recently launched an "Iff Card" to enable ticket less/pre-pay travel on it's buses. Although it's a welcome development it still isn't on the same scale as Greater London's Oyster Card or Hong Kong's Octopus Card.
A new nation-wide smart card should be launched, with recharging points at every BRT stop and rail station for commuters. The card could be expanded beyond metro services to also be used on local bus services, national rail services and perhaps even vending machines at stations or some stores.
"Exact change" should be a phrase consigned to the past.
5. Improving user experience
Many train stations consist of nothing more than a glorified bus shelter. This doesn't send out the right message about using public transport in Wales.
Stations on the rail network that handle more than 100,000 passengers per year should have some form of indoor waiting area perhaps with a retail outlet or vending machines. Stations that handle more than 200,000 passengers a year should be fully staffed and have accessible toilet facilities. Every station should be DDA compliant within 20 years of the metro being up and running.
To prevent fare evasion every metro rail station (except those with very low passenger usage) should have ticket sale facilities (probably via a machine) ticket barriers and CCTV installed. Cathays station in Cardiff for example is a "bus shelter" rail station yet has ticket barriers on both platforms.
Car parking provision should be expanded at rail stations on the outskirts of major urban areas, and those easily accessible (less than 5 minutes) from major arterial routes, such as the M4 or A470.
Bus stops on BRT routes should be of the highest standard with real-time GPS service information and ticket sale/smart card recharge facilities. Some of the busier stops could have refreshment vending machines or even their own car parks.
6. Improved rolling stock and buses
The trains currently being used by Arriva Trains Wales are a disgrace, bordering on an embarrassment. With electrification there is an opportunity for new "off the shelf" rolling stock. New trains should maximise space, be clean, bright and enable all users, including those with disabilities to use them effectively.
The new London Underground "S-Stock" should be the archetype for any new metro trains, retrofitted for use with overhead power lines and fitted with toilet facilities.
For the South Wales Commuter service, specific, high passenger density rolling stock should be used with an on board buffet/trolley service. For example a retrofitted Class 333, currently used on the Heathrow Express service.
Buses for the BRT services should be modern, preferably utilising green technology such as hydrogen fuel cells. They should be low-floor, with toilet facilities considered for some longer-distance BRT services. "Bendy buses", such as the current FTR Swansea Metro ones, should only be considered for low lying, shorter intra-city services such as those in and around Cardiff and Swansea.
It's a perfectly logical proposition. South Wales is blessed with an extensive heavy rail network for it's population density. The rail network around Cardiff as it is already puts some other UK cities to shame, like Bristol.
Why should the metro idea be exclusively for Cardiff though?
In this post I'm outlining 3 separate schemes based on the IWA/CBP report and my own ideas; a Capital-Region metro based around Cardiff, Newport and the south Wales valleys, a Swansea Bay area metro and a Deeside/Wirral metro (largely utilising existing rail services).
1. Capital Connect
 |
| Capital Connect (Click to enlarge) |
At the core is a half-hourly "South Wales Commuter" service between Cheltenham Spa and Swansea, calling at all stations along the route. To enable this, the Maesteg service will now run between Bridgend and Maesteg only, using the bay platform to the north of Bridgend station.
Lines reopened include Aberdare-Hirwaun, Ystrad Mynach-Bedlinog and Llanhilleth-Abertillery. Every line should be double-track where possible or practical. Each line should also aim to have, a minimum half-hourly service, perhaps eventually every 20 minutes with signalling improvements.
The metro would have 6 distinct "lines".
- South Wales Commuter – Explained above.
- Maesteg Line – Bridgend to Maesteg shuttle service.
- Glamorgan Line – Services from Hirwaun, Treherbert and Merthyr to Barry Island, Bridgend (via Barry) and Penarth.
- City Line – Clockwise and anti-clockwise services around Cardiff, with a rationalisation Coryton branch stations and a new connection to Radyr via Forest Farm.
- Gwent Line – Services from Ebbw Vale and Abertillery to Cardiff Central and Abergavenny (via Newport).
- Northern Line – Services from Rhymney and Bedlinog to Cardiff Bay.
(ii) Bus Rapid Transit (BRT)
The BRT services wouldn't be "rapid transit" in the strictest sense of the word, more a limited stop bus service, using high-spec buses and stopping at higher quality, "metro branded" stops located at various places in the network.
Seamless transfer should be encouraged with many BRT services calling at metro rail stations. The BRT services would be vital in connecting communities and facilities (such as hospitals) too far from the existing rail network or no longer able to be reconnected, for example Maerdy and Tredegar.
