Network Rail - Taking the Welsh Government for a ride?

The project to redouble a section of track between Wrexham and Chester is an example
of Network Rail over-promising and under-delivering when it comes to Welsh railways.
(Pic : rmweb.co.uk)

Network Rail's relationship with devolved Wales has always been somewhat awkward. They now have a department responsible for rail infrastructure in Wales, but they're not directly answerable to either the Welsh Government or National Assembly.

I'm getting fed up of saying this, but it has to be said every time – rail infrastructure budgets aren't devolved to Wales (when they are to Scotland and Northern Ireland). Evidence points towards Wales receiving less than its proportional share of rail funding.

The Welsh Government might not be directly responsible for rail infrastructure, but they have a big say, and can make voluntary contributions from its own capital budget to ensure strategically important work goes ahead.

For example, the redoubling of a 5.5 mile section of track/creating a passing loop between Rossett (near Wrexham) and Saltney (near Chester) has been funded by the Welsh Government to the tune of £44million.

The goal is to cut journey times between north east and south Wales by up to 16 minutes and "substantially improve" the track. In addition, there are plans in place to enable faster-running trains to run between Gobowen and Shrewsbury, which will not only help ensure further cuts to journey times between north east and south Wales, but between the Marcher towns too.

The problem is both projects have turned into an engineering and managerial nightmare.

With regard the Wrexham-Chester scheme, trains will only be able to run at the fastest speed (90mph) for a few miles each way. In addition, due to outdated track at the Chester end, the scheme is unlikely to return a significant reduction in journey times because the funds weren't there to replace this track. Supposedly, it was only after the new passing loop had been installed that Network Rail discovered these problems.

The "enhanced service" is set to start this November – proudly sponsored by the Welsh Government, and at least 6 months behind schedule.

To add further woe, according to various sources, any chance of line speed enhancements between Wrexham and Shrewsbury are as good as dead because of the condition of the track – which would need to be replaced to enable 90mph+ running and would require more regular maintenance as a result.

It's sounds as though Network Rail said they could deliver something, took the Welsh Government's money, then under-delivered on their promises, which brings me neatly to electrification programmes in south Wales.

This innovative "factory on rails" was supposed to slash the time it takes
to electrify track - but it might have caused current delays.
(Pic : Network Rail)

We already know electrification of the Great Western mainline is running behind schedule and likely to increase substantially in cost. The pre-requisite engineering works (particularly bridges) have already started in and around Cardiff and the new Hitachi trains have begun to roll off the production line, but the target date of completing electrification to Swansea by 2018 looks certain to be missed.

I don't think there's any question that the UK Government intend to deliver it (eventually); but any serious problems that come about will inevitably impact plans to electrify the Valley Lines as part of the South Wales Metro (Metro a Go Go), as well as any future proposals to electrify the north Wales mainline.

Again, while these big rail engineering projects always have hiccups – especially when lines have to remain open – Network Rail's specially-designed electrification train (which was supposed to "slash years" off the delivery time) has run into difficulties and may well have contributed to the project's delays.

....with the little problem of trains not being able to use it properly until 2017.
(Pic : Arriva Trains Wales)

Last, but not least, there's the reconstruction of the southern entrance to Cardiff Central, which is the most significant part of a £20million project to improve capacity at Cardiff Queen Street and Central stations. An extra platform has been provided at each station, with Queen Street's platform already in use. The aim is to reduce bottlenecks between the two stations and ensure more reliable and frequent services on the Valley Lines.

Although the revamped southern entrance at Central was recently completed, the new Platform 8 – the main reason for the project – won't be in use until January 2017 at the earliest! This is because it's reliant on other track and signalling work to enable trains to stop there, which has been delayed. So for the next 14 months or so, Cardiff Central has a brand spanking new platform that can't be used as intended.

None of this is an argument (in itself) that rail infrastructure be devolved. There's no guarantee that if it were devolved in line with Scotland that the projects would be delivered any sooner or more efficiently - though Scotland has managed to deliver many important rail projects on time, like the Borders Railway which opened last weekend.

Despite that, if Network Rail are going to play silly buggers with Welsh Government money, then we all deserve to know how these problems happen. We also need to know why – despite possessing some of the best engineers and planners around – it keeps happening on a fairly regular basis.

It has long-term ramifications too, and begs the question whether Network Rail can be relied upon to deliver other flagship projects - like the proposed wholescale redevelopment of Cardiff Central - this side of 2030. Campaigners hoping to reopen the Carmarthen-Aberystwyth line (Making tracks in west Wales) should also be wary.