In the Capital Connect area there are 2 types of BRT service. Valley Connect services connect valley communities to one another. City Connect connects the valleys to the city region (Cardiff and Newport) and the cities to each other.
Sections of segregated busway should be constructed where feasible. For example between Fairwater and Beddau (via Creigau). Bus priority measures should be enhanced along BRT routes. The buses and stops themselves should be branded in the same distinct metro brand as the rail services, to distinguish BRT services from local and municipal services.
Bus services should be more frequent than rail during peak times (every 5 minutes on busy routes) and at least half-hourly at all other times.
2. Swansea Connect
(i) Rail Services
 |
| Swansea Connect (Click to enlarge) |
A secondary transport interchange to the east of the city on Fabian Way will be a focal point for both bus rapid transit and new rail services along the Swansea District Line and the Vale of Neath branches. These rail services should use lightweight tram-trains and should aim to run an hourly service at a minimum, with passing loops installed where appropriate.
Swansea, Port Talbot, Bridgend and Neath will still be served by existing mainline services as well as the South Wales Commuter service mentioned above.
To the west of Swansea, a new service will operate from Carmarthen to Swansea and the Amman Valley. Stations will be reopened along this route, for example at Lougher, Waunarlwydd and Cockett. Due to limited turnback facilities at Llanelli, only District Line services will turn back towards Swansea, creating a "horseshoe" shaped service for Swansea's outer suburbs.
The Swansea Metro area will have 5 lines:
- South Wales Commuter – Explained earlier.
- Maesteg Line – Explained earlier.
- District Line – From new Fabian way hub, around the north of Swansea to Llanelli, then on to Swansea station itself.
- Vale of Neath Line – From Fabian way to Blaengwrach (possibly extended to Aberdare in the future) and Seven Sisters (possibly extended to Ystradgynlais and Pontardawe in the future).
- Carmarthenshire Line – From Carmarthen to Swansea and Gwaun Cae Gurwen (via Ammanford).
(ii) Bus Rapid Transit (BRT)
Part of the BRT system for Swansea already exists between Morriston and Singleton Hospitals. 4 more BRT "lines" would be developed, including a significant busway between eastern Swansea and Port Talbot across the Neath estuary. Another busway could be developed to the north west of Swansea from Gorseinon to Pontardulais along a disused railway.
The BRT should also be extended beyond Singleton Hospital to Mumbles Pier.
Like the Capital area BRT, bus services would be more frequent than those of rail during peak times.
3. Deeside Connect
 |
| Deeside Connect (Click to enlarge) |
The Deeside Connect metro focusses on the Wrexham, Deeside, Shropshire, Chester and Wirral areas. It largely utilises existing rail lines, with new stations constructed at appropriate places (such as Cefn Mawr). All lines will be electrified, though the conflict between third-rail electrification on the Merseyrail network with cheaper overhead electrification would need to be resolved.
A major heavy-rail project would be the reopening of a line between Gobowen and Welshpool, enabling a metro service to Oswestry, and longer-distance services between Wrexham (or Chester) and Aberystwyth (or Pwllheli) via the Cambrian Coast line. A line between Pen-y-fordd and Mold will also be reopened for metro services.
The Deeside Connect system would have 4 lines:
- Borderlands Line – As current, with additional stops and electrification. Services extended to Liverpool.
- Hotspur Line – Between Shrewsbury and Chester (via Wrexham), with additional stops.
- Glyndwr Line – Between reopened Oswestry branch and reopened Mold branch.
- Wirral Line – The existing Merseyrail line between Chester and Liverpool. Could possibly become an extension of the Hotspur Line to simplify things.
4. Smartcard Travel
Cardiff Bus recently launched an "Iff Card" to enable ticket less/pre-pay travel on it's buses. Although it's a welcome development it still isn't on the same scale as Greater London's Oyster Card or Hong Kong's Octopus Card.
A new nation-wide smart card should be launched, with recharging points at every BRT stop and rail station for commuters. The card could be expanded beyond metro services to also be used on local bus services, national rail services and perhaps even vending machines at stations or some stores.
"Exact change" should be a phrase consigned to the past.
5. Improving user experience
Many train stations consist of nothing more than a glorified bus shelter. This doesn't send out the right message about using public transport in Wales.
Stations on the rail network that handle more than 100,000 passengers per year should have some form of indoor waiting area perhaps with a retail outlet or vending machines. Stations that handle more than 200,000 passengers a year should be fully staffed and have accessible toilet facilities. Every station should be DDA compliant within 20 years of the metro being up and running.
To prevent fare evasion every metro rail station (except those with very low passenger usage) should have ticket sale facilities (probably via a machine) ticket barriers and CCTV installed. Cathays station in Cardiff for example is a "bus shelter" rail station yet has ticket barriers on both platforms.
Car parking provision should be expanded at rail stations on the outskirts of major urban areas, and those easily accessible (less than 5 minutes) from major arterial routes, such as the M4 or A470.
Bus stops on BRT routes should be of the highest standard with real-time GPS service information and ticket sale/smart card recharge facilities. Some of the busier stops could have refreshment vending machines or even their own car parks.
6. Improved rolling stock and buses
 |
| London Underground "S-Stock" interior |
The new London Underground "S-Stock" should be the archetype for any new metro trains, retrofitted for use with overhead power lines and fitted with toilet facilities.
Buses for the BRT services should be modern, preferably utilising green technology such as hydrogen fuel cells. They should be low-floor, with toilet facilities considered for some longer-distance BRT services. "Bendy buses", such as the current FTR Swansea Metro ones, should only be considered for low lying, shorter intra-city services such as those in and around Cardiff and Swansea.
The rebuilding of the Coryton to Radyr link is vital but it will not come cheap. A start of the improvements could be made by integrating ticketing on the new iff card for trains and buses.
ReplyDeleteInteresting plan, I would suggest some additions,
ReplyDeleteThe Gwent line could be supplemented by a Bassaleg Junction / Tredeger park / Cleppa Park / St Mellons park rejoining the mainline at St Mellons. I would also like to see stops in Llanrumney, Pengam and Splott. (the parks are all business parks and this line could serve countless commuters.)
I would also like to see a Pontypridd to Newport line via Trefforest Estate, Caerffili, Machen and Rhiwderin joining the planned line at Basseleg Junction. This would allow people from the valleys to connect to cross border services to London, Manchester, Birmingham and Bristol without going through the 'bottleneck' of Cardiff Queen street.
There should also be more regular commuter services on the existing Cardiff / Newport / Cwmbran / Pontypool / Abergavenney line, preferably via Bassaleg Junction and with additional stop at Caerleon.
Unfortunately there seems to be a lack of political will in both Cardiff and London to sort out our rail infrastructure, but if we have a plan of what we need at least its something concrete we can lobby for.
Cibwr - Agreed about the Radyr Link. Personally I think the Iff card is a well meaning intiative but a missed opportunity with regard intergrated ticketing as a whole.
ReplyDeleteWelsh Agenda - Some of your suggestions I included on the first map. East Cardiff is poorly served by rail compared to the rest of the city, so building new stations there is a no-brainer, similarly new stations around Newport. I doubt they would be able to reopen the line between Pontypridd and Caerphilly now though, it looks like it's been built over, which is a real shame.
I'm willing to bet if the WAG had a blank cheque they would do something like the IWA/CBP suggest. There is a timidity about "big projects" in Wales. I personally think a metro system, whether it incorporates some of my ideas or not, is deliverable with the right planning unlike projects like the Severn Barrage.
You're right of course, Sorry I should have paid more attention before commenting.
ReplyDeleteOn the subject of the Pontipridd/Newport line, it seems that much of it is now the A470.
http://en.wikipedia.org/wiki/Pontypridd,_Caerphilly_and_Newport_Railway
Of course it may still be possible to build a new line alongside the road - which would probably cost no more, and probably less than adding an extra lane each way.
It may even be possible to construct a narrow guage or tram line, which would reduce the space required.
You are right there is huge timidity in these necessary infrastructure projects. I'd add that the rail network needs the Carmarthen to Aberystwyth line to reopen. Its essential that these projects, especially in the Cardiff region are not sold as a Cardiff centric project but something that will improve intra valleys community connections.
ReplyDeleteExcellent post.
ReplyDeleteOne thing on the Swansea connect map, you might find yourself arriving at Kidwelly station before Ferryside traveling westwards.
Whoops!
ReplyDeleteThanks for pointing out the error Ryan. If I could change it I would.
Any programme of reopening rail lines would include the Pontyclun to Beddau line as a priority the track is still there and there have been whispers about it for years.
ReplyDeleteThe trouble with the Pontyclun-Beddau line, Anon, is that they haven't been able to find space to fit extra trains on the south Wales mainline. I wrote a follow up to this, which suggests an alternative for the Pontyclun-Beddau line, which you can read here.
ReplyDelete